Marine Log August 2019

arine oG M L www.marinelog.com

R eporting on M arine B usiness & T echnolog y since 1 8 7 8

August 2019

GREEN TECHNOLOGIES & Sustainable Shipping

MARINE FUELS IMO 2020 and Beyond

U.S. PORTS Environmental Initiatives

We are 2020 ready, are you?

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CONTENTS

38

31

Departments

Features

2E DITOR’S LETTER The Path Toward Zero-Emission Maritime Shipping

17

4 INLAND WATERWAYS ( Cost Share) Change is Good 6 INDUSTRY INSIGHTS 8 WELLNESS Healthy Eating Part III: The Crave 9 VESSEL OF THE MONTH he Great Lakes T Shipyard’s Tug Michigan 10 Updates hy Carnival Had to Drydock W Vista on a Heavy-Lift Ship • Austal to Acquire Giant Subic Bay Shipyard?

• Carlyle to be Majority Owner of Merged Vigor and MHI •

16 Inside Washington Reintroducing the Energizing American Shipbuilding Act 38 Tech News Twin Tankers Pass Methanol Milestone

40 Newsmakers Angelo Awarded IMO International Maritime Prize for 2018

29 31

GREEN TECHNOLOGIES & SUSTAINABLE SHIPPING SUPPLEMENT • .Autonomous Technology and Oil-Spill Response • Leading the Hybrid Revolution •S . etting the Course to Low-Carbon Shipping •A nd much more FUELS: IMO 2020 AND BEYOND First We Have to Get Through IMO 2020 Meeting IMO’s 2050 GHG reduction targets will require shipping to make a dramatic change in propulsion PORTS: ENVIRONMENTAL INITIATIVES Blue and Brown Water Ports Go Green U.S. ports are doing their part in the green revolution

33

DESIGNING SHIPS FOR 2030 AND 2050 Cutting GHG Emissions in Half by 2050 Shipbuilders and others are looking at their options for the next big maritime deadlines

35

TO SCRUB OR NOT TO SCRUB How Non-Compliance is Avoidable As the global shipping industry prepares for 2020, the choice between compliant fuel options are fast becoming a reality for shipowners

36

JONES ACT AND OFFSHORE RENEWABLES The Budding U.S. Offshore Wind Market Expansion How the offshore wind industry interacts with the U.S. Jones Act will have a lot to do with how smoothly that expansion will go Cover Photo: Shutterstock/Ian Dyball

44 SAFETY The Issue with Containership Fires August 2019 // Marine Log 1

EDITOR’S COLUMN

MarineLoG August 2019 Vol. 124, NO. 8 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 Jeff Sutley jsutley@sbpub.com Port of Los Angeles

The Path Toward Zero-Emission Maritime Shipping

T

he scale of the global shipping industry is often unrealized by those it best serves: consumers. However, there are thousands of ships in the world fleet carrying billions of dollars worth of goods each year traveling just about everywhere on the planet where there’s water. Those of us in the industry know that waterborne transportation is the most environmentally friendly means of moving goods. Those outside, however, see only the industry’s hefty carbon footprint.

According to the International Maritime Organization, maritime shipping is currently responsible for more than 2% of global greenhouse gas emissions—and that could grow by between 50% and 250% by 2050, if world trade continues on its historic growth path.

IMO has set ambitious targets for shipping to reduce its greenhouse gas (GHG) emissions. A more immediate target, though—and a major focus of this issue—is the upcoming 2020 global sulfur cap for which shipowners have been steadfastly preparing their vessels by switching to low-sulfur fuels that existing engines weren’t designed to burn.

Post-2020, reducing GHG emissions will be the all-consuming concern. Shipowners and operators are looking at new ways to design ships to make cutting down on emissions more achievable. On page 33, we look at the propulsion revolution that is taking place in ship design to help maritime’s global fleet meet

IMO’s emission goals set for 2030 then 2050.

And it’s not just the ships polluting the water and air. Although the IMO targets do not cover them, ports are key to most national economies and serve as gateways to transport cargo, fuel and passengers around the globe. As the world focuses more on implementing more environmentally friendly practices into its businesses, ports and terminals are doing the same. Ports are cutting down on underwater noises, GHG and air pollutants, while improving waste management; spill prevention techniques and cargo storage practices. On page 31, we take a close look at what U.S. ports are doing to contribute to a cleaner planet.

We have also included a special section in this issue dedicated to green technologies and sustainable shipping starting on page 17. Learn how autonomous technology enhances oilspill response operations and find out who is leading the hybrid revolution.

And lastly, don’t forget to recycle this issue once you’ve read it from cover to cover!

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 REGIONAL SALES MANAGER MIDWEST/WEST COAST Jim Kingwill jim@kingwillco.com Barry Kingwill barry@kingwillco.com Integrated account manager; east coast & international David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com Circulation DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com

Heather Ervin Editor-in-Chief hervin@sbpub.com

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 monthly by Simmons-Boardman Publ. Corp, 55 Broad St. 26th Floor, New York, NY 10004. 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.

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2 Marine Log // August 2019

EDITOR-In-Chief Heather Ervin hervin@sbpub.com

CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray John Wooldridge Michael J. Toohey Waterways Council, Inc. Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

The must-attend global maritime event

Official LISW19 Conference & Gala Dinner High level government and industry speakers from across the globe will give their views and considered opinions on the challenges and opportunities facing the maritime industry at the headline LISW19 Conference.

The official LISW19 Gala Dinner and Champagne Reception is the premier evening event of the week and will be held at the prestigious Grosvenor House Hotel - one of the most luxurious five-star hotels in London.

Have you booked?

The Grosvenor House Hotel, Park Lane, London Thursday 12 September 2019 Visit our website to book your seat www.londoninternationalshippingweek.com/conference-and-gala-dinner/ Delivered by

In association with

Managed by British Ports Association

inland waterways

The Inland Waterways Trust Fund paid approximately 15% of the remaining balance of the Olmsted Locks and Dam project.

W

ith a comprehensive infrastructure initiative on life support, Congress is looking ahead to 2020 when both a highway-transit program reauthorization and a Water Resources Development Act (WRDA) are a priority.

WRDA is the policy authorization bill for water resources and the inland waterways that has, thankfully, remained on a biennial schedule since 2014.

In fact, the Water Resources Reform & Development Act (WRRDA) of 2014 was a watershed event for Waterways Council Inc. (WCI) and the inland waterways. That bill, signed into law in June 2014, changed the cost-sharing formula for the remaining balance of the Olmsted Locks and Dam project on the Ohio River to 85% General Revenues and 15% Inland Waterways Trust Fund (IWTF), from the current 50% General Revenues and 50% IWTF formula. This important action freed up approximately $105 million per year to fund other IWTF priority projects on the inland system, and ultimately enabled Olmsted to open four years ahead of schedule (in August 2018) at $330 million under its post-authorized amount. It also allowed for over $600 million in annual national economic benefits to be accrued early from that project. This one simple policy provision allowed a more streamlined approach to modernizing the inland waterways transportation system.

And there was another important, similar policy change in the FY2019 Minibus spending package that combined appropriations bills for the Legislative Branch,

4 Marine Log // August 2019

Military Construction and Veteran Affairs, and Energy & Water Development that funds the U.S. Army Corps of Engineers. A bipartisan Senate floor amendment offered

by Sens. John Thune (R-S.D.), Richard Durbin (D-Ill.), Amy Klobuchar (D-Minn.), Mike Rounds (R-S.D.), Charles Grassley (R-Iowa), Lamar Alexander (R-Tenn.) and Joni Ernst (R-Iowa) was included in the final FY2019 package that changed, just for one

The year 2020 holds promise for expediting the modernization of our inland waterways system ... year, the cost-sharing formula for the Chickamauga Lock on the Tennessee River to 85% General Revenues and 15% from the IWTF (from the 50%-50% formula). Again, this action allows the Chickamauga to gain construction ground for completion ahead of schedule, now estimated to be FY2023 vs. the previous FY2028.

So, as we look ahead to WRDA 2020, WCI and its members are urging conforming maritime cost-sharing as a way to efficiently complete a portfolio of more

than 15 high priority inland navigation projects that are either under construction or awaiting construction. We urge consideration of a cost-share formula change to 75% General Revenues and 25% IWTF (from the current 50% and 50% formula).

This same funding formula was approved for deep-draft ports in WRDA 2016 to expedite critical channel maintenance and dredging to be ready to receive post-Panamax vessels calling on U.S. ports. Making this change would ensure that funding remains at or above a $400 million-level that was achieved as a result of the costshare change at the Olmsted project, and accelerate navigation project delivery. At the current funding rate and without a cost-share change, many of these priority projects will not even begin construction within the next 20 years. Our nation can no longer afford to wait decades to recapitalize its critical infrastructure.

In July, Inland Waterways Users Board Chairman Rob Innis of LaFargeHolcim, and a member of WCI’s board of directors and Executive Committee, testified to this policy recommendation on behalf of WCI at a hearing of the House Transportation & Infrastructure Committee’s Subcommittee on Water Resources and Environment. The hearing addressed “Water Resources Development Acts: Status of Implementation and Assessing Future Needs.” “This important change will help advance our nation’s competitiveness and keep America leading at the top,” Innis said.

The year 2020 holds promise for expediting the modernization of our inland waterways system, and a chance for Congress to do the right thing for lock and dam infrastructure.

WRDA bills authorize water resources studies and projects and set policies for navigation, flood control, hydropower, recreation, water supply and emergency management for the Corps of Engineers. This legislation is usually passed on a biennial basis and addresses county interests related to ports, inland waterways, levees, dams, wetlands, watersheds and coastal restoration.

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

Photo Credit: Louisville Engineer District

(Cost-Share) Change is Good

­ ­

­

­ ­

INDUSTRY INSIGHTS there are Fewer Ships Detained Following Port State Inspections. The latest annual report from the Paris MOU, published July 1, 2019, shows that despite a slight increase in the number of port state control inspections carried out by member countries (17,952 in 2018, compared with 17,923 in 2017), the percentage of ships detained fell to 3.15% in 2018, compared to 2016 (3.85%) and 2017 (3.87%). The graphics below show some interesting facts to emerge from the report.

Number Of Ships Detained

1200 1000 800 600 400 200 0 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Top Five Categories Of Deficiencies

Top Five Detention Rates By Ship Type, 2018

Fire Safety

General Cargo/Multipurpose

Safety of Navigation

Other

Life Saving Appliances

Heavy Load

Labor Conditions

Refrigerated Cargo

Certificates and Documentation

Tug

0

3

6

9

12

Source: Paris Memorandum of Understanding on Port State Control

15

0

2

4

6

8

Source: Paris Memorandum of Understanding on Port State Control

Recent North American Shipyard Contracts Shipyard

Qty

Type

Customer

Est. $

Est. Del.

Philly Shipyard

1

Modernization, Repair, Maintenance SS Antares

MARAD/TOTE services

N/A

2019

Chantier Davie

3

Halifax frigates Maintenance

Public Services and Procurement Canada

$383 M

-

Seaspan Victoria Shipyards

3

Halifax frigates Maintenance

Public Services and Procurement Canada

$383 M

-

Irving Shipbuilding (pending)

3

Halifax frigates Maintenance

Public Services and Procurement Canada

$383 M

-

Canadian Maritime Engineering

4

Steel barges

Public Services and Procurement Canada

$15.3 M

2021

Source: Marine Log Shipbuilding Contracts

6 Marine Log // August 2019

44th ANNUAL

INTERFERRY

CONFERENCE

ROWAN

LONDON OCT. 5-9, 2019 INNOVATION

PLATINUM SPONSORS

The 44th annual Interferry conference explores “step change” Innovation.

ICS is the principal international trade association for owners and operators in all sectors of merchant shipping and represents more than 80% of the world fleet.

All roads lead to London in October when global trade association Interferry stages its 44th annual conference with a wide-ranging speakers program focused on transformational change.

The conference theme of Innovation is particularly appropriate in a location that ranks among the world’s pre-eminent maritime centres. London is recognised as the global leader in ship chartering and shipping-related legal, financial and insurance services.

Against this background, Interferry CEO Mike Corrigan is anticipating record attendance at an event dedicated to what he defines as “the next big things on the horizon”.

Two keynote speakers have been confirmed, including a return engagement for futurist and hi-tech writer David Rowan, founding editor-in-chief of the UK edition of WIRED magazine. At Interferry’s 2017 conference in Split, Croatia, Mr. Rowan headed a session on connectivity, which explained how digitalisation, data mining and social media were crucial in building the customer experience and enhancing profits.

Back then he predicted: “Digital tools can transform the ferry industry. Business won’t be the same and things will never move so slowly again.” The timing for his recall could hardly be better – it follows the recent publication of his book Non-Bullshit Innovation: Radical Ideas from the World’s Smartest Minds, which is the premise his talk will be based on, with a focus on the ferry industry Another keynote presentation, The Future of Ferries in Shipping, is scheduled from Guy Platten, head of the International Chamber of Shipping, where Interferry is an associate member. The London-based

PLATTEN

The keynote speeches will be supported by a broad array of conference sessions highlighting innovation initiatives across the industry.

