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

September 2017

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Annual Shipyard Survey

Q&A with RADM Michael Alfultis

Cruise Ships: Designing for Safety

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2E  ditorial Time to Stand with Texas


ShipBuilding 2017 Annual Shipbuilding Survey A recent survey of shipbuilders across the U.S. shows that ferries, tugs and government vessel construction along with repair work are driving yard activity


CEO Spotlight Q&A with RADM Michael Alfultis Marine Log sits down with President of SUNY Maritime College RADM Michael Alfultis to discuss the future of the college, training and education, and the maritime industry


Great Lakes Forging Ahead In the face of challenges, Great Lakes operators look to future with optimism

4 Industry Insights 6M  arine Innovations 7W  ellness Column A Canary in a Coal Mine

8 Update  asha Hawaii Orders LNG Duo P from Keppel AmFELS • Ship Repair Yard Acquisition to Boost VT Halter’s Repair Business • Another U.S. Navy Destroyer Collides with Ship • JAX LNG Receives USCG LOA for LNG Bunkering •

Plus: Cleveland makes its debut, marking a milestone for the Great Lakes

16 Inside Washington Senate Bill Takes Aim at IoT Cyber Security 39 Newsmakers New Leader Sworn in for Maritime Administration 40 Tech News

Reborn on the Great Lakes One time Lakes steamship John G. Munson gets new life as diesel-powered self-unloader


Ship Design Integrating Safety Executive Vice President of NAPA, Esa Henttinen, explains why the earliest stages of design are essential for cruise safety

HII’s Proteus Shows Off Capabilities

Plus: Skagit County Eyes All-Electric Ferry

44 Safety First

Head North: New Challenges and Intrigues for Designers Europeans designers are turning to the highly lucrative and growing cruise market

Protecting an Integral Member of the Team: The Pilot

September 2017 // Marine Log 1


MarineLoG SEPTEMBER 2017 Vol. 122, NO. 9 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389 PRESIDENT Arthur J. McGinnis, Jr. PUBLISHER & EDITOR-IN-CHIEF John R. Snyder Associate Publisher Jeff Sutley MANAGING EDITOR Shirley Del Valle

Time to Stand with Texas


t is time to stand with Texas. The cost of the devastation wreaked by Hurricane Harvey on the people of Houston and east Texas, the transportation, port, energy, refineries, and industrial infrastructure will total in the billions of dollars and take years to rebuild. As the Texas Secretary of State Rolando Pablos pointed out when we interviewed him for the July 2017 issue of Marine Log, Texas is the second largest economy in the U.S. ($1.639 trillion) and represents the world’s 10th largest economy. It stands at the center of global energy and oil and gas business. Texas ports are also critical to the U.S. economy. More than $204 billion in international trade passed through Texas seaports in 2015. At press time, equity research analysts Cowen reports that refinery outages have far outweighed other market impacts from Harvey, with over 4 million bpd of U.S. capacity offline. Peak oil production offline from the Gulf of Mexico and South Texas appears to be up to 1.2 million bpd, but the majority is likely to return before refining capacity. The result could be a build up in the near term of crude oil inventory and higher gasoline prices in the short term. While the state does have a “Rainy Day Fund” of about $9 billion to withstand

economic downturns, the as yet to be fully assessed damage from Hurricane Harvey is likely to go well beyond anything the state could have envisioned. Those along the U.S. Gulf Coast can tell you how their lives were changed forever after Hurricane Katrina. Having lost neighbors and lived through Superstorm Sandy, I can tell you that things won’t return to normal once the waters recede and winds die down. It will be a long road to recovery. Texans are tough, but it is time for members of Congress and the Administration to put aside their political differences and stand with Texas. The relief legislation shouldn’t be tied to the debt ceiling nor politicized as was the case of Superstorm Sandy. This needs to be done quickly for the sake of the thousands of people that have lost everything and are now homeless and for the businesses that need to restart and rebuild. Congress, it is time to stand with Texas.

John R. Snyder Publisher & Editor

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

2 Marine Log // September 2017

WEB EDITOR Nicholas Blenkey Art Director Nicole Cassano Graphic Designer Aleza Leinwand MARKETING DIRECTOR Erica Hayes PRODUCTION DIRECTOR Mary Conyers INTERNATIONAL SALES DIRECTOR David Cocoracchio SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn CLASSIFIED SALES Jeanine Acquart CONFERENCE DIRECTOR Michelle M. Zolkos CONFERENCE ASSISTANT Stephanie Rodriguez

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

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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. It’s been a painful time for the offshore oil and gas markets and things won’t get any easier in the wake of the damage wreaked by Hurricane Harvey. As detailed in this month’s infographic, VesselsValue tried to calculate the number of vessels laid up in the offshore fleet using a big data approach. VesselsValue observed the recency of a vessel’s AIS signal and filtered the data to correlate a vessel’s activity. Vessels that had not signaled for over a week were considered to be in lay-up.

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

U.S. Dry Cargo Barges Number by Region











55 58 34





0 Source: U.S. Army Corps of Engineers







Source: Baker Hughes

Offshore Fleets Laid Up Percent of OSVs, By Type

Offshore Construction Vessels

Percent of MODUs, By Type

36% Container 33% AHTS

26% Drill ship

23% AHT

31% Semi-sub

26% FSV

17% Jack-up

22% Ocean Tug 27% ERRV

(Laid up as of Aug. 1)

18% (Laid up as of Aug. 1)

(Laid up as of Aug. 1)

Source: VesselsValue

Recent Shipyard Contracts, Launches & Deliveries, North America Qty



Fincantieri Bay Shipbuilding, Sturgeon Bay, WI


155,000 bbl ATB

Kirby Offshore Marine


Great Lakes Shipyard, Cleveland, OH


63 ft x 24 ft harbor tug

Great Lakes Towing


Keppel AmFELS, Brownsville, TX


2,525 TEU Containerships

Pasha Hawaii

Metal Shark, Franklin, LA


149-passenger water taxis

Potomac Riverboat


St. Johns Ship Building, Palatka, FL


190 ft landing craft

Bahamas Ferries



Source: Marine Log Shipbuilding Contracts

4 Marine Log // September 2017

Est. $


Est. Del.


Š marekuliasz/Shutterstock

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Marine Innovations FLIR M-Series Next GenerationThermal Night Vision Cameras FLIR’s M-Series pan/tilt multi-sensor system design has been re-engineered to offer additional functionality, improved performance and enhanced situational awareness. Its cameras offer 640 x 480 thermal imaging, improved IR imaging capabilities, continuous e-zoom, and upgraded optics. The cameras can seamlessly integrate with modern navigation systems, and can be displayed and controlled by multifunction navigation displays from Raymarine, Garmin, Furuno and Simrad.

GPLink GPlink Partners with Wheelhouse Technologies GPlink has partnered with Wheelhouse Technologies to create a comprehensive perspective on vessel upkeep. Operators and fleet owners can enjoy the benefits of real-time vessel monitoring, tracking and support from gplink along with a simple and easy-to-use interface; charting the course to vessel maintenance, spare parts management, and document tracking. The system can be installed on any engine and pays for itself in the first year through fuel savings and early detection of engine operating abnormalities.

Maersk Fluid Technology SEA-Mate Blending-on-Board System Maersk Fluid Technology (MFT) will provide both Evergas and the Clipper Group with its SEAMate Blending-on-Board (BOB) system. With these contracts the total number of SEA-Mate BOB systems ordered by ship owners to over 200 units. The system cuts fuel consumption by 1.5% at slow steaming and reduces lube oil consumption by up to 40%. SEA-Mate BOB enables the crew onboard to custom blend a Fit-for-Purpose Cylinder Lubricant from recycled 2-stroke Crankcase System Oil blended and a Cylinder Oil Concentrate.

Speedcast International Limited Awarded Contract to Provide Connectivity for UK-based Cruise Line Speedcast International Limited will provide end-to-end communication services for voice and data on board Fred. Olsen Cruise Lines’ fleet. Speedcast will leverage satellite VSAT and landbased 4G/LTE connectivity to deliver communication for guests and crew on board worldwide. Integrating both satellite and land-based infrastructure will enable the cruise operator to optimize the use of its ship’s networks. The technology will be able to switch between the two different networks seamlessly ensuring robust connectivity at all times.

WESMAR Dual Stabilized Beam HD860 Series Sonar WESMAR’s HD860 solves the tough challenge of seeing fish near the surface and towards the bottom of the sea. The sonar incorporates electronic beam stabilization technology—the narrow beam is used for long range, acting as a searchlight, and the wide beam does a side scan to map the bottom in greater detail. WESMAR’s new digital link between the sonar electronics and the computer console operate noise free for maximum sonar performance. 6 Marine Log // September 2017

Wellness Column

Canary in a Coal Mine from the non-stick pans throughout the heating process. These tests revealed that after only a few minutes of heating, six different toxic chemicals were released from the surface. This was coming from a pan in good condition. Scratches have the potential to amplify the toxic emission. Remember chemicals are not only sinking into the food being cooked, but gases are breathed in by the person standing over the pan, cooking.

Using Non-Stick Safety Tips:

Shutterstock/Terentieva Yulia


eeks ago a concerned Steward complained because his Captain rejected an order for non-stick cookware. He wanted non-stick after bouts with pan fried chicken that became caked to the steel cookware he was using. Non-stick was needed...Or was it? The history of non-stick pans goes back to 1945 when a DuPont scientist made a chemical called polytetrafluoroethylene (PTFE). It was hard, slippery, durable, did well to repel stains and prevent adhesion at varying temperatures. Today we use this class of chemical in rain coats, flooring, stain resistant carpet, cooking/baking pans, etc. The market explosion of “Teflon” pans came in the 60’s. The problem is that long-term health effects of these chemicals in humans and the environment were and are largely unknown. We do know that they accumulate in animal and human tissues; 95% of Americans have them accumulated internally. What little we do know about the effect of the chemicals on us is cause for pause. The spotlight on PTFE started in the late 2000’s when a chemical in PTFE called PFAO was noted to increase risk of cancer, stroke and have other health effects on humans. Concerned, the EPA and other agencies had chemical manufacturers agree (on a voluntary basis) to phase it out from the production process of non-stick cookware. It took about 10 years to execute. Any non-stick pan/oven sheet/baking mold manufactured prior to 2015 has the potential to contain PFAO. Even without PFAO, the post-2015 non-stick replacement chemical has lingering questions surrounding its health effects. The same chemical class is still

being used, just a slightly altered version. In 2015 the Environmental Health Perspectives Journal review of PFOA and the replacement chemicals included an alarming statement signed by 200 leading scientists from 38 countries. The Madrid Statement urged restrictions be placed on PFAO and the replacement chemicals; and cited environmental reasons, but the human health

Liver toxicity, obesity, testicular and liver cancer, etc. are all cited as reasons for restrictions on PFAO reasons are where contact with non-stick cookware comes into focus. Liver toxicity, hypothyroidism, testicular and liver cancer, obesity, decrease birth weight, decreased response to vaccines, disruption of endocrine (hormone) systems, and damage to the immune system were all cited as reasons for restriction based on research of the chemical class. In addition, the World Health Organization also lists the chemicals as potential carcinogens. More direct evidence about what happens to a heated non-stick pan came from a report published by the Environmental Working Group (EWG). They tested gases

1. Throw out scratched up, non-stick, where the coating has been deteriorated. 2. Keep the cooking temperature low. 3. Do not pre-heat a non-stick pan. 4. Make sure the fan in the galley or kitchen is on when pans are in use. 5. Protect the pan’s surface: Cook with silicone, wooden or rubber utensils; Do not use cooking spray; Never use abrasives to clean the pan; Do not stack the pans without towels between them. SIDE NOTE: If you are a sailor of old with a parrot, remove it from the area when cooking on these non-stick surfaces. There have been enough incidents of fowl death and respiratory damage from the chemicals emitted from non-stick cookware, that manufacturers are putting out warnings to remove birds from the area due to their “sensitive respiratory systems”. Anyone else thinking of the Canary-in-the-Coal Mine scenario? If the bird starts flailing, evacuate!

Need to Get New Pans? Stainless steel is always a fine choice for shipboard use (make sure it has a good aluminum or copper core)—so are copper and cast iron. Taking pause to evaluate the safety and health risks we create when we cook is worthwhile. The warnings of hundreds of scientists and one very sensitive Canary can now be a part of an informed decision. This article is written for educational purposes only, nothing it is constitutes medical advice, all medical advice should be sought from a medical advisor. Emily Reiblein

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

September 2017 // Marine Log 7


Pasha Hawaii

orders LNG duo from Keppel AmFELS Honolulu-based Pasha Hawaii has

selected Keppel AmFELS shipyard, Brownsville, TX, to build two new LNG-fueled Jones Act containerships, with an option to order two additional vessels—the vessels will be the first LNG containerships in Pasha Hawaii’s fleet. The two-ship contract, worth $400 million, will result in the delivery of two 774 ft, 2,525 TEUs ships by 2020. “This contract with Keppel allows Pasha Hawaii to continue to move forward in our commitment to providing the best resources possible for our customers and Hawaii’s shipping industry, while minimizing our environmental footprint,” says George Pasha, IV, President and CEO of The Pasha

Group. “We are proud supporters of the Jones Act and look forward to working with Keppel’s team of highly skilled shipbuilders.” “We are pleased that Pasha has chosen us to build their first two LNG fueled containerships to our innovative design,” said Simon Lee, President of Keppel AmFELS. “Keppel O&M is at the forefront of designing vessels that run on LNG propulsion systems and has the experience in LNG vessel conversions as well as the expertise in newbuild specialized vessels.” The U.S.-flag ships will have a fully laden capacity of 500 45-foot containers, 400 refrigerated containers and 300 40-ft dry containers. Each ship will have a service speed of 23 knots.

