Maritime Reporter and Engineering News

The World’s Largest Circulation Marine Industry Publication • The Information Authority for the Global Marine Industry since 1939 • Number 1 Volume 78

January 2016 MARITIME REPORTER AND ENGINEERING NEWS

M A R I N E L I N K . C O M

Ship Repair Spain’s Winning Streak

Cyber Security The Top 10 Threats

Marine Salvage SUPSALV & Finding El Faro

Passenger Vessels Small Cruise Market Blossoms

The Fishing Fleet It’s Time to Rebuild

COV1 MR Jan 2016.indd 1 1/7/2016 2:53:03 PM From Basic Design to Production Detailing and beyond

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COV2, C3 &C4 MR JAN 2015.indd 2 1/2/2015 11:09:06 AM MR #1 (1-9).indd 1 12/29/2015 3:46:36 PM CONTENTS NUMBER 1 / VOLUME 78 / JANUARY 2016

30 Detyens

38 NTSB SunStone Ships

IN THIS EDITION 26 FISHING FLEET INVESTMENT 8 ECDIS UPDATE: HALFWAY HOME 22 TOP 10 CYBER SECURITY THREATS The world fl eet is steaming toward full ECDIS implementation. In maritime and offshore sectors, cyber security concerns take center As the world fi shing fl eets age, MR stage. examines investment trends in new vessels and technologies. This month By Henrik Segercrantz attention turns to Europe. 12 LIMITLESS SALVAGE Whether driven by treasure hunting or environmental protection, the days By William Stoichevski of forgotten wrecks, even at great depths, is past. 30 REPAIR: SPAIN’S WINNING STREAK While many maritime markets stumble, Spain -- specifi cally Astican & By Dennis Bryant Astander -- invest in strong growth. Editorial 6 Tech Notes 10 By Joseph Fonseca 14 CONTINUOUS IMPROVEMENT Government Update 12 Implementing continuous improvement in maritime training. Training & Education 14

By Murray Goldberg 34 SURVIVING THE PETROBRAS CRISIS Five Minutes With ... 16 While the business of building and repairing ships in Brazil has been tumul- tuous, Enseda proves there may be a light at the end of the tunnel. Piracy Report 18 Cyber Secruity 20 16 5 MINUTES WITH ... FREDERIC FONTAROSA By Claudio Paschoa Wilhelmsen Ships Service (WSS) Ships Agency’s Frederic Fontarosa is Ship Repair Notes 36 aiming to consolidate its position in the ships agency segment. Vessels 48 44 SMALL CRUISE MARKET BLOSSOMS Products 54 Looking for a growth sector? Turn your attention to the small cruise mar- People & Companies 56 20 SAFER SHIPS VIA PHANTOM SHIPS ket, where innovation and ﬂ eet expansion are rampant. As technology marches forward fast regarding unmanned vessels, much Buyer’s Guide 58 consideration must be given to cyber security concerns. By Kathy A. Smith Classiﬁ ed 59

By Emil Muccin Advertiser’s Index 64

2 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (1-9).indd 2 1/8/2016 2:49:40 PM MR #6 (1-9).indd 5 6/1/2015 4:30:49 PM Contents MARITIME REPORTER AND ENGINEERING NEWS THE COVER M A R I N E L I N K . C O M

Odfjell chose Bahrain’s ASRY to upgrade the propulsion systems on three of ISSN-0025-3448 its chemical tankers, a signifi cant job from the perspective of both owner and USPS-016-750 yard as it involved the install of a new energy effi cient concept to reduce fuel No. 1 Vol. 78 consumption and emissions by 20% per vessel. Odfjell, ASRY, MAN Diesel & Turbo, Grenna Motorfabrik and ABB Turbocharging AS team on innovative Maritime Reporter/Engineering News propulsion project. (ISSN # 0025-3448) is published monthly (twelve issues) by Maritime Photo: ASRY Activity Reports, Inc., 118 East 25th St., New York, NY 10010-1062. Peri- odicals Postage Paid at New York, NY and additional mailing offi ces.

POSTMASTER: Send all UAA to Finding El Faro CFS. NON-POSTAL AND MILITARY FACILITIES send address corrections to Maritime Reporter, 850 Montauk This month we discuss marine salvage with Captain Hwy., #867, Bayport, NY 11705.

Gregg W. Baumann, U.S. Navy, Director of Ocean The publisher assumes no respon- Engineering, Supervisor of Salvage and Diving. sibility for any misprints or claims Captain Baumann (below) and his team have a 38 or actions taken by advertisers. The publisher reserves the right to refuse long and proud history regarding difﬁ cult missions any advertising. Contents of the publication either in whole or part may accomplished, including most recently the location not be produced without the express and ﬁ lming of the lost TOTE containership El Faro. permission of the publisher. Copyright © 2015 Maritime Activity By Greg Trauthwein Reports, Inc.

SUBSCRIPTION INFORMATION

In U.S.: One full year (12 issues) $84.00; two years (24 issues) $125.00

Rest of the World: One full year (12 issues) $110.00; Bryant Goldberg Muccin two years $190.00 (24 issues) including postage and handling.

Email: [email protected] Web: www.marinelink.com t: (212) 477-6700 f: (212) 254-6271

12 14 20 Member Salvage Training & Education Cyber Security Limitless Continuous Safer Seas with Salvage Improvement Phantom Ships Business Publications Audit Dennis L. Bryant Murray Goldberg Emil Muccin of Circulation, Inc.

4 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (1-9).indd 4 1/8/2016 2:49:16 PM MR #1 (1-9).indd 5 1/5/2016 10:23:45 AM EDITORIAL MARITIME REPORTER AND ENGINEERING NEWS

M A R I N E L I N K . C O M

HQ 118 E. 25th St., 2nd Floor New York, NY 10010 USA Tel +1 212 477 6700 Fax +1 212 254 6271 www.marinelink.com New Year ... FL Ofﬁ ce 215 NW 3rd St Boynton Beach, FL 33435-4009 Tel +1 561 732 4368 Fax +1 561 732 6984 Same Story ... Publishers John E. O’Malley John C. O’Malley [email protected]

Associate Publisher/Editorial Director GREG TRAUTHWEIN, EDITOR & ASSOCIATE PUBLISHER Greg Trauthwein [email protected] Vice President, Sales ew Years means many things for many 1993 edition handy, I invite you to glance through one of our Rob Howard [email protected] people, some attaching a somewhat mythi- signature “Riverboat Gaming Supplements,” complete with Web Editor Eric Haun [email protected] cal quality of renewal, goal-setting and advertising for slot machines in our pages! (If you don’t have Web Contributor prognostication. Personally it means a good a copy, fi nd it online at http://magazines.marinelink.com/Mag- Michelle Howard [email protected] dinner with good friends the night before, azines/MaritimeReporter/199308/fl ash/ and turn to page 35). Editorial and the turning of the clock following yet My point is not an aimless stroll down memory lane, simply a Joseph Fonseca - India Claudio Paschoa - Brazil another 24 hour period; watching a ton of football for a day reminder that there are always opportunities. Peter Pospiech - Germany andN digging back into work. This year is certainly no differ- This month I’m happy to present the fi rst of a new quarterly ent, and when I look at the global maritime market as a whole, series of reports on the rebuilding of the world fi shing vessel Production Irina Vasilets [email protected] on January 1, 2016, I see nearly the same picture as the day fl eet, authored by Oslo-based correspondent William Stoi- Nicole Ventimiglia [email protected] before: energy pricing remains in a historic slump and China’s chevski. Stoichevski sits in Norway, which has been hit with Corporate Staff Mark O’Malley, Public Relations economy is stuck in neutral, both with varying ramifi cations a good deal of economic pain from the precipitous drop in oil Esther Rothenberger, Accounting across the maritime sectors; and overall the world is a bit more pricing. Norway and North Sea oil go hand in hand, and while Information Technology Vladimir Bibik chaotic, a bit more politically unstable. This is neither good no one is proposing that fi shing vessel design, supply and con- Emin Tule nor bad, it simply is reality re-lived. Our industry seems to struction will replace oil money, the fi shing industry strikes to be particularly poor at fi nding and maintaining equilibrium. the very core DNA of the Norwegian industry, and as always, Subscription Kathleen Hickey [email protected] When oil was selling for $120 per barrel, many companies innovation of design and outfi t is the hallmark. His report literally could not build and bring into service offshore assets starts on page 26. The small cruise vessel market is another Sales fast enough; those same assets now sitting inactive, stacked interesting niche, and design and construction in this small but Lucia Annunziata [email protected] +1 212 477 6700 and waiting for the inevitable rebound, whenever that may vibrant market is on record pace. While there is still voracious Terry Breese [email protected] +1 561 732 1185 come. That’s the bad news. The good news? appetite for the big cruise sector, there is a growing demand Frank Covella [email protected] +1 561 732 1659 There are always new opportunities. for smaller vessels with access to more exclusive locales. Our Mitch Engel [email protected] +1 561 732 0312 Maritime Reporter & Engineering News has published since report starts on page 44. Mike Kozlowski [email protected] +1 561 733 2477 1939, and we have seen our fair share of market cycles. Per- Finally, a personal note of thanks to Captain Gregg Bau- Dawn Trauthwein [email protected] +1 631 472 2715 sonally, when I joined MR in 1992 the industry was engaged mann, U.S. Navy, Supervisor of Salvage & Diving; Director Jean Vertucci [email protected] +1 212 477 6700 in another ‘historic’ energy slump: Oil was trading at about of Ocean Engineering for taking his time to share his insights $12 per barrel, the boat builders in the Gulf of Mexico were in our Salvage Report, starting on page 38. I had the good International Sales simply closing their doors and Houston was a ghost town. fortune to meet Capt. Baumann at the American Salvage As- Scandinavia Roland Persson [email protected] Then, lo and behold, the business of building “Casino Ves- sociation’s annual meeting in Stamford, Conn., last year. Capt. Orn Marketing AB, Box 184 , S-271 24 Ystad, Sweden sels” caught fi re. While it was certainly no substitution for the Baumann and his team have a long and storied history of en- t: +46 411-184 00 f: +46 411 105 31 building binge surrounding the oil patch, it provided a modi- gineering solutions to make the impossible possible, including Western Europe Uwe Riemeyer [email protected] cum of business for a core of builders and suppliers. If you success in its latest high-profi le mission: fi nding the ill-fated t: +49 202 27169 0 f: +49 202 27169 20 should happen to have a copy of Maritime Reporter’s August El Faro in more than 15,000 ft. of water. United Kingdom Paul Barrett [email protected] Hallmark House, 25 Downham Road, Ramsden Health, Essex CM11 1PU UK t: +44 1268 711560 m: +44 7778 357722 f: +44 1268 711567

Classiﬁ ed Sales t: (212) 477-6700

[email protected] Founder: John J. O’Malley 1905 - 1980 Check out our other websites: Charles P. O’Malley 1928 - 2000 MarineLink.com MaritimeJobs.com MarineElectronics.com MaritimeProfessional.com MarineTechnologyNews.com YachtingJournal.com MaritimePropulsion.com MaritimeEquipment.com MaritimeToday.com Download our App iPhone & Android

6 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (1-9).indd 6 1/10/2016 11:07:16 PM ECDIS Electronic Chart Display and Information System

Finally, an ECDIS designed for navigators by navigators! • 100% Furuno designed Linux software improves stability & reduces virus risk • Fully compliant IMO systems (19” & 23.1” LCD) or Black Box ECDIS with user supplied wide glass bridge monitors are available • Simple Ethernet connection to FAR2xx7 Radars, saving thousands over complex interface kits • Fast redraw & intuitive route creation • Easy auto-load function greatly VLPSOLÀHVFKDUWORDGLQJ XSGDWLQJ

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MR #1 (1-9).indd 7 1/8/2016 10:33:39 AM ELECTRONICS UPDATE ECDIS Adoptions: Halfway Home “For the ﬁ rst time, vessels without ECDIS now represent a minority of the internationally trading ﬂ eet. This is an important moment for the shipping industry, as it signals that we are moving out of the ECDIS adoption phase and into a new era.”

Thomas Mellor, UKHO’s Head of OEM Technical Support and Digital Standards According to UKHO fi gures, large pared to RoRos (65%) and container- cargo ship fl eet well prepared for July ships (71%). When looking at the trend 2016 ECDIS regs regionally, however, it is nearly a level More than 50% of ships trading in- playing fi eld, with 63% of large cargo ternationally are already living with ships in Asia ECDIS ready, closely fol- ECDIS, according to the latest fi gures lowed by 62% in Europe. published by the United Kingdom Hy- “These fi gures show that the major- drographic Offi ce (UKHO). Of an es- ity of internationally trading ships have timated 41,500 internationally trading made the transition to digital navigation ships around the world, 24,300 or 58% and are now living with ECDIS,” said are now using an ENC (Electronic Navi- Thomas Mellor, UKHO’s Head of OEM gational Chart) service on ECDIS as a Technical Support and Digital Standards. result of the SOLAS-mandated carriage “For the fi rst time, vessels without of ECDIS, which is being introduced ECDIS now represent a minority of the on a rolling timetable for different ship internationally trading fl eet. This is an types and sizes. Moreover, when those important moment for the shipping in- that do not trade internationally are industry, as it signals that we are moving cluded, 45% of all ships that are subject out of the ECDIS adoption phase and to the SOLAS regulations are ECDIS into a new era. ready. On this basis of this trajectory for by different categories of ship types and subject to these regulations are already “It’s important to understand that EC- ECDIS adoption, the UKHO believes sizes. For example, the percentage of ECDIS ready. DIS compliance and effective ECDIS that the shipping industry is broadly tankers greater than 3,000 gt that are This is signifi cantly higher than the use are not the same thing. All shipping on course to comply with the SOLAS- ECDIS ready has risen from 54% in equivalent fi gure for the tanker fl eet companies need to ensure that they have mandated timetable for ECDIS carriage April 2015 to 69% in October 2015, fol- from 12 months ago, indicating that the put in place revised bridge policies and across the global fl eet by the end of this lowing the ECDIS carriage regulations large cargo ship fl eet is relatively more procedures that refl ect the requirements decade. entering into force from July 1, 2015 advanced in terms of its preparations for of safe, effective and compliant ECDIS for tankers. The SOLAS regulations on the ECDIS deadline. While the trend is operation, that ECDIS software is up- Tankers and Cargo Ships ECDIS carriage will be extended to all generally positive, there certainly are graded to comply with the latest IHO The incorporation of ECDIS onboard existing cargo ships greater than 50,000 some variations by ship-type regarding ENC Standards, and that its bridge teams the world’s fl eet of ships is not specifi c gt from July 1, 2016. At present, 62% of ECDIS readiness. For example, 57% are competent and confi dent in using to size or type, as adoption is being made the 3,500 large cargo ships that will be of bulkers are living with ECDIS com- ECDIS to its full potential.”

Hatteland’s 4K High-Resolution 55-in. Chart Table In step with the increased level of information fl ow- uct with its core ‘console’ market in mind since the fi - ing into a ship’s bridge, so too has evolved the means nal design aims at fi tting it into a 750mm wide console, and method to display this information in an ergonomic making it the largest screen that can be integrated in this and reasonable manner. Coming in 2016 from Hatteland industry standard dimension, a dimension widely used in – a company which recently was acquired by Norautron the commercial marine segment. Hatteland contends that Group from Herkules Capital – is a high-resolution 32 in. high resolution on a large screen provides the means to and 55 in. chart table. While the two products are clearly add more data on a single screen, aiming to bring several two different concepts, they do share a common electron- applications onto the single screen platform. ics platform since they are both 4K high resolution dis- Conversely, the 55-in. version is a completely new con- plays. The larger 55 in. display is scheduled to be the fi rst cept Hatteland. According to the company, there is a de- one released, with a target of Q3 2016, driven by current mand to have a digital display to replace paper charts not project needs. The 32-in. version is scheduled to follow only on a console as with the existing displays, but also shortly thereafter, either in late 2016 or early 2017. Hatte- around a (Chart Table). The Hatteland 55-in. display, land has traditionally pushed the technological envelope standing on an adjustable pod stand, is truly impressive in in the maritime display sector since its inception in 1989, size, clarity and function, providing a display in the same and it is eager to communicate the new units’ capabilities size as a paper chart with the high performance 40 point in advance of its release to market, as the 4K resolution is Multitouch screen for the interaction of several people still a new concept among many system integrators. around the table. According to Hatteland, the 32-in. display is a prod- www.hatteland-display.com

8 Maritime Reporter & Engineering News • JANUARY 2016

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MR #1 (1-9).indd 9 1/7/2016 10:34:13 AM TECH NOTES

Tank (Cleaning) Tech

Statoil Invests in Norway Trials New Age of E-navigation Tank Cleaning Tech he Norwegian Coastal Adminis- iary Kongsberg Norcontrol IT, which tration (NCA) initiated the fi rst worked with NAVTOR to deliver the Tfull-scale trial of e-navigation in ship and shore-based software solutions. Norwegian waters in conjunction with NAVTOR already has a working re- e-navigation technology and services lationship with NCA, having partnered company NAVTOR. The test sees the with the organization on the SESAME ferry MS Stavangerfjord digitally shar- (Secure, Effi cient and Safe Maritime ing its routing information with NCA Traffi c Management in the Straits of via NAVTOR’s NavStation ‘digital Malacca and Singapore) e-navigation chart table.’ project since 2012. The project focuses on the way NCA The fi rm launched the NavStation

receives vessel data. Until now, ships (Photo: NAVTOR) software to the market in 2014. Avail- had to contact the authority via mari- authority and vessel to work together as able on touch screen devices and stan- time VHF radio to verbally communi- one, seamlessly transferring informa- dard computers, the software gathers

Statoil cate routing information before both tion and enhancing maritime safety, ef- and overlays an array of information departure and arrival. NCA could then fi ciency and control. for navigators on a single screen for the Statoil has found a way to make update vessel navigators on traffi c and Stavangerfjord is owned by Norwe- very fi rst time. These ‘layers’ of infor- tank cleaning on supply vessels saf- advise of any necessary changes in gian shipping fi rm Fjordline and sails mation include ENCs, weather data, tid- er and more effective. M-I SWACO speed or routing. the popular Bergen-Stavanger-Hirtshals al information, digital publications and developed a new solution, and was However, NavStation – software that (Denmark)-Langesund return route. The other services such as passage planning awarded a contract with Statoil that is gathers all the information navigators trial is being undertaken in partnership and route monitoring. valued at around $55.7 million. This need into a single interface – allows the with Kongsberg Maritime and subsid- www.navtor.com is the fi rst time that M-I SWACO has commercialized the technology. It is an automatic system, which means that personnel avoid having to enter the tanks to clean them. Wash water and soap are also recycled so that it is only the actual waste washed out of the tank that has to be delivered Computer Aided Robotics Welding for further processing. “The solution CAD/CAM software maker SSI said increases the safety of our personnel it is developing solutions for Computer as there is no need to enter the tanks Aided Robotics Welding (CAR-W) con- and we reduce both time use and sistent with its recent innovations in the costs,” said Jone Stangeland, VP of area of 3D weld management. This re- logistics and emergency preparedness search project is under the aegis of the at Statoil. The supply vessels transport U.S. Navy’s National Shipbuilding Re- chemicals in tanks below deck. When search Program (NSRP). the tanks are emptied offshore they In December SSI representatives met must be cleaned before being used for with representatives from Wolf Robot- other assignments. Tank cleaning is ics and Edison Welding Institute to ad- often carried out with the vessels’ own vance this project. Other organizations tank cleaning plant, although manual involved include Bollinger Shipyards, tank cleaning is occasionally needed. Ingalls Shipbuilding, NSWCCD, Pur- Manual tank cleaning is carried due University, Colorado State Univer- out by emptying the tanks of residual sity, Tony Macijewski and Longview volume before personnel enter them, Advisors. erect scaffolding and rinse with water The biggest challenge regarding the and chemical cleaning agents. widespread application of robotics Manual tank cleaning normally welding technologies is that it is costly generates a high volume of waste and to repeatedly program the robotic cut- a typical clean can involve 10–15 cu. ting machines off-line. This is less of a m. per assignment. “By cleaning the challenge in commercial shipbuilding water in the same operation, the vol- where there is a relatively “low mix” of ume of waste is reduced signifi cantly,” parts that can be cut in high volumes. said Stangeland. The new system will However, U.S. Naval shipbuilding fi t onto a truck, and once the system features a high mix of parts to be cut increase productivity is via automation, Wolf Robotics path planning software has replaced manual cleaning, vessels in low volume. Therefore, in practice, by eliminating off-line programming of with CAD model data from SSI’s Ship- will spend less time while docked in these are more likely to be cut manu- the robotic cutting machines. This will Constructor software as well as fab pro- connection with tank cleaning. ally by welders in the fi eld. The way to involve creating a process to integrate cess data from Edison Welding Institute. www.ssi-corporate.com

10 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (10-17).indd 10 1/8/2016 9:49:17 AM Report: Methanol a Viable Alternative Marine Fuel

Methanol has a “historic opportunity” Line. “I believe this report can help raise looking for a greener shipping fuels.” Energy website: http://1.fc-gi.com/ as a marine fuel, according to a new re- awareness of this marine fuel and serve The full Methanol as a Marine Fuel re- LP=8264. port published by research group FCBI as an important source of facts to anyone port can be downloaded from the FCBI www.fcbi-energy.com Energy. Despite having many attributes that make methanol an attractive, low- emissions marine fuel, it has sometimes been overlooked in policy and industry discussions, according to FCBI Energy, whose report Methanol as a Marine Fuel ﬁ nds the chemical to be a well-understood and safe to handle as a viable al- The heart of a ternative to changing to low sulfur diesel, installing scrubbers or converting to destroyer lies LNG. The new report, authored by marine in every vessel energy systems expert Professor Karin Andersson of Chalmers University in Sweden, set out to examine methanol’s we touch. viability as an alternative marine fuel. The study found that methanol is abun- dant, biodegradable (the effects of a spill on the environment are low), compliant with the strictest international emissions standards, and could even be 100 percent renewable. From a cost perspective, methanol prices show regional variation, and conversion costs are expected to drop dramatically as experience mounts. More- over, as it is a liquid, methanol avoids the need for the expensive cryogenic equipment required for LNG, the report found. Infrastructure costs are relatively modest compared to potential alternative solutions, and current bunkering infrastructure only requires minor modiﬁ cations to handle methanol. In 2015 Stena Line converted Stena Germanica, a large Ro-Pax ship, to run on methanol. “The handling and installation of a liquid like methanol had clear advantages over gas or cryogenic fuels regarding fuel storage and bunkering,” said Carl-Johan Hagman, CEO, Stena

ulou0o-|b|_|_;v-l;ro;uv;70|_;Cm;v|lbѴb|-uv_brvĺ Commercial vessels may face different challenges than combat ships, but the best ones have equipment inside that’s built to last. That’s why many commercial boat builders have turned to PEPCO – the foremost power distribution company for military boats and vehicles – to power their ships PLAINVILLE ELECTRICAL PRODUCTS COMPANY EW[IPP3YVIUYMTQIRXGER[MXLWXERHXLIWLSGOSJGSPPMWMSRWKYRćVIERH underwater explosions during wartime. Can yours? ĺo;u;7;r1oĺ1ol

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www.marinelink.com 11

MR #1 (10-17).indd 11 1/8/2016 9:49:38 AM GOVERNMENT UPDATE Limitless Salvage Whether driven by treasure hunting or environmental protection, the days of forgotten wrecks, even at great depths, is past.

