Search Results for: Vancouver Drydock

Shipyards: Rethink, Reposition & Reinvest

Oil and gas E&P generates billions of dollars worth of business annually for shipyards in the form of newbuilds, conversions, and ongoing repairs and maintenance. With the downturn in oil, however, much of that business has dried up and forced shipyards that depend on the oil patch to rethink their strategy. Many are repositioning themselves to pursue other markets or are undertaking capital investments in their facilities to be more efficient and competitive.

There’s no better example than VARD Holdings, one of the world’s largest shipbuilding groups, whose portfolio is heavily focused on offshore oil and gas. Amid losses of NOK1.29 billion (about $148 million) VARD said last month it would preserve its core expertise and skilled employee base and use its existing shipyard capacity until an eventual recovery in its core market. Among the areas it was pursuing were the offshore wind and aquaculture markets. It will also work more closely with its major shareholder, Fincantieri, to support the cruise vessel and offshore patrol vessel sectors.

NORTH AMERICAN SHIPYARDS INVEST, DIVERSIFY
While operators in the Gulf of Mexico have cold stacked many of their vessels, Galliano, LA-based Edison Chouest Offshore, one of the world’s largest offshore support vessels operators, announced last month that it would invest $68 million in opening a new shipyard in the Port of Gulfport, MS. The shipyard, called TopShip, LLC, will operate at the former Huntington Ingalls Composite Facility, which was acquired by the Port of Gulf Port last March.

The new yard was made possible through an incentive package from the Mississippi Development Authority that would help bring TopShip to the port and create over 1,000 jobs, according to Jonathan Daniels, Executive Director and CEO of the Mississippi State Port Authority—the job creation would prove a significant boost to the local economy.

Lawmakers approved an $11 million package through the Mississippi Major Economic Impact Authority—with $10 million going to discretionary funds and $1 million allocated for workforce training. Additionally, the Port has said it would provide $25 million in Katrina-CDBG funds for infrastructure improvements.

ECO already operates shipyards in the U.S. and one in Brazil: North American Shipbuilding, Larose, LA, LaShip, Houma, LA, Tampa Ship, Tampa FL, Navship in Brazil, and Gulf Ship which is also in Gulfport. Most of ECO’s fleet has been constructed at one of its yards.

Having been born in Mississippi, Gary Chouest, ECO President and CEO expressed his gratitude towards the state for the opportunity to provide quality service to its customers, and help the community thrive.

“We are indeed excited about the opportunities to grow TopShip in a business friendly state, one where we can reach out into the community to recruit various skill sets, developing a quality workforce that will allow TopShip not only to compete locally, but also globally,” said Chouest. “With the help of the state of Mississippi, we will modify our TopShip facility to become one of the safest and most efficient shipyards in the nation, building Chouest pride for our employees.”

Mississippi’s VT Halter Marine, too, has seen how investing in its facilities can help business. Over the last 10 years, VT Halter has invested over $100 million to upgrade its three facilities in Mississippi. This includes expanding beyond the newbuild business with a $13 million investment in a new drydock and repair facility back in 2015, the addition of a blast and paint facility; and the purchase of a 76,000 ft2 climate-controlled warehouse.

The investments have not only allowed growth into the repair business, but also made VT Halter Marine more efficient in its newbuild projects, enabling it to meet the growing demands of the increasingly popular Articulated Tug and Barge (ATB) market. Most recently, VT Halter completed the second of two 250,000 bbl ATB units for Bouchard Transportation (see this month’s CEO Spotlight); and currently is preparing the delivery of the second of two 130 ft, 6,000 hp ABS class ocean towing ATB tugs for Bouchard.

VT Halter Marine is also currently building two 2,400 TEU LNG-powered combination ConRo ships for Crowley Maritime Corporation’s liner services group. El Coquí and Taíno will operate in the Jones Act trade between Florida and Puerto Rico and will offer a 38% reduction in CO2 emissions per container. The ships will be delivered by VT Halter Marine in 2017.

Another yard that has benefited from the use of Liquefied Natural Gas (LNG) as a marine fuel is Conrad Industries. The last few years has seen Conrad Industries, Inc., Morgan City, LA shifting its business approach and diversifying its portfolio—among the shipbuilder’s offerings, it builds tugs, ferries, ocean tank barges, liftboats and specialty barges. In 2015 the yard’s orderbook received a much-needed boost with new construction contracts, including the history-making construction of the first LNG bunker barge for the North American market.

