August 2016 Marine Log

GREEN TECHNOLOGIES & SUSTAINABLE SHIPPING

arine oG M L Reporting on Marine Business & Technology since 1878

www.marinelog.com

AUGUST 2016

SMARTER

SHIPS 9/11: Service & duty Unwanted ship: Break it or lay it up?

Teaming up on propulsion

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contents

August 2016 Vol. 121, NO. 8

50 departments 4 Editorial The spirit of the mariner

6 Inland Waterways If you build it, rewards will come

16

Norway’s Hurdigruten is adding up to four ice-strengthened expedition ships, designed by Rolls-Royce, to its fleet

features 16 European Marine

43 History Matters

Intelligent Innovations

European yards, such as Norway’s Kleven Shipyard, are leveraging automation, robotics and smart financing to keep business booming Plus: Fleet Xpress brings ‘smart’ ship tipping point

With the anniversary of 9/11 approaching, contributing writer James Kendra takes a look at the maritime industry’s response on that tragic day, and the vital role vessels played in evacuating the island of Manhattan

25 Ship Breaking

47 Propulsion

Technology

The Unwanted Ship: Break It or Lay It Up?

In recent years, the question, “break it or lay it up?” has become more prevalent, but how do you decide?

27 Green Technologies & cpaulfell/Shutterstock

Sustainable Shipping

Setting the Course of Sustainability

A look at the latest green technologies and best environmental practices from some of the industry’s most environmentally conscious companies

Spirit of Service & Duty

Group Think

Collaboration early on in the design and construction phase between the vessel owner, naval architects, shipbuilders, and propulsion manufactures can mean a more efficient, lower cost vessel

50 Patrol Boat Guide

Calm, Safe & Steady

As a follow up to MACC 2016, we give you a quick reference guide to the latest, innovative patrol boat designs offered by the industry’s leading boat builders in the U.S.

8 Update •M V Woods Hole delivered to Steamship Authority • Whistleblower wins big, judge awards $1 million to fired Horizon Master •U .S. Navy awards four U.S. shipyards T-ATS (X) design study contracts •D amen moves in on decommissioning market •M aersk has a nose for efficiency

15 inside Washington Legislation would remove liability caps on spills

53 Newsmakers NAMEPA announces new leader, Maitland to step down 54 Tech News AlphaBridge, the heart and brain of the new TESO RoPax 56 Contracts Metal Shark, Horizon win big New York City ferry contract 60 Environmental Forum U.S. Government support for EU ship recycling license August 2016 MARINE LOG 1

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MarineLoG august 2016 Vol. 121, NO. 8 ISSN 08970491 USPS 576-910

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2 MARINE LOG August 2016

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editorial

The spirit of the mariner It’s hard to believe that it was 15 years ago when I heard that thunderous rumble. I never imagined when I pulled up my blinds that I’d see a massive plane-shaped hole in the North Tower of the World Trade Center, smoldering and shooting flames. The windows of our old offices on the 12th floor at 345 Hudson Street provided us with a panoramic view of the Twin Towers—about a mile south—and the entire New York Harbor, including the Statue of Liberty and Ellis Island, Staten Island and New Jersey. Normally on a clear day, such as September 11, 2001 was, the view would have been spectacular—instead of the unspeakable, almost incomprehensible horror.

What my office mates and I did see, however, was the second plane hit the South Tower and the flood of tiny people streaming out into the streets surrounding the injured buildings. We saw the brave response by firefighters and police as they sped down West Street in their red trucks and “black and whites.” We saw the Towers shake, wobble, and collapse in a massive cloud of debris and acrid smoke. It’s an image that will never leave me.

But we also witnessed the best of the human spirit. Ferries, tugs, fireboats, dinner boats, and vessels of all shapes and sizes congregating almost immediately along the shoreline on the Hudson in Lower Manhattan, evacuating thousands to the safety of New Jersey and taking first responders into the heart of the choking cloud of chaos.

As James Kendra writes this month in “Spirit of Service & Duty,” this improvised fleet of boats “accomplished the largest water evacuation in history without planning,

without practice—and without accidents.”

Kendra, co-author of American Dunkirk: The Waterborne Evacuation of Manhattan on 9/11, rightly points to the spirit of mariners who instinctively come to the aid of others in need, whether it is danger at sea or, in this case, on the shoreline.

That impromptu response made me proud of the maritime community, who I have the privilege to cover every day. I was very thankful, too, since I was also one of the hundreds of thousands that were evacuated from Manhattan that day. The mariner’s spirit of service and duty can be seen on a daily basis in rescues around the world.

9/11 also played a role in raising New Yorkers’ awareness of the waterfront. The typical New Yorker probably had a little or no idea that four of the city’s five boroughs are situated on islands. That awareness is translating into a renaissance on New York’s waterfront.

As we reported last month, New York City has laid out an ambitious plan to implement Citywide Ferry Service by the spring of 2017. MARINE LOG was also invited to attend a tour of the New York Wheel site on Staten Island. The 630-foot tall observation wheel—almost 200 feet taller than the London Eye—will be located by the Staten Island Ferry, drawing a projected 3 to 3.5 million visitors in its first year. A Dutch joint venture between Starneth BV and Mammoet will be responsible for the design and construction of the New York Wheel. The sections will be shipped to Brooklyn, then barged to Staten Island for assembly in 2017.

Communication is a key element of any successful, safe operation, and something we report on in “Fleet Xpress brings smart

John R. Snyder, Publisher & Editor jsnyder@sbpub.com

ship tipping point” as part of this month’s cover story on European Marine Technology. Maritime high-speed broadband service is unleashing the power of “big data,” making vessel operations more efficient by more closely connecting ship and shore management, as well as improving the quality of life for mariners. With mariners spending extended time at sea, better connectivity with friends and family at home is the least that operators can do for them. And, if operators needed any further incentive, high-speed connectivity can be a deciding factor in retaining mariners.

While the downturn in the shipbuilding market has forced closures of about half of the shipyards in China and shaken yard executives in Korea and Japan, our European contributor Paul Bartlett notes this month in “Intelligent Innovation” that one Norwegian builder is bucking the trend. Kleven Shipyard, tucked away on the West Coast of Norway, has used savvy investment in automation and robotics, effective use of Norway’s export credit scheme, and close cooperation with ship designers Rolls-Royce to keep its order book filled—potentially now worth in excess of $1.8 billion.

There figures to be plenty in the way of new products, services, and innovation unveiled next month at the fully-booked SMM 2016, where some 2,100 exhibitors and 50,000 attendees will crowd the halls of the Hamburg Messe. Among the technologies on display will be those we highlight in this month’s Green Technologies & Sustainable Shipping section, ranging from ballast water management systems to specialized software systems.

Maritime Trivia Trivia Question #40: W hen it was allowed on the deck, what was “taking a nap” called?

The first sailor or lubber who correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to marineart@jclary.com

July’s trivia question: What was the old time sailor’s term for loafing on the job? The winning answer was submitted by Jose Luis Matheus of Tampa, FL. Soldiering. Soldiers aboard ships would do their fair share of fighting, but refused to have anything to do with the working of the vessel.

4 MARINE LOG August 2016

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inland waterways

Dream Works: If You Build It, Rewards Will Come In the classic, Academy Award nominated 1989 Kevin Costner film, “Field of Dreams,” the main character, an Iowa corn farmer, begins to hear voices from his fields telling him, “If you build it, he will come.”

The “it” refers to a baseball diamond that will assemble some of history’s finest (but long deceased) Chicago White Sox players set to enjoy the game and some unfinished business. A great film that was nominated for Best Picture that year, is one whose message resonates for me, as Waterways Council, Inc. continues to advocate for modernization on our nation’s inland navigation system.

Our inland rivers have long been economic engines that create and sustain jobs, and spur growth. We know from United States Chamber of Commerce data that for every dollar ($1) invested in an inland waterways project, $10 is returned to the nation in transportation cost savings and consumer benefits. If that were a stock fund, we’d all be clamoring to invest our money with that rate of return.

According to a 2014 study performed by the University of Kentucky and the University of Tennessee, we know that there are 541,000 direct jobs with associated earnings of $29 billion in the inland waterways sector.

And the study says that if we could accelerate investment in our waterways infrastructure by just 10 years, an additional 10,000 to 15,000 new jobs in the construction industry with an annual economic value of $800 million could be generated to benefit our economy and lower our unemployment rate.

Freight movements are up and expected to increase. The U.S. Department of Transportation predicts 14 billion tons of additional freight will move in the United States by the year 2040, with 10% of that moving by water, an additional 1.4 million tons! The agriculture sector alone is bracing for a record crop this harvest that will be moving on the inland waterways system, the most economical way for our American farmers to transport their home-grown products to global export markets.

We know that Shell Chemical Appalachia announced plans to build a multi-billion 6 MARINE LOG August 2016

dollar petrochemical ethane cracker plant in Beaver County, Pennsylvania, about 30 miles outside of Pittsburgh. The facility is expected to produce around 1.6 million tons annually of ethylene, used in plastics products ranging from food packaging to automotive parts. Construction will begin next year, creating around 6,000 construction jobs, with commercial operations due to begin “early in the next decade,” according to the company. After that, around 600 people will be permanently employed.

It is no coincidence that the Shell plant will be positioned near the river and waterways transportation options. Completion of the Lower Monongahela 2, 3, 4 waterways project is now in sight thanks to recent appropriations by Congress. A modern transportation system is paying economic dividends for the nation.

And Exxon Mobil Corp. and a partner are considering sites for a multibillion-dollar petrochemical complex in Texas or Louisiana, since both states provide “local and abundant natural gas feedstocks and the required infrastructure for the project,” according to an Exxon spokesperson. “The proposed facility would be capable of producing 1.8 million tons of ethylene each year that would feed three different plants...

The plants will make materials that can be used to make polyester and materials used in beverage bottles, containers, packaging, consumer and industrial projects, agricultural film and building and construction materials,” the press release outlined.

And while the “infrastructure” is not specified, presumably it pertains to truck and rail access, as well as the inland waterways that lead to the Gulf of Mexico.

“If the project proceeds, the multi-billion dollar investment is projected to create significant state and local benefits, generating thousands of jobs and stimulating positive economic growth,” Exxon’s press release continued.

The waterways industry has had many victories of late: • A watershed Water Resources Reform Development Act (WRRDA) 2014 that delivered critical reforms to the process to

Michael J. Toohey, President/CEO, Waterways Council, Inc.

deliver capital projects on time and on budget, and a huge cost-share formula change at Olmsted lock and dam that allowed an additional $545 million to flow to the other priority projects; • A 45% increase to the diesel fuel charge operators pay that has freed up $145 million of additional investment for the waterways system, allowing construction workers to be put back on the job to work at five navigation project sites (Olmsted, Lower Mon, Kentucky Lock, Chickamauga, and LaGrange) vs. just one (Olmsted); • Three straight fiscal years of increased and, in fact, record-breaking appropriated funding levels for the U.S. Army Corps of Engineers’ Civil Works mission; • Additional record-breaking levels for Operations & Maintenance (O&M) funding and the release of more efficient funding from the Harbor Maintenance Trust Fund to pay for dredging of our ports, harbors and channels to be ready for additional cargo to flow on the inland waterways system; • A strong Water Resources Development Act (WRDA) 2016 bill ready for the floors of both the House and Senate that does not include a Public Private Partnership (P3) proposal that would have imposed crippling tolls on a tributary waterway. WRDA 2016 has been finalized by both the House Transportation & Infrastructure Committee and Senate Environment & Public Works Committee and is teed up for House and Senate floor action likely in September or after the November elections; • And, we see a great opportunity ahead to educate new Members of Congress and a new Administration about the role of the waterways in the logistics transportation and supply network of today and of the future.

And just like in “Field of Dreams,” champions will be made in the new Congress and Administration ahead. They will come to understand that an efficient waterways infrastructure system reaps huge economic rewards. And if we build it—and maintain it—those rewards will continue to come.

Let’s work together ahead to make THAT dream our reality. www.waterwayscouncil.org

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UPDATE biz notes Keppel wins big dredger contract

Ferry Success Woods Hole delivered to Steamship Authority The Woods Hole, Martha’s Vineyard, and Nantucket Steamship Authority has taken delivery of the M/V Woods Hole. The 235 ft ferry was built by Conrad Shipyard, Morgan City, LA, and is the second designed for the Steamship Authority by Elliott Bay Design Group (EBDG), Seattle, WA. Designed to be a “super freight boat,” the ferry is capable of carrying 1 million pounds of tractor trailer freight. When not carrying a full freight load, the vessel also serves as a passenger and car ferry carrying up to 384 passengers and 55 cars.

The ferry features a highly shaped bulbous bow to help minimize wake and improve fuel efficiency. The M/V Woods Hole is powered by two MTU 16V4000 EPA Tier 3 engines, rated at 2,680 hp each, connected to Hundested controllable pitch propellers and generating service speeds of 14.5 knots.

EBDG’s scope for the project included

extensive concept design, which proceeded to a design validation with CFD and towing tank development of the hull form, propulsion selection studies, and passenger egress validation from the evacuation system.

EBDG also supported the parking lot validation study, shipyard bid evaluation, technical liaison during construction, and coordination with the U.S. Coast Guard.

“It was a great project to participate in during the construction,” said Brian King, EBDG’s Vice President of Engineering and Project Manager for the MV Woods Hole. “The on-site Steamship Authority team, Conrad, and EBDG were all working together with [a] common purpose.

Conrad’s depth of experience, attention to detail, and pride of workmanship was evident throughout. I couldn’t be more pleased with how well they translated our design into reality.”

Jan De Nul Group has awarded a contract to Keppel Offshore & Marine Ltd subsidiary Keppel Singmarine Pte Ltd for the construction of up to three trailing suction hopper dredges (TSHDs).

The contract is valued at about S$100 million ($74 million) in total.

The dredges will be built to Jan De Nul’s design and have the ability to dredge to a maximum depth of 27.6m and have a hopper capacity of 3,500m 3 . A TSHD is used for dredging loose and soft soils such as sand, silt and clay. The material that is dredged can be deposited on the seabed through the bottom doors or discharged through a floating pipeline to shore.

The first two dredges are expected to be complete during the second half of 2018. The vessels will be constructed at Keppel Nantong Shipyard to classification society Bureau Veritas requirements. The third dredger will require a notice within six months from Jan De Nul to exercise the option.

Whistleblower wins big, judge awards $1 million to fired Horizon Master A U.S. Department of Labor Administrative Law Judge has awarded a former Horizon Lines Master more than $1 million in damages after being fired by Horizon Lines, Inc. in 2013.

John Loftus, who has worked in the maritime industry for over 40 years—with at least 20 of those years sailing as Master—reported safety violations on the Horizon Trader, the ship he was commanding at the time.

In the case of John Loftus v. Horizon Lines, Inc. and Matson Alaska, Inc., Administrative Law Judge Jonathan C. Calianos found that “Horizon violated Loftus’s right to be free from retaliation under the SPA. See 46 U.S.C. § 2114(a).” Judge Calianos said, “Loftus proved by a preponderance of 8 MARINE LOG August 2016

the evidence that he engaged in protected activity in October of 2011, August of 2012, and February and April of 2013 by reporting and threatening to report to the USCG and ABS what he believed to be safety violations on the ship he sailed as Master. Further, I find that Horizon knew of Loftus’s protected activity and that his protected activity was a contributing factor in Horizon’s decision to take adverse action against him.”

He continued, “Horizon did not prove by clear and convincing evidence that it would have demoted Loftus absent his protected activity. Accordingly, I find that Loftus is entitled to $655,198.90 in back pay plus interest compounded on a daily basis, $10,000 in compensatory damages

for emotional distress, $225,000 in punitive damages, and reasonable litigation costs including attorney fees.”

Moreover, the ruling noted that “all of the experts in this case are unanimous that Loftus was at the top of his game when it came to safety concerns” and cites one of them as saying “Captain Loftus, in my experience and opinion, was the most safety conscientious Master in the entire Horizon Lines fleet.”

It also says that its clear Loftus was a “thorn in Horizon’s side” and that his commitment to safety “is (was) evident from the numerous Corrective Action Requests he submitted to Horizon over the years, as well as his repeated communications with regulatory agencies regarding his safety concerns.”

