Marine Log August 2018

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

August 2018

FRESH DELIVERY Crowley’s new LNG-fueled ConRo’s maiden voyage Green Technologies & Sustainable Shipping

Naval Architects Roundtable

Another Milestone

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CONTENTS

15

38

Departments

Features

2E ditorial Rolling onto the Marine Highway

15

LNG Tiny Frog Makes Big Technological Leap LNG fuel makes Crowley’s El Coquí one of the world’s most technologically advanced, environmentally friendly ships

17

Green Technologies & Sustainable Shipping Supplement • Know Your Environmental Compliance Options • Hybrid Propulsion Delivers Cost & Environmental Benefits • Committed to Customers and LNG And much more...

34

Design Naval Architect Roundup: Making Way for the Future A panel of the naval architects and marine engineers discuss market trends, optimizing operations and vessels going green

38

Noise Emissions Ripple Effect Ships are the number one cause of underwater noise causing disruption for marine life. While no mandatory rules are in place, the industry is voluntarily stepping up to mitigate anthropogenic underwater noise

40

Zero Emissions Moving Towards Zero Harbor Harvest’s hybrid cargo vessel gets major boost receiving official designation as a Marine Highway project

4 Industry Insights 6 Marine Innovations 8 Inland Waterways WRDA Means Business

9 Wellness Column Protecting and Saving Your Eyesight 10 Update uck Boat Tragedy in Branson D McAllister’s New Powerful Tugs • Five Minutes with Kirk Meche • Tidewater and GulfMark Offshore to Combine • •

14 Inside Washington

Cover Photo: Crowley Maritime

OSHA Cites Five Contractors for Fatal Towboat Explosion

42 Newsmakers Seaspan Shipyards Announces New Leadership Lineup 43 Tech News Volvo Penta, Another Step Closer to Hybrid Power

48 SAFETY FIRST The Growing Significance of AIS

August 2018 // Marine Log 1

EDITOR’S COLUMN

MarineLoG AUGUST 2018 Vol. 123, NO. 8 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com Associate Publisher Jeff Sutley jsutley@sbpub.com MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com

Rolling onto the Marine Highway

A

merica’s first zero emissions cargo vessel is picking up steam…umm, I mean, charging ahead. I was at Derecktor Shipyards in Mamaroneck, NY, on July 27 for the formal ceremony announcing that the Harbor Harvest Long Island Sound System was designated by the U.S. Maritime Administration (MARAD) as a Marine Highway project.

U.S. Maritime Administrator Rear Adm., U.S. Navy (Ret.) Mark “Buz” Buzby was on hand to make the announcement. As if putting an exclamation point on the significance of projects such as Harbor Harvest and the Marine Highways Program, the Admiral arrived to the event accompanied by four midshipmen not in a limo, but by boat. During a tour of the shipyard after the ceremony, Admiral Buzby joined other attendees on the CUNY I, a hybrid research vessel built by Derecktor. The Admiral was enthusiastic about touring the boat, examining its controls and bridge. He even opened the hatch and crawled into and out of the vessel’s engine room. That’s refreshing and something you don’t see every day.

Kudos to U.S Secretary of Transportation Elaine Chao and MARAD for recognizing and supporting the Harbor Harvest project. Congratulations also to Bob Kunkel, who has worked tirelessly for some 10 years to bring together the team and the resources to make the project a reality. The Harbor

Harvest project is part of a paradigm shift as inland and coastal vessel owners and operators more closely evaluate the benefits of opting for hybrid and all-electric propulsion. While much has been done with government support in Europe, it’s not the case in the U.S. Turn to “Moving Towards Zero” on page 40 to read more.

Hybrid and all-electric propulsion is one of topics that our panel of experts discuss in our Naval Architect Roundtable this month.

As this is our 14th Annual Green Issue, it is also appropriate that we highlight the maiden voyage of the El Coquí, Crowley Maritime’s new LNG-fueled Container RollOn/Roll-Off ship for the Puerto Rico trade.

The El Coquí is a major technological leap forward, with a high degree of automation and operation on burning Liquefied Natural Gas (LNG). It’s the first of two such vessels for Crowley, which has invested more than a half a billion dollars to improve its service between Jacksonville, FL, and San Juan, Puerto Rico. That’s a pretty serious investment in the Jones Act.

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

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2 Marine Log // August 2018

European EDITOR Charlie Bartlett charlie.bartlett@runbox.com WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Art Director Nicole Cassano ncassano@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER EAST COAST Elaina Crockett ecrockett@sbpub.com REGIONAL SALES MANAGER MIDWEST/WEST COAST Jim Kingwill jim@kingwillco.com Barry Kingwill barry@kingwillco.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St. 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

POSTMASTER: Send address changes to Marine Log Magazine, PO Box 3135, Northbrook, IL 60062-3135.

CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk

Circulation DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation emily.reiblein@crowley.com Capt. Matthew Bonvento Good Wind Maritime Services goodwindmaritime@hotmail.com Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of trends in the global marine marketplace. With the IMO 0.5% Global Sulfur Cap on the horizon, shipowners are scrambling to choose between burning MGO, burning HFO with installing exhaust gas scrubbers or choosing to switch to burning LNG as a marine fuel. In this month’s infographic, we highlight some interesting data compiled by the EGCSA on exhaust gas scrubbers that have been installed or are on order for 983 ships. Some 59% of the installations will occur at shipyards in Asia, 28% in Europe, 8% in North America, and 5% unknown.

Top Global OSV Owners

By Valuation Company

Offshore Rigs Operating in the U.S. GOM (on or about July 1 of respective year)

# of Vessels

$ in Mil.

Edison Chouest

220

$1,924

2014

Tidewater & GulfMark

273

$1,381

2015

Solstad Farstad

100

$930

2016

71

$754

242

$735

Nam Cheong International

43

2013

41 21 15 18

2017 15

2018

Bourbon

0 Source: VesselsValue

10

20

30

40

50

Source: Baker Hughes

What’s the Uptake for Exhaust Gas Scrubbers?

Largest Engine Power

Number of Ships with scrubbers

Vessel Types with scrubbers,

By Scrubber Type,

Installed or on Order

Installed or on Order

Installed or on Order

15% Cruise Ships 152 Retrofit Hybrid

70 Retrofit Open

220 Newbuild Open Loop

23% Tankers

72 Retrofit Hybrid

148 Newbuild Hybrid

28% Bulk Carriers

50 Newbuild Open

463 Retrofit Open Loop

13% RO/RO/Shortsea/Ferries

65 Newbuild Hybrid

16% Containerships 5% Other

63% are Retrofitted Ships

(By MW)

Source: EGCSA

Recent Contracts, Launches & Deliveries Shipyard

Qty

Type

Owner

All American Marine, Bellingham, WA

1

73 ft Whale Watch Boat

Puget Sound Express

2018-2Q

Eastern Shipbuilding, Panama City, FL

2

80 ft Z-drive Tugs

Bisso Offshore

2020

Gladding Hearn, Somerset, MA

1

55 ft Pilot Boat

Virginia Pilot Association

2018-3Q

Gunderson Marine, LLC, Portland, OR

1

204,000 bbl Tank Barge

OSG

2020-2Q

Vigor, Seattle, WA

1

400 PAX Fast Ferry

WETA

2018-3Q

VT Halter Marine, Pascagoula, MS

1

LNG-fueled ConRo

Crowley Maritime

Source: Marine Log

4 Marine Log // August 2018

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Marine Innovations Decatur Marine Audit & Survey Launches Maritime Cyber Security Computer Based Training Program Decatur Marine Audit & Survey has launched its new Maritime Cyber Security computer based training (CBT) program. Over 40% of crew members have reportedly sailed on vessels that have become infected with a virus or malware - but only 1 in 8 crew members have received cyber-security training. Decatur says the thirty-minute program will improve maritime safety and security, while helping to reduce risk to individuals. For more information, contact Decatur Marine today at SubchapterM@decaturmarine.com decaturmarine.com

Kvaser AB Marine-compatible CAN Interfaces and Data Loggers Kvaser’s CAN interfaces and data loggers are compatible with NMEA 2000 and J1939, the principle marine messaging protocols. With an NMEA-approved male CAN connector, the Kvaser Leaf Light HS v2 M12 provides a simple connection between a PC and the on-board computer of a marine electronics system. Kvaser’s Rugged range supports harsh environments, including water ingress, suiting them to sea trials. Use with Kvaser CanKing, a free CAN bus monitor and diagnostic tool, or with a Kvaser partners’ marine-specific software. www.kvaser.com

Raymarine Debuts New Axiom XL Line of MFDs FLIR Systems, Inc. has introduced the Raymarine Axiom XL line of multifunction displays (MFDs).

Designed to perform in extreme conditions, the lineup is waterproof and features IPS and Raymarine’s optical bonding display technology to deliver wider viewing angles, sharp contrast, and unmatched readability in bright sunlight. Axiom XL’s simplified integration allows greater flexibility when creating multi-display and multi-station navigation systems. Its FLIR thermal imaging camera supports enhanced navigational awareness and safety. www.raymarine.com

Roxtec, Inc. Light-Weight, No-Weld Solution in Roxtec SPM Seal The Roxtec SPM seal is a light-weight, non-weld solution that is ideal in metal pipe installations where welding is not allowed, recommended or desired. It maintains a tight seal around the metal pipe as well as sealing inside any uneven or irregular opening, and the indicators show when full compression is achieved. The one-sided installation makes it easy to protect vessels against fire, water and gas. www.roxtec.com/spm

Samson Introduces Icaria for Mooring to Maximize Life and Reduce Risk Samson’s new integrated technology and service solution, Icaria, is designed to facilitate the transition process set out in OCIMF’s MEG4. The solution has four components: Linecare, Compliance, Classroom, and Connect. Icaria provides assistance with the selection/confirmation of the appropriate mooring line system, identifies gaps and focus areas for more frequent or robust maintenance routines and recommendations for setting service life expectations. It also includes learning management, training and certifications for crew. samsonrope.com 6 Marine Log // August 2018

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inland waterways

WRDA Means Business

8 Marine Log // August 2018

the current organizational structure of the Corps’ Civil Works function and to identify impediments to efficient project delivery, and then provide recommendations to Congress. The Senate bill calls for the NAS to conduct a study to examine how the Corps can increase transparency in cooperating with Congress, government, stakeholders, and other cost-sharing partners.

The House bill attempted to move the Harbor Maintenance Trust Fund (HMTF)

WRDA bills often result in smart policy changes

off-budget to allow for full-use of HMTF funds to be used solely for harbor maintenance pur poses by 2029. However, Republican leaders directed that the provision be removed before passage.

