MTU engines picked for Sunseeker yacht range

The contract, announced at the Southampton Boat Show, will see MTU engines power the new Sunseeker 95, 116 and 131 yachts.

“I am delighted that our long-standing relationship continues with the supply of MTU’s latest and most advanced engines for all of our largest models, matched to industry leading standards of service and support,” said Sunseeker International CEO Phil Popham.”

Bruce Phillips, MTU UK, Managing Director said: “We are very pleased to have concluded this agreement. The signing of the general contract marks another milestone in our successful collaboration with Sunseeker. The yacht market demands continual progress and innovative technologies, and we are delighted that the new Series 2000 M96L engine generation forms part of this new agreement.”

MTU’s new Series 2000 M96L engine generation delivers improved acceleration and reduced fuel consumption as well as meeting the strict emission limits of the EPA Tier 3 standard for leisure craft. The engine will be offered as a 12 or 16-cylinder version with power outputs ranging from 1,432 to 1,939 kW to be fitted to a number of yachts including two new models, the 95 yacht and the 116 yacht.

The larger Series 4000 engines will power the new 131 yacht which has already secured four retail orders, months before the firstis launched in January 2016. In combination with the MTU Blue Vision monitoring and control system, both engine series provide the ultimate in advanced yacht engine technology.

MTU has supplied equipment for a variety of Sunseeker yachts of 24 metres or more over many years including the 155 yacht “Blush,” the largest Sunseeker craft ever built, which is powered by the Series 4000.

New contract will see the supply of MTU Series 2000 and Series 4000 engines for different yacht types, including the the new Sunseeker 116 seen below

Sunseeker 116 Yacht kl

TTS Group: first the good news, then the other

The total order value is approx. MNOK 112, under construction at Daewoo Shipbuilding & Marine Engineering Co, South Korea, for Maersk. TTS has previously delivered similar equipment between 2012 and 2014 for another 20 vessels built at same shipyard for same shipowner.

The winches will be manufactured at TTS’ factory in Korea and deliveries will take place 2016 – 2017.

The less good news comes from subsidiary TTS Offshore Solutions AS in Bergen, Norway. It is to implement temporary workforce reductions with immediate effect.

A workforce of approximate 30 full-time equivalents will be temporary laid off, while another approximate 20 full-time equivalents will be contracted out to other TTS companies.The adjustment affects approximate 40 percent of the workforce of TTS’ offshore operations in Norway and Poland.The adjustments are in response to the current offshore market situation.

Electric Boat gets $321.7 million Navy award

The efforts provide for drawings and related technical data; design change documentation; logistics technical data; configuration management; hull, mechanical and electrical engineering; submarine safety design review; non-propulsion plant electrical system engineering; propulsion plant engineering; maintenance engineering; refit/availability technical support; on-site support; configuration change program design and installation support; configuration change program material support; submarine technical trade support; training and facility support; research and development program support; research and development submarine/submersibles support; miscellaneous special studies; temporary alteration support; modernization of submarine/submersible systems and subsystems; and affordability/cost reduction technical support.

Work will be performed in Groton, (73 percent); Bangor, WA (9 percent); Norfolk, VA (6 percent); Newport, RI (4 percent); Quonset, RI (3 percent); Kings Bay, GA (3 percent); and Pearl Harbor, HI (2 percent), and is expected to be completed by September 2017. Fiscal 2015 other procurement (Navy) funding in the amount of $300,000 will be obligated at the time of award and will not expire at the end of the fiscal year.

The Naval Sea Systems Command, Washington, DC, is the contracting activity.

Jobs ax swings at Newport News Shipbuilding

“There’s no good way to do this,” the Virginian-Pilot reports Newport News Shipbuilding President Matt Mulherin as saying, adding that the swiftness of laid-off workers’ departures was largely related to the fact that the shipyard is a secure facility.”

Though the abruptness of the dismissals came as a shock, the layoffs themselves came as no great surprise.
Back in July, the shipbuilder warned workers that, as work on three major aircraft carrier projects winds down, layoffs lay ahead for both hourly paid and salaried employees. It projected that 500 jobs would go this year and another 1,500 plus in 2016.http://bit.ly/1KnifmT

In a “Dear Shibuilders” letter and accompanying FAQ, issued at that time, Mr. Mulherin said “remember that the workload valley has both a beginning and end as our workload increases again in 2017.

“”We will issue 60-day notices to all affected employees,” the workers were told. “Employees will be expected to work during the 60-day notice period.”

However, because the actual number of layoffs was kept below the 500 number, Newport News was not required to give advanced notifications and the workers separated from the company on the day they were laid off.

Seventy seven of those laid off who have the appropriate skills will have the opportunity to return to an hourly trade job.