Fat Leonard Case: The Guilty Pleas Pile Up THE ONGOING saga, known in Navy circles as the Fat Leonard Affair, has once again resulted in a prison sentence. Last month, two former executives of foreign defense contractor Glenn Defense Marine Asia (GDMA) were sentenced to prison terms for their part in the years-long corruption and fraud scheme. Neil Peterson, former Vice President of Global Operations for GDMA, and Linda Raja, GDMA’s General Manager for Singapore, Australia and the Pacific Isles, were sentenced to 70 and 46 months, respectively. Both were arrested at the request of the U.S. government by authorities in Singapore and were extradited last October. Each pleaded guilty to one count of conspiracy to defraud the U.S. with respect to claims. 8 Marine Log // September 2017

Peterson and Raja admitted that they and other members of the GDMA management team knowingly created and approved fictitious port authorities with fraudulently inflated port tariff rates, and approved the presentation of such fraudulent documents to the U.S. Navy. This resulted in GDMA charging the U.S. Navy inflated prices. The two admitted that, as a result of the scheme, the losses to the U.S. Navy exceeded $34,800,000. But, GDMA employees weren’t the only ones involved in the scheme. Several U.S. Navy officers, too, played a role. Most recently, an active-duty U.S. Navy Commander, Bobby Pitts, pleaded guilty for his role in the case—one count of conspiracy to defraud the U.S.

BIZ NOTES Total to acquire Maersk Oil in multibillion dollar deal TOTAL sA has acquired 100% of the equity of the E&P company Maersk Oil & gas A/S (Maersk Oil), a wholly owned subsidiary of A.P. Møller – Maersk in a share and debt transaction valued at a total of $7.45 billion. Under the deal, A.P. Møller – Maersk will receive a consideration of $4.95 billion in Total shares and Total will assume $2.5 billion in Maersk Oil’s debt. Total will issue A.P. Møller – Maersk 97.5 million shares based on the average Total share price on the 20 business days prior to the August 21 signing. Total has also offered a possible seat on its Board of Directors. A.P. Møller – Maersk says the deal brings it another step closer to creating an integrated transport and logistics company by separating out its oil-related activities. Patrick Pouyanne, Chairman and CEO of Total says the move will give the company “strong production profiles in the UK, Norway and Denmark, thus increasing exposure to conventional assets in OECD countries.”


Ship Repair Yard Acquisition to Boost VT Halter’s Repair Business VT halter Marine could very well be

expanding its ship repair activity. As we were going to press parent company Singapore Technologies Engineering Ltd. announced that it had acquired rig repair assets—adjacent to its VT Halter Marine, Inc. shipyard in Pascagoula, MS—from World Marine of Mississippi LLC (WMM), once the home of Signal International and before that the rig building facility of Friede Goldman Halter. The assets, purchased through subsidiary Vision Technologies Marine Inc., consists of a 94-acre purpose-built facility for heavy marine fabrication, offshore oil and gas rig upgrades, and repairs and conversions. ST Engineering says the acquisition will enable the group to leverage resources and derive greater synergies in its ship repair business. The price of the acquisition is $25 million.

business at hand, and most importantly, continue to safely complete the on-time and cost-competitive drydocking and marine repair and fabrication work our facility in Mobile has been successfully accomplishing for decades,” says World Marine of Alabama’s Robert Beckmann. T h e f ul l -s er v ice s hipya rd, l o c a te d in Mobile, boasts a commercially cert i f i e d Pa n a m a x - c a p a c i t y d r y d o c k , d e e p w a te r b e r t h s f o r ve s s e l s u p to 1,000 feet, a full-service machine shop, a smaller 4,200-ton drydock and a 100-ton floating crane.

The yard recently completed an intensive 49-day drydocking project for the seventh special survey of Dutra’s Dredge Stuvesant. The project included over 600 tons of steel renewals and full work packages for pipe, machinery, tank cleaning and coating. In the past the Mobile, AL yard has completed drydockings, repairs and other services for several government agencies including the U.S. Coast Guard, NASA and the U.S. Army Corps of Engineers, as well as commercial customers such as Dutra, Manson Construction, Signet Maritime and Seabulk Towing.

World Marine Shifts Focus Meanwhile, World Marine, LLC, says the divestiture of its Pascagoula, Mississippi yard will be followed by the restructuring of its management and a renewed and complete focus on its ship repair yard in Mobile, Alabama. “With the tightened cash flow low oil prices have brought to all businesses supporting the offshore oil industry, it is important for our company to focus on the

MARITIME Trivia­– Question #52: DURING WORLD WAR II, WHAT WAS MEANT BY the TERM “SPRUANCE HAIRCUT”? The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to August’s trivia question: What is known as the “Doctrine of the Last Fair Chance”? Answer: A doctrine that provides and asserts that a person in authority shall, when a collision is imminent, do all that is possible to avert or lessen the damage of the disaster. No winning answers were submitted.

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© 2017 Bank of Texas, a division of BOKF, NA. Member FDIC. September 2017 // Marine Log 9


Another U.S. Navy Destroyer Collides with Ship, Claiming 10 Lives Nearly two months to the day of the

USS Fitzgerald (DDG 62) accident, another U.S. Navy destroyer, the USS John S. McCain (DDG 56) was involved in a collision with the 50,700 dwt Liberian-flagged tanker Alnic MC while underway east of the Straits of Malacca and Singapore. The August 21 accident claimed the lives of 10 sailors and injured another five. T h e U S S Jo h n S . Mc C a i n s u f f e re d significant damage to the hull resulting in the flooding of several compartments including crew berthing, machinery, and communications rooms. But efforts by the crew prevented further damage. Meanwhile, the Alnic MC sustained a gash on the starboard side of the bow above the waterline—with no injuries to crew or pollution to report.

The tanker is managed by Athens-headquartered Stealth Maritime Corporation. The two accidents—which involved naval ships (with high tech equipment) traveling through congested waters— had some speculating whether cyber attacks were to blame. But ultimately, at least in the case of the Fitzgerald, the cause of the accident was linked to human error.

NAVY Relieves Officers of Duties Just three days prior to the USS McCain collision the U.S. Navy released a statement saying that the collision between the USS Fitzgerald (DDG 62) and ACX Crystal, which resulted in the loss of seven U.S. sailors, was “avoidable” and both ships “demonstrated poor seamanship.” The Navy said, “Within Fitzgerald, flawed watch stander teamwork and inadequate leadership contributed to the collision that claimed the lives of seven Fitzgerald Sailors, injured three more, and damaged both ships.” The statement also noted that the Fitzgerald’s commanding officer, executive officer and command master chief were all relieved of their duties.

The investigation into the USS John S. McCain accident is ongoing.

HASC Hearings The House Armed Services Committee Chairman will hold a joint hearing of its subcommittees on Seapower & Projection Forces and Readiness early this month on September 7 on “Navy Readiness — Underlying Problems Associated with the USS Fitzgerald and USS John S. McCain.” Witnesses expected to appear include Vice Admiral Thomas S. Rowden, Commander, Naval Surface Forces and John H. Pendleton, Director, Defense Force Structure and Readiness Issues, U.S. Government Accountability Office (GAO). Pendleton’s testimony will likely receive close attention. Back in 2015, GAO issued a report entitled Navy Force Structure: Sustainable Plan and Comprehensive Assessment Needed to Mitigate Long-Term Risks to Ships Assigned to Overseas Homeports. Among its findings: “the high pace of operations the Navy uses for overseas-homeported ships limits dedicated training and maintenance periods, which has resulted in difficulty keeping crews fully trained and ships maintained.”


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10 Marine Log // September 2017

Express Marine JAK®-700 Tug “Freedom”& Barge “EMI 2400”

Rivers, Lakes, Coasts, Oceans


American Queen Steamboat Co. Adds Duchess to its Fleet The newest addition to the American Queen Steamboat Company has been christened. The 166-guest American Duchess is the first all-suite paddlewheeler to operate on America’s inland river system. Marissa Applegate, daughter of American Queen Steamboat Company Chairman and CEO John Waggoner, christened the 314 ft vessel in New Orleans on August 14. The vessel emerged from an extensive rebuild at Bollinger Shipyards, Morgan City, LA, as a luxurious river cruise ship featuring a generous space ratio showcased by three 550 square ft owner’s suites, four 550 ft2 loft suites, and spacious veranda suites with sliding glass doors to private balconies and interior suites. It features open seating with two dining venues, The Grand Dining Room and The River Club and Terrace. “I could not be more appreciative of all the hard work from every person involved in making the American Duchess dream come true,” says John Waggoner. “Its times like these that I am reminded just how incredible this team and family is.” “The American Duchess is a culmination of our company’s core values and

finest attributes, poised to deliver our trademark level of gracious service, first-class entertainment, superlative fine dining and award-winning shore excursions,” says American Queen Steamboat company President and COO Ted Sykes. “With the first Loft Suites on U.S. rivers,”

says Sykes, “she is an innovation that will no doubt set new standards for excellence within the industry.” The vessel was rebuilt from the hull of the Bettendorf Capri casino boat, originally delivered by Bender Shipbuilding and Repair in 1995.


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Commercial Vessel Design Experts September 2017 // Marine Log 11


Metal Shark Launches Two New Water Taxis for Potomac Riverboat Ferry and water taxi services are playing

JAX LNG Receives USCG LOA for LNG The U.S. Coast Guard has given the

green light for TOTE Maritime to bunker its LNG fueled Marlin Class ships from the LNG bunker barge Clean Jacksonville in the Port of Jacksonville, FL. JAX LNG, LLC reports that it has received a Letter of Acceptance (LOA) from the United States Coast Guard (USCG) for the operation of its waterfront LNG facility and approval to conduct ship-to-ship LNG bunkering operations with the Marlin Class ships and the Conrad Shipyard built bunker barge. The expectation is this ship-to-ship LNG bunkering operation will commence early in 2018. In October 2015, JAX LNG and its partner TOTE Maritime received their first LOA from the USCG establishing an industry first landside LNG bunkering facility in the Port of Jacksonville. Since then, JAX LNG has safely delivered LNG to TOTE Maritime’s LNG fueled container ships.

In addition, Pivotal LNG has demonstrated the ability to safely conduct LNG bunkering operations while TOTE Maritime simultaneously loads and off-loads cargo at the port. “ T h e r e c e i p t o f t h i s s e c o n d LOA demonstrates our commitment to our customers, the value of inclusive port stakeholder relationships and exhibits confidence in our rigorous operational risk analysis methodology,” said Tim Hermann, President of Pivotal LNG. JAX LNG, LLC is a joint venture between Pivotal LNG and Northstar Midstream. Expected to be operational by end of 2017, JAX LNG’s state-of-the-art waterfront LNG facility in Jacksonville will be outfitted with a marine dock and truck loading capability. Operated by Pivotal LNG, the facility’s initial daily liquefaction capacity will be 120,000 gallons of LNG per day and the facility will have 2 million gallons of storage capacity.

an integral role in economic development, as metropolitan areas are “rediscovering” and redeveloping their waterfronts for businesses and residences. Earlier this year, the industry saw New York City’s NYC Ferry take off—the service has already surpassed a million riders since its launch in May. The team that played an integral role in getting NYC Ferry up and running, Metal Shark, is now once again helping reshape the passenger market in another U.S. metropolis. Louisiana-based Metal Shark recently launched the first two of what will be a series of four high-speed, low-wash, 149-passenger water taxis that will provide commuter passenger service in the Washington, DC, metro area. The water taxis are being built for Potomac Riverboat Company, a division of Entertainment Cruises, one of the largest operators of dinner and sightseeing boats in the U.S. Designed by BMT Designers & Planners, Alexandria, VA, the 88 ft water taxis will each be equipped with a pair of Scania DI13-liter engines. The boats are expected to be delivered from Metal Shark’s Franklin yard later this month.

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12 Marine Log // September 2017

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Preventing Sexual Harassment in the Merchant Marine The Ship Operations Cooperative Program, more commonly known as SOCP, has released a Best Practices Guide that deals with the prevention of sexual assault, sexual harassment, retaliation, bystander intervention, bullying, hazing, coercion, stalking, and other prohibited behaviors in the U.S. Merchant Marine. The BPG is designed to identify and share the best practices used by maritime companies of all sizes to implement prevention-and-response policies for such prohibited behaviors in the workplace. SOCP developed the BPG under a cooperative agreement with the Maritime Administration (MARAD) to address issues affecting the shipboard climate in the U.S. maritime industry. The BPG contains two separate sections for reference and guidance for employees and companies. The Employee section is designed to prov ide U.S. merchant mar iners and shore-based personnel with meeting their responsibility to be respectful and actively participate in a work environment free of sexual assault, sexual harassment and other prohibited behaviors. The Company section provides six best practices that should be part of every company’s policy on such behaviors in the workplace, whether onshore or at sea. Existing best practices, policies and procedures are emphasized within each section. The intended audience includes professional merchant mariners on vessels of all types covering all U.S. Merchant Marine segments including oceangoing, coastwise, Great Lakes, inland, harbor, towing, offshore industry, cruise, ferries, dredging, research vessels and government-owned vessels. In addition, these industry best practices apply to maritime operating companies, shipowners and operators; shore-based personnel managing or interacting with merchant mariners, contractors and others who work in the industry. Other segments of the U.S. maritime industry such as vessel marine agents, pilots, marine terminal personnel, longshoremen, personnel working in U.S. ports, shipbuilding and ship repair industry personnel, as well as contractors, subcontractors, and vendors interacting with merchant mariners should all be made aware of these best practices. “The U.S. Merchant Marine aggressively promotes a culture where sexual assault, sexual harassment and other prohibited behaviors cannot exist,” says said Patricia Finsterbusch, President of the Ship

Operations Cooperative Program. “The U.S. Merchant Marine is commited to a culture where there is zero tolerance for such behaviors...In all cases, such conduct is completely unacceptable, potentially unlawful and directly contrary to the culture the U.S. Merchant Marine strives to maintain.” She adds, “SOCP suggests the widest distribution of this Best Practices Guide to

the industry. We strongly recommend that SOCP members and the maritime industry continue the dialogue and spread the word about the importance of these issues. These ongoing efforts will allow us to continually improve and revise these best practices in our ongoing efforts to ensure a culture free of sexual assault, sexual harassment and other prohibited behaviors.”