Inland • Coastal • Offshore • Deepsea

International Shipholding files for Chapter 11

Four U.S. shipyards in T-ATS (X) design study NAVSEA awarded four U.S. shipyards— Bollinger Shipyards, Eastern Shipbuilding Group, Fincantieri Marine Group and VT Halter Marine—Phase 1 design study contracts, worth just under $200,000 each, for the T-ATS (X), a new class of towing, salvage, and rescue ship that will replace the Navy’s existing Powhatan-class (T-ATF 166) and Safeguard-class (T-ARS 50) vessels. The new class will operate as the primary open ocean towing vessel for the Navy that will also have salvage operations and submarine rescue mission support capabilities. The lead

ship in the series is planned for 2020.

The vessels will have a bollard pull of a minimum 130 short tons, have ABS DPS-2 Notation or equivalent and feature an unobstructed deck space of a minimum of 5,000 square feet—requirements similar to those in the offshore oil and gas industry.

The program will acquire commercially available ABS classed vessels based on existing commercial vessel designs. Vessels not classed by ABS must be classed by a member of the International Association of Classification Societies.

New York Cit y-headquartered International Shipholding Corporation and a number of its subsidiaries have filed voluntary petitions for relief under Chapter 11. Subsidiaries filing for bankruptcy include Central Gulf Lines, Waterman Steamship Corp., United Ocean Services and LCI Shipholding.

The filing is “a critical step toward right-sizing the company’s balance sheet,” said Erik L. Johnsen, ISHC President and CEO. Adding that while the company is facing challenges, “we believe our core business segments are performing satisfactorily.”

ISHC has entered into a $16 million debtor-in-possession million credit facility to fund its working capital needs while in Chapter 11.

ISHC also filed a series of first-day motions asking the U.S. Bankruptcy Court to approve the payment of wages, salaries, employee benefits and payments to certain vendors during the Chapter 11 process.

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August 2016 MARINE LOG 9

UPDATE

Damen moves in on decommissioning market Damen Shipyards Group’s latest concept design, the Damen Decommissioning Series, will specialize in three core areas of the oil and gas decommissioning sector: topside decommissioning, offshore platform removal, and subsea cleaning and removal.

The design is based on in-house research carried out at Damen by one of its undergraduate interns, Justin Rietveld, who is studying Maritime Technology at the Rotterdam Mainport University of Applied

Sciences. His mission was to investigate the potential niche markets for new vessel designs in the oil and gas decommissioning sector.

“This research started off with the idea of developing a decommissioning vessel based on Damen’s existing portfolio,” says Rietveld. “However, we soon found out that this market needs more.”

He adds, that the vessel’s versatile design can support a number of different

www.hattonmarine.com

10 MARINE LOG August 2016

operations within the market.

The vessel’s monohull design has a split stern, which will facilitate platform removal operations.

“This ship will be able to reverse up to a jacket, where it will be ballasted to sink below the platform,” says Rietveld. “Upon deballasting, the vessel will rise up to pick up the platform.”

It’s estimated that the vessel will be able to perform decommissioning of fixed platforms of up to 1,600 tonnes in weight, allowing it to cover a significant amount of global fixed platforms, including over half of those located in the North Sea. To deliver maximum flexibility, the concept design includes modular add-ons— giving it the versatility to undertake other roles when not performing decommissioning work. Modular add-ons include the (temporary) installation of a crane or a helideck. Functionality can be further boosted with the addition of accommodation modules to increase personnel capacity.

Another option is the addition of a temporary platform to create a solid stern. The subsequent increase in deck capacity could be used for transporting and installing monopiles and foundations for the offshore wind industry.

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UPDATE

Horizon delivers towboat to growing Florida Marine Transporters fleet Horizon SHIPBUILDING INC. recently delivered the 120 ft towboat M/V Marty Cullinan to Florida Marine Transporters (FMT). The all-steel towboat has a retractable pilot house, and is powered by two Cat 3512 main engines, each rated at 2,011 hp at 1,600 rev/min, with Twin Disc gears. The boat is also outfitted with two 175 kV Tier 3 John Deere 6090 460 V gensets.

With its retractable pilothouse the Marty Cullinan can operate in areas with restricted overhead clearances and has a maximum air draft of 17 ft 8 inches.

The towboat is just the latest in Horizon’s deliveries to the operator. There are two more 120 ft towboats under construction for FMT, one standard and another with a retractable pilothouse, with deliveries set

UNCOMPROMISED

CONTROL

for fall 2016 and spring 2017, bringing the total number of vessels built by Horizon for FMT to 20.

The Marty Cullinan is also among the first to fully benefit from Horizon’s award-winning GORDHEAD management software.

The software won Horizon the 2016 Alabama Innovator of the Year Award for Manufacturing. GORDHEAD enables the reduction of production man-hours and shortens delivery times, allowing for the yard to be more competitive and increase its backlog during a challenging market.

GORDHEAD has been a contributing factor to gaining new customers for the shipbuilder, including McAllister Towing and Transportation Company, Inc. and Hornblower New York Ferry Fleet, LLC. We recently broke the news that Horizon Shipbuilding was one of two shipbuilders chosen to build the new ferries for New York’s new Citywide Ferry system. Between Horizon and Louisiana-based Metal Shark, 19 new ferries will be built—14 by summer 2017, and the remaining five in 2018.

REM and Solstad agree to merge

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12 MARINE LOG August 2016

Proudly Made in the USA!

A rough offshore market is forcing companies to rethink their overall business strategies, diversify portfolios and consider mergers with other companies in the hopes of surviving the current downturn. Two companies doing just that are Norway’s Solstad Offshore ASA and REM Offshore ASA, who have agreed to a “triangular merger” under Norwegian law.

REM will be merged into a whollyowned subsidiary of Solstad. The merger follows the rejection of a refinancing plan last month by REM bondholders, including Aker Capital.

Aker President and CEO Øy vind Erik sen said, “ The combination of Solstad’s, REM’s and Aker’s industrial expertise, M&A capabilities and financial strength will provide a strong platform through Solstad for further development of the OSV industry.”

The merger will see the two operators combine their fleet—62 vessels in total.

The CSVs will be operated by Solstad, which retains its Skudeneshavn head office. Meanwhile, the PSVs in the fleet will be operated from the current REM head office in Fosnavag.

Inland • Coastal • Offshore • Deepsea

All American Marine delivers cat to Harbor Breeze Cruises Bellingham, WA- based All American Marine, Inc., has delivered the M/V La Espada to Harbor Breeze Cruises, Long Beach, CA. The 83 ft x 29.5 ft aluminum catamaran passenger vessel will provide harbor tours, whale watching cruises, dinner cruises and charter ferry service to Catalina Island.

La Espada, which means “the sword” in Spanish, will carry 250 passengers. One of the most unique features on the vessel is its stadium-style seating on the foredeck— allowing for passengers to have unobstructed views. The cat also features comfortable interior and exterior seating, ADA accessibility, a fully-equipped snack bar on the main deck, and a premium cabin experience with private bar on the upper deck.

The vessel follows the successful delivery and operation of the M/V Triumphant, which was built by All American Marine (AAM) and delivered in 2013. Both vessels were designed by New Zealand-based Teknicraft Design and feature Teknicraft’s signature catamaran hull shape—a symmetrical bow and asymmetrical tunnels.

Both vessels are hydrofoil-supported catamarans and offer significant fuel efficiency.

La Espada is powered by twin Caterpillar C32 ACERT Tier III engines with 1,450 hp at 2,100 rev/min and can reach speeds of up to 30 knots.

The vessel also features a number of ecofriendly elements, such as low voltage LED lighting throughout, acrylic glass panels,

tinted glass on passenger windows, lightweight aluminum honeycomb wall panels and perforated aluminum ceiling tiles, and high performance bottom paint.

A USCG-inspected Subchapter K vessel built under the new 5A space guidelines for structural fire protection, La Espada is now the third Subchapter K vessel to be built under these guidelines by AAM.

Stolt-Nielsen takes over Jo Tankers Chemic al tanker oper ator Jo Tankers has been acquired by Norway’s Stolt-Nielsen Limited.

Under the deal Stolt-Nielsen will gain control of both the Jo Tankers organization and 13 chemical tankers and a 50% share in a joint venture with eight chemical tanker newbuilds. Additionally, it will expand Stolt-Nielsen’s service offerings and presence on key trade lanes.

“With the expanded fleet we will be better positioned to serve our customers with the quality, reliability and flexibility they require from their logistical provider,” said Niels G. Stolt-Nielsen, CEO of Stolt-Nielsen Limited.

T he 13 chemical tankers var y in size and make up. Eight are all stainless steel, ranging from 19,000 dwt to 38,000 dwt; while the remaining five ships, all about 37,000 dwt, are a combination of stainless steel and coated tanks.

The eight stainless steel eco-friendly 33,000 dwt newbuild ships are currently on order from New Times Shipbuilding, China. The first ship was delivered last month. Delivery of the series is expected to be complete next year.

August 2016 MARINE LOG 13

UPDATE in place of old bulbous b ow s — s o m e t h i n g we repor ted on way back in 2012.

With the implementation of slow steaming, containerships originally designed for sailing speeds of 24 knots are now sailing at speeds between 16 and 18 knots. Bulbous bows have a major impact on the ship’s hydrodynamic efficiency. These “nose jobs”—the fitting of a new bow designed for the lower operating speeds— c a n h e l p re d u ce C O 2 emissions and save fuel, which go hand-in-hand.

Some report fuel savings of around 5 percent after a nose job and payback periods of less than a year.

Maersk Line recently tweeted that its 14,770-TEU containership Eleonor a Maersk had its bulbous bow replaced with a new, fuel efficient bow at Qingdao Shipyard in China. The Eleonora Maersk was built in 2007.

Maersk has a nose for efficiency O p e r at o r s h a v e u n d e r t a k e n a number of steps to improve the fuel and environmental efficiency of older vessels in their fleets to close the gap with the new generation of eco-ships. One of those methods is fitting new fuel-efficient bows

NYK pleads guilty in Australian court Japan’s Nippon Yusen Kabushiki Kaisha (NYK) has pleaded guilt y to criminal cartel conduct in an Australian Federal Court. The investigation by the Australian Competition and Consumer Commission (ACCC) found that there was “alleged cartel conduct in connection with the transportation of vehicles, including cars, trucks, and buses, to Australia between July 2009 and September 2012,” explained ACCC Chairman Rod Sims.

T he char ge w a s f ile d by t he Commonwealth Direc tor of Public P r o s e c u t i o n s (C D P P) u n d e r s e ction 44ZZRG of the Competition and Consumer Act 2010 (Cth).

In a message to shareholders, NYK President Tadaaki Naito said the company was making “all-out efforts to prevent a recurrence and ensure the company’s businesses operate according to fair market principles.” NYK is one of the world’s largest shipping companies with some 33,000 employees.

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14 MARINE LOG August 2016

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Legislation would remove liability caps on spills “If you drill and you spill, then you must pay the bill,” is how Senator Bob Menendez (D-NJ) summarized his “Big Oil Bailout Prevention Legislation Package” that he introduced last month. Co-sponsored with Senator Cory Booker (D-NJ), the legislation would remove the liability cap for economic damages caused by oil spills and eliminate the $1 billion perincident cap on claims against the Oil Spill Liability Trust Fund.

S. 3163, “Big Oil Bailout Prevention Trust Fund Act of 2016,” would amend Section 9509 of the Internal Revenue Code of 1986 and Section 1012 of the Oil Pollution Act of 1990. The result would be the elimination of the $1 billion per incident cap on claims against the Oil Spill Liability Trust Fund, as well as the $500 million cap on Trust Fund monies used for natural resource damages.

Under S. 3165, “Big Oil Bailout Prevention Unlimited Liability Act of 2016,” the liability limits for oil spills for offshore facilities would be removed. The liability cap for economic damages is currently $134 million. This means that a company

found responsible for a spill does not have to pay more than $134 million for economic damages, such as lost business revenues from fishing or tourism or lost tax revenues of state and local governments.

When gross negligence is found on the part of the responsible party, there is no limit on the amount of economic damages that are imposed. Current law requires an oil company responsible for a spill to pay for all costs—without limit—related to mitigating or cleaning up the spill including the use of booms, cleaning up spills, rehabilitating wildlife, and skimming for oil. In the event that damage claims from a spill exceed the amount in the Oil Spill Liability Trust Fund, the legislation allows the U.S. Treasury to temporarily refill the fund and be repaid with interest once it is replenished. The Oil Spill Liability Trust Fund was established to provide quick relief for victims of an oil spill, to provide immediate funds to respond to a spill and help pay for damages after a company hits its $134 million liability cap. It is funded by an 8 cent tax on every barrel of oil produced or

imported into the United States. However, there is a $1 billion per incident cap, which [will] be eliminated under this legislation, on payouts from the fund.

“It is fundamentally wrong for American taxpayers and local communities to pay for the mistakes of large oil companies, who take advantage of government bailouts to avoid accountability, and bear the burden of cleaning up the environmental disasters they’ve caused,” said Senator Menendez.

“By removing the arbitrary cap on big oil companies’ liabilities, we can ensure those companies do the right thing by the American people when accidents happen.”

The two bills are co-sponsored by Sen. Edward Markey (D-MA), Sen. Jack Reed (D-RI), Sen. Richard Durbin (D-IL), Sen. Barbara Mikulski (D-MD), Sen. Al Franken (D-MN), Sen. Jeff Merkley (D-OR), Sen. Sheldon Whitehouse (D-RI), Sen. Bill Nelson (D-FL), and Sen. Gary Peters (D-MI).

“We need to ensure that oil companies, not American taxpayers, are the ones held fully responsible for any oil spill offshore,” said Sen. Markey.

August 2016 MARINE LOG 15

EUROPEAN MARINE TECHNOLOGY

NOT BOATY MCBOATFACE: The RRS Sir David Attenborough will be built at Cammell Laird

Intelligent Innovation North European yards buck global trend by leveraging automation and robotics

By Paul Bartlett, Contributing Editor in combination with smart financing

“O

rders are drying up. We are faced with an unimaginable situation at which our dock may soon be empty,” wrote Choi Kil Seon, Chairman of the world’s largest shipbuilder, Hyundai Heavy Industries, in a letter to employees this past March. Complacency had set in during the boom years of the 2000’s, he said, despite strenuous efforts to compete with Chinese shipbuilders.

His stark warning has been echoed around shipbuilding halls across Asia. Chinese shipbuilding is undergoing massive retrenchment with the closure of many second-tier shipyards and massive state aid for those still in business. Meanwhile, Japanese shipyards fear a slump that could prove worse than the crash that followed the 2008 financial crisis. Shipyard executives fear the worst as current projects come to an end and have no pipeline of business to speak of.

About 5,000 miles away, workers in the high-tech Kleven Shipyard just outside Ulsteinvik on Norway’s west coast may or may not be aware that their counterparts in Asia are staring into the abyss.

And they would certainly not recognize the term complacency in any aspect of shipyard operation.

A combination of effective marketing, chunky investment in automation and robotics, clever use of the country’s export credit arrangements, and close cooperation with Rolls-Royce ship designers who work just across the fjord, has enabled the family-owned shipyard to build up an order book now potentially worth more than $1.8 billion.

16 MARINE LOG August 2016

Early in July, the yard announced its latest contract for the construction of two—with an option for an additional two— ice-strengthened expedition ships designed by Rolls-Royce for Norway’s Hurdigruten. Hurdigruten operates a fleet of cargo and passenger vessels around the country’s 15,700-mile coast. The order, worth billions of Norwegian krone, is the largest in Hurdigruten’s history and is a major coup for the shipyard and Rolls-Royce which, in addition to vessel design, will supply about $15 million of equipment for each ship.

Together with the yard’s existing 16-ship order book, Kleven now has work for the rest of this decade. Ships under construction include six anchor handlers for Maersk Offshore, four high-tech stern trawlers of Rolls-Royce design for German, French and Spanish owners, the world’s most advanced cable layer with the highest DP3 position-keeping for ABB, two Rolls-Royce design live fish carriers, a deep-sea mining vessel for de Beers, and two luxury megayachts for a New Zealand entrepreneur. Talk about a diverse order book.

How has the yard been able to buck the global trend, particularly in one of the most expensive parts of the world? Certainly the Norwegian Export Credit Guarantee Agency has played an important role by making attractive financing terms available for foreign owners and vessels to be deployed overseas. But the yard’s management has spent almost $60 million on upgrading yard facilities over the past five years.

EUROPEAN MARINE TECHNOLOGY The robotic welding process, using lasers, continues to evolve, with a vision control system recently installed and developed by the University of Trondheim. The automated process allows welding rates of more than 300 feet per hour transforming manual rates of a typical eight feet per hour. “This is how we believe we can stay ahead of our competition and be competitive on price,” said a yard representative recently.