Senior executives from large and small ferry companies around the world will reveal how they are Transforming Ferry Companies, while key providers in the customer service arena will report on Tech Innovations in Customer Service in areas ranging from terminal interfaces to billing systems to the Internet. In Ship Insurance – The New Paradigm, a major company will present its insurance risk model based on analytics that could trigger a paradigm shift.

Various industry players are contributing to a session on The Drive Towards Zero-emissions Ferries.

In addition, a global line-up of shipyards will offer their latest thinking on Shipbuilding Innovation for anything from fast ferries to large ro-pax vessels.

Another cross-section of industry participants will discuss The Future of Autonomous Ferries, together with a preview of the way forward and the potential legal ramifications of operating vessels with little to no human interaction.

which will explore Interferry’s FerrySafe program and more, tying in nicely with the Training Seafarers for Tomorrow session. We will also hear from the European Maritime Safety Agency in EMSA – The EU Maritime Picture.

Both days of the speakers program will conclude with what promises to be spirited CEO Innovation Panel discussions among leaders from a variety of ferry operators representing all corners of the globe.

Delegates will hear their takes on what the future may look like for their respective companies and for the industry in general under the relentless pace of growth in technology and customer expectations.

CEOs committed to participate include: Duncan Mackison, David MacBrayne Ltd., UK; Niclas Mårtensson, Stena Line, Sweden; Supapan Pichaironarongsongkram, Chao Phraya Express Boat, Thailand; James DeSimone, NYC DOT / Staten Island Ferry, USA; Spiros Paschalis, Attica Group, Greece; Janette Bell, P&O Ferries, UK; Paul Luxon, Condor Ferries, UK; Bernard Dwyer, Spirit of Tasmania, Australia; Mark Collins, BC Ferries, Canada; and Greg Bombard, Catalina Express, USA.

The Interferry conference speakers program takes place on Monday and Tuesday, October 7-8 as the centerpiece of a comprehensive In Innovative Terminal Connections and Innovanetworking and social program from tions in Thermal Imaging, two key suppliers will October 5-9 and provides an industry-leading explain innovative technologies for terminal berthing and bridge navigation, while in The World Above Us, opportunity to gain practical guidance and valuable new contacts. telecommunications leaders will examine upcoming advances in IT and satellite networks.

Sessions will also include Driving Results in Regulation, led by Interferry’s Director of Regulatory Affairs Johan Roos, and Domestic Ferry Safety

Visit InterferryConference.com and follow @InterferryOrg on Twitter for complete conference information and updates.

SPONSORS

PLATINUM

PRESIDENT’S

GOLD

SILVER

BRONZE

TRANSPORTATION

HAPPY HOURS

InterferryConference.com

LANYARDS

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DELEGATE APP

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WELLNESS COLUMN

Healthy Eating Series Part III: The Crave color of the rainbow to help increase variety and nutrient density daily. In 2010, the journal Nutrition identified how nutrient density changed perceptions of hunger. Participants changed from their own diet to a diet more abundant in nutrients. Results showed nearly 80% of respondents felt their hunger levels changed since starting the high nutrient density diet, with 51% reporting a dramatic or complete change in their experience of hunger.

As you move into the proteins, you should vary where they come from and the type of protein you eat. Remember nutrient variation can come from soil. The more you can vary the types of food you eat and its location of origin, the more varied your nutrients become.

Creating Novelty with Flavor

8 Marine Log // August 2019

hits us or a TV commercial gives us a visual image. Junk foods and processed foods are engineered to excite our brain with just the right amount of novelty. Natural foods, like aged steak high in glutamate can trigger the same type of craving.

Curbing cravings and meeting our nutritional needs is key toward maximizing our form and functionality.

Curbing cravings and meeting our nutritional needs is key toward maximizing our form and functionality. Taking supplements like a multivitamin has shown to help regulate nutrient deficiencies, however, there are a few dietary kicks to help manage cravings for a healthy outcome.

Creating Novelty with Variety To reduce cravings, seek a variety and density of nutrients. Change your foods to keep things fresh and reduce the brain’s need to find novelty from junk foods and processed foods.

This process starts at the farmers market, in the grocery store or on the lunch line. Buy and/or consume plants that represent every

Emily Reiblein

Crowley Maritime Corporation, Labor Relations-Union Wellness Programs/ Operations Integrity

Shutterstock/ All kind of people

M

ost of us have experience with food cravings—an overwhelming desire for a juicy, well-seasoned steak perhaps? Appetite, a journal, recorded that 97% of women and 68% of men have this experience. Why do we crave? What can we do to curb the indulgence and overindulgence? Here are some hints about the psychology, chemistry and physiology surrounding cravings.

One theory on what causes cravings is that the body craves nutrients it needs. A deficient body sends off signals to find food that contains imbedded nutrients. Craving steak when needing iron is one such example of a classic nutrient call. The nutrients in the foods we crave come from the soil plants are grown in. Even our protein sources, such as beef or chicken, get their nutrients from plant consumption and then gets passed onto us. Here is the rub though: the nutrients in the things we grow are steadily declining. In 2004, researchers from the University of Texas studied U.S. Department of Agriculture nutritional data from the 1950s and 1999. They found “reliable declines” in the amount of protein, calcium, phosphorus, iron, riboflavin (vitamin B2) and vitamin C in our food over the past 50 years.

Researchers determined that weak nutritional content was due to poor agricultural practices where growers seek traits such as size and pest resistance over nutrient density.

Cravings are more complex than just a nutritional need; suggestion and desire for novelty play a roll, too. They can be triggered by our memory of a desirable food. A smell

Adding flavors that tantalize the senses can create novelty, even in foods that are boring.

Umami is one set of flavors that can create a pleasurable taste experience. Your tongue has five distinguishable tastes: sweet, salty, sour, bitter and umami. Umami creates a savory quality to food by adding glutamate, inosinate and guanylate. Processed foods create these flavorings in a lab, but they exist in foods like tomato paste, soy sauce, fish sauce, butter, aged meats, certain spices and cheeses. Adding layers of umami to food can add rich flavor that lights up the brain and provides novelty.

Lastly, cravings can lead us down an overindulgent and potentially detrimental path.

Research by Dr. Robert Lustig at the University of California shows that the hormone insulin causes our brain’s satiety signal to be blocked from sensing when we have eaten enough. The higher our insulin goes, the more invisible calories become and the more we eat. If you must consume sugary foods, save them for last and consume vegetables and proteins first. Vegetables are high in fiber and can speed up the timeframe it takes for satiety to be sensed.

This article is for educations purposes only.

Nothing it in constitutes medical advice.

All medical advice should be sought from a medical professional.

VESSEL OF THE MONTH

MICHIGAN Great Lakes Shipyard Delivers Third Hybrid Tug in Damen-Designed Series

Photo Credit: Great Lakes Shipyard

T

he Great Lakes Towing Comp a n y, C l e v e l a n d , O h i o , celebr ated its 120th anniversary last month with the christening of its newest tugboat, the Michigan.

The newly constructed tug is the third in a series of five, 64-foot Damen 1907 ICE design harbor tugs that sister company Great Lakes Shipyard is building for the towing company’s operation. Additional follow-on tugs of the same design are available for purchase by third parties.

Incorporated July 7, 1899, the Great Lakes Towing Company now operates the largest U.S.-flag tugboat fleet on the Great Lakes, providing harbor assist and towing services to both domestic and foreign-flag vessels in more than 40 U.S. Great Lakes ports.

The Michigan’s compact size and high maneuverability make it ideal for the narrow waterways and low bridges that characterize harbor towing on the Great Lakes.

The 64- by 24- by 11-foot tug delivers over 30-tons of bollard pull and is powered by two 1,000-hp MTU 8V4000 Tier III diesel engines driving three-bladed, 72-inch dia., Kaplan style propellers in Kort nozzles via Twin Disc MGX-5321 marine transmissions with 5.46:1 gear

ratio and MTU Controls For outside customers, the tug is available with three service power options: Conventional—two John Deere diesel gensets with Marathon 65 kW generator; or two options from Cleveland-based Logan Clutch, the Flexagen package or the FlexaDrive fullhybrid package.

The Flexagen option is a variable speed generator driven by the main shaft-line and designed to mimic the functionality of an auxiliary generator.

“The new tugs demonstrate our commitment to the shipping industr y on the Great Lakes and to our customers.

It is our mission to provide the highest level of service to the vessels and companies we work for. The new tugs will allow us to continue to do just that…but even better: cleaner, safer, and even more dependable,” said Joe Starck, president of Great Lakes Towing Company.

“Right Sized” Hybrid System For its own tugs, the Great Lakes Group has opted for the FlexaDrive hybrid power system, which Logan describes as a “rightsized” hybrid propulsion system that is a full-featured alternative to more complex systems that are currently being marketed in the marine industry. Logan’s FlexaDrive

HT system can provide a wide range of operational modes including electric only, diesel electric, mechanical only, bollard boost and more, allowing the tug to operate on electric power while at idle, underway at low speeds, or when under low loads, without the need to utilize the main engines, reducing emissions and the cost of engine maintenance.

The Great Lakes Towing Company’s new tugs are being built with funding assistance through the EPA’s Diesel Emissions Reduction Grant (DERG) program.

Based on results from another operator’s tug equipped with the system, in typical harbor operation, a FlexaDrive tug will produce PM emissions 73% those of a conventional tug, a 51% reduction of NOx emissions and 27% reduction in CO2.

Great Lakes Shipyard is a full-service shipyard for new vessel and barge construction, fabrication, maintenance and repairs in a state-of-the-art facility that includes a 770-ton mobile Travelift. The newly constructed shipyard facility is located in the Old River Channel on the Cuyahoga River in Cleveland, Ohio, with a water front of approximately 2,000 lineal feet. An additional 3,800 lineal feet of water front is available on the Cuyahoga River proximate to the shipyard.

August 2019 // Marine Log 9

Update

The Carnival Vista on Boka Vanguard

Why Carnival Had to Drydock Vista on a Heavy-Lift Ship The 3,394-passenger cruise ship

Carnival Vista is back in service following one of the most unusual drydockings ever.

Carnival Cruises had to cancel several cruises to rectify problems with the ship’s Azipod propulsion units had forced it to operate at reduced speed.

However, finding a dry dock capable of accommodating the 1,095 foot long, 124 foot beam Vista that was problematic. In April, a crane collapse at Grand Bahama Shipyard damaged both the dock and the ship it contained, Royal Caribbean’s Oasis of the Seas, which then had to be repaired in Europe. The Grand Bahama’s dry dock

remains out of service.

Royal Boskalis came up with an answer to Carnival’s problem: Loading Carnival Vista on the world’s largest semi-submersible heavy lift vessel, Boka Vanguard, and transporting it to Grand Bahama Shipyard.

Commencing July 13, the Boka Vanguard loaded and lifted the cruise ship in a successful operation a few miles off the coast of Freeport, Bahamas.

The Boka Vanguard then safely transported Carnival Vista to Grand Bahama Shipyard where repairs to the ship’s Azipod propulsion system took place with the cruise ship remaining on the heavy lift vessel.

On completion of the repairs, Carnival Vista was offloaded and resumed scheduled cruises from Galveston.

Boka Vanguard is unique in that is has an open and flat stern and bow-less deck measuring 902 feet by 230 feet, allowing the vessel to lift and transport cargoes that are longer and wider than these deck dimensions. By filling its ballast tanks, the ship deck is submerged in a controlled manner, allowing it to lift deep draft cargoes. This creates an alternative for drydocking allowing inspections and repairs to be safely and efficiently conducted at a location where traditional dry dock alternatives are not available.

A co nsor tium of U. S. pr i vate equity firm Cerberus Capital Manage-

ment and Australian shipbuilder Austal is in exclusive talks to acquire the strategically located Cebu, Philippines, shipyard formerly operated by South Korea’s Hanjin Heavy Industries, according to a report in Nikkei Asian Review.

The VLCC-scaled yard is on the site of the former U.S. Navy Subic Bay base and there have been fears that it could be bought by Chinese interests. A takeover by Austal and Cerberus Capital Management would allay security concerns over national security 10 Marine Log // August 2019

that have been triggered by Chinese interest in the shipyard.

Nikkei Asian Review cites Austal CEO David Singleton as saying that his company and Cerberus have been in exclusive talks with the creditors of the bankrupt shipyard.

The team was expected to finish due diligence in the next three months, said the report, after which the bid price and structure of the joint venture would be known, it quotes Singleton as saying. “They (Cerberus) will do the financials. We will do shipbuilding and ship repair and the [Philippines] Navy will do their own thing,”

Nikkei Asian Review reports Singleton as saying. “We like the Navy there.”

Asked to confirm information from government sources that a Japanese company will join their consortium, Singleton said, “Maybe in the future, but not now.”