As the world's economy grows and changes, the maritime industry is faced with ever greater challenges. With roughly 20% of the world's merchant fleet under class, we understand the requirements for the future of safe shipping, and we're working to develop new tools and technologies to meet the changing needs of the maritime industry. Learn more about our efforts to advance maritime safety and protect the marine environment at

September 2017 // Marine Log 13


New Fish Farm Vessel First: Hybrid Propulsion Sustainabilit y is no longer a flashy

catchphrase, its quickly coming to be the end goal for operators hoping to optimize operations, increase efficiency and help out the environment. That’s certainly the case for Norway’s Hav Line AS, which recently ordered a salmon processing and transportation vessel that will feature a Wärtsilä hybrid propulsion solution supported by batteries—a first for the fish farming industry. Wärtsilä will supply the tailor-made ship design for the vessel, which will be built at Spain’s Balenciaga shipyard, as well as an integrated solution comprising a 10-cylinder Wärtsilä 31 main engine, auxiliary engines, propulsion machinery, the propulsion remote control system, and the electrical and automation system. The vessel’s hybrid propulsion machinery has the PTI/PTO (power take-in/ power take-off) powered by batteries, and is combined with the very fuel-efficient Wärtsilä 31 main engine. Equipment and systems will be delivered this fall and the vessel is set for delivery in the summer of 2018. Wärtsilä says its hybrid propulsion

solution supported by batteries result in very low emission levels. By absorbing most of the engine’s load fluctuations and vessel load variations through batteries, the engines can be operated close to its optimum design point, thereby providing the highest level of efficiency, which in turn minimizes the exhaust emissions. Wärtsilä’s integrated solution package includes the initial, basic, and detailed ship design, a 10-cylinder Wärtsilä 31 main engine, a Wärtsilä 2-speed gearbox, a Wärtsilä controllable pitch propeller (CPP) including the HP propeller nozzle, stern tube seals and bearings, the Wärtsilä ProTouch propulsion remote control system, two 9-cylinder Wärtsilä 20 auxiliary engines, and the electrical and automation system including a hybrid battery PTI/PTO package.

BIZ NOTES MST charged IN Oil Record Book violations CASE A P o r t l a n d, M E, f e d e r a l grand jury has returned a ninecount indictment charging Mineralien Schiffarht Spedition Und Transport GmbH (MST) and Reederei MS “Marguerita” GmbH & Co. Geschlossene Investments KG (Reederei) with offenses related to a Oil Record Book cover up. Both the manager and owner of the M/V Marguerita are charged with failing to maintain an accurate oil record book as required by the Act to Prevent Pollution from Ships, as well as charged with falsification of records. The charges stem from the falsification of records in 2016 and 2017 designed to cover up overboard discharges of oily mixtures and machinery space bilge water from the ship.

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Ingalls to Repair USS Fitzgerald Huntington Ingall s Industries’ Ingalls Shipbuilding Division has been selected to repair the guided missile destroyer USS Fitzgerald. Ingalls has a history of repairing damaged Navy ships, including the frigate USS Stark (FFG 31) and USS Cole (DDG 67), a guided missile destroyer in the same class as Fitzgerald. The USS Fitzgerald suffered damage on her starboard side above and below the waterline in its June 17 deadly collision with the Philippine-flagged merchant vessel ACX Crystal. Seven Navy sailors were killed in the incident. The collision damaged two berthing spaces, a radio room, a machinery space, and various lockers, passageways, and access trunks. The ship will be moved from Yokosuka, Japan to Ingall’s Pacagoula, MS shipyard by Texas-based Patriot Shipping. The U.S. Navy’s Military Sealift Command awarded Patriot Shipping the $3.1 million, firm, fixed-price contract for the heavy lift last month. The heavy lift by Patriot Shipping is to be completed November 2017. The Navy decided to heavy lift the ship to Ingalls following a review of the capabilities and workload of new construction and repair shipyards. Given the complexity of the work and the significant unknowns of the restoration, the Navy determined that only an Arleigh Burkeclass shipbuilder could perform the effort. The Navy said that “only HII has the available capacity to restore USS Fitzgerald to full operational status in the shortest period of time with minimal disruption to ongoing repair and new construction work.” “Ingalls and all of its employees regret the tragic circumstances that will bring the ship to Pascagoula,” said Ingalls Shipbuilding President Brian Cuccias, “but it is an honor and a privilege to work with the Navy to return the ship to the fleet in the shortest time possible.” In addition to the restoration effort, the Navy intends to incorporate previously planned modernization efforts into the availability that were to have taken place at SRF-JRMC Yokosuka in 2019. SRF-JRMC Yokosuka is a full-service, non-nuclear naval shipyard providing modernization, maintenance and repair to U.S. SEVENTH Fleet ships through depot-level maintenance availabilities, Continuous Maintenance (CM), Fleet Technical Assistance (FTA), and emergent/voyage repairs (VR).

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For more information, visit September 2017 // Marine Log 15

inside washington

Senate Bill Takes Aim at IoT Cyber Security


n the wake of recent high profile e-mail hacks, global malware and Distributed Denial of Service (DDoS) attacks—including the high profile Wanna Cry ransomware and Petya virus—cyber security has clearly become a top priority of government and industry alike. The world’s largest container shipping company A.P. Møller-Maersk says the impact of the Petya cyber attacks in late June will cost between $200 million to $300 million and will be reflected in its third quarter results.

With ships being more connected and unmanned and remotely operated vessels being envisioned, cyber security is more important than ever. Just before Congress’ summer recess, Senator Mark R. Warner (D-VA) and Senator Cory Gardner (R-CO), co-chairs of the Senate Cybersecurity Caucus, along with Senator Ron Wyden (D-OR) and Senator Steve Daines (R-MT) introduced bipartisan legislation to improve the cybersecurity of Internet-connected devices. The Internet of Things (IoT) Cybersecurity Improvement Act of 2017 would require that devices purchased by the U.S. government meet certain minimum security requirements. Under the terms of the bill, vendors who supply the U.S. government with IoT devices would have to ensure that their devices are patchable, do not include hard-coded passwords that can’t be changed, and are free of known security vulnerabilities,

among other basic requirements. The bill, drafted in consultation with technology and security experts, also promotes security research by encouraging the adoption of coordinated vulnerability disclosure policies by federal contractors and providing legal protections to security researchers abiding by those policies. The Internet of Things, the term used to describe the growing network of Internet-connected devices and sensors, is expected to include over 20 billion devices by 2020. While these devices and the data they collect and transmit present enormous benefits to consumers and industry, the relative insecurity of many devices presents enormous challenges. Sometimes shipped with factory-set, hardcoded passwords and oftentimes unable to be updated or patched, IoT devices can represent a weak point in a network’s security, leaving the rest of the network vulnerable to attack.

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Ferries, tugs and government vessel construction and repair work drive activity

VT Halter Marine

n order to gain some insight into the current levels of new construction activity, employment and capital investment at shipyards across the U.S., Marine Log conducted a survey of a broad range of shipbuilders and boatbuilders. We also asked them what markets they thought offered the best prospects for new orders in the near term. Marine Log’s Annual Shipbuilding Survey is brought to you by Viega. See Viega’s brochure in the back of this issue to lear n about the ir cost-effective Viega marine pipe joining systems. Blount Boats Headquartered: Warren, RI Employ: 50 Blount Boats points out that there is currently an extremely robust market for passenger-only ferries in the U.S., particularly in and around New York City. Founded by the legendary Luther Blount almost 70 years ago, Blount Boats is a relatively small yard with a solid track record of building hundreds of vessels in steel and aluminum. Its latest project is a contract in which it teamed with Seattle-based Elliott Bay Design Group on the construction of a 334-passenger, 132 ft ferry that will operate from The Battery in Lower Manhattan

to Governors Island. It will be delivered in March 2019. It delivered the 318-passenger M/V Skyview last year to Shoreline Sightseeing of Chicago and has conducted repairs to seven U.S. Coast Guard boats, including a 42 ft Near Shore Lifeboat, two 45 ft Response Boat-Medium boats, and a 47 ft motor life boat. It is currently completing a 40 ft midbody conversion on the University of Connecticut’s R/V Connecticut, due for delivery next month. Among its accomplishments is the delivery of the first U.S.-flag offshore wind crew transfer vessel Atlantic Pioneer, delivered last year to Atlantic Wind Transfers for the Block Island Wind Farm. “This market has been off to a slow start, but leases have been purchased and offshore wind should develop into a robust market for a variety of vessels,” says Blount Boats President Marcia Blount. Conrad Shipyards Headquartered: Morgan City, LA Employ: 900 With five shipyards in Louisiana and Texas, Conrad Shipyards has been one of the busier shipbuilders in the U.S., delivering four 116 ft Articulated Tug Barge (ATB) tugs, one 3,000 hp inland towboat, five 120 ft inland

deck barges, 160 ft deck barge, one 200 ft deck barge, two 260 ft offshore deck barges, two 83,000 bbl offshore tank barges, and one 55,000 bbl offshore tank barge this year. Besides a fair amount of repair activity, Conrad’s backlog also includes five ATB tugs (ranging from 110 ft-120 ft), four 120 ft offshore tugs, three inland crane barges (from 110 ft-300 ft), four offshore tank barges up to 83,000 bbl capacity, and eight inland deck/ spud barges (from 120 -260 ft). Conrad says it will “continue to concentrate on its core market of tugboats, ferries, offshore and inland barges, and crane and construction barges, as well as continued work for U.S. government agencies. We continue to seek new market opportunities, including LNG vessels of all varieties.” During the last five years, Conrad has invested $61.9 million in capital improvements to its five shipyards. Improvements have included new manufacturing buildings, CNC manufacturing equipment, an automated Panel Line, and the development of the company’s Deepwater South shipyard. Eastern Shipbuilding Group Headquartered: Panama City, FL Employ: Under 1,000 Eastern Shipbuilding Group nabbed two of the biggest recent shipbuilding prizes in September 2017 // Marine Log 19

SHIPBUILDING the U.S. shipbuilding market—the highly sought after Offshore Patrol Cutter (OPC) contract awarded by the U.S. Coast Guard that could potentially reach a value of over $10 billion and the contract to build three 4,500-passenger double-ended ferries for the New York City Department of Transportation’s Staten Island Ferry. The three ferries are estimated to cost over $300 million to build. Steel is to be cut this month for the first Ollis Class boat. The diversity and versatility of the shipbuilder is reflected in its order book. ESG is also building a 327 ft multi-purpose supply vessel for Harvey Gulf International Marine, a 141 ft expedition sailing schooner; the barge and power unit for an ATB dredge for Great Lakes Dredge and Dock; a 356 ft self-propelled trailing suction dredge for Weeks Marine; an inland towboat for Florida Marine Transporters; and a 262 ft freezer processor factory vessel. This past year, it completed a contract for four inland river towboats for IWL River Inc., a 5,000 hp Z-drive tug for McAllister Towing, a 194 ft freezer processor factory vessel for Araho, and a 327 ft multi-purpose supply vessel for Harvey Gulf International Marine. Fincantieri Bay Shipbuilding Headquartered: Sturgeon Bay, WI Employ: 850 Fincantieri Bay Shipbuilding has two ATB units under construction based on designs by Guarino & Cox, New Orleans, LA, for different owners. One is 185,000 bbl ATB for AMA Capital Partners for delivery in November 2017 and the other is 155,000 bbl for Plains Towing for delivery in August 2018. It recently delivered the second of two 155,000 bbl, 6,000 hp ATBs for Kirby Offshore Marine. FBS points out that its repair business “continues at a steady pace and is meeting expectations. We are in the early stages of a major conversion of an existing hopper barge to a highly-automated, self-unloading cement barge. This project is expected to deliver in the fourth quarter of 2018. Our winter season saw 14 vessels of the Great Lakes bulk carrier fleet in for a variety of repairs including repowerings, steel and piping repairs, scrubber installations, painting and regulatory inspections.” On the new construction side, FBS says, it is “seeing opportunities in the passenger and car ferry sector of the business; although greatly reduced, we still do see limited interest in the ATB markets. Several interesting government programs are in the RFI stage of procurement that would fit our facility and skill sets.” 20 Marine Log // September 2017