Currently under construction at Conrad’s Orange Shipyard, Orange, TX, the 2,200 m3 capacity bunker barge is being built for WesPac Midstream LLC. Designed by Bristol Harbor Group, Inc., Bristol, RI, and built to ABS class, the barge when delivered later this year will serve TOTE’s Marlin class containerships—Isla Bella and Perla del Caribe, both built at General Dynamics NASSCO. Those LNG-fueled ships are already operating in the Jacksonville to Puerto Rico trade.

It was also certified by GTT to construct the special LNG containment system on the LNG transport bunker barge.

Conrad AI 03 deepwater south medThe shipbuilder has also broadened its offerings further with the expansion of its Deepwater South facility in Amelia, LA. The 52-acre site has enabled Conrad to build large articulated barge units. Currently there are eight tank barges under construction at Deepwater South—ranging from 55,000 bbl to 83,000 bbl capacity.

Conrad says that Deepwater South will undergo a wide range of improvements this year including the addition of a new fabrication and assembly building—which will allow for the uninterrupted construction of hull modules year round; and a new Panel Line Building—expected to begin operations this April. The Panel Line Building will be equipped with an automated welding system, a stiffener fitting gantry to automate the fit-up of stiffeners on the panels, and an 8-headed automated stiffener welder—allowing for the shipyard to process 350 tons of steel per week.

THREE NEW FAB BAYS
C&C Marine and Repair, Belle Chasse, LA, is focusing on increasing efficiencies to maintain its competitive advantage. The yard recently added three new fabrication bays giving C & C an additional 115,000 ft2 for the construction of boats and barges; and a fabrication area of 230,000 ft2.  

Over the next few months, the yard plans to order two additional transporters (it currently has two capable of moving 600 tons) with a capacity of 830 tons, bringing the total capacity of its transporters to 1,430 tons. This, says New Construction Manager Matthew J. Dobson, will create new opportunities for the yard, and enable C & C to begin taking orders for the fabrication of new 30,000-barrel barges and allow it to transport larger vessels to land for repair projects and paint jobs.

The yard currently has 29 new construction vessels under contract including three 6,600 hp towboats, one 280 ft PSV, one 270 ft cutter head barge, sixteen tank barges and eight deck barges of various sizes.

EXPANDING INTO LARGER VESSELS
Back in 2014, Metal Shark Boats, Jeanerette, LA, was already a successful builder of aluminum vessels, but it had its sights on the construction of vessels up to 90 ft in length and larger, as well as expansion of its portfolio to include steel. It also signed a technology agreement with Damen that would allow it to build offshore patrol boats up to 165 ft in length.

With the development of the new shipyard in Franklin, LA, Metal Shark, now employs 230 workers between its boat yards, and is among the busiest boatbuilders in the U.S., currently producing a number of 38 ft, 45 ft and 55 ft Defiant class vessels and constructing large orders for the U.S. Coast Guard, U.S. Navy and multiple agencies across the U.S. It also delivered a sophisticated 75 ft multiple purpose port security fire boat to the Port of South Louisiana.

EYE ON THE CARIBBEAN MARKET
For St. Johns Ship Building, diversification of its portfolio and the markets it reaches will propel its next evolution. The small shipyard, which has been under private ownership since 2006, recently delivered the first Elizabeth Anne class of towing vessels to the Vane Brothers Company. The tug is the first in a series of eight the Palatka, FL-based yard is building for the operator. At press time the second vessel was in the water and the third was about to be launched.

St. Johns Ship Building’s yard sits along the St. Johns River—giving it the unique advantage of being on the East Coast with access to both the Gulf of Mexico and the Caribbean—and its because of its location St. Johns has been able to produce such a diverse portfolio. From OSVs to tugs (a new market for the builder), to coast guard vessels and cargo ships, St. Johns’ 100 acre facility and its 150 employees are at the ready to take on any project.

St. Johns Ship Building President Steven Ganoe says that because the yard doesn’t solely rely on the oil and gas market it has been able to keep business steady during the downturn in the oil and gas market.

Ganoe says the shipyard is keeping tabs on the Caribbean market to see how it develops in the wake of the easing of restrictions on Cuba travel—and determine how St. Johns can help meet any growing demand in that specific market. In the meantime, the shipbuilder continues to make improvements to its facility—having recently added an 18,000 ft2 assembly shop and a Messer CNC 80 ft table to help make production more efficient.

REBORN AS WORLD MARINE
Earlier this year it was announced that World Marine LLC—owned by the Teachers’ Retirement System of Alabama and the Employees’ Retirement System of Alabama—had bought all of Signal International’s assets including its full service and heavy fabrication facilities in Mobile, AL and Pascagoula, MS.

According to the Chapter 11 plan of liquidation, World Marine is seeking to become a leader in the ship repair and ship construction market.

