March 2015 Marine Log

How augmented reality will change the marine industry

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

www.marinelog.com

march 2015

The risks of ECAs

Can safe power and EEDI co-exist?

Conrad to build LNG bunker barge Denmark takes center stage

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contents

March 2015 Vol. 120, NO. 3

10

NASA’s Pegasus barge—which will carry the core stage of the powerful rocket Space Launch System— undergoing a “stretch” at Conrad Shipyard that wil see it lengthened to 310 feet long

features

departments

15 Environment

2 Editorial

42 Tech News

Celebrating the U.S. Coast Guard and its Father, Alexander Hamilton

• Virginia Tech demos firefighting robot for U.S. Navy • Changing the telemedicine game • CROE open loop scrubber systems for Stena RO/RO • ClassNK releases new version of ship design support software • Voith’s new innovative propulsion system exceeds performance expectations in trials

Danger Ahead

New ECA regulations generate potential safety hazards Plus: Using CFD to predict maneuvering performance in extreme weather

27 Software

Quantum Leap Forward

Augmented reality could transform the way we design, build, inspect and maintain ships

32 Danish maritime

Steven Seipel, NASA

Danish Maritime Days

6 Update • Conrad to build first U.S. LNG bunker barge • MSC to buy three HOS OSVs • Louisiana shipyards in expansive mood • Harvey Gulf marks LNG milestone • Royal Caribbean sells its Splendour of the Seas • Michigan-based shipyard faces serious violations

44 Contracts Kvichak Marine delivers pilot boats to West Coast Launch

Denmark invites 200 industry leaders to discuss the industry’s future

14 Washington

48 Marine Salvage

37 shipbuilding

Legislation seeks to lift trade embargo with Cuba

Moving the salvage world forward

The Shipbuilding Picture

According to an ML shipbuilding survey, despite a drop in oil prices, U.S. shipyards remain optimistic

40 Newsmakers Seaspan names Joe O’Rourke new Vice President and GM

visit us at MarineLoG.com March 2015 MARINE LOG 1

editorial

Celebrating the USCG and its “Father,” Hamilton This year marks a double anniversary of sorts for the U.S. Coast Guard. The Coast Guard’s roots stretch back to August 4, 1790 when President George Washington signed the Tariff Act that authorized the construction of 10 vessels to enforce federal tariff and trade laws and to prevent smuggling. The Revenue Marine was the brainchild of Secretary of Treasury Alexander Hamilton as a means to serve as an armed customs enforcement service. It would eventually become known as the Revenue Cutter Service.

The Revenue Cutter Service, operated under the authority of the U.S. Department of Treasury, and U.S. Life-Saving Service were merged on January 28, 1915 by an act of Congress to form the U.S. Coast Guard.

So, this year marks both the 225th anniversary of the formation of the Revenue Cutter Service and the USCG’s centennial.

Hamilton proved himself indispensible to Washington during the American

Revolutionary War and later in shaping the fledgling nation, including its financial system through the establishment of a national bank and national debt, as well as the interpretation of the Constitution through the writing of the Federalist Papers.

His meteoric rise from a penniless, immigrant, bastard orphan to a self-made man fueled by a driving ambition, unparallel intellect and uncompromising sense of self righteousness has not been forgotten.

Hamilton’s influence is felt most in the city he called home, New York. A five minute walk from the Marine Log offices, in lower Manhattan, is Trinity Church Cemetery, the final resting place of Hamilton and his wife, Eliza Schuyler Hamilton. East of his grave site is the Bank of New York, which he founded in 1784. Fort Schuyler in the Bronx, located on the SUNY Maritime campus, is named for Eliza’s father, Revolutionary War General and U.S. Senator Philip Schuyler.

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

And currently, in the East Village, his spirit of determination is being celebrated in “Hamilton,” a brilliant new musical written

by Tony Award-winning writer, composer and actor Lin-Manuel Miranda that depicts the life and death of the Founding Father through hip-hop, rap, jazz, and Broadwaystyle pop performances.

During the show’s first song, Aaron Burr raps about Hamilton, “The ten-dollar Founding Father without a father / Got a lot farther by working a lot harder / By being a lot smarter / By being a self-starter.”

Later, Miranda as Hamilton raps, “Hey, yo, I’m just like my country / I’m young, scrappy and hungry / And I’m not throwing away my shot”—a line that is woven throughout the show. Ironically, Hamilton, as his final act, does throw away his shot, purposely firing in the air in his duel with Vice President Aaron Burr. Burr, however, doesn’t miss his target and Hamilton dies as a result of his wounds.

Maritime Trivia Trivia Question #23: Once an old but strictly observed custom, who rang the ship’s bell on December 31st?

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

February’s trivia question From the days of sail: What was a “Drunk Net?” Answer: A rope net hung under a gangplank and one over the side amidships meant to catch those coming aboard “half seas over.”

2 MARINE LOG March 2015

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ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

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UPDATE biz notes MSC to buy three HOS OSVs

History Making: Conrad to build first U.S. LNG bunker barge This year is sure to be one for the history books for Conrad Shipyards, LLC, Morgan City, LA. The shipbuilder finds itself about to make history as the builder of the first dedicated LNG bunker barge for the marine market in North America. The yard has come a long way from its humble beginnings in 1948 when it was a builder of shrimp boats.

Under the contract signed with WesPac Midstream LLC (WesPac), Irvine, CA, Conrad will build the 2,200 m3 capacity barge at its Conrad Orange Shipyard, Inc. facility in Orange, TX. The barge, designed by Bristol Harbor Group, Inc., Bristol, RI, will feature an innovative bunker mast design, REACH4 (Refueling Equipment Arm, Methane [CH4]) developed by GTT (Gaztransport & Technigaz). The barge will also be fitted with a tank equipped with MARK III Flex cargo containment technology from GTT. After its delivery in early 2016, the ABSclassed bunker barge will operate in Tacoma, WA, where it will service Totem Ocean Trailer Express’ Orca Class Ro/Ro vessels, in addition to other LNG-powered vessels.

The bunker barge will then be relocated to

Jacksonville, FL, to serve TOTE’s 3,100-TEU Marlin Class container ships—currently being built by GD-NASSCO. NASA BARGE CONVERSION Prior to the WesPac deal announcement, Conrad was named the recipient of the NASA Space Flight Awareness Supplier Award in recognition of the Pegasus barge conversion project.

The Pegasus barge was built to replace NASA’s aging Poseidon and Orion barges— which were both built in the 1940s to serve in World War II. Conrad lengthened the barge from 260 ft to 310 ft. The lengthening will enable the barge to handle Space Launch System (SLS) hardware and components.

Conrad will also perform maintenance and refurbishment to ensure the restored vessel meets ABS standards.

Today, Pegasus is the only barge of its kind in NASA’s inventory. The long serving Pegasus barge will perform a critical role of transporting rocket components for NASA’s next generation SLS between manufacturing, testing and launch locations upon its completion.

Hornbeck Of fshore Ser vices, Inc. (HOS), Covington, LA, has agreed to sell four of its 250EDF class OSVs to the U.S. Navy’s Military Sealift Command.

The OSVs are currently char tered to the U.S. Navy—but in order for the Navy to continue receiving and using t he ve s s el ’s unique c apabili t ie s , Congress has required their purchase from the company.

The contract, wor th $114 million, includes an option for the purchase of a fourth blocking vessel. If exercised, that would bring the contract’s value to $152 million. The deal could also potentially extend to a fifth vessel. The U.S. Navy would operate the vessels under an Operations and Maintenance (O&M) contract for up to 10-years.

Since their construction in 2008 and 2009, these vessels have supported the U.S. Navy’s submarine fleet on the U.S East and West Coast.

HOS has signed a $114 million contract to sell three Offshore support vessels to the Military Sealift Command

chief engineer SENTENCED TO 8 MONTHS in prison in magic pipe case The chief engineer of a car carrier involved in a magic pipe case has been sentenced to eight months in prison, followed by one year of supervised release, for obstruction of justice and violating the Act to Prevent Pollution from Ships (APPS).

Noly Torato Vidad was the chief engineer on the M/V Selene Leader on January 2014 when the U.S. Coast Guard boarded the vessel in Baltimore, MD. The ship, operated by Hachiuma Steamship Co, Ltd., was transporting vehicles to-and-from ports in the United States, including the Port of Baltimore.

According to Vidad’s plea agreements and other court documents, in January 2014, engine room crew members of the M/V Selene Leader, under the supervision of Vidad and First Engineer Ireneo Tomo 6 MARINE LOG March 2015

Tuale, transferred oily wastes between oil tanks on board the ship using rubber hoses and then illegally bypassed pollution control equipment and discharged the oily wastes overboard into the ocean. The law requires that waste must first pass through an oily water separator before it is discharged into the sea. Afterwards, the operation must be recorded into the vessel’s oil record book, which is inspected by the U.S. Coast Guard.

Vidad tried to obstruct the investigation by falsifying the oil record book, destroying documents, lying to Coast Guard investigators and instructing subordinate crew members to lie to the Coast Guard.

Tuale had previously pleaded guilty to his participation in the scheme and is scheduled

to be sentenced in federal court on March 3.

Furthermore, the Hachiuma Steamship Co., Ltd. previously pleaded guilty to violating the Act to Prevent Pollution from Ships (APPS), arising from the failure to maintain an accurate oil record book for the M/V Selene Leader.

The company has paid a $1.8 million penalty, $450,000 of which was made payable to the National Fish and Wildlife Foundation to fund projects benefitting the Chesapeake Bay, and $250,000 was awarded to a whistleblower on board the M/V Selene Leader who alerted the Coast Guard about the illegal activities on board the vessel. Hachiuma Steamship Co. was also placed on probation for three years during which it is to develop an environmental compliance program.

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UPDATE Royal Caribbean sells its Splendour of the Seas

Harvey Energy has gone to work for Shell in the U.S. Gulf

Harvey Gulf marks LNG fueling milestone Harvey Gulf International Marine LLC, New Orleans, LA, marked a major milestone last month, when it received the first ABS Classification Certificate and the first USCG Certificate of Inspection for a vessel fueled by LNG. The PSV Harvey Energy is the first LNG fueled vessel to enter service in North America and will immediately begin its long-term charter role, based out of Port Fourchon, LA. The vessel was built at Gulf Coast Shipbuilding Group’s Gulfport, MS, shipyard.

Based on the Vard Marine 1 311 design, the PSV measures 310 ft x 64 ft x 24.5 ft. Its powered by three Wärtsilä 6L34DF dual fuel gensets providing 7.5 MW of power and fueled by Wärtsilä’s LNGPac system.

The 5,150 dwt Harvery Energy can carry 253,000 gallons of fuel oil, 18,000 bbls of liquid mud, 1,600 bbls of methanol, 10,250 ft3 of dry cement and 78,000 gallons of LNG fuel.

The Harvey Energy’s certificate news came on the heels of another history-making moment when it became the first North American owner/operator of a dual fuel offshore support vessel to bunker LNG as a

marine fuel and the first to also successfully complete the first truck to vessel transfer of LNG when it bunkered the M/V Harvey Energy on LNG. The historic bunkering took place at a shore-based terminal owned by a subsidiary of Martin Midstream Partners L.P. in Pascagoula, MS. Participating in the activities alongside the crew of the Harvey Energy were the U.S. Coast Guard, ABS, Wärtsilä, Martin Energy Services LLC, state and local agencies and Gulf Coast Shipbuilding Group.

The cool-down process took about 12 hours to achieve the desired tank temperature and pressure utilizing 3,800 gallons of nitrogen. The LNG bunkering was successfully completed within a few hours of cool-down.

Shane Guidry, Chairman and CEO of Harvey Gulf, called the milestone a prime example of “Harvey Gulf ’s commitment to customers and the environment to provide the most affordable, innovative, environmentally friendly technology solutions to meet their business demands.”

ur Drydock yo ship here!