Parent company Fincantieri has invested more than $40 million in FBS capital improvements over the last six years. FBS says “numerous additional capital investments are in the planning and justification phases.” Master Marine Headquartered: Bayou La Batre, AL Employ: Under 100 Located on seven acres at Mile 117 on the Gulf Intracoastal Waterway, Master Marine has quietly built its reputation over the last 55 years on building and repairing a wide variety of vessels up to 140 feet in length. Overall, it has built 337 inland and offshore vessels to date. Master Marine is currently building four 67 ft x 28 ft, 1,600 hp fleetboats/towboats along with government vessel repair projects in steel and aluminum. It says the fleetboat/towboats will be delivered to Waterfront Services before the end of next summer. Master Marine says, “We just finished an 11-boat build schedule of 2,000 hp Z-drive towboats and we will be delivering the first 1,600 hp 67 ft x 28 ft fleetboat in the next few weeks.” Metal Shark Headquartered: Jeanerette, LA Employ: 375 and actively recruiting The latest expansion of Metal Shark’s Franklin, LA, waterfront shipbuilding facility is well underway, with finishing touches being put on a new 200 ft x 80 ft large vessel assembly building, and a new 8,000 ft2 office building. The biggest news at Franklin is the commencement of construction on multiple 85 ft Near Coastal Patrol Vessels (NCPVs) for the U.S. Navy, per a contract awarded to Metal Shark earlier this year. The NCPVs are based on a Damen Stan Patrol design. Under the terms of the award, Metal Shark will build up to 13 NCPVs for United States partner nations via the Foreign Military Sales (FMS) program. This project is the first result of a multi-year partnership between Metal Shark and Damen Shipyards. Metal Shark is engaged with customers across multiple markets on other Damen platforms including the new 70-meter, 150-passenger Fast Crew Supplier 7011. Construction of passenger vessels is still going strong at Franklin. Between April and June of this year, Metal Shark delivered six 88 ft Incat Crowther-designed 150-passenger ferries, all on-time or ahead of schedule, for New York’s NYC Ferry service. Construction is now underway on four 88 ft, 150-passenger, low wake / low wash passenger vessels for Washington, DC’s new water taxi service, operated by the

Potomac Riverboat Company division of Entertainment Cruises. The first two of the BMT-designed passenger vessels have been launched and will deliver in mid-September. Additionally, work will soon commence on two 105 ft high speed passenger vessels for the New Orleans Regional Transit Authority (RTA), with both BMT-designed vessels delivering in 2018. Other work in Franklin includes the construction of a multi-vessel order for 50-foot high-speed craft for the U.S. Navy, a 65 ft hydrographic survey boat for the U.S. Army Corps of Engineers, a 70 ft supply boat for a Northeast operator, a 65 ft pilot boat for a Gulf Coast operator, and a 158 ft Incat Crowther catamaran for a private client. In Jeanerette, Metal Shark’s volume production facility, work continues on a 500-boat US Coast Guard Response Boat – Small (RB-S) contract and the US Navy Force Protection Boat – Medium (FPB-M) and High Speed Maneuverable Surface Target (HSMST) contracts, with new vessels completing and delivering weekly. Jeanerette produces a wide range of boats for U.S. Department of Defense Foreign Military Sales (FMS) customers and other international operators. In January, Metal Shark announced the delivery of its first three 36 ft Fearless-class high performance, stepped bottom aluminum center console patrol boats to the Puerto Rico Police Department (PRPD). Since that time, Metal Shark has produced additional vessels for the PRPD, including its 35 ft Defiant-class pilothouse patrol boat. In May, Metal Shark announced the delivery of six 45 ft Defiant-class patrol boats to the Vietnam Coast Guard (VCG). Additional orders for the VCG are currently in production, along with twelve 38 ft Defiant-class pilothouse vessels for the Dutch Caribbean Coast Guard and other operators. All told, in the past three years Metal Shark has delivered nearly 200 boats (out of over 500 total) to various international operators in over 25 countries across Latin America and the Caribbean, Africa, Asia, and the Middle East. Marine Group Boat Works Headquartered: Chula Vista, CA Employ: 175 Family-owned Marine Group Boat Works operates a Superyacht Division and a New Construction Division. Marine Group Boat Works (MGBW) currently has two vessels under construction. One is the steel hull 42 ft Vulcan for the City of San Diego. The other is a 60 ft aluminum dive support boat for the U.S. government. So far in 2017, MGBW has constructed

SHIPBUILDING and delivered 12 vessels, including five 60 ft dive boats for the U.S. Navy, six 46 ft large work boats for the U.S. Navy, and 39 ft tug for NASSCO, San Diego. MGBW says, “The work log is booked with pending incoming leads through the next 12 months. Incoming projects are mainly focused on refit and repairs for private yachts and commercial vessels.” Within the last few years, MGBW has invested in upgrades to both its National City and Chula Vista locations. It has recently installed a solar panel roof which provides shore power via renewable energy for the newly constructed docks, capable of drawing 4,000 amps of power. The Chula Vista location now boasts a brand new 10-ton overhead gantry crane system which allows operations taking place in the 26,000 square foot construction building to be completed with more fluidity. A brand new prop shop, opened in the Chula Vista facility, specializes in the distribution and installation of high-end equipment such VEEM propellers, as well as propeller maintenance through the use of the most up-to-date dynamic prop balancing equipment. St. Johns Ship Building Headquartered: Palatka, FL Employ: 130 St. Johns Ship Building currently has on order three 4,200 hp, 100 ft tugs for Vane Brothers, two 190 ft landing craft (including one with an Azimuthing drive), and four barges of various size. It has delivered two other Elizabeth Class tugs to Vane this year and another 190 ft landing craft. Over the next 12 months, St. Johns Ship Building says it expects to “see good demand, but increased pricing pressure as more yards are seen on bids.” On the capital investment side, the shipyard says it is “replacing existing stock as needed, considering an extension of [its] drydock and/or a second drydock. We have also expanded to a second location, 7 miles from the Atlantic Ocean and with no air draft restrictions, so we can handle larger vessels for our customers.” Vigor Headquartered: Portland, OR Employ: 2,500 Vigor has nine shipyard and fabrication facilities in the Pacific Northwest in Oregon, Washington and Alaska. At its Harbor Island facility in Seattle, WA, Vigor is building the 144-car Olympic Class ferry Suquamish for Washington State Ferries (WSF), with deliver y set for June 2018.

In Ballard (formerly Kvichak Marine), two 400-passenger ferries are being built for San Francisco’s Water Emergency Transportation Authority (WETA) for delivery in 2018, one 45 ft Response Boat – Medium Commercial (RB-M C) for the NYPD Harbor Unit for delivery in November 2017, two 45 ft Response Boat – Medium for the Hashemite Kingdom of Jordan for delivery in 2018, and one 26 ft Motor Surf Boat for the U.S. Coast Guard Eagle that will be delivered next month. In Ketchikan, AK, two 280 ft Alaska Day Boats for the Alaska Marine Highway System are being constructed for delivery in late 2018. In 2017, Vigor delivered the 508 ft refrigerated, liquefied gas carrier Harvest to Savage, the 144-car ferry Chimacum to WSF, and two 400-passenger ferries to WETA. Vigor says, “We are continuing to expand our ship repair business with orders on the books for a number of cruise ships as well as large government contracts. Our new construction focus continues to be in high performance military craft for domestic and foreign customers, large ocean going ATB tank barges, passenger vessels and fishing vessels for the North Pacific fleet.” It recently purchased a third drydock for its Seattle shipyard that measures 640 ft long with a clear width of 116 ft. The drydock will be in service this coming December. VT Halter Marine Headquartered: Pascagoula, MS Employ: Under 900 The two Crowley Maritime Con-Ro projects highlight the activity at VT Halter Marine’s Pascagoula facility. The LNG-powered combination Container/Roll On-Roll Off ships each measure 740 ft x 105 ft x 59 ft. The first of its class, El Coquí is set for a fourth quarter delivery (see opening photo), with its sister ship Taíno following in second quarter 2018. A Virginia Department of Transportation Passenger/Vehicle Ferry is scheduled for

a third quarter 2018 delivery. The ferry measures 270 ft x 65 ft-4 in x 15 ft-6 in. The company says its Repair/Conversion facility at the Pascagoula complex remains busy with both commercial and government programs. “We continue to tighten our belts looking to emerging markets, as well as government and commercial opportunities. We have a keen interest and experience in LNG bunkering and LNG-powered vessels,” says VT Halter Marine. Since 2005, VTHM have invested over $130 million in its facilities. Recently, it announced the ground breaking of its new state-of-the-art Blast and Paint facility at Pascagoula. The enclosure will ensure the protection of the surrounding environment from paint overspray and sandblasting dust, allowing the complete indoor and environmentally controlled surface preparation and final painting of the ship’s sections prior to final erection. Designed for all-weather 24/7 operation the facility utilizes 100% LED lighting to reduce energy demands and the carbon footprint of the facility, and measures 100 ft wide by 125 ft long, with 90 ft wide x 50 ft high entry doors. And, as a sure sign that it is serious about increasing its presence in the vessel repair market, VT Halter Marine’s parent Singapore Technologies Engineering reported that it had acquired 94-acre rig repair facility adjacent to the company’s Pascagoula, MS, facility for $25 million. In announcing the deal, ST Engineering says that since the downturn of the offshore and marine industry, it has been looking to acquire assets that represent long-term value and can enhance its capabilities while offering scale advantages in the marine repair segment. The acquired assets, which are situated in a prime location in the Gulf of Mexico and with close proximity to VT Halter Marine’s Pascagoula shipyard enable the group to leverage resources and derive greater synergies in its ship repair business.

Savage’s 508 ft refrigerated, liquefied gas carrier, Harvest, was built by Vigor

September 2017 // Marine Log 21

A CRUISE SHIP THAT MOVES T H OF PASSENGE R And a large-scale project where we were on Why does the world-renowned Meyer Werft shipyard team up with Viega time and again for numerous projects of this scale? In addition to the extremely reliable piping systems made from copper, copper alloys or plastic materials, Viega also supplies the know-how to go with them. Viega. Connected in quality.

Meyer Werft shipyard, Papenburg, Germany


n board from the beginning

CEO Spotlight

Q & A With

RADM Michael Alfultis USMS, PhD, President, SUNY Maritime College By John R. Snyder, Publisher & Editor-in-Chief


he six state maritime academies and the federally operated U.S. Merchant Marine Academy at Kings Point, NY, are the life’s blood of the U.S. merchant marine and U.S. maritime industry. The cadets that graduate not only find work at sea aboard U.S.-flag vessels, but also in professions onshore such as shipbuilding, ship management and port operations, and even in other transportation sectors. One of those state maritime academies is the State University of New York (SUNY) Maritime College situated on a beautiful campus near the Throggs Neck Bridge at historic Fort Schuyler in The Bronx. Right now, the college is in the midst of updating its strategic plan, which will set its course for the next five to 10 years. Working with students, faculty, alumni, and industry, the strategic plan will shape the college’s future mission, practices and curriculum. The strategic planning effort is being chaired by SUNY Maritime President RADM Michael Alfultis, USMS, Ph.D., who became its 11th President in 2014. A retired U.S. Coast Guard Captain and former director and chief administrative Officer at the University of Connecticut’s Avery Point campus, Alfultis joined the

24 Marine Log // September 2017

college at a rocky time in its history—he was its fourth president in five years—but has shown a steady hand in guiding and leading the academy and its 1,800 cadets towards a bright future. MARINE LOG was fortunate enough to catch up with Admiral Alfultis during Summer Sea Term 2017 and at his office on campus to discuss the future of SUNY Maritime College, maritime training and education, and the maritime industry. ML: How did you get started in your maritime career? RADM Michael Alfultis: I was born and raised in the Midwest, one of six children. Back in high school, I felt the call to military service. My dad had a career in law enforcement, so he did not have the money to send me to college. That meant my only options to go to college were either through an ROTC scholarship or to be accepted at a service academy. I applied to all the service academies and I got accepted into Annapolis, West Point and the Coast Guard Academy. I choose the Coast Guard because it was a small service, small school, it was a peacetime mission, and it had the major I wanted, marine science and oceanography. Since I was from the Midwest, I had never

seen the ocean a day in my life. The first summer at the academy, I sailed on the Eagle and fell in love with the ocean. I spent 28 years in the Coast Guard, 21 of which I was a permanent member of the teaching faculty at the academy. After I retired from the Coast Guard in 2010, I joined the University of Connecticut as the Director of their Marine Campus in Groton, CT. While I thought that was my dream job, a friend of mine nominated me for this job. I didn’t think I had any chance of getting this job. It wasn’t until the Chancellor called and said, “I want to offer you the position” that it hit me that I was going to SUNY Maritime. But that’s what I tell my students: You have to have a plan in life, but you have to be flexible enough to take advantage of opportunities that come along. ML: What goals did you set when you came to SUNY Maritime? MA: As a new leader, my first goal was to take the time to listen and learn. I didn’t know the culture of a maritime college. My first year I spent engaged in the process of listening and learning as much as I could about the school. I was the fourth President in five years for the school. While I made adjustments where I thought immediate adjustments were needed, I wanted to put a steady hand on the helm and get things going in a steady course. My second year, I started to focus on the faculty and looked at strategic investments around the campus. I worked hard on building partnerships with industry. I started to establish very important silos of investment in faculty, students, and partnerships. This year, we just started our strategic planning, so we are going to map out the next five to seven years of my presidency. ML: You mentioned partnerships with industry. One of those industry partners has been Bouchard Transportation. Can you talk about the tug and barge simulator and how important simulation training is? MA: Most of that work on the tug and barge simulator was done before I got here. Bouchard Transportation Company approached us with the desire to create a state-of-the-art Tug and Barge Simulation Center to allow the training of our students and professional mariners. This one is the only Articulated Tug and Barge simulator in the country, where the tug and barge are actually physically connected in an articulated fashion. Bouchard has been very generous. They made a large investment to

RADM Michael Alfultis allow us to stand up the simulation center from scratch. Over time, Bouchard Transportation agreed to reinvest in it to keep current and state of the art. And that’s the biggest challenge for simulation. The technology changes so fast in simulation. You buy a simulator and it is outdated in three to five years. So for us, the challenge is to find money to keep these things up to date. That’s why it is so important for us to partner with industry to enable us to reinvest and keep the simulation up to date and current. ML: Can you talk about the future of SUNY Maritime and maritime education? MA: We spent some time developing our strategic plan by talking to industry about the drivers for change. One of the drivers moving forward is digital technology. The future of the maritime industry is going to be about big data, analytics, data-based decision-making and systems integration. I will not predict the timeline for fully automated ships, but those are some of the steps that will move the industry towards more automation and fully automated ships. First we have to tackle big data. Moving big data off and on ships. Using data for decision-making and data analytics. For example, in the airline industry, they no longer do scheduled engine maintenance. Instead, the engines are continuously monitored while the planes are flying around. All that data is transferred back to the ground. If there is something in the engine that needs to be serviced, then it is serviced. I see the maritime industry moving in that direction. All of the systems on the ship will be monitored ashore. When they see something that has to be done, then the maintenance will be done. We have to really start educating our students about big data, data analytics, databased decision-making, systems integration, and cyber security. From my perspective, cyber security is two-fold. It is not just external threats, but it is also what happens when you do software updates on one part of the system and it causes another part of the system to crash because they are not compatible anymore. Cyber security is both making sure your systems continue to be integrated even when you start making changes to different parts of the system. It is also preventing external threats on the systems. That’s where we need to go and we need to go aggressively. We just aren’t there now.