World Marine assures that its experienced team—led by Dick Marler—can handle all types of vessels, but the company will place a high focus on new construction, and the repair and conversion of ocean going vessels and offshore drilling rigs—serving the energy, government and commercial marine markets.

World Marine’s construction and repair facilities include three drydocks—a 22,000-ton Panamax class, a 4,200-ton, and a 20,000 MT heavy lift. The company says its future plans include pursuing the emerging LNG market for the construction of bunker barges and transfer vessels.

NEW DRYDOCK AT COLONNA’S
A decade after the American Civil War ended, Colonna’s Shipyard was founded by Charles J. Colonna. Now, 140 years later, the yard continues to operate and develop with the times.

The shipyard currently occupies over 100 acres of land in the Berkley section of Norfolk, VA, and has water access to over 3,000 ft of vessel berthing space and a lift capacity to accommodate vessels up to 850 long.

Colonna’s is also home to the largest Travel lift in the U.S.—with a capacity of 1,000 metric tons.

As part of its future improvement plans, Colonna’s expects to purchase an additional 25 acres across the street from its main entrance, and add a new floating dry dock.

A few months ago, the Governor of Virginia, Terry McAuliffe, announced that the yard would undergo a significant expansion, with Colonna’s investing over $30 million to expand its operations in the City of Norfolk. The expansion would include a new larger drydock, dredging and improvement work to the channel and bulkhead work, and the creation of 51 jobs to the area.

The new floating drydock, which will be named the Charles J., will have a lifting capacity of 11,500 metric tons, an overall length of 595 ft and an inside width of 108 ft. The Charles J. is expected to be fully operational in early 2017 and will accommodate a variety of vessel types including ferries, tugs, barges, containerships, OSVs and several type of government vessels.

Colonna’s CEO Tom Godfrey, said the capital investments would “allow Colonna’s to continue to provide quality services to both commercial and government customers throughout the region.”

detyensNEW DRYDOCKS, AT BAE, DETYENS, BAY SHIPBUILDING
Meanwhile, South Carolina-based Detyens Shipyards recently took delivery of its new floating drydock. Built by Corn Island Shipyard, Grandview, IN, the 400 ft x 108 ft drydock will enable the yard to provide a more cost-effective service to smaller tonnage vessels.  

According to Detyens, in the past, smaller vessels would have to piggy back in the yard’s larger graving dock—now with the addition of the smaller dock, it can provide drydock services to vessels up to 11,000 DWT.  The new dock sits along the yard’s F Pier, which recently underwent upgrades that included the addition of shipyard services, additional lighting, and dredging of 30 ft.

On the U.S. West Coast, BAE Systems is investing $100 million to build and install a second, larger drydock at its San Diego shipyard. Currently under construction in China, the 950 ft drydock will have a lifting capacity of 55,000 long tons and is expected to support the expansion of the Navy ships homeported in San Diego, which are expected to increase by 20 from 60 to 80 by 2020, according to BAE’s Director of Communications, Karl Johnson. BAE Systems is among the leading providers of maintenance and modernization services of the U.S. Navy.

Portland, OR, Vigor Industrial has been aggressively growing its business through the acquisition and merger with several other regional shipyards, including Kvichak Marine Industries, Seattle, WA.

In 2014, Vigor’s Portland yard began operating its new $50 million drydock, the Vigorous. It has been consistently booked since, supporting hundreds of jobs and attracting work that could not have previously be performed in the region, according to Vigor’s Athena Maris.

VIGOROUSInspiration 01 30 16 042Vigorous, with a lifting capacity of 80,000 long tons, is 960 ft long with an inside width of 186 ft and has taken on several repair work projects including the repair work on cruise vessels, and most recently, this past summer, on repair the hull of the multipurpose icebreaker on charter for Shell, the MSV Fennica.

The addition of Vigorous at the Portland yard, enabled Vigor to also reinvest in some of its existing assets. Specifically, Vigor was able to upgrade and transfer one of Portland’s drydocks to its Seattle facility. In Seattle, the drydock Vigilant will be used to perform repair work on the recently awarded Structural Enhancement Drydock Availability (SEDA) Projects. There, the U.S. Coast Guard cutters Bertholf and Waesche will both undergo significant structural enhancement work, system upgrades and maintenance.

Beyond that Vigor is placing capital investments efforts on its environmental stewardship—this includes working on a comprehensive storm water management system at its Portland facility and a shallow-water estuary to help increase the survival of young salmon and steelhead trout on their way to the ocean at its Seattle facility.

louisiana slide moranFBOn the Great Lakes, Fincantieri Bay Shipbuilding (FBS) parent, Fincantieri Marine Group (FMG), has invested more than $33 million in capital improvements to increase manufacturing capabilities at its facility in Sturgeon Bay, WI. FMG is currently in negotiations to acquire additional property adjacent to the shipyard to further expand its serial production capabilities.