Royal Caribbean Cruises Ltd. has decided to part ways with its Splendour of the Seas. The cruise operator announced that it has sold the 69,130ton ship to TUI Cruises. TUI Cruises is a 50/50 joint venture between Royal Caribbean and Germany’s TUI Group.

Once the ship is under TUI Cruises— expected to happen during the second quarter of 2016—the ship will be leased to Thomson Cruises, which will operate the vessel. Thomson Cruises is a TUI Group company.

Part of Royal Caribbean’s Vision Class, Splendour of the Seas was built by the St. Nazaire, France, shipyard of Chantier’s de L’Atlantique, which is now STX France.

The ship measures 867 ft x 105 ft x 24 ft.

It can carry 1,830 guests and 760 crewmembers and has been in operation for Royal Caribbean since 1996.

The ship underwent a five-week long $35 million dr ydock at the Navantia shipyard in late 2011. The refurbishment included the addition of balcony state rooms, new dining areas and a state-ofthe-art technology upgrade.

The ship’s final sailing with Royal Caribbean will take place on April 4, 2016. Royal Caribbean says that all of the ship’s officers and crew will remain with the company and will be transferred to other vessels within the fleet.

Customer before company Employee before owner Family before self Safety above all

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UPDATE

A worker operates a welding robot at Metal Shark Aluminum Boats

Louisiana shipyards in expansive mood About a two-hour drive west of New Orleans, Jeanerette, LA, is known as “Sugar City” because of three active sugar mills located in the area. It would seem to be an unlikely spot for a leading shipbuilder for custom design vessels for the commercial, defense, law enforcement, and recreational markets worldwide. But tucked away amid Jeanerette’s sugar cane fields is Metal Shark Aluminum Boats.

Founded almost 30 years ago as Gravois Boats, Metal Shark has been on a fast track for growth over the last three years, almost tripling its workforce from 2012 and landing some notable contracts for the U.S. Navy and U.S. Coast Guard, including one to build almost 500 Response Boat, Small II (RB-S II) vessels. Overall, it’s built seven classes of U.S. Coast Guard vessels and nine classes of U.S. Navy boats. Metal Shark is already pushing into more complex boats.

“We feel we have a competitive advantage when it comes to a heavily engineered boat,” says Metal Shark President Chris Allard. Allard says the company employs six naval architects and another three engineers for such things as HVAC, plumbing,

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10 MARINE LOG March 2015

Inland • Coastal • Offshore • Deepsea mechanical, and electrical design.

The Jeanerette shipyard can build boats up to 40 feet in length. Larger boats—up to 250 feet in length—will be built at the company’s new shipyard in Franklin. The Franklin yard is a big step up for the firm.

It lies on a 26-acre tract on the Charenton Bypass Canal, providing deepwater access to the Gulf of Mexico. Metal Shark’s Franklin shipyard has over 60,000 ft2 of workspace, a newly constructed assembly building with overhead cranes, and a 150-ton Marine Travelift. Two production bays at the Franklin shipyard will be devoted to steel vessels.

Some of those larger steel vessels could be Defiant Offshore Patrol boats based on proven designs from Netherlands-based Damen Shipyard Group. Among the designs is the Metal Shark 165 Defiant offshore patrol boat based on the Damen Stan Patrol 5009 design. The 50-meter-long vessel features Damen’s Sea Axe bow, an extremely slender and deep bow for excellent seakeeping characteristics and increased fuel economy over conventional hull designs.

The partnership with Damen is a crucial piece in Metal Shark’s plans for expansion.

Allard says Metal Shark is “actively marketing the whole Damen portfolio.” Adds, Allard, “Long term, we want to emulate their

model here in the U.S. with their designs.”

The first boat built at the new yard is a 75 ft x 22 ft aluminum catamaran-hulled Metal Shark Endurance-class vessel built for a Louisiana port operator. The multiuse vessel will be fitted with a 5,000 gal/min fire pump and multiple RF-controlled monitors. The vessel will also have a chemical, biological, radiological, nuclear, and highyield explosive (CBRNE) protection system for crew safety and mission readiness in disaster response situations.

Allard sees plenty of opportunity in the offshore oil and gas market for dive boats and oilfield security, as well as for specialized tugs for harsh working environments.

“We want to grow, but we don’t just want to do it with government contracts. We want to diversify,” says Allard.

Conrad Shipyard expanding, too Another Louisiana shipyard in an expansive mood is Conrad Shipyard, LLC, Morgan City, LA. There are a number of projects underway at the company’s new Deepwater facility in Amelia, LA, including construction of a 50,000 bbl heated oil tank barge and 80,000 bbl bunkering barge, and the midbody conversion of an offshore supply vessel for a Gulf of Mexico customer.

Another conversion at Conrad Deepwater South was the insertion of a new 165-foot center section for NASA’s barge Pegasus. The modifications will increase the length of the barge to 310 feet. The conversion is expected to be completed early this year.

Conrad will perform all necessary modifications and refurbishments to ensure the restored vessel meets ABS standards, including load line certification, or verification of the barge’s legal loading limit to safely maintain buoyancy during water travel.

The Corps of Engineers’ Marine Design Center in Philadelphia, PA— using the engineering expertise of Bristol Harbor Group of Bristol, Rhode Island—is performing the architecture and engineering work for the barge modification, as well as managing the Conrad contract.

“Bristol Harbor Group, Inc. was honored to work with NASA and the U.S. Army Corps of Engineers Marine Design Center redesigning the Pegasus to be able to carry the core stage of the new Space Launch System,” says Greg Beers, P.E., Principal Naval Architect at the Rhode Island design firm.

“My father and grandfather worked at NASA during the Apollo days, and I feel very lucky to be involved in this next generation of the space program.”.

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March 2015 MARINE LOG 11

UPDATE Crowley adds tankers to international fleet Crowley Accord Management Pvt. Ltd., the international ship management venture managed by Crowley Maritime Corp.’s ship management group, has been awarded full technical management contracts for five new tankers.

The five products tankers just brought under Crowley Accord management are

the MT Dawn Haridwar, MT Dawn Mansarovar, MT Dawn Mathura, MT Dawn Madurai and MT Portland Pearl. The first four are owned by Arya Tankers and will operate along the Indian Coast, while the fifth is owned by Union Maritime Limited and will operate in the Europe-to-Nigeria trade. Combined, these tankers represent over 130,000 gross tons in the market.

In addition to the five tankers, Crowley expects three more vessels to join the fleet

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ASSE

12 MARINE LOG March 2015

SSED

over the coming weeks, bringing Crowley’s international ship management fleet to more than 70 vessels. The company manages a variety of vessels including tankers, offshore supply vessels, tugs, barges and deepwater pipelay vessels just to name a few.

Crowley Accord’s mission is to provide cost effective management solutions to its client-base. It has offices in The Netherlands; Hong Kong; Mumbai, India; Goa, India; and Jacksonville, FL, USA. After Crowley acquired Accord Ship Management Limited and Accord Marine Management Pvt.Ltd. in 2014, Crowley’s technical ship management group increased in both size and scope—supporting the company’s expansion into the international ship management market with an emphasis on foreign crew presence.

Through the acquisition Crowley became one of the few U.S. companies to provide third-party international crewing and technical ship management.

“Vessel ow ners are seeking us out because we provide honesty and transparency in our operations and adaptable, safe and professional solutions for all of our customers,” said Mike Golonka, Vice President, Ship Management.

Sanjay Shesh, Managing Director, Crowley Accord, adds, “We utilize proven systems based on internationally recognized quality management principles and have the flexibility to meet all owners’ needs for periodic technical and accounting reports – all things our new customers indicated were of importance to them.”

Crowley re-signs with JAXPORT Meanwhile, Crowley subsidiary, Crowley Liner Services Inc., has expanded its longterm lease with JAXPORT (the Jacksonville Port Authority), reinforcing its commitment to the Puerto Rican trade lane.

Under the approved agreement, Crowley will relocate its Puerto Rican service from its private terminal at Jacksonville’s harbor to JAXPORT’s Talleyrand Marine Terminal. The new lease agreement, which becomes effective January 2017, is for a term of 20 years.

The expanded leasehold is also expected to help the company prepare for the deployment of its two new LNG-powered Commitment Class ships. The 219m ConRo ships are currently under construction at VT Halter Marine, Pascagoula, MS. The two ships, El Coquí and Taíno, were designed

by Wärtsilä Ship design in collaboration with Jensen Maritime, a Crowley subsidiary.

Delivery is expected to occur during the second and fourth quarters of 2017.

Inland • Coastal • Offshore • Deepsea

Michigan-based shipyard faces serious violations The U.S. Department of Labor Occupational Safety and Health Administration (OSHA) has ordered Basic Marine Inc., Escanaba, MI, to pay $242,940 in fines for 18 safety violations. The shipyard has also been placed in the agency’s Severe Violator Enforcement Program. An OSHA violation is serious if death or serious physical harm could result from a hazard an employer knew or should have known exists.

OSHA says that workers at Basic Marine Inc.’s shipyard have been exposed to dangerous amputation hazards while operating press brakes because safety mechanisms were not in place.

In the past six years, OSHA inspectors have found similar hazards three times at this very shipyard, where a worker’s arm was amputated in 2008.

An August 2014 follow-up inspection at Basic Marine produced penalties of $242,940 for five repeated, three willful and 10 serious safety violations, including fall and respiratory hazards.

“Basic Marine continues to maintain an environment where employees are blamed if they’re injured by dangerous machinery, and it fosters a culture where safety precautions are considered unnecessary,” said Larry Johnson, Area Director of OSHA’s Lansing Area Office. “Even when workers are harmed, the company is reluctant to reevaluate its safety and health programs, and that’s wholly unacceptable.”

Three willful violations were assessed as workers were exposed to struck-by hazards, machine hazards, and falls and trips from unguarded manholes and unprotected edges.

OSHA says a willful violation is one committed with intentional, knowing or voluntary disregard for the law’s requirement, or with plain indifference to employee safety and health.

OSHA also found repeated violations of respiratory protection standards, such as not requiring employees to wear air-line respirators. Further, in its report, OSHA stated that the yard “did not designate a program administrator who was qualified with appropriate training or experience to administer or oversee the respiratory protection program and to conduct the required evaluations of program effectiveness.” OSHA also cites that the respirators issued at the yard were not “cleaned or disinfected of often as necessary to be maintained in a sanitary condition.”

Additionally, Crane slings were not inspected every three months, and inspection records were not maintained, as required.

OSHA issues repeated violations if an employer was previously cited for the same or a similar violation of any standard, regulation, rule or order at any other facility in federal enforcement states within the last five years. Basic Marine was cited for these hazards in 2011.

In addition, says OSHA, Basic Marine exposed workers to dangerous operating machine parts because it allowed the machines to be used with inadequate

protective devices. Basic Marine also failed to provide specific written procedures and training for employees on how to prevent unintentional operation of machinery during service and maintenance, such as applying locking devices and turning equipment off.

OSHA inspectors also noted unmarked exit signs and the company’s failure to post fire watches during welding activities.

A total of 10 serious violations were issued to Basic Marine.

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March 2015 MARINE LOG 13

inside washington

Legislation seeks to lift trade embargo with Cuba A U.S. delegation of Democratic representatives led by Senator Nancy Pelosi visited Cuba last month to meet with Cuban officials to discuss key topics such as human rights, lifting the trade embargo, moving Cuba off of the list of countries that support state-sponsored terrorism, and developing bilateral trade between the two countries. The visit follows the move to restore normal diplomatic relations between Cuba and the U.S. in mid December. The visit precedes another round of talks scheduled between the two countries on Feb. 27.