However, while the Kleven story may be exceptional—other yards in Norway’s usually bustling Sunmøre region are wrestling with the challenge of an unprecedented offshore downturn—the design and shipbuilding innovation evident in northern Europe still facilitates construction of some of the world’s most sophisticated vessels.

In a radius of just a few miles from Kleven, there are several Vard yards, now owned by Fincantieri, the Havyard and across the fjord, next door to Rolls-Royce is Ulstein. Between them, these shipbuilders have completed some of the most sophisticated vessels ever built. They include the latest generation seismic survey ships, light well intervention vessels, offshore construction vessels and ultrasophisticated cable layers.

Norway is not alone, however, in blazing a shipbuilding innovation trail. Finnish ship designers have unmatched expertise in ice-class design and construction, likely to be in heavy demand as warming seas enable navigation through the Northern Sea Route.

Presumably with this in mind, Russia’s United Shipbuilding Corporation completed the acquisition of what is now called Arctech Helsinki Shipyards at the end of 2014.

Sited adjacent to the ice model test basin now known as Aker Arctic Technology Inc, the Helsinki shipyard has undergone various changes in ownership over the years, but has always focused primarily on ice-class design and construction. More than 500 ships have been built since it was established 151 years ago and more than 60% of the icebreakers now in operation around the world were built there.

The Helsinki yard has pioneered a range of ice-class innovations over the years, often with others. These include “double-acting” vessels, which can break ice by bow or stern, azimuthing propulsion for ice operation, heeling and air-bubbling systems, shallow-draft icebreaker designs for inland waterways and coastal seas, and nuclear-powered icebreakers.

The shipyard continues to innovate. In 2014, the shipyard delivered the first “oblique icebreaker” to Russia’s Federal Agency of Sea and River Transport. The Baltika has an asymmetric hull and three azimuthing thrusters with a total installed power of 9 MW. She can break ice ahead, astern or sideways and can open up a 160-foot channel in two-foot thick ice.

The shipyard’s most recent delivery is the first dual-fuelled icebreaker to be powered by LNG and diesel. The Polaris, with a bollard pull of 200 tons, is powered by two 6.5 MW stern Azipods and one 6 MW unit, all supplied by power and automation company ABB. She is the Finnish Transportation Agency’s eighth icebreaker.

Polaris will be powered by Wärtsilä’s dual-fuel engines capable of operating on both LNG and low sulfur diesel fuel. Wärtsilä’s scope of supply consists of one 8-cylinder Wärtsilä 20DF, two 9-cylinder Wärtsilä 34DF, and two 12-cylinder Wärtsilä 34DF engine. Additionally, Wärtsilä secured a five year maintenance agreement for all engines and generators including spare parts, remote online support, CBM monitoring and training services.

The EURO 123 million ($136 million) vessel, classed by Lloyd’s Register, also has an emergency response and oil spill recovery capability and completed sea trials successfully in June.

Her 800 m 3 of LNG storage will provide an endurance of up to 30 days when operating in the Gulf of Bothnia.

Norway has led the way in the development of gas-powered ships and Rolls-Royce has been one of the pioneers. Designed by NSK Ship Design, the gas-powered cargo ship M/S Høydal features a Bergen gas engine, Promas combined rudder and propeller, and a hybrid shaft generator from Rolls-Royce. The ship was built at Tersan Shipyard in Turkey and delivered to NSK Shipping. The DNV GL class Høydal transport fish feed manufactured by BioMar to the numerous salmon and trout farms of northern Norway.

Boaty Mcboatface Lives On Rolls-Royce engineers are also designing the 128m polar research vessel RRS Sir David Attenborough, which will be built at Cammell Laird’s site in Birkenhead on Merseyside, England. As you might recall, the project drew worldwide attention and almost blew up the internet when the public overwhelmingly chose the name “Boaty McBoatface” for the £200 million vessel during a “Name Our Ship” campaign held by Britain’s Natural Environmental Research Council. The council saved face—pun somewhat intended—by choosing the fourth most popular name submitted, “Sir David Attenborough,” after the famous British naturalist.

NERC says a yellow remotely operated vehicle used by the Sir David Attenborough in its research will be named Boaty McBoatface instead.

The project is the biggest commercial shipbuilding contract in Britain and one of the biggest for more than a generation. When delivered in 2019, the Sir David Attenborough will carry out oceanographic and other scientific work in both the Antarctic and Arctic as well as transporting supplies to Antarctic research stations.

The research vessel will be Polar Code 4 ice class, with an endurance for voyages up to 19,000 nautical miles, space for a total of 90 people and a large cargo capacity. The vessel is also designed to generate very low levels of underwater radiated noise and minimize the risk of pollution. Onboard laboratories will allow the prompt analysis of samples.

As part of its £30 million contract, Rolls-Royce will supply the diesel-electric propulsion system which will include new Bergen B33:45 engines, two nine-cylinder and two six-cylinder engines, and two 4.5m diameter Rolls-Royce Controllable Pitch Propellers (CPP). The powerful, efficient and compact engines and strong propellers will be able to push the vessel through approximately one meter thick level ice with extremely low underwater radiated noise, avoiding interference with survey equipment or disturbing

ABB technology onboard a ship can be monitored from the company’s Integrated Operations Center

August 2016 MARINE LOG 17

EUROPEAN MARINE TECHNOLOGY

Hurdigruten has ordered two Rolls-Royce design icestrengthen expedition ships

marine mammals and fish shoals.

According to Jørn Heltne, Rolls-Royce, Senior Vice President for Sales in Ship Design & Systems, Rolls-Royce will also deliver automation and control systems, including its Dynamic Positioning system and Unified Bridge.

Also, Rolls-Royce deck handling systems will support a wide range of tasks, such as towing scientific equipment for subsea acoustic survey equipment using up to 12,000 m of wire, or deploying equipment over the side or through a moonpool to collect seawater and seabed samples at depths of up to 9,000 m.

Oems Capitalize On New Era Of ‘Smart Shipping’ While it has become the internet of things most everywhere, the maritime industry is still playing catch up. Rapid advances in satcom technology are finally enabling shipping to go digital and make the most of ship-shore connections. While a handful of companies have wired up their ships over the last few years—notably the world’s largest container line, Maersk, high-throughput broadband now facilitates 24/7 connectivity and introduces a new era of remote monitoring, diagnostics, predictive maintenance and shore-side support.

Other transport modes have been using these technologies for some time, but satellite coverage across the world’s oceans has remained a challenge. Many thousands of unconnected ships still provide manually prepared noon reports for managers ashore, an asset monitoring procedure which some from outside shipping can scarcely believe.

Rolls-Royce, through its TotalCare service, has been monitoring the performance of thousands of jet engines for years. Instead of signing service agreements and charging customers for call-outs, spare parts and attendance at unexpected breakdowns, the company’s “power-by-the-hour” concept is aimed at keeping planes in the air and avoiding any downtime.

Earlier this year, London-listed Inmarsat launched Fleet Xpress, 18 MARINE LOG August 2016

a high-throughput broadband service available through its Global Xpress network on its latest satellite constellation. As well as enabling a completely new range of ship-shore connections including internet, email, social media and video conferencing, third party app providers can procure bandwidth on Fleet Xpress to provide their own “smart” services (see accompanying feature, “Fleet Xpress brings ‘smart’ ship tipping point,” for more details).

Systems similar to the Rolls-Royce TotalCare service are now being introduced in shipping. Wärtsilä recently paid EURO 43 million ($47.5 million) for Finnish energy management and analytics firm Eniram which has sensor and analytics equipment installed on about 270 vessels and a turnover of EURO 10 million ($11 million) in 2015. The Helsinki-based firm has established a sound track record in raising vessel efficiency by optimizing trim, engine load and speed, thereby saving fuel and cutting emissions.

The acquisition will strengthen the company’s recently launched Wärtsilä Genius service in which key components are monitored in real time, exceptions noted, and maintenance procedures optimized. A virtual service engineer will also be available as part of the service and the company plans to make more details available at this year’s SMM in September.

The internet of things: Rapid advances in satcom are finally enabling shipping to go digital Competitor ABB is preparing to open its fourth “Integrated Operations Center” in the United States later this year, probably in Houston. The company has already opened a facility for its offshore clients in Billingstad, Norway, and two similar centers for shipping customers in Helsinki and Singapore. A fifth center is also likely to be set up in China.

By mid-year, ABB had established real-time connections between

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the centers and clients’ ships, enabling ABB personnel to track performance and provide shore-side support if necessary. Meanwhile Rolls-Royce Marine is also in the process of setting up connections to monitor its equipment in operation at sea.

Following a successful remote monitoring pilot project, Radio Holland recently struck a deal with China Navigation Company for the maintenance of its navcom equipment onboard the owner’s newbuild, multipurpose vessels and bulk carriers.

“The maintenance agreement with Radio Holland has been designed to dovetail with the end of the warranty period for our newbuildings,” says Martin Cresswell, Fleet Director, China Navigation Co. Pte., “and is a continuation of the excellent cooperation that we have built over the last few years. The agreement incorporates remote monitoring, which we believe will significantly reduce out of service periods, increasing operational safety.”

Man Diesel’s Largest Two-Stroke Engine Yet Just this past June, China State Shipbuilding Corporation (CSSC) acquired Wärtsilä’s 30% shareholding in Winterthur Gas & Diesel Ltd. (WinGD). WinGD, Winterthur, Switzerland, will continue as an independent, international company to develop and innovate its two-stroke low-speed marine engine portfolio serving all merchant markets and customers worldwide.

WinGD was one of the earliest exponents of diesel technology.

It started the development of large internal combustion engines in 1898 under the “Sulzer” name.

“With the transfer of the shares in WinGD from Wärtsilä to CSSC, we will be able to establish even closer cooperation with one of the leading global shipbuilding conglomerates, CSSC, enabling us to accelerate the development of reliable, efficient and innovative two-stroke low-speed engines meeting the market demands of merchant shipping of the future. WinGD will continue to work with the Wärtsilä Corporation Service Network to serve our customers for after-sales support,” says Martin Wernli, CEO of WinGD. In other news on the two-stroke diesel front, this past May, the 19,437-TEU MSC Jade was delivered by Korea’s Daewoo Shipbuilding & Marine Engineering (DSME) with what is the largest and most powerful engine yet from MAN Diesel & Turbo. Built by Doosan Engine in Korea under license from MAN Diesel & Turbo, the MAN B&W 11G95ME-C9.5 two-stroke engine is rated at an impressive 75,570 kW (103,000 hp).

The G95 is a popular choice in the large containerships (9,000 to 21,000 TEU), with 68 sold in the segment since August 2013.

“We attribute the G95’s popularity in this segment to its ability to provide sufficient power for such vessels to reliably achieve their desired operating speed,” says Ole Grøne, Senior Vice President LowSpeed Sales and Promotions, MAN Diesel & Turbo. “Here, the G95’s rpm ensures that a propeller of optimal size can be employed, in turn delivering a low fuel-oil consumption for an optimal fuel economy.

Japan’s Mitsui Engineering & Shipbuilding, another MAN Diesel licensee, completed the world’s first ME-GIE ethane-operated twostroke diesel engine. The Mitsui-MAN B&W 7G50ME-C9.5-GIE will be installed in the first of three 36,000 m 3 liquefied ethane gas carriers being built by Sinopacific Offshore Engineering in China.

MAN Diesel & Turbo reports that ethane was chosen as fuel over HFO because of its competitive pricing as well as the significantly shorter bunkering time it entails. As a fuel, its emissions profile is also better than HFO, as it contains a small amount of sulphur, 15-20 lower CO 2 and emits signficantly fewer particles during combustion. The ME-GI engine can also easily be converted to run on methane, if the operator desires. ■

EUROPEAN MARINE TECHNOLOGY New Optima Nozzle From Damen DAMEN SHIPYARDS GROUP is promoting the advantages of its Damen Optima Nozzle to the North American inland shipping sector.

The Optima is a propeller nozzle developed and manufactured by subsidiary Damen Marine Components (DMC).DMC produces propeller nozzles for a wide spectrum of maritime applications, but says that the Damen Optima yields the most benefits for inland waterways operators.

“Using the Damen Optima has many advantages,” says DMC Managing Director Steef Staal. “And it’s these that we want to pass on to our North American customers.

“Looking at today’s inland shipping operators in Europe, you’ll see that everyone uses a nozzle.”

One of the main reasons for the dominance of nozzles is the use of skew-type propellers, whose rounded profile addresses the historical problem of sediment and debris blockage.

DMC designed the Damen Optima—a nozzle with a slightly longer and higher intake and a propeller positioned just aft of the centerline—to increase performance even further.

Real-life results from the first customers confirmed what model testing had predicted: “The feedback we heard from operators on the subject of thrust, both forward and reverse, was very positive,” says Steef Staal. “This is a very important factor for inland vessel and push boat captains: they need to be able to count on optimum stopping distances.”

Staal says the Optima is better in other aspects too. “Fuel use and exhaust emissions are decreased; thus reducing fuel costs and improving air quality,” he says.

DMC tailors the propeller frequency specifically for each vessel, thus reducing sound and vibration levels. This makes life more pleasant for the crew and is also important when inland waterways pass through urban areas.

Damen’s increased marketing of the Optima nozzle for the American market follows the recent opening of Damen North America—the company’s branch office located in Houston, TX. As each Damen Optima nozzle is tailored to the specific needs of the client, personnel at the new office will be able to advise owners on the selection of correct systems.

“Of course the North American inland shipping sector is a substantial market for Damen. Our new office will allow us to really concentrate on what we do best: listening to, and then acting on, what our customers need,” concludes Staal.

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12/04/2016 21:29

EUROPEAN MARINE TECHNOLOGY

Unleashing the power of “big data” starts with reliable global maritime broadband

Fleet Xpress brings ‘smart’ ship tipping point “Smart” vessel operations and crew connectivity using high-speed broadband are shipping’s new reality

H

igh profile customers and technology partners are swiftly committing to shipping’s new era of connectivity through a series of agreements to use the world’s first global maritime high-speed broadband service from a single network operator.

Officially launched on March 30, Inmarsat Maritime’s revolutionary Fleet Xpress has unleashed the power of “big data” to enhance vessel efficiency, while delivering transformational but cost-controlled connectivity to the maritime industry.

Fleet Xpress delivers high-speed data transmission w it h unmatched reliability, switching automatically between Kaband and Inmarsat FleetBroadband L-band services to ensure constant coverage.

“Fleet Xpress alters the asset management capabilities and frontline working experience of an entire industry,” says Inmarsat Maritime President, Ronald Spithout. “It will optimize vessel safety, security and efficiency, and meet the connectivity needs of the modern seafarer that have for too long been overlooked.”

Separate agreements announced in June with VSAT service providers Marlink and SpeedCast International suggest that leading maritime value added service providers agree. Both organizations already describe Fleet Xpress as key to their maritime services portfolios. SpeedCast says the service is fully integrated within its SIGMA gateway, while Marlink emphasizes access to a range of options that include its XChange communication management platform, with “Bring Your Own Device” crew connectivity.

SpeedCast and Marlink have committed to roll out Fleet Xpress to about 2,000 vessels apiece over the next five years.

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Market Migration Direct agreements with shipowners also quickly followed the Fleet Xpress service launch. Early contracts were announced covering installations on 70 Nanjing Tanker Corporation ships.

However, the appeal of Fleet Xpress is not limited to the cargocarrying ship sector. Even before its commercial launch, trials on the ice-class adventure ship Ocean Nova in Antarctica delivered the low-horizon satellite views through heavy cloud cover and precipitation that operators routinely face in such hostile waters. So satisfactory were the trials that owner Nova Cruising Ltd committed to the commercial installation of Fleet Xpress.

“Fleet Xpress delivered on its promise of high-speed seamless mobile broadband in one of the world’s most difficult areas for most satellite systems,” says Dr. Luis Soltero, Chief Technology Officer of project partner Global Marine Networks.

In early June, Inmarsat announced a first commitment to Fleet Xpress from a superyacht owner, for the 44m sail yacht Juliet at Royal Huisman Shipyard, the Netherlands. The project involved installation of a new Sailor 100GX VSAT system and the Inmarsat GX bespoke below deck equipment configuration.

Gerbrand Schalkwijk, Chief Sales Officer, Inmarsat Maritime, says the maritime package has been eagerly anticipated by an industry seeking to take advantage of high-speed Ka-band with ultra-reliable FleetBroadband L-band service acting as unlimited backup. “We expect up to 1,000 ships will be using Fleet Xpress before the end of 2016,” he says.

