Canada to go ahead with box ship to oiler conversion at Davie

The project will see the Quebec shipbuilder continue with the conversion of a containership into an interim fleet oiler for the Royal Canadian Navy. Until now, Davie has been working on the basis of an letter of intent from the previous government.

Timely continuation of the project was put in doubt when rival Irving Shipbuilding wrote letters to members of the incoming cabinet asking that its alternative solution be considered. That move provoked a lot of unhappiness among the rest of the Canadian shipbuilding community.

Today, though, Minister of Public Services and Procurement Judy M. Foote and Minister of National Defence Harjit Singh Sajjan issued the following statement:

The Government of Canada was recently briefed on the interim auxiliary oil replenishment file. We know that this process commenced as a result of an expression of interest by Chantier Davie Canada Inc. We also know that the previous government made a decision to proceed with this proposal through a sole-source rather than a competitive process. The previous government also modified the long-standing procurement rules governing contracts for interim defence requirements.

We have taken time to assess all these facts and have also taken the following into consideration:The process is at an advanced stage. If we restarted this initiative by launching a competition, we would lose precious time in providing the Navy with a critical refuelling and naval support capability.

The ship has been purchased by Chantier Davie Canada Inc. and is in the shipyard undergoing conversion.

According to public reports, several hundred employees have already been hired.

Due to the structure of the agreement entered into by the previous government, we will be required to pay up to $89 million in expenses should we not proceed with this initiative.

After amassing the facts and carefully deliberating, The Government of Canada determined that proceeding with Project Resolve is the most viable course of action to provide the Navy’s at-sea oil replenishment capability until the Joint Support Ships, to be built by Seaspan’s Vancouver Shipyards, are operational. The Government of Canada is committed to ensuring that competitions for major military procurements stand up to the highest standards of openness and transparency.

Furthermore, The Government of Canada will undertake a review of the process for sole-source contracts for military procurements, including looking at current regulations and policies and those regulations amended by the previous government.
vailability of RCN ships has increased in the immediate term with the completion of the first modernized frigates and now that the Victoria-class submarines have achieved a steady state level of readiness, and will further increase in the short-term with interim AOR capability and in the medium-to-longer term with the Joint Support Ships, Arctic/Offshore Patrol Ships, and Canadian Surface Combatants that will be delivered as part of Government shipbuilding.

Davie box ship to oiler conversion gets go ahead

The project will see the Quebec shipbuilder continue with the conversion of a containership into an interim fleet oiler for the Royal Canadian Navy. Until now, Davie has been working on the basis of an letter of intent from the previous government.

Timely continuation of the project was put in doubt when rival Irving Shipbuilding wrote letters to members of the incoming cabinet asking that its alternative solution be considered. That move provoked a lot of unhappiness among the rest of the Canadian shipbuilding community.

Today, though, Minister of Public Services and Procurement Judy M. Foote and Minister of National Defence Harjit Singh Sajjan issued the following statement:

The Government of Canada was recently briefed on the interim auxiliary oil replenishment file. We know that this process commenced as a result of an expression of interest by Chantier Davie Canada Inc. We also know that the previous government made a decision to proceed with this proposal through a sole-source rather than a competitive process. The previous government also modified the long-standing procurement rules governing contracts for interim defence requirements.

We have taken time to assess all these facts and have also taken the following into consideration:The process is at an advanced stage. If we restarted this initiative by launching a competition, we would lose precious time in providing the Navy with a critical refuelling and naval support capability.

The ship has been purchased by Chantier Davie Canada Inc. and is in the shipyard undergoing conversion.

According to public reports, several hundred employees have already been hired.

Due to the structure of the agreement entered into by the previous government, we will be required to pay up to $89 million in expenses should we not proceed with this initiative.

After amassing the facts and carefully deliberating, The Government of Canada determined that proceeding with Project Resolve is the most viable course of action to provide the Navy’s at-sea oil replenishment capability until the Joint Support Ships, to be built by Seaspan’s Vancouver Shipyards, are operational. The Government of Canada is committed to ensuring that competitions for major military procurements stand up to the highest standards of openness and transparency.