“WRDA 2018 builds on efforts focused on making the Army Corps of Engineers work for the American people so our communities are more resilient against hurricanes, storms and floods while ensuring the long-term viability of our nation’s water infrastructure,” noted a press release from Rep. Garret Graves (R-LA), House T&I Water Resource Subcommittee Chairman.

Senator John Barrasso (R-WY), Chairman of the Senate EPW Committee,

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

U.S. Army Corps of Engineers

L

ast May, the House Transportation and Infrastructure (T&I) Committee marked up and passed its 2018 Water Resources Development Act (WRDA), and the Senate Environment and Public Works (EPW) Committee marked up and passed its companion measure known as “America’s Water Infrastructure Act of 2018.” WRDA 2018 is a smaller, more streamlined bill; WRDA is the set of laws enacted by Congress to deal with water resources including environment, structure, navigation, flood protection, and hydrology. Specific to Waterways Council, Inc.’s (WCI) interests, WRDA bills authorize Corps of Engineers’ work on locks and dams and dredging.

WRDA 2018 passed on the House floor in June, and at press time, the Senate was seeking floor time for consideration of its bill. Both the House and Senate bills authorize seven Chief ’s Reports and 10 studies, and offer a number of smaller, localized project changes that do not affect priority navigation projects as identified by the Capital Development Plan.

Neither the House nor Senate WRDA bills contain a user fee or Public Private Partnership (P3) tolling proposal, which has been strongly opposed by WCI as unfair and inequitable to just one user/beneficiary of the inland waterways, commercial carriers.

Recommendations for a user fee or P3 tolling proposal were included in the President’s FY19 budget request, in the Administration’s infrastructure plan unveiled in the Spring, and also had potential to be included in the House WRDA bill.

The House bill does direct the National Academy of Sciences (NAS) to evaluate

delivered remarks on the Senate floor on the need for the Senate to pass its WRDA bill saying, “Over the past 50 years, our country has gone from a construction society to a consumption society – and as a result our bridges, roads, dams, and waterways have suffered....[this bill] grows the economy and creates jobs. It cuts red tape ... it keeps communities safe.”

WCI expressed its extreme gratitude for the dedication and steadfast commitment that House T&I Committee Chairman Bill Shuster and Ranking Member Peter DeFazio demonstrated to proceed with WRDA on an every two-years cycle. At the beginning of his House T&I Chairmanship, Chairman Shuster committed to returning WRDA bills to that biannual process and the 2018 bill marks the third WRDA bill in six years.

Prior to that, there had been just two bills in 14 years. The seven-year time frame between the WRDA 2007 and the Water Resources Reform Development Act (WRRDA) 2014 resulted in massive policy changes for the inland waterways within WRRDA 2014. The biggest policy improvement in WRRDA 2014 was initiated in the Senate EPW Committee and later became law to change the cost-share from 50% Federal funding-50% Inland Waterways Trust Fund (IWTF) funding for the Olmsted Project (Ohio River) to 85% Federal funding-15% IWTF funding. This change allowed the Corps to count on efficient funding levels that has resulted in success for the Olmsted project, which will open with a ribbon-cutting ceremony on August 29, 2018, four years ahead of schedule, with $330 million saved from the project’s postauthorization report amount.

WRDA bills often result in smart policy changes that positively impact our Nation’s economy, and the opening of Olmsted is a shining example. WCI’s members, its past and present leaders, the Corps of Engineers, and Members of Congress will proudly witness history when Olmsted Locks and Dam opens and the first boats and barges lock-through. Waterways modernization realized. www.waterwayscouncil.org

Wellness Column

Protecting and Saving Your Eyesight health, and as a cancer fighter. It seems to impact multiple aspects of health and powerfully protects the eyes. Lutein and Zeaxanthin are commonly seen in yellow, orange and red-pigmented plants. Astaxanthin can be found in wild salmon and occurs naturally in Krill Oil. In research however, supplementation of Astaxanthin has been necessary to see benefits to ocular health.

Light Exposure

Y

our eyes are sensory organs with millions of parts. They come together to help sense, receive and pass impulses through the nervous system to the brain for interpretation. Roughly 25 million Americans over the age of 18 report significant vision loss; and half of adults will suffer from some type of cataracts by the time they reach the age of 75. Statistics demonstrate that as we age the world gets fuzzy, and for some, even dark.

But there is good news. According to the World Health Organization (WHO) over 80% of vision impairment is avoidable or curable. Actively caring for our eyes is critical to their strength and longevity, and this goes beyond an annual vision check or check ups done in a Medical Certificate renewal.

Shutterstock/ Africa Studio

Nutrients for your Peepers A 2001 U.S. study showed poor diet as a major risk factor for age-related macular degeneration and cataracts. Diseases of the eyes like glaucoma, retinal nerve damage, loss of eye strength, diabetic retinopathy (deterioration of vision due to diabetes) and partial vision loss have a nutritional component— one often overlooked and unseen.

Proper nutrients can help stop free radical damage, unstable molecules that accumulate in your body and destroy cells. It can also lower your risk of cataracts and help reduce glaucoma, risk of diabetic retinopathy, reduce eye fatigue and light sensitivity.

For all eyes, optimizing vitamin D, vitamin C, vitamin E, zinc, vitamin A and omega-3 fats shows benefit—including reducing inflammation, strengthening tissue connectivity and sparking faster neurological

movement. These nutrients are easy to find in sunlight, fish, pastured animals and related foods, leafy greens, nuts/seeds, cruciferous vegetables like broccoli and well-balanced supplements.

Beyond that, research around specific antioxidants is worth noting. Antioxidants are generally the “trash collectors” in our

According to the World Health Organization over 80% of vision impairment is avoidable or curable system. They carry away the garbage, free radicals, etc., and keep our streets clean from the byproducts of work that goes on inside us.

Among the most powerful are Carotenoids; three in particular are the focus of eye health research: Lutein, Zeaxanthin and Astaxanthin. Intake of these power houses can help increase ocular density to help stave off macular degeneration by as much as 18% and improve night driving and increase visual acuity on an eye chart (by as much as 1.5 lines).

Astaxanthin has recently been the focus of extensive research for eye health, heart

Light exposure has varying effects on vision.

Getting enough bright light (10,000 lux) for periods of time as a child appears to have protective effects from nearsightedness. As we get older, too much UV light appears to increase our likelihood for cataracts and perhaps even macular degeneration.

Recent years have brought about concerns related to blue light from electronics and its relationship to eye damage. According to researchers at the University of Alabama at Birmingham electronic devices can cause discomfort, dry eyes, stress and strain around the eyes. Exposure to blue light can disrupt the hormonal balance that allows you to get a good night’s sleep. Researchers stated that “We are not designed to be using our phones and tablets 6 inches from our faces...This is suppressing the melatonin (our sleep hormone), making it more difficult for a good night’s rest and REM sleep.”

A lack of a good night sleep with REM included can be detrimental for human health after just one night, and devastate the body over time. Devices off within 2-3 hours of going to sleep, or blue blocking glasses may be a good option to ensure hormonal balance is achieved for a quality night’s sleep.

Blue blocking glasses can also help when working on electronic devices throughout the day.

Deterioration of our eyes can be affected by improper care leaving us at risk of a progressively darkening world. We can take care of them daily by taking power packed nutrients that preserve and strengthen our eyes.

Nothing in this article constitutes medical advice, all medical advice should be sought from a medical professional.

Emily Reiblein

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

August 2018 // Marine Log 9

Update

BIZ NOTES Tidewater & GulfMark Offshore To Combine

The recent fatal Duck Boat accident is

expected to bring on a number of lawsuits and a change in legislation. Built in 1944 and operated by Ride the Ducks Branson, the Stretch Duck 7 sank in Table Rock Lake in Stone County near Branson, MO, on June 19, claiming the lives of 17 on board.

This isn’t the first time a duck boat, an amphibious vehicle, has been involved in a tragedy—there have been more than 40 deaths since 1999.

Most notably, in May 1999 a duck boat sank in Arkansas, killing thirteen. One of the contributing factors in the high number of deaths in the 1999 incident was “a continuous canopy roof that entrapped passengers within the sinking vehicle.” That type of canopy was present on the Stretch Duck 7 as it was recovered from Table Rock Lake.

U.S. Senator Claire McCaskill (D-MO) is doing her part to make sure a tragedy like the Stretch Duck 7 is not repeated. She has introduced legislation requiring past recommendations made by the NTSB after the 1999 accident, to increase safety of

amphibious vehicles like duck boats, to be put into law.

McCaskill said, “The NTSB recommendations following the 1999 incident in Arkansas were pretty straightforward, but unfortunately nothing happened. So I’m in the early stages of drafting legislation, with input from NTSB and the Coast Guard, to require that the design issues with amphibious passenger vessels be addressed—and that boats that are not compliant be taken out of service until they can be compliant.”

Meanwhile, many, including former NTSB Chairman Jim Hall, are calling for the ban of the tourist duck boats.

And as we were going to press the U.S. Coast Guard Commandant convened a formal Marine Board of Investigation— the highest level of investigation for the agency—into the accident. Both the NTSB and the Coast Guard have agreed that, at this time, the NTSB will lead the marine casualty investigation effort with the Coast Guard joining as an equal partner, in accordance with Joint Federal Regulations.

Ship Manager Guilty, Will Pay $1 Million Fine in Magic Pipe Case After being found guilty of its failure to

maintain an accurate oil record book, in violation of the Act to Prevent Pollution from Ships (APPS), and making false statements concerning the illegal dumping of oil contaminated bilge water at sea, Singapore’s Hai Soon Ship Management will pay a fine of $1 million and serve a two-year probation.

Under its plea agreement, Hai Soon Ship Management vessels that operate in U.S. waters will be required to comply with a comprehensive environmental compliance 10 Marine Log // August 2018

plan. The plan involves regular inspections under the supervision of an independent auditor and supervised by a court-appointed monitor. The inspections ensure that the ships are complying with marine environmental protection requirements.

According to court documents, in October 2017, the Chief Engineer of the Hai Soon 39, along with engine room staff, constructed a hose in the engine room that enabled them to bypass the ship’s pollution prevention equipment, including its oil water separator,

and pump oily waste directly overboard.

Those discharges were never recorded in the oil record book. As law dictates, vessels must use pollution prevention equipment, and if overboard discharges occur, they must be recorded in an oil record book which is inspected by the U.S. Coast Guard. Court documents indicate the vessel’s Chief Engineer made false statements in the oil record book, making it appear that discharges were routed through the oil water separator when they, in fact, had not.