Some see lucrative business opportunities in Cuba for American agricultural products, pharmaceuticals, tourism, and as a cruise destination. Congress, meanwhile, has embraced the normalization process wholeheartedly, introducing a number of pieces of legislation seeking to expand trade and travel with Cuba. One bill introduced by U.S. Rep. José Serrano (D-NY) seeks to lift the trade embargo with Cuba, opening up travel to Cuba, allowing foreign tax credits, lifting the ban on sugar

imports, permitting telecommunication companies to provide communications services, equipment, maintenance and repairs, and requiring the U.S. Post Office to provide direct mail delivery between the two countries. The bill, H.R. 735, has been referred to several House committees, including the Committee on Foreign Affairs, Committees on Ways and Means, Energy and Commerce, Financial Services, the Judiciary, Oversight and Government Reform, and Agriculture.

Rep. Charles Rangel (D-NY), who seems to have more lives than a cat, not only co-sponsored Rep. Serrano’s bill, but also introduced two more bills of his own on Cuba—the Export Freedom to Cuba Act of 2015 and the Promoting American Agricultural and Medical Exports to Cuba Act of 2015. The bills followed H.R. 403 that was introduced by Rangel and co-sponsored by 25 other Congressmen this past January. H.R. 403, which seeks to lift the trade embargo with Cuba, was referred to the House Committee on Foreign Affairs, and in addition to the Committees on

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Ways and Means, Energy and Commerce, the Judiciary, Financial Services, Oversight and Government Reform, and Agriculture.

One area of interest in Cuba for U.S. companies could be supplying oil and helping with energy development. Cuba produces 49,000 bbl/day and consumes 171,000 bbl/day, according to the Energy Information Administration. The embargo has prevented U.S. companies from working in Cuba to develop both onshore and offshore oil and gas. While the prospects of finding oil and gas in the deep waters off of Cuba’s northern coast attracted companies from around the world, it has not yet yielded any results.

Furthermore, Cuba wants to produce almost of a quarter of its electricity from renewable sources by 2030. To meet this goal, the IEA says that Cuba’s state-owned electricity company Unión Eléctrica plans to develop 13 wind projects with a total capacity of 633 MW. It also plans to add 755 MW of biomass-fired capacity, 700 MW of solar capacity, and 56 MW of hydroelectric power.

environment

Tough ECA regulations prompted Maersk last year to issue a tender to shipyards for 10 new feeder ships.

DANGER AHEAD

New ECA regulations generate potential safety hazards

I

n what has been described as a regulatory tsunami, international shipping is undergoing a decade of change to its operating practices that is costing its principals billions of dollars. New regulations covering nitrogen emissions and ballast water management systems are imminent, but perhaps the most fundamental change to ship operations has already taken place in Emission Control Areas on both sides of the Atlantic.

While the new regulations on fuel with a sulfur content of less than 0.1% apply for the moment only in Northern Europe and North America, the rest of the world will be affected in due course.

Other Emission Control Areas (ECAs) are being considered in Hong Kong/Guangdong, Japan, the Bosporus and the Gulf of Mexico. Australia could follow. Ultimately, from 2020 or 2025, subject to a review in 2018, all ships will have to burn fuel with a sulfur content of 0.5% as compared with 3.5% today.

Recent comments by international Chamber of Shipping Chairman Masamichi Morooka suggest that for better or worse ship operators should not count on a delay of the 0.5% global limit on sulfur in marine fuel from 2020 to 2025. IMO is undertaking a fuel availability study that it is legally obligated to complete before the end of 2018.

While many see the aims of the IMO’s new sulfur limits as laudable—shipping’s emissions record has hardly been an environmental strong point—some believe that the dash to focus on sulfur has come at a cost. Procedures now required for regulatory compliance can introduce new uncertainties and potential safety hazards.

By Paul Bartlett, Contributing Editor

From January 1, the new rules have required operators to choose from a range of options, all of which come at a significant cost. The choices are: to run their vessels permanently on low-sulfur distillate; switch between high-sulfur heavy fuel oil and low-sulfur distillate when entering and operating in an ECA; switch to a newly developed type of low-sulfur heavy fuel oil with a viscosity of about 50 cSt; install scrubbers to clean exhaust gases; or retrofit their ships to run on Liquefied Natural Gas (LNG).

But there are uncertainties associated with even the most straightforward of these options. For example, fuel experts warn that new low-sulfur heavy fuel oil now available from major refiners including BP, Caltex, Cepsa, ExxonMobil, Gazprom, Neste, Lukoil, Phillips and Shell, has various drawbacks.

Despite having no residuals, no cat fines, a high flash point and good combustion characteristics, uncertainties include its stability, lubricity, cold properties and susceptibility to microbiological growth. Meanwhile price indications suggest that it may not be that much cheaper than low-sulfur distillate in any case, with prices in a range of $20-50 less, according to figures from class society DNV GL. Many operators, however, have opted for what they believe to be a relatively cheap and simple fuel changeover from high-sulfur heavy fuel oil to low sulfur distillate. But all is not as it seems because there are, potentially, significant safety hazards. In fact, although no-one cares to admit it and statistics are not yet available, there have been a number of engine breakdowns in both Europe and North America since the beginning of January.

March 2015 MARINE LOG 15

environment The dangers surround the difficult period during which the fuel changeover takes place. According to DNV GL, the temperature difference between the fuels can risk “thermal shock” to fuel injection equipment. The volume of the engine’s service system is relatively small, the class society says, and components are therefore subject to a rapid fall in temperature.

Resulting thermal expansion or contraction can lead to plungers sticking. Moreover, since the calorific value of the fuels varies by around between 2 to 7% , there is also a risk of fuel pump

failures and leaks in fuel pumps, engine-mounted pumps and fuel-handling pumps.

DNV GL warns that another factor needing careful attention is cylinder lubrication. Alkaline cylinder lubricants are designed to neutralize acidity and prevent excessive cylinder liner corrosion resulting from the creation of sulfuric acid. But fuel containing less sulfur has a different level of acidity and so the luboil feed-rate must be adjusted to prevent excessive engine wear or damage.

“During the change-over procedure, heavy fuel oil and marine

ENVIRONMENTAL HERO: WWL adds first of eight highly efficient Pure Car Truck Carriers

Every year, Wallenius Wilhelmsen Logistics moves thousands of cars, trucks, farm equipment, rail cars, and specialized cargo in its fleet of vehicle carriers. The impending expansion of the Panama Canal, however, presented Wallenius Wilhelmsen Logistics (WWL) with a unique opportunity to design a new generation of larger, more energy efficient Pure Car Truck Carriers that carry a wider variety of cargo.

“Now that we have the freedom to expand the width of our carriers, we can also implement other improvements as well, so we began a process of wide consultation with our customers, maritime authorities and technical experts,” says Geir Fagerheim, Head of Fleet Management, WWL. “The challenge was to come up with an optimal design that could not only offer increased capacity and greater flexibility, but also reduced fuel consumption and carbon emissions.”

The initial design development phase for the new, greener vehicle carrier started in 2010, and was a collaborative project between WWL and the technical departments of Wallenius Marine and Wilh.

Wilhelmsen ASA. The result is the new High Efficiency RO/RO (HERO) carrier that WWL says “is fully equipped to meet industry demands both today and in the foreseeable future.”

The first of Post Panamax HERO PCTC vessels is the Maltaflag M/V Thermopylae, built by Korea’s Hyundai Samho Heavy Industries shipyard. With a beam of 36.5 meters and length of 199.99 meters, Thermopylae has five liftable car decks, allowing for more flexible cargo configurations and increasing its capacity for cars, trucks, equipment and breakbulk—a key customer demand. It can accommodate about 8,000 autos.

In addition, as shipping continues to become more globalized and trade routes become more intricate, there is a growing need to access ports in many developing countries, where draft can often be an issue. The Thermopylae has a relatively shallow draft—a design draft of 9 meters and scantling draft of 10.6 meters—allowing her to call at more ports worldwide.

16 MARINE LOG March 2015

Environmental technology WWL says that the HERO vessels take steps towards its Orcelle vision of zero-emission shipping. The Orcelle, as you might recall, was a futuristic concept vehicle carrier that incorporates a number of environmentally friendly technologies, such as wind, wave, and solar power. The Thermopylae design includes emission reducing features such as a bulbous bow and Rolls-Royce’s Promas rudder, which is a twisted full-spade rudder with a bulb that is smoothly connected to the propeller hub by a hubcap, and is adapted and optimized to the propeller design. This gives a more efficient rudder with lower drag and better recovery of rotational energy from the propeller slipstream. As a result, Rolls-Royce says propulsive efficiency can increase as much as 3 to 6%.

The main engine is an eight-cylinder MAN B&W S60ME-C8, which produces 15,560 kW at 105 rev/min at MCR. The electronically controlled engine is configured to allow the vessel to operate more efficiently in a wider range of speeds and drafts. The engine was de-rated to achieve lower specific fuel oil consumption. In addition, the engine has a low load tuning by the means of exhaust gas bypass, in order to optimize the consumption, when running at part load/low load. The main engine is also equipped with a modern lubrication system. In addition, sensors are installed to monitor temperature and wear on crank pin bearing, cylinder wall, etc. to minimize the risk of engine breakdowns.

In addition, the vessel is fitted with an Exhaust Gas Cleaning System—believed to be the first of its kind fitted with a scrubber— that reduces sulfur emissions to below 0.1% in compliance with ECA regulations. The scrubber also removes 70% of particulate matter, significantly reducing NOx emissions. The scrubbers will help meet ECA regulations this year and 2020.

“We set ourselves some very ambitious targets when we began designing these new vessels, and the final result is very satisfying,” says Fagerheim. “Not only have we successfully increased our carrying capacity, but we’ve also significantly improved our environmental footprint.”

The Thermopylae is classed by DNV GL, with the following class notations + 1A1, Car Carrier RO/RO, MCDK, PWDK, E0, TMON, BWM-T, COAT-PSPC (B). The vessel shall also be constructed to comply with the following DNV-GL class notations as to improve the design: BIS, FUEL, CLEAN, NAUT-AW, F-AMC. The ship is also built to comply with Green Passport, IMO regulations for ship recycling WWL COO Fridtjof Naess, says the HERO vessels “illustrate our quest to continuously reduce our environmental impact, and feature optimized hull design and a number of energy saving solutions to ensure efficient operation.”

The 24,240 dwt Thermopylae’s maiden voyage will be from Asia to Europe, starting in the port of Hitachinaka, Japan and finishing in Bremerhaven, Germany. The HERO vessels will all be in service for WWL between now and 2017.

environment gasoil are mixed in all ratios to bear the potential risk of incompatibility of residual fuel with ultra-low sulfur distillates,” DNV GL stated recently. But mixing fuels can lead to heavy sludge which clogs filters. “In some cases, this may cut off the fuel supply to the injection equipment completely and cause the engine to shut down,” the class society warns.

To address these dangers, DNV GL has developed a ship-specific Fuel Change-Over Calculator (FCO) to assist ship operators by providing the ideal parameters for the switching fuel procedure.

It accounts for variables including fuel system layout, varying sulphur content and temperature constraints. The software uses a complex numerical simulation which, the class society claims, is more accurate than previous models and can provide guidance on the best lead time for fuel changeover. The FCO can also be used to demonstrate compliance for the necessary authorities.

A.P. Møller Maersk containership Elly Maersk has silicone paint to lower fuel consumption

SPS an option for bunker tank insulation Ship operators who choose to switch between heavy fuel oil (HFO) and low-sulfur distillate (LSD) when entering ECAs have to reallocate bunker tanks on board ship because fuel operating temperature is a potential headache. LSD must be kept cool enough to maintain viscosity while HFO, on the other hand, must be heated. According to class society DNV GL, the temperature gradient between HFO and LSD can be 100°C or more.

