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CEMS: WHY YOU NEED IT
ARINE
OG
M
L
Reporting on Marine Business and Technology
www.marinelog.com
DECEMBER 2005
Distinctive
MARKET HEATS UP
FOR ICE CLASS
TANKERS
SHIPS
Contents
DECEMBER 2005 VOL. 110, NO. 12
MARINELOG
Distinctive Ships of 2005
Jean Anne
U.S. built Pure Truck Car Carrier . . . p. 21
Colombo Express
8,606 TEU containership . . . . . . . . . p. 22
Universal Queen
309,000 dwt VLCC . . . . . . . . . . . . . p. 22
Viktor Titov
100,000 dwt ice class tanker . . . . . . p. 22
Benchijigua Express
127 m aluminum ship . . . . . . . . . . . p. 24
Ice Class Tankers
Breakthrough design
Color Fantasy
Cruise ship with a car deck . . . . . . . p. 24
Shipowners, such as Neste Oil, keep
adding to their ice-strengthened fleets.
What’s behind the steady increase in ice
class tanker tonnage? ...................p. 13
Andromeda Voyager
Crew Management
Excelsior
Why you need CEMS
Diana McLaughlin and Bill Abernathy of
the U.S. Coast Guard’s Human Element
and Ship Design Division write about
Crew Endurance Management and just
why it could be the most important
weapon against fatigue-related accidents
in your vessel operation .................p. 18
321,000 dwt VLCC . . . . . . . . . . . . . p. 25
Savannah Express
8,400 TEU containership . . . . . . . . . p. 25
LNG regasification ship . . . . . . . . . . p. 25
Jeanne-Marie
Departments
EDITORIAL
Give me shelter
PAGE 2
SECOND THOUGHTS
Dealing with the pirates
PAGE 4
UPDATE
PAGE 7
Pirates attack cruise liner off
of Somalia. Noble semi gets
four-year GOM contract.
Celebrity’s Zenith docked at
Detyens. Tank barge capsizes
in Guld of Mexico. More
PTCTs ordered by Wilm. Wilhelmsen. New high-speed
ferry for Bermuda. And much
more...
78,600 m3 VLGC . . . . . . . . . . . . . . . p. 25
WASHINGTON
Maersk Dunkerque
Greenlane for cargo
PAGE 12
Cross-Channel RO/RO . . . . . . . . . . . p. 26
British Cormorant
PEOPLE IN THE NEWS
115,000 dwt ice class tanker . . . . . . p. 26
PAGE 32
MSC Pamela
EQUIPMENT NEWS
9,200 TEU containership . . . . . . . . . p. 26
PAGE 33
Perseverance
CONTRACTS
Ice class 1A tanker . . . . . . . . . . . . . . p. 28
North Point
51,000 dwt ice class product tanker p. 28
MSC Maeva
PAGE 35
INDUSTRY EVENTS
PAGE 36
8,100 TEU containership . . . . . . . . . p. 30
WEBSITE DIRECTORY
CMA CGM Excellence
PAGE 37
3,398 TEU containership . . . . . . . . . p. 30
BUYERS’ GUIDE
PAGE 38
COVER
The 309,000 dwt VLCC Universal Queen,
one of Marine Log’s Distinctive Ships of
2005
ML MARKETPLACE
PAGE 39
OPINION
PAGE 44
NEXT MONTH: FERRY DESIGN • MARITIME & PORT SECURITY • CLEAN DIESELS
MARINE LOG, established 1878, is published monthly by Simmons-Boardman Publishing Corporation, 345 Hudson Street, New York, NY 10014
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© 2005 Simmons-Boardman Publishing Corporation
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DECEMBER 2005 MARINE LOG 1
MARINELOG
Editorial
ISSN 08970491
December 2005 Vol. 110 No. 12
Give me shelter
T
his December marks six years
since the Erika incident off the
coast of Brest, France. As you
might recall, the single-hull tanker,
laden with 31,000 tonnes of heavy No.
6 fuel oil, broke up in rough seas. The
incident resulted in massive environmental damage along the Brittany
coastline—and
detention of the
ship’s captain.
The incident
led to an accelerated timetable
for phasing out
single-hull
tankers under
the
revised
MARPOL regulation 13G and
renewed debate
about places of
refuge.
The issue of
places of refuge
John R. Snyder
became
even
Editor
more acute in
[email protected] the case of
another major
pollution incident off Europe, involving the Prestige. In that case, in
November 2002, the ship broke up
after being denied refuge by the
French, Spanish and Portuguese governments and the prolonged detention
of the ship’s master, Captain Apostolas Mangouras, became a subject of
maritime industry outrage.
The European Commission
(EC)has just rolled out its Third Maritime Safety Package, called the Erika
III package. One of its proposals:
obligatory designation of places of
refuge.
Meantime, the U.S. has taken a
good first step towards tackling this
thorny issue. Tucked away in the
Coast Guard Authorization Act of
2 MARINE LOG DECEMBER 2005
2005 is a section tasking the Coast
Guard with developing “a comprehensive and effective process for determining whether and under what circumstances damaged vessels may
seek a place of refuge in the United
States suitable to the specific nature
of distress each vessel is experiencing.” The Coast Guard would be
responsible for developing the process
within 12 months of passage of the act
with input from spill responders,
marine salvors, state and local law
enforcement and marine agencies,
and other federal agencies including
NOAA and the EPA.
Under the act, the Commandant of
the Coast Guard must report annually to Congress, describing the process
established and any cases in which a
vessel was provided with a place of
refuge in the preceding year.
Additionally, the Coast Guard
must develop a process in harmony
with the recommendations in the final
report of the U.S. Commission on
Ocean Policy.
That report, “An Ocean Blueprint
for the 21st Century,” makes 212 recommendations regarding ocean and
coastal policy.
Some of the issues that will need to
be addressed by the Coast Guard in
the process: establishing a single
point of contact for ship-to-shore communications; identifying available salvage, lightering and technical
resources in the area; identifying the
responsible decision makers at federal, state and port levels; resolving
financial protection, liability and compensation issues; and deciding on
whether potential places of refuge
should be designated in advance.
Larger questions remain regarding
the political and economic consequences of bringing a distressed vessel
into port. If we value our seafarers and
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Second Thoughts
Dealing with the pirates
I
t’s a pretty sad commentary on the
media that the first real attention
paid to the problem of piracy off
Somalia came only after the recent
unsuccessful attack on the Seabourn
Spirit. Since the cruise ship was carrying a full complement of western passengers, the story made media headlines and prime
time TV.
Of course,
the
foiled
attack on the
Seabourn
ship is but
one in a
whole string
of attacks off
Somalia that
have included
the hijacking
of two ships
carrying
World Food
Program aid
to that sad
Nick Blenkey
and unhappy
Senior Editorial
country.
Consultant
The attacks
[email protected]
have continued
and, according to
the International Maritime Bureau’s
Weekly Piracy Report for November 814, 2005, there had been 32 incidents
off Somalia since March 15, 2005.
According to an advisory issued
last month by MARLO, the U.S.
Navy’s Maritime Liaison Office in
Bahrain (www.marlobahrain.org), the
“pirates are not just after the quick
money and electronics anymore. They
are hijacking the ship and crew and
holding both for a larger ransom.”
The advisory notes that, so far,
there have been no reported deaths
after an attack.
4 MARINE LOG DECEMBER 2005
The advisory says the “attackers
continue to use speedboats and gunboats—some have even used machine
guns, rocket propelled grenades and
two ‘chase’ boats.”
The attackers frequently open fire
on ships and have been known to pose
as fishermen, often sending distress
calls requesting help.
Vessels slowing down or stopping
close to the Somali coast have risked
being boarded by gangs of Somali militiamen, says the advisory, which also
says that dock workers from Somalia
have been identified as pirates.
“Attackers operating in this area
have become more audacious and are
venturing further away from the
shoreline—a number of recent attacks
have occurred over 190 nm from Somalia’s eastern coast,” says the advisory.
One recent International Maritime
Bureau report involved an attack vessel that appeared to be equipped with
a derrick, leading to the supposition
that this was a “mother vessel” for the
“chase boats.”
There are steps that vessels can
take to protect themselves. The most
effective, of course, would be to stay
out of the region.
That said, it is simply unacceptable
to put a huge swath of the world’s
ocean off limits because of the activities of a bunch of thugs.
It is becoming clear that the situation now calls for an international
naval response.
This is where it gets tricky.
What form, exactly, do we expect a
naval response to take?
There is already a hefty international naval presence in the area in the
form of the U.S. Fifth Fleet and the
Coalition Maritime Forces.
Here’s part of the Fifth Fleet mis-
sion statement:
“The United States Central Command Combined Maritime Force
(CMF) is assigned the mission of dealing with and defeating transnational
threats to include international terrorism. Specifically, the CMF is charged
with deterring terrorists from using
the maritime environment and disrupting terrorist attack planning. The
CMF accomplishes this mission by
conducting maritime security operations (MSO) throughout the theater, in
synchronization with operations conducted by air and land component
commanders, and in coordination with
regional nations. The CMF complements the counter-terrorism activities
of regional navies and coast guards
through exercises, training and coordinated operations. The global coalition
against terrorism includes members of
the CMF and the nations in the
region. We share a common purpose:
To preserve the free and secure use of
the world’s oceans by legitimate
mariners, and prevent terrorists from
attempting to use the world’s oceans
as a venue for attack or as a medium
to transport personnel or material.”
Already, the MARLO website has a
hot link for reporting possible acts of
terrorism, piracy or criminal activity
and promises to report such acts to
“the appropriate entity” immediately.
As we went to press, the IMO
Assembly was meeting and was considering a resolution that, among other
things, would request the Secretary
General of the U.N. to bring the situation to the attention of the U.N. Security Council.
Maybe the Security Council could
get the CMF to add the words “and
piracy” to its mission statement as
appropriate?
www.marinelog.com
Makethe move toM S C.
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Update
INLAND • COASTAL • OFFSHORE • DEEPSEA
business
NOTES
NEW U.S. COMPANY
FORMED BY FINCANTIERI
Pirates attack cruise
liner off Somalia
I
n a bold assault, armed pirates
in two speedboats attacked
the cruise ship Seabourn Spirit more than 100 miles off the
coast of Somalia last month.
During the early morning hours
of Nov. 5, the pirates fired
machine guns and shot rocket
propelled grenades (RPGs) at
the cruise ship, which had about
160 passengers and 150 crew
aboard. One crew member was
reportedly injured during the
attack. An increase in speed and
quick evasive action by the captain, including an attempt to ram
one of the speedboats, thwarted
the pirates’ attack.