FBS has completed its new Pipe/Outfitting Building & New Welding Center and added a new floating dry dock that has a total lift capacity of 7,000 long tons. The versatile dry dock can be sectioned off, with a 216 ft section and a 432 ft section.

It has completed the expansion of its Fabrication Building and has added a new Beveling Plasma Burning Machine, 200-ton Yard Transporter, IMG Micro Panel Line, and 1000-ton CNC Press.

Back in 2012, FBS added a 45 ft x 47 ft “megadoor” to the south end of its Fabrication Building 311 to allow larger vessels to be built indoors and moved outside for launching and a Manitowoc 300-ton capacity Model 2250 Crawler Crane.

FBS employs 600 to 800 full-time shipyard professionals and expands its workforce to 1,100 to 1,200 using temporary and contract workers during the Winter Fleet repair season.

FBS currently has under construction six tugs and seven barges of ATB design. Accompanying photo shows the ATB tug Barbara Carol Ann Moran and the ocean tank barge Louisiana at the shipyard.  As we reported back on February 22, the shipyard has 14 vessels undergoing a wide range of repairs and repowerings for the Great Lakes Winter Fleet.

SAN DIEGO BOATBUILDER GETS BIGGER, GREENER
Vigor, however, isn’t the only shipbuilder looking to help the environment. San Diego based Marine Group Boat Works will soon break ground on a $1.5 million green initiative that will see the yard install a solar panel system compliant with the state of California’s Solar Initiatives.

The addition of solar power comes during one of the company’s most exciting periods, says Marine Group Boat Works’ (MGBW) Leah Yam. MGBW, which has two yards in San Diego and one in San Jose del Cabo, Mexico, recently completed a $2.5 million renovation to its deepwater floating docks system, and will install the final set of docks this spring—making it fully ready for in-water repairs on vessels up to 420 ft in length.

Among MGBW’s most recent repair and retrofit projects is the $19 million refurbishment of the Golden Gate ferry M.S. San Francisco and the conversion of two high-speed aluminum Sub Chapter K San Francisco ferries for the Water Emergency Transportations Authority.

Beyond its repair business, MGBW is also making a dent in the new construction market. Since launching its new construction division in 2008, the shipyard has increased its employee numbers by about 195%, employing 185 workers. Currently, MGBW has five 60 ft aluminum dive boats under construction for the U.S. Navy—the contract calls for the construction of 16; and most recently delivered the first in a series of steel workboats to Japan—two additional boats are on their way, and twelve are on the production schedule, says Yam.

CANADIAN YARDS INVEST FOR NSPS
The end of 2014 saw the completion of Seaspan’s Shipyard Modernization project. Funded entirely by the shipyard, the $155 million project helped transform Seaspan’s Vancouver Shipyards into one of the most modern yards in Canada.

SEASPAN170 15 008The two-year project included the addition of four new fabrication buildings—housing a sub assembly shop; panel shop with panel line; block assembly shop; pre-outfitting shop; paint and blast shop; and Canada’s largest (300 tonne) permanent gantry crane.

The expansion was integral to meeting the newbuild project requirements for the Canadian Coast Guard and the Royal Canadian Navy.

Vancouver Shipyards is currently building the first Offshore Fisheries Science Vessel (OFSV) under the National Shipbuilding Procurement Strategy (NSPS) for the Canadian Coast Guard. The 208 ft x 52.5 ft OFSV will help support scientific and ecosystem research critical to the economic viability and health of the region’s marine environment. At press time, 30 of the 37 blocks of the OFSV were under construction.

Seaspan also invested an additional $15 million at its Victoria Shipyards, upgrading its facilities with the addition of a new operation center that, according to Seaspan, would help support testing, trails and commissioning new federal vessels.

At press time, there were nine vessels undergoing refits and drydock work at one of Seaspan’s yards—including the 94 ft Canadian Coast Guard vessel Siyay with is undergoing a nine-month midlife modernization refit.

Keeping the future in mind, Seaspan is also investing in its workforce. Seaspan employs 1,500 employees across its three shipyards—Vancouver Shipyards, Vancouver Drydock, and Victoria Shipyards.

In 2015, the shipbuilder received a Canada Jobs Grant to develop e-learning tools for its expanding workforce—the goal of the funding was/is to help ensure workers have a common understanding of the shipbuilding processes, practices, and protocols.