SPS Overlay, a composite material developed by UK-based Intelligent Engineering, has been used on board three tankers to create a thermal barrier between adjacent bunker tanks thereby avoiding significant structural alterations. The Lloyd’s Register-verified project, completed in Qatar last fall, involved installation of a 50 m2 area of SPS Overlay to the bulkheads between the two bunker tanks.

18 MARINE LOG March 2015

Ian Nash, the company’s Marine Business Manager, highlights some of the benefits. One, the two types of fuel can now be stored in tanks which are kept at stable, but different temperatures. Two, tank capacity is maximized and there is no need for void spaces between the tanks requiring through-life inspection. Three, there are no changes to the ship’s structure. And four, the installation process is quick and simple and can be undertaken using standard steel-working techniques.

Dual fuel LNG carriers still attractive option for owners Meanwhile, the slide in oil prices has some suggesting that dual fuel LNG carriers may no longer be an attractive option. Not so says Joe McGladdery, a partner with the London law offices of Wikborg

environment Rein & Co. He says that, while falling oil prices have exerted pressure on the LNG charter markets, the new generation of low-speed, dual-fuel LNG carriers now in service and on order remain an attractive option for owners and operators.

McGladdery notes that “converting an LNG carrier’s engines so that it is capable of burning LNG as a low-sulfur fuel allows owners and operators to comply with the new requirements for ships operating in Emission Control Areas. It also provides them with the flexibility to burn two types of fuel which other technologies, such as exhaust gas cleaning systems, or scrubbers, do not. So the application of dual-fuel, gas-injection technology to newbuildings and the conversion of slow-speed diesel engines on existing ships still make sense, despite the recent fall in the price of oil.”

Maersk aims to cut CO2 emissions

Sustainability is a core value for the world’s largest container shipping company, Maersk Line. It has invested in a number of fuel saving initiatives such as “nose jobs” for a series of containerships.

Now it has struck a six-year deal with DB Schenker Logistics—the Logistics Division of Deutsche Bahn—to reduce CO 2 emissions from ocean freight. “The partnership is a milestone in climate protection,” says Dr. Karl-Friedrich Rausch, Chief Sustainability Officer of Deutsche Bahn AG and Management Board Member for Transportation and Logistics at DB Mobility Logistics AG. Maersk Line will reduce CO 2 emissions on every container it ships on behalf of DB Schenker Logistics between now and 2020 by 20% compared to 2014 levels.

“The partnership encourages greater transparency on sustainable container transportation which can drive significant sustainability improvements in the industry,” says Vincent Clerc,

Chief Trade and Marketing Officer in Maersk Line. “By integrating sustainability elements into the purchasing decisions, we jointly strive to change the procurement process in container shipping fundamentally.”

The Ocean Freight unit of DB Schenker oversaw nearly 1.9 million TEUs (twenty-foot equivalent units = containers) in 2013, making it the number two in the world by volume.

Each year, Maersk Line transports some 11 million full containers throughout the world.

Trying to sort out ballast water These days, getting anything through Congress seems like a herculean task. But a coalition of some 60 organizations—including U.S. and international ship owners and operators—that rely on marine vessels to transport essential cargoes is calling upon the Senate Commerce Committee to quickly approve Senate bill S.373, the Vessel Incidental Discharge Act. In a letter to Senators Thune and Nelson, respectively the Chairman and Ranking Member of the Commerce Committee, the coalition stated that vessel discharge reform legislation would rectify an untenable situation “by establishing a uniform, sciencebased federal framework for the regulation of ballast water and other vessel discharges that will benefit all segments of the U.S. maritime industry.”

The coalition expressed its strong support for S. 373, which would establish a nationally uniform and environmentally sound standard for ballast water and other vessel discharges, in lieu of the current “overlapping patchwork of federal and state regulations that makes compliance complicated, confusing and costly.”

A companion bill, H.R. 980, was also introduced in the House.

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environment

Figure 2: Wing Cross-Flow Vectors around Deck House

Satisfying EEDI while Maintaining Safe Power Margins: Using CFD to Predict Maneuvering Performance in Extreme Weather

By Dr. Richard Korpus, Chief Scientist, CFD, The American Bureau of Shipping

O

ver the next decade, the IMO’s Energy Efficiency Design Index (EEDI) will place restrictions on the greenhouse gas emissions from ships, compelling owners to look for new ways to improve propulsive efficiency.

Designers are searching for more optimal hull forms, propellers and energy saving devices. Smaller main engines are also under consideration to enable operation closer to their optimum design point.

While these are all promising solutions to EEDI requirements, the smaller engine option reduces “sea margin”—extra power added ensure that a vessel can operate safely in extreme weather conditions, after experiencing a partial loss of power, or when a ship is loaded beyond its design displacement. So, when chosing smaller engines, it is essential to quantify how far sea margins can be reduced before the safety of a design is affected.

One of the greatest demands on installed power comes when a vessel is forced to navigate through storm conditions. Can the ship safely maneuver off a lee shore if caught with extreme wind and seas on its beam? Questions such as this can be answered using Computational Fluid Dynamics (CFD), because the effects of factors such as wind, waves, ship motions, added resistance, propulsion-system dynamics, etc., can all be captured using first-principals physics.

In this simulation, the application of CFD for quantifying minimum safe power is demonstrated using a generic VLCC design, maneuvering through extreme weather conditions under a range of power settings.

The simulations start with the vessel idling at low speed and weather on the beam. Thirty-seven knots of wind and regular seas of 5.5 meter height and 15 second intervals were imposed from the starboard side. The rudder is put 20 degrees to starboard and engine power increased to check whether the vessel turns into the wind and maintains forward speed and heading. Three engine sizes were studied: one corresponding to modern design standards with typical sea margin; a second with 80% of that Maximum Continuous Rating (MCR); and a third with 60% the baseline MCR. Figure 1: Pressure Contours of Stern Flow Detail

March 2015 MARINE LOG 21

environment

Figure 4: Initial Turn Attitude with Incident Seas

A typical set of results is demonstrated in the charts and graphics on page 21 and 22.

Figure 1 shows a color map of pressure, and depicts how the yawed hull, asymmetric hull wake, propeller, and turned rudder all interact to generate side force. Note that the propeller blade and rudder pressures are integrated at every step to provide forces for driving the six degrees of freedom motion predictions.

Figure 2 shows wind cross-flow vectors in one athwartships plane (cut through the deck house), and demonstrates the substantial flow separation that introduces large side force and yaw moment.

Figure 3 shows a ship wake for a simulation in calm water, and demonstrates the ability of CFD to predict a complete turning circle.

Figure 4 shows a comparable simulation, but with incident waves present. The vessel has taken substantial yaw, and is starting to turn into the wind.

Quantitative results from the simulation shown in Figure 4 are included as Figures 5 and 6. Values are presented for a 1:100 model scale simulation (model scale results being used to compare with existing experiments for validation).

Figure 5 presents a time history of yaw for the 100% (i.e. traditional) MCR powering level, and shows that the vessel takes high values of yaw fairly quickly. The slowly varying trend depicts how yaw changes in the long time scales corresponding to typical ship turn rates. The smaller high frequency oscillations super-imposed on top are caused by slight changes in yaw as the vessel moves over oblique waves.

Figure 6 shows the vessel trajectory in the X-Y plane where X corresponds to the original direction of travel and Y corresponds to the wave and wind direction. Small oscillations depict the effect of

surge and sway motions on trajectory. It can be seen that despite the high initial yaw values, the vessel moves downwind some distance before beginning its turn to starboard.

The small piece of perfectly straight trajectory starting at X=Y=0 is an artifact of the way CFD simulations were started. It is important to let the hull wake completely develop in order for the propeller forces to stabilize at accurate values. The first 10 seconds of model-scale simulation are therefore performed with the ship trajectory prescribed rather than free to move under the influence of its self-generated six degree-of-freedom forces.

Results derived for the same VLCC design with only 80% of traditional installed MCR power would show that the vessel takes on yaw angle almost as quickly as the 100% MCR case because the rudder has not changed. However, the vessel is having a hard time stopping its sideslip to leeward. It has moved as far in the +Y direction in 8 seconds as the 100% MCR ship did in 10 seconds. Leeward sideslip speed (slope of the trajectory curve) is not decreasing, and the vessel is having a hard time generating sufficient side force. So, 80% of traditional MCR does not appear adequate for this design.

Although maneuvering in extreme weather is a fairly new application for CFD, this example demonstrates that a first-principals, physics-based approach has great potential and practical appeal.

With the onset of advanced methods like overset grids and six degree-of-freedom motion solvers, CFD is now sufficiently mature for this type of work.

Initial trials suggest CFD can resolve the threshold power below which safe maneuvering may face greater risks, and therefore provides an excellent tool to assist with EEDI design. While additional validation work is still necessary, a practical CFD simulation tool will be available in the not distant future. â–

Figure 5: Yaw Time History for 100% MCR

Figure 6: Trajectory for 100% MCR

10 0 -10 -20 -30 -40 -50

1

Y (m)

Yaw Angle (Deg.)

Figure 3: Complete Turning Circle in Flat Seas

0.5 0

-0.5

0

10

22 MARINE LOG March 2015

20 Time (s)

30

40

0

5

10 X (m)

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Among its many uses, an AR app can show you if components are properly installed

QUANTUM LEAP FORWARD How augmented reality is going to transform the way

By John R. Snyder, Publisher & Editor-in-Chief we design, build, inspect, and maintain ships

“O

ver the next five to ten years, augmented reality will totally transform how companies do business,” says Dan Arczynski, President and CEO of Williamsburg, VA-based start-up company Index AR Solutions, which specializes in developing customized apps for clients using augmented reality for smart phones, tablets, and heads up displays, such as Google Glass.

Augmented reality or AR is the overlay or projection of digital information on the real world. Chances are you might have seen an application of augmented reality as a consumer or sports fan. The yellow line projected on a football field representing the first down marker is an example of AR. In its comic books, Marvel uses AR to provide readers with extra content and video.

One of the best examples of the use of AR in consumer marketing might be IKEA. The furniture giant uses AR to allow its customers to visualize furniture in their homes before they buy it. Here’s how it works: Customers simply need the printed IKEA catalog and to download a free app for their smartphone or tablet device. Once they open the app, they simply scan an orange cross on one of the product pages in the furniture catalog. An icon appears on the display of the handheld device indicating that AR mode is available.

Customers are instructed to place the closed printed catalog in the room where they intend to put their new furniture. The catalog provides a size reference, so that the AR app can overlay the virtual

furniture on the display of the handheld device. The customer can move and rotate the virtual furniture around the room.

Both Arczynski and his business partner Dexter Lilley are former Newport News Shipbuilding and HII executives, who retired from the shipbuilding business to form Index AR Solutions in January. Lilley, Index AR Solutions Executive Vice President and COO, has shipbuilding in his blood—his father and grandfather were both shipbuilders. Lilley spent 34 years in shipbuilding, including Director of Strategy and Business development, Director of Steel Fabrication and Assembly, and Director of Component Fabrication and Assembly at NNS. Lilley also held positions of increasing responsibility in Process Innovation and Finance.

Lilley is a 1980 graduate of Christopher Newport University with a BS degree and 1988 graduate of the Mason School of Business at the College of William and Mary with an MBA. Arczynski is a graduate of West Point and U.S. Army veteran, he has an MBA from Harvard Business School, with a background in the banking and finance industry. He spent three years at Shawmut Bank as a Vice President working in mergers and acquisitions and business strategy and another two years at Marakon Associates, a strategy consulting firm.

More recently, Arczynski was Corporate Vice President of both Business Development and Strategy at Huntington Ingalls Industries March 2015 MARINE LOG 27

software An AR app can provide step-bystep information on equipment installation

Augmented reality can also track maintenance requirements

(HII) and Sector Vice President of Strategy at Northrop Grumman Shipbuilding and Northrop Grumman Newport News. Overall, he has some 19 years of executive level experience in shipbuilding.