For the first time, he explains, ship/shore connectivity is so August 2016 MARINE LOG 23

EUROPEAN MARINE TECHNOLOGY

Global maritime high-speed broadband coverage will be the platform for big data to drive smarter shipping

reliable that service agreements can include network availability guarantees, with minimum and maximum of data throughput “so that customers know in advance what they are paying for.” Fleet Xpress also brings “Inmarsat Gateway” access, which “effectively connects ships to landside offices via VPN,” opening up a new world of content-rich applications for shipping.

Enabling Change For its part, Inmarsat Maritime is cultivating the “service ecosystem” for smarter shipping. It has approved new generation antenna systems from Cobham, JRC, and Intellian to meet requirements, but also devised the Certified Application Partner (CAP) program to encourage the development of software and hardware that is compatible with Fleet Xpress.

The CAP program offers a framework for maritime big data to drive smarter shipping. It looks beyond more timely updates of more data, better voyage planning, remote monitoring/ diagnostics, and better repair scheduling, to more imaginative applications: telemedicine; video conferencing; and video surveillance, to name but three. An Inmarsat Developer Conference, held in London

earlier this year to hear presentations from existing and potential CAP partners, was heavily oversubscribed.

Life At Sea Transformed In the more immediate term, ship crews working today will be among those feeling the most significant transformation due to Fleet Xpress. The seafaring life still consists of extended periods of working under pressure, punctuated by opportunities for intense boredom. It also continues to involve long periods of separation from family, friends and the world at large, adding up to a burden of isolation.

This is despite the fact that, according to the Maritime Labour Convention: “Every seafarer should have reasonable access to shipto-shore telephone communications, email and Internet facilities, where available, with any charges for the use of these services being reasonable in amount.”

Drew Brandy, Senior-Vice President, Inmarsat Maritime, points out that 73% of seafarers take into account ship-shore connectivity when deciding which ship to join, according to the 2015 Crew Connectivity Survey from Futurenautics. The same survey reports seafarers on average bringing three communication devices onboard ship, with 77% now carrying a Smartphone.

Critical Momentum

Inmarsat Maritime President Ronald Spithout

24 MARINE LOG August 2016

If emerging crew attitudes are a spur and global end-user agreements suggest shipping is easing into the Ka-band era, the recent appointment of Satlink Satellite Communications as a further Inmarsat partner may also be telling. Satlink, whose Satbox and Tracklite service will become integrated as “value added” features of Fleet Xpress, is the largest single XpressLink provider for Inmarsat globally. Its customer base includes MSC Shipmanagement Limited and Columbia Shipmanagement Ltd. Inmarsat Maritime has separately disclosed intentions to transition more than 2,600 existing XpressLink installations and convert its committed XpressLink backlog to Fleet Xpress over the next three years.

Spithout believes the opportunity for an industry transition is now ripe. “We are already committed to future service enhancements by contracting Airbus to build the first two satellites for our sixth-generation I-6 fleet,” he says. “But the partnerships we have put in place for Fleet Xpress and our engagements on hardware, software, service and distribution mean that the tipping point for maritime communications as a whole is 2016, not at some time in the future.” ■

SHIP BREAKING When is it time to send your ship to the graveyard?

The Unwanted Ship: Break It or Lay It Up?

Katiekk/Shutterstock

I

t is always a financial decision whether to lay-up a ship or sell it to a ship-breaking yard. In recent years, the question, “Break it or lay it up?” has become more prevalent, but how do you decide?

To lay-up a vessel means to stop using it for a certain period. It will simply be anchored in appropriate waters or a berth for a few weeks or even years. The reasons for the lay-up might be to postpone over-capacity or to wait for a better scrap price before selling it. However, lay-up costs can add up.

For example, a six-month lay-up of a Capesize bulker in Malaysia’s Labuan costs between $1,000 and $2,000 per day— far less than the cost of operation which hovers around $7,000 a day, but an investment, because the longer the vessel is in lay-up the higher scrap steel or charter prices have to rise.

Scrapping a vessel means selling it to a ship-breaking yard where workers will cut it up and recycle the steel and other metals, chemicals, and equipment. The owner will receive a price based on the total light displacement ton (LDT) of scrap metal the vessel contains; equipment is taken into account, too.

The market demand defines the LDT price—which is at its lowest point in years. As of May 2016, buyers were offering $270/LDT, down from a year ago when Capesize bulkers could fetch $100/LDT more, and two years ago, $200/LDT more.

Can higher LDT prices be expected? It doesn’t appear so because the number of bulkers sold for scrapping is expected to rise throughout 2016 (according to Peter Sand, BIMCO)—which is strengthening the supply. Furthermore, demand for steel in Asia is currently low.

How To Lay-Up A Ship?

Just as the lay-up time can vary, the treatment of vessels varies, too, and so do obligations and requirements assigned by class, flag state

Andreas Bargfried, Owner & Founder of CODie software products

and port authorities. In general, all responsible parties should be informed. For example, some insurance companies may accept a payment hiatus if the vessel is in lay-up for more than 30 days.

The operator must first decide on either a hot or a cold lay-up. In a hot lay-up condition the ship engines and machinery keep running so that the re-commissioning of the vessel can be carried out very quickly, allowing a cheap and easy vessel preservation.

In a cold lay-up, vessels are only supplied with emergency energy for lights, windlass/mooring winches and fire extinguishing— often by portable generators installed on deck. Depending on the length of lay-up, three weeks or more should be expected for recommissioning. Should the lay-up be five years or longer then the re-commissioning time is unpredictable and can last months. The main concern here is protection against humidity, leakage of chemicals and condition of the hull (sea chest/sea water lines).

Classes, Flag States and Port Authorities Many classes and port authorities expect minimum manning levels during cold lay-ups to cover at least fire, leakage, mooring and security watch. However, the Safe Manning Certificate applies only to vessels in operation or while vessels are safely at anchor, within port limits or alongside. Requirements of f lag states and port authorities apply to laid-up vessels. Flag states in general require notification of vessels laid-up for longer periods—the requirements vary from short notification to a detailed lay-up plan.

In addition, class surveys might take place during the lay-up. For example, DNV GL may carry out an annual lay-up survey (covering watertight integrity, bilge system, fire hazards and equipment in use). After lay-up, surveys have to be carried out and expired certificates need to be renewed. Some class authorities require a sea trial when the vessel has been laid up for 12 months or longer.

August 2016 MARINE LOG 25

SHIP BREAKING Green Ship Breaking?

It seems more environmentally friendly to take old ships out of service than to lay them up for later usage, especially as many were built in times when speed was more important than HFO efficiency.

Indeed, ship breaking can be environmental friendly; about 85% of a vessel can be recycled. However, the problem is that many shipbreaking yards do not handle hazardous chemicals properly, and consequently the lives of workers are endangered. Rising public awareness has prompted the involvement of authorities leading to the Hong Kong Convention and EU Ship Recycling Regulation.

Only time will tell whether these efforts will actually improve environmental and working conditions.

Some yards in China, Turkey, India, and Bangladesh are already pre-approved and comply with the Hong Kong Convention and/or the EU Ship Recycling Regulation. However, green recycling often only happens on paper. In this respect the NGO “Ship Breaking Platform” should be considered, as it does not recognize any yard in India to be green and claims it to be a marketing coup.

Conversely, some European yards are recognized as environmentally friendly, even by the NGO. For example, Fornaes in Denmark cooperates with the Ship Breaking Platform. Keld Kokholm, Fornaes Manager, explains: “In general, the offered price per LDT is lower than that which non-environmentally friendly yards in Asia offer due to the expensive recycling of toxic substances and higher labor costs. Furthermore, we and some other European yards are sometimes limited by the size of vessel that we can handle.”

Other companies involved in green ship recycling, like Grieg Green AS, can handle big vessels. Grieg Green approves yards based on a list of factors including the safety of workers and downstream waste management, all influenced by the HKC and EU regulation.

Here, too, responsible acting results in a current price difference of $70 – $90 per LDT.

Why Go Green?

Companies that plan to maximize their profit will sell their vessel to a “cash buyer” (a ship broker) who in turn will beach it somewhere in Ba ng ladesh, Ind ia or Pa k ista n. This way the original ship owners avoid regulations and legal trouble.

Recently Maersk opted to recycle the Maersk Wyoming and the Maersk Georgia in a ship-breaking yard in Alang, India, which is not on the EU list of green ship-breaking yards. Maersk stated that it expects to generate an additional $1 million to $2 million per ship by beaching there.

“Without a strict legal framework and financial mechanism, there are very few incentives for ship owners to choose clean and safe recycling,” said Patrizia Heidegger, Executive Director of the Ship Breaking Platform. “Currently, at the EU level we are debating a ship breaking license, and a financial incentive for clean and safe recycling.”

Heidegger says also an increasing number of cargo owners as well as ship financers are demanding ship-recycling policies from ship owners. In the future ship owners may lose both financers and clients if they continue to use substandard shipbreaking.

KLP, the largest Norwegian pension fund, published a report on the human rights and environmental risks related to the current practice of ship breaking. KLP CEO Håvard Gulbrandsen, states in the report’s foreword: “We hope that the report can help raise awareness of the severe human and environmental risks beaching can entail for shipping industry companies, their customers, and also for other investors […]”. ■

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26 MARINE LOG August 2016

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GREEN TECHNOLOGIES & SUSTAINABLE SHIPPING

ENVIRONMENTAL INSIGHT FROM OUR PARTNERS

Setting the course

for sustainability

THE ROAD TO FASTER ADOPTION Industry initiatives aim to share information and cooperate to lower barriers to adoption of LNG as a marine fuel

L

eading shipowners and operators, gas suppliers, ports, class societies, and technologists gathered last month in London to announce a new cross-industry initiative aimed at accelerating the adoption of Liquefied Natural Gas (LNG) as a marine fuel. The initiative hopes to address the issues of LNG bunkering infrastructure, regulatory concerns, and the higher initial capital investment costs in building LNG-fueled vessels.

Called SEA/LNG, the initiative brings together participants from Carnival Corporation & plc, DNV GL, ENGIE, ENN, GE, GTT, Lloyd’s Register, Mitsubishi Corporation, NYK Line, Port of Rotterdam, Qatargas, Shell, TOTE Inc. and Wärtsilä.

The goal of the initiative explains TOTE Inc. Executive Vice President Peter Keller, who is serving as SEA\LNG’s Chairman, is to address “market barriers and help transform the use of LNG as a marine fuel into a global reality.”

When it comes to using LNG as a marine fuel, TOTE is all in. It’s committed about $500 million in capital investments to have its entire fleet burn LNG. The U.S.-flag operator has built two 3,100 TEU LNGfuelled containerships now in operation

28 MARINE LOG August 2016

between the Port of Jacksonville, FL, and San Juan, PR, and is converting the two ORCA Class Roll-on/Roll-Off ships in its fleet to burn LNG. The first of those two is being converted at Singapore’s Keppel Shipyard this fall.

TOTE is not alone in adding dual-fuel and LNG-Ready tonnage to its oceangoing fleet in the U.S. In all, there are 29 vessels that are designed or could be converted to burn LNG for the Jones Act as shown in the accompanying table. This does not include inland and coastal vessels such as towboats or ferries.

The U.S. Maritime Administration, for example, is supporting the conversion of a towboat to burn LNG as fuel.

The use of LNG as a marine fuel has increased with Emission Control Areas (ECAs) coming into force in Northern Europe and North America under MARPOL Annex VI. LNG is relatively clean burning, containing virtually no sulfur content and it produces lower NOx and particulate matter in the combustion process than fuel oil and marine diesel oil.

A long-time, well-known proponent of LNG as a marine fuel, John Hatley, PE, Gas Initiatives, Wärtsilä North America, sees

gas as a compelling solution for box feeders, RO/RO vessels, ferries and cruise ships, product tankers, Great Lakes vessels, and ATBs on short coastal voyages that enter into ECAs. LNG is therefore able to offer a fuel solution compliant with both current and anticipated future regulations.

The larger effect from Annex VI will come when the requirement to reduce sulfur content of marine fuels to 0.5% on a global basis effective 2020 or 2025 depending on the outcome of an IMO low sulfur fuel availability study to be completed in 2018. The issue for ship owners and operators is how to find alternatives to economically meet the low sulfur fuel mandate about to be imposed by MARPOL Annex VI. However, while LNG is a competitive fuel relative to current alternatives, LNG infrastructure is needed in ports around the world to enable quick, safe and cost effective bunkering. In the U.S., the first LNG bunker transport barge with GTT Mark III Flex tank technology is under construction at Conrad Orange shipyard in Orange, TX, and expected to be delivered in early 2017.

LNG bunkering infrastructure is far more

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advanced in Europe.

Timo Koponen, Vice President, Flow & Gas Solutions, Wärtsilä Marine Solutions, says his company will contribute “its vast experience and know-how in gas driven propulsion systems and the entire gas value chain” to the initiative. “By working together, we plan to overcome the challenges and speed [up] the general acceptance of LNG.” Wärtsilä is also involved in an effort with class society ABS, Arista Shipping, Deltamarin, and GTT in the Project Forward joint development project (JDP) to develop a dry bulk carrier concept that employs LNG as fuel.

The goal is to develop a Kamsarmax bulk carrier design to be the first of this type suitable for worldwide services powered by LNG in compliance with the IMO’s Energy Efficiency Design Index 2025 standards,

NOx Tier III and MARPOL Annex VI SOx emission levels. This landmark design will be the first LNG-fueled cargo ship capable of full-range operations.

“The long-term potential for LNG as a marine fuel is tremendous,” says ABS Vice President of Global Gas Solutions Patrick Janssens. “We see the near-term opportunities for larger vessels on fixed and known trade routes, but more opportunities will emerge as concepts mature and bunkering infrastructure expands.”

“Project Forward represents a milestone for the shipping industry in bringing to the market a practical, achievable design for what are the workhorses of the shipping fleet,” says Arista Shipping Principal Alexander P. Panagopulos. “Our mission is to develop the next generation of energy efficient and environmental friendly dry bulk cargo ships to be sustainable worldwide

beyond 2030.”

One of the technical challenges in developing this design was the need to carry a large volume of LNG (2,500 m3) – which corresponds to full-range operation and 40 days—in a type of ship where available space is limited and cargo space is at a premium.

ABS will provide Approval in Principle (AIP) for the concept, which is based on the highly optimized Deltamarin B.Delta 82 design, with a GTT membrane LNG fuel tank. The design will serve as the basis for other dry bulk carrier designs. The concept features a Wärtsilä four-stroke, medium-speed engine without auxiliary generators, the first time this configuration has been applied to a vessel of this type, significantly simplifying the vessel’s engine room arrangement and contributing to lower capital expenditure.

Dual-Fuel & LNG Ready Oceangoing Vessels in Operation or on Order Vessel

Type

Particulars

Isla Bella

Containership

3,100 TEU

Owner TOTE

Class ABS

Shipyard GD-NASSCO

Status In operation

Perla del Caribe

Containership

3,100 TEU

TOTE

ABS

GD-NASSCO

In operation

Harvey Energy

PSV

310 ft

Harvey Gulf Intl. Marine

ABS

Harvey Shipyard

In operation

Harvey Liberty

PSV

310 ft

Harvey Gulf Intl. Marine

ABS

Harvey Shipyard

In operation

Harvey Power

PSV

310 ft

Harvey Gulf Intl. Marine

ABS

Harvey Shipyard

In operation

Harvey America

PSV

310 ft

Harvey Gulf Intl. Marine

ABS

Harvey Shipyard

On order

Harvey Freedom

PSV

310 ft

Harvey Gulf Intl. Marine

ABS

Harvey Shipyard

On order

Harvey Patriot

PSV

310 ft

Harvey Gulf Intl. Marine

ABS

Harvey Shipyard

On order

El Coquí

Container/RO-RO

2,400 TEU

Crowley Maritime Corp.

DNV GL

VT Halter Marine

On order

Taíno

Container/RO-RO

2,400 TEU

Crowley Maritime Corp.

DNV GL

VT Halter Marine

On order

Ohio

Product Tanker

50,000 dwt

Crowley Maritime Corp.

ABS

Philly Shipyard

In operation/LNG Ready

Texas

Product Tanker

50,000 dwt

Crowley Maritime Corp.

ABS

Philly Shipyard

In operation/LNG Ready

Louisiana

Product Tanker

50,000 dwt

Crowley Maritime Corp.

ABS

Philly Shipyard

In operation/LNG Ready

TBA

Product Tanker

50,000 dwt

Crowley Maritime Corp.