ML: How important is the training ship Empire State VI to the college’s mission? What’s the status on acquiring a new training ship? MA: The Empire State VI is important to the school and our identity as a maritime college. It’s hard to be a maritime college without a training ship. It’s part of the culture. I once had a group of parents try to tell me that we didn’t have much school spirit at the college. I told them that they were looking in the wrong place. Just look at the ship. The students are really proud of operating and maintaining that ship. It is important from that perspective that it is part of our school identity. It resonates with our students. I see students at the beginning and at the end of Summer Sea Term. When we go to sea with them, there is a tremendous amount of trust and responsibility. They carry themselves with a lot more pride and they grow up faster. I think that ship is critical. Not to provide just the physical training platform, but also to grow and develop our students. These training ships are federally owned. I have spent three years working with the federal government to build the case for a new generation of training ship. She is 50 years old. Her hull is in great shape, but not her mechanics. I like to ask members of Congress, “Would you want our Air Force training on 1965 aircraft?” That’s what we are essentially doing here. I just talked about digitalization. All the ships now are highly digital. On this ship, everything is analog. It is not what our cadets are going to see when they

get out in the industry. We’ve done the best job that we can in upgrading it, but there are still a lot of very old systems that are making the ship not as effective a training platform as I would like. We have to replace the ship. We have very strong support from the Maritime Administration and Congress. We are working on trying to get funding placed in the FY18 budget to move the process along and we are also working with the administration on the FY19 budget. The debate is on: What is the best path forward? Is it a program to construct newbuild ships that are designed for the purposes of training students and for disaster response? Or is it to convert existing hulls? We are pursuing both paths and keeping both options open. It is clearly more cost effective to build new ships, but in the short term more costly. It is less costly in the short term to do a conversion, but not as cost effective in the long term. I will support whatever program gets me a new ship. Our future is married to the industry and to the U.S. merchant marine specifically. Our graduates serve the U.S. merchant marine and the U.S. maritime industry. We need to realize as a country that we are a maritime nation. We need to have policies in place that assure that we remain a strong maritime nation. As long as we can do that, I see a bright future for our maritime college and our graduates. My concern is if we waiver on that support for maritime industry and the U.S. merchant marine, then we might have an issue for the demand signal for our graduates.

September 2017 // Marine Log 25

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GREAT lakes



In the face of challenges, Great Lakes operators look to future with optimism By Glen G. Nekvasil, Vice President, Lake Carriers’ Association

Shutterstock/Juriaan Wossink


he Great Lakes are one of America’s most important waterways. Each year more than 150 million tons of cargo move across the Lakes. U.S.-flag vessels typically carry more than 80 million tons each year. Primary among those cargos are iron ore for steel production, limestone and cement for construction, and coal for power generation. Lake Carriers’ Association (LCA) has represented U.S.-flag vessel operators since 1880 and is one of the oldest trade associations in the country. Today LCA has 13 members who collectively operate 49 vessels exclusively on the Great Lakes. LCA is working hard to ensure the Great Lakes remain a vital segment of America’s transportation system. Currently there are four major initiatives:

(1) Federal, uniform regulations governing vessel discharges, including ballast water, administered by the U.S. Coast Guard; (2) A second Poe-sized lock at Sault Ste. Marie, MI; (3) Construction of a second heavy icebreaker for service on the Great Lakes; and (4) System-wide dredging. Federal, uniform regulation of vessel discharges is important because currently two federal agencies (USCG and the U.S. Environmental Protection Agency) and 25 states have their own requirements (16 states have ballast water specific requirements), which makes compliance difficult, if not impossible. That’s why LCA supports the Commercial Vessel Incidental Discharge Act (CVIDA). The bill makes the USCG the lead agency on vessel incidental discharge and sets a

uniform, federal standard that is the highest achievable given the current state of technology. As technology advances, so will the discharge standard. The locks at Sault Ste. Marie, MI, connect Lake Superior to the lower four Great Lakes (Michigan, Huron, Erie, and Ontario). Although there are four locks at “The Soo,” only two are viable, and one, the Poe, handles most of the cargo transiting the locks. In fact, more than 90 percent of all cargo LCA members move through the locks transit the Poe Lock. Congress acknowledged the need for a second Poe-sized lock in 1986, but the need has grown greater over the years. The closure of the iron ore loading dock in Escanaba, MI, below the locks in Lake Michigan earlier this year means all the domestic September 2017 // Marine Log 29

iron ore shipped to American steelmakers must transit the Soo Locks. Even before the closure of Escanaba, the U.S. Department of Homeland Security had predicted a closure of the Poe Lock would quickly bring steel production and heavy manufacturing to a virtual standstill and leave nearly 11 million Americans unemployed. Loss of the Poe Lock would now be even more catastrophic. The Water Resources Development Act of 2007 approved full federal funding for the second Poe-sized lock, but a flawed analysis of the project’s benefit/cost (b/c) ratio has stalled construction. The U.S. Army Corps of Engineers (Corps) mistakenly assumed that the railroads could move the cargo that transits the Poe if it failed, and do so at no additional cost. The reality is the railroads have neither the capacity nor the rail connections to handle all Poe Lock cargos, and in those instances where rail could move some of stranded cargo, the cost would be significantly higher. The Corps has estimated that Great Lakes shipping annually saves its customers $3.6 billion in freight costs when compared to the next least costly mode of transportation. The Corps has recognized that its b/c ratio is flawed and is reassessing the project’s benefits. LCA has been participating in the re-analysis, the results of which are due by year’s end. This new evaluation should produce a better b/c ratio and move the project forward. One of the first actions Congress took 30 Marine Log // September 2017

after the United States entered World War II was to fund construction of a heavy icebreaker to keep cargo moving on the Great Lakes when ice formed. That vessel, the Mackinaw, served the nation from 1944 until its retirement in 2006. Since then, its replacement has proudly carried the same

Great Lakes shipping annually saves its customers $3.6 billion in freight costs when compared to the next least costly mode of transportation.

name, USCGC Mackinaw (WLBB 30). Icebreaking is one of the U.S. Coast Guard’s most important missions on the Lakes, and to that end, the service supports the 240 ft USCGC Mackinaw with six 140-foot-long icebreaking tugs and two, 225-foot-long buoy tenders with some icebreaking capabilities. Unfortunately,

despite the crews’ best efforts, these forces were no match for the winters of 2013/2014 and 2014/2015. The cargos forfeited or delayed by heavy ice cost the economy more than 5,800 jobs and $1.1 billion in economic activity. The USCG has begun the process of modernizing the 140s (they were built in the late 1970s and early 1980s), and this is an important step forward. However, another heavy, Mackinaw-class icebreaker is needed. Initial funding to design the vessel has been appropriated. Now LCA is focused on jump starting its construction. Steady increases in funding for dredging have resulted in the backlog of sediment that needs to be dredged from ports and waterways being reduced. However, more than 15 million cubic yards of excess sediment still remain. It is important that ports and channels be maintained to project dimensions. The vessels operated by LCA members lose anywhere from 50 to 270 tons of cargo for each inch of reduced draft. The issues addressed here are formidable, but LCA’s members are committed to the future of this industry. Each year they spend upwards of $50 million maintaining and modernizing their vessels in Great Lakes shipyards. Recent years have seen a number of vessels repowered to further reduce the industry’s already small carbon footprint. Everything points to a bright future for U.S.flag shipping on the Great Lakes.

Shutterstock/ John E Heintz Jr


GREAT LAKES Great Lakes Tug Cleveland Makes its Debut, Marking Milestone for Region Cleveland, OH-based Great Lakes Shipyard has handed over the first of 10 Stan Tug 1907 ICE vessels its building for sister company The Great Lakes Towing Company. As seen on this month’s cover, the 63 ft x 24 ft tug named Cleveland is based on Damen’s Stan tug 1907 ICE Design— making the vessel the first Damen tug built under license in the United States. Cleveland is also the first to be built in the U.S. to meet the new USCG Subchapter M Regulations. Damen says the tug marks a significant milestone in the licensing program between Damen Shipyards Group and Great Lakes Shipyard. The Stan Tug 1907 ICE is a compact design capable of a 30-ton bollard pull. The vessel is designed to provide excellent seakeeping capabilities, superb maneuverability and outstanding towing characteristics. Its small size and high maneuverability makes it ideal for operating the narrow

waterways of the Great Lakes. The vessel is built with rigid foundations, extra plate thickness, brackets and fendering, and its ICE designation means it can operate safely in the icy Great Lakes region during the winter. Cleveland, built to ABS Class, is powered by two (2) MTU 8V4000 M54R engines generating 1,000 hp each at 1,600 rev/min. The new series of tugs is expected to help enhance The Great Lakes Towing Company’s fleet—increasing sustainability within the fleet and providing its customers with a greater level or reliability, performance and safety. After the tug’s delivery, Great Lakes Towing President Joe Starck said the newbuild program highlighted the company’s innovative spirit and commitment to the Great Lakes and St. Lawrence Seaway transportation industry. “We continuously strive to improve the quality and safety of our products and ser vices, and how well they are

delivered to our customers. As leaders in the industry, we believe we have an obligation to make sure our customers receive the best service possible.” The Cleveland’s first assist at the Port of Cleveland was for Fednav’s M/V Federal Saguenay in July. Under the construction program, Great Lakes Shipyard will deliver two new harbor tugs per year for the next five years to The Great Lakes Towing Company.

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September 2017 // Marine Log 31


REBORN on the Great Lakes


hat a difference two letters can make. The SS John G. Muns on was built more than 64 years ago by Manitowoc Shipbuilding (and lengthened in 1976 by Fraser Shipyard) as a Great Lakes steamer. The 768 ft x 72 ft laker’s steam plant consisted of two Foster Wheeler Type D boilers, two 7,000 hp Westinghouse Steam Turbines, and two 600 kW GE SSTG and one 500 kW Caterpillar SSDG generator for its stern thruster. After a conversion and repowering at Fincantieri Bay Shipbuilding in 2016 and 2017, the self-unloading bulker was reborn as the diesel-powered M/V John G. Munson. Its new propulsion plant is a 8,000 hp 6M43 MaK Tier 2 medium-speed diesel, with four 550 kW Caterpillar C18 SSDG generators, two Gesab oil-fired auxiliary boilers and one Gesab economizer. The propulsion plant was selected early on based on a feasibility study by NETSCo. Part of the Great Lakes Fleet, Inc., and managed by Keystone Shipping Company, the Munson was converted under the U.S. EPA’s Steamship Repower Incentive Program, which facilitates the conversion of steamships to cleaner, more efficient dieselpowered ships. At the time of the creation of the program, said the EPA, there were 13 U.S. steamships that operate on the Great Lakes that use propulsion technology that was developed before the advent of modern diesel engines. These steamships were exempted from the fuel sulfur requirements that began to apply on the Great Lakes in August 2012 because of some safety and other considerations. Steam power plants can use 30 to 50% more fuel than comparable diesel engines, with resulting high particulate matter (PM) and sulfur oxides (SOx) emissions. However, the high cost of repowering and the requirement to use more expensive low sulfur fuel in the replacement diesel engines are major roadblocks to repowering old steamships. To encourage voluntary steamship repowers, the EPA added a new incentive provision to its marine diesel engine program. This provision provided an automatic, limited fuel waiver for qualifying

32 Marine Log // September 2017

repowered Great Lakes steamships that will allow the owner to use higher sulfur residual fuel in the repowered diesel engine for a specified period of time. During the period of the waiver, says the EPA, SOx emissions from a typical steamship would be reduced by 34%. In the long term, after the waiver expires and the ship must use low sulfur fuel, SOx and PM emissions would be reduced by 97% and 84%, respectively, when compared to the steam power plant. The automatic Great Lakes steamship repower fuel waiver is valid through December 31, 2025; after that date, repowered steamships will be required to use fuel that complies with low sulfur fuel or use an exhaust gas cleaning system (scrubber) or other technology that achieves equivalent sulfur emission limits. There were several major benefits for the Munson conversion. Besides the fuel savings and emissions reductions, the conversion would yield savings in winter work layup/ fitout costs, eliminate expensive steam plant repairs, and allow for crew reduction. The project team included: Atlantic CAT, which supplied the integrated drive train, MaK main engine, Lufkin reduction gear, Schottel propeller, shafting, and CPP system; Fincantieri Bay Shipbuilding, which performed production management, installation, and material and equipment; MAST, which supplied engine room controls and

alarm monitoring; Great Lakes Fleet/Key Lakes Inc., was overall project manager, project engineering, and had an on-site inspection team that included the port engineer, chief engineer, and commissioning trials crew; and NETSCo, which provided contract engineering, regulator y plan approvals, and detail engineering;. Under contract engineering, NETSCo developed a drawing package for shipyard bid estimating purposes. Addiitonally, it provided purchase technical specification preparation for owner-furnished auxiliary equipment vendor bid purposes. It also developed a detail engineering drawing package for shipyard installation purposes, and regulatory body plan approval for contract & detail engineering drawing purposes. Among the important conclusions of the conversion were to install an exhaust gas economizer that could produce enough steam to take care of the entire at-sea or maneuvering steam load during summer operations and 50% of at-sea and maneuvering steam load during winter operations. In addition, installing two oil-fired boilers that supplemented the economizer during winter at-sea and maneuvering operations, and will provide sufficient steam to satisfy both summer and winter steam load requirements during loading/unloading operations, including de-icing steam, when the main engine is not running.