Both Arczynski and Lilley spent the last three years at HII corporate headquarters working on strategy and business development before they retired in December 2014. The bulk of Lilley’s career was spent in managing manufacturing and construction at NNS, introducing tools and techniques such as Lean Manufacturing and the Theory of Constraints scheduling into the shipyard.

According to Arczynski, back in February 2011 Newport News Shipbuilding began an R&D project using augmented reality for a paperless deckplate. Since 2011, NNS has completed (or has underway) dozens of AR projects of varying types and sizes. He says that NNS has a team of 15 AR engineers, AR developers, and AR designers with plans to add additional staff.

“While we were part of corporate HII working with NNS, Dexter and I saw just how amazing AR was and we were looking at commercializing it for the company. But it became clear to everyone that the only way we were going to be able to commercialize AR was to take it outside the company. NNS’s core business is building ships. So we wanted to create a situation where NNS could still enjoy the financial benefits of this. We created a teaming agreement. Dexter and I retired from HII at the end of last year so that there would be no conflict of interest.”

While Index AR Solutions is technically a start-up company— they officially opened for business this past January—a unique teaming agreement with HHI’s Newport News Shipbuilding gives Index AR Solutions a running start because it provides them with the exclusive rights to commercialize the shipyard’s augmented reality work and leverage its staff of AR experts and thousands of industrial professionals.

Index AR Solutions and NNS has already created customized augmented reality apps that are tailored to meet clients’ needs for inspection, training, construction, marketing, and recruiting and is developing solutions for maintenance, operations, and logistics.

leap in performance, in productivity, and schedule performance.”

He sees AR as a disruptive technology. “[AR] is really going to change everything. It is going to change how things get built. It is going to change how things get maintained. How inspection gets done. It is really going to change a whole gamut of things that have to do with construction and manufacturing. And it is going to change them radically.”

Lilley oversaw the large construction of steel components at NNS, including construction of the massive modules that go into building aircraft carriers and submarines. “Anything from a large flat panel to something the size of a three story building,” says Lilley.

Under the teaming agreement between NNS and Index AR Solutions, the companies share intellectual property, patents, etc. NNS continues to work on its internal projects to make improvements at the shipyard. And, NNS can also support any AR efforts at the U.S. Navy. “Everything outside of NNS and the U.S. Federal government is Index AR Solutions’ market,” explains Arczynski. “What is very extraordinary about the teaming agreement is that we can take all the technology that they have already developed and that they continue to develop, as well as develop our own technology. We use that same team of AR engineers and put them on commercial projects.

And when they are not working for us, they are working for Newport News on their projects or vice versa. It’s a win-win.”

Lilley points out that Index AR Solutions leases the employees at Newport News. “They’re designers and engineers first and AR experts second. They are very rare in the industrial world. They know how to solve industrial problems, but they also know how to apply this new technology as a tool to solve these problems.”

“We are very proud that we are a start-up,” says Arczynski, “but sometimes when we talk to folks they don’t want to deal with startups. We have to remind them that we have four years of experience and a large team of AR engineers to develop AR solutions.”

The potential of AR Lilley is effusive when he talks about the potential of augmented reality to change shipbuilding and the industry as a whole. “I’ve seen a lot of different things affect manufacturing and construction,” says Lilley. “The one thing I see with augmented reality is that it is not going to be incremental. It is going to be a quantum 28 MARINE LOG March 2015

APPLICATIONS BEYOND MARITIME WORLD AR has obvious applications outside the maritime industry. “A carrier is an airport, a hospital, a hotel, a bunch of restaurants, and clinics,” says Lilley. “It incorporates all kinds of construction. What are the parallels? Building construction, bridges, roads, industrial fabrication, and, of course, commercial ships. Anywhere there are skilled workers that are getting information in a printed form or a manual that information could be more easily provided in a digital format.”

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software Continues Lilley, “With AR, we can leverage the significant data in engineering product models. If you are building anything big these days, you invest in a product model. Most firms are not getting enough value out of that product model. What AR does is it allows them to extract and really unlock value from their product model.

Imagine walking into a space on a ship where there are the bulkheads, the deck, and the overhead. What we are able to do is

30 MARINE LOG March 2015

extract the parts of the model that apply to that area and display them through an iPad, smartphone or heads up display glasses. You can walk around that room and see where every component is going to go with fairly good accuracy.”

Using the app, an electrician can see where all of the electrical components go and install them based on those visuals.

AR shows up as a transparency overlaid on the real world. Using its camera, the

iPad shows you the real world, plus you will see a transparent overlay where things go.

You ca n a lso imag ine how it wou ld work in the inspection process. Using the AR app, the inspector can see where all the lights, the wiring, ventilation, and piping are expected to be installed. The AR visual overlay allows the inspector to quickly assess whether something has been installed incorrectly.

L i l le y ex pla i n s t hat t he proc e s s of developing a customized app starts with thinking in terms of what’s the client’s challenge? What problems are they trying to solve? We have all this expertise in industrial engineering. Once that is decided, Index AR Solutions builds a custom app or multiple apps to solve the challenge. The custom app is loaded onto the client’s tablet or mobile device. Everything becomes intuitive. Tap your app and up springs your overlay. We use something called an index as a reference point then everything overlays based on that reference point. What you would see on your mobile device is a custom app.

At New port News, the AR engineers developed a Studs Application for ship construction. Normally, you would have to measure from one or two reference points in order to determine the exact location of a stud on a bulkhead. Once the exact location of the stud is determined, it is welded into place. This can be a very time-consuming process, says Lilley.

According to Lilley, using an AR app on an iPad, workers are able to determine the exact location of each stud on the plate.

“What we were able to do is aim the iPad at the plate,” explains Lilley. “Using an index or reference point, the iPad recognizes where the index is on the plate and locates each stud on that plate. The team tested to ensure the stud could be placed within tolerance and initial results are promising.”

To develop each customized AR app, says Lilley, the team of AR engineers has to understand the data and develop an algorithm. “This is not an app you are going to download on iTunes. It is a custom app built for a specific purpose. It takes a lot of engineering effort to make it work. But the value we are seeing makes this worthwhile.”

Lilley says that once you have developed one app for a client, they start to ask questions about where else can they apply AR technology. “Our team are experts. They are designing industrial apps to be intuitive and useful, not just cool. They want to make it accurate and fast to solve a client’s problem. That’s exactly how our business model works.” ■

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DANISH MARITIME

The Danish Maritime Forum brought 200 industry leaders together with the goal of shaping the industry’s future

Danish Maritime Days Denmark takes center stage unleashing the industry’s green potential

By Nick Blenkey, Web Editor

D

enmark was on the international maritime industry center stage this past October during Danish Maritime Days, a weeklong succession of meetings, seminars, exhibitions and demonstrations. It included a visit to the industry cluster in the northern cities of Frederikshavn and Aaalborg that started with a tour of the Esbern Snare, one of two 137m Absalon class combat support ships on which the Iver Huitfelt frigates are based, followed by tours of MAN Diesel & Turbo’s Aalborg facility and the Alfa Laval Test & Training Center in the same city.

The visit to the Esbjern Snare showcased why Canada’s planned Single Class Surface Combatant could wind up with a distinctly Danish flavor. The Absalon class ships can be equipped for naval warfare, land attack, strategic sealift missions or as a command platform. They can also be configured as hospital ships, for anti-piracy missions, or for emergency disaster relief. And, if you add on some rails the ships are set up to lay mines.

The Class’ flexibility is helped by a cavernous 915 m2 reinforced flex deck that can embark vehicles up to 62 tons (such as the Leopard II battle tank) via a roll-on/roll-off ramp at the stern of the ship.

During anti-piracy missions the flex deck can embark special forces and the boats that they use, and includes containerized accommodations that include secure holding facilities for any detainees.

The vessel’s firepower is enhanced by five slots on the weapons deck for StanFlex system modules—standardized containers

32 MARINE LOG March 2015

containing weapons—that can be swapped out in a short time (think hours, not days). Though there are nearly a dozen systems available as StanFlex modules, the position of the slots on the weapons deck of the support ships mean that only missile-firing, SIGINT/ELINT and storage modules can be used.

Main propulsion is provided by two MTU 8000 M70 diesel engines—with NOx emissions being dealt with by an SCR system.

A seagoing ship on shore The Alfa Laval Test & Training Center in Aalborg has been built to be the closest thing on land to the machinery spaces of a full-sized commercial vessel. It allows equipment and applications can be tested on the scale of an oceangoing ship—but with control and accessibility that cannot be found at sea.

Tests are conducted under actual operating conditions, using a large 2MW MAN L28/32 medium-speed diesel and seawater piped in from the Limfjord, a body of water connecting the Kattegat Strait with the North Sea. The broad range of Alfa Laval equipment and solutions are organized into major process lines: fuel line, steam line, exhaust line and ballast line. The equipment is overseen by a unified control system with a dedicated control room.

“Nowhere else in the world will you find this range of marine equipment in a full-scale, real-life operating context—except on a

DANISH MARITIME vessel at sea,” says LarsSkytte Jørgensen, Vice President of Alfa Laval Product Center Boilers, which is responsible for the facility.

Among the systems developed with the help of the center is Alfa Laval’s next generation PureSOx 2.0 exhaust gas-cleaning system.

Another is the FCM One fuel-conditioning module, which can handle a broad range of fuel conditioning requirements within one module. A third example is the pressurized Alfa Laval exhaust gas recirculation (EGR) boiler, which promises to ensure compliance with Tier III NOx legislation while delivering significant fuel savings.

Much of the work at the Alfa Laval Test & Training Center focuses on optimizing the fuel line—fuel cleaning, conditioning and forwarding—before the fuel reaches the engine.

The fuel line uses HFO and MDO, which is pumped into the facility from outside and passes through a standard setup of Alfa Laval fuel line products. These include the S-separator for fuel cleaning and the FCM One for fuel conditioning and changeover before reaching the 9L28/32 engine.

With IMO emissions getting ever stricter, focus at the Test & Training Center has also, of course, been on reducing SOx and NOx emissions, with Alfa Laval fast-tracking product development and product refinements on the PureSOx exhaust gas cleaning system, the Alfa Laval exhaust gas recirculation boiler and the Alfa Laval exhaust gas boiler.

Work is also ongoing with testing selective catalytic reduction (SCR) for NOx emissions in close cooperation with catalyst manufacturer Haldor Topsøe A/S, which produces the actual catalysts used in SCR systems, but not the systems themselves.

Though MAN Diesel & Turbo’s new MAN 175D high-speed diesel is being built in Augsburg, Germany, much of the development is taking place in Denmark at the company’s Aalborg facility.

The compact and robust new engine will be offered with an output spectrum from 1,500 to 2,200 kW and will be available to the first pilot customers later this year. The initial 12-cylinder version of the engine is optimized for propelling ferries, offshore supply vessels, tugs and working vessels.

Development work on the engine has been taking place in the test cell at the Aalborg facility. This is normally a highly restricted area, but during the Danish Maritime Days tour, visitors did get a glimpse behind the veil to see the test engine in position (though not while a test was running). However, another example of the engine was on display on the floor of the spacious building.

Also on display were examples from another highly successful product line, MAN Alpha propellers, Alpha rudder bulbs and other Alpha products. The products are not only aimed at the newbuild market, but can also pay off as retrofits.

One owner that found a retrofit made sense is DFDS Seaways, which decided in cooperation with MAN Diesel & Turbo to have the RO/RO vessels Hafnia Seaways and Corona Seaways economyupgraded at their five-year drydockings and class surveys.

Richard Berg-Larsen, Director, Fleet Management, DFDS Seaways says, the resulting fuel savings 15 to 20 kg per nautical mile is “nice when you sail 1,400 miles per week.”

Each 187m RO/RO vessel is fitted with two MAN 8L48/60B engines, two Renk gearboxes, two MAN Alpha CP propellers and a twin Alphatronic propulsion control system.

