Marine Log December 2019

arine oG M L www.marinelog.com

R e p o r t i n g o n M a r i n e B u s i n e s s & T e c h n o l o g y s i n c e 18 78

December 2019

MEET

MARITIME'S

LATEST New & Next Generation

VOICES Of the Industry

BEST SHIPS Of 2019

TECHNOLOGY Game Changers for Shipping

CONTENTS

10

14

Departments

Features

2E ditorial IMO 2020: Last Call

14

4 INLAND WATERWAYS Remaining on Top in a Global Market

6 INDUSTRY INSIGHTS

17

VOICES OF THE INDUSTRY Market Leaders Share How Their Companies are Impacting the Industry • Pivotal LNG • Total Marine Solutions • Chafe-Pro

25

NEW & NEXT GENERATION AWARDS Meet the Latest New & Next Generation Award Winners The new generation will be the face of tomorrow’s industry

27

IMO 2020 AND BEYOND Total Lubmarine Examines IMO 2020 Compliance With the IMO 2020 Sulfur Cap regulation just weeks away, operators must begin the preparation process for January 1

29

ATLANTIC COAST The Eastern Seaboard Sees Maritime Growth Maritime operations expand along the Atlantic Coast

8 Wellness Diabetes Part II: Path of Progression

9 VESSEL OF THE MONTH Bisso Towboat’s Andrew S 10 UPDATES t. Johns Delivers First in Series of S Incat Crowther Design Ferries • Delta Pilots Order Sixth Launch at Gladding-Hearn • Metal Shark to Build Advanced Fireboat for Canaveral Fire Rescue •

13 Inside Washington Millions for Infrastructure Investments in Jacksonville and Beaumont 35 Newsmakers Thrustmaster Appoints Holvik to Business Development Position 36 Tech News Ulstein Says Zero-Emission SX190 Could Sea Trial in 2022

BEST SHIPS Best Ships of 2019 This year’s interesting deliveries include a ferry and an autonomous vessel

31 33

POST 2020: BWMS Tight BWMS Retrofit Capacity Could Push Ships into Retirement According to ABS data, the peak for retrofit demand for the fleet under its class is expected to come in 2022 TECHNOLOGY: GAME CHANGERS Can Game Changing Technology Decarbonize Shipping?

Big changes will be needed to meet IMO’s goals

40 safety Maritime Operations During Restricted Visibility Events December 2019 // Marine Log 1

EDITOR’S COLUMN

MarineLoG DECEMBER 2019 Vol. 124, NO. 12 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/ Igor Grochev

IMO 2020: Last Call

B

y the time this issue comes out, the maritime industry will be only a couple of weeks away from the implementation of new shipping regulations calling for the reduction of sulfur oxide in marine fuels to .5% against the current limit of 3.5%.

Over the course of the last year, Marine Log has included articles on options for becoming compliant with the new regulations. In the months ahead, we will cover the consequences of this landmark decision by the International Maritime Organization (IMO) as it impacts shipping company operating costs, global freight rates, scrubber demand, marine fuels availability and more.

In this issue, we have a number of stories on various aspects of IMO 2020. In our annual Voices of the Industry feature, some of the companies offer their solutions in response to the regulation. On page 27, Total Lubmarine discusses ways in which the industry needs to anticipate lubricant oil management, monitor the vessel’s engine and maintain an operational safety margin for a smooth transition during IMO 2020 and for optimizing cost management in the longer term.

On page 31, we use data collected from ABS to examine how tight ballast water management system retrofit capacity could push ships into an early retirement. Currently, ABS says it expects the peak for retrofit demand

for the fleet under its class to come in 2022.

And with technology being the key factor in meeting IMO’s further goals for eliminating greenhouse gases, on page 33 we take a look at some technological game changers that could make decarbonizing shipping an easier possibility.

Marine Log also continues to recognize the men and women here who have demonstrated vision, leadership, dedication and significant contributions to the maritime industry with the return of our New & Next Generation (NNG) award winners. For the second time this year, we honored two deserving individuals at our recent Marine Log FERRIES conference in Fort Lauderdale, Fla., and you can read about them in this issue.

Another round of NNG awards will be presented to maritime representatives nominated by the U.S. tug, towboat and barge industry at our redesigned TTB 2020 event in Mobile, Ala., March 24-25. Keep an eye out for more updates on this exciting event, and nominate someone you think deserves recognition as an NNG recipient.

EDITOR-In-Chief Heather Ervin hervin@sbpub.com web EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk European EDITOR Charlie Bartlett charlie.bartlett@runbox.com Art Director Nicole D’Antona ndantona@sbpub.com Graphic Designer Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com Integrated Account Manager US East/West Coast & International David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com Circulation DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com

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

CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only.

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2 Marine Log // December 2019

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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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.

inland waterways

T

he November 13 issue of ProFarmer’s First Thing Today newsletter carried an article titled, “Brazil Corn Trade Capitalizing on U.S. Struggles.” It said, “For the first 10 months of 2019, Brazil has exported 34.7 million metric tons (MMT) of corn, topping the previous record for the period by a dramatic 60%. On the other hand, the U.S. exported around 36.2 MMT of grain during this 10-month span, a 40% drop from the previous season. Brazil had a record-breaking crop to market, lowering prices. Meanwhile, drought in Argentina and U.S. trade battles with countries like Mexico reduced competition. In addition, an especially late and challenging growing season has kept U.S. supplies out of the pipeline longer than usual. The top markets for U.S. corn are Mexico and Japan. Brazil has been making headway shipping corn to the former due to lower prices and ports in northern Brazil being closer to Mexico. Brazil’s biggest market for corn is Iran.”

Garry Niemeyer, a former member of WCI’s board of directors from the National Corn Growers Association, brought the article to our attention and said, “until our country does something to address our crumbling infrastructure, we will continue to lose markets.”

Our nation and those who serve it on Capitol Hill, in federal agencies and at the White House have information, statistics, data and testimonials to bear this fact out: as the U.S. decreases its infrastructure funding, our ability to compete in the world erodes.

At the same time, other countries are dramatically increasing infrastructure spending.

U.S. farmers and agribusinesses, as well as the overall U.S. economy and balance of

4 Marine Log // December 2019

trade, depend upon and benefit from the inland waterways and its infrastructure.

Simply put, the inland waterways provide the safest, lowest-cost and most environmentally sustainable, fuel-efficient way to move grain and other agricultural products.

A recent study says that U.S. farmers enjoy a competitive advantage in global export markets in large part because of the nation’s

Until our country does something to address crumbling infrastructure, we will continue to lose markets. robust, resilient transportation and infrastructure network that moves corn and soybeans.

The inland waterways system saves between $7 billion to $9 billion annually over the cost of shipping by other modes, based on all goods currently being moved on the water compared to the same volume transported by rail. Every dollar of waterways activity output results in $1.89 in additional U.S. economic activity directly related to the waterways.

The study also notes that inland waterways infrastructure is aging and needs rehabilitation and construction to restore its full capability. Delays can cost operators and

shippers more than $44 million annually.

In South America, while the U.S. currently has a $5.35-per-metric-ton advantage over Brazil when shipping soybeans on the inland waterways system, aging U.S. waterways infrastructure will increase the price to the end-user, lower the demand for U.S. grains and soybeans, and make them less competitive in global markets.

Something can be done, though, to help vitalize the inland waterways in 2020 as part of the next Water Resources Development Act (WRDA).

WCI and its members are urging conforming maritime cost sharing as a way to efficiently complete a portfolio of more than 15 high priority inland navigation projects that are either under construction or awaiting construction. We urge consideration of a cost-share formula change to 75% General Revenues/25% Inland Waterways Trust Fund (IWTF), from the current 50%/50% formula. This same funding formula was approved for deep-draft ports in WRDA 2016 to expedite critical channel maintenance and dredging to be ready to receive post-Panamax vessels calling on U.S. ports.

Making this change would ensure that funding remains at or above a $400 million-level that was achieved as a result of the costshare change to 85% General Revenues/15% IWTF, from the current 50% General Revenues/50% IWTF formula that funded the completion of the Olmsted project, and accelerated navigation project delivery.

A similar policy change in the FY2019 Minibus spending package changed, just for one year, the cost-sharing formula for the Chickamauga Lock on the Tennessee River to 85% General Revenues/15% from the IWTF (from the 50%/50% formula). Again, this action allowed Chickamauga to gain construction ground for completion ahead of schedule.

At the current funding rate and without a cost-share change, many of these priority projects will not even begin construction within the next 20 years. But a cost-share change to 75%/25% means in just 10 years, 12 projects can be funded to completion.

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

Photo Credit: Shutterstock/ Chuck Wagner

Remaining on Top in a Global Market

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INDUSTRY INSIGHTS WELCOME TO

Industry Insights Industry Insights is Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we examine both U.S. sea trade with China through August 2019 and U.S. waterborne foreign trade through September 2019. Total trade with China has been on a downward trend over the last few years despite U.S. imports to China being

up in 2018 over 2017. Imports went down again in 2019. The export statistics outlined by the U.S. Bureau of Census’ U.S. Merchandise Trade report consist of goods valued at more than $2,500 per commodity shipped by individuals and organizations (including exporters, freight forwarders and carriers) from the U.S. to other countries.

U.S. Waterborne Foreign Trade (Volume - Metric Tons, 000s)

U.S. Seatrade with China January - August 2017-2019

January - September 2019

U.S. Exports (Metric Tons, 000s) 2017 = 58,702 2018 = 54,489 2019 = 39,272

58,702 54,489 39,272

U.S. Imports (Metric Tons, 000s) 2017 = 44,973

January - September 2018

2018 = 47,031 2019 = 43,063

44,973 47,031 43,063

2017 = 103,675 103,675 2018 = 101,520 2019 = 82,335 Source: U.S. Census Bureau, FT920 - U.S. Merchandise Trade: Selected Highlights

6 Marine Log // December 2019

101,520 82,335

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WELLNESS COLUMN

Diabetes Part 2: Path of Progression

8 Marine Log // December 2019

make all the difference as seen in a 2007 study by the Diabetes Prevention Program.

Researchers studied those who progressed from glucose intolerance (pre-diabetic state) to the full development of diabetes for more than three years. They found high-risk adults reduced their risk of developing diabetes by 58% after lifestyle changes in areas like exercise routine and diet. This was compared to

Symptoms associated with diabetes ... can go unrecognized, leaving 35% of diabetics undiagnosed. a reduced risk of 31% in those taking the medication Metformin. Both were impactful at reducing risk over 10 years, however lifestyle interventions won the day.

All forms of exercise from resistance and weight training to moderate walking have shown to have impacts on reducing diabetes risk and symptoms. Exercise of 2-4 hours a day reduces HbA1c values and shows a net effect at lowering blood pressure.

One of the fastest ways to change glucose levels in the blood is to change food intake.

Having a plan and sticking to it should include cooking for you and knowing what to do at the mercy of someone else’s cooking.

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

Emily Reiblein

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

Photo Credit: Shutterstock/ Africa Studio

T

ype 2 diabetes, the form of the disease that affects most diabetics, has a path of progression that can be halted and even reversed. New research can help us understand how the disease progresses and how to develop an action plan that moves us toward recovery.

Type 2 diabetes is often indicated with symptoms of dry and itchy skin, botches of dark “velvety” skin, sexual dysfunction and frequent urination. About half of those with diabetes will develop some form of neuropathy, sometimes bringing numbness and pain to limbs. Symptoms associated with diabetes are tricky and can go unrecognized, leaving 35% of diabetics undiagnosed. Blood tests are accurate determiners of the disease. They allow doctors to look for early signs of glucose intolerance. The most common blood test is the HbA1C, which examines glucose tolerance over a 2-3 month time period.

Distinct pathways of progression have been identified for Type 2 diabetics. A 2018 study in The Lancet Diabetes & Endocrinology identified five patient types along with different characteristics of how the disease progresses in each. For example, the group that was most “insulin resistant” had a higher risk of diabetic kidney disease.

This can eventually lead to kidney failure. Alternatively, those who were grouped as “insulin deficient” were at highest risk of vision related deterioration. This study marks a new pathway to predict and treat Type 2 diabetics by targeting individual risk with matched interventions.

Factors that hasten diabetes progression include high blood sugar and high blood pressure. Here is where lifestyle choices can

Look for offerings that are lower in carbohydrate content. Vegetables, eggs and plain proteins can be good options. If you cook for a crew, keep some low-carb offerings at the ready like hard-boiled eggs, plain meats and beans. Sauces usually contain flour and sugar that are detrimental to abating diabetes. Further, consider leaving some tasty seasonings out on the table for people to add flavor as their health and eating philosophy allow.

You can also make a back up plan and keep on hand a can of tuna, chicken, plant proteins, or sardines to add an easy protein to a plate of vegetables. Healthy fasting is also an option.