BY DENNIS BRYANT

t seems like every month we see re- the wreck of the HMS Royal George. Wreck removal consists of the re- defi ned as the exclusive economic zone ports of long-lost maritime wrecks Salvage vessels, equipment, tools, and moval of hazardous wrecks, generally (EEZ) of a State Party. Effectively, it being discovered on the ocean bot- techniques have progressed far in the having little or no salvage value. Tra- makes wreck removal within twelve tom and treasures being salvaged intervening years. Regular salvage and ditionally, the hazard involved a hazard nautical miles of shore subject to coastal Ifrom great depths. We also hear regu- treasure salvage have advanced apace. to maritime navigation – in other words, state law and wreck removal between larly of oil being recovered from sunken The 1910 Salvage Convention codi- a wreck where all or part of the sunken twelve and 200 nautical miles of shore wrecks. There is now no practical limit fi ed the traditional law of salvage, fo- vessel had so little clearance above it subject to the Convention provisions. to the ability to recover objects from the cused almost exclusively on the right of that other ships might strike it. Govern- Removal is defi ned as any form of pre- sea fl oor, regardless of depth, currents, salvage for remuneration. This conven- ment agencies, including the US Coast vention, mitigation, or elimination of the weather, or other obstacles. The only tion has been largely supplanted by the Guard and the US Army Corps of Engi- hazard created by a wreck. “Hazard” has existing obstacle seems to be fi nancing - 1989 Salvage Convention. One of the neers, require such hazardous wrecks in been expanded to cover not only dangers and costs are decreasing regularly. major developments in the new conven- navigable waters to be removed by the or impediments to navigation, but also a Early salvors, such as Adolphus von tion was inclusion of a provision for spe- owner and to be properly marked until condition or threat that may reasonably Treileben in the 1664 salvage of cannons cial compensation to be paid to salvors such removal is completed. be expected to result in major harmful from the Swedish warship Vasa, used a for work to prevent or lessen damage to The 2007 Wreck Removal Conven- consequences to the marine environment diving bell to allow personnel to work the environment caused or threatened by tion was primarily intended to provide or damage to the coastline or related in- at a moderate depth and still have access the wreck or its cargo. While the intent uniform international rules and proce- terests of one or more States. to breathable air. The diving helmet and of this provision was admirable, special dures to ensure the prompt and effec- Subject to certain exceptions, the reg- dry suit were invented by Charles Deane, compensation salvage awards under this tive removal of wrecks and payment of istered owner of the wreck is liable for John Deane, and Augustus Siebe in the provision have, in practice, proven to be compensation for the consequent costs. the costs of locating, marking, and re- 1830s and used to recover cannons from minimal. It applies within the “Convention area”, moving the wreck. The registered owner is also required to maintain insurance or other fi nancial security for such costs, up to the amount calculated under the Convention on Limitation of Liability for Maritime Claims. This compulsory insurance provision is applicable to vessels of 300 gross tonnage and above fl y- ing the fl ag of a State Party and to similar vessels, wherever registered, entering or leaving a port of a State Party or arriving at or leaving from an offshore facility in the territorial sea of a State Party. The Wreck Removal Convention entered into force on April 14, 2015. A total of 25 nations, representing 58.09% of the world’s merchant fl eet, have ratifi ed the Convention and become State Par- ties. As a result, the majority of the vessels engaged in international commerce now carry wreck removal insurance. The United States has not ratifi ed the Wreck Removal Convention. Instead, it The Evolution of Subsea Tech As subsea technology has evolved, so too has the ability to work reliably, effi ciently and safely in the most harsh environments on earth. Pictured is Herbert Grove Dorsey with the Dorsey Fathometer around 1930. (NOAA Photo Library)

12 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (10-17).indd 12 1/7/2016 4:39:42 PM relies on statutes such as 33 U.S. Code salvage and environmental intervention. though its location was known, until Convention, was paid for by the Govern- section 409, which requires the owner or If the wreck or its cargo is valuable, intermittent oil slicks were traced back ment of Spain. It is expected that similar operator of a vessel that sinks in a navi- commercial salvors, often in coopera- to the wreck. Monies from the OSLTF operations in the future will be at least gable channel to immediately mark the tion with affected national governments, were used to pay for removal of more partially ﬁ nanced via the Convention wreck and to commence the immediate are undertaking salvage in extremely than 100,000 gallons of heavy fuel oil mechanisms. removal thereof. Federal law prohib- deep waters. In 1941, the SS Gairsoppa from the wreck. In 2011, the OSLTF The U.S. Coast Guard now routinely its the discharge into the waters of the sank off the coast of Ireland while car- was again tapped to pay for a survey of requires that oil be removed from sunk- United States of oil or hazardous sub- rying over 110 tons of silver. Much of the wreck of the tanker SS Montebello, en, grounded, and damaged vessels in stances and makes the owner or operator that silver and other artifacts were re- which was sunk by a Japanese subma- U.S. waters. This is primarily so as to of any vessel from which such discharge cently recovered, despite the fact that the rine off the coast of Cambria, California minimize the risk of environmental dam- occurs responsible for its removal or wreck lay about 15,000 feet beneath the in 1942. The survey revealed that the age. This practice also avoids later pay- remediation. In cases where the owner surface, far deeper than the wreck of the hull is structurally sound and that there ment for oil removal by the OSLTF and or operator does not immediately under- Titanic. More recently, a similar amount is little likelihood of an oil discharge in furthers the principle of “the polluter take removal and/or remediation action, of silver was recovered from the wreck the foreseeable future. In Lake Erie, fed- pays”. The days of forgotten wrecks, the federal government may do so and, of the SS City of Cairo, which sank in eral monies recently were used to fund even at great depths, is past. where possible, seek recovery from the the South Atlantic in 1942 at an even removal of oil and hazardous substances responsible person. Vessels may not greater depth. from the leaking tank barge Argo that operate on waters of the United States On the environmental side, oil is be- sank in 1937 during heavy weather. unless they have met the ﬁ nancial re- ing recovered from wrecks that have The depth record for recovery of oil sponsibility requirements relating to po- also been ignored for years due to the from a sunken wreck, though, is current- tential pollution from oil or hazardous depths involved and the previous lack of ly at 13,000 ft. (greater than the depth of The Author substances. The Oil Spill Liability Trust technology able to effect the needed re- the wreck of the RMS Titanic). It was Dennis L. Bryant is with Maritime Regu- Fund or the Hazardous Substance Super- covery. In 2001, it was determined that set in 2004, when remotely operated latory Consulting, and a regular contribu- fund (as applicable) is available to cover oil was being released from the wreck vehicles (ROVs) were used to remove tor to Maritime Reporter & Engineering removal and remediation costs incurred of the SS Jacob Luckenbach, a freighter oil from the wreck of the tanker Pres- News as well as online at MaritimePro- by the federal government. that sank in 1953 in 175 feet of water in tige, which had sunk in 2002 in heavy fessional.com. As salvage technologies have im- what is now the Gulf of the Farallones weather off the northwest coast of Spain. t: 1 352 692 5493 proved, wrecks that have been ignored National Marine Sanctuary. The wreck That oil recovery operation, occurring e: [email protected] for years are now being considered for was largely forgotten and ignored, even prior to adoption of the Wreck Removal IT’S DIFFERENT Whether you are navigating the Mississippi or operating in the Gulf, Louisiana Cat is there with products and services to support you. Cat propulsion OUT THERE... engines and generator sets are designed to meet your high standards for power, RELIABILITY Ï ANDÏ EFlCIENCYÏ TOÏ DIFFERENTIATEÏ your business in the marketplace.

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MR #1 (10-17).indd 13 1/6/2016 12:24:57 PM TRAINING & EDUCATION UPDATE Continous Improvement Implementing Continuous Improvement in Maritime Training

BY MURRAY GOLDBERG

ontinuous Improvement (CI) is a term we knowledge and skills are learned well by every trainee. hear a lot lately. Sadly, despite knowing the This applies equally to assessment. Our assessment term and possibly even applying CI princi- techniques must also effectively identify those trainees ples to some aspects of operations, CI prin- who did not learn the required knowledge and skills to Cciples are infrequently applied to in-house job and fa- the level required. Effi ciency is important, but second- miliarization training. This is a mistake. ary. First, it is neither diffi cult nor expensive to establish and maintain a program of CI for in-house training. Measuring and Managing Second, there is a good chance that if you do ignore CI, One of the cornerstones of any CI process is measure- not only will your training outcomes fail to improve, ment of effi ciency and effectiveness. A past mentor of but they will likely deteriorate, resulting in a deteriora- mine is very fond of the saying “If you can’t measure tion of safety and operational performance. After all, if it, you can’t manage it”. His point is that for any busi- you are not applying improvement principles, you are ness process, including training, unless you implement unlikely to be measuring outcomes. This is a recipe for a system of measurement to keep track of how well that deteriorating performance. process is functioning, there is no way to improve the The good news is that it is easy to begin implement- process. Only through measurement can we determine ing a program of continuous improvement in your whether changes to a process have been benefi cial or training. Even a modest program can yield signifi cant detrimental. So measurement is a core feature of any results. Once such s program has been launched, it can CI process. then be gradually and incrementally expanded making it more effective and more sophisticated. The improve- Key Performance Indicators ment in training outcomes, trainee satisfaction, safety What Is Continuous Improvement? In order to measure something, we fi rst need to es- and performance can provide a tremendous return on The term “continuous improvement” defi nes itself tablish a set of “Key Performance Indicators” or KPIs investment given the low cost and effort of implement- pretty well. Paraphrased from Wikipedia: which will be measured and tracked. These are indi- ing such a program for operational training. cators of effectiveness and effi ciency which provide a This is the fi rst article in a series of three which pro- A continuous improvement process (CIP or CI) is measurement of “key” or important aspects of training - vides a “how to” primer for implementing continuous an ongoing effort to improve products, services, or those aspects which are worth optimizing. For example, improvement in maritime training. The series provides processes. …. processes are constantly evaluated if one goal is to create a positive educational culture an introduction to continuous improvement, talks about and improved in the light of their effi ciency, effec- in your maritime organization, trainee satisfaction with measurement and key performance indicators, and then tiveness and fl exibility … the training process is an important element to opti- discusses some simple metrics and techniques that ap- mize. We would then choose a KPI which attempts to ply specifi cally to maritime training. • The core principle of CIP is the (self) refl ection of measure that aspect as closely as possible. processes. (Feedback) Whatever KPIs are chosen, they must be closely Why Now? • The purpose of CIP is the identifi cation, reduction, aligned with the high-level goals of the training orga- Before defi ning continuous improvement, it is im- and elimination of suboptimal processes. (Effi ciency) nization. Additionally, they must measure aspects of portant to note that this topic is especially timely now. • The emphasis of CIP is on incremental, continuous performance that: All vessel operators need to start thinking about this. steps rather than giant leaps. (Evolution) • Can be directly measured. Some important parts Vessels, equipment and job routines in the maritime So, CIP is the continuous process of refl ecting on the of any process are diffi cult or impossible to measure industry continue to become more complicated and task at hand and identifying and eliminating suboptimal because data is either not easily available, or because sophisticated. As a result, deeper knowledge and more practices in a series of incremental, rather than drastic there are too many confounding factors which make it specialized skills are required to operate safely. Much steps. diffi cult to isolate a particular indicator. of this knowledge and many of these skills are not or One possible issue with the Wikipedia defi nition is • The organization has control over. Even if it can cannot be taught in the required certifi cation courses. that it emphasizes effi ciency, but not effectiveness. As be measured, there may be little point, at least for the Instead, they must be taught as part of job and vessel a past university faculty member teaching safety-criti- purposes of CI, if there is no easy way to infl uence the familiarization training by vessel owners and operators. cal software systems, I can attest to the importance of metric. However, familiarization training in most organizations this distinction. Maritime operations are an excellent Another consideration is to choose KPIs which react has not changed much over the years and as a result example of safety-critical systems – ones which can reasonably quickly to changes made to training prac- there is an increasingly large gap between the sophisti- cause signifi cant damage or loss of life if not done well. tices. For example, although “days without safety in- cation of operational training and the training needs of While it is important to make training in any system as cident” is a critical KPI for any maritime organization, modern seafarers. A program of continuous improve- effi cient as possible, the primary goal in safety-critical the value is not likely to change quickly with small ment for operational training is a necessary tool to ap- systems is to make training as effective as possible. Ef- changes in training. Therefore as a training KPI it may ply to the task of closing this gap. fectiveness in our context means ensuring that required not be useful because it will be hard to relate changes in

14 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (10-17).indd 14 1/6/2016 12:25:13 PM this KPI to speciﬁ c changes in training. • Review performance in terms of In the February edition of Maritime However, if we take care of the “little” how well the changes made in the past Reporter and Engineering News we turn The Author things with carefully chosen KPIs (like improved the training KPIs. our attention to speciﬁ c CI techniques lifeboat drill frequency and effective- By doing this you are applying the phi- which can be applied to maritime train- Murray Goldberg is CEO of Marine Learn- ing Systems (www.MarineLS.com). An ness) the “big” things (like overall com- losophy of continuous improvement not ing. To do so, we will look at KPIs that eLearning researcher and developer, his pany safety) will take care of themselves. only to training, but also to the system are useful in this environment, and how software has been used by 14 million which ensures the continuous improve- to gather those KPIs. Until then, happy people worldwide. The Continuous Improvement Cycle ment of training. New Year and keep safe! There are many popular variants of CI “systems” including Deming, Six Sigma, Kaizen and many others. However, all of the systems are variations of a very basic CI philosophy which is implemented as a continuously repeating periodic cycle: 1. Run the system for some period of time (in our case, perform maritime familiarization and job training) 2. Collect and analyse KPIs 3. Propose and implement changes hoped to improve the KPIs 4. Go to step 1 At each iteration of the cycle, training changes which have improved the KPIs are kept, and those which have had no or negative effect are removed.

The Period of the Cycle The period of your CI cycle (the length of time that each cycle lasts) is determined by the organization’s ability to collect meaningful metrics and implement proposed changes. Depending on the size of an organization and the number of people it trains, this might be any- where from 6 months to a year or more. Remember, however, that CI is generally a process of making small changes, and that it is generally unwise to make too many changes during any one cycle since it may be difﬁ cult to determine which change affected the KPIs. Therefore, shorter periods, as long as they allow for meaningful measurement, will create a training organization which is more responsive to trainee and organizational needs, and which can make quick course corrections when a change is found to be detrimental rather than beneﬁ cial.

Meta Reviews In addition to the steps above, it is also important to periodically do a kind of “meta” CI review - a review to improve the CI process itself. This might include: • Reviewing the KPIs to make sure they optimally capture the aspects of performance most important to the training organization. In other words - do we have the right KPIs? Should any new ones be added? Should any existing KPIs be deleted or altered? • Review the period of the CI cycle to ensure it is neither too long nor too short. • Review performance in terms of success in being able implement changes that the organization felt were necessary.

www.marinelink.com 15

MR #1 (10-17).indd 15 1/7/2016 10:47:51 AM FIVE MINUTES WITH ... WSS Ships Agency’s Frederic Fontarosa Wilhelmsen Ships Service (WSS) is aiming to consolidate its position within the Ships Agency segment by building stronger agent-customer relationships. By doing so, Fred- eric Fontarosa believes the ﬁ rm can offer enhanced efﬁ ciency, understanding and value.

Frederic Fontarosa is a people person. Mixing an easy going, laid back French-American drawl with sud- denly energetic outbursts on subjects close to his heart, he’s engaging to talk to and easy to like. Seated in his Houston offi ce, although rarely sitting still, the WSS Director Ships Agency Americas is taking Maritime Reporter & Engineering News through his ambitions for a division of the global business that serves 581 regional ports and an average of 2000 vessel calls every single month. “It’s about the people,” he said. “Our people getting closer to the customer, and the customers’ customers, to understand their trading patterns, requirements and how our service solutions can help them meet their in- dividual objectives. “We’re a big company, but that doesn’t mean we can’t have close customer relationships – in fact our size actually makes it easier.” Fontarosa isn’t wrong about being big. Ships Agency is one of the oldest divisions of the worldwide Wilh. Wilhelmsen Group, and over its 40 year history has grown into a giant; boasting 1250 employees, 182 dedicated offi ces (alongside 438 sub agency offi ces), with the capacity to service ports in 132 countries. This size, as Fontarosa points out, brings obvious benefi ts for customers: “With a trading environment of low earnings, tight credit and high costs, a ships agency with our global network can offer international shipowners compelling advantages. These include the standardization of services, global reach, compliance, certifi ed employees, quality assured processes, E&O insurance coverage, data availability, and modern, integrated IT systems. The effi ciencies associated with this breadth of offer are immense. “Small agencies, which are normally represented in only one port, simply don’t have the fi nancial capability, geographical spread, or the desire to ensure those standards are embraced. That gives us, and our customers, a clear advantage.” But for all those benefi ts, some would argue that, in the world of ships agency, small is beau- tiful. Being small means these ‘mom and pop’ businesses can be personality focused, allowing them to forge close relationships with repeat customers. Isn’t this something an agency the size of WSS struggles with? The return of Fontarosa’s smile suggests not.

Local Knowledge, Global Reach Fontarosa describes WSS’ relationship with its customers as ‘peer-to-peer.’ implying that it views each other as partners, rather than service provider and client. To build the bonds within that partnership the fi rm has created something called the Global Agent Desk. “This means we appoint one person that is globally responsible for that shipping company,” he explains. “In essence this gives them the chance to build that mom and pop style relationship, but in a global sense rather than just at one port. That person becomes the customer’ single point of contact worldwide and, as a consequence, this drives huge effi ciencies as the fi rm no longer needs to deal with a myriad of mom and pops.” Frederic Fontarosa Joined Wilhelmsen Ships Service within the Operations department in France in 1994. Since then has held roles as Development Manager in the Africa, Middle East & Black Sea region (2001– 2005), Vice President International Sales (2005-2009) and, in 2009, was made Business Director, Ships Agency and Bunkers. In 2013 took on his current role as WSS Director Ships Agency Ameri- cas. Fontarosa on Fontarosa: “Every day is different, with a different challenge, I love it.”

“From behind my desk in Houston, thanks to WSS’ global reach, the world is my playground!”

16 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (10-17).indd 16 1/6/2016 12:26:41 PM And such through-the-line effi ciency, continually spring from Fontarosa: The “By presenting this vital information ing and the wider industry to car own- Fontarosa remarks, is key to “the new ‘effi ciency’ that comes with global reach in one package, from one source, cus- ers. “And when people are buying a new breed” of international ship operator. and scale, the ‘standards’ that one uni- tomers get the intelligence they need, car,” he comments, “they’re not think- “If you look at the evolution of the infi ed international operation can deliver when they need it,” Fontarosa stresses, ing about the road. But you take away dustry over the past decade there’s been for shipowners, and, the fi nal one, ‘intel- “rather than being swamped by a million that road, or give them one that’s full of a shift from traditional maritime to more ligence.’ “Translating the vast amount different emails from a range of different potholes, and then they notice. So we’re business orientated values,” he states. of information from our ports across the companies all round the world. working behind the scenes in a way, en- “Customers today expect ships agents to world into relevant intelligence yields “It’s streamlined, intuitive and intelli- suring the smoothest, most effi cient turn understand their entire business, not just real competitive advantages for our cus- gent, setting a new standard for adding around in port. That’s a fundamentally the vessel. That means they want us to tomers,” he says. When asked what he value to ships agency deliverables.” important role within the industry.” have an overview of their entire point- means by this he responds with an expla- In addition, Trade Talk Desk is an em- As the interview draws to an end, to-point trade, but also the needs of their nation of WSS’ Trade Talk Desk. bodiment of the future of the ship agen- WSS’ Ships Agency Director Americas customers – the person who they’re ship- “That encapsulates our added value/ cy business. “I foresee the future ships reveals that he is as almost as global as ping the products or commodities for. intelligence proposition,” and is an area agent to develop into a relevant source his employer. WSS’ global reach and resources allow for investment for the company, Fon- of local market intelligence information “I was born in France, to an Italian us to achieve this.” tarosa said. “In 2013 WSS created the enabling customer to make sound com- mother and Spanish father, moved to In assessing the evolution of the busi- Trade Talk Desk in four strategic loca- mercial decision,” said Fontarosa. To the U.S. to study, liked it and stayed. Af- ness, Fontarosa has a long history per- tions around the world – here in Hous- this end, “WSS is investing in dedicated ter graduating I’ve lived and worked in sonally and institutionally from which ton, Singapore, Geneva and Dubai. The people and system (Trade Talk Desk) the Caribbean, Scandinavia, the Middle to draw. “Ships agency, and shipping in desks, which work across their time who will become customer central focal East, Southern Europe and now I’m back general, remain a very traditional busi- zones to give our customers 24-hour point of contact for local market intelli- in the U.S.” He laughs: “That interna- ness,” Fontarosa said. “If I was to point coverage, deliver relevant, timely and gence.” tional perspective gives me a foundation out one element that drove changes into accurate information to our customers. to understand and adapt to different busi- the industry, it would be the arrival of They structure this data and package it On the Right Road ness cultures and the opportunities and internet and its various means of com- in a way that is easy to understand and Despite his passion and obvious en- challenges they represent. WSS is the munication which brought more trans- access.” This information is broad-based thusiasm for his cause, Fontarosa is can- same. Its global understanding and local parency.” and comprehensive, covering everything did enough to admit that “seen against knowledge helps it provide the best ser- from port news and port facilities devel- the totality of the shipping industry, vices to all its customers. Intelligence to the Fore opments, through to cargo statistics, ves- ships agency is somewhere near the bot- “And, when it comes down to it, that’s When outlining the benefi ts of his sel line-ups and breaking news, such as a tom of the food chain.” what is most important in this industry, fi rm there’s a coterie of keywords that port closure due to bad weather. He likens the segment to road build- and any other, the people.”

