Marine Log August 2020

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August 2020

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CONTENTS

4

24

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Crew Change Crisis Continues

16

EUROPEAN MARINE TECHNOLOGY Coping With the Present, Looking to the Future How key European suppliers are evolving their offerings, corporate structures and philosophies to stay ahead of the competition

20

NAVAL SHIPBUILDING Defense Rethink Could Mean Big Changes for Shipbuilders As House and Senate committees finalize 2020 appropriations, signs are next year’s Navy request could be very different

10 VESSEL OF THE MONTH Danish All-Electric Ferry Ellen

22

11 UPDATES • Crew Change Progress Threatened

by Positive Tests • New Sulfur Sniffing Drone Patrols Danish Waters • First West Coast LNG Bunkering Barge Will Use Existing ITB Tug

MARITIME CYBERSECURITY Beyond 2020: Cybersecurity in MTSA-Regulated Port Facilities Cybersecurity in commercial maritime has become a major concern due to potential damage to any given port facility

24

CRANES & MATERIAL HANDLERS Port and Harbor Cranes Expand Shipping Capabilities What’s the latest in marine cranes and handling systems being used at inland, coastal and overseas ports and terminals?

28

OFFSHORE U.S. Offshore Sees Rough Summer of Financials Despite a difficult year brought on by COVID-19 and a shrinking offshore market, companies like Tidewater continue to try to push through

29

COUPLINGS Vulkan Couplings Continues to Develop VULKARDAN F for Maritime Germany’s Vulkan Group has announced an innovative solution for maritime drive systems

4 INLAND WATERWAYS Fine Day For Funding 6 INDUSTRY INSIGHTS 8 WELLNESS The Detail of Hydration

15 INSIDE WASHINGTON House Passes NDAA that Bundles in Significant Maritime Provisions 42 TECH NEWS CMA CGM Newbuild is First with New Flume Stabilization System 44 NEWSMAKERS Malen-Habib Named President of American Salvage Association 48 SAFETY Technology at Sea—Why Accidents Still Occur Cover Photo Credit: Sea-Cargo

August 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG AUGUST 2020 VOL. 125, 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 GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com

Photo credit: Shutterstock.com/ Igor Kardasov

Crew Change Crisis Continues

A

s COVID-19 continues to plague the planet, there are more than half a million seafarers impacted by the ongoing crew change crisis, with approximately 300,000 mariners trapped at sea—some long after their contracts have expired. According to the International Transport Workers’ Federation, there are an equal number of unemployed seafarers waiting to join their ships who are ashore.

In late June, the Panama Maritime Authority announced that it had supported crew changes by assisting more than 4,500 people (between passengers and crew), so that they could return home safely and 271 crewmembers could then embark between March and early June.

During the same time, the Panama Ship Registry issued a notice advising that seafarers’ contracts can now be extended by a further three months and up to 17 months, where crew change is not possible due to COVID-19.

However, at the end of July, the Hong Kong Shipowners Association reported that the government had again restricted crew changes.

At present, shipping companies have already been asked to postpone or reschedule their crew change operations in Hong Kong for at least three weeks unless the operations are absolutely necessary. For essential crew change operations, there are precautionary measures in place, including requirements for seafarers to take a COVID-19 test within 48 hours before coming to Hong Kong and to take another test upon their arrival at the airport, and requiring

shipping companies and agents to provide isolated, point-to-point transportation from arrival to departure.

Tidewater Inc. recently turned its attention to its own crew change crisis and admitted that many of its seafarers have become stranded as “an inadvertent consequence of policies meant to reduce the spread of COVID-19 by restricting international travel, but it has resulted in the inability to move crews around the world to relieve and to return home crews onboard vessels today.”

Unfortunately, not everyone is adhering to crew change protocols, however. Recently, the International Chamber of Shipping (ICS) warned that some shipowners are putting at risk whatever gains the industry has made.

For months, ICS has been urging the shipping industry and national governments to adopt its health guidance and 12-step crew change protocols to ensure crew changes can be carried out. ICS has put forward the protocols to facilitate the safe rotations of seafarers. Strict adherence to these protocols has proved that seafarers are able to change over safely and keep trade flowing.

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER US EAST/WEST COAST & INTERNATIONAL David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation

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 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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2 Marine Log // August 2020

EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray John Wooldridge Michael J. Toohey Waterways Council, Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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INLAND WATERWAYS

A tow exits the east lock of the Colorado River Lock system near Matagorda, Texas.

I

t’s always a great day when funding increases, and in June, the U.S. Army Corps of Engineers’ Civil Works’ inland waterways Construction Account essentially quintupled, and the overall Civil Works budget tripled compared to the president’s budget that was released in February.

On June 13, the House Appropriations Committee approved, by a party line vote of 30 to 21, FY21 funding for Energy and Water Development (E&WD) that funds the Corps.

Overall proposed House funding for the Corps in FY21 is $7.63 billion, a decrease of $21 million below FY20’s record-setting appropriated level, but $1.7 billion above the president’s FY21 budget request.

The House bill also provided for seven new study starts and seven new construction projects to be selected by the administration, one of which is slated for inland waterways lock and dam modernization.

The Corps’ Investigations Account funding was $151 million, which is equal to the FY20 enacted level and $48 million above the FY21 request.

Funding for the Construction Account was $2.62 billion, a decrease of $61 million below FY20’s level, but $447 million above FY21’s request.

The Inland Waterways Trust Fund funding level was $90 million for a total of at least $180 million in funding for construction and major rehabilitation of inland waterways projects, with the final program level dependent on project-specific allocations to be made by the Corps.

Funding for Operations and Maintenance (O&M) was $3.84 billion, an increase of $48

4 Marine Log // August 2020

million above FY20 and $1.8 billion above the administration request.

Harbor Maintenance Trust Fund (HMTF) projects received $1.68 billion, $50 million above the FY20 level and an increase of $665 million above the administration’s request.

This represents 92% of estimated HMTF revenue, an increase of 9% above the target set by the Water Resources Reform and Development Act (WRRDA) of 2014.

The House bill provided the Corps an additional $17 billion in emergency funding to accelerate work on projects. Of the additional $17 billion, the Construction account received $10 billion to accelerate projects across all Corps mission areas, at least $3 billion of which is for inland waterways projects. The bill also provided an additional $5 billion in O&M emergency funding.

Of the House funding for FY21, Waterways Council Inc. (WCI) offered its thanks to the House Appropriations Committee, and the Energy & Water Development Subcommittee, for their work in passing a FY21 appropriations bill that funds the Corps’ Civil Works mission. The FY21 bill appropriates an amount close to the record-level funding provided to the Corps’ Civil Works mission for FY20 and an additional $17 billion in emergency infrastructure funding to significantly advance the completion of important water resources projects. A new start for the inland waterways in FY21 was also welcome news and helps to further modernize this critical transportation system.

WRDA 2020 Voted Out Also, during the same week, the House

Committee on Transportation and Infrastructure (T&I) voted the Water Resources Development Act of 2020 (WRDA 2020) favorably out of Committee.

Section 108 of the House T&I bill (H.R. 7575) addresses WCI’s top WRDA priority to adjust the cost-share for construction and major rehabilitation of inland waterways projects. The bill modifies the inland waterways project cost-share to 65% from the general fund of the Treasur y/35% from Inland Waterways Trust Fund (from 50%/50%).

The House T&I Committee’s WRDA bill’s cost-share adjustment sunsets at the end of Fiscal Year 2027 with a provision that any project that begins construction within this timeframe will carry the 65%/35% cost-share all the way through to the end of its construction.

The bill also authorizes the Gulf Intracoastal Waterway, Brazos River Floodgates, and Colorado River Locks.

WCI is grateful to the House T&I Committee for continuing the biennial process of WRDA. This bill is a step in the right direction for inland waterways infrastructure by adjusting the cost-share to 65%/35% for seven years. We look forward to working with the Committee as this bill proceeds to the House floor and then to Conference.

In early May, the Senate Environment and Public Works Committee marked up and passed its WRDA bill, known as America’s Water Infrastructure Act of 2020, which includes the Committee’s version of the WRDA bill. The Senate’s version included a permanent cost-share adjustment for construction and major rehabilitation projects at /65% General Revenue/35% IWTF with no sunset provision. At press time, no date had been set on floor time for the Senate WRDA bill.

Congress is producing good outcomes for the Corps of Engineers, whose important work will continue to prove essential as the nation’s economy recovers from COVID-19.

TRACY R. ZEA

President/CEO, Waterways Council Inc.

Photo Credit: Simon DeSoto, Colorado River lockmaster

Fine Day For Funding

INDUSTRY INSIGHTS WELCOME TO

INDUSTRY INSIGHTS, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we check back on container trends at the 10 largest ports in the U.S. according to the McCown Container Activity Index. Container imports into those ports were down 10.2% in June, a decrease from May’s 16.7% decline and above April’s 7.5% decline.

All of those are year-over-year comparisons that take into account actual seasonality.

Demand disruptions from lockdowns related to COVID-19 are now a global phenomenon, affecting many container trade lanes and evident in various other trade and freight volume metrics. June saw a reprieve in inbound U.S. volumes, but this could be temporary.

One surprise has been the increases in container rates in the two major East-West arterial lanes. Asia-North America and Asia-Europe represent half the TEU-miles in the

container shipping industry. While demand has dropped, even more capacity has been removed causing rates to spike. This runs counter to decades of carrier behavior, but it remains to be seen if this is temporary or a semipermanent change.

In June, East and Gulf Coast port volume declined 12.5% (versus a 18.9% decrease in May) while West Coast ports decreased 8.3% (versus a 14.6% decrease in May). The West Coast ports have a higher concentration of loads from China. While the East and Gulf Coast ports continue to benefit from a transition to all-water service for Asia loads following the Panama Canal expansion, June was hampered by declines in transatlantic trade which is higher at those ports. East and Gulf Coast ports were 46.1% of top 10 port volume for the last three months compared to 43.3% for 2015, the last full year before the expanded Panama Canal went into operation.

Inbound Containers Down, But Surprising Container Rate Increase East Coast

West Coast

Gulf

Ports with The Strongest Performance in June

Ports with The Weakest Performance in June

Los Angeles - down 6.8%

Charleston - down 18.9%

Oakland - up 1.9%

Houston - down 17.4%

Savannah - down 4.9%

Seattle/Tacoma - down 17%

Source: Blue Alpha Capital 6 Marine Log // August 2020

WELLNESS COLUMN

The Detail of Hydration hydration needs. Foods that turn gelatinous in water, such as chia seeds, may be especially helpful.

Medications and Disease Can Affect Hydration.

High blood pressure, diabetes, and medications, including statins, can cause bodily functions to change with dehydration as a result. Those individuals effected by diseases like diabetes, and those put on new or changed medications, need to take extra care to monitor their hydration levels. Effects of dehydration can cause symptoms like (but not limited to) dizziness, confusion, lethargy, muscle failure, loss of consciousness, and death.

8 Marine Log // August 2020

Making a Hydration Recovery Mix. is used worldwide for high volume fluid loss. The key appears to be in the relationship of water-to-salt-to sugar. While a can of soda or a similar substance tastes delicious and may be marketed with all components for good hydration, recent studies, including one published in the American Journal of Physiology in 2016, found that rehydrating with soft drinks can actually make dehydration worse.

What you hydrate with and when you hydrate are critical components to staying on your feet.

Hydrate with Small Amounts of Water Throughout the Day. Small amounts of water absorb into the intestinal track more effectively. “Drink at thirst” is a bit of advice that is under debate by researchers. Some advise waiting until you are thirsty, others say do not wait and pre-hydrate. Your decisions on when to hydrate may well depend on workload, ability to safely remove a mask, and access to a restroom on the job. The goal is not to guzzle water all at once.

Calculating Hydration is Not Just About Water Intake.