Most pre-packaged foods are lousy partners for those trying to maintain steady blood sugar levels no matter what their boxes advertise. Flour and sugar in boxed foods are cheap and tasty, but they are also nutritionally weak and deadly at high dosage. Diets that change diabetes outcomes are “whole” foods diets, meaning it is not overly refined or processed. These diets start with making a commitment to cook. What to cook is now easier than ever to determine. The internet is filled with diabetes and “WHOLE 30” friendly meal plans complete with recipes and shopping lists that can help you pull 30-minute meals out of nowhere.

Planning documents are usually free and easy to access for a home cook.

The market has exploded with “whole” foods pre-prepped for cooking. A box comes to your door or can be picked up at a local market with exactly the right ingredients you need and a recipe on how cook them for delicious results. Unable to cook? Options still exist at a higher cost. Services can provide already cooked meals that are compliant with a “whole” foods and diabetic-friendly diets.

You can order a few meals worth for daily lunches or all meals and snacks as a budget can handle. These options can be helpful for people who lack the time to prep whole ingredients, but they are usually not family friendly options due to the high cost.

Vessel of the Month Andrew S has an estimated bollard pull of 84 tons. Extra equipment that had to be fitted in the engineroom to attain Tier 4 compliance included SCR system’s exhaust dosing tube.

Bisso’s Andrew S Most Powerful ASD Tractor Tug in the Mississippi River Ship-Assist Trade

Photo Credit: Bisso Towboat Copmany

B

isso Towboat Company Inc., Luling, La., has taken delivery of its newest ship-assist tug, the 6,008 BHP ASD tractor tug Andrew S. The 100- by 38- by 13.5-foot vessel is the first Tier 4 ASD tractor tug built for use on the Mississippi River and will be the most powerful ASD tractor tug in the Mississippi River ship-assist trade.

Andrew S is the fourth new ASD tug built for Bisso in the past five years by the Main Iron Works shipyard in Houma, La., and brings the total number of tugs in the Bisso fleet to 13. Eight of them are ASD tractor tugs—the largest fleet of ASD tractor tugs on the Mississippi River.

Though the tug looks externally similar to the other ASD tractor tugs in the Bisso fleet, a number of modifications to the existing design had to be made to bring her into compliance with Subchapter M requirements and to install a Tier 4 compliant engine.

Sub M requirements included updates to fuel oil, lube oil, hydraulic oil, bilge and cooling water piping and to electrical systems and

equipment and fire and safety equipment.

The vessel is powered by twin Caterpillar 3516E Tier 4 main engines and Tier 4 compliance is achieved using a Caterpillar SCR system that includes the exhaust dosing tube, dosing cabinet, additional air compressors and air tanks.

Bisso’s CEO Scott Slatten notes that, additionally, two 1,500 gallon tanks stainless steel tanks had to be fitted for the DEF (urea) required by the SCR, these were located inside of two of the design’s existing ballast tanks.

“Needless to say, it required a herculean effort by naval architect Ashraf Degedy be able to fit it all in our existing design,” says Slatten. “Fortunately, our prior engine room was quite large and able to accommodate all the extra equipment.”

The tug’s two Caterpillar 3516E Tier 4F main engines, generate 3,004 BHP each at 1,800 RPM, and drive two Rolls-Royce US255 FP Z-Drives. The Z-Drives feature 98.4- by 94.3-inch diameter pitch four-blade stainless steel propellers set in stainless steel nozzles. Its estimated bollard pull is 84 tons.

Electrical service is provided by two 99 kW Marathon generators powered by two John Deere 4045AFM85 engines. The tug is equipped with a JonRie Series 240 escort winch featuring a 500-foot, 3-inch diameter Saturn 12 line, with 749,000 pounds of breaking strength.

Other features include Coast Guardapproved engineroom monitoring and fire/smoke alarm systems, fixed CO2 fire extinguishing system, Simrad navigation/electronics, soundproof insulation throughout engineroom and crew quarters, stainless steel bitts and bow staple and four bunkrooms with seven berths.

Tankage includes capacities for 30,162 gallons diesel, 11,000 gallons potable water, 1825 gallons each of lube and hydraulic oil and 3,000 gallons of Diesel Exhaust Fluid (DEF).

The Andrew S will have a crew comp l em en t of fo u r a n d c a r r i e s a n A B S International Loadline in addition to being built to Subchapter M certification and receiving a Coast Guard COI. December 2019 // Marine Log 9

Update First in new ferry series bears the logo of NYC Ferry

St. Johns Delivers

First in Series of Incat Crowther Design Ferries St. Johns Ship Building, Palataka, Fla ., recently completed the first in a series

of Incat Crowther designed aluminum passenger ferries that it says are “destined for a New York-based operator.” As can be seen from the photo released by the yard, that operator is NYC Ferry, which is set to expand its operations to all five boroughs in 2020.

“We are proud that our experienced craftsman were able to perfectly execute the Incat Crowther design and deliver this first of the series aluminum passenger ferry at our nearly 100-acre facility,” said Steven Ganoe, director/president of St. Johns Ship Building. “We have a team that can build,

service and repair all types of vessels. Our aluminum and steel fabrication provides unparalleled quality and workmanship.”

Vessel specifications are: • Length: 97 feet, 1 inch • Beam: 27 feet, 11 inches • Depth (Molded): 11 feet, 6 inches; Draft: 5 feet, 3 inches • Deadweight Tonnage (OSVs): 82,060 pounds • Main Propulsion: 2 x Baudouin 12M26.3 Diesel Engines, 970 kW @ 1,800 rpm • Ship’s Service Power: 2 x R.A. Mitchell, 45kW @ 1,800 rpm

• Marine Gear: ZF3050, 2.609:1 ratio • Propellers: 2 x Michigan Propellers, 5-Blade • Controls: Custom • Steering System: Jastram • Speed: 24 knots • Hull Construction: Aluminum • Crew Capacity/Passenger Capacity: 354 • Fuel: 7,570 L • Fresh Water: 757 L • Black / Gray Water: 1,900 L • Ancillary Equipment: Humphrees Intercepter Stabilizer System • Classification/Certification: USCG, Subchapter K

Delta Launch Services, the operat-

ing company for the Associated Branch pilots on the Southwest Pass of the Mississippi, has ordered a new pilot boat from GladdingHearn Shipbuilding, Duclos Corporation.

This is the sixth St. John’s Class launch built for the Delta pilots by the Somerset, Mass., shipyard. Delivery of the new 52-footer is scheduled for July 2020.

The new launch, a sister-ship to the Assistant delivered in 2018, measures of 52.6 feet overall, with a beam of 16.11 feet and a draft of 4.8 feet. The all-aluminum pilot boat features the Ray Hunt Designs Deep-V hull.

It will be powered by twin Caterpillar C-18 EPA Tier 3 diesel engines, each delivering 671 bhp at 2,100 rpm, and giving the vessel a top 10 Marine Log // December 2019

speed of 24 knots. Twin Disc MG5136A gears will turn five-bladed Brunton bronze propellers.

The launch will be equipped with a 12 kW Northern Lights genset.

The wheelhouse, with a small trunk, will be flush-mounted to the deck amidships.

Aft of its helm station are six Llebroc pilot seats. The forecastle will be equipped with enclosed marine head, settee and three berths.

The wheelhouse and forecastle will be heated and cooled by three reverse-cycle air-conditioning units, with a 40,000 BTU total capacity.

Outside of the wheelhouse are wide side decks, a rear and side doors, and hinged boarding platforms on the roof. At the transom is a winch-operated, rotating davit over a recessed platform for rescue operations.

The new launch will be Coast Guard subchapter T-certified to carry 12 passengers for hire.

Pilot boat is sixth St. John’s Class launch built for the Delta pilots by Gladding-Hearn.

Image Credit: St. Johns Ship Building (top), Gladding-Hearn (bottom)

Delta Pilots Order Sixth Launch at Gladding-Hearn

Update 70 Defiant is the result of the latest thinking in fireboat design.

Metal Shark to Build Advanced Fireboat for Canaveral Fire Rescue Jeanerette, La.-headquartered shipbuilder Metal Shark has been

Image Credit: Metal Shark (top), Bollinger Shipyards (bottom)

significantly expanding its presence in the fireboat market. A notable recent order is a custom “70 Defiant” fireboat to be built for Canaveral Fire Rescue in Cape Canaveral, Fla. Metal Shark’s in-house engineering team utilizing a military-proven hull form has designed the 70- by 22-foot welded aluminum monohull pilothouse vessel. It features a specialized layout designed for firefighters and optimized to enhance the Canaveral department’s operational readiness across the full spectrum of response scenarios.

“The 70 Defiant is the result of the latest thinking in fireboat design and will provide a significant capability boost for Canaveral Fire,” said Dean Jones, Metal Shark’s vice president of sales for law enforcement, fire rescue and specialty markets. “From the selection and integration of firefighting systems to the layout of the vessel’s fire control center, operator

input was vital and significantly influenced the vessel’s configuration.”

The vessel’s design incorporates a positivepressure chemical, biological, radiological, nuclear and high-yield explosive system to provide crew protection during disaster response scenarios. A complete suite of electronics, including an M400XR FLIR thermal imaging system with fire fighting software, will provide next-level situational awareness.

Client-driven firefighting particulars include twin Darley fire pumps rated at 3,000 GPM each feeding two 2,000 GPM remote operated bow monitors, a 5,000 GPM remote operated rooftop monitor, two 1,250 GPM manually operated aft deck monitors, two aft deck risers with dual 2.5-inch hand line connections, and dual 5-inch Storz hydrant outlets. The vessel is equipped with a 500-gallon foam tank with gravity fast feed capability and integrated Purple K system. Total expected flow rate is in excess of 8,500 GPM.

Bollinger Contract for Ocean Transport Barge Bollinger Shipyards has been awarded a contract to construct an

ocean transport barge for General Dynamics Electric Boat.

Bollinger President and CEO Ben Bordelon said that the barge would transport submarine modules to Electric Boat’s Groton Shipyard for final assembly and test.

The concept and contract design for the 395- by 100-foot barge was performed by the Bristol Harbor Group. Detail design engineering will be performed at the Bollinger

Lockport New Construction facility in Lockport, La., and construction will take place at the Bollinger Marine Fabrication facility in Amelia, La.

Artist’s rendering of Ocean Transport Barge.

Harland & Wolff Inks MoU With Navantia InfraStrata plc, the U.K . infrastructure project company that is buying the assets of historic Northern Ireland shipyard Harland & Wolff, has entered into a Memorandum of Understanding (MoU) with Spanish shipbuilder Navantia S.A. InfraStrata says the MoU is the first step towards formalizing a teaming agreement with Navantia, under which, both companies will work together on a multitude of infrastructure and marine projects to take them to commercial fruition.

Subject to completion of the acquisition of the Harland & Wolff assets, the MoU envisages utilizing those assets to providing a range of services to Navantia—including supporting the Spanish shipbuilder in its proposed tender for contracts to provide three new Fleet Solid Support ships for the U.K.’s Royal Fleet Auxiliary, with certain fabrication works being carried out at Harland & Wolff. Additionally, both parties will cooperate closely with each other on opportunities in the offshore wind renewables sector as well as on other marine/offshore and onshore infrastructure projects.

Thrustmaster Picked for Utah Ferry Repower Houston-headquartered Thrustmaster of Texas Inc. has been

awarded a contract from the Utah Department of Transportation (UDOT) for the repowering of the Charles Hall Ferry on Lake Powell.

Thrustmaster will be replacing the propulsion thrusters, engines, generators, keel coolers and controls on the car and passenger ferry. The work will be performed on the lake while the vessel remains afloat.

Thrustmaster says its “Made in America and Buy America” compliant propulsion system is ideal for this repowering solution and will provide the UDOT with a domestic source and strong partnership for many years to come.

The Charles Hall Ferry has been in operation since 2001. The route of operation for the ferry on Lake Powell is a remote and very isolated location in the southeast corner of the state of Utah. The ferry operates daily from mid-April through September making six round trips a day.

December 2019 // Marine Log 11

Update

Fincantieri to Close Two Norwegian Yards

Jan De Nul’s offshore installation crane vessel, Les Alizés.

Shipbuilding giant Fincantieri

has reported its results for the first nine months of 2019 and, although numbers for the group were good, losses from its Norwegian-headquartered subsidiary Vard had a negative impact.

Fincantieri is taking measures to correct this that include closing two of Vard’s Norwegian shipyards—Vard Aukra and Vard Brevik.

Giuseppe Bono, Fincantieri’s CEO, commented that Vard is suffering from “the persisting effect of the deep crisis of its reference market of the oil and gas sector, and from the costs occurred following its entrance into the cruise shipbuilding market.”

Eastern Shipbuilding Group Inc.,

Panama City, Fla., reports that its Allanton shipyard recently launched the SSG Michael H. Ollis, the first of three 320-foot, 4,500-passenger Ollis Class ferries for the Staten Island Ferry Division of New York City’s Department of Transportation (NYCDOT).

The ferry class is named for Staten Island native Army Staff Sgt. Michael H. Ollis, who was killed in Afghanistan. Ollis was 24 years old.

