DECEMBER 9, 2015 – Put-in-Bay, OH, headquartered Miller Boat Line has awarded Great Lakes Shipyard, Cleveland, OH, an order to complete the five-year USCG inspection of its ferry William Market along with
The World Shipping Council (WSC), the TT Club, the International Cargo Handling Coordination Association (ICHCA), and the Global Shippers’ Forum (GSF) today jointly released a new Frequently Asked Questions (FAQ) document to address issues arising from the new regulations.
The amendments were adopted by IMO (International Maritime Organization) to enhance maritime safety and reduce the dangers to containerships, their crews, and all those involved in container transport throughout the supply chain. The FAQs have been developed by the industry coalition in response to numerous questions from shippers, carriers, forwarders, and terminal operators about the steps they must take to ensure successful implementation of the new regulations.
This initial FAQs document seeks to clarify how the SOLAS container weight verification requirements will function in various situations. It identifies commercial and operational arrangements that will have to be addressed, and it flags issues that must be dealt with by national governments.
The FAQs are based on actual questions from affected stakeholders, and they will be expanded as new issues emerge.
Stakeholders are invited to approach any of the collaborating organizations with additional questions that may come up.
Contact details of “subject-matter experts” from each of the organizations can be found at the end of the FAQs document.
The coalition says that container safety is a shared responsibility, and all parties have an interest in improving the safety of ships, the safety of cargo and the reduction of the risks to the lives of ships’ crews and others throughout the containerized supply chain.
Access the FAQs document HERE
Identical diesel-electric systems, comprising four Cat Propulsion MTA-523 1500 kW azimuth thrusters driven by electric motors and soft starters as well as eight Cat C32 generator sets, will be delivered for each vessel.
“As a comprehensive power and propulsion solutions provider for the marine industry, we’re pleased to continue to integrate our full portfolio of offerings in our customers’ operations,” said Wang Xiaohua, Caterpillar Propulsion sales manager. “China remains an area of strategic importance for us and this particular order is significant because it is the first time in China that we have supplied a full diesel-electric propulsion solution, including engines, propulsion systems and main switchboards.”
The two vessels, designed by Shanghai Bestway Marine Technology Development Company Ltd, are being built for Chinese owner Mekers Offshore Company Ltd and are due for delivery in summer 2016.
Over the course of 2016, Caterpillar will also supply all of the other components in the electric power system.
In addition to the main switchboard, Caterpillar will provide power management systems, central monitoring and alarm systems, transformers, uninterruptible power supplies and variable frequency drives.
MTA azimuth thrusters incorporate a number of key features to support effective vessel operation. They are hydro-dynamically optimized for good in-water performance. Available in both L-drive and Z-drive configurations, MTA azimuth thrusters can be supplied with controllable or fixed pitch propellers. Blade and hub materials are either bronze or stainless steel and the complete structure is designed to minimize the cost of through-life maintenance and to maximize the duration of in-service operation.
Built for reliability in harsh conditions, C32 generator sets have high efficiency and a minimized environmental footprint integrated into the design. The units can accept 100% load rate in one step and their integrated control system protects the power supply and offers scope for remote monitoring. Cat C32 generator sets are available in a power range from 830 ekW to 940 ekW.
Today, Lindblad Expeditions Holdings, Inc. (NASDAQ: LIND) reported that it has signed definitive agreements with Nichols Brothers Boat Builders for the new build of two U.S. flagged coastal vessels. The 100 guest ships will be built at the Nichols Brothers shipyard on Whidbey Island, WA. The first completed ship is scheduled to be delivered in the second quarter of 2017 and the second vessel is scheduled to be delivered in the second quarter of 2018.
Lindblad had previously signed a non-binding letter of intent with Nichols Brothers for these new builds and paid a $4 million non-refundable slot fee during the third quarter of this year to reserve the shipyard’s capacity, which will be charged against the second vessel’s cost.
The definitive agreements provide for Nichols Brothers to construct the two new build vessels at a purchase price of $48.0 million and $46.8 million, respectively, payable monthly based on the value of the work performed (offset by the $4.0 million slot fee previously paid).