There is growing consensus that the amount of hydration needed should be tailored to your sex, size, weight, exercise level, and what you eat. Calculators for this are available on the internet. Look for one that takes multiple factors into account. Food also helps shuttle liquid through the intestinal wall. Fruits and veggies come with natural ratios of water, sodium, and sugars, and consuming them can meet up to 20% of daily

The ratio most commonly used for optimal absorption is one teaspoon (4 grams) of sugar in 2 cups of water, with a pinch of salt added. Compare this to a typical soda and you can see why more harm than help may come from a can. The critical ratios in water, sugar, and sodium need to be optimal.

Hormonal Changes and Low Levels of Salt in the Blood.

Women leading up to their cycle (luteal phase), as well as those with low levels of thyroid hormones may need to be wary of high water intake. Both circumstances can lead to an overabundance of water in the body without the corresponding salt ratio (hello salt cravings), potentially leading to a hyponatremia. High volumes of water intake at these times can cause imbalance of the water to salt ratio. These individuals need to keep an eye on their salt intake.

Hot environments bleed us dry, and new research and a better understanding of how we function are overturning the old “drink water till you drop” belief. Understanding how and when we should hydrate are critical for optimal health.

Nothing in this article constitutes medical advice. All medical advice should be sought from your friendly medical professional.

EMILY REIBLEIN

Director-Health, Safety, Security and Environment (HSSE) Crowley Logistics

Photo Credit: Shutterstock.com/ By Annnna_11

W

orkers in hot enginerooms, walking the deck plates, and on terminal pavements are more susceptible than ever to dehydration. Compounding the summer heat are new masking policies and the Sahara Dust Storms. That being said, it is a good time to reevaluate the details of how we hydrate in relationship to the latest research on dehydration.

Proper hydration is mission critical for a functioning body. Water plays an operational roll in making organs work, muscles contract, stabilizing body temperature, assimilating minerals and nutrients and so much more. Breathing, perspiration, urination, bowel movements, and even hormonal fluctuations can affect our hydration levels.

While too little water can cause death, so can too much. Hyponatremia is a condition that occurs when the balance of water and salt is out of sync. When excessively high amounts of water get consumed or we retain water, salt can become dangerously low (around 135 mEq/L) in the blood. This condition can be especially impactful to women and those with low thyroid hormones.

Dehydration occurs when fluid amounts do not meet physical needs for normal bodily functions. Replacement of fluids is not quite as easy as guzzling water. In 1969, a group of researchers in Bangladesh and India discovered that when too much water is consumed at once, it passes through the digestive track without absorbing and ultimately leaves through urination. They discovered that adding the right proportions of sugar and salt to the water allows for more effective absorption through the intestinal wall. This treatment for dehydration

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VESSEL OF THE MONTH

The E-ferry is charged from the local grid on the island of Ærø, whose electricity demand is entirely powered by wind.

Ellen: E-Ferry

I

n its first year of operation on a 22-nautical-mile route, the pioneering Danish all-electric ferry Ellen has notched up some noteworthy milestones. The ferry was built under a European Union Horizon 2020 research and initiative called the E-ferry Project, which recently released a 152-page evaluation of the ferry’s performance.

The goal of the E-ferry project was to build a full-scale prototype to demonstrate 100% emission-free sailing on a regional ferry route with an unprecedented range for a fully electric ferry.

Operating between the Danish islands of Ærø and Fynshav, the vessel was designed by Jens Kristensen Consulting Naval Architects and built by the Søby Værft shipyard. Just under 60 meters long and with a breadth of approximately 13 meters, the ferry travels at speeds of 12 to 12.5 knots, and is capable of carrying 198 passengers in summer months, with this capacity dropping to 147 during winter. It can also carry 31 cars or five trucks on its open deck.

With a 4.3 MWh nominal capacity Leclanché battery pack, the largest currently installed for maritime use, it is the first electric ferry to have no emergency back-up generator on board.

10 Marine Log // August 2020

Danfoss Editron was selected to supply the vessel’s full electric drivetrain. The company’s Editron system comprises two 750 kW propulsion motors and two 250 kW thruster motors, both driven by synchronous reluctance assisted permanent magnet technology and controlled

by DC/AC inverters. Danfoss Editron also provided the vessel’s power management system.

First Year Service Results Compared to a similar modern diesel-powered ferry, Ellen annually saves around 2,520 tons of CO2, 14.3 tons of NOx, 1.5 tons of SO2, 1.8 tons of CO and half a ton of particulate matter. The E-ferry is charged from the local grid on the island of Ærø, whose electricity demand is entirely powered by wind.

Even if Ellen were to use electricity from the usual Danish grid mix, it would still save around 2,010 tons of CO2 annually.

Ellen delivers a propulsion system efficiency that reaches 85% grid-to-propeller. This is over twice as efficient as a conventional diesel-powered ferry (tank-to-propeller) and enabled a 20% reduction in travel time compared to the diesel-powered ferry it replaced. The E-ferry consumes around 1,600 kWh per return trip,

performing better than what had been projected in the preliminary studies. This low average consumption combined with the efficiency of the Editron drivetrain system, the battery capacity of over 3.8 MWh and a fast charge of 4 MW at peak charge, proved that the E-ferry was a valid commercial alternative to its traditional diesel- and diesel-electric propelled counterparts.

Calculations show that the initial high investment costs for building the E-ferry will be compensated for after just five to eight years of operation. These calculations take into account the charging station’s cost and the possible need for replacing the battery pack twice over the ferry’s lifetime. The quick amortization means that the operator will save between 24% and 36% in operating costs compared to operating a diesel or diesel-electric ferry for the remainder of the ferry’s estimated 30-year lifetime.

An evaluation conducted by the E-ferry project team after 1,000 successful journeys, shows that Ellen has won unanimous support from her passengers. Alongside the environmental benefits, passengers have highly rated the reduced noise and completely smog-free operations that come with operating the fully electric ferry.

Photo Credit: Halfdan Abrahemsen/Horizon 2020 E-ferry Project

GOES FROM PROTOTYPE TO “GREAT PERFORMER”

UPDATE

Replacement AIDA Cruises crew at Rostock Airport

CREW CHANGE PROGRESS ACCORDING TO THE INTERNATIONAL CHAMBER OF SHIPPING (ICS) says

there are now over half a million seafarers impacted by the crew change crisis, with over 250,000 seafarers trapped at sea.

There has been progress on the issue in some places, notably Singapore and Hong Kong, but even they are now rolling back some of the concessions made as a result of a percentage of replacement crew testing positive for COVID-19 on arrival, despite having negative tests prior to departing their home countries and having supposedly been in self-quarantine prior to departure.

On July 24, the Maritime and Por t Authority of Singapore (MPA) announced enhanced safety measures. It noted that Singapore had been facilitating an average of about 300 cases of crew change per day in July under the “safe corridor” procedures as detailed in the Singapore Crew Change Guidebook developed by an industry task force.

However, it noted that Singapore had seen three cases within one week, where crewmembers scheduled to sign-on to ocean-going cargo ships were found to be COVID-19 positive upon arrival. This had prevented the shipping companies concerned from conducting successful crew changes. Resources had also had to be put in to isolate and minimize the probability of any spread of the virus to others including fellow crewmembers.

MPA is now working with the industry

task force to provide more detailed guidelines including on the need to self-isolate while serving the 14-day stay-home requirement, and to ensure accurate COVID-19 Polymerase Chain Reaction testing.

MPA also reminded industry that any shipowner, manager or agent whose crewmember is found to be COVID-19 positive whilst in Singapore for crew change will be suspended from performing any further crew changes for a stipulated period.

“Given the increasing number of crew change applications, MPA will also need to prioritize new crew change application,” said the agency. “These will include crew with expiry of contracts, which flag states are not extending further, Singapore-registered ships, and crew sign-offs.”

“As an added precaution in the Port of Singapore,” said MPA, “all shore personnel in contact with ship crew are advised to don face shields or goggles in addition to face masks and gloves when working on the ships.”

In Hong Kong, meantime, a third wave of local COVID-19 infections has prompted the government to roll back aspects of the crew change scheme introduced in early June. It will now suspend crew change arrangement for ships without cargo operation in Hong Kong until the local epidemic situation is contained.

Conditions imposed on vessels coming to Hong Kong for cargo operation include are requirement that all crewmembers remain

onboard the vessels and not go ashore with outgoing crew members also remaining on board until transportation arrangements are made for them to travel directly to the airport to board flights for their home countries.

Incoming crewmembers arriving at the airport by flights from other places should possess a negative result of a “nucleic acid test for COVID-19 conducted at an ISO 15189-accredited laboratory or a laboratory recognized by the government, where the laboratory is located with the specimen collected within 48 hours before he or she departs his place of origin for entering into Hong Kong.”

The insistence by both Hong Kong and Singapore on specific forms of COVID-19 testing may be significant given reported cases of seafarers with negative tests prior to leaving their home countries testing negative on arriving to join ship.

One recent example of this is the case of 10 AIDA Cruises crewmembers of 750 who arrived in Rostock, Germany, last month, testing positive despite negative tests before departure.

The ICS, which has issued a 12-step guide to the IMO protocols on safe crew changes, says “it is clear that some seafarers and crew and manning companies are ‘not taking seriously’ the protocol of self-imposed isolation” and warns that failing to adhere to the protocols puts at risk whatever gains the industry has made.

August 2020 // Marine Log 11

Photo Credit: Philippine Embassy Germany

THREATENED BY POSITIVE TESTS IN REPLACEMENT CREW

UPDATE

First West Coast LNG Bunkering Barge Will Use Existing ITB Tug Island Regent is the second of Island Tug & Barges recently delivered ATB tugs.

CRYOPEAK LNG SOLUTIONS CORPORATION, Richmond, B.C., has signed

Photo Credit: Island Tug & Barge

a Memorandum of Understanding with Island Tug & Barge Ltd. (ITB) to deliver LNG bunkering services in southwest British Columbia.

Cryopeak and ITB have developed a design for a 4,000-cubic-meter articulated tug and barge that is planned to be in operation in

2023. A key feature of the solution is that it will leverage one of ITB’s existing tugs, designed and built in Vancouver, to deliver LNG as a fuel to shipping companies calling to ports on the West Coast.

ITB, a subsidiary of Tidewater Canada, Inc., is the West Coast’s largest Canadian bulk transporter of refined petroleum products.

Its fleet includes two recently delivered Robert Alan designed twin Z-drive, ATB push tugs constructed at its own Annacis Island Shipyard, the second of which, Island Regent, was delivered in June last year.

“We are excited to partner with Island Tug & Barge to combine ITB’s marine operations expertise with Cryopeak’s expertise in LNG distribution and project development. We look forward to developing this initiative and supporting the use of LNG as a marine fuel on the West Coast,” said Calum McClure, CEO of Cryopeak. “This initiative supports the Port of Vancouver in joining other leading ports globally in offering LNG bunkering services.”

“ITB’s commitment to vessel modernization has set the bar for operational and safety excellence in the marine transportation of petroleum products by tug and barge,” said Adrian Samuel, president of ITB. “Through our partnership with ABS and Cryopeak, we look forward to leveraging this success and to provide efficient and reliable solutions to the LNG bunker market in Western Canada and the U.S. Pacific Northwest. ITB’s articulated tug and barge design will meet the highest standards for maneuverability and crew safety.”

12 Marine Log // August 2020

UPDATE

TIMCO Industries Introduces Temperature Entry Access System among the access protocols for vessels, shipyards and other facilities, New Albany, Ind., based TIMCO Industries has introduced a new Temperature Entry Access System (T.E.A.S.).

The American designed and manufactured T.E.A.S. is a touchless, automated, infrared temperature scanner, with essential contact tracing and datalogging capabilities.