Operating off the waters of
Somalia has become increasingly
dangerous. Just eight days earlier, the U.S. Maritime Administration had issued an advisory of
the increased risk of piracy and
hijackings off the East Coast of
Somalia. In the advisory, MarAd
warns ships to remain at least
200 nautical miles off of Somalia
and to increase anti-piracy precautions “no matter how far offshore” they were operating.
In addition, the advisory
points out that vicitimized vessels in the area reported attacks
by three 6 to 9 meter speedboats
with three to six men in each
vessel armed with AK-47s and
shoulder launched missiles.
U.S. NAVY RESPONDS
On Nov. 7, the U.S. Navy
was called in to dispose of suspected unexploded ordnance left
over from the RPG that struck
the Seabourn Spirit during the
pirate attack.
Members of U.S. Navy
Explosive Ordnance Disposal
Mobile Unit (EODMU) 8,
Detachment 4, were already in
Seychelles to provide support to
a previously scheduled port visit
by USS Gonzalez. The EOD
team met Seabourn Spirit at sea
prior to its arrival in port.
Two RPG rounds had struck
U.S. Navy photo showing
remnants of the RPG
lodged in the cruise liner
Seabourn Spirit (shown
above)
Seabourn Spirit while the vessel
evaded the pirates’ attempt to
board.
Two technicians from the
Navy team, led by Officer in
Charge Lt. John Stewart, were
transported via the Seychelles
Port Authority pilot boat out to
Seaborn Spirit early the morning
of Nov. 7. Once aboard Spirit,
the team determined that the
object in question was actually
the remains of a rocket motor
and not the warhead from the
RPG, which had detonated on
impact.
Once the technicians assured
that there was no threat to the
cruise liner’s passengers, the
EOD team removed the remnants.
Noble semi gets four-year GOM contract
N
oble Corp. (NYSE: NE),
Houston, says that its
Bingo 9000 Rig 3 semisubmersible hull has received a
commitment for a four-year
contract from Shell Exploration
& Production Company for the
U.S. Gulf of Mexico.
www.marinelog.com
The rig, which will be
renamed the Noble Danny
Adkins, is one of two ultradeepwater Bingo 9000 semisubmersible hulls that Noble
bought from Ocean Rig ASA.
The rig will be completed as
a DP unit designed to operate in
water depths up to 12,000 feet
and drill to total depth of 35,000
feet.
Noble estimates that the
construction time to complete
the unit will be 32 to 36 months
from execution of a shipyard
construction contract.
Italy’s Fincantieri has
formed a new U.S. operation, Fincantieri Marine Systems (North America), Inc.,
Chesapeake, Va. The new
company builds upon the
success of Fincantieri's
FDGM, Inc. and its CEO is
Upinder Kamal, COO and
Executive VP of FDGM, Inc.
Fincantieri Marine Systems
(North America) will
takeover over FDGM’s activities and be a marine propulsion systems integrator.
Fincantieri is one
Europe's largest shipbuilding
groups. While its cruise
ships and fast ferries that
capture most of the publicity, Fincantieri also designs,
builds and markets a range
of other naval and commercial vessels and offers its
own range of marine propulsion products, including the
Isotta Fraschini line of high
speed diesels up to 2,600
kW. These include non-magnetic engines and gensets
for minehunters. The U.S.
Navy currently has 144 of
these engines in 24 ships
and a significant part of
FDGM's business has been
the service and spares support of these units.
Another success for
FDGM has been as a member
of the Lockheed Martin led
LCS team. The Lockheed
Martin team’s LCS is, in fact,
based on a Fincantieri hull
design and FDGM will be
supplying Isotta Fraschini
gensets (based on conventional rather than non-magnetic engines) and a ride
control system using Fincantieri fin stabilizers.
DECEMBER 2005 MARINE LOG 7
business
Update
UNUSUAL
Celebrity’s Zenith docked at Detyens
FERRY IS A REAL CUT UP
C
B.C. Ferries was happy to
see its newest ferry cut up
into four pieces. That’s
because earlier this year, B.C.
Ferries bought the M/V John
Atlantic Burr from the Utah
Department of Transportation.
The 20-year-old ferry had
to be moved from land-locked
Lake Powell in Utah to Allied
Shipbuilders in North Vancouver, B.C., Canada. Allied will
reassemble the ferry and
stretch it to accommodate
more cars. The only way to do
that was in 60-ton-plus pieces
via tractor trailer to Tacoma,
then by barge to North Vancouver.
The project was overseen
by MDA Marine Design Associates Ltd., Victoria, B.C.,
which had originally designed
the ferry.
8 MARINE LOG DECEMBER 2005
elebrity Cruise Lines
recently completed its
first ever drydocking at
Detyens Shipyards, Inc. (DSI),
North Charleston, S.C.
Celebrity’s 682 ft x 95 ft
Zenith docked at the facility
from Oct. 24 to Nov. 3, 2005.
“It was a small time frame
for their availability,” noted
Detyens Shipyard project manager Tim Sanford. “Everyone
involved with the docking did
an excellent job and they should
all be commended.”
The scope of work included:
regular drydocking maintenance
along with sea valve renewals,
blade seals and polishing, anchor
chains, bow and stern thruster
seals, overhauling of the bow
thruster, the dismantling and
overhauling of the stabilizers,
the application of the silicon
base AF coatings, the demolition
The 47,255-grt Zenith in dry dock at Detyens Shipyards
and installation of a new hot
well, and a new shaft and bushings for the port rudder fin.
Nikolaos Doulis with
Celebrity Cruise Lines Technical Department and the port
engineer during drydocking
said, “Everybody that was
involved in the drydocking of
Zenith was very motivated,
friendly and more than [willing]
to accommodate all our needs.”
www.marinelog.com
VIKING INTENDS TO BUILD
FERRY AT AKER YARDS
Tank barge capsizes in Gulf of Mexico
T
he double-hulled tank
barge DBL 152, owned
by K-Sea Transportation,
Staten Island, N.Y., struck some
debris on the night of Nov. 10
while en route from Houston to
Tampa, Fla. The debris gouged a
35-foot long by 6-foot wide
hole in the barge’s starboard
bow, puncturing both hulls and
damaging the number one cargo
tank. There were 300,000 gallons of oil in the damaged tank.
Despite the efforts of
response crews, progressive
flooding first caused the barge
to roll onto its starboard side
and then capsize on Nov. 14.
The amount of the thick,
heavy fuel oil that leaked out is
unknown at this time. Response
crews surrounded the barge
with containment boom and oil
skimmers were on scene to
remove the surface oil.
www.marinelog.com
Boom surrounds the capsized tank barge DBL 152, located about 29 miles south of Calcasieu Pass
According to the U.S. Coast
Guard, the number one port
cargo tank hatch was damaged
sometime after the barge capsized on Nov. 14. The cargo
tank contained 440,000 gallons
of No. 6 Fuel oil.
A diver survey of the barge
discovered a 2.5-foot by 8-foot
hole in the top of the number
three starboard cargo tank. It
also had been damaged sometime when or after the barge
capsized, and it contained
564,000 gallons of oil.
The entire contents of all
three damaged cargo tanks was
1,309,000 gallons of oil.
Finland’s Aker Yards and
Viking Line Abp have signed
a Letter of Intent (LOI) to
build a passenger ferry for
delivery in January 2008. The
contract value is between 110
and 130 million euros. The
LOI includes options for two
similar vessels.
Aker Yards is planning to
build the vessel in its yard in
Helsinki.
Aker Finnyards president
Yrjo Julin called Viking “an
old acquaintance”. Aker has
built seven vessels for Viking,
the latest being the 2,500passenger M/S Cinderella,
delivered in 1989. The Cinderella has an overall length
of 191m and breadth of 29m.
Viking Line is a Finnish
listed company. It owns
seven vessels, the transport
volume being some 5 million
passengers. Annual turnover
is about 380 million euro.
DECEMBER 2005 MARINE LOG 9
WARTSILA INTRODUCES
NEW LOW SPEED DIESELS
Wartsila Corp. recently
unveiled two low-speed
diesel engines in two versions specifically designed
for boxships and tankers. For
example, the Wartsila RTflex82C and RTA82C are
intended for the propulsion
of Panamax containerships
up to 4,500 TEU capacity.
The RT-flex82C and
RTA82C will be available in
six to 12 cylinders to cover a
power range of 21,720 to
54,240 kW at 87 to 102
rev/min.
The tanker versions of
the diesels, the RT-flex82T
and RTA82T, will be built
with six to nine cylinders to
cover a power range of
21,720 to 40,680 kW at 68
to 80 rev/min.
The first of these new
type of engines are expected
to be completed by the end
of 2007, in cooperation with
Hyundai Heavy Industries.
10 MARINE LOG DECEMBER 2005
Update
More PCTCs ordered by Wilh. Wilhelmsen
W
ilh. Wilhelmsen
recently
ASA
signed a contract to
build two additional car carriers
at Mitsuubishi Heavy Industries’ yard in Nagasaki, Japan.
The Pure Car Truck Carriers
(PCTC) will be delivered in
2008 and deployed in the Wallenius Wilhelmsen fleet.
The ships will be sisters of
the six PCTCs Wilh. Wilhelmsen has already ordered at
Nagasaki. The vessels each have
a cargo capacity of 6,550 cars.
With this deal, the program is
extended to eight ships.
Three of the vessels have
been delivered, M/V Torrens,
M/V Toledo and M/V Toronto.
Two more ships will be delivered in 2006, another in 2007
and two more in 2008.
The first ship in the series,
M/V Torrens was recognized
earlier this year as “a highly
The 19,628-dwt M/V Toronto is one of eight Pure Car Truck
Carriers ordered by Wilh. Wilhelmsen from MHI
optimized PCTC design combining a novel arrangement of
the double bottom, fuel tanks
and solid ballast with a cargo
space which maximizes the
cargo capacity and flexibility to
carry a wide variety of RO/RO
cargo.”
Wilh. Wilhelmsen says the
PCTCs it is building in Nagasa-
ki are a new generation that are
particularly efficient with
regards to cargo capacity, cargo
handling and fuel consumption.
Wilm. Wilhelmsen will have
“a constant need for new tonnage in the years to come,” says
Ingar Skaug, Wilh. Wilhelmsen
group chief executive officer.
www.marinelog.com
NORWEGIAN SHIP
ORDERS RISE
New high-speed ferry for Bermuda
T
he Government of
Bermuda recently signed
a contract valued at $4.99
million to build a 350-passenger,
high-speed ferry at Derecktor
Shipyards, Bridgeport, Conn.