The retrofit included changing to propeller blades of the highly efficient Kappel design, fitting a propeller fairing cone to the propeller hub and a rudder bulb to be fitted to the existing rudder.

Additionally, shaft alternator frequency converter system was installed, and the Alphatronic control upgraded with new load curve software for variable frequency operation.

A MAN product found on ships worldwide is its Holeby generator

Scrubber system at Alfa Laval Test and Training Center

sets. At its Aalborg event another service that was in focus was Holeby Pit-Stop from PrimeServ Holeby.

Basically, the service sees a Pit-Stop container is delivered from one of the authorized Pit-Stop workshops that contains with a complete package for a major genset overhaul—including all replacement parts needed to perform a specified overhaul. All parts can be reconditioned, but PrimeServ Holeby says the following components in MAN Diesel & Turbo’s latest engines are particularly relevant: cylinder units complete, cylinder covers complete, cylinder liners, turbocharger, injection pumps, HT and LT cooling water pumps and lubricating oil pump.

House of Green Public-private partnership State of Green promotes Denmark and Danish solutions on energy, climate and the environment. Its resources include House of Green, a showroom and visitors’ center located within the Confederation of Danish Industry’s renovated Industriens Hus building in the heart of Copenhagen.

The visitors’ center and interactive showroom is primarily aimed at foreign delegations visiting Denmark and during Danish Maritime days its lounge area and flexible meeting were used for an international press conference on green technologies.

Coatings manufacturer Hempel used the occasion for a presentation on its Hempaguard hull coating concept, already applied to nearly 200 full ships with another being coated every third day somewhere in the world.

Over five years in development, Hempaguard is based on Hempel’s patented ActiGuard technology. ActiGuard integrates silicone-hydrogel and full diffusion control of biocides in a single coating. Surface retention of the biocide activates the hydrogel, which effectively holds fouling organisms at bay, cutting friction to a minimum while utilizing a minimum amount of biocide. It also has the long-term stability and mechanical properties required of a durable solution.

The surface of a Hempaguard coating has the same smoothness as a conventional biocide-free silicone-based fouling release coatings, thus contributing to minimum drag, fuel savings of six percent on average, and correspondingly lower CO2 emission.

March 2015 MARINE LOG 33

DANISH MARITIME “Hempaguard is a completely new technology that combines the best of both worlds: the smooth, fuel-efficient surface from silicone coatings and the durable protection against fouling known from antifoulings,” says Claes Skat-Rørdam, Hempel’s Fouling Control Manager. “However, what is most remarkable about Hempaguard is that it releases 95 percent less biocide than traditional antifoulings over an entire docking interval and yet still has a significantly better performance.

Hempaguard enables our customers to improve their efficiency at sea, while reducing the impact on the environment.”

Hempel says that extensive tests have shown that the effect is always the same, regardless of the trading pattern of the vessel and, in particular, when sailing at speeds as low as 8 knots, or even during idling time in aggressive waters. Static testing in aggressive waters over four years has also led Hempel to guarantee idling periods of up to 120 days.

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Cleaner ocean highways In wide ranging presentation on Cleaner Ocean Highways, Ole Groene of MAN Diesel & Turbo, Copenhagen, noted that if the world commercial is to grow by 100 percent over the next 20 years, around 2,000 new ships will be added every year. In engine output terms, that’s 20,000,000 to 30,000,000 more kW that will need fuel, posing the question: Which fuels and technology?

He noted that all engines now being ordered are ME (electronically controlled) rather than MC (mechanically controlled) and that 900 of the engines currently on order are G-engines, with the combination of longer stroke, lower rev/min and larger propeller delivering fuel savings of 4 to 7 percent. Another 75 engines are on order for containerships of 16,000 TEU or above.

These are all 80 ME-C or 90 ME-C engines, other than those for the two largest ships, which are both above 19,000 TEU and will have G 95 ME-C engines.

For controlling NOx and SOx emissions, the options are either SCR or EGR (exhaust gas recirculation) for NOx and scrubbers for SOx. Though it is SCR technology that has gotten the most attention, MAN Diesel & Turbo already has three references for EGR equipped ships, two 158,000 dwt tankers delivered to Chevron in 2013 and a large bulker delivered to NYK in December 2014.

Groene said that both methods had been proven in service and are commercially available now.

Deciding factors in selecting are: • First Cost (CAPEX) • Operation Cost (OPEX) • Space Requirements • Installation Flexibility • Operation Simplicity • Reliability • Maintenance Simplicity • Maintenance Cost • Waste disposal Cost The other option for Tier III compliance is to switch to an alternative fuel and MAN Diesel and Turbo has already racked up a number of references for its gas fueled ME-GI engine with more than 60 on order.

Advantages claimed for the ME-GI is that it is the only Diesel-cycle, high-efficiency, two-stroke, dual-fuel engine. It requires no derating and no special load ramps, has negligible methane slip and no methane number limit. Ambient temperature variations and rough seas have no operational influence and uncontrolled combustion and detonations in the engine cannot occur.

For owners looking to operate on LPG or methanol, the ME-LGI engine is available.

DANISH MARITIME All ME engines can be retrofitted to ME-GI with unchanged power and efficiency.

Keeping ballast water treatment simple Instead of filters, UV radiation or chemicals, a ballast water treatment system developed by Bawat A/S and certified and Type Approved by DNV-GL, uses de-oxygenation and pasteurization to bring the concentration of living organisms down to well below the regulation requirements.

Aimed primarily at the tanker and bulk carrier markets, the system is an in-tank recirculation system that can treat ballast water at sea, saving time and money compared to in-line systems where treatment must be carried out in port.

Bawat is a technology company and systems integrator and the system uses existing, off the shelf, marine components, such as plate heat exchangers, from suppliers with good track records and service locations in various locations worldwide supports.

The system employs two distinct process principles in a circulation procedure: Deoxygenation and pasteurization. The ballast water (BW) is circulated in a circuit from the top of the BW tank, treated and re-introduced into the tank through jet nozzles close to the tank bottom.

The de-oxygenation process effectively eradicates zooplankton and the pasteurization process reduces phytoplankton and bacteria concentrations to levels below the IMO D2 requirement. As an extra benefit the de-oxygenation of the BW causes a substantial reduction in BW tank corrosion.

Treatment is initiated when the ship has left the ballasting position and is on voyage.

BW is pumped from just below the water surface in the BW tank through the Pasteurizing Unit, where it is heated to a specified temperature. It is then held at this temperature in the Retention Section for a specified period of time (typically 1 min).

The heating takes place in one or two plate heat exchangers and the heat is provided by surplus heat sources—e.g. main engine jacket cooling water or exhaust heat economizers through steam or thermal oil systems. In the regeneration section of the Pasteurizing Unit, the out-going water preheats the in-coming water.

After pasteurization, nitrogen under pressure is injected into the water flow. The nitrogen is release as mini bubbles at the BW Tank bottom and through the surface of the bubbles the dissolved oxygen in the BW is replaced by nitrogen.

The circulation is performed a specified number of times—the exact number

depending on the BW Tank’s construction (typically 4 to 8 times).

No further treatment is necessary before re-ballasting.

Danish Maritime Forum The first Danish Maritime Forum, held on the theme of “unleashing the potential of the global maritime industry,” may have broken the mold of all those usual “top level industry events.”

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The organizers look to have ripped more than a few pages from the playbook of the annual World Economic Forum in Davos, Switzerland. That includes hiring some of those involved with the Davos event—notably Dr. Chris Luebkeman as moderator—to bring the Copenhagen event extra polish and professionalism.

The basic idea: bring together by invitation 200 industry leaders, stick them in a large space for two days, break them into

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March 2015 MARINE LOG 35

DANISH MARITIME work groups, set them an agenda and look for them to come up with some conclusions and practical future objectives.

Welcome from Crown Prince The first day opened with a welcome by HRH Crown Prince Frederik of Denmark and Henrik Sass Larsen, Denmark’s Minister of Business and Growth, and closed with a keynote by another kind of royalty, Maersk Group CEO, Nils S. Anderson.

Another opening day event that showed

the organizers’ ability to field big names was an opening plenary that kicked off with a Ministers’ Panel bringing together Su Bo, Vice-Minister of Industr y and Information Technology, China, Hiroshi Muto, Vice-Minister for Transport, Tourism and International Affairs, Japan, Victor Olersky, Deputy Minister of Transport, Russia, and Tuck Yew Lui, Minister of Transport, Singapore.

Meanwhile, the 200 industry leaders invited to the forum included a pretty fair

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sampling of the industry’s “great and good” to use a Briticism.

The Danish Maritime Forum is planned not as a one off, but a three-year journey with its next session planned for October 7 and 8, 2015 in Copenhagen.

The Forum’s message Minister of Business and Growth, Henrik Sass Larsen, says four messages came out of the 2014 Forum: “First, we must safeguard open markets for international shipping. At a time where global trade patterns are changing, this is fundamental for preserving easy access and distribution of food, goods and energy for the world’s population.

“Secondly, we must put smart global regulations in place. We should set targets and conditions for the shipping industry and at the same time give businesses room and flexibility to come up with innovative and efficient solutions.

“Thirdly, funds—both public and private—must be available to finance necessary development of infrastructure that will allow the maritime transport chain to function efficiently from factories to consumers.

“Finally, we must ensure skilled people with the right competences to support the industry. The foundation for our success is our maritime workforce.”

The organizers say that if there is one overriding message from forum participants, it is that there is a need to raise public awareness of the value of the maritime industry, while the industry should start paying closer attention to the outside world and to take on a more proactive role in shaping the context in which it operates.

Participants expressed a strong commitment to shaping the future of the maritime industry through continued collaboration on key challenges and solutions.

Moving forward, participants see the role of the forum as a platform for collaborative dialogue and for turning ideas into action.

They encouraged the forum to raise awareness of common challenges, to identify a common vision for the global maritime industry, and to facilitate a process to make that vision a reality.

The organizers now plan to “further develop the outcomes of the forum to advance the discussions in 2015.”

And with a large proportion of last year’s participants sticking their hands in the air when asked if they would be retired in 2030, the organizers aim to involve the next generation of industry leaders in the dialogue by organizing a Youth Forum to be held in conjunction with this year’s event. ■

shipbuilding

Shipyards in the U.S. have an annual economic impact of $36 billion

The Shipbuilding Picture ML Shipbuilding Survey indicates that despite the drop in the price of oil, shipyards are still optimistic

T

here are more than 300 shipyards in the U.S., about a third of which are actively engaged in shipbuilding, according to the U.S. Maritime Administration. Of the remaining 200 or so shipyards, most are engaged in repairing and maintaining commercial vessels and ships and boats operated by the federal government, as well as state and local governments. Some of these shipyards are also capable of constructing or supporting the construction of vessels.

How important are shipyards to the U.S. economy? A U.S. Maritime Administration (MarAd) study, The Economic Importance of the U.S. Shipbuilding and Repairing Industry, published in May 2013, reported that the total economic activity associated with the industry reached 402,010 jobs, $23.9 billion of labor income, and $36 billion in Gross Domestic Product (GDP) in 2011. This includes direct, indirect, and induced jobs. At that time, MarAd reported that there were 107,240 employed in shipbuilding and repair.

It would stand to reason that the economic impact of the industry has grown since 2011, since the latest figures available from the Bureau of Labor Statistics, U.S. Department of Labor, show that there are 130,750 workers employed in shipbuilding and boat construction in the U.S. The data is from May 2013.

By Marine Log Staff

All occupations in the shipbuilding and boat construction sector have an average mean wage of $50,860. There are about 5,510 management level employees in the field, with an annual mean wage of $111,440. Some 1,630 top executives receive an annual mean wage of $131,640. Chief executives receive an annual mean wage of $191,820.