T.E.A.S offers vital precautionary measures for workplaces, and people in public places by measuring a person’s body temperature, without contact, prior to entry to an area.

The unit’s medical grade sensor records skin temperature from about 2 feet away, with results in two seconds. An elevated temperature, indicating possible illness, triggers an alert and enables quick protective measures. Alerts can be sent in real-time via text or email, and access could be limited or denied for further evaluation, or secondary screening. … Temperature thresholds and protective measures are determined by each company’s specific health and safety protocol.

Additionally, T.E.A.S. offers optional customization to improve or integrate other functions, such as automating crew check-in/check-out, on/off vessel procedures, visitor tracking, foot traffic control in shipyards, and capacity monitoring on passenger boats. Interfacing with door entry systems, and attendance/ time clock management are other typical user customizations.

The T.E.A.S software is a secure Linux operating system. The danger of unwanted spyware that is a potential problem with similar foreign-manufactured temperature units, is not a concern for the spyware-free, U.S.-made T.E.A.S.

Scienco/FAST Gets New Certification St. Louis, Mo.-based Scienco/FAST has received U.S. Coast Guard 33CFR159 and IMO resolution MEPC.227(64) certification for its new BioBarrier MarineMBR series of Type II Sewage Treatment Plants, which joins the company’s MarineFAST product line.

By law, Type II Marine Sanitation Devices are flow through discharge devices that produces effluent having a fecal coliform bacteria count not greater than 200 per 100 milliliters and suspended solids not greater than 150 milligrams per liter. The BioBarrier Marine MBR exceeds these standards and produces 99.9% clean water.

This type of device is typically a biological or aerobic digestion-based system, however, the

newly certified BioBarrier MarineMBR uses membrane bioreactor technology engineered to treat all sources of blackwater and graywater.

The Scienco/FAST custom MarineMBR steel tank provides access for maintenance and removal of the membranes for deep cleaning or replacement and for the maintenance of the filtrate pumps and easy to access blower(s).

All penetrations for air lines, filtrate outflow and electric cables are installed below the main deck. A submersible pump is mounted on the membrane module housing and is used as the filtrate pump. The BioBarrier MarineMBR helps to meet the increasingly stringent needs of water quality standards, USCG and IMO, and is well suited for water reuse applications.

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August 2020 // Marine Log 13

7/13/20 1:26 PM

UPDATE

Callan Marine to Add Another State-of-the-Art Cutter Suction Dredge

DREDGING MARINE,

CONTRACTOR GALVESTON,

CALLAN TEXAS,

reports that construction is underway on the General Bradley, a new 28-inch cutter suction dredge that will join its fleet in 2021.

The news comes within weeks of the entry into service of the company’s new 34-inch dredge, General MacArthur.

“These two new Callan Marine dredges add significant capacity to the rapidly growing U.S.-flag fleet” said Mark Sickles, Interim

CEO and executive director of the Dredging Contractors of America. “Investment decisions of this magnitude are not made overnight, but are well considered decisions to compete in the growing navigation, shore protection and coastal restoration markets with state-of-the-art, modern U.S. vessels— vessels built in U.S. shipyards, owned by, and crewed by U.S. citizens.”

The dredge is being built by Hagler Systems at the Halimar Shipyard in Morgan City,

La., with the main engineering of the dredge design and supplying of key dredge components by APT Offshore BV. Construction is already in full progress and the dredge is anticipated to begin work in early 2021 The General Bradley is diesel-electric driven and will have three ABC 12DZC engines installed with a total of 9,260 hp. At 341 feet in length with a 6.6-foot draft, the General Bradley will focus on brown water division projects and is suited for both maintenance and capital dredging projects.

The General Bradley will join the ranks of Callan Marine’s other dredges: the General MacArthur, the 18-inch General Pershing, the 16-inch General Patton, and the 12-inch General Eisenhower.

Since 2012, the U.S. dredging industry has added seven major cutter suction dredges (CSD) to the market, says Dredging Contractors of America. With this latest announcement, there are now two more known large CSDs on the way.

A CSD pumps sediment directly to an area to be filled, frequently for coastal restoration or storm protection purposes and comprises about 60% of all dredging by volume.

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www.herber t-abs.com 14 Marine Log // August 2020

Photo credit: Callan Marine

HECSTAB Design

INSIDE WASHINGTON

House Passes NDAA With Significant Maritime Provisions

H

.R. 6395, the William M. (Mac) Thornberry National Defense Authorization Act for FY2021, was passed by the House in late July by a vote of 295 to 125. Like many complex pieces of legislation, many pieces of law making that started off with lives of their own have been wrapped into it, some of which are of considerable significance to the maritime industry.

Coast Guard Authorization Act One of these is the Elijah E. Cummings Coast Guard Authorization Act of 2020, which reauthorizes the Coast Guard and Federal Maritime Commission (FMC). It includes increased authorized funding levels, demonstration program authorizations, new report requirements, and clarifications and enhancements of Coast Guard regulatory authorities intended to help the service address the evolving needs of the maritime transportation

industry and improve execution of its 11 statutory missions.

DeFazio Amendment The NDAA also incorporates several pieces of legislation introduced

by Chair of the House Committee on Transportation and Infrastructure Peter DeFazio (D-Ore.) as an amendment that are designed to provide relief to the maritime industry during a national emergency, to increase training opportunities for merchant mariners, to authorize a new competitive grant program for projects at smaller ports and terminals, and to establish a National Shipper Advisory Committee to give U.S. importers and exporters a formal process to interact with the FMC. Introduced by DeFazio, the Maritime Transportation System Emergency Relief Act would establish a comprehensive maritime emergency relief authority to enable MARAD to provide financial assistance to stabilize and ensure the reliable functioning

of the U.S. Maritime Transportation System in the event of a national emergency or disaster, including, the current COVID-19 public health emergency.

Introduced by Subcommittee Chair Maloney, the Elijah E. Cummings Mariner Workforce Development Act establishes a merchant mariner career training loan program that will provide assistance to merchant mariners who are enrolled in a course of study to obtain or upgrade a document or license.

Introduced by Rep. Michael Bost, (R-Ill.) the Coastal and Inland Ports and Terminals Commerce Improvements Act establishes a competitive grant program for projects at smaller ports and terminals and allows privately-owned terminals to compete for assistance.

Finally, the amendment establishes a National Shipper Advisory Committee to advise the FMC on policies relating to the competitiveness, reliability, integrity, and fairness of the international ocean freight delivery system.

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August 2020 // Marine Log 15

MARINE TECHNOLOGY

Fuel cells could play a key role in helping large ships meet decarbonization goals.

COPING WITH THE PRESENT,

LOOKING TO THE FUTURE

A

round now in normal times, European marine technology companies would be putting the finishing touches to their plans for the outsize biennial mega event that is the SMM trade fair in Hamburg, Germany. Originally planned for September 8-11 this year, it had been expected to attract more than 50,000 visitors and 2,200 exhibitors. Now the coronavirus has forced SMM to be postponed until February 2-5, 2021.

Whether SMM will bounce back to its previously predicted level of support is a matter of speculation. What’s not in doubt is that European marine technology and maritime research 16 Marine Log // August 2020

is still a dominant force even in a world where most commercial ship tonnage is built in Asia.

And one reason why Hamburg is a natural focal point for a maritime mega show that has always had a strong technical focus is the continued strength of Germany as a place where maritime equipment is not only designed but, to a large extent, actually built.

According to trade association VDMA, in 2019, the German shipbuilding and shipbuilding supplier industry had some 64,500 employees in around 400 companies with an annual turnover of around $12.75 billion— with international orders accounting for 75% of supplier base sales.

Sales in the industry rose by an average of

3.9% in 2019. However, says VDMA, the picture was mixed. While 57% of supplier base businesses reported growth in 2019, another 27% saw sales drop.

VDMA attributes last year’s rise in sales to a modest recovery in world shipbuilding.

This year, of course, all the signs are that world shipbuilding activity will be down.

But the only question is by how much? This is something that will have a negative impact not only on German marine manufacturers but the entire European industry. The signs are that industry leaders are buckling in for a rough ride, but still have a clear notion of where they are headed: coming up with the solutions that will help shipping meet the

Photo Credit: ABB

By Nick Blenkey, Web Editor

MARINE TECHNOLOGY

Photo Credit: Wärtsilä

Man Energy Solutions Reacts One major player preparing to weather tough times in MAN Energy Solutions. Preparing for “a prolonged period of stagnant sales as a result of the COVID-19 pandemic,” the executive board of MAN Energy Solutions is launching what it calls a comprehensive program to ensure the future viability of the company.

Measures to be taken includes cutting nearly 4,000 jobs from its current total of nearly 14,000 employees worldwide.

The company says that “extensive costcutting and restructuring measures are the necessary next steps on the way to the company’s transformation into a solutions provider for sustainable energy supply.” In addition, the company is preparing for a prolonged period of stagnant sales as a result of the COVID-19 pandemic.

To achieve this, the company plans to cut its costs by EUR 450 million euros (about $521 million) and increase its operational flexibility, among other objectives. The aim is to achieve an operating margin of 9% and improve the company’s cash and liquidity position by 2023, even taking the global economic impact of COVID-19 into account.

The program will also focus on reducing the cost of materials and equipment, optimizing the service network, streamlining the product range, cutting costs within the group functions, and focusing research and development on next-generation technologies.

This was announced in June 2018, when the company, then MAN Diesel and Turbo, rebranded as MAN Energy Solutions to mark its transformation from a component supplier to provider of sustainable energy solutions.

These new solutions are expected to account for 50% of its business by 2030.

Other major European suppliers, in one way or another, are on similar paths. A common thread has been a focus on digitalization and connectivity and, very importantly, on responding to the needs of a world maritime industry that is increasingly prioritizing sustainability and decarbonization. Earlier this year, Palle B. Laursen, Maersk chief technical officer, said that the company had set itself a target of becoming carbon neutral by 2050 and that “to bring this ambition to life, we need to bring the first commercially viable carbon neutral vessel into operation by 2030.”

What does all this translate into in terms of technology and European companies’ ability to stay ahead of the curve? It may be useful to look at what’s happening at both ends of the vessel size spectrum. Put simply, it’s comparatively simple to make a small vessel, such as a short-run passenger ferry, emissions-free and developments here are racing ahead. Large oceangoing vessels are a tougher nut to crack.

European marine suppliers focus on world markets: A fully integrated propulsion system from Wärtsilä will give essential reliability for new Mauritius cargo ship being built in China..

For the foreseeable future, the prime mover of choice for large ships will likely continue to be large two-stroke engines. What will change will be the fuel they burn. The two most promising zero carbon fuels are widely identified as ammonia and hydrogen.

MAN Energy Solutions said last year that an ammonia-compatible version of its dualfuel marine engine would be available in two to four years, and that ammonia fueled twostroke auxiliary engines would be feasible.

Wärtsilä, meantime, reported earlier this year that it had initiated combustion trials using ammonia. As part of the tests, ammonia was injected into a combustion research unit to better understand its properties. Based on initial results, the tests will be continued on both dual-fuel and spark-ignited gas engines. These will be followed by field tests, in collaboration with shipowners from 2022.

Since then, Wärtsilä has reported that the world’s first long-term, full-scale test of ammonia as fuel in a marine four-stroke engine is planned to start in the first quarter of next year.

The project brings together Wärtsilä, Norway’s Knutsen OAS Shipping AS and Spanish energy company Repsol. It is being backed with a NOK 20 million (about US $2 million) grant from the Norwegian Research Council. The tests will take place at the Sustainable Energy Catapult Center’s testing facilities in Stord, Norway.

Ammonia is hardly a sweetheart of a fuel.

“It ignites and burns poorly compared to other fuels and is toxic and corrosive, making safe handling and storage important,” notes Wärtsilä. “Burning ammonia could also lead to higher NOx emissions unless controlled either by aftertreatment or by optimizing the combustion process.”