The 124-foot, high-speed
passenger catamaran is based on
a design by the U.K.’s BMT
Nigel Gee and will operate as a
commuter ferry in the morning
and evening, transporting passengers on a 12-mile route
between St. George and Hamilton. Additionally, during the
day the ferry will transport
tourists from the cruise ship terminals at the Kings Wharf berth
of the Royal Dockyards at the
West End of Bermuda to downtown Hamilton and St. George.
Constructed of all aluminum
with a resiliently mounted super
structure, the catamaran is
designed to and built under
Lloyd’s Register survey.
www.marinelog.com
Propulsion for the ferry will
be supplied by four MTU
12V2000M70 diesel engines that
will drive four Hamilton 512
waterjets via ZF marine gears.
The service speed will be 33
knots.
The ferry is designed as a
bow loader for fast turnaround
times, but offers optional side
loading where bow loading
facilities do not exist.
The enclosed, heated and air
conditioned main deck will have
seating for 212, plus four wheel-
chairs. A kiosk for food services
is located at the aft end. Unisex
restrooms, one handicap accessible, are located port and starboard on the main deck.
The weather deck has covered and open seating for another 137 passengers.
There are two additional rest
rooms located forward amidships, adjacent to the pilothouse,
one for the passengers and one
for the crew.
The vessel is scheduled for
delivery late June 2006.
According to the Norwegian
Shipowners' Association, the
number of ships ordered by
shipowners
Norwegian
increased in the third quarter, with the majority of the
orders won by Norwegian
shipyards.
From the second to the
third quarter the increase
was 5% and over the last
four quarters the total
increase was 42%. In tonnage terms, the orders
accounted for 2.2% of the
world total.
The Norwegian orders are
mainly for advanced and high
value ships. Norwegian companies owned 19 of the
world's 58 rigs on order.
In total, Norwegian
shipowners have a share of
around 5.5% of the world's
order book for ships and rigs.
As of Oct. 1, there were 52
Norwegian ships on order at
DECEMBER 2005 MARINE LOG 11
Update
Inside Washington
GreenLane for cargo
D
espite Administration
explanations about “layered protection,” not everyone
is entirely happy about the
security of the mostly uninspected flow of cargo containers into American ports.
“Right now, there is a gaping hole in America’s security
when it comes to the cargo
entering our ports each day,”
says Senator Patty Murray (DWash.). Last month, she and
Senator Susan Collins (RMaine) introduced the GreenLane Maritime Cargo Security
Act.
Murray, a member of the
Senate Appropriations Subcommittee on Homeland
Security, and Collins, Chairman of the full Senate Homeland Security Committee, co-
12 MARINE LOG DECEMBER 2005
authored the bill. Senators
Norm Coleman (R-Minn.)
and Joseph Lieberman (DConn.) are original cosponsors
of the legislation.
The Murray-Collins bill
builds on the lessons from the
9/11 Commission, GAO
investigations, and other
reports to protect against the
human and economic costs of
a terrorist attack through the
ports. It would:
• establish a “GreenLane”
comprised of supply chain
participants who voluntarily
meet the highest level of
security. It allows security
services to better identify
and respond to potential
threats and provides “real
incentives” to importers to
enhance their supply chain
security measures.
• set minimum Senators Patty Murray (left) and Susan
Collins are seeking to deal with “a gaping
security stanhole in America’s security”
dards for all
cargo containers entering the U.S. and
an incident or heightened
requirements that strengthen
national security threat level.
current cargo security proThe act also authorizes
grams.
Port Security Grants, the Con• establish an Office of Cargo tainer Security Initiative and
Security Policy to ensure C-TPAT.
accountability and coordinaA statement issued by
tion of cargo security poli- Murray and Collins says that
cies, procedures and regula- America’s current cargo secutions at the Department of rity regime was built pre-9/11,
Homeland Security and with with an emphasis on efficiency
other agencies.
but not on security.
• establish Joint Operations
“At present,” says the
Centers to ensure a coordi- statement, “opportunities for
nated, measured response terrorists to tamper with cargo
and the resumption and flow exist at every step along the
of commerce in the event of supply chain.”
www.marinelog.com
I C E
C L A S S
T A N K E R S
Neste Oil was heavily involved in the development of the double-acting tanker
Breakthrough technology
By Nigel Kitchen
O
ver the last few years, Finland’s Neste Oil Corporation,
an independent oil refiner and marketing company, has
been able to generate a great deal of business from Russia’s development of its Primorsk terminal in the eastern Gulf
of Finland. Neste Oil’s ice-strengthened fleet has positioned the
company to take advantage of the terminal’s export flows and
sell capacity to third parties.
Other ice-strengthened tonnage has been
attracted to the same market, however, and
Risto Näsi, Neste’s executive vice president,
shipping, expects that supply could outstrip
demand in late 2005 or early 2006.
“This will undermine our position,” says Näsi. “We will need
to further leverage our experience in operating safely and efficiently in arctic conditions to stay ahead of the competition.
Our technological lead is a definite added value for our customers.
“Our ultimate strength lies not so much in owning ships,
but in knowing how to manage our fleet commercially. As the
situation changes, we will change with it, and develop collaboration with other companies where it makes sense,” says Näsi.
Echoing this sentiment, Mauri Harki, Neste’s vice president, chartering, shipping, agreed that partnership arrangements are the future for Neste, with the most recent example
being with Stena Bulk for two 75,000 dwt ice-class Panamax
vessels on order in Croatia. The first will be delivered at the
end 2006, followed by the second ship in the first half 2007.
These ice-classed 1A Stena Ice-Panamax vessels allow safe
passage through narrow waters from the Baltic Sea to both the
U.S. East and West Coasts.
The Stena Ice-Panamax is flexible when it comes to cargo
www.marinelog.com
grades. Switching from dirty to clean products is much faster
than on any standard vessel, thus minimizing the risk of contamination. The tanks can actually be prepared en route to the
next load area with a minimum or no loss of time. The tank
structure is placed on deck and the epoxy-coated cargo tanks
are smooth and completely free of blind spots or pockets trapping cargo residues.
The Stena Ice-Panamax is designed to operate in severe ice
conditions with up to 0.8m thick ice. In normal waters, the design sails at 16.5 knots in
ballast and 16 knots when loaded. Speed,
therefore, saves time and money.
Neste has been a forerunner in the operation of ice-classed tankers and was heavily
involved in the development of the double acting concept.
According to Harki, when Neste ordered its last double acting
vessels, it paid about $70 million each. “To order such vessels
new today, the price would be about $100 million. This compares to $50-$60 million for a normal tanker of the same size.”
He said there were about 40 Aframax ice-classed tankers of
between 80,000 and 119,999 dwt currently on order.
Neste, which operates about 30 tankers totalling some 1.3
million dwt, developed the double acting concept to secure allyear supplies to Finland’s two oil refineries at Naantali and
Porvoo, which are the only refineries in the world to be surrounded by ice every year.
According to Markku Lumme, senior technical supervisor,
shipping, the concept also eliminates the need for risky ship-toship operations during the ice season and minimizes the risk of
grounding.
ARCTIC GROWTH
As part of Aker Yards Group’s strategy to seek growth in
DECEMBER 2005 MARINE LOG 13
I C E
O
ver the last few years, Finland’s
Neste Oil Corporation, an independent oil refiner and marketing company, has been able to generate a
great deal of business from Russia’s
development of its Primorsk terminal in
the eastern Gulf of Finland. Neste Oil’s
ice-strengthened fleet has positioned the
company to take advantage of the terminal’s export flows and sell capacity to
third parties.
Other ice-strengthened tonnage has
been attracted to the same market, however, and Risto Näsi, Neste’s executive
vice president, shipping, expects that
supply could outstrip demand in late
2005 or early 2006.
“This will undermine our position,”
says Näsi. “We will need to further leverage our experience in operating safely
and efficiently in arctic conditions to stay
ahead of the competition. Our technological lead is a definite added value for our
customers.
“Our ultimate strength lies not so
much in owning ships, but in knowing
how to manage our fleet commercially.
As the situation changes, we will change
14 MARINE LOG DECEMBER 2005
C L A S S
T A N K E R S
with it, and develop collaboration with
other companies where it makes sense,”
says Näsi.
Echoing this sentiment, Mauri Harki,
Neste’s vice president, chartering, shipping, agreed that partnership arrangements are the future for Neste, with the
most recent example being with Stena
Bulk for two 75,000 dwt ice-class Panamax vessels on order in Croatia. The first
will be delivered at the end 2006, followed by the second ship in the first half
2007.
These ice-classed 1A Stena Ice-Panamax vessels allow safe passage through
narrow waters from the Baltic Sea to
both the U.S. East and West Coasts.
The Stena Ice-Panamax is flexible
when it comes to cargo grades. Switching
from dirty to clean products is much
faster than on any standard vessel, thus
minimizing the risk of contamination.
The tanks can actually be prepared en
route to the next load area with a minimum or no loss of time. The tank structure is placed on deck and the epoxycoated cargo tanks are smooth and completely free of blind spots or pockets trap-
ping cargo residues.
The Stena Ice-Panamax is designed to
operate in severe ice conditions with up
to 0.8m thick ice. In normal waters, the
design sails at 16.5 knots in ballast and
16 knots when loaded. Speed, therefore,
saves time and money.
Neste has been a forerunner in the
operation of ice-classed tankers and was
heavily involved in the development of
the double acting concept. According to
Harki, when Neste ordered its last double acting vessels, it paid about $70 million each. “To order such vessels new
today, the price would be about $100 million. This compares to $50-$60 million
for a normal tanker of the same size.”
He said there were about 40 Aframax
ice-classed tankers of between 80,000
and 119,999 dwt currently on order.
Neste, which operates about 30
tankers totalling some 1.3 million dwt,
developed the double acting concept to
secure all-year supplies to Finland’s two
oil refineries at Naantali and Porvoo,
which are the only refineries in the world
to be surrounded by ice every year.
According to Markku Lumme, senior
www.marinelog.com
.Around the world,
around the clock...
More than
7.5 million hits
this year. . .and
counting
In the competitive marine market place,
industry leaders and decision makers can’t wait
for news. They look to the web. . .and they look to
Marinelog.com to provide news that’s fresh, relevant
and reliable, along with features, analysis, commentary
and data. Marinelog.com is the leading information
source for marine executives.
In an average week, more than 12,000 separate companies and individuals log on to Marinelog.com. That
creates a powerful forum for your interactive ad to be
seen and acted upon.
In an average day,
Marinelog.com gets over
38,000 requests for information and serves more
than 8,500 pages of
data...and traffic is growing as
we add new means of delivering
news via rss, xml and podcasting.