Seaspan also recently announced that it plans to invest $2 million over the next seven years to help support teaching and research in the University of British Columbia’s naval architecture and marine engineering programs.

At Irving Shipbuilding, Halifax, NS, Canada, the company’s $330 million capital investment plan is already paying dividends. Last September, it marked the start of production of the HMCS Harry DeWolf, the first Arctic Offshore Patrol ship (AOPS) for Canada.

The ship is the first of up to 21 vessels that will renew Canada’s combatant fleet over the next 30 years under the NSPS.  Irving Shipbuilding has built more than 80% of Canada’s current combatant ships. 

Current direct employment at Marine Fabricators in Dartmouth and the Halifax Shipyard is about 900. Over the next two years, the workforce at both sites is expected to rise to 1,600, with over 1000 directly employed on AOPS production.  In addition, total employment at Irving Shipbuilding (all operations) is forecasted to rise to over 2,500 direct employees at peak production of the larger Canadian Surface Combatant vessels that will replace Canada’s current fleet of Halifax Class frigates. 

To date, the modernization at Irving Shipbuilding and the AOPS contract have resulted in over $1 billion in spending commitments. 

Meanwhile, one of the oldest shipyards in North America, Chantier Davie Canada Inc., Levis, Quebec, has taken its first steps in the Resolve-Class Auxiliary Oiler Replenishment ship project. The project involves the conversion of a containership into an Auxiliary Oiler Replenishment Ship that will be delivered to the Canadian Royal Navy in 2017.

It also recently completed the refit of four of Canada’s heaviest icebreakers, as well as a bulk carrier and is a pioneer in the construction of LNG-fueled ferries.

  • News

Brian Carter appointed President, Seaspan Shipyards

Seaspan Marine Corporation (SMC) reports that Brian Carter is to become President – Seaspan Shipyards.  He will assume the role full-time beginning January 9, 2012. Mr. Carter will be responsible for delivering

  • News

Washington Marine Group changes name to Seaspan Marine

Getting back to its brand roots, Canada’s Washington Marine Group has changed its name to the Seaspan Marine Corporation, according to CEO Jonathan Whitworth. Seaspan Marine Corporation, North Vancouver, Canada,  is now

  • News

A look at the best passenger ships of 2015

MV Veteran, 80m Ice Class Ferry
Delivered this past October by Damen Shipyards Galati, Romania, the RoPax ferry MV Veteran is built to handle the tough environment of the Arctic region. The 200-passenger vessel was designed to operate specifically in icy waters by a partnership comprised of Fleetway Inc., for the Government of Newfoundland and Labrador, and Denmark’s Knud E. Hansen.

The MV Veteran can handle 40 cm-thick floating ice at 4 knots, says Jan van Hogerwou, Damen Manager, North America. The ferry’s “rudders, hull and propellers have been strengthened and are outfitted with extra plate thickness for heavy winter conditions.”

Three MTU 16V 4000M23S engines generate 1,700 kWe, 400V, at 1,800 rev/min. The emergency genset is provided by one Volvo D16 engine generating 440 kWe 440V, at 1,800 rev/min. Its propulsion set is made up of two 1,600 kW Rolls-Royce azimuth thrusters, Electric Drive, and two 2,600 mm ice strength fixed pitch propellers.

And while the vessel was built in Romania, its very much a Canadian product, with several Canadian companies providing services for the vessel, with products including electrical equipment to fire-fighting systems.

MV Veteran has roll-on, roll-off capacity for 60 vehicles, is 80.9 m long with a beam of 17.2 m and can operate at a cruising speed of 14 knots.

The first in a two-vessel contract, the Veteran, and its sister ship the MV Legionnaire, are part of a large “lifeline” vessel replacement program being undertaken by the Provincial Government to modernize its fleet. The fleet transports over 900,000 passengers, 400,000 vehicles and 20,000 tonnes of freight with more than 50,000 arrivals and departures every year.

MV Veteran is class by ABS +A, Vehicle Passenger Ferry, Ice Class 1AA, Near Coastal, Voyage Class II, E, +AMS, HAB+, ACCU GP.

Product Director at Damen Ferries, Henk Grunstra, acknowledges that the Ice Class 1A Super certificate in the highest available for ferries. He also says the vessel has redundant systems in place for safe operation.

MV Veteran features 127 seats in the forward passenger lounge, 88 seats in the aft passenger lounge, 15 single crew cabins.

 


The Sally Fox, 105 ft fast ferry
Sally Fox Maiden VoyageLast April, a new foxy lady on the Puget Sound made her presence felt. Built by All American Marine, Bellingham, WA, the MV Sally Fox, is the first of two new ferries ordered by King County’s Marine Division. The vessel is also the first ferry to be built under the U.S. Coast Guard’s Sub-Chapter K rule, and delivered under the new 5A Space Performance Guidelines issued.