Furthermore, The Government of Canada will undertake a review of the process for sole-source contracts for military procurements, including looking at current regulations and policies and those regulations amended by the previous government.
vailability of RCN ships has increased in the immediate term with the completion of the first modernized frigates and now that the Victoria-class submarines have achieved a steady state level of readiness, and will further increase in the short-term with interim AOR capability and in the medium-to-longer term with the Joint Support Ships, Arctic/Offshore Patrol Ships, and Canadian Surface Combatants that will be delivered as part of Government shipbuilding.

  • News

New pilot boat has Volvo Penta IPS propulsion

 

The 52.7-ft, 28-knot pilot boat, designed by C. Raymond Hunt Associates, is powered by twin Volvo Penta D11 six-cylinder 503 hp diesel engines with IPS2 drives and Volvo Penta  EVC electronic steering and control system.

Each of the IPS pods has two counter-rotating forward-facing props that pull the boat through the water rather than pushing it. The EVC control system and three-axis joystick will increase the boat’s overall maneuverability alongside a ship and when docking.

The system complies with EPA Tier 3 emission standards.

“We selected the Volvo Penta IPS2 for our next-generation Chesapeake-class boats to improve the performance and the arrangement of planing hulls like our pilot boats,” said Peter Duclos, president of Gladding-Hearn. “IPS2 provides what pilots have been asking for – higher speeds, lower fuel consumption and more comfort.” The boat is also fitted with an interceptor trim-control system supplied by Humphree.

“The combination of the Volvo Penta IPS and the Humphree interceptors gives the pilots higher speeds and improved comfort,” said Mr. Duclos. “Initial sea trials revealed a 25 percent improvement in fuel consumption over comparable Chesapeake-class vessels, as predicted.” 

Last year, Volvo Penta and Gladding-Hearn teamed to produce the first commercial craft in North America to be powered by triple IPS drives and dynamic positioning for automatic hands-off station keeping. The 64-ft. Fort Ripley was delivered to Southeast Ocean Response Services in Charleston, S.C. 

“Volvo Penta IPS is the perfect solution for modern pilot boats, consistently providing 20 percent faster speed, 30 percent lower fuel consumption, 15 percent faster acceleration and 50 percent lower noise and vibration levels when compared to a traditional shaft installation,” said Marcia Kull, vice president, marine sales, Volvo Penta of the Americas. “It is a true transformative technology that we believe will become the new standard in pilot boat propulsion moving forward.” 

This year, Volvo Penta is celebrating the tenth anniversary of the IPS product. The first IPS was unveiled at the Miami International Boat Show in 2005. Since then, Volvo Penta has sold over 17,000 IPS units. Today, the Volvo Penta IPS comes in a range of ten models, from 350 to 1200 hp, in twin, triple or quadruple configurations.

  • News

Cat releases C9.3 ACERT platform to commercial market

The engines and generators are MCS approved commercial solutions available with optional alarm and protection systems supporting all global marine markets. Ratings are available meeting EPA Tier 3, EU/CCNR Stage II and IMOII regulations.

At its core, the C9.3 ACERT is a 6 cylinder, 9.3 liter engine derived from the existing and highly reliable platform within the Cat engine family that produces excellent power density.

“Marine customers were looking for a true commercial application with the need for higher load factor capabilities,” Luke Zito, Caterpillar Large Power Systems Division marine value engineer said. “The C9.3 ACERT now strengthens the lower power range of our commercial portfolio, while serving various marine markets.”

The engine has been designed with extensive customer input coupled with Caterpillar integration experience. Gathering and understanding customer feedback has also led to a larger variety of vessel specific solutions offered directly from the factory.

“An array of optional attachments are now available because of the feedback received from the field,” Mr. Zito stated. “An example of this input is the C1 certified variable speed auxiliary rating that will be able to drive items such as deck cranes, winches and pumps.”

The following is the full range of ratings associated with propulsion, auxiliary, and generator sets:

Propulsion:

         375 bhp at 1800 rpm (280 bkW)  416 bhp at 2100 rpm (310  bkW)  476 bhp at 2300 rpm (355 bkW)

Auxiliary:            

          369 bhp & 436 bhp at 1800 rpm (275 bkW – 325 bkW)     292 bhp & 362 bhp at 1500 rpm (218 bkW – 270 bkW)

Generator Set:       2

          24 ekW – 300 ekW at 60Hz                          185 ekW – 250e kW at 50Hz

Sold and serviced by an extensive dealer network, Cat Marine engines are delivered with comprehensive warranty packages and offered with extended service plans. The C9.3 ACERT continues the legacy of durability, reliability, maximum fuel efficiency, low cost of ownership and world class support provided by the Cat dealer network.