Top photo: U.S. Coast Guard / Petty Officer 3rd Class Lora Ratliff

Duck Boat Tragedy

The boards of both Tidewater Inc. and GulfMark Offshore, Inc. have unanimously approved a definitive agreement to combine the two companies. If consummated, the combination would create a global offshore support vessel leader positioned to capitalize on significant cost synergies and superior growth opportunities as the OSV sector recovery gains traction.

According to the announcement, the combined company will have the industry’s largest fleet and the broadest global operating footprint in the OSV sector, with an unmatched ability to support customers across geo-markets and water depths. The combined company will be operated under the Tidewater brand and will be led

by Tidewater President and CEO John Rynd. The transaction is expected to close in the Q4 2018.

That is, if Harvey Gulf doesn’t get in Tidwater’s way.

At p re s s time, GulfMar k Of fshore announced it had received a non-binding, unsolicited proposal from HGIM Corp. ( Har vey Gulf ) to combine the companies through a merger in which GulfMark would acquire Harvey Gulf, with the combined company remaining publicly listed.

Under the Harvey Gulf proposal, GulfMark stockholders would own 41.2% of the combined company.

Update

Five Minutes with Kirk Meche, President & CEO, Gulf Island Fabrication, Inc. ML: What has been the key to Gulf Island Fabrication’s success?

KM: The key to our success is our people and their dedication to identifying new markets, winning the bids and performing. Several months ago we made a strategic decision to pivot from traditional Oil & Gas projects to a variety of other markets. This has yielded the results we have today.

Our current backlog including options and unexercised options on contracts is over $900 million.

ML: What’s your current labor situation?

KM: The downturn in the Oil & Gas market was sudden and brutal. We were fortunate to have a few projects to complete during the initial downturn, but it was not enough work to hold us over until our new projects started. Thus we have not increased labor but we did increase our support staff. We expect to start ramping up with craft labor later this year.

ML: Are you making capital investments at your yards?

KM: Capital investment has begun but not to the level most might expect. We have lots of acreage and idle shops that we will be analyzing for use associated with shipbuilding along with future opportunities within our other divisions.

ML: Do you see any improvements in the oil patch?

KM: I don’t see much, if any, improvement in Traditional Oil & Gas for this year and into early next year. Opportunities that may exist for offshore fabrication are going overseas as we are not protected by the Jones Act (as we are in shipbuilding) nor any tariffs that may be imposed on finished products coming in from foreign competitors. However, when we do see significant signs of improvements as it relates to shipbuilding and especially repair and drydocking needs, we are ready to support our customers.

Some of the greatest challenges going forward that we face in the shipyard would be skilled labor. It is not an issue currently as the Oil & Gas sector is down and labor is available. When the Oil & Gas sector begins to improve we will be competing for this skilled labor and I am fearful of a pricing war.

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August 2018 // Marine Log 11

Update

McAllister Towing & Transportation Christens New Powerful Tug Duo

McAllister Towing & Transportation, which has been part of the New York Harbor community since 1864, marked another milestone in the company’s long storied history with the double christening of two new generation tugboats at a ceremony at Pier 16 South Street Seaport in New York’s Lower Manhattan.

The tugs, Captain Brian A. McAllister and Rosemary McAllister, are named after the company’s chairman and his wife. The fifth generation to head the family business, Captain Brian and Rosemary’s sons will lead the company into the future. Buckley McAllister serves as the company’s President, and brother Eric serves as McAllister Towing’s CFO. “This double christening,” says Capt.

Brian McAllister, “is a very special event because it also includes a celebration of the company’s origins. It was here on South Street that McAllisters entered the steamboat era from sail. It is such an honor for Rosemary and me to christen our namesake tugs at this historic venue. In doing so, we

welcome our most advanced and powerful ship-docking tugs and are home on South Street once again.”

Powerful Tugs The 6,770-hp tractor tug Captain Brian A. McAllister has been working in New York Harbor since last year. She was built by Horizon Shipbuilding, Bayou La Batre, AL. Meanwhilie, the Rosemary McAllister made a special journey up from the Port of Virginia for the ceremony.

She was launched at Horizon Shipbuilding and completed at Eastern Shipbuilding, Panama City, FL. The Rosemary McAllister is the most powerful tug in Hampton Roads.

McAllister is building two more of the beefy tractor tugs—the Ava McAllister and Captain Jim McAllister—at Eastern Shipbuilding that will be delivered in March 2019 and May 2019, respectively.

All four tractor tugs will provide ample muscle to handle the latest generation of ultra-large containerships that are making

LMAO

their way into ports along the U.S. East Coast following the Panama Canal expansion.

The first EPA Tier 4-compliant tug on the U.S. East Coast, the Captain Brian A. McAllister is fitted with two Caterpillar 3516E diesel engines that are rated at 3,386 hp at 1,800 rev/min, that drive two Schottel SRP 4000 FP azimuth thrusters.

Both 100 ft x 40 ft tractor tugs are classed

by ABS as Maltese Cross A-1 Towing, Escort Service, FiFi 1 and Maltese Cross AMS, and each deliver 80 tons of bollard pull.

Designed by Crowley Maritime’s naval architectural arm, Jensen Maritime, Seattle, WA, the tugs—each rated at 82.75 metric tons of bollard pull—provide enhanced ship docking as well as direct and indirect escorting.

Advanced towing machinery onboard each tug includes a Markey asymmetric render-recover winch on the bow and a Markey tow winch with a spool capacity of 2,500 ft of 2-¼ in wire on the stern.

Each tug’s advanced communications and automation suite includes a full engine room monitoring system with a remote monitoring capability at the helm engine room and deck cameras with a wheelhouse display.

Two Furuno FR8122 with ARPA, three Standard Horizon GX2200 VHF radios, an Anschutz Pilotstar D autopilot, and Furuno depth sounder, AIS, and GPS round out the wheelhouse electronics.

The tugs are part of McAllister Towing’s long-term plan to upgrade its fleet to handle the ever-larger tonnage calling at the 12 ports it serves.

In the late 1990s, McAllister Towing only had one tractor tug. By next year, with the addition of the two under construction at Eastern Shipbuilding, its fleet will reach 34 Z-drive tugs, making it one of the largest owners of tractor tugs in North America.

SUBCHAPTER M DEADLINE

Last Minute Audit Opportunity...

Management audits should be completed before the end of 2018 to get your COIs on time. 25% of your towing vessels need COIs by July 20, 2019 but must first operate under a TSMS certificate for 6 months.

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12 Marine Log // August 2018

J.R. Snyder

Decatur Marine is the rising star among USCG TPOs – get on our audit schedule before it’s too late!

Update

Virgin Voyages Names its First Lady Virgin Voyages’ Sir Richard Branson has named the first lady in his fleet, Scarlet Lady. The vessel is the first in a series of three 110,000 gt cruise ships being built for the new cruise line by Fincantieri. The ship will feature a mermaid version of a design by artist Toby Tinsley typically featured on Virgin Atlantic and Australia airplanes as well as the Virgin Galactic spaceline.

The Scarlet Lady image doesn’t just represent the brand, but also Virgin’s intention of fostering an environment that empowers women. According to the operator its Virgin Voyages Scarlet Squad Program is aimed at creating leadership positions for women on the operation side of the cruise industry.

The program will support skill development, recruitment and mentoring.

Exhaust Gas Cleaning System Installations Rise A survey of Exhaust Gas Cleaning Sys-

tems Association (EGCSA) members reports a rapid uptake of marine scrubbers with 71 scrubbers ordered in May 2018 alone. At the end of May 2018, the number of ships with exhaust gas cleaning systems installed or on order stood at 983.

The survey shows that scrubber orders have been 63% for retrofits and 37% for

newbuild installations. Of the 983 vessels with scrubbers installed or on order, 68% opted for an open loop scrubber—no surprise to EGCSA Director Don Gregory, who says, “it is the simplest scrubbing system and favored by ship crews.”

EGCSA expects that shipowners will spend more than $20 billion over the next five years on exhaust gas cleaning systems.

Becker Marine Systems USA, Inc. Mr. Mike Pevey, Tel. +1-844-BMS USA 1, mpe@becker-marine-systems.com

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ENERGY SAVER

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Virgin Voyages recently signed a ten-year Optimized Maintenance Agreement with Wärtsilä, ensuring its fleet will be powered and operated reliably, efficiently and sustainably. All three ships will be equipped with Wärtsilä 46F engines, Wärtsilä’s Hybrid Scrubber System and Selective Catalytic Reduction (SCR) systems for exhaust gas cleaning system, and Wärtsilä’s NACOS Platinum navigation solution.

The agreement includes Remote Operational Support Services, Specific Fuel Oil Consumption (SFOC) meters and calibration, spare parts and technical advisory services for the engines. Under Wärtsilä’s Dynamic Maintenance Planning, maintenance operations can be carried out based on remotely monitored and analyzed real-time performance data. This enables maintenance service intervals to be extended since unnecessary downtime will be minimized.

More time at sea also means greener possibilities. Citing the company’s commitment to have “one of the cleanest fleets at sea,” Tom McAlpin, President and CEO of Virgin Voyages said the company has partnered with several companies in order to make its ships as “ocean-friendly as possible.”

Virgin Voyages has par tnered w ith Sweden-based Climeon and Norwegian company, Scanship. Climeon converts heat from the ship’s engines into electricity. Meanwhile, Scanship uses Microwave Assisted Pyrolysis (MAP) to convert organic waste into clean energy. And don’t expect to see much plastic on a Virgin Voyages ship.

The company plans to eliminate single-use plastics on its fleet.

Picture © Frank Schwichtenberg

An Ocean-Friendly Fleet

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The energy-saving Becker Mewis Duct® for vessels with a high block coefficient is your best choice to add to greener shipping by significantly reducing energy, NOX and CO2. The efficient device is placed in front of the propeller, has no moving parts, reduces noise and saves energy by 6% on average – 8% or higher is possible in combination with a Becker Rudder.

Right: Nordic Alianca Bulk Carrier • built 2014 LOA 180.0 m • 37,500 DWT Its Becker Mewis Duct® reduces CO2 by 429 t per year Visit us at SMM, Hamburg, Germany, hall A1, booth A1.225, 4th - 7th September 2018 1,050 Becker Mewis Ducts® have reduced CO2 by > 5.6 million t (July 2018). 96 more have been ordered.

