marinelog - 07 jul 2009

Our 14th AnnualGulf Coast Head-liner featuringthe latest newsfrom the GulfCoast

MARINE LOG, (USPS 576-910) established 1878, is published monthly by Simmons-Boardman Publishing Corporation, 345 Hudson Street, New York, NY 10014© 2009 Simmons-Boardman Publishing Corporation. All rights reserved. Printed in the U.S.A. No part of this publication may be reproduced in any fashion without the written permissionof Simmons-Boardman Publishing. Annual Print and Digital Subscriptions: Qualified subscribers may request a subscription. Non-qualified subscribers in the U.S., Canada or Mexico forthe Print or Digital Edition, $85, one year, $135, two years. For Print and Digital Editions, U.S., Canada and Mexico, $128 for one year and $203 for two years. All other countries for Print orDigital, $185, one year or $285, one year by Air Mail; $235, two years or $435 for two years by Air Mail. For Print and Digital, foreign, $278 for one year, $378 for one year with Air Mail, $353,for two years and $553 for two years with Air Mail. Periodical postage paid at New York, N.Y., ISSN 08970491, and at additional mailing offices. Canada Post Cust.#7204654; Agreement#41094515. Bleuchip Intl., P.O. Box 25542, London, ON N6C 6B2 For subscriptions, address changes and adjustments, write to Marine Log, P.O. Box 10, Omaha, NE 68101-0010Publishers are not responsible for the safekeeping or return of unsolicited material. CIRCULATION & SUBSCRIPTIONS: Call toll free (800) 895-4389, Monday-Friday 9 am—5 pm EST. SINGLE COPIES: Write or call the Subscription Dept.(see above). The price for single copies of the Annual Yearbook & Maritime Review issue is $40. Other single copies $20 each. MICROFILM COPIES: University Microfilms International, 300 North Zeeb Rd., Ann Arbor, MI 48106 and Bell &Howell Micro Photo Division, Publication Products, Old Mansfield Rd., Wooster OH 44691 (800) 321-9881. FOR REPRINT INFORMATION contact PARS International Corp., 102 W.38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595Fax (212) 221-9195

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7 UPDATEKoreanYards enddrought• Rolls-Royce’swavepiercer for offshore sector• Harley Marine Services orders ocean tank barge• VTT surveys ship wastewater nutrient discharge in the Baltic Sea And much more...

14 INSIDE WASHINGTONArming ships: Washington responds

21 DECK MACHINERY SPOTLIGHT

28 TECH NEWS

29 NEWSMAKERS

32 CONTRACTS

34 EVENTS

35 ML BUYER’S GUIDEFree product information

36 WEBSITE DIRECTORY

37 ML MARKETPLACE

40 MARINE SALVAGECommunication is KeyBy John A. Witte Jr.

FeaturesPiracyPirates Ahead: Are youready? IMO’s Marine Safety Committee has justreleased its revised guidance for dealingwith pirates . . . . . . . . . . . . . . . . . . . . . . . . p. 15

Fuels & LubesSwitching fuels: theheadachesComplying with California’s new regula-tions won’t be so easy . . . . . . . . . . . . . p.17

CoatingsCO2ATINGS & EMISSIONSHull coatings can play a critical role inreducing your carbon footprint. . . . p. 19

SoftwareUsing 3D Modeling to cutlifecycle costs in RO/ROSShrink your newbuilding costs . . . p. 20A

www.marinelog.com JULY 2009 MARINE LOG 1

Contents JULY 2009 VOL. 114, NO.7

NEXT MONTH THE 5TH ANNUAL GREEN ISSUE • FINANCE • DIESEL TECHNOLOGY

Departments2 EDITORIAL

Security directive on target

4 SECOND THOUGHTSCalifornia rules are shape of thingsto come

MARINELOG

Members of a USS Gettysburg (CG 64) visit, board, search and seizure(VBSS) team and U.S. Coast Guard Law Enforcement Detachment 409prepare to board a suspected pirate mothership in the Gulf of AdenU.S. Navy photo/Mass Communication Specialist First Class Eric L. Beauregard

p. 24

COMMUNICATIONS SHOWCASE

PULLOUT SUPPLEMENT

GULF COASTHEADLINER

| p. 15

PRESIDENT Arthur J. McGinnis, Jr. [email protected]

PUBLISHER & EDITORJohn R. Snyder [email protected]

SENIOR EDITORIAL CONSULTANTNicholas Blenkey [email protected]

ASSISTANT EDITOR Shirley Del Valle [email protected]

CONTRIBUTING EDITOR William B. Ebersold [email protected]

MARKETING DIRECTOR Peter Sexton [email protected]

CREATIVE DIRECTOR Wendy Williams [email protected]

ASSOCIATE ART DIRECTOR Phil Desiere [email protected]

PRODUCTION DIRECTOR Mary Conyers-Brown [email protected]

NATIONAL SALES DIRECTOR Roland Espinosa [email protected]

INTERNATIONAL SALES MANAGER Donna Edwards [email protected]

SALES MANAGER Jeff Sutley [email protected]

SALES REPRESENTATIVE -KOREA Young-Seoh Chinn [email protected]

CLASSIFIED SALES Diane Okon [email protected]

CONFERENCE DIRECTOR Jane Poterala [email protected]

CONFERENCE COORDINATOR Michelle M. Zolkos [email protected]

ISSN 08970491 USPS 576-910

July 2009 Vol. 114 No. 7

John R. Snyder Publisher & Editor [email protected]

2 MARINE LOG JULY 2009 www.marinelog.com

MARINELOG

A SIMMONS-BOARDMAN PUBLICATIONEDITORIAL AND BUSINESS OFFICES345 Hudson StreetNew York, N.Y. 10014TEL: (212) 620-7200 FAX: (212) 633-1165website: www.marinelog.come-mail: [email protected]

editorial

Americans are often portrayed ascowboys, quick to shoot and askquestions later. When it comes to

piracy, however, the U.S. Coast Guard’sMaritime Security Directive, is right onthe target. The directive is a wellthought out response to pirate attacks.It requires, among other things, U.S.-flag ship operators operating in high-risk waters to adopt an anti-piracy planand to have armed or unarmed securityteams on board their ships, bolsterpirate watches and use non-lethalmeans to thwart pirate attacks. Themeasures are in-line with IMO’s recentguidelines issues on piracy.

Despite the best efforts of a multi-national maritime coalition force, piracyoff of the coast of Somalia is not goingaway anytime soon. Somalia is one ofthe poorest, most violent places onearth. The deplorable living conditionsin Somalia and 20 years of civil conflicthave created the perfect incubator forcreating desperate gangs of young men.Plagued by poverty, disease, dehydra-tion and malnutrition, Somali childrenhave little chance of surviving to adult-hood. Those that do survive to becometeenagers are often contravened intothe army. The long-term solution is astable Somali government. Right now,anarchy reigns.

That’s why it is doubly important toprotect mariners and ships, such as theLiberty Sun, which was bringinghumanitarian aid to Somalia. At aHouse Subcommittee on Coast Guardand Maritime Transportation meeting

in May, Philip J. Shapiro, president andCEO of Liberty Maritime Corp., testi-fied that the Liberty Sun was carrying47,000 metric tons of U.S. governmentfood aid—enough to feed 250,000 peoplefor a year—when it was attacked. Dur-ing the attack, the ship was hit by fourrocket-propelled grenades and automat-ic weapons fire. A video of the incidentmakes for very dramatic watching.Those who say the Somali pirates haveno intention of harming a ship’s crewshould watch it and think again.

And those that say the cost of piracyis just part of doing business shouldreconsider as well.

At a hearing on international piracyheld by the Subcommittee on CoastGuard and Maritime Transportationthis past February, Peter Chalk, a seniorpolicy analyst for the RAND Corpora-tion testified that the annual cost ofpiracy to the maritime industry wasestimated between $1 billion and $16billion. This figure includes ransom pay-ments, increased insurance rates,increased training costs, costs associat-ed with repairing vessels damaged bypirate attacks, delays in cargo deliver-ies, re-routing, the installation of anti-piracy equipment and hardening meas-ures.

MARINE LOG is sponsoring a one-day conference called CounteringPirates on Sept. 16 in Washington, D.C,at which we plan to discuss many of thepractical solutions to the operational,legal and financial challenges posed bypiracy.

Security directive on target

CIRCULATION & SUBSCRIPTIONS: Call toll free (800) 895-4389, Monday-Friday 9 am—5 pm EST.

Elsewhere in this issue we take alook at the new California regula-tion that mandates that ships

within 24 miles of the Calfornia coastmust burn low sulfur distillate fuel—and keep extensive records on theircompliance.

While the words “fuel switching”have a nice simple sound to them, theactual practice of switching fuels onboard is far from simple. It involveskeeping bunkering additional grades offuel, storing them separately under theconditions appropriate to each—andthen gradually switching from one fuelto the other, balancing temperaturesand viscosities as this is done.

As is clear from an API workingpaper that we quote extensively in thefeature, it’s just not that easy. And thepenalty for getting it wrong can be aship adrift without power, with all thepotential for disaster that implies.

The new rules are the California AirResources Board’s second attempt tolimit emissions from ships. An earlierregulation would have set levels foremissions of NOx, SOx and particulatematter by ships. That rule was slungout by the courts, but the just-imple-mented measure dictating fuel gradeshas thus far withstood legal challenges.

A TASTE OF THINGS TO COME?In fact, the California rules can be seenas offering a taste of things to come. Inthe works is the North American ECA,which will set emission limits out to200 miles off the U.S. and Canadiancoastline. So fuel switching is going tobecome a widespread practice—at least

until such time as all ships burn distil-late fuel all the time. That was a solu-tion advocated by Intertanko in the dis-cussions that led to the most recentMARPOL Annex VI amendments.

The North American ECA is beingrequested within the framework of therevised Annex VI.

NEW STANDARDS FOR ENGINESAlso within that framework, the U.S.

Environmental Protection Agency isproposing to revise the Clean Air Actengine program to include two addi-tional tiers of NOx standards for newCategory 3 marine diesel engines(above 30 liters per cylinder displace-ment) installed in vessels registered inthe United States.

The proposed near-term Tier 2 stan-dards for newly built engines wouldapply beginning in 2011 and wouldrequire more efficient use of currentengine technologies, including enginetiming, engine cooling, and advancedcomputer controls. The Tier 2 stan-dards would result in a 15 to 25% NOxreduction below the current Tier 1 lev-els, says EPA.

The proposed long-term Tier 3 stan-dards would apply beginning in 2016and would require the use of high effi-ciency after treatment technology suchas selective catalytic reduction toachieve NOx reductions 80% below thecurrent levels. In addition to the NOxemission limits, EPA is proposing stan-dards for emissions of HC and CO fromnew Category 3 engines.

What’s not entirely clear from theEPA is to what extent, if any, its pro-

posals exceed the new MARPOLrequirements, putting an additionalburden on U.S.-flag operators.

EPA is not proposing to set a stan-dard for PM emissions for Category 3engines. However, significant PM emis-sions benefits will be achieved throughthe ECA fuel sulfur requirements thatwill apply to ships that operate in areasthat affect U.S. air quality. EPA is alsoproposing to require engine manufac-turers to measure and report PM emis-sions. Finally, EPA is proposing achange to the diesel fuel program thatwould forbid the production and sale ofmarine fuel oil above 1,000 ppm sulfurfor use in the waters within the pro-posed U.S. ECA and internal U.S.waters; and allow for the productionand sale of 1,000 ppm sulfur fuel for usein Category 3 marine vessels.

EPA says the proposal is part of acoordinated strategy to ensure that allships that affect U.S. air quality meetstringent NOx and fuel sulfur require-ments. When taken together, the ele-ments of the coordinated strategy areexpected by EPA to result in significantimprovements in U.S. air quality andpublic health.

ALL THE WORLD AN ECA?All of these regulatory developments

have been predictable for long enough.What seems equally predictable is thatmore ECA’s will come into existenceand that the “non-ECA” areas of theoceans will grow ever smaller. The qus-tion really is “How long will it takebefore they disappear completely?”

Nick Blenkey Senior Editorial Consultant [email protected]


California rules are shape of things to come

Second Thoughts

n a positive sign for theshipbuilding sector, Koreanshipbuilders landed twosignificant newbuildingorders from European

shipowners last month, breakinga drought that extended intoOctober of last year.

The Attica Group S.A.recently signed a contract withKorea’s Daewoo Shipbuilding &Marine Engineering Ltd.(DSME) to construct twomonohull fast car ferries.

The two fast car ferries will bebuilt at a cost of EURO 68.5million ($100 million) apiece.

Each will have a length of145.5m, with capacities of 2,400passengers and 450 cars or 50freight units and 150 cars. Theferries will have a speed of 25.5knots and be built for Greekdomestic waters.

DSME had previously builtthe ferries Blue Star Paros, BlueStar Naxos and Blue Star Ithakifor Attica, which Attica CEOPetros Vettas called the compa-ny’s “most successful vessels.”

Meanwhile, on June 15, STXOffshore & Shipbuilding said itwon orders for eight 50,400DWT tankers (including four

options) worth $340 millionfrom a European shipowner.

Each tanker will be 183m x32.2m x 19.1m, with a servicespeed of 15.2 knots. The tankerswill be built at Jinhae shipyard.

STX has a healthy backlog.With the new tankers, STX Off-shore has 278 vessels on orderworth $18.3 billion (both inKorea and in Dalian).

According to Clarksons, as ofApril of this year, only 65 vesselshave been ordered worth $1.4billion. Containerships, tankersand bulk carriers account foronly 16 of the total.

DESPITE CURRENT OVER- capacity and depressed shippingrates, the world containershipfleet is expected to grow by 13%in 2009 and a 9.3% annuallyuntil 2013, bolstered by newdeliveries and new shipbuildingorders. That is the conclusion ofthe Shipbuilding Market Fore-cast for Container and Roll-On

Roll-Off (Ro-Ro) Ships releasedthis month by Lloyd’s Register -Fairplay (LRF) Research.

Faced with a global economicrecession, spot rates have beenquoted as low as $250 by somelines to move a container fromHong Kong to Rotterdam. Thatcompares with $1,400 a yearago. Right now, there is a record1 million TEU of capacity in drylayup, and many others in wetlay up.

Some have seen this as a busi-ness opportunity. Wartsila, for

example, recently launched alay-up service for “hot” and“cold” lay-ups.

The LRF Research reportexpects an upturn in 2009toward modest levels. The glob-al containership fleet stands at4,671 ships with a total capacityof 12.4 million TEU. The fleet ofvery large boxships of 8,000-TEU capacity or greater isexpected to grow by an averagegrowth rate of 25% through2013.

And, because the current box-ship is relatively young, scrap-ping will only remove 904,000TEU of capacity from the fleetover the next five years.

Despite low rates, boxship fleet to continue growth

Jumbo bolstersheavy lift fleet

INLAND • COASTAL OFFSHORE • DEEPSEA bizUpdate

NOTES

Ashland Inc. , Covington, Ky.,recently signed a definitiveagreement to sell specialtychemicals and marine servic-es company Drew Marine toJ. F. Lehman & Co. in a transac-tion valued at some $120 mil-lion before tax.

KOREAN YARDSEND DROUGHT

Jumbo Shipping recently bol-stered its heavy lift fleet withthe addition of a fourth J1800-class vessel, the JumboJubilee, from Damen Ship-yards Galati in Romania. The144.8m x 26.84m will be usedto carry oversized cargo suchas overweight power plantequipment, offshore equip-ment and floating cargo.

After leaving Galati, theJumbo Jubilee sailed to Huis-man Equipment in Schiedam,the Netherlands, for theinstallation of two 900 metrictonne mast cranes.