ITF has concerns on tug operations in new Panama Canal

Though cracks and seepage in the new locks have been in the news, structure is not the only concern. The new locks will necessitate changes to canal operations.

The Panama Canal Authority has taken delivery of a fleet of new tractor tugs assist post-Panamax-size vessels that will be transit through the new locks. Locomotives currently assist ships through the existing locks.

What seems to be at issue, is how the tugboats will be used.

Ivan de la Guardia, general secretary of Panama’s Tugboats Masters and Mates Union, said: “We have, for several months, asked to have a proper engagement to draft a new set of procedures for the new locks. This has constantly being denied by the canal administrator. Even members of parliament have pointed out that the tugboat fleet has serious deficiencies that have to be addressed.”

Luis Yau, general secretary of the Panama Engineers’ Union added: “Even if the locks were ready today, one year after the original scheduled delivery, we would not be ready to operate safely and efficiently. We want the Panama Canal Authority to understand that our lives are at stake if we lack the proper operational procedures.”

Last week, the ITF hired Brazil-based Fundação Homem de Mar (FHM), which is associated with Merchant Marine Officers union SINDMAR, to construct a mathematical model to analyze the maneuverability considerations for the safe transit of the locks.

“We have developed a series of services in our simulation center, we are capable of making mathematical models of all kind of vessels, terminals and navigational channels in order to simulate the maneuverability and the feasibility of all maritime operations,”said Severino Almeida, a council member of the FHM foundation. “We have decided to offer our solidarity and expertise to support our Panamanian colleagues and the ITF. The Panama Canal has a special meaning for all of us as seafarers and we are eager to support a better understanding of the operation of the new locks.”

“The ITF is committed to using all means, including the most advanced mathematical models, in order to ensure that operations are safe for the tugboat crews and for all canal users,” said ITF president Paddy Crumlin. “Any inadequate operation could have a serious impact on the international maritime trade and also on the seafarers we represent.”

He concluded: “We want to support the Panamanian authorities and the international maritime community to make the new locks a success, both in terms of safety for seafarers and Panama Canal workers, but also in terms of profitability for the Panamanian government, which has made an incredible investment.”

Bristol Harbor Group adds two new members to team

Over the past three months Zachary Gilfus, naval architect, and Marissa Stutzman, mechanical engineer, have joined the team.

Zachary Gilfus joined BHGI at the end of August, 2015 as a naval architect and marine engineer.

Mr. Gilfus graduated this past spring from Webb Institute in Glen Cove, NY, with a Bachelor’s of Science in Naval Architecture and Marine Engineering. During his time at Webb, Zach interned at four different companies including Carnival Cruise Lines and General Dynamics NASSCO. He was given the American Bureau of Shipping Stevenson Taylor Award for best thesis.

Mr. Gilfus passed the fundamentals of engineering exam in the spring of 2015 and was recently approved as a New York State Engineer in Training.

Marissa Stutzman joined BHGI as a mechanical engineer in June of 2015. She graduated on the dean’s list in the spring of 2015 from Rensselaer Polytechnic Institute, Troy, NY, with a Bachelor’s of Science in Biomedical Engineering and Mechanical Engineering.

At Rensselaer, Ms. Stutzman worked on four different engineering projects. During her academic career she was the team captain for an NCAA Division III swimming and diving team and was active in many clubs and societies including the Society of Women Engineers and the Women’s Mentor Program.

NYK takes delivery of Japan’s first LNG fueled tug

NYK has chartered the tug to Wing Maritime Service Corporation, another wholly owned subsidiary that operates 20 tugboats at the ports of Yokohama, Kawasaki, and Chiba and which will operate the Sakigake mainly in  Yokohama and Kawasaki. It is the second environmentally-friendly tugboat to be operated by Wing Maritime which took delivery of the hybrid tug Tsubasa in March 2013.

The Sakigake is equipped with twin Niigata 6L28AHX-DF dual-fuel engines, each developing 1,618 kW. They are the prime movers for a the 360-degree steerable Niigata Z-Peller propulsion system.
The DF engines can use either of LNG and diesel oil, depending on conditions. Compared with conventional tugboats that use marine diesel oil, Sakigake emits about 30 percent less carbon dioxide, 80 percent less nitrogen oxide, and absolutely no sulfur oxide when using LNG as fuel.

NYK says that the small size of most tugboats, the limited amount of space, and the large variation in engine power make it difficult to create an LNG fueled tugboat. Keihin Dock was able to achieve the desired level of environmental performance while maintaining the same hull form and steering performance of existing tugboats. To do this, the shipbuilder made full use of its knowledge and technical strengths, and worked closely with both Niigata Power Systems and Air Water Plant & Engineering Inc.  to develop equipment for supplying LNG.

LNG will be supplied by Tokyo Gas Co and delivered to the vessel from a tanker truck at a pier in Yokohama, with a successful trial fueling being carried out in July.