The C9.3 ACERT radiator generator set package will be on display during the International Workboat Show, December 1 – 3

  • News

Cat releases C9.3 ACERT platform to commercial market

 

The engines and generators are MCS approved commercial solutions available with optional alarm and protection systems supporting all global marine markets. Ratings are available meeting EPA Tier 3, EU/CCNR Stage II and IMOII regulations.

At its core, the C9.3 ACERT is a 6 cylinder, 9.3 liter engine derived from the existing and highly reliable platform within the Cat engine family that produces excellent power density.

“Marine customers were looking for a true commercial application with the need for higher load factor capabilities,” Luke Zito, Caterpillar Large Power Systems Division marine value engineer said. “The C9.3 ACERT now strengthens the lower power range of our commercial portfolio, while serving various marine markets.”

The engine has been designed with extensive customer input coupled with Caterpillar integration experience. Gathering and understanding customer feedback has also led to a larger variety of vessel specific solutions offered directly from the factory.

“An array of optional attachments are now available because of the feedback received from the field,” Mr. Zito stated. “An example of this input is the C1 certified variable speed auxiliary rating that will be able to drive items such as deck cranes, winches and pumps.”

The following is the full range of ratings associated with propulsion, auxiliary, and generator sets:

Propulsion:

375 bhp at 1800 rpm (280 bkW)  416 bhp at 2100 rpm (310  bkW)  476 bhp at 2300 rpm (355 bkW)

Auxiliary:            

369 bhp & 436 bhp at 1800 rpm (275 bkW – 325 bkW)     292 bhp & 362 bhp at 1500 rpm (218 bkW – 270 bkW)

Generator Set:      

224 ekW – 300 ekW at 60Hz      185 ekW – 250e kW at 50Hz

Sold and serviced by an extensive dealer network, Cat Marine engines are delivered with comprehensive warranty packages and offered with extended service plans. The C9.3 ACERT continues the legacy of durability, reliability, maximum fuel efficiency, low cost of ownership and world class support provided by the Cat dealer network.

The C9.3 ACERT radiator generator set package will be on display during the International Workboat Show, December 1 – 3

Two Tampa shipyards combine operations

“Gulf Marine is known for its quality repairs,” said Rick Watts, the newly appointed President of Gulf Marine. “The intent of this consolidation is to create a focus, flexibility, and competitiveness that will meet both the needs of existing customers and the emerging markets.”

Though the combined operations will be carried out under the name Gulf Marine, Hendry Corporation will maintain its identity. It has a rich history in Port Tampa Bay. The original company was started by Captain F.M. Hendry in 1926 as Shell Producers Company, and in 1942, the name was changed to Hendry Corporation.

“This 89-year-old company was founded by owner Aaron Hendry’s father. We value this history and want to continue Mr. Hendry’s long-lived success,” said Mr. Watts.

The transition will result in the combination of shipyard assets and work forces, creating a seamless service provider with a much broader customer offering and a much deeper talent pool.

“We value all of our employees and want to keep them here,” said Mr. Watts. “Repairing tug/barge units and ships is not an easy job. Our employees take pride in what they do, and we take pride in our relationship with our employees.”

The combined companies recently created an Employee Stock Ownership Plan, which will allow all team members to participate in the success of the newly combined company. The plan is one of the first of its kind in the ship repair industry and is designed to reflect the company’s commitment to engaging and maintaining a world class ship repair work force.

“Employees now have the added incentive to remain with our company because each employee will benefit from his/her ownership interest in the company,” said Mr. Watts.

Gulf Marine’s facilities provide vessel owners with a one-stop shop for quality, efficient, and innovative ship repair. In addition to ship repair services, the shipyard offers maritime remediation and gas-freeing services through its affiliate, Universal Environmental Solutions, allowing vessels to conveniently undergo all services at one location.