Jensen Maritime is serving as the naval architect on the project with interior design work provided byTillberg Design International. Building of the vessels will commence this year.
“These new ships mark an exciting step in the long-term growth of the company, and enables us to capitalize on the substantial demand for our expeditions. With our significant resources we can continue to deliver on our promise of expedition travel at its best, and can now expand our unique offerings in the Americas where we have very strong demand,” said Sven Lindblad, President and CEO of Lindblad. “We are pleased to be working with Nichols Brothers in Washington State on this project given their long history in shipbuilding, including having built our current U.S. flagged ships, the National Geographic Sea Lion and National Geographic Sea Bird.”
“This is an important milestone in the company’s history as we enter the 50th Anniversary of the birth of expedition travel begun by my father, Lars-Eric Lindblad, with the first laymen expedition to Antarctica in 1966,” Mr. Lindblad added.
Some key features of the new vessels:
For shipyards and at installation, the system provides potential efficiency gains of as much as 20 percent compared to traditional three-layer coating systems. For shipowners, it provides the widest chemical resistance and the longest carriage time on the market of more than 3,400 cargoes, delivering maximum flexibility to the product tanker trades.
Building on more than 40 years of practical experience, PPG designed the new Phenguard Pro system as a premium tank coating solution for use on IMO II and III chemical/product tankers typically in the 30,000–60,000 dwt range.
Sijmen Visser, PPG global marketing manager, marine, says the new system is “truly a game changer for the product tanker market, offering shared benefits to both the shipyard and owner/operator by combining over 20 percent efficiency gains on application at newbuild and/or maintenance with trusted and proven performance for the owner. Based on our 40-plus-years track record on more than 1,500 vessels with this product technology, PPG has again delivered a top-quality product that also represents best value to all stakeholders in the IMO II/III product tanker segment.”
The Phenguard Pro system uses Phenguard phenolic epoxy product technology by PPG, a benchmark in the chemical-tanker market for more than 40 years.
PPG identified market demand in the IMO II/III product/chemical tanker segment for a two-layer phenolic epoxy system offering maximum cargo flexibility with improved efficiency at installation. The result is the Phenguard Pro system, engineered and launched for both newbuilding and refurbishment projects.
Mr. Visser says that the Phenguard Pro system achieves in two layers of 125 microns what other tank linings can only achieve in three. The coating system can be applied in temperatures as low as 5 C (41 F), he says, making it a year-round solution that helps reduce costs related to heating for winter application.
The Phenguard Pro system provides a smooth finish that is easy to clean, thus saving time and labor for cargo switching and tank cleaning. Mr. Visser says that shipowners will also benefit from well-documented guidance and procedures for cargoes requiring prewash, thus extending the coating life.
Designed by Aker Arctic, the icebreaker will support LNG carriers’ operability in the approach channel to the Sabetta harbor and in the terminal at Sabetta. With a length of 89.5 m, draft of 6.5 m and 12 MW propulsion power, it has been designed to proceed at a speed of two knots in level ice 1.5 m thick and at four knots in 5 m thick brash ice in limited water depth.
ABB will provide the power, automation and turbocharging capabilities for the vessel, which will maximize fuel efficiency and maneuverability by including four Azipod thrusters, adapted for the tough ice conditions and ABB’s DC Grid system, to distribute energy effectively. The main engine will also be fitted with a Power2 800-M advanced two-stage turbocharging system, enabling the highest efficiency turbocharging performance.
Peter Terweisch, ABB Group Senior Vice President, Process Automation says, “ABB’s marine applications are at the forefront of the icebreaking market with our process automation technology now central to the world’s most advanced icebreaking vessel. We are very pleased to be able to deliver industry leading levels of efficiency and safety by providing so many ABB latest generation solutions on one vessel.”
The vessel’s ABB Onboard DC Grid systemhas many advantages. It provides space and weight savings whilst minimizing noise and vibration. A key advantages is that it allows diesel engines to run at variable speeds, rather than one fixed speed, is important when managing ice conditions. This flexibility can also cut fuel use and emissions.