All of these, though, are problems that engineers can solve, because that’s what engineers do. The real obstacles to widespread adoption of ammonia, and for that matter hydrogen, as marine fuels relate to creating industrial scale production of non fossil-fuel derived green hydrogen and green ammonia. And when that has been achieved, a worldwide bunkering network to get these fuels to ports and ships will have to be built. That last problem is one that had to be resolved to make LNG a commercially viable marine fuel.

Buying Time With LNG While LNG may not be zero carbon, it is arguably the cleanest currently available fuel delivering a significant reduction in GHG emissions. At the start of this year, according to SEA\LNG, there were 175 LNG-fueled ships in operation worldwide, excluding the 600 strong LNG carrier fleet, the majority of which are LNG-fueled, and over 200 ships on order.

This is still a relatively small proportion of the world fleet, but a rapidly growing proportion of new ships on order is LNG fueled, with ever larger vessels such as containerships and bulk carriers being ordered as either LNG fueled or LNG ready.

This growth is likely to be beneficial to specialist European suppliers, including Parisheadquartered GTT, hands down the world’s leading designer of LNG containment systems, which now offers a broad range of services related to LNG as fuel as well as cargo. Meantime, Wärtsilä has also carved out a significant niche in this area with its LNGPac, a complete LNG fuel gas handling system that includes the bunkering station, LNG tank and related process equipment as well as the control and August 2020 // Marine Log 17

MARINE TECHNOLOGY monitoring system.

MAN Cryo, a Swedish-based subsidiary MAN Energy Solutions, has also been winning an increasing number of orders, including one booked earlier this year for the fuel gas supply system for two LNG-fueled icebreaking RO/ ROs on order at China’s Yantai CIMC Raffles shipyard for Sweden’s Wallenius SOL.

Hydrogen What about that other zero-carbon fuel: hydrogen? For the most part attention has focused on its application in fuel cells. However, it can also be burned in internal combustion engines and since 2017 Belgian shipping giant Compagnie Maritime Belge (CMB) has been operating a 16-passenger catamaran ferry powered by a liquid hydrogen fueled combustion engine. CMB has since partnered with ABC Engines to created BeHydro, a joint venture that focuses on the development, design and marketing of medium speed hydrogen combustion engines (monofuel hydrogen and dual fuel hydrogendiesel). Commercial launch of BeHydro’s first hydrogen medium speed engine was planned to be in the course of 2020.

Most people, though, still see fuel cells as the most practical path to hydrogen application— and generally in smaller vessels. ABB, though, has its eyes set on larger vessels. It has signed a Memorandum of Understanding (MOU) with Hydrogène de France to jointly manufacture megawatt-scale fuel cell systems capable of powering ocean-going vessels.

The MOU builds on an existing collaboration between ABB and Ballard Power Systems, a leading global provider of proton exchange membrane (PEM) fuel cell solutions and will be based on a megawatt-scale fuel cell power plant jointly developed by ABB and Ballard.

Rotor Sails Sea-Cargo is preparing to retrofit a ship with world’s first tiltable Norsepower rotor sails (see this issue’s cover). Norwegian multipurpose vessel operator Sea-Cargo is to retrofit its 1997-built RO/RO SC Connector with rotor sails and a battery pack. Installation is scheduled for fourth quarter 2020 and Sea-Cargo says that, in good wind conditions, the sailing hybrid vessel will maintain regular service speed by sail alone.

Sea-Cargo has developed a new and unique technology that allows the sails to be raised and lowered while sailing. This tilt feature is designed for the extreme conditions in the North Sea, and allows the vessel to get under bridges, overhead powerlines and into port.

After Zero Emission Ferries In the ferries sector in particular, with the help of clean, wind generated shoreside power, 18 Marine Log // August 2020

several Scandinavian operators have been moving on from battery-hybrid solutions to zero emissions, fully battery powered vessels. The next logical step is autonomous operation.

With the help of about $12.8 million in government funding, ASKO Maritime a subsidiary group of Norges Gruppen ASA, one of the largest players in the Norwegian retail segment, has signed contracts for construction and supply of two autonomous electric freight ferries, with an option for two more.

The vessels have been designed by Naval Dynamics Norway and incorporate Kongsberg Maritime systems. The 67 meter long vessels will initially be delivered as fully-electric transport ferries, powered by an 1,846 kWh capacity battery. After commissioning of autonomous equipment and field trials, they will operate as fully autonomous ferries able transport 16 fully loaded Standard EU trailers in one trip across the Oslo Fjord. They will be built to DNV GL classification and will be flagged in Norway. However, they will be built in India’s Cochin Shipyard.

Propulsion Solutions Whatever the source, power to push ships through water has to be delivered to a propulsion system—and European specialists in this area continue to refine their products.

Except in some specialized areas, for most operators things like fuel cells remain on the horizon. Meantime, they are looking at ways in which they can optimize current designs and European manufacturers continue to refine their product lines, often building on generations of tradition and experience.

One example of this comes from Hameln, Germany, headquartered Reintjes Power Train Solutions, exclusively distributed by Karl Senner in North America. Responding to the increasing interest in hybrid drives, it has developed a new, electrically driven hybrid system solution for gearboxes that provides vessels with the possibility of traveling efficiently at reduced speed.

These hybrid systems provide for a much more efficient operation because they enable the vessel to travel at a speed below the main engine idle speed. The electric drive is aimed at achieving smooth running, less noise and low energy consumption. In order to enable easy installation, the combined electric motor and generator are already flanged to the gearbox and the complete system is supplied with a frequency converter.

Steerprop Emphasizes R&D “As we’re concentrating on creating more efficient propulsors, we plan to lower mechanical losses and improve propulsion efficiency with high-quality propeller designs

and by optimizing the shapes of underwater parts,” writes Jari Vanhatalo R&D Design Team Manager at Finnish propulsion specialist Steerprop, exclusively distributed by Karl Senner in North America, in a recent blog post. “Our gear design specialists, technical analysts and hydrodynamists are working hard toward this end. As we create more efficient propulsion units, we are creating more environmentally friendly solutions, while also providing better returns through lower fuel consumption.”

“The reliability of our propulsors is essential,” says Vanhatalo. “They are used in critical operations, where any interruption can cause huge losses.”

Like other propulsion specialists, Steerprop is responding to the increasing demand for electric drive systems and leveraging the advantage of in integrated permanent magnet motors that offers much better efficiency compared to a traditional induction electric motor.

The Voith Schneider Propeller With growing demand for electric propulsion solutions, the Voith Group is pushing ahead with the continuous electrification of its proven drive technologies and has now launched an electric version of its well-known Voith Schneider Propeller (VSP).

The core principle of the VSP, the combination of drive and control in one unit, has been continuously developed and perfected over the last 90 years.

Among the advantages claimed for the new eVSP are high efficiency and the reduction of complexity. It uses a PM synchronous motor that is integrated in the propeller. The complete omission of gears reduces noise to a minimum and frees up critical space on the ship.

The drive system combines the technology of the VSP with over a decade of electrical know-how of the Voith Inline Thruster (VIT).

“With the electric Voith Schneider Propeller, we are making an important contribution to the electrification of the driveline in marine applications and thus to even more resource-saving shipping,” says Dr. Dirk Juergens, vice president of research and development for marine applications at Voith. “The new eVSP was developed for this purpose for all applications involved in the mobility revolution, such as offshore supply vessels, tugs and ferries.”

In addition, the eVSP offers ship operators future security through a high degree of flexibility in the choice of power generation (energy source) as well as low maintenance requirements thanks to its robust design.

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FUELS AND LUBES NAVAL SHIPBUILDING

DEFENSE RETHINK COULD MEAN

BIG CHANGES FOR SHIPBUILDERS

B

oth the House and Senate have now passed their versions of the National Defense Authorization Act. As this was written, the two measures were headed for reconciliation, but so far as Navy shipbuilding is concerned, there are no vastly major differences in the two versions.

One thing that is clear is that whatever emerges in the final bill will likely be some sort of placeholder that keeps things rolling, while requirements for potentially dramatic changes in force structure evolve.

The House bill provides $22.3 billion to procure nine Navy ships, $2.4 billion above the administration request. Funds are provided for two DDG-51 guided missile destroyers, the initial Columbia Class submarine, two SSN-774 Virginia class attack submarines, one Frigate, 20 Marine Log // August 2020

one LPD-17 Flight II, and two towing, salvage, and rescue ships. The Senate version of things provides $21.3 billion for shipbuilding, $1.4 billion above the request. One major difference between the two is that while the House version fully funds two attack submarines, keeping up the two boats a year pace at which the program has been proceeding, the Senate only funds advance procurement of materials for the second.

Interestingly, in its report accompanying the bill, the Senate Appropriations Committee says: “The committee recognizes that this additional submarine was the Chief of Naval Operations’ top unfunded priority for fiscal year 2021. If this level of support continues, the committee expects the Navy to budget accordingly in its fiscal year 2022 future years defense program submission.”

For many years now, Pentagon top brass have

produced unfunded priorities lists that essentially telegraph the items that they think they really, really need but that the Office of Management of Budget won’t let them put in the budget. The hope is that this will prompt Congress to add the money in. Is this a sign that some in the Senate no longer want to play along?

“The committee recommends a provision that would require that certain technical conditions be met prior to Milestone B approval for medium and large unmanned surface vessels.

“The committee notes that the budget request provides for the prototyping and testing of Medium and Large Unmanned Surface Vessels (MUSVs and LUSVs), including procurement of up to two additional LUSVs in conjunction with a Strategic Capabilities Office (SCO) initiative. The committee understands that the four LUSVs procured by the SCO beginning in fiscal year 2018, at

Photo Credit: Lance Davis/HII

The Navy’s newest amphibious assault ship, USS Tripoli (LHA 7), departed from Ingalls Shipbuilding division last month, sailing to its homeport in San Diego. Tripoli enters the Pascagoula River channel passing guided missile destroyer Delbert D. Black (DDG 119), which has been delivered to the Navy by Ingalls, and will sail away later this year.

NAVAL SHIPBUILDING

a cost of more than $510 million, are sufficient to achieve the objectives of the SCO initiative, which is to be completed in the fourth quarter of fiscal year 2021.

“The committee further notes that the budget request includes plans to award the LUSV Detail Design and Construction (DD&C) contract in fiscal year 2022 and transition LUSV to a program of record in fiscal year 2023.

“The committee remains concerned that the budget request’s concurrent approach to LUSV design, technology development, and integration as well as a limited understanding of the LUSV concept of employment, requirements, and reliability for envisioned missions pose excessive acquisition risk for additional LUSV procurement in fiscal year 2021. The committee is also concerned by the unclear policy implications of LUSVs, including

ill-defined international unmanned surface vessel standards and the legal status of armed or potentially armed LUSVs. Additionally, the committee notes that the Navy’s most recent shipbuilding plan, “Report to Congress on the Annual Long-Range Plan for Construction of Naval Vessels for Fiscal Year 2020,” acknowledges similar issues: “Unmanned and optionally-manned systems are not accounted for in the overall battle force. ... The physical challenges of extended operations at sea across the spectrum of competition and conflict, the concepts of operations for these platforms, and the policy challenges associated with employing deadly force from autonomous vehicles must be well understood prior to replacing accountable battle force ships.”

The committee believes that further procurement of MUSVs and LUSVs should occur only after the lessons learned from the current SCO initiative have been incorporated into the system specification and additional risk reduction actions are taken.

“A specific area of technical concern for the committee is the Navy requirement for MUSVs and LUSVs to operate continuously at sea for at least 30 days without preventative maintenance, corrective maintenance, or emergent repairs.

The committee is unaware of any unmanned vessel of the size or complexity envisioned for MUSV or LUSV that has demonstrated at least 30 days of such operation.

