Marinelog - 07 Jul 2009

Contents

Members of a USS Gettysburg (CG 64) visit, board, search and seizure (VBSS) team and U.S. Coast Guard Law Enforcement Detachment 409 prepare to board a suspected pirate mothership in the Gulf of Aden

| p. 15

U.S. Navy photo/Mass Communication Specialist First Class Eric L. Beauregard

Features Piracy

Pirates Ahead: Are you ready?

IMO’s Marine Safety Committee has just released its revised guidance for dealing with pirates . . . . . . . . . . . . . . . . . . . . . . . . p. 15

Fuels & Lubes

Switching fuels: the headaches Complying with California’s new regulations won’t be so easy . . . . . . . . . . . . . p.17

Coatings CO2ATINGS

& EMISSIONS

Hull coatings can play a critical role in reducing your carbon footprint. . . . p. 19

Software

Using 3D Modeling to cut lifecycle costs in RO/ROS Shrink your newbuilding costs . . . p. 20A

MARINELOG

JULY 2009 VOL. 114, NO.7

PULLOUT SUPPLEMENT

GULF COAST HEADLINER Our 14th Annual Gulf Coast Headliner featuring the latest news from the Gulf Coast

7

UPDATE

14

INSIDE WASHINGTON

21 28 29 32 34 35

DECK MACHINERY SPOTLIGHT

36 37 40

WEBSITE DIRECTORY

Korean Yards end drought • RollsRoyce’s wavepiercer for offshore sector • Harley Marine Services orders ocean tank barge • VTT surveys ship wastewater nutrient discharge in the Baltic Sea And much more... Arming ships: Washington responds

TECH NEWS NEWSMAKERS CONTRACTS EVENTS ML BUYER’S GUIDE Free product information

ML MARKETPLACE MARINE SALVAGE Communication is Key By John A. Witte Jr.

COMMUNICATIONS SHOWCASE

Departments 2

EDITORIAL

4

SECOND THOUGHTS

p. 24

Security directive on target California rules are shape of things to come

NEXT MONTH THE 5TH ANNUAL GREEN ISSUE • FINANCE • DIESEL TECHNOLOGY MARINE LOG, (USPS 576-910) established 1878, is published monthly by Simmons-Boardman Publishing Corporation, 345 Hudson Street, New York, NY 10014 © 2009 Simmons-Boardman Publishing Corporation. All rights reserved. Printed in the U.S.A. No part of this publication may be reproduced in any fashion without the written permission of Simmons-Boardman Publishing. Annual Print and Digital Subscriptions: Qualified subscribers may request a subscription. Non-qualified subscribers in the U.S., Canada or Mexico for the Print or Digital Edition, $85, one year, $135, two years. For Print and Digital Editions, U.S., Canada and Mexico, $128 for one year and $203 for two years. All other countries for Print or Digital, $185, one year or $285, one year by Air Mail; $235, two years or $435 for two years by Air Mail. For Print and Digital, foreign, $278 for one year, $378 for one year with Air Mail, $353, for two years and $553 for two years with Air Mail. Periodical postage paid at New York, N.Y., ISSN 08970491, and at additional mailing offices. Canada Post Cust.#7204654; Agreement #41094515. Bleuchip Intl., P.O. Box 25542, London, ON N6C 6B2 For subscriptions, address changes and adjustments, write to Marine Log, P.O. Box 10, Omaha, NE 68101-0010 Publishers are not responsible for the safekeeping or return of unsolicited material. CIRCULATION & SUBSCRIPTIONS: Call toll free (800) 895-4389, Monday-Friday 9 am—5 pm EST. SINGLE COPIES: Write or call the Subscription Dept. (see above). The price for single copies of the Annual Yearbook & Maritime Review issue is $40. Other single copies $20 each. MICROFILM COPIES: University Microfilms International, 300 North Zeeb Rd., Ann Arbor, MI 48106 and Bell & Howell Micro Photo Division, Publication Products, Old Mansfield Rd., Wooster OH 44691 (800) 321-9881. 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

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JULY 2009

MARINE LOG 1

July 2009 Vol. 114 No. 7

John R. Snyder Publisher & Editor

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MARINELOG

ISSN 08970491

USPS 576-910

PRESIDENT Arthur J. McGinnis, Jr.

editorial

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PUBLISHER & EDITOR John R. Snyder

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SENIOR EDITORIAL CONSULTANT Nicholas Blenkey [email protected]

Security directive on target

A

mericans are often portrayed as cowboys, quick to shoot and ask questions later. When it comes to piracy, however, the U.S. Coast Guard’s Maritime Security Directive, is right on the target. The directive is a well thought out response to pirate attacks. It requires, among other things, U.S.flag ship operators operating in highrisk waters to adopt an anti-piracy plan and to have armed or unarmed security teams on board their ships, bolster pirate watches and use non-lethal means to thwart pirate attacks. The measures are in-line with IMO’s recent guidelines issues on piracy. Despite the best efforts of a multinational maritime coalition force, piracy off of the coast of Somalia is not going away anytime soon. Somalia is one of the poorest, most violent places on earth. The deplorable living conditions in Somalia and 20 years of civil conflict have created the perfect incubator for creating desperate gangs of young men. Plagued by poverty, disease, dehydration and malnutrition, Somali children have little chance of surviving to adulthood. Those that do survive to become teenagers are often contravened into the army. The long-term solution is a stable Somali government. Right now, anarchy reigns. That’s why it is doubly important to protect mariners and ships, such as the Liberty Sun, which was bringing humanitarian aid to Somalia. At a House Subcommittee on Coast Guard and Maritime Transportation meeting

2 MARINE LOG JULY 2009

in May, Philip J. Shapiro, president and CEO of Liberty Maritime Corp., testified that the Liberty Sun was carrying 47,000 metric tons of U.S. government food aid—enough to feed 250,000 people for a year—when it was attacked. During the attack, the ship was hit by four rocket-propelled grenades and automatic weapons fire. A video of the incident makes for very dramatic watching. Those who say the Somali pirates have no intention of harming a ship’s crew should watch it and think again. And those that say the cost of piracy is just part of doing business should reconsider as well. At a hearing on international piracy held by the Subcommittee on Coast Guard and Maritime Transportation this past February, Peter Chalk, a senior policy analyst for the RAND Corporation testified that the annual cost of piracy to the maritime industry was estimated between $1 billion and $16 billion. This figure includes ransom payments, increased insurance rates, increased training costs, costs associated with repairing vessels damaged by pirate attacks, delays in cargo deliveries, re-routing, the installation of antipiracy equipment and hardening measures. MARINE LOG is sponsoring a oneday conference called Countering Pirates on Sept. 16 in Washington, D.C, at which we plan to discuss many of the practical solutions to the operational, legal and financial challenges posed by piracy.

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Second Thoughts

California rules are shape of things to come

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lsewhere in this issue we take a look at the new California regulation that mandates that ships within 24 miles of the Calfornia coast must burn low sulfur distillate fuel— and keep extensive records on their compliance. While the words “fuel switching” have a nice simple sound to them, the actual practice of switching fuels on board is far from simple. It involves keeping bunkering additional grades of fuel, storing them separately under the conditions appropriate to each—and then gradually switching from one fuel to the other, balancing temperatures and viscosities as this is done. As is clear from an API working paper that we quote extensively in the feature, it’s just not that easy. And the penalty for getting it wrong can be a ship adrift without power, with all the potential for disaster that implies. The new rules are the California Air Resources Board’s second attempt to limit emissions from ships. An earlier regulation would have set levels for emissions of NOx, SOx and particulate matter by ships. That rule was slung out by the courts, but the just-implemented measure dictating fuel grades has thus far withstood legal challenges. A TASTE OF THINGS TO COME? In fact, the California rules can be seen as offering a taste of things to come. In the works is the North American ECA, which will set emission limits out to 200 miles off the U.S. and Canadian coastline. So fuel switching is going to become a widespread practice—at least

4 MARINE LOG JULY 2009

until such time as all ships burn distillate fuel all the time. That was a solution advocated by Intertanko in the discussions that led to the most recent MARPOL Annex VI amendments. The North American ECA is being requested within the framework of the revised Annex VI. NEW STANDARDS FOR ENGINES Also within that framework, the U.S. Environmental Protection Agency is proposing to revise the Clean Air Act engine program to include two additional tiers of NOx standards for new Category 3 marine diesel engines (above 30 liters per cylinder displacement) installed in vessels registered in the United States. The proposed near-term Tier 2 standards for newly built engines would apply beginning in 2011 and would require more efficient use of current engine technologies, including engine timing, engine cooling, and advanced computer controls. The Tier 2 standards would result in a 15 to 25% NOx reduction below the current Tier 1 levels, says EPA. The proposed long-term Tier 3 standards would apply beginning in 2016 and would require the use of high efficiency after treatment technology such as selective catalytic reduction to achieve NOx reductions 80% below the current levels. In addition to the NOx emission limits, EPA is proposing standards for emissions of HC and CO from new Category 3 engines. What’s not entirely clear from the EPA is to what extent, if any, its pro-

posals exceed the new MARPOL requirements, putting an additional burden on U.S.-flag operators. EPA is not proposing to set a standard for PM emissions for Category 3 engines. However, significant PM emissions benefits will be achieved through the ECA fuel sulfur requirements that will apply to ships that operate in areas that affect U.S. air quality. EPA is also proposing to require engine manufacturers to measure and report PM emissions. Finally, EPA is proposing a change to the diesel fuel program that would forbid the production and sale of marine fuel oil above 1,000 ppm sulfur for use in the waters within the proposed U.S. ECA and internal U.S. waters; and allow for the production and sale of 1,000 ppm sulfur fuel for use in Category 3 marine vessels. EPA says the proposal is part of a coordinated strategy to ensure that all ships that affect U.S. air quality meet stringent NOx and fuel sulfur requirements. When taken together, the elements of the coordinated strategy are expected by EPA to result in significant improvements in U.S. air quality and public health. ALL THE WORLD AN ECA? All of these regulatory developments have been predictable for long enough. What seems equally predictable is that more ECA’s will come into existence and that the “non-ECA” areas of the oceans will grow ever smaller. The qustion really is “How long will it take before they disappear completely?”

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Update

INLAND • COASTAL OFFSHORE • DEEPSEA

Previously, DSME built the Blue Star Naxos for Attica Group

biz NOTES Jumbo bolsters heavy lift fleet

KOREAN YARDS END DROUGHT

I

n a positive sign for the shipbuilding sector, Korean shipbuilders landed two significant newbuilding orders from European shipowners last month, breaking a drought that extended into October of last year. The Attica Group S.A. recently signed a contract with Korea’s Daewoo Shipbuilding & Marine Engineering Ltd. (DSME) to construct two monohull fast car ferries. The two fast car ferries will be built at a cost of EURO 68.5 million ($100 million) apiece.

Each will have a length of 145.5m, with capacities of 2,400 passengers and 450 cars or 50 freight units and 150 cars. The ferries will have a speed of 25.5 knots and be built for Greek domestic waters. DSME had previously built the ferries Blue Star Paros, Blue Star Naxos and Blue Star Ithaki for Attica, which Attica CEO Petros Vettas called the company’s “most successful vessels.” Meanwhile, on June 15, STX Offshore & Shipbuilding said it won orders for eight 50,400 DWT tankers (including four

options) worth $340 million from a European shipowner. Each tanker will be 183m x 32.2m x 19.1m, with a service speed of 15.2 knots. The tankers will be built at Jinhae shipyard. STX has a healthy backlog. With the new tankers, STX Offshore has 278 vessels on order worth $18.3 billion (both in Korea and in Dalian). According to Clarksons, as of April of this year, only 65 vessels have been ordered worth $1.4 billion. Containerships, tankers and bulk carriers account for only 16 of the total.

Despite low rates, boxship fleet to continue growth DESPITE CURRENT OVERcapacity and depressed shipping rates, the world containership fleet is expected to grow by 13% in 2009 and a 9.3% annually until 2013, bolstered by new deliveries and new shipbuilding orders. That is the conclusion of the Shipbuilding Market Forecast for Container and Roll-On

Roll-Off (Ro-Ro) Ships released this month by Lloyd’s Register Fairplay (LRF) Research. Faced with a global economic recession, spot rates have been quoted as low as $250 by some lines to move a container from Hong Kong to Rotterdam. That compares with $1,400 a year ago. Right now, there is a record 1 million TEU of capacity in dry layup, and many others in wet lay up. Some have seen this as a business opportunity. Wartsila, for The super post-Panamax boxship COSCO Long Beach

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example, recently launched a lay-up service for “hot” and “cold” lay-ups. The LRF Research report expects an upturn in 2009 toward modest levels. The global containership fleet stands at 4,671 ships with a total capacity of 12.4 million TEU. The fleet of very large boxships of 8,000TEU capacity or greater is expected to grow by an average growth rate of 25% through 2013. And, because the current boxship is relatively young, scrapping will only remove 904,000 TEU of capacity from the fleet over the next five years.

Jumbo Shipping recently bolstered its heavy lift fleet with the addition of a fourth J1800class vessel, the Jumbo Jubilee, from Damen Shipyards Galati in Romania. The 144.8m x 26.84m will be used to carry oversized cargo such as overweight power plant equipment, offshore equipment and floating cargo. After leaving Galati, the Jumbo Jubilee sailed to Huisman Equipment in Schiedam, the Netherlands, for the installation of two 900 metric tonne mast cranes.

One in 20 ships detained In its annual report on port state control, the Paris MoU says that one in 20 ship inspections resulted in a vessel detention in 2008, with ships 15 years of age or older accounting for 75% of the deficiencies. The Paris MoU says one troubling trend is the 34% increase in the number of deficiencies between 2005 and 2008, implying that the average condition of ships is deteriorating. The United States flag was recently moved from the White to the Grey List with an average performance.

J.F. Lehman buys Drew Marine Ashland Inc. , Covington, Ky., recently signed a definitive agreement to sell specialty chemicals and marine services company Drew Marine to J. F. Lehman & Co. in a transaction valued at some $120 million before tax. JULY 2009 MARINE LOG 7

Update

INLAND • COASTAL • OFFSHORE • DEEPSEA

BANANA DELIVERIES WON’T SLIP Chiquita Brands International, Inc. does not expect the recent voluntary Chapter 7 bankruptcy filing by New York-based Eastwind Maritime Inc. and certain of its affiliates to adversely affect service to Chiquita’s customers and the delivery of its bananas and other fresh fruit products. “All of the 12 oceangoing ships that the company sold in 2007 remain under long-term charter to Chiquita, including the four ships sold to Eastwind,” said Chiquita. Before the roof fell in, Eastwind operated about 60 reefers, 18 bulkers, 17 product tankers and 18 boxships. The bankruptcy followed news that lender Nordea had foreclosed on 13 of Eastwind’s ships and had sold them to Draften, a company controlled by Israeli shipowner Sammy Ofer. Eastwind has also been facing a slew of lawsuits.

Rolls-Royce’s wavepiercer for offshore sector

A

ustralian designers popularized the use of wave-piercing technology for high-speed multi-hull passenger vessels. At Nor-Shipping 2009 in Oslo last month, Rolls-Royce unveiled a new UT 790 CD anchor-handling vessel design that incorporates wave-piercing technology for the offshore sector. Instead of riding on top of waves, the hull pierces through the water, eliminates slamming and allows the vessel to maintain service speeds regardless of the sea state. This reduces fuel consumption and improves crew

comfort. For example, at speeds of 14 knots and violent storm conditions (9 meter significant high waves), tank tests have shown no water above forecastle deck level. The vessel has a wider beam than a traditional AHTS—23m as compared to 20m—making it a more stable platform. The engine room is located astern to reduce engine noise and create room for winches at the front of the vessel. The UT 790 CD has the same fiber and rope capacity operating with four secondary winches as a traditional anchor handler has with six. The vessel also has triple-screw propulsion—two Azipull thrusters with a CP propeller in the middle—providing maximum efficiency and flexibility.