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MR #1 (10-17).indd 17 1/6/2016 12:27:32 PM MARITIME SECURITY Modern Piracy & International Shipping ... the Challenge Continues

BY TOM BOWMAN

ravelling by ship, whether for of the past, and modern Somali pirates have decreased, piracy is still rife, and Combating Pirates trade, exploration or war, has replete with assault riﬂ es and RPGs. has shifted to areas of increasing trade The most aggressive methods are of- Tbeen one of the most important Both have been incredibly problem- and shipping. For example, there has ten seen as the most effective, as they parts of human history. As the global atic for international shipping, and their been a dramatic rise in Piracy in South are said to provide a more permanent economy progressed and developed, ubiquity is not unfounded; Somali based East Asia. Similarly, the scope of at- solution to piracy. This is not necessar- the importance of shipping skyrocketed. Piracy cost the international community tacks has widened, meaning pirates are ily true however, as attacks from pirates While the advent of the car and plane over $6bn in 2012 alone. Somalia is not increasingly attacking any and all ships. continue to increase despite a more con- heralded new eras of transportation, the only source of Piracy either, and it is Surprisingly, even warships can be tar- certed global effort to combat it. Never- shipping has always been of vital impor- easy to see just how much these attacks geted, with pirates attacking two sepa- theless, having arms and armor available tance to humanity. Vessels have changed impact on world shipping. However, rate warships in 2010. to crews is a popular method of provid- dramatically over the years, but continue the past few years has seen a decrease As part of this increase in scope, at- ing security. The weapons used are not to be responsible for the bulk of interna- in Pirate attacks, and particularly in and tacks are becoming more and more necessarily lethal, however, and non-le- tional trade. However, piracy continues around Somalia. There are many reasons deadly, with Pirates increasingly using thal explosives for example have proven to be a major problem, and as developed for this, though one important cause is high-powered weapons. The ultimate to be effective in keeping pirates away in line with International Shipping. At- the increased reliance on Maritime Se- aim of any attack is to board the target, from ships. One of the more ‘fantastical’ tacks cost the international economy an curity. International Shipping makes up which happens in 75% of all attacks. The examples of non-lethal weaponry is the unparalleled amount of money, which 80% of all world trade, and so it is no methods used to stop this include ‘pas- Long-Range Acoustic Device (LRAD), explains why crews and companies go to surprise that both pirates and Maritime sive’ methods that aim to make board- which uses focused sounds well above such lengths to protect themselves. Security Personnel are so common. Nev- ing physically impossible and more the human threshold to incapacitate po- ertheless, there are a variety of solutions aggressive solutions that directly com- tential attackers without any permanent Modern Piracy and its Impact available to vessels and shipping crews, bat Pirates. These range from Private damage. Piracy is synonymous with two imag- each with their own advantages and dis- Maritime Security, to advanced Acoustic One of the most common methods of es; swashbuckling, romanticized pirates advantages. While overall attacks may Weaponry. ﬁ ghting piracy involves the employment

There are multiple methods to successfully thwart piracy, ranging from armed guards to less aggressive means, such as water hoses.

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18 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (18-25).indd 18 1/6/2016 10:35:48 AM of Armed Security. Studies have shown Preventing Attacks Other so called ‘passive’ methods are for a short while. Nevertheless, for some that the presence of Private Security dra- On the other hand, there are methods even less ‘active’ than the ones men- smaller ships evasion may be a viable matically reduces the chances of a suc- that seem far less aggressive. These tioned above, but are no less effective. method of avoiding attack. cessful Pirate attack, and simply by hav- methods are often referred to as ‘pas- One common example of this is barbed ing Security Personnel present potential sive’ solutions, in that they offer static wire, which has been used on some ships attackers can be deterred and crews can deterrents to Piracy, and in particular simply to provide a psychological de- feel more confi dent in traveling through boarding. Water hoses, for example, terrence to pirates. Furthermore, it can certain areas. Security forces can also are employed by many ships as a cheap make it far more diffi cult for Pirates to make use of non-lethal weaponry, mak- yet effective method of preventing the board a ship. One method which is com- The Author ing them a more palatable solution for boarding of a ship. Even at low pres- pletely passive, however, is for ships to many crafts. sures water hoses can be enough to deter simply change course and avoid the ma- Tom Bowman is SafeGuard’s leading This is important because piracy has and disorient Pirates, and when used in jor areas of piracy. This does not neces- ballistics expert and has written a num- increasingly shifted its sights to civil- tandem with other methods can success- sarily guarantee the avoidance of an at- ber of articles specializing in Maritime ian crafts, and having discreet protection fully keep ships safe from attack. Using tack, however, but certainly reduce the Security and Piracy. He helps guide re- will be important to these vessels. This foam, for example, can create slippery likelihood. Research has shown though search and development into body ar- can be achieved by non-lethal weaponry surfaces that will make boarding impos- that piracy shifts to refl ect major ship- mor through his work on the Shipping and covert Kevlar vests, helping to keep sible even if Pirates can get past other ping routes, and evasion adopted en Industry. the security forces secure. methods being used. masse may only serve to delay pirates

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MR #1 (18-25).indd 19 1/6/2016 10:37:09 AM MARITIME SECURITY

Cyber World Safer Seas via Phantom Ships BY EMIL MUCCIN

re we that far away from From a recent conference I attended in Control Systems (ICS’s) aboard vessels. do plenty of damage. phantom fully autonomous Brest, France it was indicated that cyber This will be the primary intrusion mech- Another area of signifi cant impor- vessels plying the world’s threats can come from three sources: anism for cyber-attacks via unauthorized tance is the use and control aboard ves- seas? Not according to internal, external, and sabotage/espio- access to the vessels control systems sels of Programmable Logic Controllers Amany in the know. Many predict by nage. It was noted that external threats and networks utilizing communication (PLC’s). Most non-technical person- 2020 that we will see this type of ship get the most publicity and news but that channels. Predominantly this will be ac- nel are not aware that a PLC is a type with a limited crew in smaller applica- internal threats had the potential for be- complished via remote Radio Frequency of computer that controls most devices tions such as the marine highway short ing the most-costly and severe. Each (RF) interception unless the attack oc- and equipment in today’s world. Not haul scenarios, local ferry service such of these threat categories brings with it curs on the vessel, most likely through a only does it control the equipment, it as the Staten Island ferry and offshore specifi c factors that must be addressed USB port or a serial port. also troubleshoots it and acts as the brain supply boats in the Gulf of Mexico. by the maritime community as we move Intangible is a key word to look at in of the device. This maybe the Pandora’s Phantom/drone unmanned ships re- forward in our quest to unmanned ves- the wireless world as every wireless de- box or Achilles’ heel of the PLC as it is portedly would be safer, cheaper and sels. This paradox has taken on a new vice is simplistically a radio that is con- the back door for someone to get in and less polluting for an industry that carries meaning as we take leaps and bounds to stantly sending and receiving data and control your equipment. Engineers use approximately 90% of the world trade. compete with other industries that are signals. This makes them and all ship- remote PC’s to access the PLC to per- However as with aircraft drones and on successfully using autonomous technol- board systems that require these trans- form maintenance and troubleshoot the the horizon driverless auto’s, we must be ogy. These include aviation with drones missions extremely vulnerable. A prime equipment. concerned with regulatory and safety is- and now automotive with Apple, Google example of this vulnerability was the re- Research and a recent survey have sues. Of utmost importance is the safety and Tesla in the lead to be the fi rst with a cent University of Texas GPS spoofi ng shown that a typical ship can have any- factor as in most industries it fundamen- fully automated hands off the wheel au- of a luxury yacht in the Gulf of Mexico. where up to 36 PLC’s onboard. It pro- tally comes down to human or “pilot er- tomobile. It truly is becoming a science Researchers, relatively easily with mini- vides the opportunity for intrusion by ror.” So if we can remove the mariner fi ction movie in a “Future World”. mal cost, were able to divert this yacht the cyber hackers and relatively new

As technnology continunues to march forward faster regarding Autonomy and Big Data usage in the maritime realm, the matters of autonomy and Cyber Security become inexorably linked. Cyber threats essentially come from three sources: internal, external, and sabotage/espionage; while external threats get the most publicity, internal threats have the potential for being the most severe.

from the equation we have in theory How do we in the maritime and ship- off its intended track with no alarms hacktivists (foreign group of politically made the shipping industry safer. This ping industry stay ahead of the curve and being sounded. It was truly a remark- active hackers with anti-US motives) at factor along with the reduction in cost of plan for success when we fully do not able feat with little fanfare. Imagine if multiple entry points. crewing and fi nding competent mariners have a solid grasp of the magnitude of a hacker had done this to a commercial What can a ship do to prevent this level may make this option much more viable cyber threats and crime banging on our vessel coming into New York Harbor? of infi ltration with the potential of losing to shipping companies on the fence. portholes? Or what about a hacker getting into the control of all or some ship functions to These sudden advances in technology Although the technology is there many ECDIS chart database and moving one an outside source? Sources such as the will also bring with them the potential have not fully embraced it from both an buoy that could put a vessel at jeopardy U.S. Navy are in the process of devel- for intrusions via the cyber world so we evolutionary and defensive posture and of going aground or worse. oping a Resilient Hull, Mechanical and must stay ever vigilant and “install plan much needs to be done before it can be In our current cyber world these elec- Electrical Security system (RHIMES) by design measures” to thwart these po- fully implemented or combatted. If we tromagnetic anomalies allow every on- that will perform as a cyber protection tential infi ltrations. When we contem- do not move quickly the potential for board device that can receive these sig- system using plan by design measures to plate cybercrime and security many in- a catastrophic event with major conse- nals whether the GPS, AIS, ECDIS or a make its onboard mechanical and electri- dividuals think in a narrow focus of the quences increases proportionately. PLC to be a potential source and gate- cal control systems resilient and with the hacking recently of the OPM database Of utmost importance as we move way for cyber criminals to connect to the ultimate goal resistant to cyber-attacks. and the theft of personnel data as well as forward in the autonomous world is the ships systems. Once inside the device or Mechanical and electrical control sys- the Target chain credit card breach. development of safeguards to Industrial network, the hackers have the ability to tems have been previously attacked with

20 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (18-25).indd 20 1/6/2016 10:41:19 AM the most famous being the Stuxnet virus this point hasn’t received any requests or type vessels would marine insurers fi nd tablish protocol, policy and procedures and computer worm. This cyber breach proposals concerning unmanned or au- them seaworthy? for designing (plan by design measures), and sabotage attack occurred in 2010 tonomous vessels. This scenario could As we move forward we may fi nd it developing and implementing our next via what is believed was an internally lead to a quagmire as without IMO rules prudent to bring subject matter experts “Future World” drone ship with a full infected USB fl ash drive that attacked pertaining to remote-control or drone together at an international forum to es- cyber security suite. controllers at an Iranian power plant and took control of the nuclear centrifuges, eventually taking control of the PLC’s and causing the centrifuges to run at ex- ceptionally high speeds to the point that they destroyed themselves. It now is up to the maritime community to collaborate with the Navy and the major PLC manufacturers including SHIP-BOARD NITROGEN Siemens, Rockwell, Mitsubishi and GE to safeguard their vessels now and as we LNG/LPG Chemical Product Tankers and Barges FPSO/FSRU OSV move forward with the next generation of autonomous vessels. GENERON® offers innovative How can we in the maritime industry Nitrogen Generators, Integrated bring these safeguards and technology Compression Packages, and Inert together to make our business stronger Gas Blanketing Systems. and less vulnerable. Although many 95% to 99.999% Purity Available may say we are over-regulated it just New Builds for Engine Room might be benefi cial for the International Retrofit Designs for On-Deck Operation Maritime Organization (IMO) or some Dew Point of -70°F Standard other international body to step in and (-100°F Available) develop some rules and regulations for Enclosed Cabinet Designs both maritime cyber security and au- Open Frame or Skidded Designs tonomous vessels. For as we know they both impact each other greatly and now at the infancy of the later might be the For more information contact: most prudent time. +01-713-937-5200 International conventions that set www.igs-global.com minimum crewing requirements do not Compressed Air Package Nitrogen Open Skid Nitrogen Cabinet at this time recognize unmanned/autonomous vessels as legal entities. Their fore it falls on the country of registry to regu- late these vessels within its own waters and enforce international rules. IMO to

The Author

Emil Muccin holds the current position of Assistant Department Head, Maritime Business Division of Marine Transpor- tation Department and is also an As- sociate Professor of Nautical Science at the United States Merchant Marine Academy. He previously was the Ma- rine Transportation Department STCW Coordinator. Additionally he is the Fac- ulty Advisor to the Cyber Defense and Propeller Clubs. Muccin graduated from the USMMA with a BS in Nautical Sci- ence and from Pace University with an MBA in Information Systems. He sailed for many years as the Master of paddle wheelers on the Hudson River.

* The views expressed in this article are the author’s own and not those of the U.S. Merchant Marine Academy, the Maritime Administration, the Depart- ment of Transportation or the United States government.

www.marinelink.com 21

MR #1 (18-25).indd 21 1/8/2016 4:48:16 PM MARITIME SECURITY

Cyber Security In Shipping & Offshore Ops BY HENRIK SEGERCRANTZ

lobal shipping and offshore needed maintenance service. Shipown- munication capacity was discussed at a truly global coverage and also, at each oil and gas operations are ers and oil companies develop their inte- conference on future unmanned vessel given time the satellite disk is looking at increasingly dependent on grated energy management systems. The operations arranged by NorShipping, in the next cell as well. The connection gets integrated networks, based risks for data security violations are in- Oslo, Norway, June 2015. In that context, more secure, it gets more back-up, and Gon various software and data transfer creasing, requiring focused countermea- security was also touched on by Ronald the security itself is of highest priority solutions. Systems and equipment on- sures including actions by all parties. Po- Spithout, President, Inmarsat Maritime. when it comes to designing the new net- board are interconnected, monitored and tential cyber security threats for shipping Inmarsat plc is a leading provider of work.” The new network was scheduled controlled through an onboard automa- and offshore oil and gas installations global maritime satellite communica- for launch towards the end of 2015, after tion network. Onboard systems are in- follow to a large extent those of onshore tions, and Spithout said that a cluster of Inmarsat having achieved global cover- creasingly also connected ashore to the industries and companies, including also satellite cells for communications is cur- age by adding a third satellite providing owners’ or technology providers’ control the element of satellite communications. rently being built around the world, pro- a completely new way of dealing with centers. Equipment manufacturers want viding security and redundancy, based trafﬁ c signals increasing security. “In the to remotely upgrade the software of their Major Developments in SatCom on beams and cells, “where each beam future there will be more than one satel- systems and monitor their use to be able With the increasing sea-shore trafﬁ c will have up to 89 little cells which are lite connection link with the vessel pro- to optimize operations and to scheduled the future availability of satellite com- all in relation to each other so you get a viding reliability and redundancy.”

The amount of communication options is growing for shipping and offshore installations. Communication broker solutions from Maritime Communication Partner (MCP) is shown at left and Inmarsat Plc at right. Sources: DNV GL, MCP, Inmarsat Plc Inmarsat Plc DNV GL, MCP, Sources:

22 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (18-25).indd 22 1/6/2016 10:45:51 AM TOP 10 Pressing Cyber Security Needs

A study made by DNV GL (*) revealed the top ten most pressing cyber security vulnerabilities for companies operating on the Norwegian Continental Shelf. These were:

1. Lack of cyber security awareness and training among employees 2. Remote work during operations and maintenance 3. Using standard IT products with known vulnerabilities in the production environment 4. A limited cyber security culture among vendors, suppliers and contractors 5. Insufﬁ cient separation of data networks (Photo: Nina Rangøy) 6. The use of mobile devices and storage units including smartphones “In theory, all programmable components may be exposed 7. Data networks between on- and offshore facilities to cyber threats, be it machin- 8. Insufﬁ cient physical security of data rooms, cabinets, etc. ery, navigation or communica- 9. Vulnerable software tion systems.” 10. Outdated and ageing control systems in facilities.

Tor E. Svensen, * Published by DNV GL on November 30 for Norway’s Lysne Committee CEO, Maritime, DNV GL

He described how, together with Cisco Systems Inc., a software layer is being developed around the Inmarsat satellite network. CRANES. “It is an enormous project which will see the light in 2016. The ownership of the terminal will be separated IT’S WHO WE ARE. from the ownership of the traffi c, where the ownership of traffi c can be defi ned based on the type of application Essex Crane Rental Corp is the largest owner of traditional or the type of sensors or the destination of the traffi c and crawler cranes and Ringer attachments in North America then the application providers will deal with the traffi c and the costs of it so that they can provide fl at fees of their applications towards the vessel.” Did you know traditional crawler cranes typically outperform their He said there might be hundreds (of applications) hydraulic counterparts in saltwater which will see the light in a year or two. Inmarsat re- and waterway environments due to ported in November that the I-5 F3 (the third satellite their limited electrical components? mentioned above) had been successfully launched, in August, ‘putting Global Xpress (GX) on track for the CRANE RENTAL + SALES introduction of global commercial service by the end We can equip all of your marine and of the year.’ Inmarsat will also launch Fleet Xpress, its waterway projects with the highest maritime service based on Global Xpress which will be quality traditional Manitowoc and the world’s fi rst hybrid Ka/L-band mobile satellite sys- hydraulic Liebherr crawler cranes for tem. sale or rent.

‘Class’ Intensiﬁ es its Work CRANE PARTS + SERVICE The maritime and offshore Oil and Gas industry has We have service centers strategically seen cyber events such as manipulation of AIS, EC- located across the country and DIS and GPS data and as hacks on port IT systems and dozens of the highest-factory trained breaches in the bunkering community, such as the cyber and field experienced technicians attack that was reported to cost World Fuel Services an dedicated to servicing all makes and estimated $18 million. models of cranes. According to DNV GL just in year 2014 more than 50 cyber security incidents were detected in the Norwegian CALL FOR A QUOTE TODAY! energy and oil and gas sector. The maritime industry (888) 991-4100 with related authorities, such as the USCG in the United www.essexcrane.com

www.marinelink.com 23

MR #1 (18-25).indd 23 1/7/2016 3:32:28 PM MARITIME SECURITY

A cluster of satellite cells for communications is currently being built around the world, providing security and redundancy, based on beams and cells, “where each beam will have up to 89 little cells which are all in relation to each other so you get a truly global coverage and also, at each given time the satellite disk is looking at the next cell as well. The connection gets more secure, it gets more back-up, and the security itself is of highest priority.” Ronald Spithout President, Inmarsat Maritime (Photo: Inmarsat)

States and ENISA in Europe, as well as systems against well-known standards the Maritime sector, said that high-speed offered by DNV GL’s own Marine Cy- classifi cation societies have their full fo- and best practices. Using a combination ship to shore data communication will bernetics unit. Through combining so cus on cyber security matters. of software failure mode knowledge and offer the opportunity for malicious at- called Hardware In-the-Loop (HIL) Classifi cation societies such as ABS offshore industrial control system expe- tacks, and attempts to actually control testing with cybersecurity testing, typi- Group and DNV GL provide advice, rience solutions required to reduce the or damage ships or property. The area of cal threats such as network storms and consultation, services and updated regu- risk of downtime or safety incident are cyber security will see a lot more atten- penetrations, password attacks, discon- lations aiming at minimizing the threat assessed, for complex, high consequence tion in the years to come, addressed in nections and communication failures can of malicious attacks. vessels such as semi-submersibles, drill- the rules and procedures. Earlier in the be addressed. The Integrated Software ABS provides a range of cyber secu- ships and FPSOs. Reference standards year he summarized that “in theory, all Dependent Systems (ISDS) standard, rity services including the identifi cation mentioned by ABS include ISO-IEC programmable components may be ex- originally developed for the offshore in- of a company’s Security Baseline and 62443, NIST 800-53&82, WIB, and posed to cyber threats, be it machinery, dustry look aim at ensuring reliable and level of potential risk to an attack, ex- other Industrial Control System specifi c navigation or communication systems.” safe operation of the vessel’s integrated amining and assessing the physical and cybersecurity standards. He recommends self-assessments and and stand-alone control-systems. “If you logical security of the industrial control At DNV GL, Tor E. Svensen, CEO of also third party audits, such as those have already taken care of software in-

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24 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (18-25).indd 24 1/6/2016 4:08:21 PM The Av-Test IT Security Institute in Germany registers more than 390,000 new malicious programs every day.

tegrity, installed data protection and assessed the risks e.g. with HIL testing or ISDS, you are in a good position to take the next step in improving cybersecurity,” Svensen said. Classiﬁ cation companies have much to contribute when deﬁ ning cyber security requirements and in es- tablishing rules, class notations, recommended practices and guidelines, and also in supporting companies with industry protocols such as ICCP, UCA and DNP. Also the U.S. Coast Guard works with DNV GL on building a regulatory framework and providing comments to the USCG “Guidance on Maritime Cyberse- curity Standards.”