Austal already builds small and mid-size passenger vessels at its own, very much smaller, Cebu shipyard. Austal could use the Hanjin yard to build larger vessels, such as LHD ships and frigates.

Austal has delivered and continues to construct more than 300 vessels for 100 operators in 54 countries around the world.

Photo Credit: Royal Bokalis

Austal to Acquire Giant Subic Bay Shipyard?

Update

Carlyle to be Majority Owner of Merged Vigor and MHI A search is on to find a CEO

for a new bicoastal U.S. shipyard empire that w il l emerge following an agreement between the Carlyle Group and private equity firm Stellex Capital Management to acquire and merge Vigor Industrial LLC, Portland, Ore., and MHI Holdings LLC, Norfolk, Va., which was acquired by Stellex in 2015.

The transaction is subject to customary closing conditions and is expected to close by the end of the third quarter 2019.

Financial terms were not disclosed.

The Carlyle Group will become majority ow ner of the combined company.

Equity for the investment will come from the Carlyle U.S. Equity Opportunity Fund II, a $2.4 billion fund that focuses on middle-market and growth companies in the United States and Canada. As part of the transaction, Stellex Capital, MHI’s

existing owner, will contribute new equity to the platform, while Vigor’s President and CEO Frank Foti will roll a portion of his existing Vigor ownership stake into the combined company.

“Through this transaction,” said Foti, “Vigor gains responsible, forward-thinking investors who will seek to build on our current platform while maintaining a values-driven culture. In addition, we are excited to join forces with a company of MHI’s caliber which has a history of delivering strong results and shares our mission to serve the people who protect our country every day. This evolution takes us where we want to go, growing sustainable jobs into the future. I’m excited to be an investor in this adventure and to be a part of what’s to come.”

“We are excited to continue our partnership with Stellex and look forward to working with the Carlyle Group and our new colleagues at Vigor,” said Tom Epley, president and CEO of MHI. “The MHI leadership team and our 800 employees across MHI Ship Repair, Seaward Marine and Accurate Marine remain committed

to our mission.”

Derek Whang, principal at The Carlyle Group, said, “We look forward to working with our partners at Stellex, Vigor and MHI to create a stronger combined company of scale, capable of providing differentiated, coast-to-coast services to the U.S. Navy, U.S. Army and other defense, infrastructure, and maritime customers. Together, Vigor and MHI are well positioned with their unique, national assets to grow in the highly attractive ship repair and fabrication markets, supported by compelling sector dynamics.”

Tom Rabaut, former president and CEO of United Defense and a current operating executive at the Carlyle Group, and Adm. James Stavridis, a retired 4-star U.S. Navy officer, former NATO Alliance Supreme Allied Commander, and a current operating executive at the Carlyle Group, will both join the board of directors of the new, merged company. Foti will also join the board of directors as vice chairman and will continue as Vigor’s CEO until a new CEO is retained. Epley will continue to lead the MHI business.

River Cleanup Group Reaches New Milestone

Photo Credit: Vigor (Top), Living Lands & Waters (Bottom)

Illinois-based environmental organization Living Lands & Waters

has nearly doubled the amount of garbage removed from U.S. inland rivers compared to this time last year. So far in 2019, the group, established by past CNN Hero award winner Chad Pregracke, has removed 232,399 pounds of garbage during 75 cleanups by over 1,000 volunteers.

Last year at this same time, the organization had cleaned up approximately 122,796 pounds of trash.

Leah Cafarelli, program coordinator for Living Lands & Waters, said the organization is well on its way to meeting its goal of removing one million pounds of trash from rivers in one year. The organization uses a house barge that spans 150 by 35 feet, a garbage barge of the same size, an 80-foot crane barge, a 110-foot Corps of Engineer barge, and an excavator barge during its cleanups.

Maritime industries have also helped out the group by lending volunteers and equipment.

In addition to conducting river cleanups, the group has hosted dozens of educational workshops and events so far this year, where volunteers sorted through 18,540 pounds of trash of which 6,940 pounds was recycled. Living Lands & Waters also distributed

103,852 trees to be planted—a fraction of the more than one million trees it has planted since 1998.

Last year, the organization announced that it had removed 10 million pounds of trash from 24 inland rivers in 21 states since its inception in 1998. The 10 million pounds of trash included more than 510,000 square

feet of Styrofoam; 9,147 55-gallon barrels; 89 messages in bottles, over 6,000 5-gallon buckets; more than 125,000 bags of trash; 18 vehicles; 62 shopping carts; 1,330 milk crates; nearly 43,000 feet of barge line; 1,174 trash cans; more than 24,000 balls; 749 coolers; over 87,500 tires; 833 refrigerators; 357 TVs; and more.

Living Lands & Waters clean-up barge fleet

August 2019 // Marine Log 11

Update

Baleària Puts Fourth LNG-fueled Smart Ship to Work Spanish ferry operator Baleària reports

that the Marie Cu r i e , i t s fo u r t h LNG-fueled smart ship, has entered service on its Valencia-Ibiza-Palma route. The ship is a twin of the Hypatia de Alejandría, which is the first vessel to operate on LNG in the Mediterranean.

Both ships were built by Italian shipbuilder Cantiere Navale Visentini. Baleària has invested about $225 million in construction of the pair.

Baleària’s smart ship innovations include digitalization of all signage, access to cabins without having to stop at reception, and a camera system in the pet area that allows passengers to monitor pets through their smart phones.

Smart technology is also enhancing the vessels’ energy efficiency with a shore-based system currently being implemented to monitor the entire propulsion system to guarantee optimal operation and detect and resolve possible incidents remotely.

With Over $1 Billion in Liabilities, Bourbon Files for Court Protection French offshore services giant Bourbon Corporation has filed to enter court supervised reorganization

proceedings with the Commercial Court of Marseilles. This came after the court rejected a request that Bourbon enter less-restrictive “safeguard” proceedings.

However on July 24, the Commercial Court of Marseilles rejected this request, considering that the a call on guarantees activated by the Chinese company ICBC Leasing were proof that Bourbon Corporation was insolvent as of July 24.

According to Bourbon, in a series of letters sent on July 18, ICBC Leasing had expressed its intention to demand the payment of all outstanding payments up to 2026 as under guarantees provided by Bourbon to various subsidiaries.

Bourbon Corporation says that the reorganization proceedings will only concern the holding company Bourbon Corporation and not the operating companies, which will be able to continue its normal operations and continue to meet the needs of customers.

Existing liabilities of the holding company currently amount to 900 million euros, or just over $1 billion.

The reorganization proceedings are a collective procedure that freezes the liabilities existing at the beginning of the procedure during the observation period which can last up to 18 months. The purpose of this procedure is to enable the debtor to present a plan for the continuation of his activities by reorganizing its debt and to ensure its recovery.

Samsung Heavy Gets DNV-GL Type Approval for Lithium Ion Battery

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www.thoma-sea.com 12 Marine Log // August 2019

that it has received a type approval certificate from DNV-GL for a marine lithium ion battery system, jointly developed with sister company Samsung SDI. This is the first such type approval to be issued a South Korean company. SHI says the type approval certification enables the company to produce a lithium ion battery system at a reasonable price in South Korea.

Samsung Heavy says the newly developed lithium ion battery system, is an eco-friendly technology and that, as the global demand for environmentally friendly technologies is higher than ever, there is a growing trend toward the application of battery systems as efficient auxiliary power units for large-scale commercial ships and offshore units.

In line with the market trend, SHI teamed up with Samsung SDI, a global battery manufacturer, to jointly develop a lithium ion battery system assuring high performance and safety from various hazards on board, such as vibration, electromagnetic waves, dust, submergence, fire, etc.

“The implementation of the recently developed modular battery system will provide high versatility to meet specific operational demands such as adjustment of battery capacity according to vessel size and power usage. Not only that, we will be able to achieve cost competitiveness by using a domestic system,” said Shim, YongLae, Vice President of SHI Ship & Offshore Research Institute. “By securing the battery system technology applicable to all types of vessels, SHI will take the advantageous position in the competition for orders for vessels.”

Photo Credit: Baleària

Shipbuilder Samsung Heavy Industries (SHI) reports

Update

BHP Seeks to Ship its Ore in LNG-fueled Bulkers In a massive vote of confidence

in LNG as a marine fuel, mining giant BHP has released the world’s first bulk carrier tender for LNG-fueled transport of up to 27 million tonnes of its iron ore. It notes that introducing LNG-fueled ships into its maritime supply chain will eliminate NOx (nitrogen oxide) and SOx (sulfur oxide) emissions and significantly reduce CO2 emissions along the busiest bulk transport route globally.

Rashpal Bhatti, vice president-maritime and supply chain excellence, said emissions resulting from the transportation and distribution of BHP’s products represent a material source of its value chain emissions.

“We recognize we have a stewardship role, working with our customers, suppliers and others to influence emissions reductions across the full life cycle of our products,” Bhatti said. “Through this tender, we are seeking potential partners who share our ambition of lowering emissions to the maritime supply chain.”

BHP says the tender is open to a select group of industr y leaders, from shipowners, banks and LNG fuel network providers. As well as LNG-fueled transport for up to 10% of its iron ore, the tender seeks other innovative solutions that can lower greenhouse gas emissions and increase productivity from BHP’s freight requirements.

“We are fully supportive of the International Maritime Organization’s (IMO) decision to impose lower limits on sulfur levels in marine fuels,” Bhatti said. “While LNG may not be the sustainable homogenous fuel of choice for a zero-carbon future, we are not prepared to wait for a 100% compliant solution if we know that, together with our partners, we can make significant progress now.” “ This new tender adds to the work BHP is doing with customers, suppliers and parties along our value chain to influence emissions reductions from the transport and use of our products,” he added.

In other news, BHP recently announced a five-year, US$400 million Climate Investment Program to develop technologies to reduce emissions from its own operations as well as those generated from the use of its resources.

Correction: West Coast Shipyards In June’s feature on west coastshipyards, titled “West Coast Shipyards

Book a Healthy Mix of Orders,” the following paragraph was inadvertently omitted from page 30: BAE Systems’ San Diego Ship Repair is one of the three master ship repair agreement holders for the Navy in San Diego, Calif.

The yard fully participates in the significant

Navy workload in the port, operating two of the three private dry docks in the port and having sufficient pier space to accommodate non-docking work.

BAE Systems’ Ship Repair has four full-service shipyards located on the East and West coasts of the U.S. and Hawaii. The other locations are Pearl Harbor, Hawaii; Norfolk, Va.: and Jacksonville, Fla.

August 2019 // Marine Log 13

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Reintroduction of the Energizing American Shipbuilding Act

O

n July 25, Congressman John Garamendi (D-Calif.) and U.S. Sen. Roger Wicker (R-Miss.) reintroduced the “Energizing American Shipbuilding Act” (H.R.3829). This bipartisan legislation seeks to recapitalize America’s strategic domestic shipbuilding and maritime industries by requiring that increasing percentages of liquefied natural gas (LNG) and crude oil exports be transported on U.S.-built, flagged and crewed vessels.

Similar legislation failed in the 20172019 session of Congress.

The bill would require that vessels built in the United States transport 15% of total seaborne LNG exports by 2041 and 10% of total seaborne crude oil exports by 2033. If enacted, say the sponsors, the bill is expected to spur the construction of dozens of ships, supporting thousands of good-paying jobs, as well as the domestic vessel component manufacturing

and maritime industries. According to an estimate from the Shipbuilders Council of America, the bill would result in the construction of more than 40 ships: approximately 28 LNG carriers by 2041 and 12 oil tankers by 2033.

“Rising U.S. exports of America’s strategic LNG and crude oil present a unique opportunity to create new middle-class jobs by strengthening our nation’s crucial domestic shipbuilding, advanced manufacturing, and maritime industries—which are key to national security and our ability to project American military power abroad,” said Garamendi.

“Our bipartisan bill counters other export countries’ similar requirements, including the Russian-flagged vessel requirement for arctic oil and natural gas exports announced by the Kremlin in December 2018.”

“Maintaining a strong domestic maritime industry is essential for our national defense,” said Wicker. “This

legislation would strengthen our shipbuilding industry, support American maritime jobs, and ensure the United States has enough American-flagged, crewed and built ships to transport its growing oil and natural gas exports in times of conflict.”

“With the Energizing American Shipbuilding Act, American energy will be transported on American-owned, American-crewed and American-built ships and the shipbuilding industry will have increased investment in new, state-ofthe-art LNG and crude carriers to rival that of China, Russia, India and other nations that are focusing billions of dollars in shipbuilding capacity,” said Shipbuilders Council of America President Matthew Paxton. “The passage of this crucial bill will not only ensure the dozens of new ships with hundreds of thousands of tons of capacity will be built here in the U.S. but will also invigorate the shipyard industrial base, which spans to every state in the nation.”

