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R E P O R T I N G O N M A R I N E B U S I N E S S & T E C H N O L O G Y S I N C E 18 78
April 2020
MARITIME RESPONDS TO
COVID-19
OFFSHORE OPPORTUNITIES U.S. Offshore Sees Hope in Wind Market
FUEL & LUBES IMO 2020: What have we learned?
McAllister Towing tugs help dock the USNS Comfort in New York City to relieve overcrowded hospitals battling COVID-19
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CONTENTS
12
30
DEPARTMENTS
FEATURES
2 EDITOR’S LETTER Crew Change Challenges Amid COVID-19
20
OFFSHORE OPPORTUNITIES: OSVs, Wind and More: Hope is in the Wind The future of U.S. offshore services and offshore service vessel construction clearly lies in the offshore wind sector
24
FUELS AND LUBES Living with IMO 2020: What’s Changed? How are shipowners, operators and lube oil providers responding to IMO 2020 three months later?
26
KIRBY TUG UNDERGOES 3D SCANNING The Challenges of Working on a Vibrating Platform Kirby Offshore Marine’s Mount St. Elias tug recently underwent engine design modifications with the use of handheld 3D scanning technology
4 INLAND WATERWAYS A Bad News/Good News Kind of Day 6 INDUSTRY INSIGHTS 8 WELLNESS Determining Mental Resilience 9 VESSEL OF THE MONTH The M/V Darrel Hiatt 12 UPDATES • All American Marine to Complete Water-Go-Round • Class Societies See Demand for Remote Surveys • Cruise Lines Battered by the Coronavirus Storm 19 INSIDE WASHINGTON Ex-Congressman Duncan Hunter Sentenced to Prison 33 NEWSMAKERS Hiroaki Sakashita Named ClassNK President and CEO
28 30
DECK MACHINERY Rugged, Tough and High Performing? Deck machinery makers continue to innovate with advanced, energy efficient technology to help meet the needs of modern marine vessels MARITIME RESPONDS TO COVID-19 How Maritime is Standing Up to Coronavirus As a resilient industry, maritime has often played a large role in aiding in crises around the globe—now is no exception
Cover Photo Credit: Jon Kane/McAllister Towing
35 TECH NEWS Jotun Unveils “Once and For All” Answer to Biofouling 40 SAFETY A Look at Legal and Safety Issues in 2020 April 2020 // Marine Log 1
EDITOR’S COLUMN
MARINELOG APRIL 2020 VOL. 125, NO. 4 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389
Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com
Photo credit: Synergy Group
Crew Changes Amid COVID-19
C
oronavirus-related travel restrictions have placed serious limits on shipowners’ ability to make crew changes, imposing hardships on seafarers and putting shipowners in possible breach of a number of international maritime regulations, governing safe working hours and crew welfare. Some ports in Asia are finally relaxing their bans on crew changes, following appeals from the IMO and others. In late March, for example, the Maritime and Port Authority of Singapore announced that under limited circumstances, it would consider applications to make crew changes. A similar move was made by the United Arab Emirates. Lloyd’s Register reported that these special circumstances would include a crewmember having served maximum time on board a vessel and no further contract extensions being granted by the flag state. Exemptions, says Lloyd’s Register, would also cover compassionate grounds and medical problems. Capt. Rajesh Unni, founder and CEO of Singaporean ship manager Synergy Group, says he believes the organization of collective crew changes should be held at key hub ports by ship managers and owners. Meantime, the China Ministry of Transport issued a widely anticipated guidance on crew repatriation, although it’s been reported that the policy only targets Chinese seafarers working on international trading ships. Maersk, the world’s largest container shipping
carrier, recently implemented crew welfare initiatives, including compensation to ratings for contract extensions and improved internet connectivity service in areas of Europe, Asia and North America. The European Commission, as we went to press, issued guidelines saying that EU Member States should designate specific ports for crew changes. The U.S. Coast Guard has put restrictions on crewmembers leaving ships calling U.S. ports, and in particular cruise ships. An MSIB dated March 16 notes circumstances in which crewmembers from non-passenger ships may be allowed to leave for immediate and continuous transit through the U.S. to another country. In the U.S. domestic marine industry, meanwhile, Jennifer Carpenter, CEO of AWO, says that some companies have extended shifts from four to seven days. “It’s important to keep the crews together and minimize interaction during crew changes, when there normally would be an overlap for training and proceedings,” she told Marine Log. “We’ve been fortunate that coronavirus hasn’t really penetrated our maritime workforce. Everyone understands that things could change at any time. We have to be ready.”
EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk EUROPEAN EDITOR Charlie Bartlett charlie.bartlett@runbox.com ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER US EAST/WEST COAST & INTERNATIONAL David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com
HEATHER ERVIN Editor-in-Chief hervin@sbpub.com
CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray
Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2020. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (US Only) 1 (800) 895-4389 (CANADA/INTL) 1 (402) 346-4740, Fax 1-319-364-4278, e-mail marinelog@stamats.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 1407, Cedar Rapids, IA. 52406-1407.
2 Marine Log // April 2020
John Wooldridge Michael J. Toohey Waterways Council, Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com
Navigating 2020 and beyond
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INLAND WATERWAYS
T
he morning of February 10 seemed just like any other, but it would not remain ordinar y for long. Midmorning on Februar y 10, the Trump Administration released its Fiscal Year 2021 (FY21) budget request that “contains information on the president’s priorities.” The FY 21 budget called for a 22% cut to the U.S. Army Corps of Engineers’ Civil Works budget to $5.967 billion, representing a $1.7 billion decrease from the previous fiscal year’s (FY20) level enacted by Congress. Beyond the reduction to the Corps’ budget, perhaps most disappointing was a request of $0 from the Inland Waterways Trust Fund (IWTF) for construction of lock projects on the inland waterways system. Last year’s FY20 administration request was $111 million for the Lower Mon project near Pittsburgh, Pa., of which $55.5 million came from the IWTF that is funded through a diesel fuel tax on commercial operators, with the other half provided by General Revenues. And while the FY20 administration budget request was just $111 million, Congress appropriated more than three times that amount—$335 million—for four IWTFfunded projects in the FY20 Energy & Water Development (E&WD) appropriations bill. This level enabled efficient funding for four projects currently under construction: Kentucky Lock (Ohio River), Chickamauga Lock (Tennessee River), and funding to completion for the Lower Mon Project (Monongahela River) and Olmsted Locks and Dam (Ohio River). This means that if the president’s FY21 budget request of $0 for construction of locks were to be accepted, those four construction projects would shut down, workers would be 4 Marine Log // April 2020
sent home, the cost to eventually restart the projects would be significant, and the timeline to complete the projects would grow. Despite having no plans to spend the money that is currently in the IWTF for construction of these four projects, the FY21 budget also proposed to levy an additional user fee to supplement the existing revenue from the $0.29-per-gallon diesel fuel tax paid by commercial operators, plus 10% of the cost of Operations and Maintenance (O&M), which has always been a fully Federal responsibility. The administration noted this new fee would raise $1.8 billion over a decade. The FY21 budget also proposed $1.996 billion for Operations & Maintenance, $210 million for the Mississippi Rivers & Tributaries (MR&T) account, and $102.6 million within the Investigations account (with $3.292 million going toward Pre-Construction Engineering and Design (PED) for the Three Rivers Project in Arkansas). Within the Construction account, the Mississippi River Ship Channel, Gulf to Baton Rouge, La., was proposed to receive $45.7 million. The FY21 $1.015 billion proposed in the FY21 budget is derived from the Harbor Maintenance Trust Fund. While administration budgets are generally dismissed by members of Congress as mere pieces of papers simply containing ideas, the FY21 request of $0 for lock construction was a bit of a gut-punch for WCI and its members, who advocate for waterways modernization not waterways mortality. In contrast, on the very same day as the publication of the FY21 budget, the U.S. Army Corps of Engineers released its FY20 work plan that allocates funds provided in the FY20
E&WD Appropriations bill for its Civil Works mission, and the news was extremely positive. FY20 funding from the Construction account was $336.76 million—representing full and efficient funding from the IWTF -was allocated to the Olmsted Locks and Dam project ($63 million) to complete the project; the Lower Mon project ($111 million) to complete the project; the Chickamauga Lock project ($101.7 million); and the Kentucky Lock project ($61.06 million). In other good news, $85.35 million was slated to initiate the deepening of the Mississippi River Ship Channel to 50 feet to facilitate Post-Panamax ships in the Gulf. The Corps’ Investigations account will fund $6.05 million toward continuing PED for the Three Rivers Project in Arkansas, and $7.7 million to continue PED for the Upper Ohio River Navigation Study in Pennsylvania. A particular bright spot was the allocation of $4.5 million for the Navigation and Ecosystem Sustainability Program (NESP) on the Upper Mississippi River and Illinois Waterway System to continue PED ($3 million was provided for navigation and $1.5 million for the environmental restoration component of NESP). This is the first allocation of PED funds for NESP since 2012. NESP is a unique program with a dual function to ensure efficient navigation infrastructure and to protect the eco-habitat of the Upper Mississippi River System (UMRS). Recognizing the national significance of the UMRS, Congress authorized NESP in the Water Resources and Development Act of 2007 to give the Corps of Engineers authority to integrate management of the river’s navigation infrastructure with ecosystem improvements. NESP will modernize seven existing facilities with new locks and authorizes a number of smaller scale projects to improve the system’s capacity. This program will create new construction jobs, support workers at manufacturing facilities, ports, terminals and grain elevators. The FY20 Work plan also provided strong funding for the inland waterways system’s many dredging needs, especially helpful after recent flooding and continued high water this year.
DEB CALHOUN
Interim President/CEO, Waterways Council Inc.
Photo Credit: Shutterstock/ Peek Creative Collective
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INDUSTRY INSIGHTS WELCOME TO
INDUSTRY INSIGHTS, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we take a look at two Mercy-class hospital ships—the USNS Comfort and Mercy—being deployed by the U.S. Navy in its efforts to provide humanitarian assistance and disaster relief during the COVID-19 outbreak. The Military Sealift Command hospital ships will treat non-COVID-19 patients, which will allow local healthcare workers along the East and West coasts to further focus on treating COVID-19 patients. More statistics on the ships can be found below or by visiting www.navy.mil/covid19.
Inside The Navy Hospital Ships
Navy Hospital Ships Specs
LENGTH : 894 FEET BEAM : 106 FEET DISPL ACEMENT ( FULL) : 70K METRIC TONS SPEED : 12 KNOTS
Source: U.S. Navy
6 Marine Log // April 2020
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WELLNESS COLUMN
Mental Health Part 2: Determining Mental Resilience stress-reduction techniques. Companies and other stakeholders can have an impact here too. Building mental health triaging into a layoff process for those who still have a job or become jobless can be worthwhile. Additionally, research by Emory University shows a strong connection between economic insecurity and suicide rates, particularly for those in rural communities. Utilizing already existing planning tools, such as WHO’s Suicide Prevention Program and those built by industry, can help outline a process for recognition, training and resources mobilization for those who may be deteriorating. For mariners, engaging families in this type of training is critical.
Workplace Stress
Loneliness and Isolation Social isolation is par for the course for mariners. Where this isolation can become mentally deteriorating, electronic communications and social media are a saving grace. Video chatting is the largest and most prominently used online means of communication with loved ones, and there are now other online and phone apps that can 8 Marine Log // April 2020
facilitate different types of connections. Cocoon and Squad are examples of applications that draw together your important people and facilitate communications in a structured setting. The structure facilitates communications more frequently, clearly, cohesively and with ease. For mariners, access to phones or email can still be a hindrance in some segments of the industry. Traditionally, seafarers’ missions have closed this gap while mariners are in port, but in times of emergency, it is not always enough. Opening up lines of communications for mariners in need is a critical step for the industry to consider in support of mental health.