Chamber of Marine Commerce

One-time Lakes steamship John G. Munson gets new life as diesel-powered self-unloader

ship design

Integrating SAFETY

The earliest stages of design are essential for cruise safety By Esa Henttinen, Executive Vice President, NAPA

Shutterstock/ mariakraynova


he passenger ship sector—particularly the cruise shipping business—has the strictest safety requirements in terms of operation and design of any sector in the shipping industry. Consumers place a huge amount of trust in cruise shipping companies. If those companies have one misstep, the consequences can be severe—in terms of human life, in terms of assets, and in terms of reputation. When there is a safety incident aboard one cruise ship the reputational damage extends beyond the ship, beyond the company, and to the scrutiny of the entire industry. It may be a highly competitive industry, but safety brings all the stakeholders together to find advanced solutions, to set standards, and share best practices.

Complex Cruise Ships, Complex Calculations Safety starts at the critical first stage of design for a cruise ship. One of the tools that naval architects use is NAPA. Every purposebuilt cruise vessel in operation today was designed in initial stages using NAPA software. NAPA tools help naval architects create the

structural design and initial layout for the vessel in a fully equipped 3D CAD model. Based on the model, the system is capable of making the complex calculations required for compliance with IMO standards on strength and stability. Many of these calculations would be impossible to do manually, including, Index R requirements. Index R represents the damage stability of the vessel – its ability to remain stable and afloat in the event of flooding caused by collision. Index R, if calculated for a container ship would be a relatively simple process, achievable in a simple spreadsheet. However, today’s generation of cruise ships have complex geometry; thousands of passenger cabins and spaces, over 100 liquid tanks, staircases, numerous elevator shafts. This makes estimating how flooding may progress a much more complex operation. NAPA’s 3D model automates these calculations in only a few minutes and can recalculate it or any other mandatory calculation whenever the design is adjusted, which can be done at any time. This flexibility is also a critical aspect of the system, if the designer runs initial calculations and wishes to increase the margin of safety September 2017 // Marine Log 33

between the outcome and the mandated standard, simple manipulation of the 3D model is possible at any time, including significant changes like moving the bulkhead. The rest of the model automatically adapts and refits compartments to the new form. The designer is free to experiment and find the best possible hull form and layout, making only adjustments to the internal compartments, rather than redrawing them by hand after each change. It allows naval architects

34 Marine Log // September 2017

and designers to focus on getting the best possible design and layout for the vessel in these early stages in a fluid way. One can imagine a situation where a painstaking design process and hours or days spent in making safety and stability calculations could result in a “that will do” mentality if the regulations are met. NAPA enables the essential safety culture in the industry to go above and beyond regulation, driven by the Cruise Lines International Association (CLIA), to extend into every aspect of the design process as well as operations. CLIA—the world’s largest cruise industry association—has taken a lead role in ensuring cruise safety is increasingly important. At the IMO level, what is required under SOLAS is often updated and adapted reactively, based on incidents and accidents that have taken place. CLIA often moves much faster and adaptively, looking at best practices and technologies that can support safety and self-regulating based on that. This “above and beyond” attitude extends to operations as much as technical equipment and design. Based on its extensive experience in working with designers on 3D modeling cruise ships, NAPA has aided the development of an operational tool now in service across all newbuild cruise ships—a decision support system that aids the master to in potentially lifesaving decisions in a flooding situation. NAPA participated in the European Union FP7 project FLOODSTAND to create algorithms and highly accurate flooding prediction models for passenger vessels and transform the understanding of flooding through data and analytics. From the algorithms developed within the academic context of the EU project, NAPA developed a comprehensive safety solution to support decision making in flooding situations for passenger vessels. For the newbuild cruise vessels that now have NAPA Emergency Computer installed as standard, in the unlikely event of a flooding emergency the system can help the crew and master make those essential calls in the critical first 15 minutes of an emergency. It will use the ship’s flooding sensors to automatically begin working to deliver greater awareness of the situation directly to the bridge. Unique algorithms calculate what the extent of the flooding will be, how many compartments are or will be lost, and if the ship will survive upright or if it will not. It uses the sensors on the vessels water tight doors to determine if they are closed, as they should be in almost all situations, and if not, how that will affect flooding and stability. Critically, this information is displayed in an extremely easy-touse format, developed by NAPA in partnership with UI specialists and psychologists, to be as clear as possible in a stressful emergency situation. It provides the master and crew with “time to sink” predictions, the heeling angle and predicted future heeling angles e.g. “Heeling angle will exceed 10 degrees in 50 minutes.” Decisions over whether passengers and crew are safer aboard the vessel or if an evacuation should be conducted can then be made based on accurate information about the level of danger the vessel is in. The fast availability of this reliable information removes the need for guesswork and empowers masters to make confident decisions as soon as possible in an emergency situation, supporting the crew in saving lives from the earliest opportunity. For the last 30 years, every passenger ship has had a fire display in the command room that indicates where a fire is located and whether it’s expanding. Although not yet mandatory like fire safety systems, we see the NAPA Emergency Computer as the first step towards a similar display system to support the crew in developing flooding situations e.g. if the engine room is flooding, the vessel will lose power and the crew need to work fast to mitigate or plan for that situation.



SHIP DESIGN Skagit County Eyes All-Electric Ferry Skagit County, WA, has selected Seattle-based naval architecture and marine engineering consultancy Glosten to design a passenger/vehicle ferry to replace the historic M/V Guemes, which has provided service between Anacortes and Guemes Island, WA since 1979, and is nearing the end of its economic useful life. With a capacity of 99 passengers and 21 vehicles, the vessel forms a primary mode of transit for residents of and visitors to Guemes Island. The county has been considering replacing the diesel-powered M/V Guemes with an all-electric vessel for some time. If constructed, an all-electric vessel would potentially reduce operational and maintenance costs, increase energy independence and reduce harmful CO2 air emissions by 619,359 kg. A propulsion/feasibility study, completed in 2016, concluded, that based on power requirements, “…an all-electric propulsion system for a new concept vessel to replace the M/V Guemes is highly feasible for this particular route and its unique environmental conditions.” Glosten says that an early task will be to quantitatively evaluate propulsion system options, including electric, hybrid, and geared diesel – an objective analysis that has not been performed to date. This study will give the county the information needed to be confident in its selection of a propulsion system.

Glosten has designed and modified passenger vessels for agencies across North America, including Alaska, British Columbia, California, New York, and Washington. The firm has proven expertise in hybrid and electric propulsion technology—its staff recently designed a hybrid passenger-only ferry for Kitsap Transit, and are currently developing Alabama’s Gee’s Bend all-electric ferry conversion. “What excites us about the Skagit vessel is the opportunity to shape the future of transit for a community,” commented Glosten Project Manager/Design Lead William Moon III, PE. Moon says an all-electric ferry could serve the county “for another 40 years.” “This ferry is a critical transportation link,” said Capt. Rachel Rowe, Skagit County Ferry Operations Division Manager. “We are pleased to work with an accomplished team like Glosten to design the vessel that will serve this island for years to come.”

Student • Educator / Researcher • Engineer / Designer • Manufacturer • Shipbuilder • Operator • Recycler / Salvor




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September 2017 // Marine Log 35

Ship Design

HEAD North NEW challenges & intrigues for Designers By Charlie Bartlett, European Contributor


ith the news that tanker companies are taking delivery of modern, highly-efficient VLCCs at the same time as facing plunging revenues across the board, it seems the boom in that segment is well and truly over. That spells bad news for beleaguered designers, shipyards and suppliers in China and Korea. But the tanker segment is not the last to offer succour for ship designers. The cruise market is a rare gem insofar as demand in the sector is driven by supply. While there will eventually be a time when the number of available cruise vessels exceeds the number of interested passengers, it has not been reached yet, and with the demise of the offshore sector European companies especially are diversifying into this highly lucrative and growing market. At the top of today’s cruise menu is expedition cruises, where vessels are being 36 Marine Log // September 2017

designed to carry numerous passengers into the sensitive Arctic regions. Scandinavian yards such as Vard and Ulstein can draw on their experience designing vessels for the Norwegian offshore market, where frigid temperatures and sea ice are a perpetual but well-understood engineering problem. In January, Vard signed a Letter of Intent (LOI) with an undisclosed buyer to build a NOK1bn ($120 million) expedition cruise vessel housing 220 passengers. The 145m x 20m vessel would be the seventh cruise vessel built by Vard, following six orders in the previous year. “We are grateful for the success we have seen in our diversification efforts, but we do not take our achievements for granted,” said CEO Roy Reite in March. “In 2017, we remain sharply focused on laying the path for new business development to keep activities at our yards stable. We are fine-tuning our organizational structure to support our new business aspirations, with the objective

of maintaining Vard’s strong position as a provider of innovative, customized solutions to the global maritime industry.” Meanwhile in that same month, Ulstein won a tender to design and build a new ferry for Color Line, due for delivery in 2019. A plug-in hybrid, the vessel will operate entirely within the Baltic Sea ECA, carrying up to 2,000 passengers and 500 cars between Sandefjord, in Norway, and Strømstad, in Sweden. It is being designed to draw on shore power facilities as much as possible, running on battery power throughout the first leg of the journey—a 10km stretch of fjord. “It is gratifying that the Norwegian shipbuilding industry has proven its competitiveness internationally, and that Color Line contributes to the further development of the Norwegian maritime industry,” said Color Line CEO Trond Kleivdal, at the time of the announcement. Later in May, Vard won another contract from Rosellinis Four-10, a company

Ship DESIGN Design

The polar expedition research vessel REV is the brainchild of Norwegian industrialist Kjell Inge Røkke

owned by the Norwegian industrialist Kjell Inge Røkke and his family. A polar expedition research ship designed for operation in environmentally sensitive waters, the vessel incorporates numerous measures to maximize the efficiency of its diesel-electric propulsion system. Crucial to the design is a narrow bow profile and a wave-cutting bulb, enabling the vessel to cut through the waves with minimal hull resistance. In the aft-ship, the vessel features large propellers and direct-drive diesel-electric propulsion, which decreases the required rev/min of the propeller as well as cutting down on noise and vibrations which can be harmful to sea life. The engine room will be equipped with a battery pack and exhaust gas cleaning systems, and the design also features an energy-recovery rudder to improve the fluid dynamics behind the propeller, typically providing a fuel saving up to 4%. On deck, the vessel will be outfitted with laboratories, an auditorium, a hangar for

a Remote Operated Vehicle (ROV) and an Autonomous Underwater Vehicle (AUV) with access to the vessel’s moonpool via a specially designed 20-ton rope crane and winch with a depth of 6,000m. “The REV will be a platform for gathering knowledge,” said Kjell Inge Røkke at the time of the announcement. “I would like to welcome researchers, environmental groups, and other institutions on board, to acquire new skills to evolve innovative solutions to address challenges and opportunities connected to the seas.”

vessels once touted as the new normal give way to a much nimbler market of smaller, more efficient vessels. The modular design of the Electric Blue means that owners could almost completely eliminate off-hire time in many cases, taking off modules for repairs or even exchanging them for replacements without welding or cutting work. Fleet upgrades would be much more straightforward; instead of having new vessels built, owners could respond to market or regulatory changes much more nimbly, by outfitting an existing hull with new, uprated modules, and returning the old ones for reconditioning. In an August update, Rol ls-Royce revealed a further variant of its Electric Blue concept dubbed Electric Green, a design update which can, with the right selection of Rolls-Royce’s suite of design options, be made to operate fully on electric power with zero carbon emissions. The new design features 1,500 m 2 of angled solar panels affixed to the cell guides on either side of the vessel, as well as to the cargo hatch in the vessel’s bow, specifically situated so as not to waste deck space or impede the loading or carrying of containers in any way. The revision also incorporates optional battery containers, which can add up to 8,200 kWh of energy capacity whether charged in port, via shore power, or by solar. Meanwhile, Rolls-Royce also includes the option for C-type 18m3 hydrogen tank containers, which opens the possibility of low temperature fuel cells (PEMFCs) to be used, generating 500 kW each. The modular and unmanned function of the original design is not affected by the optional equipment modules, and RollsRoyce points out that, if operated without an onboard crew, the vessel would have a reduced hotel load, thereby further streamlining operation and reducing the energy storage requirement. “ The cur rent focus on the polluting effects of diesel cars and trucks may ultimately extend to a drive to limit emissions in the areas around ports creating a

Rolls-Royce Wastes Not Rolls-Royce has had an active year, coming up with what might be 2017’s most innovative ship design, the 1,000 TEU Electric Blue container feeder. The design envisions a shipping industry in which the need for ballast water management systems, thanks to innovative hull design, has been eliminated; where cascading of huge, economy-of-scale September 2017 // Marine Log 37

Ship DESIGN Artist’s rendering of Color Line’s new 2,000-passenger/500-car plug-iin hybrid ferry

Photo: Courtesy Eastern Shipbuilding Group. First prize Photo FORAN Award 2016. FORAN screen shot: Courtesy Eastern Shipbuilding Group. Second prize Screen Shot FORAN Award 2016.

requirement for low or zero emission vessels,” said Oskar Levander, Rolls-Royce Senior Vice President of Innovation and Concepts. “At the same time many companies are looking to reduce the environmental impact of their products and we expect them to start looking more closely at the role shipping plays in that. “Our response is to look at the technologies and how they can be integrated to respond to that demand and what sort of

