Danish Maritime Forum puts industry leaders to work

The centerpiece event was the second invitation-only Danish Maritime Forum. It breaks the mold of every other maritime event on the calendar. The core idea of the forum is to give the marine industry something akin to the long running World Economic Forum (WEF) in Davos. That event isolates around 2,500 top business leaders, international political leaders and others up a Swiss mountain in winter to discuss the pressing problems facing the world.

At the Danish Maritime Forum, about 200 industry leaders from across the world found themselves cloistered in the Copenhagen Cruise Terminal under the distinctive guidance of moderator Chris Luebkeman, Director for Global Foresight and Innovation, Arup, USA,  and put to work in groups to work collaboratively to identify key challenges and opportunities.

Though what went on in the work groups was off limits to the press and participants were held to confidentiality rules — not quite “You do not talk about Fight Club,” but headed that way — you can get some idea of who was involved and what came out of the discussions from these videos.

NTSB issues preliminary report on El Faro investigation

Both ships were built at Sun Shipbuilding & Dry Dock in Chester, PA. The El Faro was delivered in 1975 and the El Yunque in 1976

At a final on-scene briefing in Jacksoville, FL, on October 8,  NTSB Vice Chairman Bella Dinh-Zarr, stressed that the NTSB investigation is still at the fact gathering stage.

Yesterday, NTSB issued its preliminary report on its investigation.

The agency says the information in the report is preliminary and will be supplemented or corrected during the course of the investigation.

Following is the text of the preliminary report:

On Thursday, October 1, 2015, about 07:15 a.m. eastern daylight time, the US Coast Guard received distress alerts from the 737-foot-long roll-on/roll-off cargo ship El Faro. The US-flagged ship, owned by Sea Star Line, LLC, and operated by TOTE Services (TOTE), was 36 nautical miles northeast of Acklins and Crooked Islands, Bahamas, and close to the eye of Hurricane Joaquin. The ship was en route from Jacksonville, Florida, to San Juan, Puerto Rico, with a cargo of containers and vehicles. Just minutes before the distress alerts, the El Faro master had called TOTE’s designated person ashore and reported that the ship was experiencing some flooding. He said the crew had controlled the ingress of water but the ship was listing 15 degrees and had lost propulsion. The Coast Guard and TOTE were unable to reestablish communication with the ship.

Twenty-eight US crewmembers and five Polish workers were on board.

The Coast Guard deployed helicopters and search vessels to the ship’s last known position, but the search was hampered by hurricane-force conditions on scene. On Sunday, October 4, a damaged lifeboat, two damaged liferafts, and a deceased crewmember wearing an immersion suit were found. On Monday, October 5, a debris field and oil slick were found, and the Coast Guard determined that the El Faro was lost and declared the event a major marine casualty. The Coast Guard suspended the unsuccessful search for survivors at sundown on Wednesday, October 7.

On Tuesday, October 6, the National Transportation Safety Board launched a full team to Jacksonville to lead the federal investigation in cooperation with the Coast Guard, the American Bureau of Shipping (the El Faro’s classification society), and TOTE as parties. The US Navy Salvage and Diving division of the Naval Seas Systems Command was contracted to locate the sunken ship, assist in the sea floor documentation of the wreckage, and recover the voyage data recorder.

Alaska and U.S. drop pursuit of further Exxon Valdez claims

A statement released today by the Alaska Department of Law and the Department of Justice notes that the grounding of the tanker onBligh Reef in Prince William Sound, Alaska, spilled nearly 11 million gallons of North Slope crude oil that ultimately contaminated some 1,500 miles of Alaska’s coastline. It affected three national parks, four national wildlife refuges, a national forest, five state parks, four state critical habitat areas, a state game sanctuary and killed enormous numbers of birds, marine mammals and fish and disrupted the lives and livelihoods of Alaskans who rely on those resources.

Now, though, the Prince William Sound harlequin ducks and sea otters thought in 2006 to have been impacted by lingering subsurface oil, have recovered to pre-spill population levels. Over time, says the statement, the exposure to subsurface oil has diminished to the point that scientists believe it is no longer of biological significance to the ducks and otters. Accordingly, the governments have decided to withdraw their 2006 request to Exxon to fund bio-restoration of subsurface lingering oil patches.