Two pairs of Azipod thrusters will be fitted on the bow and stern of the ship, all of which will be adapted to the conditions. They will be equipped with powerful electric motors (3 MW each). Turning 360 degrees, they will allow the ship’s crew to maneuver the vessel to operate stern or bow first.
Aker Arctic’s Mika Hovilainen says “The harbor icebreaker is a totally new concept especially developed for heavy harbor ice conditions with extensive thick brash ice. Having four Azipod units helps to take operability, maneuverability and ice management capability to one step further. Along with ABB Marine and Ports, we continue to be at the cutting edge of icebreaking technology.”
The icebreaker’s ABB Integrated Power and Energy Management System and Marine Automation System bring together main elements of the ship’s performance, such as power generation and propulsion, into a centralized system allowing the operator to increase efficiency and safety.
The Power2 800-M two-stage turbocharging system on the icebreaker’s Wärtsilä 31 engine, will further enhance fuel efficiency and flexibility of operations. With a low pressure and high pressure stage, it provides higher air pressure ratios, up to 12 from 8 in the previous generation. Compared to a single-stage turbocharger operating at 65-70% efficiency, Power2 800-M goes beyond 75% efficiency, the only system currently available across the large engine industry with this capability.
The turbocharging system responds to the need for new marine engine technology to offer consistency of performance across conventional and newer marine fuel options. This application will demonstrate the advances in efficiency and power density now available for four-stroke engines operating across a wide range of load profiles and facing added demands of emissions legislation.
No other details yet, but a couple of photos have been released and a couple of video clips have cropped up on YouTube, all of which show the dramatic difference between the vessel’s stealthy tumblehome hull form with wavepiercing bow and the exteriors of more traditional destroyers.
The “Star Wars” flavor of the ship is not confined to its external appearance: DDG 1000 introduces a wide range of new technologies including Electric Drive/Integrated Power Systems, ship control and damage control automation, and a totally integrated, ship-wide command & control systems. Generating far more power than the DDG 51 ships, DDG 1000 is suitable for future deployment of directed energy beam weapons and the electromagnetic railgun, both of which are under intensive development.
Situated 50 km off the Belgian coast the Nobelwind project, together with the existing Belwind 1 project, will require a purpose built service operation vessel (SOV) to support the technicians working in the wind park.
Norway’s Havyard Design & Solutions has been commissioned to design the vessel and supply an equipment to the shipbuilder, Turkey’s Cemre Shipyard. which is set to deliver the vessel in the second half of 2017.
The vessel’s Havyard 831 SOV design is based on a ship and service concept, developed by Esvagt in synergy with MHI Vestas & Havyard Design, that draws on several years of experience in servicing wind farms further offshore.
For the past five years, Esvagt has provided the base for MHI Vestas Offshore Wind technicians servicing the 165 MW Belwind 1 project, and the new contract continues that partnership.
The new purpose build SOV will be 58.5 m in length, with a beam of 16.6 m and will be able to support up to 22 technicians in single cabins. It will be equipped with Esvagt’s unique safe transfer boats (Esvagt STB) to transfer technicians, tools and spare parts to the turbines.
“The market for big service vessels for offshore windfarms is a relatively new one, and, in cooperation with Esvagt, we have entered this market at an early stage,” says Gisle Vinjevoll Thrane, Senior VP Sales, Havyard Design & Solutions. “The windmills used to be serviced by small, fast-moving boats that transported personnel and equipment daily to and from the shore. More and more wind farms are now serviced by bigger ships where the service personnel work and live on board for prolonged periods and access the windmills by means of a gangway installed on the mother ship or small boats launched from the mother ship. This is a safer and more profitable way of servicing the wind farms, particularly those far offshore.”
“The Havyard 831 SOV was developed to fill a new niche in this market, namely smaller wind farms,” says Mr. Thrane. “The new design is smaller than the ships built so far. It is compact and efficient, but at the same time has ample capacity to transport service personnel and equipment. This design will make it profitable to service even smaller wind farms, and we see a potential to deliver many designs to this segment.”