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16 Marine Log // August 2019

Green Supplement

August 2019

Green Technologies & Sustainable Shipping ENVIRONMENTAL INSIGHT FROM OUR PARTNERS

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Closing the Emissions Gap Between 2030 and 2050

International shipping’s recent promise to lower its collective carbon footprint has the potential to simultaneously meet growing public demand for industry to lessen its impact on the environment and ensure more sustainable business models.

The synchronized search for zerocarbon fuels and more fuel-efficient vessels ultimately could make the business of transporting trade by sea cleaner, more efficient and more costeffective. But, as with any large-scale industry transition, success will not come easily or without the significant disruptions that will pose unique and unprecedented challenges to many present practitioners.

The IMO set an ambitious course last year with its preliminary greenhouse gas (GHG) strategy, aimed at reducing the CO2 emissions from international shipping by at least 40% per cargo tonne-mile by 2030 and a 50% reduction in GHG emissions by 2050 (compared to 2008 levels).

Its third GHG study (2014) found that international shipping on average produced 2.6% of global CO2 emissions every year from 2007-2012. Forecasts of strong demand growth for seaborne transport is expected to see shipping’s carbon output grow faster than other major industries, if business continues as usual.

The 2030 emissions targets alone represent a significant challenge.

18 Marine Log // August 2019

They are a measure of “carbon intensity” (tonne-miles), so they account for the anticipated trade growth. But efforts to meet those goals will need to be aligned with the 2050 targets to account for the growth in trade. In short, shipping cannot meet the 2050 targets with existing techno¬logies (or fuels).

A recent “outlook” produced by ABS called “Setting the Course to Low Carbon Shipping” highlighted the size of the challenge. The IMO’s t h i rd G H G s t u d y e s t i m a t e d t h a t international shipping emitted 921 million metric tonnes (mt) of CO2 in 2008; by 2050, that volume could grow by as much as 250% to 2,300m mt, the IMO said.

That means, to reduce CO2 output to 460m mt (and achieve the 2050 target), the global fleet would need to emit 1,840m fewer mt per year than in 2008, while serving a consider¬able expansion in trade.

Based on the historical average growth rate for maritime trade of 3.2% per year, the volume of seaborne trade could increase by 90% from 20302050; even using a con¬servative rate of 1.5%, the trade volumes would still grow 35%.

There have been recent signs of progress since the IMO’s last study; in 2012, CO2 emissions dropped to 796m mt, a 14% reduction relative to 2008; however, since this was largely derived from slow steaming while demand was poor, similar results are not a given if a more buoyant market compels faster delivery to market.

The positive recent results in part have fueled the belief that the 2030 emissions targets might be met by combining available technology, optimizing vessel speeds, using advanced data analytics to improve scheduling and routes, and greater use of lower carbon fuels such as LNG. But, even then, the gap between 2030 emissions output and 2050 reduction targets will remain large.

Assuming that operational and technical adjustments can suspend the growth in CO2 emissions until 2030, carbon output would still need to be reduced by 350m mt a year until

2050 to meet the IMO’s goals.

Ship designs already are required to improve to comply with the next phase of the IMO’s Energy Efficiency Design Index, but that initiative’s contribution to GHG-reduction targets will be minimal. New low- and zero-carbon energy sources will be needed to reach the 2050 targets.

Although many new energy sources (batteries, fuel cells, etc.) and propulsion technologies are being tested, more development is required if most are to become viable on the scale for global shipping.

And ships are not the only maritime assets that will need to be rebuilt or retrofitted to support new fuels. The entire network of landside and marine assets that support the manufacture, processing, distribution and storage of the present fuels will need to adapt to whatever low-carbon pathways the market selects.

The recent rise of LNG as a marine fuel provides a snapshot of the size of this challenge. The demand last year for LNG, which boasts the most established network of infrastructure among the ‘new’ marine fuels, was about 8 million tons. Which means the industry spent the past decade preparing the LNG bunkering infrastructure that currently supplies less than 1% of the global fleet.

In all probability, closing the emissions gap between 2030 and 2050 will take a combination of measures.

Among those, alternative fuels have most potential. But making them available for large-scale consumption also will require the biggest investment.

Clearly, for the modern owner, selecting the course to the new era of sustainable, low-carbon shipping will require some skillful navigation.

Georgios Plevrakis, ABS Director of Global Sustainability www.eagle.org

SETTING THE COURSE TO LOW CARBON SHIPPING The transition to a low carbon future is challenging the industry to find solutions that are commercially viable, technically feasible and safe. Through its Low Carbon Shipping Outlook, ABS defines the operational efficiencies, ship technologies, and alternative fuels and energy sources needed to help reach 2030 and 2050 targets.

Learn more by visiting www.eagle.org/sustainability and download the Outlook today!

SAFETY LEADERSHIP

www.eagle.org © Herbert-ABS

DRIVING SUSTAINABILITY

Green Supplement

W&O is Your Source for Scrubber Valve Solutions On January 1, 2020, the IMO will enact a regulation to reduce sulfur. The IMO regulation sets a global limit for sulfur in fuel oil used on board ships at 0.50%. The present global sulfur cap is 3.5% with HFO containing 2.7% sulfur in average.

This regulation for the prevention of air pollution created by ships seeks to control airborne emissions of NOx/ SOx and their contribution to local and global air pollution.

Shipowners have four options to choose from to comply with IMO regulations: • S witching from high-sulfur fuel oil (HSFO) to marine gas oil (MGO); • LNG (Methane); • Low sulfur HFO; and • E x h a u s t g a s c l e a n i n g s y s t e m s (scrubbers).

W&O urges shipowners and operators to act quickly to avoid expensive t i m e l o s s e s a n d i n c re a s e d c o s t s f o r u rg e n t , l a s t m i n u t e d e l i v e r y.

W&O has a variety of scrubber

20 Marine Log // August 2019

valve solutions to help shipowners and operator comply with the IMO sulfur cap.

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Electric and Hybrid Propulsion Clean, Quiet, Proven BAE Systems’ HybriGen® electric power and propulsion system saves fuel, reduces emissions, and increases engine life with its patented technology. The HybriGen system not only provides electric propulsion but also powers the hotel loads by efficiently utilizing lithium-ion energy storage or the variable speed genset.

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Green Supplement

Derecktor New York is Leading the Hybrid Revolution.

This past April, the Captain Ben Moore entered the water of Mamaroneck harbor with a quiet splash—a fitting launch for a vessel conceived and built to run silently on clean, efficient hybrid power. The third in a series of 65-foot aluminum catamarans built by Derecktor and powered

by BAE Systems hybrid technology, the vessel was built for Harbor Harvest, a Norwalk, Conn.-based company set on changing the way fresh produce and foods are transported around metro areas. Once in service, the Captain Ben Moore will carry goods from family farms and small producers in the region across Long Island Sound, relieving traffic congestion and reducing emissions.

The vessel has a top speed of 15 knots and boasts 300 square feet of open cargo space, 100 square feet of covered space and 140 square feet of walk-in refrigerated space. Total capacity is an impressive 12,000 pounds of cargo or the equivalent of three to five full truckloads, according to Harbor Harvest founder Bob Kunkel.

As the third hybrid built by Derecktor featuring a lithium battery system at the heart of the power plant, the vessel further establishes Derecktor as the U.S. leader in commercial hybrid vessel building. The shipyard, long known for innovation in construction 22 Marine Log // August 2019

of yachts, commercial and military craft, has a commitment to the development of sustainable solutions for marine transport.

“We’re very proud of these boats,” said Derecktor President Paul Derecktor at the launching. “For over 70 years, we have been part of the maritime community, and playing a part in protecting the Long Island Sound and New York Harbor environments is very satisfying. It’s also been a pleasure working with Harbor Harvest, a company that is pioneering the rebirth of clean marine transportation.”

Founded in 1947 at the Mamaroneck, N.Y., location as Robert E. Derecktor Inc., Derecktor Shipyards has since become known worldwide for excellence in the construction, repair and refit of yachts, commercial and military vessels. Today, four Derecktor facilities span the East Coast of the U.S. from Maine to South Florida, offering vessel owners and operators everything from marina space to megayacht construction.

The New York yard is famous as the birthplace of vessels as varied as Stars and Stripes, the boat that brought the 1987 America’s Cup home to the U.S., and Patricia Olivia II, a 45-meter ferry that upon delivery was the fastest passenger vessel in the world. Today, the yard is renewing it’s focus on commercial new construction and repair. The

hybrid series is part of that effort, and has generated great interest, according to Tom Domotorffy, Director of Sales and Business Development. “ We h a v e g o t t e n a t r e m e n d o u s response within the industry, and a good deal of general media coverage as well,” said Domotorffy. “In fact, the Harbor Harvest boat was featured in a major article in the New York Times.

It’s great to see such interest in this technology and in the hybrid platform we have developed”. Domotorffy expects that an order for a fourth hybrid will be in place soon and that more will follow.

Along with these notable new build projects, Derecktor NY has also continued to be the go-to choice for New York Harbor’s busy and ever expanding ferry fleet, as well as for a variety of commercial and work vessels througho u t t h e L o n g I s l a n d S o u n d a re a .

Currently, the yard is taking on the repower of a number of ferries in harbor service, replacing the old engines with new, cleaner and more efficient diesels. As the only yard in the New York region with the skills of a boatbuilder and capability of a commercial shipyard, Derecktor fills an important role in the areas maritime industry. www.derecktor.com

Green Supplement

Autonomous Technology and Oil-Spill Response Operations The standard four-to-six-hour shift changes required for traditionally crewed daughter craft are no longer needed with an autonomous control system. As such, spill operations can continue 24⁄7, since no dangerous over-the-rail personnel transfers are needed on unmanned surface vessels (USV). These combined benefits can yield a 150% gain in operational efficiency, significantly reduced crew risks and improved accuracy and tracking capabilities.

When complementary technologies are added to the solution, the recovery effort undergoes a positive multiplier effect with minimum crew.

Post-Spill Analysis According to the U.S. Department of Energy, the marine spill response and recovery industry annually responds to and cleans up 1.3 million gallons of petroleum spilled into U.S. waters from vessels and pipelines. Autonomous technology has the power to not only help prevent vessel accidents that can lead to spills but can also facilitate better preparedness; aid in safer, more efficient clean-ups; and provide more meaningful, post-event learnings.

Sea Machines’ commercially available products will be demonstrated late this month aboard a skimming vessel as it executes oil-spill recovery exercises in the harbor of Portland, Maine.

Read on to learn how Sea Machines’ autonomous-command and remote-control technology increases the safety of responders and the capability of vessels tasked with cleaning up marine pollution.

Prevention Similar to the collision-avoidance and safety alert features installed in today’s automobiles, marine robotics engineers are enabling prevention technologies on the water. The use of advanced camera software and Light Detection and Ranging (LiDAR), are empowering maritime artificial intelligence (AI), and enabling new navigation tools for crew. These autonomous marine systems provide vessel operators with real-time data for decision making, as well as critical alerts.

Preparedness Ship-handling terminals deploy 24 Marine Log // August 2019

shore-based autonomous vessels that can be electronically dispatched, allowing for the quickest possible response without human intervention.

Response Vessels outfitted with autonomous technology are at an advantage during spill events. Some, which can be crewless vessels powered by remote-control technology, can be sent to an incident site to survey the spill size and spread, toxicity, currents and more. These automated vessels can provide feedback on air and water quality back to responders without risking their wellbeing. In spill response, this safety measure is the single-most important feature of autonomous vessel technology because it removes crew from known carcinogenic environments.

Recovery Once a spill survey is complete, safe recovery operations usually involve a large mothership which has storage capacity for the oil. These larger vessels are good hosts for autonomous daughter craft, which can complement manned recovery efforts.

Together, these vessels can efficiently dual-tow boom around the spill area for containment and collection. With an autonomous daughter craft under remote control via a computer on the bridge of a mother ship, the vessel operator can easily control the speed and course of the daughter craft during spill-boom towing operations.

With automated technology installed on board response vessels, the data generated for spill site surveys, containment, and collection is automatically recorded and saved for reference, analytics and archival. Lessons learned from databased, computer-generated reporting are invaluable to future spill-prevention programs and recovery efforts.

Affordable and Available Now to Vessel Operators Sea Machines’ automated vessel system, the SM300 is available for installation and use now, and can be retrofitted aboard existing commercial vessels or newbuilds. Installation typically requires no more than 10 components and it can be applied to a variety of commercial vessels. Working with the builders of spill-response boats, such as Munson, Rozema and Hike Metal, as well as technology companies such as Extreme Spill Technology, will lead to new developments in spill-response capabilities and improved safety, reliability and efficiency in mitigating environmental impact of spills. www.sea-machines.com

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Green Supplement

CR Ocean Engineering Has New Marine Scrubber Models

CROE© Scrubber installed.

CROE© Scrubber being delivered.

CROE© Scrubber installation.

With the clock ticking to January 1, 2020, when the new IMO sulfur cap emissions regulations go into full effect, CR Ocean Engineering (CROE®) announced deployment of two new models of their line of marine scrubbers.