“The committee understands that the SCO prototype vessels that are intended to provide risk reduction for this program have demonstrated between two to three days of continuous operation. The committee also understands that the SCO vessels are approximately 25% the size by tonnage of a LUSV, which may limit the applicability of lessons learned and risk reduction from the SCO vessels to the MUSV and LUSV programs.

“Among other critical subsystems, the committee views the main engines and electrical generators as key USV mechanical and electrical subsystems whose reliability is critical to ensuring successful operations at sea for at least 30 continuous days.

“Accordingly, this provision would require at least two main engines and electrical generators, including ancillary equipment, to be formally qualified by the Navy, including a successful demonstration of at least 30 days of continuous operation prior to the LUSV or MUSV Milestone B approval and would require the use of such engines and generators in future USVs. The provision would also require the Senior Technical Authority and Milestone Decision Authority to take additional actions related to reducing the technical risk of these programs prior to a Milestone B approval.

“The committee views the qualification of

these critical subsystems as an essential prototyping step necessary to provide a solid technical foundation for the MUSV and LUSV programs.”

Big Changes Ahead?

Unmanned surface vessels are something that need keeping under scrutiny because they underscore that the Navy of the not so distant future may look a lot different. A recent Congressional Research Service Report (CRS), released June 3, spells out some of what’s already in play.

Right now, the Navy is mandated to achieving and maintaining a fleet of 355 ships of certain types and numbers. The Navy’s 355ship force-level goal is the result of a Force Structure Assessment (FSA) conducted by the Navy in 2016.

According to the CRS report, a new FSA, referred to as the Integrated Naval FSA (INFSA), was expected to be published sometime during the spring of 2020.

“Statements from Department of the Navy (DON) officials suggest that the INFSA could result in a once-in-a-generation change in the Navy’s fleet architecture, meaning the mix of ships that make up the Navy,” says the CRS report. “DON officials suggest that the INFSA could shift the fleet to a more distributed architecture that includes a reduced proportion of larger ships, an increased proportion of smaller ships, and a newly created category of large USVs and large unmanned underwater vehicles. Such a change in fleet architecture could alter the mix of ships to be procured for the Navy and the distribution of Navy shipbuilding work among the nation’s shipyards.”

The CRS report says that statements from Navy officials in the early months of 2020 suggested that the INFSA could result in a new Navy force-level goal for a fleet of about 390 manned ships, plus about 45 unmanned or optionally manned ships, for a total of about 435 manned and unmanned or optionally manned ships.

However, the CRS report notes that the INFSA has been delayed repeatedly and that recent reports are that Secretary of Defense Mark Esper and the Cost Assessment and Program Evaluation (CAPE) office within the Office of the Secretary of Defense have been reviewing the INFSA and conducting their own analysis of future Navy force structure requirements, and that the INFSA will not be released until OSD completes its review and analysis. OSD’s study of future Navy forcelevel requirements reportedly recommends a fleet with, among other things, 68 or 69 nuclearpowered attack submarines (SSNs), nine aircraft carriers, 80 to 90 large surface combatants, 55 to 70 small surface combatants, 65 unmanned or lightly manned surface vehicles, and 50 extra-large unmanned underwater vehicles.

August 2020 // Marine Log 21

OFFSHORE CYBERSECURITY

BEYOND 2020: Cybersecurity in MTSA-Regulated Port Facilities

By Brian A. Shajari and Ian Bramson, ABS Group

Navigating Changes The many issues faced concerning cybersecurity are issues that could affect ports, petrochemical facilities and vessels at sea that rely on networks for communications and navigation. Protecting these systems and networks is vital to protecting intracoastal waterways, ports and other facets of this network that 22 Marine Log // August 2020

support so much of the nation’s economy and the daily needs of shipping throughout the world. As the marine industry faces increasing levels of cyber attacks, the lack of a standardized response system means there is currently an underreporting of cyber incidents and no clear guidance as to which authority should be notified in the event of a cyber incident.

Additionally, the absence of integrated cybersecurity plans into existing security programs in facilities regulated by the Maritime Transportation Security Act (MTSA) enforced after September 11 has created a culture of confusion as to how to develop the appropriate cybersecurity controls among port management and defend the nation’s most critical energy producers and shipping assets.

Knowing how to prevent a cyber incident requires vigilance in understanding the consequences of a cyber attack. It also requires developing mitigation strategies to prevent an

attack altogether or, should an incident occur, quickly and confidently respond to it.

MTSA Regulated Facilities Regulatory bodies now recognize the threat cyber poses to the physical security of maritime facilities. The U.S. Coast Guard recently released Navigation and Vessel Inspection Circular (NVIC) 01-20, titled Guidelines for Addressing Cyber Risks at Maritime Transportation Act (MTSA) Regulated Facilities. Much like all NVICs, this one provides recommendations for facility security officers (FSOs) to implement and maintain a good, solid cybersecurity program at their respective facilities.

The FSO’s role is at the heart of a facility’s security program; therefore, they will be looked to for answering questions pertaining to cybersecurity as it relates to physical security and securing industrial control systems.

The Coast Guard’s NVIC guidance sounds

Photo Credit: ABS Group

I

n recent years, cybersecurity in the commercial maritime sector has become a major concern due to the potential physical damage that could be inflicted to any given port facility on U.S. waterways and the Outer Continental Shelf. Following the terrorist attacks of September 11, 2001, U.S. government agencies recognized the vulnerability of critical facilities and infrastructure such as ports and terminals, which could lead to major disruption with serious safety, financial and environmental consequences.

CYBERSECURITY The NIST Cybersecurity Framework categorizes cybersecurity activities into five functions: Identify, Protect, Detect, Respond and Recover.

ideal and practical. For many FSOs at smaller facilities, this guidance appears as if the content finally gives them direction about cybersecurity. However, when one typically discusses cybersecurity within port facilities, the topic is sometimes met with confusion and with the ever-growing question of “what does the FSO have to do with this? This is for the IT department.”

Luckily for the FSOs and their respective staff, the NVIC has outlined 15 major points that directly correlate to their existing duties as outlined in the Department of Homeland Security’s regulation 33 Code of Federal Regulations (CFR) 105, which outlines maritime security for facilities. Breaking down cybersecurity requirements and mapping them over to existing regulations not only demystifies cybersecurity, but also helps FSOs and their support staff understand their individual roles in implementing cybersecurity as part of operational safety—and most importantly, how to tackle the issue at their facility.

An important factor to consider with the new NVIC is the informed references (or backing) that the content relies on. For years, National Institute of Standards and Technology (NIST) has been recognized as a reliable source for the development and maintenance of a thorough cybersecurity program. As such, the Coast Guard uses NIST Special Publication (SP) 800-82, Revision 2 as a reference to back up the NVIC. This publication addresses the many responsibilities that FSOs are already familiar with: assessments, security protocols, access control, personnel vetting, monitoring and other aspects of the daily functions and duties of security personnel within an

MTSA-regulated facility.

It is important to use same verbiage and maintain the same security practices, as this helps the FSO understand what cybersecurity means to them and their facility. Most importantly, uniform verbiage and processes prevent confusion and help operational security professionals assess their vulnerabilities.

Cyber Risk Management Risk management is another major factor behind cybersecurity in the maritime sector, most especially at MTSA-regulated facilities.

Reducing the risk of a major accident or preventing the loss of an essential service often requires the application of process control and safety systems. Therefore, major risk reduction or continuity of essential services may depend on the correct functioning of these systems. In the context of cybersecurity, these systems are often called industrial control systems (ICS) or operational technology (OT), which are terms that FSOs are now becoming familiar with.

To reduce risk and the overall threat of a cyber attack, facility security personnel should first carry out a vital step that they are already accustomed to: performing an assessment.

Conducting a cybersecurity assessment aimed at finding what the major gaps are within a facility’s cyber-enabled systems and networks is fundamental to establish a cybersecurity program. Most importantly, an assessment meets an essential requirement of NVIC 01-20: to carry out an assessment and include cybersecurity into the facility security program.

Including as either an annex to the facility security plan (FSP) or as a separate plan will be a requirement for MTSA-regulated facilities by

September 2021. However, some internal barriers may exist for the FSO that could hinder the desire to set up an integrated cybersecurity program. This includes pushback from higher, corporate IT staff or management. It is, therefore, important that the FSO incorporate these individuals into the existing security program and educate them on the guidance and requirements set forth in NVIC 01-20.

During the assessment process, the FSO (and supporting staff) will begin to see the correlation to their existing duties and the level of effort that is required to establish an effective cybersecurity program, which will not be much if the NVIC guidance is followed. Additionally, they will begin to understand a key factor: although cybersecurity is not complicated, it is a tedious process much like enforcing the existing regulations in 33 CFR 105. The assessment should concentrate on the obvious industrial control systems and the cyber-enabled equipment that supports daily facility operations.

Additionally, the assessment should gauge the level of knowledge that facility security and operations personnel have about integrating cybersecurity into an existing FSP. Sound familiar? A third-party assessor tests this same type of knowledge during a physical security assessment. Cybersecurity knowledge should be tested using the same process.

Finally, drills and exercises (that are already required for facilities) should include cybersecurity injects on a regular basis. This accomplishes two major steps in establishing a comprehensive cybersecurity program with a training component—it helps familiarize facility security personnel with cybersecurity, including the terms and threats that they will likely need to respond to and defend against.

How about establishing and testing incident response plans to cyber incidents? Yes, the IT staff may have that covered, but have they practiced it in a drill or exercise at the facility?

Additionally, have they used the ICS for testing incident response to a cyber incident? If not, this should be considered because it combines knowledge of both the FSO and IT staff and bridges any gaps between them.

Journey to Compliance What lies ahead for MTSA-regulated facilities? The obvious answer is compliance in accordance with NVIC 01-20 and conducting a cybersecurity assessment so you can integrate the plan into your existing physical security program. By correlating existing duties over to cybersecurity, through use of the NVIC and recognized industry references (NIST SP 800-82, Rev 2 and other NIST references), a cybersecurity program can be easily established and maintained beyond 2020.

August 2020 // Marine Log 23

PORTCRANES CRANES PORT

PORT AND HARBOR CRANES

EXPAND SHIPPING CAPABILITIES

C

ranes and material handlers—it’s something we haven’t written a whole lot about in Marine Log. Nonetheless, they are an essential part of shoreside shipping, whether they are at a container terminal on a coast or at inland ports to for loading and unloading barges. And as with many moving parts in any industry, crane technology is continually evolving.

In early July, two new mobile harbor cranes built by Konecranes Gottwald based in Finland were delivered to the Port of Savannah’s Ocean Terminal as the Georgia Ports Authority (GPA) expands its container-handling and berth capacity. Measuring 243-feet from ground level 24 Marine Log // August 2020

to boom tip, the cranes will offload containers from vessels carrying up to 4,800 twenty-foot equivalent (TEU) container units.

“We’re developing this into a niche terminal that will provide the highest priority and service to vessels in this class,” said GPA Executive Director Griff Lynch. “Expanded container service at Ocean Terminal could start as early as this year.”

Ships of up to 4,800 TEU capacity were previously served at Garden City Terminal’s Berth 1, which is slated to undergo renovation to straighten a bend. The berth renovation at Savannah’s main container port is necessary to accommodate additional 14,000-TEU ships.

Berth 1 construction, when complete in 2023, will allow the GPA to handle four 14,000-TEU

vessels simultaneously.

With a lift capacity of 125 tons, the mobile harbor cranes can be configured to handle either containers or breakbulk cargo. Productivity is expected to be between 22 and 30 moves per hour.