The 5A Space Performance Guidelines make it possible for a boat builder, such as All American Marine (AAM), to design and implement suitable structural fire protection in very low fire load spaces in the construction of weight-sensitive high-speed passenger vessels.

The 105 ft x 33 ft catamaran was designed by AAM, however, for its wave piercing hull design the builder called upon New Zealand-based naval architecture firm Teknicraft Design Ltd. The wave piercing hull design helps reduce drag and enhance passenger comfort.

Sally Fox is powered by twin Cummins QSK-50 tier II engines rated at 1,900 rev/min. The 250-passenger ferry operates at a service speed of 28 knots across the Puget Sound from Vashon Island to downtown Seattle.

Special attention was paid to each passenger deck’s layout in order to facilitate and streamline the boarding and disembarking process. Additionally, the new ferry features some green technologies, for example, instead of paint, the decks are covered with a peel-and-stick non-slip tread, while the exterior of the superstructure is wrapped in UV-stable vinyl.

Funded by federal grants, the new water taxi will replace the Melissa Ann, a 27 year old vessel leased to operate on the route since 2010. Its sister ferry, the MV Doc Maynard was delivered by AMM September 2015.

 


Baynes Sound Connector, Longest Cable Ferry
Next month, BC Ferries’ first ever cable ferry, the Baynes Sound Connector will make its long awaited debut and begin operations. Built by Seaspan’s Vancouver Shipyards, the 78.5 m ferry will accommodate 150 passengers and 50 vehicles on a 1,900 meter (about 1.9 km) route, making the ferry one of the longest cable ferries in the world.

BaynesSoundConnectorSABaynes Sound Connector will travel at a speed up to 8.5 knots between Buckley Bay and Denman Island. The ferry operates on one drive cable, and two guide cables along the route on the Baynes Sound Channel. Operator BC Ferries expects the cable ferry will help reduce operational costs, saving the company over $80 million over its expected 40-year service life; will have a smaller environmental footprint and lower fuel emissions.

While the news of the Baynes Sound Connector is exciting, the project was initially met with fears from the local community that felt a ferry operating on cables would be unsafe and wouldn’t be able to meet BC’s promise of a more efficient ferry on the run.

BC Ferries has stated that the ferry has been designed and built to safely operate in the Bayes Sound environment, which is a relatively low marine traffic area, and was tested in some of the worst weather conditions.

To further safety, it was recently announced that transit lights have been installed at both the Buckley Bay and Denman West terminals to secure safe passage for the cable ferry and other vessels in the area. A green light would indicate that the Baynes Sound Connector is docked at a terminal and boaters can safely cross the channel. A red light indicates the ferry is in transit, and it may not be safe for other vessels to cross the channels since the cables in operation may not be fully submerged.


Texelstroom, CNG Hybrid Ferry
TexelstroomBuilt by Spanish shipbuilder Construcciones Navales del Norte—La Naval, the 135m Texelstroom will offer its owner, Royal N.V. Texels Eigen Stoomboot Onderneming (TESO), a unique energy efficient vessel package that will combine a variety of green energy sources to help reduce its environmental impact when its delivered 1Q 2016.

The 1,750-passenger ferry is equipped with a hybrid propulsion system comprised of dual fuel (diesel/CNG) generating sets and a battery system, feeding the propulsion electric motors. The ferry is expected to operate mainly on the natural gas that will be storing two batteries of Compressed Natural Gas (CNG) bottles installed on the top deck.

The double-ended ferry was designed with two separate navigation bridges and two independent engine rooms. One engine room is fitted with two ABC diesel engines, each generating 2,000 kW of power; and the other engine room is fitted with two ABC dual fuel engines, also generating 2 x 2,000 kW. Each ship end will be fitted with two Rolls-Royce azimuth propeller.

The ferry, designed by La Naval in close cooperation with TESO and C-Job Naval Architects & Engineers, and classed by Lloyds’ Register, will also feature over 700 m2 of solar panels, helping the ship to be more sustainable. Additionally, according to LR, the ferry’s design is supported by the European Union’s “I.Transfer” program. The goal of the program is to make ferry transport accessible and sustainable.  

The ferry will be ice class, featuring a strengthened hull to operate through winter ice, and will have a notation for Passenger and Crew Accommodation Comfort (PCAC) to ensure a safe and comfortable journey for passengers and crew.