I


J.F. Lehman buysDrew Marine

The super post-Panamax box-ship COSCO Long Beach

Previously, DSME builtthe Blue Star Naxos forAttica Group

In its annual report on portstate control, the Paris MoUsays that one in 20 shipinspections resulted in a ves-sel detention in 2008, withships 15 years of age or olderaccounting for 75% of thedeficiencies.

The Paris MoU says onetroubling trend is the 34%increase in the number ofdeficiencies between 2005and 2008, implying that theaverage condition of ships isdeteriorating.

The United States flag wasrecently moved from theWhite to the Grey List with anaverage performance.

One in 20 shipsdetained


Some 220 guests were onhand for the christeningof the 93m, DP2 multi-

purpose offshore support ves-sel Island Commander at theVippetangen Quay in OsloHarbor last month during

Nor-Shipping week in Oslo,Norway.

The vessel, owned by Nor-way’s Island Offshore Group,will begin a three-year charterthis summer with Cono-coPhillips in the North Sea.

As a platform supply vessel,the 93m x 20m Island Com-mander will be able to carrygeneral deck and pipe cargo onits 1,030m2 deck, as well as liq-uid and bulk cargoes. The deckcan accommodate up to 3,110tonnes.

Guests of the christeningwere allowed to tour the ves-sel’s well-appointed bridge.The vessel is outfitted with aPoscon independent joysticksystem, which integrates all ofits maneuvering functions andcontrols the CP propellers,thrusters and rudders. Thejoystick system has an inter-face to the ship gyrocompassfor automatic heading and theGPS system for indication of

ship’s speed and course.Based on a Rolls-Royce UT

776 CD design and built bySTX Europe’s Brevik yard, theIsland Commander has adiesel-electric propulsion sys-tem. Each of the four maingenerator sets is a completeunit and consists of a medium-speed Bergen Diesel

C25:3333L6A engine directlycoupled to a fresh water-cooled, resiliently mountedgenerator. Each engine pro-duces 1,740 kW at 900rev/min.

Propulsion is supplied bytwo 2,500 kW Rolls-RoyceMarine Azipull CP 120thrusters.

Island Offshore vessel christened

Island Commander tied up for christening

ceremony in Oslo Harbor

A ustralian designers popularizedthe use of wave-piercing tech-nology for high-speed multi-hull

passenger vessels. At Nor-Shipping 2009in Oslo last month, Rolls-Royceunveiled a new UT 790 CD anchor-han-dling vessel design that incorporateswave-piercing technology for the off-shore sector.

Instead of riding on top of waves,the hull pierces through the water, elimi-nates slamming and allows the vessel tomaintain service speedsregardless of the seastate. This reducesfuel consumptionand improvescrew

comfort. For example, at speeds of 14 knots

and violent storm conditions (9 metersignificant high waves), tank tests haveshown no water above forecastle decklevel.

The vessel has a wider beam than atraditional AHTS—23m as compared to20m—making it a more stable platform.

The engine room is located astern toreduce engine noise and create room for

winches at the front of the vessel. TheUT 790 CD has the same fiber

and rope capacity operatingwith four secondary

winches as a traditionalanchor handler haswith six.

The vessel also hastriple-screw propul-

sion—two Azipullthrusters with a CP propeller

in the middle—providing maximumefficiency and flexibility.

INLAND • COASTAL • OFFSHORE • DEEPSEAUpdate

Chiquita BrandsInternational, Inc.does not expect therecent voluntaryChapter 7 bankrupt-cy filing by New York-based EastwindMaritime Inc. and certain of its affili-ates to adversely affect service to Chiq-uita’s customers and the delivery of itsbananas and other fresh fruit products.

“All of the 12 oceangoing ships thatthe company sold in 2007 remain underlong-term charter to Chiquita, includingthe four ships sold to Eastwind,” saidChiquita.

Before the roof fell in, Eastwindoperated about 60 reefers, 18 bulkers,17 product tankers and 18 boxships.

The bankruptcy followed news thatlender Nordea had foreclosed on 13 ofEastwind’s ships and had sold them toDraften, a company controlled by Israelishipowner Sammy Ofer.

Eastwind has also been facing a slewof lawsuits.

BANANA DELIVERIESWON’T SLIP

Rolls-Royce’s wavepiercerfor offshore sector

Gladding-Hearn Shipbuilding, Somerset,Mass., delivered its first high-speed patrolboat to the U.S. Government.

The all aluminum 64 ft escort vessel willbe operat-ed by theU.S. CoastGuard andwill securehigh valueNavyassets.

Fitted with two MTU diesel engines thatare connected to Hamilton waterjets, theescort vessel can reach speeds of up to 30knots. It features a C. Raymond-Hunt-designed deep-V hull and a CPI Marinefender system.

The foredeck features a gun mountwhile the forecastle is equipped with ahead, galley, berths and lockers. The inte-rior is fitted with Shockwave heavy-dutysuspension seats and shock-absorbingfloor matting.

The Yachts ofSeabourn debutedits first new luxury

vessel in six years, the32,000-ton, ultra-luxuryyacht Seabourn Odysseyin Venice, Italy last month.

Built by T. Mariotti of

Genoa, Italy, the SeabournOdyssey can accommodate450 guests in 225 suites.

The yacht features 11decks, which include, justto name a few, a nine-holegolf course, an 11,400 ft2

Spa, two outdoor swim-

ming pools, four Five-starrestaurants and six out-door whirlpools.

The Seabourn Odyssey’smaiden year will be spentsailing the Mediterraneanduring the summer andearly fall, the vessel willthen travel the Carribbeanuntil it departs on the com-pany’s first world cruise inearly January 2010.

Seabourn Odyssey is thefirst in a series of threenewbuilds. The SeabournSojourn will launch nextJune, with the third, as-yet-unnamed, vessel tofollow in 2011.

Seabourn launches first luxury vessel in six years


OSG tank barge sold to Nigerian buyers

OSG Ship Management has sold OSG 300, a38,860 dwt double hulled tank barge, toNigerian buyers, who have renamed thebarge Bamidele, and will use the barge forclean fuel storage and coastwise service.

The 588 ft barge cost $15.5 million tobuild in 1979, when Galveston Shipbuild-ing Co., Galveston, Tex., constructed thevessel for the Miami Belcher Oil Company.

Classed as an ABS +A1 tank barge,unrestricted service, the barge can work inATB configuration. It was retired last Octo-ber in preperation for its sale.

Marcon International Inc. was the solebroker in selling the barge to its new own-ers.

Gladding Hearn deliversits first high-speed vesselto U.S. Government

U.S. Barge, Portland,Ore., signed a con-tract with Harley

Marine Services, Seattle,Wash., to build an 83,000barrel double hull barge.

The 422 ft long bargewill be OPA 90 compliantand is classed as an ABSClassed Maltese A-1 andloadline Un-MannedOcean Services.

The barge will feature afull vapor processing unit

and an electronic cargotank monitoring system.

Its 12 cargo tanks willbe coiled with a heatingunit that will keep temper-ature stable and within acertain range. U . S .Barge will undertake allthe outfitting work.

Harley Marine Servicesdirector of Barge Opera-tions Keith Barnes, said,“We are happy to partnerwith U.S. Barge to achieve

our accelerated OPA 90compliance plan. Indus-try-wide, the deadline is2015. Harley Marine Ser-vices has committed toachieving compliance by2012.”

The new barge will bedelivered in the spring of2010, and will be placedinto service to supportHarley Marine Services’West Coast Wide opera-tions.

L-3 Offshore, Coventry, U.K., signeda teaming agreement with STXEngine, a subsidiary of South Korea’sSTX Group, to collaborate in themarketing and supply of integratedpower, electric propulsion, dynamicpropulsion and automation systems

for the Korean offshore market.Under the agreement STX Engine

will offer full testing support services.In addition, STX will design, produceand supply electronic and electricalsystems for offshore plants.

L-3’s Marine and Power Systemsgroup will consolidate its offshoreaccess to local markets for shipbuild-ing and operating equipment.

L-3 Offshore and STXsign teaming agreement

Harley Marine Services orders ocean tank barge

Update


VTT surveys ship wastewater nutrient discharge in the Baltic Sea

Finland-based VTT Technical Researchconducted a survey to investigate thescope of ship wastewater nutrient

inputs in the Baltic Sea. The information was obtained from port

facilities and shipping companies, with the

sole focus being on passenger ships, cruiseships and cargo vessels.

Although nitrogen released in ship emis-sions is far more servere, it is important tonote that the environmental impact of shipwastewater is significant.

The survey found that ship wastewaterdischarges resulted in 0.04% (356 tons) ofnitrogen and 0.3% (119 tons) of phosphorus.Most of the wastewater nutrients—contain-ing nitrogen, phosphorus, pathogens, heavymetals and organic compounds harmful toaquatic organisms—enter the Baltic Sea inthe summer, where the unprocessed anduntreated wastewater from the ships increasethe growth of algae.

However, the largest perpetuator of thenitrogen and phosphorus discharge in theBaltic Sea is, ironically, nature herself. Thenutrients enter the sea in the watershed andthrough untreated municipal wastewater.According to the survey, the nitrogen falloutfrom sources such as rivers and the coast is atotal of 744,900 (74%) tons of nitrogen eachyear, while 264,000 tons of nitrogen(26%)are from aerial fallout. Almost 99% of the34,5000 tons of phosphorus in the Baltic Seawas caused by run off water.

With that said, it is important to note thatthe treatment of wastewater is easier to con-trol than mother nature herself.

While maritime regulations prohibit thedischarge of sewage into the sea, ships areallowed to discharge sewage if it is commin-uted or disinfected. Ships using an approvedsystem that disinfects or reduces the sewagecan discharge the wastewater more thanthree nautical miles from the nearest land. Ifthe sewage has not been treated then itwould have to be discharged at a moderaterate more than 12 nautical miles offshore.

Not all vessels have purification systemsonboard. The alternative for these shippingcompanies would be for ports to providewastewater reception facilities for ships.

According to the Port of Helsinki, mostwastewater from vessels is pumped into thesewage system in port, and then directed towastewater purification plants for treatment.

INLAND • COASTAL • OFFSHORE • DEEPSEA

The Port of Helsinki says that all passengerships calling regularly pumped wastewaterinto the sewage system in the port in 2008

conference & expo

MARINELOG

Shipping needs to shrink its carbon foot print. TheU.S. and Canada have jointly proposed creatingwhat would be the world’s largest Emissions Control

Area. This has broad implications for the shipping indus-try, since more than 93,000 ships call at U.S. and Canadianports annually.

What are the best solutions for compliance? Scrubbers?Ultra-low sulfur fuel? Are your ships being fitted withcold iron technology for when you are in port?

Beyond emissions, there are a whole host of environmen-tal compliance and regulatory issues for ship operators,including waste stream management,ballast water management and ship recycling. What canship operators do now to cut their fuel and energy con-sumption and reduce their greenhouse gas emissions?

These and other environmental topics will be discussedduring a series of panels and presentations over two daysat Marine Log’s Global Greenship 2009 Conference &Expo. Well-known experts will discuss current policy, regu-lations and technologies during a lively agenda. Therewill be ample time built into the conference and expo fordiscussion, debate and the exchange of ideas. There willalso be substantial time for networking during coffee andenergy breaks, luncheons and the cocktail reception.

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

The expoA key component of the event is a tabletop expo, withgreen technologies and services on display from majorsuppliers. Contact Jane Poterala, Conference Director, at(212) 620-7209, [email protected] for details on exhib-it opportunities.

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

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

Corporate Sponsor Supporting Organizations

For program updates, tabletop andsponsorship forms, please visit usonline at www.marinelog.com.

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

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

Please send completed form with your payment to: Jane Poterala, Conference Director, Simmons-Boardman Conferences, 345 Hudson St., 12th flr., New York, NY 10014 | Tel.: (212) 620-7209 | Fax: (212) 633-1165 | [email protected]

37-002-2350

September 17, 2009Registration

Continental breakfast sponsored by ABS | Expo open

Keynote address: Environmental stewardship

The latest developments at IMO

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

Coffee break (sponsorship available) | Expo open

What new regulations may emerge under the CleanWater Act?Larry Kiern, Esq., Partner, Winston & Strawn LLP

Eliminating stern tube oil pollutionCraig Carter, Dir., Marketing & Customer Service,Thordon Bearings Inc.

Luncheon (sponsorship available) | Expo open

Advances in marine coatings: Saving owners time andmoney while protecting the environmentMark Schultz, Business Development Mgr.–Marine,Sherwin-Williams

Ballast water management: The latest developmentsRick Ferraro, External training manager, Lloyd’s RegisterAmericas

Energy break (sponsorship available) | Expo open

Panel presentations: Energy efficiencyShipboard energy conservationMike Gaffney, Executive VP, Engineering, CEM, AlarisCompanies LLC

Hull preparation, coatings and emissions reductionSpeaker from International Paint

Developing a marine LEED certificationJohn Waterhouse, President, Elliott Bay Design Group

Cocktail reception (sponsorship available) | Expo open

September 18, 2009Continental breakfast sponsored by ABS | Expo open

Proposed North American Emissions Control Area

Marine exhaust gas scrubbingChris Leigh-Jones, Managing Dir., Krystallon

The impact of operating two-stroke diesel engines onultra low sulfur fuelLes Gingell, VP Marine Sales North America, MAN Diesel

Coffee break (sponsorship available) | Expo open

Environmental crimes: Prosecutor’s point of view

Environmental crimes: Regulator’s point of view

Luncheon (sponsorship available) | Expo openLuncheon address: Being carbon neutral

Inland barge transport’s smaller carbon footprint:A greenhouse gas studyAndrew Riester, VP, Waterways Council, Inc.

Hydrogen power for fuel cells as a cold ironing conceptThomas J. Ingram, P.E., Mgr. Government Programs, ABS

Emissions and OPEX reduction with LNG vesselsJohn Hatley, P.E., Americas VP Ship Power, Wärtsilä NorthAmerica Inc.

What are the major environmental challenges ahead?

Delegate favors & lanyards sponsored by Lloyd’s Register

Program subject to change/augmentation

Registration Form

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


On this page last month,we reported on U.S.-flag

shipowners’ testimony on theobstacles they faced in armingships against pirate attacks. Afairly high proportion of theoceangoing U.S.-flag fleet is atrisk, since it is engaged in car-rying preference cargoes, suchas humanitarian food aid, thatmust be transported throughdangerous waters.

Washington seems to haveheard the shipowners’ pleas.

Rep. Frank LoBiondo (R-NJ) has introduced legislationin the House to provideimmunity to U.S. merchantmariners who wound or killpirates while responding to apirate attack. “The UnitedStates Mariner and Vessel Pro-tection Act (H.R. 2984)”directs the Coast Guard toestablish standards for when amerchant mariner on a U.S.-

flag merchant vessel can useforce against an attacker. Anymariner using force withinthose standards, and theowner, operator or master ofany vessels would be exemptfrom liability in U.S. courts asa result of that use of force.

In fact, his bill may not benecessary. Last month theCoast Guard published threePort Security Advisories thatspell out what’s involved inputting arms on board ship,what the rules are for hiringarmed security details andwhen it is appropriate to usedeadly force. The advisoriesare accessible at:

http://homeport.uscg.mil.

Port Security Advisory 3-09:is intended to provide guid-ance to U.S. flagged commer-cial vessels and embarked per-sonnel, including contract

security personnel, not entitledto sovereign immunity andoperating in High Risk Waters(HRW), for employment offorce in self-defense or defenseof others, as well as defense ofthe vessel. Though the docu-ment only restates existing lawin this area, that law appearsto give ships ample latitude touse deadly force in self-defense.