Island Offshore vessel christened

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ome 220 guests were on hand for the christening of the 93m, DP2 multipurpose offshore support vessel Island Commander at the Vippetangen Quay in Oslo Harbor last month during

8 MARINE LOG JULY 2009

Nor-Shipping week in Oslo, Norway. The vessel, owned by Norway’s Island Offshore Group, will begin a three-year charter this summer with ConocoPhillips in the North Sea. As a platform supply vessel, the 93m x 20m Island Commander will be able to carry general deck and pipe cargo on its 1,030m2 deck, as well as liquid and bulk cargoes. The deck can accommodate up to 3,110 tonnes. Guests of the christening were allowed to tour the vessel’s well-appointed bridge. The vessel is outfitted with a Poscon independent joystick system, which integrates all of its maneuvering functions and controls the CP propellers, thrusters and rudders. The joystick system has an interface to the ship gyrocompass for automatic heading and the GPS system for indication of

Island Commander tied up for christening ceremony in Oslo Harbor

ship’s speed and course. Based on a Rolls-Royce UT 776 CD design and built by STX Europe’s Brevik yard, the Island Commander has a diesel-electric propulsion system. Each of the four main generator sets is a complete unit and consists of a mediumspeed Bergen Diesel

C25:3333L6A engine directly coupled to a fresh watercooled, resiliently mounted generator. Each engine produces 1,740 kW at 900 rev/min. Propulsion is supplied by two 2,500 kW Rolls-Royce Marine Azipull CP 120 thrusters. www.marinelog.com

Seabourn launches first luxury vessel in six years

T

he Yachts of Seabourn debuted its first new luxury vessel in six years, the 32,000-ton, ultra-luxury yacht Seabourn Odyssey in Venice, Italy last month. Built by T. Mariotti of

Genoa, Italy, the Seabourn Odyssey can accommodate 450 guests in 225 suites. The yacht features 11 decks, which include, just to name a few, a nine-hole golf course, an 11,400 ft2 Spa, two outdoor swim-

ming pools, four Five-star restaurants and six outdoor whirlpools. The Seabourn Odyssey’s maiden year will be spent sailing the Mediterranean during the summer and early fall, the vessel will then travel the Carribbean until it departs on the company’s first world cruise in early January 2010. Seabourn Odyssey is the first in a series of three newbuilds. The Seabourn Sojourn will launch next June, with the third, asyet-unnamed, vessel to follow in 2011.

Harley Marine Services orders ocean tank barge

U

.S. Barge, Portland, Ore., signed a contract with Harley Marine Services, Seattle, Wash., to build an 83,000 barrel double hull barge. The 422 ft long barge will be OPA 90 compliant and is classed as an ABS Classed Maltese A-1 and loadline Un-Manned Ocean Services. The barge will feature a full vapor processing unit

and an electronic cargo tank monitoring system. Its 12 cargo tanks will be coiled with a heating unit that will keep temperature stable and within a certain range. U.S. Barge will undertake all the outfitting work. Harley Marine Services director of Barge Operations Keith Barnes, said, “We are happy to partner with U.S. Barge to achieve

L-3 Offshore and STX sign teaming agreement L-3 Offshore, Coventry, U.K., signed a teaming agreement with STX Engine, a subsidiary of South Korea’s STX Group, to collaborate in the marketing and supply of integrated power, electric propulsion, dynamic propulsion and automation systems

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our accelerated OPA 90 compliance plan. Industry-wide, the deadline is 2015. Harley Marine Services has committed to achieving compliance by 2012.” The new barge will be delivered in the spring of 2010, and will be placed into service to support Harley Marine Services’ West Coast Wide operations.

Gladding Hearn delivers its first high-speed vessel to U.S. Government Gladding-Hearn Shipbuilding, Somerset, Mass., delivered its first high-speed patrol boat to the U.S. Government. The all aluminum 64 ft escort vessel will be operated by the U.S. Coast Guard and will secure high value Navy assets. Fitted with two MTU diesel engines that are connected to Hamilton waterjets, the escort vessel can reach speeds of up to 30 knots. It features a C. Raymond-Huntdesigned deep-V hull and a CPI Marine fender system. The foredeck features a gun mount while the forecastle is equipped with a head, galley, berths and lockers. The interior is fitted with Shockwave heavy-duty suspension seats and shock-absorbing floor matting.

OSG tank barge sold to Nigerian buyers OSG Ship Management has sold OSG 300, a 38,860 dwt double hulled tank barge, to Nigerian buyers, who have renamed the barge Bamidele, and will use the barge for clean fuel storage and coastwise service. The 588 ft barge cost $15.5 million to build in 1979, when Galveston Shipbuilding Co., Galveston, Tex., constructed the vessel for the Miami Belcher Oil Company. Classed as an ABS +A1 tank barge, unrestricted service, the barge can work in ATB configuration. It was retired last October in preperation for its sale. Marcon International Inc. was the sole broker in selling the barge to its new owners.

for the Korean offshore market. Under the agreement STX Engine will offer full testing support services. In addition, STX will design, produce and supply electronic and electrical systems for offshore plants. L-3’s Marine and Power Systems group will consolidate its offshore access to local markets for shipbuilding and operating equipment.

JULY 2009 MARINE LOG 9

Update

INLAND • COASTAL • OFFSHORE • DEEPSEA

VTT surveys ship wastewater nutrient discharge in the Baltic Sea

F

inland-based VTT Technical Research conducted a survey to investigate the scope of ship wastewater nutrient inputs in the Baltic Sea. The information was obtained from port facilities and shipping companies, with the

sole focus being on passenger ships, cruise ships and cargo vessels. Although nitrogen released in ship emissions is far more servere, it is important to note that the environmental impact of ship wastewater is significant.

The Port of Helsinki says that all passenger ships calling regularly pumped wastewater into the sewage system in the port in 2008

The survey found that ship wastewater discharges resulted in 0.04% (356 tons) of nitrogen and 0.3% (119 tons) of phosphorus. Most of the wastewater nutrients—containing nitrogen, phosphorus, pathogens, heavy metals and organic compounds harmful to aquatic organisms—enter the Baltic Sea in the summer, where the unprocessed and untreated wastewater from the ships increase the growth of algae. However, the largest perpetuator of the nitrogen and phosphorus discharge in the Baltic Sea is, ironically, nature herself. The nutrients enter the sea in the watershed and through untreated municipal wastewater. According to the survey, the nitrogen fallout from sources such as rivers and the coast is a total of 744,900 (74%) tons of nitrogen each year, while 264,000 tons of nitrogen(26%) are from aerial fallout. Almost 99% of the 34,5000 tons of phosphorus in the Baltic Sea was caused by run off water. With that said, it is important to note that the treatment of wastewater is easier to control than mother nature herself. While maritime regulations prohibit the discharge of sewage into the sea, ships are allowed to discharge sewage if it is comminuted or disinfected. Ships using an approved system that disinfects or reduces the sewage can discharge the wastewater more than three nautical miles from the nearest land. If the sewage has not been treated then it would have to be discharged at a moderate rate more than 12 nautical miles offshore. Not all vessels have purification systems onboard. The alternative for these shipping companies would be for ports to provide wastewater reception facilities for ships. According to the Port of Helsinki, most wastewater from vessels is pumped into the sewage system in port, and then directed to wastewater purification plants for treatment. 10 MARINE LOG JULY 2009

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JULY 2009 MARINE LOG 11

MARINELOG Sept. 17 & 18, 2009 Washington, D.C.

conference & expo

S

hipping needs to shrink its carbon foot print. The U.S. and Canada have jointly proposed creating what would be the world’s largest Emissions Control Area. This has broad implications for the shipping industry, since more than 93,000 ships call at U.S. and Canadian ports annually. What are the best solutions for compliance? Scrubbers? Ultra-low sulfur fuel? Are your ships being fitted with cold iron technology for when you are in port? Beyond emissions, there are a whole host of environmental compliance and regulatory issues for ship operators, including waste stream management, ballast water management and ship recycling. What can ship operators do now to cut their fuel and energy consumption and reduce their greenhouse gas emissions? These and other environmental topics will be discussed during a series of panels and presentations over two days at Marine Log’s Global Greenship 2009 Conference & Expo. Well-known experts will discuss current policy, regulations and technologies during a lively agenda. There will be ample time built into the conference and expo for discussion, debate and the exchange of ideas. There will also be substantial time for networking during coffee and energy breaks, luncheons and the cocktail reception.

The conference The registration fee is $825 per person. This includes all conference sessions, the expo, and all social functions, as well as online access to the conference proceedings.

The expo A key component of the event is a tabletop expo, with green technologies and services on display from major suppliers. Contact Jane Poterala, Conference Director, at (212) 620-7209, [email protected] for details on exhibit opportunities.

Corporate Sponsor

Hotel & venue Ahe Washington Marriott Hotel has set aside a block of rooms at $269 single/double for conference attendees. These rooms will be held until 30 days prior to the conference; those reserving after that date will rely upon room availability. We suggest that you contact the hotel directly at (202) 872-1500 for room reservations. In order to receive the group rate, please mention group code Marine Log when arranging your accommodations. You will receive room confirmation directly from the Washington Marriott.

For more information If you have any questions regarding registration, please contact Michelle M. Zolkos, Conference Coordinator, at (212) 620-7208, [email protected]. To inquire about sponsorship opportunities or to become an exhibitor at our expo, please contact Jane Poterala, Conference Director at (212) 620-7209, [email protected]@sbpub.com for

details.

Supporting Organizations

For program updates, tabletop and sponsorship forms, please visit us online at www.marinelog.com.

Conference Program

Moderator: Jon Waldron, Esq., Partner, Blank Rome LLP

September 17, 2009 Registration Continental breakfast sponsored by ABS | Expo open Keynote address: Environmental stewardship

Developing a marine LEED certification John Waterhouse, President, Elliott Bay Design Group Cocktail reception (sponsorship available) | Expo open

September 18, 2009

The latest developments at IMO

Continental breakfast sponsored by ABS | Expo open

An operator’s perspective on responsible ship recycling Bob Bowers, Sr. Dir., Maritime Technical Services, Maersk Line Limited

Proposed North American Emissions Control Area

Coffee break (sponsorship available) | Expo open What new regulations may emerge under the Clean Water Act? Larry Kiern, Esq., Partner, Winston & Strawn LLP Eliminating stern tube oil pollution Craig Carter, Dir., Marketing & Customer Service, Thordon Bearings Inc. Luncheon (sponsorship available) | Expo open Advances in marine coatings: Saving owners time and money while protecting the environment Mark Schultz, Business Development Mgr.–Marine, Sherwin-Williams Ballast water management: The latest developments Rick Ferraro, External training manager, Lloyd’s Register Americas Energy break (sponsorship available) | Expo open Panel presentations: Energy efficiency Shipboard energy conservation Mike Gaffney, Executive VP, Engineering, CEM, Alaris Companies LLC Hull preparation, coatings and emissions reduction Speaker from International Paint

Marine exhaust gas scrubbing Chris Leigh-Jones, Managing Dir., Krystallon The impact of operating two-stroke diesel engines on ultra low sulfur fuel Les Gingell, VP Marine Sales North America, MAN Diesel Coffee break (sponsorship available) | Expo open Environmental crimes: Prosecutor’s point of view Environmental crimes: Regulator’s point of view Luncheon (sponsorship available) | Expo open Luncheon address: Being carbon neutral Inland barge transport’s smaller carbon footprint: A greenhouse gas study Andrew Riester, VP, Waterways Council, Inc. Hydrogen power for fuel cells as a cold ironing concept Thomas J. Ingram, P.E., Mgr. Government Programs, ABS Emissions and OPEX reduction with LNG vessels John Hatley, P.E., Americas VP Ship Power, Wärtsilä North America Inc. What are the major environmental challenges ahead? Delegate favors & lanyards sponsored by Lloyd’s Register Program subject to change/augmentation

Registration Form Please register me for Marine Log’s GLOBAL GREENSHIP 2009 Conference & Expo in Washington, D.C., September 17 & 18, 2009. Registration fee is $825 per participant, payable in advance. [

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INSIDEWASHINGTON

Arming ships: Washington responds O n this page last month, we reported on U.S.-flag shipowners’ testimony on the obstacles they faced in arming ships against pirate attacks. A fairly high proportion of the oceangoing U.S.-flag fleet is at risk, since it is engaged in carrying preference cargoes, such as humanitarian food aid, that must be transported through dangerous waters. Washington seems to have heard the shipowners’ pleas. Rep. Frank LoBiondo (RNJ) has introduced legislation in the House to provide immunity to U.S. merchant mariners who wound or kill pirates while responding to a pirate attack. “The United States Mariner and Vessel Protection Act (H.R. 2984)” directs the Coast Guard to establish standards for when a merchant mariner on a U.S.-

14 MARINE LOG JULY 2009

flag merchant vessel can use force against an attacker. Any mariner using force within those standards, and the owner, operator or master of any vessels would be exempt from liability in U.S. courts as a result of that use of force. In fact, his bill may not be necessary. Last month the Coast Guard published three Port Security Advisories that spell out what’s involved in putting arms on board ship, what the rules are for hiring armed security details and when it is appropriate to use deadly force. The advisories are accessible at: http://homeport.uscg.mil. Port Security Advisory 3-09: is intended to provide guidance to U.S. flagged commercial vessels and embarked personnel, including contract

security personnel, not entitled to sovereign immunity and operating in High Risk Waters (HRW), for employment of force in self-defense or defense of others, as well as defense of the vessel. Though the document only restates existing law in this area, that law appears to give ships ample latitude to use deadly force in selfdefense. Port Security Advisory 4-09 (rev 1): provides guidance on obtaining a Temporary Export License in order to placing firearms on board vessels to arm private security personnel or vessel crews. The Coast Guard has worked closely with the Department of State's Directorate of Defense Trade Controls (DDTC), which implements defense trade controls under the ITAR program,

as well as the Department of Homeland Security’s Customs and Border Protection (CBP), which is authorized to enforce U.S. export control laws. Port Security Advisory 5-09: spells out the standards that must be met or exceeded by contracted security services supplementing ship’s crew to demonstrate competency and adequacy to perform the assigned task for U.S. vessels subject to 33 CFR Part 104 and MARSEC Directive 104-6. Meanwhile, outside the U.S., INTERTANKO thinks security guards should preferably be provided by flag states—which is a hilarious notion given some of the flags preferred by INTERTANKO members!

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PIRACY Last month, securityteams from the Royal Navy Type 23 Frigate HMS Portland (F 79) boarded two suspicious skiffs in the Gulf of Aden

PIRATES AHEAD: ARE YOU READY?

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espite the best efforts of a multinational naval force, IMO and a growing vigilence in the shipping industry, pirate attacks and hijackings off the coast of Somalia and in the Gulf of Aden aren’t going away anytime soon. And piracy shouldn’t be written off as just a nominal expense of doing business. Testimony before the U.S. House Transportation and Infrastructure Committee, Subcommittee on Coast Guard and Maritime Transportation this past February estimated the annual cost of piracy between $1 billion and $16 billion. This figure includes ransom payments, increaed insurance rates, increased training costs, costs associated with the installation of anti-piracy equipment and vessel hardening measures, costs associated with repairing vessels damaged by pirate attacks, and delays cargo deliveries due to rerouting. War risk insurance premiums for some ships transiting the Horn of Africa have risen as much as $20,000 per ship, according to the U.S. Maritime Administration. Beyond the financial cost is the human cost. There were 306 acts of piracy and armed robbery against ships reported to IMO in 2008 up from 282 in 2007, representing an increase of 8.5%. In the first four months of 2009, 157 incidents were reported to IMO. According to the International Maritime Bureau, 478 crew members were taken hostage in pirate hijackings from Jan. 1 to May 12, 2009 as compared to 815 for all of 2008.