The new CROE scrubbers, which feature U-Type and Side-Entry, provide different entries to allow for a better fit on certain ships. They were conceived specifically for those ships where the funnels are too narrow to fit an in-line scrubber. Therefor one could place the CROE Side-Entry or CROE U-Type scrubber outside the funnel and bring the ductwork to it.

Starting January 1, 2020, the sulfur content of fuel used on most commercial ships may not exceed 0.5%. The current limit of 3.5% has been in place since 2012.

Many operators have chosen marine scrubbers that allow them to burn any type of fuel they want and still meet the stringent, new requirements.

The CROE Scrubber reduces soot and nearly eliminates SO2 emissions from the exhaust gas from heavy fuel burning engines, generators and boilers. The CROE System can easily reduce the SO2 stack emissions from a 3.5% sulphur fuel to well below the 0.1%

sulphur fuel equivalence as required by the MARPOL regulations even when operating in the low alkalinity areas of the eastern Baltic (when designed for that potential).

CR Ocean Engineering’s ship exhaust gas cleaning technology is available in three standard configurations, customizable to a ship’s requirements: • O pen-Loop: once through scrubber using seawater; • C l o s e d - L o o p : a re c i rc u l a t i n g scrubber using freshwater with caustic; and • Hybrid: a combination of both designs for maximum flexibility.

CROE Scrubbers normally replace the silencers. Due to their small size and compact configuration, CROE Systems, are perfect for both new-builds and retrofits. These can be configured as single stream (controlling emissions from a single engine or boiler) or multistream (controlling emissions from multiple engines/boilers combined) configuration.

Over 150 ships have CROE Scrubbers installed or are in the process of doing so.

Earlier in the year, Japan came out heavily in favor of open-loop scrubbing, telling IMO that when both human health and the marine

environment is taken into account, burning HFO with a scrubber is a better choice than simply burning 0.5%S fuels alone. The key reason for this, according to a presentation by the Ministry of Land, Infrastructure, Transport and Tourism, was due to the ability for scrubbers to remove airborne particulate matter (PM) and polycyclic aromatic hydrocarbons (PAH).

About CR OCEAN ENGINEERING CR OCEAN ENGINEERING LLC is a leading supplier of exhaust gas cleaning systems (scrubbers). With its roots dating back to 1917, CROE® is one of the most experienced scrubber suppliers in the world. www.croceanx.com

Contact Nick Confuorto CR OCEAN ENGINEERING LLC Mobile: +1 (908) 209-9701 Email: nconfuorto@croceanx.com

August 2019 // Marine Log 27

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Fuels Ammonia and hydrogen are both promising candidates for reducing GHG emissions.

However, most shipowners are finding that the very low sulfur fuel oils they will need next year are still in the “future fuel category.”

Future Fuels:

First We Have to Get Through IMO 2020

Photo Credit: C-Job Naval Architects

M

eeting IMO’s 2050 greenhouse gas (GHG) reduction targets will require shipping to make a change in propulsion as dramatic as the transitions from sail to steam and then from coal to oil. Future fuels will play a part in this, but though some promising candidates are out there, they remain a long way from available options.

Meantime, the much more immediate fuel challenge is compliance with the rapidly approaching IMO 2020 global sulfur limit that will require ships to burn fuel of no more than 0.5% sulfur content worldwide, compared with the present 3.5% sulfur.

There are basically three ways in which shipowners can comply: by burning LNG; by fitting an exhaust gas cleaning system, or scrubber and continuing to burn HSFO (high sulfur fuel oil); or by switching to a compliant low sulfur fuel.

Most shipowners are opting for compliant fuel, and while burning MGO is an option, it’s an expensive one and owners are waiting for the arrival of a new family of VLSFO (very low sulfur fuel oils) which have yet to become available in meaningful quantities.

So, for most owners, VLSFO is still, effectively, a “fuel of the future.”

“The global availability of safe compliant

fuels remains a key question largely unanswered,” says dry bulk operators’ association INTERCARGO, noting that IMO 2020 marks a sea change in the marine fuels’ supply chain.

“It is extremely worrying that compliant fuels have so far been made available only in a limited number of ports and under unfavorable terms for voluntary early testing by ships, as charterers/operators are not currently obliged to purchase future compliant fuel. Hence, the practical testing of new fuels and crew training, which is only possible under real conditions aboard ships, is very limited and pushed to the end of year—this situation creates significant safety implications for the operation of ships, which could eventually threaten the safety of seafarers, ships and cargoes, as well as the marine environment.”

INTERCARGO is urging that, in anticipation of the new fuels being made available for practical testing aboard ships well before the end of 2019, the fuel supply industry provides the market with significant volumes of compliant fuels at many ports around the world, so that all sectors can be serviced, including the dry bulk sector. In addition, charterers and operators start purchasing these fuels, the Publicly Available Specification (PAS) related to the 0.50% limit is made available as soon as possible to provide guidance on the application of the existing ISO 8217 specification for

By Nick Blenkey, Web Editor

marine fuels, and shipowners and operators enhance crew training.

Similarly, the International Chamber of Shipping (ICS) said in June that it “remains concerned about continuing delays with the publication of the latest ISO Publicly Available Specification for low sulfur fuels, and related quality and safety issues where control depends on these standards being quickly finalized and distributed, given that the industry is only six months away from full global implementation.

ICS Chairman Esben Poulsson added, “It is vital that everyone concerned including governments, ISO, oil producers and bunker suppliers redouble their efforts to ensure that safe and compatible fuels—including 0.5% blends for those ships that choose to use them—will be available in every port worldwide.” The change is also drastic for refiners.

The marine sector, which consumed 3.8 million barrels per day of fuel oil in 2017, is responsible for half of global fuel oil demand.

There are signs that some refiners, in some places, are coming off the fence and making the needed moves Reuters recently reported that refineries in Taiwan and South Korea have redirected low-sulfur feedstocks, that would normally undergo further refining into gasoline, toward making VLSFO, with 0.5% or less sulfur content, both as a August 2019 // Marine Log 29

Fuels result of recent low profits from gasoline and to test their ability to produce the fuel.

According to the Reuters report Taiwan’s Formosa Petrochemical, South Korea’s GS Caltex, S-Oil Corp and Hyundai Oilbank Corp have sold VLSFO cargoes since June.

Back in March, BP Marine reported that it was to retail low sulfur fuel meeting the new IMO regulations limiting the sulfur content of marine fuels. It said that its new VLSFO was being introduced following successful sea trials with fuel manufactured and supplied by BP in the Amsterdam/Rotterdam/ Antwerp (ARA) and Singapore hubs.

BP says that, working closely with IMO, customers and partners, it had developed a marine fuel offer that includes the new VLSFO along with marine gas oil and also high sulfur fuel oil for vessels that are equipped with scrubbers. BP intends to retail the new 0.5% sulfur VLSFO globally.

In order to manufacture a full range of MARPOL-compliant marine fuels, BP’s refineries have made a number of configuration changes to support the segregation, handling and storage of the fuels.

Shell says its new residual fuel formulation (for which patents are pending) is designed to be utilized by engines rated to use ISO 8217 residual fuels. It is a relatively low viscosity, low density fuel oil with good ignition properties.

The trials included numerous switchovers between ULSFO and higher sulfur fuels (LSFO 1%S, HSFO 3.5%S) and involved several engine types and tank/piping systems.

Last month, BP launched its range of EMF.5 fuels, saying that all the fuels in the range are specifically engineered to help vessel operators comply with the 2020 regulations without compromising on quality and that “all EMF.5 fuels announced to date are compatible with each other, provided that bunkering, storage and handling best practice guidance is followed.”

In addition to meeting the ISO 8217-2017 specification, EMF.5 fuels have also passed ExxonMobil’s in-house fit-for-use assessments.

“This combination of characteristics will help ensure that vessel operators can continue to operate their main engines, auxiliary engines and boilers safely and efficiently when they switch to 0.50% sulfur fuels, as the negative, operational and financial consequences of a major product quality problem could be very significant,” says the company.

“Compliance should not come at the expense of fuel quality, and our EMF.5 range delivers assurances on both to the marine industry,” said Luca Volta, marine fuels venture manager at ExxonMobil. “By including our 0.50% sulfur fuels in our branded 30 Marine Log // August 2019

marine offer, we are delivering the additional security that vessel operators want, and need, every time they bunker.”

Fuels for 2050 Two promising candidates for true future fuels are green hydrogen and green ammonia, with “green” meaning that they are produced using electricity generated by renewable resources, such as hydropower, wind or solar.

Millions of metric tons of hydrogen are produced annually in the United States, which, to put it in perspective is enough to fuel tens of millions of fuel cell powered autos. The current primary uses for hydrogen, however, are for the petroleum, ammonia for fertilizer, chemical and food industries. What’s more, 95% of the hydrogen produced in the U.S. is far from “green,” but is made by industrialscale natural gas reformation. This process is

Ammonia is already being seen as having a lot of promise as a marine fuel ...

called fossil fuel reforming or steam methane reformation and uses natural gas and steam to CO2 and hydrogen.

Hydrogen can be used as a fuel in internal combustion engine, but auto industry efforts to develop such engines have gone nowhere.

The most promising use of hydrogen as a marine fuel is in fuel cells. Thus far the most powerful hydrogen fuel cell applications in widespread use are in trucks and buses.

Though this sort of power can propel vessels such as small ferries, it is a long way from being a solution for VLCCs or giant containerships.

Two things have to be scaled up for hydrogen to provide a meaningful contribution to meet shipping’s 2050 goals: bigger, more powerful fuel cells and industrial scale production of green hydrogen.

Ammonia the Answer?

Ammonia is already being seen as having a lot of promise as a marine fuel that can help world shipping meet IMO’s target of a halving GHG emissions by 2050.

As we reported recently, MAN and Alfa Laval have been working on the technology

needed to burn ammonia as a marine fuel in diesel engines.

A recent paper “Sailing on Solar,” commissioned by Environmental Defense Fund Europe and produced by U.K.-based engineering consultancy Ricardo plc, puts the case for green ammonia as a clean marine fuel, noting that, in addition to its potential use in engines it could also be used as a “hydrogen carrier” for fuel cells.

“Demand from the international fertilizer industry has created a global market for ammonia so that it is already produced and shipped on a global scale,” says the paper.

“Therefore, there are established standards for the safe handling, storage and transport of ammonia in bulk on ships. However, most of the ammonia on the global market is produced from fossil fuels, creating harmful greenhouse gas emissions. From a product lifecycle perspective, ammonia from fossil fuels would offer little or no environmental benefits if used as a shipping fuel.”

Green ammonia was selected as the focus of this study over other maritime fuels (e.g. hydrogen and battery storage; acknowledging that all should be explored) because it provides numerous advantages. It has existing global logistics infrastructure (unlike hydrogen). It does not require cryogenic storage (unlike hydrogen), and it’s relatively energy-dense as a liquid, providing sufficient energy storage for ship voyages lasting several weeks (unlike batteries). It also provides flexibility as it can be used without complicated onboard processing in internal combustion engines and in future fuel cells.

So, what’s the catch? The price tag.

“A high-level financial analysis estimates that a total investment value of up to U.S. $6 trillion would be required in green ammonia plants and renewable energy plants around the world to decarbonize the international container vessel and non-coal dry bulk carrier fleets between now and 2050,” says the paper.

Another recent research paper by C-Job Naval Architects, the largest independent ship design and engineering company in the Netherlands, uses a new concept design—an ammonia carrier fueled by its own cargo— to study the use of ammonia as a marine fuel and achieve a significant reduction in greenhouse gas emissions. It shows ammonia can be used as marine fuel if a number of safety measures are included in the design.

With IMO setting goals of reducing total annual GHG emissions by at least 50% by 2050 compared to 2008 and eventually fully eliminating harmful emissions, C-Job says it is of the utmost importance that the maritime industry looks into renewable fuels like hydrogen, ammonia and methanol.

Environmental Initiatives

Blue and Brown Water Ports

Go Green

Photo Credit: Port of Oakland

T

hese days, everyone is going “green,” and U.S. ports are no exception. Once considered a toxic source of air and water pollution, ports around the country have changed the way they operate for the benefit of the environment. Last month, the Port of Virginia became the first port in the United States to join SEA\LNG. The organization is a U.K.-registered nonprofit collaborative industry foundation that is committed to furthering the use of liquefied natural gas (LNG) as an environmentally superior maritime fuel.

“We’re very pleased to welcome the Port of Virginia as our first U.S. port member,” said Peter Keller, chairman of SEA\LNG. “The U.S. has vastly increased its LNG bunkering capabilities on the East and West coasts. The addition of the Port of Virginia to the coalition marks the climbing interest in LNG as a commercially viable, environmentally sustainable fuel for U.S. domestic and international shipping.”

The Port of Virginia is an international hub port with connections to over 45 countries worldwide, and an extensive rail network across the United States. As part of its pledge to deliver operational excellence and sustainable growth, the port is currently undertaking a $700 million expansion project to increase

overall container capacity by 40%, as well as increasing lifting and docking capabilities across its six terminals. In March, the port also established a working group to examine the benefit and scalability of LNG bunkers for maritime trade.