Port Security Advisory 4-09(rev 1): provides guidance onobtaining a Temporary ExportLicense in order to placingfirearms on board vessels toarm private security personnelor vessel crews. The CoastGuard has worked closelywith the Department of State'sDirectorate of Defense TradeControls (DDTC), whichimplements defense trade con-trols under the ITAR program,

as well as the Department ofHomeland Security’s Customsand Border Protection (CBP),which is authorized to enforceU.S. export control laws.

Port Security Advisory 5-09:spells out the standards thatmust be met or exceeded bycontracted security servicessupplementing ship’s crew todemonstrate competency andadequacy to perform theassigned task for U.S. vesselssubject to 33 CFR Part 104and MARSEC Directive 104-6.

Meanwhile, outside theU.S., INTERTANKO thinkssecurity guards should prefer-ably be provided by flagstates—which is a hilariousnotion given some of the flagspreferred by INTERTANKOmembers!

Arming ships: Washington responds

INSIDEWASHINGTON


Despite the best efforts of a multi-national naval force, IMO and agrowing vigilence in the shipping

industry, pirate attacks and hijackingsoff the coast of Somalia and in the Gulf ofAden aren’t going away anytime soon.And piracy shouldn’t be written off asjust a nominal expense of doing business.

Testimony before the U.S. HouseTransportation and Infrastructure Com-mittee, Subcommittee on Coast Guardand Maritime Transportation this pastFebruary estimated the annual cost ofpiracy between $1 billion and $16 billion.This figure includes ransom payments,increaed insurance rates, increasedtraining costs, costs associated with theinstallation of anti-piracy equipment andvessel hardening measures, costs associ-ated with repairing vessels damaged bypirate attacks, and delays cargo deliver-ies due to rerouting. War risk insurancepremiums for some ships transiting theHorn of Africa have risen as much as$20,000 per ship, according to the U.S.Maritime Administration.

Beyond the financial cost is the humancost. There were 306 acts of piracy andarmed robbery against ships reported toIMO in 2008 up from 282 in 2007, repre-senting an increase of 8.5%. In the firstfour months of 2009, 157 incidents werereported to IMO.

According to the International Mar-itime Bureau, 478 crew members weretaken hostage in pirate hijackings fromJan. 1 to May 12, 2009 as compared to815 for all of 2008.

REVISED GUIDANCE FROM IMO

IMO’s Maritime Safety Committeerecently took up the issue of piracy inLondon at its 86th session from May 27to June 5. The result of the session wasthe issuance of revised guidance on com-bating piracy and armed robbery againstships. The committee also agreed on spe-cific guidance relating to the continuedattacks on ships off the coast of Somaliaand in the Gulf of Aden.

One of the hard choices that ship oper-ators will have to make when enteringpirate hot spots is whether to allowarmed or unarmed professional securityteams onboard or even to allow the crewto carry arms themselves.

IMO’s Marine Safety Committeeagreed that flag states should “stronglydiscourage” the carrying and use offirearms by seafarers for personal protec-tion or for the protection of a ship. Sea-farers, it was agreed, are civilians andthe use of firearms requires special train-ing and aptitudes and the risk of acci-dents with firearms carried on boardship is great.

However, the committee left the deci-sion regarding the use of unarmed secu-rity personnel up to individual shipown-ers and operators. Further, the carriageof armed security personnel, or the use ofmilitary or law-enforcement officers(duly authorized by the government ofthe flag state to carry firearms for thesecurity of the ship) should be subject toflag state legislation and policies and is amatter for the flag state to authorize, in

Shipowners should be using specialwar insurance policies when transit-ing high-risk pirate hot spots such

as the Gulf of Aden and off the coast ofSomalia, according to a recent studyreleased by leading marine insurerAllianz Global Corporate & Specialty(AGCS).

Furthermore, the Allianz study,“Pira-cy: An ancient risk with modern faces,”also outlines several measures crewsshould be taking when entering knownpirate waters.

“There are several practical steps youcan take if you are transiting a piracyarea,” says Allianz Global Corporate &Specialty spokesman Richard Manson.Manson points to several effective meth-ods outlined in the study for deterringpirate attacks. “These methods includeincreasing speed when transiting knownhigh-risk waters, additional lookoutsincluding dummies, slippery foam on thehull, and stowing boarding ladders. Inany case, crews should be made aware oflooking for and reporting any skiffs inthe water. We are,” adds Manson, “verycautious about arming ship’s crew.”

In addition, the study says technolo-gies such as Long Range AcousticDevices or L-RADs, which project apainful wall of highly focused sound at atarget can be effective. Other measuresinclude electric fences and barbed wireto make it more difficult for pirates to

STUDY DETAILS HOWYOU CAN RESPOND TO PIRACY RISK

PIRACY

PIRATES AHEAD:ARE YOU READY?

Last month, securityteamsfrom the Royal Navy Type 23Frigate HMS Portland (F 79)boarded two suspiciousskiffs in the Gulf of Aden


I C E C L A S S T A N K E R SPIRACY

try to board. There are also satellitetracking devices, such as Ship LOC, thatcan help pinpoint a boat’s position ifradio contact is cut. However, puttingfirearms aboard a ship, even in the handsof trained professional security services,is usually a step too far. “Weapons willonly escalate the problem,” says RalfZibell, Allianz senior risk consultant,marine. “Although the pirates are armed,attacks are generally not violent, butthat situation would certainly change ifthey were counterattacked with weapons.Furthermore, insurerswould be very wary ofinsuring any vesselthat carried arms orarmed guards onboard. A potential lia-bility claim for shoot-ing a pirate—or caus-ing a crew member’sdeath—could be verycostly, as could theresulting damage tothe hull.”

Therefore, Allianzworks with clients anddiscuss both theirawareness and theirpreparedness. “If theyhave to navigate thearea, we discuss whatmeans of protection they can employ,”says Allianz senior marine underwriterDanny McCarthy.

“In addition, of course, you discusstheir insurance solutions,” explainsFrench marine claims head Frédéric Dene-fle. “You need the right combination ofcoverage, including considering war andkidnap and ransom cover. At the sametime, this information needs to be keptvery confidential in the same way youdon't announce to pirates what kind oftreasure a ship is carrying.”

Currently many vessels are insured forpiracy as part of their standard hull andmachinery insurance policies, which arenot specifically designed to address secu-rity-related risks such as piracy. Thismeans that some shipowners are payingfor piracy coverage when they do notneed it because they are not sailingthrough piracy zones. So-called warinsurance provides special cover for shipsexposed to piracy risks on a “per transit”basis, meaning that it can be specificallyunderwritten to handle various exposuresbesides damage to the vessel and there-fore can be priced more flexibly.

consultation with ship owners, compa-nies and ship operators.

In the wake of the attacks on the U.S.-flagged vessels Maersk Alabama andLiberty Sun in April 2009, the U.S. CoastGuard issued Maritime Security Direc-tive 104-6 (rev. 2) on May 11 under theMaritime Transportation Security Act of2004 that provides U.S.-flag ship opera-tors with specific, risk-based measures totake to deter, detect or disrupt piracy.

Much of the measures are commonsense. For example, prior to enteringhigh-risk waters, U.S.-flagged vessels

should establish an anti-piracy plan thatincludes the “hardening” measures toprevent attacks and subsequent board-ing. Ships should also use establishedtransit lanes, evasive maneuvers,increased speed and cooperate withnaval forces patrolling the area. When inknown pirate waters, ships should main-tain a vigilant anti-piracy watch andensure all shipboard anti-piracy precau-tions are in force.

The Vessel Security Plan for a U.S.-flagship operator that operates in pirate hotspots must have security protocols forterrorism, piracy, and armed robberyagainst ships that meet the performancestandards in the directive. An annex tothe directive provides further specificmeasures required for vessels transitingin the Horn of Africa and Gulf of Adenhigh-risk waters. All vessel securityplans must be approved by the U.S.Coast Guard.

Additionally, the directive requiresvessels to “supplement ship’s crew witharmed or unarmed security based on apiracy specific vessel threat assessmentconducted by the operator and approved

by the Coast Guard.”

PIRACY LEGISLATON HEATS UP

Of course, the threat of piracy has notbeen lost on the radar screen of Con-gress. In a vote of 389 to 22 late lastmonth, the U.S. House of Representa-tives overwhelmingly passed the Nation-al Defense Authorization Act, H.R. 2647,which contained an amendment thatwould require the Department ofDefense to protect U.S.-flagged ships atrisk of being boarded by pirates. Theamendment was put forth by Congress-

man Elijah E. Cum-mings (D-Md.),Chairman of theHouse Subcommit-tee on Coast Guardand MaritimeTransportation.

“We would neverleave the U.S. home-land unguarded if itwere at risk of anattack, and weshould apply thissame standard toour ships instead ofleaving them to fendfor themselves,”Congressman Cum-mings said. “Weanticipate thatembarking militarysecurity personnel

on these vessels will require far lessmanpower than patrolling the regionwith multiple Navy vessels and be muchmore efficient and effective in keepingour mariners safe.”

According to U.S. Maritime Adminis-tration estimates, 54 U.S. flag vesselstransit the Horn of Africa region in oneyear.

One of those companies is LibertyMaritime Corporation. In testimonybefore the subcommittee on May 11, Lib-erty Maritime president and CEO PhilipJ. Shapiro said his company has “one ofour vessels is almost always near thedanger area at any given time.” Shapirosaid the company has adopted stringentvessel security plans and adopted meas-ures recommended by internationalorganizations to make its vessels difficultpiracy targets.

Shapiro strongly urged the U.S. Gov-ernment to consider “small embarkedsecurity teams” on U.S.-flag ships thattransit high-risk areas, saying that theywould be “a more effective deterrent thanpatrolling large ocean areas with ves-sels.” ML

Allianz graphic showing possible piracy countermeasures

As of the first of this month, allocean-going vessels within 24 nau-tical miles of California’s coastline

are required to use cleaner burningdiesel fuel in order to comply with a newstate regulation aimed at reducing theemissions of oxides of sulfur and nitro-gen and diesel particulate matter, aknown carcinogen.

While this is great news for humanlungs, it is not necessarily good news fordiesel engines that have been designedto cope with burning bunker fuels. Andwhile “fuel switching” is easy enough tosay, it is actually another time-consum-ing task for already over-worked crews.

The new Californian regulation canbe viewed as a sort of warming-up exer-cise for what is to come. The proposedNorth American ECA will extend 200nautical miles of the U.S. and Canadiancoast.

Specifically, as of July 1, the Californ-ian regulation sets fuel requirements forocean-going vessel main (propulsion)diesel engines, auxiliary diesel engines,and auxiliary boilers. They are requiredto burn marine gas oil (DMA) at or below1.5% sulfur; or marine diesel oil (DMB)at or below 0.5% sulfur. From January 1,2012, the requirement is that the fuelsbe marine gas oil (DMA) or marine dieseloil (DMB) at or below 0.1% sulfur.

The U.S. Coast Guard expects thatships will switch fuel oil from residualfuels to distillate fuels more frequentlyto comply with new emission reductionregulations, such as those now in forceoff California.

When switching fuel oil, notes theCoast Guard, some ships have experi-enced propulsion losses linked to proce-dural errors or fuel oil incompatibility.

The California regulation also impos-es a requirement to retain and maintainrecords in English for at least threeyears recording such things as the date,local time, and position (longitude andlatitude) of the vessel for each entry intoand departure from regulated Californiawaters, the date, local time, and position(longitude and latitude) of the vessel at

the initiation and completion of any fuelswitching procedures, the type of fuelused in each auxiliary engine, mainengine, and auxiliary boiler operated inregulated California waters; and thetypes, amounts, and the actual percentby weight sulfur content of all fuels pur-chased for use on the vessel, as reportedby the fuel supplier or a fuel testing firm.

An API working group has developeda paper titled “Technical Considerationsof Fuel Switching Practices” that dis-cusses problems that lead to propulsionloss while switching fuel. It is available(under the heading "Safety Reports") athttp://marineinvestigations.us.

The following is by no means a com-plete summary of the paper, but shouldserve to show that fuel switching is aprocedure that requires some consider-able advanced planning.

The API working group found thatan unscheduled shut down of the mainor auxiliary engine(s) could occur as aresult of one or more of the following:• Fuel temperature during change over

causing sticking/scuffing of high pres-sure fuel injection components as aresult of thermal shock and reducedfuel oil viscosity and lubricity at thehigh pressure fuel pump inlet.

• Prolonged service with mismatchedcrankcase or cylinder lubricating oilresulting in accelerated piston ringliner wear.

• The incompatibility of the fuels beingswitched causing sticking/scuffing ofhigh pressure fuel injection compo-nents, or complete fuel pump seizure.

• Liner lacquering resulting in difficul-ties maintaining a sufficient oil filmthicknessIncidents caused by temperature,

mismatched lubricating oils and linerlacquering can be avoided or controlledonboard by understanding and mitigat-ing the risk using defined and provenchange over procedures. Fuel incompati-bility issues are more difficult to identify.

The API guidance notes deal withvessels with main diesels normally run-ning on residual fuel oil that need to

change over to low sulfur distillate tomeet regulatory requirements. Whenavailable, applicable engine manufactur-er’s instructions should be followed.

To make the changeover simpler andmore secure, the use of an automatic con-trol system is preferable. Since not allvessels are fitted with such a system, theAPI guidance provides generic change-over procedures.

BASEIn addition to providing mechanical

lubrication, the cylinder oil of slow speedengines and crankcase oil of mediumspeed engines contains base (also calledalkalinity) which neutralizes any acidformed. The base consists primarily ofcalcium carbonate and is measured bythe base number (BN). After reactionwith acid, calcium sulfate (gypsum) isformed.

In the slow-speed engine unreactedbase can form a very hard deposit on thepiston crown. If excess deposit is formed,the lubricant film can be disrupted andscuffing or sudden severe wear may takeplace.

Some engine designers, notes the APIguidance, believe that a degree of corro-sion is not entirely bad for an engine. A

B Y N I C K B L E N K E Y FUEL & LUBES


SWITCHING FUELS:THE HEADACHESCalifornia regulation goes into effect


FUEL & LUBES

limited degree of corrosion keeps themetal micro-structure of the cylinderliner surface open which enables thelubricating oil to better adhere to thesurface ensuring a good oil film.

It is important that a proper balanceis maintained between the base comingfrom the lube oil and the fuel sulfur levelin order to avoid excessive deposit and tokeep the cylinder liner metal structureopen.

With engines that do not operate per-manently on distillate fuel oil, the lubeoil should be selected on the basis of thehighest sulfur content of the fuels used(this is normally BN70).

Continuous operation with residualfuel oil is recommended for engines andplants designed for running such fuel oiland changing to distillate is only recom-mended when absolutely necessary.

THE SWITCHOVER

When switching from residual to dis-tillate fuel, changing the fuel tempera-ture too quickly or uneven temperaturechanges may cause thermal shock caus-ing uncontrolled clearance adaptationwhich can result in sticking/scuffing of

the fuel valves, fuel pump plungers andsuction valves.

To protect the injection equipmentagainst rapid temperature changesthe changeover from residual to dis-tillate must be carried out slowly toallow the temperature of the fuelpumps to decrease from up to 150° Cin residual fuel operation to a maxi-mum 50° C (MGO) to 60°C (MDO) indistillate fuel operation. This isessential in order to avoid pumpseizure due to the low viscosity of thediesel fuel and thermal shock.

Engine manufacturers indicate thatthe temperature should not change bymore than 2O°C/min resulting in achange over time of about 50 minutes.

This needs to be factored into voyageplanning to ensure that the enginedepartment is not rushed to meet achange-over requirement before enteringregulated waters.

There is risk that with prolongedoperation on distillate fuel oil the maxi-mum admissible fuel temperature maybe exceeded due to the system heatingthe fuel and the hot fuel being re-circu-lated into the mixing tank. An elevated

distillate/residual mix may result in thedistillate vaporizing and “gassing-up” thebooster pumps causing the engine tostop. In this instance the shut-off valvesin the return pipe may have to beswitched so that the distillate fuel oil isreturned to the service tank instead ofthe mixing tank. To avoid possible incom-patibility issues returning distillate tothe residual fuel service tank should bekept to a minimum.