Just launch it

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38 Marine Log // September 2017

ship design is needed as a result.” But Rolls-Royce is not limiting this wastenot want-not approach to new or futuristic vessels. In Norway, the collapsed oil industry has left a glut of expensive, sophisticated offshore tonnage in lay-up, but growth in other sectors such as wind power and aquaculture has created new capacity elsewhere in the maritime sector. Rolls-Royce’s design teams have set about engineering vessel-specific retrofits to give

these unused OSVs and PSVs a new lease of life — not only those belonging to its own UT design family, but also those by third parties. Offshore assets can be retooled as windfarm support vessels, roro feeders, live fish carriers or the ever-popular expedition vessels. In one case, notes Tore Sveen Søreide, Rolls-Royce Sales Manager of Advanced Offerings, an owner elected to have one of his OSVs converted into an unconventionally proportioned luxury yacht. Using aquaculture as an example, Søreide describes the measures which could be taken to turn an OSV into a live fish carrier. First, mud and brine tanks are removed, clearing space below decks. A short length of steel hull would be added, and a well created in the working deck, creating a pool for the fish. Examples of projects completed recently for third parties include the Boskalis F3000, a semi-submersible heavy-lift vessel which is being converted into a self-propelled crane ship, with a 3,000-tonne floating crane, for wind farm installation work. The conversion is in progress at Keppel in Singapore. Rolls-Royce will supply two 4.8MW gensets, four UL355FP 3.5MW retractable thrusters, a control system and turnkey commissioning. 31/8/17 13:31


New Maritime Administration Leader Is Sworn In Rear Admiral Mark H. Buzby, U.S. Navy (Ret.) has been sworn in as the Administrator of the Maritime Administration (MARAD). He was sworn in by Secretary of Transportation Elaine L. Chao. Prior to his appointment, Admiral Buzby served as President of the National Defense Transportation Association (NDTA), a global association of transportation and logistics professionals. Ohio-based waterjet manufacturer Marine Jet Power, Inc. (MJP) has appointed maritime industry veteran, Philip Gibson as Director of Sales — Americas, handling sales and business development efforts in the Americas.

Christopher Deschenes has joined Bouchard Transportation Co., Inc., Melville, NY, as Vice President of Maintenance and Repairs. He most recently served as a Project Engineer with Overseas Shipholding Group, Inc. Foss Maritime has named Will Roberts Chief Commercial Officer (CCO). The role is a newly developed position at Foss Maritime. Roberts, formerly of Rolls-Royce, will be responsible for building the customer facing team to drive and sustain Foss Maritime’s market share and long-term revenue generation. Derrick Goddard has been named President of Viking Pump, Inc., Cedar Falls, IA.

Admiral Scott Swift, Commander of the U.S. Pacific Fleet, has relieved the Commander of the Seventh Fleet, Vice Admiral Joseph Aucoin (pictured) due to a loss of confidence is his ability to command following the USS Fitzgerald (June 17) and USS John S. McCain (August 20) incidents. Rear Admiral Phil Sawyer will take Admiral Aucoin’s place. McDermott International, Inc., has appointed John Freeman to Senior Vice President, General Counsel and Corporate Secretary. Stress Engineering Services, Inc., (SES), a provider of consulting engineering services, has appointed Brian Weaver as Sales Manager.

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September 2017 // Marine Log 39

TECH NEWS Drilling Contractor Implements SIS Software

Ecospeed, Sonardyne and Rolls-Royce systems for Sir David Attenborough polar research vessel RRS Sir David Attenborough is quickly coming together at the Cammell Laird Shipyard in Birkenhead, Liverpool, UK. The ship, commissioned by the National Environment Research Council (NERC) and being built for British Antarctic Survey (BAS), will be among the most sophisticated floating research labs operating in the polar region. The 128 m research vessel, based on a Rolls-Royce design, will operate in both Antarctica and the Arctic—with endurance capabilities of up to 60 days. Recently, BAS announced that Ecospeed would be used to coat the ship’s hull –citing the coating’s proven durability and the ease with which repairs can be repaired. In 2013/2014 BAS replaced the hull coating on its 1995 launched RRS Ernest Shackleton with Ecospeed and at a recent drydocking

noticed the Shackleton’s hull condition was “the best” it had ever been “after typical ice year operations.” Meanwhile, Sonardyne International Ltd. U.K., was awarded the contract to provide subsea acoustic tracking and position reference equipment onboard. The Ranger 2 Ultra-Short BaseLine (USBL) system will be used to track the position of, and communicate with, scientific instruments and robotic vehicles deployed from the vessel, such as the very popular Boaty McBoatface AUV. Rolls-Royce is supplying a number of system packages for the ship. It will power the ship with four Bergen B33:45 diesel-electric engines and supply its Promas unit with Controllable Pitch Propellers, as well was provide a comprehensive package of control systems, including the DP system.

HII’s Proteus Shows Off Capabilities Huntington Ingalls Industries’ Proteus undersea vehicle successfully completed autonomous contested battle space missions during an exercise held earlier this year. The dual mode underwater vehicle is designed to deliver larger payloads in either manned or unmanned mode. Developed by HII’s Technical Solutions division (Undersea Solutions Group)

and Battelle, Proteus can be used for integrating and testing payloads, transporting and installing equipment on the sea floor, inspecting infrastructure, and transporting a team of combat swimmers and cargo. During the 2017 Advanced Naval Technology Exercise (ANTX), the Naval Surface Warfare Center, in cooperation with HII, Battelle, Northrop Grumman and Riptide Autonomous Solutions, conducted aerial, surface and underwater vehicle advance mission capability demonstrations. The underwater mission segment focused on Proteus’ unmanned missions capabilities. Proteus is currently supporting Navy and Special Warfare tests and trials.

40 Marine Log // September 2017

International drilling contractor Borr Drilling operates a fleet of rigs capable of drilling to a maximum well depth of 35,000 feet, while operating in a water depths ranging from 30 to 400 feet. Its fleet includes two ABS Class A1 Self-Elevating Drilling Units, the Ran (ex Hercules Triumph) and Frigg (ex Hercules Resilience), both built by KFELS Singapore and based on a KFELS Super A designs. Borr Drilling recently signed a contract with maritime software solutions provider Star Information Systems (SIS) to implement software for management onboard and onshore. Founded in 1997, SIS provides sof tware that allows ef ficient and safe operation of ships and rigs, and includes modules for maintenance ( PMS/CMMS), asset management, project/docking management , safety/HSEQ, document management, insurance and guarantee claims, procurement and e-commerce, KPIs, and reporting. SIS also provides consultancy services, system implementation, and product training. The offshore oil and gas industry is currently under significant stress, and Borr Drilling aims to establish a platform to help players capitalize on the challenging market situation. SIS Project Manager Per Anders Koien rep or t s Bor r Dr illing has bought all sof t ware modules SIS p r o v i d e s w i t h i n M a i n t e n a n c e, Purchasing, Logistic s, HSEQ and Asset Management. Koien says the sof tware will be used for maintenance, purchasing and asset management. The primary goal for Borr is to implement a software system that helps them be in compliance with international regulations and requirements for their customers.

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Protecting an Integral Member of the Team: The Pilot

44 Marine Log // September 2017

Regulation 23.2.1 states: All arrangements used for pilot transfer shall efficiently fulfill their purpose of enabling pilots to embark and disembark safely. The appliances shall be kept clean, properly maintained and stowed and shall be regularly inspected to ensure that they are safe to use. They shall be used solely for the embarkation and disembarkation of personnel.

All arrangements used for pilot transfer shall fulfill their purpose of enabling pilots to embark and disembark safely

But other considerations can be a factor. One pilot that I spoke to stated that he would frequently find that a pilot ladder is rigged so far in advance of arrival, that in winter months there is a fair accumulation of ice on the steps and manropes so as to make the climb rather dangerous. I remember being a young third mate on board an LMSR entering Ash Shuybah, Kuwait our local pilot actually fell off of the ladder during boarding. Now this was attributed to lack of physical strength, as the other two pilots made the transit

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

Shutterstock/ John Wollwerth


have been lucky enough in my career to work with people from all over the world across this great industry. It has allowed me to experience a variety of cultures and has enabled me to observe the industry. My latest concern is for my friends who work as Pilots. The role of the pilot has changed over the centuries from a local advisor, to the person bringing the newspaper, to a member of the bridge team. This is a job in the Maritime Industry that is well known, but little is known outside of the pilots themselves. Oftentimes they board vessels in less than favorable conditions or enter a bridge straight out of the set of McHale’s Navy. But this vantage point provides a unique perspective into shipboard life and administration. If we can get the pilot’s safely on board, which has been a concern for some time for all in the industry. From the time that the pilot receives an assignment until the moment they re-board the pilot vessel, there are a number of hazards that must be overcome. The pilot ladder being the first step— pun intended. SOLAS Chapter V, Regulation 23 specifies the requirements for Pilot Boarding arrangements by ladder. These requirements are quite specific in designating the use of manila rope, hardwood steps or equivalent, length of climb before other means of embarkation must be employed, etc. But as we all know, not all ships, seafarers, and crew are created equal. Just as mooring operations are some of the most dangerous operations for seafarers on deck, pilot boarding and debarkation is the most dangerous portion of the pilot’s day.

without complaint. Luckily our “Oscar” was unharmed and made it up to the bridge, albeit soaking wet. However, this incident could have turned out much worse had the weather been rougher or the pilot boat close enough for him to fall on to. From the vantage point of a pilot, however, many more things can be seen. Lack of competence and bridge resource management are very obvious to pilots, who work with hundreds of bridge teams each and every year. One complaint that I have heard time and again is how the Pilot Card is delivered to the pilot, signed, and then taken away for the vessel’s records. This is truly a case of documentation supplanting good seamanship. Worse yet are the cases where the Master-Pilot exchange is incomplete or faulty information is passed due to pre-arrival checklists being gundecked in order to “get the paperwork done.” In other cases pilots are reporting as being left alone on the bridge with nothing but a helmsman, who may or may not speak enough Maritime English to do the job. One disturbing trend pilots notice on ships’ bridges is the attempts by companies and offices to micro-manage vessels from thousands of miles away. Companies monitor their vessels in real time and frequently telephone the ships’ bridges to ask why the vessel is not on some arbitrary pecked line that the company has instructed the master to follow. In one classic case in the Baltic the Captain told his office that the pilot had altered their course to pass a sister ship heading towards them! Some companies have Bridge Procedures and dogma unrelated to the requirements of IMO or indeed common sense. It is important to remember that pilots are an integral part of the bridge team on board for their local expertise, not just to tell you where the best place to get a beer is in town. Companies must be reminded to support their vessels with a sufficient and properly trained crew.

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Viega Marine Systems | 3

The leading solution for shipbuilding

CHARTING THE RIGHT COURSE WITH VIEGA When you choose Viega for your next shipbuilding and offshore application, you’re not only getting the highest quality press fittings in multiple materials, you’re also receiving unsurpassed customer service and local inventory availability. With distribution centers all over North America, Viega offers a full line of fittings and valves designed specifically for joining pipe systems onboard military vessels, commercial vessels, oil platforms, cruise ships and mega yachts. But why should you choose Viega for marine applications? Viega’s vast portfolio includes thousands of marine-approved products, each featuring flameless technology that saves time on installation Ideal for new construction or repair, Viega systems can reduce the life-cycle cost of vessels and oil platforms.

In the marine market, tight deadlines and budget constraints are common obstacles to overcome. Sometimes even finding a qualified welder for a marine application is a challenge, so being able to join pipe without flame can make all the difference in the marine world. Viega press technology saves time and labor with fittings that reduce installation time by 60% to 90% depending on the material, and connections can be made wet or dry. Without the danger and risk of welding, all the trades can work together at the same time, and that means the project gets done. Fast. Viega has been innovating and changing the landscape of pipe joining technology since 1899. Since that time, Viega has become the global leader in marineapproved piping systems like Viega ProPress for copper and stainless, Viega

MegaPress for black iron and galvanized pipe, Viega SeaPress for copper-nickel systems and Viega PEX Press systems in two different materials, Zero Lead bronze and high-performance polymer. ProPress, MegaPress and SeaPress meet the standards set forth by classification societies. With the widest range of materials and marine approvals in the industry, you can trust that Viega has everything you need for your next repair or new construction project. New to press technology? That’s OK. Viega has the support and training staff to provide you with the knowledge you need to make the switch. With training onsite, on the phone, or at one of our facilities, Viega the delivers answers you need. And since factory training and support is available at no cost, the price is always right.

Viega Press Systems


Smart Connect feature An incomplete connection could cause substantial damage if it holds pressure during a test and then subsequently fails. Viega’s ProPress, Viega MegaPress and Viega PEX Press in high performance polymer feature the patented Smart Connect feature. The Smart Connect feature, designed directly into the fitting, identifies unpressed fittings during pressure testing.

Viega Marine Systems | 5

Viega ProPress and Viega SeaPress fittings in small diameters are designed with cylindrical pipe guides to keep the pipe straight and prevent deflection, which protects the sealing element during assembly.


Identify an unpressed connection during pressure testing when water or air flows past the sealing element.

Viega ProPress with cylindrical pipe guides

Fittings that do not have cylindrical pipe guides risk making an unsecured connection. Without the pipe guides, pipe deflection can occur which can compromise and damage the sealing element. 2


Use the press tool to press the fitting, making a secure connection.

Viega press connections are fast, flameless and secure.

Press fitting without cylindrical pipe guides

In seconds, Viega press fittings are connected in a single step by pressing on each side of and on top of the sealing element. This creates a connection that is secure and proven to last, and unlike other connections, the sealing element is not in the direct flow path.