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REVISED GUIDANCE FROM IMO IMO’s Maritime Safety Committee recently took up the issue of piracy in London at its 86th session from May 27 to June 5. The result of the session was the issuance of revised guidance on combating piracy and armed robbery against ships. The committee also agreed on specific guidance relating to the continued attacks on ships off the coast of Somalia and in the Gulf of Aden. One of the hard choices that ship operators will have to make when entering pirate hot spots is whether to allow armed or unarmed professional security teams onboard or even to allow the crew to carry arms themselves. IMO’s Marine Safety Committee agreed that flag states should “strongly discourage” the carrying and use of firearms by seafarers for personal protection or for the protection of a ship. Seafarers, it was agreed, are civilians and the use of firearms requires special training and aptitudes and the risk of accidents with firearms carried on board ship is great. However, the committee left the decision regarding the use of unarmed security personnel up to individual shipowners and operators. Further, the carriage of armed security personnel, or the use of military or law-enforcement officers (duly authorized by the government of the flag state to carry firearms for the security of the ship) should be subject to flag state legislation and policies and is a matter for the flag state to authorize, in

STUDY DETAILS HOW YOU CAN RESPOND TO PIRACY RISK hipowners should be using special war insurance policies when transiting high-risk pirate hot spots such as the Gulf of Aden and off the coast of Somalia, according to a recent study released by leading marine insurer Allianz Global Corporate & Specialty (AGCS). Furthermore, the Allianz study,“Piracy: An ancient risk with modern faces,” also outlines several measures crews should be taking when entering known pirate waters. “There are several practical steps you can take if you are transiting a piracy area,” says Allianz Global Corporate & Specialty spokesman Richard Manson. Manson points to several effective methods outlined in the study for deterring pirate attacks. “These methods include increasing speed when transiting known high-risk waters, additional lookouts including dummies, slippery foam on the hull, and stowing boarding ladders. In any case, crews should be made aware of looking for and reporting any skiffs in the water. We are,” adds Manson, “very cautious about arming ship’s crew.” In addition, the study says technologies such as Long Range Acoustic Devices or L-RADs, which project a painful wall of highly focused sound at a target can be effective. Other measures include electric fences and barbed wire to make it more difficult for pirates to

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JULY 2009 MARINE LOG 15

PIRACY try to board. There are also satellite tracking devices, such as Ship LOC, that can help pinpoint a boat’s position if radio contact is cut. However, putting firearms aboard a ship, even in the hands of trained professional security services, is usually a step too far. “Weapons will only escalate the problem,” says Ralf Zibell, Allianz senior risk consultant, marine. “Although the pirates are armed, attacks are generally not violent, but that situation would certainly change if they were counterattacked with weapons. Furthermore, insurers would be very wary of insuring any vessel that carried arms or armed guards on board. A potential liability claim for shooting a pirate—or causing a crew member’s death—could be very costly, as could the resulting damage to the hull.” Therefore, Allianz works with clients and discuss both their awareness and their preparedness. “If they have to navigate the area, we discuss what means of protection they can employ,” says Allianz senior marine underwriter Danny McCarthy. “In addition, of course, you discuss their insurance solutions,” explains French marine claims head Frédéric Denefle. “You need the right combination of coverage, including considering war and kidnap and ransom cover. At the same time, this information needs to be kept very confidential in the same way you don't announce to pirates what kind of treasure a ship is carrying.” Currently many vessels are insured for piracy as part of their standard hull and machinery insurance policies, which are not specifically designed to address security-related risks such as piracy. This means that some shipowners are paying for piracy coverage when they do not need it because they are not sailing through piracy zones. So-called war insurance provides special cover for ships exposed to piracy risks on a “per transit” basis, meaning that it can be specifically underwritten to handle various exposures besides damage to the vessel and therefore can be priced more flexibly.

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I C E

C L A S S

T A N K E R S

consultation with ship owners, companies and ship operators. In the wake of the attacks on the U.S.flagged vessels Maersk Alabama and Liberty Sun in April 2009, the U.S. Coast Guard issued Maritime Security Directive 104-6 (rev. 2) on May 11 under the Maritime Transportation Security Act of 2004 that provides U.S.-flag ship operators with specific, risk-based measures to take to deter, detect or disrupt piracy. Much of the measures are common sense. For example, prior to entering high-risk waters, U.S.-flagged vessels

by the Coast Guard.”

PIRACY LEGISLATON HEATS UP Of course, the threat of piracy has not been lost on the radar screen of Congress. In a vote of 389 to 22 late last month, the U.S. House of Representatives overwhelmingly passed the National Defense Authorization Act, H.R. 2647, which contained an amendment that would require the Department of Defense to protect U.S.-flagged ships at risk of being boarded by pirates. The amendment was put forth by Congressman Elijah E. Cummings (D-Md.), Chairman of the House Subcommittee on Coast Guard and Maritime Transportation. “We would never leave the U.S. homeland unguarded if it were at risk of an attack, and we should apply this same standard to our ships instead of leaving them to fend for themselves,” Congressman Cummings said. “We anticipate that Allianz graphic showing possible piracy countermeasures embarking military security personnel should establish an anti-piracy plan that on these vessels will require far less includes the “hardening” measures to manpower than patrolling the region prevent attacks and subsequent board- with multiple Navy vessels and be much ing. Ships should also use established more efficient and effective in keeping transit lanes, evasive maneuvers, our mariners safe.” increased speed and cooperate with According to U.S. Maritime Adminisnaval forces patrolling the area. When in tration estimates, 54 U.S. flag vessels known pirate waters, ships should main- transit the Horn of Africa region in one tain a vigilant anti-piracy watch and year. ensure all shipboard anti-piracy precauOne of those companies is Liberty tions are in force. Maritime Corporation. In testimony The Vessel Security Plan for a U.S.-flag before the subcommittee on May 11, Libship operator that operates in pirate hot erty Maritime president and CEO Philip spots must have security protocols for J. Shapiro said his company has “one of terrorism, piracy, and armed robbery our vessels is almost always near the against ships that meet the performance danger area at any given time.” Shapiro standards in the directive. An annex to said the company has adopted stringent the directive provides further specific vessel security plans and adopted measmeasures required for vessels transiting ures recommended by international in the Horn of Africa and Gulf of Aden organizations to make its vessels difficult high-risk waters. All vessel security piracy targets. plans must be approved by the U.S. Shapiro strongly urged the U.S. GovCoast Guard. ernment to consider “small embarked Additionally, the directive requires security teams” on U.S.-flag ships that vessels to “supplement ship’s crew with transit high-risk areas, saying that they armed or unarmed security based on a would be “a more effective deterrent than piracy specific vessel threat assessment patrolling large ocean areas with vesconducted by the operator and approved sels.” ML www.marinelog.com

FUEL & LUBES

BY NICK BLENKEY

SWITCHING FUELS: THE HEADACHES California regulation goes into effect

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s of the first of this month, all ocean-going vessels within 24 nautical miles of California’s coastline are required to use cleaner burning diesel fuel in order to comply with a new state regulation aimed at reducing the emissions of oxides of sulfur and nitrogen and diesel particulate matter, a known carcinogen. While this is great news for human lungs, it is not necessarily good news for diesel engines that have been designed to cope with burning bunker fuels. And while “fuel switching” is easy enough to say, it is actually another time-consuming task for already over-worked crews. The new Californian regulation can be viewed as a sort of warming-up exercise for what is to come. The proposed North American ECA will extend 200 nautical miles of the U.S. and Canadian coast. Specifically, as of July 1, the Californian regulation sets fuel requirements for ocean-going vessel main (propulsion) diesel engines, auxiliary diesel engines, and auxiliary boilers. They are required to burn marine gas oil (DMA) at or below 1.5% sulfur; or marine diesel oil (DMB) at or below 0.5% sulfur. From January 1, 2012, the requirement is that the fuels be marine gas oil (DMA) or marine diesel oil (DMB) at or below 0.1% sulfur. The U.S. Coast Guard expects that ships will switch fuel oil from residual fuels to distillate fuels more frequently to comply with new emission reduction regulations, such as those now in force off California. When switching fuel oil, notes the Coast Guard, some ships have experienced propulsion losses linked to procedural errors or fuel oil incompatibility. The California regulation also imposes a requirement to retain and maintain records in English for at least three years recording such things as the date, local time, and position (longitude and latitude) of the vessel for each entry into and departure from regulated California waters, the date, local time, and position (longitude and latitude) of the vessel at www.marinelog.com

the initiation and completion of any fuel switching procedures, the type of fuel used in each auxiliary engine, main engine, and auxiliary boiler operated in regulated California waters; and the types, amounts, and the actual percent by weight sulfur content of all fuels purchased for use on the vessel, as reported by the fuel supplier or a fuel testing firm. An API working group has developed a paper titled “Technical Considerations of Fuel Switching Practices” that discusses problems that lead to propulsion loss while switching fuel. It is available (under the heading "Safety Reports") at http://marineinvestigations.us. The following is by no means a complete summary of the paper, but should serve to show that fuel switching is a procedure that requires some considerable advanced planning. The API working group found that an unscheduled shut down of the main or auxiliary engine(s) could occur as a result of one or more of the following: • Fuel temperature during change over causing sticking/scuffing of high pressure fuel injection components as a result of thermal shock and reduced fuel oil viscosity and lubricity at the high pressure fuel pump inlet. • Prolonged service with mismatched crankcase or cylinder lubricating oil resulting in accelerated piston ring liner wear. • The incompatibility of the fuels being switched causing sticking/scuffing of high pressure fuel injection components, or complete fuel pump seizure. • Liner lacquering resulting in difficulties maintaining a sufficient oil film thickness Incidents caused by temperature, mismatched lubricating oils and liner lacquering can be avoided or controlled onboard by understanding and mitigating the risk using defined and proven change over procedures. Fuel incompatibility issues are more difficult to identify. The API guidance notes deal with vessels with main diesels normally running on residual fuel oil that need to

change over to low sulfur distillate to meet regulatory requirements. When available, applicable engine manufacturer’s instructions should be followed. To make the changeover simpler and more secure, the use of an automatic control system is preferable. Since not all vessels are fitted with such a system, the API guidance provides generic changeover procedures. BASE In addition to providing mechanical lubrication, the cylinder oil of slow speed engines and crankcase oil of medium speed engines contains base (also called alkalinity) which neutralizes any acid formed. The base consists primarily of calcium carbonate and is measured by the base number (BN). After reaction with acid, calcium sulfate (gypsum) is formed. In the slow-speed engine unreacted base can form a very hard deposit on the piston crown. If excess deposit is formed, the lubricant film can be disrupted and scuffing or sudden severe wear may take place. Some engine designers, notes the API guidance, believe that a degree of corrosion is not entirely bad for an engine. A JULY 2009 MARINE LOG 17

FUEL & LUBES limited degree of corrosion keeps the metal micro-structure of the cylinder liner surface open which enables the lubricating oil to better adhere to the surface ensuring a good oil film. It is important that a proper balance is maintained between the base coming from the lube oil and the fuel sulfur level in order to avoid excessive deposit and to keep the cylinder liner metal structure open. With engines that do not operate permanently on distillate fuel oil, the lube oil should be selected on the basis of the highest sulfur content of the fuels used (this is normally BN70). Continuous operation with residual fuel oil is recommended for engines and plants designed for running such fuel oil and changing to distillate is only recommended when absolutely necessary. THE SWITCHOVER When switching from residual to distillate fuel, changing the fuel temperature too quickly or uneven temperature changes may cause thermal shock causing uncontrolled clearance adaptation which can result in sticking/scuffing of

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U.S. SHIPBUILDING the fuel valves, fuel pump plungers and suction valves. To protect the injection equipment against rapid temperature changes the changeover from residual to distillate must be carried out slowly to allow the temperature of the fuel pumps to decrease from up to 150° C in residual fuel operation to a maximum 50° C (MGO) to 60°C (MDO) in distillate fuel operation. This is essential in order to avoid pump seizure due to the low viscosity of the diesel fuel and thermal shock. Engine manufacturers indicate that the temperature should not change by more than 2O°C/min resulting in a change over time of about 50 minutes. This needs to be factored into voyage planning to ensure that the engine department is not rushed to meet a change-over requirement before entering regulated waters. There is risk that with prolonged operation on distillate fuel oil the maximum admissible fuel temperature may be exceeded due to the system heating the fuel and the hot fuel being re-circulated into the mixing tank. An elevated

distillate/residual mix may result in the distillate vaporizing and “gassing-up” the booster pumps causing the engine to stop. In this instance the shut-off valves in the return pipe may have to be switched so that the distillate fuel oil is returned to the service tank instead of the mixing tank. To avoid possible incompatibility issues returning distillate to the residual fuel service tank should be kept to a minimum. For engines designed to operate predominantly on residual fuel, injection valve cooling in operation is common. In order to prevent over-cooling when operating on distillate fuel exceeding 72 hrs the engine manufacture may recommend that nozzle cooling is to be switched off and the supply line closed, however, the return pipe is to remain open. At all times, whether operated on distillate or residual, the engine and its components are to be maintained at normal service temperature. Care should be taken that the residual fuel oil service and settling tanks are maintained at their normal temperature, i.e. tank heating and oil purification must be monitored. ML

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COATINGS

CO2ATINGS & EMISSIONS W

aterborne transportation is the most energy efficient mode of freight transport, surpassing air, rail and trucking. This efficiency has been increasing with the introduction of ever-larger ships. However, there is increasing pressure on reducing the environmental impact of shipping and waterborne transport. As of a consensus estimate for 2007, carbon dioxide (CO2) emissions just from international shipping amounted to 843 million tones or 2.7% of the global CO2 emissions as compared to the 1.8% estimate in 2000 by an IMO study. Future CO2 emissions from international shipping could increase by a factor of 2.4 to 3.0 by 2050 based on global

developments outlined by the Intergovernmental Panel on Climate Change and in the absence of future regulations on CO2 emissions from ships.

One surefire way to reduce CO 2 emissions is to reduce fuel consumption. For decades, ship operators have used anti-fouling technology

to prevent organisms such as barnacles and weeds from building up on their ships’ bottoms. The use of anti-fouling improves the ship’s per-

Taiwan’s Yang Ming Marine Transport recently coated the 8,240 TEU boxship YM Utility with Intersleek 900

NEW ANTIFOULING FOR SHIP LAY-UP

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onsider it a sign of the times: Jotun has developed a new antifouling for ships that are going into lay-up. Newbuilds that normally went straight into trade are now faced with going straight into lay-up for long periods, and more and more vessels enter lay-up for shorter or longer periods directly from dry-docking. Called SeaQuantum Static, the new antifouling is formulated with a higher film erosion rate and biocide package. Jotun says the SeaQuantum Static should be applied as a last coat on top of the antifouling system designed for trading. According to the DNV Interim Guideline on Lay-Up of Ships, all ships will experience fouling during lay-up. The extent of the fouling is dependent on time, location and duration among other factors. Hence, there can be a need to clean the hull prior to recommissioning. The most common in-water cleaning

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methods are rotating brushes or flushing. Brushing is mainly used on conventional antifouling coatings and hard coatings. Rotating brushes can damage and remove some of the antifouling coating. Depending on the local environmental legislation, one may be required

to get a permit to carry out this kind of work as coating fragments are released into the environment. DNV recommends contacting the coatings supplier for the best cleaning procedures. Jotun says SeaQuantum Static enables ships that are laid up to reenter operation without costly and time consuming dry-dockings and is a good

solution for certain particularly demanding conditions for example high fouling-intensive and warm waters combined with idle periods. SeaQuantum Static dries with a hard finish and provides additional protection for 24 months, says Jotun. It is well suited for a ship going into lay-up for a long period of time and for owners who need to prepare the vessel for rapid re-entry into the market. In addition, it is applicable for ships with a trading scheme and pattern that is on the extreme side, both on low voyage factor and on fouling intensity. SeaQuantum Static prevents transmigration of non-indigenous species in areas such as sea chests, bow and stern thrusters. SeaQuantum Static is based on Silyl Acrylate polymers, true hydrolyzing and an optimized biocide combination. It is self-smoothing and self-polishing, has a low build-up of each layer and good mechanical properties.