For engines designed to operatepredominantly on residual fuel, injec-tion valve cooling in operation is com-mon. In order to prevent over-coolingwhen operating on distillate fuelexceeding 72 hrs the engine manufac-ture may recommend that nozzle cool-ing is to be switched off and the supplyline closed, however, the return pipe isto remain open. At all times, whetheroperated on distillate or residual, theengine and its components are to bemaintained at normal service temper-ature. Care should be taken that theresidual fuel oil service and settlingtanks are maintained at their normaltemperature, i.e. tank heating and oilpurification must be monitored. ML

U.S. SHIPBUILDING

CO2ATINGS & EMISSIONS

COATINGS

Consider it a sign of the times:Jotun has developed a newantifouling for ships that are

going into lay-up.Newbuilds that normally went

straight into trade are now faced withgoing straight into lay-up for long peri-ods, and more and more vessels enterlay-up for shorter or longer periodsdirectly from dry-docking.

Called SeaQuantum Static, the newantifouling is formulated with a higherfilm erosion rate and biocide package.Jotun says the SeaQuantum Staticshould be applied as a last coat on top ofthe antifouling system designed fortrading.

According to the DNV Interim Guide-line on Lay-Up of Ships, all ships willexperience fouling during lay-up. Theextent of the fouling is dependent ontime, location and duration among otherfactors. Hence, there can be a need toclean the hull prior to recommissioning.

The most common in-water cleaning

methods are rotating brushes or flush-ing. Brushing is mainly used on conven-tional antifouling coatings and hardcoatings. Rotating brushes can damageand remove some of the antifoulingcoating. Depending on the local environ-mental legislation, one may be required

to get a permit to carry out this kind ofwork as coating fragments are releasedinto the environment. DNV recom-mends contacting the coatings supplierfor the best cleaning procedures.

Jotun says SeaQuantum Staticenables ships that are laid up to re-enter operation without costly and timeconsuming dry-dockings and is a good

solution for certain particularlydemanding conditions for example highfouling-intensive and warm waters com-bined with idle periods.

SeaQuantum Static dries with a hardfinish and provides additional protec-tion for 24 months, says Jotun.

It is well suited for a ship going intolay-up for a long period of time and forowners who need to prepare the vesselfor rapid re-entry into the market.

In addition, it is applicable for shipswith a trading scheme and pattern thatis on the extreme side, both on low voy-age factor and on fouling intensity.SeaQuantum Static prevents transmi-gration of non-indigenous species inareas such as sea chests, bow and sternthrusters.

SeaQuantum Static is based on SilylAcrylate polymers, true hydrolyzing andan optimized biocide combination. It isself-smoothing and self-polishing, has alow build-up of each layer and goodmechanical properties.


NEW ANTIFOULING FOR SHIP LAY-UP

Waterborne trans-portation is the mostenergy efficient

mode of freight transport, sur-passing air, rail and trucking.This efficiency has beenincreasing with the introduc-tion of ever-larger ships. How-ever, there is increasing pres-sure on reducing the environ-mental impact of shippingand waterborne transport.

As of a consensus estimatefor 2007, carbon dioxide (CO2)emissions just from interna-tional shipping amounted to843 million tones or 2.7% ofthe global CO2 emissions ascompared to the 1.8% esti-mate in 2000 by an IMOstudy.

Future CO2 emissions frominternational shipping couldincrease by a factor of 2.4 to3.0 by 2050 based on global

developments outlined by theIntergovernmental Panel onClimate Change and in theabsence of future regulationson CO2 emissions from ships.

One surefire way to reduceCO2 emissions is to reducefuel consumption. Fordecades, ship operators haveused anti-fouling technology

to prevent organisms such asbarnacles and weeds frombuilding up on their ships’bottoms. The use of anti-foul-ing improves the ship’s per-

Taiwan’s Yang Ming Marine Transportrecently coated the 8,240 TEU boxship YMUtility with Intersleek 900


formance, increasing its speed and energy efficiency.Concerns about tributyl tin (TBT) and its persistence in the

environment and its effects on marine life, led to the develop-ment and introduction of biocide-free, silicone-based foulrelease technology.

“With our Sher-Release product, we guarantee a fuel savingsof 3% annually,” says Michael Bentkjaer, Sherwin-WilliamsProtective Marine Coatings Market Director, Marine & Off-shore .

Sherwin Williams’ Sher-Release Silicone Fouling ReleaseCoating System is a U.S. Navy patented solution and can beapplied to a wide range of ships to help prevent fouling. Thesystem’s foulant release technology combines an epoxy anti-cor-rosive system and a tough, protective silicone surface coatinterlocked by a unique elastomeric formula. Estimates showthat Sher-Release can reduce fuel consumption by six to tenpercent thereby reducing CO2 emission significantly.

Bentkjaer says Sher-Release contains no heavy metals,including copper. It is effective at speeds as low as 10 knots andoffers effective service for 60 months dry-dock interval.

Another environmental advantage of Sher-Release is its lowlevel of Volatile Organic Compounds (VOCs). It is easilyapplied by airless spray equipment and significantly reducesthe maintenance and downtime of vessels.

FLUOROPOLYMER FOUL RELEASE SYSTEM

Three years ago, International Paint released its next gener-ation fouling release system based on fluoropolymer chemistry.Back in March 2006, Sydney-based Inco Ships Pty Ltd. was thefirst ship operator to apply the fluoropolymer foul release coat-ing, Intersleek 900, to its self-discharging bulk cargo vesselIkuna during a routine maintenance drydocking at Singapore’sSembawang shipyard.

Previously coated with a standard, biocidal SPC (Self Polish-ing Copolymer) antifouling, the typical speed of the self-dis-charging bulk carrier was around 10.5 knots. After fully blast-ing the underwater hull and applying Intersleek 900, IncoShips found that the average speed of the Ikuna had increasedby 1 knot. This 10% increase in speed has been achieved with-out an increase in fuel consumption and effectively means onefree trip for every ten trips undertaken.

International Paint says that Intersleek 900 providesunprecedented low levels of Average Hull Roughness withexcellent foul release properties and good resistance to mechan-ical damage.

Speaking following a routine dive inspection of the Ikunaafter 37 months in-service, Andrew Dally, managing directorof Inco Ships Pty Ltd., says, “We are very pleased with theIntersleek 900 system. The vessel is definitely doing 1 knotfaster which was not achievable any time leading up to thedocking but without the associated fuel consumptionrequired for this higher speed. This increase in availablespeed and vessel efficiency is a significant benefit to us com-mercially”.

Commenting upon the antifouling performance of Intersleek900 after three years trading in Australasian waters, Dallysays, “The hull was clear of any animal or weed fouling growthwith the exception of the sacrificial anodes which were coveredwith marine organisms thereby indicating the high level offouling faced by the vessel.”

Since using Intersleek 900 on the Ikuna, Inco Ships Pty Ltd.has also coated the 15,539 dwt cement carrier M/V Goliath andthe 4,649 dwt livestock carrier M/V Torrens. ML

COATINGS

Exploitation of the 3D modeling tech-nique as part of a product lifecyclehas been proved to be especially

successful in Deltamarin’s contractingservices division, a department set up tomanage a complete project from start tofinish. Particular success has beenenjoyed in the Ropax and RO/RO freightship sector, although Deltamarin has, ofcourse, already employed 3D modelingwith positive results in the cruise andoffshore industries.

A key factor of such modeling is thesignificant potential to shrink the costsof a newbuilding project early on—at theoutline and tender stage, as well as oninto basic design, and later at the detaildesign and engineering tasks. The tool isespecially valuable in providing a one-stop service in managing complex ton-nage (such as the latest Ropax andfreight RO/RO designs) right through toentering service, when the model canagain be employed for crew training,decision support tasks and general lifecy-cle support.

Now, it is possible for an owner tochoose a more economic yard to build

complicated RO/RO ships—but only if anexpert design and superintendent con-sultancy that has mastered the designand engineering complexities involved.

FIRST CONTRACTING SUCCESS

A classic example was Ville de Bor-deaux, a 21,513gt RO/RO ship designedto carry parts for Airbus aircraft andcompleted in 2004 by Jinling Shipyard inChina. This was one of Deltamarin’s firstcontracting successes, although it hadalready been involved in Finncarriers’Finnmaster series of RO/RO freightships at Jinling, the first of which wascompleted in 2000. Ville de Bordeaux isowned by a joint venture between LouisDreyfus and Leif Höegh.

This venture, in turn, led to additionalproject contract work for Deltamarinfrom Höegh Autoliners. Under its firstfull contracting service package, the con-sultancy was selected to handle HöeghAutoliners’ brand new series of Horizon-class 7,000-unit pure car/truck carriers.These are currently under constructionat the Vietnamese yard, Nam Trieu Ship-building Industry Corp, a member of the

state Vinashin group and located in HaiPhong City.

Here, Deltamarin has carried out busi-ness consulting, preparation of the out-line and tender project, project develop-ment contract work and completion ofthe basic design; it also arranged modeltesting, and carried out detail design andengineering work. A 3D bridge designwas also prepared and studies made ofFP/CP propeller alternatives, the possi-bility of adding fin stabilizers, and anexamination of the ship’s squat effect.

Most importantly, the consultancy alsocarried out a material cost estimate andprovided technical support during con-tract negotiations. The shipyard was alsocarefully evaluated, together with itsnew upgraded equipment, its projectmanagement proposals, building strate-gy, logistics and material managementand construction schedule.

For Nam Trieu, Deltamarin alsoassisted with detail and production engi-neering and documentation, as well asmanaging the transfer of data—includ-ing evolution of a complete material digi-tal database, since no material catalog

www.marinelog.com JULY 2009 MARINE LOG 20A

USING 3D MODELING TO CUTLIFECYCLE COSTS IN RO/ROS

SOFTWARE

3D model of a cardeck on board a Roll-

on/Roll-Off vessel

20B MARINE LOG JULY 2009 www.marinelog.com

was available at the yard. Deltamarin further organized a pro-curement training course for the yard purchasing team.

Consultancy engineers and technicians further assisted theyard with supervision and well as printing and delivery of pro-duction documentation. A Delta-Doris project portal was uti-lized to communicate all contract aspects to various involvedparties around the world. This same portal has been used suc-cessfully by Deltamarin on another car carrier project—at theNantong Mingde yard in China for Gram Car Carriers (thefirst of these eight 4,300-car ships is expected to be deliveredthis year).

Overall, the complete package for the project in Vietnamlaunched a new outlook at Höegh, while Nam Trieu has takenkey steps towards a technical level that will help it compete.

Deltamarin’s design for Höegh Autoliners’ new ships includean emphasis on environment and safety features, with an aero-dynamic bow section to reduce wind resistance, an optimized

hull form for reduced fuel consumption,and a higher cargo capacity than com-

peting vessels of the same dimen-sions.

A further new venture whereDeltamarin has been commis-sioned to carry out early project

work concerns the 95.1m long pas-senger/vehicle/container carrier

being built at the Kraljevica yard inCroatia for the Canadian company, Trans-

port Desgagnés. Here, Deltamarin determined the main dimen-sions, hull form and general arrangement (in cooperation withNavtech), and carried out weight and stability calculations. Theconsultancy also coordinated model tests, which included icenavigation capabilities and CFD hull optimization. Deltamarinis continuing with basic and detail design packages for Kralje-vica shipyard.

OPTIMISTIC OUTLOOK FOR REPLACEMENT FERRY TONNAGE

On a different front and notwithstanding the current eco-nomic recession, this Finnish consultancy forecasts some posi-tive times ahead for the Ropax sector. This optimism is basedon the belief that many smaller ferries (100m-150m lengths), incountries such as Scotland, Italy, Canada and Greece, are nowelderly and will need replacing in the near future; a require-ment for around 100 new ships seems likely.

A recent lack of investment can be attributed not only to theeconomic climate but also to the fact that new ship prices, inowners’ eyes, have risen far too high. A 20% price contraction

could well stimulate some new projects to proceed, believesDeltamarin. Here, the 3D parametric project tool could proveespecially beneficial in driving down capital costs.

The 3D tool is especially useful for cost engineering a newship, providing exact information and helping to avoid situa-tions where hull/superstructure volumes for the same proposedropax ship have shown significant variations when tendershave been received from different yards. With 3D modeling, itshould be possible to achieve optimum steel weights, machineryspaces and interior volumes to yield an efficient and cost effec-tive ferry.

In addition, the same tool can be used to evaluate—with thehelp of computation fluid dynamics (CFD) and simulation—maneuvering in high winds, ramp design and vehicle handlingtimes. The latter can be particularly critical in the constrictedforward part of a ferry where cars and trucks are arriving onthe main deck from upper or lower levels via ramps.

For a leading European ferry company, Deltamarin recently

carried out a detailed vehicle loading and discharge analysis forplanned new tonnage on a busy route. This yielded resultswhich has enabled the operator to shrink turnround time andintroduce a new configuration with higher capacity, improveefficiency.

Mooring arrangements and fendering can likewise be exam-ined in detail.

In addition, critical emergency evacuation procedures (as willbe required next year for ships of more than 120m length byIMO’s Safe Return to Port rules) can be planned, and the 3Dtool can also be positively used for analyzing, optimizing andimproving a ship’s subdivision for damage stability, accordingto the latest SOLAS criteria. This last task is considered espe-cially important, as statistics seem to indicate that nearly onein every three ferries that is involved in a collision will capsize.

On one new major ferry project, Deltamarin has assisted theowner to design an innovative lifesaving arrangement wherethe ships, although sailing on an international route, will dis-pense with lifeboats and instead use vertical escape chuteswith liferafts. Approval has already been secured from thenational authority.

As with all 3D modeling work, it should be emphasized thatresults can be achieved in weeks instead of months. This cancontribute to highly attractive cost savings prior to contractdefinition and can help to shrink associated financial risks.ML

3D design of a parametric bridge

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

AS MANY AS

100NEW ROPAX

Seattle-based Smith Berg-er Marine, Inc. delivered atowing pin stern rollersetto Baydelta Maritime.

The towing pins aredesigned for use with 2-1/2 inch wire rope andare the fourth set deliv-ered to Baydelta for thevessel class. The tow pins and hold downhook are hydraulically raised and loweredby a dedicated hydraulic power unit locat-ed below deck.

The pins will be installed on Baydelta’s 94ton bollard pull tug Delta Cathryn. The

100ft tug is currentlyundergoing constructionat Nichols Brothers Boat-builders, Freeland, Wash.

Additionally, Smith Berg-er is currently completinga two-year project furnish-ing 15 stern rollers forRemontowa Shipyard in

Gdansk, Poland. The long stern rollers are designed for a

SWL of 450MT and are furnished with bear-ing blocks, bronze bearings and an auto-matic grease lubrication system.


Reflex Marine, United King-dom, recently launched itsTORO personnel transferdevice for the U.S. market.

The latest evolution in craneassisted personnel transferdevices for Reflex Marine, theTORO provides protectionfrom impacts, collisions andimmersion.

It carries up to four passen-gers keeping them safe fromside impacts and heavy land-ings. Its open design allowsfor fast entry and exit to thedevice when needed. ABSapproved and certified withCE marking, the TORO is buoy-ant and self-righting.

Its foam seat cushions,foam headrest and EVA foamfeet are designed to be shockabsorbant. The device is alsoMedEvac ready—with spaceto carry a stretcher along withtwo passengers in the event ofa medical emergency—provid-ing an alternative for emer-gency transfers when helicop-ters are unavailable.