Texelstroom will provide services in The Netherlands, between the island of Texel and the port of Den Helder. The ferry, which will also have capacity for 350 vehicles, will operate between 10 to 15 knots.


Ampere, Zero-emission Battery Powered Ferry
Norway was one of the first countries to embrace the move to alternative energies; the country was one of the earliest adopters of LNG as a marine fuel, and now it is the homebase for the world’s first battery powered electric car/passenger ferry. Built by Fjellstrand Shipyard, the 80 m long x 21 m wide Ampere produces zero emissions thanks to its Siemens’ BlueDrive PlusC electric propulsion system. The ferry does not use any fuel tanks or engines. Instead, it derives its power from its batteries which enable Norled to reduce its fuel costs by up to 60%, and save one million liters of fuel annually.

Ampere Credit SamferdselsfotoAmpere’s power system is made up of 224 Corvus Energy AT 6500 modules with a total capacity of 1.46MWH, an energy management system, a steering system, thruster control and an alarm system. The Energy Storage System (ESS) is split into four parts. Each of the vessel’s ends is fitted with a vessel mount and a shore power station—this enables and facilitates the rapid recharging of the batteries.

The innovative vessel is meant to be as environmentally friendly as possible, from the inside-out. Constructed from light-weight aluminum, the Ampere, weighs just half of what a conventional ferry would weigh. Its service life is double that of a steel hull ferry, and the vessel requires fewer drydock periods which help lower the vessel’s maintenance costs.

The Ampere is also equipped with LED lighting, high efficiency thrusters with feathering propellers from Rolls-Royce, and a HVAC system with extensive heat recovery. The ferry, which has passenger capacity for 350 and room for 120 cars, is classed by DNV-GL as 1A1- LC R4(nor), CF, C, BP, IOPP-A.


Mein Schiff 4, 99,500 grt cruise ship
vlcsnap 2015 05 20 15h01m01s183Designed for the German premium-class cruise market, the 99,500 gt Mein Schiff 4 is the fourth in a series of cruise ships being built for TUI Cruises, a joint venture between TUI AG and Royal Caribbean.

Mein Schiff 4 was constructed using advanced and eco-friendly technologies according to ship builder Meyer Turku Shipyard, Finland. The ship was built to be as environmentally friendly as possible. Its expected to consume 30 percent less energy when compared to other ships its size. The cruise ship is also fitted with a combined exhaust after-treatment system, made up of a scrubber and a catalyzer, lowering sulfur emissions by as much as 99 percent, and NOx by 75 percent.

Engine power is provided by two Wartsila 12V46 diesel engines and two Wartsila 8L46F diesel engines.

The ship is 294m long x 36m wide, with an 8m draft. It features 1,253 cabins, and has capacity for 2,790 passengers and 1,030 crew members.

Mein Schiff 4’s initial itinerary included traveling through a variety of routes in the Baltic Sea to the Baltic States and in Northern Europe around Norway. This winter, the ship will travel to the Canary Islands making stops along Morocco and Mediera.

Mein Schiff 4 is classed by DNV-GL +1A1 Passenger Ship BIS Clean F(M) Fuel (991 kg/m3, -7°C, 380 cSt) LCS(DC) TMON. Sister ships Mein Schiff 5 and 6 will be completed and delivered by the Meyer Turku yard by 2017.


Samish, 144-Car Ferry
The second in a series of four Olympic Class ferries for Washington State Ferries, the 144-Car Samish, was named in honor of the region’s native Samish Indian Nation. It’s name means “giving people,” and Washington State Ferries is hoping to do just that, by giving back to the community with the addition of the Samish to its growing ferry fleet.

SAMISH17087700982 5682073bfa oDelivered by Vigor Industrial, the new $126 million ferry, like its sister ship, the Tokitae, is based on the Olympic Class design by Seattle-based Guido Perla & Associates, Inc. The ferry measures 362 ft x 83 ft and has capacity for 144 cars and 1,500 passengers.

The Olympic Class, is built by a group of Washington-based companies—led by Vigor Industrial—offering the very best the state has to offer in design and production; and generating and supporting over 500 jobs in the Puget Sound.

Its superstructure was build by Whidbey Island, WA-based Nichols Brothers Boat Builders. Nichols built the superstructure for the Tokitae and will do the same for the third and fourth vessels in the series.

Olympic Class vessels were designed with passenger comfort in mind. The class provides wider lanes and more spaces for cars and trucks, additional comfort for passengers with two Americans with Disabilities Act-compliant (ADA compliant) elevators, an ADA-compliant car-deck restroom; flexible seating configurations; improved heating and ventilation; and wider stairwells and passageways.