“Our industry is evolving and the issues of alternative marine fuels and ports reducing their carbon footprints are growing in their importance,” John Reinhart, CEO and executive director of the Virginia Port Authority.

“LNG bunkering would represent a complimentary capability to our land and waterside assets and investments. SEA\LNG is a major player in leading the conversation about using LNG as a viable and sustainable marine fuel.”

LNG continues to provide a major advantage in terms of improving air quality and human health, which is particularly important in ports like Virginia and coastal areas.

According to an independent study, reductions in ship emissions of greenhouse gases (GHG) of up to 21% can be achieved using LNG as a marine fuel, compared with conventional oil-based fuels over the entire life-cycle from Well-to-Wake. The study also shows that emissions of other local pollutants, such as sulfur oxides (SOx), nitrogen oxides (NOx) and particulate matter (PM), are close to zero when using LNG. LNG, in combination with efficiency

By Heather Ervin, Editor in Chief

measures being developed for new ships in response to the IMO’s Energy Efficiency Design Index (EEDI), will provide a path to meeting the IMO’s target of a 40% decrease in GHG by 2030 for international shipping.

The Port of Virginia is the second North American port alongside the Vancouver Fraser Port Authority, and the fifth global port alongside the Port of Rotterdam, the Maritime and Port Authority of (MPA) Singapore, and Yokohama Kawasaki International Port Authority (YKIP), to join the coalition’s growing roster of 36 members.

EPA Grant for Baltimore Port The Helen Delich Bentley Port of Baltimore was awarded $2.4 million from the U.S. Environmental Protection Agency to repower marine engines and upgrade diesel dray trucks and equipment that is used to move cargo in January. A goal of the funding is to reduce emissions at the port and in surrounding areas.

“Our administration is committed to growing Maryland’s economy while protecting our environment,” said Maryland Gov. Larry Hogan.

Through initiatives, such as the Clean Diesel and Dray Truck Replacement programs, the port has been able to reduce the lifetime amount of air pollutants by more than 10,000 tons. The port said that funding will August 2019 // Marine Log 31

Environmental Initiatives small diesel hybrids. The new power plants include small diesel engines used only to charge a crane’s batteries. The Bay Area Air Quality Management District awarded SSA a $5 million grant to help finance the conversion.

Vessel emissions capturing system on a containership at the Port of Los Angeles. go toward the replacement of approximately 35 dray trucks, 30 pieces of cargo-handling equipment and the repowering of four marine engines. These replacements and repowers will result in the lifetime emission reduction of approximately 37 tons of particulate matter, 398 tons of NOx, 165 tons of CO, and 724 tons of CO2. It will also save more than 64,000 tons of fuel.

Earlier this year, the Port of Baltimore reported that it had replaced 175 older dray trucks with newer model, cleaner versions. It also replaced, retrofitted or repowered about 60 pieces of cargo-handling equipment with newer, less polluting engines. Both of those initiatives were important in improving air quality associated with port activities.

Last year, the Port of Baltimore hosted the first North American GreenPort Congress conference that brought maritime professionals from around the world together to discuss environmental initiatives and developments.

The port has also been recognized for its nationally renowned dredged material management program, where sediment from shipping channels leading to the Port of Baltimore is reused to restore wetlands and eroding islands.

Clean Air at California Ports On the opposite side of the country, the Port of Los Angeles recently recognized 28 shipping lines for their participation in the Vessel Speed Reduction Program (VSRP), an air quality and annual incentive program for vessel operators who reduce their speed as they approach or depart America’s Port.

In 2018, 174 companies participated in the program, with more than 3,000 combined vessel calls that aided in the decrease of emissions from ocean-going vessels. Of those, 589 32 Marine Log // August 2019

ships attained the 100% VSRP compliance within the 20 and 40-nautical-mile zone.

And at the Port of Oakland, SSA’s Oakland International Container Terminal announced July 2 that its $6 million conversion to hybrid yard cranes would cut GHG emissions by 96%.

“This is way better than we thought it would be,” said Ken Larson, crane manager for the terminal’s parent company, Seattlebased SSA Terminals. “So far, this is a very successful project.”

The marine terminal, which handles 61% of Oakland’s cargo, is converting 13 massive cargo handlers, known as rubber tired gantry cranes, from diesel to battery-powered hybrid engines. The 90-foot-tall cranes combine to lift about 1,000 containers a day.

Three-yard cranes have been retrofitted and returned to service since March, the terminal reported. The remainder will be done by next June. The big revelation so far: a dramatic drop in fuel use.

“The old engines burned 10 to 12 gallons of diesel an hour; the new ones [burned] about a half-gallon per hour,” said Larson.

SSA said hybrid engines would cut about 1,200 metric tons of GHG emissions annually from each crane. It said there would also be a 95% reduction in diesel particulate matter emissions.

Rubber tired gantry cranes are the workhorses of marine terminals where ships dock.

They straddle mile-long rows of containers, lifting boxes on and off trucks and have 50-ton lift capacities. Reducing exhaust from the ubiquitous cranes could help the industry meet clean air commitments.

SSA is replacing 1,000-horsepower diesel engines on its cranes with 142-horsepower diesel hybrids. The new power plants include

Recently, the Ports of Indiana received the coveted Green Marine certification for all three of its port locations for its commitment to advance environmental sustainability initiatives. It is the first statewide port authority in Indiana to achieve such distinction.

Green Marine is a voluntary initiative to improve environmental performance beyond regulatory compliance in key areas, such as aquatic invasive species, GHG and air pollutants, spill prevention, dry bulk handling and storage, community impact, environmental leadership, storm water and waste management, and underwater noise. Twenty-two U.S. ports received the distinction this summer.

The Port of New Orleans also achieved Green Marine certification. The port joined Green Marine as a member in 2014 and earned certification in 2015. The port’s involvement with environmentally friendly practices, however, dates back several years.

Back in 2004, the port’s board of commissioners created the Port of New Orleans C-A-R-E-S initiative. The initiative says the port will “continually evaluate and improve activities and practices to preserve and protect the environment; comply with applicable environmental laws and regulations; employ responsible and sound methods of pollution prevention; foster employee awareness and sensitivity as stewards of the environment; and ensure a safe and secure environment for employees and the community.”

In 2015, the port was the first public fleet in Louisiana to deploy all-electric vehicles into its operations. From 2015 through 2018, the port was recognized as a Clean Fleet leader by the New Orleans Clean Fuels Partnership for its reduction of fuel use and for fuel reductions from other programs.

Port Canaveral is one of only two ports in Florida to receive the Green Marine certification. In June, the port was awarded the certification for a second time for advancing environmental excellence in maritime transportation and demonstrating “ green” leadership.

“Port Canaveral is raising the bar in the maritime industry’s commitment to best environmental practices,” said Capt. John Murray, CEO of the port. “Green Marine certification is more than a one-time achievement and involves responsibility for the implementation of longterm sustainable environmental goals.”

Photo Credit: Port of Los Angeles

Ports Announce Green Marine Certifications

Designing

Designing Ships for 2030 And 2050

Oshima Shipbuilding led project takes a “all of the above” approach to achieving 2030 goals, sticking solar panels on hatch covers and a huge hard sail on the bow

By Nick Blenkey, Web Editor

Photo Credit: Wärtsilä

I

MO has set world shipping the goal of cutting its green house gas (GHG) emissions by at least 50% by 2050. That’s a tough target and the International Chamber of Shipping (ICS) says it will involve a propulsion revolution as big as the switch from sail to coal firing and then from coal to oil.

Already shipbuilders, engine manufacturers, classification societies and others are looking at their options.

An extensive study on “Setting the Course to Low Carbon Shipping,” recently published

by ABS, says that “A better understanding of existing technologies and strategies can help the maritime industry reach the International Maritime Organization’s (IMO) GHG targets for 2030. The even more ambitious emissions goals set for 2050, however, lie beyond the reach of current technology. To achieve those goals, new technology (including fuels) will need to be developed, with the main thrust of research and innovation occurring before 2030, giving any new products and ideas time to develop and mature.

According to the ABS study, the third IMO Greenhouse Gas Study, which is dated 2014 but relies on data from no later than 2012, notes that from 20072012 international shipping contributed on average 2.6% of global carbon dioxide

(CO2) emissions. Although that shows shipping’s inherent efficiency as transporter of almost 90% of worldwide trade, the third study expects growth in global trade to expand the demand for seaborne transport and raise its CO2 output comparatively faster than other industries, if shipping continues business as usual.

Decarbonization to Hit Hard That’s a very big “if.” A recent report prepared by Maritime Strategies International on behalf of the European Climate Foundation looks at the impact on shipping as nation states decarbonize in line with their Paris Agreement commitments and usage of fossil fuels plummets. Under one scenario, MSI’s models suggest tanker demand would fall by slightly more than a third. Bulk carriers would also see demand from coal transportation fall by around half, but overall demand for bulkers would fall by 14% from 2020 to 2035 before returning to modest growth in the latter part of the forecast as the expansion of grain and minor bulks trade offset shrinking coal cargoes.

Asset prices would also be hammered, with a benchmark five-year-old Capesize bulker losing 40% of its 2018 value by 2030 under the Reduction scenario, whilst a VLCC would slide by 29% over the same period (with the

lower decline due to the weak tanker market in 2018 rather than any real resilience).

New IMO Study Critical To Future Decisions A fourth IMO GHG Study is being commissioned in part to update the underlying statistics in the current assessments and partly to replace dated economic models that lead the third study to forecast a potentially very large range of GHG output from shipping in 2050. Its objective is to reduce some of the uncertainties of the previous forecast, and to establish annual global inventories for GHGs and pollutants from 2012 to 2018. For those reasons, say ABS, the fourth study will be a critical foundation for future decisions.

In the short term, says ABS, the main strategies to help shipping meet the IMO 2030 goals include establishing speed limits; coordinating “just-in-time” arrivals of ships at ports; design refinements such as hull optimization and propeller optimization; and enhancements to design efficiency, such as those mandated by the IMO’s Energy Efficiency Design Index (EEDI. Looking at alternative fuels, the ABS study notes that the most available of these is liquefied natural gas (LNG). As yet, says the study there are no “zero-carbon” and few “carbon-neutral” fuel solutions, when August 2019 // Marine Log 33

Designing Ships

Two Designs for 2030 Though IMO 2050 designs may still be on 34 Marine Log // August 2019

the far horizon some conceptual designs for bulkers that could meet IMO 2030 goals have already appeared.

At this year’s Nor-Shipping event technology group Wärtsilä, Japanese shipbuilder Oshima Shipbuilding, and classification society DNV GL delivered the first results of a joint industry development project: a next-generation 62,000 dwt Ultramax Bulk Carrier design optimized according to actual operating profiles, and said to demonstrate that emission levels from conventional merchant vessels can be significantly reduced in line with IMO targets.

The project goals included the achievement of low emission levels, both at sea and in port, the fulfillment of the IMO’s requirements to reduce CO2 emissions per ship’s capacity-mile by at least 40% by 2030, and zero emissions during waiting time. A further aim of the project was to create a new standard that maximizes the return on investment (ROI) for the owner.

“Our smart marine initiative emphasizes collaboration between the various stakeholders, and this project is a prime example of how effective such collaboration can be.

The design is based on actual operating profile data from Ultramax bulk carriers and it incorporates an LNG-fueled Wärtsilä 31DF dual-fuel main engine connected to a power take out (PTO) shaft generator and controllable pitch propeller (CPP), and the result out-performs all existing designs in terms of efficiency and sustainability,” says Stein Thorsager, Director, Merchant and Gas Carrier, Wärtsilä Marine.

“To help the industry meet the ambitious GHG reduction targets set by the IMO, the industry needs to come together to advance ship design. This design halves the EEDI (Energy Efficiency Design Index) of comparable vessels, and sets a new standard for low emission bulk carriers,” says Trond Hodne,

director of sales and marketing at DNV GL. The high efficiency of the propulsion solution reduces the EEDI by 50 percent compared to standard vessels of this size and type. The EEDI provides a specific figure for an individual ship design, expressed in grams of carbon dioxide (CO2) per ship’s capacity-mile Other benefits include the ability to operate in an environmental mode while in port through the main use of solar panels, the installation of an LNG tank that is dimensioned based on the capacity needed for the operating profiles and the availability of LNG bunkering infrastructure, an optimized hull shape, and the option to also install a hard sail to generate extra propulsion.

The hard sail system is being developed jointly by Oshima Shipbuilding and Mitsui O.S.K. Lines.

Project Forward One LNG-fueled, IMO 2030 bulker project involving multiple players is the Arista Shipping led Project Forward.

The propulsion machinery is based on only two Wärtsilä 31 DF medium speed engines (one 10-cylinder and one 8-cylinder) and two PTO/ PTI’s driving a controllable pitch propeller via a single shaft. Among other things, this compact arrangement allows for streamlining of the aft lines. Further hull optimization is made possible by the positioning of the engines above the gearbox.