The TORO has a life-span of5 to 7 years. Its small footprintallows it to land in smallspaces and makes it easy tostore on the vessel deck.

www.torotransfer.com

DECK MACHINERY Spotlight

SMITH BERGER PROVIDES TOWING SOLUTIONS TO BAYDELTA

REFLEX MARINE LAUNCHES TORO TRANSFER DEVICE IN U.S.

Don’t let its size fool you.Reflex Marine’s TORO transferdevice may have a small foot-print, but it can transfer fourpassengers quickly and safely

Ultratug Santiago’s new LNGtug, the Horcon, was recentlydelivered from ASENAV ship-yard, Santiago, Chile.

The 32.5 m tug features a Jon-Rie Series 250 LNG EscortWinch. The winch has a 75tonne line pull and features aline date chart recorder, scopeindicator and three tensionmeters and a foot control forthe winch.

The tug will be stationed at anew LNG terminal in Quintero,Chile.

Markey Machinery, Seattle,Wash., along with the help ofGriffin Associates, has intro-duced its new Dynamic Vec-tor (DV) control technology.

The system uses real timedata to coordinate control ofthe winch and the vessel’spropulsion system to opti-mize the towline tension,

towline length, and bollardpull of the vessel.

The system features bothhardware and software com-ponents.

The DV control console pro-vides the vessel's operatorwith the option of automati-cally controlling the winchand main engine and propul-

sion system so that the vesselstays within a predefinedhawser force and towlinelength.

Markey currently has twoprototype systems in opera-tion on existing vessels and isin discussions with several

customers about deploymentof the system in a variety ofapplications including tow-ing, escort and assist work,oceanographic research,mooring, salvage and con-struction, and other offshoreservice applications.

MARKEY MACHINERY INTRODUCES DV CONTROL TECHNOLOGY

www.smithberger.com

www.markeymachinery.com

JONRIE WINCH ONNEW LNG TUG

www.marinewinch.com


SHOWCASE

Inmarsat recentlylaunched its new FleetBroadband 150 (FB150)service. The FB150 is theworld’s smallest, lightestand fastest global mar-itime service.

Developed for theleisure, fishing, coastalmerchant and smalldefense vessel markets,the FB150 is a simple cost-effective way to stay con-nected via phone, SMS ore-mail. The users in thefishing markets will beable to access the sameonline weather updatesand fishing resources astheir larger competitors.

According to Piers Cun-ningham, Maritime Busi-ness Director for Inmarsat,“Our long-term develop-ment plan for FleetBroad-band [150] was to take allthe benefits of our provennetwork and construct alow-cost package targetingsmall maritime vessels andboats. For the first time,FB150 brings large vessel-connectivity to smallerboats.” Cunningham con-tinued, “at sea, users cannow access the sameemail, Internet browsingor online services thatthey're familiar with.”

The service will be avail-able through Inmarsat’sdistribution partners andservice providers.

The formation ofExactEarth, a wholly

owned subsidiary of ComDev, was announced at apress conference at Nor-Shipping in Oslo last month.

ExactEarth will provide aservice that will allowauthorized users a globalview of ship traffic. One ofthe features of the GlobalAIS Solution is the ability totract a ship’s whereaboutsfrom where it originated toany port calls along itsroute. To do this, theExactEarth global systemwill use Automated Identifi-cation System (AIS) data. AISis normally used for localtraffic—and is alreadydeployed on over 70,000 ves-sels worldwide.

In order to pick up all ofthe AIS signals around theworld, ExactEarth plans tolaunch up to six spacecraftmicro-satellites with thefirst satellite expected to belaunched in India this com-

ing December. The space-craft can detect AIS signalsin a 5,000 km swath with thepossibility of 8,000 signals(ships) in the path.

ExactEarth is investingsome $40 million in its Glob-al AIS solution. Initial servicewill be available in early2010, while the full constel-

lation will be completed by2013.

The system secures infor-mation through encryptionand can also archive thedata history. It will requireno changes to existing on-board vessel equipment orprocedures.

EXACTEARTH LAUNCHES GLOBAL AIS SOLUTION

INMARSATLAUNCHES FLEETBROADBAND 150

I ridium’s OpenPort hascompleted its sea tri-

als on a number of ves-sels, including an ocean-going tug for the Argen-tine Navy, and it’sexpected to be commer-cially available soon.

OpenPort’s appeal isin its cost effectiveness. It provides cus-tomers with an easy-to-use and lessexpensive alternative to other broadbandsatellite systems. Its low-profile, light-

weight antenna arraydoes not require a stabi-lized pedestal and istherefore less costly topurchase, install andmaintain.

Iridium OpenPort pro-vides 100% global cover-age. Its three independ-

ent phone lines and a separate scalabledata circuit supports speeds of 9.6 to 128kilobytes per second.

IRIDIUM OPENPORT TO HIT COMMERCIAL MARKET SOON

www.inmarsat.com

ExactEarth Global AIS solution can track vessels worldwide

COMMUNICATIONS

www.exactearth.com

www.iridiumopenport.com


Marlink has acquired the recently launched Telesat satellite,Telestar T11N.

The Telestar T11N is the first satellite to provide Ku-band cov-erage of the Atlantic Ocean stretching from the Arctic to theequator. And it uses 39 high powered Ku-band transponders tosupport a wide range of video and data applications in NorthAmerica, Europe, and Africa and across the Atlantic Ocean.

According to Marlink’s CEO, Tore Morten Olsen,“The launch ofthe Telstar T11N satellite will enable us to significantly enhanceour WaveCall VSAT services to provide seamless Ku-band cover-age across the Atlantic Ocean. In addition, the T11N capacity willalso be used to benefit customers of our Sealink customizedsolutions. We currently provide Sealink Ku-band services to asignificant number of vessels operating in the North Sea thatwill now be able to take advantage of the increased coverageprovided by the T11N.”

MARLINK ACQUIRES TELESTAR T11N

Broadpoint, Houston, Tex.,has signed a multi-year

agreement with Internation-al Construction Group (ICG)LLC, —a subsidiary of Inter-national Offshore Services,Larose, La.—which ownsand operates barges alongthe Gulf Coast.

Broadpoint will provideICG with a VSAT communica-tions system that will com-plement its existing cellularservice.

Broadpoint is the only cel-lular provider in the Gulf ofMexico. It recently added anumber of offshore satel-lites to enhance coverageareas and expand into newdeepwater territories.

www.marlink.com

BROADPOINTEXTENDS CONTRACT WITH ICG

www.broadpointinc.com

David Clark’s Marine Inter-com Systems are designed

and built to withstand harshmarine environments whileproviding dependable opera-tion for rescue personnel.

The Series 9500 MarineIntercom System is speciallydesigned to be water and cor-rosion resistant. Master sta-tion and belt stations featurewatertight RFI shielded enclo-sures for increased reliability.Noise-attenuating headsetsare equipped with corrosion-resistant stainless steel hard-ware, waterproof connectorsand water-resistant,noise-cancelling

microphones to ensure cleartransmission. Series 9500accommodates up to eightcrewmembers. All crewmem-bers have the optional abilityto transmit and receive on upto three radios.

The voice activated, 9800system consists of behind-the-head and/or over-the-headnoise-attenuating headsets, amaster station that’s compati-ble with most mobile VHF,UHF and marine band radios,multi-function LCD remotepanel display and push-to-talkbody switch.

DAVID CLARK’SMARINE INTERCOM SYSTEMS

www.davidclark.com/marine

TUESDAY, OCTOBER 6Registration / Continental breakfast sponsored by Donjon Marine Co. Inc. / Expo open

Opening RemarksJohn Witte, Jr., President, American Salvage Association; Executive VP, Donjon Marine Co., Inc.*CAPT Patrick Keenan, Supervisor of Salvage and Diving, U.S. Navy OPA 90 Salvage & Firefi ghtingModerator: John Witte, Jr., Donjon Marine Co., Inc.*Jonathan Waldron, Esq., Partner, Blank Rome LLP

Coffee break (sponsorship available) / Expo open

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

Luncheon (sponsorship available) Luncheon AddressRADM Brian Salerno, Marine Safety, Security & Stewardship, U.S. Coast Guard (Invited)

Break / Expo open

Environmental SalvageModerator: Tim Beaver, CEO, Global Diving & Salvage, Inc.*J. Arnold Witte, International Salvage Union (ISU); President & CEO, Donjon Marine Co., Inc.Archie Bishop, Counsel to International Salvage Union

Energy break (sponsorship available) / Expo open Environmental Salvage (continued)Dr. Dagmar Schmidt Etkin, President, Environmental Research Consulting*

Cocktail reception to Recognize Congressman ElijahE. Cummings, Chairman, House Subcommittee on Coast Guard and Maritime Transportation

WEDNESDAY, OCTOBER 7Continental breakfast (sponsorship available) / Expo open

Opening RemarksJohn Witte, Jr., Donjon Marine Co., Inc.*

Media RelationsModerator: Debra Colbert, President, Colbert Communications*Carleen Lyden-Kluss, North American Marine Environmental Protection AssociationJohn Snyder, Publisher & Editor, Marine LogDon Phillips, Transportation Journalist

Coffee break sponsored by Resolve Marine Group / Expo open

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

Luncheon (sponsorship available) Luncheon AddressDavid Westerholm, Dir., NOAA Offi ce of Response & Restoration

Break / Expo open

Port Operations and Salvage Moderator: George Wittich, VP & GM, American Marine Corp.*CAPT Michael Herb, USN (Ret.), Dir. of Salvage & Diving, SUPSALV, U.S. Navy

Energy break (sponsorship available) / Expo open

Port Operations and Salvage (continued)Rick Chianelli, Operations Manager, T&T Bisso Response LLC*

Closing RemarksMauricio Garrido, VP, American Salvage Association; Bisso Marine Co. Inc.*

*denotes speaker is a member of the American Salvage Association

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

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

THE AMERICAN SALVAGE ASSOCIATION AND MARINE LOG PRESENT RENOWNED EXPERTS FROM THE U.S. NAVY, COAST GUARD AND SHIPPING, SALVAGE AND INSURANCE ORGANIZATIONS TO DISCUSS AND DEBATE HOT INDUSTRY TOPICS.

JOIN US FOR THE MOST IMPORTANT INDUSTRY EVENT OF THE YEAR!

THURSDAY, OCTOBER 8TRAINING SEMINARRegistration / Continental breakfast (sponsorship available)

Opening RemarksMauricio Garrido, VP, American Salvage Association; VP, Salvage & Emergency Response, Bisso Marine Co. Inc.*

The Casualty Scenario – Setting the Scene for Today’s Training ProceedingsModerator: David DeVilbiss, Marine Salvage & Special Project Mgr., Global Diving & Salvage, Inc.*

Marine Salvage Operations • Technical Assessment of Casualty Todd Schauer, Project Manager, Resolve Marine Group* • Commercial Assessment of Casualty Mauricio Garrido, Bisso Marine Co. Inc.* • Mobilizing Firefi ghting Capability Ted Hosking, Salvage Master, Firefi ghting, T&T Marine Salvage, Inc.* Coffee break (sponsorship available)

Marine Salvage Training (continued) • Protecting the Environment J. Arnold Witte, International Salvage Union (ISU); President & CEO, Donjon Marine Co., Inc. • Completing the Operation Gage Parrot, Dir. Americas, Titan Salvage* • Getting Paid Doug Martin, GM, SMIT Salvage Americas Inc.*

Luncheon (sponsorship available)Luncheon AddressCapt. Jim Shirley, JTS Marine

Salvage ContractingModerator: Richard Buckingham, Salvage Committee

Maritime Law Association • Open Form Contracts: Lloyd’s Open Form, MARSALV (US Open Form) Jon Waldron, Esq., Blank Rome, LLP

Energy break (sponsorship available)

Salvage Contracting (continued) • BIMCO Contracts (Towcon, Towhire, Salvcon, Salvhire, Wreckfi xed, Wreckhire) John Driscoll, Esq., Marlinespike Marine Andrew Chamberlain, Partner, Holmen Fenwick Willan

Arbitration

Open Forum Discussion: Salvors – The True EnvironmentalistsJohn Driscoll, Esq., Marlinspike Marine

Closing RemarksMauricio Garrido, VP, American Salvage Association; Bisso Marine Co. Inc.*

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

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Please send this completed form with payment to Jane Poterala, Confer-ence Director, Marine Log, 345 Hudson St., 12th FL, New York, NY 10014; Tel: (212) 620-7209; Fax: (212) 633-1165; e-mail: [email protected]. All cancellations must be made in writing. Cancellations made within two weeks prior to the event are subject to a fee of $200. No refunds for no-shows.

CONFERENCE REGISTRATIONRegister me for the National Maritime Salvage Conference & Expo Oct. 6 & 7, as well as the Training Seminar on Oct. 8 for a fee of $1125, payable in advance.

Register me for the National Maritime Salvage Conference & Expo only on Oct. 6 & 7, for a fee of $775, payable in advance.

Program subject to change and/or augmentation*denotes speaker is a member of the American Salvage Association

ASA Member Supporters Supporting Organization

Additional speakers to be announced.

SPONSORSHIPS & TABLETOP EXHIBITS ARE AVAILABLE

CONTACT JANE POTERALA, CONFERENCE DIR. T: 212.620.7209, E: [email protected]


Technews

Berg Propulsion signed a contract with DubaiShipbuilding and Engineering LLC to deliverthe first two production units of Berg Propul-sion Azimuth Thrusters (BAT) in early 2010.

Designed for high performance and heavyduty operations, the BAT is available in twoversions—the controllable-pitch propellerand fixed-pitched propeller.

The first two designs—the BAT 626—will becontrollable-pitch propeller types and aredesigned to be diesel engine driven.

Prior to the delivery of the units , Berginstalled a prototype of the BAT into a 63.5 moffshore supply vessel, LRS Class with DP2,Fire Fighting vessel Class 1 in Sweden. Thiswill allow the company to evaluate thedesign, manufacturing and installationprocess.

Berg Propulsion to deliver first BAT units to Dubai

www.bergpropulsion.com

ABS Nautical Systems’ NS5 fleet man-agement software has been selectedby Egypt’s Advanced Energy Systems(ADES) to manage its self-propelled,self-elevating jack-up barge operatingin the Red Seaand Mediter-ranean region.

A c c o r d i n gto ADES’ gen-eral manager,Nader KhamesAbdelaziz, theNS5 softwareis cost effec-tive and canbe customized to manage its preven-tive maintenance. “We anticipatemany benefits, including improvedcommunications between our mainoffice and offshore units, a stream-lined work cycle with less delay andreduced operating expenses,” headded.

The current NS5 suite featuresextended business intelligence toolssuch as drydocking, a hull inspectionprogram, an on-demand reporting tooland a web-based drawings manage-ment.

ADES may expand the use of thesoftward to the crewing and qualitydepartments within the next year.

www.abs-ns.com

ABS Nautical Systems’software to manage Egyptian jack-up rig

During last month’s Nor-Shipping, ABBannounced that it had secured $60 mil-lion in orders during the first fivemonths of 2009.

The orders come from the strong off-shore market. Since 2005, ABB has sup-plied more than half of the global deepwater drilling rig projects with its sys-tems. The company will further supply150 OSV’s with its electrical propulsionsystems from ABB Marine—due fordelivery in 2010.

ABB secures $60 million in orders

www.abb.com


NEWS-

THE U.S. COAST GUARD HAS NAMEDRear Adm. Ronald J. Rábago its newAssistant Commandant for Acquisi-tion. In addition, he has been namedthe U.S.C.G’s Chief Acquisition Officerand has been promoted to Rear Admi-ral Upper Half.

Colleen Becker has joined Washing-ton-based life saving solutionsprovider Mustang Survival’s salesteam. Becker is the regional salesmanager for the mid-continental U.S.