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COATINGS formance, increasing its speed and energy efficiency. Concerns about tributyl tin (TBT) and its persistence in the environment and its effects on marine life, led to the development and introduction of biocide-free, silicone-based foul release technology. “With our Sher-Release product, we guarantee a fuel savings of 3% annually,” says Michael Bentkjaer, Sherwin-Williams Protective Marine Coatings Market Director, Marine & Offshore . Sherwin Williams’ Sher-Release Silicone Fouling Release Coating System is a U.S. Navy patented solution and can be applied to a wide range of ships to help prevent fouling. The system’s foulant release technology combines an epoxy anti-corrosive system and a tough, protective silicone surface coat interlocked by a unique elastomeric formula. Estimates show that Sher-Release can reduce fuel consumption by six to ten percent thereby reducing CO2 emission significantly. Bentkjaer says Sher-Release contains no heavy metals, including copper. It is effective at speeds as low as 10 knots and offers effective service for 60 months dry-dock interval. Another environmental advantage of Sher-Release is its low level of Volatile Organic Compounds (VOCs). It is easily applied by airless spray equipment and significantly reduces the maintenance and downtime of vessels. FLUOROPOLYMER FOUL RELEASE SYSTEM Three years ago, International Paint released its next generation fouling release system based on fluoropolymer chemistry. Back in March 2006, Sydney-based Inco Ships Pty Ltd. was the first ship operator to apply the fluoropolymer foul release coating, Intersleek 900, to its self-discharging bulk cargo vessel Ikuna during a routine maintenance drydocking at Singapore’s Sembawang shipyard. Previously coated with a standard, biocidal SPC (Self Polishing Copolymer) antifouling, the typical speed of the self-discharging bulk carrier was around 10.5 knots. After fully blasting the underwater hull and applying Intersleek 900, Inco Ships found that the average speed of the Ikuna had increased by 1 knot. This 10% increase in speed has been achieved without an increase in fuel consumption and effectively means one free trip for every ten trips undertaken. International Paint says that Intersleek 900 provides unprecedented low levels of Average Hull Roughness with excellent foul release properties and good resistance to mechanical damage. Speaking following a routine dive inspection of the Ikuna after 37 months in-service, Andrew Dally, managing director of Inco Ships Pty Ltd., says, “We are very pleased with the Intersleek 900 system. The vessel is definitely doing 1 knot faster which was not achievable any time leading up to the docking but without the associated fuel consumption required for this higher speed. This increase in available speed and vessel efficiency is a significant benefit to us commercially”. Commenting upon the antifouling performance of Intersleek 900 after three years trading in Australasian waters, Dally says, “The hull was clear of any animal or weed fouling growth with the exception of the sacrificial anodes which were covered with marine organisms thereby indicating the high level of fouling faced by the vessel.” Since using Intersleek 900 on the Ikuna, Inco Ships Pty Ltd. has also coated the 15,539 dwt cement carrier M/V Goliath and the 4,649 dwt livestock carrier M/V Torrens. ML 20

MARINE LOG JULY 2009

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SOFTWARE

3D model of a car deck on board a Rollon/Roll-Off vessel

USING 3D MODELING TO CUT LIFECYCLE COSTS IN RO/ROS

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xploitation of the 3D modeling technique as part of a product lifecycle has been proved to be especially successful in Deltamarin’s contracting services division, a department set up to manage a complete project from start to finish. Particular success has been enjoyed in the Ropax and RO/RO freight ship sector, although Deltamarin has, of course, already employed 3D modeling with positive results in the cruise and offshore industries. A key factor of such modeling is the significant potential to shrink the costs of a newbuilding project early on—at the outline and tender stage, as well as on into basic design, and later at the detail design and engineering tasks. The tool is especially valuable in providing a onestop service in managing complex tonnage (such as the latest Ropax and freight RO/RO designs) right through to entering service, when the model can again be employed for crew training, decision support tasks and general lifecycle support. Now, it is possible for an owner to choose a more economic yard to build

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complicated RO/RO ships—but only if an expert design and superintendent consultancy that has mastered the design and engineering complexities involved. FIRST CONTRACTING SUCCESS A classic example was Ville de Bordeaux, a 21,513gt RO/RO ship designed to carry parts for Airbus aircraft and completed in 2004 by Jinling Shipyard in China. This was one of Deltamarin’s first contracting successes, although it had already been involved in Finncarriers’ Finnmaster series of RO/RO freight ships at Jinling, the first of which was completed in 2000. Ville de Bordeaux is owned by a joint venture between Louis Dreyfus and Leif Höegh. This venture, in turn, led to additional project contract work for Deltamarin from Höegh Autoliners. Under its first full contracting service package, the consultancy was selected to handle Höegh Autoliners’ brand new series of Horizonclass 7,000-unit pure car/truck carriers. These are currently under construction at the Vietnamese yard, Nam Trieu Shipbuilding Industry Corp, a member of the

state Vinashin group and located in Hai Phong City. Here, Deltamarin has carried out business consulting, preparation of the outline and tender project, project development contract work and completion of the basic design; it also arranged model testing, and carried out detail design and engineering work. A 3D bridge design was also prepared and studies made of FP/CP propeller alternatives, the possibility of adding fin stabilizers, and an examination of the ship’s squat effect. Most importantly, the consultancy also carried out a material cost estimate and provided technical support during contract negotiations. The shipyard was also carefully evaluated, together with its new upgraded equipment, its project management proposals, building strategy, logistics and material management and construction schedule. For Nam Trieu, Deltamarin also assisted with detail and production engineering and documentation, as well as managing the transfer of data—including evolution of a complete material digital database, since no material catalog JULY 2009 MARINE LOG 20A

3D design of a parametric bridge

was available at the yard. Deltamarin further organized a procurement training course for the yard purchasing team. Consultancy engineers and technicians further assisted the yard with supervision and well as printing and delivery of production documentation. A Delta-Doris project portal was utilized to communicate all contract aspects to various involved parties around the world. This same portal has been used successfully by Deltamarin on another car carrier project—at the Nantong Mingde yard in China for Gram Car Carriers (the first of these eight 4,300-car ships is expected to be delivered this year). Overall, the complete package for the project in Vietnam launched a new outlook at Höegh, while Nam Trieu has taken key steps towards a technical level that will help it compete. Deltamarin’s design for Höegh Autoliners’ new ships include an emphasis on environment and safety features, with an aerodynamic bow section to reduce wind resistance, an optimized hull form for reduced fuel consumption, and a higher cargo capacity than competing vessels of the same dimensions. AS MANY AS A further new venture where Deltamarin has been commisNEW ROPAX sioned to carry out early project work concerns the 95.1m long passenger/vehicle/container carrier being built at the Kraljevica yard in Croatia for the Canadian company, Transport Desgagnés. Here, Deltamarin determined the main dimensions, hull form and general arrangement (in cooperation with Navtech), and carried out weight and stability calculations. The consultancy also coordinated model tests, which included ice navigation capabilities and CFD hull optimization. Deltamarin is continuing with basic and detail design packages for Kraljevica shipyard.

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OPTIMISTIC OUTLOOK FOR REPLACEMENT FERRY TONNAGE On a different front and notwithstanding the current economic recession, this Finnish consultancy forecasts some positive times ahead for the Ropax sector. This optimism is based on the belief that many smaller ferries (100m-150m lengths), in countries such as Scotland, Italy, Canada and Greece, are now elderly and will need replacing in the near future; a requirement for around 100 new ships seems likely. A recent lack of investment can be attributed not only to the economic climate but also to the fact that new ship prices, in owners’ eyes, have risen far too high. A 20% price contraction 20B

MARINE LOG JULY 2009

could well stimulate some new projects to proceed, believes Deltamarin. Here, the 3D parametric project tool could prove especially beneficial in driving down capital costs. The 3D tool is especially useful for cost engineering a new ship, providing exact information and helping to avoid situations where hull/superstructure volumes for the same proposed ropax ship have shown significant variations when tenders have been received from different yards. With 3D modeling, it should be possible to achieve optimum steel weights, machinery spaces and interior volumes to yield an efficient and cost effective ferry. In addition, the same tool can be used to evaluate—with the help of computation fluid dynamics (CFD) and simulation— maneuvering in high winds, ramp design and vehicle handling times. The latter can be particularly critical in the constricted forward part of a ferry where cars and trucks are arriving on the main deck from upper or lower levels via ramps. For a leading European ferry company, Deltamarin recently

The 21,513-gt RO/RO Ville de Bordeaux was speciallly designed to carry aircraft parts for Airbus

carried out a detailed vehicle loading and discharge analysis for planned new tonnage on a busy route. This yielded results which has enabled the operator to shrink turnround time and introduce a new configuration with higher capacity, improve efficiency. Mooring arrangements and fendering can likewise be examined in detail. In addition, critical emergency evacuation procedures (as will be required next year for ships of more than 120m length by IMO’s Safe Return to Port rules) can be planned, and the 3D tool can also be positively used for analyzing, optimizing and improving a ship’s subdivision for damage stability, according to the latest SOLAS criteria. This last task is considered especially important, as statistics seem to indicate that nearly one in every three ferries that is involved in a collision will capsize. On one new major ferry project, Deltamarin has assisted the owner to design an innovative lifesaving arrangement where the ships, although sailing on an international route, will dispense with lifeboats and instead use vertical escape chutes with liferafts. Approval has already been secured from the national authority. As with all 3D modeling work, it should be emphasized that results can be achieved in weeks instead of months. This can contribute to highly attractive cost savings prior to contract definition and can help to shrink associated financial risks. ML www.marinelog.com

DECK MACHINERY Spotlight REFLEX MARINE LAUNCHES TORO TRANSFER DEVICE IN U.S. Reflex Marine, United Kingdom, recently launched its TORO personnel transfer device for the U.S. market. The latest evolution in crane assisted personnel transfer devices for Reflex Marine, the TORO provides protection from impacts, collisions and immersion. It carries up to four passengers keeping them safe from side impacts and heavy landings. Its open design allows for fast entry and exit to the device when needed. ABS approved and certified with CE marking, the TORO is buoyant and self-righting.

Its foam seat cushions, foam headrest and EVA foam feet are designed to be shock absorbant. The device is also MedEvac ready—with space to carry a stretcher along with two passengers in the event of a medical emergency—providing an alternative for emergency transfers when helicopters are unavailable. The TORO has a life-span of 5 to 7 years. Its small footprint allows it to land in small spaces and makes it easy to store on the vessel deck.

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Don’t let its size fool you. Reflex Marine’s TORO transfer device may have a small footprint, but it can transfer four passengers quickly and safely

SMITH BERGER PROVIDES TOWING SOLUTIONS TO BAYDELTA

JONRIE WINCH ON NEW LNG TUG

Seattle-based Smith Berger Marine, Inc. delivered a towing pin stern rollerset to Baydelta Maritime. The towing pins are designed for use with 21/2 inch wire rope and are the fourth set delivered to Baydelta for the vessel class. The tow pins and hold down hook are hydraulically raised and lowered by a dedicated hydraulic power unit located below deck. The pins will be installed on Baydelta’s 94 ton bollard pull tug Delta Cathryn. The

Ultratug Santiago’s new LNG tug, the Horcon, was recently delivered from ASENAV shipyard, Santiago, Chile. The 32.5 m tug features a JonRie Series 250 LNG Escort Winch. The winch has a 75 tonne line pull and features a line date chart recorder, scope indicator and three tension meters and a foot control for the winch. The tug will be stationed at a new LNG terminal in Quintero, Chile.

100ft tug is currently undergoing construction at Nichols Brothers Boatbuilders, Freeland, Wash. Additionally, Smith Berger is currently completing a two-year project furnishing 15 stern rollers for Remontowa Shipyard in Gdansk, Poland. The long stern rollers are designed for a SWL of 450MT and are furnished with bearing blocks, bronze bearings and an automatic grease lubrication system.

www.smithberger.com

www.marinewinch.com

MARKEY MACHINERY INTRODUCES DV CONTROL TECHNOLOGY Markey Machinery, Seattle, Wash., along with the help of Griffin Associates, has introduced its new Dynamic Vector (DV) control technology. The system uses real time data to coordinate control of the winch and the vessel’s propulsion system to optimize the towline tension,

www.marinelog.com

towline length, and bollard pull of the vessel. The system features both hardware and software components. The DV control console provides the vessel's operator with the option of automatically controlling the winch and main engine and propul-

sion system so that the vessel stays within a predefined hawser force and towline length. Markey currently has two prototype systems in operation on existing vessels and is in discussions with several

customers about deployment of the system in a variety of applications including towing, escort and assist work, oceanographic research, mooring, salvage and construction, and other offshore service applications.

www.markeymachinery.com

JULY 2009 MARINE LOG 21

SHOWCASE

COMMUNICATIONS INMARSAT LAUNCHES FLEET BROADBAND 150 Inmarsat recently launched its new Fleet Broadband 150 (FB150) service. The FB150 is the world’s smallest, lightest and fastest global maritime service. Developed for the leisure, fishing, coastal merchant and small defense vessel markets, the FB150 is a simple costeffective way to stay connected via phone, SMS or e-mail. The users in the fishing markets will be able to access the same online weather updates and fishing resources as their larger competitors. According to Piers Cunningham, Maritime Business Director for Inmarsat, “Our long-term development plan for FleetBroadband [150] was to take all the benefits of our proven network and construct a low-cost package targeting small maritime vessels and boats. For the first time, FB150 brings large vesselconnectivity to smaller boats.” Cunningham continued, “at sea, users can now access the same email, Internet browsing or online services that they're familiar with.” The service will be available through Inmarsat’s distribution partners and service providers.

www.inmarsat.com

24

MARINE LOG JULY 2009

EXACTEARTH LAUNCHES GLOBAL AIS SOLUTION

T

he formation of ExactEarth, a wholly owned subsidiary of Com Dev, was announced at a press conference at NorShipping in Oslo last month. ExactEarth will provide a service that will allow authorized users a global view of ship traffic. One of the features of the Global AIS Solution is the ability to tract a ship’s whereabouts from where it originated to any port calls along its route. To do this, the ExactEarth global system will use Automated Identification System (AIS) data. AIS is normally used for local traffic—and is already deployed on over 70,000 vessels worldwide. In order to pick up all of the AIS signals around the world, ExactEarth plans to launch up to six spacecraft micro-satellites with the first satellite expected to be launched in India this com-

ExactEarth Global AIS solution can track vessels worldwide

ing December. The spacecraft can detect AIS signals in a 5,000 km swath with the possibility of 8,000 signals (ships) in the path. ExactEarth is investing some $40 million in its Global AIS solution. Initial service will be available in early 2010, while the full constel-

lation will be completed by 2013. The system secures information through encryption and can also archive the data history. It will require no changes to existing onboard vessel equipment or procedures.

www.exactearth.com

IRIDIUM OPENPORT TO HIT COMMERCIAL MARKET SOON

I

ridium’s OpenPort has completed its sea trials on a number of vessels, including an oceangoing tug for the Argentine Navy, and it’s expected to be commercially available soon. OpenPort’s appeal is in its cost effectiveness. It provides customers with an easy-to-use and less expensive alternative to other broadband satellite systems. Its low-profile, light-

weight antenna array does not require a stabilized pedestal and is therefore less costly to purchase, install and maintain. Iridium OpenPort provides 100% global coverage. Its three independent phone lines and a separate scalable data circuit supports speeds of 9.6 to 128 kilobytes per second. www.iridiumopenport.com

www.marinelog.com

MARLINK ACQUIRES TELESTAR T11N

M

arlink has acquired the recently launched Telesat satellite, Telestar T11N. The Telestar T11N is the first satellite to provide Ku-band coverage of the Atlantic Ocean stretching from the Arctic to the equator. And it uses 39 high powered Ku-band transponders to support a wide range of video and data applications in North America, Europe, and Africa and across the Atlantic Ocean. According to Marlink’s CEO, Tore Morten Olsen,“The launch of the Telstar T11N satellite will enable us to significantly enhance our WaveCall VSAT services to provide seamless Ku-band coverage across the Atlantic Ocean. In addition, the T11N capacity will also be used to benefit customers of our Sealink customized solutions. We currently provide Sealink Ku-band services to a significant number of vessels operating in the North Sea that will now be able to take advantage of the increased coverage provided by the T11N.”

www.marlink.com

BROADPOINT EXTENDS CONTRACT WITH ICG roadpoint, Houston, Tex., B has signed a multi-year agreement with International Construction Group (ICG) LLC, —a subsidiary of International Offshore Services, Larose, La.—which owns and operates barges along the Gulf Coast.