Poverty and Inconsistent Pay Economic security is one of the primary reasons we work. When security falls away, pay is inconsistent or there is fear of inconsistency, mental health can suffer. Research shows that those who become jobless and suffer depression have a hard time getting rehired. This job insecurity affects more than just those who are released from service. A research team at the University of Michigan found that those who are still employed but fear losing their job, report poorer health and greater symptoms of depression than those who become jobless. Researcher Sarah Burgard identified that a part of the problem is the feeling of powerlessness. “Taking action, to the extent that it’s possible, can help make people feel they have at least some control over a really difficult situation,” she says. Burgard recommends sticking to healthy lifestyle choices, such as eating right, exercising and utilizing other
Work stress also has adverse factors that deteriorate mental health. Research points at poor management as a primary driver of this type of stress. Stress-inducing management practices include unrealistic demands, lack of support, low decision latitude, lack of appreciation, effort/reward imbalance, conflicting roles, lack of transparency and poor communication. All of these can effect mental health negatively in the workplace (BJPsych Bull. 2016 Dec.). Company and management interventions proved effective at decreasing the stress of workers if management styles were enhanced through training. Additionally, basic education on good mental triaging skills can have an impact on how well we move through bumps in the road. We covered this topic of mental health self-triaging in Marine Log’s January 2017 issue. This type of triaging can ensure determining factors of mental health are being addressed as small issues pop up, before they escalate into something more extreme through a process like rumination or guilt. Research points toward areas to strengthen, and with some creative thought, individuals and industry together can generate a strong and mentally resilient workforce. Nothing in this article constitutes medical or mental health advice. All advice should be sought form a professional.
EMILY REIBLEIN
Director-Health, Safety, Security and Environment (HSSE) Crowley Logistics
Photo Credit: Rawpixel.com
B
alancing mental health can be tenuous in the transportation industry. One minute we may be routinely unloading a ship and the next minute a “supervirus” is at the door. Stocking toilet paper is painful, crew change rotations have been extended so no one is going home and sleep is lacking. Our normally stable mind is temporarily turned upside down. In times like this, we need to give mental health more attention. Here is a short break down of several factors that determine and may ultimately be detrimental to mental health, and a few ways to decrease negative factors for a more resilient response in troubled times. According to the World Health Organization’s (WHO) Mental Health Plan 2013-2020, there are three general socioeconomic factors that affect mental health: individual attributes, social circumstances and environmental factors. Some of the social aspects that may be particularly impactful to our industry are loneliness, neglect or family conflict, low-income/poverty/inconsistent pay circumstances, and work stress. The good news is that for every one of these adverse influences, there are creative ways of introducing “protective” actions to help bolster mental health.
VESSEL OF THE MONTH Deck equipment includes two 40-ton electric winches by Wintech, with fendering by Schuyler.
M/V Darrel Hiatt: FIRST IN SERIES OF SEVEN FROM STEINER FOR MARITIME PARTNERS
Photo Credit: Courtesy of Maritime Partners
T
he Steiner Construction shipyard in Bayou La Batre, Ala., recently delivered the M/V Darrell Hiatt, the first in a series of seven subchapter M-compliant towboats that it is building for Metairie, La.-headquartered Maritime Partners LLC. Specializing in providing financing solutions in the Jones Act market, Maritime Partners LLC also owns and charters out vessels. Named for Maritime Partners cofounder and Chief Operations Officer Darrell Hiatt, the boat has been built to a Farrell & Norton Naval Architects design and measures 88 feet long by 34 feet beam. It has a molded depth of 10 feet, 6 inches, and its wheelhouse eyelevel height is 34 feet, 6 inches. Twin EPA Tier III compliant Mitsubishi S12R main engines supplied by Laborde Products Inc., delivering a total of 2,520 hp., provides power. They drive the vessel’s Sound Propeller Services provided propellers via Twin Disc 5600 reduction gears with a 6.04:1 ratio from Sewart Supply. Shafting is by J&S Machine. Twin John Deere 4045 99 kW generators provide ship service power from Kennedy Engines. The steering system is of Gulf Coast Air &
Hydraulics supply. The vessel has a fleet deck forward for advanced visibility from the wheelhouse, which is equipped with Furuno navigation equipment. Deck equipment includes two 40-ton electric winches by Wintech. Fendering is by Schuyler. The vessel has tankage for 38,560 gallons of fuel, 1,700 gallons of waste oil, 790 gallons of lube and gear oil, 7,860 gallons of potable
water and 33,280 gallons of wash water. Accommodations include two double berth staterooms and an upper deck captain’s stateroom. Maritime Partners is a privately held firm that was founded in 2015. Since its inception, the company’s portfolio has grown to more than 350 vessels, primarily operating throughout the United States Jones Act trade.
April 2020 // Marine Log 9
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UPDATE
ALL AMERICAN MARINE
TO COMPLETE CONSTRUCTION OF WATER-GO-ROUND SWITCH
MARITIME (SW/TCH) has awarded All American Marine Inc. (AAM), Bellingham, Wash., a contract by to complete the aluminum construction and outfitting of the 70-foot, 84-passenger zero-emissions, hydrogen fuel cell powered, electric drive Water-Go-Round ferry. Water-Go-Round will be the first hydrogen fuel cell vessel in the U.S. and is being developed to demonstrate a pathway to commercialization for zero-emission hydrogen fuel cell marine technologies. The e-ferry will demonstrate the viability of this technology for the commercial and regulatory community. AAM is a leading builder of hybrid-electric vessels and was chosen to complete the project because of its experience building unique, high-quality vessels. “Having demonstrated our capabilities by delivering a number of state-of-the-art vessels over the years, AAM was the ideal candidate to complete this vessel. We believe that hydrogen
fuel cell technology will prove to be a robust alternative to conventional powertrain technologies,” said Matt Mullett, AAM president and CEO. The project is funded by private capital from SW/TCH, an impact investment platform that is building the first fleet of zeroemissions maritime vessels. SW/TCH seeks to work with existing ferry operators around the country to provide capital to accelerate their transition to zero emissions, leveraging significant experience from the build of this e-ferry. This project is also partially funded by a $3 million grant from the California Air Resources Board, administered by the Bay Area Air Quality Management District, that comes from the California Climate Investments initiative, a California statewide program that puts billions of Cap-and-Trade dollars to work to reduce greenhouse gas emissions, strengthen the economy, and improve public health and the environment—particularly in
disadvantaged communities. Golden Gate Zero Emission Marine is the provider of the hydrogen fuel cell power package and also serves as technical and regulatory consultants on the project. The vessel will use an onboard set of fuel cells arranged in compact stacks, similar to battery racks, which allows the onboard space to be used efficiently. The fuel cells turn hydrogen into electricity by injecting hydrogen on one side and by supplying compressed ambient air on the other side of a proton exchange membrane (PEM fuel cell). The hydrogen fuel storage is connected to the fuel cell powertrain, creating electricity to run the propulsion motors and turning the twin fixed-pitch propellers. Hydrogen fuel cells directly convert hydrogen to power with zero emissions. The only byproducts of a fuel cell reaction are electricity and water that is clean enough to drink.
THE IMPACT OF CORONAVIRUSRELATED restrictions on access to ships
has helped accelerate shipowners’ already growing use of classification society remote survey services. ABS reports that it is both expanding its remote survey options for vessel owners and extending its remote survey and audit services for equipment and materials manufacturers and other key service providers. 12 Marine Log // April 2020
“As organizations rely more heavily on remote and virtual operations, ABS is making it easier for vessel owners and equipment manufacturers to leverage digital applications by offering even more remote surveys and audit options,” said Christopher Wiernicki, ABS Chairman, president and CEO. ABS has expanded its remote offerings to include Drydocking Extensions and Radio Renewals and will offer additional remote
services in the near future. Additionally, ABS has extended its remote survey and audit services to existing equipment manufacturing and external specialist clients enrolled in ABS programs in the United States, South America and Europe. Remote surveys and audits allow surveyors to perform a range of actions without being physically present while simultaneously capturing all survey and audit requirements.
Photo Credit: All American Marine
ABS Sees an Uptick in Demand for Remote Surveys
UPDATE
Crowley Tugs Load Mobile Space Launch Platform Onto Ship Mobile space launch platform started life as a Mobile Offshore Drilling Unit, the Ocean Odyssey.
FIVE CROWLEY TUGBOATS recently worked together to load the LP Odyssey, a self-propelled, semi-submersible mobile spacecraft launch platform, onto a heavy-lift ship for Barber Moss Ship Management on behalf of Sea Launch/S7 Space. In less than 48 hours, Crowley tugs Master, Leader, Admiral, Veteran and Scout were successfully mobilized for this unique job, complied with customer and regulatory requirements, and began towing the platform from Los Angeles Harbor to an outside anchorage near Long Beach.
Once at anchorage, the 436-foot long by 220-foot wide platform—which started life as the Mobile Offshore Drilling Unit Ocean Odyssey—was to be floated onto the Xin Guang Hua heavy transport ship for final transport to the eastern coast of Russia, just south of Port of Vladivostok. Unfortunately, weather conditions and resulting sea swells at anchorage delayed the final set down of the platform onto the ship. The Crowley tugs continued on stand by while authorities and Crowley’s operations
team developed an alternative solution. Shortly thereafter, it was determined that the best course of action was to move both the platform and the heavy-lift ship back inside the harbor breakwater to a suitable depth of water for the operation. In close coordination with local authorities and the U.S. Coast Guard, Crowley’s operations team formulated a plan for a loading window that would minimize interruptions to other port traffic in the busiest port in the United States. Two days after the initial attempt, the heavy-lift vessel was staged inside the breakwater under a Crowley tug escort, while the other four Crowley tugs positioned the LP Odyssey over the heavy lift vessel, and the customer’s operations team de-ballasted and fastened the LP Odyssey for transport. “We are very proud of our crew, who did an excellent job of exceeding our customer’s expectations despite the challenges of the operation and maintaining the highest level of flexible and safe operations,” said Josh Ellis, vice president of operations and engineering, Crowley’s marine services group. “Thanks to our excellent team, we were able to activate our vessels and position them onsite for this unique job very quickly. Our team, from shore to office, performed seamlessly together in the safe loading of the LP Odyssey onto the Xin Guang Hua.”
Maryland Pilots back at Gladding-Hearn for fourth Chesapeake Class
Photo Credit: (Bottom Right) Gladding-Hearn, (Top Left) Crowley Maritime
THE ASSOCIATION OF MARYLAND PILOTS has ordered its fourth Chesapeake
Class launch from Gladding-Hearn Shipbuilding, Duclos Corporation, Somerset, Mass. Delivery is scheduled for December 2020. Since the Chesapeake Class pilot boat was introduced by Gladding-Hearn in 2003, 21 have been delivered to 11 pilot associations throughout the United States. With a deep-V hull designed by Ray Hunt Design, the new all-aluminum launch measures 52.6 feet overall, with a 16.8 feet beam and a 4.8 feet draft. Powered by twin Volvo Penta D16, EPA Tier 3-certified diesel engines, each producing 641 bhp at 1,800 rpm, the vessel’s top speed is expected to reach over 25 knots. A Humphree interceptor trim control system, with automatic trim optimization, will be installed at the transom. The engines will turn five-bladed Bruntons NiBrAl propellers via ZF500-1-A gearboxes. The launch will be equipped with a 12 kW Northern Lights genset. The vessel’s wheelhouse, with a small
trunk, is being installed amidships on a flush deck. With forward-leaning front windows, the wheelhouse is outfitted with five NorSap shock-mitigating reclining seats, baggage racks and built-in furniture and cabinetry. The forecastle will include a porta-potty, split upholstered settee/bunk, a toolbox and lockers for immersion suits and other safety gear. The vessels’ interior is heated and cooled
by two 16,000 btu reverse-cycle HVAC units, in addition to a 2,000 watt 240 VAC heater in the wheelhouse and in the forecastle. Outside of the wheelhouse are heated side-decks and handrails to prevent ice accumulation. Ladders on the sides of the wheelhouse lead to hinged boarding platforms on the roof. A control station is at the transom, along with a powered rescue system, for pilot rescue operations.