USCG Guidance on Cybersecurity DELIVERING MAMARINENE SESERRVIVICESES, After a year-long development process the U.S. Coast Guard launched its cybersecurity guidance ini- , FOR OVER tiative on January 15 this year, through hosting an interagency public meeting on the subject ‘Guidance on At Técnico, we take pride in our ability to assemble large numbers of skilled Maritime Cybersecurity Standards.’ It has its original tradesmen to accomplish turn-key projects. Our entire workforce is committed to exceeding our customers’ expectations on time… within budget. background in the Maritime Transportation Security Act law enacted after September 11, 2001, and in more recent set governmental requirements which also base on the Cybersecurity Framework of the National Insti- tute of Standards and Technology. Through the initia- tive the Coast Guard looks for the industry and public to participate to help develop policy and the most effective cybersecurity regulations for the maritime industry. In this process, the Coast Guard asked for feedback or questions on various cybersecurity issues through a dedicated website, to be considered when developing their relevant guidance, which may include standards, guidelines, and best practices to protect maritime criti- AN EMPLOYEE OWNED COMPANY Headquarters: 831 Industrial Ave. | Chesapeake, VA 23324 Técnico Corporation cal infrastructure. In the process USCG stressed the Phone 757.545.4013 | Fax 757.545.4925 Marine & Industrial Contractors importance of full transparency and cooperation with NORFOLK, VA • MOBILE, AL • PHILADELPHIA, PA • SAN DIEGO, CA tecnicocorp.com its interagency partners and the maritime community.

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MR #1 (18-25).indd 25 1/6/2016 10:46:17 AM FISHING VESSEL FOCUS

Fishing Fleets of Non-EU Europe: Europe’s Profitable “Outsiders”

BY WILLIAM STOICHEVSKI

ith three species of mi- Unconventional Icelandic designs, too, cumulate fi sheries quotas look set to be- Change-Aware grating cod to fi sh and are gaining ground here as catches and come true in 2016 for smaller vessels of “There’s certainly no crisis,” Norwe- new commercial species profi ts soar. 11 meters to 15 m length. The optional gian Fisheries Directorate spokesman, arriving as oceans warm, Stirring the stream of new-builds are new regime creates a “free (coastal) fi sh- Olav Lekve, says. Directorate numbers WNorway is a fi sheries Valhalla. Yet, re- rules, anticipated rules and cross-border erman” class who need not buy quotas. show margins are up 13%. “(Norwegian cent boat sales suggest the Scandinavian catch agreements. In Norway, authorities Those that do can also buy two “extra fi shermen) sell to the whole world and country’s role is changing. Vessel orders have dropped limits on a coastal vessel’s quotas” beyond the ones they’re allotted. there are many products that vary a lot and rules in Norway are propping up length in favor of regulating the size and These strictures and new catch agree- in price.” yards and designers on Europe’s fringes. type of its hold (tank design rules and ments with the EU mean quotas are go- Wild salmon sell at “pretty high pric- Medium-sized hull orders for Roma- DNV Class 1A1). The result has been ing unused in Norway, where catches es” in Europe. Lekve also points to the nian, Russian and Turkish boat build- owner interest in new ship designs and have grown just as vessel numbers have “very detailed regulation” that boat owners are new, while large vessel orders modifi cations amidships. Crucially, for fallen (from 6,500 in 2009 to 6,000 in ers submit to. He says they’ve learned to for Denmark or Spain continue apace. now, rules allowing larger vessels to ac- 2014). take advantage of every change thrown

Modern Flagship The Havyard-built Smaragd, autumn 2015. (Photo: courtesy Havyard)

26 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (26-33).indd 26 1/8/2016 4:53:30 PM Modern Upgrade The Seacon Stokke Senior. at them: “Quotas, fi shing areas, equipment, measures to protect young fi sh … (Image: Courtesy Seacon) They’ve been pretty positive about it all. They are used to being regulated.” One of those changes affects vessels of 60 m and longer and appears to allow them to pursue coastal cod, the Barents Sea’s shoals and the under-pressure North Drydock your Sea cod shared with EU fl eets. In 2016, these large vessels will fi ll six quotas — ship here! three for pelagic (schooling species) and three for “bottom feeders” — and they’ll have “more freedom to choose the gear they use,” said Lekve.

Booming Norwegian shipyard Kleven seems to be capitalizing on the new rules and limits. With Denmark’s quotas for most species rising after a recent Norway-EU round of negotiations (minus Iceland), Kleven will supply a 90 m SALT 0155 design for Danish Gitte Henning. Tol- erances on equipment choice allow for family before self, safety above all a combined pelagic trawler and purse seiner 17.8 m wide. The newbuild will be the largest pelagic vessel in its segment, detyens.com Kleven says. The deal is the fourth ﬁ sh-related newbuild for Kleven’s Myklebust Verft since Charleston, South Carolina June and a suitable prize on its 100th birthday. Norwegian suppliers Brunvoll, Scana Volda, Hareid Elektriske, Karmøy Winch and MMC are in on a build due at year-end 2017. Kleven’s order book now stands at 16 vessels worth NOK10 billion. The

Pretty Big With 25 percent of a catch shared with LEADER Europe, large vessel order in Norway are sure to continue. The 74 m, Havyard-de- in Custom Watertight signed Smaragd for an owner of the same Doors & Hatches name attracted much attention for its cutting-edge equipment and ability at its for Naval baptism this fall. Its cargo hold, at 2100 Applications cu. m., is 300 times the smallest vessels. The purse-seiner and pelagic trawler is • DDG • CVN 77 built for the open Atlantic’s herring and 1000 • LPD mackerel and will pump these aboard • LCS • USCG from nets astern and amidships. • INLS Deepwater Pon Power delivered the main Caterpil- lar 4,000 kW engines and two auxiliary C32’s of 994 kW. Rolls-Royce delivered ENGINEERING + EXPERIENCE = A WINNING TRADITION™ the propulsion and Finnøy Gir & Pro- peller the gears. Brunvoll supplied the tunnel thrusters and Norwegian Electric Walz & Krenzer, Inc. Systems the electric thruster motors. 91 Willenbrock Rd., Unit B4, Oxford, CT 06478 • www.wkdoors.com Rapp Marine, Adria Winch and Seaon- Tel: 203-267-5712 • Fax: 203-267-5716 • E-mail: [email protected]

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MR #1 (26-33).indd 27 1/8/2016 5:01:47 PM FISHING VESSEL FOCUS (Illustrations: courtesy Seacon) (Illustrations: courtesy Seacon)

Rolls-Royce Secures Trawler Contract Norway’s Kleven won a contract to build a fi shing ves- The vessel owner has decided on the Rolls-Royce NVC and equipped with a range of Rolls-Royce equipment, sel to be designed and equipped by Rolls-Royce. The 374 WP design, which features an onboard factory for including main engine, auxiliary engines, thruster, au- stern trawler has been ordered by French fi shing com- the production of fi sh fi lets, and has a storage capacity tomation, hydraulic winches and the Wave Piercing de- pany Compagnie Des Peches Saint-Malo S.A. & SAS of 1,400 cu. m.. There’s also a 550 cu. m. fi shmeal stor- sign. The vessel is scheduled to be delivered from the Comptoir Des Peches D’Europe Du Nord – Euronor. age hold. The ICE 1A classed vessel will be 80 m long, yard in September 2017. (Image: Rolls-Royce)

28 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (26-33).indd 28 1/6/2016 10:54:58 AM Seacon TA Senior Innovation

FAR LEFT: An LNG-fueled concept, the Roaldsnes.

The Seacon SC 34 Breivik Junior and the Seacon T.A. Senior.

Biggest in class: Kleven’s Gitte Henning newbuild. (Illustration: Handout)

ics delivered the capstan and winches. Fantastic Plastic For the crew of 16, Maritime Moniter- Norway has been good, mostly, for ing put in the cabin furnishings. With the Icelandic builder and designer Seigla, all-important winter season and fi sheries deliverer of over 120 boats, 30 of them to a wholly-owned subsidiary of Steel Dynamics, Inc. talks in London underway, all four Sma- Norway. Seigla’s vacuum formed plastic ragd captains were out at sea or occupied designs are selling. The traditional Nor- and could not be reached for comment. wegian and Icelandic sjark (say shark) has been made by Seigla into a high- Rise of Seacon speed (if desired) custom-build. The 90-foot MS Stokke Senior being Two Seigur T1100-Liberty auto-liners built for a similarly named owner is a will be delivered to Norwegian fl eet combi-boat for coastal waters and part owners in Bodo in 2016. Three sjarker purse seiner, side hauler and trawler. The are on order for coastal fi shermen. “2015

build at Yaroslav Shipyard in Russia will was a fantastic year. 2014 was very good

include Stadt-built diesel-electric and year,” says Dutch expat Sander Nieuws- Heimdal propellers; Triplex cranes and tad. “We are working now on 2017 and U.S.A. producer of SMV Hydraulic winches. This SC 90 — ﬁ ve large auto-liners for Norway and a wide variety of standard beams and channels, third of its type — will process pelagic Iceland.” and custom steel shapes and whiteﬁ sh, cooled in tanks or kept Nieuwstad claims skippers have been live in wells. calling the T1100 and related designs Now serving the water-related vessel industry

Recent oversized catches of mackerel, “catch machines” that use up every cen- herring and cod have topped what Lekve timeter of space while providing over- says has been 10 years of stable earnings. head cover for the work of fi shing. Bulb Flats The savings are now being reinvested. Seigla celebrated 25 years this year by Attracting that investment is Nordfjord’s introducing the S XWL 1500 Liberty, Seacon and nearby Stadyard, builder of “14.99 m and 6.5 m wide” and featuring Range 140 mm—240 mm * the Seacon SC 15 (emphasis on “15 m”), six single cabins or — “to increase the ABS Grades A, B, D, E, and AH36 the yard’s 39th new-build and a combined size of the hold” — four cabins of two *Sizes 260 mm and larger purse- and side-seiner. A Polish yard will bunks. Cargo holds range from 70 m3 to build the hull, with its 8 m beam, for Sea- 90 m3. Autoline systems of up to 40,000 are under development. con’s 15th sale in Norway. Seacon says hooks are handled by the Liberty’s Mus- the new-build T.A. Senior will “replace” tad Autoline system. In response to Class a 2001 version of the same name (now and the authorities, Seigla has adjusted quayside and laden with fi sh). the ballast and, it is understood, the keel. Seacon’s SC34, at 34 m, is also hitting One skipper reported in the Norwegian the mark with metal hulls and fi ttings press had his fi rst Seigla-made vessel pieced together in Russia, Romania and catch fi re at harbour. He said he had no For inquiries, call 1-800-828-6848 Turkey for customers in northern Nor- qualms about ordering another. or email [email protected] way. Build No. 10, the coastal seiner “I called (Seigla) the same day (the 1-800-828-6848 MS Breivik Junior for Breivik AS, will vessel was destroyed) and ordered a new or email [email protected] deliver in the fall of 2016 from VARD’s one,” owner Benn Joeren Jenssen was Website:www.swvainc.com www.swvainc.com Romanian yard. quoted as saying.

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MR #1 (26-33).indd 29 1/6/2016 10:55:19 AM BY JOSEPH FONSECA (Photo: Astican)

Spanish Ship Repair On a Winning Streak

BY JOSEPH FONSECA

trategically located Spain, this ship repair/conversion market. The military vessels. Spain, with more than 30% of the total linking countries in Europe, smaller ones being able to repair ves- On the one hand, the state owned turnover in the market. Africa and the Americas, sels of up to 100m in length and the big- group NAVANTIA, with three shipyards Notably NAVANTIA is an EU leader along with a dynamic coast ger ones – considered to be the biggest dedicated to repairs besides shipbuilding accomplishing complex repairs on LNG line dotted with number of shipyards in Europe in terms of docking activity in their whole group, has been carriers of all size as well as cruise ves- Shighly proactive ports have bolstered its facilities – have dry docks that service successful in cornering 50% of the above sels. It was NAVANTIA that docked in progress helping it to become a global vessels of up to 400m. mentioned market, the rest being with 2015 the cruise vessel “Allure of the leader in the ‘ship’ repairs and conver- There are state-owned repair yards the private operators. Among the private Seas” which is presently deemed to be sion. Spearheading the ship design and vying with number of private players at- players, two shipyards Astican & As- the largest such vessel in the world. construction operations in Europe, the tracting new cruise, passenger, ferry and tander stand out prominently exclusively Astican shipyard on the other hand is sector is witnessing an unusual boom gas shipping clients, while maintaining focusing on ship repairs and conversion strategically located in Port of Las Pal- with an annual volume of about 400m€. their traditional specialization in large have mushroomed in a short time to be- mas on the crossroads of the Atlantic One can ﬁ nd 13 shipyards competing in ﬁ shing, oceanographic, research and come the biggest private company in Ocean (Canary Islands, Spain) and is the

30 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (26-33).indd 30 1/6/2016 10:55:48 AM (Photo: Astander) Belle Carnell (Photo: Astican) Western African leader for Inspection, among others. of clients and projects. Their outstand- in ship design and construction as ship Repair, and Maintenance of all kind of What keeps private yards, Astican ing reputation in executing heavy tasks construction and design are clearly led vessels of up to 36,000 DWT besides up- & Astander ahead of others, is its 135- on complex repair and conversion proj- by China and Korea. Europe barely gets grading, commissioning, and punch list year experience, backed by sharehold- ects as well as in meeting strict delivery 10% on an average, of the world orders work on shallow water and deepwater ers from the shipping industry with schedules has earned them worldwide and amongst the European countries rigs. Whereas, Astander – based on the experience as shipowners have set out reputation. Spain could be one of the top ten coun- North Coast of Spain (Port of Santander) the key corporate values that any ship- On a conservative note Germán Car- tries in terms of construction. Because of - is one of the major players in the ship ping industry customer wishes to see in los Suárez Calvo, CEO of Astican & As- Astican shipyard’s strategic location that conversion market within Spain enjoy- a good shipyard and the location in two tander Shipyards contends, “Although Spain can easily be said to be the west- ing a high value-added repair capability geographically differentiated Spanish re- 40 or 50 years ago Spain and other Eu- ern Africa’s ship repair hub.” and prominent track record for Seismic gions targeting two clearly differentiated ropean countries were top of the list in He goes on to explain that the type of vessels, Fish trawlers & seafood harvest- shipping markets which allow them to shipbuilding, I would not say that the shipyards as the ones they run currently ing vessels, and Ro/Ro passenger ferries, handle a very well diversiﬁ ed portfolio Spanish Maritime sector leads the world had to adapt during the eighties and the

www.marinelink.com 31

MR #1 (26-33).indd 31 1/6/2016 10:56:13 AM 32 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (26-33).indd 32 1/6/2016 10:58:59 AM “We are in the process of setting up new business lines that where unthinkable some years ago,” said Germán Carlos Suárez Calvo, CEO of Astican & Astander Ship- yards. “We are also signing strategic alliances with major players in the industry and service providers to turn our yards into a one-stop-shop yard. A big part of this plan came to fruition in early November 2015, with the opening of the third – and the largest – Rolls-Royce Service center in the world.

nineties by evolving themselves into the we are looking for.” the major hubs of offshore repair as it productive while getting shorter delivery so called “synthesis shipyards,” where Nils-Reidar Olsvik Valle, Service is able to service customers operating time on the projects where information the shipyard itself acts as a leading main Center Manager of Rolls-Royce Marine in South America, Europe and West Af- technology tools provide us better re- contractor which promotes, manages, España, which recently set base, points rica. When their workshop is fully up sults, says Mr. Calvo. “Moreover, com- and coordinates a bunch of small and out that Las Palmas’ position in the At- and running, it will have 10 full time em- plex vessel conversions normally require medium sized highly specialized third lantic allows Rolls-Royce and Astican to ployees working with Astican and cus- state-of-the-art equipment to be handled party contractors who regularly work for enhance its support to rig and drillship tomers to deliver top notch service. Like or manufactured depending if the fi nally the shipyard as much as many of them owners undertaking ongoing explora- all their service centers, Rolls Royce is delivered vessel is a highly sophisticated happened to even move their workshops tion, production and development opera- positioned to grow in the location sub- project as the one we carried out this and production facilities nearer to the tions in Europe, Africa and the Ameri- ject to demand. year for the Canadian listed company shipyard. cas. “The center also services future Spain only accounts for 10% of the Clearwater Seafoods’ “Belle Carnell”, “We are now in the process of set- growth in the offshore supply and ser- total EU market share because it is cur- the only one of its kind Seafood Harvest- ting up new business lines that where vice market as well as the fi sheries sec- rently existing in Europe’s more than 90 ing vessel in the world. Only employing unthinkable some years ago,” said Mr. tor,” he said. “The alternatives and dif- shipyards dedicated to the ship repair & well trained people and using proper Calvo. “We are also signing strategic ferent options provided by government conversion market where125,000 work- technologies, make you succeed in meet- alliances with major players in the in- and local companies have been helpful ers are directly or indirectly involved and ing your customer needs, on time.” dustry and service providers to turn our to ensure that this is an important and where 28,000 of them are direct employ- On top of all this, the industry has to yards into a one-stop-shop yard, offer- correct investment and also for the pos- ees whose work production accounts for meet up with other obligations such as ing even logistics services and adapting sibility to future growth. The safety and more than 3.500 m€ total turnover com- environment protection and new con- our facilities to accommodate complex security of operating in the EU means pared to 400 m€ in Spain. New challeng- vention coming in. It is here that R&D equipments to be maintained by OEM’s. that there are no surprises when it comes es continue to plague the repair industry has helped to adapt new techniques to The opening ceremony held in one of our to regulations and policies. The logistics with the low oil prices forcing the Oil & meet today’s shipping industry enquiries premises on 5th of November in 2015 and transportation possibilities for per- Gas industry to absorb a lot of changes. from clients who look for environment- of the third and the largest Rolls Royce sonnel, equipment and spare parts are an When the going gets tough, players have friendly shipyards as a place to get their Service center in the world right now to important factor in this kind of business. to consider various drastic measures to projects carried out as well as a con- do overhauling of big thrusters and other We cannot have delays or unexpected keep afl oat. tractor capable of delivering emission- equipment on their marine division gives problems during our service.” “Nowadays we are entitled to share reduction solutions in compliance with a clear view of the kind of added value Rolls Royce sees Spain to be one of cost savings with our clients being more incoming IMO regulations.

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MR #1 (26-33).indd 33 1/6/2016 4:02:02 PM Enseda Shipbuilding & Surviving the Petrobras Crisis

BY CLAUDIO PASCHOA (Photo: Odebrecht)

nseada Shipbuilding was has been cut to 19 drilling units due to South America conference in Rio de Ja- leased by Petrobras since 2010. The established to build deep- Petrobras’ decreased investment plans. neiro. company has revitalized 97% of the fa- water drillships for Petro- Sete Brasil is partnered with banks, cilities, as well as renovating and pur- bras. Seventy percent of pension funds and Petrobras itself. It Shipyards chasing equipment, and has performed the company is owned by a was dependent on $3.2 billion of funds In the Brazilian Northeast state of Ba- preliminary services on the P-74, P-75, Econsortium composed of Brazilian com- from the National Development Bank hia, Enseada is implementing the state- P-76, and P-77 hulls. The Inhaúma unit panies, Odebrecht (50%), OAS (25%), (BNDES), which has decided to with- of-the-art Paraguaçu Unit worth around in Rio de Janeiro is working on the con- UTC (25%), with the remaining 30% behold the money in the light of Operation $930 million, and is expected to be fi nal- version of four VLCCs into FPSOs. In- longing to Japanese shipbuilding giant, Car Wash. Sete Brasil had commissioned ized by early 2016. Designed to develop tended for the “Cessão Onerosa” (Oner- Kawasaki Heavy Industry (KHI). With Enseada Shipbuilding to build the four complex naval engineering projects, us- ous Concession) areas, in the Santos all the Brazilian shareholders involved FPSOs, at a cost of $800 million each. ing the latest technology, the facility has Basin pre-salt, the FPSOs will produce in the Car Wash “Lava Jato” operation, But with Enseada struggling due to Sete been planned to match the quality, pro- up to 150 thousand barrels of oil and investigating corruption and embezzle- Brasil’s $324 million debt following the ductivity and technology standards of compress up to 7 million cubic meters ment schemes with Petrobras, Kawasaki Brazilian Federal Police’s Operation Car the best shipyards in the world, through of natural gas a day at the giant Búzios is a key partner, as is it not only respon- Wash, Kawasaki decided to persuade technology transfers and supervision by pre-salt fi eld. The P-74 hull has been in sible for technology transfer and provid- other investors in Japan to participate in KHI. It aims to maximize effi ciency and drydock at the Inhaúma unit in Rio de ing professional training for the local the project. If the new investors go ahead minimize waste at every stage of opera- Janeiro for nearly three years. In order to workforce and operational consultancy with the plan, Sete Brasil will no longer tions. This Paraguaçu shipyard project, avoid further delays, most of the conver- in several areas within the shipbuilding participate in these four FPSOs, which in turn, has given rise to actions for the sion work on the other two FPSOs (P- process, as it also offers credibility to the Petrobras will instead rent directly from development of the supply chain with 75 and P-77) will be done at the Dalian shipyard. Kawasaki is the pillar, which Odebrecht Oil and Gas (OOG) and the the Federation of Industries of the State Cosco shipyard in China. It is quite pos- may well guarantee the brand new ship- Japanese partners. of Bahia and the Ministry of Develop- sible that the P-76 will be the fi rst to be builder’s survival. ment, Industry and Foreign Trade. It rep- launched as it is already docked at the Enseada Shipbuilding Order Book resents the largest private investment in Inhaúma quayside, and the rest of its Brazilian Shipbuilding in Crisis Enseada Shipyard has a delivery port- the state in the past 10 years. integration process will be undertaken “In December 2014 there were around folio valued at $ 6.5 billion, including At the São Roque Unit, also in Bahia, at Techint’s Pontal do Paraná shipyard, 80,000 workers in the Brazilian ship- the conversion of the hulls of four FP- located at the other side of the Paraguaçu which has been modernized with carbon building industry, and six months later at SOs for Petrobras, as well as the devel- River, workers are cutting the plate for and special steel pipe workshops, and least 15,000 jobs were lost in shipyards opment of six deepwater drill rigs for the topsides for FPSOs and drillships. upgraded integration quays. 15 of the 20 throughout the country. By August, we Sete Brasil. “Enseada shipyard is invest- The São Roque Unit is located at the São modules contracted to Techint are being at Enseada Shipbuilding, were forced to ing heavily in state-of-the-art equipment Roque do Paraguaçu Construction Site, built locally, with other structures and lay-off 7,500 workers and this number and technology transfer with our Japa- established in 1976 and covering an area modules being imported from Indonesia, may reach 9,000. On top of that we have nese partners from Kawasaki, in order of 400,000 sq. m. The unit has infra- Turley and Vietnam. the city of Maragogipe in Bahia, (where to become internationally competitive. structure to build modules, drillship top- the shipyard is located) which had a We are working on innovations to the sides, production platforms, FPSOs and FPSOs & Kawasaki very quick and intense growth due to the fabrication process through research, fi xed steel jackets. It has three fi nishing Kawasaki and a group of Japanese implementation of the shipyard and now to develop new technologies. We be- docks with a 10-m draft, plus workshops partners are planning to take over the fi nds itself paralyzed,” said Humberto lieve we can increase our productivity, for welding, painting, block assembly four FPSOs commissioned by Sete Bra- Rangel, Director of Enseada Shipyard. but the whole production chain, includ- and mechanical cutting of steel plates, sil to Enseada. Last June, Shigeru Mu- ing equipment suppliers, needs to be with a capacity to process 2,700 tons of rayama (President of KHI), Tomotsu Sete Brasil productive and presently there is little steel, up to 1,300 employees. Eight top- Saito (President of the IHI Corporation), Sete Brazil was created in 2011 for the government support for the local mari- side modules for the drillship Ondina are and Seiji Shiraki (President of Mitsubi- construction of part of the 29 drillships time equipment production chain,” said being built at São Roque. shi in Latin America) met with Brazilian which Petrobras was to use on its pre-salt Guilherme Guaragna, Vice-President of In Rio de Janeiro, Enseada operates President Dilma Rousseff in the coun- drilling campaign, however this number Enseada Shipyard, during the Marintec the Inhaúma Unit in the Caju District, try’s capital Brasília, hoping to ensure

34 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (34-41).indd 34 1/6/2016 11:03:31 AM (Photo: Enseada Shipyard) the government’s support for the venture. The vessels will operate in the explora- Above Left Their efforts were successful, and since tion of the pre-salt reservoirs, at depths then, government executives and execu- of up to 3,000 m. Four of these ships, the Aerial view of Enseada Shipyard tives from the partnership have been as- Ondina, Pituba, Boipeba and Interlagos, sessing the project. If the investment is are being built in partnership with Ode- in Paraguaç u, Bahia. approved, the Japanese group will as- brecht Oil & Gas. The other two, Itapema sume the 85% currently in the hands of and Comandatuba, involve another part- Sete Brasil. JBIC (Japan Bank for Inter- nership, Etesco/OAS. The total value of national Cooperation) is also expected to the contract is of around $ 4.8 billion and Above Right join the venture. these will be the ﬁ rst drillships ever built FPSO P-74 at the Inhaú ma drydock in Brazil. The drillship Ondina is already Drillships under construction, and will be delivered in Rio de Janeiro-photo Enseada Shipyard The Paraguaçu Unit is also building to the client in 2016. The last ship, the six deepwater drillships for Sete Brasil. Comandatuba, is due for delivery in 2020.