On Oct. 8, 1991, U.S. District Court Judge Russel Holland approved both a plea agreement resolving criminal charges against Exxon Corporation and Exxon Shipping (Exxon) under various federal environmental laws and a settlement agreement between Exxon and the United States and the State of Alaska resolving all civil claims between them pertaining to the spill. Under the plea agreement, the company paid $125 million for a criminal fine and restitution. The civil settlement required Exxon to pay $900 million to the governments over 10 years to reimburse past costs and fund the restoration of injured natural resources.

Since 1991, the Exxon Valdez Oil Spill Trustee Council, composed of representatives from both governments, has used civil settlement monies for significant restoration efforts in the areas affected by the spill, including: projects designed to restore the environment, manage human uses and reduce marine pollution; habitat protection and acquisition; and monitoring and research.

These restoration efforts, says the statement, have successfully accelerated and documented the recovery of natural resources that were injured by the spill. Further, due to income earned on the settlement funds, the Trustee Council currently has more than $200 million at its disposal for future restoration work.

One unresolved aspect of the 1991 settlement has been a provision in the consent decree entitled “Reopener for Unknown Injury” that allowed the governments to seek up to an additional $100 million if they later found substantial losses or declines in populations, habitats or species that could not have been anticipated at the time of the settlement. This provision allowed the governments to obtain additional funding from Exxon to restore injuries shown to be both unforeseeable and “substantial” if several conditions were met. Those conditions include presenting a detailed plan to Exxon by Sept. 1, 2006, for how to restore the substantial loss or decline of natural resources.

The governments took preliminary actions in 2006 to preserve a potential Reopener claim, by presenting to Exxon a plan to address patches of oil from the Exxon Valdez spill that recent surveys had found in the subsurface sediments and among rocks of a number of beaches in the spill area. Although this “lingering oil” occurred on only a small fraction of the originally oiled shoreline, the governments viewed it as a substantial loss of habitat because it appeared to be impeding the recovery of two species, harlequin ducks and sea otters, that were injured by the Exxon Valdez spill and forage in the types of beach sediments where the oil persists, thereby exposing them to the lingering oil.

When Exxon declined to participate, the governments undertook the first stages of the habitat restoration plan, which consisted of a series of scientific studies to improve understanding of why the oil had not yet degraded and to design specific measures to make it non-toxic. These studies were funded by the Trustee Council from the original settlement monies and have produced significant public information about the distribution and characteristics of the lingering oil, as well as pilot tests to improve techniques for accelerating the bio-degradation of subsurface oil in various types of beaches. These studies will inform restoration and resource management decisions both in Prince William Sound and in similar areas across the United States and the world.

During this period, however, continued wildlife monitoring showed that the harlequin ducks and sea otters that had appeared vulnerable to the lingering oil in 2006, have recovered to pre-spill population levels and are no longer exposed to oil more than populations outside the spill area.

Based on this information, the governments and the trustee agencies – the Departments of Agriculture Forest Service and of the Interior, National Oceanic and Atmospheric Administration (NOAA), Alaska Department of Environmental Conservation, Alaska Department of Fish and Game and Alaska Department of Law – have concluded that the legal requirements for pursuing a Reopener claim are no longer met.

“Although we will not be pursuing Exxon for additional damages, our decision today does not close the book on lingering oil,” said Attorney General Craig Richards for Alaska. “We are fortunate to have alternatives for dealing with this issue that can be undertaken without the constraints of the Reopener language. We will be engaging Alaskans through the Trustee Council process to advise us on what steps they would like to see us take. “

“Our decision today highlights the trustees’ commitment to excellent science and the success of their restoration efforts since the spill,” said Assistant Attorney General John Cruden for the Justice Department’s Environment and Natural Resources Division. “The Reopener in our settlement with Exxon was unique and set a high bar for recovery of additional damages. Together with our partners in the Alaska Department of Law, we preserved a potential Reopener claim and investigated it to its logical end. Our action today allows us to celebrate all that has been accomplished in Prince William Sound since the spill.”

“I expect the Trustee Council will evaluate whether active restoration should be performed at any lingering oil sites using the same standards and process by which it considers other potential restoration projects,” said Trustee Council member and Senior Advisor Michael Johnson for Alaska Affairs to the Secretary of the Interior.The Council has directed restoration efforts since the 1991 settlement and has established transparent procedures, with opportunities for public proposals and comment, for spending the restoration funds paid by Exxon.

