It reports that it has executed a Memorandum of Agreement and buyers have lodged the required deposit for the sale of the international-flag PCTC Glovis Countess. Delivery of the vessel is scheduled to be completed by December 31, 2015. Excess cash after debt payoff of approximately $16 million will be maintained by the company for general corporate purposes.
The company has also executed Memoranda of Agreement for the sale of its two handysize vessels and one capesize vessel for approximately $30 million. Deliveries of the vessels are scheduled to be completed prior to January 31, 2016. All net proceeds from the sale of these vessels will be used to pay down outstanding debt.
The company is in discussions on the sale of its supramax vessel and its railcar service facility (FSI) in Mobile, AL. All net proceeds from the sales will be used to pay down outstanding debt.
Mr. Niels M. Johnsen, Chairman and Chief Executive Officer, said, “As we continue to streamline International Shipholding, we are focused on completing the implementation of our Strategic Plan in an expeditious, but orderly, manner. We continue to market all of the remaining assets to be divested pursuant to our Strategic Plan, and we will provide further periodic updates as we continue to make progress towards our March 31, 2016 target for full implementation.å
The 5,450 dwt chip barge was built as a flat deck barge by West Gulf Marine Works in Galveston, TX in 1988 and brought around to the West Coast by Zidell Marine of Portland, OR. The barge was constructed with ½” plate deck, hull and bottom plate with two longitudinal and six transverse bulkheads forming 21 watertight compartments. In the late 1990s, Dunlap fitted the DT-250 with a 237′ long x 65′ wide steel chip bin. It installed a new wood wear deck in 2014.
Island Tug & Barge is renaming the barge ITB-253 and plans to shorten the present 22′ high bin walls and remove the existing wood wear deck, replacing it with concrete and rebar which will also increase the barge’s existing 1,500 lb/sq.ft deck load.
The barge is classed ABS +A1 Barge, Unrestricted Service through February 2018 and carries an International Load Line Certificate.
Marcon acted as sole broker in the sale and has represented the buyers in dozens of sales and purchases. It has also worked with Dunlap for many years and sold its 3,000 HP tug Suiattle earlier this year.
Marcon has brokered twenty-nine sales and charters to date this year, including seven ocean deck barges totaling 34,964 dwt. Several additional sales are pending.
The intention is to have the new member of the fleet operated by the public utility running on gas between the two Lake Constance (the Bodensee) towns of Konstanz and Meersburg in 2019.
The new ferry will be one of the first in Europe to be powered by a high-speed pure-gas engine. It will feature low pollutant emissions and improved cost effectiveness, while delivering the accustomed high performance.
MTU is to develop the new 8-cylinder gas engine with a rated output of 750 kW based on the proven MTU Series 4000 diesel engines for workboats. The clean combustion concept will make it possible to meet IMO Tier III emission standards without the need for additional exhaust aftertreatment. By comparison with a diesel engine without exhaust aftertreatment, the gas engine will emit no soot particles and no sulfur oxides, 90 percent less NOx and 10 percent less greenhouse gas.
The new 8V 4000 gas engine will incorporate gas injection for individual cylinders, a dynamic engine control system and a safety concept optimized for natural gas operation.
The new gas engine series is being developed to ensure that it meets the particular load profile of the Lake Constance ferries, with acceleration comparable to that of the MTU diesel engines.In the development of the 8V 4000 engine, MTU benefits from its previous experience in stationary gas engines and from development work now being carried out for a 16-cylinder marine gas engine, which is currently underway and has just completed initial tests on the test bench. The first pre-series engines will power a tugboat in 2017, which is currently being built by Damen shipyards for Svitzer.
The MTU brand is part of Rolls-Royce Power Systems within the Land & Sea division of Rolls-Royce.
The Rolls-Royce Group, of which Rolls-Royce Power Systems is a member, has almost ten years’ experience in delivering medium-speed, pure-gas propulsion systems to power ferries.
“We are delighted that MTU, our partner of many years standing, is developing a natural gas propulsion system for our new ferry,” said Dr. Norbert Reuter, Managing Director of Stadtwerke Konstanz GmbH. “The deciding factors for us to venture into a new world of propulsion for our fleet are the excellent environmental compatibility of the gas engines and the possibility of saving fuel costs, while maintaining our current requirements in terms of the performance and maneuverability of the vessel. As a ferry operator on Lake Constance, Europe’s largest reservoir of drinking water, it is very important for us to guarantee safe and environmentally sound operations.”