Samish’s main propulsion is provided by two Electro-Motive Diesel (EMD) engines developing a total 6,000 hp, enabling the vessel to reach speeds up to 17 knots on its Anacortes to San Juan Islands route. Olympic Class ferries are also equipped with the latest emergency-evacuation and fire-suppression systems.

Samish and the other vessels in the Olympic Class also provide WSF with improved efficiency and better fuel consumption. Its hull design helps reduce wake, further improving fuel efficiency. The ships will replace the aging Evergreen State Class vessels which have been in operation since the 1950’s.


F.A. Gauthier, First LNG ferry for North America
2GauthierCanada’s Société des Traversiers du Québec (STQ) is committed to a greener future. To that end the company invested in the construction of three LNG-fueled ferries in between 2014 and 2015, including the F.A. Gauthier, which was delivered to the operator this past summer.

Built by Italy’s Fincantieri Castellamare di Stabia shipyard, the F.A. Gauthier has the distinction of being the first LNG-fueled ferry to operate in North America. Classed by Lloyd’s Register, the ferry is fitted with an ultra compliant, low-emission, dual-fuel system from Wärtsilä.

Powered by four Wärtsilä 12v34D dual-fuel generating sets, meaning the ship can run on either Liquefied Natural Gas (LNG) or Marine Diesel Oil (MDO), the 133 m x 22 m ferry can reach a maximum speed of 20 knots on its Matane-Baie-Coreneau-Godbout route.

The ship is also equipped with Wärtsilä’s LNGPac system comprised of LNG bunkering, storage tanks, and handling equipment. Its fitted with two contra-rotating propellers, making the ferry exceptionally maneuverable.

The F.A. Gauthier’s hull is certified as Ice Class 1 and Propulsion Class 1, enabling the ship to break sea ice and handle adverse weather conditions on the Gulf of St. Lawrence.  The ferry can carry 900 passengers and 180 vehicles on each trip, and is expected to transport more that 205,000 passengers and 118,000+ vehicles a year.


Viking Star, 48,000 grt cruise ship
Viking Ocean Cruises made its debut into the ocean going cruise market last year with the delivery of its highly anticipated 930 passenger Viking Star. The ship is the first of three cruise ships under construction at Fincantieri Marghera, Italy shipyard for the brand—which is a spin off of Viking River Cruises.

STAR CHRISTENING BERGEN 51611The goal for Viking Ocean Cruises was to bring the focus of cruising back to the destination. With that in mind, the brand decided to build a smaller passenger cruise ship, with a smarter design and providing guests with an enriching trip.

What makes the “small” cruise ship unique is that its engineered at a scale that enables the ship to have direct access into most ports, making embarkation and debarkation effectively easier and more efficient for guests. This lets passengers spend more time at each destination along the ship’s route.  

The Viking Star’s design pays homage to the brand’s Nordic heritage, effectively immersing the passenger into local surroundings. Clean lines, woven textiles and light-wood help evoke the Viking spirit of discovery, according to the brand, and helps connect the passenger with nature.

The 228m long ship, which features 465 state room—each with its own veranda—has two pools, a main pool with a retractable roof, and a glass-backed infinity pool cantilevered off the stern; the ship also includes indoor-outdoor spaces for al fresco dining, large windows and skylights that further blur the light between inside and out, and a wrap-around promenade deck that pays homage to classic ocean liners.

Viking Star was also designed with the environment in mind. The ship is powered by energy-efficient hybrid engines, hydro-dynamically optimized streamlined hulls and bows for maximum fuel efficiency, onboard solar panels and equipment that minimizes exhaust pollution and meets the strictest environmental regulations.


Oscar B. 115 ft ferry, Wakiakum County
OScarBWahkiakum County, Washington State is paying homage to one of the greatest skippers the country has ever had by naming the county’s newest ferry, the Oscar B, after him. Oscar Bergseng skippered the ferry, Wahkaikum, which was built in 1961, for 17 years.

Built by Nichols Brothers Boatbuilders, Freeland, WA, the 115 x 47 ft Oscar B is double the size of its predecessors, offering an expanded vehicle capacity.

The new ferry can carry 100 passengers and 23 cars between the Cathlamet, WA and Westport, OR terminals.

The ferry, designed by Seattle’s Elliott Bay Design Group, features a steel-hull, aluminum super-structure. Its power is provided by two state-of-the-art Cummins QLS diesel engines, each delivering 285 hp at 1,800 rev/min and couple to ZF Marine reversing reduction gears with two fixed-pitch propellers.

Oscar B meets all current U.S. Coast Guard requirements. Additionally, it features a hydraulic steering system, up-to-date electronics, a passenger lounge and ADA-accessible restrooms.