One of three Chesapeake class pilot boats previously delivered to the Association of Maryland Pilots.
April 2020 // Marine Log 13
UPDATE
Suez Canal Authority took special measures to speed Costa cruise ship with sick passengers through the canal
CRUISE LINES WHEN COSTA CRUISES’ 3,693-PASS E N G E R - C A PAC I T Y Costa Diadema
transited the Suez Canal northbound on March 23, the Suez Canal Authority took special measures, as there were reportedly 65 cases of COVID-19 infection on board. Suez Canal Authority Chairman Adm. Osama Rabie says that the vessel had to be piloted remotely. Four senior pilots guided the vessel from two escorting tugs, one in the front and one astern, using radar and minute by minute follow-up, in full coordination with transit control offices and navigation monitoring stations along the canal. Rabie says that in dealing with the Costa Diadema, the authorities took unprecedented measures to ensure a safe and fast transit for the vessel without keeping it waiting in the anchorage area, in order to guarantee the vessel a quick arrival at its destination so that those in need of treatment could get it as early as possible. In addition to remote pilotage, the measures taken included receiving the vessel in the canal at 4 a.m., with a time interval before the regular northbound convoy. This is just one recent incident that 14 Marine Log // April 2020
underscores the fact that though cruising has effectively been shut down since mid-March, there are still ships limping home—many with sick passengers aboard and often finding it hard to find ports to receive them. Few sectors of shipping have felt the impact of the coronavirus outbreak as deeply, or as visibly, as the cruise industry. Indeed, the fate of passengers quarantined on the Diamond Princess in the Port of Yokohama, Japan, probably brought the seriousness of the disease home to American and European television audiences more than did earlier stories from China. That particular narrative was repeated when another Princess Cruises ship, Grand Princess, was finally allowed to dock in the Port of Oakland after being held off San Francisco for some days awaiting the results of coronavirus tests delivered to the ship by California Air National Guard para rescue specialists. The nightmare for cruise industry publicists continued when the ship arrived in Oakland on March 9 and passengers were seen either being removed by ambulance or being bussed to 14 days of quarantine
on military bases or, in the case of the many foreign guests being flown on specially arranged flights to quarantine their home countries. Even as all of this was going on, the major cruise lines were initially trying keep ships operational by imposing ever stricter pre-boarding requirements on passengers. On March 13, though CLIA, the Cruise Lines International Association, announced that its ocean-going cruise lines would be voluntarily and temporarily suspending cruise ship operations from U.S. ports of call for 30 days. Now, w ith more governments banning any unnecessary travel of any type, more cruise lines are extending those voluntar y suspensions and the initial 30-day pause announced by CLIA looks extremely optimistic. All of this, of course, makes the rosy predictions we made for the industry in our last issue look extremely doubtful.
Industry Giants Wrap Themselves In Cash At the moment, the three largest players in the industry: Carnival Corporation,
Photo credit: Suez Canal Authority
BATTERED BY CORONAVIRUS STORM
Royal Caribbean and Norwegian, have seen their shares plummet. Carnival’s shares have fallen from upwards of $50 a year ago to under $9, Norwegians from over $60 to under $10 and Royal Caribbean’s shares, which were trading at around $133 had dropped to under $26 by April 1. This doesn’t mean the lines are strapped for cash just yet. Royal Caribbean Cruises on March 23 announced that it had entered into a $2.2 billion 364-day secured term loan facility, enhancing its liquidity position. With this new financing, the company has over $3.6 billion of liquidity comprising cash deposits and its existing undrawn revolving credit facilities. In addition, the company has committed financing for all of its new ships on order. “This is a period of unprecedented disruption for the cruise industry,” said Jason Liberty, executive vice president and CFO. “We continue to take decisive actions to protect the company’s financial and liquidity positions as they enable us to keep focused on our guests, our crew and our long-term plans.” Carnival announced on March 31 that it had commenced private offerings to institutional investors of $3 billion of first-priority senior secured notes due 2023 and $1.75 billion aggregate principal amount of senior convertible notes due 2023. Additionally, it announced it had commenced an underwritten public offering of $1.25 billion of shares of common stock of the corporation and that it intended to grant the underwriters an option to purchase up to $187.5 million of additional shares. What this would seem to indicate is that the cruise giants are hunkering down to weather the coronavirus storm.
Virtual Delivery That said, the industry’s ambitious plans for fleet would seem very vulnerable to revision, which is bad news for shipyards and their supplier base. However, one cruise lines at least, is continuing to take deliveries—at least virtually. In what is likely a first ever, executives of Celebrity Cruises last month accepted official command of Celebrity Apex, the second ship in the line’s Edge Series, via videoconference with officials from the Chantiers de l’Atlantique shipyard in France. In keeping with tradition, Capt. Dimitris Kafetzis ordered the exchange of the French and American flags, while each country’s national anthem played in the background. “Every delivery is unique just as every ship is unique. While the circumstances are quite unique right now, it’s fitting that such an innovative ship as Celebrity Apex would have a digital-age delivery,” said Lisa Lutoff Perlo, president and CEO, Celebrity Cruises. “The day is every bit as meaningful because I know the dedication and commitment from the shipyard team, the onboard crew and our Celebrity shoreside team that went in to bringing this ship to life. Celebrity Apex is a magnificent ship and I am so proud to welcome her into our family.” “We had the honor of building the first Edge Series ship, Celebrity Edge, and so many wonderful ships throughout our partnership over the years. Celebrity Apex is exceptional, and we know she will be well received and enjoyed for many years to come,” said Laurent Castaing, general manager, Chantiers de l’Atlantique. “I look forward to calmer waters when we can welcome guests aboard the newest addition to our beautiful fleet,” Lutoff-Perlo added. “I have great anticipation for her first sailing out of Barcelona on May 20.” April 2020 // Marine Log 15
UPDATE
BIZ NOTES U.S. Shipyards Win $380 Million in Navy Contracts The Navy continues to be the U.S. shipbuilding industr y’s largest customer, and although there were no blockbuster contract awards in March, there were cer tainly some significant ones that added up to a near $380 million total. Largest of these was not a new construction order but a $200-million-plus award to BAE Systems San Diego Ship Repair for the execution of the Waspclass amphibious assault ship USS Boxer’s (LHD-4) docking and selected restricted availability. The work includes a combination of maintenance, modernization and repair of USS Boxer. The largest new construction award went to Gulf Island Shipyards LLC, Houma, La., in the shape of a $129.9 million modification to a previously awarded contract that exercised options for the construction of two additional towing,
16 Marine Log // April 2020
salvage and rescue ships (T-ATS) and for the performance of unique item identification on the T-ATS 6-class program. VT Halter Marine Inc., Pascagoula, Miss., meantime, was awarded a $39.9 million modification to a previously awarded contract that covers the detail design and construction of a fourth Navy berthing barge, formally termed an Auxiliar y Personnel Lighter–Small (APLs). The contract also includes options for associated support efforts related to the craft design and construction for deployment spare parts, crew familiarization, international delivery and production-level technical data package and rights. VT Halter Marine is currently constructing the first three APLs. In September 2018, the company received the initial contract to design and build two units, with options for four additional units. Cons tr uc tion on the four th ves sel is expected to be completed in the summer of 2021. The company expects to deliver
the first two APLs in the third calendar quarter of 2020 and the third vessel is due to be delivered in the fourth quarter of 2020. The initial contr ac t was for the detailed design and construction of the first and second APL with an option for four additional vessels. Should the Navy exercise all of the options with associated supplies and services, the total contract award would be in excess of $244 million. Another sizeable repair award went to Colonna’s Shipyard Inc., Norfolk, Va., which was awarded an $8.9 million contract for an 80-day shipyard availability for the emergency drydocking of USNS Spearhead (T-EPF 1). Work will be performed in Norfolk, and is expec ted to be complete by June 2020. The contract includes an 80-day base period and three options, which if exercised, would bring the cumulative value to $9.2 million.
UPDATE
BIZ NOTES Wisconsin Awards Harbor Assistance Grants Wisconsin Gov. Tony Ever s las t month announced t wo grants under the Wisconsin Department of Transportation’s Harbor Assistance Program. One, wor th $ 29 million, is for improvements needed at the Por t of Marinette to allow for the production of the next generation of Navy ships. The other, wor th $4.9 million, will suppor t the construction of a new agricultural commodity bulk vessel transload facility at Port Milwaukee. The grant to the Port of Marinette will support continuation of shipbuilder Fincantieri Marinette Marine’s site improvement project. That project includes the construction of a vertical ship lift structure, dock walls and bulkheads and harbor dredging to transition the shipyard to accommodate the construction of larger vessels.
Assistance Program helps harbor communities maintain and improve waterborne commerce. A p plic ations are reviewe d by t he Harbor Advisory Council, which includes members from the U.S. Army Corps of
Engineers, UW Sea Grant, Wisconsin Coastal Management Program, Wisconsin Economic Development Corporation, Wisconsin Department of Natural Resources and alumni from the Great Lakes Maritime Research Institute.
Bulk Vessel Transload The DeLong Company, an agricultural products wholesaler, is constructing the bulk vessel transload facility, the first of its kind on the Great Lakes, at Port Milwaukee. The transload facility will initially export dried distillers grain, an animal feed supplement that is a byproduct of Wisconsin’s ethanol industry. The terminal also will be able to handle other bulk grains such as soybeans, corn and wheat in the future. “The diversity of Wisconsin’s agriculture industry is our strength, and par t of our international appeal,” Evers said. “Our state’s agribusinesses rely on finding markets for the high-quality products our farmers produce. This grant connec ts the dots between our agricultural producers, state agencies, and businesses like DeLong that ser ve our agriculture community.” This facilit y also received a $15.9 million grant from the U.S. Maritime Administration and $4.3 million in additional funding from Por t Milwaukee. C r e a t e d i n 19 7 9, W isDOT’s Har bor
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April 2020 // Marine Log 17
3/23/20 10:14 AM
UPDATE
One-Time Coal-Fired Power Plant to be International Hub for Offshore Wind Brayton Point Commerce Center received its first cargo shipment at its new marine commerce terminal in October 2019.
OVER THE PAST 18 MONTHS, the transformation of Brayton Point in Somerset, Mass., has reached significant milestones as the landscape shifted from its historic use as a coal-fired power plant to an international marine terminal. The brownfield redevelopment investment envisioned by Commercial Development Company Inc. (CDC) is becoming reality as the site evolves towards becoming a sustainable logistics and manufacturing center, a renewable energy hub and an international seaport.
Russ Becker, president of EnviroAnalytics Group, reports, “Demolition at Brayton Point has progressed to its final stages across most of the site. Grading activities will commence this spring to prepare laydown and manufacturing areas for future tenants.” “Our crews have safely deconstructed and removed 1.5 million square feet of former power plant infrastructure,” says Becker. “We now have a blank canvas to create a platform for new development as the site matures into
Brayton Point Commerce Center.” Throughout the reclamation process, CDC has been engaged in extensive discussions with major offshore wind industry companies. Prospective tenants include manufacturing, logistics, cable interconnections, maintenance, and other bulk materials. “The goal with our investment is to utilize attributes that made Brayton Point successful in the past, while supporting future energy needs, the local tax base and local employment,” says Stephen Collins, executive vice president at CDC. Of particular interest to the offshore wind sector are Brayton Point’s now proven abilities to conduct efficient heavy lift port operations and receive deep-draft ocean-going vessels at the site’s newly redeveloped marine commerce terminal. As of today, Brayton Point Commerce Center has received a total of nine vessel calls. These ships have included offshore wind research vessels, yacht transporters, bulk carriers and tug and barge units. Seeing the port working efficiently instills confidence in other groups looking at the site.