NOAA scientists, who were instrumental in developing the information that led to the 2006 habitat restoration plan, will continue to monitor lingering oil sites and provide information to the Trustee Council for use in determining whether additional restoration measures will benefit the affected coastline.

“Naturally, the persistence of oil is of concern to us,” said Lois Schiffer of NOAA General Counsel. “Although the lingering oil is largely in subsurface soil or rocks, it does have the potential, if disturbed, to expose intertidal resources to oil, and its presence can be disturbing to people who come across it. The real question is whether it is better to intervene or to leave it to break down over time.”

APS tank level systems chosen for Sovcomflot newbuilds

 

The vessels are being built for Russia’s Sovcomflot and will serve in the North East Sakhalin Offshore region oil and gas field.

Designed to measure levels in ballast and service tanks and the vessel’s draft, TSS/BMS4 is a next generation electro-pneumatic system developed by API featuring improved modular design, enhanced capabilities and reduced costs.

The level measurement principle of TSS/BMS4 is based on periodic purging of compressed air from the system to the tank bottom through an air tube and measurement of the settled air pressure in the tube.

MAN Diesel & Turbo renews agreement with China’s CMP

 

CMP is an engine-manufacturing division of the Chinese State Shipbuilding Corporation (CSSC), one of the largest Chinese shipbuilders.

The new agreement, signed at a ceremony last week in Anqing, China, marks the renewal and continuation of a cooperation that first started in the 1980s.

“The extension of the four-stroke license agreement between CMP and MAN Diesel & Turbo is a tribute to the very first license we bonded 35 years ago,” said CMP Chairman Mr. Zhang Haisen. “Furthermore, the comprehensive cooperation scope refers not only to four-stroke diesel engines, but also to two-stroke low speed engines, CPP propellers, turbochargers, and SCR systems. CSSC values MAN Diesel & Turbo as its premium partner, and sincerely expects to continue this important business partnership to another 35-year milestone.”

“We have enjoyed a long, close cooperation with CSSC/CMP that stretches all the way back to 1980, and over the years CMP has produced a broad range of MAN four-stroke engines, but also small two-stroke engines,” said Klaus Engberg – Senior Vice President and Head of Two-Stroke Licensing, MAN Diesel & Turbo. “Especially over the last decade, our two companies have intensified their technical cooperation, making CMP today one of MAN Diesel & Turbo’s major licensees globally for such engines, and the largest producer of MAN four-stroke engines in China.”

Ulrich Vögtle – Vice President and Head of Large Bore Four-Stroke Licensing – said: “We view our relationship with CSSC as pivotal to our success in giving Chinese customers access to our technology. Accordingly, we are very happy and proud today to be able to officially announce the continuation of our excellent business relationship for the next decade.”

To date, CMP has delivered 5,000 units of MAN four-stroke diesel engines, equivalent to 4,700,000 kW. CMP also holds a license agreement for two-stroke MAN B&W engines, which it too renewed for a decade at a ceremony in Beijing earlier this year.

Headquartered in Beijing, CMP parent CSSC handles shipbuilding activities in the east and south of China and consists of various shipyards, equipment manufacturers, research institutes and shipbuilding-related companies. Some of the best-known shipbuilders in China, such as Jiangnan Shipyard and Hudong-Zhonghua Shipbuilding, are currently owned by CSSC.

Zhenjiang Marine Diesel (ZJMD), CMP’s predecessor, was founded in 1976 and signed a 15-year medium-speed licensing agreement with MAN Diesel & Turbo in May 1980. This was subsequently extended in 1995 and 2005.

Vard issues a profit warning

Vard cited disclosures made in its first and second quarter reports regarding the operational challenges at its Brazilian shipyards of the group and what it called “the negative trend in the Brazilian economic and political environment/”It said third quarter and full year results “will be materially negatively affected.”

The details will be disclosed on November 11 when Vard announces its unaudited third quarter financial results. In the meantime, the Board is advising its shareholders and investors to exercise caution when dealing in the shares of the company.

Lawsuit alleges negligence by TOTE and El Faro captain

The suit names as defendants TOTE Services Inc. doing business as TOTE Maritime Puerto Rico and the captain of the ship, Michael Davison, who is presumed lost along with the rest of those on board the ship.