Broadpoint will provide ICG with a VSAT communications system that will complement its existing cellular service. Broadpoint is the only cellular provider in the Gulf of Mexico. It recently added a number of offshore satellites to enhance coverage areas and expand into new deepwater territories.

www.broadpointinc.com

DAVID CLARK’S MARINE INTERCOM SYSTEMS

D

avid Clark’s Marine Intermicrophones to ensure clear com Systems are designed transmission. Series 9500 and built to withstand harsh accommodates up to eight marine environments while crewmembers. All crewmemproviding dependable operabers have the optional ability tion for rescue personnel. to transmit and receive on up The Series 9500 Marine to three radios. Intercom System is specially The voice activated, 9800 designed to be water and corsystem consists of behind-therosion resistant. Master stahead and/or over-the-head tion and belt stations feature noise-attenuating headsets, a watertight RFI shielded enclomaster station that’s compatisures for increased reliability. ble with most mobile VHF, Noise-attenuating headsets UHF and marine band radios, are equipped with corrosionmulti-function LCD remote resistant stainless steel hardpanel display and push-to-talk ware, waterproof connectors body switch. and water-resistant, noise-cancelling www.davidclark.com/marine

www.marinelog.com

JULY 2009 MARINE LOG 25

OCT. 6-8, 2009 | KEY BRIDGE MARRIOTT HOTEL | ARLINGTON, VA

THE AMERICAN SALVAGE ASSOCIATION AND MARINE LOG PRESENT RENOWNED EXPERTS FROM THE U.S. NAVY, COAST GUARD AND SHIPPING, SALVAGE AND INSURANCE ORGANIZATIONS TO DISCUSS AND DEBATE HOT INDUSTRY TOPICS. JOIN US FOR THE MOST IMPORTANT INDUSTRY EVENT OF THE YEAR!

TUESDAY, OCTOBER 6 Registration / Continental breakfast sponsored by Donjon Marine Co. Inc. / Expo open Opening Remarks John Witte, Jr., President, American Salvage Association; Executive VP, Donjon Marine Co., Inc.* CAPT Patrick Keenan, Supervisor of Salvage and Diving, U.S. Navy

WEDNESDAY, OCTOBER 7 Continental breakfast (sponsorship available) / Expo open Opening Remarks John Witte, Jr., Donjon Marine Co., Inc.*

OPA 90 Salvage & Firefighting Moderator: John Witte, Jr., Donjon Marine Co., Inc.* Jonathan Waldron, Esq., Partner, Blank Rome LLP

Media Relations Moderator: Debra Colbert, President, Colbert Communications* Carleen Lyden-Kluss, North American Marine Environmental Protection Association John Snyder, Publisher & Editor, Marine Log Don Phillips, Transportation Journalist

Coffee break (sponsorship available) / Expo open

Coffee break sponsored by Resolve Marine Group / Expo open

OPA 90 Salvage & Firefighting (continued) Mauricio Garrido, VP, Salvage & Emergency Response, Bisso Marine Co. Inc.* CAPT Anthony Lloyd, Office of Incident Management Preparedness, U.S. Coast Guard

Media Relations (continued) James Lawrence, Chairman, International Marketing Strategies, Inc.

Luncheon (sponsorship available) Luncheon Address RADM Brian Salerno, Marine Safety, Security & Stewardship, U.S. Coast Guard (Invited) Break / Expo open Environmental Salvage Moderator: Tim Beaver, CEO, Global Diving & Salvage, Inc.* J. Arnold Witte, International Salvage Union (ISU); President & CEO, Donjon Marine Co., Inc. Archie Bishop, Counsel to International Salvage Union Energy break (sponsorship available) / Expo open Environmental Salvage (continued) Dr. Dagmar Schmidt Etkin, President, Environmental Research Consulting* Cocktail reception to Recognize Congressman Elijah E. Cummings, Chairman, House Subcommittee on Coast Guard and Maritime Transportation

Luncheon (sponsorship available) Luncheon Address David Westerholm, Dir., NOAA Office of Response & Restoration Break / Expo open Port Operations and Salvage Moderator: George Wittich, VP & GM, American Marine Corp.* CAPT Michael Herb, USN (Ret.), Dir. of Salvage & Diving, SUPSALV, U.S. Navy Energy break (sponsorship available) / Expo open Port Operations and Salvage (continued) Rick Chianelli, Operations Manager, T&T Bisso Response LLC* Closing Remarks Mauricio Garrido, VP, American Salvage Association; Bisso Marine Co. Inc.* *denotes speaker is a member of the American Salvage Association

Additional speakers to be announced. Visit www.marinelog.com for conference updates.

THURSDAY, OCTOBER 8 TRAINING SEMINAR Registration / Continental breakfast (sponsorship available) Opening Remarks Mauricio Garrido, VP, American Salvage Association; VP, Salvage & Emergency Response, Bisso Marine Co. Inc.* The Casualty Scenario – Setting the Scene for Today’s Training Proceedings Moderator: David DeVilbiss, Marine Salvage & Special Project Mgr., Global Diving & Salvage, Inc.* Marine Salvage Operations • Technical Assessment of Casualty Todd Schauer, Project Manager, Resolve Marine Group* • Commercial Assessment of Casualty Mauricio Garrido, Bisso Marine Co. Inc.* • Mobilizing Firefighting Capability Ted Hosking, Salvage Master, Firefighting, T&T Marine Salvage, Inc.* Coffee break (sponsorship available) Marine Salvage Training (continued) • Protecting the Environment J. Arnold Witte, International Salvage Union (ISU); President & CEO, Donjon Marine Co., Inc. • Completing the Operation Gage Parrot, Dir. Americas, Titan Salvage* • Getting Paid Doug Martin, GM, SMIT Salvage Americas Inc.*

Maritime Law Association • Open Form Contracts: Lloyd’s Open Form, MARSALV (US Open Form) Jon Waldron, Esq., Blank Rome, LLP Energy break (sponsorship available) Salvage Contracting (continued) • BIMCO Contracts (Towcon, Towhire, Salvcon, Salvhire, Wreckfixed, Wreckhire) John Driscoll, Esq., Marlinespike Marine Andrew Chamberlain, Partner, Holmen Fenwick Willan Arbitration Open Forum Discussion: Salvors – The True Environmentalists John Driscoll, Esq., Marlinspike Marine Closing Remarks Mauricio Garrido, VP, American Salvage Association; Bisso Marine Co. Inc.* Program subject to change and/or augmentation *denotes speaker is a member of the American Salvage Association ASA Member Supporters

Supporting Organization

SPONSORSHIPS & TABLETOP EXHIBITS ARE AVAILABLE Luncheon (sponsorship available) Luncheon Address Capt. Jim Shirley, JTS Marine Salvage Contracting Moderator: Richard Buckingham, Salvage Committee

CONTACT JANE POTERALA, CONFERENCE DIR. T: 212.620.7209, E: [email protected] Additional speakers to be announced. Visit www.marinelog.com for conference updates.

CONFERENCE REGISTRATION Register me for the National Maritime Salvage Conference & Expo Oct. 6 & 7, as well as the Training Seminar on Oct. 8 for a fee of $1125, payable in advance. Register me for the National Maritime Salvage Conference & Expo only on Oct. 6 & 7, for a fee of $775, payable in advance. [ ] Check enclosed (Payable in advance to Marine Log) [ ] Bill my company [ ] Bill me Charge my [ ] Mastercard [ ] Visa [ ] Amex Card expires ____/____ Account number ______________________________________ Cardholder name ______________________________________ Signature ____________________________________________ Billing address for card _____________________________________________________ _____________________________________________________ E-mail receipt to ________________________________________

Name _________________________________________________ Title __________________________________________________ Company ______________________________________________ Address _______________________________________________ City ___________________________ State ______ Zip _________ Phone _________________________ Fax ___________________ E-mail _________________________________________________ Please send this completed form with payment to Jane Poterala, Conference Director, Marine Log, 345 Hudson St., 12th FL, New York, NY 10014; Tel: (212) 620-7209; Fax: (212) 633-1165; e-mail: [email protected]. All cancellations must be made in writing. Cancellations made within two weeks prior to the event are subject to a fee of $200. No refunds for no-shows.

Technews Berg Propulsion to deliver first BAT units to Dubai Berg Propulsion signed a contract with Dubai Shipbuilding and Engineering LLC to deliver the first two production units of Berg Propulsion Azimuth Thrusters (BAT) in early 2010. Designed for high performance and heavy duty operations, the BAT is available in two versions—the controllable-pitch propeller and fixed-pitched propeller. The first two designs—the BAT 626—will be controllable-pitch propeller types and are designed to be diesel engine driven. Prior to the delivery of the units , Berg installed a prototype of the BAT into a 63.5 m offshore supply vessel, LRS Class with DP2, Fire Fighting vessel Class 1 in Sweden. This will allow the company to evaluate the design, manufacturing and installation process.

www.bergpropulsion.com

ABS Nautical Systems’ software to manage Egyptian jack-up rig ABS Nautical Systems’ NS5 fleet management software has been selected by Egypt’s Advanced Energy Systems (ADES) to manage its self-propelled, self-elevating jack-up barge operating in the Red Sea and Mediterranean region. According to ADES’ general manager, Nader Khames Abdelaziz, the NS5 software is cost effective and can be customized to manage its preventive maintenance. “We anticipate many benefits, including improved communications between our main office and offshore units, a streamlined work cycle with less delay and reduced operating expenses,” he added. The current NS5 suite features extended business intelligence tools such as drydocking, a hull inspection program, an on-demand reporting tool and a web-based drawings management. ADES may expand the use of the softward to the crewing and quality departments within the next year.

www.abs-ns.com

ABB secures $60 million in orders During last month’s Nor-Shipping, ABB announced that it had secured $60 million in orders during the first five months of 2009. The orders come from the strong offshore market. Since 2005, ABB has supplied more than half of the global deep water drilling rig projects with its systems. The company will further supply 150 OSV’s with its electrical propulsion systems from ABB Marine—due for delivery in 2010.

www.abb.com 28

MARINE LOG JULY 2009

www.marinelog.com

Newsmakers

NEWS-

MAERSK ALABAMA CAPTAIN RECEIVES LEADERSHIP AWARD Captain Richard Phillips was awarded the Admiral Arleigh Burke leadership award by the Navy League of the United States. Captain Phillips was the master of the MV Maersk Alabama when it was hijacked by pirates in April.

SEAMEN’S CHURCH AWARDS COURAGE AND INSPIRATION The Seamen’s Church Institute recognized a number of individuals at its 32nd annual Silver Bell awards last month. Among the recepients were Alberto Alemán Zubieta, CEO of the Panama Canal Authority; Captain Richard Phillips of the Maersk Alabama; and the men and women operating NY Waterway ferries who rescued passengers from the Hudson River after US Airways Flight 1549 crash-landed in mid-January.

www.marinelog.com

Visit MARINE LOG on the

Rear Adm. Rábago USCG

DeeAnn McMillen T&T BISSO

THE U.S. COAST GUARD HAS NAMED Rear Adm. Ronald J. Rábago its new Assistant Commandant for Acquisition. In addition, he has been named the U.S.C.G’s Chief Acquisition Officer and has been promoted to Rear Admiral Upper Half. Colleen Becker has joined Washington-based life saving solutions provider Mustang Survival’s sales team. Becker is the regional sales manager for the mid-continental U.S. Houston-based T&T Bisso Response Network has added DeeAnn McMillen to its OPA 90 management team. McMillen is a 19-year industry veteran

FENDERING

Robert D. Somerville ABS

with nine years of focus on vessel emergency response services, OPA 90 and state regulatory compliance. Chairman and CEO of ABS, Robert D. Somerville, has been named the Massachusetts Maritime Academy, Buzzard Bay, Mass., 2009 Maritime Person of the Year. The MMA will present Somerville with the Captain Emery Rice medal during its Annual Admiral’s Ball on Nov. 6. Headquartered in Houston, Tex., global satellite communications provider CapRock Communications appointed Pal Jensen president of its Maritime Division.

REDEFINED

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NO ONE KNOWS MARINE FENDERS LIKE SCHUYLER.

• On-line Buyers’ Guide

For nearly 60 years, we’ve designed and built laminated-rubber marine fenders for tugs, barges and workboats, and for docks, piles and piers. Our fenders are custom-engineered so you get the right mix of flexibility and strength. They’re affordable, long-lasting and low-maintenance, too. And they’re made from 100% recycled truck tires.

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• On-line renewal of your Marine Log subscription . . . and much more!

A GREEN COMPANY SINCE 1950 • WWW.SCHUYLERRUBBER.COM www.marinelog.com

JULY 2009 MARINE LOG 29

CONFERENCE

2009

MARINELOG

ERRIES F North America’s largest annual ferry conference & expo

November 3 & 4, 2009 Seattle, Washington This year, you'll see some dynamic changes at Marine Log's FERRIES Conference & Expo, which will not only address some new and exciting topics, but will also be held in a new location— Seattle. Our new location in the heart of downtown Seattle will put you smack in the middle of some of the most exciting regional ferry developments in North America. Prestigious speakers, panelists and well-known experts in ferry design, construction and operations will examine ferry development internationally and nationally, with emphasis on Washington State, California, Alaska and British Columbia. The agenda will also include analysis of current and pending environmental and operational regulations, as well as what's being kicked around in Congress. As always, you'll also have an opportunity to examine some of the latest technology and equipment at the accompanying expo, as well as network with your fellow executives during social functions. We'll also have some added twists that we'll be announcing in the coming weeks. We hope you'll be able to join us in Seattle.

WHAT'S ON THE AGENDA? Here's just a taste of what we will be talking about in Seattle: S S S S S S S

Expanding public transit New car ferry designs Federal grants for ferries What's the real impact of new tonnage rules Cleaning up diesel emissions Using biodiesel in ferries Financing for ferries in a troubled economy

Visit us online for event updates www.marinelog.com

Supporting Organization

EXPO The Ferries 2009 Expo is focused exclusively on ferry & high-speed vessel operations, design & technology. WHO SHOULD EXHIBIT AT THE EXPO? S S S S S

Shipyards Propulsion specialists Engine manufacturers Communications firms Navigation specialists

S S S S

Naval architects Security firms Interior designers/consultants And any other suppliers with a stake in the ferries industry

Showcase your products and services and maximize your visibility by securing your exhibit space now. For more information on attending, sponsoring or becoming an exhibitor, contact: Jane Poterala, Conference Director, T: (212) 620-7209, E: [email protected]

Tabletop Registration Tabletops at FERRIES 2009 are $1450. This includes the tabletop exhibit on November 3 & 4, 2009 and one full conference registration (giving the exhibit manager admission to all conference sessions, luncheons, & the reception). To reserve a tabletop, submit the form below. You will be billed via e-mail. NOTE: Tabletop reservation is not final until payment is received. Each draped table is 6’ X 30”. Exhibits are limited to the table top. Electricity is not included. Additional attendees from your company must register as delegates at the regular conference rate of $750. All payments must be received by Marine Log no later than October 2, 2009.