“We are convinced that gas engines will become increasingly important as supplements to tried and tested diesel engines for shipping,” said Marcus A. Wassenberg, Chief Financial Officer at Rolls-Royce Power Systems AG. “Natural gas is an important fuel for the future. It will be available for a longer period of time and is cheaper in many regions throughout the world, in addition to having a far better carbon footprint than either heavy oil or diesel. With the development of the new gas engine and its trials in the ferry operated by Stadtwerke Konstanz, we are taking up the challenge of further improving the emissions and efficiency levels of gas engines, in order to be able to meet future emission regulations and the needs of our customers. The development of gas engine technology and the associated fuel infrastructure will also require state funding until they become economically viable.”
When completed in 2017, the two 121.7 m x 25 m icebreakers will operate from Novy Port located at the mouth of the Ob River in arcticRussia, with outside air temperatures as low as minus 50°C and ice thicknesses up to 2 m.
Because of these challenging operational considerations, the reliability and overall efficiency of the Wärtsilä machinery were prime considerations in the award of this contract. The ability of the Wärtsilä engines to operate efficiently with such low air suction temperatures provides the basis for an arctic package solution.
The full Wärtsilä scope of supply for each vessel includes two 16-cylinder and two 8-cylinder Wärtsilä 32 engines and one 6-cylinder Wärtsilä 20 engine. Deliveries to the shipyard will commence in summer 2016.
“Once again Wärtsilä has been chosen based on the company’s experience and strong track record in supplying highly efficient and reliable solutions for icebreakers. These vessels operate in the toughest possible conditions and it is, therefore, important that the power generators selected are the best available,” says Johan Hanstén, Area Sales Director, Wärtsilä.
“Wärtsilä is well known and respected in the Russian shipping industry and we are very pleased to cooperate with them in this important project. We see enormous potential in this partnership with Wärtsilä, a company with great experience that provides proven, reliable, and technologically advanced products and systems,” says Sviridov Maxim, Director, Marine Electric Mechanical Dept, Ruselprom Group.
“We have worked with Wärtsilä on various projects for many years, and we are very confident that they can provide the engineering support and quality products needed for these icebreakers,” says Alexander Solovyev, General Director, PJSC Vyborg Shipyard.
“The novel Aker ARC 130 A concept design represents the latest developments in icebreaking technology, which Aker Arctic has now adapted also for Arctic vessels. The Wärtsilä gensets, together with the arctic package, provide remarkable energy savings in extreme operating conditions,” says Mika Hovilainen, Project Manager, Aker Arctic Technology Inc.
The RHIB 1050 was developed at Damen Shipyards Hardinxveld, a long time RHIB supplier to the Royal Netherlands Navy.
“This is not your average RHIB,” says Roel Foolen, the shipyard’s Newbuild Project Manager. “For starters, it’s Lloyds approved. The hull is made of glass reinforced epoxy as opposed to polyester and provided with Lloyd’s approved closed cell, foam core.”
“Further to this, we are also able to provide training in its use,” adds Mr. Foolen. “Damen has many years’ experience in building boats for navies and other defence and security bodies.”
Damen’s use of epoxy for the hull will see the RHIB 1050 produced at the group’s specialist composites yard in Antalya, Turkey.
The RHIB will be produced in series with a standard hull, open to flexible, client-specified outfitting requirements.
Ergonomics are a strong theme running throughout the design. Damen developed the layout using a mock-up console, constantly tweaking the positioning of instrumentation, seating and controls until completely satisfied with comfort levels. Consequently, the wheel and throttle are perfectly aligned with the suspension seating and handles and grips are located strategically throughout the RHIB.
“We’ve aimed to cover every detail – for example including steps to facilitate easy, fast exit of the RHIB in boarding ops and integration of hoisting eyes into the bollards, simultaneously removing a trip hazard and taking advantage of every available bit of space,” says Mr. Foolen.
The RHIB uses D-shaped tubing, rather than the conventional cylindrical tubing.
“Doing this allows us to combine the console and the engines into a single, space saving unit,” says Mr. Foolen.” Usually this would not be possible as such a unit would impede access to the fore of the vessel. However, with a section of tubing removed, there is still space for on board personnel to pass safely and comfortably fore to aft.”