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INSIDE WASHINGTON
Ex-Congressman Duncan Hunter Sentenced to Prison Term
N
ot all those Washington figures we feature on this page end their careers in public service on a high note—A sad example of this: former Congressman Duncan Hunter. As Chair of the House Subcommittee on Coast Guard and Marine Transportation, he earned multiple marine industry awards, including being honored as a “Champion of Maritime” by the American Maritime Partnership in 2015 and receiving the Shipbuilders Council of America’s Maritime Leadership Award in 2017. Then, in August 2018, following an indictment by the Department of Justice on a series of counts ranging from conspiracy to violation of campaign finance laws, Rep. Duncan Hunter was suspended from his committee assignments, including chairmanship of the Coast Guard and Maritime Transportation panel and his
seat on the House Armed Services’ Subcommittee on Seapower and Projection Forces. On March 17, Hunter, 43, was sentenced to 11 months in prison for his admitted role in what the Department of Justice describes “as a years-long conspiracy to knowingly and willfully steal $250,000 in campaign funds that he and his wife used to maintain their lifestyle when their family was otherwise drowning in debt.” U.S. District Judge Thomas J. Whelan handed down the sentence and ordered Hunter to surrender to the Bureau of Prisons by May 29 at noon. The judge refused the defendant’s request to impose a sentence where Hunter would have served part or his entire sentence in home confinement, explaining that “the number of years and the amount of transactions” made such sentence inappropriate because this wasn’t
a single act of theft but a crime committed repeatedly over nearly 10 years. According to the Department of Justice, court filings show that, both Hunter and his wife, Margaret, who also pleaded guilty and is scheduled to be sentenced on April 7, used hundreds of thousands of dollars in campaign funds for personal use from 2010 through 2016. Hunter, 43, who represented an area near San Diego, served in Iraq and Afghanistan as a Marine. He was sworn in at age 32 to the congressional seat once held by his father. Hunter had shown a strong interest in national security issues, though he also was a famously outspoken advocate for e-cigarettes, once even using a vape device during a House Transportation Committee hearing to discuss a proposal to ban vaping on airplanes.
April 2020 // Marine Log 19
OFFSHORE
OFFSHORE:
HOPE IS IN THE WIND By Nick Blenkey, Web Editor
T
he future of U.S. offshore services and offshore service vessel construction clearly lies in the offshore wind sector. In its just published, members-only U.S. Offshore Wind Market Report & Insights 2020, the Business Network for Offshore Wind notes that the 2020s, “are sure to be a booming decade for American offshore wind,” and paints a picture of an industry currently constrained only by the necessary length of various permitting processes. The Business Network report say that, in the next four to six years, U.S. developers expect to manufacture, construct and install over 9,000 megawatts of offshore wind.
20 Marine Log // April 2020
That, of course, is a fraction of the offshore wind power generated in European countries that have been committed to offshore wind for decades, with the U.K.’s massive Hornsea Wind Farm alone expected to have a total capacity of over 6,000 megawatts. But it’s still a massive advance for a U.S. industry whose first operational offshore wind farm, Block Island, started operation just three years ago off of Rhode Island. All this is in stark contrast to the traditional offshore oil and gas sector, where the going looks as though its can only get tougher.
COVID-19 and the Oil Market In the last few weeks, the entire oil and gas
sector has been hit with the double whammy of the coronavirus outbreak going worldwide and Saudi Arabia disrupting the oil market and sending oil prices plunging. The world is now so awash with petroleum that more and more production is going straight into storage. In the U.S., the Trump administration announced last month that it would purchase 77 million barrels of American-produced crude oil and fill the salt caverns of the National Strategic Petroleum Reserve to capacity. “The Department of Energy is moving quickly to support U.S. oil producers facing potentially catastrophic losses from the impacts of COVID-19 and the intentional disruption to world oil markets by foreign
Photo Credit: ABB
As controversy continues over Jones Act requirements for U.S. offshore wind farm development, ABB is supplying advanced power systems for a giant Japanese wind turbine installation vessel that will have a 2,500-ton crane capable of a maximum lift height of 518 feet.
Photo Credit: Bernhard Schulte Offshore
OFFSHORE actors,” said U.S. Energy Sec. Dan Brouillette. Not everyone has salt caverns in which to store petroleum. Internationally, commodity tracking specialist Kpler reported 110 million barrels of oil as being in storage afloat at the end of March. Given all that, not too surprisingly, bidding on federal oil and gas leases in the Gulf of Mexico on March 8, the very day Saudi Arabia announced its oil price cuts, was the lowest since Gulf-wide sales began in August 2017—and lower than any sale since 1993 for the central Gulf, with 22 companies making $93 million in high bids on 71 tracts. Add to that news from oil majors that they are cutting capital expenditures as a result of market conditions caused by the COVID-19 pandemic and commodity price decreases, the outlook for offshore oil and gas is challenging to say the least. Though the year thus far has produced a couple of orders for new jack-up rigs, mostly the international news has been about restructurings, with France’s Bourbon Offshore now belonging to the banks. The overarching problem for the offshore services sector is that there are too many vessels out there and too many players. As noted by Quintin Kneen, president and CEO of Tidewater, in a call with financial analysts on March 4, “the industry is highly fragmented. There are nearly 600 participants and only four, including Tidewater, have more than 2.5% of the market.” “The industry has lethal levels of debt that is preventing consolidation, because many capital holders are looking for power returns,” Kneen continued. “Power returns are not going to happen. The cavalry isn’t coming. The market is not going to save those capital providers.” Kneen sees the industry’s problems as including the day-rate business model and sees a future that will “see the industry eventually gravitate to regional super consolidators, who will be able to leverage a scalable shore-based footprint to operate the most vessels possible at the lowest cost possible in a particular region.” Meantime, Kneen indicated that his focus right now is on improving Tidewater’s free cash flow through four categories: increased cash flow from reduced G&A, increased cash flow from vessel disposals, increased cash flow from reduced investments in vessels, and increased cash flow from core vessel operations.
formed the OMSA Wind Committee. Among its priorities will be to work to ensure that U.S. offshore wind activities are carried out in compliance with the Jones Act. “The U.S. maritime industry has met the needs of every market it has encountered, and I’m confident that the offshore wind market will be no different,” said Court Ramsay, chairman of the OMSA Board of Directors and president of Aries Marine. “I know my company has already committed vessels, resources, and personnel to offshore wind, and I look forward to working with fellow OMSA members on the OMSA Wind Committee to promote this market.” Lee Orgeron, OMSA board member and CEO of Falcon Global said, “Our company helped construct the Block Island Wind Farm, and we look forward to sharing the expertise we gained in completing this first commercial wind farm in the U.S. with our fellow OMSA members on the committee.” Falcon Global last month became a wholly owned subsidiary of SEACOR Marine, which bought out the 28% minority stake previously held by Montco Offshore. Commenting on the acquisition, SEACOR said that it gave it control of 14 liftboats with vessels currently working in the U.S. Gulf of Mexico, Mexico, and Saudi Arabia and noted that “liftboats provide a selfpropelled, stable platform to perform support for wind farm installation and maintenance” among other things.
Maintaining Momentum Given the impact on the global economy of the coronavirus outbreak, there are no guarantees that the path ahead for any sector will be easy. The Business Network for Offshore Wind says its main concern here centers
around the economic hardship a long-term shutdown and recession would place on secondary and tertiary U.S. suppliers. It point outs that there is almost 10 GW of U.S. offshore wind development being supported with public sector financial mechanisms that will be a boost for local economies. “If the White House wants to boost the economy, it doesn’t have to look any further than the Department of Interior, which has the authority to approve massive infrastructure offshore wind energy projects and currently has four under review,” says the association. The study not only gives a comprehensive rundown on the status of current U.S. projects, but also sheds some useful light onto the vessels that will be needed to install and maintain the growing number of U.S. offshore wind farms.
Jones Act One of the most contentious issues facing the industry relates to installation vessels and the Jones Act—or, more specifically, how Customs and Border Protection interprets what non-Jones-Act-qualified installation vessels can and cannot do. Without trying to open that particular can of worms here, it is fair to say that there are currently no Jones Act installation vessels in any way comparable to those currently entering the world market, or on order, to meet the need of next-generation wind farms with their everlarger turbines. The Business Network study notes that, in response to a mandate in the National Defense Authorization Act of 2020 (NDAA) the Government Accountability Office (GAO) is conducting work regarding Jones Act-compliant vessels required to support offshore wind
Switch to Renewables Among the survivors in the U.S. industry will be those able to make the transition from the oil patch to offshore wind. Last June, the Offshore Marine Service Association (OMSA)
Ulstein is currently completing the advanced Wind Service Operation Vessel Windea Jules Verne for Bernhard Schulte Offshore, which has partnered with MidOcean Wind to provide similar, Jones Act-compliant, vessels to the U.S. market. April 2020 // Marine Log 21
Resolve Marine Group has signed an MoU with U.K.’s Bibby Marine Services to bring Jones Actcompliant “Walk to Work” vessels like this to the U.S. Market.
energy projects. Preliminary findings will be reported to Congress in June. Specifically, NDAA requires GAO to provide to Congress an inventory of vessels to install, operate, and maintain emerging offshore energy infrastructure; a projection of existing vessels needed to meet such emerging offshore energy needs over the next 10 years; a summary of actions taken or proposed by offshore energy developers and producers, the U.S. domestic shipbuilding industry, and U.S. coastwise qualified operators to ensure sufficient vessel capacity in compliance with laws; and a description of potential benefits to the U.S. maritime and shipbuilding industries and U.S. economy associated with the use of qualified vessels to support offshore energy development. “This increased focus upon the vessel needs of U.S. offshore wind projects signals that Congress is awakening to the industry’s significant economic development prospects, and that federal resources are beginning to be mobilized to meet that demand,” says the study. “The U.S. offshore wind industry needs appropriate port infrastructure and vessels, in both the short and longer term. The maturation of domestic U.S. offshore wind vessel, maritime, and port industries will provide jobs for Americans and will aid in continuing to drive down U.S. offshore wind project costs.” “We believe 2020 will be the year of the offshore wind vessel,” says the study. “Additional crew transfer vessels (CTVs) and service operation vessels (SOVs) orders will follow during 2020-21 as projects in New York, New Jersey, and Virginia advance through the development and permitting processes. Forecasts suggest 50 to 60 CTVs and four to eight SOVs must be built in the next five to six years to service the projected offshore wind pipeline.” Regarding vessels, the study notes that in 22 Marine Log // April 2020
2019, two different Rhode Island shipyards received orders for the construction of three CTVs. These include Ørsted hired Senesco Marine, which is to build a CTV in its North Kingstown, R.I., shipyard, and Atlantic Wind Transfers, which placed an order for two Chartwell 24 CTVs built locally at Blount Boats in Warren, R.I., with delivery expected in 2020 and 2021.