ABS

Philly Shipyard

On order/LNG Ready

Daniel K. Inouye

Containership

3,600 TEU

Matson Navigation

DNV GL

Philly Shipyard

On order/LNG Ready

TBA

Containership

3,600 TEU

Matson Navigation

DNV GL

Philly Shipyard

On order/LNG Ready

Lone Star State

Product Tanker

50,000 dwt

APT/Kinder Morgan

ABS

GD-NASSCO

In operation/LNG Ready

Magnolia State

Product Tanker

50,000 dwt

APT/Kinder Morgan

ABS

GD-NASSCO

In operation/LNG Ready

Garden State

Product Tanker

50,000 dwt

APT/Kinder Morgan

ABS

GD-NASSCO

On order/LNG Ready

TBA

Product Tanker

50,000 dwt

APT/Kinder Morgan

ABS

GD-NASSCO

On order/LNG Ready

TBA

Product Tanker

50,000 dwt

APT/Kinder Morgan

ABS

GD-NASSCO

On order/LNG Ready

Independence

Product Tanker

50,000 dwt

SEA VISTA

ABS

GD-NASSCO

In operation/LNG Ready

TBA

Product Tanker

50,000 dwt

SEA VISTA

ABS

GD-NASSCO

On order/LNG Ready

TBA

Product Tanker

46,000 dwt

APT/Kinder Morgan

ABS

Philly Shipyard

On order/LNG ready

TBA

Product Tanker

46,000 dwt

APT/Kinder Morgan

ABS

Philly Shipyard

On order/LNG ready

TBA

Product Tanker

46,000 dwt

APT/Kinder Morgan

ABS

Philly Shipyard

On order/LNG ready

TBA

On order/LNG ready

Product Tanker

46,000 dwt

APT/Kinder Morgan

ABS

Philly Shipyard

Midnight Sun

RO/RO

839 ft

TOTE

ABS

Keppel Shipyard

Being converted

North Star

RO/RO

839 ft

TOTE

ABS

Keppel Shipyard

Being converted Source: Marine Log

August 2016 MARINE LOG 29

Innovation needed to drive environmental change Lessons that industry can draw from the ballast water management systems challenges

M

any ballast water management system manufacturers have completed the required U.S. Coast Guard testing procedure requirements and are close to submitting their application for type approval in the coming weeks. The U.S. insistence on setting its own type approval standards for ballast water management systems, however, has drawn some harsh industry criticism. Rear Adm. Paul Thomas, U.S. Coast Guard Assistant Commandant for Prevention Policy (shown), is holding them up as an example of how to deal with future environmental challenges likely to face shipping.

“It’s no secret; there is a great deal of angst over the International Maritime Organization (IMO) Ballast Water Management (BWM) Convention, the U.S. BWM regulations, and ballast water management system (BWMS) type approval processes,” writes Admiral Thomas in a blog recently posted on the Coast Guard Maritime Commons website.

“Many in the shipping industry have called for measures to ensure that never again are we put in a position where regulations call for technology that doesn’t yet exist, or type approval requirements that cannot be met by commercially available technology,” writes Admiral Thomas. “However, the very nature of the environmental challenges facing the shipping industry not only precludes the elimination of such dilemmas – it demands them.”

Admiral Thomas writes that though, for a lot of reasons, demand for capacity in global shipping will grow significantly “the sustainability of industry and societal demands will require a reduction in shipping’s environmental footprint. While industry plays a key role in meeting this challenge,” he writes, “so do the regulator, innovator, and non-governmental environmental organizations. Today we see these roles being played out around the ballast water challenge. Future challenges will demand similar roles and approaches, thus making it worthwhile to learn what we can from the ballast water challenge.

“Regulation can provide the critical forcing function that drives innovation and encourages technological developments to meet the environmental challenges. This occurs when regulations set ‘stretch’ goals and incentivize investment to meet those goals.

Regulations that embrace the status quo and codify existing commercially available technology only serve to stifle innovation and prevent industry from meeting environmental challenges. Both the IMO BWM Convention and the U.S. BWM regulations set a discharge standard that represents a stretch goal, and they drive investment and innovation towards the development of solutions that are both effective and practical. Future environmental

30 MARINE LOG August 2016

challenges will require similar regulatory-forcing functions.

“Robust, mandatory, consistent and transparent type approval procedures coupled with testing protocols carried out by independent authorities are critical to ensure the complex systems developed to meet environmental stretch goals are, in fact, reliable and effective. Type approval procedures that are not mandatory, that can be applied inconsistently, and that are not transparent introduce market uncertainty, and make it difficult for regulators to incentivize ‘early adopters.’

“The recent IMO report on the implementation of the ballast water performance standard (G8 standards) bears this out.

The report concluded that the non-mandatory nature, inconsistent interpretation and application of the standard, and lack of transparency of the test results have reduced confidence in the credibility of both the G8 approval regime and some of the 50 IMO-approved systems.

“By contrast, there are not yet any BWMS approved to the U.S. type approval standard. But there are many currently being tested.

When testing is complete, the results will be transparent, repeatable, reliable and applicable to the full spectrum of ballast water encountered by global shipping. These systems will provide the market certainty that is needed to meet the ballast water challenge in this dynamic, diverse industry. As is the case with future environmental challenges, the success of the global ballast water regime depends on the development of reliable and effective BWMS. This outcome can only be achieved through robust type approval standards.

“Regulations that set stretch goals and demand robust type approval requirements to drive innovation and investment must also provide flexibility to ensure the right balance between the possible and the practical. U.S. Coast Guard ballast water regulations provide that balance by extending the compliance deadline when appropriate alternative mitigation measures are in place – even while the cutting-edge technology is under development.

“It is essential to heed lessons learned from ballast water regulations as we address future environmental challenges and ensure the sustainability and productivity of the global shipping industry.”

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New Application to Manage Dry-Docking Projects Star Information Systems (SIS) is a world-class provider of maritime software solutions and services that is tightly integrated to allow efficient and safe operation of ships and rigs, and include modules for maintenance, asset management, project/docking management, safety/ HSEQ, document management, insurance and guarantee claims, procurement and e-commerce, KPIs, and reporting. SIS also provides consultancy services, system implementation, and product training.

The Star software has been used onboard vessels since 1997. Since the company was founded, SIS has strived to deliver state-of-the-art

software solutions for ship and rig management, and is continuously improving its systems as well as developing new software to meet the high demands of the shipping and offshore industries. Based in Trondheim, SIS has offices in Norway, Brazil and Singapore.

Star IPS is used on over 2,000 ships/rigs by some 200 vessel owners/managers. Our customers include jack-ups, semis, drill ships, FPSOs, accommodation rigs, supply vessels, passenger/cruise ferries, product/chemical tankers, bulkers, and third party managers.

Our customers include Sapura Kencana, Teekay, Prosafe, Ocean Rig,

Farstad Shipping, Solstad Offshore, Van Oord, Hurtigruten, Colorline, Odfjell and Norled.

Star project application – managing your dry-docking projects SIS’s new product is Star Project Application, which is designed for managing projects that involve scope and cost control, including drydocking. It supports the dry-docking process from project initiation through the preparation process where the scope and budget is defined, compilation of specifications, RFQ and quoting processing, work performance with actual cost control and completion and evaluation of the project. www.sismarine.com

RELIABLE SOFTWARE FOR THE CRUISE INDUSTRY Delivering a wide range of features through our global presence reliable data replication procurement maintenance

August 2016 MARINE LOG 31

Jensen, at the Forefront of Innovative, Environmentally Friendly Vessel Designs For over 50 years, Jensen Maritime has been recognized as a naval architecture and marine engineering leader. The team has designed and modified virtually every type of vessel while also providing a host of other services.

Jensen has helped customers revitalize vessel fleets to include environmentally friendly, best-inclass technology.

Recently, Jensen designed a new, high-performance, 110-foot (33.5-meter), tractor tug featuring some of the first Tier IV engines to meet higher federal air emissions standards. The two engines on

this vessel use systems that clean exhaust gases after they leave the engines. The tug was also designed without ballast tanks to meet new ballast water treatment requirements from the EPA and U.S. Coast Guard.

Instead, the tug will transfer fuel to maintain proper trim.

“The development of the Tier IV engines for this tug demonstrates our commitment to innovative, environmentally friendly design with continued focus on powerful, high-quality performance,” said Johan Sperling, Vice President, Jensen Maritime.

Jensen is a leader in liquefied

natural gas (LNG) vessel designs with two new, fully customizable LNG bunker barge concepts —one a retrofitted barge with an above-deck LNG tank capable of modification to accommodate more than one type of product; the second a purpose-built barge with a larger LNG tank inside.

Additionally, Jensen designed the first LNG-bunkering articulated tug-barge (ATB) concept in the U.S.— which has been granted “approval in principle” by ABS, and has designed and managed the build of four LNG-ready product tankers for Crowley Maritime. jensenmaritime.com

A Track Record of Innovative, Environmentally Friendly Designs Experience counts when it comes to designing

TIER IV ENGINES

vessels with low impact on nature, and Jensen Maritime has the comprehensive expertise to ensure winning project outcomes. With successful designs of LNG tankers, container ships, tugs and bunker barges, as well as tugs with ballast tank-free systems, our industry-leading naval architects and marine engineers can help make sure your new vessel is beautiful, efficiently built, extraordinary to operate and cleaner

ECO-FRIENDLY DESIGN

for Mother Earth.

To bring Jensen on board for your next project,

contact us at 206.332.8090 or visit our website at jensenmaritime.com.

Beautiful Designs.

Efficient to Build.

LNG SOLUTIONS 32 MARINE LOG August 2016

Naval Architects & Marine Engineers

Extraordinary to Operate.

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Innovation is in the DNA of Marine Sewage Treatment How did marine wastewater treatment systems evolve to be the pre-engineered, long-term performance systems they are today?

Now, required on all inspected vessels, the use of marine sanitation devices (MSDs) has created not only fierce competition in the development of technology, but also in interpretation of the cost, size, weight and operating requirements. The Clean Water Act of 1972 authorized EPA to develop standards for marine biological sewage treatment and the U.S. Coast Guard (USCG) to promulgate these regulations. EPA originally specified these wastewater treatment systems develop a result of “no discharge” or “water recycling” quality.

However, USCG, which evolved the 10-day, 33CFR159 test into “Type I, II, and III Certification” descriptions, insisted upon lesser “flow through” MSDs that were deemed simpler, less expensive and required less maintenance.

In 1973, such a system (MarineFAST®) met both EPA and USCG standards from a prototype developed in 1969.

The vastly different biological treatment process of fixed-film activated sludge treatment systems not only satisfied the need to put a robust treatment process in a small footprint, but allowed for the recycling of treated wastewater. The resultant, clear effluent is produced from a more complex biota of microorganisms to produce less sludge, provide faster startup and stabilize wide variations in hydraulic and organic loading in the variable marine environment without the intervention of operators nor the need for a clarifier as the dense sludge can be stored below the process media. Since the sludge is highly oxygenated, the “sludge age” in a fixed-film, activated sludge treatment system is about 100 days; by comparison, other typical technologies are only 3 to 15 days. Disinfection of the treated effluent occurs with either the addition of a chlorine or UV system.

Scienco/FAST continues to protect the environment through innovation.

For more information, contact Scienco/FAST at solutions@sciencofast.com; www.sciencofast.com; 866-652-4539.

• Marine Sanitation • R.O. Systems • Disinfection Systems • BrineMakers • Odor Eliminator • Detergents & Cleaners • Bacterial Tablets • Industrial Descalers

www.SciencoFAST.com solutions@sciencofast.com © 2016 2016 Bi Bio-M o-Micr icrobi obics, cs, In Inc. c. All Ri Right ghts sR Rese eserve rved. d. *Sizing *Sizin g of of unit units s are are bas based ed on sew sewage age fa facto ctors. rs.

August 2016 MARINE LOG 33

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Answering Your Ballast Water Treatment Opex Questions With the wide array of ballast water treatment technologies and solutions on the market, vessel owners must carefully consider operational expenditure (OPEX).

Here are four questions and answers that should help as you continue to evaluate various ballast water treatment system suppliers.

1. How prominently should opex figure into the buying decision vs.

Capital expenditures (capex)?

The answer depends on the expected operational life of the vessel. Annual operational expenses can range from 3% to more than 15% of the capital cost of the treatment equipment. A significant portion of these expenditures only occur in later years when replacement and maintenance of the equipment become necessary, so owners deciding to keep a vessel for more than 3 – 5 years should consider OPEX as an important factor.

2. What important advantages do various technologies provide that minimize opex?

All technologies have operational benefits that can minimize OPEX. For instance, Electrochlorination systems can be very efficient at delivering the necessary dose when ballasting seawater, and a few are designed to reduce electrode scaling by using triple tube electrode (TTE) technology to lengthen the time between cleaning.

Alternatively, UV systems are not affected by salinity or temperature, which allows for consistent and

34 MARINE LOG August 2016

reliable performance in all ports.

Furthermore, the Trojan Marinex BWT system is equipped with TrojanUV Solo Lamp™ Technology. Typical medium-pressure lamps have a life expectancy of 4,000 hours. The Solo Lamp, however, has a life expectancy of beyond 10,000 hours of ballast water treatment operation, which is equivalent to 10+ years.

3. Compliance is the driving force for installing a ballast water treatment system. Are there specific compliance costs that shipowners should be aware of?

Compliance costs may include regular calibration of equipment sensors and recurring sampling of the ballast water discharge to evaluate the levels of active substances and disinfection by-products. The USEPA’s 2013 Vessel General Permit (VGP) specifies a monitoring schedule for residual biocides sampling of two to four times per year, tested independently, submitted as reported and not averaged, and annual calibration of monitoring equipment. This dual-compliance requirement for all active substance systems (biological and residual biocide monitoring) increases the cost of compliance over physical

treatment methods (e.g., UV) and is an additional consideration when evaluating technologies.

4. Planned replacement of consumables or equipment is an important consideration when evaluating opex. How should a shipowner seek confidence that these expenses are accurate and representative?

Technology is best proven in the field, but the reality is that few ballast water treatment systems are currently in operation, and disclosure of any operational information has been limited. In light of this, relevant data should be provided by the manufacturer that demonstrates the system’s expected performance based on years of testing, experience during the Type Approval process, and track record in other applications. Life cycle testing of critical components is becoming standard practice in the marine industry, and many manufacturers may be able to share the degree of which they stress-tested their technology to support the proposed replacement schedule.

To read two more OPEX questions and answers, please visit trojanmarinex.com

Hatches are small, doorways narrow, and space limited.

So we combined filtration + UV in a single unit, and engineered a compact system that is up to 50% smaller than others.

trojanmarinex.com August 2016 MARINE LOG 35

Providing Solutions to Environmental and Operational Challenges ABS, a leading provider of classification services to the global maritime industry, is guided by its mission to promote security of life, property and the natural environment. The organization offers support during initial concept design, design approval and construction and provides lifecycle services. ABS recognizes that the classification world is changing with more emphasis on complex structures, life cycle management, unified standards, safety equivalencies and environmental compliance.

From its world headquarters in Houston, ABS delivers services

36 MARINE LOG August 2016

and solutions to clients through a network of local representatives working from more than 150 offices in 70 countries, providing core competencies of survey, engineering and auditing. Backing these field representatives is a commitment to R&D that is carried out by five innovation centers around the world, supported by the Technology Center in Houston.

ABS also uses its global network of operational and environmental performance professionals to support the maritime industry’s growing need for energy efficiency, performance verification and

environmental compliance. By combining its experience and industry-leading technology development, ABS is able to provide vessel owners and operators with solutions to environmental and operational challenges.

Acknowledged by the industry as a technology leader, ABS offers practical standards for the design, construction, operation and maintenance of marine and offshore energy assets. www.eagle.org

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Hyde GUARDIAN GOLD – Experience Matters Since 1998, the Hyde GUARDIAN® Ballast Water Treatment System (BWTS) has emerged as an industry leader with more than 400 Hyde GUARDIAN units sold to date for installation in various ship types and sizes around the world.

Calgon Carbon UV Technologies LLC d/b/a Hyde Marine, is an established leader in ballast water treatment (BWT), providing water treatment solutions and technologies to help shipowners and operators navigate pending BWT regulations.

As one of the first to receive both IMO and USCG AMS approval, the chemical-free Hyde GUARDIAN Gold® relies on a proven, two-step method and uses no active substances to

treat ballast water. The automaticbackwash filtration process removes sediment and large organisms from the ballast water before it is treated with high-intensity, medium pressure UV light to inactivate or kill remaining organisms.