A 2,500-cu.m GTT membrane-type LNG fuel tank is positioned midships for better trim management and volume optimization.

Other Project Forward partners include Finnish naval architect firm Deltamarin and ABS, who cooperated on various CFD simulation methodologies to produce what Project Forward says is “the most streamlined hull ever.”

Arista Shipping’s Project Forward ship achieves GHG reduction target using LNG fueling, a patented machinery arrangement and “the most streamlined hull ever”

Photo Credit: Project Forward

assessed from the “well-to-wake” perspective (when GHG output is traced from source to combustion). All alternative fuels known at this time have limitations, even if some show promise. All alternative fuels and energy sources have shortcomings in terms of practical application for international shipping, from onboard storage and energy density to supporting infrastructure and supply systems. At present, there is no obvious fuel choice for the global fleet of the future. For the immediate future, the fuel solution for a vast part of international shipping remains a choice between a variety of distillate fuel oils or LNG. LNG provides a clear illustration of the challenges inherent in adopting an alternative fuel globally. It has taken 10 years for LNG bunkering infrastructure to develop and supply less than 1 percent of the global fleet. Other alternative fuels will face similar developmental, regulatory and supply chain challenges.

ABS worked with the Herbert Engineering Corporation to specify design requirements for two aspirational state-of-the-art containerships—one a feeder ship (2,000 TEU), the other a Neo-Panamax (14,000 TEU)—with conventional technology, operational profiles and propulsion units that burn low-sulfur heavy fuel oil (HFO). The fully assessed concept designs were then modified to create versions of each that could run on hydrogen fuel cells and liquid biofuels. The designs could not be built today, but they may be possible for 2030, and the project offers insights into the fuels, design criteria, cargo capacity and propulsive power potential.

The fuels used in the designs were selected to represent different strategies that could be available by 2030, not to forecast which fuels were likely to be adopted.

Another option is the hydrogen fuel cell, which represents a new fuel source and a new technology for generating power. ABS say the evolution of this technology would require significant acceleration to become feasible by 2030, in particular to develop greater power and endurance. But it represents a potential zero-carbon future when produced using renewable energy.

Markets are a powerful incentive for innovation, and regulation is needed to establish common goals. When it comes to reducing the GHG emissions for shipping, not only will supporting regulation potentially have an impact on ship designs, fuel selections and vessel operations, it may also affect the choice of cargoes that will be transported, as well as the trade routes and ship sizes.

Pollution

Scrubber Washwater Monitoring: Non-Compliance is Avoidable Another problem, asserts Coomber, is that it is only too common for service certificates to be issued by unqualified and/ or poorly trained service organizations.

While there is a mandatory obligation for the oil-in-water handling equipment to be maintained, the risk for non-compliance with regulations is exacerbated where incompetent technicians are poorly maintaining it.

Full Integration Required

Chemistry of scrubbing.

Photo Credit: Rivertrace Limited

A

head of the incoming global sulfur cap restrictions, developers of smart water quality monitoring technology specialist Rivertrace Ltd., London, U.K., has published a technical white paper that focuses on scrubber technology options and washwater monitoring. Entitled “To Scrub or Not to Scrub,” the white paper provides the industry with a need-to-know guide to all options for compliance, with particular focus on scrubbers and IMO washwater monitoring guidelines. The paper also explores the impact of sulfur emissions from ships, the chemistry of scrubbing sulfur from exhaust gases and the benefits associated with scrubber use.

As the global shipping industry prepares for the arrival of the IMO 2020 cap in January, the choice between compliance options to meet fuel sulfur content restrictions imposed by the global sulfur cap are fast becoming a reality for shipowners.

Author of the white paper and managing director of Rivertrace Mike Coomber said that as an advocate for environmental compliance, the company is working to ensure that shipowners are well informed on current guidelines for scrubber washwater monitoring as the debate around the use of scrubbers by ships rages on. In publishing the new white paper, Rivertrace has issued an advisory to shipowners that during the selection of a scrubber technology,

careful consideration of what washwater monitoring equipment is used by the scrubber manufacturer is a vital importance to ensure potential regulatory requirements are met in the future.

A Perfect Storm Situation According to Coomber, the absolute need to lower operating costs and comply with existing and new regulations should be taken into consideration alongside the fact that the slowdown in newbuild activities has resulted in an ageing fleet operating with old and often outdated equipment. It has created a perfect storm scenario wherein corners are being cut, investments are not being made, and owners and operators are seeking cheaper alternatives.

To save on costs, many of the global fleet’s ships are being operated with smaller crews and the added compliance requirements mean that these smaller crews have to do more tasks. Coomber suggests that proper staff training is not always being carried out, making the onboard level of efficiency become questionable.

Accurate monitoring and recording of the ship’s oily water separator is the cornerstone of righting the current tendency towards regulatory non-compliance. If the separator and the monitor are merely individually assembled components, they do not comprise a system. It means that proper checks and balances do not exist.

There is no check of the oil content in the flow through the monitor and no positive feedback of the three-way valve function.

A fully integrated system is the only effective means of achieving accurate monitoring and full compliance. “The equipment we make can easily be integrated into what we call, increased assurance systems that make, for example, an oily water separator not merely an individual piece of equipment, but rather part of an integrated and interlocked system. This includes electronic recording of the discharges, which can be connected to the ship’s LAN system,” says the white paper.

Falsifications of the record log are thus not possible when the monitoring is accurate and the discharges are recorded electronically. Mistakes are also entirely eliminated.

A Case in Point Oil in water discharges represent a case in point. Coomber notes that the use of illegal “magic pipes” to directly discharge polluted waste directly overboard continues despite the risk of huge fines and even imprisonment should the operators be caught. Falsifications of record logs often go along with this.

Mike Coomber August 2019 // Marine Log 35

Offshore Wind Block Island Wind Farm off the coast of Rhode Island

Offshore Wind

Jones Act Developments he budding U.S. offshore wind market is poised for a huge expansion. How the offshore wind industry interacts with the U.S. Jones Act will have a lot to do with how smoothly that expansion will go. Of course, that act and related laws generally reserves U.S. maritime commerce to qualified U.S.-flag vessels. However, the exact application of the Jones Act to offshore wind continues to unfold, and the U.S. Congress is considering changes in the law that could affect how the industry develops.

At the present time, the only operational U.S. offshore wind development is the fiveturbine project near Block Island, R.I., completed in 2016. Many other projects, however, are well underway. The U.S. Bureau of Ocean Energy Management has entered into 13 competitive leases from North Carolina to Massachusetts for the development of offshore wind, and more leases are in the works. The U.S. is likely to have at least 10 gigawatts of installed capacity by 2030. At an average production of 8 megawatts per turbine, that would require the installation of approximately 1,250 turbines.

What the Block Island project reaffirmed is that a foreign vessel could install a tower so long as it did so from a stationary position 36 Marine Log // August 2019

and did not transport either merchandise or passengers between two points in the United States. This principle has been amply demonstrated over the years in the oil and gas industry by stationary drill ships, installation and construction vessels.

The reason this is the case is that the Jones Act applies to the transportation of “merchandise” between two “points in the United States.” A vessel that is stationary is not transporting anything between two points.

How the tower components arrive at the work site is another matter since places on the seabed far off shore can be a “point in the United States.” We start from the proposition that a “point in the United States” is every place in U.S. physical territory. So, Boston and New Bedford, Mass., are most definitely “points in the United States.”

That physical territory also extends 3 nautical miles from the U.S. coast. Beyond the 3 miles, U.S. jurisdiction depends on particular federal laws, most especially for purposes of the Jones Act on the Outer Continental Shelf Lands Act (OCSLA).

As interpreted by federal agencies, OCLSA—to the extent it applies to renewables, which is not an entirely settled issue—makes any man-made device permanently or temporarily, attached to the U.S.

outer continental shelf (out to 200 nautical miles from the coast) a “point in the United States.” The attachment of the first foundation elements of a wind tower would then likely make such a foundation a “point” so that anything delivered to that foundation from a U.S. port would have to be transported by a qualified U.S.-flag vessel.

This is the reason that the standard working methodology for installing a wind farm in U.S. waters with a foreign installation vessel involves the use of Jones Act qualified “feeder” vessels to transport components from a U.S. staging port to the wind farm work site.

Potential issues arise, however, when the foreign installation vessel moves. In those instances, the issues, which have arisen in the oil and gas industry, may have relevance for the offshore wind industry. Specifically, Customs and Border Protection (CBP) determined in 2012 that even short movements by an installation vessel when laden with merchandise to be installed offshore was a Jones Act violation. CBP reasoned on the basis of the portion of the Jones Act that provides that it applies to “any part” of the “transportation of merchandise.”

The basic oil and gas scenario involves a platform jacket or topside or other item being delivered offshore via a Jones

Photo by Dennis Schroeder, NREL 40455

T

By Charlie Papavizas, partner and chair, Maritime Practice Group, Winston & Strawn LLP

Offshore Wind Act-qualified vessels. Because of a safety zone established around oil and gas drilling sites by law and prudence, a foreign heavy lift vessel may lift the item a short distance from the installation site outside the safety zone and then sail that short distance, often less than one kilometer, to the construction site. Vessel movement during the installation is also likely due to the unavoidable movement of the vessel on water. The lack of heavy lift capacity in the Jones Act fleet has made these scenarios problematic.

Authorization Bill Overview The U.S. House of Representatives addressed this short distance/heavy lift issue in the Coast Guard authorization bill it reported favorably on June 26, 2019 (H.R. 3409). H.R. 3409 would create a waiver process similar to the existing process for launch barges whereby a foreign heavy lift vessel could be utilized but only after a finding by the U.S. Secretary of Transportation that there are no available qualified U.S.-flag vessels. The provision is limited to “installation vessels” which must, among other things, be used “to install platform jackets” as defined under existing law.

The provision is controversial in the offshore oil and gas industry and it is an open question whether the provision will survive

the legislative process. The proposal also raises a substantial concern in the offshore wind industry because of the possibility that the provision would be interpreted to encompass lifting operations from a stationary vessel, which is currently exempt from the Jones Act. Moreover, there is concern that the waiver process is cumbersome and could impede oil and gas and wind projects by introducing a bureaucratic process where none is required now.

Another area touched on by H.R. 3409 is the concept of “vessel equipment” which CBP determined long ago does not constitute “merchandise” as defined in the Jones Act. Over time, CBP issued a number of rulings regarding “vessel equipment” which focused on the mission of the vessel.

Those rulings became controversial and so, commencing in 2009, CBP proposed the revocation and modification of a number of rulings going back as far as 1976 interpreting “vessel equipment” in the offshore context.

The matter is also the subject of ongoing federal litigation in the U.S. District Court for the District of Columbia.

One of the provisions in H.R. 3409 lists those CBP targeted rulings and would command CBP to “issue a notice, including an opportunity for public comment, on the

modification or revocation” of those rulings within 30 days of enactment.

The concept of “vessel equipment” is also important to the offshore wind industry. Items utilized by the installation vessel in constructing the tower, such as tools, might be offloaded at one tower construction site, recovered, and then unloaded at another construction site. If such tools are “vessel equipment,” then a foreign installation vessel can lawfully undertake those activities. If such tools are “merchandise,” then the items would have to be transported between “points in the United States” by a qualified U.S.-flag vessel.

Finally, H.R. 3409 would amend an existing provision of law that requires the Secretary of Transportation to maintain an inventory of U.S.-flag cable law vessels to revise the definition of covered vessels and to add “installation vessels” to that inventory.

In order for H.R. 3409 to become law, it must still be passed by the U.S. House of Representatives and the U.S. Senate and then be signed by the president. Generally, Coast Guard authorization bills are enacted in the fall of each year. How these provisions will fare in that process could have an impact on the installation of U.S. wind farms over the next few years and bear watching by all offshore industry participants.

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August 2019 // Marine Log 37

TECH NEWS

Twin Tankers

Pass Methanol Milestone Swedish ship-management company Marinvest reports that its Mari Jone and Mari Boyle, two of the first vessels powered by dual-fuel ME-LGIM (Liquid Gas Injection Methanol) engines have each passed 10,000 operating hours on methanol. Additionally, Marinvest’s combined ME-LGI-powered fleet has passed a cumulative total of 50,000 operating hours on methanol.

The two 49,999 dwt tankers are managed on-time charters for Waterfront Shipping, a subsidiary of Vancouver, Canada-headquartered Methanex, the world’s largest producer and supplier of methanol. They operate globally, providing an uninterrupted flow of methanol between storage terminals and customer plants.