The three Ollis Class ferries, are being built to an Elliot Bay Design Group design. Glosten Associates Inc. is serving as the onsite owner’s representative for the duration of the project.

Main propulsion power is provided by two pairs of Electro-Motive Diesel (EMD) 12-710 at 900 rpm EPA Tier 4 marine propulsion engines with each pair driving a RV6 ECS/285-2 Voith Schneider Propeller via a Reintjes DUP 3000 P combining gear.

Electrical power generation is provided by three EPA Tier 3 marine continuous duty diesel generator sets, each comprising a Caterpillar C18 driving a 480 V, 60 Hz, 3-phase generator rated at 425 kW at 0.8 PF at 1,800 rpm.

SSG Michael H. Ollis hits the water at Eastern’s Allanton shipyard.

12 Marine Log // December 2019

Jan De Nul Orders Giant Crane Ship New generation offshore wind turbines can be more than 886 feet high,

with blades up to 394 feet long and sit on foundations of up to 2,500 tons. Current installation vessels are experiencing difficulties in installing these new turbines and their heavier foundations.

Belgium-based Jan De Nul Group has been responding by ordering upsized installation vessels, including a giant crane ship to be built at the CMHI Haimen Shipyard in China. To be called Les Alizés, it will be equipped with a crane with a lifting capacity of 5,000 tons.

The order comes just six months after Jan De Nul’s ordering of a giant offshore installation jack-up vessel, the Voltaire, at China’s COSCO Shipping Heavy Industry yard.

Jan De Nul says that Les Alizés will be able to load out, transport and install multiple units of the largest and heaviest wind turbine foundations. As a floating crane vessel, it will be able to install heavier and larger foundations into deeper waters and in more challenging seabed conditions.

In addition to its 5,000-ton crane, Les Alizés has a deck loading capacity of 61,000 tons and a deck space of 100,104 square feet. With these characteristics, Les Alizés will be able to transport the heavier future foundations, several in one trip, to the offshore installation site, with direct benefits in planning, fuel consumption and emissions reduction.

Les Alizés is equipped with a

high-performance DP2 system.

Unlike the Voltaire, Les Alizés is not a jack-up and, as a floater, its capabilities are not limited by water depths and the seabed conditions.

The latest generation of Jan De Nul’s vessels is equipped with exhaust gas filtering technology that complies with the strict European EURO STAGE V guidelines for emissions on land and inland waterways.

The highly advanced dual exhaust filter system removes up to 99% of nanoparticles from emissions using a diesel particulate filter (DPF) followed by selective catalytic reduction system for NOx removal.

As a result of these exhaust filtering systems, Les Alizés and Voltaire will be the first seagoing installation vessels in the world with extremely low emissions (Ultra-Low Emission Vessel or ULEv for short) and with EURO STAGE V certification (ULEv notation).

Both the new vessels are being financed by a green loan provided by a consortium of five banks led by KBC Bank. A green loan must be used in its entirety to finance green projects. The fact that both new vessels will mainly work for the renewable energy sector, and are both equipped with an advanced exhaust gas treatment system, ensured that they were eligible for a green loan.

This is Jan De Nul Group’s first green loan and KBC’s first syndicated green loan in the shipping sector.

Image Credit: Jan De Nul (top), Eastern Shipbuilding (left)

Eastern Launches First in Staten Island Ferry Series

inside washington

Millions for Infrastructure Investments in Jacksonville and Beaumont

I

n November, U.S. Department of Transportation (DOT) Maritime Administration (MARAD) Deputy Administrator Richard Balzano formally presented a check for $20 million to Jacksonville, Fla., for the International Cargo Terminal Modernization Project, while DOT MARAD Administrator Adm. Mark Buzby presented a check for $18 million to Beaumont, Texas, for the Port of Beaumont Multimodal Corridor Expansion and Improvement Project.

U.S. Secretary of Transportation Elaine Chao announced November 12 that the Trump administration will invest $900 million in American infrastructure through the Better Utilizing Investments to Leverage Development (BUILD) Transportation Discretionary Grants program.

Jacksonville The International C a r g o Te r m i n a l

Modernization Project will reconstruct and modernize approximately 100 acres of the SSA Marine cargo terminal on Blount Island in six phases. In addition to repaving, the project will improve storm water management, install new lighting, signage and other utilities, and will be designed in a manner to enhance future operations.

Repaving the container yard will restore the terminal to a state of good repair, with long-term maintenance supported by port-generated revenues. The project benefits from a public-private partnership, with a range of stakeholders collaborating to support and deliver the improvements.

Beaumont The Port of Beaumont Multimodal Corridor Expansion and Improvement Project reconstructs condemned wharves 2, 3 and 4 at the Main Street Terminal 1, adds approximately 16,000 linear feet of new rail track and realigns and upgrades approximately 4,275 feet of existing rail track at the Buford Rail Yard Interchange,

and replaces a deteriorated grain dock. By reconstructing wharves originally built in the 1950s that failed in 2011 due to age-related structural deterioration, the project will bring the Main Street Terminal into a state of good repair to restore dock service to handle military, breakbulk and project cargoes. Similarly, the project will replace the grain dock.

The project increases economic competitiveness by doubling rail interchange capacity and adding general cargo handling capacity to reduce freight shipment costs and facilitate direct intermodal interchange and transfer at the Port of Beaumont, particularly for grain exports. By increasing capacity and efficiency for waterbased and rail freight movement, the project decreases heavy truck traffic and emissions, aligning with safety and environmental sustainability respectively.

When you partner with Louisiana Cat, we provide you with a proactive solution from project inception through design and commissioning supported by world class parts and service.

Photo Credit Port of Beaumont

WHAT KEEPS YOU UP AT NIGHT? Download the C9.3 and C7.1 Marine spec sheets at www.LouisianaCatMarine.com

The C9.3 ACERT and C7.1 Commercial EPA Tier 3 Propulsion engines continue the legacy of durability, reliability, maximum fuel efficiency, low cost of ownership and 24/7 support.

We’ll keep you up and running, wherever you are around the world, so you never have to worry about your engine when the sun sets.

866-843-7440 © 2019 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress, as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

December 2019 // Marine Log 13

Best Ships Of 2019

Best Ships

W

e’re trying a different tack with this year ’s look at “Best Ships,” putting a focus on significant deliveries that point the way towards the future of shipping—a greener, more efficient mode of transporting the world’s seaborne trade. In some cases, that means including conversions and retrofits in our picks, because frequently that’s the way in which new technology is first trialed.

Matson Renews Its Fleet Four Jones Act vessels ordered under Matson Inc.’s current fleet renewal program incorporate a number of the green features looked for by owners worldwide.

In June, GD NASSCO, San Diego, Calif., held a christening ceremony for the Lurline, the first of Matson’s two Kanaloa-class ConRo newbuilds, based on an 870 foot long, 3,500 TEU vessel platform and incorporating an enclosed garage space for up to 800 vehicles.

Deliveries of the two vessels are scheduled for the end of 2019 and mid-year 2020.

In addition to a fuel-efficient hull design and double hull fuel tanks, the ships will feature fresh water ballast systems. They will

have dual-fuel IMO Tier 3 engines that, with some adaptions, will be able to operate at speeds up to 23 knots on either conventional fuel oils or liquefied natural gas (LNG), after some adaptation for LNG. The Kaimana Hill, the second of the two 3,600 TEU Aloha-class vessels—the largest containerships ever built in the U.S.—was delivered by Philly Shipyard in March. It, too, has dual fuel engines and is capable of being modified to operate on LNG. The story is very different where smaller Jones Act vessels are concerned. Thus Jeanerette, La., shipbuilder Metal Shark has just delivered its 30th passenger vessel since June of 2017.

Photo credit: Matson

of 2019

Launched by GD NASSCO earlier this year, Lurline is the first of Matson’s two Kanaloa class ConRo newbuilds.

Best Ships Of 2019 Autonomous Vessels Metal Shark is an industry innovator in several areas, including autonomous vessels.

Demonstrating that concepts that eventually find their way into the big ship market are often pioneered on smaller vessels, Metal Shark has partnered with Boston-based Sea Machines Robotics to introduce a new 29-foot autonomous vessel now being offered through Metal Shark’s “Sharktech” autonomous division.

The new Sharktech 29 Defiant weldedaluminum monohull pilothouse vessel features OEM-integrated, Sea Machines technology offering a full range of advanced capabilities, including active control and collision avoidance. The system allows for traditionally manned, reduced-crew or unmanned autonomous operations to deliver “human-in-the-loop” navigation during both line-of-sight and over-the-horizon operations.

The Big Get Bigger

Photo credit: Metal Shark, CMA GCM

Meantime, in the international arena, are continuing trend is for big containerships to get even bigger. That’s because the larger ships are more fuel efficient in terms of fuel consumption per box transported.

In July, South Korean shipbuilder Samsung Heavy Industries delivered the 23,756-TEU MSC Gülsün. The 1,312 foot long (400meter) behemoth is the first in a series of 11 ultra-large containerships with a capacity of more than 23,000 TEU on order for Mediterranean Shipping Company (MSC) in South Korea. Samsung Heavy Industries and the other five by Daewoo Shipbuilding & Marine Engineering are building six of the vessels.

That same month, China’s Shanghai Jiangnan-Changxing Shipyard launched t h e L N G - f u e l e d C M A C G M Ja c q u e s Saadé, the first in a new fleet of nine French-flagged, 23,000-TEU class, LNGpowered containerships that will join the group’s fleet in 2020. It’s the same length as MSC’s Gülsün.

Want an autonomous vessel? Metal Shark can deliver one right now.

How Ready Is “LNG Ready” As we’ve noted, the four ships in Matson’s fleet renewal program are “LNG ready.”

Hamburg, Germany-headquartered HapagLloyd is now finding out what’s involved in converting a ship from LNG-ready to LNGfueled. It is going ahead with the upgrade of its 2015-built 15,000 TEU Sajir to LNG fueling. The Sajir is one of 17 ships built as LNG-ready that entered the Hapag-Lloyd fleet with its acquisition of UASC. The conversion is to be carried out at Chinese shipyard Shanghai Huaran Dadong Dockyard and will take an estimated 105 days. It comes with a $30 million price tag.

Sajir’s existing, HFO-burning MAN B&W 9S90ME-C engine will be converted to a dualfuel MAN B&W ME-GI prime mover capable of running on HFO and LNG. To avoid the cost of installing re-liquefaction equipment, the ship will use boil-off gas as fuel. However, all of the boil-off must be used because it cannot be stored or vented.

A new ship would typically store LNG underneath the accommodations, which cannot be used for containers anyway. This was not feasible on the two-island Sajir.

Instead, the LNG tanks will be located

The CMA CGM Jacques Saadé, the world’s first 23,000 TEU containership powered by LNG.

immediately forward of the engine room.

They will occupy an area equivalent to 350 containers, including the pipework between storage and engine.

Cruise Sector Though the cruise industry is a green pioneer, that’s not necessarily what brings the passengers in. If there’s any kind of an arms race in cruising, it’s to see who can offer passengers the widest range of onboard options and, so far as mainstream cruising goes, that puts on the pressure for constant growth in ship size.

Still, there was no new “world’s largest” in the cruise fleet this year and, for now, that titleholder remains Royal Caribbean’s 228,021 GT Symphony of the Seas with a capacity for 5,518 passengers at double occupancy.

Not all cruise ships are mega-size. An interesting growth category is the expedition market. One of the most notable vessels entering the fleet this year is the world’s first hybrid electric-powered expedition ship and newest member of the Hurtigruten fleet, MS Roald Amundsen. Built by Norway’s Kleven Shipyard (with the hull being supplied by the Montex yard in Gdansk, Poland), the 722-foot ship has a passenger capacity of 530-630 and has been notching up firsts since entering service.

MS Roald Amundsen is the first hybrid vessel of its size and a testament to modern engineering. The vessel is equipped with large battery packs that compensate for spinning reserve and aid in peak shaving. The extra electric power allows the engines to function at optimal levels, which in turn lowers fuel usage and CO2 emissions substantially. The ship also has the option to run just on battery power for limited periods of time.

Other advanced solutions have been implemented throughout the ship. MS Roald Amundsen is Ice-class PC6 and has an advanced hull construction purpose-built for December 2019 / Marine Log 15

Best Ships Of 2019

MV Puyallap—one of three Washington State Ferry Jumbo Mark II ferries slated for conversion to battery hybrid operation.

polar waters. The hull is designed with a patented wave-piercing bow for smoother sailing.

Beneath the ship, hydrodynamic propellers attached to magnetic motors reduce drag, noise, and vibration, and improve maneuverability. All of the hydraulic oils and lubricants used are biodegradable and each system is connected to a heat exchange network that efficiently recovers surplus energy.

Earlier this year, the ship became the first cruise ship to sail on battery power, and became the first hybrid electric-powered ship to traverse the Northwest Passage. In November, Roald Amundsen became the first cruise ship to be christened in Antarctica with polar pioneer and godmother Karin Strand replacing the traditional bottle of champagne by smashing a chunk of ice against its bow.

as the primary fuel, and a mixture of LNG and recovered volatile organic compounds (VOCs) as secondary fuel.