Manoeuvring Systems

Energy-Saving Devices

Alternative Energies

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August 2018 // Marine Log 13

inside washington

OSHA Cites Five Contractors for Fatal Towboat Explosion

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he U.S. Department of Labor’s Occupational Safety and Health Administration (OSHA) has cited five companies for safety and health violations after three employees were fatally injured and two others critically injured following a January 2018 explosion onboard the towboat William E Strait.

At the time of the incident, the boat was in drydock at ship repair contractor, First Marine LLC. O S H A’s i n v e s t i g a t i o n found that the explosion occurred when

employees were cutting and welding in an atmosphere containing flammable gases. OSHA cited First Marine LLC, insulation contractor Thermal Control and Fabrication Inc., temporary staffing companies Hutco Inc., Day Help LLC (doing business as Wise Staffing Group), and blasting and paint contractor Joe Rupcke.

Citations were issued for failing to: test confined spaces before entry, train workers on confined space entry operations, label chemical containers; and exposing employees to asphyxiation, fire, explosion, chemical, trip and drowning hazards; plus allowing hot work/welding to be performed without testing for an explosive atmosphere.

According to OSHA’s Citation and Notification of Penalty, First Marine failed to furnish a work environment safe from hazards that could cause death or physical harm due to asphyxiation. OSHA says that between

January 18 and January 19, 2018, a propane-forced air heater, which was producing carbon monoxide, was used in the lower engine room. On or about January 19, the employer did not ensure the employees using cutting torch(es) inspect(ed) the hose line supplying oxygen and propylene as required. Furthermore, the hose, carrying a substance that could ignite or combust, was not inspected at the beginning of each shift.

This wasn’t the first time the William E Strait was involved in an accident. On December 14, 2015, the vessel collided with the towing vessel Margaret Ann. The William E. Strait, which at the time was pushing a flotilla of 30 loaded gravel barges, partially sank. The NTSB determined the cause of the collision was the William E Strait pilot’s inability to hold his vessel in position to allow the safe passage of the Margaret Ann. No one was injured in the accident.

Today’s News

Bob May 586-925-0287 lakefreighterminis@gmail.com

MARINE DAILY SIGN UP: bit.ly/mldailynews

NTSB / Western Rivers Boat Management

TODAY

14 Marine Log // August 2018 NewsletterAd_1/4Vertical_ML.indd 1

9/6/17 3:00 PM

COVER STORY El Coquí reaching Crowley’s Isla Grande Terminal in San Juan on its maiden voyage

Tiny Frog Makes Big Technological leap Advanced automation, LNG fuel makes Crowley’s El Coquí one of the world’s most technologically advanced, eco-friendly ships

Crowley Maritime

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By John R. Snyder, Publisher & Editor in Chief

quipped with a high degree of automation and fueled by LNG, one of the world’s most technologically advanced, environmentally friendly ships became the newest member of the U.S. flag, Jones Act fleet last month. While that might come as a surprise to some, it won’t to others that have been following the progress of Crowley Maritime Corporation’s Commitment Class Container Roll-on/Roll Off (ConRo) ships.

Built for the Jones Act trade, the El Coquí, the first of two new Crowley LNGfueled combination ConRo ships, made her maiden voyage carrying cargo from Jacksonville, FL, to the company’s modernized Isla Grande Terminal in San Juan, PR. Designed by Wärtsilä Ship Design in collaboration with Jensen Maritime, Seattle, WA, the 26,500 dwt El Coquí and her sister, Taíno, are integral parts of what Crowley calls an historic transformation of its U.S. mainland-Puerto Rico logistics services. The ships bring a whole new level of speed, efficiency, flexibility, and dependability to the

Puerto Rico trade.

“Increasing supply chain velocity while reducing customers’ landed costs was the core reason for our $550 million investment in this important service,” said Crowley Chairman and CEO Tom Crowley in a statement. “Bringing this new ship, and soon its sister ship, to reality is one of the final steps to making this vision a reality. It should be evident to all that our commitment to Puerto Rico could not be stronger.”

Recently delivered by VT Halter Marine, Pascagoula, MS, El Coquí—named for a tiny, nocturnal frog that is ubiquitous in Puerto Rico— departed on her maiden voyage from Jacksonville on the night of July 27 and arrived in San Juan on July 30.

Cole Cosgrove, Crowley’s Vice President, Global Ship Management, told MARINE LOG, “These ships were specifically designed for the Puerto Rico service providing some of the fastest delivery times available in the market on the types of cargo our customers demand. The legacy service provided for the movement of 53-foot x 102-inch intermodal

trailers that later were replaced by container on chassis of the same size. This is the standard intermodal container unit for the U.S. market, and the carriage of these units above and below deck is a must for the Puerto Rico service. In addition, the vessel can carry an abundant mix of 20-, 40-, and 45-foot equipment in addition to supporting power for over 300 refrigerated containers.” He said the ships’ speed, flexibility, and standard U.S. intermodal equipment sizes is what makes them specific to the Puerto Rico market.

Cosgrove, who rode the El Coquí on its maiden voyage, said, “In addition to increasing supply chain speed, our customers depend on our dependable vehicle services.

With the completely enclosed and ventilated vehicle decks, we have a unique feature in the trade with a capacity to transport 400 vehicles and equipment.”

Future Proofing Through Design So why did Crowley opt to burn natural gas as a marine fuel in its new Commitment Class ConRo ships as opposed to burning August 2018 // Marine Log 15

COVER STORY A refrigerated “reefer” container is offloaded from El Coquí at Isla Grande Terminal

gate-lane transaction times. The investments at Isla Grande have cut trucker wait times to bring a container into the terminal. Prior to the implementation of TOS, wait times averaged 45 minutes. Now, the time required is only 12 minutes.

low sulfur compliant Marine Gas Oil (MGO) or burn Heavy Fuel Oil (HFO) with exhaust gas scrubbers?

“The initial concept of design was not about what was the least expensive,” said Cosgrove. “[It] was to design a vessel that met current and known future emissions requirements while providing the most environmentally friendly operation we could. ” Fully capable of burning ultra low sulfur fuel, but primarily burning LNG, the El Coquí and Taíno are class by DNV GL with the notations, +1A1 General Cargo Carrier, CONTAINER, RO/RO, NAUTICUS (Newbuilding), GAS FUELLED, DG-P, BIS, TMON, BWM-T, E0, NAUT-OC, CLEAN. Cosgrove said at the time of the design, there were “really only two manufacturers capable of providing dual fuel engines with the necessary horsepower we needed for the service speed we required. We studied the proposals from both very carefully looking at each element of the total cost of ownership. Complexity of install, purchase price, warranty, reputation of the supplier, vendor evaluations for prior business, design concept, maintenance and repair parts and service support, emissions control strategies, fuel consumption, etc. This process took several weeks during the design stage. That effort paid off, and ultimately, we have delivered one of the most technically advanced vessels in the world with cutting edge automation and LNG control systems. A pure diesel solution may have been less upfront cost ..., but long-term costs associated with additional emissions hardware needed to make diesel vessels compliant for 2020 and beyond we felt justified the higher initial investment in LNG.” Crowley settled on MAN B&W 8S70MCC8.2 GI engines and three 9L28/32DF 16 Marine Log // August 2018

gensets per ship. The engines, built by HHIEMD, have the ability to burn HFO, MGO, and natural gas. By making use of clean LNG as their primary fuel, the Commitment Class ships will offer a 38% reduction in CO 2 emissions per container as compared with existing fossil fuels, reports Crowley.

The 219.5m x 32.2m ship can reach speeds of 22 knots and can carry about 2,400 TEUs of containers in a wide range of sizes and types – including 53-foot by 102-inch-wide, high-capacity and refrigerated containers.

Furthermore, the ship has an enclosed, ventilated and weather-tight RO/RO deck that can protectively carry up to 400 cars and larger vehicles.

During its maiden voyage, El Coquí carried full-loads of dry cargo containers and various equipment and automobiles, trucks and SUVs, as well as refrigerated reefer containers for produce.

In the Port of San Juan, threre are three new, ship-to-shore gantry cranes at Crowley’s Isla Grande Terminal to speed vessel unloading. The cranes complement a new 900-foot-long, 114-foot wide concrete pier at Isla Grande.

Crowley’s modernization efforts at Isla Grande Terminal have expanded its capacity for handling refrigerated containers, and increased the speed truckers can get in and out of the terminal. This includes a new seven-lane exit gate and implementation of a new, modern terminal operating software system (TOS) to modernize and enhance cargo deliveries and exchanges.

With the TOS in place, terminal employees now work from an indoor gate-control center, more efficiently and safely interacting with truck drivers from kiosks via communication handsets and cameras. This operation is also paperless, which reduces

Built by VT Halter Marine in Pascagoula, MS, the construction of the El Coquí was not without challenges.

“The ships had a number of challenges,” said Cosgrove. “The LNG fuel gas system was by far the largest challenge. We wanted the vessel to be indistinguishable as an LNG powered vessel, so the location of LNG storage was a major design factor. We looked at several options including side tanks in the RORO structure. Even the final decision to place the LNG storage tanks below deck at a time when there was little or no regulatory guidance on certain aspects of this required the cooperation of designers, Crowley, DNV-GL, the USCG both locally and at HQ as well as the engine, fuel gas, tank and automation suppliers. First in class sounds great,” said Cosgrove, “but achieving it is not for the faint of heart or the inpatient. This project required determination, perseverance, understanding, cooperation and the teamwork of hundreds of people to make it a reality. In addition, flexibility of cargo mixes required months of research into trade patterns and surveys of large customers for their thoughts now and what they saw 20 years from now.”

Cosgrove also said figuring out the LNG bunkering strateg y was a major project driver.

“Maritime-specific LNG fuel infrastructure was also in its infancy and our project team set about developing a sustainable, reusable solution that could be replicated in other services.”

He said that the LNG bunkering fuel depot at JAXPORT maximizes efficiencies with supplier Eagle LNG Partners’ liquefaction facility in the city.

Besides the El Coquí and the Taíno, Crowley also has in service four LNG-ready tankers that “can be converted at the appropriate time to maximize efficiencies and best utilize LNG bunkering facilities as they are developed in the U.S. coastwise trade,” said Cosgrove. “As we look at service needs and capabilities for ourselves and some of our ship management customers, there is definitely an opportunity to take the lessons we have learned with the ConRo project and utilize that knowledge and expertise to deliver the next generation of alternatively fueled vessel.”