Partnerships Form Several leading U.S. companies have already formed partnerships aimed at bringing lessons learned from European offshore wind industry experience. In July last year, Resolve Marine Group Inc. reported that it had signed a Memorandum of Understanding (MoU) with Bibby Marine Services, a U.K.-based “Walk to Work” (W2W) vessel specialist operating primarily in the European offshore wind sector. The MoU will see the two companies proactively develop Jones Act-compliant vessel solutions for the emerging and exciting U.S. offshore wind sector. Resolve’s nearly four decades of experience as a Jones Act operator, together with Bibby’s already established U.K. and European services in the same target sector, provide a platform that will look to provide wind farm operators and wind turbine suppliers effective Jones Act compliant W2W vessel solutions. Resolve and Bibby will leverage their customer service led approach to partner with wind resource providers to deliver timely and innovative services in this forwardlooking sector. While the initial focus will be on W2W vessel solutions, the partners are targeting a wider range of multi-faceted solutions, including CTV requirements, safety training, emergency response, and firefighting standby services as well as logistical support utilizing their established experience in the most challenging
aspects of the maritime sector. Bernhard Schulte Offshore GmbH (BSO) and MidOcean Wind LLC (MOW) have entered into a joint venture to build and operate support vessels for the U.S. offshore wind industry as well as to explore opportunities in other sectors of U.S. merchant shipping. The Connecticut-based joint venture marks another step forward in a cooperation between BSO and MOW hat began in late 2018 when the two parties partnered in WINDEA Offshore U.S. to provide a single point of contact for offshore wind customers in the U.S. “We have been following the successes of the Schulte Group for some time now and recognize they share the same business values and focus on long-term partnerships,” said Volckert van Reesema, co-founder and principal of MOW. “The Schulte Group has a track record of more than 550 new-building projects around the globe and MidOcean is a specialist at building vessels of various types under the local regulations in several U.S. shipyards,” said Matthias Müller, managing director of BSO. “Since the on-time delivery of a vessel to our charterers is critical, we are the ideal partners to support the U.S. offshore wind industry with specialized units.” “Wind farm owners and turbine manufacturers will be able to reduce their risks by working with our team,” said Bradley Neuberth of MOW. “MidOcean will ensure the vessels will be Jones Act-compliant and delivered as agreed. Bernhard Schulte Shipmanagement, as the operator of the ships, will bring the learnings of the European wind farm projects into the U.S. market. We have been working closely with the Schulte Group for more than a year and the time is right to formalize our partnership on offshore wind vessels.” MOW is a subsidiary of MidOcean Marine, a privately owned company specializing in niche U.S.-flag maritime projects that builds and positions assets for underserved and unmet market needs. Foss Maritime LLC, Seattle, has signed an MoU with Haugesund, Norway-headquartered Østensjø Rederi AS to establish a partnership to provide domestic SOVs for offshore wind projects in U.S. waters. “After spending time in Europe engaging with marine service providers, we are very fortunate to have developed this relationship with the experienced team at Østensjø,” said Paul Gallagher, vice president at Foss Maritime said. “We look forward to bringing the collective resources of our two companies together to develop safe and cost competitive marine solutions for the offshore renewables market in the United States.”
Photo Credit: Bibby Marine
OFFSHORE
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FUELS AND LUBES
LIVING WITH IMO 2020:
P
rior to January 1 this year, the question highest on the agenda for most shipowners was what steps to take to prepare for the new IMO global limit on sulfur in marine fuels of 0.5% for ships operating outside of Emission Control Areas compared with the earlier 3.5% (inside ECAs the limit is 0.1%). They had three basic choices: wait and hope that the new fuels would be available and pay the possibly higher price, make the considerable investment of installing an exhaust gas scrubber and continue burning 3.5% sulfur, or make the leap to burning liquefied natural gas as fuel, posing its own set of issues relating to investment cost and fuel availability. So, who got it right? One owner that took the route of opting to
24 Marine Log // April 2020
burn compliant fuel was tanker giant Euronav. Prior to the IMO 2020 implementation date bought up large stocks of ultra low sulfur diesel and stored them afloat on its 442,470 dwt ULCC Europa, which it positioned off Singapore. In a September 2019 briefing, Euronav said that it had, at that time, bought 420,000 metric tons of compliant fuel oil (0.5% sulfur and 0.1% sulfur). The average price the company paid for VLSFO $447 per metric ton versus $400 per metric ton HSFO during the purchase period. How did that pan out? In a note to its 2019 financial report published March 31, Euronav said that the low sulfur fuel oil it purchased last year in anticipation of IMO 2020 price volatility and which had not yet been consumed, would be subject to a mark to market valuation at the end of the first quarter and will lead
to a write down as the current market is significantly below the acquisition cost. In other words, compliant fuel has, thus far, been more available and more affordable than most people in the industry had anticipated. Does this mean that companies that installed scrubbers or switched to LNG made the wrong bet? The roulette wheel is still spinning. The price differential between VLSFO and HFSO has recently been narrowing—meaning that it takes longer to pay back the capital and installation costs of scrubbers, around $2.5 million a pop for tankers, out of savings. But the last few weeks have shown that oil, and thus fuel, prices can be extremely volatile. Additionally, proponents of scrubbers can point to evidence showing that they remove even
Photo Credit: Shutterstock/ VladSV
WHAT’S CHANGED?
FUELS AND LUBES
Bunkering tanker Ostrov Russkiy containership NYK Aphrodite
99% of sulfur oxide emissions; 99% of fine particles emissions; up to 85% of nitrogen oxide emissions; and about 20% of greenhouse gas emissions. What about price? “While the price of bulk LNG today is cheaper than marine gasoil or heavy fuel oil on an energy parity basis,” says Leprince-Ringuet, “the challenge for companies considering LNG fueling for their newbuilds is the extra capital expenditure that can be 15% to 25% higher than for a conventionally fueled vessel. However, ship owners that have opted for LNG as a marine fuel could also have future choices in bio and synthetic LNG. Both options could be available in sufficient quantities to make a positive contribution towards future decarbonization.” And, unlike some of the alternatives, including ammonia and hydrogen, LNG infrastructures such as liquefaction and regasification plants are well developed and mature. “Offshore infrastructures, such as LNG Bunker Vessels are growing very fast and we expect the number of LNG bunker vessels to triple over the next two years reaching more than 30 units,” he notes. Leprince-Ringuet notes that Total’s recent moves on the LNG bunkering front include the chartering of two 18,600-cubic-meter LNG bunkering vessels to serve customers in Rotterdam and Marseilles, including CMA CGM’s series of large LNG-fueled containerships and an agreement with Singapore’s Pavilion Energy to jointly develop an LNG bunker supply chain that includes the shared use of a 12,000-cubicmeter bunkering vessel newbuild.
Conventional Fuels By Nick Blenkey, Web Editor
more sulfur from fuel than they are legally required to, while academic studies have indicated that, in overall terms, taking sulfur out of fuel locally on ships is better for the environment than doing so on an industrial scale in refineries. Switching to LNG as fuel is also as much about emissions reductions as it is about costs savings.
Total: LNG Is Best We asked Jérôme Leprince-Ringuet, managing director, Total Marine Fuels Global Solutions, for some insights into the situation. “In our view, the market, currently less than one million tonnes per year, will reach at least 10 million tonnes in 2025 and exceed 20 million tonnes in 2030,” says Leprince-Ringuet. He notes that use of LNG can reduce
Total is, of course, a major supplier of conventional fuel and Leprince-Ringuet notes that as an integrated energy company, it is also able to refine low sulfur products or create blended VLSFOs. “The development of our new 0.5% sulfur blends started years ago with the joint involvement of our refineries, research centers, and indeed our customers,” he says. “We were the first oil major to run a VLSFO trial, on a containership loaded in the AntwerpRotterdam-Amsterdam (ARA) hub for a Europe-Asia trip. Last October, we bunkered our first vessels with VLSFO in Singapore and ARA, and have delivered volumes steadily since then. “More recently, we started our operations in the region of Ningbo/Shanghai, China, through our newly created joint venture company with Zhejiang Energy Group. In line with our strategy of serving our customers where they need us, we can now offer them competitive low sulfur marine fuels in the world biggest ports.
Lubricants For some answers on how ships are handling these new fuels, we asked Serge Dal Farra, global marketing manager, Total Lubmarine, what feedback the company had had from operators on their experiences with compliant fuels in the initial three months of IMO 2020. “The experience of the last three months under the new IMO 2020 regulations has proved to us and our customers, that the transition to cleaner fuels to produce less emissions is working well—especially when it is fully controlled with a robust monitoring program,” says Dal Farra. “Despite the challenges that our customers face under the new IMO 2020 regulations, feedback from has been generally positive.” He adds that the biggest takeaway is the importance of engine cleanliness, confirmed by a number of sea trials. “Engine cleanliness is, of course, essential in this new operating regime,” points out Dal Farra. “Various blends have created challenges for efficient engine combustion. So this requires a high level of in-depth technical awareness, support and solutions for all ship operators and OEMs to ensure they implement the right strategy—and are using the right combination of solutions to operate successfully. It is one of the reasons why our technical expertise is focused on ensuring all our customers use lubricants and monitoring tools that provide optimal engine performance and engine cleanliness. In March, the company’s product, Talusia Universal (BN57), was awarded a No Objection Letter from WinGD for all fuels with a sulfur content 0.00%S to 1.50%.
Maintenance, Inspection, Analysis Dal Far r a stresses that maintenance, inspection and analysis are fundamental to safe and optimal engine operation. Oil analysis is part of an efficient and regular monitoring program endorsed and recommended by engine manufacturers and Total has invested heavily in developing an industry-recognized drain oil analysis program that provides customers anywhere in the world with an ability to access a full technical response on how to understand the health of an engine. “We are now beginning to see heightened awareness across our customer base on the merits of drain oil analysis as a routine activity,” he says. “As a result, we are increasing the scope of this service to enable ship engineers to verify that their lubricated engine is operating according to expectations.” Total sees this type of service increasing substantially as industry moves further through the year and into 2021. April 2020 // Marine Log 25
3D SCANNING TANKER MARKET Capture of the starboard engine, port side detail
KIRBY TUG
UNDERGOES DESIGN MODIFICATION
D
otProduct LLC, Boston, Mass., reports that its hand-held 3D scanning was recently used to capture the as-built state of two engines to inform design modifications for the Kirby Offshore Marine tug Mount St. Elias. The 95-foot high tower barge tug servicing the East Coast of the United States was built in 2009 and is powered by two Caterpillar 3516 diesel engines each driving four-bladed Kaplan
Boarding the Mount St. Elias in New Haven, Conn.
26 Marine Log // April 2020
style propellers. Following a noise and vibration study conducted by Advanced Mechanical Enterprises Inc. (AME) earlier this year, Ship Architects Inc. (SA), Mobile, Ala., was commissioned to design modifications to the steel girders on which the engines were mounted to allow installation of six isolation mounts for each of the engines. DotProduct’s Chief Marketing Officer Tom Greaves and Marketing Manager Chris Ahern boarded the Mount St. Elias in New Haven, Conn., shortly after the vessel arrived in port. Their objective was to complete the scanning of the engine girders before the vessel was scheduled to get underway. Scanning operations took approximately two hours, however, some of this time was required to remove the diamond plate decking beside the engines, some of which had to be cut to allow removal. Data capture was performed using the DotProduct DPI-8S running Dot3D Pro 3.3.1. To illuminate shadowed areas, FoxFury lights were attached to the DPI scanner. A Brunson AccuScale kit was also used to assure dimensional integrity. The scans were crudely aligned to ship coordinates in the field using the top of the fuel tank for a Z-reference plane and the bulkheads used for fore-and-aft alignment of the scan data. After the data was aligned, it was transmitted to SA via a mobile hotspot. The small file sizes of the DotProduct data enabled rapid
Photo Credit: DotProduct LLC
Handheld 3D scanning was used for engine mount modifications to the Mount St. Elias tugboat By Tom Greaves, Chief Marketing Officer, DotProduct LLC
3D SCANNING transmission right from the engine room to Dropbox for retrieval by SA’s Director of Engineering Josh Trippi. According to Trippi, one of the key values of using handheld scanning is that “you get to see the results before the survey crew leaves the vessel—important when access is difficult or constrained.” In its findings, DotProduct found that the congested geometry of tug engine rooms, the need for rapid data collection imposed by short in-port access times, vibration caused by operating engines and of course budget constraints all speak to the strength of handheld scanning workflows for these applications. Alternative methods, for example manual measurements supplemented with photographs, risk missing critical measurements and can be time consuming. Moreover, it is not practical to share the results from the field to the office until after the documentation crew has left the vessel and the vessel has left port. Tripod-scanning workflows are also burdened with multiple setups, associated registration of point clouds, higher equipment cost and the challenges of working on a vibrating platform.