VOCs are produced in a gaseous state from evaporation occurring in the oil cargo tanks.

“This new mixture enables our new shuttle tankers to travel from the oil fields on their own waste gas rather than releasing it into the atmosphere,” says Teekay. “This will reduce both emissions and bunkering requirements considerably. In fact, by reusing those VOCs as a fuel, the annual emissions can be reduced by 42%. But the positive benefits don’t stop there. The new [battery] hybrid system also has a direct positive impact on the main machinery operation, resulting in fewer running hours and consequently lower maintenance time and costs.”

Tankers

WSF Takes the Conversion Route to Battery Hybrid

It’s not only cruise ships that are increasingly venturing into ice-infested waters. The winner of this year’s Nor-Shipping Next Generation Ship Award was Sovcomflot’s Gagarin Prospect. Delivered by Hyundai Samho Heavy Industries in July 2018, she is the world’s first Aframax tanker designed to run on LNG. With her ice class 1A hull, Gagarin Prospect is designed for year-round export operations from areas with challenging ice conditions.

She is equipped with ice radars and spotlights for full compliance with the recently introduced Polar Code. When not using LNG fuel, the installation of Selective Catalytic Reduction technology enables her to comply with the Tier III regulations governing NOx emissions.

Earlier this year, Washington State’s legislature authorized a shipbuilding contract extension for Vigor to construct up to five hybrid-electric versions of WSF’s four existing 144-vehicle Olympic-class ferries, delivered from Vigor’s Harbor Island Shipyard in Washington State between 2014 and 2018.

The hybrid-electric design phase of the

new ferries is underway with construction of the vessels slated to begin in 2020 and delivery of the first vessel in late 2022. The vessel is expected to be the largest new-build batterypowered ferry in North America.

Meantime, WSF moved a major step forward on its long planned conversion of its three Jumbo Mark II class ferries, the largest in the fleet, from diesel to hybrid electric propulsion. In early October, the trustee administering the nationwide federal Volkswagen settlement approved up to $35 million to support retrofitting the first of the ferries from diesel to electric power.

WSF has selected Siemens to conduct a propulsion control system replacement and hybrid conversion studies and system design for the three ferries, which each have a capacity of 1,800 passengers and 202 vehicles. Over the next several years, Siemens will work with WSF to electrify the ferries, ultimately transitioning them from diesel fuel to nearly zero-carbonemission. On receipt of funding, Siemens will proceed with the design of the hybrid conversion, which includes removal of two propulsion generators, installation of battery storage, and development of the rapid charging system.

Battery Hybrid Shuttle Adds VOC’s To Fuel Mix Launched at South Korea’s Samsung Heavy Industries in March, Aurora Spirit is the first in an innovative series of 130,000 dwt battery hybrid shuttle tankers for Teekay Offshore. They will operate on both LNG 16 Marine Log // December 2019

Aurora Spirit is the first in an innovative series of 130,000 dwt battery hybrid shuttle tankers for Teekay Offshore.

Photo credit: Teekay Offshore, Joe Mabel, Hurtigruten/Karsten Bidrup

Hurtigruten’s Roald Amundsen is the first hybrid vessel of its size.

VOICES December 2020

OF THE INDUSTRY

Steering Toward Opportunities

Special Advertising Supplement

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VOICES OF THE INDUSTRY

pivotal LNG

Why is LNG making waves?

T

ighter emission regulations and sustainability goals have caused many companies to reevaluate the fuel utilized when transporting products to their customers.

While many on-road trucking fleets and industrial companies are already using alternative fuels to reduce emissions, shipowners are replacing conventional oil-based fuels with liquefied natural gas (LNG). In the U.S., both TOTE Maritime (TOTE) and Crowley Maritime (Crowley) constructed dual-fueled cargo ships and are fueling these vessels with LNG as they transport products to and from Puerto Rico. Other cargo companies and many cruise line companies have announced they will be adding LNG fueled vessels to their fleets in order to reduce their carbon footprint. Fueling with LNG will allow these companies to meet the International Maritime Organization (IMO) January 1, 2020, sulfur oxide mandate and to achieve their sustainability goals.

JAX LNG, a joint venture between Pivotal LNG and NorthStar Midstream, is at the

forefront of providing a clean fuel source to marine and industrial customers in the southeastern U.S. and Puerto Rico. The JAX LNG facility was commissioned in 2018 and is a state-of-the-art waterfront facility with significant LNG storage and liquefaction capacity, and extensive truck and marine loading capabilities. While the current liquefaction capacity at JAX LNG is 120,000 gallons of LNG per day with 2 million gallons of LNG storage, the facility was designed with room to expand as demand grows. Furthermore, NorthStar’s subsidiary, Polaris New Energy, has contracted to construct multiple LNG barges, expanding JAX LNG’s ability to deliver LNG fuel to marine customers.

Tim Hermann, president of Pivotal LNG, and Tim Casey, president and CEO of Polaris New Energy, share their insights on the future of LNG, the required infrastructure to deliver LNG to customers and lessons learned during construction of the JAX LNG facility.

Why are shipowners moving toward fueling with LNG to comply with the IMO mandate?

TIM CASEY: In order to meet the IMO mandate, shipowners have a few choices, to add scrubbers to their vessels, utilize a low sulfur oil-based fuel or fuel with LNG.

18 Marine Log // December June 2019 2019

Many companies have selected LNG as their primary fuel for several reasons: • A n independent study commissioned

by SEA\LNG and the Society for Gas as a Marine Fuel (SGMF) concludes that from well-to-wake, greenhouse gas reductions of up to 21% are achievable from LNG as a marine fuel compared with current oil-based marine fuels.

This study also states that LNG is a clean burning fuel that can reduce SOx by 100%, NOx by 85% and particulates by 98%. Studies like these show emissions from LNG engines will meet or exceed IMO 2020 standards.

• LNG has been utilized in many engine applications throughout the world and these engines have been proven to be very reliable.

• In many areas, LNG infrastructure has been or is being developed so that shipowners have access to LNG in their ports of call.

What signals are you seeing that indicate the marine industry is relying on LNG as a fuel?

TIM HERMANN: Reports like the SEA\ LNG study have convinced many shipowners that LNG is the fuel of choice. As a result, the number of LNG fueled ships contracted with shipyards has risen considerably. For example, several major cruise lines have announced LNG-powered vessels will be put in service over the next five years. In order to have LNG available for these new vessels, extensive capital investment in infrastructure is required. Currently, there is only one LNG bunker barge in operation in the U.S., the “Clean Jacksonville.” New bunker barges and delivery systems must be constructed to meet the projected LNG demand.

Why did JAX LNG construct an LNG facility in Jacksonville, Florida?

TIM HERMANN: We anticipated the demand for LNG in the Jacksonville area would outpace the supply and that a local LNG production facility would be needed to meet the projected demand. The demand

indicators included: • In 2015, TOTE brought into service the world’s first container ships utilizing LNG as its primary fuel. This was closely followed by Crowley’s LNG fueled ships. All four of these ships were to port in Jacksonville.

• With the IMO mandate, we expected that the ports in the southeast, includin g Ja ck s onv il l e Por t Aut h or i t y (JAXPORT), one of the largest cargo terminals in the U.S., would have vessel owners looking to fuel with LNG. • Industries in Puerto Rico and other Caribbean islands were looking for reliable LNG supply to produce electricity for their processes.

• One of the largest LNG fueling stations in the U.S. was being constructed in Jacksonville to fuel LNG tractors.

What were the lessons learned during the construction of JAX LNG? TIM HERMANN: Collaboration with various stakeholders during the design and construction of the JAX LNG facility proved to be invaluable. We developed partnerships with NorthStar, various federal, state and local stakeholders including JAXPORT, JAX Chamber of Commerce, United States Coast Guard, Florida Department of Environmental Protection, Jacksonville Maritime Exchange, the Propeller Club, along with first responders and the business community. Working hand-inhand with all these entities was essential to the success of this project. For example, bunkering LNG is relatively new to the U.S. marine industry and many LNG regulations had not been developed. This required us to work with the stakeholders to develop new LNG rules, regulations and procedures to ensure the safe delivery of LNG.

Can you elaborate on the need for bunkering infrastructure?

TIM CASEY: “Last mile” distribution networks are developing throughout the world and the need for the distribution of LNG to U.S. ports for new LNG customers is growing. Nine of the top 10

oil bunkering ports currently offer or have plans to offer LNG fuel. Bulk infrastructure for LNG supply is in place in various locations in the U.S. With the right investments in the last mile solution, LNG can be transported from these production facilities to the ships. In the U.S., that will be accomplished by constructing and operating Jones Act assets, like the Clean Jacksonville.

Why did NorthStar Midstream form Polaris New Energy?

TIM CASEY: Polaris New Energy was established to meet the growing needs for LNG to be delivered to marine customers. Utilizing owned assets, Polaris aims to provide safe and reliable transportation and distribution of LNG throughout the coastal U.S. Polaris is primarily focused on providing distribution of LNG with waterside bunkering.

Polaris recently executed an agreement with Fincantieri Bay Shipbuilding to construct a 5,400-cubic-meter barge, with options for two additional LNG barges.

Initially, the first barge will be assigned to Florida’s east coast where it will provide LNG from JAX LNG.

Tim Casey

Polaris is primarily focused on providing distribution of LNG with waterside bunkering.

What is required to propel the industry forward?

TIM HERMANN: Independent trade associations and industry coalitions such as SEA\LNG, SGMF and DNV GL are working together to develop best practices and accelerate the adoption of LNG as a marine fuel. Working with these associations and partners is required to support the growth of the industry.

Significant capital investments in LNG production, storage and transportation must continue as new LNG fueled assets become operational.

Tim Hermann

New bunker barges and delivery systems must be constructed to meet the projected LNG demand.

December June 2019 // Marine Log 19

VOICES OF THE INDUSTRY

Total Marine Solutions

Founder Explains Ocean Guardian

A

s new re gulations come i n t o p l ay t h i s ye a r, t h e word compliance is on the tip of everyone’s tongue.

Compliance, when done right, can improve efficiency, reliability and even create new revenue streams. It just takes commitment and a strong corporate culture.

F o r m o r e t h a n 2 5 y e a r s , To t a l Marine Ser vice founder Alexandra Anagnostis-Irons worked in the field of env ironm ental com pl ia nce in th e maritime industry. She’s seen environmental compliance mature from the re s p o n s i b i l i t y o f o n e p e r s o n , to t h e shared responsibility of all aboard, and even those shoreside, who operate the vessel.

While technical solutions to our environmental challenges have changed, the single greatest factor in its move toward greater environmental sustainability has been data sharing. Opening itself up to

20 Marine Log // December June 2019 2019

understand how others consume fuel, how waste is disposed of, what are the challenges and the best practices developed, has done more in the last decade to advance our understanding of how people not only can protect oceans, but also keep the industr y sustainable for the long term.

From ship owners and operators, to ports and logistics service providers, the need for data sharing is essential to navigate the ever-increasing demands placed on the modern maritime industry.

In the last five years, Total Mar ine Solutions has helped its clients look beyond the maritime realm for technologies and solutions built for other industr ies that can help ours. That’s how it came to partner with Torontobased waste technolog y company Minus Global, a manufacturer of the industr y leading food waste diversion technology, ORCA, to bring their hy perlocal, distributed alternative to

the traditional truck-and-bin collection system aboard vessels.

Designed for land-based applications, ORCA transforms food waste at the source into ocean-friendly discharge; removing plastic contaminants such as straws, plasticware and small condiment cups that can be missed in the crew’s initial separation process.

Recognizing that missed plastic contaminants are an issue, the company has been able to redesign the unit to meet the needs of a vessel’s galley, while maintaining the technology, thanks to collaboration and information sharing.

T h i s co l l a b or a t i on a l s o h a s l e d to interest from por ts, especially those lacking facilities to process waste from vessels and those that face challenges from domestic waste stream processing.

Using this same technology, it’s been able to showcase how ports not only can increase their waste reception services and capacity, leading to increased revenue, but also create new revenue sources for pro cessing domest ic waste in an environmentally and ocean friendly way.

Many have reported a decrease in pest and vermin infestation as well, leading to safer and healthier work environments.

Helping the maritime industry to make smart decisions about environmental compliance is why, in 2017, the company developed Ocean Guardian. It provides up-to-date, verified and vetted global environmental regulatory information for fleet operations and voyage planning.

Ocean Guardian was developed as an extension of Total Mar ine Solutions’ commitment to prov ide the shipping i n du s t r y w i t h s t a te - of - t h e - a r t s o lu tions that help them operate efficiently and effectively, and to be responsible stewards of the environment.

To d a y , t h e d a t a b a s e h a s m o r e t h a n 4 , 1 0 0 a c t ive a n d de p l oye d re g ulations, covering more than 300 countries and territories and 53 spec i a l a re a s a n d i n f o r m a t i o n o n m o re than 2,500 ports worldwide.