Let’s face it, marine marketing doesn’t work
the way it used to. You need more than just print advertising. You need the marketing power of the web, too.
Chances are you’ve got a great looking website. The
question is, “How are you driving traffic to your site?”
Put the marketing power of Marinelog.com to work for
you! Contact your Marine Log sales representative for
details on a comprehensive and cost-effective Internet
marketing campaign.
PUT THE POWER OF MARINELOG.COM TO WORK FOR YOU
National Sales Manager
Roland Espinosa
Tel: (212) 620-7225 Fax: (212) 633-1325
E-mail: [email protected]
US. Gulf Coast Sales Manager
Michael Librizzi
Tel: (212) 620-7233 Fax: (212) 633-1325
E-Mail: [email protected]
ARINELOG
M
America’s most respected maritime magazine presents
MARITIME & PORT
SECURITY 2006
Conference & Expo
Recent attacks in London and elsewhere make it clear that the threat of
international terrorism remains very
real. Incidents such as this summer’s
foiled plan to suicide bomb Israeli
cruise ships underscore that maritime
interests are very much on the target
list.
More than one year into implementation of ISPS/MTA and other measures,
how much safer are our ships and
ports? What does the industry still
need to do to protect itself? What
funding is available? What regulatory
changes are in the works? What steps
are enforcement agencies taking to
make sure that security plans are
more than words on paper?
These are some of the issues that will
be addressed at Marine Log’s Maritime & Port Security 2006 conference.
The conference registration fee is
$750 and includes all sessions, luncheons and social breaks, as well as
the cocktail reception and the conference documentation on CD.
The Washington Marriott Hotel has
set aside a block of rooms at the rate
of $174 single/double for attendees of
this event. Make your hotel reservations as soon as possible, to ensure
you receive the conference rate! Call
(202) 872-1500 and mention group
code “Marine Log.”
This year’s event is being held in parallel with the 2006 Railway Security
Forum and Expo organized by Railway
Age magazine and is supported by
table top exhibits and corporate sponsorships. For details of exhibit and
sponsorship opportunities contact
Jane Poterala at (212) 620-7209 (or
email [email protected]
Washington, D.C., Jan. 30-31, 2006
For regular program updates, visit us on the web at
www.marinelog.com
PHOTO: USCG/PA1 MATTHEW BELSON
The new security regulations affect
everyone in the maritime industry.
This conference will bring together
port and maritime industry execu-
tives, security specialists and regulatory and enforcement officials for two
days of intensive discussion and networking.
MONDAY, JANUARY 30
Keynote Address
CONFERENCE PROGRAM
MODERATOR: D.F. Sheehan, PE
ISPS: How Well is it Working, What Are the
Compliance Headaches? A Port State Viewpoint
RADM Craig E. Bone, Director of Port Security, U.S. Coast Guard
Experience in Implementing Alternative Security Plans
Beth Gedney, Director of Safety, Security & Risk Management,
Passenger Vessel Association
Cocktail Reception
Maritime Security Compliance–a Company Security
Officer Perspective
Piracy: What steps can shipowners take to
protect themselves?
David Fairnie, Director Maritime Security, Hart Security
Maritime Security: What's Been Happening at IMO Lately–
and What Does it Mean for Shipowners?
Joseph J. Angelo, Director, Regulatory Affairs & the Americas,
INTERTANKO
LUNCHEON
Joint luncheon with Railway Security Forum & Expo
Speaker: Kip Hawley, Assistant Secretary, Transportation
Security Administration, DHS
TUESDAY, JANUARY 31
The National Maritime Security Plan: What is its Significance
for Ports and Shipowners?
Admiral James M. Loy, USCG (Ret.), Senior Counselor, The Cohen Group
Maritime & Port Security Compliance–Avoiding the Legal
Pitfalls
Jon Waldron, Esq., Partner, Blank Rome LLP
How to Avoid Security Headaches–a Shipping Agent's Advice
Jeffrey J. Milstein, Operations Manager/Senior Agent, Moran Shipping
Agencies, Inc.
Seafarer ID and Visas: An Update
Doug Stevenson, Director, The Center for Seafarers’ Rights,
Seamen’s Church Institute of NY & NJ
The FY2005 DHS Port Security Grants: Analyzing Who got
How Much Under the New Rules–and Why
Thomas Robison, Director of Transportation & Intermodal Security
Division, Office of Domestic Preparedness, DHS
What is the Navy Doing to Protect its Ships in Port?
CAPT Paul A. Cruz, USN, Program Manager, PMS480, Anti-Terrorism
Afloat, PEO Littoral & Mine Warfare (LMW)
Port Security Funding: Why it's Still Inadequate & What We
Can Hope for from Congress
Jay Grant, Director, Port Security Council of America
LUNCHEON
Joint luncheon with Railway Security Forum & Expo
Luncheon Speaker TBA
Taking ISPS & MTSA Training Beyond Compliance
Ron Thomason, Vice President of Operations, SeaSecure LLC
Implementing the National Response Plan: Lessons from
Exercise Top Off 3
CAPT Peter Boynton, Commander, Sector Long Island Sound,
U.S. Coast Guard
Maritime & Port Security: The Threat is Real
Brigadier General Kenneth P. Bergquist, USA (Ret.), Maritime Security
Institute
Port Security: What are the Major Practical Headaches?
When the SSAS Phone Rings, Who Answers?
Brinley Billings, Regulatory Compliance Manager, Securewest
International
Cargo Security: Developing Radiation Detectors that Detect
Threats, not Kitty Litter
Bob Ledoux, Passport Systems
Panel: Maritime & Port Security: Where do we go from here?
Program subject to change/augmentation
Please register me for Maritime & Port Security 2006,
for the fee of $750, payable in advance to Marine Log.
Name__________________________________________
[ ] Check enclosed
[ ] Bill me
Title ___________________________________________
Charge my [ ] MC [ ] Visa [ ] Amex
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City____________________ State_____ Zip _________
Billing Address for Card
Telephone_________________Fax__________________
_______________________________________________
E-mail _________________________________________
_______________________________________________
Please send this completed form with your payment to: Jane Poterala, Conference Director, Marine Log,
345 Hudson St., New York, NY 10014; Tel.: (212) 620-7209; Fax (212) 633-1165
37-002-2900
MC AR RE IW T IMMAE N AG GE ER M
M EA NN TY
Why you need CEMS
Human Element and Ship Design Division, United States Coast Guard
By Diana McLaughlin and Bill Abernathy
industry. This plan included a demonstration project. Participants included peers from various segments of the towing
he U.S. Coast Guard developed the Crew Endurance industry who utilized a risk-based approach called a “change
Management System (CEMS) to go beyond prescriptive analysis.” Participating companies worked through the CEMS
fatigue regulations and address the interrelated human process and periodically reported on implementation progress
factors that contribute to fatigue. Maritime operators can use and changes in levels of endurance-related risks.
this set of tools and proven practices to manage productivity
Previous clinical and scientific analysis by the U.S. Coast
and safety levels in their operations.
Guard Research & Development Center had already proven that
Since the 2003 publication of CEMS’ Guide for Maritime CEMS is effective in improving crewmembers’ endurance. This
Operations, participation and
demonstration project focused
interest in the program has
on how well companies and
grown exponentially. Now,
crewmembers were able to
just two years later, the proimplement CEMS, and the
gram provides the latest in
real-world impact it had upon
CEMS updates and informathe crew’s energy, alertness,
tion to hundreds in the marand ability to cope with
itime industry through its
endurance-related risk factors.
website,
publications,
The results showed some
newsletters, and National
very clear trends that reflect
Maritime Center-accepted
the effectiveness, feasibility,
Coaches Training Course.
and sustainability of CEMS.
They showed that, when
WHAT IS CEMS?
properly practiced, CEMS is
CEMS is an implementaeffective in reducing fatiguetion system that addresses
related risks, as evidenced by
endurance holistically. The
measurable reductions in all
system is, at its heart, a con15 fatigue-related risk factors.
tinuous-improvement process
The Coast Guard believes
that allows an organization to
that if maritime transportamake changes incrementally,
tion operators implement
at a level and pace appropriate
CEMS, over time, the crew
to its operation. Companies
will become increasingly more
can focus their efforts on the
alert and will make better
factors that are most feasibly
decisions. Ultimately, fewer
mitigated and present the
accidents may occur. Accordgreatest possible reduction of
ingly, the Coast Guard recomrisk.
mends that all commercial
While it is left entirely to Flow chart showing a systematic approach to implementvessels implement CEMS to
the practicing organization to ing a Crew Endurance Management System
reduce the risk of fatigue and
determine how and when to
endurance-related accidents.
address specific risk factors, there are certain critical elements
required by CEMS to ensure an effective implementation TRAINING: A FOUNDATION OF SUCCESS
Education is the first, most important component of CEMS
scheme. This helps to ensure the consideration of interrelated
risk factors in a systematic manner. This process includes a implementation. Crewmembers need to understand the science
number of discrete steps that should be completed sequentially, behind CEMS and its practices if they are to truly embrace the
program.
as shown in the flow chart.
Through CEMS education and training, vessel crewmemWith some training and genuine effort, any operation can
begin an effective CEMS program. CEMS is not about doing all bers and other company employees learn about risk factors
the right things all of the time, but rather trying to do the best related to endurance, and then are encouraged to use recommended countermeasures. They also learn about good sleep
thing most of the time.
habits, the body’s circadian rhythm and the “Red Zone”— the
THE CEMS DEMONSTRATION PROJECT
daily period of lowest energy and alertness. Also taught are the
Through our Prevention Through People partnership, the effects of diet on sleep and energy levels, the importance of
Coast Guard and American Waterways Operators (AWO) char- exercise, the effects of stress, and other related endurance factered a working group to develop a plan to facilitate widespread tors. By building such awareness, crewmembers improve their
implementation of the CEMS throughout the barge and towing ability to identify and understand endurance-related risks. As
T
18 MARINE LOG DECEMBER 2005
www.marinelog.com
CEMS Resources
a result, they may make better personal
choices, or, at least, know when they are
at risk.
As part of the demonstration project,
participating companies were asked how
many hours of training their crews
received. They reported that, on average,
each vessel performed less than two
hours of training per month. The two
companies that were most successful in
implementing CEMS performed over
four hours of training each month.
SUPPORT FROM COACHES: THE KEY TO
CONSISTENCY AND SUCCESS
Though the results of the demonstration project were largely positive, it is
interesting to note that companies that
deviated from established CEMS practices were not able to demonstrate the
same success.