Key Players Kirby Corporation operates the nation’s largest domestic tank barge operation, transporting bulk liquid products throughout the Mississippi River System, on the Gulf Intracoastal Waterway, along all three U.S. coasts and in Alaska and Hawaii. Kirby transports petrochemicals, black oil, refined petroleum products and agricultural chemicals by tank barge for a blue-chip list of customers. In the distribution and services segment, Kirby operates the largest marine diesel engine service and repair company in the country and also services engines in the industrial, power generation and land-based, or oilfield services, industries. Kirby and its
Top plate modifications to engine girders marine transportation and distribution and services segments have approximately 5,800 employees. DotProduct LLC has a development office in Wiesbaden, Germany. The company was founded in 2013 and released its first product in August 2013. DotProduct sells its products direct and through a worldwide network of resellers and has integrated its software solution with more than 30 third-party software developers including Leica Geosystems, Autodesk, Trimble, Bentley, and Robert McNeel & Associates. Headquartered in Daphne, Alabama, Ship Architects is a naval architecture firm providing services for vessel design, vessel modifications, regulatory compliance, production and operations support, stability and estimating. Founded in 1999. The company deploys modern design and analysis technologies including ShipConstructor, Navisworks, Rhinoceros, Orca3D, Maxsurf, Hydromax and Multiframe 4D.
FROM THE DECK UP
Photo Credit: Ship Architects Inc.
CAPSTANS
• 80,000 pounds of bollard pull • Oversized bearing surfaces • Ductile iron high strength gearbox
WHAT WE SAY, WE DO. nabrico-marine.com | 615-442-1300
April 2020 // Marine Log 27
TANKER DECK MACHINERY MARKET Deck machinery is wide and varied, from articulating cranes to constant tension winches and capstans, all aimed at helping floating vessels perform their missions in all conditions.
MARINE DECK MACHINERY: RUGGED, TOUGH AND HIGH-PERFORMING?
Deck machinery manufacturers continue to innovate with advanced and energy efficient technology.
28 Marine Log // April 2020
delicate operations aimed at helping floating vessels perform their missions in the most severe conditions. Designs are rugged, endurable, environmentally compliant and high performing. They must be designed to meet strong payloads and support very complex operations. This is particularly true for salvage and dive operations and towing and tug operations for commercial and government settings.
Outfitting New Naval Platforms For example, the Navy’s new T-ATSX class of ships being built at Gulf Island Fabrication’s shipyard in Houma, La., for the Military Sealift Command, will have a MacGregor deck machinery package that includes a main towing and traction winch, offshore crane, triplex shark jaws, towing and pop-up pins, and a stern roller.
The T-ATSX is a towing, salvage and rescue vessel class designed for worldwide naval service deployments, including open-ocean towing, submarine rescue and salvage support operations. The class’s design is based on those of commercial offshore towing vessels, and it will replace the T-ATF and T-ARS 50-class vessels that U.S. Military Sealift Command currently operates. West Creek, N.J.-based JonRie will supply equipment for six Navy YT-808-class tugs built by Dakota Creek Industries, Anacortes, Wash. The agile capability of tugs requires deck machinery that’s not only reliable and fully environmentally compliant, but also durable and works well in tight scenarios where versatility and high performance are required. The 90-foot tugs will have a total power of 2,690 kW and will be used to dock and undock naval ships into berths and docking areas.
Photo Credit: NAVSEA/Michele Fletcher
F
rom inside a control booth of an offshore platform, operators view a screen and a logic controller as a high-performing winch lowers their wet bell down into the ocean depths, helping the vessel complete its hydrographic mission. The IHC Hytech Gantry wet bell system, built in cooperation with Romanian-headquartered DMT Marine Equipment, allows two divers and equipment operators to carefully work at a depth of nearly 270 feet below the ocean’s surface. The winch equipment’s containerized double hydraulic, 25 kW power units power a covered gantry handling system along with the DMT winch system that is installed onboard the vessel as a skid and requires no extra deck stiffening. Marine deck machinery is wide and varied, from articulating cranes to constant tension winches and capstans, all performing
By Jim Romeo
DECK MACHINERY On the bow of each tug will be a JonRie Series 210 heavy duty hawser winch complete with JonRie’s standard render block with a spool capacity of 600 feet of 18-centimeter hawser, a line pull of nearly 10 tons, a line speed of 174 feet per minute and a brake capacity of 150 tons. On the stern, the tugs will have a JonRie Series 421 heavy-duty capstan with 50 tons of bollard capacity. The capstan will have a line pull of almost 78 tons and a line speed of 30 feet per minute. JonRie has also just won the contract for the U.S. Navy tugs YTL 815 class, supplying an all-hydraulic winch package, with a Series 220 Double Drum winch on the bow for submarine docking and a series 421 aft capstans.
Foss Maritime’s EPA Tier IV compliant Z-drive tractor tugs will be equipped with a Markey escort winch on the bow and other options.
Photo Credit: Foss (top right) , Patterson Manufacturing (bottom left)
Rugged and Green Commercial tugs are turning to innovative advancements in deck machinery to aid in their operations. This is especially true for new vessel construction where the intent its to construct energy efficient vessels that will be rugged, durable and high performing. This is well demonstrated with Seattlebased Foss Maritime’s new ASD-90 tugs. The EPA Tier IV compliant Z-drive Tractor tugs will be equipped with a Markey escort winch on the bow and a Markey double drum offshore towing and rescue winch or an optional barge-handling winch. The bow winch, the Markey DEPCF-52R, have a bow line of 750 feet of 10-inch circumference synthetic and the tow winch, the Markey DEPC-32 (escort) or TESS-34AS (emergency towing) has a 2,500-foot tow wire, with a 2 ¼-inch diameter wire. The barge line is 450 feet of 6 ½-inch circumference polyline. The 100- by 40-foot ASD-90 tugs are multi-functional to include ship assist and escort capabilities, as well as towing. Will Roberts, the chief operating officer for Foss Maritime, says safety for the crew and customers drives its demand and focus.
Focus on Compliant According to Roberts, the trends in deck machinery focus on power and safety of the crew on deck. “Anytime a crew member is on deck, he or she is more at risk than when in the interior of the vessel,” he says. “Deck machinery also presents a risk of pollution, such as from a hydraulic oil spill. Then, there is just ensuring that the deck equipment, like our winches, can meet the ever-increasing power requirements of customers. To ensure we meet all these criteria, the [Foss tug] Jamie Ann’s winches are powered by an electric drive, significantly reducing, if not eliminating, any chance of hydraulic oil spilling on or over the deck.” Roberts says the electric drive also creates efficiency throughout the system and ensures the company meets the power demands of customers. This is in contrast to the direction the U.S. Navy is taking for its new tug class vessels where they are steering away from allelectric windlasses. “The new winch on the tug Jamie Ann, as well as new winches on our vessels are electric drive in order to eliminate risk of a hydraulic
oil spill on deck,” adds Roberts. “Tighter specifications increase efficiency of the system by allowing for greater tension monitoring and control, especially for render and recover capabilities for our assist and escort tugs. Finally, the new winch on the Jamie Ann means that our crew does not have to be on deck monitoring the winch visually thereby decreasing lost time incidents and more generally potential injuries.”
Patterson’s New Davit Cranes Also focused on customer safety is Patterson Manufacturing, Pittsburgh, Pa., with its recently released line of davit cranes (see bottom-left photo). Patterson Manufacturing, Pittsburgh, Pa., is a supplier of winches, rigging and fittings. From inventing the first river ratchet in 1871 to patenting the revolutionary YoYo winch in 2009, Patterson has been innovating and solving problems for industry leaders for over a century. According to Patterson’s President Taylor Grapes, the davit crane line was a natural extension to their existing catalog as they have proven experience making custom products for lifting applications. “Patterson rigorously tests all new designs, both digitally and physically,” says Grapes. “Using ANSYS for digital finite element analysis, we can see where problems may surface due to focused stress-in a part or assembly before we ever physically build something. Once a prototype had been made, we perform thousands of loaded cycle tests at various loads and positions, and other conditions depending on the product. Lastly, all products are tested to yield and to failure, either in-house on a hydraulic test bed, or by a certified third party.” April 2020 // Marine Log 29
COVID-19
MARITIME RESPONDS to COVID-19 By Heather Ervin, Editor in Chief
The Capt. Brian A. McAllister leads the way for the USNS Comfort into the New York Harbor as she passes the Statue of Liberty on March 30, 2020. 30 Marine Log // April 2020
COVID-19
Photo Credit: Max Guliani
W
hen things take an unexp e c te d t u r n , a s t h e y sometimes do, those on our waters show up. Being a resilient industry with its own aches and pains, maritime plays a large role in aiding in crises around the globe. Perhaps few areas in the world understand this better than New York City. Following the September 11 attacks, nearly half a million people were stuck in Lower Manhattan as authorities were forced to close bridges, roads and tunnels. Within minutes of the first attack, the New York City Fire Department deployed multiple fireboats to the scene, while a large convoy of merchant marine vessels, Coast Guard boats, tugboats and ferries quickly arrived to help evacuate the thousands of people, both unscathed and injured, from the water’s edge near the World Trade Center. It was the largest maritime evacuation since Dunkirk. Following the evacuations, hundreds vessels delivered supplies in the days after the attacks. As former Maritime Administrator David Matsuda says, “on one of our nation’s darkest days, the Merchant Marine provided a beacon of light.” Today, the U.S. Navy hospital ship Comfort, manned by civil service merchant mariners, is again providing a very visible beacon of hope in Manhattan. The Comfort has been deployed to New York to relieve shoreside hospitals that are swamped with coronavirus cases by providing care for the surplus of patients still in need of hospitalization. Its sister ship Mercy is fulfilling a similar role in Los Angeles. Mobilizing the two ships involved a massive effort involving multiple marine industry players. ABS surveyors on both coasts made a key contribution. USNS Comfort had been docked in Norfolk since December 2019 to conduct its pier-side Mid-Term Availability. The ABS team worked with Military Sealift Command to prioritize critical maintenance and complete the availability, allowing the vessel to deploy to New York City. Mercy was in its homeport in San Diego making preparations for a large shipyard repair package scheduled to begin in April. Its activation was advanced to support California’s request for the vessel to berth in Los Angeles. Round-the-clock survey preparation enabled an ABS team to substantially progress the required surveys while the crew prepared for deployment. Prior to the arrival of USNS Comfort, Donjon Marine was given the task of dredging a berth at the Manhattan Cruise Terminal to make room for the gigantic vessel.