Houston-based T&T Bisso ResponseNetwork has added DeeAnn McMillento its OPA 90 management team.McMillen is a 19-year industry veteran

with nine years of focus on vesselemergency response services, OPA 90and state regulatory compliance.

Chairman and CEO of ABS, Robert D.Somerville, has been named theMassachusetts Maritime Academy,Buzzard Bay, Mass., 2009 Maritime Per-son of the Year. The MMA will presentSomerville with the Captain EmeryRice medal during its Annual Admi-ral’s Ball on Nov. 6.

Headquartered in Houston, Tex., glob-al satellite communications providerCapRock Communications appointedPal Jensen president of its MaritimeDivision.

Rear Adm. RábagoUSCG

DeeAnn McMillenT&T BISSO

Robert D. SomervilleABS

Newsmakers

SEAMEN’S CHURCH AWARDSCOURAGE AND INSPIRATION

The Seamen’s Church Institute recognized anumber of individuals at its 32nd annual SilverBell awards last month. Among the recepientswere Alberto Alemán Zubieta, CEO of thePanama Canal Authority; Captain RichardPhillips of the Maersk Alabama; and the menand women operating NY Waterway ferrieswho rescued passengers from the Hudson Riverafter US Airways Flight 1549 crash-landed inmid-January.

MAERSK ALABAMA CAPTAINRECEIVES LEADERSHIP AWARD

Captain Richard Phillips was awarded theAdmiral Arleigh Burke leadership award by theNavy League of the United States. Captain

Phillips was themaster of the MVMaersk Alabamawhen it washijacked bypirates in April.

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LEARN MORE ABOUT OUR INNOVATIVE MARINE FENDERS.For Midwest or West Coast customers: For East Coast or Gulf Coast customers:Schuyler Rubber, Woodinville, WA Schuyler Maritime, Broussard, LA1-800-426-3917 1-866-347-9445

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• On-line Buyers’ Guide

• Previews of future features

• U.S. Shipbuilding Contracts

• On-line renewal of your Marine Log subscription

. . . and much more!

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November 3 & 4, 2009Seattle, Washington

This year, you'll see some dynamic changes atMarine Log's FERRIES Conference & Expo, whichwill not only address some new and exciting top-ics, but will also be held in a new location—Seattle. Our new location in the heart of down-town Seattle will put you smack in the middle ofsome of the most exciting regional ferry develop-ments in North America.

Prestigious speakers, panelists and well-knownexperts in ferry design, construction and opera-tions will examine ferry development internation-ally and nationally, with emphasis on WashingtonState, California, Alaska and British Columbia.

The agenda will also include analysis of currentand pending environmental and operational regulations, as well as what's being kicked aroundin Congress.

As always, you'll also have an opportunity toexamine some of the latest technology and equip-ment at the accompanying expo, as well as net-work with your fellow executives during socialfunctions.

We'll also have some added twists that we'll be announcing in the coming weeks. We hope you'll be able to join us in Seattle.

FERRIESNorth America’s largest annual ferry conference & expo

MARINELOG 2009

WHAT'S ON THE AGENDA?

Here's just a taste of what we will be talkingabout in Seattle:

S Expanding public transitS New car ferry designsS Federal grants for ferriesS What's the real impact of new tonnage

rulesS Cleaning up diesel emissionsS Using biodiesel in ferriesS Financing for ferries in a troubled economy

Visit us online for event updateswww.marinelog.com

Supporting Organization

CONFERENCE

The Ferries 2009 Expo is focused exclusively on ferry & high-speed vessel operations, design & technology.

WHO SHOULD EXHIBIT AT THE EXPO?

Showcase your products and services and maximize your visibility by securing your exhibit space now.

For more information on attending, sponsoring or becoming an exhibitor,

contact: Jane Poterala, Conference Director, T: (212) 620-7209, E: [email protected]

Tabletops at FERRIES 2009 are $1450. This includes the tabletop exhibit on November 3 & 4, 2009 and one full conferenceregistration (giving the exhibit manager admission to all conference sessions, luncheons, & the reception). To reserve atabletop, submit the form below. You will be billed via e-mail. NOTE: Tabletop reservation is not final until payment isreceived.

Each draped table is 6’ X 30”. Exhibits are limited to the table top. Electricity is not included. Additional attendees from yourcompany must register as delegates at the regular conference rate of $750. All payments must be received by Marine Log nolater than October 2, 2009.

Company Name ______________________________________________________________________________________________

Street Address _______________________________________________________________________________________________

City ________________________________________ State _________ Zip_____________ Country__________________________

Contact _____________________________________________________________________________________________________

Title ________________________________________________________________________________________________________

Phone ________________________________________________ Fax __________________________________________________

E-mail ______________________________________________________________________________________________________

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My exhibit will require electricity: yes no

Signature ___________________________________________________ Date _________________________________________

Fax or e-mail this form to Jane Poterala at 212-633-1165 / [email protected]. Your application will be confirmed by e-mail. E-mail a description (25 to 50 words) of your products/services to [email protected].

QUESTIONS? Contact Jane Poterala, Conference Director, Marine Log, 345 Hudson Street, New York, N.Y. 10014Ph: 212-620-7209 | Fx: 212-633-1165 | E-mail: [email protected] | web: www.marinelog.com

Tabletop Registration

EXPO

S ShipyardsS Propulsion specialistsS Engine manufacturersS Communications firmsS Navigation specialists

S Naval architectsS Security firmsS Interior designers/consultantsS And any other suppliers with a

stake in the ferries industry


SHIPYARD LOCATION QTY TYPE PARTICULARS OWNER EST. VALUE $ MIL EST. DEL.

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

Contracts

AWARDSAustal USA Mobile, AL 2 JHSVs (-2 and -3) Long lead time material U.S. Navy $99.6 JUL13Northrop Grumman Pascagoula, MS 1 amphibious ship LPD-26 long lead material U.S. Navy $213.8 DEC13U.S. Barge Portland, OR 1 ocean tank barge 83,000 bbl, 422ft Harley Marine Services sp/2010

DELIVERIESAker Philadelphia Philadelphia, PA 1 product tanker 600 ft American Shipping JUN09GD-NASSCO San Diego, CA 1 product tanker 600 ft, 331,000 bbl USS Products Investor JUN09VT Halter Marine Pascagoula, MS 1 survey vessel 208 ft NOAA JUN09VT Halter Marine Pascagoula, MS 1 ATB 185,000 bbl Crowley Maritime JUN09

PENDING CONTRACTSEastern Shipbuilding Panama City, FL 2 PSV’s 284 ft x 62 ft Aries Marine letter of intentJeffboat Jeffersonville, IN 1 tank barge 50,000 bbl Andrie Inc. $15.0 optionKvichak Marine Seattle, WA 2 fast ferries 199 pax, 25 knot SFBAWTANASSCO San Diego, CA 5 product tankers U.S. Shipping Partners $555.0 optionTBD 1 fast ferry 499 pax Golden Gate Bridge $12.0 plannedTBD 1 car ferry 12 cars New Brunswick DOT RFP/delivery 2011TBD 1 car ferry 101 cars New Brunswick DOT RFP/delivery 2009TBD 2 car ferries 300 pax/50 cars NCDOT 2009 enter serviceTBD 1 car ferry 28 vehicles Texas Dept. of Trans. ready for bidTBD 1 car ferry 110 ft, 23 cars Wahkiakum Cty. In design phase


MARSIM 09August 17-20Panama City, PanamaTel: (507) 210-9200www.pancanal.com/marsim09/index.html

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

BALTIC SEA FREIGHT MARKET AND PORTS 2009September 16-18St. Petersburg, RussiaContact: Anna SydorenkoTel: +38 (0562) 31-39-19Fax: + 7 (495) [email protected]

October 6-8Arlington, Va.Tel: (212) [email protected]

INTERFERRYOctober 14-16Istanbul, TurkeyTel: (250) 743-5944Fax: (250) [email protected]://interferry.com/confweb-site/confindex.html

KORMARINE 2009October 21-24Busan, Korea

Tel: [email protected]

Events

NEVA 2009September 22-25St. Petersburg, [email protected]

The NEVA exhibition will bringtogether Russia’s maritimeindustry and its counterparts—the international shipping, ship-building, ports and offshoreenergy sectors. They’ll meet inhopes of creating a state-of-theart shipbuilding sector capableof delivering some 1,400 vesselsof various types through to 2020,as well as massive upgrade of itsport infrastructure.

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

Index of Advertisers

ABB Turbocharging 2

ABS Americas Division G16

ABS Nautical Systems G4

Advanced Polymer Coatings C2

Bisso Marine G8, G9

Bludworth Cook Marine Inc G15

Bollinger Shipyards Inc G6

Centa G5

Coastal Marine Equipment G7

Conrad Industries Inc G3

Great American Insurance Group 11

Intergraph Process, Power & Marine 34

Jon Rie InterTech LLC G10

Jotun Paints 20

Kobelt Manufacturing Company Limited 22,23

Marine Innovations 25

Neva C3

Noxudol 18

OmniThruster 34

SAFARILAND 5

Schuyler Rubber Company 29

SeaArk G5

Senesco Marine 10

Sherwin-Williams Co 6

Signal International G2

Smith Berger Marine 32

Strategic Marine Pty Ltd 28

Superior Lidgerwood Mundy 18

Tampa Ship C4

Tideslide Mooring Products & Systems G7

Tim Colton 33

Talleres Navales Del Golfo S A G11

VT Halter Marine Inc 3

Warwick Mills Inc 14

World Wide Metric Inc 11

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BILGE WATERHermont Marine Inc.www.hermont.com

Total Marine Solutionswww.totalmarinesolutions.com

BOW/STERN-THRUSTERS

Omnithruster Inc.www.omnithruster.com

CABLE & PIPE PENETRATION SEALS

CSD Sealing Systems-N.Amerwww.csdsealingsystems.com

COATINGSHempelwww.hempel.com

Sherwin Williams www.sherwin-williams.com

Sigma Coatings USA www.sigmacoatings.com

COMPRESSORSAtlas Copco

www.atlascopco.com

CONCEPT, CLASSIFICATION, CONSTRUCTION

DC Maritime Technologies Inc.www.dcmt.bc.ca

CONSTRUCTION &SURVEY

ABS/American Bureau of Shippingwww.eagle.org

DECK MACHINERYQuanzhou Baiyuan Shipping

www.by-marine.com

DESIGN & ENGINEERING

ACL Industries Inc.www.aclindustries.com

DIESEL ACCESSORIESGeneral Thermodynamics Corpwww.generalthermo.com

DIESEL ENGINESMAN B&W Dieselwww.manbw.com

DIGITAL SOFTWAREDelmiawww.delmia.com

DIVINGDonjon Marine Co., Incwww.donjon.com

DOORS & WINDOWSJoiner Systemswww.joinersystems.com

DRIVELINESDriveline Service of Portlandwww.driveshafts.com

ELECTRICAL SYSTEMS-DESIGN ENG & INTEGRATION

DC Maritime

Technologies Inc.www.dcmt.eng.pro

ELECTRICAL SERVICESShipboard Electrical & Air Inc. www.shipboardelectricalandair.com

EQUIPMENT ANDTRAINING

Honeywell Hermeticwww.hermeticinc.com

FINANCIAL SERVICESCAT Financialwww.cat.com/catmarinefinance

Siemenswww.usa.siemens.com/financial

FIXED BALLAST/INSTALLATION

Ballast Technologies Incwww.ballasttech.com

GARBAGE HANDLINGEQUIPMENT

Total Marine Solutionswww.totalmarinesolutions.com

HEATERS &AIR CONDITIONERS

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

HVAC QCI Marine Offshore LLCwww.qcimarine.com

INSURANCEPOLLUTION LIABILITY

WQISwww.wqis.com

INTERIORSJoiner Systemswww.joinersystems.com

QCI Marine Offshore LLC.www.qcimarine.com

Thermax-Panel Specialists Incwww.thermaxmarine.com

LUBRICANTSExxon Mobil Marine Lubricantswww.exxonmobil.com/

MARINE EQUIPMENTBollfilter Corpwww.bollfilter.com

Skookumwww.ulvencompanies.com

Smith Berger Marine Inc.www.smithberger.com

MARINE SALVAGEDonjon Marine Co., Inc.www.donjon.com

Titan Maritimewww.titansalvage.com

MARINE SANITATIONEvac Environmental Solutionswww.evac.com

Owens Kleen Tankwww.owenskleentank.com

MARINE SIGNAGEMaritime Associates Inc.www.marinesigns.com

MARINE CONTRAC-TORS/HULL GAUGING

AAC Marine Surveyors Incwww.aacmarinesurveyor.com

MARINE SURVEYORSNAVAL ARCHITECTS & CLASSIFICATION SOCIETIES

C.R. Cushing & Co., Inc.www.crcco.com

Lloyd’s Register Americas Incwww.lr.org

MINERAL AND SYN-THETIC LUBRICANTS

Exxon Mobil Marine Lubricantswww.exxonmobil.com

PAINTSherwin Williamswww.sherwin-williams.com

PROFESSIONAL SERVICES

SPAR Associates Inc.www.sparusa.com

PROFESSIONAL SOCIETIES

Society of Marine Port Engineerswww.smpe.org

Society of Port Engineers of Puget Soundwww.sope-ps.org

PROPULSIONOmnithruster Inc..www.omnithruster.com

Schottel Inc.www.schottel.de

PROPULSION CONTROLS/HYDRAULIC STEERING

Kobelt Manufacturing Co. Ltd.www.kobelt.com

REFRIGERATION &FREEZERS

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

SAFETY & SECURITY

Securewest Int’lwww.securewest.com

SATELLITE DATA COM-MUNICATION

Boatracs by Air IQwww.boatracs.com

SCAFFOLDING/STAGING

Safway Services Inc.www.safway.com

SHIPBUILDING &REPAIR

Atlantic Marine

www.atlanticmarine.com

Bludworth Cook Marine Incwww.vesselrepair.com

Austalwww.austal.com

Bollingers Shipyardswww.bollingershipyards.com

Derecktor Shipyardswww.derecktor.com

Detyens Shipyardwww.detyens.com

National Steel & Shipbuilding www.nassco.com

R & R Marine Fabrication &Drydockwww.rrmarine.com

SOFTWAREAlbacore Research Ltd.www.shipconstructor.com

Marine Software Solutionswww.msslighthouse.com

Sener Ingenieria Y Sistemaswww.foran.es

SPAR Associates Inc.www.sparusa.com

STEERING SYSTEMSWagner Steeringwww.wagnersteering.com

TANK GAUGINGMMC International Corpwww.mmcintl.com

TOOLSHayatawww.hayata-na.com

TRAINING &EDUCATION

Fremont Maritime Serviceswww.sea-safety.com

Global Maritime and Transportation Schoolwww.gmats.usmma.edu/

Marine Safety Internationalwww.marinesafety.com

Mitagswww.mitags.org

Pacific Maritime Institutewww.mates.org

VENTILATION SYSTEMS

Delta “T” Systems, Incwww.deltatsystems.com

WATER PURIFICATIONReverse Osmosis of South Florida Inc.www.reverse-osmosis.net

WIRE ROPELoos & Co., Inc.www.loosco.com

List your website on this page. ContactShirley Del Valle

Assistant Editorat t:212-620-7246oremail: [email protected]

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

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MarineSalvage July 2009 Vol. 114 No. 7

Within the marine community wehave begun to fully digest therevisions to OPA-90 and there

have been interesting questions and con-cerns raised about the specific steps thatmust be taken to properly fulfill these newmodifications. Based upon the AmericanSalvage Association’s (ASA) discussionswith public and private sector representa-tives, some of the more common “big tick-et” concerns are as follows:

1) What contract form is acceptable tothe U.S. Coast Guard when contracting forsalvage services in response to the revisedrequirements of OPA 90?