Although the environmental

regulator y data provided via Ocean Guardian’s platform is not privately owned and is publicly available, comp i l i n g i t i n to o n e e a s i l y a cce s s i b l e paperless database, along with its ease of application interface, is what makes Ocean Guardian an invaluable tool.

Compiling that data has been a collaborative effort. The company uses s e ve r a l d i f f e re n t f e e d s o f p u b l i c l y available information—collected from our research and data team, as well as crowd sourced from por ts and por t authorities worldwide. Its goal is not only to present reliable, verified and vetted data for industr y use, but to allow companies to use that data in the way that suites them.

To t h a t e n d , O c e a n G u a r d i a n i s built on a customizable application prog ramming interface (API) to be co n f i g u r a b l e a n d c u s t o m i z a b l e b y t h e e n d u s e r. I t c a n b e i n t e g r a t e d w ith a ship’s existing systems or be used as a stand-alone offering.

T h e r u l e s p o r t a l a l s o i s c u s to m izable to allow a user to input a co m p a ny o r ve s s e l ’s s p e c i f i c g u i d ance, rules or regulations. The goal is to help dr ive our industr y’s effi ciency and compliance standards.

Allowing for wider access and use eliminates barriers and increases flexibility, allowing the data collected to be used in a way that best suits a client’s needs. It also streamlines operations by bringing voyage planning and environmental operations together to enhance workflow efficiencies, no matter the existing system a client is using.

The industry has been clear that data collaboration is the way of the future.

T h r o u g h O c e a n Gu a r d i a n , c l i e n t s have notified the industry of changes and updates to regulatory documents between ports, shared best practices about compliance in critical areas or ports, terminal discharge facilities, and more. These insights are invaluable not only to the users, but also to the industry as a whole.

Total Marine Solutions’ goal is to partner with an owner/operator’s technical department by bringing to them an effective system designed to meet stringent environmental and safety standards.

Throug h select representation of equipment manufacturers, the company provides not only turn-key project management but continued full lifecycle support in the supply of spare parts, service and training.

Alexandra Anagnostis-Irons

Helping the maritime industry to smart decisions about environmental compliance is why, in 2017, we developed Ocean Guardian.

Founder Bio Alexandra Anagnostis-Irons is the f o u n d e r a n d p re s i d e n t o f To t a l Marine Solutions (TMS), a leader in environmental solutions. Founded in 2000, TMS delivers MARPOL compliant solutions throughout the world.

TMS proudly works with port authorities, fleets, individual vessels, and governments worldwide to address challenges related to marine waste streams. Partnering with solid companies with proven solutions, TMS is recognized as a leader in customer service and support. In 2017, Total Marine Solutions launched Ocean

Guardian. An innovative digital tool that simplifies environmental compliance, Ocean Guardian provides immediate access to verified and vetted regulatory guidance for waste streams.

She is secretary of the Women’s International Shipping & Trading Association (WISTA) International, immediate Past President of the Board of WISTA USA, Board of Trustees for Coast Guard Foundation and board member for Broward Navy Days, and is a board member for Seafarers’ House.

December June 2019 // Marine Log 21

Editorial Calendar January • Navy Shipbuilding • Supplier Roundtable • Passenger Vessels • Engines • CEO Spotlight • Techology Spotlight: Fleet Management Software • Bonus Distribution: Surface Navy Association January 14 - 16, Arlington, VA PVA MARITRENDS February 3 - 6, Tampa, FL

February • Inland Waterways • Tugs and Towboats • Vessel Construction • Maritime Training • Technology spotlight: Environmental Technologies • Bonus Distribution: GST and Shipping 2030 Europe Corrosion 2020 Conference & Expo Inland Waterways Conference Tugs, Towboats & Barges (TTB) March 24-25, Mobile, Ala.

March • Cruise Shipping and Ports Report • Annual Readership Survey • Salvage and Emergency Response • Tanker Operator Roundtable • CEO Spotlight • Technology Spotlight: Navigation and Communication • Bonus Distribution: NACE March 15 – 19, Houston, TX CMA Shipping 2020 March 31 – April 2, Stamford, CT Seatrade Cruise Global April 20 – 23, Miami Beach, FL

April • Offshore Shipbuilding • U.S. Inland Rivers • Fuels and Lubes • Technology Spotlight: Deck Machinery • Bonus Distribution: OTC 2020 May 6 – 9, Houston, TX Inland Marine Expo May 18 – 20, St. Louis, MO

MegaRust 2020 May 19 - 21 Clean Waterways, TBD

May • Propulsion • Cybersecurity and Training • Electric and Hybrid Solutions • Finance • CEO SPOTLIGHT • Technology Spotlight: Disruptive Technologies • Bonus Distribution: TOC Europe June 9 – 11, Rotterdam, The Netherlands Clean Pacific June 9 – 11 , Seattle, WA GreenTech 2020 June 10 – 12, Montreal, QC Marine Money Week 2020 June 15 – 17, New York, NY Electric & Hybrid Marine June 23 – 25, Amsterdam CIMAC, TBD

June • The Green Issue • Green Technologies and Sustainable Shipping Supplement • Ports: Environmental Initiatives • Offshore Wind • MACC Preview • Technology Spotlight: Safety Equipment • Bonus Distribution: MACC 2020 July, Baltimore, MD

July • Gulf Coast Headliner • Ship Repair and Maintenance • Paints and Coatings • CEO Spotlight • Technology Spotlight: Engines and Thrusters

August • European Maritime • Offshore Dialogue • Maritime Security and Defense • Technology Spotlight: Couplings, Crankshafts and Noise Control Systems • Bonus Distribution: SMM 2020 September 8 – 11, Hamburg, Germany

September • Great Lakes Annual • Ferry Design • Safety, Training and Technology • CEO Spotlight • Technology Spotlight: Bridge, Navigation & Communications Systems • Bonus Distribution: Interferry 2020, TBD SNAME 2020 September 29 – October 3 ,TBD Shipping Insight 2020, TBD Commercial Marine Expo, TBD Canadian Ferry Association, TBD

October • Ferries Annual • Patrol Boats • Commercial Fishing • Technology Spotlight: Show Preview • Bonus Distribution: Clean Gulf October 28 – 31, TBD EUROPORT 2020 November 5 – 8 , Rotterdam, The Netherlands Marine Log Ferries 2020 November, TBD Pacific Marine Expo November 2020, Seattle, WA

November • Workboat Vessel Annual • Shipbuilding • Power and Propulsion • CEO Spotlight • Technology Spotlight: Show Preview • Bonus Distribution: International Workboat Show TBD, New Orleans, LA

December • Annual Maritime Review • Atlantic Coast • Best Vessels of 2020 • Voices of the Industry • Technology Spotlight: Technologies that are changing the industry

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VOICES OF THE INDUSTRY

Chafe-Pro

Quality and Innovation

H

ow does innovation happen?

It’s a question of utmost importance to companies, business leaders, and captains in the marine industry because innovation is the drive that makes better products and makes workers and companies more productive. The team behind Chafe-Pro® knows the answer because they’ve done it.

Today, FJORD Inc. is the leading innovator in chafe solutions, working with leaders both within the maritime world, such as the U.S. Coast Guard, and those with important, if secondary, connections to industry, such as NASA. However, this company arose out of a simple problem and a novel solution. Founder and Capt. Ed Ratigan was all too aware of the dangers of line snapback caused by line chafe; when he first noticed a dinghy line covered in hitchhiker vegetation, he hatched an idea. His realization that a removable piece of chafing gear attached to the line could solve the problem and protect his lines led to the first Chafe-Pro® product.

Ed and his wife, Gail, experimented with many different textiles in designing their Chafe-Pro® prototypes, ultimately developing their proprietary nylon weave, which is

24 Marine Log // December June 2019 2019

used in all Chafe-Pro® products today.

This early pioneering was bolstered by hard work, as Gail produced and sold the product out of their home while Ed continued to work as a captain. After initial success with the Coast Guard and Navy, ChafePro® caught on in the commercial marine, luxury yacht markets, and other industries via strong word of mouth. The U.S. Coast Guard has become a heavy customer after seeing the product’s efficiency on a cutter.

Today, the company estimates 95% of Coast Guard vessels use Chafe-Pro®.

After the slow but steady success of Chafe-Pro®, FJORD has continued to innovate. The company now serves multiple industries and has grown from a family operation into a truly global firm. Through it all, FJORD’s commitment to quality and innovation has been key to its success. The company keeps in close contact with its customers and uses their feedback to both improve its existing products and design new ones. Its products are custom-fabricated based on need, and this approach has led to 11 U.S. patents, one EU patent, two patents pending and offering a selection of over 100 different products.

FJORD’s commitment to quality and innovation continues to lead it forward.

Expanding their commercial presence overseas, the company recently exhibited at Nor-Shipping this past June in Oslo, Norway, and is growing its services to a wide range of industries, including the mining, arbor, and heavy lifting industries. Ed’s son, Michael, now oversees the bulk of FJORD’s operations, but Ed is still involved in daily procedures and helping to lead innovation. Beyond simply a chafe guard company, FJORD is about providing unique solutions to problems across multiple industries.

With its reputation for quality and tight bonds with its customer base, FJORD, Inc. demonstrates that innovation takes more than just a good patent.

Left to Right: Capt. Ed Ratigan and his son, Michael

The company estimates that 95% of Coast Guard vessels use Chafe-Pro.

Catching up with the recipients of Marine Log’s latest NNG Award winners, Ed Schwarz (left) and Tom Goldner (right).

Meet The

Photo Credit: Jackie Monckton Photography.

New and Next

L

Gener ation

ast month, Marine Log held its second New and Next Generation (NNG) award ceremony during the annual FERRIES conference in Fort Lauderdale, Fla., where we recognized two exemplary maritime employees for their outstanding contributions to the passenger vessel industry.

As an industry, the maritime world knows that it’s the people who determine the success of any marine enterprise, and with an aging

leadership, it’s the new and next generation that will face the ever-changing challenges and regulations of the industry. Each of the award winners was nominated by someone in the industry for their vision, leadership, dedication and significant contributions to the maritime trade.

We would like to take this time to introduce you to the winners as they outline their careers and answer some of the industry’s toughest questions, including the challenges

we face, how to attract talented maritime professionals, what they have learned so far in their roles, and more.

Ed Schwarz Edward Schwarz, president of sales for ABB Marine & Ports in North America, leads the development of business strategy for hybrid and electric solutions for a variety of segments.

He graduated from the United States December 2019 // Marine Log 25

NNG

Ed Schwarz Merchant Marine Academy (USMMA), with a Bachelor of Science in marine engineering and shipyard management. He has more than 19 years of experience in many aspects of the maritime industry. His experience includes project and program management, as well as the development of targeted sales and marketing strategies for new and existing applications. He is experienced in creating and implementing programs to decentralize service business creating global localized Centers of Competency around the world.

Schwarz also served in the U.S. Navy.

As a lieutenant of the Navy, he received the Merchant Marine Expeditionary Medal for participation in Operation Iraqi Freedom.

Marine Log (ML): Please tell our readers about your involvement and/or highlights in the maritime industry.

Ed Schwarz (ES): I have a tremendous amount of gratitude to be a member of the maritime industry. This industry has provided me with a world-class education from the USMMA followed by an extremely rewarding career, first sailing as a shipboard engineer and later working for global maritime propulsion companies like Voith and ZF. Currently, I am extremely happy to be with ABB, where I’m responsible for new build project sales for the Americas. I have a passion to make this industry stronger by improving the maritime industry’s environmental impact and thereby securing its viability for many more generations. A highlight of my career is being part of the new all-electric Maid of the Mist vessels. This is truly an American story of passion and commitment for the future. Maid of the Mist is leading the way with first all-electric vessels built in the United States. It makes perfect sense for Maid of the Mist in Niagara Falls to be a world leader with the implementation of this green electric technology, since Tesla and Westinghouse installed the first generators 26 Marine Log // December 2019

ML: How should the maritime industry be recruiting new and talented professionals?

ES: Technology is quickly changing all aspects of our lives, including the maritime industry.

When I graduated from Kings Point in 2000, I spent the first few years sailing as a 3rd and 2nd assistant engineer on steam ships. Nineteen years later, I spend much of my time learning and discussing automation and energy storage systems with lithium batteries and hydrogen fuel cells. In less than 20 years, the U.S. maritime industry has covered many generations of technology. This is not going to slow down; it will only speed up exponentially. If the maritime industry does not change its training and recruiting methods, there will be a huge misalignment of available technology and the ability to support it. I am very impressed with those maritime organizations and schools that embrace new studies in electrical engineering, digital studies and automation programming but I believe it is incumbent on everyone in the industry to be open to continuous learning to meet the speed of change.

Tom Goldner Since obtaining his license in 2015, Goldner has gained a wide range of experience piloting boats on both the West and East coasts.