The suit is being brought under the general maritime law of the United States and Florida’s Wrongful Death Act.

In a press conference staged on the steps of the Duval County Courthouse, Mr. Gary said he would be seeking $100 million in damages. He also said that he represented relatives of other crew members and more lawsuits would follow.

“The ship should never have left dock,” he told reporters. He said that he would seek the ship’s maintenance records and that he had heard it was undergoing mechanical repairs on the day it departed.

Mr. Gary, who calls himself “the giant killer,” is a flamboyant trial attorney who has won sizable damage awards against many major corporations.

Read court filing HERE

Metal Shark delivers 75 ft port security fireboat

Based on the shipbuilder’s Endurance-class catamaran design, the welded aluminum vessel incorporates sophisticated technology to support fire rescue missions, Command and Control (C2) operations, and around-the-clock port security efforts at the port, which stretches 54 miles along the Mississippi River.

Twin Cat C-18 diesel engines in a conventional straight-shaft inboard configuration propel the vessel’s catamaran hull to cruising speeds of 25 knots while giving it a nominal operating range of over 500 miles.

For firefighting, two dedicated drive engines channel up to 6,000 total gallons per minute through an oversized water main where electronic valves divert water to three radio frequency-controlled monitors. Four additional 2.5″ hydrant connections and a 400-gallon foam reservoir provide maximum flexibility across the spectrum of firefighting needs.

The spacious pilothouse provides 360-visibility and comfortable below decks quarters offer bunking capacity for six or more crew members, fully equipping the vessel to stay on station for extended periods.

A state of the art Command and Control suite facilitiates multi-agency coordination during emergency response events, with a positive-pressure Chemical, Biological, Radiological, Nuclear, and high-yield Explosive (CBRNE) ventilation system protecting the crew in disaster response situations.

“Our 75 ft Endurance is the most advanced fireboat design on the market, incorporating crew friendly features and advanced systems throughout,” said Metal Shark president Chris Allard. “Metal Shark is honored to have been selected by PSLA to deliver this new vessel. We trust that this new Metal Shark will meet PSLA’s needs, help keep their port secure, and potentially save many lives for years to come.”

A product of Metal Shark’s Franklin, LA, shipyard, the 75 ft Endurance can be custom-configured to suit a wide range of mission profiles. Metal Shark offers the vessel with a wide range of power and propulsion systems, including conventional inboards, water jets and pods, to meet various performance requirements.

Virtually every vessel feature, from firefighting equipment and capacity, onboard systems, general arrangement, berth capacity, etc. can be adapted to suit the needs of individual customers and agencies. In addition to port security and fire rescue, the 75 ft Endurance can be configured for dive support, law enforcement, defense, and numerous commercial markets. Endurance-class vessels are available from 45 ft and up.

JMS Naval Architects designs research vessel

OCTOBER 14, 2015—Next month, JMS Naval Architects, Mystic, CT, is expected to complete the Contract Design Package of a 93-foot research vessel for Virginia Institute of Marine Science, Gloucester Point, VA to

Alaska may try to sell 52 year old state ferry

The Juneau Empire reports that General Manager of the Ferry System Captain John Falvey and Michael Neussi, deputy commissioner of the Alaska Department of Transportation, have discussed what’s next for the Taku and “everything from selling it to trying to run it again” is on the table.

During a presentation last month, Mr. Neussl said he believed the ferry system would sustain itself by reducing the size of the fleet.

“I think the numbers are speaking that we can’t afford to operate an 11-ship fleet with the frequency of service that we’ve kind of become accustomed to,” he said on Sept. 15.

The Juneau Empire says the Taku would be on the block before others because it’s the smallest of the system’s main line ferries.

As the state’s budget forces the system to cut service and take ferries out of service, the ferries that are operating will run closer to capacity.

Built in 1963 by the Puget Sound Bridge & Dry Dock Company in Seattle,WA, the 352 ft Taku can carry 370 passengers and 69 vehicles.

It is one of three AMHS ferries that is SOLAS certified.

It is currently in lay up, serving as a “hotel ship” for other AMHS ships being overhauled at the Kechikan shipyard.

Read the Juneau Empire report HERE

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