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MR #1 (34-41).indd 35 1/6/2016 11:03:48 AM SHIP REPAIR NOTES

Cruise Ship Leaves Damen Repair Yard Ship Tanks Inspected with Drones

Autonomy in the air takes on a role in ship maintenance & repair

DNV GL surveyors tested a camera- while a second checked the video feed in equipped drone to visually evaluate real time. The stream was also recorded structural components through video for review and documentation purposes. streamed to a tablet. One surveyor oper- Equipped with a powerful headlight, Damen Shiprepair Vlissingen (DSV), ated the drone, while a second checked the drone was able to produce a video part of Damen Shiprepair & Conver- the video feed in real time. DNV GL of suffi cient quality for initial inspection sion (DSC), last month bid farewell recently completed several tests using purposes. In the event any damage is de- to Marco Polo, an 800-passenger drones to support the hull survey of two tected, a traditional close-up survey may cruise ship owned by Global Mari- vessels. still be required. time and operated by Cruise & Mari- Conducted by the classifi cation team “We used a modifi ed off-the-shelf time Voyages. based in Gdansk, Poland, the tests took drone for our tests,” Galinski said. “Be- Launched in 1964 as the Aleksandr place at the Remontova shipyard, where cause there are currently no drones for- Pushkin, the ship was in for her 10th the drones equipped with cameras were mally certifi ed as explosion-proof com- special survey and general mainte- employed to visually check the condi- mercially available, we performed a risk nance and refurbishment, a project tion of remote structural components. assessment. Of course, before the drone which took around fi ve weeks to According to DNV GL, this practice has operation started, we also ensured that complete. Marco Polo is an elegant the potential to not only reduce survey the cargo tank was gas-free and certifi ed vessel with a design from an earlier times and staging costs, but at the same for safe entry.” era. It had a full schedule of works time improve safety for surveyors. “Our next step is to work with a more during its time at DSV, including an “Camera equipped drones are now (Photo: DNV GL) advanced tailor-made drone in early exterior repainting, interior repairs much more widely available and af- 2016,” Galinski said. “We are also devel- and maintenance to bring her back up fordable, and by using them for a fi rst GL – Maritime classifi cation fl ying oping a special guideline for performing to her usual high standards. Other ac- screening we can identify areas that squad based in Gdansk. drone-based surveys. This could open tions included work on the propellers require closer inspection quickly and The tests used a camera-equipped the way to remote or even autonomous and propeller shafts, reconditioning without extensive staging, which can be drone to visually evaluate structural inspections being carried out as part of the bearings on the main engines and both costly and time-consuming,” said components through video streamed to a our survey scheme in the near future.” servicing the air-conditioning units Cezary Galinski, Manager of the DNV tablet. One surveyor operated the drone, www.dnvgl.com and gensets. The life-rafts and other safety equipment were also removed and serviced, the cranes and winches overhauled and various minor steel works performed. Marco Polo arrived at Damen Shiprepair Vlissingen Odfjell Propulsion Conversions on November 3 and departed on De- cember 14, 2015. DSC has recently won a series of maintenance and re- Odfjell, ASRY, MAN Diesel & Turbo, Grenna Motorfabrik and ABB Turbocharging AS pair contracts for cruise ships, hav- team on innovative propulsion project, reducing emissions 20% ing gained a reputation for short lead times, fl exibility, safety, good com- Odfjell chose Bahrain’s ASRY to up- owner to additionally upgrade its eight munication and high quality work. grade the propulsion systems on three Poland-class 49,000 dwt vessels. As well as the works on the Marco of its chemical tankers, a signifi cant job The propulsion system upgrade was Polo and Astor, recent projects by from the perspective of both owner and developed by Odfjell in co-operation DSC include repair and maintenance yard as it involved the install of a new with MAN Diesel & Turbo, Grenna contracts on the 3,220 passenger energy effi cient concept to reduce fuel Motorfabrik and ABB Turbocharging MSC Magnifi ca and the 720 passen- consumption and emissions by 20% per AS. Work includes the retrofi tting of the ger Saga Sapphire, both undertaken vessel. The conversions, which involved highly effi cient Kappel propeller, fair- at Damen Shiprepair Rotterdam. In fi tting new energy effi ciency propeller ing cones and rudder bulb, shaft gen- the summer the 1,250 passenger Ma- blades and rudder bulbs, as well as mod- erator gearbox and Odfjell determined gellan also completed a fi ve-week ifi cations to main engines, turbochargers Cardinal in November 2015. All 19 ves- propulsion settings. Prior to the upgrade scheduled maintenance stopover at and shaft generators, have already be- sels will undergo similar conversions the chemical tankers were rated D+ by Damen Shiprepair Amsterdam while gun. Work on the fi rst tanker, the 37,000 by 2017. The new propulsion concept RightShips energy rating, part of its Ship the 4,100 passenger Norwegian Epic dwt Kvaerner-class Bow Clipper, one of is seen as a major step forward for en- Vetting Information Services (SVIS), departed Damen Shiprepair Brest on 11 sisterships, was undertaken in August ergy-saving and emission reduction ini- following conversion this has been up- the 17th of October following a three 2015. The 49,500 dwt Bow Summer, the tiatives. Sea trials before and after the graded to A+, RightShips highest energy week scheduled refi t and mainte- fi rst of eight Polandclass vessels, under- conversion of Bow Clipper showed an rating, making the tanker on par with the nance program. went conversion in October, followed overall effi ciency gain of more than 20% latest eco-design vessels currently being by a second Kvaerner-class tanker Bow which lead the Bergen-headquartered delivered from shipyards.

36 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (34-41).indd 36 1/6/2016 11:09:43 AM New Floating by BP Exploration (Shah Deniz) Lim- the FPSO vessel, Cidade de Caraguata- at BrasFELS in 2Q 2016. For BP’s con- ited (BP), operator of the Shah Deniz tuba MV27. Cidade de Caraguatatuba tract, Caspian Shipyard Company will Drydock for Detyens gas ﬁ eld development. For MODEC’s MV27, which is to be deployed in the be strengthening the steel structure of contract, BrasFELS will be carrying out Lapa ﬁ eld, Santos Basin, Brazil, will the hull of STB-1 Vessel, a purpose-built integration and commissioning works on depart from Keppel Shipyard and arrive jacket transportation and launch barge. Photo: Detyens Shipyards

Detyens Shipyards took delivery of a newbuild fl oating drydock on Decem- STOCK (Purchase and Rental): ber 11, 2015. The 400 x 108-ft. fl oating s!NCHORS!LL4YPES drydock, which will eventually replace s!NCHOR#HAINAND&ITTINGS.EWAND5SED 'RADES 2AND2 Detyens’ existing fl oating drydock, was s-ARINE&ENDERS0NEUMATICAND&OAM&ILLED built by Corn Island Shipyard in Indi- s3MIT4OWING"RACKETS 4OW0LATES 4OWING3HACKLES 4OWING #HAINSAND4OWING7IRES ana. The drydock was pushed down the s,"./4OWING3HACKLES/VAL0IN !NCHOR,INE(OOKS h0EE7EEv Ohio and Mississippi Rivers by Excell 3OCKETS (AWSER4HIMBLES-!$%).4(%53! Marine’s inland tug boat, the Arthur E s(EAVY,IFT3LINGS ,IFT$ESIGNAND%NGINEERING3ERVICES Snider. McAllister Towing and Trans- portation’s ocean towing tug boat, the Eileen McAllister took over the tow in New Orleans for delivery to Detyens Shipyards’ Cooper River facility. www.detyens.com

$88.5M in Floating Production Contracts www.dcl-usa.com Keppel Offshore & Marine Ltd (Kep- Email: [email protected] pel O&M)’s local and overseas sub- 0H s&X sidiaries continue to win support from !VAILABLE repeat customers by securing four contracts worth a total of about $88.5 million. In Singapore, Keppel Shipyard Ltd . won two conversion contracts, the fi rst THE PORT AUTHORITY OF NY & NJ is for a Liquefi ed Natural Gas (LNG) REQUEST FOR PROPOSALS Floating Storage Unit (FSU) vessel TO DEVELOP AND USE PROPERTY LOCATED awarded by Armada Floating Gas Stor- age Limited, a wholly-owned subsidiary AT THE PORT JERSEY - PORT AUTHORITY of Bumi Armada Berhad (Bumi Ar- MARINE TERMINAL (BAYONNE, NEW JERSEY) mada); the second is for a Floating Pro- FOR PASSENGER CRUISE LINE OPERATIONS duction Storage and Offl oading (FPSO) vessel awarded by Yinson Production The Port Authority of New York and New Jersey is seeking proposals (West Africa) Pte Ltd (Yinson), a whol- from cruise lines or firms partnering with cruise lines to develop and use a portion of property at the Port Jersey-Port Authority ly-owned subsidiary of Yinson Holdings Marine Terminal for passenger cruise line operations. The selected Berhad. proposer will use the property as a homeport for the berthing of Work on the LNG FSU conversion for cruise ships and the processing of cruise passengers. Bumi Armada is scheduled to be com- RFP# 44547is available on-line at http://www.panynj.gov/business- pleted in 3Q 2016. As for the FPSO con- opportunities/bid-proposal-advertisements.html?tabnum=5. Addenda version for Yinson, work is expected to to the RFP, if any, will be posted at this website. Monitor the commence in 1Q 2016. advertisement on the website to ensure your awareness of any As for Keppel O&M’s overseas yards, changes. If you have any technical problems accessing the Keppel FELS Brasil SA’s (Keppel FELS documents online, email us at [email protected] call us at (212) 435-4600 for assistance. Brasil) BrasFELS shipyard in Rio de Janeiro, Brazil, secured a FPSO integra- Sealed Proposals will be accepted until2:00 PMon March 7, 2016. tion contract awarded by MODEC Off- Send proposals to: PANYNJ, Procurement Dept., Attn: Bid/RFP Custodian, 4 World Trade Center, 150 Greenwich Street, 21st Floor, shore Production Systems (Singapore) New York, NY 10007 Pte Ltd. (MODEC), while Caspian Ship- yard Company LLC (Caspian Shipyard A VALID PHOTO ID IS REQUIRED TO GAIN ACCESS INTO THE BUILDING, IF YOU ARE HAND DELIVERING AND/OR Company) in Baku, Azerbaijan, secured ATTENDING THE BID OPENING. a barge enhancement contract awarded

www.marinelink.com 37

MR #1 (34-41).indd 37 1/6/2016 11:10:26 AM [A]

Salvage Masters

Last month we were offeed an in-depth discussion on marine salvage with Captain Gregg W. Baumann, U.S. Navy, Director of Ocean Engineering, Supervisor of Salvage and Diving. Captain Baumann and his team have a long history regarding difﬁ cult missions accomplished, including most recently the location and ﬁ lming of the lost TOTE containership El Faro. (Courtesy of U.S. Navy)

By Greg Trauthwein

What is the scope of the responsibility of the engineering services, and our world-wide, underwater ing support and salvage capabilities as a national level Supervisor of Salvage & Diving; Director of hull cleaning services for fl eet vessels. Our facilities fi rst responder. Providing all of these services on a daily Ocean Engineering? include a headquarters offi ce, eight ESSM warehouses basis so that the Navy fl eet can maintain its strong mili- and support centers around the world, a Deep Ocean tary presence at sea and keeping our sailors, airmen, The responsibilities of the Supervisor of Sal- Search and Recovery warehouse and engineering facil- soldiers, marines, and guardsmen safe is what drives vage & Diving; Director of Ocean Engineering (SUP- ity in Maryland, and diving services support offi ces in me each and every day. However, meeting all of these SALV) include being the Center of Excellence for Virginia, California, Hawaii, Japan, and Bahrain. Our challenges with limited budgets and resources, requires diving for the Department of Defense (DoD), the sys- inventory of search equipment, diving support mate- making diffi cult decisions to keep the warfi ghter pre- tem safety certifi cation authority for DoD diving and rial, oil spill recovery equipment, and spares total more pared and safe while still operating in a diffi cult fi scal manned hyperbaric equipment, the technical authority than 30,000 items, more than 500,000 sq. ft. of facili- environment. Helping our forces accomplish their mis- for military diving equipment, the technical authority ties, and a world class diving and equipment research sions safely and effectively is the reward for our team’s for underwater ship’s husbandry repairs & inspections, facility. SUPSALV maintains national mission assets hard work and diligent efforts. and salvage; By authority of the “Salvage Facilities of search and recovery systems with capabilities rang- Act” (10 U.S.C. 7361-7364) SUPSALV provides sal- ing from shallow water to 20,000 ft. that include the For this interview, we are interested to focus vage facilities for public and private vessels and pro- Towed Pinger Locators, towed Side Scan Sonars, and on salvage and diving safety. Given that scope, vides Admiralty legal support to settle claims for sal- Remotely Operated Vehicles. Additionally, we main- could you share a ‘case study’ or two which vage services rendered by the Navy. Within the context tain three worldwide commercial salvage services con- best exemplifi es the capability of your offi ce? of this authority, SUPSALV provides for the equipping tracts for which we can immediately surge in personnel and maintenance of a national salvage capability for and equipment. Our annual average operating budget First, I’d site two recent marine incidents. use in peacetime, war, or national emergency. is approximately $110-120M, but increases signifi cant- The fi rst is the M/V El Faro which went missing on or ly when we conduct large reimbursable salvage and oil about Oct. 1 in the Bahamas. The National Transporta- I would like to put your offi ce into scope. spill operations. The value of our non-facility related tion Safety Board (NTSB) in the conduct of their safety Please give an overview of the personnel and inventory is in excess of $110M. investigation deemed they needed SUPSALV’s experi- physical assets under your guidance. ence and resources. With our long standing working re- We understand that you assumed this post in lationship, we quickly partnered and developed plans to SUPSALV has more than 565 military, civil October 2014. A little more than a year into search for, locate, conduct a Side Scan Sonar survey of servants, and full time contracted employees support- the position, what do you fi nd most rewarding? the accident area, video document the ship, and retrieve ing our Washington, District of Columbia headquarters The most challenging? the ship’s Voyage Data Recorder (VDR). Utilizing our offi ce, our Naval Experimental Dive Unit research lab- 20,000 ft. Side Scan Sonar “ORION”, our 20,000 ft. oratory in Panama City, Florida, our deep ocean search What is most rewarding and most challeng- Remotely Operated Vehicle “CURV”, and the Military and recovery equipment program, our Emergency Ship ing is one in the same. Specifi cally, SUPSALV is the Sealift Command’s ocean going tug USNS Apache (T- Salvage Material (ESSM) warehouse system, diving backbone for providing the U.S. Navy fl eet with div- ATF 172) we mobilized and satisfi ed three of the four

38 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (34-41).indd 38 1/6/2016 4:45:52 PM [B] (Courtesy of U.S. Navy) Photo: (Start above left, proceed clockwise): [A] The removal of USS Guardian (MCM 5) in 2013 which ran hard aground on Tubbataha Reef in the Sulu Sea in the Philippines; [B] Apache departing Norfolk in the hunt for El Faro; [C] The CURV ROV is prepared for the search; [D] Side scan sonar helped to ﬁ nd the El Faro; [E] Stern of the El Faro; & [F] Close up view of El Faro navigation bridge.

[F] [C] (Courtesy of U.S. Navy)

[E] [D] (Photo:NTSB) (Courtesy of U.S. Navy)

MR #1 (34-41).indd 39 1/7/2016 4:35:28 PM (Courtesy of U.S. Navy/CBS ‘60 Minutes’) Captain Gregg W. Baumann discusses with CBS ‘60 Minutes’ anchor Scott Pelley the technology to be deployed in the search for El Faro. The feature El Faro spot aired on CBS on Sunday, January 3, 2016. If you missed it, view the 60 Minutes video here: http://www.cbsnews.com/live/video/60-minutes-goes-on-the-hunt-for-el-faro/

While the search for El Faro was largely a success, the important voyage data recorder (pictured right on top of the El Faro navigation bridge prior to the sinking) has not been found. (Photo:NTSB)

objectives within just a few weeks. Unfortunately, we removed the ship without causing any further damage the Navy. SUPSALV co-chaired a Diving Operational have yet to be able to locate the VDR. The accident to the reef or allowing the release of pollution or haz- Assessment Integrated Project Team that conducted a is still under investigation with the NTSB and United ardous substances into the environment. holistic review of Navy Diving Program compliance States Coast Guard. with requirements with particular focus on supervisor A second salvage example would be the successful Your job by its inherent nature is a dangerous accountability. Integral to this effort was an assessment removal of USS Guardian (MCM 5) in 2013. The one. Put the emphasis on safety in perspective. of the culture within the diving community, as it affects ship unfortunately ran hard aground on Tubbataha Reef our ability to adequately assess operational readiness, in the Sulu Sea in the Philippines. Due to the sensitive On diving safety, personnel safety is always effectively plan missions, accurately apply operational reef environment, the inability to access the vessel with the primary consideration. This involves ensuring risk management, safely execute dives, and apply les- large removal equipment, monsoon weather and seas, safety is paramount in both the design of Divers Life sons learned. The fi ndings of the review found: Navy SUPSALV brought together a team of navy divers, a Support Systems (DLSS) as well as diving operations diving continues to meet Combatant Commander re- navy salvage ship, salvage engineers, and commercial themselves. We ensure safety is designed into, tested quirements and supervisory accountability, and that salvors to safely remove the ship from the reef by cut- for and eventually certifi ed in all of our DLSS. Tragi- navy diving is effective. However, there were specifi c ting it up. Balancing environmental concerns, effective cally though, we lost four sailors in diving accidents areas that were deemed to need improvement: improve salvage plans, and political sensitivities, SUPSALV in 2013. As a result, we conducted a strategic assess- supervisor decision making, development, qualifi ca- safely sectioned the ship into four 250-400 ton lifts, and ment of the safety of diving operations throughout tion, and profi ciency; build effectiveness in command

40 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (34-41).indd 40 1/6/2016 11:22:57 AM (Courtesy of U.S. Navy)

The operation (of salvaging the Japanese high school training ﬁ shing vessel, F/V Ehime Maruwas, which was accidentally struck and sunk by a U.S. Navy submarine during a routine training exercise) was “ by far the most difﬁ cult in my career due to the depth of recovering the ship and use of ROV’s to do so, the political sensitivities involved between the two governments, the cultural sensitivities involved, the Sept. 11, 2001 terrorist attacks taking place while recovering the ship, and most importantly the human compassion involved in trying to help the nine families. In the end we were only successful in locating and recovering eight of those lost. In the 29 years I’ve served in the Navy, the memory that has etched itself the deepest in me was notifying the family of the 9th victim that we were unable to locate their teenage son.”

level diving assessments; become a self-learning orga- diately available to the salvor are game changers. The When we speak to commercial salvors, most nization; establish better diving mishap reporting and software packages available today have the capability cite the increasing size of ships as one of their trend analysis; and update the Navy’s diving program to rapidly perform very detailed and complex analy- top challenges today. How is the market chang- instruction. ses of vessel loading, stability, and structural charac- ing to present challenges to your offi ce? teristics for intact, damaged, and grounded vessels and Marine Salvage is intriguing, literally an engi- evaluate these properties over the full range of salvage As it relates to SUPSALV’s participation in neered solution each time out. In your career, operations. Within SUPSALV, we use a Navy unique the salvaging of commercial vessels, the increased size what one technology do you count as having software package, Program of Ship Salvage Engineer- of ships is certainly at the top of the list of challenges. the greatest impact on allowing salvage to be ing or “POSSE” for short. As IT systems continued However, as it relates to SUPSALV’s overall salvage conducted more effi ciently and safely? to grow, SUPSALV teamed with a commercial vendor operations, it’s the increased focus on minimizing dam- to jointly fund and develop POSSE. It has given us age to the environment and pollution discharges while Unequivocally, it’s the improvements in the the ability to fully model every ship in the Navy inven- conducting the salvage. area of information technology that have had the great- tory. As a result, when a salvage incident does arise, As a result SUPSALV regularly conducts spill exer- est impact in our response capability. In most cases the within minutes we have our engineers conducting risk cises with the fl eet, provides on-going hands on and physical rigors of salvage are basic, rudimentary, and assessments, developing salvage plans, and providing table top training, and maintains one of the largest oil don’t have huge strides to make with the increase in understandable engineering solutions to complex, and spill equipment repositories around the world in our technology. However, the software tools now imme- multi-variable problems. ESSM system.