Marine Log, which maintains and publishes the shipbuilding order book, vessel deliveries, and a shipyard directory on its website, www.marinelog.com, is in the midst of compiling the results of its 2015 ML Shipbuilding Survey. We thought we would share some of the preliminary results of that survey.

One of the questions we asked in the 2015 ML Shipbuilding Survey was: Do you plan on making capital investments in your shipyard(s) this year and if so how much? Of those responding, more than 63 percent said they planned on making capital investments. Of those responding, 28 percent said they planned to spend between $100,000-$500,000 and 71 percent said they planned to spend more than $500,000.

Another question we asked was “What is your current outlook on shipbuilding activity in 2015?” Despite the drop in the price of oil, respondents were still upbeat, with a weighted average score of 1.8, with 1.0 being “optimistic” and 3.0 being “somewhat optimistic.”

March 2015 MARINE LOG 37

shipbuilding While it is a limited sample size, the answers to these two questions clearly show that shipyards are optimistic about the coming year and want to improve their efficiency, increase their productivity, and modernize their facilities.

Fuller details from the completed survey will be available online.

Small shipyard grant program One of the more successful programs administered by MarAd has been the Small Shipyard Grants Program, which has helped shipyards invest in waterjet cutting machines to welding equipment to overhead cranes. The National Defense Authorization Act of 2006 authorized MarAd to make grants for capital and related improvements at eligible shipyard facilities that will foster efficiency, competitive operations, and quality ship construction, repair, and reconfiguration. Grant funds may also be used for maritime training programs to enhance technical skills and operational productivity in communities whose economies are related to or dependent upon the maritime industry.

The Department of Transportation’s FY 2016 budget request includes no new funds for the Small Shipyard Grant program, as was the case for the last two fiscal years. However, the request for MarAd Headquarters operations includes $210,000 “to conduct an objective and rigorous net impact evaluation in FY 2016 of the Assistance to Small Shipyards grants program.”

Support for ferry construction The U.S. Department of Transportation’s 2016 budget request includes $70 million for ferry and ferry terminal construction in the Federal Highway Administration request, up modestly from the $67 million actually funded in 2015. Another $30 million for ferry

construction also looks to be buried as a line item in the Federal Transit Authority’s request for Urbanized Area Formula Grants.

A new item on the MarAd wish list is for the allocation of $5 million—from the $34.6 million requested for support of State Maritime Academy (SMA) training ships—for the planning and design of a National Security Multi-Mission Vessel (NSMV) to support training at State University of New York (SUNY) Maritime College.

The average age of all training ships is 37 years old and the ships will require extensive renovations to remain seaworthy. The initial focus is on the replacement of the 53-year-old TS Empire State operated by SUNY Maritime, which will reach the end of its service life in 2019.

Once constructed and operational, the new NSMV ship will be readily available for deployment to support requirements for national security, as well as Department of Homeland Security (DHS) and Department of Defense (DoD) emergency and humanitarian missions.

Title XI Ship Financing The FY 2016 Budget requests only $3.1 million to support salaries and expenses related to Title XI loan portfolio administration.

MarAd currently has $42.8 million in available loan subsidy funds sufficient to support about $428 million in Title XI loan guarantees.

According to the MarAd’s website, there are currently three applications pending for Title XI Ship Financing—two newbuild projects and the other a retrofit of two existing ships to burn LNG—with an “actual total cost to applicant” of $551.7 million.

The total requested loan amount is $481.7 million. More details are in the accompanying table on page 39. ■

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20 years

2-Aug-13

Crowley ConRo, LLC 2

Jones Act qualifed LNG powered ConRo vessels

VT Halter Marine, Inc., Gulfport, MS

$414,600,000

$362,700,000

25 years

30-May-14

Totem Ocean Trailer Express, Inc. 2

Repowering two Orca GD-NASSCO, Class vessels from San Diego, CA diesel to dual fuel

$122,000,000

$107,000,000

12 years

23-Dec-14

TOTAL

$551,700,000

$481,700,000

TOTE Shipholdings 2 Containerships Inc.

GD-NASSCO, San Diego, CA

$371,020,562

$324,630,000

16-Sep-14

Boldini SA 5

Platform Supply Vessels

Eastern Shipbuilding

$291,828,176

$240,756,000

3-Mar-11

OSG Delaware 2 Bay Lightering LLC

342, 775 bbl Articulated Tug Barges

Bender Shipbuilding, VT Halter Marine, and Tampa Ship, LLC

$278,755,527

$210,900,000

17-May-11

Vessel Manage- 3 ment Services

330,000 bbl Articulated Tug Barges

VT Halter Marine, Dakota Creek Industries

$395,576,556

$346,129,000

11-Aug-11

TOTAL

$1,337,180,821 $1,122,415,000

PENDING APPLICATIONS

7

APPROVED APPLICATIONS

12

Source: Maritime Administration

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March 2015 MARINE LOG 39

2/16/2015 4:31:08 PM

newsmakers

Seaspan names Joe O’Rourke new Vice President and GM Joe O’Rourke (left) has joine d Sea span’s Victoria Shipyards as its new Vice President and General Manager.

O’Rourke will replace Malcolm Barker who will retire this spring, following more than 21 years with the company.

Tanker operator Overseas Shipholding Group, Inc. has appointed Captain Ian T. Blackley as its President and Executive Officer. The company also announced the selection of James D. Small III as Senior Vice President, Secretar y and General Counsel, effective in March. He replaces James I. Edelson who will assume responsibility for Governmental Affairs.

Vancouver-based Robert Allan Ltd. has appointed Mike Fitzpatrick its new President. He succeeds Ken Harford, who plans to retire June 2016 but will remain on as Managing Director during the succession process.

40 MARINE LOG March 2015

Corvus Energy has announced the appointment of Halvard Hauso as Executive Vice President of Sales and Marketing. Hauso brings with him over 30 years of industrial marine business development experience.

T he Ulstein Group announced a changeup to its management team last month when it name d B e r n t-A ag e Ulstein (left) the new Design Manager in its Ulstein Design & Solutions division. He will take over the post in May, succeeding Frode Sollid. Sollid, meanwhile, will take on the newly-established role of Innovation & Development Manager. Additionally, Sollid will be manager for Ulstein Strategic Innovation Centre (USIC).

Javier Suarez has been named Voith Turbo’s new Vice President, Americas, for its Power, Oil and Gas division’s Marine Group.

Suarez will also be a member of the global Voith Marine management team.

Jim Schacht, former General Manager and E xe cut i ve Dire c tor of C ummins Commercial Marine, has been tapped to lead Cummins’ new organization within its existing Engine Operating Segment.

The Cummins Marine Organization will help the company better serve its global marine customers.

Rachel Hoyland has been recruited to Hill Dickinson LLP’s shipping team as Senior Associate.

Hoyland was Head of Legal at CMA CGM (UK) Shipping Ltd, and has a background as a dry shipping lawyer.

Founder of Stolt Tankers, Jacob StoltNielsen has passed away. He was 83.

Stolt-Nielsen founded the company in 1959, pioneering the global trade for liquid chemicals. He served as Chairman of the Board of Directors from 1959 to 2009, and ser ved as Director until his retirement in 2014.

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techNews Changing the telemedicine game

Virginia Tech demos

firefighting robot for U.S. Navy The U.S. Navy’s future could involve a hybrid force: humans and robots working together as a team. One example of this is a 5 foot 10 inches tall robot, SAFFiR. The Shipboard Autonomous Firefighting Robot (SAFFiR) has been developed by researchers at Virginia Tech, and sponsored by the Office of Naval Research (ONR), to assist mariners in fighting fires.

The project demo is part of the Navy’s effort to assist its sailors with fighting fires, controlling damage, and carrying out inspection aboard ships via use of user-controlled unmanned craft or humanoid robots.

The two-legged (bipedal) robot weighs 140 pounds. It is equipped with sensors that enable it to see through dense smoke, including infrared stereovision and a rotating laser for light detection and ranging (LIDAR). SAFFiR is programmed to take measured steps and handle hoses on its own—although, for now, the robot takes instructions from researchers at a computer console. The robot is also not expected to replace Navy firefighters, but rather assist in the firefighting process.

“These robots can work closely with human firefighters without firefighters being directly exposed to steam or heat, fire and smoke,” says Dr. Thomas McKenna, ONR Program Manager for human-robot interaction and cognitive neuroscience. Robots may one day patrol ships, he said, scanning for unnatural heat, smoke, or other issues and providing a “constant watch” against onboard dangers not detected by sailors.

In a three-day demo onboard the former USS Shadwell, a decommissioned ship based in Mobile, AL, the robot walked across uneven floors, used thermal imaging to identify overheated equipment and used a hose to extinguish a small fire.

According to Brian Lattimer, Associate Professor with the Department of Mechanical Engineering, plans for future incarnations of SAFFiR are already underway, with upgrades to improve the robot’s movements.

The Navy is funding the project at $4.5 million, but that could increase as the www.vt.edu project continues. www.onr.navy.mil

Florida-based communication solution provider DigiGone is hoping to change medical teleconferencing at sea.

The company has introduced DigiMed, a telemedicine kit that provides real-time teleconferencing with land-based emergency medical service professions via wireless links.

T he kit s—available in three versions: DigiMed Mini, DigiMed Vital and DigiMed Plus—enables doctors on land to provide a face-to-face consultation with a patient at sea.

DigiMed uses SecureChat software to enable the transmission of encrypted high-quality real-time video over satellite channels or mobile links, using a small fraction of the bandwidth needed for other commercial video services—making the service an easy and cost effective option for operators.

Using the DigiMed camera (which comes included in every version of the kit) and sensor readings (included in the Vital and Plus kits), the doctor can remotely perform a visual inspection on the ill / injured patient and then recommend the best course of action. If the doctor is able to prescribe an on-site treatment, this could save the vessel operator money as an expensive evacuation won’t be needed.

For more information: www.digigone.com

New Jersey-based CR Ocean Engineering, L.L.C. (CROE) has been awarded a contract by STENA RoRo AB, Gothenburg, Sweden, to design and supply two Open Loop exhaust gas-cleaning systems.

The scrubbing systems, which will be installed on the Stena Forerunner’s two main engines, are scheduled to be on line the first half of 2015. The 195.3 m ship operates primarily in the European ECA where new low sulfur fuel regulations went into effect 42 MARINE LOG March 2015

on January 1, 2015. The new rules require ships operating in the North American and European ECAs to switch to the 0.1% sulphur fuel or install scrubbers to meet the equivalency standard for SO2.

The CROE system reduces SO2 content of engine flue gas to below that found in 0.1% Sulphur fuel (the equivalency standard) even when burning high sulfur fuels.

The technology can be used on newbuilds as well as an existing retrofit. The

system is available in three standard configurations: 1) as a once through scrubber (Open Loop); 2) a recirculation scrubber (Closed Loop); and 3) a combination of both designs (hybrid).

The system is designed to replace the existing silencers and does not require a bypass. CROE says that its small size means minimal ship modification is needed when fitting the system on an already existing vessel. www.croceanx.com

top left: Virginia Tech

CROE OPEN LOOP scrubber systemS for Stena ro-ro vessel

techNews ClassNK releases new version of ship design support software Classification society ClassNK has released Version 2.0.0 of its PrimeShipHULL(HCSR) ship design support software.

The new version is the first software system in the world to fully reflect, and be in compliance with all rule amendments of the IACS Common Structural Rules (harmonized CSR) adopted in December 2014. The latest version of the IACS Common Structural Rules allow shipyards to create structural designs based on the latest prescriptive and direct calculation requirements.

Developed in response to industr y demands, PrimeShip-HULL (HSCR) is a total design support tool that helps to assist in the development of ships compliant with the harmonized CSR. It is available free of charge to all ClassNK clients.