He began in the ever-changing conditions of the San Francisco Bay, where he drove large passenger vessels for Hornblower Cruises & Events. He earned extra responsibilities as a port safety officer and regularly instructed crew on safety procedures, drills and Coast Guard inspections. Next, he traveled to Southeast Alaska to transport tourists to a remote glacier for the summer.

Originally from the Northeast, he returned to the East Coast in 2017 and landed in North Carolina, where he now works operating the passenger ferries for Bald Head Island Transportation. He recently started coursework to obtain his Master of Towing license in order to pilot the island’s tug and barge.

ML: What are some of the biggest challenges for the new and next generation in the ferry and passenger vessel industry, and how have you responded to them?

Tom Goldner (TG): In my opinion, the

biggest challenge is the lack of jobs that afford you the cost of living in the coastal areas in which they operate. There are few high paying positions, and they have a very slow turnover.

The majority of positions available pay a much lower wage leading to greater turnover rates and provide little incentive to enter the industry. I’m grateful that Bald Head Island Transportation Inc. has worked hard to provide a clear pathway for career development for those joining the ferry service team. I’ve also learned it can be difficult to maintain a healthy work-life balance, especially if you have a family. Many maritime positions operate over nights, holidays and weekends or require employees to be at sea for weeks at a time.

ML: How did you obtain your license, and what made you decide on this career?

TG: I gained most of my sea time working on 100-ton vessels that provide dinner and event cruises on the San Francisco Bay. I didn’t grow up in a family of mariners, so I never thought of this as a career when I was young. After the startup that I was working for in San Francisco was bought out and laid everyone off, I took a part-time job doing the event cruises. With the help of some inspiring captains and their encouragement, I realized how fulfilling a career on the water could be.

ML: What is the most valuable piece of knowledge you have learned from your experiences so far?

TG: A captain once told me, “I know a lot, but I don’t presume to know all the answers.” He taught me that you should never stop learning or trying to improve. It doesn’t matter if you have 25 years of experience like he did or you have two. The biggest mistake a captain can make is to become complacent. I think anyone who can recognize this will undoubtedly be successful in their maritime career.

Tom Goldner

Photo Credit: Jackie Monckton Photography.

at Niagara Falls to create the first modern power station in 1891. Now these new vessels will carry visitors from all over the world to the base of Niagara Falls, one of the world’s largest sources of clean hydroelectric power.

Chris Glynn, owner of Maid of the Mist, is a shining example for the rest of the industry to acknowledge.

IMO 2020

TO 2020 &

BEYOND

I

By Serge Dal Farra, Global Marketing Director, Total Lubmarine

n the period between now and January 1, operators must implement their transition process to ensure compliance with the new IMO 2020 regulations. The fuel switch needs to take place, the tanks need to be cleaned and operators need to make sure that the fuel treatment system onboard is working to the highest possible levels of efficiency.

Tackling Two-Stroke

Photo Credit: Total Lubmarine

With the IMO 2020 Sulfur Cap regulation now just weeks away, operators must begin the preparation process for January 1

For two-stroke engines, there are three main paths to IMO 2020 compliance in terms of fuel choice. The first is simple: As of 2020, ship operators use the 0.5% compliant Very Low Sulfur Fuel Oils (VLSFO) and in Emission Control Areas (ECAs), the 0.1% Ultra Low Sulfur Fuel Oils (ULSFO).

This is the scenario most operators have initially opted for.

In the weeks leading up to the new regulation, as well as the early months of implementation, we w ill see many ship operators acting more cautiously, keeping a close eye on cleanliness issues as recommended by OEMs. Because of that, Total Lubmarine decided to provide Talusia Universal (BN 57). Universal prov ides a balance between a hig her

detergency and BN, without raising it to the level where there would be negative side effects from calcium deposits on the engine. This is Total’s recommended solution for the transition period and as a premium product for demanding engines from 2020 onwards.

There is then the choice to continue burning High Sulfur Fuel Oil (HSFO) and install a scr ubber (sulfur abatement technolog y). Today, the average sulfur content in HSFO is about 2.42.6%. However, if we assume that the lowest part of this will be used to blend 0.5% sulfur fuel, the average left for blending HSFO for scrubbers, will rise. With this in mind, the key produ c t s To t al of fers a re the Ta lus ia 1 0 0 (BN 100) and the Talusia Optima (BN 100). While both are a BN 100 product, the y are two different for mulations, w ith different philosophies and perf o r m a n c e s . No n e t h e l e s s , To t a l w i l l co n t i n u e to p rov i d e t h e t r a d i t i o n a l BN 70 and a hig her BN 140 product.

Ultimately, the correct product will all dep end on the sp ecific eng ine. D uring the transition and into the new era, Total will work with operators to find

the right solution.

The third option is Liquefied Natural Gas (LNG) dual-fueled engines. For this, Total has the Talusia LS 25 (BN 25), which is recommended by both MAN and Wärtsilä. However, due to the importance of detergency, it is also worth discussing Talusia Universal. Before the end of the year, Total will have completed its tests of Talusia Universal with a gas-fueled vessel to ensure our customers have all options available. There is also potentially a third option: Talusia Optima. This is still being tested but could be used with a wide range of fuels including LNG.

Focus on Four-Stroke When addressing four-stroke, there are three engine types to consider: traditional diesel engines, dual-fueled engines and engines running solely on gas. Each of these has its distinct challenges.

For the regular diesel engines, we see again that there is a trend for the Tier 3 engines to be equipped with catalysts in order to meet the NOx regulation, while scrubbers are also an option here. For dual-fuel engines, which can be sensitive to deposits, there needs to be adequate December 2019 // Marine Log 27

IMO 2020 lubricant detergency. Finally, the gas engines require particular low-ash lubricants because the way the combustion takes place is different.

In the transition period before 2020, the industr y will see a sw itch from today’s BN 30 to BN 55 range to a lower BN 15 to BN 20 spread. For 2020 and beyond, Total has worked on a brandnew trunk piston oil formulation. This eng ine oil for mulat ion fulfil ls many objectives, but fundamentally, it ensures flexibility across the company’s entire BN range.

When discussing specific solutions, as in the two-stroke scenario, Total have a compliant set of products: Disola 15 and Aurelia 20. In the HSFO, scrubber fitted scenario, the recommendation is the high BN range of 30, 40 and 50. Finally, in the gas engine category, which, for the time being is a niche market, Total has two Society of Automotive Engineers (SAE) approved products in both the SAE 40 and SAE 50 viscosity grades, something that Total is the only oil major to offer.

Monitoring From a cylinder lubricants perspective, operators must consider two important

service letters issued by OEMs. The first is MAN 2019 671. This letter explains which are the right BN levels and feedrates to use. The second one is the 2019 03 letter issued by WinGD, which again focuses on the BN levels, cylinder oils and feed-rates.

The industry needs to anticipate the lubricant oil management, monitor the engine and maintain an operational safety margin.

Both of the OEM letters from MAN a n d Wi n G D m a k e p a r t i c u l a r r e f e rence to the importance of monitoring.

T h i s i s b e c a u s e t h e o p e r a to r i s n ow the sole entity responsible for ensuring the right cylinder oil is used at the right feed-rate. Total can support ship

operators w ith monitoring solutions.

Through its analysis service, the company can run drain oil reports. These repor ts are combined w ith the vessel data from the crew, through the vessel reporting form, filled out at the time of the sampling, and the fuel oil analysis, which operators can provide.

When combining this information, Total said it could prov ide operators with three levels of monitoring service.

These services include Drain Oil Standard, which provides an easy-to-read analysis report to quickly identify lubrication issues, Drain Oil Advanced, which details all the relevant information about the condition of the two-stroke engine w ithin a unique user-friendly repor t, and finally, Drain Oil Optimize, which takes a holistic view of the two-stroke engine lubricant oil feed-rate in combination with the lubrication performance.

In short, monitoring cannot be underestimated; it is key for a smooth transition and for optimizing cost management in the longer term.

As a result, the industry needs to anticipate the lubr ica nt oil management , monitor the engine and maintain an operational safety margin.

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ATLANTIC COAST The Salisbury is the first in a series of four Subchapter M-compliant, 3,000 hp. push tugs built by Chesapeake Shipbuilding.

The American Atlantic:

The Eastern Seaboard Sees Maritime Growth

By Heather Ervin, Editor in Chief

Photo Credit: The Vane Brothers Company, Derecktor

O

A variety of maritime operations along the Atlantic Coast expand despite infrastructure woes

ver the last year, the Eastern Seaboard has continued to see expanded growth in vessel construction, operations and technologies.

That growth has come not only from those that are leaving their cars behind and commuting on waterways, but from coastal cities that are exploring the expansion of their waterborne transit networks.

Joe Hudspeth, director of business development for global marine with BAE Systems, says he has seen similarities at the state level as the U.S. Department of Transportation’s Maritime Administration (MARAD) announced the designation of nine Marine Highway projects and a Marine Highway Route in July. “These designations will undoubtedly help to promote the shipping of goods and freight across the East Coast, particularly in port locations in Connecticut, Florida, New York and Virginia,” he says. “We’re also starting to see continued expansion with New York City Ferry, Potomac Riverboat Company and North Carolina Department of Transportation—all of which have added new ferries and service routes.”

BAE Systems—headquartered in London, but with U.S. operations across the

country— has provided hybrid and all-electric propulsion systems for marine vessels for more than 20 years.

Hudspeth adds that as the industry looks ahead, the planned expansion of America’s offshore wind farm network is also going to expand crew transfer vessel activity in the Atlantic region. “As maritime transportation grows, we’re seeing many cities strive to get to zero emissions,” he says. “This has caused strong demand from operators across the East Coast for greener and more sustainable options for vessels on their busiest routes.

For many of those operators, that means turning to marine-based hybrid, electric and alternative fuel propulsion systems.”

BAE Systems recently installed a BAE Systems HybriGen power and propulsion system in the MV Captain Ben Moore for new East Coast operator, Harbor Harvest.

The new system allows the vessel to sustainably move fresh farm products across the Long Island Sound in New York. “In 2020 and beyond, we expect many operators to follow the trend of Harbor Harvest and continue to fuel the growth of maritime transportation and sustainable propulsion,” adds Hudspeth.

Another East Coast-based vessel operator, The Vane Brothers Company out of Baltimore, recently launched the tug Salisbury.

The tug, which joined the company’s fleet last month, is the first in a series of four Subchapter M-compliant, 3,000 hp. push tugs built by Chesapeake Shipbuilding, Salisbury, Md., Designed by naval architect John Womack, the tug is 94 feet long and 34 feet wide, with a molded depth of 10.5 feet and a working draft of 8.5 feet.

The tug is earmarked for operations along inland waterways, particularly from Salisbury down the Wicomico River and into the Lower Chesapeake Bay area.

“These push boats ensure that we have the most up-to-date fleet to continue providing the highest quality service in shallow waters and protected harbors,” says Vane Brothers President C. Duff Hughes.

East Coast Challenges McDonough Marine Service, headquartered in Metairie, La., but with a location in Chesapeake, Va., has provided marine transportation solutions and tug and barge chartering for more than 70 years. When asked about challenges that impact its operations, the answer December 2019 // Marine Log 29

ATLANTIC COAST The Good News

wasn’t too surprising: maintaining and funding the Atlantic Intracoastal Waterway.

Mark Epley, McDonough territory manager for the East Coast, says the company, as a member of the Atlantic Intracoastal Waterway Association, is a driving force to promote the waterway and seek the proper funding to maintain and enhance the system.

Another big issue, according to Epley, is the lack of funding of our nation’s aging infrastructure. “There are a large number of bridges along the East Coast that are in dire need of replacement due to safety concerns,” he says. “A great deal of our business along the East Coast is infrastructure driven.”

At Derecktor, a shipbuilder in Mamaroneck, N.Y., which worked on the MV Captain Ben Moore, a primary challenge has been sustainability and environmentally sound solutions for commercial vessels in the midst of climate change. John Koenig, communications director for the shipyard, says the company was the first U.S. yard to construct three commercial hybrid vessels for the New York region in light of this.

The company will be launching its Derecktor Hybrid/All Electric platform in 2020. The solution will be offered in monohull and cat designs to provide greater flexibility for operators who have interest in hybrids and electric vessels.

East Coast Repair & Fabrication LLC (ECR), Chesapeake, Va., says they are facing a different set of challenges: stability in Navy maintenance and repair. The company says that the impacts of the government operating under a Continuing Resolution (CR) that could lead to the deferral and potential cancelations of maintenance contracts and the Navy and Marine Corps’ force structure assessment possibly resulting in lower recalibrated target figures for the size of the Navy’s fleet are of concern.

30 Marine Log // December 2019

economic conditions that make it difficult to plan fleet size, a growing reliance on and demand for fast and reliable satellite connectivity, a growing interest in maritime “Internet of Things” (IoT) for vessel performance optimization, and a strong interest in cybersecurity solutions.

“For our customers who are managing global fleets, the East Coast represents a stopping point in a very long journey, with ships calling on the major ports located here,” says Connors. “We take advantage of the opportunity to support those vessels.