www.marinelink.com 41

MR #1 (34-41).indd 41 1/6/2016 11:24:03 AM We cover Navy and Government ves- to recover those who were lost. In looking sels in our pages regularly, and to at the possible solutions at this depth, we say current government spending is came up with few alternatives. At 2000 “challenged” is an understatement. feet, we couldn’t fi nd anyone certifi ed to From where you sit, what are your conduct saturation dives to this depth. We funding issues, if any, and how has then looked at the idea of penetrating the this had a material impact on your ship with ROV’s. This option was ruled service. out due to the high probability of ROV entanglement and inability to access the The center focus of the Navy entire interior of the vessel. The solution budget every year is shipbuilding and we eventually arrived at was to place two the 30 year shipbuilding plan. Since the straps beneath the ship, lift and suspend Cold War ended, the Navy’s inventory of the ship beneath a ship on the surface, ships has dwindled and replacement with then carry it to shallow water where we more complex technologies has become could safely and effectively dive on it. A more expensive for the same size of ves- salvage of this nature had never been ac- sel. As a result, fi nding the right balance complished before so we were develop- of ships in the 30 year shipbuilding plan ing innovative solutions as the operation has become increasingly challenging. Our progressed. To obtain expertise conduct- current inventory of four tugs and four ing complex operations at this depth, we

(Courtesy of U.S. Navy) salvage ships is aging and will require turned to the deep ocean oil fi eld support replacement in the not too distant future. companies. How the Navy will replace this capability Teaming with a handful of these com- to meet the fl eet mission requirements is panies and a commercial salvor, we suc- still being discussed. cessfully placed two straps underneath Captain Gregg W. Baumann the ship and brought the ship into a depth Looking at your career, explain in as where we could dive on it. Director of Ocean Engineering, Supervisor of Salvage and Diving much detail as possible the most dif- This operation was by far the most diffi cult or challenging dive or salvage fi cult in my career due to the depth of re- Captain Baumann is a native of Vestal, NY. He graduated from Clarkson Uni- operation, explaining why. covering the ship and use of ROV’s to do versity in 1986 with a Bachelors of Science in Chemical Engineering. Following so, the political sensitivities involved be- fi graduation, he joined the Navy and was commissioned in 1987 through Of cer The operation that clearly stands tween the two governments, the cultural Candidate School in Newport, RI. Baumann also earned a Master’s of Science out the most to me is the salvaging of sensitivities involved, the Sept. 11, 2001 in Mechanical Engineering from the Naval Post Graduate School and completed the Japanese high school training fi sh- terrorist attacks taking place while recov- the Total Ship’s Systems Engineering (TSSE) program at the Naval Postgraduate ing vessel, F/V Ehime Maru, and recovering the ship, and most importantly the School in Monterey, CA. ering eight of the nine souls lost off the human compassion involved in trying to fi Baumann’s rst assignment was aboard USS Gridley (CG 21) serving as the coast of Hawaii in 2000 ft. In 2001, one help the nine families. In the end we were fi fi Electronic Warfare Of cer, Boiler’s Of cer, and the Ship’s Material Maintenance of our submarines tragically hit and sunk only successful in locating and recovering fi fi Of cer. Following sea tour, Baumann was selected to Engineering Duty Of cer the Ehime Maru during a routine train- eight of those lost. In the 29 years I’ve and completed training at the Naval Diving and Salvage Training Center, in Pan- ing exercise. Showing true sorrow and served in the Navy, the memory that has ama City, FL. good will to the Japanese families who etched itself the deepest in me was notify- fi fi As an engineering duty of cer, Baumann served as: Project Of cer to the de- lost loved ones in the incident, President ing the family of the 9th victim that we tachment of the Supervisor of Shipbuilding (SUPSHIP), New Orleans for numer- Bush promised to do everything possible were unable to locate their teenage son. ous Navy, Marine Corps, and Foreign Military Sales small craft new construction contracts; Production Offi cer for MCM repair availabilities and tasked with standing up a new SUPSHIP New Orleans repair detachment; Production Offi cer and Diving Offi cer at the Navy’s Ship Repair Facility (SRF) in Sasebo, Japan; and Assistant for Salvage in NAVSEA’s Offi ce of the Supervisor of Diving & Salvage. During this tour, Baumann was the salvage engineer for many diving and salvage operations including the salvaging of the sunken Japanese fi shing trawler off Pearl Harbor, Ehime Maru, the grounded USS LaMoure County (LST 1194) off the coast of Chile, and the oil recovery from the sunken USS Mississinewa (AO 59) in Ulithi Atoll, Federated States of Micronesia. Captain Baumann continued his career with tours as the Engineering Duty Offi cer Detailer and Community Manager, Navy’s Bureau of Personnel; DDG 51 Program Manager’s Representative, Supervisor of Shipbuilding Bath, ME; Chief of Staff for the Deputy Assistant Secretary of the Navy for Ship programs and the Executive Assistant to the Assistant Secretary of the Navy for Research, Development, and Acquisition (ASN RD&A) at the Pentagon. In 2010, he was assigned as the Program Manager for the International Fleet Support Programs Offi ce (PMS 326) within NAVSEA’s Surface Warfare Directorate (SEA 21) where he was responsible for multiple projects in excess of $5B that provided ships, weapon systems, and life cycle support equipment to more than 40 foreign partners. Captain Baumann assumed command from CAPT Mark Matthews as the Director of Ocean Engineering, Supervisor of Salvage and Diving in October 2014. In this role, he is responsible for all aspects of ocean engineering for the U.S. Navy, including salvage, in-water ship repair, contracting, towing, diving safety, and equipment maintenance and procurement. Baumann has earned a

Legion of Merit (w/ gold star), Meritorious Service Medal (w/ four gold stars), (Courtesy of U.S. Navy) Navy and Marine Corps Commendation Medal (w/ two gold stars), and the Navy and Marine Corps Achievement Medal. SUPSALV has multiple responsibilities to keep the U.S. Navy running efﬁ ciently, globally. Pictured above is DDG 1000 USS Zumwalt Brake Wheel Removal.

42 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (42-49).indd 42 1/6/2016 11:29:32 AM T&T Salvage Toxic Cargo Removal from the Sunken Tank Barge ARGO

In early December 2015, T&T Salvage completed the recovery of a highly toxic cargo from the sunken tank barge ARGO in Lake Erie. The ARGO, constructed in 1911, sank in 1937 with a cargo of benzol that contained a high percentage of the carcinogen benzene. The sunken barge was previously ranked as the Na- tional Oceanic and Atmospheric Administration’s highest submerged oil threat in the Great Lakes based on their Risk Assessment for Potentially Polluting Wrecks in U.S. Waters, published in March 2013. To safely remove the cargo, T&T designed a diver di- rected hot-tapping and pumping system to recover the high benzene cargo from the sunken barge at a depth of approximately 50-feet below the lake’s surface. Divers were required to wear a positive-pressure contaminated water diving suit to prevent exposure. Additionally, support personnel on the surface were also equipped with air-purifying respirators and self-contained breath- ing apparatus to protect against potential releases of the carcinogenic cargo. Due to the limited availability of tank vessels on the eight tanks were determined to contain cargo and ap- Working in a Unifi ed Command with the Coast Guard, Great Lakes, T&T designed a receiving vessel that proximately 49,000 gallons of product was recovered. U.S. and Ohio Environmental Protection Agencies and included a series of storage tanks onboard a barge Throughout the operation, T&T and Coast Guard safety National Oceanic and Atmospheric Administration, equipped with built-for-purpose inert gas and vapor re- offi cers conducted air monitoring for the safety of the T&T successfully achieved all operational objectives covery systems to ensure the safety of the public and top-side crew and the cargo lightering team ensured the – from safely conducting contaminated water diving responders. proper operation of the inert-gas system and vapor re- operations to preventing impacts to the environment by Once the system was designed, Coast Guard ap- covery system. cleaning-up the Great Lakes’ top submerged oil threat. proved and constructed, T&T’s team of commercial divers hot-tapped each of the Argo’s eight cargo tanks twice; once to install a hydraulic submersible pump and once to place a non-return valve on each tank to equal- ize the internal tank pressure during offl oad operations. The cargo was then pumped to the surface through a manifold into the receiving tanks. In the end, two of the

Side scan sonar of ARGO

www.marinelink.com 43

MR #1 (42-49).indd 43 1/8/2016 2:17:39 PM “Small Cruise” Market Blossoms

BY KATHY A. SMITH

n impressive 24 million also signifi es the 50th anniversary of ex- a household name in Sweden and was pany is now building two new ships, is people are expected to take pedition cruising itself. Lindblad’s fi rst quite famous for his expedition exploits. a great example of how this whole seg- cruise vacations in 2016, ac- expedition was to Antarctica in 1966, The ships will have such advanced fea- ment of the cruise industry is expanding. cording to the Cruise Lines remembered Sven Lindblad, President tures as public spaces designed for maxi- And that they chose to build in the U.S. AInternational Association’s (CLIA) and CEO, in a recent statement refer- mum viewing, outdoor walkways, a fl eet is an important statement for our indus- 2016 State of the Cruise Industry Out- ring to his father Lars-Eric Lindblad of sea kayaks, a specially-designed land- try.” look. And while ocean-going cruises on who conceived the idea. Lindblad also ing craft, and a state-of-the-art A/V sys- It seems there are more people with the big ships are extremely popular, the mentioned a strong growth market in the tem for the highest quality presentations. more disposable income nowadays in- smaller cruise market is quietly having a U.S. as partly being responsible for this When it comes to design elements, terested in cruising, despite continued boom of its own. expansion. Tillberg says since these are small ships, global economic instability. And the For the fi rst time in many years, two The interior design for the two vessels; every space has to be incredibly well expedition-style cruises and river cruis- new expedition cruise ships are being the fi rst scheduled to be delivered in the planned with guests in mind. For ex- ing market are moving with the times built in the U.S. Lindblad Expeditions second quarter of 2017, and the second ample, in designing the forward lounge, – delivering product that caters to dis- Holdings, Inc. recently signed an agree- in the second quarter of 2018, is being Tillberg has to take into consideration cerning, experienced travelers. Demo- ment with Washington-based Nichols headed up by Tomas Tillberg, Managing the multi-uses for the room, like lectures, graphics are changing; typically, North Brothers Boat Builders to construct two Partner of U.S.-headquartered Tillberg entertainment, relaxing study areas and Americans have been the largest group new U.S.-fl agged coastal vessels for the Design International and his team. Till- workspaces for editing photos taken on of loyal customers, but now Chinese and company that works in partnership with berg says the project has come full circle the voyage. “It’s absolutely critical in Russian patrons are also in the mix. And National Geographic to produce innova- for the company, as it opened the Florida designing such a key space, to fi rst unit’s not just baby boomers, but younger tive marine expedition programs and to offi ce where he is based, 20 years ago derstand all its facets of functionality.” people are also wanting to see the world promote conservation and sustainable with the expressed purpose of support- “This is an exciting and unique project in a different way. tourism around the world. ing U.S.-built passenger vessels. Till- and we’re happy and honored to have “I think the Chinese are actually now Not only is this a notable boon for the berg also has a meaningful connection been appointed for this job,” he contin- the second largest group on these cruis- expedition cruising market and for U.S. to the Lindblad company – he grew up ues. “That Lindblad Expeditions, the es,” said Niels-Erik Lund, President and cruise ship building but for Lindblad, it admiring Lars-Eric, who was practically original expeditionary cruise ship com- CEO of SunStone Ships Inc., an expedition/luxury ship chartering company that Ocean Diamond in Antarctica - QUARK Expeditions. also provides technical and hotel management to shipowners. “The average age is coming down and these cruises are very expensive, so it’s not cruises for families with kids or young couples.” SunStone represents 10 vessels, man- aged by Cruise Management Interna- tional (previously FleetPro Ocean). Tour operators all over the world use the ships to market their cruises. “We are the largest charters providers in this market,” says Lund. “There are about 35 ships in the market and we control nine of them.” SunStone’s expedition-style ships carry between 100 and 250 passengers. The fl eet is a mix of ice class vessels that can cruise to the Arctic and Antarctica and warm water ships that cruise the remote areas of the South Pacifi c. Zodiacs are used to take passengers ashore or on excursions. Lund says in the market for Arctic and Antarctica cruising, previously many of the expedition ships started out as Russian icebreakers or research vessels that were converted to cruise vessels, however, most vessel which have

(Courtesy: SunStone Ships) entered this segment over the past ﬁ ve

44 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (42-49).indd 44 1/6/2016 11:30:17 AM years are purpose-built, are more luxu- public areas, including the fl ooring, fur- Rood says demand has been growing rious, have larger cabins and a number niture, light fi xtures and cabins were rapidly over the past three years, which New Boats of cabins with balconies. upgraded to a very sleek, classic Ameri- is why the fl eet has expanded from two Lund believes one of the reasons this can look. “We worked on everything ships to nine. “It all has to do with the market continues to grow is due to re- the passenger would experience,” says fact that people want a more mind-en- peat cruisers who have done standard Tillberg. “Our designs start by hand. We riched, high-value vacation. None of Blount to Build cruise vacations looking for something do them on paper before putting them our products are for the fi rst-time trav- new. “If you’ve been to the usual des- into a computer. This gives a more per- eler.” Chicago Tour Boat tinations like the Caribbean, Mediter- sonal style to the design process.” These 5-star river cruising vessels ranean and the Baltic, you probably Haimark® Ltd. (Haimark® Line’s are required to be built locally but all would like to see other areas of the sister company) also operates eight building projects are supervised by world,” he says. river vessels on exotic rivers in the Far Haimark’s team of engineers and ship- Of particular note in SunStone’s char- East on the Amazon that take passen- builders. “We have two ships on the ter fl eet is the 87-m, 210-passenger MS gers to such destinations as India, Ma- Ganges built in Calcutta, ships on the Saint Laurent, operated by Haimark® yanmar, and Cambodia. The company Irrawaddy built locally and ships on the Line (and owned by Clipper Cruises has a unique arrangement whereby tour Macon River, all built in Ho Chi Minh Image: Blount Boats Ltd.), which is touted as the fi rst high operators will book a Haimark® vessel City, Saigon. The Amazon Discovery quality, small ship in the domestic for a period of time and then market the delivered in October 2015, was built cruise market. The Saint Laurent travels ship under their own brand. “About 75 in Iquitos. Yacht-style cruising is also Blount Boats, Inc. has been con- the Great Lakes in the summer and the percent of our business goes through a popular vacation alternative. In 2015, tracted to build a 100 x 35-ft. steel Caribbean in winter. Starting in 2016, these operators and river cruise com- Windstar Cruises took delivery of the passenger ferry boat for Shoreline she’ll cruise to Cuba, the fi rst ship of panies. The other 25 percent we sell luxury sailing yacht’s Star Breeze and Sightseeing Co., Chicago, Ill. The its kind to do so from Miami in over 60 ourselves,” said Hans Rood, President Star Legend; both underwent an $8.5 proposed 300-plus passenger, Sub- years. of Haimark Travel. “It’s an interesting million renovation each to various pub- Chapter K vessel was designed by Tillberg Design also worked on the success formula that gives us a lot of lic spaces, suites and dining venues. Seacraft Design, LLC, Sturgeon refurbishment of the Saint Laurent. All momentum.” Windstar is planning a $3 million ad- Bay, Wisc. And will operate as an architectural tour boat in partially protected waters. The shipbuilding contract was signed on June 30 The vessel is the second being built by Blount for Shoreline, and delivery is slated for spring 2016. The vessel will be powered by twin Volvo D13 MH, 400hp diesels with twin 65 kW John Deere generators, ZF W325 gearboxes, 2.933:1 ratio and Exquisite Interiors 44-in. diameter, four-blade propellers. For two decades Tillberg Design & Associates has envisioned extraor- dinary interior outfi t for passenger vessels large and small. Pictured are Main Particulars: interiors of a vessel called Tere Moana Length o.a., molded ...... 100 ft. with Paul Gauguin Cruises. Length, bpp ...... 97.5 ft. Beam, molded ...... 35 ft. Depth amidships, molded ...... 7.5 ft. Displacement, light ship ...... Approx. 150 long tons Displacement, fully loaded ...... Approx. 200 long tons Draft amidships, light ship ...3.66 ft. Draft amidships, fully loaded 4.25 ft. Air draft, min./ max ...14.1/14.75 ft. Passenger capacity, main deck (fi xed seating)...... 300+ Fuel Oil capacity ...... 1,800 gallons Potable water capacity 1,500 gallons Holding tank capacity 1,500 gallons Engines ...... Two Volvo D13 MH, ...... 400 BHP @ 1,800 RPM Gears ...... ZF W325 gearboxes, ...... 2.933:1 ratio Propelelr...... 44-in. diameter 4-blade Speed, maximum at full load (approximate) ...... 11 knots Certifi cation ...... USCG Subchapter K Route ...... Partially Protected waters/ ...... Limited Coastwise Gross tonnage (US Regulatory) < 100 (Courtesy: Tillberg Design & Associates) (Courtesy: Tillberg

www.marinelink.com 45

MR #1 (42-49).indd 45 1/6/2016 11:30:41 AM New Boats

Vigor Wins Fourth SunStone’s expedition-style ships carry between 100 and 250 passengers. The ﬂ eet is a mix WSF ‘Olympic’ Ferry of ice class vessels that can cruise to the Arctic and Antarctica and warm water ships that cruise the remote areas of the South Paciﬁ c.

“I think the Chinese are actually now the second largest group on these cruises. (Image: WSF) The second Olympic class ferry, The average age is coming down and these cruises are very expensive, so it’s M/V Samish, undergoing sea trials in April 2015. not cruises for families with kids or young couples.”

Washington State Ferries (WSF) will start 2016 with construction Niels-Erik Lund, President and CEO of SunStone Ships Inc. of a new Olympic Class ferry, after signing a Notice to Proceed last week with shipbuilder Vigor Indus- trial for work on its fourth 144-vehicle ferry. Construction begins in January, with delivery scheduled for mid-2018. Along with the Tokitae, Samish and Chimacum, the fourth Olympic Class ferry is part of a series built to replace four of the state’s oldest ferries built during the 1950s and 1960s. The new ferry will be built at Vigor Industrial, supporting about 500 jobs at Vigor’s Seattle shipyard and contractors around the region. The budget to build the vessel is $122 million. Funding is provided through the Connecting Washing- ton transportation funding package. Olympic Class ferries are equipped with the latest emergency-evacuation and fi re-suppression systems, two Americans with Dis- abilities Act-compliant elevators, and wider car-deck lanes that provide more room for passengers to access their vehicles. The vessels’ hull design reduces wake and provides better fuel effi ciency, while cleaner burning engines reduce emissions. A public process to determine the fourth ferry’s name is being led by the Washington State Transporta- tion Commission. The fi rst two Olympic Class ferries were delivered on time and under budget. The third vessel, under construction at Vigor, is on schedule, under budget and will be assigned to the Seattle/Bremerton route in early 2017. [Photo by Hans Lagerweij, Quark Expeditions (provided by SunStone Ships)] [Photo by Hans Lagerweij, Quark Expeditions (provided 46 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (42-49).indd 46 1/6/2016 11:31:25 AM ditional renovation each of Star Pride in April 2016, which was moderately updated in 2014. All three vessels are 440 feet long and are equipped with twin propellers and four Bergen marine diesel engines. The company has doubled its fl eet from three to six sailing and power yachts. “The great thing about adding these vessels is not only increasing our capacity but also to introduce new voyages to our guests,” says Hans Birkholz, Wind- star Cruises’ CEO. In fact, Windstar ex- pects to begin offering circumnavigation voyages around Iceland in 2016. (Courtesy: SunStone Ships) One of the advantages, Birkholz says, on the Columbia and Snake Rivers and It’s close to home and it’s comfortable. changed, vessel designers have had to of small ships is when visiting ports, is named American Pride). The 185-pas- The quality of the cruise and the ships keep up. ACL’s domestic fl eet are built there are more berthing options and the senger America, followed in the latter are so much better than the ones we were to ABS specifi cations, which are in line disembarkation of 140-300 passengers part of the year, which introduced fea- building just 10 or 15 years ago.” with the U.S. Coast Guard regulations. doesn’t disturb the natural rhythm of the tures never before seen on a riverboat. Chesapeake Shipbuilding designs and And for their efforts, Chesapeake Ship- local people. Plus there isn’t the typical America is scheduled to begin navigat- builds ACL vessels. ACL has its own building has fi ve naval architects and outlay of cruise tourist activities that oc- ing the Mississippi River and its tributar- interior designers, and Robertson notes two engineers to keep on top of these as cur with large cruise lines. ies in the spring. interior design has changed with the evo- well as international IMO regulations as Windstar’s vessels cruise to 50 nations ACL is also anticipating more de- lution of the market. Smaller ships that required. and 150 ports throughout Europe. “We mand. “We’re doing more marketing and once had two or three lounges may now Small ship cruising, although special- serve the inquisitive traveler,” says Birk- I think other companies are, too,” says have six or seven. The fabrics and col- ized, certainly seems to be enjoying its holz. “They want a collection of experi- Charles Robertson, President and CEO. ors used are different as are the wall and own steady forward momentum. “I think ences versus a collection of things,” he “River cruising and small ship cruising fl oor coverings but in general, he says, the rate of growth is probably a bit faster adds, referring to the main baby boomer has got a lot of attention in the press the the design is still traditional. The river for the small ships than the large right generation who want more than just an last few years and all that contributes to boats have a Victorian feel, whereas the now,” says Robertson. “It’s easier than onboard experience. “I believe the over- it. I think there is a greater awareness in coastal and ocean vessels are more coun- travelling by land or air, checking in and all travel market is growing in America. all of the markets that small ship cruising try-club theme oriented. out of hotels and so on. It’s a pretty el- In particular, the upscale travel market. and river boat cruising is very desirable. And as the regulatory environment has egant way to go.” We have a growing economy and demo- graphics also play a big role.” Interior designs are important on any cruise ship, and in particular, the smaller intimate vessels. “When expedition ships came onto the cruising scene back in the mid-1960s, it was all about destination and the ship interiors had relatively little importance,” explains To- mas Tillberg. “Now passengers expect a better environment and higher quality food and service.” On the river cruising front, Tillberg says the river boat market is much more developed in Europe than in the U.S. where modern replicas of steamboats ply inland rivers but there is still has strong demand for this product in the U.S. In fact, CLIA reports their member cruise lines currently deploy over 170 river cruise ships with 18 new river cruise vessels on order, an increase of 10 percent over 2015. America’s heartland is where Ameri- can Cruise Lines (ACL) river boats operate. Built in the U.S., the 150-person capacity American Eagle paddlewheeler was delivered to American Cruise Lines in early 2015, and was renamed the Queen of the Mississippi as she works on the Mississippi River (the previous Queen of the Mississippi is now working

www.marinelink.com 47

MR #1 (42-49).indd 47 1/6/2016 11:35:13 AM VESSELS APT’s Lone Star State is Built LNG Conversion Ready

General Dynamics NASSCO deliv- CO shipyard in San Diego. Designed by ballast water treatment systems. vious fi ve tankers built by NASSCO for ered the LNG-conversion-ready ECO DSEC, a subsidiary of South Korea’s “The delivery of this new vessel sym- APT.” Lone Star State’s construction be- Class tanker, Lone Star State, to owner Daewoo Shipbuilding & Marine Engi- bolizes the future of American shipping: gan in September 2014, and its keel was American Petroleum Tankers (APT) in neering (DSME), the ECO Class ships innovative, cost-effective and green,” laid by San Diego’s First Lady and wife December 2015, marking a milestone on achieve improved fuel effi ciency via said Fred Harris, president of General of Mayor Faulconer, Katherine Faulcon- the path toward more environmentally several features, such as an optimized Dynamics NASSCO. “The Lone Star er, in March 2015. The vessel was then friendly and fuel-effi cient shipping in hull form and a G-series MAN Diesel State, along with the four others we christened in October. the U.S. Jones Act trade. & Turbo ME slow-speed main engine. are currently building for APT, will be The remaining ECO Class vessels are The 610-ft., 50,000-dwt Lone Star Further enhancing the vessels’ green sta- among the most fuel-effi cient and en- due for delivery to APT, a Kinder Mor- State is the fi rst in a series of fi ve new tus, the tankers are engineered to accom- vironmentally-friendly tankers—any- gan subsidiary, through and mid-2017, 330,000 barrel cargo capacity product modate the future installation of a LNG where in the world. These tankers are 33 and will be operated on long-term time tankers for APT to be built at the NASS- fuel-gas system and are equipped with percent more fuel-effi cient than the pre- charters.