The Hyde GUARDIAN BWTS was Type Approved in 2009 by Lloyd’s Register on behalf of the UK Maritime and Coast Guard Agency, confirming compliance with IMO Resolution MEPC.174 (58) Guidelines. It was also one of the first to receive Alternative Management System (AMS) Approval from the U.S. Coast Guard on April 15, 2013. It was also the first BWTS accepted into the U.S. Coast

A CALGON CARBON COMPANY Guard’s Shipboard Technology Evaluation Program.

The BWTS is ideal for retrofits as it provides the compact size required by ship owners and operators – offering models handling flow capacities in the range of 60 m3/hr to 6,000 m3/hr.

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August 2016 MARINE LOG 37

Founded on Safety and Protecting the Environment 150 Years Ago Driven by our purpose of safeguarding life, property and the environment, DNV GL enables organizations to advance the safety and sustainability of their business. We provide classification and technical assurance along with software and independent expert advisory services to the maritime, oil and gas, and energy industries. We also provide certification services to customers across a wide range of industries.

Combining leading technical and operational expertise, risk methodology and in-depth industry knowledge, we empower our

for the future: A safe and sustainable future—enabling the transition; From technology to transformation; The future of shipping; Electrifying the future; Arctic: The next risk frontier; and Adaptation to the changing climate. The idea behind the initiative is threefold: to inspire the next generation, to encourage business and political leaders to take the lead, and to promote collaboration among partners and stakeholders. In order to view reports from the six themes go to: www.dnvgl.com Click: Technology & Innovation.

DNV GL is the world’s leading classification society.

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customers’ decisions and actions with trust and confidence. We continuously invest in research and collaborative innovation to provide customers and society with operational and technological foresight. With our origins stretching back to 1864, our reach today is global. Operating in more than 100 countries, our 16,000 professionals are dedicated to helping customers make the world safer, smarter and greener.

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38 MARINE LOG August 2016

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Scania: Reducing Your Vessel’s Environmental Impact Without Compromising Power Scania embraces every effort to reduce the effects on climate and the environment. This is why emission control goes hand in hand with reduced fuel consumption without compromising power output and torque. Irrespective of engine size, you can rest assured that every cubic millimeter of fuel is taken care of in the cleanest and most economical way possible.

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August 2016 MARINE LOG 39

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Lubricant Tips For Vessel Operators Simple steps to enhance your equipment performance, improve maintenance efficiency, and reduce operating costs WITH 150 years of lubricant development experience, ExxonMobil’s best practices and multi-step maintenance plans offer valuable lubricant-related recommendations for vessel operators.

Following the guidelines below can help marine operators and owners reduce equipment failure and unscheduled downtime, as well as enhance worker safety, even when faced with severe operating conditions.

1. Get a complete picture with oil condition monitoring • As part of routine maintenance, the “health” of the lubricant and the equipment itself should be regularly checked. By trending oil analysis data, operators can identify potential problem areas before they result in equipment downtime.

ExxonMobil offers Signum, a proprietary online oil analysis program, which sends maintenance professionals expert oil analysis assessments to identify potential issues, lists possible causes and recommends corrective actions.

2. Choose synthetic lubricants over mineral oils • While lubricants constitute only a small percentage of a company’s operating costs, upgrading to higher performing lubricants can have a significant impact on long-term maintenance costs. Advancements in lubricant technology, especially when it comes to fully-synthetic products, have helped deliver

significant breakthroughs for marine engines and auxiliary equipment, including increasing equipment life, extending oil drain intervals and improving the overall energy efficiency of equipment.

3. Streamline your lubricant inventory • Maintaining equipment with advanced, synthetic lubricants with balanced formulations can reduce the number of products which must be purchased, stored and utilized in marine equipment.

4. Store and handle lubricants correctly

and greases can deliver their maximum performance, they must be stored and handled correctly, both shore-side and on-board vessels. Poor handling, storing and dispensing methods can cause the products to deteriorate or become contaminated, which can result in machinery damage and potentially avoidable maintenance issues.

To learn how ExxonMobil can help your business, visit Hall A3, Stand 321 to arrange a meeting with one of our experts, or visit www.exxonmobil.com/ MarineEvents

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August 2016 MARINE LOG 41

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History Matters

Spirit of Service & Duty The vital role the maritime industry played on the evacuation of Manhattan on 9/11 James Kendra, Director, Disaster Research Center at the University of Delaware

Photo courtesy of the NYPD

O

bligation, vigilance, and perseverance are among the professional qualities of the merchant mariner. Whether one attends a maritime academy, such as Massachusetts Maritime, as I did, or comes up through the hawsepipe, in seagoing service mariners learn and practice the ethos of care to crew, ship, and the environment. Mariners are supposed to display those qualities in spite of cold, or rain, or discomfort—one of my strongest memories of the academy is being on lookout, freezing, wearing all my jackets. Mariners are supposed to be ready, to be watchful, to put together skills and equipment and to balance paradox and contradiction to make a successful voyage. The New York Harbor community combined all these unique attributes on 9/11, evacuating hundreds of thousands of commuters and residents of Lower Manhattan to Staten Island, to New Jersey, and elsewhere in New York City in an improvised fleet of boats: tugs, dinner boats, tour boats, private vessels. Over the course of those hours, boats made trip after trip across the harbor. Then, as the number of evacuees from Manhattan tapered off, the boatlift shifted to transporting responders and supplies to the island, an operation that continued for several days. They accomplished the largest water evacuation in history without planning, without practice—and without accidents.

What made this possible? To find out, my coauthor Tricia Wachtendorf and I talked with boat operators and waterfront workers, piecing together their stories for our book American Dunkirk: The Waterborne Evacuation of Manhattan on 9/11. Foremost was a spirit of service and a duty to rescue that is characteristic of the maritime community. Law and tradition require a mariner to come to the aid of a person at sea in danger of being lost. On 9/11

mariners widened the compass of their obligation to include the people who were queuing up at the shoreline.

The participants in this evacuation saw themselves as part of an active maritime community. Everyone knew everyone else, they said. They knew each others’ boats, and personnel were always moving from company to company, creating a strong network of acquaintance. Even though the commercial setting could sometimes be highly competitive, there were also habits of cooperation: any company might need help from any other in an emergency. It’s almost a rule in the disaster field that the planning process is more important than the plan itself. Responders have to become familiar with each others’ capacities, resources, and limitations. The years of interaction and familiarity were actually a planning process for urban disaster management, though they didn’t know it.

Mariners lead lives of paradox. GPS provides fabulous accuracy, but the prudent mariner is still reminded to check it by other means. Some mariners have attended disciplined and hierarchical academies where they live a regimented lifestyle while also learning Bridge Team Management, to adopt proper communications skills that short-circuit the intimidation of hierarchy. They operate in a complex web of maneuvering rules, which also contain a rule that prescribes that the rules should be broken when they’re not working. Often their information is ambiguous, as with weather, so they are sensitive to margins of error. In this complex milieu, mariners are always making judgments about safety, speed, and efficiency. These judgments abounded on 9/11. They carried passengers on boats not certified for that. In some cases, they exceeded boats’ passenger capacity. Boat operators said they didn’t do this recklessly, but looked at the boat’s performance, the distribution of August 2016 MARINE LOG 43

North America’s Premier Ferry Event

Nov 3–4, 2016 Grand Hyatt Hotel Seattle, WA

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OPENING REMARKS Kostas Mallios CEO Clipper Navigation

WHAT’S HAPPENING IN WASHINGTON Jon Waldron Partner Blank Rome LLP

EXHAUST GAS TREATMENT FOR FERRIES

DIESEL ELECTRIC PROPULSION: ITS EVOLUTION AND FUTURE

Bill Mossey Vice President

Guido F. Perla Chairman

Pacific Power Group

Guido Perla & Associates Inc.

LEVERAGING HYBRID TECHNOLOGY TO NAVIGATE TIER 4 COMPLIANCE

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50 YEARS OF DOUBLE– ENDED FERRY DESIGN

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John Waterhouse Chief Concept Officer

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Americas VP Marine Solutions

VIGOR SHIPYARD TOUR No shipbuilder has built a broader portfolio of ferries than Vigor. On November 4, take part in a special tour of Vigor Seattle’s facility at Harbor Island where the latest generation of ferries for Washington State is taking shape. Space is limited, so sign up early to secure your spot.

History Matters

Larry Bruce/Shutterstock

The clean up at Ground Zero in Manhattan lasted for months

additional weight, and the demands of the immediate crisis. Certainly the usual margin of safety was narrowed in this event both with respect to capacity and to navigation. In some areas around the harbor the dust was so thick that visibility was zero, but they continued on. “Radar, don’t fail me now!” recalled one captain thinking as he approached the entrance to North Cove. Sometimes, boat captains took on bystanders to assist in embarking evacuees or in handling lines. Boats used piers they were unaccustomed to, or that weren’t designed for passengers, and had to jury-rig gangways because of the different heights. The captains were careful, using their experience and judgment to know how much they could push the boundary of risk. Other rules were slackened. A Coast Guard officer authorized fueling without permits. Two harbor pilots took golf carts to move supplies. The main thing was that when they pushed the limits, they were thoughtful, weighing the risk as experience has taught them.

Sometimes older technologies are more adaptable than modern ones. A break-bulk ship can work cargo anywhere, but a container ship, not so much. Efficiency sometimes erases adaptability, but disasters remind us of the importance of older tools and technologies, such as radio. Certainly there are tools to help the modern disaster manager: satellite photography, robotics, drones. But a lot of disaster management is old-fashioned work: moving things and people, staging equipment, organizing activities, talking on the phone. Probably the exemplar of this principle during 9/11 was the John J. Harvey, a retired fireboat that had been bought and restored by a group of enthusiasts. On the morning of September 11, the group boarded the Harvey and got underway, first just to see what was happening, then they moved some evacuees, but then the Harvey’s real talent became obvious: the capacity to pump a lot of water. That capacity, left over from now-ancient days of wooden piers and warehouses and stacked-up flammable cargoes, was just what was needed to charge the fire hoses now substituting for the destroyed infrastructure at Ground Zero. Even in normal times, the Harvey demonstrated the qualities of prudence and vigilance.

One of her owners, a retired fireboat captain, insisted they always have some usable firehose on hand, just in case.

Of course, there were challenges. The era of deep-draft commercial maritime use of much of Lower Manhattan has long since past. The waterfront had few good locations for the boats to embark passengers and lacked critical shoreside infrastructure, such as bollards or cleats, to tie boats to. Meanwhile, the smooth stone surface of the Battery Park seawall threatened to damage boats that were coming alongside. The sailboat Ventura, for example, could not tie up there because of being buffeted against the wall. “We’re going 46 MARINE LOG August 2016

to have a boat that’s full of matchsticks and it’s going to sink,” said the captain. Even the durable Harvey got “quite a battering.” Some boats tied up to trees to hold steady for taking on evacuees. In other instances there was too much infrastructure, some of it in the form of fences and ornamental ironwork. Several participants in the evacuation reported simply cutting down the fences to clear a path for the evacuees.

The boat operations demonstrate what we have seen in many disasters: the importance of improvised, unscripted activities, and the importance of new groups, organizations, and networks. In spite of a widespread desire to “command and control,” that is not possible in an unfolding community-wide disaster. Most people are rescued by bystanders, for example, often well before formal responders arrive, which shows that there is always a grassroots dimension to disaster management. 9/11 maritime activities took place all around New York Harbor. No one could have full “command” of these activities, where needs were being identified and handled in an organic way through a growing network. The Coast Guard took a coordinating but not a commanding role. They wisely made no effort to take over the entire operation, recognizing that they needed to let it unfold. And there would be no way to command activities that were happening at Liberty Landing, or at Weehawken, or at Highlands, a 17-mile transit from Manhattan, where they were all dealing with their own needs of sorting passengers, decontaminating people, and offering comfort and bottles of water.

The 9/11 boat operations offer some insights for urban disaster management and resilience, organizations, and communities. Key features of resilience are redundancy, substitutability, and mobility.

Some vessels can operate even if others are out of service. Boats are a mobile resource, easily moved around as needed. If some facilities are damaged, others may be available or can be improvised on short notice. Some vessels of more rugged construction served as floating piers, so that other vessels of lighter design would not be damaged against the seawall. Vessels are connected by VHF radio—nearly always available—and vessel movements are organized not by a flowchart or a rigid command structure but rather by a nautical chart and the mariners’ operational knowledge of that

Mariners are supposed to be ready, to be watchful, to put together skills and equipment and to balance paradox and contradiction to make a successful voyage. area: its laws, regulations, and customs. Public officials in waterfront cities should look closely at the different transport modes available. In particular, emergency managers and urban planners and engineers should work much more closely together to identify needs and resources.

That’s the key. People, groups, and communities share what they know; identify what they need; and connect to others. The maritime operations on 9/11 are an example of principles that extend to other settings. In situations as diverse as U.S. wildfires to the Fukushima tsunami and nuclear plant catastrophe, people have built new networks and improvised with whatever is available. A resilient disaster response depends on deep knowledge of a place, memory, gathering resources, and finding substitutes. These are the pieces that people can assemble creatively and strategically to manage a disaster.

You can view a list of the vessels and operators that lent their support on 9/11 at www.fireboat.org/911_rescue_boats.php ■

PROPULSION

GROUP THINK

Renk opened one of Europe’s most modern test facilities for gear units in Augsburg

Collaboration early on between stakeholders can mean a more efficient, LOWER COST vessel

V

essel operators are still very much focused on reducing fuel consumption and lowering emissions. Collaboration early on in the design of a new vessel and its construction between the vessel owner, naval architects, shipbuilders, and propulsion manufacturers can payoff in optimizing the vessel’s hull, reducing costs of construction, and lowering operational costs during a vessel’s lifetime.

“We work with naval architects early in the design process to help optimize the propulsion system, looking to meet all design requirements while minimizing the size and horsepower of the system,” says Elizabeth Boyd, PE, President, Nautican Research & Development Ltd. Boyd says collaboration early in the design phase “can result in significant savings because if the horsepower can be reduced due to efficiency gains, it can lead to size reductions in not just the horsepower and propellers, but also everything that goes along with it—shafts, bearings, etc.—sometimes it can even mean meeting the requirements with a smaller boat. We can quickly show performance and full system configuration for different sizes, allowing the naval architect to explore options very quickly.”

Nautican’s foundation was built on efficiency. More than 40 years ago, company founder Josip Gruzling pioneered the use of hydrofoils to increase the efficiency of tugs and barges. Today, Nautican engineers and manufactures hydrodynamic solutions, including patented Integrated Propulsion Units, High efficiency nozzles and propellers, high aspect ratio triple rudders, pre-swirl stators, and also hydralift skegs for barges. It says independent tests show that its propulsion system solutions increase power and maneuverability, while significantly reducing fuel use and maintenance needs.

Compiled by Marine Log Staff

One of Nautican’s latest projects is fabricating the first two sets of 104-inch nozzle units for the 120 ft Kirby Offshore Marine line haul tugs under construction at Nichols Brothers Boat Builders, Whidbey Island, WA. According to Boyd, initially nozzle development was done using both Computational Fluid Dynamics (CFD) and physical testing in a cavitation tunnel and towing tank. “However,” she says, “our CFD efforts now are focused more on integration with the hull form. For these boats, CFD was not used as the design was already well developed and fairly straight-forward as far as placing the nozzles.”

The designer of the ABS Class tugs is Jensen Maritime, Crowley Maritime Corp.’s Seattle-based naval architecture and marine engineering company.

Each of the two tugboats will be equipped with two Caterpillar 3516C main engines, rated at 2,447 hp at 1,600 rev/min. Reintjes reduction gears, supplied by Karl Senner, LLC, Kenner, LA, will turn two Nautican fixed-pitch propellers with fixed nozzles. Other equipment onboard the tugs will include two C7.1 Caterpillar generators for electrical service, one TESD-34 Markey tow winch, one CEW-60 Markey electric capstan and one Smith Berger Town Pin. “Kirby owns many boats with Nautican systems, but most of these have been ATBs (Articulated Tug Barge units) to date,” says Boyd. “We worked recently with Nichols on a pair of Kirby 10,000 hp ATB tugs—this project went very well and these vessels are performing exceptionally well in service.”

Nautican designed larger 120 inch nozzle units for another tug for Dunlap Towing. “Dunlap is a Nautican repeat customer,” says Boyd.