Crowley Maritime

Technical Challenges

Green Supplement

August 2018

Green Technologies & Sustainable Shipping ENVIRONMENTAL INSIGHT FROM OUR PARTNERS

www.croceanx.com

Green Supplement

Know Your Environmental Compliance Options operators to report emissions data to their vessel’s Flag Administration at the end of each calendar year. Owners who have an EU MRV plan in place are likely already collecting the data they need to comply with IMO DCS. ABS offers an easy-to-use template to fill in the gaps between EU MRV and IMO DCS compliance.

For those without an existing EU MRV plan, ABS has a simple template to help generate a compliant Ship Energy Efficiency Management Plan, as required by the IMO. A B S o ff e r s a d d i t i o n a l s u p p o r t through its compliance software, NS Voyage Manager, which captures and manages CO2 emissions data.

Cont in uous s hift s in global, regional and national environmental policies are giving rise to stricter requirements for vessel performance and emissions.

In this ever-changing regulatory landscape, ABS is the shipowners’ best resource for advice on environmental regulations and related compliance solutions. The recent influx of regulations can overwhelm a shipowner’s operations; most compliance solutions are not simple or cheap. They require investments of time and money, and there is no universal solution.

While new technology is creating more compliance options, shipowners and operators may increasingly find themselves having to carefully assess their choices and tailor compliance solutions to the operating profile of a specific vessel, or the unique characteristics of their fleet.

ABS provides comprehensive technical and operational support for cost-effective compliance selection across many regulatory areas.

IMO Global Sulphur Cap The impending IMO Global Sulphur Cap enters into force on Jan 1, 2020, requiring a 0.5% cap on sulphur content in marine fuels. This regulation introduces challenges for the shipping industry and raises concerns about the availability of fuels, operational reliability and price uncertainty, as well as questions about the installation 18 Marine Log // August 2018

and operational impact of exhaust-gas cleaning systems, or ‘scrubbers’.

ABS offers marine and offshore clients guidance and advisory support to help them meet the requirements of the sulphur cap. From understanding the requirements and options, to execution and cost-effective operations, ABS has the tools and services to help owners and operators make the smartest decisions for their fleet.

EU Monitoring, Reporting, Verification (MRV) Since January 1, 2018, the European Union has required all vessels over 5,000 gross tons that call at EU ports to monitor, report and verify their CO2 emissions each year. Shipowners and operators must have a verified monitoring plan in place. The EU plans to use the data to monitor emissions and form strategies to further reduce CO2 emissions.

Monitoring and annual reporting can be a burden unless vessel operators have a plan in place for calculating CO2 emissions and collecting the associated documentation. ABS can help shipowners and operators assess their EU MRV monitoring plan and verify that emission reports conform with the monitoring plans they choose.

IMO Data Collection System (DCS) From January 1, 2019, the IMO DCS scheme will require vessel owners and

Ballast Water Management Systems (BWMS) Shipping moves between 3-5 billion tons of ballast water across the world each year, potentially carrying invasive species in each tank. To limit the environmentally harmful implications of this practice, the IMO and the U.S. Coast Guard have approved a wide range of preventative systems and technologies.

With so many options, the main challenge for each shipowner and operator is to identify which ballast water management system (BWMS) best meets the unique technical and operational needs of their fleet.

In the US-flagged vessels — in addition to ships calling at US ports — are also subject to unique national requirements from the United States Coast Guard. Because other regional requirements also exist elsewhere, global operators must be careful that BWMS regulations do not interfere with their vessels’ trading routes.

ABS offers Ballast Water Management Technology Evaluations to guide owners in technology and system selection and technical support for requests to extend compliance deadlines. www.eagle.org

Green Supplement

Ecochlor Announces its EcoCare Compliance Guarantee on the market today.

Our Business is Service

What is one of the key risks for vessel owners, operators, and charterers?

There are numerous whitepapers, articles, and presentations debating the best-case option for a contingency plan when faced with an unsuccessful ballast water operation. Failure during the efficacy testing of a ship’s ballast water treatment system (BWTS) by Port State Control has been identified as one of the leading concerns during inspections. Ecochlor is taking the risk out of ballast water treatment for owners!

EcoCare Ecochlor is proud to announce the first BWTS guarantee for vessel owners.

EcoCare is Ecochlor’s guarantee of system efficacy as it pertains to successful ballast water testing for vessels using the Ecochlor treatment technology.

The company pledges that the BWTS will perform to standards established by the IMO and USCG, regarding invasive species. This guarantee not only mitigates risk, but it will provide vessel owners the assurance they are investing in the best system available today and into the future.

John Morganti, V.P. of Sales & Marketing at Ecochlor said, “The EcoCare Compliance Guarantee allows us to stand firmly behind our products and services, letting vessel owners know we are so confident of the effectiveness of our treatment technology we will reimburse them for any fines, port charges, 20 Marine Log // August 2018

delays or off-hire they incur due to a failed ballast water test for invasive species. Today it is about using IMO and USCG Type Approved systems, but when the ballast water testing begins, it will be about compliance. Vessel owners can be confident the Ecochlor system will never fail a test for invasive species.

We stand behind the Ecochlor BWTS and our exceptional customer service programs with confidence!”

Quality of the BWTS is Assured The Ecochlor BWTS uses a two-step treatment process that includes filtration and chlorine dioxide (ClO 2 ) injection. When the ClO 2 treatment encounters a living organism, it penetrates the cell wall and reacts with the cytoplasm of the cell. This reaction is highly effective at killing aquatic invasive species including zooplankton, phytoplankton, algae, microorganisms, and even pathogens and viruses, regardless of turbidity, salinity, or temperature. Efficacy test results have shown that the Ecochlor technology consistently exceeds the IMO, USCG and individual U.S. state requirements.

At Ecochlor, we distinguish ourselves not only through our quality product but also with the support services we provide to vessel owners and operators. Shipowners have the peace of mind knowing when they retrofit their vessel with an Ecochlor system they are installing the very best BWTS available

The sale and installation of an Ecochlor BWTS begins a relationship for the life of the vessel. To ensure that Ecochlor provides excellent service, we have initiated a collaborative effort between the vessel owners and operators, and our Service Team. Ecochlor maintains a service-centric relationship with our clients by proactively tracking all ballasting operations with a Functional Monitoring Data Sheet (FMDS). The FMDS summarizes critical operational data and allows our team of engineers to monitor for any issues or irregularities. If any issues are detected we can perform remote troubleshooting, or when necessary, quickly schedule a shipboard visit. This added layer of support is something all customers deserve, and we are pleased to include in our offering. Finally, we maintain a 24/7 international call center for when crews and operators need to reach us.

T h ro u g h o u r Te c h n i c a l S e r v i c e Agreement, an authorized Ecochlor representative will resupply the chemicals approximately every six months.

The FMDS allows us to track the ship’s ballasting operations so we can closely monitor chemical usage and arrange for resupply on an as-needed basis.

Ecochlor has collaborated with Drew Marine to assist in providing logistics and technical support for resupply of the precursor chemicals at ports and harbors around the world alleviating the need for crew involvement.

At Ecochlor, we have undertaken a commitment to serving our clients well-beyond BWTS industry expectations and we stand fast in our efforts to provide the very highest standards in support of our clients’ operations including our EcoCare Compliance Guarantee. ecochlor.com

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The Ecochlor Ballast Water Treatment System: High ballast water flow rates.

Low energy consumption. Low operating costs. System design options for hazardous areas.

USCG Type Approved: Meets or exceeds the most demanding IMO and USCG regulations.

Efficacy is not impaired by variations in salinity, temperature, turbidity and vibration.

No neutralization or retreatment on discharge. www.ecochlor.com

Green Supplement

Scrubber Technology: Best Option to Control Emissions at Sea

Scrubbing Technology is the smartest choice for shippers who want to be IMO compliant while saving money at a time when stringent, new emissions regulations come into effect, bringing along increased fuel costs.

In addition to the existing 0.1%Sulfur fuel Emission Control Areas (ECAs) in Europe and North America, starting January 1, 2020, the rest of the world will need to reduce sulfur fuel content to 0.5%S from the current 3.5% in an effort to reduce stack emissions.

As with the 0.1%S ECAs, the GLOBAL 0.5% ECA will present shipping companies with the choice of using the more expensive lower sulfur fuel. Or use alternate technologies such as scrubbing systems.

The transition period could be chaotic as new blends come into the market, bringing along the limitations of supply and demand, quality concerns, and a generalized level of uncertainty.

But this will not affect ships using Marine Scrubber Technology Systems.

They will be able to continue burning the bunker fuel they choose and still achieve full compliance.

L e v e r a g i n g a c e n t u r y o f p re c i sion engineering and air pollution control technology, the CR Ocean Engineering ship exhaust gas cleaning 22 Marine Log // August 2018

technology is available in three standard configurations: • Open-Loop: once through scrubber using seawater • Closed-Loop: a recirculating scrubber using freshwater with caustic • Hybrid: a combination of both designs for maximum flexibility Bottom entry design to allow a direct up-flow configuration and simplify engine exhaust gas duct without requiring a bypass. Some of the features include: • Strategically configured exhaust gas inlet and scrubber drainage to eliminate any potential water backflow to the engine.

• Eliminated circulation water storage from bottom of scrubber vessel to a separate tank at a lower elevation to reduce weight at the higher elevations, improving stability.

• Alloy construction (external and internal) to extend the life of the system and allow the exhaust gas to travel through the scrubber system in dry conditions, without needing a bypass.

• Used proprietary internals designed specifically to increase scrubbing efficiency and reduce pumping costs.

CROE© products are totally customizable and competitively priced. Given the rising costs of low sulfur fuels, the

ROI is expected to be less than 1 year in most cases.

F o r w a rd - t h i n k i n g s h i p p e r s a re becoming increasingly aware that Marine Scrubbers are the best and cheapest way to achieve IMO compliance and starting to make the shift.

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

Contact Nick Confuorto CR OCEAN ENGINEERING LLC Mobile: +1 (908) 209-9701 Email: nconfuorto@croceanx.com Visit CROE© at SMM 2018 Hall B7 | Booth 421.3 | USA Pavilion September 4-7, 2018 Hamburg, Germany

T&T International Fire & Salvage: Sole Marine Distributor of PyroCool U.S. regulations. PyroCool was also successfully used in a fire aboard a laden oil tanker. Lloyd’s of London estimated that the tanker fire would have taken at least 10 days to extinguish using conventional firefighting foam. With PyroCool, the fire was extinguished in less than an hour.