The Havyard 831 SOV has a spacious and comfortable interior with sufficient capacity to accommodate wind farm service personnel in addition to the ship’s own crew. It has also been designed with good storage capacity for equipment and tools below deck and for containers on deck.
The ship is equipped with three small boats that can be launched to transport service personnel to the windmills.
The diesel-electric propulsion system ensures economical and environmentally friendly operation, both in transit and when the ship is in position at the wind farms. The hull has been designed to ensure low fuel consumption and to move in a way that ensures maximum comfort for the crew and service personnel on board.
The ship has sufficient fuel capacity etc. for at least 30 days’ operation between port calls.
Havyard has a long relationship with Cemre Shipyard. The Turkish yard has delivered the hulls for more than 30 of the newbuilds Havyard has delivered since 2005. In recent years, the shipyard has also delivered completed newbuilds for Norwegian and other customers, including cargo vessels, fishing vessels and seismic support vessels.Havyard says that the close cooperation built with Cemre through the hull deliveries will continue and develop now that the yard is to build its first Havyard design vessel.
Mr. Noone joined TOTE Maritime Alaska as Chief Operating Officer in August 2013, bringing with him 28 years of experience in the shipping and logistics field. As COO, he has been responsible for creating strategic and operating plans for sales, pricing and operations.
Mr. Noone received his bachelor’s degree from Wagner College and is certified by some of the nation’s top executive programs in Logistics, including the SMEAL College of Business Administration at Penn State University and the Fisher College of Business at Ohio State University. He also earned certifications in Advance Management from INSEAD, in Strategic Planning and Implementation from the Ross School of Business at the University of Michigan and is a past Steering Committee Member at the Retail Industry Leaders Association (RILA).
Mr. Noone’s predecessor John Parrott, who has served as the company’s President since 2009, will join TOTE’s sister company, Foss Maritime as Chief Operating Officer, where he will be responsible for the oversight of Foss’s key operating divisions (see separate story).
“We thank John Parrott for his many contributions, accomplishments and leadership for TOTE Maritime Alaska,” said TOTE President & CEO Anthony Chiarello. “We wish him well in his new role at Foss and look forward to TOTE’s continued success under Mike’s capable leadership.”
Mr. Parrott comes to Foss from sister Saltchuk company, TOTE Maritime Alaska, where he has served as President for sixteen years. In his new role as Foss’ COO, Mr. Parrott will be responsible for overseeing key operating divisions, developing and delivering on strategic plans, and optimizing day-to-day operations through implementation of best practices throughout the organization.
“We are thrilled to have John join us in our corporate office after the first of the year,” said Paul Stevens, President and CEO of Foss Maritime. “John is a maritime industry veteran who is well known to us at Foss. We look forward to having his expertise and experience on board.”
After ten years sailing aboard a wide range of vessels in trade routes around the world, Mr. Parrott began at TOTE Maritime in 1992 as the Chief Mate of the SS Northern Lights. In 1994 he came ashore, and later became the General Manager for Sea Star Stevedore, which manages the loading, discharge and terminal operations for TOTE Maritime.
In 2002, he returned to TOTE Maritime as the Alaska General Manager, where he was soon promoted to Vice President/GM, then VP of Commercial before being named President of TOTE Maritime Alaska in 2009.
In 2011 he was named a member of the Marine Transportation System National Advisory Council. He also sits on the Tacoma-Pierce County Chamber of Commerce board of directors and serves on the Seaman’s Services board of directors.
Born in Seattle, Mr. Parrott has a BS degree in Marine Transportation from the U.S. Merchant Marine Academy; Kings Point, New York, and an MBA from Seattle University. He is a licensed master in the U.S. Merchant Marine and holds a commission in the United States Naval Reserve. Mr. Parrott, his wife and three children live in Tacoma.
Mr. Parrott is being succeeded as President of TOTE Maritime Alaska by Michael Noone.