Additionally, a portion of the docks at Ocean Terminal is being revamped for container ships, and new storage space will be added on the terminal. By the end of 2020, the renovation project will deliver improvements to Berth 18, an expanded container yard for dry and refrigerated boxes, eight new rubber-tired gantry cranes, and a new truck gate with direct access to Interstate 516. The expanded container terminal will

Photo Credit: Stephen B. Morton/Georgia Ports Authority

By Heather Ervin, Editor in Chief

The first of two mobile harbor cranes is offloaded at the Port of Savannah’s Ocean Terminal, June 30, 2020. Two new mobile harbor cranes will allow the Georgia Ports Authority to grow container-handling services on the 200-acre facility.

PORT CRANES The vessel BBS Fiji unloads two new mobile harbor cranes at the Georgia Ports Authority’s Ocean Terminal on June 30 in Savannah, Ga.

have an annual capacity of 225,000 TEUs.

Photo Credit: Stephen B. Morton/Georgia Ports Authority (left); Konecranes (right)

Port of South Louisiana Acquires Cranes for Globalplex In June, the Port of South Louisiana also partnered with Konecranes Gottwald. The 54-mile port district on the Mississippi River between New Orleans and Baton Rouge, ordered two Konecranes Gottwald Model 6 Portal Harbor Cranes for its public facility, Globalplex Intermodal Terminal (Globalplex). With commissioning planned for September 2021, the cranes will increase capacity for bulk materials and add flexibility for future handling of containers and project cargo. The purchase of the $12.72 million cranes was funded in part (90%) by $11.448 million from LA DOTD’s Port Construction and Development Priority Program.

The Port of South Louisiana is America’s largest-tonnage sea gateway for international trade. With increased throughput tonnage and the need for efficiency, Globalplex, located in Reserve, La., and on the east bank of the Mississippi River, saw the need for new, updated equipment. Konecranes will be providing the required high-performance and robust port equipment that would handle the large cargo volume and years of continuous use.

The two new cranes, Konecranes Gottwald Portal Harbor Cranes in the G HSK 6548 B four-rope variant, have a maximum lifting capacity of 125 tons. These flexible machines offer the potential for continuous-duty bulk material handling or heavy project cargo, but they’ll also include a boom-top cable reel to operate electric spreaders for container handling. Included are smart crane features such as cargo-hold totalizer, hoisting-height and working-range assistants. Further, web reporting

The Port of South Louisiana recently ordered two Konecranes Gottwald Model 6 Portal Harbor Cranes.

and remote desktop control utilize the latest technology that adds ergonomics, efficiency, and safety to crane operation and performance.

Mounted on customized portals, the cranes will use existing rail infrastructure. In order to minimize downtime, the order includes a large spare part package so that their own technicians can complete maintenance and some repairs quickly.

Sennebogen’s “Gentle Giant” Finds Home at Turkish Port Also in June, the world’s largest purpose-built material handler, a 460-ton giant, recently joined the ranks of working port machines.

The Sennebogen 895 E-Series Hybrid, one of Stanley, N.C.-based Sennebogen’s many cranes being used for marine applications, was commissioned in October 2019 for the Tosyali Holdings fleet, at the Mediterranean Port of Iskenderun in Turkey.

Since then, the 895 has been moving massive amounts of scrap metals around the clock, every day. Electrically powered, the machine never needs to take a break for refueling.

Everything about this machine is big and record-breaking. A convoy of 16 trucks transported the machine to Turkey. Sennebogen’s Turkish distributor, Forsen Machinery, required only a few days to assemble its crawler platform, configure the set-up for Tosyali, and test run the 670 HP (500 kW) drive. Fitted with a 13-yard orange peel grapple, it can reach out to 130 feet (40 meters) to grab 12 tons (10,900 kg) of scrap on every bite from the holds of panamax and post-panamax ships. Its operators move quickly, perched in the highly responsive and accurate elevating Skylift cab as much as 72 feet (22 meters) above ground level.

It also allows for surprisingly quick cycle times.

“We handle 10,000,000 tons a year in this port alone,” says Harun Karaarslan, Tosyali’s Technical Port Director at Iskenderun, in one of the Turkey’s largest metal producing areas. “Our machines are in constant use. We rely on our fleet to be producing constantly— downtime would be fatal.” The 895 material handler, of course, does not produce that entire throughput alone. Tosyali’s facility operates a total of seven material handlers, including two 600,000-pound (270,000 kg) Sennebogen 880 EQ balance cranes. Both the 880s also run on electric drive. These machines, says Karaarslan, were a big part of Tosyali’s confidence in moving up to the 895.

“Green Hybrid” Energy Savings The reason for the cost savings is the distinctive Green Hybrid energy re-capture system engineered into the 895’s boom hydraulics. A pair of large hydraulic cylinders is mounted to either side of the main lifting cylinders.

On each down stroke of the boom, the Green Hybrid cylinders hydraulically compress the gas in the storage modules at the rear of the upper carriage. On the next lift cycle, the compressed gas is released to give the lift cylinders a power assist, effectively offsetting the boom’s own weight, much as a compressed spring generates energy when it’s released. As a result, the re-capture system saves up to 55% of the energy for every lift, all day long.

The operator’s viewpoint from the elevated cab is ideal for loading and unloading bulk goods deep inside ships’ hulls. Cameras mounted behind and on the right-hand side of the cab provide the operator with the August 2020 // Marine Log 25

PORT CRANES 360-degree view of the entire work zone, allowing faster cycle and travel time, safely.

Sennebogen also offers a third camera location on the business end of the stick, near the grapple, for direct view inside holds, hoppers and other conveyor equipment.

The electric version of the giant 895 Hybrid E-Series material handler in the Port of Iskenderun, with a 130-foot (40-meter) reach.

Record Crane Assembly For E-Crane

Condition Based Maintenance Management In addition to ship’s cranes, the product line of cargo and load handling solutions specialist MacGregor also includes small- and mediumsized port cranes. Against the background of the COVID-19 pandemic, MacGregor is seeing increased interest in condition-based information as owners and operators realize the benefits of original equipment manufacturer support in the digital age.

“As an industry, we are moving towards predictive tools, which will help to eliminate unplanned downtime, ultimately reduce maintenance costs and increase revenue and profitability,” says Dennis Mol, vice president, digital and business transformation at MacGregor, a part of Helsinki, Findland-based Cargotec.

He says MacGregor’s extensive knowledge is being channeled into developing algorithms 26 Marine Log // August 2020

E-Crane assembly is completed at North American Aggregates in New Jersey. that can predict when certain equipment requires maintenance based on use and condition, rather than relying on conventional time-based service schedules. Digital advances in this arena include OnWatch Scout, with three merchant and offshore pilots currently in operation and more awaiting installation.

“High quality, accurate, predictive maintenance is possibly one of the most important elements of service provision,” says Mol. “OnWatch Scout is a predictive tool developed to ensure that equipment is able to operate more or less continuously. It detects variations in the behavior of components and predicts if something might happen. We then have the ability to notify the customer and advise them of the preventative steps that need to be taken to avoid component failure.

OnWatch Scout’s Crane Connection Future development plans include extension of the OnWatch Scout capability beyond cargo and load handling cranes to include hatch covers, deck machinery and other critical equipment and systems.

Making expert knowledge available to customers through simulation-based training is another information-based capability that enhances crew capabilities, operational safety and equipment reliability.

“Whereas OnWatch Scout provides realtime, condition based information, ‘digital twin’ services provide a dynamic environment that enable procedure demonstrations and training to take place, with the ability for this type of training to be undertaken by crew onboard being a planned development of MacGregor’s,” says Mol. John Carnall, MacGregor’s Senior Vice President, Global Services, says that good maintenance practices of equipment, including cranes and material handlers, positively support business operations, but that saving costs does not mean cutting down on maintenance itself.

“In many cases, these incidents could have been avoided through periodic visual inspection, but the prolonged industry downturn and current Coronavirus crisis has meant that maintenance budgets have been impacted,” Carnall says.

Photo Credit: Sennebogen (top); Weeks Marine (bottom)

Assembling an E-Crane, headquartered in Belgium with a U.S. office in Ohio, usually take three to four weeks. In a record-setting display of teamwork, a team of 10 people from E-Crane and maritime construction company Weeks Marine, Cranford, N.J., took only six days to assemble two of them.

The mechanical assembly was completed at North American Aggregates (NAA), a division of Weeks Marine that has a permit to dredge sand off the Lower New York Bay. The assembly benefitted from the use of Weeks Marine’s No. 533 floating crane, the largest on the East Coast.

The hoppers and conveyor are now in operation and the E-Cranes are unloading the Weeks dredge Eleanor on a regular basis. NAA processes the sand ashore into materials for the construction industry.

E-Crane CEO Steve Osborne had high praise for Weeks Marine’s crews. He credits the swift assembly to proper preparation and a meshing of expertise. “Not all of our customers have the same level of experience with heavy lift as Weeks Marine does, especially from a floating platform,” he said. “But Weeks is a specialist in heavy lift, like we are. They live and breathe it 24 hours a day.”

It’s the first E-Crane for Weeks, but things went so well between the two companies that both agreed it probably won’t be the last.

Osborne said Weeks is considering new equipment on several other platforms.

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One Magazine, The Entire Market

Your lens into the Maritime World MARINE LOG offers coverage of the entire maritime market.

From blue to brown water, domestic to international news, vessel design, operation and construction in the commercial, naval and government sectors, Marine Log offers whole market coverage in one magazine.

OFFSHORE

T

idewater Inc., Houston, Texas, announced July 30 revenue for the three and six months ended June 30, 2020, of $102.3 million and $218.7 million, respectively compared with $125.9 million and $248.0 million, respectively, for the three months and six months ended June 30, 2019. Tidewater also reported net losses for the three and six months ended June 30, 2020, of $110.6 million ($2.74 per share) and $129.1 million ($3.21 per share), respectively, compared with $16.0 million ($0.42 per share) and $37.7 million ($1.01 per share), respectively, for the three and six months ended June 30, 2019.

Included in the net losses for the three and six months ended June 30, 2020, were impairment charges related to assets held for sale, affiliate credit losses, affiliate guaranteed obligation, and general and administrative severance expenses totaling $111.5 million and $121.8 million, respectively.

Excluding these costs, it would have reported net income for the three months ended June 30, 2020, of $0.9 million ($0.02 per common share) and a net loss for the six months ended June 30, 2020, of $7.3 million ($0.18 per common share).

Included in the net losses for the three and six months ended June 30, 2019, were general and administrative expenses for severance and similar expenses related to integrating Tidewater and GulfMark 28 Marine Log // August 2020

operations of $0.5 million and $4.2 million, respectively. Excluding these costs, net losses for the three and six months ended June 30, 2019 were $15.5 million (or $0.41 per common share) and $33.5 million (or $0.90 per common share), respectively.

Quintin Kneen, Tidewater’s president and CEO, commented, “We are pleased that our performance for the quarter was consistent with the revised 2020 outlook we discussed on our last earnings call. The environment remains very challenging but I remain confident that our dedicated team of mariners and shore base employees will continue to perform exceptionally under the circumstances.

“Although investors are aware of the economic difficulties the industry is facing, it is important to highlight an ongoing humanitarian crisis that the entire shipping industry is experiencing. The near complete shutdown of international air travel and of seemingly non-essential governmental services globally, such as visa processing, has resulted in over a quarter million seafarers stranded on all types of vessels around the globe, including Tidewater vessels.

“We are doing everything in our power to remedy the situation for our seafarers, but the problem demands global governmental coordination. The situation is an inadvertent consequence of policies meant to reduce the spread of COVID-19 by

restricting international travel, but it has resulted in the inability to move crews around the world to relieve and to return home crews onboard vessels today. Tidewater has always been dedicated to getting our employees home safe. They remain safe, but we need to get them home.

“Our efforts in the second quarter to quickly realign the business to adjust to the steep decline in offshore activity were successful, but there is more work to do.