Company Name ______________________________________________________________________________________________ Street Address _______________________________________________________________________________________________ City ________________________________________ State _________ Zip_____________ Country__________________________ Contact _____________________________________________________________________________________________________ Title ________________________________________________________________________________________________________ Phone ________________________________________________ Fax __________________________________________________ E-mail ______________________________________________________________________________________________________ Number of tables needed_______________________ My exhibit will require electricity:

yes

no

Signature ___________________________________________________ Date _________________________________________ Fax or e-mail this form to Jane Poterala at 212-633-1165 / [email protected]. Your application will be confirmed by email. E-mail a description (25 to 50 words) of your products/services to [email protected]. QUESTIONS? Contact Jane Poterala, Conference Director, Marine Log, 345 Hudson Street, New York, N.Y. 10014 Ph: 212-620-7209 | Fx: 212-633-1165 | E-mail: [email protected] | web: www.marinelog.com

Contracts Shipyard Contracts Awarded SHIPYARD

LOCATION

While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please fax any changes to Marine Log at (212) 633-1165 or send e-mail to: [email protected]. Some contract values and contract completion dates are estimated. Please contact the shipyard directly for the most accurate information. Information based on data as of about June 1, 2009. An “R” after a vessel type indicates a repower. Additional commercial and government contracts are listed on www.marinelog.com via Maritime Business Strategies. The entire contract value may be reported for a contract in progress. Some contract prices may also include the value of owner-furnished equipment.

QTY TYPE

PARTICULARS

OWNER

AWARDS Austal USA Northrop Grumman U.S. Barge

Mobile, AL Pascagoula, MS Portland, OR

2 1 1

JHSVs (-2 and -3) amphibious ship ocean tank barge

Long lead time material LPD-26 long lead material 83,000 bbl, 422ft

U.S. Navy U.S. Navy Harley Marine Services

DELIVERIES Aker Philadelphia GD-NASSCO VT Halter Marine VT Halter Marine

Philadelphia, PA San Diego, CA Pascagoula, MS Pascagoula, MS

1 1 1 1

product tanker product tanker survey vessel ATB

600 ft 600 ft, 331,000 bbl 208 ft 185,000 bbl

American Shipping USS Products Investor NOAA Crowley Maritime

Panama City, FL Jeffersonville, IN Seattle, WA San Diego, CA

2 1 2 5 1 1 1 2 1 1

PSV’s tank barge fast ferries product tankers fast ferry car ferry car ferry car ferries car ferry car ferry

284 ft x 62 ft 50,000 bbl 199 pax, 25 knot

Aries Marine Andrie Inc. SFBAWTA U.S. Shipping Partners Golden Gate Bridge New Brunswick DOT New Brunswick DOT NCDOT Texas Dept. of Trans. Wahkiakum Cty.

PENDING CONTRACTS Eastern Shipbuilding Jeffboat Kvichak Marine NASSCO TBD TBD TBD TBD TBD TBD

32 MARINE LOG JULY 2009

499 pax 12 cars 101 cars 300 pax/50 cars 28 vehicles 110 ft, 23 cars

EST. VALUE $ MIL

$99.6 $213.8

EST. DEL.

JUL13 DEC13 sp/2010

JUN09 JUN09 JUN09 JUN09

$15.0 $555.0 $12.0

letter of intent option option planned RFP/delivery 2011 RFP/delivery 2009 2009 enter service ready for bid In design phase

www.marinelog.com

Events MARSIM 09 August 17-20 Panama City, Panama Tel: (507) 210-9200 www.pancanal.com/marsim09/ind ex.html

September 17-18 Washington, D.C. Tel: (212) 620-7209 Fax: (212) 633-1165 [email protected] www.marinelog.com

BALTIC SEA FREIGHT MARKET AND PORTS 2009 September 16-18 St. Petersburg, Russia Contact: Anna Sydorenko Tel: +38 (0562) 31-39-19 Fax: + 7 (495) 775-60-55 [email protected] www.b-forum.ru NEVA 2009 September 22-25 St. Petersburg, Russia [email protected] www.neva2009.com The NEVA exhibition will bring together Russia’s maritime industry and its counterparts— the international shipping, shipbuilding, ports and offshore energy sectors. They’ll meet in hopes of creating a state-of-the art shipbuilding sector capable of delivering some 1,400 vessels of various types through to 2020, as well as massive upgrade of its port infrastructure.

October 6-8 Arlington, Va. Tel: (212) 620-7209 [email protected] www.marinelog.com INTERFERRY October 14-16 Istanbul, Turkey Tel: (250) 743-5944 Fax: (250) 743-5942 [email protected] http://interferry.com/confwebsite/confindex.html KORMARINE 2009 October 21-24 Busan, Korea Tel: +82-2-555-7153 [email protected] www.kormarine.net

34 MARINE LOG JULY 2009

www.marinelog.com

Index of Advertisers Company

ABB Turbocharging

READER REFERRAL SERVICE This section has been created solely for the convenience of our readers to facilitate immediate contact with the MARINE LOG advertisers in this issue. Page #

2

ABS Americas Division

G16

ABS Nautical Systems

G4

Advanced Polymer Coatings

C2

Bisso Marine Bludworth Cook Marine Inc

G15 G6

Centa

G5

Coastal Marine Equipment

G7

Conrad Industries Inc

G3

Great American Insurance Group

11

Intergraph Process, Power & Marine

34

Jotun Paints Kobelt Manufacturing Company Limited

G10 20 22,23

Marine Innovations

25

Neva

C3

Noxudol

18

OmniThruster

34

SAFARILAND

5

Schuyler Rubber Company

29

SeaArk

G5

Senesco Marine

10

Sherwin-Williams Co

G2

Smith Berger Marine

32

Strategic Marine Pty Ltd

28

Superior Lidgerwood Mundy

18

Tampa Ship

C4

Tideslide Mooring Products & Systems

G7

Tim Colton

33

VT Halter Marine Inc

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6

Signal International

Talleres Navales Del Golfo S A

ONLINE

G8, G9

Bollinger Shipyards Inc

Jon Rie InterTech LLC

Buyer’s Guide

G11 3

Warwick Mills Inc

14

World Wide Metric Inc

11

Access a company’s website or e-mail a representative directly! Didn’t find what you were looking for? Try another listing!

Your one-stop source. www.marinelog.com

JULY 2009

MARINE LOG 35

Website Directory

MARINELOG

website directory hot links available at www.marinelog.com BILGE WATER

Hermont Marine Inc. www.hermont.com Total Marine Solutions www.totalmarinesolutions.com

Technologies Inc. www.dcmt.eng.pro ELECTRICAL SERVICES

Shipboard Electrical & Air Inc. www.shipboardelectricalandair.com EQUIPMENT AND TRAINING

BOW/STERNTHRUSTERS

Omnithruster Inc. www.omnithruster.com CABLE & PIPE PENETRATION SEALS

CSD Sealing Systems-N.Amer www.csdsealingsystems.com COATINGS

Hempel www.hempel.com

Honeywell Hermetic www.hermeticinc.com FINANCIAL SERVICES

CAT Financial www.cat.com/catmarinefinance Siemens www.usa.siemens.com/financial FIXED BALLAST /INSTALLATION

Sherwin Williams www.sherwin-williams.com Sigma Coatings USA www.sigmacoatings.com COMPRESSORS

Atlas Copco www.atlascopco.com CONCEPT, CLASSIFICATION, CONSTRUCTION

DC Maritime Technologies Inc. www.dcmt.bc.ca CONSTRUCTION & SURVEY

ABS/American Bureau of Shipping www.eagle.org DECK MACHINERY

Ballast Technologies Inc www.ballasttech.com GARBAGE HANDLING EQUIPMENT

Total Marine Solutions www.totalmarinesolutions.com HEATERS & AIR CONDITIONERS

Air-Specialty, Inc. www.air-specialty.com HVAC

QCI Marine Offshore LLC www.qcimarine.com INSURANCE POLLUTION LIABILITY

WQIS www.wqis.com INTERIORS

Quanzhou Baiyuan Shipping www.by-marine.com

Joiner Systems www.joinersystems.com

DESIGN & ENGINEERING

QCI Marine Offshore LLC. www.qcimarine.com

ACL Industries Inc. www.aclindustries.com

Thermax-Panel Specialists Inc www.thermaxmarine.com

DIESEL ACCESSORIES

General Thermodynamics Corp www.generalthermo.com DIESEL ENGINES

MAN B&W Diesel www.manbw.com

Exxon Mobil Marine Lubricants www.exxonmobil.com/ MARINE EQUIPMENT

DIGITAL SOFTWARE

Delmia www.delmia.com DIVING

Donjon Marine Co., Inc www.donjon.com DOORS & WINDOWS

Joiner Systems www.joinersystems.com

DRIVELINES

Driveline Service of Portland www.driveshafts.com ELECTRICAL SYSTEMSDESIGN ENG & INTEGRATION

Bollfilter Corp www.bollfilter.com Skookum www.ulvencompanies.com Smith Berger Marine Inc. www.smithberger.com MARINE SALVAGE

Donjon Marine Co., Inc. www.donjon.com Titan Maritime www.titansalvage.com

MARINE SIGNAGE

Maritime Associates Inc. www.marinesigns.com MARINE CONTRACTORS/HULL GAUGING

AAC Marine Surveyors Inc www.aacmarinesurveyor.com MARINE SURVEYORS NAVAL ARCHITECTS & CLASSIFICATION SOCIETIES

C.R. Cushing & Co., Inc. www.crcco.com Lloyd’s Register Americas Inc www.lr.org MINERAL AND SYNTHETIC LUBRICANTS

Exxon Mobil Marine Lubricants www.exxonmobil.com PAINT

Sherwin Williams www.sherwin-williams.com PROFESSIONAL SERVICES

SPAR Associates Inc. www.sparusa.com PROFESSIONAL SOCIETIES

Society of Marine Port Engineers www.smpe.org Society of Port Engineers of Puget Sound www.sope-ps.org PROPULSION

Omnithruster Inc.. www.omnithruster.com Schottel Inc. www.schottel.de PROPULSION CONTROLS/ HYDRAULIC STEERING

Kobelt Manufacturing Co. Ltd. www.kobelt.com REFRIGERATION & FREEZERS

Air-Specialty, Inc. www.air-specialty.com SAFETY & SECURITY

Securewest Int’l www.securewest.com SATELLITE DATA COMMUNICATION

Boatracs by Air IQ www.boatracs.com SCAFFOLDING/ STAGING

Safway Services Inc. www.safway.com

www.atlanticmarine.com Bludworth Cook Marine Inc www.vesselrepair.com Austal www.austal.com Bollingers Shipyards www.bollingershipyards.com Derecktor Shipyards www.derecktor.com Detyens Shipyard www.detyens.com National Steel & Shipbuilding www.nassco.com R & R Marine Fabrication & Drydock www.rrmarine.com SOFTWARE

Albacore Research Ltd. www.shipconstructor.com Marine Software Solutions www.msslighthouse.com Sener Ingenieria Y Sistemas www.foran.es SPAR Associates Inc. www.sparusa.com STEERING SYSTEMS

Wagner Steering www.wagnersteering.com TANK GAUGING

MMC International Corp www.mmcintl.com TOOLS

Hayata www.hayata-na.com TRAINING & EDUCATION

Fremont Maritime Services www.sea-safety.com Global Maritime and Transportation School www.gmats.usmma.edu/ Marine Safety International www.marinesafety.com Mitags www.mitags.org Pacific Maritime Institute www.mates.org VENTILATION SYSTEMS

Delta “T” Systems, Inc www.deltatsystems.com WATER PURIFICATION

Reverse Osmosis of South Florida Inc. www.reverse-osmosis.net WIRE ROPE

Loos & Co., Inc. www.loosco.com

List your website on this page. Contact Shirley Del Valle Assistant Editor at t:212-620-7246 or email: sdelvalle@ sbpub.com

MARINE SANITATION

Evac Environmental Solutions www.evac.com

SHIPBUILDING & REPAIR

Atlantic Marine

DC Maritime 36 MARINE LOG

LUBRICANTS

Owens Kleen Tank www.owenskleentank.com

JULY 2009

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CONTACT: Diane Okon

ML Marketplace

Phone: 312/683-5022 • Fax: 312/683-0131 Email: [email protected] s r

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PRODUCTS & SERVICES

THERMAX PANELS Non-combustible, Non-Toxic

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FINANCIAL ENGINEERS MARAD TITLE XI MARKET RESEARCH FINANCING AND LEASING GOVERNMENT PROGRAMS BUSINESS & FINANCIAL PLANS SYNERGISTIC DYNAMICS, INC. 888-897-4764 www.sdi-savannah.com

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JULY 2009 MARINE LOG 37

ENGINEERS & ARCHITECTS

JOHN W. GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers

350 Lincoln St. Suite 2501 Hingham, MA 02043

Website www.jwgainc.com

Telephone: 781 740-8193 Facsimile: 781 740-8197 E-mail address: [email protected]

KEEL DESIGN CORPORATION

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Thickness - hardness - crack determination Ultrasonic flaw detection Vibration - noise - structural/modal analysis Field balancing Torque - torsional vibration analysis Predictive Maintenance IR - thermography measurements

ShipmoPC Seakeeping Predictions Software Advanced ship motion analysis and comprehensive reporting 1 613 592-2830 [email protected] www.fleetech.com

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MARINELOG.COM 38

MARINE LOG JULY 2009

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EMPLOYMENT

SALE CHARTER HIGH SPEED FERRY FOR SALE OR CHARTER The Provincetown III is available from October 2008 through May 2009

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Find maritime industry jobs IN PRINT in the expanded ML Marketplace or ONLINE at www.marinelog.com. For more details, contact Diane Okon at 312-683-5022 or email: [email protected].