For example, one company reported
increases in risk in almost all categories,
despite making the same types of environmental changes to its vessels as the
other companies. One major difference
found between this company and the successful ones was the lack of coaches or
acceptable alternatives on its vessels.
In general, the report found that companies that incorporated onboard coaches were able to show a greater reduction
in sleep and other risk factors compared
to those without them. Since completion
of the demonstration project, the company mentioned above has decided to place
a trained coach or acceptable alternative
on each vessel.
This illustrates the need to reinforce
education with a Crew Endurance
Coach. Without such onboard support,
crewmembers could not fully understand, practice, or embrace CEMS. A
coach conducts periodic training sessions
using CEMS tools, models good
endurance management practices
through their own personal behaviors,
actively encourages crewmembers to follow these practices themselves, responds
to individual questions, and deals with
misinformation
regarding
crew
endurance. In this very important way,
the role of the coach is to provide consistent support for CEMS implementation.
Since the coach is well-versed in the
CEMS process, that person often serves
as a CEMS Champion. The Coast Guard
recommends that a company should have
at least one champion to help initiate
and oversee its implementation effort.
The coach, a critical player in the development of the Crew Endurance Plan
(CEP), understands how the plan
addresses various endurance-related
www.marinelog.com
For more informatiion on the Crew
Endurance Management System, visit
the CEMS website:
http://www.uscg.mil/hq/gm/cems/index.htm.
Review the CEMS: The System pamphlet, AWO CEMS Implementation Guide,
Crew Endurance Management Practices:
A Guide for Maritime Operations, or the
guide’s addendum, all of which are available on the CEMS website.
Talk to a Coast Guard or local
industry CEMS Expert (call USCG
Headquarters at 202-267-2997 to find
an Expert in your area).
Go to Coaches Training (current
training opportunities posted on the
website).
risks. The coach also assists with the
risk assessment, and is therefore knowledgeable as to which factors most highly
affect that vessel’s crew. The coach is,
therefore, in the best position to champion key elements of the CEP, and to build
support amongst onboard crewmembers.
CEMS TRAINING FOR YOUR COMPANY
The first step to getting started is to
educate members of your organization
and build awareness of why CEMS is
important to both individuals and the
company. Some companies have accomplished this by sending a person to
Coaches Training and having that person come back and do awareness training for others in the company. Other
companies have started with broadbased awareness campaigns, which then
prompt the decision to send someone to
Coaches Training. Both methods have
worked well for other companies, and
you have the flexibility to choose what’s
right for you.
CEMS TRAINING: EFFECTIVE, FEASIBLE,
AND SUSTAINABLE
CEMS asks companies to make a considerable but manageable investment of
human capital, primarily in the form of
time. In addition to additional duties
placed upon the dedicated CEMS coach
on each vessel, the company will also
have to provide training time for
crewmembers and others. Some demonstration project company representatives
indicated that crew time was the largest
constraint upon their CEMS program,
particularly as it competed with other
training required by regulation.
TRAINING COACHES/EXPERTS
While expending crew time for CEMS
training is an investment, it is one that
is manageable and sustainable. Each
company that applied CEMS successfully
found a way to train their crews that
worked for them, both fiscally and culturally.
Here are some initial questions to
think about to obtain a CEMS coach or
acceptable alternative:
• Who can serve as a knowledgeable
resource about CEMS and crew
endurance risk factors?
• Will it be one person for your company, many that will be shared among
vessels, or one person for each vessel?
• Will there be a trained coach on
every vessel or some acceptable alternative?
• How many coaches will you need?
• How will you train these CEMS
advocates—via a Coast Guard-approved
course (like Coaches and/or Experts
Training) or an acceptable alternative?
Several maritime training institutions, maritime academies, and private
training companies have been certified to
provide CEMS Coaches Training. Costs
will vary depending on the institution
that is offering the training.
Several companies are also conducting their own Coaches Training in-house.
These operators have established inhouse Coast Guard-trained Experts to
train their crews and will open up training to other companies as space becomes
available.
Experts are qualified to teach and
qualify other CEMS coaches. Some companies, particularly the larger ones, prefer to have their own Expert on staff to
train new coaches. For other companies,
particularly the smaller ones, it may not
be as cost-effective to have their own
Expert. These companies might prefer to
have their training done by a third-party
contractor or a maritime training institution. There has been a lot of cooperation
within the industry here: frequently, certified Experts from one company invite
participation from potential CEMS
coaches in another.
TRAINING CREWS
After you have determined a plan to
obtain Coaches and/or Experts, here are
some questions to help you guide them
when they are ready to train your crews:
• To affect the risk factors chosen,
which crewmembers need to be educated?
• What topics will be covered?
• Who/what will train them?
• Is this a qualified source of information?
DECEMBER 2005 MARINE LOG 19
C R E W
• What training aids should be used?
• How often will training be given?
• How will the training be tracked?
In order to have a successful CEMS
program, companies need to commit
resources to train their vessel crews, as
well as upper and middle management.
The cost of this training varies with the
approach selected by the company.
Costs vary depending upon whether the
company holds this in conjunction with
other training, and whether the training
M A N A G E M E N T
is held at the company facilities, offsite,
or onboard.
While the cost for this training is not
insignificant, the availability of training
resources for coaches and vessel crews is
sufficient. Some of the newer self-study
tools may better facilitate obtaining necessary training. Several aids have been
developed to support CEMS training,
and new onboard training resources are
produced frequently.
Training for vessel crews can be
accomplished using computer training
developed by the Coast Guard and the
Ship Operators Cooperative Program
(SOCP). The module is offered for $20 for
SOCP members, $100 for non-members.
Knowledgeable presenters can put
together CEMS training for vessel crews
using computer-based training developed
by the Coast Guard Research and Development Center. This “Self-Sustaining
Workshop” Tool is free.
Certified coaches receive instruction
on how to educate vessel crewmembers
on CEMS (the cost is included in Coaches Training).
The AWO and the Coast Guard have
developed a special program for upper
management available at no cost.
Another company sells a DVD/videotape that provides an introduction to
CEMS ($295 for SOCP members/$330
non-members).
CEMS has proved itself to be highly
sustainable and resilient. Even as a voluntary program, it has flourished among
hundreds of certified coaches and towing
vessels. Just as importantly, the infrastructure necessary to support CEMS is
largely in place and ready to expand as
needed. Given the readily available
training resources and the continuousimprovement approach of CEMS, this
program is sustainable by any company
or vessel with the will to see it through.
REAPING THE BENEFITS OF CEMS
Though companies will need to invest
time and money in CEMS, they will find
that the benefits outweigh the costs.
Besides boosting crew morale, CEMS
helps to improve personal health and
safety. Healthy employees have fewer
sick days, perform better, and are able to
stay working with the company longer.
These are powerful motivators for companies facing a shortage of qualified
crewmembers.
CEMS is also expected to help reduce
the costs of health-related problems.
Health care expenses and insurance premiums are spiraling for employers
nationwide. Several demonstration project companies expect to reduce their
health insurance premiums using CEMS
as a key factor in keeping their workforce healthier, and have stated this goal
in their business plans. This strategy is
consistent with what some non-maritime
companies have found—their insurance
premiums are substantially lower if they
have a program to address employee
ML
fatigue and alertness.
20 MARINE LOG DECEMBER 2005
www.marinelog.com
DISTINCTIVE SHIPS
2005
Jean Anne
U.S.-built PCTC
D
elivered to Pasha Hawaii
Transportation earlier this
year by VT Halter Marine,
Jean Anne is the first PCTC
(Pure Car Truck Carrier)
built in the U.S. and has a capacity for
3,000 U.S. size autos.
Built to service the needs of the automotive manufacturing, rental car, privately owned vehicle, over-sized and
rolling stock markets, the Jean Anne is
in service in the Jones Act trade between
Hawaii and the mainland U.S.
The ship has 10 decks, including
three hoistable decks, served by a 100ton stern ramp that can handle heavy
construction equipment. It also has a 20ton side ramp.
With clear overhead heights up to
16.7 feet and over 120,000 square feet of
over high and wide (OHW) cargo space
on these specialized decks, Jean Anne
offers flexible capability for OHW shippers.
Main propulsion is by an MAN B&W
7S50 MC-C diesel engine delivering
14,830 hp and turning a single propeller
to give the vessel a service speed of 20
knots.
Jean Anne
at-a-glance
Length
579.72 ft / 176.70 m
Breadth
102.03 ft / 31.30 m
Draft
28.71 ft / 8.75 m
Deadweight
13,000 metric tons
Number of Decks
10
Hoistable Decks
3
Quarter Stern Ramp Strength 100 tons
Deck Space 387,000 sq. ft. / 36,000 m2
Speed Service
20 knots
Capacity
3,000 vehicles
Main Prpulsion MAN B&W 7S50 MC-C
www.marinelog.com
DECEMBER 2005 MARINE LOG 21
DISTINCTIVE SHIPS
elivered to Germany’s Hapag
Lloyd in March by Hyundai
Heavy Industries, Colombo
Express is the first of eight 8,606 TEU
containerships whose wider beam offers
better stability when
loading and offloading.
Colombo Express
The Hyundai design
at-a-glance
offers superior propulsion
Length, OA :
335.00 m
efficiency at various
319.00 m
Length, BP
drafts related to different
Breadth (molded)
42.80 m
loading schemes. Up to
Design draft
13.00 m
8,606 containers can be
Deadweight, des. draft
84,500 t
carried: 4,719 TEU on
Main Engine:
Hyundai-MAN B&W
deck and 3,887 TEU in
12K98ME
the nine holds. Service
68,640 kW mcr at 94 rpm
speed is 25.2 knots with
20% sea margin.
D
Colombo Express
8,606 TEU
containership
ow in service with Hyundai Merchant Marine and built by
Hyundai Heavy Industries, the
309,000 dwt VLCC Universal Queen has
a cargo capacity equivalent to South
Korea’s daily oil consumption. Width
between the tanker’s double skins is 3.38
m at the sides and 3.0 m at the bottom.
Main propulsion
is by a Hyundai
Universal Queen
Sulzer 7RTA84Tat-a-glance
D
delivering
Length, OA :
333.00 m
28,720 kW at 76
Length, BP
324.00 m
rpm to give a serBreadth (molded)
60.00 m
vice speed of 15.6
Design draft
20.50 m
knots at 86.8%
Deadweight, des. draft
300,100 t
MCR with 15%
Main Engine:
Hyundai-Sulzer
sea margin. The
7RTA84T-D
bridge
is
28,720 kW mcr at 76 rpm
equipped for one
man operation.