Lone Star State Main Particulars Name ...... Lone Star State Type ...... ECO 50K TDW Product/Chemical Carrier Shipbuilder ...... General Dynamics NASSCO Shipowner ...... American Petroleum Tankers ...... (KinderMorgan) Ship Operator ...... Crowley Maritime Corporation Ship Designer...... DSEC – Daewoo Shipbuilding & Marine Engineering Date of Delivery ...... 12/04/2015 Length, o.a...... 186 m Length b.p...... 178 m Beam ...... 32.2 m Depth ...... 19.1 m Design Draft: ...... 11.0 m Scantling Draft: ...... 13.3 m Deadweight Tonnage ...... 49,151 MT Gross Tonnage ...... 29,923 MT

Courtesy General Dynamics NASSCO Speed ...... 14.5 Knots Flag ...... United States Classiﬁ cation ...... ABS IMO No...... 9697985 Marine Engines ...... Make ...... Doosan Engine Ltd...... (MAN Diesel & Turbo licensee) Model...... 6G50MEB Bhp or kW ...... 7300 kW Generators ...... Doosan Engine (x3) ...... (MAN Diesel & Turbo licensee) Model ...... 7L23/30H Bhp or kW ...... 1053 kW Propellers ...... 6.8-m Samwoo, Fixed Pitch, 4 blade Radar ...... JMR-9200 Fuel Consumption (t/d) ...... 19.5 tons/day Bunkers ...... MGO, MDO, and HFO Ballast Control System .....Frank Mohn AS (FRAMO) BWTS ...... Techcross – Electro-Chlorination Courtesy General Dynamics NASSCO

48 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (42-49).indd 48 1/7/2016 12:48:44 PM www.marinelink.com 49

MR #1 (42-49).indd 49 1/11/2016 10:44:07 AM VESSELS

New Fleet Granite Point is Capable and Quiet Fast Crew Supplier for P&O Repasa Crew Comfort, Noise Control Tops Feature List on Granite Point

idewater Transportation and Ter- minals marked delivery of the Tsecond of a series of three towboats, the Granite Point, a boat that will be deployed in Tidewater’s Columbia & Snake River Service in January 2016. Damen The vessel was built by Portland’s Vigor shipyard and follows towboat Crown P&O Repasa, a new company formed Point, which began operations along the last year by the acquisition of the ma- Columbia Snake River (CSR) in May jority of the shares in Spanish towage 2015. Like the Crown Point, the Granite ﬁ rm Repasa by P&O Maritime, has Point is a custom-built, environmental- taken delivery of one Damen Fast ly-friendly towboat that was speciﬁ cally Crew Supplier 5009. The vessel will designed by CT Marine, Naval Archi- be operated from Malabo on Bioko tects and Marine Engineers of Edge- Island, Equatorial Guinea. Red Eagle comb, Maine. will ferry personnel and equipment, “Granite Point performed exactly as and supply drinking water and fuel, we wanted it to during its river trials

to offshore rigs and platforms. earlier this month,” said Marc Schwartz, & Terminals) (Photo: Tidewater Transportation Built for stock at Damen’s partner Maintenance & Engineering Manager at depends on their level of endurance,” tive wheelhouse and mindful accommo- Song Thu Shipyard in Vietnam, short- Tidewater. “We are ready for the Gran- said Bruce Reed, Chief Operations Of- dations. Due to the unique challenges of ly after the contract was signed the ite Point to team up with Tidewater’s fi cer and Vice President of Tidewater. maneuvering barges through swift-mov- 50-m FCS 5009 was moved to Damen current fl eet of 16 towboats to provide “The responsibility for maintaining a ing currents, high winds and eight navi- Shipyards Singapore where she was our customers with the highest quality high level of crew endurance rests with gation locks along the CSR System, CT customized to meet P&O Repasa’s river transportation.” us. Therefore, all three towboats in- Marine designed an enhanced steering specifi c needs. Special features have Named Granite Point for the gran- corporate a comprehensive sound and system utilizing four main steering and been added such as FiFi1, a hydraulic ite cliff in Washington, about 20 miles vibration control package designed by four fl anking rudders. Couple the steer- crane and reefer plugs. Furthermore, southwest of Pullman along the Snake Noise Control Engineers of Billerica, ing system with two Caterpillar 3516C a fast rescue craft has been mounted River, the towboat was built to the same Mass. The noise levels register at less Tier 3 engines, the design team was able on a davit for rapid launch and re- specifi cations as the Crown Point and than 60 decibels in the quarters during to increase the margins of safety and ef- covery along with transfer pumps for the forthcoming sister vessel, the Ryan vessel operation, which is equivalent to fi ciency. “The Granite Point can ‘get up the supply of fuel and drinking water. Point. Measuring 102 x 38 ft., with the sound of an air conditioner.” and go’,” sadi Josh Nichols, Assistant While the FCS 5009 class can take up a depth at full load of 11 ft., Granite Brian Fletcher, Tidewater Port Captain Port Captain, “but there is an ease and to 80 personnel, the Red Eagle has Point features a hexagonal wheelhouse who piloted the Granite Point through steadiness to it.” been confi gured for 50. with fl oor-to-ceiling windows on all six river trials, conveys, “When you are in Tidewater and its collaborative part- Following the works in Singapore, sides. The hexagonal design continues the wheelhouse, which is three decks ners spent a great deal of time conceiv- it sailed 7,000 nm nonstop across the to the main deck, which consists of a above the engines, you would really ing and engineering the plans used for Indian Ocean to Damen Shipyards galley with all the comforts of home, a need to concentrate to hear the engines all three vessels – two years in all. “The Cape Town on her own hull in 20 media room and a health and fi tness fa- at all. You couldn’t ask for a quieter tug, up-front work paid off,” says Bob Cur- days, where she had a short bunker cility. “Tidewater understands the abil- nor a better tug in tight situations. It cio, Tidewater CEO. “The vessels are stop and underwent fi nal preparations ity of our crewmembers to cope with turns on a dime.” fuel-effi cient, ecologically-responsible, before sailing the fi nal 2,400 nm to operational risk factors, like frequent CT Marine’s towboat design on the and are giving our captains and crews Bioko Island to begin work immedi- sleep disruptions and heavy workloads, Granite Point goes beyond the distinc- exactly what they’d asked for.” ately. The new P&O Repasa has plans for expansion. The original Repasa focused on towage operations, but in its new form is looking to expand Bollinger Delivers USCG’s 16th FRC into fast intervention for the off- Bollinger Shipyards delivered Fast Response Cutter (FRC) Winslow shore industry in areas including the Griesser for the U.S. Coast Guard (USCG) seventh district in Puer- west coast of Africa. To succeed, this to Rico. USCG took delivery on December 23, 2015 in Key West, strategy requires dependable partners Fla., and is scheduled to commission the vessel in Puerto Rico during and a modern fl eet, and these factors March, 2016. The 154-ft. patrol craft is the 16th vessel in the USCG’s played an important role in winning Sentinel-class FRC program. To build the FRC, Bollinger used an in- the contract with Marathon Oil. service parent craft design based on the Damen Stan Patrol Boat 4708. It has a fl ank speed of 28 knots. (Photo: Bollinger Shiyards)

50 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (50-57).indd 50 1/10/2016 11:02:13 PM Cement Carrier ESG Delivers Escort Tug Triton LNG-Powered In early December 2015 Eastern Ship- G&H Towing Company is the owners’ Cement Carrier building Group delivered the Escort Tug onsite representative and agent during Triton for Suderman & Young Towing the engineering, construction and de- Company. These series of Robert Al- livery for both Suderman & Young and lan, LTD. (RAL) designed Z-Tech 2400 Bay Houston. G&H Towing Company Class Terminal & Escort Tugs are cur- will operate the vessels after delivery. rently under construction at Eastern’s Robert Allan, LTD (RAL) of Vancouver, Nelson Street facility. Triton (Hull B.C. provided the Z-Tech 2400 Class #235) is the ﬁ rst of a series four Z-Tech Terminal & Escort Tugs design and Class Terminal & Escort Tugs being engineering. G&H Towing’s ﬂ eet cur- constructed for Suderman & Young rently consists of eight “Z-Tech” tugs in Towing Company. Eastern is also build- operation. This “Z-Tech” incorporates ing another identical series of four tugs the latest technology for escort service for Bay-Houston Towing Company. and ship assist. TRITON Z-Tech Main Particulars Length, o.a...... 80 ft. Breadth...... 38.25 ft. Depth ...... 15.75 ft. Total HP ...... 5,150 HP @ 1,600 RPM Main Engines (2) Cat 3516C (B rating) Tier 3 Main Propulsion ...... (2) Schottel Model SRP 1215FP ...... in Nozzles Z-Drives Main Generators ...... (2) John Deere 4045AFM85 ...... Tier 3, 99kW 480V @ 1800 RPM ...... marine diesel generator sets Hawser Winch ...... Markey Machinery ...... Fairleader 50HP Electric

...... Model DEPCF-48S, 36” wide Drum Ferus Smit ...... Mid-drum brake holding capacity 300,000 lbs Classifi cation ...... ABS +A1, Towing Vessel, Dutch shipbuilder Ferus Smit deliv- ...... AMS and Escort Service ABS Loadline ered what it is calling the world’s fi rst ...... (SoC), Statement of Compliance LNG-powered cement tanker, MV Flag ...... USA Greenland. The delivery was preced- (Photo: ESG) ed by an extensive program of trials and tests in which the proper working and safety of all systems was verifi ed. LNG-ready Tanker Delivered to Crowley On December 23, MV Greenland left the harbor of Delfzijl on its fi rst com- Crowley Maritime Corp. has taken de- The 50,000 dwt, 330,000-barrel- (ABS) LNG-Ready Level 1 approval, mercial voyage to Rostock where it livery of Texas, the second of four new capacity Texas joins sister ship Ohio, meaning Crowley has the option to con- was scheduled to receive its fi rst ce- Jones Act product tankers from Philly which was received by Crowley in Oc- vert the tanker to liquefi ed natural gas ment load. Shipyard, Inc. (PSINC), the sole operat- tober, as the fi rst ever tankers to receive (LNG) propulsion in the future. The re- M.V. Greenland is a dedicated ce- ing subsidiary of Philly Shipyard ASA. the American Bureau of Shipping’s maining two product tankers being built ment carrier build for the joint ven- by PSINC (formerly known as Aker ture JT cement, in which Erik Thun Philadelphia Shipyard, Inc.) for Crow- AB cooperates with KG Jebsen Ce- ley are under construction with planned ment from Norway. deliveries in 2016. According to the shipbuilder, the The new 50,000 dwt product tankers vessel is the fi rst ever dry cargo ves- are based on a Hyundai Mipo Dock- sel with an LNG fueled propulsion yards (HMD) design which incorporates system and LNG tanks integrated in- numerous fuel effi ciency features, fl ex- side the hull. The design incorporates ible cargo capability and the latest regu- a pressurized LNG tank positioned in latory requirements. The vessel is 600 the foreship. ft. long and is capable of carrying crude The cement cargo system consists oil or refi ned petroleum products. of a fully automated cement loading Crowley’s Seattle-based, naval archi- and unloading system, based on fl u- tecture and marine engineering subsid- idization of cement by means of com- iary Jensen Maritime is providing con- pressed air. The cement can be loaded struction management services for the and unloaded fully enclosed through product tankers. pipes, thus dust-free. www.crowley.com (Photo: Crowley)

www.marinelink.com 51

MR #1 (50-57).indd 51 1/10/2016 11:02:32 PM PROPULSION UPDATE

Composite Materials for Bearing Bonding to Secure Rudder Integrity

he critical requirement with rud- depending on the fi nish of the housing and pintle liners. Due to their excellent during assembly will need to be removed der bearings relates to the bush and the size of the bearing. However, the durability, high compressive and adhe- immediately. Tretention in the housing. Because pressing requires a large force, propor- sive strength, low moisture absorption Figure 2: Slip method the bush is manufactured from a differ- tionate with the size of the bearing, and and electrical insulation characteristics, ent metal to the bearing block, local gal- can damage a bearing that is not in line composite materials are ideal for the vanic corrosion can occur, which causes when fi tting. stable installation and permanent bond- the housing to become oversized until The freeze fi tting or shrink fi tting tech- ing of rudder bushes. Isolating the bear- eventually the bush can no longer be nique can be used as an alternative meth- ing into position, Belzona resins and held in the correct alignment. This mis- od. The two methods of freezing using paste grade composites provide a 100% alignment can result in the development liquid nitrogen are full immersion and contact between the bush and the hous- of annular gaps between the housing and vapor freezing. In full immersion, the ing, ensuring a permanent vibration-free the bearing bush, resulting in excessive bearing is placed in a container which location and eliminating galvanic and and premature bearing wear, a malfunc- is then fi lled with liquid nitrogen until crevice corrosion. tioning rudder and, consequently, costly reduction of the bearing to the required repairs and loss of sea time. diameter. Once the required diameter Picture 2: Bearing housing installed Due to a combination of severe vibra- has been achieved, it can be removed using composite materials tion, constant fretting and an aerated sea from the nitrogen and will then be held water environment, bearing installation in place in the housing until the bearing can be a real challenge. The ideal instal- returns to its original size. However, this lation would provide a perfect seal be- method is very slow and time consuming tween the bush and the housing while because it takes a long time to reduce the offering a complete corrosion protection. bearing diameter and to generate enough clearance for fi tting. The vapor freezing Figure 1: Rudder bearing structure can also be used to fi t the bearing by va- porising liquid nitrogen directly within the bearing until reduction. It will then be placed in the housing until returns to its original size. This method is more Application Methods of cost effective and safer than the immer- Composite Materials b) Injection Method sion method but the rate of bearing con- Belzona recommends two techniques Bearing bonding can be carried out by traction is a lot lower. for bearing installation with composite injecting the material between the bear- Using the same concept, another fi tting materials: the slip method and injection ing and the housing. The Belzona shim technique consists in heating the hous- method. When installing the bearing, takes up any ovality or housing wear, ing in order to expand it. This technique special attention should be given to the thus creating a durable barrier with involves hot work and can incur health method used to align and centralise the 100% surface contact, electrically isolat- and safety issues and thus requires an bearing bush within the damaged housing the bearing. This method has been Picture 1: corroded housing assessment of the risks before carrying ing. The techniques described below can Figure 3: Injection procedure out, which can be highly time consum- be used to rebuild, realign and electri- ing. While these methods are very ef- cally isolate many types of bearing bush fective, there will be limitations in the housings, including: level of corrosion protection they pro- • Rudder bush housings vide. Indeed, the bush and the housing • Internal stern tube, bush housings are made of dissimilar material and they • A-frame bracket bush housings will remain in direct contact, causing the • Stabilizer in shaft bearing problem of local galvanic corrosion to bush housings reoccur. All the processes will require • Oversized cutlass bearing housings accurate machining of housing and/or bush to ensure clearances are within tol- a) Slip method Traditional Techniques erance for installation. The slip method consists of simply When replacing rudder bearings on sliding the bearing into the housing. A existing boats it is diffi cult to match Composite Chocking fi lm of composite material is applied the inside and outside dimensions of Composite chocking offers an alterna- to the prepared inside surface of the the old bearing. The three conventional tive to traditional press and freeze fi tting housing and also to the outside surface techniques of fi tting rudder bearings are that ensures not only accurate alignment of the bush. Further material is applied press fi tting, freeze fi tting and heating but also long-term secure location of the in excess to the internal surface of the the housing. bearing. Nowadays, polymeric com- housing to prevent air entrapment after The fi rst technique, press fi tting, con- posites and coatings are widely used assembly. The bush is then jacked into sists of pressing the bearing into the in the marine industry for the reseating position in the housing and correctly housing. The ease of fi tting will vary or installation of new rudder bearings aligned. Any excess material extrudes

52 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (50-57).indd 52 1/10/2016 11:03:31 PM applied to multiple situations including Figure 4: Injection procedure riser bearings and bushes among others. with chocking material Alice Jucquois studied at the University of Lin- The liner or bush should be aligned in coln, United Kingdom, and holds an MSc Degree the housing. in Marketing. Alice is part of Belzona Polymer- The annular space between the bush ics Ltd Marketing Department, where she is and the housing is sealed where re- responsible for the marketing strategy for the quired to prevent loss of product during French speaking countries and development of the injection process. This may be ac- brand awareness through PR activities. complished by mechanical means or by utilizing a fast curing paste grade product. Injection holes should be carefully positioned together with vent holes to prevent the formation of air traps; ide- ally, injection points should be spaced no more than 600 mm (24 inches) apart BY ALICE JUCQUOIS (fi g. 3). The selected material is loaded into to the highest injection point. Material is bung and injection should begin at the chocking material. This is indicated by disposable injection cartridges and in- injected until it is exuded from the next next hole. This process continues until leakage of material through small vent jected using pneumatic equipment. The highest injection point, at which time the annular space between the bush and holes drilled at the highest point avail- application progresses from the lowest the fi rst hole is sealed with a suitable the housing is completely fi lled with the able.

Case study Belzona Bearing Installation in Oversized Bearing Housing

n June 2010, a ship in a Bulgarian be reseated in the irregular bearing problem of galvanic corrosion between designed to provide erosion and corro- dockyard required installation of a housing. steel housings and rudder bushes, pin- sion resistance of metal surfaces, was Inew bronze bearing in an oversized Bonding the bush in place with Bel- tle cones and liners. done through ﬂ exible hose placed into bearing housing. zona materials is a proven application It was proven to be a time and cost the four channels made in the back of Predominantly, severe corrosion and in the marine industry. saving procedure in comparison with the bearing. impact wear had led to the destruction The use of Belzona composite ma- traditional repair, which would have Savings were made using this so- of the old bronze bearing and irregu- terials for installation of rudder bear- involved welding and boring. lution against expensive machining lar form of the housing leading to in- ings began in 1977 with collaboration Belzona’s injection method was cho- of the housing and supply of larger creased annular space between the new between Belzona and Germanischer sen as other alternatives would have in- bronze bush. manufactured bearing and the housing. Lloyd. curred longer downtime. The injection This standard repair procedure elimi- As a result of this, a new bronze bush The project investigated the use of of Belzona 1321 (Ceramic S-Metal), a nates galvanic corrosion and provides bearing was manufactured and had to Belzona materials to eliminate the two-part ceramic ﬁ lled epoxy material long term location of the bearing.