The Teichman Group of companies collectively provide an array of marine services around the world. Ready to respond to any marine casualty scenario, the Teichman Group provides superior marine salvage, diving, heavy lift, firefighting, oil spill response, naval architecture, towing, and emergency response services. www.ttsalvage.com

T

The most versatile firefighting foam available today, PyroCool is the only firefighting chemical to have ever been awarded the prestigious Presidential Green Chemistry Challenge Award by the U.S. Environmental Protection Agency (EPA). T&T’s first successful use of PyroCool occurred in July 2015, when two loaded naphtha barges under tow were involved in a collision with two cumene barges resulting in a largescale fire onboard one of the naphtha barges. Local port firefighters initially responded with traditional AFFF concentrate in an attempt to extinguish the fire to no avail. Within less than two hours, T&T responded with a full-suite of industrial firefighting equipment and a team of seasoned marine firefighters. After applying PyroCool mixed with water to the burning barge, the fire was extinguished in less than 20 seconds, far exceeding the response time required by

L T SA VAG &

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Founded in 2005, T&T International Fire & Salvage, part of the Teichman Group of companies, is the sole marine distributor of PyroCool, an environmentally friendly fire fighting agent.

Traditional marine fire extinguishing agents, such as Aqueous Film Forming Foam (AFFF), have been used in industrial and marine fires for decades but have come under scrutiny in recent years as some products have been found to cause harmful environmental side effects and long-term potential toxicity to humans.

PyroCool does not contain harmful regulated substances in its formulation and is unique in that it requires no special clean up regime as the product is biodegradable and non-toxic. Designed to attack the heat component of the traditional fire triangle, PyroCool deprives fire of one of its essential elements while decreasing extinguishing time, typically using 70% to 90% less water than other methods.

August 2018 // Marine Log 23

Green Supplement

Hybrid Propulsion Delivers Cost And Environmental Benefits

Today 98% of sea-going vessels are diesel powered, but ship owners and operators are taking an increasing interest in new technologies that will allow them to cut fuel bills and reduce their environmental impact.

While traditional diesel propulsion, where a diesel engine directly drives the vessel’s propellers, has served the shipping industry well for decades, it has inherent shortcomings that, in today’s highly competitive and environmentally conscious world, are becoming harder for ship owners to tolerate.

The biggest issue is that diesel engines operate efficiently only over a narrow range of speeds. Outside this range, fuel economy is poor and exhaust emissions increase. With direct-drive propulsion, the speed of the diesel engine must at all times match the speed of the vessel. This means that when, for example, the vessel is moving slowly – as is invariably the case in harbors and ports – the engine is constrained to run inefficiently.

In contrast, diesel-electric propulsion, whereby the vessel’s diesel engine or engines are used to drive a generator to produce electricity, has delivered valuable benefits. This electricity is used to power electric motors, which then drive the propellers.

An AC drive sits between the generators and propulsion motors and allows 24 Marine Log // August 2018

the speed of the propulsion motors to be controlled all the way from zero up to their maximum rated operating speed, without any need for change in the running speed of the diesel engines driving the generators. As a result, the diesel engines can always operate efficiently and emissions are minimized.

This kind of diesel-electric system has a lot to offer compared with conventional diesel-only propulsion, but even greater benefits are possible through hybridization — when energy storage via batteries is added to the system.

Hybrid Propulsion Means Real Savings Recently, a new fleet of three electrichybrid ferries were built for Caledonian Marine Assets Limited (CMAL), which is the asset owner for vessels operated by CalMac Ferries Limited, the company that provides almost all of the ferry services to Scotland’s offshore islands.

To develop innovative ferries with high-efficiency hybrid diesel-electricbattery propulsion, CMAL worked with Ferguson Shipbuilders of Port Glasgow, ship design specialists Seatec and electrical specialists Tec-Source. The first two ferries to be designed and built were the M/V Hallaig and the M/V Lochinvar. Each vessel accommodates 150 passengers and 23 cars or two HGVs, and have a service speed of nine knots.

The propulsion system for the ferries incorporates three diesel-driven 368 kVA three-phase generator sets operating at 400 V, 50 Hz. These feed the vessel’s main switchboard, which also has provision for connection of a shore supply when the vessel is in port. The switchboard provides power for two VACON® NXP-series liquid-cooled AC drives from Danfoss. Each of the drives controls one of the vessels’ two propulsion motors, which are rated 375 kW and have an operating speed range up to 615 rpm. The motors drive Voith Schneider Propellers that combine propulsion and steering in one unit.

To make provision for pollution-free operation of the propulsion motors from batteries, each of the VACON® NXP AC drives has a 350 kWh lithiumion battery bank connected to its DC link. This arrangement is particularly convenient and cost-effective, since, NXP-series drives require no additional electronics or control circuitry for the batteries.

The performance of the M/V Hallaig and M/V Lochinvar is impressive.

Against a target of 20% reduction in fuel usage and emissions, the vessels are actually achieving up to 33% reductions in fuel consumption. It is anticipated that this will lead to a decrease in CO2 emissions in excess of 5,500 tonnes over the lifetime of each vessel, with a proportionately similar decrease in sulfur and NOx emissions.

The new drive systems also offer a high level of redundancy, which allows the vessels to continue to operate even if one of their two drive systems fails.

They can even operate if no diesel fuel is available, which means that the level of emissions on these trips is zero.

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Green Supplement

Derecktor. A History of Pioneering Technology.

Derecktor Shipyards was founded in 1947 in Mamaroneck New York as Robert E. Derecktor Incorporated. Starting with a waterfront shop and a handful of skilled craftsmen, Bob Derecktor began building boats — and launched the company that continues to thrive today.

By current standards the vessels the yard built and serviced in those early years were small — mostly wooden sail and motor boats ranging from 25-45 feet. But as technology and the world changed rapidly in those post-war years, so did the yard.

Among the very first to embrace aluminum construction in larger vessels, Derecktor pioneered its use in the U.S., developing a number of innovative techniques along the way. As vessels 26 Marine Log // August 2018

and projects grew in size, so did the company, with the creation of a major facility in Dania Beach, Florida, in 1967 and the expansion of the New York yard throughout the 70’s.

Construction and repair of a tremendous variety of yachts and commercial vessels were characteristic of this period and of the 80’s and 90’s.

Notable launches from the company in those years included the America’s Cup winner Stars and Stripes, six 275 ft medium endurance cutters for the U.S. Coast Guard and a number of aluminum high-speed catamaran ferries including the fastest passenger ferry in the world.

I n F l o r i d a , t h e y a rd w a s a t t h e forefront of the Mega Yacht boom,

becoming a hub of large yacht repair and refit, and helping Fort Lauderdale become recognized as the “yachting capital of the world.”

The new millennium brought new projects - two 238 foot high speed vehicle and passenger ferries for the Alaska Marine Highways System, as well as multiple passenger catamarans for service in New York Harbor and a 120-foot tractor tug for Boston Towing.

Most recently, Derecktor New York has led the way in U.S. production of hybrid vessels. The 2016 launch of the Spirit of the Sound, a 65 foot aluminum catamaran built for the Norwalk CT Maritime Aquarium utilizing BAE hybrid drive technology was followed in 2017 with the CUNY I for the City University of New York, based on the same platform. A third hybrid cat in the series, currently under construction for Harbor Harvest, is a unique cargo delivery vessel project.

Derecktor has also developed a comprehensive wind-farm service boat design utilizing a unique hybrid electric drive which can charge directly at the wind terminal, which is intended to meet a growing demand as the world turns to new and clean energy sources.

These vessels represent Derecktor and its customers commitment to a cleaner marine environment and to sustainable solutions in vessel design, construction and operation.

Derecktor continues a tradition of innovation and service to the marine market begun in 1947 and continuing today. Which is why we say: Derecktor. 71 Years. And Building. www.derecktor.com

Everyone’s Talking About the Future of Hybrid Vessels.

We’re Building It. We all know the advantages that hybrid technology offers. Fuel savings. Reduced emissions. Silent operation. But while others are discussing these benefits, Derecktor is delivering them. Our first hybrid cat using the BAE System’s HybriGen® system was delivered in 2014, our second in 2017, and our third will launch later this year. Fact is, we’re the only U.S. yard to have more than one hybrid build to its credit.

So call Micah Tucker at 1-914-698-5020.

Find out how, at Derecktor, action speaks louder than words.

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Green Supplement

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28 Marine Log // August 2018

Towards Zero Emissions: Environmental Outlook

While the world is struggling to live up to its commitment to limit climate emissions, new data indicates that climate change may be more severe and occur more rapidly than anticipated earlier.

The IMO is looking for ways to make shipping climate-neutral over the next

decades. DNV GL gives an overview of the status of the discussion and potential future measures.

When the Paris Agreement was adopted in 2015 in response to the increasing signs of global climate change, shipping and aviation were not included. Instead, the IMO and ICAO were asked to come up with greenhouse gas (GHG) emission reduction schemes of their own. At MEPC 72 the IMO has now adopted a strategy to reduce emissions from shipping. This aims to reduce total emissions from shipping by at least 50 percent by 2050, and to reduce the average carbon intensity by at least 40 percent by 2030 while aiming for 70 percent in 2050, all figures compared to 2008. The ultimate vision of the IMO is to phase out greenhouse gas emissions entirely at the earliest time possible within this century. This initial strategy will be reviewed in 2023 based on information gathered from the IMO Data Collection

System (DCS) as well as a fourth IMO GHG study to be undertaken in 2019.

As it must be assumed that the global shipping activity will continue to grow towards 2050, the 50 percent emission reduction target is quite ambitious and will most likely require wide-spread uptake of zero-carbon fuels in addition to other energy efficiency measures. However, there are no zero-carbon fuels available today. A concerted research and development effort is needed not only to develop such fuels but also to make them available in the required volumes.

More information on low-carbon shipping and alternative fuels is available at www.dnvgl.com/low-carbon-shipping and www.dnvgl.com/ alternative-fuel

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August 2018 // Marine Log 29

Green Supplement

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Scania embraces every effort to reduce the effects on climate and environment. This is why emission control goes hand in hand with reduced fuel consumption without compromising power output and torque. Irrespective of engine size, you can rest assured that every cubic millimeter of fuel is taken

Scania Fuel Injection Systems Scania has 2 fuel injection systems: Scania PDE and Scania XPI (extra high pressure injection), which is a Scaniadesigned, common-rail fuel injection system. Both systems make continuous, precise adjustments to ensure optimal fuel delivery in all conditions

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August 2018 // Marine Log 31

Green Supplement

Innovative Technologies to Meet Industry Demand

As port regulations continue to evolve and become more stringent around the world, particularly in relation to invasive biofouling species, Subsea Global Solutions (SGS) remains at the forefront of developing innovative technologies that will meet the

32 Marine Log // August 2018

demand of both port restrictions, and the need for cleaner ships.