Universal Queen
N
309,000 dwt VLCC
Viktor Titov
100,000 dwt ice class
tanker
22 MARINE LOG DECEMBER 2005
uilt at Hyundai Heavy
Industries for Primorsk
at-a-glance
Shipping, Viktor Titov is a
Length, OA :
247.00 m
new type of energy-saving ice
Length, BP
234.00 m
classed tanker and the third of
Breadth (molded)
42.00 m
five Aframax ships for the SakhaDesign draft
14.50 m
line I project. The hull form is
Deadweight, des. draft
100,800 t
optimized to operate in both ice
Main Engine:
Hyundai-MANB&W
and open sea, and the ship has a
7S60ME-C
42 m breadth to achieve lower sea
22,300 bhp mcr at 105 rpm
margin in rough seas. An electronically operated main engine
and a controllable pitch propeller have
been adopted to improve maneuverability
and efficiency in ice operation. The ship is
classed Det Norske Veritas +1A1, Tanker
for Oil ESP, NAUTICUS(Newbuilding),
E0, VCS-2, ICE-IA for Hull ICE-IC for others (FMA) , DAT (-30), Bow Loading, SPM,
HL, CLEAN.
Viktor Titov
B
www.marinelog.com
DISTINCTIVE SHIPS
Benchijigua Express
World’s largest
all aluminum ship
elivered this year by Austal to
Fred Olsen S.A., the 127 m Auto
Express trimaran Benchijigua
Express has a new hullform designed to
provide a quantum improvement in the
performance and operability of large fast
ferries and a new platform for military
vessels—notably the U.S. Navy LCS.
Though usually referred to as a trimaran, the hull is, technically, a slender,
stabilized monohull. It is powered by
four MTU 20 V 8000 diesels in two
engine rooms. Those in the aft engine
room each drive a Kamewa 125 SII
D
Benchijigua Express
at-a-glance
Length OA
126.70 m
Length waterline
114.80 m
Beam molded
30.40 m
Hull depth molded
8.20 m
Hull draft (maximum):
4.00 m
Deadweight (maximum)
1,000 t
Passengers
1.350
Vehicles 341 cars or 450 m truck lanes m
and 123 cars
Propulsion
4 x MTU 20V 8000
8,200kW at 1,150 rev/min each
Color Fantasy
Cruise ship with
a car deck
24 MARINE LOG DECEMBER 2005
steerable waterjet from Rolls-Royce
while the two forward engines deliver
their combined power to a Kamewa 180
BII booster waterjet.
During sea trials with operating ride
control Benchijigua Express achieved a
speed of 40.4 knots while carrying a
deadweight of 500 tonnes.
With a capacity to carry 1,350 passengers and 341 cars, the ferry operates
between Los Christianos in the south of
Tenerife and the islands of La Gomera
and La Palma.
ow in service with Norway’s Color
Line between Oslo and Kiel, the
75,000 gt cruise ferry Color Fantasy is described by builder Aker Finnyards as “the world’s first cruise ship
with a car deck.” Passenger amenities
include a spa and fitness center, a 160
meter long shopping arcade, more than
15 restaurants and
Color Fantasy
night clubs,
at-a-glance
a conferLength OA
223.70 m
ence center
Breadth
35.00 m
equipped
Beam molded
30.40 m
for
850
Tonnage, gross
75,000 t
guests and
Propulsion
4 x Wartsila 46
2,000 m2 of
exhibition
48,600 kW total
s p a c e .
Passengers
3,000
lanes.
Service speed
22 knots
N
www.marinelog.com
Andromeda Voyager
321,000 dwt VLCC
Andromeda Voyager
at-a-glance
elivered to Kristen Navigation
Co. earlier this year by Daewoo
Shipbuilding & Marine Engineering Co., Ltd., Andromeda Voyager is
a 321,000 dwt VLCC capable of carrying
and handling three grades of crude oil
D
Length, OA :
Beam
Depth
Deadweight
Main Engine:
Savannah Express
8,400 TEU containershipC
Excelsior
321.00 m
60.00 m
30.50 m
321,000 t
MAN B&W
6S90MC-C
simultaneously with double valve segregation. Propulsion is by a fixed pitch propeller directly driven by a B&W
6S90MC-C engine delivering 40,000 metric horsepower at 76.0 rev/min.
n service with
Hapag-Lloyd and
at-a-glance
delivered earlier
Length OA:
332.00 m
this year by Daewoo
Beam
43.20 m
Shipbuilding & Marine
Depth
24.50 m
Engineering Co., Ltd.,
TEU
8,400
the 8,400 TEU Savannah Express is powered
by an MAN B&W 12K98ME-C diesel
delivering 93,360 mhp at 94.0 rev/min
and is designed to exchange ballast
water by flow through for the wing ballast tanks and pump in, pump out for
double bottom ballast tanks.
Savannah Express
I
he world’s
first, LNG
at-a-glance
reliquefacLength OA:
277.00 m tion ship, ExcelBeam
43.40 m sior, was delivDepth
26.00 m ered to Exmar of
Capacity
138,060 m3 Belgium this year
by Daewoo.
The otherwise
conventional 138,060 m3 (GTT 96 membrance containment system) LNG carrier
is equipped to regasify its liquid gas
cargo on arrival at an offshore terminal
when connected to a submerged buoy via
its internal turret.
Excelsior
T
LNG
regasification
vessel
Jeanne-Marie
78,600 m3 VLGC
www.marinelog.com
ith four
indepenat-a-glance
d e n t
Length OA:
224.50 m prismatic cargo
Beam
36.00 m tanks, the 78,600
Depth
22.30 m m3 very large gas
Capacity
78,600 m3 carrier JeanneMarie was delivered to Geogas
Shipping SA earlier this year by Daewoo and is designed to carry propane,
butane and propane-butane mixtures.
Jeanne-Marie
W
DECEMBER 2005 MARINE LOG 25
DISTINCTIVE SHIPS
Maersk Dunkerque
ith a 26 knot service speed, the
Maersk Dunkerque, delivered
this year by Samsung Heavy
Industries to Norfolkline, is the fastest
Ro/Ro passenger
vessel operating on
Maersk Dunkerque
the English Chanat-a-glance
nel. The hullform
Length, OA :
186.60 m
was developed utiBeam
28.40 m
lizing Samsung’s
9.70 m
Depth
own model basin.
Tonnage, 6.6 m des. draft 6,160 t
The vessel has a
Main engines
4 x MAN B&W
capacity for 780
8L 48/60 B
passengers, up to
38,400 kW total
200 cars and 120
freight vehicles.
Major new features will include separate
loading decks for freight and private
cars and facilities on separate decks for
tourist passengers and freight drivers.
W
Cross-Channel Ro/Ro
British
Cormorant
Ice class
115,000 dwt tanker
elivered to BP Shipping this year by
at-a-glance
Samsung
Heavy
Length, OA :
Industries, British Cor251.50 m
morant is the first in a series
Beam
43.80 m
of six 115,000 dwt double
Depth
21.30 m
hulled tankers and has been
Tonnage (dwt/grt) 113,781/ 63,661
built to Lloyd’s Register Ice
Main Engine:
MAN B&W
Class 1 AFS. The hull struc7S60MC-C
ture is designed for a fatigue
15,820 kW at 105 rev/min
life of 40 years and vibration
is improved by installation of a vortex
generator including local reinforcement in
the hull, deckhouse and casing. The 12
cargo oil tanks have a combined capacity
of 121,200 m 3 at 98 per cent loading,
while the two slop tanks have a capacity
of 3,700 m3. Service speed is 15.4 knots at
a main engine output of 14,230 kW
(19,340 bhp) including 15% power margin.
MSC Pamela
9,200 TEU
containership
26 MARINE LOG DECEMBER 2005
British Cormorant
D
urrently the largest containership
deployed on the Europe-Asia
route, MSC Pamela was delivered
to MSC Shipping by Samsung Heavy
Industries earlier this year. Key features
include the ability to load 10 tiers within
the cargo holds and
the division of the
MSC Pamela
wing ballast tanks
at-a-glance
into separate top and
Length, OA :
336.70 m
bottom tanks to
Beam
45.60 m
resolve the stability
Depth
27.20 m
problems typically
Tonnage (dwt/grt)108,200/ 107,850
experienced in large
Main Engine:
MAN B&W
container vessels.
12K98MC-C
The ship is fast as
68,520 kW at 104 rev/min mcr
well as big, with an
in-service speed of 26
C
www.marinelog.com
DISTINCTIVE SHIPS
the Ice Class region.
The ship has been constructed for a
25 year fatigue life. The double hull
form features common side and
center double bottom water ballast
Perseverance
at-a-glance
tanks and the cargo space is divid228.00 m
Length OA:
ed into 15 tanks (six port, six starBeam
32.24 m
board plus two slop tanks and one
Tonnage (dwt/grt)
73,788/42,661
residue tank) by a centerline and
STX MAN B&W
Main propulsion
eight transverse bulkheads.
7S60MC-C MK7
The vessel can carry 4 different
(16.5%, 16.5%, 33%, 33%) cargoes
with double segregation without
any loading condition restrictions in
regard to shear forces and bending
moments.
Pure epoxy coating is used for all
cargo tanks including slop and residue
tanks. The cargo oil pumping system utilizes a submerged high pressure
hydraulically driven pump in each tank.
Loading and discharging is via a deck
manifold at midships P&S. All cargo
tanks are heated by on deck heat
exchanger branched from the one steam
ture and the propulsion system, and the supply main line and one drain main line
adoption of a -20°C design ambient tem- on the upper deck. The heating systems
perature. For hull construction, higher are capable of heating main cargo tanks
tensile steel having 32 kg/mm 2 , 36 from 44°C to 66°C in 96 hours, slop and
kg/mm2 minimum yield stress is used for residue tanks from 33°C to 66°C in 24
the hull structural members including hours.
Perseverance
Ice class 1A
Panamax products tanker
uilt by STX Shipbuilding for
Transpetrol Service N.V., the
74,100 dwt Perseverance is the
world’s first Panamax producs tanker
built to DNV Ice Class 1A, requiring specific considerations for hull form, struc-
B
North Point
The ship has a double hull structure
with corrugated transverse bulkheads on
stools and no structural obstacles inside
the cargo tanks. Deck beams are
arranged externally on top of the cambered deck, the tanks present a flush
internal surface. The sides and bottom in
the double hull carry water ballast and
all heavy fuel bunkers are surrounded by
cofferdam.