For these global voyaging vessels, satellite communications is an absolute necessity since cellular-based solutions don’t have the range or coverage.”

Michael Johnson, founder and CEO of Sea Machines Robotics Inc. based in Boston, Mass., agrees with Connors and says East Coast maritime issues are in line with the rest of the world when it comes to technology.

“These include dated, manual operations that leave mariners at risk for fatigue- and distraction-related incidents,” says Johnson. “They also include visibility challenges that can lead to collisions, human exposure to dangerous working environments, poor shoreside visibility into at-sea vessel operations, and limited resources available for large coverage areas or time-sensitive missions.”

In response to these challenges, Sea Machines is developing technologies that are helping the marine industry transition into a new era of task-driven, computerguided vessel operations. These operator solutions include autonomous vessel capabilities, remote helm control, minimally or unmanned operational modes, and more that results in an increase in safety, productivity and predictability.

A Technology Mine Field Middletown, R.I.-based KVH Industries provides the maritime industry here and abroad with mobile connectivity and inertial navigation systems that allow mariners to stay connected and on course.

According to Jill Connors, media relations and industry analyst manager for KVH, the East Coast marine industry faces many of the same issues that the global maritime industry is facing. These includes uncertain

BAE Systems recently installed a BAE Systems HybriGen power and propulsion system in the MV Captain Ben Moore for new East Coast operator, Harbor Harvest.

Photo Credit: Detyens Shipyard

Gary Hamill, Wingate University Soccer Coach; Bradley Kerr, Director of Sales and Marketing, Detyens Shipyard; and Rhett Brown, Wingate University president.

Back in August, Detyens Shipyards won a $21.3 million MSC contract for a 75-calendar day shipyard availability for the regular overhaul and drydocking of the USNS Sacagawea (T-AKE 2). The project is moving along nicely, and as with all ship repair projects, the company says its excited to take on this new challenge.

The company has some other interesting projects in the works, as well. Some of these projects include the HMS Protector for the British Royal Navy in the yard, the Coast Guard cutter James (WMSL 754), another MSC vessel (MSC Lenthall), two NOAA vessels and two Seaward Services Inc. cruise vessels—Victory I and II. According to Bradley Kerr, Detyens’ director of sales and marketing, the shipyard is focused on promoting itself as a one-stop commercial ship repair facility, with deepwater access, a cross-craft trained workforce and quick access to shipping lanes. “What we do is put the customer before our company, the employee before the employer, family above self and safety above all,” he says.

In other “good” news, New Haven, Conn.based Gateway, a full-service terminal operator and marine service provider, has recently received expanded Foreign Trade Zone (FTZ) subzone approval and named a new company president, James Dillman.

The FTZ approval allows Gateway to expands its previously established FTZ to include approximately 57 acres, comprised of three warehouses with a total of 156,000 square feet. It also includes a 25,000-squarefoot covered storage structure and seven aboveground liquid storage tanks, with a capacity of 632,000 barrels.

Dillman joins Gateway with more than 30 years of leadership and management experience in the terminal, marine and shipping logistics industries. He most recently managed 12 terminals at Mokena, Ill.-based Ozinga Materials & Logistics. Before Ozinga, Dillman served in a variety of executive roles at North American terminal businesses, including Diversified Port Holdings, Metro Ports, Ceres Gulf Inc., and Swire Shipping.

Post-2020: bwms

Tight BWMS Retrofit Capacity Could Push Ships

INTO RETIREMENT

By William Burroughs, Senior Principal Engineer, Advisory Services, for ABS

Photo Credit: Doug McLean/Shutterstock

C

lass analysis suggests that i n te r n a t i o n a l s h i p p i n g’s efforts to comply with g lobal bal last water re gu l a t i o n s co m b i n e d w i t h insufficient drydock capacity could send a significant number of useful ships into early retirement.

Some 30,000 ships with displacements greater than 2,000 dwt are required by the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (2004) to install new ballast water management systems (BWMS) within the next five years; owners have until September 2024 to retrofit them.

As most shipowners will opt to have the work done during their five-year special survey, when the ships are already scheduled for an out-of-service period, an unavoidable peak in demand for dock space could require some tough decisions.

According to ABS data, the peak for retrofit demand for the fleet under its class is expected to come in 2022; just over 1,600 ABS-classed ships alone will need BWMS retrofits that year. Recent public declarations by other leading class societies suggest that a similar outsized proportion of their classed

fleets also will come due at the same time, leading to a potential bottleneck.

The squeeze on shipyard capacity is being exacerbated by recent moves by owners to “de-harmonize” their ships’ IOPP Renewal Surveys—most ships’ normal out-of-service periods—from their special surveys. Ironically, many owners de-harmonized their IOPPs to delay the implementation deadline

Just over 1,600 ABSclassed ships will need BWMS retrofits [in 2022]. for their BWMS. With the current available capacity, the global shipyard community will struggle to cope with the unprecedented flood of demand for retrofit docks, forcing some shipowners to consider early retirements for their ships.

According to ABS analysis, few vessels over the age of 15—or after their third special

survey—are likely to be seen as viable candidates for BWMS retrofits, prompting the owners of those ships to consider scrapping.

The exceptions could be LNG ships, which have design lives that are on average 10 years longer than standard box or bulk carriers, for example. In the bigger picture, however, gas ships represent just a tiny fraction of the fleet that will require BWMS retrofits.

ABS estimates that out of the more than 4,500 ships under its class that are scheduled for a BWMS retrofit before 2024, almost 1,200 ships may lack the economic case for having a BWMS installed; as they would not be able to trade internationally, they could be destined for the world’s breaking yards.

As capacity becomes tighter in the global shipyard and repair community, a bottleneck of ships seeking installations could also result in a record number of removals from the global fleet in 2022.

The retrofits due on vessels that will be aged 15 years and younger in 2022 in all likelihood will be completed. The next year, the ships that will be over 15 years may not.

Globally, about 45,000 vessels above 2,000 dwt. are without a compliant BWMS, according to industry data. On average, we anticipate that 25% of these vessels are December 2019 // Marine Log 31

2020 bwms

unlikely to complete their fourth special survey and will not be retrofitted.

If, as projected, the 30,000 qualified vessels pursue BWMS retrofits during their Special Surveys before September 2024, this would, on average, create demand for about 500 retrofits per calendar month over the five-year period.

In this demand environment, not only dock space could be in short supply.

Based on the man-hours that will be required to add these retrofits to the normal out-of-service periods required by class, flag, owners, yards, equipment vendors, etc., the industry also faces a lack of qualified personnel. If any of those stakeholders fail to ramp up employee numbers to meet these challenges, the entire five-year implementation plan would be at risk.

Another field of specialized labor that clearly has its work cut out for it is the independent inspection firms that will be needed to help ensure the BWMS comply with global and national regulations.

Globally, there are approximately 75 typeapproved BWMS available to shipowners, 32 Marine Log // December 2019

about 10 of which are already compliant with the requirements of the 2016 G8 or BWMS Code. There is much work to be done before the October 28 deadline next year, when all BWMS have to be certified.

There are also separate compliance demands from national regulators, notably the U.S. Coast Guard.

In that light, ABS and the independent Dutch laboratory Control Union Certifications (CUC) in September formed an alliance to offer BWMS manufacturers a one-stop shop for compliance with IMO and U.S. regulations.

The alliance combines ABS—an IMOrecognized organization authorized by 57 flag states to certify BWMS—with CUC, a USCG-approved independent laboratory, to create an immediate resource for the owners of ships trading internationally. It also offers manufacturers a single point of contact for all BWMS-type approvals and compliance processes—including planning, testing and execution—and offers shipowners a place to simultaneously attain multiple flag and class approvals for those systems.

About the Author: William Burroughs is the Senior Principal Engineer, Advisory Services, for ABS

Photo Credit: U.S. Coast Guard

If, as projected, the 30,000 qualified vessels pursue BWMS retrofits during their Special Surveys before September 2024, this would, on average, create demand for about 500 retrofits per month over the five-year period.

Part of Peterson and Control Union, CUC is an independent laboratory offering all the services required by USCG regulation (46 CFR 162.060) and the IMO BWMS Code. Its team of scientists have been involved in ballast water systems testing since the inception of the BWM Convention.

For manufacturers, the 2016 G8 and BWMS Code require re-approval of all BWMS, even those approved under previous IMO legislation. If a manufacturer is offering a system that was type approved to the previous 2008 G8 guidelines, it can still be sold, but the last date it can be installed is October 28, 2020. After that, everything has to meet the 2016 regulation.

For the time being , testing w ill be conducted at the CUC facilities in the Nether-lands. However, CUC is expanding its sub-lab capabilities to include U.S.based testing.

To support the requirements of the IMO, systems tests are being conducting in all three salinity ranges: freshwater (defined as containing less than one Practical Salinity Unit [PSU]), “brackish” water (testing required between 10 and 20 PSU), and marine salinity (between 28 and 36 PSU).

Engagement at the type-approval stage allows class to apply its considerable regulatory compliance experience to evaluating the design, manufacture and certification of ballast water systems.

In general, the industry has learned a lot since the nascent days of systems design and installation just 10 short years ago. The average owner or shipyard may have become relatively familiar with 10-20 individual systems in that time. Leading class societies, such as, ABS will have seen thousands and can help owners avoid a lot of the operational conflicts they have seen.

As compliance and certification deadlines draw nearer, it is experience that will prove instructive for an industry with some tough decisions to make.

TECHNOLOGY

Infographic shows basic idea behind DecarbonICE plan to “scrub” carbon from marine fuels and store it as dry ice, which would be deposited below the seabed.

Can Game Changing Technology

Decarbonize Shipping?

By Nick Blenkey, Web Editor

Image Credit: DecarbonICE

I

f shipping is to meet IMO’s goals for eliminating green house gas (GHG) emissions by the end of this century, dramatic moves will have to be made and creative new thinking will be needed. Right now, though, the shipping industry is bickering over short-term, stopgap measures, while various IMO panels and working groups are plodding step-by-step through an agenda that seems worthy rather than game changing.

That doesn’t mean that there’s any shortage of visionary, transformative ideas out there.

One of them is on-board carbon capture.

Another could see the shade of Dr. Rudolf Diesel having the last laugh, with his two-stroke engine proving to be the key to shipping’s GHG-free future by burning green ammonia.

But, while shipping’s future may be carbon-free, the industry is currently struggling

to wean itself off high-sulfur fuel oils.

Life Without Sulfur Over the next several months, most ship operators’ attention will be concentrated on complying with the January 1, 2020, IMO limit of 0.50% m/m (mass by mass) sulfur in fuel oil for ships operating outside emission control areas (where the sulfur limit is already 0.1%).

Most owners have chosen to comply by switching to compliant low sulfur fuels. The extent to which those fuels will be available remains to be seen. Though switching to compliant fuels may not require an upfront investment on the scale of switching to LNG or installing a scrubber, installations designed to run on regular HFO may still require upgrades in order to maintain fuel viscosity, temperature and circulation flows at specified levels with less viscous low sulfur fuels.

Whatever approach shipowners take to IMO 2020, there is likely to be initial teething problems. Owners who have invested in scrubbers, for example, now face restrictions on discharges of wash water in certain jurisdictions where they, too, will now have to burn compliant fuels with whatever problems they bring.

Even compliant “drop-in” biofuels could have their drawbacks. Less sulfur in fuel could mean more bugs.

“The addition of biodiesel will reduce the sulfur content, but ship operators do need to be aware this can result in increased microbial influenced corrosion,” says Patrick Taylor, director of global business development at Fredericton, New Brunswick, Canada-headquartered microbial monitoring specialist, LuminUltra.

Taylor says that the high sulfur content of December 2019 // Marine Log 33

fuels, including update of national actions plans to specifically consider such fuels.

A Carbon Levy?

At one time, there was a lot of talk of socalled “market-based measures.” In other words, it’s a tax on marine fuel as a means of encouraging good environmental behavior.

The problem with this, of course, is deciding who gets to collect that tax and then ensuring that the funds go to whatever noble causes they are intended to support. That idea, with all its inherent flaws, is starting to surface again.

MAN Energy Solutions ME-LGIP cylinder cover with LPG injection valves and valve control block. residual fuel has been an “excellent inhibitor,” preventing the build-up of microbial growth and, consequently, the microbial induced corrosion of fuel tanks and systems.

Looking at the big picture, though, it’s probable that by this time next year most operators will have successfully survived IMO 2020.

Decarbonizing Shipping IMO’s goals are to cut overall GHG emissions from ships by at least 50% by 2050, as compared with 2008 levels, and to phase them out entirely “as soon as possible in this century.” The U.N. agency has already adopted two mandatory measures under the MARPOL convention aimed at reducing GHG emissions—the Energy Efficiency Design Index mandatory for new ships, and the Ship Energy Efficiency Management Plan.

In October 2018, IMO approved a program of follow-up actions that include considering candidate short-term and midterm measures towards meeting its goals.