SGS continues to evolve in the direction of environmental hull cleaning, a process utilizing modified brush carts that capture all effluent material and pump it through a filtration

system where it is processed in a controlled manner.

The filtered sea water can then be pumped back into the sea, or discharged in approved locations.

The shipping industry accounts for 5% of the world’s total oil consumption, and fuel constitutes the single largest operating cost of a vessel today.

Routine hull cleaning and propeller polishing services provided by Subsea Global Solutions, performed at regularly scheduled intervals, are proven to positively impact the operational efficiency and economic success of any vessel.

Clean hulls and propellers equal lower fuel consumption, and less greenhouse gas emissions — a win for both operating costs AND the environment. www.subseaglobalsolutions.com

Dive Into All Access Coverage

Don’t Miss an Issue Renew or Subscribe: marinelog.com/subscribe MARINE LOG offers coverage of the entire maritime market. From blue to brown water, domestic to international news, vessel design, operation and construction in the commercial, naval and government sectors, Marine Log offers whole market coverage in one magazine.

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DESIGN

NAVAL ARCHITECT ROUNDTABLE Making Way for the Future

W

ith a new wave of regulatory compliance and economic factors impacting ship design, MARINE LOG asked a panel of naval architects and marine engineers to give their perspective on the IMO Global 0.5% sulfur cap, current market trends, and what developments they see on the horizon. Below is an edited version of their responses.

Marine Log: With the IMO Global 0.5% sulfur cap going into effect in 2020, ship owners will only have a handful of choices to comply: burn MGO, install exhaust scrubbers, or burn natural gas as a marine fuel (stored as LNG) or another alternative fuel.

What should shipowners be considering when they make their choice?

Noel Tomlinson, Manager, Naval Engineering, BMT When it comes to w hich solution to choose there is no one single answer, it is highly dependent on the ship, its operational profile, shore side infrastructure, its geographical areas of operation and the financial model of the operating company.

The three main options each have very different investment profiles ranging from large capital investments and reduced operating costs to no capital investment but increased operating costs. The market value of the asset and the estimated through life cost will have a significant impact on the choice of solution. With the increased use of alternative fuels in a market historically dominated by HFO the price of individual fuels is also set to change which makes operating cost estimates harder to predict.

This design is also not made in isolation as the cumulative impact of parallel compliance solutions like Tier III Selective Catalytic Reducers (SCRs) and ballast water treatment plants also have to be taken in consideration.

The current lack of availability of alternative fuels including low-sulfur compliant fuel oil and LNG within a number of ports of operation is limiting the options for some owners. Exhaust scrubbers are being seen as a good option for many, and the uptake of this technology has significantly increased in the past year. The decision, however, does 34 Marine Log // August 2018

Edited by Shirley Del Valle, Managing Editor not stop there, with a number of scrubber configurations being available including dry or wet and open, closed loop or hybrid. The decision is a complex one as each has significant advantages and disadvantages, and the choice will be dependent on the operating profile, area of operation, and the technical constraints of the vessel.

ML: Hybrid and all-electric propulsion is gaining in popularity, particularly as battery and charging technology improves. What do you see as the best applications for this type of technology?

Joshua Sebastian, P.E. Engineering Manager, The Shearer Group, Inc. We see this technology having significant impacts on several industries. Ferry operations is already identified as an obvious benefactor of this technology with set time time tables allowing for charging, peak shaving and spinning reserve functions. An area that we have explored recently with potential for benefits from diesel-electric and hybrid power systems are inland towboats. We have examined some real world operational profiles and there is potential to decrease operational costs in these vessels as well.

and battery life; (2) Speed: All-electric propulsion may make more sense for low or medium speed operations where weight is less of an issue; (3) Availability of Charging Ports: All-electric propulsion could be more reasonable if an electric charging infrastructure is available nearby; (4) Turnaround Time: All-electric propulsion is more practical if the turnaround time at port is long enough to charge; (5) Docking Arrangements: Proper docking arrangements could make access for ship-to-shore charging connections more feasible; (6) Fuel: If the usage and cost of fuel is high, all-electric propulsion may be more economically feasible.

One of the key factors in determining applicability will be the charging of the vessel. The infrastructure costs can be very high and are often not considered or well understood when considering feasibility of an electric vessel. There are also often physical challenges of making the connection between the vessel and the dock. The time available for connecting power between the ship and shore can be limited and this must be considered as well. Lastly, the economics of the initial capital investment in batteries and charging infrastructure need to be offset by the lower costs of electricity.

Jim Hyslop, Manager, Project Development, Robert Allan, Ltd. Tugs have the unique requirement for huge amounts of power to provide the necessary bollard pull, but their overall load factor is generally quite low, with a large amount spent idling. These conflicting parameters lend themselves nicely to hybrid power systems to optimize fuel consumption at the various power levels.

ML: What are some of the challenges of implementing a hybrid or all-electric propulsion system?

Noel Tomlinson

Sean Caughlan, PE, Senior Marine Engineer, Glosten All-electric applications could be evaluated for technical and economic feasibility considering the following criteria: (1) Distance: Short-distance, point-to-point operations such as ferry operations are more feasible, as there is a balance of battery storage

Joshua Sebastian

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DESIGN ML: We’re starting to see the first hydrogen fuel cell applications in the marine market.

What are the advantages of this technology?

Robin Madsen, PE, Marine Engineer, Glosten Hydrogen fuel cells offer some new and interesting opportunities in vessel propulsion and electrical power generation. The main advantage of hydrogen fuel cells is that they produce zero point-of-use pollutant emissions. This is appealing for vessels that operate in areas where local air quality is a concern. Additionally, if fueled with renewable hydrogen, the global well-to-waves pollution emissions can be cut to nearly zero. Another key benefit of hydrogen fuel cells is the lack of noise. A significant reduction in noise and vibration from the propulsion machinery can translate into improved habitability for crew and passengers.

ML: Regarding autonomous vessels, what’s happening on the commercial side ? What are the biggest challenges on the oceangoing side?

Daniel Ridgwell, Principal Engineer, BMT Maritime autonomy is at the required level of maturity to start to be considered for wider, mainstream integration. That being said, the capital expenditure required for integration at this early stage still means it is prohibitive for certain sectors within maritime to currently adopt the technology. However, it can be seen today that certain organizations recognize the value in implementing autonomy and are investing heavily in this technology within certain maritime sectors. The likes of Kongsberg, Rolls-Royce and others are coming to market with mature plans for autonomous container and bulk carrier ships. With this proliferation of concept designs and market ready ideas, coupled with the global trend for the adoption of digital and connected ports and infrastructure, the maritime sector will start to see the benefits that autonomy brings across the entire supply chain.

There are, however, challenges that need to be overcome in order to see the industry-wide acceptance. There will be a need to further reduce the initial capital expenditure associated with integrating this technology into service.

There needs to be more compelling business and safety cases to demonstrate the benefits this technology can undoubtedly deliver.

While we talk about crewless operations, we must remember the human element of this transformative technology. Human interaction will remain a critical and enduring element in maritime operations. The human interface, both from the operational and user side, needs to be carefully considered.

36 Marine Log // August 2018

ML: How do you optimize hull and propulsion systems to get the best possible performance?

Joshua Sebastian, P.E. Engineering Manager, The Shearer Group, Inc. From ATBs to ferries to inland towboats, we start first by working with our clients to determine what are their performance goals. If possible, we analyze any existing vessels they are using and try to determine typical operating profiles. From there we work in a typical design spiral, using the latest engineering tools combined with past performance data, to work on meeting those goals. Most of our hull optimization is done using computational fluid dynamics (CFD) software, set up to simulate real world operational conditions.

Jim Hyslop

Garth Wilcox, PE, Principal Naval Architect, Glosten Glosten routinely optimizes the hulls and propulsion systems for new designs, and performs propulsion optimization for repowers and conversions. A recent ferry design achieved a 20% resistance reduction through hull optimization and a 20% fuel reduction on top of that by selecting the best propulsion configuration.

The hull optimization is performed at the end of the preliminary design effort. This is to ensure the design constraints, size and speeds certainly, but also stability, deck areas, capacity, constructability, bubble sweepdown, etc., are complete and fully understood. The process begins with a 3D hull model that meets all of the constraints. The hull model is set up with controls to allow variations in geometry; fullness, beam, LCB, bulb shape, etc., while maintaining important design features; length, bow rake, draft, prop clearance, etc. Next, with the aid of computers, a large number (typically thousands) of hull designs are generated and then checked for adherence to the constraint set and resistance calculated for the desired speeds. Optimization algorithms are used to search for the least resistance design that meets all the constraints.

The propulsion system optimization is quite different. The most important factor to define is the operation modes for the vessel. Typically, with a lot of assistance from the future operator, all the tasks of the vessel are defined as to propulsion speed, sea states, electrical power demands, and the fraction of time the vessel will be occupied with the task. A composite operation is put together for all the operating modes.

Next, a set of propulsion/electrical designs are proposed for study. For each design, the fuel consumption, maintenance cost, and capital costs are computed on a life-cycle basis for the composite vessel operation.

The overall cost savings, when combined with hull optimization, can be spectacular.

Sean Caughlan

Robin Madsen

Daniel Ridgwell

Garth Wilcox

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NOISE EMISSIONS

Ripple

EFFECT

By Shirley Del Valle, Managing Editor

Industry takes steps to mitigate anthropogenic underwater noise

38 Marine Log // August 2018

on the sources of the anthropogenic noise, specifically hull-form, speed, on-board machinery and propeller cavitation.

Jesse Spence, President of Noise Control Engineering, LLC (NCE), points out that the International Council for the Exploration of the Seas (ICES), classification society DNV GL, and other regulatory agencies have all developed “allowable noise limits for certain classes of ships.” While again, not mandatory, they can be invoked and enforced by owners and operators.

And he notes that several organizations, such as Green Marine Alliance, ISO, the EU, and ports are offering incentives to urge operators to quiet their ships.

In 2016, Green Marine Alliance added two performance indicators to its environmental program. The additions help assess underwater noise from ships and increase the industry’s knowledge of the issue.

Quieting ships doesn’t have to disrupt service or require a massive overhaul.

Something as simple as slowing down over certain areas can help reduce underwater noise and its impact on marine life.