The project received subsidies from Japan’s Ministry of Economy, Trade and Industry and the Ministry of Land, Infrastructure and Transport, which support projects promising energy-saving logistics and innovative maritime transport improvements. ClassNK also provided joint research support.

The NYK Group has already ordered the world’s first LNG-fueled car carrier, in addition to an LNG supply vessel, and the group is set to participate in the LNG bunkering business.

OceanSaver BWTS ordered for two VLCCs

“We are very pleased to be awarded this contract. It proves OceanSaver’s strong position in the market and the increasing adoption of our leading technology by both shipyards and shipowners, who are increasingly preparing for a life post full IMO ratification,” says OceanSaver CEO Helle Hundseid.

OceanSaver’s Mark II BWTS is MO compliant and USCG AMS approved. It delivers high performance filtration in combination with disinfection through patented electrodialysis.

“Our easy-to-operate, energy optimized and compliant system represents a streamlined solution for both retrofit and newbuildings. It offers customers a small footprint through its modular nature and is simple to maintain. All features are valued by our customers. We look forward to delivering our Mark II BWT system to STX Offshore & Shipbuilding, and a good cooperation throughout the project,” says Alan Linderoth, Vice President Sales & Marketing.

OceanSaver will deliver its Mark II BWT system by Q3 2016. Contract value is undisclosed.

Diana gets $148 million loan from Royal Bank of Scotland

RBS is slowly closing up operations here,” Reuters quoted one source at RBS as saying. Be all that as it may, today Athens, Greece, headquartered Diana Containerships Inc. (NASDAQ:DCIX) said that on September 10 it\ signed a six year term loan facility with the Royal Bank of Scotland plc for up to $148 million, which will bear interest at the rate of 2.75% over LIBOR.

Yesterday, Diana completed a drawdown of $122.5 million, secured by the vessels m/v Sagitta, m/v Centaurus, m/v Pucon, m/v YM March, m/v Great, m/v YM Los Angeles, m/v YM New Jersey and m/v Rotterdam. The drawdown amount was used to voluntarily prepay in full the balance of $92.7 million of the existing revolving credit facility with RBS and to partially finance the acquisition cost of the m/v Rotterdam.

Separately, the company also announced that yesterday, through a separate wholly-owned subsidiary, it has agreed to extend the present time charter contract with Maersk Line A/S for one of its Panamax container vessels, the m/v Centaurus, for a period of minimum eleven months to maximum eighteen months. The new gross charter rate will be US$10,875 per day, minus a 5% commission paid to third parties. The new charter period will commence on October 2, 2015.

Centaurus is a 3,426 TEU container vessel built in 2010.

This employment is anticipated to generate approximately $3.59 million of gross revenue for the minimum scheduled period of the charter extension.Diana containerships Inc.’s fleet currently consists of 14 container vessels (5 Post-Panamax and 9 Panamax). It also expects to take delivery of one Post-Panamax container vessel by the end of November 2015.

Owner fails in low sulfur fuel cost claim against port agent

The port agent was appointed by the owners of the chemical tanker to attend the vessel in port. As the agent did not have an office at that particular port, it engaged its usual sub-agent to assist locally. 

Prior to the vessel’s arrival, the master sent an email to the agent asking whether there were any restrictions on the type of fuel that could be used while the vessel was both alongside and at the port’s outer roads.

The agent passed this request to its sub-agent, who in turn made inquiries of the local harbor master, who was responsible for enforcing the EU directive relating to the use of low sulfur fuel.

The harbor master confirmed that the vessel was required to burn low-sulfur marine gas oil from the time of its arrival at the port’s outer roads. This advice was passed to the master, who duly followed these instructions. 

As the vessel waited at anchorage it became clear to the master that he would not have sufficient low-sulfur fuel on board to complete operations and, as the vessel was unable to take on additional low-sulfur fuel at that port, the owners decided to divert to another port to replenish their supply.

The vessel thereafter returned to its intended discharge port and operations proceeded without further disruption. 

The agent subsequently received a claim from the owners of the vessel for approximately $150,000. The owners alleged that the information provided to them by their agent was incorrect, and that the local regulations only required vessels to burn low sulfur fuel while alongside the berth, and not at anchorage. Because low-sulphur fuel was more expensive, the owners claimed for the additional costs incurred in burning this fuel when, they claimed, this was not necessary. They also claimed for the costs of diverting the vessel to take on the additional low sulfur fuel. 

It was established that the sub-agent had simply passed on the instructions received from the harbor-master, and that the agent had in turn passed this on, word for word, to the owners.

Lawyers mounted a vigorous defense to the claim, which was subsequently withdrawn. ITIC covered the legal  costs of defending the agent.

LOAD MORE