The vessel is easy to maintain. For example, its two 350 liter fuel tanks are located beneath the ten deck-based seats which are fitted to a dedicated hatch so that, in the event the tanks require removing, the seating is simply lifted clear.
Similarly, the entire console unit is hinged at the aft so that it can be very easily moved clear when access is necessary to the RHIB’s two 370 hp Volvo Penta engines. The mast is also hinged so that it can be quickly folded away for transport height.
“As well as easy maintenance, the RHIB 1050 is also low maintenance,” says Mr Foolen. “We’ve used high-end materials and taken every step to ensure components are protected. Console instrumentation is located behind a heated, watertight window for example. And all electrics are housed in a dedicated, heated and ventilated compartment inside the dry storage area.”
The stern platform, as well as being ideally situated for diving and man overboard operations, works in combination with the tube ends to form a protective barrier for the stern drives.
At the front of the vessel, the nose is flattened to serve as a fender during boarding operations and the tubing is fitted to the vessel with aluminum extrusions, not glue. This not only offers a better grip, but also makes it easier to remove and replace when necessary.
How about performance?
“During seatrials, the handling, maneuverability and balance have proven to be excellent,” says Mr. Foolen. “It’s very safe also, very forgiving and perfect in rough, harsh water. She’s quick too – able to sail at speeds of over 50 knots.”
Damen is currently building a second RHIB 1050, which will feature two 400 hp outboard engines.
DECEMBER 10, 2015 — Euronav CEO Paddy Rodgers has been named as the Connecticut Maritime Association (CMA) Commodore for the year 2016. The award will be presented on March 23, 2016 at
European shipowners have joined the European Commission, Members of the European Pariament and various stakeholders in calling for shipping to be put back into the text.
The International Chamber of Shipping says it would be helpful for the new agreement to reiterate the vital role of the UN International Maritime Organization in the development of further measures to reduce shipping’s CO2 emissions. This would give extra encouragement to build on the global regulations IMO has already successfully adopted and which should reduce CO2 per tonne-km 50% by 2050.
However, says ICS, the absence of text is unlikely to inhibit the aspirations of governments – which are shared by the industry – for IMO to take further action.
“While text on shipping could be useful, the negotiators are now having to focus on the really high level things like climate finance to ensure the overall agreement is a success which is what everyone wants” said ICS Secretary General, Peter Hinchliffe.
ECSA Secretary General Patrick Verhoeven called the talks in Paris “a unique opportunity” to signal IMO member states to act decisively in order to further regulate CO2 emissions from ships on a global level.
“It would provide support for their ability to move forward and give new impetus to ongoing discussions, which we hope will very soon reach fruition,” said Mr. Verhoeven.
ECSA says that though the IMO has already made strides when it comes to the shipping industry’s carbon footprint, its work on CO2 emissions reduction is far from completed. It remains firmly on its agenda and will be considered again at the next meeting of the IMO Marine Environment Protection Committee in April 2016.
ECSA says the shipping industry supports the establishment, as soon as possible, of a mandatory system of data collection from individual vessels, understanding that the possibility of further market based measures might be revisited after an IMO analysis of the data submitted by ships.
“We firmly believe that deleting any reference to shipping and the progress needed at IMO level is a missed opportunity. The EU has already placed its faith in the IMO process by adopting legislation that will enable and support IMO in establishing a global data collection scheme,” said Mr Verhoeven.”An irreversible process leading to lower CO2 emissions from ships has started. Efforts at IMO and EU level can only be bolstered by a clear signal from the highest UN instance on climate change. We sincerely hope that negotiating parties will seriously reconsider and heed our call for shipping to be reintroduced in the final climate agreement.”
In a stock exchange announcement, the company noted that in its FY2015 results it had reported experiencing schedule and margin pressure on Littoral Combat Ship (LCS) 6, the first that it is building as the prime contractor.
“Austal is building multiple LCS in parallel,” said the announcement, “with the impact of cost and schedule performance on LCS 6 continuing to impact LCS 8 and LCS 10 – both of which are in an advanced state of completion.