August 2016 MARINE LOG 47

PROPULSION Modern power electronics allow the use of high-speed motors in combination with an efficient gearbox. The Renk AED combines electric motor and gearbox on one joint frame. Built on soft elastic mounts and equipped with a highly elastic propulsion coupling an incomparably silent operation is possible. The water-jacket of the water-cooled electric motor as well as the double helical reduction gear add to extremely low noise operation.

A Modularized Lightweight

Rolls-Royce is upgrading its azimuthing thruster plant

The new tug, says Boyd is a new design, based on the Phyllis Dunlap, but “fully rethought and redesigned by Hockema Whalen.” The 5,000 hp, twin-screw tug Phyllis Dunlap was built in 2001 by Hansen Boat Company, Everett, WA. “Dunlap has been a great customer to work with—they are very involved in all aspects of the design and equipment selection and are very knowledgeable, providing some really useful feedback about performance over the years in their very demanding runs to Hawaii and Alaska.”

Wartsila Transverse Thruster Earlier this year, Wärtsilä expanded its transverse thruster series with the addition of the Wärtsilä WTT-40, with a 4,000 kW power level and a 3,400 mm diameter controllable pitch propeller. While Wärtsilä has designed and built customized transverse thrusters as powerful as 5,500 kW, the WTT-40 and others in the WTT range address customer needs for high power transverse thrusters for bow and stern applications.

Development work on the Wärtsilä WTT-40 began in 2015 with an eye on targeting cruise ships, large OSVs and offshore construction vessels. The high power level is particularly important for the harbor maneuvering and docking of large ships, and for dynamic positioning of offshore vessels working in heavy sea conditions.

Because of its maximum power of 4,000 kW, shipyards and vessel designers have the option of using three WTT-40 thrusters instead of four smaller ones. This translates into a more efficient vessel design with less space required for the transverse thrusters. It also allows thrusters to be installed closer to the bow where they are more effective.

Another benefit of the Wärtsilä WTT-40 is its integrated hydraulics, which save machinery room space and installation and commissioning time at the shipyard.

Innovative Ship Propulsion Systems Made By Renk Military vessels such as patrol boats, corvettes, and frigates looking for “silent running” might well be interested in the Renk Advanced Electric Drive AED. The new drive from the Augsburg, Germany, plant offers a number of special advantages for shipbuilders, says Renk. The propulsion system is a real alternative to the heavy, space consuming electric motors that are rotating at propeller speed.

48 MARINE LOG August 2016

Thanks to the compact design, as well as the low height, the preassembled unit is quickly installed with minimum space requirements. Additionally there is a considerable weight advantage. The drive weighs around 40% less than a conventional direct drive motor. By comparison, the Renk AED weighs only 23 tons instead of the 35 tons of a direct drive motor of the same power.

Suitable for fixed pitch propellers, as well as controllable pitch propellers, the drive speed can be adjusted to the respective propeller requirements. The propulsion systems is built modularly and can be delivered in four sizes from 1.4 to 6 MW. For uses where the requirements are between sizes RENK simply adjusts the capacity of the bigger engine. In this way the complete range of capacities can be covered individually and economically. The motors work with low or mid ranged voltage and are designed –depending on size- for propeller revolutions of 190-450 rev/min.

Investing In New Production & Testing Facilities Besides pouring millions of dollars into research and development, marine propulsion manufacturers are also investing in new production and testing facilities. Earlier this year, Renk opened one of the largest and most modern test facilities in Europe for gear units at its headquarters in Augsburg.

Renk will not only test its own special gearboxes and propulsion systems, but also those of other propulsion systems or propulsion component manufacturers. The test facility allows for a power capacity of up to 12 MW at 10 revolutions per minute and can take a torque of up to 11 million Nm. Just this past June, Rolls-Royce Marine unveiled plans for a EURO 57 million plan to upgrade its azimuth thruster plant in Rauma, Finland, and consolidate its thruster assembly and testing to one site. Rauma produces a wide range of mechanical azimuth thrusters for use on a wide range of applications including semisubmersible drilling rigs and drillships, tugs and offshore vessels.

Rauma also produces thrusters for specialist vessels such as icebreakers and polar research ships.

Azimuthing thrusters rotate through 360 degrees, providing propulsion and maneuverability without the need for a rudder.

The largest and most powerful thrusters from Rauma are the ARC type which power icebreakers including the Finnish vessel Fennica.

They are among the largest products produced by Rolls-Royce and can each weigh up to 190 tonnes, providing 7.5Mw of power.

Two of the world’s largest f loating structures are powered by another range of thrusters produced in Rauma, UUC underwater mountable thrusters: The heavylift vessel Pioneering Spirit, owned

by Allseas, which is used for decommissioning oil platforms, has13 UUC thrusters; and Shell’s Prelude, the world’s first floating LNG production facility, will feature three large UUC thrusters, for position keeping. The thrusters are installed in a novel arrangement that allows them to be removed and maintained within the ship.

The work to transform Rauma will begin immediately and is due for completion in 2020. The investment will include installation of a crane capable of lifting 200 tons, and at least six factory acceptance test rigs. Offices and IT systems will also be refurbished. ■

16th Annual

Monday, September 26, 2016 AT Liberty House IN Liberty State Park Jersey City, New Jersey

The Port of New York-New Jersey

A Reflection On The Past...

A Glimpse Into The Future 8:00 a.m.

9:00 a.m.

9:15 a.m.

Opening Keynote

Continental Breakfast and Opening of Exhibits Thomas Adamski, Chief Executive Officer, Cross Port Transport Art Cashin, UBS Director of Floor Operations at the NYSE How World Economics Affect Shipping

9:45 a.m. Panel The first containership sailed from Port Newark, NJ in 1956. A panel of maritime executives with first-hand knowledge of that history-changing event will discuss the advent of containerization, the building of infrastructure and the role the containership had in the growth of global trade.

Moderator James Devine, President & COO (ret.), Global Container Terminals USA Panelists R. Kenneth Johns, CEO, R.K. Johns Associates Charles R. Cushing, Owner, C.R. Cushing & Co. Ronald Katims, Board Member, TranSystems Corp.

M. Brian Maher, Chairman and CEO (ret.), Maher Terminals Carmine Ragucci, Commissioner, Board of Commissioners of Pilots of the State of New York Hugh H. Welsh, Deputy General Counsel (ret.), The Port Authority of New York & New Jersey 11:00 a.m. Panel Sixty years later, containerships continue to grow in size and volume and create a huge impact on ports and infrastructure worldwide. To accommodate the increased cargo flow, Port of New York New Jersey stakeholders collaborate to improve operational efficiency and plan for future cargo growth.

Moderator Dean Tracy, Managing Director, Global Integrated Solutions Panelists Hon. William Doyle, Commissioner, Federal Maritime Commission Updating Port Issues Capt. Richard Schoenlank, President, United N.J. Sandy Hook Pilots Navigating Oceangoing Vessels Charles “Chuck” Connors, President & COO, H&M International Transportation Adapting to Operational Changes Peter Palmer, Chairman, North Jersey Transportation Planning Authority Addressing our Growing Infrastructure Needs Molly Campbell, Director of Port Commerce, The Port Authority of New York & New Jersey Planning for the Future: A Maritime Master Plan Additional speakers to be announced.

12:30 p.m.

Food Festival and Networking 2:00 p.m.

Trip to Ellis Island and the Statue of Liberty

For more information,

Email: PortIndustryDay@yahoo.com or Call (201) 437-1891

Patrol Boat Guide Calm, Safe & Steady Patrol boats keep our coastal waters safe, our cities secure, and our people protected. Our Patrol Boat Guide highlights the latest, innovative patrol boat designs offered by leading boat builders across the U.S. that exhibited at MACC 2016 for military forces, law enforcement agencies, first responders, park service use and fisheries enforcement. From a Defiant monohull with a big bite to the ultimate SAFE boat, the Multi-Mission Interceptor, we have you covered.

1100 Impact D-Collar Brunswick Commercial & Government Products

Brunswick Commercial & Government Products (BCGP), Edgewater, FL, recently introduced the next iteration of its hard-sided RHIB line. The new 1100 IMPACT D-Collar features a solid fiberglass gunnel with a hybrid air/foam filled collar.

Instead of a fully circular tube, the updated IMPACT D-Collar boat allows for more space on deck as well as added maneuverability and versatility for the crew. Additional options include Joystick Piloting for Outboards with Skyhook by Mercury Marine. www.brunswickcgp.com

45 Defiant

RIBCRAFT Express 32

METAL SHARK

RIBCRAFT USA, LLC The Express 32 offers the ultimate combination of performance and all weather protection in a 32 ft cabin RIB. The highly functional layout is ideal for marine patrols, extended on-water missions, port security, and rescue operations. The Express 32 features an aggressive deep V hull that delivers high speed open water performance while maintaining responsiveness and agility, and a generous cabin providing premium interior space. The Express 32 can be customized to any mission requirement with optional medical response, detainment, and galley modules. ribcraftusa.com

Metal Shark’s 45 Defiant is a highly versatile welded aluminum patrol boat that may be fully customized to suit a wide range of mission profiles. The vessel shares many design characteristics with other vessels in the Defiant class of monohull pilothouse vessels, which are in service with the USCG, Navy, and foreign militaries worldwide. Special features include a proven running surface, durable urethane-sheathed Wing collar, and a spacious pilothouse. The 45 Defiant may be equipped with conventional straight shaft inboards, water jets, surface drives, or pod propulsion. www.metalsharkboats.com 50 MARINE LOG August 2016

Patrol Boat Guide

Coastal Interceptor Vessel

RB-M C

Fincantieri Marine Group

Vigor (formerly Kvichak Marine)

With three Great Lakes shipyards, Fincantieri Marine Group (FMG) is the U.S. division of Fincantieri, one of the world’s largest shipbuilders. FMG offers the proven, tactically superior Coastal Interceptor Vessel (CIV) design for federal, state and local law enforcement agencies that optimize speed, endurance, maneuverability, and crew comfort. The CIV has a deep V double-chine stepped hull that provides speed— it has a maximum speed of 65 knots—and stability in pursuit maneuvers. FMG has high-capacity serial manufacturing capabilities as demonstrated in production of the RB-M for the USCG. Learn more at: https://youtu.be/Dchu6XyoPEo The RB-M C is the commercial variant of the Response Boat - Medium (RB-M), a 45 ft self-righting patrol boat utilized by the USCG for a broad range of missions including homeland security and search-and-rescue. The NYPD Harbor Unit, Seattle Police Department Harbor Patrol Unit and L.A. County Sheriff’s Department have the RB-M C in service. The vessels are built

by Kvichak Marine (now Vigor). It was designed in partnership with Camarc Design for high speed (excess of 40 knots) and high performance, including tactical handling and specialized mission capabilities. www.vigor.net

Multi-Mission Interceptor

Sea Rib Aluminum (SRA)

SAFE Boats International

Zodiac Milpro The new range Zodiac Milpro’s SEA RIB ALUMINIUM (SRA) is built for demanding professional users. Thanks to the experience acquired with SEA RIB RESPONDERS and the aluminum hull building, Zodiac Milpro has developed the SRA range to be strong, reliable, efficient and modular. The aluminum hull can face the hardest sea conditions and the inflatable D-shape collar technology increases significantly the usable deck area. The SRA is fully versatile and benefits from many deck configuration, allowing rapid reconfiguration to suit every mission. zodiacmilpro.com

SAFE Boats International is an industry leading aluminum boat manufacturer and provider of reliable and effective boat platform systems and solutions to defense, security, and first responder customers. SAFE Boats recently unveiled the Multi-Mission Interceptor (MMI) which is designed around SAFE Boats’ proven, commercially available Interceptor family. The 35-foot MMI has a maximum speed of 55+ knots and is capable of high-speed, open-ocean transits, extreme velocity maneuvers and unmatched cornering performance in close proximity to other vessels. www.safeboats.com August 2016 MARINE LOG 51

Shipbuilding Intelligence

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newsmakers

NAMEPA announces new leader, Maitland to step down Founder of NA MEPA (North American Marine Environment Protection A ssociation) Cl ay Maitland is leaving his post as Chairman of the association.He has passed the baton on to the American Club’s Joseph Hughes (pictured). Maitland, Managing Partner of International Registries, Inc., oversaw the development of NAMEPA’s educational programs for industry and the public during his nine-year tenure. NAMEPA also announced that Scorpio’s Ole Chr. Schroder will assume the role of Vice Chairman; Blank Rome’s Joan Bondareff was named Secretar y; and Alaska SeaLife Center’s Tara Reimer is now Treasurer.

Brunswick Commercial & Government Products (BCGP) has named Jeff Hubert to its sales team. Hubert is now Regional Manager of the Eastern U.S. region. He moves over to BCGP after retiring as Lt. Colonel of the Florida Fish and Wildlife Conservation Commission (FWC).

Tim Williamson has been promoted to General Manager of DonjonSmit, LLC. He replaces Raymond Lord who retired earlier this year.

Williamson has been with Donjon-Smit from its founding and has held a variety of roles within the company, including IT/Operations Manager, Assistant Salvage Master, Salvage Master and Project Manager.

Scott Metheny has been named General Manager of The Coastal Cargo Group, LLC, New Orleans, LA. The Coastal Cargo Group provides is portside services as terminal operators and stevedores, specializing in the handling of metals, plywood, alloys, ro-ro, project cargo, bulk and break-bulk cargoes.

Oilfield service provider, Danos, Gray, LA, has appointed Tom Broom Executive Account Manager. In this role, Broom, who retired after a 35 year-career with Shell, will be responsible for overseeing and maintaining Danos’ long-term relationship with the oil giant.

Schot tel GmbH ha s announced that Hans Laheij will take over as Vice President of Sales and Marketing, effective September 2016. He succeeds Dr. Jens-Erk Bartels.

Laheij brings with him extensive experience and expertise in the area of ship propulsion.

Overseas Shipholding Group, Inc. reports that OSG Director Samuel H. Norton has been appointed a Senior Vice President of the company and President and CEO of its U.S. Flag Strategic Business Unit. Norton is replacing Henry Flinter who is retiring from OSG. Vice President and Chief Claims Officer at WQIS, Harry Diamond, is marking a milestone this year, celebrating 21 years with the company. Diamond’s career with WQIS started in March 1995 when he was hired as a claims manager. He was promoted to Vice President of Claims in 1997, and in his more than two decades at WQIS has responded to over 2,500 spills.

Hire the Best Maritime Talent visit http://bit.ly/marinejobs

The marine log Job board Recruit and hire the best maritime talent with Marine Log’s online job portal.

To place a job posting, contact: Jeanine Acquart • 212 620-7211 • jacquart@sbpub.com August 2016 MARINE LOG 53

techNews

Offshore chair takes a journey beyond the stars

AlphaBridge: the heart and brain of new TESO RoPax The new double-ended passenger ferry, Texelstroom, features a dual AlphaBridge from JRC and Alphatron Marine. A complete double bridge package for inland water, but suitable for GMDSS area A1, was selected for the vessel.

The fully integrated and ergonomically designed bridge features full navigation, internal communication and observation equipment, captain’s chair on sliding rails (with steering control built in the armrest), and various workstations, with identical equipment installed on both ends of the ship.

While the equipment is exactly the same, the bridges work independently from each other and include safety override switching

between both ends, offering true flexibility to integrated and sophisticated navigation.

The AlphaBridge also comes with a complete remote controlled CCTV system featuring 32 IP cameras operated from three different stations and a custom-built docking system that detects distance to shore—ensuring optimal safety for passengers on board.

The 135 m vessel, owned by Texels Eigen Stoomboot Onderneming (TESO) and built by Spain’s La Naval Shipyard, is one of the world’s first hybrid RoPax ferries.

Texelstroom will operate in the North Sea between the city of Den Helder and the West Frisian island of Texel.

Jrc.am

The advantages of Tefcite: Durability and Delivery In the article, “Demonstrating ROI On Your Hull Coatings,” published in the July 2016 issue of MARINE LOG, we incorrectly reported on the copper leach rate of Tefcite, a product marketed by Bay Area Thermo & Coatings, LLC, Vancouver, WA. Tefcite is a recently EPA-approved, ultra-low copper leach rate anti-foulant hull coating with a copper content of 56.5%. The true copper leach rate of Tefcite is ~1 microgram per centimeter squared per day, which is order of magnitude under the reported 13.5 microgram per centimeter squared per day value—the maximum allowed copper leach rate in California.