Meeting Standards and Exceeding Expectations ProPress, MegaPress and SeaPress are accepted for nearly every application and tested to the strictest standards.

Viega ProPress


Viega Marine Systems | 7

Viega ProPress is the recognized leader in copper press joining solutions. Today, Viega offers hundreds of press fitting choices in stainless steel and copper for applications ranging from potable water to hydronics, compressed air and general chemical service. Viega ProPress for stainless is ideal for marine environments such as potable water, fuel and compressed air. Available in both 304 and 316 grades of stainless steel, Viega ProPress is engineered complete with pipe, valves and fittings. All Viega ProPress fittings offer the patented Smart Connect feature, providing installers added confidence in their ability to identify unpressed connections. Viega is the only company with Smart Connect, an engineered feature that allows air or water to flow past the sealing element during pressure testing. Smart Connect prevents false-positive test results while under pressure. This allows installers to detect any unpressed connections before the system is put into service.

For more specific information on temperature, pressure ratings and applications for ProPress for marine, please visit applications. For technical information, email

Advantages at a glance

ProPress for Copper Applications

• Flameless press technology eliminates sweating, brazing and grooving

• Cooling water system

ProPress for Stainless Steel Applications

• Compressed air

• Cooling water system

• Press connections can be made wet or dry

• Fire main and water spray

• Fire main and water spray

• Sprinkler system

• Sprinkler system

• Makes secure press connections in seconds

• Hot/cold potable water

• Hot/cold potable water

• Cargo oil lines

• Cargo oil lines

• Fuel oil lines

• Fuel oil lines

• Lubricating oil lines

• Lubricating oil lines

• Hydraulic oil

• Hydraulic oil

• Vacuum

• Domestic heating

• Reduces costs associated with hot work, such as permits, gas freeing, x-ray, fire watch and flush • More than 900 fittings in multiple configurations for copper and stainless • Cylindrical pipe guides provide the mechanical strength of a doublepress connection

• Compressed air • Condensate return

• Extra installation steps are reduced

• General chemical service

• Available in metric and standard sizes

• Vacuum

• Factory training and support provided at no cost • Backed by a limited warranty • Zero Lead compliant

Viega MegaPress


Viega Marine Systems | 9

Viega MegaPress is the only clean, secure, and efficient choice for joining black iron and galvanized pipe, eliminating the need for threading or welding. It is suitable for renovations, modernization or installation of new steel pipe systems. Viega MegaPress for water and hydronic applications has a black EPDM sealing element and a green dot on the exterior. Suitable for use with ASTM Schedule 10, Schedule 40 and Schedule 80 black iron and galvanized pipe, the Viega MegaPress system includes more than 200 different engineered fitting configurations ranging from ½" to 2". Need a metric fitting? That’s no problem because the same MegaPress fittings will press onto metric pipe made to DIN standards. That means only one fitting is needed for both metric and standard pipe. In addition to the factory-installed EPDM sealing element, Viega MegaPress fittings

For more specific information on applications for MegaPress, please visit applications.

are robust with a 304 stainless steel separator ring and a 420 stainless steel grip ring approved for use in hydronic heating, compressed air, fire sprinkler and cooling water applications. Viega MegaPressG with an HNBR sealing element and a yellow dot is the only press fitting system for black iron pipe approved for use in fuel, lube oil and compressed air applications. Viega MegaPressG is ideal for domestic heating and compressed air applications and performs well in new installations and retrofit projects. Tested to the strictest marine standards, Viega MegaPressG joins black iron pipe reliably through the engineered design of the fittings. Available with the Smart Connect feature and with Viega’s system-matched tools and jaws, system-matched tools and jaws, you can connect black iron pipe in seconds, making Viega MegaPress suitable for many types of projects.

• No welding or threading

MegaPress and MegaPressG Applications

• Eliminates bulky equipment

• Cooling water

• Press connections can be made wet or dry

• Fire main and water spray

• Reduces the cost associated with hot work, no hot work permits, gas freeing, x-ray, fire watch and flush

• Low pressure steam

• Extra installation steps are reduced

• Cargo oil lines

• Same fitting for metric and standard pipe sizes

• Lubricating oil lines

Advantages at a glance

• Factory training and support provided at no cost • Backed by a limited warranty • Suitable for ASTM and DIN spec piping

• Sprinkler • Compressed air • Vacuum • Fuel oil lines • Hydraulic oils

Viega SeaPress


Viega Marine Systems | 11

Viega SeaPress, a corrosion-resistant, 90/10 copper-nickel fitting, is built especially for corrosive environments. Viega’s cold press technology makes brazing and welding a thing of the past, and connections can be completed under the most difficult conditions. Repairs and modifications can also be carried out while under way at sea − ideal prerequisites to ensure you’ll always stay on course.

Advantages at a glance

SeaPress Applications

• 90/10 copper nickel

• Seawater cooling

• Prevents biofouling

• Fire main wet, dry and foam

• Reduces topside weight

• Sprinkler system and water spray

• U.S. and European marine approvals

• Hot and cold potable water

• Easily adapts to metric and standard systems

• Bilge lines

• Installation savings of up to 70%

• Ballast system

• Cylindrical pipe guides and doublepress action for greatest possible security

• Tank cleaning services

• Extensive range of fittings, flanges and adapters

• Cargo oil lines

• Foam system

• Non-essential systems • Fuel oil lines • Lubricating oil lines • Hydraulic oils • Domestic heating • Compressed air systems • Condensate return • Vacuum

12 | Viega Marine Systems

Viega PEX Press

TRUST THE ORIGINAL PRESS THE FUTURE Known for forward-thinking systems, Viega offers complete plumbing systems for potable water systems. With the highest rated PEX tubing on the market and Viega PEX Press manifolds in high-performance polymer, Viega PEX systems work together to save time, labor and cost. The first press system for the PEX market, Viega PEX Press fittings improve consistency and reduce installation errors with factory-attached sleeves. Viega PEX Press fittings are available in two material types, high-performance polymer and Zero Lead bronze. Viega also offers fittings for easy copper-to-PEX transitions, and system-matched tools and jaws make installation easy and consistent.

For more specific information on applications for Viega PureFlow, please visit

Advantages at a glance • Flexible and durable • Bronze or polymer body with stainless press ring • Secure connections without adhesives • Bending around obstacles reduces the number of fittings, lowering the risk of leaks • Press fittings available in two material types • Highest rating for chlorine and UV resistance • Available in sizes ⅜" to 2" and in metric sizes • Made in the USA

Viega Marine Systems | 13

SUPPORTING A STRONG COMMERCIAL SHIPBUILDING MARKET The U.S. commercial shipyard industry is stronger now than it has been in decades. The industry, along with its suppliers, remains essential to maintaining the government shipbuilding and industrial ship repair base. Whether you’re working on tugs, barges, work boats, passenger ferries, casino boats or inland cruise ships, you can take advantage of Viega’s fast, flameless and secure connections. This is important as ships become more technologically advanced. From the world’s first vessels powered by liquefied nitrogen gas that reduces sulfur emissions, to high-tech navigational software, the marine industry is eager for technology that will keep them running more efficiently and for longer periods of time. That said, many of today’s ships maintain similar design styles to minimize risk. In order to meet the demands of schedule and budget, shipbuilders must increase efficiencies and reduce manpower. But that doesn't mean they have to sacrifice productivity. Viega’s press technology extends to a full line of marine press fittings that reduce reliance on qualified welders, hot work permits, gas freeing and chemists. Viega fittings for marine are tested and comply with the International Association of Classification Societies, so the engineering approvals are already completed.

14 | Viega Marine Systems

KEEPING OFFSHORE SUPPORT STRONG Precision and safety are essential for landbased projects, so they matter even more for ocean-based support vessels, drill ships, and oil platforms. Downtime and additional expenses aren’t an option. Reducing repair time and the expense of labor means you can focus on doing your job and keeping your crew safe. But can you accomplish that when your work environment is floating on a volatile sea?

With Viega, you can. Flameless press technology means there’s no need for hot work permits, chemists, gas freeing, or marine-qualified welders. Plus, press connections can be made in seconds on live systems, so you can complete projects safely in a fraction of the time. Viega helps you get more done in less time with less money, and you still get the peace of mind that comes with Viega’s quality fittings.

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WORKING WITH THE MOST PRESTIGIOUS VESSELS From humanitarian missions to combat operations, military vessels must be ready to serve when and where they are needed. The high demands of safety, quality and reliability of pipe systems is important when you are protecting the nation. From the U.S. Coast Guard and the U.S. Navy to the National Oceanic and Atmospheric Administration (NOAA) and Military Sealift Command, Viega fitting systems can be found on a host of marine vessels. With a reputation for quality, naval ships are an industry leader in innovative maritime engineering and construction. New ships are built and many undergo repair on a daily basis, providing the opportunity for new technology to aid in the time, cost and quality put into each one. Viega has working relationships with many military contractors, subcontractors, and shipyards, and more are added all the time. Viega systems are available stateside and in Canada as well as in distribution centers all over North America and come in a variety of configurations. So when it comes to your next repair or new ship construction, take advantage of these savings by choosing Viega.

16 | Viega Marine Systems

BUILT FOR ADVENTURE When your guests are relaxing onboard at the swimming pool or enjoying a fourcourse meal in the formal dining room, you don’t want to be thinking about your mechanical systems. And if you do have to dock for repairs, you want the downtime to be minimal. The number of passengers carried by the cruise industry has grown year-on-year and is expected to exceed 24 million in

2018, according to In this booming industry, cruise ship repairs are imminent, but with Viega press technology, you can rest easy knowing that you’ve chosen the right system. Whether you’re the world’s largest shipyard in the Bahamas or the Port of San Francisco, CA, Viega’s fittings can be delivered during a quick port visit or for larger dry dock availabilities.

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As yachts become larger and more and more complicated, Viega is working closely with manufacturing companies to ensure they are built and maintained properly. With relationships all over the U.S. and Canada, these management companies know the best of the best in the industry and trust and recommend Viega systems to meet their clients’ needs. With the approvals, fast delivery and exceptional customer service, Viega makes quoting and repairing yachts quick and simple. Yachts often need repair at a moment’s notice, and with Viega press connections, whether you’re repairing on land or at sea, piping repairs are simple even under the most difficult conditions. Viega’s relationships extend from coast to coast with products available nationwide through a variety of wholesalers and individual management and repair facilities.

Photo courtesy of Westport Shipyard

18 | Viega Marine Systems

THE RIGHT TOOLS FOR THE JOB Viega press fitting systems are designed to integrate, and our preferred press tools for installing Viega systems are the same way. One press tool can make connections on Viega ProPress, MegaPress and PEX Press systems, simply by changing the jaw sets. For confined spaces, installers can use Viega’s press rings and actuators with their existing press tools.

Viega jaws

Press ring

Press ring with actuator

Viega and RIDGID have been partners for more than 15 years and together they offer tools for each of our engineered press fitting systems. With jaws and rings in sizes ranging from ⅜" to 4", these tools can accommodate nearly every type of plumbing, heating or pipe joining project. Engineers at Viega and RIDGID have developed press tools that work together seamlessly with all Viega press fittings. RIDGID press tools have been used to install hundreds of millions of Viega fittings across North America for more than a decade. The result is a reliable, versatile set of products that work on any job site, in any condition, for nearly any application.

Press tool Capacity


RP 340 ½" - 2"

RP 210-B ½" - 4"

½" - 1¼"

⅜" - 1½"

Viega ProPress for

Viega ProPress for

Viega MegaPress



Viega PEX Press

Viega ProPress for

Viega ProPress for



RP 200-B ⅜" - 1½"

½" - 1¼" Viega ProPress for

Viega PEX Press


Viega PEX Press

Viega ProPress for stainless

Form Factor

Pistol Grip

Pistol Grip



18V Li-Ion

18V Li-Ion

18V Li-Ion


Optional AC Power Adapter



Viega Marine Systems | 19


4. Carlisle, PA 2. Reno, NV

1. McPherson, KS

3. McDonough, GA


Delivering the Best



Viega operates four state-of-the-art, strategically located distribution centers that can ship products to the customer within 48 hours of receipt of the order. This innovative supply chain concept keeps distributors stocked and projects on schedule. The four distribution centers are located in nearly every corner of the country, allowing us to serve our customers quickly, reliably and consistently. To Viega, quality is everything. We want to ensure that customers receive the best products and service possible. That’s why Viega’s Supply Chain is ISO 9001:2008 certified, along with all Viega manufacturing and distribution facilities in the U.S. Even with products and support that have already been proven trustworthy, Viega is committed to continuous improvement in every area. Viega’s Supply Chain isn’t satisfied until the customer is. That’s why the best supply chain in the industry keeps getting better.


This document is subject to updates. For the most current Viega literature please visit The term Viega does not apply to a specific company within the various separate and distinct companies comprising the Viega group of companies. The term Viega as used in this publication refers to the Viega brand itself or generally to the Viega group of companies. References to activities in North America specifically refer to activities of Viega LLC. A green dot on a Viega ProPress, MegaPress and PEX Press polymer fitting indicates the Smart Connect feature with an EPDM sealing element. A yellow dot on a Viega ProPressG and MegaPressG fitting indicates the Smart Connect feature with an HNBR sealing element. A white dot on a Viega ProPress (304 FKM) fitting indicates the Smart Connect feature with a FKM sealing element. For a current list of applications, please visit ©2016, MegaPress®, ProPress®, Seapress® and Viega® are registered trademarks of Viega GmbH & Co. KG. Smart Connect® is a registered trademark of Viega LLC. Zero Lead™ is a trademark of Viega LLC. RIDGID® is a registered trademark of RIDGID, Inc.

Viega LLC phone: 800-976-9819 e-mail: web:


Marine Log September 2017  
Marine Log September 2017