North Point is designed primarily to
carry oil products, crude oil and IMO
Type III chemicals. More than
200 commodities, including
North Point
sodium hydroxide solution, can
at-a-glance
be loaded in cargo tanks coated
Length OA:
183.00 m
with 300 microns of phenolic
Beam
32.20 m
epoxy.
Depth
19.10 m
The piping system has six
Tonnage (dwt/grt)
50,921/30,050
cargo segregations, with twelve
Main propulsion power STX MAN B&W
cargo tanks connected with a
6S60MC-C (MK7)
class 1A
hydraulic motor driven, sub13,560 kW at 105 rpm, mcr
and icemerged pump rated at
16.62 knots
strength- Service speed
600m3/h. Two slop tanks are
ened on a
served by two 300 m3/h pumps.
Water ballast capacity is
-20º
C
ambient temperature design basis. The 23,461 m3 in tanks coated with light colvessel complies with the marine environ- ored tar free epoxy, and handled by two
mental and safety criteria for vessels in 750 m3/h hydraulic submerged pumps.
ExxonMobil affiliate service.
51,000 dwt ice class
products tanker
elivered to Italy’s Pietro Barbaro
SPA by STX Shipbuilding in
May, North Point is an advanced
51K product oil tanker developed by STX
for North Atlantic trading route with six
pairs of cargo tanks, one pair of slop tank
and one residue tank.
The ship flies the Italian flag. It is
classed by Registro Italiano Navale to Ice
D
28 MARINE LOG DECEMBER 2005
www.marinelog.com
DISTINCTIVE SHIPS
MSC Maeva
8,100 TEU containership
he MSC Maeva is the first in a
series of nine 8,100 TEU container
vessels that are the largest that
Hanjin has built.
This Super Post-panamax vessel has
been built by the “dam” construction
method—developed and applied for the
first time to such a large scale project—
to overcome the constraint of a 300 meter
dock length. At the final stage of hull
T
erection, a “dam” is used to allow the bow
section and main hull to be assembled
together while ship is afloat in the dock.
MSC Maeva is 325.00 meters long,
with a beam of 42.80 meters and full load
draft of 14.50 meters. Its service speed
on design draft (13.0 m) is 25.96 knots at
90% MCR with 20% sea margin, its maximum cruising range is 22,000 nautical
miles.
CMA CGM Excellence
3,398 TEU containership
elivered this year by Hanjin, the
CMA CGM Excellence is 212.00
meters long, with a beam of 32.20
meters and full load draft of 12.00
meters. Its service speed on design draft
(10.8 m) is 22.66 knots at 90% MCR with
15% sea margin, maximum cruising
range is 15,000 nautical miles and maxi-
D
30 MARINE LOG DECEMBER 2005
mum container capacity is 3,398 TEU.
The vessel has a raked stem with bulbous bow, transom stern without curvature and flush deck with forecastle.
All accommodation spaces including navigation-bridge and propulsion machinery
space have been located semi-aft with
attention to avoiding resonance—both
MSC Maeva
at-a-glance
Length OA:
325.00 m
42.80 m
Beam:
Draft. full load
14.50 m
Capacity, TEU
8,089
Sulzer 12RTA 96C-B
Main propulsion
93,360 mhp at 102 rev/min (max)
Service speed
25.96 knots
A total of 8,089 TEU containers can
be loaded, 3,852 TEU in the holds and
4,237 TEU on deck, and 550 FEU reefer
sockets are provided. A maximum 15
rows with 9 tiers of containers can be
loaded in 8 holds, and 17 rows with 7 tier
containers to be carried on the hatch covers.
The vessel has a raked stem with bulbous bow, transom stern without curvature and flush deck with forecastle.All
accommodation spaces including navigation-bridge and propulsion machinery
space have been located semi-aft.
Main propulsion is provided by a NSD
12RTA 96C-B, diesel with a maximum
power of 93,360 metric horsepower at
102 rev/min and service power of 84,024
metric horsepower at 98.5 rev/min.
CMA CGM Excellence
at-a-glance
Length OA:
Beam:
Draft, full load
Capacity, TEU
Main propulsion
212.00 m
32.20 m
12.00 m
3,398
MAN B&W
8K80MC-C
28,880 kW at 104 rev/min (max)
for the comfort of the crew and to extend
the life of ship’s equipment.
Comfortable accommodations are provided for 25 officers and crew, including
6 Suez canal crew.
Main propulsion is by an MAN B&W
8K80MC-C diesel delivering 28,880 kW
at 104 rev/min (max) and service power
of 25,992 kW at 100.4 rev/min.
A total of 3,398 TEU (1,399 TEU in
the holds and 1,999 TEU on deck) can be
loaded with 300 FEU reefer sockets provided.
A maximum 11 rows with 7 tiers of
containers can be loaded in the 6 holds,
and 13 rows with 6 tiers of containers to
be carried on the hatch covers. Cell
guides have been provided for 40 ft containers in every hold except No 1. bay.
www.marinelog.com
People in the News
Carol Marlow,
Cunard Line
Rainer Breidenbach,
MTU Friedrichshafen
OPERATORS
AWARDS
Overseas Shipholding
Group (OSG), New York,
appointed Henry Flinter as
vice president, corporate
finance of OSG Ship Management, Inc., New York.
The 2005 Admiral of the
Ocean Seas Awards
recipients. From left,
Anthony A. Scioscia,
president of APM Terminals; Gen. John W. Handy, USAF (Ret.) Immediate Past
Commander of the U.S. Transportation Command; and
Ron Davis, president of Marine Engineers’ Beneficial
Association (MEBA).
American Cruise Lines,
Inc. (ACL), Jeffersonville,
Ind., appointed Michael P.
Ryan as senior vice president, sales and marketing.
Carol Marlow has been
named president and managing director of Cunard
Line, United Kingdom. Marlow has previously held positions with Swan Hellenic and
P&O Princess Cruises (now
Carnival). Most recently she
served as managing director
for Cunard in Europe, the
Middle East and Africa.
SUPPLIERS
Alessandro Terenghi, Rainer Breidenbach has
Alfa Laval been appointed to executive
vice president of sales for
engine manufacturer MTU
Friedrichshafen GmbH,
Germany.
International Registries
(Far East) Ltd. (IRFE)
named Annie Ng managing
director of its Hong Kong
office.
Alessandro Terenghi was
appointed president of Alfa
Laval, Inc., Richmond, Va.
He will manage the company’s sales in the U.S.
and marketing of Catalyst
Paper, Vancouver, James
Armitage has been elected
to the Prince Rupert Port
Authority Board of Directors.
ASSOCIATIONS
The Society of Naval Architects and Marine Engineers
(SNAME) has named president and COO of ABS,
Robert E. Kramek, as its
president elect. He will succeed current president Dr.
Roger H. Compton in 2007.
PORTS
Senior vice president, sales
www.marinelog.com
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. . . and much more!
31 MARINE LOG DECEMBER 2005
www.marinelog.com
Equipment News
Beier Radio IVCS2000
The Beier IVCS2000 is an
integrated vessel control system that provides a captain full
reign over both docking and
maneuvering operations from
either a local or remote location. The system features nonproprietary parts and components, is user friendly and
requires little training.
Beier Radio, Belle Chasse,
La., developed the Beier
IVCS2000 in order to go “above
and beyond…antiquated DP
systems,” says Karl Beier, president.
The system integrates a vessel’s engines, controls, rudders,
thrusters, gyro compass, wind
system, DGPS and other navigation equipment. Operators can
control systems
with either a joystick
or push buttons.
Beier IVCS2000
provides unlimited points and
flexibility that
are displayed on
a customized
Intuitive Graphic
Display screen.
The high definition LCD touch
screen makes
information
instantly availThe Beier IVCS2000
able. It displays
status line,
alarms/messages, real-time
data, current parameters, winheading display, position,
dow selection and graphical
mode/function buttons, raw
presentations.
“Captains get tired, the system does not. It’s captain
friendly and easy to learn how
to operate. It is a system
designed for the well being of
a boat, but also the well being
of a captain,” says Mary Grace
Captain Ray Downey, New
Orleans.
The Beier IVCS2000 is Windows NT based and uses a
marine grade shock-mounted
computer. The system boasts
reliable PLC I/O modules and
serial port modules for digital
I/O, the latest ship dynamics
algorithms, Kalman filtering,
and frequency domain techniques to ensure accuracy with
minimum actuation.
www.beierradio.com
RoLo’s to get
MacGREGOR hatch
cover sets
MacGREGOR, Kaarina, Finland, will
supply two 13,400dwt and two 28,900
dwt Roll-on, Load-off (RoLo) ships with
folding hatch cover sets, as well as stern
ramps for the larger vessels, to Shin
Kochi Jyuko Co. Ltd. The Japanese shipyard is constructing the vessels for NYKHinode Line.
The four holds of the larger vessels
feature high-stowing covers arranged in
panel pairs forward and aft. Weather
tight when closed and operated by external hydraulic cylinders, the covers feature quick-acting cleats.
Container stack load ratings for the
13,400 dwt vessels range from 48 long
tonnes/20ft. units and 60 long
tonnes/40ft. units. Container stack loads
for the 28,900 dwt ships range from 48
long tonnes/20 ft. units, and 60 long
tonnes/20ft.to 72 long tonnes/20 ft. and
90 long tonnes/40 ft.
MacGREGOR stern ramps on the
28,900 dwt RoLo’s are 25m x 4m with a
maximum load capacity of 10 tonnes,
and allow for loading cars onto the
tween deck from the starboard side.
www.macgregor-group.com
www.marinelog.com
DECEMBER 2005 MARINE LOG 33
Equipment News
MAC: Don’t leave
homeport without it
1/4
33 MARINE LOG DECEMBER 2005
Can a plastic card help in a shipboard
security crisis situation? Maritime security
specialist SecureWest International, Inc.,
thinks so. It recently unveiled a new service
called the Maritime Assistance Card (MAC)
program at a shipboard
demonstration
at the Britannia
Royal Naval College in Devon,
United Kingdom.
What MAC represents is membership to a system
that SecureWest
International says offers “a one-stop, cost
efficient, easy solution to the shipping
industry’s security headaches and problems
with compliance issues.”
Certainly, the International Ship and
Port Facility Security (ISPS) Code, the Maritime Transportation Security Act (MTSA)
and SOLAS have added the burden of layers
of security compliance on shipping lines,
masters, ship’s crew and port facilities.
Members of the MAC program have 24-7
access to a professionally manned call center where they can get advice on security
matters, up to date port or route threat
assessments and piracy warnings.
In addition, integrated into MAC service
is Ship Security Alert System (SSAS) monitoring. In the event of an SSAS alert,
SecureWest International personnel establish contact with the vessel, conduct verifying procedures and notify relevant flag state
administrations of the alert status.