Picture 3: Bronze bearing machined and ready to be Picture 4: Picture 5: Finished application after injection inserted in to the housing. Centralizing of the bearing in progress. of Belzona 1321

www.marinelink.com 53

MR #1 (50-57).indd 53 1/10/2016 11:03:57 PM PRODUCTS

ABB Services 300 Turbochargers for CSCL ABB Turbocharging, part of the power and automation technology group, announced i t has signed its third and largest Operation Performance Package service agreement with China Shipping Container Lines (CSCL), the logistics and containerized transportation company based in Shanghai, China. The contract covers the service and provision of spare parts for 113 turbochargers on 23 vessels, including 51 TPL type and 62 VTR type turbochargers. Added to existing service agreements, ABB now services over 300 turbochargers for CSCL, the largest number covered under contract with any customer. The Operation Performance Package (OPAC) provides customers with a more fl exible and cost-effective approach to service, based around turbocharger running hours, according to ABB. It includes proactive service to identify potential future issues. Service is fully delegated to ABB. The service agreement comes with the guarantee that only ABB parts customized to each specifi c turbocharger will be fi tted. http://new.abb.com/turbocharging

Digital Thruster Panel VLT Midi Drive FC 280 Twin Disc announced its VLT Midi Drive FC 280 is the evolution of the VLT new Digital Thruster Panel. 2800 drive. The Drive will be available at the begin- The unit complements the ning of 2016. With all-pluggable connectors (pow- company’s EC300 Power er up to 7.5 kW), integrated DC-coils, RFI fi lter, Commander electronic pro- and dual channel STO functional safety, the drive is pulsion control and Express easy to use and there are no hidden extras. Cables for Sub-Zero Temps Joystick System (EJS). Built www.danfoss.com Rated for operational temperatures as low as -65°C, of polished stainless steel, Cicoil’s fl exible fl at cables have been designed to the Digital Thruster Panel provide nonstop reliability in punishing weather, is engineered rugged for a polar climates, cryogenic equipment and space ap- marine environment, mak- plications. The deep freeze resistant Flexx-Sil Rub- ing it ideal for helms, fl ybridges and docking sta- ber Jacket needs no external conduit for protection, tions. The ergonomic toggles are sized for easy use. retains fl exibility and will not deform, crack or wear Visually, it perfectly matches Twin Disc’s full suite due to long-term exposure to intense cold tempera- of vessel controls with the company’s well-known tures. In addition, the ultra-durable jacketing mate- arced base and modern styling. It is available in dual rial is “self-healing.” or single versions. www.cicoil.com www.twindisc.com.

“Quiet Drive” Solutions Compact Genset Muffl er Join Schedule 80 Carbon Steel The management teams of CENTA Antriebe Marine Exhaust Systems of- Pipe without Hot Works Kirschey GmbH and Christie & Grey Limited an- fers its its new whisper-quiet Pipe joining solutions manufac- nounce a strategic global sales cooperation between Series 4 Thinline Wall Pack turer Victaulic introduced new roll their companies. The agreement allows the two Generator Muffl er. Currently sets for the VE416FSD roll groov- companies to join forces to engineer and strategi- designed for up to 35 kilo- ing tool that permit roll grooving cally supply the industry’s premium “quiet drive” watt gensets, the muffl er is of 2- to 6-in. Schedule 80 carbon solutions - combining soft mounting systems, fl ex- 12 inches wide, 17 inches tall steel pipe. The new capability ible couplings and intermediate drive shaft systems. and four inches deep. Its com- enables Schedule 80 pipe—com- As a pioneer in innovation since 1914, Christie & pact, low-profi le size makes it suitable for any ma- monly used for corrosive services—to be grooved Grey Limited manufactures durable and highly ef- rine application, and it can be mounted on the hull and joined with Victaulic couplings for approved fi cient vibration, noise and shock control solutions side, a bulkhead or within the recess of a generator applications, eliminating the need to weld. The for worldwide marine, industrial and commercial body. The Thinline Series 4 Wall Pack Generator VE416FSD roll grooving tool aims to simplify and applications. Christie & Grey has been a leader in Muffl er is built of biaxial e-glass with fl ame-retar- speed up pipe-end preparation in the fi eld, fabrica- designing and building engineered and customized dant Hetron FR 998 epoxy vinyl ester resin. 316L tion shop and shipboard applications. In addition, solutions. CENTA Antriebe is a leader in torsional stainless steel crush-resistant rings are installed at roll sets are available for standard-wall pipe, light- coupling and drive shaft systems.. all hose connections. wall steel pipe and stainless steel pipe. www.marine-exhaust.com www.victaulic.com

54 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (50-57).indd 54 1/10/2016 11:04:32 PM Blackmer Global Release of S Series Screw Pump

Blackmer announced the global launch of its S Series Screw pumps. Launched for the North Ameri- can market in July 2015, Blackmer S Series pumps are now available throughout the EMEA and Asian markets. Available with or without external timing gears and bearings, Blackmer S Series pumps are self-priming double-ended positive displacement pumps that offer outstanding performance in the most demanding applications. Blackmer’s twin and triple screw designs provide complete axial balancing of the rotating screws and their timing technologies eliminate metal-to-metal contact with the pump. S Series pumps are ATEX-certifi ed for use in explosive or dangerous environments, and have been specifi cally designed to address the diffi cult pumping challenges found in the oil and gas, process and marine industries. S Series pumps provide solutions that can meet the toughest application challenges regardless of temperature, viscosity or pressure. S Series pumps are offered in four distinct lines, each having multiple model confi gurations and sizes. www.blackmer.com

WAGO Harsh Environment Modules New Power Feed Mag Drill Container for LNG Hybrid Barge WAGO announced new Hougen Manufacturing released a new model of In 2015 the HUMMEL (bumblebee) LNG Hybrid additions to its XTR line portable magnetic drill, the power feed HMD927. Barge will enable Becker Marine Systems to sup- of harsh environment (-40 This new model offers a major performance im- ply low-emission power to cruise ships lying at °C to 70 °C extreme tem- provement to the mid-range line of Hougen mag- port in Hamburg. The fi rst container with LNG fuel perature and 5g vibration netic drills. The HMD927 has the power to drill has arrived in the Hanseatic City. The barge works resistance) I/O, providing holes up to 1-5/8” (41mm) in diameter and offers like a fl oating power plant and uses LNG to sup- added functionality, deliv- great power to weight ratio by giving steel fabrica- ply environmentally-friendly energy to cruise ships. ering Performance Class tors more strength and torque while still maintain- Compared to convent PLCs, Smart Grid technology and energy moni- ing the small lightweight footprint. The newest in- toring. The PFC200 controller is now available in novation is the mag drill pilot light. The LED light several new harsh environment XTR variants. Fea- is built into the base of the magnet and allows the turing modules with varying communication inter- operator to more effi ciently and quickly line up the Lunasea’s New 90-W, 180W faces: Ethernet, RS-232/RS-485, CAN, CANopen, pilot with the holes center location in low light or no Extreme Beam Flood Lights and PROFIBUS-DP-Slave interfaces; as well as light conditions. Lunasea Lighting introduced DNP3, IEC 61850 and IEC 60870 protocols sup- www.hougen.com two new fl ood lights for use on porting use as a Smart Grid controller. larger yachts and work boats. www.wago.us Both the 90-watt and 180-watt Lunasea Extreme Beam models are designed to maximize useful work area light and deliver reliable, effi cient performance. OMEGA Signal Conditioner Ideal for commercial marine and industrial appli- The OMEGA IN-UVI in-line signal conditioner cations, Lunasea’s Extreme Beam Flood Lights is housed in a stainless steel enclosure, which is are built to effectively illuminate large onboard connected between the transducer and a readout areas while standing up to anything the punishing instrument. While providing easy accessibility for marine environment can dish out. Lunasea’s ultra- transducer fi eld calibrations, especially when space powerful LED lights boast rugged exterior housings is limited, the IN-UVI provides a great solution for machined out of solid marine-grade billet alumi- applications where a transducer must be located in num and hard anodized for scratch and corrosion a hostile environment or some distance away from resistance. The included stainless steel brackets and the display. The IN-UVI supplies a highly regulated mounting hardware are equally tough and non-cor- bridge excitation voltage for the transducer or load rosive. Lunasea’s new 90-watt and 180-watt Ex- cell. www.omega.com/in-uvi treme Beam Flood Lights are compact in size, yet they provide intensely bright light where you need it the most. The 90-Watt model features a 100-degree beam angle and produces 11,500 lumens, while the 180-Watt unit (70-degree beam angle) doubles that output for an impressive 24,000 lumens. www.lunasealighting.com

www.marinelink.com 55

MR #1 (50-57).indd 55 1/10/2016 11:05:25 PM PEOPLE & COMPANIES Ulstein Alfa Laval BMT Gulf Navigation Bollinger Odfjell Kristensen Nyborg Glendinning Blackburn Jain van Smirren Copyright Susanne Hakuba ZF UK MCA Crowley Crowley Rodgers USMMA Cadets Win Crowley Scholarship Clockwise: Bell, Banks, Barham Industrial gear & wind Liao and Grewal turbine gearbox.

Kristensen to Head Ulstein D&S ing worked for the past 25 years for Fu- were each chosen to receive a $2,500 (U.S.) locations will thus join the tech- Eva Kristensen will take the helm as the gro Inc. and Fugro GEOS. scholarship for the 2015-2016 academic nology company. new managing director at Ulstein De- Jeremy Berwick will take the lead for year based on their demonstrated fi nan- sign and Solutions AS starting in Janu- the Defence Partnership and be based in cial need, community involvement and Liberty Chooses Ecochlor BWTS ary 2016. Kristensen joins Ulstein from BMT’s Bath offi ce. Dr. Paul Wilkinson leadership skills. The Ecochlor Ballast Water Treatment GE Oil & Gas Nordics, where she was has over 18 years’ experience in water System has been selected for installation managing director for fi ve years. and environmental consultancy across Barham: UK Ship Register Director on board Liberty Maritime Corporation’s Australia, Southeast Asia and the U.K. Simon Barham has been appointed as fl eet of nine U.S. and foreign fl agged ro/ Atlas Elektronik Management Shuffl e Denis Welch has been Chairman of the fi rst U.K. Ship Register Director at ro and bulk carrier vessels. Dr. Rolf Wirtz is CEO of the naval elec- One World Maritime for the past six the Maritime and Coastguard Agency, tronics systems provider Atlas Elektron- years. scheduled to start his role in Feb. 2016. AAA Wins 5-Year NOAA Deal ik GmbH effective January 1, 2016. David Bright, currently BMT’s Sector Art Anderson Associates won a fi ve year Director Defense will lead the Surveys, Seaspan Appoints Brennan Blanket Purchase Agreement (BPA) Odfjell Elects Nyborg Ship Design & Vessel Performance Part- Seaspan announced that Ian Brennan has for program and project management Klaus Nyborg was elected as the new nership. joined Seaspan’s Vancouver Shipyards as well as other services supporting the director of the Board of Odfjell SE. Ny- (VSY) as Vice President, Supply Chain Marine Engineering Branch for oceano- borg was recently Interim CEO of DS Rodgers Named CMA ‘Commodore’ Management & Contracts. graphic and fi sheries research ships and Norden AS from 2014-2015, where he Paddy Rodgers, CEO of Euronav NV small vessels operated by the National has also been on the board since 2012, has been named as the Connecticut Mar- Four New Cruise Ships for Carnival Oceanic and Atmospheric Administra- and chairman since 2015. itime Association (CMA) Commodore Fincantieri signed a memorandum of tion’s (NOAA) Offi ce of Marine Opera- for the year 2016. agreement with Carnival Corporation tions (OMAO). Glendinning Named SVP, Alfa Laval & plc for the construction of four new Ross Glendinning was appointed SVP, Crowley Scholarships to Cadets cruise ships of an overall value of about Kongsberg Maritime Acquires SMSC Service Division of Alfa Laval Inc. in Crowley Maritime Corporation awarded $2.5 billion. Kongsberg Maritime signed a contract January 2016, charged with driving con- three United States Merchant Marine to buy the Trondheim-based ship simu- sistent profi table growth, and developing Academy (USMMA) cadets with Thom- W&O Acquires Engine Monitor, Inc. lation and consultancy company, Ship new sales opportunities for the service as B. Crowley Sr. Memorial scholarships W&O bought Engine Monitor Inc. Modeling & Simulation Center AS. business of Alfa Laval in the U.S. at the Containerization and Intermodal (EMI), based in St. Rose, La. EMI pro- Institute’s Connie Awards luncheon yes- vides engineering and manufacturing Boskalis, KOTUG JF Formalized Bollinger Promotes Blackburn terday in Newark, N.J. Crowley’s Jenny as a marine integrator of critical vessel Royal Boskalis Westminster N.V. and Bollinger Shipyards promoted Brent Terpenning, supervisor, marine recruit- monitoring and control systems. KOTUG International B.V. have reached Blackburn as Director of Engineering. ing, presented the scholarships. Re- a formal agreement to merge their Euro- cipients include William Murray, Peter ZF Acquires Bosch Rexroth pean harbor towage operations follow- Gulf Navigation Names Jain CEO Tolles and Robert Tirrito. Industrial Gears Arm ing on a Memorandum of Understanding Gulf Navigation Holding PJSC appoint- ZF acquires industrial gears and wind signed by the parties in late 2014. ed Parag Jain as the company’s new Crowley Aids Four UW Students turbine gearbox segment from Bosch Chief Executive Offi cer (CEO). Crowley Maritime recently awarded Rexroth. Following the go-ahead from Alphatron Secures Van Oord Deal Thomas B. Crowley Sr. Memorial antitrust authorities, on December 1, Alphatron Marine has signed a three- BMT Group Reorganizes Scholarships to four seniors studying at 2015. ZF has offi cially taken over the in- year global maintenance agreement with BMT Group (BMT) announced an in- the University of Washington’s (UW) dustrial gears and wind turbine gearbox Van Oord to maintain and support all ternal reorganization. Jan van Smirren, Michael G. Foster School of Business. business from Bosch Rexroth AG. With navigation and communication equip- who will lead the Energy Partnership, The students, Joshua Banks, Kainen this, some 1,200 employees altogether ment on its entire fl eet of more than 80 will join BMT in its Houston offi ce, hav- Bell, Maninder Grewal and Xuan Liao, at the Witten, Beijing and Lake Zurich vessels.

56 Maritime Reporter & Engineering News • JANUARY 2016

MR #1 (50-57).indd 56 1/10/2016 11:06:02 PM www.marinelink.com 57

MR #1 (50-57).indd 57 1/7/2016 12:12:11 PM This directory section is an editorial feature published in every issue for the convenience of the readers of MARITIME REPORTER. A quick-reference readers’ guide, it includes the names and addresses of the world’s leading manufacturers and suppliers of all types of marine machinery, equipment, supplies and ser- BUYER’S DIRECTORY vices. A listing is provided, at no cost for one year in all issues, only to companies with continuing advertising programs in this publication, whether an advertisement appears in every issue or not. Because it is an editorial service, unpaid and not part of the advertisers contract, MR assumes no responsibility for errors. If you are interested in having your company listed in this Buyer’s Directory Section, contact Mark O’Malley at [email protected]

58 MARITIME REPORTER & ENGINEERING NEWS • JANUARY 2016

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• Technical Education data for accuracy, completeness and compliance Bouchard Transportation Co., Inc. • FCC License with Radar Endorsement a plus according to project specifi cations 7XJ0DWH • 1+ years experience with marine electronics • Assist with project mobilization Minimum Qualifications: service • Conduct client communications and updates on - Master/Mate 200 GRT Near Coastal • Willing to travel extensively an as requested and needed basis - Master/Mate of Towing Near Coastal • TWIC Card Preferred • Clerical Skills to maintain accurate records, - STCW w/security endorsement • Ability to read and interpret system documents reports, orders, etc. - GMDSS, RADAR, TWIC, Passport • Experience with Mackay or Radio Holland (QJLQHHU Equipment Repair is especially valued Skills Required: Minimum Qualifications: • Associates Degree in Electronics or Electrical • Able to read, speak, write, and understand English - 3 years experience on tugs at least 2000HP Engineering preferred in person and over the telephone - DDE 4000HP, STCW w/security endorsement • B.S. Degree in Electronics or Computer Science • Excellent interpersonal, verbal and written - Passport, TWIC highly valued communication skills are essential in this $VVLVWDQW(QJLQHHU • Experience with marine industry, willingness collaborative work environment Minimum Qualifications: to travel across US East Coast and Caribbean • Ability to work independently, as well as - Degree from Maritime Academy or DDE 4000HP Region follow directions and perform tasks - STCW w/security endorsement, TWIC, Passport • Capable of working effi ciently in an environment %DUJH7DQNHUPDQ Excellent Field Service Opportunity - base, over- of constant change Minimum Qualifications: time, per diem, car allowance, expenses covered. • Possess time management and scheduling skills - AB rating, Tankerman PIC (BARGE) Great benefi ts. • Strong attention to detail - STCW w/security endorsement, Passport, TWIC • Ability to read/understand bid documents and $%'HFNKDQG Project Engineer specifi cations Perferred Qualifications: • Profi cient Computer Skills: Microsoft Word, - Academy Graduates Curtin Maritime Full Time Excel, PowerPoint, and PDF editing programs - 2 or more years of tug experience, STCW w/security endorsement, TWIC, Passport Category: Project Engineering / Project Manage- Physical Requirements: ment • Work is performed while standing, sitting and/or $SSO\DWZZZERXFKDUGWUDQVSRUWFRPUHVXPHV walking ZHOFRPHZKHQDFFRPSDQLHGZLWKDQDSSOLFDWLRQ Job Location: • Must be physically fi t enough to board barges 1500 Pier C Street, Berth 57 Long Beach, CA, 90813 and tugs at sea and in port United States • Comfortable on construction sites Marine Electronics Field Service Engineer Contact • Able to bend, squat, crawl, climb, and reach Salary: $ $20-$45 per Hour , Full Time , Email: [email protected] • Able to lift, carry, push or pull weights up to Company Employee 1500 Pier C Street, Berth 57 Long Beach, CA, 90813 50 pounds United States • Able to communicate effectively using speech, Category: Engineer / Naval Architect vision and hearing Position Overview: Job Location: Curtin Maritime is seeking a highly motivated, detail Certifi cation Requirements: 90 Myrtle Street Cranford, NJ, 07016 USA oriented professional to fulfi ll the Project Engineer • Valid Driver’s License Contact role. The Project Engineer will report to the Chief • TWIC card (or ability to obtain one) Partner-Marine Engineering Operating Offi cer (COO) and work closely with the • USCG Merchant Mariners Credential (or ability to Email: mick@fl agshipmgt.com Project Manager in supporting the new project pro- obtain one) Work Phone : 954-577-5100 posal and bid process, as well as post award sub- • Able to pass a government background check and 101 N. Riverside Drive, Sutie 210 Pompano Beach, mittal and plan preparation throughout the projects US Coast Guard physical and drug test FL, 33062 United States life cycle. Education and Experience Skills: Job Responsibilities and Duties include, but are • Minimum Requirement: High School Diploma Integrated Bridge Navigation System Maintenance not limited to the following: • Associates or Bachelor’s Degree Preferred Voyage Data Recorder • Provide support in reviewing, researching, • 3-5 Years in Commercial Construction or Marine Radar writing and submitting project bids and proposals Construction Industry GMDSS • Review plans and other technical documents • Proposal preparation experience for government Radio • Assist in the development of cost estimates contracts preferred Marine Electronics repair and maintenance or tentative schedules • Maritime and Dredging experience preferred • Conduct new project research Description: • Assist with materials research, purchasing and Marine Electronics Field Service project support needs Navigation and Integrated Bridge Systems • Review, check and compile information and verify

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ADVERTISER INDEX

Page Advertiser Website Phone #

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43 ...... Anchor Maine & Supply, Inc ...... www.anchormarinehouston.com ...... (713) 644-1183

47 ...... Aurand Manufacturing ...... www.aurand.net ...... (513) 541-7200

C3 . . . . .Bayonne Drydock & Repair Corp...... www.bayonnedrydock.com ...... (201) 823-9295

33 ...... Bug-O Systems International ...... www.bugo.com ...... (800) 245-3186

37 ...... Creative Systems ...... www.ghsport.com ...... (360) 385-6212

9 ...... Damen Shipyards Group ...... www.damen.com ...... Please visit us online

37 ...... DCL Mooring and Rigging ...... www.dcl-usa.com ...... (800) 228-7660

27 ...... Detyens Shipyards Inc...... www.detyens.com ...... (843) 308-8000

23 ...... Essex Crane Rental Corp...... www.essexcrane.com ...... (888) 991-4100

21 ...... Floscan ...... www.floscan.com ...... (206) 524-6625

7 ...... Furuno USA, Inc...... www.furunousa.com ...... Please visit our website

19 ...... Holdtight Solutions ...... www.holdtight.com ...... (800) 319-8802

43 ...... Hougen Inc...... www.hougen.com ...... (810) 635-7111

21 ...... IGS Generon ...... www.igs-global.com ...... (713) 937-5200

33 ...... Kleeco ...... www.kleeco.com ...... (269) 623-2900

3 ...... Lifting Gear Hire Corporation ...... www.lgh-usa.com/mtr ...... (800) 878-7305

13 ...... Louisiana Cat ...... www.louisianacat.com/marine ...... (866) 843-7440

24 ...... Malin International ...... www.malinshiprepair.com ...... (409) 682-0232

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43 ...... Maritime Associates ...... www.marinesigns.com ...... (775) 832-2422

1 ...... Omega Engineering Inc...... www.omega.com ...... (888) 826-6342

19 ...... Omnithruster ...... www.omnithruster.com ...... (330) 963-6310

11 ...... Pepco ...... www.pepco.com ...... (202) 833-7500

47 ...... R.M. Young Company ...... www.youngusa.com ...... (231) 946-3980

24 ...... San Jacinto College ...... www.sanjac.edu/maritime ...... (281) 974-2200

37 ...... Smith Berger Marine, Inc...... www.smithberger.com ...... (206) 764-4650

35 ...... Sohre Turbomachinery, Inc...... www.sohreturbo.com ...... (413) 267-0590

C2 . . . . .SSI ...... www.ssi-corporate.com ...... Please visit us online

29 ...... Steel of West Virginia, Inc...... www.swvainc.com ...... (800) 828-6848

25 ...... Tecnico Corp...... www.tecnicocorp.com ...... (757) 545-4013

37 ...... The Port Authority of NY NJ ...... www.panynj.gov ...... Please visit our website

15 ...... Thordon Bearings Inc...... www.ThordonBearings.com ...... Please visit our website

17 ...... US Hoists Corporation ...... www.ushoists.com ...... (631) 472-3030

27 ...... Walz & Krenzer ...... www.wkdoors.com ...... (203) 267-5712

C4 . . . . .Wilhelmsen Ship Services ...... www.wilhelmsen.com ...... (281) 867-2000

49 ...... World Energy Reports ...... www.worldenergyreports.com ...... (212) 477-6700

The listings above are an editorial service provided for the convenience of our readers. If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]

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