Some of the things that have been identified in the GHG strategy include looking at the provision of ship and shore-side/onshore power supply from renewable sources and developing infrastructure to support supply of alternative low-carbon and zerocarbon fuels.

The need to further optimize the logistic chain and its planning, including ports is also identified as a candidate shortterm measure, along with the initiation of research and development activities addressing marine propulsion, alternative low-carbon and zero-carbon fuels, and innovative technologies to further enhance the energy efficiency of ships.

In the mid-term, the strategy identifies candidate measures, including an implementation program for the effective uptake of alternative low-carbon and zero-carbon 34 Marine Log // December 2019

On Board Carbon Capture While we’ve been repeatedly told that there are no “magic bullets” available to decarbonize shipping, technology nonetheless looks to have some pretty powerful ammunition in its locker.

A number of leading international shipow ners and shipbuilders, along w ith Brazilian mining giant Vale, see on board carbon capture with subsequent storage at appropriate sites as part of an eventual solution. In this context, they say, the use of conventional fossil fuel can become carbon free. They have teamed up with Denmarkbased Maritime Development Center in a project called DecarbonICE. DecarbonICE sees the CO2 and other GHGs in the ship’s exhaust being captured on board in a cryogenic process and turned into dry ice. What is described as “proven offshore technology” is then applied, during normal ship operations to transport the dry ice into seafloor sediments, where the CO2 will be safely and permanently stored as liquid CO2 and CO2 hydrate.

The DecarbonICE concept is intended for both newbuilds and retrofits applications and, it is claimed, will create carbon-negative shipping, contributing to atmospheric carbon reduction at a significantly lower cost than shore-based carbon capture.

The two most-discussed candidate carbon-free fuels for shipping are hydrogen and ammonia. The most viable path for using hydrogen is in fuel cells and, while that technology is advancing rapidly, we are a long way from seeing fuel cells providing the main propulsion power for ocean going vessels.

A paper recently produced by MAN Energy Solutions, “Engineering the future two-stroke green-ammonia engine,” makes a powerful case for green ammonia as a marine fuel.

“Ammonia is a synthetic product obtained from fossil fuels, biomass or renewable sources (wind, solar, hydro or thermal), and when generated by renewable sources, ammonia will have virtually no carbon footprint or emit any CO2,

SOX, particulate matter or unburned hydrocarbons when combusted,” says the paper.

MAN sees the potential of ammonia as a fuel for two-stroke engine propulsion as “huge.” Among other things, ammonia has a higher volumetric energy density than liquid hydrogen, and it is less expensive and complex to transport and store than fuels in need of cryogenic temperatures. Another important difference compared to hydrogen is that ammonia is not explosive.

Although large-scale ammonia production currently uses mainly fossil fuels, green ammonia can be produced by electrolysis of water using electricity produced using only renewable energy sources. The MAN paper notes that, at times, excess electricity generated by renewable sources during peak production is sold at financial loss without the possibility for storage.

With growing production of electricity from sources such as solar and offshore wind, it seems reasonable to expect that more such excess electricity will be around.

But assuming that sufficient green ammonia can be produced, what needs to be done to adapt two-stroke technology for the fuel?

The MAN Energy Solutions paper says that the two-stroke ammonia concept is an add-on to its ME engine, similar to the previous engine concepts for liquid gas injection (LGI) propane, ME-LGIP (LPG) and liquid gas injection methanol, ME-LGIM. MAN B&W ME-GI and LGI engines have gained a considerable number of service hours powering vessels at sea, and orders have already been placed for the ME-LGIP engine, introduced this year.

The ME-LGIM engine type has been in service for some time and has achieved 50,000 running hours on methanol. The LGIM concept is used as basis for the LGIP engine. The same engine concept, already verified at sea, will constitute the core of the ammonia-combusting engine. There will be no visible differences between ammonia and an ME-LGIP/LGIM engine.

The MAN Energy Solutions paper goes into details about the changes to the fuel supply and other systems that will be needed to utilize ammonia as fuel and also looks at the possibility of using ammonia fueled two strokes as generator engines.

MAN Energy Solutions sees the development time of an ammonia engine as expected to be two to four years.

O bv ious first movers for ammonia propulsion are LPG carriers, which from time to time carry an ammonia cargo, and ammonia carriers, which already have the necessary auxiliary equipment and expertise on board.

Photo Credit MAN Energy Solutions

TECHNOLOGY

Newsmakers

Thrustmaster Appoints Holvik to Executive VP Position Thrustmaster of Texas has named JON HOLVIK as executive vice president for business development of Dynamic Positioning Systems. The appointment follows Thrustmaster’s acquisition earlier this year of Rolls-Royce’s ICON Dynamic Positioning business. Holvik will be responsible for overseeing the DP product business and developing growth and improvement. He was previously President of Kongsberg Maritime Inc. American Queen Steamboat Company (AQSC) has appointed BRIAN POWELL as chief marketing officer of AQSC and sister company Victory Cruise Lines. Powell has 33 years of travel industry experience in both the airline and cruising industry.

Capt. ANNE McINTYRE has joined the San Francisco Bar Pilots as business director, bringing with her a strong background in pilot association management and regulatory affairs. In 1996, she was selected by the Oregon Board of Maritime Pilots to become the first female Columbia River Pilot. There, she worked extensively with regional industry representatives and regulators.

As business director at the San Francisco pilot association, Capt.

McIntyre will oversee internal business and financial management for the organization, as well as actively participate in external affairs and regulatory matters related to pilotage. RAYMOND PAETZOLD, who has been serving in the dual roles of business director and general counsel since 2015, will remain as general counsel.

Take Your Business to New Heights

SØREN TOFT has stepped down as chief operating officer of Maersk Line and is joining the Aponte family’s Mediterranean Shipping Company as its CEO, reporting directly to reporting directly to DIEGO APONTE, group president, and GIANLUIGI APONTE, founder and group chairman.

Danfoss Editron has appointed ERNO TENHUNEN as its new marine director. He will lead the company’s marine business at a time when electrification is a hot topic in the global marine industry. He joins from ABB where he led ABB’s Digital Solutions unit in Finland, focusing on developing new and innovative digital systems for ships including those relating to automation, navigation and intelligent operations.

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December 2019 // Marine Log 35

TECH NEWS

Ulstein Says ZeroEmission SX190 Could Sea Trial in 2022 Norwegian shipbuilder and designer Ulstein says it is ready to deliver a zero-emission offshore construction vessel within three years.

The SX190 Zero Emission DP2 construction support vessel is Ulstein’s first hydrogen-powered offshore vessel, and features a Nedstack Fuel Cell Technology BV fuel-cell power system. CO2, NOx and particle emissions are eliminated when using hydrogen fuel cells.

The DP2 vessel can carry out a broad variety of offshore support operations.

“With this hydrogen-fueled vessel, we aim for future zeroemission operations of long endurance,” says Tore Ulstein, deputy CEO, Ulstein Group.

“Sea trials of a newbuild Ulstein SX190 Zero Emission could happen as soon as 2022.”

With current technology, the Ulstein SX190 design is already able to operate in zero-emission mode for four days. However, with the rapid developments in hydrogen storage and fuel cell technologies, a future zero-emission endurance of up to two weeks is targeted. For extended missions

and capabilities, the vessel can fall back on its more conventional diesel-electric system using low sulfur marine diesel oil.

The SX190 Zero Emission design is based on Ulstein’s existing SX190 vessel platform and has a total installed power of 7.5 MW, of which 2 MW is generated by a fuel-cell power system, typically Nedstack Proton Exchange Membrane fuel cells, which are located in a separate, second engineroom.

PEM fuel cells convert hydrogen and air into electric power, heat and water and produce no harmful emissions in the process. Nedstack fuel cell systems have already been built and proven in the multimegawatt power ranges.

The PEM fuel cells used in the SX190 Zero Emission design are fueled by hydrogen from containerized pressure vessels, a well proven and readily available technology.

These hydrogen storage containers can be loaded and unloaded by normal container handling operations and equipment. Hence, eliminating the need for expensive bunkering infrastructure and providing worldwide operational flexibility.

With current technology, the SX190 design is able to operate in zero-emission mode for four days.

36 Marine Log // December 2019

Ecochlor Brings NanoVapor VOC Gas-Freeing to the Maritime Industry M ay n a r ,M a ss.- hea d q uar tere d Ecoc hlor has reac he d an agree m e n t t o r e p r e s e n t N a n oVa p o r I n c ., Wo o d l a n d s , Te x a s , i n t h e maritime industr y.

T he NanoVap or tec hnology is designed to improve crew safet y while significantly reducing time and any environmental pollution related to gas-freeing VOCs from cargo or bunker tanks.

N a n oVa p o r i s f i n a li z i n g t e s ting with Lloyd’s Register for type approval with the expec tation of completion by Marintec China 2019, which has recently passed, when the product will be launched with a NanoVapor unit on display at the Ecochlor Stand N3D5N. A single ap plic atio n c an co n tinue to suppress VOCs for days, s ay s Ec o c h l o r, a d d i n g t h a t t h e NanoVapor degassing process is more cost effective than traditional methods of cleaning these t ypes of tanks.

A NanoVapor unit consists of two components: a nano-suppressant liquid, TankSafe, and a por t able delivery unit, Model ST-1000.

The deliver y unit operates using a compressed air source to create a high -flow air s tream to injec t the suppressant molecules into the tank.

The molecular suppressant works up to 90 % faster than current enclosed space procedures to quickly suppress VOC evaporation.

InterManager, the ship management tr ade as sociation, recently released an industr y guideline sharing best practice submissions from crew with the aim of reducing risks in enclosed spaces.

NanoVapor portable delivery unit.

Image credit: Ecochlor, Ulstein

SX190 Zero Emission construction vessel.

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SAFETY FIRST

A

ccording to the International Maritime Organization (IMO), when restricted visibility is encountered or expected, the first responsibility of the officer on watch is to comply with the relevant rules of the applicable regulations for preventing collisions at sea. This includes a particular regard to the sounding of fog signals, proceeding at a safe speed and having the engines ready for immediate maneuvers.

IMO’s 1972 Convention of the International Regulations for Preventing Collisions at Sea (COLREGs) presented the maritime industry with several “rules of the road” for collision avoidance.

Under Rule 3 of the COLREGs, restricted visibility is defined as meaning “any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes. “It can often be difficult to determine whether the conditions may be considered as “restricted visibility” or simply non-optimal conditions.

Rule 5 states that “every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.”

This goes hand in hand with Rule 6, which says that “every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions.”

In determining a safe speed, several factors should be taken into account. For all vessels, the factors include the state of visibility; traffic density; maneuverability of 40 Marine Log // December 2019

the vessel with special reference to stopping distance and turning ability in the prevailing conditions; the presence of background lights at night; the state of the wind, sea and current, and the proximity of navigational hazards; and the draft in relation to the available depth of water.

For vessels with operational radar, safe speed factors include the characteristics, efficiency and limitations of the radar equipment; and constraints imposed by the radar range scale in use; the effect on radar detec-

A contributing factor to many restricted visibility incidents is over confidence in the radar system. tion of the sea state, weather and other sources of interference; the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range; the number, location and movement of vessels detected by radar; and the more exact assessment of the visibility that may be possible when radar is used to determine the range of vessels or other objects in the vicinity.

The COLREGs warn us early on about the dangers of not standing a proper lookout and about safe speed early on. These rules are closely tied to restricted visibility. A

famous example of violating Rule 5 and 6 in Restricted Visibility —though it predates the COLREGs and IMO — is the loss of the RMS Titanic, whose lookouts did not have access to the binoculars locked in the crow’s nest to spot the iceberg that the vessel hit while its engine capabilities were being shown off.

Another famous collision , that of the Andrea Doria, was radar assisted. During this event, the Andrea Doria and the Stockholm sped in to each other in during restricted visibility while improperly interpreting their radar screens and the actions of the other vessel.

A contributing factor to many restricted visibility incidents is over confidence in the radar system and not enough knowledge of its limitations. Watchstanders must be familiar with minimum and maximum range, return on targets due to composition of target, and adjusting to weather conditions.

Restricted visibility may from time to time be expanded into the realm of sun glare on the water. During the Jersey City, N.J., NY Waterway ferry accident involving the ferry running over several kayakers, the operator claimed that the kayakers were operating in sun glare. The Coast Guard assigned a portion of blame to the Master of the ferry who knowingly did not take precautions when operating in an area of restricted visibility.

As someone who has driven a car towards a setting sun, I can certainly understand the claim of the Master to not be able to see.

All mariners should now raise the question though: Will the definition of restricted visibility remain the same?

When it comes to standing a proper lookout in restricted visibility, prescription eyewear and sunglasses with UV A/B protection should be worn. Binoculars should not only be on the vessel, but in good working order. Often overlooked but of great importance are clean portholes—inside and out.

We stand watch both by sight and by hearing. Reduced engine and fan noise on the bridge deck should be a consideration when vessels are designed. If a mariner wears a hearing aid, ensuring that they have fresh batteries installed is very important.

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

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