In addition to commercial and government ship repair, Gulf Marine and its affiliated companies offer a range of maritime services that include drydock construction, steel fabrication, stevedoring and marine terminal operations, marine environmental services, and maritime employee staffing

Seacor eyes spin off of offshore business

NOVEMBER 30, 2015 — Seacor Holdings Inc. (NYSE: CKH) is positioning itself for a potential spin off of its offshore marine subsidiary, Seacor Marine Holdings Inc. (SMH). Seacor Holdings has agreed to

  • News

Scania showcases Tier 3 line up at Workboat Show

Scania engines are all based on Scania’s new state-of-the- art modular engine platform, which is used for marine, industrial, power generation, truck and bus applications worldwide.The engines build on a long tradition of extremely compact power packs that share both technology and architecture with Scania’s truck and bus engines. This makes for easy installation and exceptional performance.

Scania V8 engines are engineered to produce high power, while maintaining a size that is compatible for auxiliary equipment. The V design reduces the overall length of the engine and ancillaries can be effectively accommodated inside the footprint of the engine.

The output ratings for Scania’s newest Tier 3 version of the 16-liter marine propulsion engine ranges from 550 – 900 hp, with outputs between 550 – 1,000 hp available for use in international and exempt markets.

For auxiliary applications, the range for EPA Tier 3 is 468 kW – 553 kW, and the current range will continue to be offered between 430 kW – 596 kW for international and exempt markets. Scania also expects to see an increase in the output ratings of V8 engines used for keel cooled applications.

The output ratings for Scania’s newest Tier 3 version of the 13-liter inline marine propulsion engine range from 250 – 675 hp, with outputs up to 750 hp available for use in international and exempt markets. For auxiliary applications the range for EPA Tier 3 is 269 kW – 426 kW.

Key characteristics of Scania’s marine engine range

  • Enhanced environmental performance and consistently improved fuel economy
  • Traditional easy-to-service Scania architecture with individual cylinder heads
  • Modular design across the range facilitates a reduction of parts supply and servicing
  • Scania engine management system – performance can be tailored to each task
  • Type approved

Scania’s centrifugal oil cleaner effectively removes small particles from the lubrication oil, while reducing the size of the replaceable filter cartridge. The Scania saver ring, placed at the top of each cylinder liner, reduces carbon deposits on the edge of the piston crown and reduces cylinder liner wear.

In spite of higher performance and tighter emission levels, Scania has been able to increase maintenance and oil change intervals by 25% (now 500 hours) in comparison to its predecessor.

Scania also offers a type-approved instrumentation that facilitates installation. Via a user-friendly and flexible web interface, the marine operator can adapt the information on the displays and choose any required data to be shown. There are prepared layouts for water temperature, engine speed, oil pressure and fuel consumption.

Scania provides professional guidance, specifications and support during the entire building and installation process. Its service network offers dedicated support to ensure the highest customer adapted quality.

Most repairs and servicing can be carried out by a single service technician, since each cylinder has its own head, which together with wet cylinder liners makes for easy overhauls in confined spaces. The camshaft is located high in the block and the timing gears are rear-mounted in order to increase the accuracy of engine timing and reduction of noise.

  • News

Torm returns to the newbuilding market

Today it entered into an agreement to purchase four fuel-efficient LR2 newbuildings from Chinese shipbuilder Guangzhou Shipyard International (GSI) with expected delivery in the period between the fourth quarter of 2017 and the second quarter of 2018. The agreement includes the option to purchase up to six additional vessels within the LR2, LR1 or MR segment with expected delivery in 2018 and 2019.

Torm expects to have a total CAPEX relating to the four firm vessels of approximately $200 million, including extra costs related to Torm’s design requirements and supervision. It says it is in advanced dialogue with potential lenders obtain financing for the newbuildings.

With today’s agreement, Torm has CAPEX commitments of $273 million, covering the remaining CAPEX on its remaining three MR newbuildings, one second-hand MR vessel and the four new LR2 vessels. Torm has a liquidity position of approximately $280 million including available debt facilities of $97 million.

Torm says it has utilized its long-term relationship with GSI and China State Shipbuilding Corporation to source today’s contract. Torm already has 16 GSI vessels in the current fleet and has good technical and commercial experience with them. The new vessels will be constructed according to Torm’s specifications in order to optimize trading.