Beyond being the world’s first software to be in compliance of harmonized

CSR, PrimeShip-HULL(HCSR) Ver. 2.0.0, improves data linkage with commercial CAD software, including the 3D design model software NAPA Steel.

These new data linkage functions can reduce the amount of time typically required by the design process.

ClassNK says that improved modeling function for the prescriptive rule calculation software not only supports various member arrangements, but also makes it easy to define even detailed structure’s data. The

software also provides improved calculation function for the direct strength assessment software—helping improve the speed of various calculations and includes a new feature which suggests scantling values that satisfy fatigue assessment requirements.

The software’s improved calculation and modeling features provide fast and continuous support to ensure more efficiency and quality in ship designs that are compliant with the harmonized CSR. www.classnk.com

Hyundai Heavy Industries develops gas management system

Voith’s new innovative PROPULSION system exceeds performance expectations in trials The first vessel driven by the new Voith Linear Jet (VLJ) propulsion system has been successfully tested outside the Isle of Wight, Southern England. The crew transport vessel achieved trial speeds of 30 knots.

Designed by BMT Nigel Gee for Turbine Tansfers Ltd, the 21m offshore service catamaran will provide crew transportation to sites all around Europe, including the Westernmost Rough site off the Humber for Dong Energy.

The VLJ propulsion system combines the best of conventional propellers with the best of conventional waterjets. The combination,

says Voith, makes the low maintenance propulsor the ideal solution for ships with mixed operating profiles up to 40 knots.

The use of the VLJ was met with approval from the operator. “The vessel is achieving more thrust at high speeds, and when stopped in the water and pushing on a turbine than with conventional systems, while achieving significantly lower noise and vibration levels,” says Alistair Knowles, Turbine Transfers’ Marine Superintendent.

“Furthermore it improves our green credentials through substantial fuel and emission savings in our operations.” www.voith.com

The world’s largest shipbuilder, South Korea’s Hyundai Heavy Industries Co., Ltd. (HHI), has developed its own gas management system for reliquefying boil off gas (BOG) from a membrane LNG containment tank for use as fuel for LNG carriers. The systems will be included on two 170,000 m 3 LNG carriers the yard is building for Norway’s Knutsen OAS Shipping.

The newly developed HHI gas treatment system consist s of an ME- GI engine, a BOG high-pressure compressor, a BOG reliquefaction system, an LNG fuel gas supply system (FGSS) and Hyundai integrated gas supply system (Hi-GAS).

While conventional systems can only reliquefy BOG partially, the HHI system can reliquefy 100 percent of the BOG and re-store it in the LNG tank for later use as the ship’s fuel.

HHI says that an LNG carrier equipped with this system can save up to 50 percent of the fuel cost in comparison with the standard vessel using heavy fuel oil (HFO) or marine gas oil (MGO), and produce 92, 80 and 23 percent less emissions of SOx, NOx and CO2, respectively.

http://english.hhi.co.kr

March 2015 MARINE LOG 43

contracts Shipyard Contracts While every care has been taken to present the most accurate information, our survey gathering system is far from perfect. We welcome your input. Please e-mail any changes to: marinelog@sbpub.com. Some contract values and contract completion dates are estimated. Information based on data as of about February 1, 2015. (*) Asterisk indicates first in series delivered. A “C” after a vessel type indicates a major conversion, overhaul or refit. Additional commercial and government contracts are listed on our website, www.marinelog.com.

Shipyard

Location

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

RECENT CONTRACTS Conrad Orange Eastern Shipbuilding Gladding-Hearn Kvichak Marine

Orange, TX Panama City, FL Somerset, MA Seattle, WA

1 1 1 2

LNG bunker barge towboat fast ferry pilot boats

2,200 cu m, GTT tank design 90 ft, 3,000 hp, Hull #193 493-PAX, 153.5 ft x 34.5 ft 62.3 ft x 19.7 ft

WesPac Midstream FMT Hy-Line Cruises Port of Duqm Co., Oman

1H2016 2016 2016 Sp2016

Panama City, FL Seattle, WA Freeland, WA Coden, AL

1 2 1 1

towboat pilot boats ferry tug

90 ft, 3,000 hp, Hull #189 39 ft 11 in x 13 ft 6 in 115 ft x 47.6 ft, 100 PAX 70 ft x 29 ft, 1,980 hp

FMT West Coast Launch Wahkiakum Cty., WA Cvitanovic Towing

JAN15 JAN 15 FEB15 JAN15

DELIVERIES Eastern Shipbuilding Kvichak Marine Nichols Brothers Rodriquez Boat Builders

PENDING CONTRACTS

NOTES

Aker Philadelphia Philadelphia, PA 4 Mobile, AL 2 BAE Systems Southeast BAE Systems Southeast Jacksonville, FL 1 Candies Shipbuilders Houma, LA 1 Gulf Coast Shipyard Gulfport, MS 4 Kvichak Marine Seattle, WA 30 Leevac Shipyards Jennings, LA 2 TBD TBD 2 TBD 1 TBD 6 TBD 3 TBD 2 TBD 3

2017 Options Option Option Options Opt. to 2019 Options RFP/Phase I RFP 2018-2020 RFP issued EBDG design RFP issued 2018-2021

Options dump scows tug subsea vessel PSVs skimmers PSVs OPCs LASH carriers double-end ferry car ferries double-end ferries passenger ferries pass./vehicle ferries

50,000 dwt 7,700 cu. ft.

141 ft x 46 ft, 12,000 bhp 108m x 22m, MT6022 dual fuel, 302 ft x 64 ft 30 ft 3 in x 9 ft 8 in 300 ft x 62 ft Offshore Patrol Cutters convert steam to LNG 70-car similar to Pocohontas 1,200 PAX (convert to LNG) 4,500 PAX 135 ft, 400 PAX, 27 knots 1,000 PAX/100 vehicles

Crowley Maritime $500 Great Lakes Dredge Seabulk Tankers Inc. Otto Candies LLC Harvey Gulf Intl. Marine U.S. Navy Tidewater U.S. Coast Guard Horizon Lines VDOT $25 Washington State Ferries NYCDOT $309 WETA DRBA $101

Index of Advertisers Company Page #

Company Page #

ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Arctic Technology Conference . . . . . . . . . . . . 17 Baker Marine Solutions . . . . . . . . . . . . . . . . . C3 BMT Fleet Technology . . . . . . . . . . . . . . . . . . . 4 ClassNK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Clean Pacific. . . . . . . . . . . . . . . . . . . . . . . . . . 29 Detyens Shipyards. . . . . . . . . . . . . . . . . . . . . . 8 DNV-GL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ExxonMobil Global Fuels & Lubes. . . . . . . . . C2 FloScan Instrument Co., Inc. . . . . . . . . . . . . . 12 Future Care, Inc.. . . . . . . . . . . . . . . . . . . . . . . 18 Great American Insurance Group. . . . . . . . . . 11 Green Marine . . . . . . . . . . . . . . . . . . . . . . . . . 34 Gulf Coast Shipyard Group. . . . . . . . . . . . . . 13 Hyde Marine. . . . . . . . . . . . . . . . . . . . . . . . . . 19 Inmarsat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4

JMS Naval Architects . . . . . . . . . . . . . . . . . . . . 2 KVH Industries, Inc.. . . . . . . . . . . . . . . . . . . . 26 MAN Diesel & Turbo. . . . . . . . . . . . . . . . . . . . . 7 Marine Art of J. Clary . . . . . . . . . . . . . . . . . . . 39 Marine Group Boat Works . . . . . . . . . . . . . . . 14 NEVA 2015. . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Pivotal LNG. . . . . . . . . . . . . . . . . . . . . . . . . . . 30 R.W. Fernstrum & Company. . . . . . . . . . . . . . . 4 Regions Financial. . . . . . . . . . . . . . . . . . . . . . 20 Renishaw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Sea Asia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Viega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Vigor Industrial. . . . . . . . . . . . . . . . . . . . . . . . 36 VT Halter Marine, Inc.. . . . . . . . . . . . . . . . . . . . 3 Wheelhouse Technologies, Inc.. . . . . . . . . . . 39

44 MARINE LOG March 2015

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MARINELOG.COM 46 MARINE LOG March 2015

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Marine salvage

Moving the maritime salvage world forward Recently, the American Salvage Association made a change to their logo, effectively showing all the Americas rather than just the United States in the design. While this in and of itself may seem insignificant, it punctuates what has been the Association’s goal for some time—to represent the salvage community’s position on the salient issues of the day in the proper forums. As maritime salvage increasingly becomes a globally coordinated process, it is important that we try to represent salvors’ interests throughout the Americas—both North and South—to the extent possible.

Having said that, the ASA’s top three objectives this year remain relatively U.S.centric, but with implications that go well beyond the U.S. borders. Those issues are (1) the insertion of a responder immunity clause in the Oil Pollution Act of 1990; (2) Coordination with Coast Guard and other relevant agencies on the development of a salvage exercise program; and (3) Ensuring the existing salvage regulations are adequately enforced when a vessel is placed at risk through some peril to the ship, its crew, or cargo.

The progress on all three is encouraging albeit somewhat slow and methodical.

Perhaps the most important development is the continuing improvement seen in the

mechanisms by which the U.S. Coast Guard enforces the Oil Pollution Act of 1990. More and more at the first sign of trouble the question is being asked by the relevant Coast Guard official of the ship master or operator, “Has your VRP been activated?” While technically the plan is always active, this question does make it incumbent upon the master to contact the salvor should a risk of spill exist.

ASA thanks all in the Coast Guard who have worked on this important issue.

I personally have been involved in at least five of these events over the past year or so and what I can point to as an improvement is the continued development of long-standing relationships between shippers, salvors, and regulators. And in the end, that is the intent of the regulation. The better we know each other BEFORE the response, the more efficient and effective we can be DURING the incident. There are good signs of this all over, but it’s an ongoing process – just as we know one Response Chief in one sector, that responder is transferred to another position.

We as salvors must be vigilant in meeting the relevant regulators and operators in each Coast Guard sector in which we operate.

Therein lies one of the important elements of the NPREP exercise regime currently under development by Federal response agencies led by the Coast Guard. As

MarineLoG

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UNITED STATES New York Sales Office 55 Broad Street, 26th Fl New York, NY 10004 U.S. Gulf Coast, West Coast and Mexico Jeff Sutley National Sales Director Tel (212) 620-7233 Fax (212) 633-1165 E-mail: jsutley@sbpub.com U.S. East Coast, Midwest and Canada Ian Littauer Regional Sales Manager Tel (212) 620-7225 Fax (212) 633-1165 E-mail: ilittauer@sbpub.com

48 MARINE LOG March 2015

Paul Hankins, President, American Salvage Association

could be seen in the growth of the NPREP program for Oil Spill Response Organizations, a real tangible element of the program was (and is) the development of these ongoing relationships. Given the relatively few salvage incidents that occur, NPREP becomes an important element in maintaining the personal relationships so important in response today.

As an aside, the NPREP program draft revisions are currently on the street for public review so anyone with a stake in the outcome should be sure to take a look at them and provide your viewpoint.

And all this ties together under responder immunity. As any response moves forward, the response community has to be free to act using their best faith efforts to mitigate an event. With the specter of lawsuits hanging over their heads, the available pool of responders will no doubt constrict. And unfortunately the first to back out may be those with the deepest pockets (and perhaps the best assets) at risk from those suits.

The inevitable consequence could result in unmitigated disasters.

As the next year unfolds we’ll see where this all takes us. ASA looks forward to a good 2015 in the maritime salvage world, constantly moving forward while learning from the past. www.americansalvage.org

WORLDWIDE Marine Log (UK) Suite K5 & K6, The Priory Syresham Gardens Haywards Heath RH16 3LB UNITED KINGDOM International Louise Cooper International Sales Manager Tel: +44 1444 416368 Fax: +44 1444 458185 E-mail: lcooper@sbpub.com

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