Consistent with the plan we outlined on the last earnings call, we scaled back our dry dock investment, we maintained our focus on the disposal of non-core vessels, we improved cash operating margins, and we continued to reduce the annualized run rate of quarterly general and administrative expense. The third quarter will present additional challenges as we begin to manage the process of putting into layup those vessels that are coming off hire, de-crewing those vessels, and rationalizing our shore base footprint.

“In light of the recent decline in industry activity, we reassessed the value of our vessels globally, and separately our joint ventures in Africa where the impact has been particularly severe. As a result of this assessment, we had non-cash impairments and other charges of $111.5 million during the second quarter.

“There are many heroic stories of individuals rising to the challenge of the current situation, and the mariners and shore base staff at Tidewater are among them. I remain humbled by the resilience, tenacity and steadfast focus of our employees and I thank them for their dedication to seeing Tidewater though these challenging times.”

Tidewater says it created the “workboat” industry with its 1956 launch of the Ebb Tide, the world’s first offshore vessel tailormade to support the offshore oil and gas industry. Today, Tidewater is the leading and most experienced provider of OSVs in the global energy industry.

Tidewater has a global footprint, with over 90% of its fleet working internationally in more than 60 countries. Around the world, it transports crews and supplies, tows and anchors mobile rigs, assists in offshore construction projects and performs a variety of specialized marine support services.

Photo Credit: Shutterstock/corlaffra

Tidewater Adds Crew Change to Its Challenges

VULKAN COUPLINGS

V

ulkan Group, headquartered in Herne, Germany, has announced an innovative solution for maritime drive systems. The group’s Vulkan Couplings Division launched the highly flexible VULKARDAN F coupling in 2016 as a successor to the VULKARDAN E. However, the company says it has continued to improve the coupling series, which is softer, shorter and considerably lighter than comparable products. Spurred by the success of the series, Vulkan Couplings has now further developed the VULKARDAN F. The size F 50 for 14- and 18-inch SAE flywheel connections (up to 6.5 kNm nominal torque) was introduced to the market at the end of 2019. Two further sizes, the F 60 (up to 26.2 kNm nominal torque) and F 62 (up to 32.5 kNm nominal torque) for 21 to 24 inches with SAE flywheel connections, are currently under development and will soon be released to the global market.

The improved acoustic properties of VULKARDAN F couplings have received the necessary type approval from all major classification societies. The company says that the practical suitability of the VULKARDAN F is demonstrated by strong demand and customer satisfaction.

“We a re ve r y h a p p y w i t h t h e n e w VULKARDAN F, because of the excellent acoustic characteristics on board,” says

Mehmet Sengul, member of the board at super yacht specialist Bilgin Yachts. “For us, it is the next logical step to continue to optimize our yachts.”

“As the successor to the VULKARDAN E, the VULKARDAN F is the most torsionally soft coupling in its class, which has significant advantages,” says Per Tellefsen, partner and consultant at Danish engineering consultancy VL Dynamics. “When it comes to reducing structure-borne noise caused by the transmission, choosing the right coupling is crucial. Due to the natural frequencies in the drive train, selection can be a challenge and using an unsuitable coupling can lead to high levels of structure-borne noise. Let me give you an example: In the salon of a yacht, we were able to achieve a noise reduction of over 10 dB(A) by replacing the original three-row clutch with a custom-made two-row clutch from Vulkan.”

The VULKARDAN F series are highly flexible couplings that are ideally suited for use in freely and flexibly mounted systems in the area of a ship’s main and auxiliary drive, as well as for power generation. It is the further development of the VULKARDA N E , w h i ch i s e s t a b l i s h e d on t h e international market and complements the Vulkan Couplings product range below the RATO-R torque range. The VULKARDAN F is characterized by a compact design,

resulting in a very high weight saving and a very short installation length.

It is more torsionally soft than comparable couplings. This contributes to optimum operation of the propulsion systems and to a significant improvement in the acoustic properties of the ship‘s propulsion system, thus ensuring a high level of comfort.

The new models will be available in various designs. For flywheels and shafts as in main drives and elastically mounted generators, a version for auxiliary drives on board ships, and a version with torsional limit device protection for safe home journeys even after damage caused by overload.

The VULKARDAN F is available in four optimized rubber stiffnesses and one version in silicone, which optimally match the torsional vibration behavior of different drive systems to achieve a minimum of alternating torque load.

The product advantages of the VULKARDAN series include the fact that worldwide, it is the lightest and shortest clutch in this torque range. It was designed for flexibly mounted engines; its compact and short design allows for minimum space requirement and easy handling; its low dead weight protects motor bearings; and it has effective vibration damping and a high displacement capacity guarantee the protection of connected aggregates, and thus, a high availability of the drive.

Other advantages of the series include modular vibrating masses that enable subsequent fine adjustment, so that a high level of comfort is achieved; it’s suitable for all common drive and generator systems due to high, permanently bearable power losses; and it’s optimized also for double row designs in acoustically sensitive or demanding applications.

T h e V U L K A R DA N F i s t h e s u c c e s s o r t o t h e V U L KA R DA N E f o r freestanding applications. With its compact design, the powerful coupling is ideal for flexibly mounted engines, with a nominal torque range of 5.20 kNm to 16.25 kNm. For more than 130 years we have been developing, producing and marketing innovative system solutions for marine drive technology. We are the market and technology leader in the development of highly flexible couplings for marine engines, shaft systems and elastic mounts.

August 2020 // Marine Log 29

Photo Credit: VULKAN USA

Vulkan Couplings Improves VULKARDAN F for Maritime

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32 Marine Log // August 2020

Subchapter M Panel Tava S. Foret, President, Towing Vessel Inspection Bureau

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August 2020 // Marine Log 33

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Chad Verret joined Harvey Gulf in October 2008 where his duties include project management, project planning/review and customer interface for both domestic and international markets. Verret, a native of Louisiana, is the fourth generation of his family to be involved in the marine business, which offers him a unique perspective on the offshore marine industry. Verret’s combination of shipboard and shoreside experience gives him vital insights into the dynamic and evolving offshore vessel market. Verret also currently serves as Chairman of the Board for the Society of Gas as a Marine Fuel (SGMF). This membership-based, best-practices organization is comprised of 150 diverse members from across the marine gas fuel sector. They are focused on marine activities relating to supply of and the use of gas as a marine fuel. Verret is also an advisor on several committees to the United States Coast Guard, including the Chemical Transportation Advisory Committee (CTAC), National Offshore Safety Advisory Committee (NOSAC), the Merchant Marine Personnel Advisory Committee (MERPAC) and the Towing Safety Advisory Committee (TSAC). Verret was elected as a member of the American Bureau of Shipping (ABS) in 2013.

MARJORIE ZORETIC

GENERAL MANAGER, ATLANTIC

Foss Maritime Company

In her capacity as general manager of Foss Atlantic, Marjorie Zoretic has been directly involved in the ongoing operations of the Clean Jacksonville, the first U.S.-flagged liquefied natural gas (LNG) bunker barge that supports Tote Maritime Puerto Rico’s LNG-powered Marlin Class vessels.

Zoretic manages all business operations for the Foss Atlantic region, including the U.S. East Coast, the Gulf of Mexico and the Caribbean. Prior to her role as general manager, she was the operations manager for the construction of the Clean Jacksonville itself. Zoretic is a 2008 graduate of the U.S. Merchant Marine Academy and has worked on LNG regasification vessels, as a tankerman for Chevron, and as second mate for Noble Drilling in support of Shell’s offshore drilling in Alaska.

34 Marine Log // August 2020

TAVA S. FORET PRESIDENT

Towing Vessel Inspection Bureau Tava Foret was recently promoted to the position of president by the TVIB Board of Directors. Foret is one of the founding members of TVIB and has led TVIB’s audit and surveying operations since the Coast Guard’s approval of TVIB as a Third-Party Organization in January of 2017. She previously served as the chair of the Houston Galveston Navigation Safety Advisory Committee and has served on the Board of Directors for the American Waterways Operators. Foret also served on the Towing Safety Advisory Committee’s (TSAC) Subchapter M Workgroup and chaired the TSAC Subchapter M Audit Subcommittee throughout the development of the regulation. She has over 27 years’ experience working in the operations side of the inland towing industry and maintains active credentials for auditing and surveying. Foret is a graduate of the University of Phoenix with a BS in business marketing and is a frequent speaker at industry meetings.

KASEY ECKSTEIN

DIRECTOR OF BUSINESS DEVELOPMENT, ATLAS MARINE SERVICES LLC

Founder and Executive Director of Women In Maritime Operations (WIMOs)

In July 2020, Eckstein joined Atlas Marine Services LLC as its director of business development. Atlas provides comprehensive dockside and midstream fueling services along the Houston Ship Channel for barges, tow boats and other vessels. Prior to joining Atlas, Eckstein was the director of partnership development at Living Lands & Waters, which is a 501(c)(3) nonprofit organization dedicated to cleaning the U.S. inland waterway system through river cleanups and other key conservation efforts. Eckstein is also the founder and executive director of the Women In Maritime Operations Association (WIMOs), which is another 501(c)(3) nonprofit organization in the industry. Eckstein has held positions at ABB and Marquette Transportation Company LLC.

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“A Fi-Fi capacity of Fi-Fi 1 (app. 2400 m³/hour) is almost a standard requirement for a modern harbour tug. However a few of these tugs have such a significant Fi-Fi capacity that the line between “tug” and “fireboat” becomes rather blurred! For example the RAstar 3900 tug Mojaweb designed for the Kuwait Port Authority is a tug with 65 tonnes BP and a Fi-Fi capacity of 8400 tonnes/hr” – Robert Allan Naval Architects & Marine Engineers ral.ca/designs/fire-fighting-tugs

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TECH NEWS

CMA CGM NEWBUILD

IS FIRST WITH NEW FLUME STABILIZATION SYSTEM HOPPE MARINE GMBH, BASED IN HAMBURG, GERMANY, has introduced a fully automatic version of its well-known Flume roll stabilization system.

In Flume systems, roll damping tanks use a hydrodynamically controlled flow of liquid within a specially designed tank, generally filled with ballast water, to create a stabilizing moment opposing the wave moment that is causing the ship to roll.

The new version automatically adjusts the level of the liquid in the tank to the current loading condition of the vessel by communication with the loading computer.

The first installation of the new system is in a 15,000 TEU containership that is under construction for CMA CGM, at China’s Shanghai Jiangnan Changxing Shipbuilding.

In addition to the automatic le vel op t i m i z a t i o n a n d re s u l t i n g re d u ce d supervision effort for the crew, the new roll stabilization system also brings all the other advantages that are typical for

Flume tanks. These include: • Reduction of fuel consumption; • Extra revenue by cargo boost; • More flexibility in stowage (higher positioning of heavier containers); • Re du c t ion of c a rgo da ma ge a n d insurance claims; and • Increased crew safety and comfort.

T h e n e w l y d e ve l oped automatic mode can also be retrofitted to many flume systems already in operation without much hardware effort, says Hoppe Marine.

Hoppe Marine acquired Roll-Royce’s Intering business in 2017, making it world’s broadest expertise in tailormade, optimized solutions for vessel anti-heeling and passive roll damping systems, under the Flume, Hoppe, and Intering brand names.

The Inter ing acquisition included U - Ta n k - Sy s te m s f o r ro l l d a m p i n g , Blower Anti-Heeling Systems for seagoing ships, as stand-alone or combined solutions, and pump-based Anti-Heeling Systems.

... The new roll stabilization system also brings all the other advantages that are typical for Flume tanks.

42 Marine Log // August 2020

ENGINE DESIGNER WINGD ( Winter thur Gas & Diesel) is taking some of the mys ter y out of the selection of the correct cylinder oil for its two-stroke engines. It has issued a new cylinder lubrication guide that, for the first time, provides ship operators with consolidated, at-a-glance information highlighting the specific usage conditions for each and every approved cylinder oil.