“The successful passing of this significant milestone is testament to the ME-LGI’s strong concept, and indeed the strength of our dual-fuel portfolio as a whole,” said Bjarne Foldager, senior vice president-head of two-stroke business at MAN Energy Solutions, noting that there are with well over 250 sales within MAN Energy Solutions’ entire portfolio of low-speed, dual-fuel engines—all running on clean fuels such as methanol, LPG or LNG. “When int ro ducing me thanol as a two-stroke marine fuel, we encountered the usual teething problems, including 38 Marine Log // August 2019

addressing the liner lubrication because of methanol’s potentially corrosive behavior,” said René Sejer Laursen, sales and promotion manager for MAN Energy Solutions.

“However, the service experience gathered after 50,000 hours of cumulative operation has ironed all such problems out and the ME-LGI engines are now running smoothly with no maintenance issues. In fact, they are even showing an improvement in fuel efficiency.”

MAN Energy Solutions developed the ME-LGIM dual-fuel engine for operation on methanol, heavy fuel oil (HFO), marine diesel oil (MDO), or marine gas oil (MGO).

The engine is based on the company’s proven ME-series, with its approximately 5,000 engines in service, and works according to the diesel principle as methanol is a low-flashpoint, liquid fuel. When operating on methanol, the ME-LGI uses HFO, MDO, or MGO as a pilot fuel, significantly reducing emissions of CO2, NOx and SOx, and eliminates methanol slip.

Tests on the engine, when running on methanol, have recorded the same or a slightly better efficiency compared to conventional HFO-burning engines.

Marinvest, headquartered in Sweden, is a private ship manager serving investment groups that are part owners of product and chemical tankers.

These Dark Paints Beat the Heat Although white paint doesn’t look clean for long, conventional marine coatings of a darker shade absorb more heat pushing up the ship’s heating, ventilation and air conditioning requirements and fuel costs.

Now though, Nippon Paint Marine has launched its Ever Cool line of marine coatings. Introduced following extensive shipboard trials, Ever Cool is specially formulated to reduce the effect of the sun’s infrared rays on ship operations.

The temperature difference between, for example, a deck coated with conventional paint system and one with Ever Cool can be up to about 82 degrees Fahrenheit (or 28 degrees Celsius), with the specially formulated coating reflecting up to 80% of the sun’s heat, even from colored coatings.

Ever Cool requiries no special application tools or processes.

Nippon Paint Marine uses advanced formulated reflective pigments to prevent surface temperature increases and lower heat transfer through steel plate and other structures.

During tests on the compass deck of a Panamax bulk carrier, heat sensors recorded a sur face temperature of 158 degrees Fahrenheit (or 70 degrees Celsius) on conventionally coated areas and 107.6 degrees Fahrenheit (or 42 degrees Celsius) on areas applied with Ever Cool.

A similar test carried out over six months took place on the deck above a vessel’s wheelhouse. The sensors registered no solar reflecting effects during the low temperature months of January and February, but when the mercury began to rise from March, “we noticed a huge amount of solar reflectance,” said Olaf Töbke, director, Nippon Paint Marine (Europe).

Where a conventional gray polyurethane coat had a deck surface temperature of 159.8 degrees Fahrenheit (71 degrees Celsius), the gray colored Ever Cool was 73.4 degrees (23 degrees Celsius) cooler. Ever Cool in green had a temperature of 123.8 degrees ( 51 degrees Celsius) against the 147.2 degrees (64 degrees Celsius) of a similar colored epoxy.“

Photo Credit: Marinvest

View of the first-generation MAN B&W ME-LGIM engine aboard the Mari Jones. As can be seen, the engineroom is noticeably spotless

TECH NEWS

Bulk Carrier Will be Converted to Hybrid In another world first for Wärtsilä, a 60,000-dwt bulker is to be converted to hybrid operation.

Marfin Management S.A.M manages the ship, the M/V Paolo Topic, delivered by Japanese shipbuilder Onomichi Dockyard in 2016.

Under a project agreement signed last month in Monte Carlo, Monaco, Wärtsilä’s hybrid-power module, the Wärtsilä HY, will ensure the seamless integration and control of the technologies to be installed with the ship’s various existing power production systems.

A dedicated energy management system will have overall control of the engines, batteries, and power distribution and, for the first time in the maritime industry, solar panels are to be installed on the weather deck.

Special attention has been devoted in fitting the solar panels on the ship structure without creating fixed constraints to the load and unload operations. The goal of this first prototype will be to assess the solar production, bearing in mind the idea of a future integration of solar with the hybridization of the three-diesel genset, which until now were the only source of electric power on the ship.

“This new technology development,

utilizing a combination of engines, solar power and batteries, represents a milestone for the industry and is made possible by the Wärtsilä HY integration,” says Giulio Tirelli, director at Wärtsilä Marine Business. “Thanks to the fully integrated solution, we are able to raise the bar in terms of economic competitiveness and environmental performance.”

The integrated solution is expected to deliver a drastic reduction in fuel consumption and maintenance costs. This, combined with an advanced level of environmental sustainability, will, says Wärtsilä, make the Paolo Topic the “global fleet’s most technologically advanced bulk carrier.” Operational stability and increased efficiency will be ensured in all operating conditions, including loading and unloading.

“We are pleased to have found like-minded partners to bring new technology and innovative thinking onboard to help improve our environmental performance and leading the way towards a more sustainable future,” says Alex Albertini, CEO at Marfin Management.

“We will be able to provide our customers and partners with the most advanced vessel performance and environmental quality without compromising on operational effectiveness and flexibility.”

Photo credit: Wärtsilä

Paolo Topic: Conversion will include putting solar panels on weather deck

Time for Cruise Lines to Replace First-generation BWTS? French UV-based water treatment specialist Bio-UV Group has secured a contract to retrofit a BioSea ballast water treatment system to a 28,890 gt cruise ship.

Installation and commissioning will take place during the vessel’s scheduled dr ydocking in Europe this September.

A modular Bio-Sea B01-0085 system with an 85 cu.m/h flow rate will replace a competitor’s first-generation UV-type ballast water system currently installed.

With the ship set to call at San Francisco next year, the competitor system needs to be replaced with a system compliant with U.S. Coast Guard ballast water management system (BWMS) requirements.

“Operators of cruise ships fitted with first-generation BWMS technology and which are revising their cruise itineraries to include U.S. ports of call, will need to upgrade [when possible] or replace these systems with Coast Guard-approved units before they can enter U.S. waters,” said Ludovic Rouzel, BWT contracts manager, Bio-UV Group.

In March, Bio-UV Group successfully completed the retrofitting of a modular 450 cu.m/h capacity Bio-Sea unit in a 22,400 gt cruise ship Since its market introduction in 2013, Bio-UV Group has supplied some 187 Bio-Sea units to a range of ship types, including cruise ships, ferries, mega-yachts, containerships, fishing and offshore support vessels, dredges and cable layers.

It is the cruise ship market that Bio-UV Group has a particular focus on. Xavier Deval, Bio-Sea business director, said the emergent expedition cruise sec tor provides significant opportunities for Bio-Sea’s smaller capacity units, with flow rates between 10 and 90 cu.m/h.

“We also anticipate strong growth in the retrofit market as operators begin to replace non-compliant firstgeneration systems with those that are approved to meet Coast Guard and IMO D8 standards,” Deval said.

August 2019 // Marine Log 39

Newsmakers

Angelo Awarded IMO International Maritime Prize for 2018 JOSEPH J. ANGELO is to be awarded the International Maritime Organization’s prestigious International Maritime Prize for 2018. A former U.S. Coast Guard and INTERTANKO senior executive, he participated in IMO meetings for many years, providing leadership on a number of key regulatory developments. The award recognizes his invaluable contribution to the work and objectives of IMO and to the international maritime community as a whole.

JOHNALAN BRILL has joined FUELTRAX as director of data analytics to leverage operational data from the FUELTRAX user global fleet.

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PETER SUTTON has been promoted to vice president of health, safety, security and environment (HSSE) and operations integrity for Crowley Maritime Corporation’s company’s shipping business unit.

In his role, he will lead activities supporting Crowley’s commitment to safe and reliable transportation and environmental stewardship.

Prior to joining Crowley, in 2015, Sutton was a HSSE manager for Horizon Lines and a fleet security auditor for Royal Caribbean Cruises International.

Wärtsilä reports that MARCO RYAN resigned as its chief digital officer and executive vice president, and a member of the board of management with immediate effect July 18.

The Board of Directors of Fincantieri Marinette Marine Corporation named retired Navy three-star admiral RICHARD W. HUNT as president of the shipyard at its annual board meeting last week and elected former Chief of Naval Operations Adm. GARY ROUGHEAD as chairman of its board of directors. Joining the board is Rear Adm. Kevin M. Sweeney, who retired from the Navy in 2014. JAN ALLMAN remains as CEO of the shipyard.

Former AUSTAL USA SVP and CFO BRIAN LEATHERS has been named Chief Financial Officer by Philly Shipyard, which cited his “deep government contracts experience.”

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SAFETY FIRST

The Issue With Containership Fires

The Cargo Issue So what is the leading cause of fires on these ships? One prevalent belief is that most containership fires are due to misdeclared cargo, which results in improper stowage and segregation of cargoes.

The case of the MSC Flaminia and a fire on July 14, 2012, highlights the need for greater awareness of cargo stowage. At the time, the MSC Flaminia was carrying divinylbenzene (DVB), which is used in making plastic resins. When handling DVB, it’s important to make sure containers are tightly. Grounding and bonding connections should be used when transferring material to prevent static discharge, fire or explosions.

Additionally, when storing the product, it should be kept in a cool area or refrigerated tank away from high temperatures, hot pipes or direct sunlight. If it is to be stored for more than six weeks, it’s required to aerate once per week with dry air to maintain dissolved oxygen above 10 ppm.

During that voyage on the MSC Flaminia, the cargo had been sitting in the June summer sun of New Orleans for 10 days. The 44 Marine Log // August 2019

cargo was then loaded next to heated bunker tanks—a recipe for disaster.

Ineffective Equipment There are other factors that lead to fires on ships in addition to improperly storing certain types of cargoes. In yet another case, DNV-GL experienced a fire in one of its ship’s forward cargo hold on December 20, 2017.

The containers on fire could not be directly reached due to their position in the stack.

The water drenching system was activated, but was ineffective due to leaking expansion joints. Firefighters then activated the ship’s CO2 system, but the main line had a leak, preventing the hold from full CO2 flooding.

The Health Concern Fighting any fire can be a dangerous pursuit, but putting out fires in confined spaces on a ship or fires being fueled by toxic chemicals present numerous health concerns.

These toxic cargo fires also present harmful side effects to wildlife in the water and in the immediate vicinity of the ship, such as a port or terminal. This was the case with the KMTC HONG KONG in May of this year. Fire broke out on board the ship in the Port of Laem Chabang, Thailand. A subsequent explosion injured nearly 130 people.

According to a report, authorities there reportedly blamed the incident on nearly 20 containers of undeclared volatile chemicals.

Why Is This Happening?

There are a number of reasons that we are seeing such an uptick in container ship fires.

Although non-declared or misdeclared cargo is to often blame, it’s not where the problem ends.

Matthew Bonvento A licensed deck officer and Assistant Professor of Nautical Science

Shutterstock/ Nightman1965

F

ire on board. This is one of those statements that every seafarer dreads hearing. Fires have been a death knell for vessels for thousands of years since the Romans would use fire to destroy the ships of their enemies. Recently, though, there has been a rise in fires on board containerships.

This year, between January 1 and the middle of March, fires on board six ships had delayed, damaged or destroyed hundreds of cargo containers. On average, there is an estimated containership fire about every 60 days.

Unless the container is within reach of the crew, it is nearly impossible to determine the internal temperature of a container. A fire could be brewing a few containers up a stack and no one on board may know. Couple this with the limited crew sizes on ships that are larger than ever and carrying record amounts of TEUs on board, it is no wonder that we are seeing this surge in ship fires.

In response, the IMO has published MSC.1/CIRC. 1472, which requires vessels constructed after January 1, 2016, to be designed to include five or more tiers of containers with water monitors above the weather deck. The monitors are portable and can be used on board to fight fires and prevent their spread. And under SOLAS II-2 7.3.1, vessels constructed after that date are also required to carry one water mist lance.

Although this is a good start, one water mist lance will not be effective when you have more than one container on fire. If a fixed gas system is used beneath deck, it will not reach inside a sealed container that may have a growing fire inside.

Some containerships now carry thermal imaging devices as well as infrared temperature gauges. These coupled with watchstander rounds can be of tremendous assistance in detecting fires in containers before they get out of control.

Capt. Jamie Rock with the U.S. Merchant Marine Academy said containers carrying hazardous material should have independent fire detection systems. Unfortunately, not all of them do. Rock also said that practice using the container-piercing device to deliver water and other practice drills should be mandatory.

In the end, crews need to have experience with firefighting equipment in addition to having enough personnel to properly use the equipment. A stronger regulation needs to be in place to ensure that containers are actually carrying what is stated on their Bills of Lading, and shippers who do not declare hazardous cargo are properly punished.

Only in this fashion, can we begin to ensure that our seafarers’ lives are safer and that commerce continues.

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