Since the July article was published, new data has become available showing the anti-foulant protection of Tefcite lasting over +28 years on a fiberglass sailboat that has crossed the Atlantic Ocean twice. Tefcite is a “plastic not a paint.” The key differentiator of Tefcite to other hull 54 MARINE LOG August 2016

coating products is two-fold: durability and delivery. The durability of Tefcite results from a high concentration of copper that is melted into a tough, abrasion resistant thermoplastic powder coating, that is impermeable to sea water. Tefcite is delivered by a proprietary thermal plasma spray gun termed High Velocity Impact Fusion (HVIF) Thermal Spray System.

Additionally, Tefcite is a single use application that uses no solvents, cures in 60-90 seconds releasing no volatile organic compounds, can be applied in areas of high humidity, and suitable for trailer boats in fresh or sea water without affecting performance. Tefcite is a long-lasting plastic hull coating that is better for marine wildlife, and better for the air we breathe. The coating maintains a smooth finish over its entire life. Tefcite is an alternative solution for recreational and commercial marine assets owners alike. www.baythermo.com

Beam me up, Scotty. A piece of the maritime world has entered deep space.

Not literally, but pretty darn close. Norway’s Alu Design MH OCH 300 operator chair is featured in the latest installment of the rebooted Star Trek film franchise. The state-of-the-art molded aluminum chair is center stage in a number of key scenes in the newest film, Star Trek Beyond.

This isn’t the first time that the chair has taken part in a Hollywood production.

Back in 2013, Paramount Pictures contacted Alu Design for use of the MH OCH 300 in the Transformers: Age of Extinction film. “They were so pleased with how it looked on film—and the actors were so happy with how it felt—that it became the natural choice for this new, space age cinematic experience,” said Alu Design CEO Einar Ulrichsen.

The chair, created in 2012, was “developed to provide an optimum working environment for demanding ever yday tasks” on offshore rigs, explains Ulrichsen. “With ergonomic standards and a user-friendly nature that is unmatched in the segment—alongside integrated instrumentation, such as touch screen technology and joystick control—it is, quite simply, the best chair for this crucial job.” The chair combines comfort, durability, ease of installation and maintenance, with an intuitive access to controls, and is designed to “live long and prosper.” www.alu-design.no

The MH OCH 300 may have originally been designed for use in the offshore market but its was meant to be a star

techNews Fleet Xpress to be used on Alaskan Leader freezer-longliner in the Bering Sea Inmarsat partner Network Innovations (NI), together with Fusion Marine Technology, has signed a contract with freezer-longliner fishing vessel operator Alaskan Leader Fisheries to provide its high-speed broadband maritime communications service Fleet Xpress to support its daily business operations. Alaskan Leader Fisheries is a commercial fishing company, specializing in the harvesting, processing and marketing of Alaskan seafood.

The deal marks the first commissioning of Fleet Xpress in the remote and hostile waters of the Bering Sea. Under the contract, Inmarsat will provide a Cobham 100GX 1-meter VSAT antenna, a FleetBroadband antenna, and below deck unit to one vessel in the Alaskan Leader Fisheries’ fleet.

I n m a r s a t ’s F l e e t X p r e s s d e l i v e r s high-speed broadband connectivity and performance across of the world’s oceans and facilitates innovative Connected Ship applications. The service will provide crew with access to the internet, further enabling communications with friends and family ashore.

The use of Fleet Xpress onboard will enhance communications and increase operational performance

Calling the service a “game changer,” Inmarsat’s Gerbrand Schalkwijk says the Fleet Xpress “opens up a new level of connectivity for fisheries to take advantage of real-time communication back to shore, to enhance operational performance, maximize catch potential and start selling even before they have completed their journey

back to shore.”

With the service, Alaskan Leader Fisheries’ shore-based team will be able to maximize sales potential with up-to-date information on catch qualities and weights, while also sharing and recording geographical catch areas for more targeted sustainable fishing methods. www.inmarsat.com

ABB introduces MXP, its dedicated auxiliary engine turbocharger ABB Turbocharging introduced its first dedicated turbocharger for marine auxiliary engine applications at the CIMAC Congress earlier this summer.

Developed in cooperation with IHI Corporation, the Marine Auxiliar y Power (MXP) turbocharger is designed for ease of operation and service and supports a condition-based maintenance concept. MXP will be produced in at least three frame sizes and will be commercially available in early 2017.

ABB Turbocharging says the MXP is a key part of its strategy of focusing on increased value for engine builders and operators in the large engine industry through segment and application specific turbocharging offerings.

The MXP has been designed for auxiliary engines with power output up to 2 MW, operating under HFO conditions. In this dedicated product, the complexity of parts required in turbochargers with broader usage has been simplified for the specific operational requirements of this market.

These include ease of maintenance by the crew, based on condition, as well as optimized load response behavior, and improved efficiency at part load—both contribute to fuel savings.

A simplified service approach was a significant focus in product development as

the MXP allows for condition-based maintenance, optimizing operational costs.

As a user-friendly turbocharger, it enables easy and fast service preparation and simplicity of replacing parts. Self-service maintenance by the ship’s crew onboard further lowers costs while maximizing application availability and flexibility.

This will be supported by a digital, interactive solution from ABB. MXP maintains the reliable, robust quality of ABB turbochargers, while delivering the required auxiliary engine operating performance for vessels such as, bulkers, tankers and mid-sized containerships. ABB says that the new turbocharger enables IMO II compliance of the engine without the need for any additional measures.

“Continually pushing the boundaries of turbocharging technology is central to our offering, which translates into segment-specific products and solutions, supporting our customers to increase their productivity,” said Oliver Riemenschneider, Head of ABB Turbocharging. “With this new turbocharger, we do this through combining the roles and expertise of ABB and IHI.” He added: “Highly conscious of the continuous pressures facing the global marine industry, we believe in a focus

on enhancing the operation and maintenance of our customers’ applications. This is demonstrated by the launch of MXP dedicated for auxiliary operation, at the most significant meeting place of the large engine industry; the CIMAC Congress.”

“In unveiling MXP, we are delivering a dedicated product in response to true market needs for auxiliary engines: simplified and designed for service; with competitive total cost of ownership; and fully meeting load response and fuel efficiency requirements,” said Roland Schwarz, Head of Marine Auxiliar y Product Group and ABB Turbocharging Japan. “The CIMAC Congress is renowned for sharing of technical developments across the large engine industry, so it is ideal for our first presentation of this new product.” www.abb.com

August 2016 MARINE LOG 55

contracts Shipyard Contracts Marine Log welcomes your input. If you would like to report any new contracts, deliveries or changes to our listings, please e-mail: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information is based on best available data on or about July 1, 2016. A more complete listing of Shipbuilding Contracts, Vessel Deliveries, and a Shipyard Directory are available on Marine Log’s Shipbuilding Intelligence website, www.shipbuilding.marinelog.com Shipyard

Location

Qty Type Particulars Owner/OPERATOR Est. Mil Est. DEL.

RECENT CONTRACTS Bollinger Shipyards Lockport, LA T-ATS Phase I design study U.S. Navy 2016-4Q Eastern Shipbuilding Panama City, FL T-ATS Phase I design study U.S. Navy 2016-4Q Marinette, WI T-ATS Phase I design study U.S. Navy 2016-4Q Fincantieri Marine Horizon Shipbuilding Bayou La Batre, AL 14 boats split with Metal Shark Metal Shark Franklin, LA 14 Ferries 149-PAX, 85 ft 4 in Hornblower Inc. 2017-2Q VT Halter Marine Pascagoula, MS T-ATS Phase I design study U.S. Navy 2016-4Q DELIVERIES All American Marine Chesapeake Shipbuilding GD NASSCO Gunderson Marine Horizon Shipbuilding Keppel AmFELS

Bellingham, WA Salisbury, MD San Diego, CA Portland, OR Bayou La Batre, AL Brownsville, TX

1 1 1 1 1 1

Harbor Tour Boat Tug Product Tanker Deck Barge Towboat Jackup Rig

83 ft x 29.5 ft 94 ft, 3,000 hp 330,000 bbl capacity 360 ft x 100 ft 120 ft x 35 ft KFELS B Class

Harbor Breeze Cruises Vane Brothers American Petroleum Tankers Alaska Marine Lines FMT Central Panuco

PENDING CONTRACTS BAE Systems Southeast Mobile, AL 2 Dump Scows 7,700 ft3 Great Lakes Dredge BAE Systems Southeast Jacksonville, FL 1 Tug 141 ft x 46 ft, 12,000 bhp Seabulk Tankers Inc. Bay Shipbuilding Sturgeon Bay, WI 1 ATB 8,000 hp / 155,000 bbl Plains All American Pipeline Bay Shipbuilding Sturgeon Bay, WI 1 ATB 185,000 bbl /8,000 hp undisclosed Vigor Seattle, WA 30 Skimmers 30 ft 3 in x 9 ft 8 in U.S. Navy TBD 1 Double-end ferry 70-car similar to Pocohontas VDOT $25 TBD 3 Double-end ferries 4,500 PAX NYCDOT $309 TBD 3 Pass/Vehicle ferries 1,000 PAX/100 vehicles DRBA $101

2016-3Q 2016-3Q 2016-3Q 2016-3Q 2016-3Q 2016-3Q NOTES Options Option Option Opt. 2018 Opt. to 2019 2018-2020 RFB Issued 2018- 2021

Index of Advertisers Company Page #

Company Page #

ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Omnithruster Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

ClassNK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Port Industry Day. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

CLEAN GULF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

R.W. Fernstrum & Company. . . . . . . . . . . . . . . . . . . . . 2

Crowley Marine Solutions . . . . . . . . . . . . . . . . . . . . . C4

Scania USA, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

DNV-GL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Scienco/FAST - a division of

ExxonMobil Global Fuels & Lubes. . . . . . . . . . . . . . 3, 41

Bio-Microbics, Inc.. . . . . . . . . . . . . . . . . . . . . . 33

Great American Insurance Group . . . . . . . . . . . . . . . 26

SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Hatton Marine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Star Information Systems . . . . . . . . . . . . . . . . . . . . . . 31

Hyde Marine, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Steerprop Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Jensen Maritime Naval Architects &

The PartnerShip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Marine Engineers. . . . . . . . . . . . . . . . . . . . . . . 32

Total Lubmarine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2

KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . C3

Transmarine Propulsion Systems, Inc. . . . . . . . . . . . . 14

Lloyd’s Maritime Academy. . . . . . . . . . . . . . . . . . . . . . 21

Trojan Marinex . . . . . . . . . . . . . . . . . . . . . . . . . . . 34, 35

MAN Diesel & Turbo. . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Vigor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Marine Art of J. Clary. . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Wärtsilä Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Marine Group Boat Works . . . . . . . . . . . . . . . . . . . . . . 9

56 MARINE LOG August 2016

SHIP REGISTRIES advertisement

Vanuatu Maritime Services: the flag of choice Vanuatu Maritime Services Ltd (“VMSL”) is a privately held company operating under contract to the Vanuatu government.

VMSL handles ship registration, mortgage recordation, crew documentation and regulatory compliance. Currently its Central Registry Office has about 700 vessels and over 3 Mgt operating worldwide. Its corporate office is in Port Vila with offices in New York, Tokyo, Pusan, Istanbul, Bangkok, Singapore, Hong Kong, Shanghai and London.

The Vanuatu international ship registry is open to owners of any nationality. Vessels flying the Vanuatu flag receive friendly treatment in ports throughout the world.

VMSL is concerned with maintaining high standards of safety for its fleet and to this end Vanuatu has adopted all appropriate IMO conventions. VMSL’s goal is to provide quality service at low cost.

It uses the services and expertise of the IACS classification societies and respected surveyors. www.vanuatumaritimeships.com

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August 2016 MARINE LOG 57

marketplace ENGINEERS & ARCHITECTS

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Predictive Maintenance IR - thermography measurements

BoksaMarineDesign.com 813.654.9800 Naval Architecture Conceptual Designs Marine Engineering

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marketplace ENGINEERS & ARCHITECTS

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WORLD WIDE OFFICES

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PORT VILA, NEW YORK, TOKYO, ATHENS, LONDON, BANGKOK, SHANGHAI, SINGAPORE, HONG KONG, PUSAN AND ISTANBUL PHONE: (212) 425 9600 FAX: (212) 425 9652

Email: email@vanuatuships.com www.vanuatumaritimeships.com

ALL MAJOR CREDIT CARDS ACCEPTED August 2016 MARINE LOG 59

Environmental Forum

U.S. Government Support for EU Ship Recycling License The European Union recently released a proposal requiring all vessel owners entering EU ports to obtain a ship recycling license.

The European Community Shipowners’ Associations opposes the license claiming it will cause serious problems with the EU’s trading partners, including the United States. ECSA is wrong.

The U.S. government suppor ts the EU new ship recycling license because of research compiled by the European Commission and others concerning the dismantlement of vessels on South Asian beaches by low skilled workers lacking adequate safety equipment. In June 2016, the EC published a report entitled “Thematic Issue: Ship recycling: reducing human and environmental impacts.” This comprehensive document examines the linkages between the Chittagong ship recycling industry and carcinogenic air pollution; asbestos exposure and risk of cancer; and the heavy metals and petroleum hydrocarbons in some of India’s ship recycling yards. The report makes it clear that current beaching practices destroy the environment and detrimentally harm workers.

Governments aren’t the only entities evaluating beaching. KLP Norway, a pension fund, commissioned the International Law and Policy Institute to write a report about it. The report examines the corporate social

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responsibility of owners who sell their vessels to third parties for destruction on South Asian beaches.

The international community attempted to solve the beaching problem several years ago. International Maritime Organization members drafted the 2009 Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships which was “intend(ed) to address all the issues around ship recycling, including the fact that ships sold for scrapping may contain environmentally hazardous substances...” The only problem is that countries aren’t ratifying it. Fifteen states representing 40 percent of world merchant shipping by gross tonnage must ratify it before it comes into force. The likelihood of that happening in the next 20 years is slim and obsolete vessels continue to be taken apart on beaches.

Meanwhile, support for the domestic ship recycling industry is growing in the U.S. In 2015, Members of Congress introduced legislation in the House of Representatives and Senate entitled “Ships to be Recycled in the States Act.” This legislation requires all obsolete government vessels to be recycled in the U.S. and it has strong bi-partisan support.

Additional ship recycling language is being considered as part of the House and Senate National Defense Authorization Act for FY 2017 pre-conference negotiations.

The Congressional support is directly related to the significant investments made by ship recycling companies in domestic facilities in Texas and Louisiana, such as EMR USA, which has invested upwards of $25 million in their Brownsville facility.

Capital improvements include 1,300 linear foot of dock/bulkhead, 700,000+ ft2 of concrete, a concrete graving cradle, processing buildings, utility upgrades and storm water controls in dismantling areas, a stateof-the-art lunchroom, and decontamination facility has been built to maximize health and safety.

The Obama Administration, state governors, and mayors also support the new EU license because it increases the number of jobs. EU vessel owners, per the new EU regulations, will no longer be able to dismantle their vessels in South Asian beaches.

They will have to use alternative facilities that meet EU standards. U.S. facilities are positioning themselves to be the alternative choice. After all, U.S. facilities don’t use the beaching methodology and they already dismantle U.S. government vessels. The U.S. Departments of Defense and Transportation required the facilities to submit comprehensive safety and security plans for approval prior to awarding them the vessels and the U.S. government standards are more stringent than those required by the EU.

Advertising Sales AMERICAS U.S. Gulf Coast & Mexico Jeff Sutley National Sales Director T: (212) 620-7233 | F: (212) 633-1165 Email: jsutley@sbpub.com

EUROPE Neil Levett Managing Director Alad Ltd. T: +44 (0)1732 459683 Email: neil@aladltd.co.uk

U.S. East, Midwest and West Coasts Heather Bonato Regional Sales Manager T: (212) 620-7225 | F: (212) 633-1165 Email: hbonato@sbpub.com

SCANDINAVIA Brenda Homewood Alad Ltd. T: +44 (0)1732 459683 Email: Brenda@aladltd.co.uk

California & Canada Amy Lennox Sales Associate T: (212) 620-7221 | F: (212) 633-1165 Email: alennox@sbpub.com

60 MARINE LOG August 2016

By K. Denise Rucker Krepp, lobbyist for EMR USA and a former U.S. Maritime Administration Chief Counsel

FRANCE Paul Thornhill Alad Ltd. T: +44 (0)1732 459683 Email: Paul@aladltd.co.uk

KOREA & CHINA Young-Seoh Chinn JES Media International T: +822-481-3411 | F: +822-481-3414 Email: corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart Classified Advertising Sales T: (212) 620-7211 | F: (212) 633-1165 Email: jacquart@sbpub.com

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