2) What is the role of the Qualified Indi-vidual (Q.I.) when involved in a salvageresponse?

3) How, if at all, do public firefightingorganizations fit into the present OPA 90response framework?

4) Does an owner/operator require the

services of multiple serviceproviders to fulfill his/her obli-gations under OPA 90 or willone service provider to cover allsuffice?

5) In the event of a casualtywhere a secondary or unnamedsalvage service provider is inthe best position—what is therole of the primary serviceprovider versus a secondary orback-up service provider?Based upon proximity to the casualty,equipment availability or other factorleading to a quicker more effectiveresponse, what is the role of the namedprimary salvage service provider, if any?

6) Who is responsible in the event anamed primary salvage service providerdoes not perform as required by OPA 90?Is it the owner/operator, the salvor, theQ.I.?

These as well as other more specific,legitimate questions require answersand/or clarification for an owner/operatorto properly prepare for mid-2010 when therevisions go into full effect. These ques-tions and others will be answered or clari-fied by the USCG as part of a NVIC to beissued by the Commandant’s office. Oncethis document is provided, it will be up toeach owner/operator to implement thechanges necessary to his/herVessel Response Plan (VRP) sothat plan can be approved priorto the effective date required bythe USCG to be in compliance

with the updated OPA 90.While final implementation isalmost a year away, the time isnow to understand all of therevised requirements, toupdate your VesselResponse=2 0Plan (VRP), andto submit any questions youmay have to either the USCGdirectly or through your tradeorganization such as AWO,Chamber of Shipping, API or

even the ASA. In addition to these points of access to

the USCG, the ASA, in partnership withMARINE LOG will sponsor the NationalMaritime Salvage Conference October 6-8,2009 in Arlington, Va. (visit www.marinel-og.com). Marine professionals involved inall aspects of marine salvage response willgather to discuss issues critical to themarine salvage community, primaryamong them the revised requirements ofOPA-90. While the revisions to OPA-90 may not beuniversally accepted for one reason oranother, there is no question that they willhelp to better protect our environment andour marine community now and into thefuture. While these revisions may not beexactly what we all want, they are certain-ly what we, as a nation, need. ML

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

www.americansalvage.org

COMMUNICATION IS KEY

THE NATIONAL MARITIME SALVAGE CONFERENCEOCTOBER 6-8, 2009ARLINGTON, VA

For more information on Sponsorshipand exhibiting opportunities contact:Jane Poterala, T: 212-620-7209,e: [email protected]

For delegate information and generalinquiries contact: Michelle ZolkosT:212-620-7208, e:[email protected]

HeadlinerHeadlinerGULF COAST

MARINELOGa special supplement to

BEEMAR GETS BUSY GULF IN THE

www.marinelog.com JULY 2009 MARINE LOG G3

GULF COAST

BEEMARNEW PLAYER IN THE GULF

There’s a new player in the U.S. Gulfof Mexico offshore support vesselmarket. Former Sea Mar President

and one-time Tidewater Marine execu-tive Van C. DeWitt announced detailslast month about the newly formedmarine transportation company,BEEMAR LLC. De Witt will serve asPresident and CEO of the Houston-basedmarine transportation company, which

will have a fleet of eight newly built DP2Platform Supply Vessels.

The first two vessels, M/V Busy Beeand M/V Worker Bee, were expected tobe delivered late last month for service inthe Gulf of Mexico, with a sister shipbeing delivered every 60 days thereafter.These vessels are currently under con-struction at the Lockport, La., shipyardof Bollinger Shipyards, Inc.

The Busy Bee and the Worker Bee willbe the first two of five DP2, ABS-classed210 ft x 56 ft x 18 ft PSV’s that will havethe capacity of carry 2,700 long tons ofcargo, a clear deck measuring 150 ft x 47ft, 6,300 barrels of liquid mud and 6,000ft3 of dry bulk capacity. The vessels arerated at 4,000 bhp.

In addition to the three 210 footers,the BEEMAR fleet will include five 234

HEADLINER

BEEMAR’s fleet will havefive 210 ft DP2 Platform

Supply Vessels, includingthe Busy Bee

GULF COASTHEADLINER

Conrad Industries is readying a 264 ft ferryfor delivery in the second half of this year tothe Texas Department of Transportation(TDOT).

According to Houston-based naval archi-tectural and marine engineering firm Alan C.McClure Associates (ACMA), the first dry dockfor a ferry has been completed at ConradDeepwater in Amelia, La. ACMA and Schuller& Allen provided engineering and design forthe new 264-ft vessel, and ACMA is now pro-viding owner’s representation during the con-struction period until vessel delivery.

According to ACMA vice president DarrelHarvey, “The ferry’s first dry dock went verysmoothly. The vessel received her new pro-peller shafts, propellers and rudders, alongwith a fresh coat of bottom paint. Now she’llbe given the final top side colors that she’llproudly wear during her tour of duty. Overthe next few months, ACMA will be oversee-ing alignment of the propulsion system, elec-trical equipment integration and termina-tion, and equipment start-up, as well as docktrails and sea trials.”

Bruce Johnson, President of Schuller &Allan, a naval architecture and marine engi-neering firm with extensive ferry experience,including every Texas State ferry, comment-ed, “Collaborating with ACMA on this project,as well as many others over the course of thelast 30 years, underscores the value and effi-ciency of combining the unique strengthsand expertise of each firm. We’re looking for-ward to working with the ACMA team as wecoordinate additional marine projects in thenear future.”

Texas ferry under construction at Conrad Industries

ft x 56 ft x 18 ft PSVs, with a cargocapacity of 3,000 long tons. The first ofthese vessels is scheduled for deliveryin March 2010, with two additional ves-sels to be delivered within the thirdquarter of 2010. The clear deck on thisclass of vessel will be 175 ft X 47 ft,with 9,000 barrels of liquid mud and6,000 ft3 of dry bulk capacity.

All of the PSVs will each beoutfitted with two CumminsQSK60 main engines, thatwill each generate 2,000bhp at 1,800 rev/min.The main engines willdrive NiBrAl pro-pellers via Twin Discmarine gearing. The maximum speedwill be 11.5 knots.

Two Cummins QSK19 diesel engineswill drive two 750-bhp controllable-pitch Schottel bow thrusters and one350 bhp Schottel stern drive thrusterwill be driven by a variable speed elec-tric drive.

The Dynamic Positioning controlswill be Beier Radio IVCS 2002.

The vessels will be ABS Class +A1,+AMS, Ocean Service, +DPS 2, Circle

E. They will be built to SOLAS andUSCG Subchapter L OSV.

The BEEMAR fleet will be equally athome supporting deepwater oil drillingand production, deep shelf explorationand production operations, offshore andsub-sea construction, in addition to pro-viding geophysical/seismic, and specialwell service support.

In a statement, DeWittsaid, “The technical

design, station keepingand cargo capabilities of the

new BEEMAR fleet areresponsive to the demanding

service requirements here in theGulf of Mexico and in the global

marketplace.”BEEMAR’s corporate headquarters

will be in Houston, Tex., and operationsoffice in the Lafayette, La. area.Bollinger is an investor in the company.

Besides DeWitt, the other membersof the management team include Dar-rel Plaisance as Vice President andChief Operating Officer, Chris Gilmore,Operations Manager, Lou Dupre, Per-sonnel Manager, and Shannon Trahanas maintenance manager.

G4 MARINE LOG JULY 2009 www.marinelog.com

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GULF COASTHEADLINER

The swine flu outbreak will slightlydelay the delivery of two 52m off-shore support vessels for Arren-

dadora Ocean Mexicana (Bluewater

Marine) from Strategic Marine’s ship-yard in Mazatlan, Mexico.

The shipyard was set up last yearthrough a partnership between Aus-

tralia-based Strategic Marine andMazatlan-based Servicios Navales EIndustriales (SENI). The joint venturethen secured an $11.89 million order tobuild the two aluminum crewboats forBluewater Marine.

Strategic Marine’s Mexican yardexpects to deliver the first two 52m crew-boats in mid-September.

Blue Marine intends to use the ves-sels to service its Pemex supply contractin the Gulf of Mexico, and the company’sowners visited the yard recently for apre-inspection of the vessels, along withPemex officials.

Strategic Marine’s Mexico GeneralManager Keith Rickman said althoughthe business was closed for only fivedays, additional production time was lostdue to the domino effect of staff travelinginternationally.

“The Swine flu has caused a slightdelay in the delivery of the vessels, withspecialists being unavailable for work.However, the clients have been veryunderstanding and willing to negotiate,”said Rickman.

With a top speed of 20 knots, thecrewboats will have four CumminsKTA50-M2 1,800 bhp main engines anda 223 m2 aft clear deck.

Swine flu delays delivery of crewboats from Mexican yard

Earlier this year, C&G Boat WorksInc., Mobile, Ala., launched the GulfPrincess for owner Graham Gulf.Originally conceived as a 175 ft x 34ft vessel, the Gulf Princess waslengthened by adding a 10 ft exten-sion during construction to 185 feet.

The original power package wasretained. This included four1800-hpCummins KTA50-M main enginesturning 48-inch propellers through ZF4650 gears with 2.5:1 reduction. ACummins 6CTA8.3DM engine powersthe Thrustmaster TH250RTretractable bow thruster. Two Cum-mins 85 KW 6BTA5.9DM/Newagegenerator sets supply the vessel’selectrical requirements.

The Gulf Princess is DP-1 ratedwith a system supplied by Kongsberg.A sister vessel, to be named the SybilGraham, will be delivered in the thirdquarter of 2009. The Sybil Grahamwill be classed DP-2.

C&G Boat Works deliverscrewboat to Graham



Harvey Gulf InternationalMarine, LLC, Harvey, La., saysthat it will commit $200 mil-lion for the construction ofnew vessels and acquisition ofexisting vessels with the sup-port of its majority owner, TheJordan Company, L.P. Jordan isa New York-based private equi-ty firm with over $5 billion ofcapital under managemen. Thiscapital will be used to supportits worldwide expansion ofservices for Harvey Gulf's deep-water operations.

According to Shane J.Guidry, CEO of Harvey Gulf,“We partnered with Jordan toensure that Harvey Gulf hasthe resources to continue to

provide the vessels and servic-es that meet the requirements

of our customers as theyevolve. With Jordan's support,Harvey Gulf can now exploreopportunities worldwide thatwould not have otherwisebeen feasible.”

Privately owned Harvey Gulfspecializes in towing drillingrigs and providing offshoresupply and multi-purpose divesupport vessels for deepwaterwater operations in the U.S.Gulf of Mexico.

Back in August 2008, theGuidry Family and Jordan Com-pany L.P. completed the $500million purchase price of Har-vey Gulf International Marine.

Harvey Gulf International iscurrently constructing the8,000 hp DP2 offshore supplyvessel Harvey Carrier at EasternShipbuilding, Panama City, Fla.The 295 ft x 60 ft x 24 ft ves-sel will have a clear deck areaof 13,475 ft2 with a capacityto carry 14,000 ft3 of dry bulk,17,500 bbls of liquid mud and2,500 bbls of methanol.

Harvey Gulf plans to build new OSVs in $200 million expansion

Vessel name Type HPHarvey Commander Ocean towing vessel 9,000Harvey Gladiator Ocean towing vessel 9,000Harvey Invader Ocean towing vessel 10,000Harvey Viking Ocean towing vessel 10,500Harvey Warrior Ocean towing vessel 10,500Harvey Thunder AHT vessel 13,500Harvey Intruder AHT vessel 13,500Harvey War Horse II/DP AHT vessel 16,500Harvey War Horse AHT vessel 16,500Harvey Provider Offshore supply vessel 4,520Harvey Explorer Offshore supply vessel 4,520Harvey Spirit Offshore supply vessel 6,000Harvey Supplier Offshore supply vessel 6,000Harvey Carrier Offshore supply vessel 8,000Harvey Discovery MP Dive support vessel 4,750

CURRENT HARVEY GULF INTERNATIONAL MARINE FLEET


GULF COASTHEADLINER

Austal USA, Mobile, Ala., employs 970shipbuilders, engineers and support staff.The shipyard is currently building twoLittoral Combat Ships and will beginconstruction on the first Joint HighSpeed Vessel (JHSV) starting thisNovember.

The U.S. Navy has exercised contractoptions funding Austal’s acquisition oflong lead-time material associated withthe construction of two additional 103mJHSVs.

Austal was awarded the initial con-tract to design and build the first 103mJHSV in November 2008. The contractincluded options for nine additional ves-sels to be awarded between FY09 andFY13.

Each JHSV is valued at about A$225million, with the potential 10-vessel pro-gram valued at A$2.3 billion.

Austal USA President and COO, JoeRella said, “Due to on-time performanceand high quality results during ourdesign reviews with the Navy, and theefficiency of our material procurement todate, we have earned the confidence ofthe Navy to make this award. This is atestament to the quality products of ourProgram, Design, Production Control andProcurement teams.”

Long lead-time material for the addi-tional vessels will include diesel engines,water jets and reduction gears.

Similar to the Austal-built “WestPacExpress” operated by the US Marines forthe past seven years, the JHSV will becapable of transporting troops and theirequipment, supporting humanitarianrelief efforts, operating in shallow watersand reaching speeds in excess of 35 knotsfully loaded. The vessels will be a joint-use platform operated by both the UnitedStates Army and Navy.

Austal’s current contracted backlogstretches until the end of 2011, but if

options are exercised, the shipyard’sworkload will extend into 2015.

Austal USA is in the midst of anextensive capital investment and expan-sion. The shipyard is building a new 17-acre under-roof facility to build ship mod-ules for erection in assembly bays, apaved parking lot for 2,400 employees, anew 75,000 ft2 drive-through warehouse,a new 80,000 ft2 office building, a new600 ft bulkhead for ship mooring, a new60,000 ft2 x 120 ft tall assembly bay, fill-ing two waterfront acres and the erectionof a 7,500 ft2 employee break room build-ing.

AUSTAL USA GEARS UP FOR JHSV PROGRAM

At top, the Navy's first trimaran Littoral CombatShip, the future USS Independence (LCS 2), beganBuilder's Sea Trials in the Gulf of Mexico July 2; Atright, Alabama Governor Bob Riley (middle) toursAustal's Western Australian facilities with AustalCOO Peter Hogan (left) and Austal Managing DirectorBob Browning (right). Austal USA has grown tobecome the largest aluminum shipyard in the world


“The price of oil is notaffecting our cus-tomers as much as

the credit and finance mar-kets,” says Boysie Bollinger,chairman, Bollinger Ship-yards, Inc., Lockport, La.“Once that settles down, wefeel that our customers willagain move towards newbuildprograms. Even those compa-nies with credit or capitalavailable are taking a ‘wait-and-see’ attitude.”

With a workforce of roughly2,500, Bollinger Shipyardshas 40 drydocks at 13 ship-

yards across the U.S. Gulf ofMexico from South Louisianato Texas. The company’s newconstruction backlog of Plat-form Supply Vessels forBEEMAR stretches until late2010. It has delivered or isnear completion of ocean tankbarges of 35,000, 55,000 and60,000 bbl. If the U.S. CoastGuard exercises all of theoptions for the Fast ResponseCutter program—up to 34Sentinel Class boats—Bollinger’s backlog willstretch well into the future.The program could last 10 years.

The Bollinger FRC meas-ures 153 ft 5 in. x 25 ft 5 in. x8 ft 5 in. and is powered bytwo (2) Tier II diesel enginesrated at 5,760 bhp. The vesselwill accommodate a crew oftwenty-two for up to five daysat sea. The cutter’s missionswill include search and res-cue, drug and illegal migrantinterdiction, homeland securi-ty and maritime defense. Itwill have a top speed over 28knots. Operational capabili-ties and crew comfort are fea-tures that have been designedinto the cutter. It has anextensive electronics suite toprovide command and controlalong with sophisticated com-munications systems.