Ship operators register their vessels
under the MAC program for a small monthly
fee. Each of the ship’s principal members of
the crew and the Company Security Officer
(CSO) receives a Maritime Assistance Card.
The card can be used to ask advice on:
• ISPS compliance of a vessel when it
reaches a certain port;
• A hijack, hostage or stowaway situation;
•MTSA questions;
• Crew offenses committed on board
or while ashore;
• Requirements for Security Officers
to be dispatched in an increased
threat or MARSEC level scenario;
• Piracy advice or warnings.
Several ship operators have already trialed the MAC program, including Matson
Navigation and American Roll on Roll Off
Carriers (ARC).
www.securewest.com
www.marinelog.com
Shipyard Contracts Awarded
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 November 1, 2005. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and
government contracts are listed on our website, www.marinelog.com. The entire contract value may be reported for a contract in progress. Some contract prices may also include
the value of owner furnished equipment.
Nota bene: While every care has been taken to present the most accurate information, our survey gathering system is far from
Commercial
Shipyard
Location
Qty
Type
RECENT CONTRACTS
Allied Shipbuilders
Bay Shipbuilding
Derecktor Shipyards
North Florida Shipyards
N. Vancouver, Canada
Sturgeon Bay, WI
Bridgeport, CT
Jacksonville, FL
1
1
1
1
car ferry (R)
ocean tank barge
fast ferry
freight ferry (R)
B.C. Ferries
80,000 bbl, 369 ft
Harley Marine Services
350 pax, 124 ft, 33 knots Bermuda Govt.
lengthen to 235 ft
Steamship Authority
DELIVERIES
Bollinger Gretna LLC
Mission Marine
Moose Boats
NASSCO
Harvey, LA
Sandusky, OH
Petaluma, CA
San Diego, CA
1
1
1
1
ocean tank barge
patrol boat
patrol boat
crude carrier
35,000 bbl, 300 ft
29 ft x 11 ft
33 ft 6 in, 36 knots
1.3 million bbl, 287 m
Gellatly & Criscione
Monroe Cty. Sheriff
LA County Sheriff
Alaska Tanker Co.
ATB
oil tankers
water taxis
jack-up
ocean tank barges
crude oil tankers
crude oil tankers
tank barge refits
vehicle ferries
Multipurpose vessels (R)
OSVs
fireboat
semi-submersible
car ferry
140,000 bbl
88 ft x 27 ft
149 passengers
360 ft water depth
110,000 bbl
185,000 dwt
750,000 bbl
Penn Maritime
Marine Oil Service, Inc.
New York Water Taxi
Chiles Offshore
Hornbeck Offshore
BP
SeaRiver Maritime
Maritrans
Washington State
Hornbeck Offshore
Hornbeck Offshore
NYFD
Noble Drilling
BC Ferries
PENDING CONTRACTS
Bay Shipbuilding
C&G Boat Works
Gladding Hearn Shipbuilding
Keppel AMFELS
Manitowoc Toledo
NASSCO
NASSCO
Tampa Bay Shipbuilding
to be determined
to be determined
to be determined
to be determined
to be determined
Vancouver Shipyards
Alabama Shipyard
Sturgeon Bay, WI
Mobile, AL
Somerset, MA
Brownsville, TX
Toledo, OH
San Diego, CA
San Diego, CA
Tampa, FL
Seattle, WA
1
4
4
1
2
2
2
3
4
2
10(?)
1
1
Vancouver, Canada 1
Mobile, AL
1
riverboat casino
130 cars/1,200 pax
370 ft
2,000 dwt(?)
130 ft, 17.5 knot
Bingo 9000/12,000 WD
600 pax, 125 cars
38,000 ft2 casino
Particulars
$4.99
4Q/06
06/06
$210.0
07/06
08/05
10/05
11/05
$27.0
option
options
$2.5/each
options
$110.0
option
options
options
$420.0
contract design
$54.0
5 of 9 contracted
$223.0
to be rebid
RFP
$30.0-$35.0
$170.0 RFP/mid-’07 to mid-’08 delivery
RFP 2Q/06
32-36 mos. completion
$43.0
letter of intent/2007 delivery
Hollywood Park Casino
35.0
7/00
Maritime Business Strategies, LLC
STRATEGIC MANAGEMENT CONSULTING FOR THE INTERNATIONAL MARITIME INDUSTRY
FOCUSED STRATEGIC ASSISTANCE:
Strategic business planning
Technical support for mergers, acquisitions, joint ventures
Business development planning and implementation
In-depth analysis of developments in individual market sectors
FOCUSED TACTICAL ASSISTANCE:
Market strategy, market analysis and marketing support
Editing and management of proposals for government contracts
Planning and design of facilities development programs
Valuation of major maritime assets
SHIPBUILDING AND SHIPPING INDUSTRY DATA:
Data on all sectors of the industry and all types of products and services
Development and/or analysis of selected data sets
The most comprehensive and informative maritime industry web site in the U.S.
Extensive maritime industry data available free on our web site
124 Iberville Drive, Biloxi MS 39531 –– Phone: (228) 374-1258 –– Fax: (228) 374-4083
www.coltoncompany.com
www.marinelog.com
DECEMBER 2005 MARINE LOG 34
Industry Events
• Marine Environmental Engineering
Technical Symposium (MEETS) 2006
Arlington, Va., Jan. 23-24, 2006
Tel (703) 412-7610
Fax (703) 412-7556
Washington, D.C., Jan. 30-31, 2006
Tel (212) 620-7209
Fax (212) 633-1165
[email protected]
www.nace.org
www.marinelog.com
www.boozallen.com
• Marine Log Maritime Port & Security
Tel (609) 452-2800
Fax (609) 452-9374
[email protected]
• Corrosion NACExpo 2006
San Diego, March 12-16, 2006
• Seatrade Cruise Shipping
Miami, March 13-16, 2006
Tel (800) 797-NACE (6223)
Fax (281) 228-6342
[email protected]
www.cruiseshipping.net
• CMA Shipping 2006
Stamford, Conn., March 20-22, 2006
Tel (203) 406-0109
Fax (203) 406-0110
[email protected]
www.shipping2006.com
• SPAR 2006
Houston, March 27-28, 2006
Tel (978) 774-1102
Fax (978) 774-4841
[email protected]
www.sparllc.com
• OTC 2006
Houston, Texas, May 1-4, 2006
Tel (972) 952-9494
Fax (972) 952-9435
[email protected]
www.otcnet.org/2006
• Marine Log Tugs & Barges 2006
Stamford, Conn., May 16-17, 2006
Tel (212) 620-7209
Fax (212) 633-1165
[email protected]
www.marinelog.com
• Posidonia 2006
Piraeus, Greece, June 5-9, 2006
International (except as noted):
[email protected]
China: [email protected]
Greece, Cyprus, Balkans & Latin
America:
[email protected]
U.S.: [email protected]
www.posidonia-events.com
• International Cargo Security Council
Conference & Exhibition
Nashville, June 9-14, 2006
Tel (410) 571-7913
Fax (410) 571-8294
[email protected]
www.cargosecurity.com
35 MARINE LOG DECEMBER 2005
www.marinelog.com
Opinion
December 2005 Vol. 110 No.12
ITF survey: ISPS increases workload,
adversely affects crew performance
t’s no secret that seafarers have
not been thrilled with the added
workload generated by the International Ship and Port Facility
Security (ISPS) Code. In fact, the
results of a new survey by the International Transport Workers’ Federation (ITF) point to just how dissatisfied seafarers are with many of the
I
1. Has the introduction of ISPS had
a negative impact on your
members?
2. Do your members feel they are
valued as a result of being assigned
a frontline role in the new maritime
security regime?
MARINELOG
ISSN 08970491
USPS 576-910
A Simmons-Boardman Publication
345 Hudson Street, New York, N.Y. 10014
Tel: (212) 620-7200 Fax: (212) 633-1165
Website: http://www.marinelog.com
aspects associated with the implementation of ISPS.
ITF represents the interests of
some 600,000 seafarers worldwide
through ITF-affiliated unions. The
survey results are based on responses
from trade unions that represent
165,000 seafarers worldwide, including Turkish, Greek, Ukrainian,
Indonesian, Chinese, Filipino, South
American, Polish and Croatian crew
members.
ISPS sets out a wide range of
requirements intended to improve
security in the maritime sector,
including the use of ship security
plans, ship and company security officers, shipboard security equipment,
port security plans and security officers, and measures to monitor and
control access and the activities of
people and cargo onboard ships and
within port facilities.
According to the ITF survey respponses, the key issues emerging from
ISPS for seafarers are:
• Increased workload
• Increased responsibility
• No commensurate increase in
pay
• Inadequate training
• Restrictions on shore leave
• Problems in obtaining United
States visas
• Difficulties for seafarers’ welfare
and trade union representatives
seeking to board vessels to provide
services to crew.
While the first four issues are fairly common gripes in the workplace,
the last two clearly indicate that more
3. Do your members consider that
the Ship’s Security Officer and other
crewmembers with designated security-related duties have received
adequate training?
4. Have your members been denied
shore leave?
Advertising Sales
UNITED STATES
New York Sales Office
345 Hudson St., 12th floor
New York, NY 10014
Tel (212) 620-7233
Fax (212) 633-1165
E-mail:
[email protected]
Roland Espinosa
Sales Manager
Tel (212) 620-7225
Fax (212) 633-1165
E-mail:
[email protected]
WORLDWIDE
Europe & Australia
Representative
John Labdon & Associates
1D, Queen Anne’s Place
Bush Hill Park
Enfield, Middlesex
EN1 2QB, UK
Tel: +44 208 364 1441
U.S. GULF COAST
Michael Librizzi
44 MARINE LOG DECEMBER 2005
work must be done to better the quality of life of seafarers in the ISPS
regime.
Here’s a quick snapshot of some of
the survey’s findings. If you want the
full survey results, please visit
www.itfglobal.org
Fax: +44 208 364 1331
E-mail: [email protected]
Korea
Young-Seoh Chinn
JES Media International
2nd Fl. ANA Bldg.
257-1, Myungil Dong,
Kangdong-Gu
Seoul 134-070, Korea
Tel: +822-481-3411
Fax: +822-481-3414
e-mail:
[email protected]
CLASSIFIED SALES
Diane Okon
Classified Advertising Sales
222 S. Riverside Plaza, Ste.
1870
Chicago, IL 60606
Tel: (312) 466-2453
Fax: (312) 466-1055
E-mail: [email protected]
www.marinelog.com