The guidance is the result of several months’ work with major oil companies to make usage requirements more transparent. Previously, the guidelines for each oil were found only in the industry standard No Objection Letters (NOL) issued

by WinGD to oil companies, and available only upon request by a customer to an oil company directly. Now this information has been included in the full list of approved cylinder oils.

To find an appropriate cylinder oil, users first select a suitable Base Number (BN) range based on their fuel sulfur content. Customers then look through the guide to see which oil products fall within a specified BN range.

The document then highlight s whether each oil is approved for general, long-term use or whether further stipulations—such as a time limit or greater frequency of inspections—are required. An additional category, labeled as “DF validated” shows whether the oil has passed a validation trial while burning gas as the predominant fuel during that trial.

The development follows extensive work with oil majors in the run up to 2020 to ensure that cylinder oils could meet the challenges of new fuel types. The engine designer’s well-established validation procedure has identified many cylinder oils with a broad spectrum of properties (including BN) that are fit for operation with both low and high-sulfur fuels as well as for gas fuel operation.

Photo Credit: HSVA

WinGD Makes Selecting Cylinder Oil Easier

Model testing the new system at HSVA

TECH NEWS

Hull Vane and Retrofit Yields Fuel Savings ENERGY-SAVING RETROFITS ARE COMMONPLACE ON LARGE CARGO VESSELS and cruise ships. But can they also make a significant difference on a small passenger vessel? CGN, based in Lausanne, Switzerland, operates a fleet of 19 passenger vessels on Lake Geneva, and decided to find out. As a test case, the company selected the 30-meter, 200-passenger passenger vessel Valais, which was built in 2008, and which makes up to 40 crossings a day between Yvoire, France, and Nyon, Switzerland.

“We selected the 30-meter passenger ship Valais and commissioned a ship optimization study by means of Computational Fluid Dynamics software, comparing several possible hydrodynamic improvements at our operating speed of 25 km/h,” says Irwin Gafner, technical director at CGN. “In the study, the benchmark hull (which has a trim wedge) was compared to various retrofit alternatives for the stern, such as ducktail extensions, interceptors (a vertical blade protruding below the transom) and a Hull Vane, which is a rather novel solution and can be described as a ‘spoiler for ships.’

The best alternative to come out of this optimization was the Hull Vane, promising a resistance reduction of 15%. We also asked to optimize a bulbous bow for the ship with Hull Vane.”

After the hydrodynamic study, CGN Technique ordered the Hull Vane from Wageningen, Netherlands-based Hull Vane B.V. and the bulbous bow from a local subcontractor. Lake trials were perfor med before dr ydocking , in which accurate measurements were made of the ship’s fuel consumption.

During the scheduled dry dock period, at the CGN Technique facilities in Lausanne, both devices were installed, and the main

Photo Credit: Hull Vane BV

Hull Vane was fitted at stern of vessel

engines were replaced with new commonrail V8 MAN engines. After launching of the vessel, ballast was added in the bow to bring the vessel to the appropriate draft.

In spite of the significant amount of added weight, including Hull Vane, bulbous bow construction and ballast, the results showed that the fuel consumption of the vessel was reduced by 24%.

Noise measurements on board also showed that the improved efficiency, lower RPMs and new engines made the vessel quieter: the noise level was reduced by 2 dB(A) in the wheelhouse and by 6 dB(A) in the passenger lounge. The vessel now also makes significantly less waves, a fact which is appreciated by the recreational users of Lake Geneva. The added weight and added submerged surfaces also improve the stability and seakeeping of the vessel.

Demo Boat “There are a lot of small passenger ships ranging from 20 meters to 100 meters in use worldwide, on rivers, lakes and servicing islands,” says Bruno Bouckaert, sales director at Hull Vane BV. “Because of their length and displacement, they often operate at excellent speeds for Hull Vane effectiveness, making a retrofit very worthwhile. We are very happy that CGN took this pioneering step. Having a Hull Vane on a passenger ship also makes it a lot easier for us to show clients how simple and effective the device really is. The MS Valais is the ideal demo boat, as we can simply buy a ticket and make a crossing on board.”

“We are extremely pleased with the results of this retrofit. Improving the hydrodynamics of a vessel makes perfect sense, regardless of which fuel we will be using in the future,” says Gafner.

SHI Teams with Bloom Energy on Zero-Emission Ships BLOOM ENERGY, a California company that got its start with a NASA program, is set to play a key roll in the development of future zero-emissions vessels. It has signed a joint development agreement with South Korean shipbuilding giant Samsung Heavy Industries (SHI) to design and develop fuel cell-powered ships.

Bloom Energy’s product, the fuelcell based Bloom Energy Server, delivers highly reliable and resilient, alwayson electric power that is clean, costeffective, and well-suited for microgrid applications.

Bloom Energy traces its roots to work performed for NASA by founder and CEO Dr. K.R. Sridhar in connection with harnessing Martian atmospheric gases. That led to Sridhar and his team building a fuel cell for NASA capable of producing air and fuel from electricity generated by a solar panel. In 2001, when the NASA project ended, the team decided to continue their research and start a company. By early 2006, Bloom had shipped its first 5 kW field trial unit to the University of Tennessee in Chattanooga. After two years of successful field trials in Tennessee, California, and Alaska, to validate the technology, the first commercial (100 kW) products were shipped to Google in July 2008.

Now SHI is looking to Bloom to help it develop clean power for ships.

SHI is actively participating in all of the relevant activities during the joint development, from early studies to project completion. In tandem, Bloom Energy has created a dedicated, cross-functional team of engineers to adapt its servers to the unique requirements of the marine environment.

SHI and Bloom Energy are actively working towards the next milestone in this development with a target to present the design to potential customers in 2022. Following commercialization, the two companies anticipate that the market for Bloom Energy Servers on SHI ships could grow to 300 MW annually.

August 2020 // Marine Log 43

NEWSMAKERS

Malen-Habib President of American Salvage Association LINDSAY MALENHABIB has taken on the role of President of the American Salvage Association, becoming the first woman to serve in that position.

An active ASA member for over 10 years she most recently has served as the association’s secretary-treasurer and vice president. Malen-Habib is Resolve Marine Group’s Manager of Client Services based in Fort Lauderdale, Fla. MARK KNOY announced he is to retire as president and CEO of American Commercial Barge Lines Inc., Jeffersonville, Ind. ACBL’s board of directors will announce a new president and CEO in the coming days. Knoy will help assist in the transition until the end of the year.

The Liberian International Ship and Corporate Registry has hired DALLAS SMITH as its director of LNG and offshore technology and as general manager of its new Houston office. Smith brings over 20 years experience as a U.S. Coast Guard officer to his new role.

The Board of Directors of Waterways Council Inc. (WCI) has unanimously elected TRACY R. ZEA as the organization’s new president and CEO. With a broad range of Capitol Hill, policy development, and government relations’ expertise, Zea most recently served as Waterways Council’s vice president-government relations. Prior to joining WCI, he had previously worked on the staff of the House Committee on Transportation and Infrastructure.

Take Your Business to New Heights

Fincantieri has appointed a banker, FABIO GALLIA, as its new general manager.

Until 2018, he was CEO and general manager of Cassa Depositi e Prestiti (CDP), a state controlled investment institution that is Fincantieri’s largest shareholder. Prior to joining CDP, he was CEO of BNL – BNP Paribas and member of the Group Executive Committee of BNP Paribas in Paris.

BRETT BENNETT is joining Crowley Maritime Corporation as senior vice president and general manager of its business unit, Crowley Logistics, where he will lead commercial supply chain services. He comes to Crowley from Wallenius Wilhelmsen Solutions where he served as senior vice president and head of global terminals and stevedoring.

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August 2020 // Marine Log 45

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SAFETY FIRST

I

recently observed a crew performing well as a bridge team in a simulator on a westbound course in a traffic separation scheme.

However, when the officer of the deck initiated a turn, the instructor controlling the system initiated a gyro casualty. Without a frame of reference, the crew lost their bearings and turned perpendicularly across traffic. How is it possible this could happen in this day and age?

Technological improvements in shipboard systems have vastly improved the ability of the mariner to ascertain his or her position in nearreal time and control their craft. Why then do we continue to have accidents?

The answer may be found in the problem solving approach. In 1999, David Snowden created a concept known as the Cynefin framework. In this framework, there are five decision-making domains: obvious, complicated, complex, chaotic, and disorder. Each domain provides a sense of place from which to analyze the behavior of their situation and make decisions. The transition between the domains is considered smooth with the exception of “obvious to chaotic,” which is a cliff.

Here’s a description of the five domains: • Obvious—The situation is stable, the relationship between cause and effect is clear.

• Complicated—The situation may slide into crisis because events are complicated by a lack of transparency or poor communication. The relationship between cause and effect requires analysis or expertise.

• Complex—Cause and effect can only be deduced in retrospect.

• Chaotic—Cause and effect are unclear.

Events in this domain are “too confusing to wait for a knowledge-based response.”

The example of the lost gyro is a simple 48 Marine Log // August 2020

demonstration of the transition from “obvious to chaotic.” The near total reliance on a single variable led to a complete loss of situational awareness despite the number of tools available. At least this lesson came at no cost. The same is not true of the 1995 grounding of the cruise ship Royal Majesty near Nantucket, Mass.

Chaos can be prevented by thoroughly understanding the technology employed to navigate and control the ship.

The crew unknowingly fell over the cliff from “obvious to chaotic” within 30 minutes after leaving port when the ship’s global positioning system (GPS) lost satellite-tracking data and defaulted to a dead reckoning mode. Completely trusting the GPS because of the frequency of updates, they never realized they were off track. By the time the ship ran aground, the east-north-easterly wind and sea had driven the ship 17 miles off course.

How can we prevent accidents such as these?

We may be able to glean insight into the answer by examining two actual near mishaps in nearly identical situations.

In the first case, a Coast Guard ship is mooring to an easterly facing pier in Aruba. It is a bright, sunny day. Trade winds are directly off the bow on approach at a speed of 15 knots.

There is no current. Two controllable pitch propellers drive the 1,000-ton ship.

While on final approach, the person driving the ship attempts to back down to slow, but the ship doesn’t respond. As additional backing bell is ordered, the ship actually increases speed ahead. Off the bow is a concrete and rock wall rapidly approaching! The crew brings the ship to a stop in the nick of time by de-clutching the engines, letting go of both anchors, and putting over all lines. Dramatically, the bow of the ship is within inches of the rock wall. The crew is unable to determine the cause of the propulsion fault until after stabilizing the situation.

A couple of years later, a 2,000-ton, twinscrew, controllable-pitch propeller cutter is approaching the same pier in Aruba under similar conditions. Complicating matters, the starboard anchor windlass is out of commission. The day before arrival, the captain tells the crew the story of the ship discussed above.

With this in mind, the crew suggests hiring a tug to mitigate the increased risk caused by the damaged anchor windlass. Remarkably, on final approach, the starboard propeller locks in a position of ahead four out of 10, an eerily similar casualty to the previous ship. Anticipating this, the officer of the deck orders to immediately declutch the starboard shaft and instructs the conning officer to employ the port shaft and the tug. The ship moors smoothly and safely.

Chaos can be prevented by thoroughly understanding the technology employed to navigate and control the ship. In the second example, the ship smoothly transitions from the “obvious to the complicated” domain, but through anticipation of a casualty, remains in complete control. Ultimately, knowing your ship, staying within its limits, and developing contingency plans to manage the decisionmaking domain regardless of the circumstance can avoid accidents. Improved technology provides additional potential for control, but without being completely understood and prioritized, can accelerate the descent into chaos.

RICHARD MOUREY Capt. USCG (ret.)

Photo Credit: Shutterstock.com/ Ivan Chernichkin

Technology at Sea—Why Accidents Still Occur

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