column on page six, both the USNS Comfort and Mercy are equipped with 1,000 patient beds, 12 fully equipped operating rooms, eight intensive care unit beds, four radiology suites, and up to 1,200 Navy medical and communications personnel and more than 70 civil service mariners. “This ship arriving is not just an example of help arriving in a physical form,” says New York City Mayor de Blasio. “It’s not just about the beds and the doctors and the equipment, it’s also about hope, it’s also about boosting the morale of New Yorkers who are going through so much. It’s about saying to our heroes in those hospitals that help has come. That relief is on the way. I can’t tell you how much this means, it is so much more than even we realize at this moment that our nation has heard our plea for help here in New York City and there could not be a better example of all of America pulling for New York City than the arrival of the USNS Comfort, some major, major moment in this long battle that we will be fighting against the coronavirus.” McAllister Towing provided equipment and maritime expertise needed to safely dock the hospital ship. Docking Pilot Capt. Robert Ellis was at the helm as the Comfort as it arrived in New York Harbor. Ellis had the power of four tugs in support to bring the 900-foot ship to
Manhattan’s Cruise Terminal at Pier 90 in the Hudson River. The Z-drive tractor tugs Capt. Brian A. McAllister, Ava McAllister, Alex McAllister and Ellen McAllister provided over 21,000 horsepower combined and, with their state-ofthe-art propulsion, offered exceptional control in guiding the hospital ship safely to its berth. McAllister’s Vice President of Operations Capt. Steven Kress says, “In these turbulent times, it is important for McAllister Towing to support our nation in every way possible. Whether it is a job like docking the USNS Comfort or bringing in containerships daily to secure our nation’s supply chain, we answered the call as we have done for more than 150 years.” On the other side of the country, Foss Maritime deployed four of its tugs—Alta June, Bo Brusco, and Arthur Foss, along with the tug Patricia Ann Foss from sister company AMNAV—to meet the USNS at the Port of Los Angeles’ “Angel’s Gate” entrance on March 27. The tugs escorted the ship to a security sweep location before finally assisting her into the Port of Los Angeles Berth 93, where it will remain for the foreseeable future. “Foss is proud and honored to assist this important vessel into port,” says Paul Hendriks, general manager of the Foss Southern
Vane Brothers’ tug Jacksonville operating in New York Harbor
Docking Comfort and Mercy As noted in this issue’s Industry Insights April 2020 // Marine Log 31
COVID-19
California Office says. “Leading the way was Captains John Strunk, Ryan San Jose, Stan Sato and Drew Kerlee (AMNAV), who have a combined 85 years of experience providing safe operations in the harbor.” Foss Maritime has a long history of service to U.S. government agencies in time of national crises. It was called upon often over the past decade with response and service efforts following the Haiti Earthquake in, Hurricane Sandy in 2012, and Hurricanes Maria and Erma in Puerto Rico in 2017. “While we are happy to see the USNS Mercy docked at the port ready to serve, we hope her stay is a short one, which would indicate that the medical crisis is subsiding and the shoreside medical community can care for those impacted by the COVID-19 virus” says Hendriks.
Business (Not) As Usual Though the two hospital ships may be the most visible signs of maritime’s response to the crisis, the entire industry is stepping up to the task of keeping the vital maritime transportation industry up and running. Since shipping must go on, many operators and associated organizations are putting forth best practices for safeguarding workers against the virus and resources to help maritime transportation companies sustain continued business operations. The American Waterways Operators (AWO) launched a dedicated COVID-19 webpage containing information and resources to help mitigate the spread of the virus and guide the U.S. tugboat, towboat and barge industry in operating safely while continuing to serve the 32 Marine Log // April 2020
American people during the pandemic. The Coast Guard’s National Maritime Center issued a notice outlining operational changes due to COVID-19. All 17 Regional Examination Centers and three Monitoring Units remain closed to the public until further notice. A transition to telework and shift-work is being implemented to balance missionessential credential services with the need for a safe, “social distance” working environment for all employees. The U.S. Coast Guard has also issued a Marine Safety Information Bulletin (MSIB 11-20) intended to help state and local officials identify essential marine critical infrastructure workers. The MSIB notes that the uninterrupted flow of commerce on the Marine Transportation System (MTS) is critical to both national security and economic vitality. “During the ongoing national emergency, it is paramount that we safeguard the continued operation of the MTS in the face of the acute and evolving threats posed by the COVID-19 pandemic,” says the bulletin. “The MTS, which provides more than 90% of the domestic supply chain, is dependent on an extensive support network comprised of workers from both the private and public sectors.” Like AWO and the Coast Guard, Baltimore, Md.-based operator Vane Brothers has put into place policies and procedures with the goal of protecting the health and safety of its mariners. Capt. Rick Iuliucci, vice president of operations for Vane Brothers, says the company has set up screening protocols and notification requirements for its employees, in addition to restrictions to the access of vessels.
Shipyards and COVID-19 Most shipyards across the U.S. remain open and operational amid the pandemic. Bradley Kerr, director of sales and marketing for Detyens Shipyards, North Charleston, S.C., says that as an essential business, the shipyard has taken the responsibility of putting into place extra measures to ensure the health and safety of its employees and customers entering the shipyard. “We are following all CDC, state and local guidance to prevent workplace exposure to COVID-19,” he says. As far as how the virus has impacted work at the yard, Kerr says the company had to cancel a drydocking at the last minute. “This was 100% due to closing the borders to the U.K. and other European travelers,” he says. “Owner reps and tech reps are unable to travel to the U.S., causing the project to be scuttled. We are also seeing an uptick in emergency repair requests and long-term lay berth requests.” In spite of this, Kerr says the shipyard, like so many of us, has been made more aware of general hygiene and hand washing practices. “The safety of our workforce and customers is the first thing we think about when we wake up and the last thing we think about before we go to sleep,” he says. Beyond the yard, Kerr says the pandemic has brought together shipowners, international shipyard agents, local agents, and others
Photo Credit: NETSCo
NETSCo was faced with the challenge of getting its overseas experts back to the U.S. during the outbreak.
Luliucci says that through the work of AWO as a communications facilitator, members of the maritime community have come together to share best practices and provide support. Looking ahead, Luliucci says that one question everyone is asking is how will this event change the way operators and businesses conduct affairs in the future. “Our ability to adapt has been tested by this health crisis, but I believe the response has been generally positive from crewmembers, shoreside support staff, those in leadership positions, and mutually as members of the maritime community,” he says. And on a broader scale, companies like ship management firm Thome Group, headquartered in Singapore, has had to restrict crew rotations for a period of a month to safeguard its crews amid the outbreak and ever-changing global travel restrictions. “Our crews and playing a major role here by taking all the necessary precautions as per the World Health Organization and company guidelines to minimize the risk of infecting themselves while in port and while interacting with any shore personnel,” says Jamie Morgan Ramsamy, quality assurance manager for Thome Group. Ramsamy says that the inability to rotate crew has presented a tremendous challenge. “The direct impact to our seafarers has resulted in the maritime community uniting to address their plight,” he says.
COVID-19 to come up with ways to overcome the daily challenges that governments impose on the industry, while staying healthy and safe. Back in New York, Derecktor Shipyards in Mamaroneck, has followed suit in taking steps to keep its own workforce safe and healthy, while minimizing operations disruptions whenever possible. Justin Beard, marketing manager for the shipyard, says that while the company continues to run its facilities, including two additional locations in Florida and one in Maine, its employees are practicing social distancing and improved hygiene procedures. Employees who can fulfill their tasks remotely have been advised to work from home, and customers are being asked to suspend all non-critical visits to its facilities. “With the Department of Homeland Security designating maritime workers as essential employees, Derecktor is fortunate to remain open,” added Beard. “In New York, we continue to work on vessels so they’re ready for service once the coronavirus crisis is behind us. We also stand ready to service or repair commercial or governmental operators in the New York area. As for our yards in Maine and Florida, we’re operating with an abundance of caution and maintaining the high level of professional service our clients have come to expect.” Built on innovation and collaboration, Beard says that the maritime community has stepped up to the challenge presented by this outbreak. “Between shipyards making hand sanitizer to combat the shortage and superyacht owners creating a mobile app that tests for COVID-19, I’d say the maritime community is doing whatever it can to keep the world moving forward as we navigate through uncertain times. We will get through this together, and we’ll all be a bit stronger and wiser from this experience.”
Photo Credit: FUELTRAX
Preparing for the Inevitable While very few people could have imagined that a global pandemic of this proportion would hit us in early 2020, some companies are using this time to get prepared for any future events. Fortunately for Seattle-based naval architect and design business, Glosten, the company invested in technology infrastructure last year that provides its staff with the option to work remotely. “Even though no one can say they were prepared for a pandemic and shelter-in-place orders, this event has brought our company closer,” says Glosten President Morgan Fanberg. Echoing similar sentiments to Derecktor’s Justin Beard, Fanberg says he believes this event will lead to businesses investing in virtual, remote work infrastructure to avoid future disruptions to business. Another Seattle-based naval architecture
FUELNET, Fueltrax’s logistics web portal, remains up and running for its users to access real-time fuel activity and vessel locations. firm, Elliott Bay Design Group, says its team has adapted well to the new shelter-in-place orders, while still maintaining operations and serving its clients. The company says that it is using local resources when it can instead of flying its engineers across the country to conduct business. Meantime, NETSCo, a Cleveland, Ohiobased naval architecture and marine engineering service provider is taking similar procedures to others in the industry with regard to hygiene and remote working. Despite this, the company had one hurdle that it was fortunately able to overcome. “Our team of engineers and project management experts operate worldwide,” says Richard Mueller, CEO and president of NETSCo and CEO Choice Ballast. “At the outbreak of the virus, we had a project manager overseeing a ballast water management (BWMS) retrofit in Turkey when the federal government began suspending flights to and from the U.S. We also had a NETSCo engineer and a Choice Ballast service manager in Lima, Peru, working on a 3D scan project for a BWMS installation.”
Remote Communications Many regulatory compliance guidelines and inspectors are delaying to “non-essential boarding by non-crewmembers or consider phone or videoconference communications” as an alternative to person-to-person contact, according to Mueller. E-learning companies Seagull Maritime and Videotel have responded to the emergency by launching a new program free to the maritime
industry called, “Coronavirus—How to Beat it.” It is not only commercial companies that are going digital, with critical services in ship visiting, along with center hospitality and transportation strictly reduced, the Mission to Seafarers is offering digital chaplaincy services for seafarers. Leading global satcom services provider KVH Industries, Middletown, R.I., , says it’s been working around the clock to support the connectivity needs of the thousands of vessels and seafarers worldwide that rely on KVH for VSAT services. Other service providers, such as Fueltrax, Spring, Texas, says it too remains busy. Maintaining a 99% uptime, Fueltrax’s vessel management and logistics teams have experienced uninterrupted access to their vessel’s data as they shift to working remotely. FUELNET, the company’s logistics web portal, remains up and running for its users to access real-time fuel activity and vessel locations around the world. As the company continues to provide its host of services to maritime customers, it predicts a foundational shift in the industry as this event will emphasize the need for remote insights to vessel activities and remote management capabilities. Victoria Cantu, director of business development at Fueltrax, says, “The international maritime community and leaders are coming together to support these individuals, whose sacrifice may not be immediately apparent to other industries. Fueltrax remains in contact with its crewmembers to ensure that they know we are here to support them throughout these uncertain times.” April 2020 // Marine Log 33
NEWSMAKERS
Hiroaki Sakashita Named ClassNK President and CEO Classification society ClassNK has appointed HIROAKI SAKASHITA as president and CEO, as well as a representative director. He was previously senior executive vice president and succeeds KOICHI FUJIWARA, who has been appointed as chairman of the board of directors. Huntington Ingalls Industries is making changes to the leadership team at its Newport News Shipbuilding division. JULIA JONES has been promoted to vice president of manufacturing and facilities, where she is responsible for all manufacturing and facilities operations. She has served as the acting vice president since January.
MARC VAN HEYNINGEN has been named the new chief operations officer (COO) of Damen Shipyards Group, succeeding to JAN-WIM DEKKER, who became chief commercial officer on January 1. Van Heyningen holds a master’s degree in civil structural engineering from Delft University and has spent the vast majority of his career working for Fluor Corporation in various general and operations management positions in the Netherlands, the U.K., India and the United States. The Poseidon Principles Association announced the new composition of its Steering Committee. MICHAEL PARKER, chairman of global shipping logistics and offshore at Citi, was re-elected as chair of the Steering Committee.