Bollinger also began theprocess of reshaping itselfafter Katrina, adding newdry-docks, expanding facilitiesand making upgrades andimprovements. “Over the lastfive years, we’ve investednearly $200 million inupgrading our shipyards,”says Bollinger. “By the end ofthis year, we should be nearthe completion of that effort.”

Bollinger would also like tosee the continuance of theSmall Shipyard AssistanceProgram, which is adminis-tered by the U.S. MaritimeAdministration and received$100 million in fundingthrough the Stimulus pack-age.

Bollinger invests $200 millionto upgrade its shipyards

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

Located in the Port of Fourchon, Bollinger Fourchon, with a new5,000 ton dry-dock and facility expansion, can handle “quick up anddowns,” as well as project load-outs and laydown areas for projectmanagement programs

GULF COASTHEADLINER


T&T Marine Salvage, a unit of T&T Marine, headquartered inGalveston, Tex.,a leading provider of maritime support services,successfully performed a tandem lift of two 690-ton offshoremodules at the Port of Houston in Houston, Tex.

T&T Marine Salvage’s 600-ton capacity 182 ft D/B BIG-Twas mobilized from Galve-ston to Houston to joinforces with the 500-toncapacity D/B BIG JOHN,owned by Big John Marine,to lift the two offshore mod-ules from the dock and ontoa deck barge forTurboFab/Solar Turbines.

The tandem lift was per-formed with rigging thatincluded four 440-tonCHART-UR-BAR spreaderbar systems provided byCarol Crane Rigging & Lifting Technology Inc. Due to the dockstructure, lift was applied by the BIG-T and BIG-JOHN toreduce the ground reaction as the modules were moved closerto the bulkhead.

The BIG-T is 182 ft x 68 ft, with a depth of 13 ft 6 inches. Ithas a minimum operating draft of 4 ft.

“Both lifts were performed in one day,” said Kevin Teichman,vice president of T&T Marine Salvage. “The process provided asafe and cost-effective solution for the load-out of these mod-ules.”

With its six shipyards on the GulfCoast, Signal International, LLC,has built its reputation on quality

rig construction, repair, modernizationsand upgrades and service support for theoffshore energy market. Last month, SignalInternational, LLC, Pascagoula, Miss.,announced it will build a 300 ft x 100 ftocean deck barge for Signet Maritime Cor-poration, Houston, Tex. The barge will bebuilt at Signal’s Orange, Tex., shipyard,with delivery scheduled for the first quarter2010.

In line with Signal’s marketing plan,large deck barges will be a continued prod-uct line for Orange, with multiple designscurrently being offered.

Signal has made major capital invest-ments at the Orange shipyard. The primaryfocus has been on improving the workflowwithin the nearly 500,000 ft2 covered man-ufacturing area and increasing automation.

Under a continuous flow manufacturing ini-tiative developed by Signal’s IndustrialEngineering Department, along with Engi-neering, Planning, Procurement, and Pro-duction, costs and schedule have been dra-matically reduced with no sacrifice in qual-ity or safety. By example, Signal hasworked almost 700,000 hours through Maywithout a recordable safety incident. Dur-ing this same period the welding rejectrate was less than one-half percent.

Signal CEO and president Dick Marlersaid, “Signal’s expansion into the largedeck barge market is a natural for our oper-ations in Orange. The Orange yard has builtbarges in the past and we still have experi-enced production and management person-nel who were part of that effort.” Headded, “We have challenged our workforceto develop new methods and tools to besuccessful in a competitive market. Withlow steel prices and our vastly improved

productivity now is the time for potentialcustomers to take a hard look at expandingtheir fleets with a Signal product.”

Signet Maritime president Barry Snyder,said that, “Signet is optimistic about ourmarket for ocean-going deck barges. Joint-ly, Signal and Signet have developed asuperior extra heavy deck strength designto minimize the customer’s need for loadequalization that will be in high demand towork in the offshore market. Our designfeatures a 5,000-pound per square footdeck strength for large loads and a radialbow, reducing residual resistance for effi-cient towing. This will not be the lastbarge of this type that we will order.”

Signet Maritime is a diverse marinetransportation and logistics company, pro-viding everything from harbor tug servicesto rig transport and movement services.

Signal International expands into ocean deck barges

T&T Marine performs tandem liftat the Port of Houston

HEADLINER


Bludworth Marine LLC, builds, servicesand repairs inland, offshore and deep-draft vessels from its facilities inHouston/Channelview, Galveston andOrange, Tex. It currently has workforceof 150, down from 165 in March 2009.The shipyard recently delivered a 260ft x 52 ft x 14 ft inland acid barge,launched a 200 ft x 85 ft, 3,000-tondry dock and is building two 40 ft x 60ft deck/spud barges.

Bludworth Marinedelivers acid barge

Crowley Maritime Corporation recentlychristened the sixth of 10 new 185,000bbl Articulated Tug-Barge (ATB) tankvessels that the company will add to itsfleet by the end of 2010. To date, Crow-ley's existing ATB fleet has carriedapproximately 193,432,788 barrels with-out a spill.

During ceremonies held at Pier D,Paula Taylor, wife of Bill Taylor, Crowleyvice president, bulk petroleum and chem-ical transportation, christened the 9,280hp tug Commitment, while BrendaLawrence, wife of Bill Lawrence, Char-tering Specialist for BP Shipping USA,christened barge 650-6.

VT Halter Marine deliversanother ATB to Crowley

The vessels were designed and built byCrowley's technical services group at VTHalter Marine, Pascagoula, Miss., and isbeing operated by Crowley's petroleumservices group. Crowley already hasnine ATBs in operation and hasannounced plans to build three larger750-series (330,000-barrel capacity)

ATBs, the Legacy, Legend and Liberty,with VT Halter Marine for delivery bythe middle of 2012. Once all vessels arereceived, the fleet will stand at 17.

Crowley plans to add all its 185,000bbl ATBs by the end of 2010.

ABS

Safety, Service, Solutions. ABS is one of the world’s leadingclassification societies. Since 1862, it has been setting safetystandards for the marine and offshore industries. ABS estab-lishes and applies technical standards, known as Rules, forthe design, construction and operational maintenance ofships and other marine structures. From its world headquar-ters in Houston, ABS delivers services and solutions to aworldwide client list through a network of more than 150offices in 70 countries. It is the goal of ABS to provide the mostresponsive service to our clients - global reach, local response.

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

SEAARK MARINE

SeaArk Marine designs and builds boats in a variety of mod-els and sizes to best suit the customer’s application and mis-sion requirements. Specializing in military, governmentaland commercial areas including patrol, security, fire andsearch and rescue, SeaArk has earned and maintained its rep-utation as the premier builder of small and midsize all-weld-ed aluminum boats.

SeaArk Marine Inc. P.O. Box 210Monticello, AR 71657Ph: (870)367-9755Fax: (870)[email protected]

TAMPA SHIP

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

Tampa Ship1130 McCloskey Blvd.Tampa, FL 33605, USAPh: (813) 248-7250 Fax: (813)[email protected]

CONRAD INDUSTRIES

Conrad Industries, Inc., established in 1948 and headquar-tered in Morgan City, Louisiana, designs, builds and over-hauls tugboats, ferries, lift boats, barges, offshore supplyvessels and other steel and aluminum products for both thecommercial and government markets. The company pro-vides both repair and new construction services at its fourshipyards located in southern Louisiana and Texas.

Conrad Industries1501 Front StreetMorgan City, LA 70381Ph: (985) 384-3060Fax: (985) 385-4090www.conradindustries.com

BISSO MARINE CO., INC.

Since 1890, BISSO Marine has been continuously servicingthe marine, offshore and fabrication industries. Headquar-tered in Houston, Tex., with an operations base in NewOrleans, La., BISSO Marine provides a wide range of servicesincluding: Salvage, Wreck Removal, Diving, Underwater HAZ-MAT Lightering, Offshore Construction, Pipeylay, MarineTransportation, Technical and Specialty Lifts and ProjectManagement.

Bisso Marine Co., Inc.11311 Neeshaw Dr.Houston, TX 77065Ph: (281) 897-1500Fax: (281) [email protected]


COASTAL MARINE EQUIPMENT, INC

Formed in 2001, Coastal Marine Equipment, Inc. has quicklyestablished a reputation for supplying THE BEST VALUE INDECK MACHINERY. With over 100 years of combined marineindustry experience the key personnel of Coastal MarineEquipment along with the expert craftsmen offer a com-plete line of marine deck machinery as well as general fabri-cation, machiningservices, installa-tion, maintenanceand repair.

Coastal MarineEquipment, Inc.Ph: (228)-832-7655sales@coastalmarineequipment.comwww.coastalmarineequipment.com


MARKETPLACEGULF COAST

ABS NAUTICAL SYSTEMS LLC

ABS Nautical Systems (NS), a division of ABS offers leadingfleet management software solutions to maritime and off-shore operators. Its fully-integrated, modular approachmanages the principal operational expenses associatedwith a vessel, boat or offshore rig. NS has 25 years of expe-rience in delivering solutions that help operators efficient-ly keep their assets maintained, supplied and staffed. With15 offices around the world, NS works closely with theirclients to consistently deliver the software and servicesthat work for them.

ABS Nautical Systems16855 Northchase DriveHouston, TX 77060 USAPh: (281) 877-5700Fax: (281) [email protected]

JOTUN PAINTS INC.

Jotun Paints, Inc., located in Belle Chasse, Louisiana, is theNorth American affiliate and subsidiary of the Jotun Group,one of the world's leading manufacturers of paints, coat-ings and powder coatings. The Jotun group has 71 compa-nies and 40 production facilities on all continents and Jotunis represented in 80 countries. Jotun Paints, Inc. is a sup-plier of coatings products to the following market seg-ments: Foreign and domestic Marine and shipping, Off-shore, HPI, and the military.

Jotun Paints, Inc.P.O. Box 159Belle Chasse, LA 70037Ph: (800) 229-3538Fax: (504) 394-3726www.jotun.com

GREAT AMERICAN INSURANCE

Great American Insurance is a premier multi-line providerof hull, pollution and marine liabilities, offering morethan 30 different marine product lines. Great Americanoffers the unique opportunity to package marine andproperty/casualty coverage with the same underwriterproviding seamless cover.

Great American InsuranceGroup65 Broadway New York, NY 10004Ph: (212) 510-0135Fax: (212) [email protected]

JONRIE INTERTECH LLC

JonRie InterTech LLC is custom design Deck Equipmentcompany serving the Tug and Barge industry. JonRie is alsoengaged in the design of equipment for the Military andDredging industries. JonRie is know for its dependable LNGEscort Winches, Tug Assist Winches, Towing Winches, Cap-stans and Mooring Winches. JonRie has an in house designteam to provide turn key designs form HPUs to winch con-trol systems. Our service group provides stat up assistanceon every installation and aftermarket assistance. Contact us today!

JonRie InterTech LLC982 Whispering Oak Cir.Manahawkin, NJ 08050Ph: (609) 978-2523Fax: (609) 978-4959www.marinewinch.com

BOLLINGER SHIPYARDS

Bollinger Shipyards, Inc., Lockport, La., provides marinerepair, conversion and new construction services to theenergy, commercial and government marine markets in theU.S. Gulf of Mexico region. Family owned and operatedsince 1946, Bollinger consists of 12 ISO 9001 certified ship-yards and 32 dry docks for small to medium-sized shallowand deepwater vessels and rigs. Bollinger has a premierreputation for superior quality and timely services for itscustomers.

Bollinger Shipyards, Inc.P.O. Box 2508365 Hwy. 308 SouthLockport, La. 70374Ph: (985) 532-2554Fx: (985) [email protected]

ADVANCED POLYMER COATINGS

Advanced Polymer Coatings, Ltd., Avon, Ohio, is the manu-facturer of the patented high-performance coatingMarineLine, which is used to line and protect the tanks ofchemical and product tankers. More than 350 tankers useMarineLine to carry thousands of different types ofaggressive chemicals including the full range of IMOchemicals.

Advanced Polymer Coatings951 Jaycox Road, P.O. Box 269Avon, Ohio 44011 Ph: (440) 937-6218Fax: (440) [email protected]


CENTACENTA is a global leader in the innovation of flexible cou-pling solutions for diesel engine driven equipment. FromTorsional Couplings which dampen harmful vibrations, tocomplete Carbon Fiber Shafting systems, CENTA is a drivecomponent leader you can trust. Over 25 styles of flexiblecoupling and shafting products available; CENTA has thesolution for all your drive systems.

CENTA Corporation2570 Beverly Drive #128Aurora, Il 60502Ph: (630)-236-3500Fax: (630) [email protected]

BLUDWORTHBludworth Marine offers solutions, not problems. We spe-cialize in commercial marine vessel repair & new construc-tion. Mobile topside and multiple shipyard locations pro-vide flexibility in meeting customer repairs. We service theinland and offshore markets and make repairs daily ontugs, barges, and ships. Our docking capabilities haveincreased from an 800-ton & a new 3,000-ton dock and a100’ x 300’ graving dock. Make the call.

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

VT HALTER MARINEVT Halter Marine is a modern and progressive shipbuild-ing subsidiary of VT Systems that combines leading-edgetechnologies with over 50 years of tradition in designingand building the world's highest quality maritime prod-ucts. It specializes in the shipbuilding, design, construc-tion, and repair and offers comprehensive packages cover-ing projects from blueprint to blue water.

VT Halter Marine 900 Bayou Casotte ParkwayPascagoula, MS 39581Ph: (228) 696-6888Fax: (228) 696-6899www.vthaltermarine.com

MARKETPLACE

GULF COAST

TALLERES NAVALES DEL GOLFOTNG shipyard is a global company which began its opera-tions in 1995, based in the Port of Veracruz and situatedwithin close proximity to offshore oil and gas facilities, busytrade lanes as well as to the most important routes of com-munication that interconnect South East USA, the Caribbeanand México. TNG through its professional staff, experience,infrastructure and state-of-the-art equipment provides aplethora of top quality services, including: Ship Repair, Off-shore structures fabrication and Conversions. TNG operatesunder an excellent quality system enabling it to satisfy spe-cific client needs supported by Classification Societies andthird parties; it is an ISO-9001-2000 certified company.

Talleres Navales del Golfo91800 Veracruz Ver, MéxicoPh:+(52)229-989-2500/2514/2535Fax:+(52)229-989-2525/[email protected] SIGNAL INTERNATIONAL

Signal International is a leading provider of marine andfabrication services to the offshore drilling, military andmarine industries. We specialize in rig construction,repair, conversion, and heavy fabrication services for largedeck barges. Signal’s six yards span the GoM with drydock-ing and world-class fabrication facilities; four in Texas andtwo in Mississippi delivering quality workmanship to max-imize customers’ uptime.

Signal InternationalRSA Battle House Tower11 North Water Street, Suite 16250Mobile, AL 36602Ph: (251) 544-2620Ph: (228) [email protected]

Solutions, Not Problems

Bludworth Marine LLC Locations

Houston Main Office, Engineering, and Fabrication

Galveston 300 x 100 Graving Dock and Deep Water Topside Repair

Channelview Inland Tug and Barge Topside Repair

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

Bludworth Cook Marine Inc

Contact:Richard Bludworth

Bludworth Marine LLC3502 Broadway Houston, Texas 77017

713 644 1595

www.vesselrepair.com

Bludworth 3,000 ton dry dock

New Bludworth Marine shipyardin Orange Texas

Bludworth Cook Marine Inc ATB Flexible Ocean Tug

Barge Connection

BLUDWORTH MARINE LLC

ATB ‘s Flexible Ocean Tug Barge Connection Systems

marinelog - 07 jul 2009

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