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Email: [email protected] www.marinelog.com JULY 2009 MARINE LOG 39

MarineSalvage

July 2009 Vol. 114 No. 7

BY JOHN A. WITTE JR. , PRESIDENT, AMERICAN SALVAGE ASSOCIATION

COMMUNICATION IS KEY

W

ithin the marine community we have begun to fully digest the revisions to OPA-90 and there have been interesting questions and concerns raised about the specific steps that must be taken to properly fulfill these new modifications. Based upon the American Salvage Association’s (ASA) discussions with public and private sector representatives, some of the more common “big ticket” concerns are as follows: 1) What contract form is acceptable to the U.S. Coast Guard when contracting for salvage services in response to the revised requirements of OPA 90? 2) What is the role of the Qualified Individual (Q.I.) when involved in a salvage response? 3) How, if at all, do public firefighting organizations fit into the present OPA 90 response framework? 4) Does an owner/operator require the

THE NATIONAL MARITIME SALVAGE CONFERENCE OCTOBER 6-8, 2009 ARLINGTON, VA For more information on Sponsorship and exhibiting opportunities contact: Jane Poterala, T: 212-620-7209, e: [email protected] For delegate information and general inquiries contact: Michelle Zolkos T:212-620-7208, e:[email protected]

MARINELOG ISSN 08970491

USPS 576-910

A Simmons-Boardman Publication 345 Hudson Street, New York, N.Y. 10014 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: http://www.marinelog.com

services of multiple service providers to fulfill his/her obligations under OPA 90 or will one service provider to cover all suffice? 5) In the event of a casualty where a secondary or unnamed salvage service provider is in the best position—what is the role of the primary service provider versus a secondary or back-up service provider? Based upon proximity to the casualty, equipment availability or other factor leading to a quicker more effective response, what is the role of the named primary salvage service provider, if any? 6) Who is responsible in the event a named primary salvage service provider does not perform as required by OPA 90? Is it the owner/operator, the salvor, the Q.I.? These as well as other more specific, legitimate questions require answers and/or clarification for an owner/operator to properly prepare for mid-2010 when the revisions go into full effect. These questions and others will be answered or clarified by the USCG as part of a NVIC to be issued by the Commandant’s office. Once this document is provided, it will be up to each owner/operator to implement the changes necessary to his/her Vessel Response Plan (VRP) so that plan can be approved prior to the effective date required by the USCG to be in compliance

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Advertising Sales UNITED STATES New York Sales Office 345 Hudson St., 12th floor New York, NY 10014 Roland Espinosa Sales Director Tel (212) 620-7225 Fax (212) 633-1165 E-mail: [email protected] U.S. GULF COAST Jeff Sutley Tel (212) 620-7233 Fax (212) 633-1165 E-mail: [email protected]

40 MARINE LOG JULY 2009

with the updated OPA 90. While final implementation is almost a year away, the time is now to understand all of the revised requirements, to update your Vessel Response=2 0Plan (VRP), and to submit any questions you may have to either the USCG directly or through your trade organization such as AWO, Chamber of Shipping, API or even the ASA. In addition to these points of access to the USCG, the ASA, in partnership with MARINE LOG will sponsor the National Maritime Salvage Conference October 6-8, 2009 in Arlington, Va. (visit www.marinelog.com). Marine professionals involved in all aspects of marine salvage response will gather to discuss issues critical to the marine salvage community, primary among them the revised requirements of OPA-90. While the revisions to OPA-90 may not be universally accepted for one reason or another, there is no question that they will help to better protect our environment and our marine community now and into the future. While these revisions may not be exactly what we all want, they are certainly what we, as a nation, need. ML

WORLDWIDE Donna Edwards, International Sales Manager e-mail: [email protected] Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM Tel: +44 1444 416368 Fax: +44 1444 458185 Australia, China, India, Japan, New Zealand and Singapore Representattive Benn Wood Tel:+44 1444 416908 Fax: +44 1444 458185 E-mail: [email protected]

Korea Young-Seoh Chinn JES Media International 2nd Fl. ANA Bldg. 257-1, Myungil Dong, Kangdong-Gu Seoul 134-070, Korea Tel: +822-481-3411 Fax: +822-481-3414 e-mail: [email protected] CLASSIFIED SALES Diane Okon Classified Advertising Sales 20 South Clark St., Suite 2450 Chicago, IL 60603 Tel: (312) 683-5022 Fax: (312) 683-0131 E-mail: [email protected]

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a special supplement to MARINELOG

GULF COAST Headliner

BEEMAR GETS BUSY IN THE GULF

GULFHEADLINER COAST

BEEMAR NEW PLAYER IN THE GULF BEEMAR’s fleet will have five 210 ft DP2 Platform Supply Vessels, including the Busy Bee

T

here’s a new player in the U.S. Gulf of Mexico offshore support vessel market. Former Sea Mar President and one-time Tidewater Marine executive Van C. DeWitt announced details last month about the newly formed marine transportation company, BEEMAR LLC. De Witt will serve as President and CEO of the Houston-based marine transportation company, which

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will have a fleet of eight newly built DP2 Platform Supply Vessels. The first two vessels, M/V Busy Bee and M/V Worker Bee, were expected to be delivered late last month for service in the Gulf of Mexico, with a sister ship being delivered every 60 days thereafter. These vessels are currently under construction at the Lockport, La., shipyard of Bollinger Shipyards, Inc.

The Busy Bee and the Worker Bee will be the first two of five DP2, ABS-classed 210 ft x 56 ft x 18 ft PSV’s that will have the capacity of carry 2,700 long tons of cargo, a clear deck measuring 150 ft x 47 ft, 6,300 barrels of liquid mud and 6,000 ft3 of dry bulk capacity. The vessels are rated at 4,000 bhp. In addition to the three 210 footers, the BEEMAR fleet will include five 234

JULY 2009 MARINE LOG G3

GULFHEADLINER COAST ft x 56 ft x 18 ft PSVs, with a cargo capacity of 3,000 long tons. The first of these vessels is scheduled for delivery in March 2010, with two additional vessels to be delivered within the third quarter of 2010. The clear deck on this class of vessel will be 175 ft X 47 ft, with 9,000 barrels of liquid mud and 6,000 ft3 of dry bulk capacity. All of the PSVs will each be outfitted with two Cummins QSK60 main engines, that will each generate 2,000 bhp at 1,800 rev/min. The main engines will drive NiBrAl propellers via Twin Disc marine gearing. The maximum speed will be 11.5 knots. Two Cummins QSK19 diesel engines will drive two 750-bhp controllablepitch Schottel bow thrusters and one 350 bhp Schottel stern drive thruster will be driven by a variable speed electric drive. The Dynamic Positioning controls will be Beier Radio IVCS 2002. The vessels will be ABS Class +A1, +AMS, Ocean Service, +DPS 2, Circle

E. They will be built to SOLAS and USCG Subchapter L OSV. The BEEMAR fleet will be equally at home supporting deepwater oil drilling and production, deep shelf exploration and production operations, offshore and sub-sea construction, in addition to providing geophysical/seismic, and special well service support. In a statement, DeWitt said, “The technical design, station keeping and cargo capabilities of the new BEEMAR fleet are responsive to the demanding service requirements here in the Gulf of Mexico and in the global marketplace.” BEEMAR’s corporate headquarters will be in Houston, Tex., and operations office in the Lafayette, La. area. Bollinger is an investor in the company. Besides DeWitt, the other members of the management team include Darrel Plaisance as Vice President and Chief Operating Officer, Chris Gilmore, Operations Manager, Lou Dupre, Personnel Manager, and Shannon Trahan as maintenance manager.

Texas ferry under construction at Conrad Industries Conrad Industries is readying a 264 ft ferry for delivery in the second half of this year to the Texas Department of Transportation (TDOT). According to Houston-based naval architectural and marine engineering firm Alan C. McClure Associates (ACMA), the first dry dock for a ferry has been completed at Conrad Deepwater in Amelia, La. ACMA and Schuller & Allen provided engineering and design for the new 264-ft vessel, and ACMA is now providing owner’s representation during the construction period until vessel delivery.

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MARINE LOG JULY 2009

According to ACMA vice president Darrel Harvey, “The ferry’s first dry dock went very smoothly. The vessel received her new propeller shafts, propellers and rudders, along with a fresh coat of bottom paint. Now she’ll be given the final top side colors that she’ll proudly wear during her tour of duty. Over the next few months, ACMA will be overseeing alignment of the propulsion system, electrical equipment integration and termination, and equipment start-up, as well as dock trails and sea trials.” Bruce Johnson, President of Schuller & Allan, a naval architecture and marine engineering firm with extensive ferry experience, including every Texas State ferry, commented, “Collaborating with ACMA on this project, as well as many others over the course of the last 30 years, underscores the value and efficiency of combining the unique strengths and expertise of each firm. We’re looking forward to working with the ACMA team as we coordinate additional marine projects in the near future.”

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JULY 2009 MARINE LOG G5

GULFHEADLINER COAST Swine flu delays delivery of crewboats from Mexican yard

T

he swine flu outbreak will slightly delay the delivery of two 52m offshore support vessels for Arrendadora Ocean Mexicana (Bluewater

Marine) from Strategic Marine’s shipyard in Mazatlan, Mexico. The shipyard was set up last year through a partnership between Aus-

tralia-based Strategic Marine and Mazatlan-based Servicios Navales E Industriales (SENI). The joint venture then secured an $11.89 million order to build the two aluminum crewboats for Bluewater Marine. Strategic Marine’s Mexican yard expects to deliver the first two 52m crewboats in mid-September. Blue Marine intends to use the vessels to service its Pemex supply contract in the Gulf of Mexico, and the company’s owners visited the yard recently for a pre-inspection of the vessels, along with Pemex officials. Strategic Marine’s Mexico General Manager Keith Rickman said although the business was closed for only five days, additional production time was lost due to the domino effect of staff traveling internationally. “The Swine flu has caused a slight delay in the delivery of the vessels, with specialists being unavailable for work. However, the clients have been very understanding and willing to negotiate,” said Rickman. With a top speed of 20 knots, the crewboats will have four Cummins KTA50-M2 1,800 bhp main engines and a 223 m2 aft clear deck.

C&G Boat Works delivers crewboat to Graham Earlier this year, C&G Boat Works Inc., Mobile, Ala., launched the Gulf Princess for owner Graham Gulf. Originally conceived as a 175 ft x 34 ft vessel, the Gulf Princess was lengthened by adding a 10 ft extension during construction to 185 feet. The original power package was retained. This included four1800-hp Cummins KTA50-M main engines turning 48-inch propellers through ZF 4650 gears with 2.5:1 reduction. A Cummins 6CTA8.3DM engine powers the Thrustmaster TH250RT retractable bow thruster. Two Cummins 85 KW 6BTA5.9DM/Newage generator sets supply the vessel’s electrical requirements. The Gulf Princess is DP-1 rated with a system supplied by Kongsberg. A sister vessel, to be named the Sybil Graham, will be delivered in the third quarter of 2009. The Sybil Graham will be classed DP-2.

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MARINE LOG JULY 2009

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Harvey Gulf plans to build new OSVs in $200 million expansion Harvey Gulf International Marine, LLC, Harvey, La., says that it will commit $200 million for the construction of new vessels and acquisition of existing vessels with the support of its majority owner, The Jordan Company, L.P. Jordan is a New York-based private equity firm with over $5 billion of capital under managemen. This capital will be used to support its worldwide expansion of services for Harvey Gulf's deepwater operations. According to Shane J. Guidry, CEO of Harvey Gulf, “We partnered with Jordan to ensure that Harvey Gulf has the resources to continue to

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provide the vessels and services that meet the requirements

of our customers as they evolve. With Jordan's support, Harvey Gulf can now explore opportunities worldwide that would not have otherwise been feasible.”

CURRENT HARVEY GULF INTERNATIONAL MARINE FLEET Vessel name Harvey Commander Harvey Gladiator Harvey Invader Harvey Viking Harvey Warrior Harvey Thunder Harvey Intruder Harvey War Horse II/DP Harvey War Horse Harvey Provider Harvey Explorer Harvey Spirit Harvey Supplier Harvey Carrier Harvey Discovery

Type Ocean towing vessel Ocean towing vessel Ocean towing vessel Ocean towing vessel Ocean towing vessel AHT vessel AHT vessel AHT vessel AHT vessel Offshore supply vessel Offshore supply vessel Offshore supply vessel Offshore supply vessel Offshore supply vessel MP Dive support vessel

HP 9,000 9,000 10,000 10,500 10,500 13,500 13,500 16,500 16,500 4,520 4,520 6,000 6,000 8,000 4,750

Privately owned Harvey Gulf specializes in towing drilling rigs and providing offshore supply and multi-purpose dive support vessels for deepwater water operations in the U.S. Gulf of Mexico. Back in August 2008, the Guidry Family and Jordan Company L.P. completed the $500 million purchase price of Harvey Gulf International Marine. Harvey Gulf International is currently constructing the 8,000 hp DP2 offshore supply vessel Harvey Carrier at Eastern Shipbuilding, Panama City, Fla. The 295 ft x 60 ft x 24 ft vessel will have a clear deck area of 13,475 ft2 with a capacity to carry 14,000 ft3 of dry bulk, 17,500 bbls of liquid mud and 2,500 bbls of methanol.

JULY 2009 MARINE LOG G7

GULFHEADLINER COAST AUSTAL USA GEARS UP FOR JHSV PROGRAM Austal USA, Mobile, Ala., employs 970 shipbuilders, engineers and support staff. The shipyard is currently building two Littoral Combat Ships and will begin construction on the first Joint High Speed Vessel (JHSV) starting this November. The U.S. Navy has exercised contract options funding Austal’s acquisition of long lead-time material associated with the construction of two additional 103m JHSVs. Austal was awarded the initial contract to design and build the first 103m JHSV in November 2008. The contract included options for nine additional vessels to be awarded between FY09 and FY13. Each JHSV is valued at about A$225 million, with the potential 10-vessel program valued at A$2.3 billion. Austal USA President and COO, Joe Rella said, “Due to on-time performance and high quality results during our design reviews with the Navy, and the efficiency of our material procurement to date, we have earned the confidence of the Navy to make this award. This is a testament to the quality products of our Program, Design, Production Control and Procurement teams.”

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MARINE LOG JULY 2009

At top, the Navy's first trimaran Littoral Combat Ship, the future USS Independence (LCS 2), began Builder's Sea Trials in the Gulf of Mexico July 2; At right, Alabama Governor Bob Riley (middle) tours Austal's Western Australian facilities with Austal COO Peter Hogan (left) and Austal Managing Director Bob Browning (right). Austal USA has grown to become the largest aluminum shipyard in the world

Long lead-time material for the additional vessels will include diesel engines, water jets and reduction gears. Similar to the Austal-built “WestPac Express” operated by the US Marines for the past seven years, the JHSV will be capable of transporting troops and their equipment, supporting humanitarian relief efforts, operating in shallow waters and reaching speeds in excess of 35 knots fully loaded. The vessels will be a jointuse platform operated by both the United States Army and Navy. Austal’s current contracted backlog stretches until the end of 2011, but if

options are exercised, the shipyard’s workload will extend into 2015. Austal USA is in the midst of an extensive capital investment and expansion. The shipyard is building a new 17acre under-roof facility to build ship modules for erection in assembly bays, a paved parking lot for 2,400 employees, a new 75,000 ft2 drive-through warehouse, a new 80,000 ft2 office building, a new 600 ft bulkhead for ship mooring, a new 60,000 ft2 x 120 ft tall assembly bay, filling two waterfront acres and the erection of a 7,500 ft2 employee break room building.

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Bollinger invests $200 million to upgrade its shipyards

“T

he price of oil is not affecting our customers as much as the credit and finance markets,” says Boysie Bollinger, chairman, Bollinger Shipyards, Inc., Lockport, La. “Once that settles down, we feel that our customers will again move towards newbuild programs. Even those companies with credit or capital available are taking a ‘waitand-see’ attitude.” With a workforce of roughly 2,500, Bollinger Shipyards has 40 drydocks at 13 ship-

yards across the U.S. Gulf of Mexico from South Louisiana to Texas. The company’s new construction backlog of Platform Supply Vessels for BEEMAR stretches until late 2010. It has delivered or is near completion of ocean tank barges of 35,000, 55,000 and 60,000 bbl. If the U.S. Coast Guard exercises all of the options for the Fast Response Cutter program—up to 34 Sentinel Class boats— Bollinger’s backlog will stretch well into the future. The program could last 10

Located in the Port of Fourchon, Bollinger Fourchon, with a new 5,000 ton dry-dock and facility expansion, can handle “quick up and downs,” as well as project load-outs and laydown areas for project management programs

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KG Marine’s AHTS Kevin Gros in the new 5,000-ton dry dock at Bollinger Morgan City. The dry dock was built by Bollinger Marine Fabricators

years. The Bollinger FRC measures 153 ft 5 in. x 25 ft 5 in. x 8 ft 5 in. and is powered by two (2) Tier II diesel engines rated at 5,760 bhp. The vessel will accommodate a crew of twenty-two for up to five days at sea. The cutter’s missions will include search and rescue, drug and illegal migrant interdiction, homeland security and maritime defense. It will have a top speed over 28 knots. Operational capabilities and crew comfort are features that have been designed into the cutter. It has an extensive electronics suite to provide command and control along with sophisticated communications systems.