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Atlas Marine Services is expanding its 24/7 dockside fueling services to Port Arthur, Texas, and has appointed GEORGE MCAFEE as general manager of marine operations to support continued operational growth throughout 2020. International not-for-profit organization Global Maritime Forum has announced the new composition of its board of directors. PETER STOKES was re-elected as chairman of the board of directors. RANDY CHEN was elected as new vice chairman of the board. MICHAEL PARKER and OIVIND LORENTZEN III were re-elected as members of the board and ANTHONY PAPADIMITRIOU, CLAUS HEMMINGSEN and JAN DIELEMAN were elected as new members.
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3/12/19 2:52 PM
TECH NEWS Globalstar Launches Remote Antenna Station Bundle
The specially designed motorized brush keeps the hull free from fouling without causing erosion or damage to the hull coating.
Photo Credit: Jotun (top), Globalstar (bottom)
Jotun Unveils “Once and For All” Answer to Biofouling NORWEGIAN MARINE COATINGS SPECIALIST Jotun claims to have “solved the problem of biofouling once and for all” with an offering called Hull Skating Solutions (HSS). It combines a high performance antifouling, SeaQuantum Skate, with proactive condition monitoring, inspection and proactive cleaning, high-end technical service, and performance and service level guarantees. A primary component of Jotun Hull Skating Solutions is an onboard hull-cleaning robot developed in cooperation with Kongsberg, the Jotun HullSkater. The HullSkater removes individual bacteria and biofilm before macro-fouling takes hold. It stays on the hull by the force of its magnetic wheels, each equipped with electric motors for propulsion and steering. The vehicle has several cameras and sensors, supporting the operator with data for navigation and documenting fouling on the ship hull. The specially designed motorized brush keeps the hull free from fouling without causing erosion or damage to the hull coating. The vehicle is connected to the operator’s control center through an umbilical—and can be operated remotely for vessels anywhere in the world with 4G coverage. Inspection and proactive cleaning of
a hull will normally take around two to eight hours depending on size and condition. “Bio-fouling is a big challenge for the shipping industry,” comments Geir Axel Oftedahl, business development director in Jotun. “It increases frictional resistance leading to speed loss and greater fuel consumption, while at the same time increasing the risk of the transfer of aquatic invasive species. It is a burden to the industry, and our planet, and demands decisive action.” The technology has been developed over several years, with comprehensive testing taking place on vessels and at selected ports. Shipping partners who have been involved include Wallenius Wilhelmsen, Berge Bulk and Maersk. In addition to Kongsberg, other partners in development of the technology include Semcon, which has considerable expertise in both robotics and digital solutions, DNV GL–Maritime Advisory, and Telenor, Norway’s largest telecommunications provider, which has provided an Internet of Things (IoT) solution over its mobile network for vessels using the HullSkater. Now Jotun is in the final verification stage and is currently recruiting new selected owners to be the first to benefit from the solution.
C O V I N G T O N , L A . H E A D Q U A R T E R E D S AT C O M ser vices provider Globalstar Inc. has introduced a new of fering for the maritime industr y. Its Sat-Fi2 Remote Antenna Station (RAS)+, expands the capabilities of the more portable Sat-Fi2 Wi-Fi Hotspot by incorporating a highly ef ficient remote antenna, com bined with additional accessories, making it a one-stop shop option for enabling communication where cellular service is unavailable. The Sat-Fi2 RAS+ easily installs to a fixed power source for seamle s s co nne c t i v i t y v ia t he nex t gener ation Globals t ar Satellite Network. The Sat-Fi2 RAS+ utilizes satellite Wi-Fi technology enabling users to stay connected while they are mobile, and ideal for users in remote locations offshore and along coastal and inland waterways. The solution includes a polemounted satellite antenna and a pole-mounted marine GPS antenna that addresses the demand for satellite communications on the water. Globalstar’s new Sat-Fi2 RAS+ maritime solution is designed as a low - cos t alter native s atellite terminal that provides voice, and data services, while being flexible enough for enabled crew solution devices to be integrated. The solution has a small helical satellite and GPS antenna with a below-deck fixed power unit, wi-fi and ethernet connections as well as voice from a smartphone app or email, SMS, data and weather information. If preferred, an additional desktop app can also be used to conduct business independent or simultaneous to other users.
April 2020 // Marine Log 35
TECH NEWS
Wärtsilä to Bring Gate Rudder Technology to Global Market Evaluations of the innovative gate rudder assembly have shown improvements in both efficiency and maneuverability..
WÄRTSILÄ HAS SIGNED AN AGREEMENT that will enable it to integrate patented gate rudders into its propulsion product designs. Unlike the traditional arrangement of a single rudder in the propeller slipstream, the gate rudder is a twin rudder arrangement around the propeller, allowing improved fuel efficiency and reduced emissions. The concept is applicable to all current vessels equipped with conventional propellers.
By offering gate rudders as an integral part of its propulsion offerings, says Wärtsilä, compliance with the Energy Efficiency Design Index will be facilitated. As an integral part of the design, the rudder will realize synergies in capital and operational savings for ship owners by increasing fuel efficiency, while improving maneuverability and course stability in both calm and rough sea conditions. Additionally, noise and vibration will be reduced.
Wärtsilä will offer the solution under a license and cooperation agreement signed by Japan’s Kuribayashi Steamship Co. with the consent of its joint Japanese patent holders: Kamome Propeller, the National Institute of Maritime, Port and Aviation Technology (NIMPAT, Japan), Yamanaka Shipbuilding, and Professor Noriyuki Sasaki. Wärtsilä intends to focus on global markets outside Japan. It says the new collaborative partnership will accelerate the deployment of gate rudder systems across all vessel classes. By combining Wärtsilä’s propulsion and machiner y integration expertise with the Japanese patent holders’ gate rudder technology and know-how, the new technology will become accessible throughout the marine sector, with ship owners benefiting from the technology concepts. Sadatomo Kuribayashi, Chairman of Kuribayashi Steamship Co. Ltd., hailed the agreement with Wärtsilä as “a major step forward in introducing gate rudder technology to the global market”, adding that the first evaluations of vessel performance on Japanese coastal vessels had shown a significant improvement in efficiency and maneuverability.
MARITIME SOFTWARE SPECIALIST NAPA, classification society ClassNK, and shipbuilder Japan Marine United (JMU) have completed a joint feasibility study on 3D model-based plan approval (3D MBA) using 3D CAD models. In the feasibility study, ClassNK conducted a trial evaluation for hull structural design on a 3D CAD model of a 300,000 DWT ore carrier designed and created by JMU, using NAPA Designer, a 3D CAD software application developed by NAPA, as a 3D model viewer. Plan submission, storage, and notification of examination results were made using the society’s electronic plan examination system NK-PASS. The investigation concluded that information required for class approval can be confirmed through a 3D CAD model, and that NK-PASS is also compatible with 3D CAD models. The results of this survey will serve as a basis for future technical studies, and ClassNK says it will continue to work with the industry to realize 3D model based plan approval. The study comes as ship designs are gradually transitioning from 2D drawings to using models in 3D CAD software. This means that classification societies, whose plan approvals 36 Marine Log // April 2020
are currently based mostly on 2D drawings, are now looking to develop processes and procedures for handling 3D CAD models throughout the approval process. “3D model-based approval is an essential part of naval architecture’s future. By continuing to rely on 2D drawings the sector wastes hundreds of thousands of man hours each year, as well as increases the likelihood of avoidable errors in their designs,” says Tapio Hulkkonen, NAPA design solutions director-product management. “Ships 3D model created using NAPA Designer
are three dimensional objects, and we need to be able to assess them in every plane. This study demonstrates that the technology is ready to go.” “This study has proven the future potential of 3D model based approvals,” says Hayato Suga, Corporate Officer and Director of Plan Approval and Technical Solution Division at ClassNK. 3D based design can be the key to improving digital solutions in the ship industry, including the ship design process, approval process and later fleet maintenance.”
Photo Credit: NAPA (bottom), Yamanaka Shipbuilding (copyrighted, top)
Study Shows Feasibility of Using 3D Models for Plan Approval
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April 2020 // Marine Log 39
SAFETY AND LEGAL
Safety and Legal Issues in 2020 and lengths come into issue for safe berths. This class of vessels is requiring operators to consider barging and even developing offshore port terminals to accommodate for the VLCC draft and size (over 250,000 DWT). The USCG and MARAD (Maritime Administration) have worked with the IMO in developing a regulatory scoping exercise for Maritime Autonomous Surface Ships to review the “Rules of the Road” and COLREGS. This exercise is expected to be completed in 2020. The focus of the USCG scoping exercise has been on safety, infrastructure, innovation and accountability.
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ast year, the Supreme Court was active in deciding maritime issues and addressed punitive damages, safe berths, product liability duty to warn and OCSLA jurisdiction. Maritime operators and underwriters have adapted to these rulings for 2020. This year, there are no seminal matters pending. What will the maritime industry address in 2020 from an operations perspective that may result in legal disputes or become hot topics? It appears to be environment and technology. In addition to tackling sulfur emissions through the IMO 2020 fuel sulfur cap in force since the beginning of the year, IMO is researching and implementing its 2018 action plan to reduce ocean dumping and, in particular, plastic litter. National Geographic estimated that there are 5.25 trillion pieces of plastic on and below the ocean’s surface. In 2015, the U.S. Bureau of Safety and Environmental Enforcement issued a Notice to Lessees for the offshore energy industry requiring operators to implement best practices with annual training and reporting for discharge. According to the EPA, about 80% of marine waste in the U.S. is landbased and 20% is from ocean sources. The maritime environmental issues are global initiatives and are in line with the European Union Green Deal seeking a climate-neutral continent by 2050 by reducing emissions. A maritime initiative was announced consistent with an emission trading scheme, or ETS, in December 2019.
Ballast Water Management Classification societies DNV GL and ABS have both included ballast water management on their 2020 hot topic agendas. The IMO convention addressing ballast water was introduced 40 Marine Log // April 2020
in 2017, with a transitional period extended in September 2019. The United States Coast Guard (USCG) regulations require the same standards as the IMO regulations, but also extend beyond requiring the cleaning of ballast tanks, cleaning hulls, rinsing anchors and submitting reports on ballast water management plans 24 hours before calling on U.S. ports. Additionally, U.S. regulations require that BWM equipment used on ships calling
In 2020, initiatives are underway to revive the Rotterdam Rules, addressing movement of cargo as an international transaction. U.S. ports be certified to USCG standards. Alternative and environmentally compliant fuels, such as LNG, also affect the evolution of shipbuilding and propulsion systems. Technology is driving shipbuilding advances. Recently, the European Union has awarded €10 million ($10.8 million) to install the world’s first ammonia-powered fuel cell on a vessel as part of clean technology. Further, the increased size of vessels, like very large crude carriers, is challenging terminals and ports where vessel drafts
Hot topics facing many underwriters include piracy incidents and kidnapping, which have seen a five-year lull. Of particular concern to underwriters for kidnapping are sailing routes in West Africa and Southeast Asia, which demonstrated increased activity in 2019. Cybersecurity or digital disruption for vessels and terminals continue to reflect new risks for a maritime industry in transition and underwriters due to geopolitics and reliance of technology in operating vessels and terminals. The USCG alone requested $14.2 million in its 2020 budget for its cyber and enterprise mission platforms. The underwriting of cyber risks for vessels, terminals and blockchain disruptions is evolving. In 2020, initiatives are also underway to revive the Rotterdam Rules, addressing the movement of cargo as an international transaction. Adopting the Rotterdam Rules has moved forward given the advance of blockchain transactions and the intermodal carriage of goods. The Maritime hot topics in 2020 challenging industry operations focus on evolving technologies and protecting the environment, which will foster new regulations and create new risks that must be accounted for. The industry must also face the unexpected, such as the coronavirus, which has impacted maritime commerce and its ability to promote a free and scheduled flow of people and cargo. The response to this virus, however, reflects the global nature and effect of maritime commerce.
GRADY S. HURLEY Jones Walker LLP
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