“Austal’s ability to apply lessons learnt and productivity enhancements from LCS 6 to vessels in advanced construction, namely LCS 8 and LCS 10, has been more limited than anticipated. As a result, FY2016 earnings from Austal’s U.S. shipyard are expected to be lower than in FY2015, with U.S. shipbuilding EBIT margin expected to be in the range of 4.5% to 6.5%. [Its U.S, shipbuilding EBIT margin was 5.2% in 2015 and 6.6% in 2014]
“Austal’s other major vessel program at its U.S. shipyard, the Expeditionary Fast Transport program (formerly called the Joint High Speed Vessel), has reached construction program maturity, with shipbuilding margin stable”.
Austal CEO Andrew Bellamy said that, while there were flow on effects from LCS 6 onto LCS 8 and 10, vessels at earlier stages of construction would benefit from the lessons learnt on LCS 6 to increase future US shipbuilding margin.
“The LCS program is maturing more slowly than we had expected, however we are working hard to manage the risks and expect an improvement across the program after delivery of LCS 10,” Mr. Bellamy said. “The ongoing strong performance of the US$1.6 billion Expeditionary Fast Transport program at our U.S. shipyard is a great illustration of the efficiencies we can deliver once a vessel program reaches the mature production phase and we are confident the LCS program will be no different.
“Austal has a strong balance sheet and is generating good cash flow, which is enabling further investment in the business during the 2016 financial year to best position the company to win additional contracts and service work to build our order book, revenue, and earnings into the future.”
The False Claims Act suit alleges that Bollinger misrepresented the longitudinal strength of patrol boats it delivered to the Coast Guard that resulted in the boats buckling and failing once they were put into service. Bollinger Shipyards is located in Lockport, Louisiana.
“Those who expect to do business with the government must do so fairly and honestly,” said Principal Deputy Assistant Attorney General Benjamin Mizer, head of the Justice Department’s Civil Division. “We expect the utmost integrity and reliability from the contractors that design and build equipment that is essential to public safety and our national defense.”
In 2002, the U.S. Coast Guard contracted to lengthen the Coast Guard’s existing fleet of 110-foot patrol boats to 123 feet and to make other modifications. Bollinger was the subcontractor that performed the 123-foot patrol boat design and conversion work. An essential element of the conversion was that the modified boats have sufficient longitudinal strength to meet the performance requirements set forth in the contract.
The United States alleged Bollinger provided the Coast Guard with engineering calculations that falsely represented the longitudinal strength of the boats and was two times greater than their actual longitudinal strength. The United States alleged Bollinger ran the calculations three times and only provided the Coast Guard with the highest and most inaccurate, of the three calculations. The United States further alleged Bollinger also failed to follow the quality control procedures that were mandated by the contract that would have ensured against such engineering miscalculations.
The case was handled jointly by the Civil Division’s Commercial Litigation Branch and the U.S. Attorney’s Office of the Eastern District of Louisiana.The claims resolved by the settlement are allegations only, and there has been no determination of liability.
BMT Asia Pacific and BMT ARGOSS will assist the development and validation of the planned canal’s design and operations through a structured framework.
“Our study will seek to articulate a solution that minimizes canal excavation while ensuring adequate canal capacity and safety,” says Dr. Richard D Colwill, Managing Director, BMT Asia Pacific. “A crucial part of that solution involves sophisticated navigation and transport simulation, which will set the basis for identifying a design that balances excavation CAPEX with operational safety, efficiency and capacity.”
BMT’s proprietary simulator, REMBRANDT, is widely recognised by the shipping sector for its accurate and detailed recreations of the navigation environment. Its What You See Is What You Get (WYSIWYG) output provides a platform that helps engineers and mariners investigate different design geometries.
“Through REMBRANDT BMT will provide early and decisive insight on potential marine constraints, enabling us to identify appropriate mitigation and optimization measures – be it physical or operational in nature,” says Captain Paul Morter of BMT ARGOSS.
Besides carrying out operational assessments, BMT will also update the business case for the canal’s Pacific and Caribbean ocean ports. BMT will use its experience in port masterplanning and port strategy to help HKND identify the ports’ potential competitive positioning.
“The Nicaragua Canal system will see a large variety of vessels and wide range of vessel movements along the canal, within the inland ports, and between canal, port and ocean approaches,” says HKND Executive Director K.W. Pang.”These activities occur with differing metocean conditions, transit speeds/directions, and transit modes, etc. Recognizing this complexity, we are seeking to access BMT’s global network of subject matter experts to assemble a highly capable, technical team to address the canal’s marine safety and traffic challenges from all angles.”