Bollinger also began the process of reshaping itself after Katrina, adding new dry-docks, expanding facilities and making upgrades and improvements. “Over the last five years, we’ve invested nearly $200 million in upgrading our shipyards,” says Bollinger. “By the end of this year, we should be near the completion of that effort.” Bollinger would also like to see the continuance of the Small Shipyard Assistance Program, which is administered by the U.S. Maritime Administration and received $100 million in funding through the Stimulus package.

JULY 2009 MARINE LOG G9

GULFHEADLINER COAST HEADLINER Signal International expands into ocean deck barges ith its six shipyards on the Gulf Coast, Signal International, LLC, has built its reputation on quality rig construction, repair, modernizations and upgrades and service support for the offshore energy market. Last month, Signal International, LLC, Pascagoula, Miss., announced it will build a 300 ft x 100 ft ocean deck barge for Signet Maritime Corporation, Houston, Tex. The barge will be built at Signal’s Orange, Tex., shipyard, with delivery scheduled for the first quarter 2010. In line with Signal’s marketing plan, large deck barges will be a continued product line for Orange, with multiple designs currently being offered. Signal has made major capital investments at the Orange shipyard. The primary focus has been on improving the workflow within the nearly 500,000 ft2 covered manufacturing area and increasing automation.

W

Under a continuous flow manufacturing initiative developed by Signal’s Industrial Engineering Department, along with Engineering, Planning, Procurement, and Production, costs and schedule have been dramatically reduced with no sacrifice in quality or safety. By example, Signal has worked almost 700,000 hours through May without a recordable safety incident. During this same period the welding reject rate was less than one-half percent. Signal CEO and president Dick Marler said, “Signal’s expansion into the large deck barge market is a natural for our operations in Orange. The Orange yard has built barges in the past and we still have experienced production and management personnel who were part of that effort.” He added, “We have challenged our workforce to develop new methods and tools to be successful in a competitive market. With low steel prices and our vastly improved

productivity now is the time for potential customers to take a hard look at expanding their fleets with a Signal product.” Signet Maritime president Barry Snyder, said that, “Signet is optimistic about our market for ocean-going deck barges. Jointly, Signal and Signet have developed a superior extra heavy deck strength design to minimize the customer’s need for load equalization that will be in high demand to work in the offshore market. Our design features a 5,000-pound per square foot deck strength for large loads and a radial bow, reducing residual resistance for efficient towing. This will not be the last barge of this type that we will order.” Signet Maritime is a diverse marine transportation and logistics company, providing everything from harbor tug services to rig transport and movement services.

T&T Marine performs tandem lift at the Port of Houston T&T Marine Salvage, a unit of T&T Marine, headquartered in Galveston, Tex.,a leading provider of maritime support services, successfully performed a tandem lift of two 690-ton offshore modules at the Port of Houston in Houston, Tex. T&T Marine Salvage’s 600-ton capacity 182 ft D/B BIG-T was mobilized from Galveston to Houston to join forces with the 500-ton capacity D/B BIG JOHN, owned by Big John Marine, to lift the two offshore modules from the dock and onto a deck barge for TurboFab/Solar Turbines. The tandem lift was performed with rigging that included four 440-ton CHART-UR-BAR spreader bar systems provided by Carol Crane Rigging & Lifting Technology Inc. Due to the dock structure, lift was applied by the BIG-T and BIG-JOHN to reduce the ground reaction as the modules were moved closer to the bulkhead. The BIG-T is 182 ft x 68 ft, with a depth of 13 ft 6 inches. It has a minimum operating draft of 4 ft. “Both lifts were performed in one day,” said Kevin Teichman, vice president of T&T Marine Salvage. “The process provided a safe and cost-effective solution for the load-out of these modules.” G10

MARINE LOG JULY 2009

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Bludworth Marine delivers acid barge Bludworth Marine LLC, builds, services and repairs inland, offshore and deepdraft vessels from its facilities in Houston/Channelview, Galveston and Orange, Tex. It currently has workforce of 150, down from 165 in March 2009. The shipyard recently delivered a 260 ft x 52 ft x 14 ft inland acid barge, launched a 200 ft x 85 ft, 3,000-ton dry dock and is building two 40 ft x 60 ft deck/spud barges.

The vessels were designed and built by Crowley's technical services group at VT Halter Marine, Pascagoula, Miss., and is being operated by Crowley's petroleum services group. Crowley already has nine ATBs in operation and has announced plans to build three larger 750-series (330,000-barrel capacity)

ATBs, the Legacy, Legend and Liberty, with VT Halter Marine for delivery by the middle of 2012. Once all vessels are received, the fleet will stand at 17. Crowley plans to add all its 185,000 bbl ATBs by the end of 2010.

VT Halter Marine delivers another ATB to Crowley Crowley Maritime Corporation recently christened the sixth of 10 new 185,000 bbl Articulated Tug-Barge (ATB) tank vessels that the company will add to its fleet by the end of 2010. To date, Crowley's existing ATB fleet has carried approximately 193,432,788 barrels without a spill. During ceremonies held at Pier D, Paula Taylor, wife of Bill Taylor, Crowley vice president, bulk petroleum and chemical transportation, christened the 9,280 hp tug Commitment, while Brenda Lawrence, wife of Bill Lawrence, Chartering Specialist for BP Shipping USA, christened barge 650-6.

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JULY 2009 MARINE LOG G11

ABS

TAMPA SHIP

Safety, Service, Solutions. ABS is one of the world’s leading classification societies. Since 1862, it has been setting safety standards for the marine and offshore industries. ABS establishes and applies technical standards, known as Rules, for the design, construction and operational maintenance of ships and other marine structures. From its world headquarters in Houston, ABS delivers services and solutions to a worldwide client list through a network of more than 150 offices in 70 countries. It is the goal of ABS to provide the most responsive service to our clients - global reach, local response.

Tampa Ship specializes in conversions, general repair and overhaul, as well as lengthening and repowering of a wide range of vessels, including product tankers, container ships, cargo vessels, drill ships and rigs, offshore supply vessels, bulk carriers, passenger/cruise ships, megayachts, LPG and LNG carriers and reefer ships. The facility is equipped with four large graving dry docks and extensive crane facilities.

ABS Americas Division Headquarters 16855 Northchase Drive Houston, TX 77060 USA Ph: (281) 877-6000 Fax: (281) 877-6001 [email protected] www.eagle.org

Tampa Ship 1130 McCloskey Blvd. Tampa, FL 33605, USA Ph: (813) 248-7250 Fax: (813)247-7341 [email protected] www.tampaship.com

CONRAD INDUSTRIES COASTAL MARINE EQUIPMENT, INC Formed in 2001, Coastal Marine Equipment, Inc. has quickly established a reputation for supplying THE BEST VALUE IN DECK MACHINERY. With over 100 years of combined marine industry experience the key personnel of Coastal Marine Equipment along with the expert craftsmen offer a complete line of marine deck machinery as well as general fabrication, machining services, installation, maintenance and repair. Coastal Marine Equipment, Inc. Ph: (228)-832-7655 [email protected] www.coastalmarineequipment.com

Conrad Industries, Inc., established in 1948 and headquartered in Morgan City, Louisiana, designs, builds and overhauls tugboats, ferries, lift boats, barges, offshore supply vessels and other steel and aluminum products for both the commercial and government markets. The company provides both repair and new construction services at its four shipyards located in southern Louisiana and Texas. Conrad Industries 1501 Front Street Morgan City, LA 70381 Ph: (985) 384-3060 Fax: (985) 385-4090 www.conradindustries.com

BISSO MARINE CO., INC. SEAARK MARINE SeaArk Marine designs and builds boats in a variety of models and sizes to best suit the customer’s application and mission requirements. Specializing in military, governmental and commercial areas including patrol, security, fire and search and rescue, SeaArk has earned and maintained its reputation as the premier builder of small and midsize all-welded aluminum boats. SeaArk Marine Inc. P.O. Box 210 Monticello, AR 71657 Ph: (870)367-9755 Fax: (870)367-2120 [email protected] www.seaark.com

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MARINE LOG JULY 2009

Since 1890, BISSO Marine has been continuously servicing the marine, offshore and fabrication industries. Headquartered in Houston, Tex., with an operations base in New Orleans, La., BISSO Marine provides a wide range of services including: Salvage, Wreck Removal, Diving, Underwater HAZMAT Lightering, Offshore Construction, Pipeylay, Marine Transportation, Technical and Specialty Lifts and Project Management. Bisso Marine Co., Inc. 11311 Neeshaw Dr. Houston, TX 77065 Ph: (281) 897-1500 Fax: (281) 897-1501 [email protected] www.bissomarine.com

www.marinelog.com

GULF COAST MARKETPLACE BOLLINGER SHIPYARDS

GREAT AMERICAN INSURANCE

Bollinger Shipyards, Inc., Lockport, La., provides marine repair, conversion and new construction services to the energy, commercial and government marine markets in the U.S. Gulf of Mexico region. Family owned and operated since 1946, Bollinger consists of 12 ISO 9001 certified shipyards and 32 dry docks for small to medium-sized shallow and deepwater vessels and rigs. Bollinger has a premier reputation for superior quality and timely services for its customers.

Great American Insurance is a premier multi-line provider of hull, pollution and marine liabilities, offering more than 30 different marine product lines. Great American offers the unique opportunity to package marine and property/casualty coverage with the same underwriter providing seamless cover.

Bollinger Shipyards, Inc. P.O. Box 250 8365 Hwy. 308 South Lockport, La. 70374 Ph: (985) 532-2554 Fx: (985) 532-7225 [email protected] www.bollingershipyards.com

JOTUN PAINTS INC. Jotun Paints, Inc., located in Belle Chasse, Louisiana, is the North American affiliate and subsidiary of the Jotun Group, one of the world's leading manufacturers of paints, coatings and powder coatings. The Jotun group has 71 companies and 40 production facilities on all continents and Jotun is represented in 80 countries. Jotun Paints, Inc. is a supplier of coatings products to the following market segments: Foreign and domestic Marine and shipping, Offshore, HPI, and the military. Jotun Paints, Inc. P.O. Box 159 Belle Chasse, LA 70037 Ph: (800) 229-3538 Fax: (504) 394-3726 www.jotun.com

Great American Insurance Group 65 Broadway New York, NY 10004 Ph: (212) 510-0135 Fax: (212) 422-1063 [email protected] www.GreatAmericanInsurance.com

ADVANCED POLYMER COATINGS Advanced Polymer Coatings, Ltd., Avon, Ohio, is the manufacturer of the patented high-performance coating MarineLine, which is used to line and protect the tanks of chemical and product tankers. More than 350 tankers use MarineLine to carry thousands of different types of aggressive chemicals including the full range of IMO chemicals. Advanced Polymer Coatings 951 Jaycox Road, P.O. Box 269 Avon, Ohio 44011 Ph: (440) 937-6218 Fax: (440) 937-5046 [email protected] www.adv-polymer.com

JONRIE INTERTECH LLC

ABS NAUTICAL SYSTEMS LLC

JonRie InterTech LLC is custom design Deck Equipment company serving the Tug and Barge industry. JonRie is also engaged in the design of equipment for the Military and Dredging industries. JonRie is know for its dependable LNG Escort Winches, Tug Assist Winches, Towing Winches, Capstans and Mooring Winches. JonRie has an in house design team to provide turn key designs form HPUs to winch control systems. Our service group provides stat up assistance on every installation and after market assistance. Contact us today!

ABS Nautical Systems (NS), a division of ABS offers leading fleet management software solutions to maritime and offshore operators. Its fully-integrated, modular approach manages the principal operational expenses associated with a vessel, boat or offshore rig. NS has 25 years of experience in delivering solutions that help operators efficiently keep their assets maintained, supplied and staffed. With 15 offices around the world, NS works closely with their clients to consistently deliver the software and services that work for them.

JonRie InterTech LLC 982 Whispering Oak Cir. Manahawkin, NJ 08050 Ph: (609) 978-2523 Fax: (609) 978-4959 www.marinewinch.com

www.marinelog.com

ABS Nautical Systems 16855 Northchase Drive Houston, TX 77060 USA Ph: (281) 877-5700 Fax: (281) 877-5701 [email protected] www.abs-ns.com

JULY 2009 MARINE LOG G13

GULF COAST MARKETPLACE TALLERES NAVALES DEL GOLFO

BLUDWORTH

TNG shipyard is a global company which began its operations in 1995, based in the Port of Veracruz and situated within close proximity to offshore oil and gas facilities, busy trade lanes as well as to the most important routes of communication that interconnect South East USA, the Caribbean and México. TNG through its professional staff, experience, infrastructure and state-of-the-art equipment provides a plethora of top quality services, including: Ship Repair, Offshore structures fabrication and Conversions. TNG operates under an excellent quality system enabling it to satisfy specific client needs supported by Classification Societies and third parties; it is an ISO-9001-2000 certified company.

Bludworth Marine offers solutions, not problems. We specialize in commercial marine vessel repair & new construction. Mobile topside and multiple shipyard locations provide flexibility in meeting customer repairs. We service the inland and offshore markets and make repairs daily on tugs, barges, and ships. Our docking capabilities have increased from an 800-ton & a new 3,000-ton dock and a 100’ x 300’ graving dock. Make the call.

Talleres Navales del Golfo 91800 Veracruz Ver, México Ph:+(52)229-989-2500/2514/2535 Fax:+(52)229-989-2525/2510 [email protected] www.tnghph.com.mx

CENTA CENTA is a global leader in the innovation of flexible coupling solutions for diesel engine driven equipment. From Torsional Couplings which dampen harmful vibrations, to complete Carbon Fiber Shafting systems, CENTA is a drive component leader you can trust. Over 25 styles of flexible coupling and shafting products available; CENTA has the solution for all your drive systems. CENTA Corporation 2570 Beverly Drive #128 Aurora, Il 60502 Ph: (630)-236-3500 Fax: (630) 236-3565 [email protected] www.centa.info

Bludworth Marine, LLC Ph: (713) 644-1595 Ph: (409) 744-5720 www.vesselrepair.com

SIGNAL INTERNATIONAL Signal International is a leading provider of marine and fabrication services to the offshore drilling, military and marine industries. We specialize in rig construction, repair, conversion, and heavy fabrication services for large deck barges. Signal’s six yards span the GoM with drydocking and world-class fabrication facilities; four in Texas and two in Mississippi delivering quality workmanship to maximize customers’ uptime. Signal International RSA Battle House Tower 11 North Water Street, Suite 16250 Mobile, AL 36602 Ph: (251) 544-2620 Ph: (228) 762-0010 [email protected] www.signalint.com

VT HALTER MARINE VT Halter Marine is a modern and progressive shipbuilding subsidiary of VT Systems that combines leading-edge technologies with over 50 years of tradition in designing and building the world's highest quality maritime products. It specializes in the shipbuilding, design, construction, and repair and offers comprehensive packages covering projects from blueprint to blue water. VT Halter Marine 900 Bayou Casotte Parkway Pascagoula, MS 39581 Ph: (228) 696-6888 Fax: (228) 696-6899 www.vthaltermarine.com

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www.marinelog.com

BLUDWORTH MARINE LLC

Solutions, Not Problems Bludworth 3,000 ton dry dock

New Bludworth Marine shipyard in Orange Texas

Bludworth Cook Marine Inc ATB Flexible Ocean Tug Barge Connection

Bludworth Cook Marine Inc ATB ‘s Flexible Ocean Tug Barge Connection Systems

Bludworth Marine LLC Locations Houston

Main Office, Engineering, and Fabrication

Galveston

300 x 100 Graving Dock and Deep Water Topside Repair

Channelview Inland Tug and Barge Topside Repair Orange

800t dock 3,000t dock. Deep Water & Topside Repair , New Barge and Dry Dock Construction

Contact: Richard Bludworth Bludworth Marine LLC 3502 Broadway Houston, Texas 77017 713 644 1595

www.vesselrepair.com