Spence tells Marine Log, “Measures such as slowing down in known breeding grounds, having clean propeller blades, and striving to use low noise and vibration machinery where possible are easily implemented approaches”

Port Steps Up, Ships Slow Down One port offering to take on underwater noise is the Vancouver Fraser Port Authority. In 2014, the Port Authority launched the ECHO (Enhancing Cetacean Habitat and Observation) Program with the goal of better understanding and mitigating the impact of shipping activities on whales, explains Carrie Brown, Director, Environmental Programs, Vancouver Fraser Port Authority.

During the summer of 2017, the program kicked off a voluntary vessel slowdown trial— the first of its kind— through the

Shutterstock/ Andrea Izzotti

T

he speed of sound underwater travels at a rate 4.5 times faster than it does in air. When a large commercial ship is making its way to port its seemingly smooth passage causes a cacophony of noise for the marine life in the surrounding area.

Anthropogenic underwater noise, prominently caused by ships traveling at high speeds, propeller cavitation, and noise from onboard machinery, creates a litany of issues for marine animals—disrupting communication patterns, the ability to find prey, mate, and navigate safely.

To help combat the underwater noise problem, in 2014 the International Maritime Organization (IMO) released a set of non-mandatory guidelines that would serve as “general advice” on how to reduce underwater noise for vessel owners and operators, shipbuilders, and designers. Knowing the complexities of designing and constructing a ship, IMO’s guidelines focused mostly

NOISE EMISSIONS Feature Haro Strait. The strait, which runs between San Juan Island, WA and Canada’s Vancouver Island, is a key feeding ground for the region’s orca population, known as the Southern Resident Killer Whale (SRKW).

The SRKW are currently listed as an endangered species, with only 75 alive today. The SRKW population isn’t reproducing as often as it should. In fact, as we were going to press, the first calf to be born to the SRKW population since 2015, died within an hour of being born.

The goal of study was to learn if a correlation existed between vessel speed and underwater noise level and its impact on the SRKW population. More than 60 shipping operators volunteered to take part in the trial, where their vessels had to lower speeds to 11 knots and navigate 16 nautical miles through the Haro Strait and over listening stations where hydrophones were deployed.

The hydrophones were able to monitor both ambient and underwater vessel noise.

What was concluded from the trial was that the vessel’s speed and noise were intrinsically linked, and reducing vessel speed effectively reduced underwater noise.

The trial was such a success in its data gathering abilities that a voluntary vessel slowdown will once again take place on the Haro Strait in 2018. The 2018 slowdown, which began last month, is supported by the ECHO Program and led by the Chamber of Shipping, Cruise Line International Association – North West Canada and the Shipping Federation of Canada.

This year’s slow down comes at an opportune time as traffic is expected to increase in the near future along the Haro Strait due to the expansion of the Trans Mountain Pipeline. With construction expected to begin this month, the agreement, between the Government of Canada and Kinder Morgan, will see the Trans Mountain Pipeline’s extension from Edmonton, Alberta, Canada out to British Columbia. The move will increase oil exports from Canada’s west coast, effectively increasing ship traffic and underwater noise, along the Haro Strait.

For this year’s trial, instead of participating ships slowing down to the same speed, each vessel type has been designated a predetermined speed limit. Using data gathered during the 2017 trial, the ECHO Program was able to identify optimum speeds for specific vessel types, explains Brown.

Vehicle carriers, cruise ships and container ships will be encouraged to slow down to 15 knots or less when traveling on the Haro Strait, while bulkers, tankers, government vessels, and Washington State Ferries (WSF) have a 12.5 knot or less suggested

speed limit.

Confirmed participants of the 2018 slow down include CMA CGM, Maersk, the Royal Canadian Navy, and WSF. Slowing down can also prove beneficial for operators. One of the initiatives under the Vancouver Fraser Port Authority’s larger EcoAction Program is a vessel quieting incentive plan that rewards vessel owners and operators that meet certain underwater noise levels with a discount on their harbor dues. The initiative makes the Port the first in the world, and Canada the first country, to offer an incentive for marine underwater noise reduction.

According to the Vancouver Fraser Port Authority, vessels with a quiet notation from a ship classification society, such as DNV GL, who have developed noise limits for certain ship types, are eligible for a Gold Level - 47% discount on their harbor dues; Silver level

in operation, particularly those with multiple vessels of one class, a straightforward way of understanding their contribution is to conduct underwater radiated noise diagnostic testing.” Diagnostic tests could include vibration measurements on board and hydrophones underwater, such as NCE’s Buoy Acoustic Measurement System (BAMS). BAMS can be deployed from the vessel being tested and provide realtime data on its signature. The data would then “be used to assess and identify critical machinery and propulsion contributions for various operating speeds.”

Spence notes that owners/operators could also use an analytical approach during a vessel’s design phase, whereby 3-D acoustic tools, such as NCE’s Designer-NOISE, could be used to predict a vessel’s acoustic signature. Either approach allows for the “noise problem to be understood so effective treatments could be implemented,” he assures.

Reducing Propeller Cavitation

Measures such as slowing down are easily implemented

discounts are equal to a 35% discount and for vessels featuring technology that help reduce wake flow and cavitation, such as Becker Mewis duct, Schneekluth duct and Propeller Boss Cap Fins, a Bronze level, or 23% discount, is possible.

Measuring the Problem In order to fix the problem one must first acknowledge it exist in the first place—and one of the best ways to do that is by measuring it. Noise Control Engineering (NCE) does just that. Founded in 1991 by Ray Fischer, NCE specializes in the field of marine acoustics and provides services to government, owner and operators, designers and shipbuilders. The Massachusetts-based company has had a hand in helping reduce noise emissions on a variety of vessels including NOAA Fisheries vessels, the Alaska Regional Research Vessel R/V Sikuliaq, and the Ocean AGOR class research vessels, R/V Neil Armstrong and R/V Sally Ride.

Among NCE’s goals is to provide the industry with “tools to accurately predict and control noise produced both on-board and with respect to their underwater radiated noise,” says Spence. “For ships currently

IMO says, “much, if not most of underwater noise is caused by propeller cavitation.”

So what can be done to mitigate the noise emissions problem from a manufacturer’s perspective?

According to Norbert Bulten, Product Performance Manager, Propellers & Gearboxes, Wärtsilä Marine Solutions, there are several ways propeller cavitation can be decreased.

Wärtsilä has implemented numerical flow simulations (RANS CFD) as an integral part of its design process—helping to increase fuel efficiency and reduce noise emissions.

“The propulsive performance and cavitation behavior is analyzed in ‘behind ship’ condition to take the load fluctuations details into account. The results of the computer simulations are used to design the propeller.”

Bulten adds, small changes in geometry can lead to “significant improvements in cavitation behavior and in underwater noise.”

Bulten insists, however, that the propeller shouldn’t be the only element focused on, stating, the “design of the shaft-line and the brackets” should be considered in order to “ensure proper inflow to the propeller.” Past case studies have shown that “even a welldesigned propeller can be noisy when the inflow to the propeller is significantly disturbed due to flow separation or blockage.”

The actual operational profile of the propeller also dictates if cavitation occurs and to what degree of severity. “The operating point of a propeller with controllable pitch can be selected at various combinations of pitch deflection and propeller rev/min,” Bulten says. The chosen combination dictates the cavitation and noise being produced.

August 2018 // Marine Log 39

zero emissions

The superstructure (foreground) and hull of a new hybrid cargo vessel under construction at Derecktor Shipyards

moving towards

zero Hybrid cargo vessel gets major boost, designated as Marine Highway Project

40 Marine Log // August 2018

the maritime industry. It’s a movement to reduce emissions through our hybrid design as well as congestion on our highways and our neighborhoods, all the while supporting local small businesses.”

Anyone who has ever driven on I-95, particularly around Stamford, CT, knows that heavy traffic is a constant. Trucks carrying fresh produce right now have to navigate hours on perpetually snarled highways and roads in and around Connecticut, New Jersey, and New York.

The idea behind the Harbor Harvest Long Island Sound Project is so simple that it is brilliant. Harbor Harvest wants to create a new zero-emission, cost-effective waterborne cargo transport service across Long

Island Sound. Initially the new service will provide cost-competitive and reliable waterborne transportation for Connecticut and Long Island farmers and manufacturers by connecting Harbor Harvest’s East Norwalk, CT distribution point with the Glen Cove, NY, terminal as well as the communities of Great Neck, NY and Huntington, NY. It has the potential to expand to other ports and could be a model for other cities looking to utilize their waterways to move fresh produce more efficiently.

The Harbor Harvest is tailor made for the Marine Highways program, which aims to reduce landside congestion, lower transportation-related emissions, and increase the use of domestic marine transportation by

J.R. Snyder

T

he first hybrid propulsion cargo vessel to be built in the U.S. marked another milestone on July 27 with its official designation as a Marine Highway project by the U.S. Maritime Administration during a ceremony at Derecktor Shipyards in Mamaroneck, NY. “This ceremony is a result of years of work to bring U.S agriculture and U.S maritime back together again,” said Robert Kunkel, the energetic owner of Harbor Harvest, which is building the 65 ft all-aluminum catamaran vessel. “Harbor Harvest with the support of the U.S. Maritime Administration is working to reintroduce local farms, local artisans, and local manufacturers to

By John R. Snyder, Publisher & Editor in Chief

zero emissions supporting the development of transportation options for shippers. MARAD currently has an “Open Season” period for Marine Highway project submission until December 31, 2018. Harbor Harvest was sponsored by the Connecticut Port Authority.

At the ceremony, U.S. Maritime Administrator Rear Adm., U.S. Navy (Ret.) Mark “Buz” Buzby said eligible projects may be designated as Marine Highway Projects by the Secretary of Transportation, which in this case is Secretary Elaine Chao. Being designated a Marine Highway Project allows the DOT resources to be used to assist public project sponsors, ports and other local transportation or economic development agencies in the development of Marine Highway projects.

“American Maritime Highways. Does anything make more sense than that?” said Admiral Buzby. “When you think back in our nation’s history, we’re really coming full circle. When this nation was very young that’s how we moved stuff. There weren’t roads.

There weren’t railroads. We used our natural god-given waterways that we are blessed with abundance to have, to move our goods.”

Admiral Buzby noted that Harbor Harvest was the 23rd such project that was designated as a Marine Highway project.

Vessel Construction Progressing Progress on the superstructure and hull is well underway at Derecktor Shipyards. Back on February 23, Harbor Harvest held a keel laying ceremony for the first of what could be as many as three 65 ft x 21 ft hybrid allaluminum cargo vessels. Based on an Incat Crowther design and built to DNV GL rules, the catamaran will be fitted with a BAE Systems HybriDrive Marine Propulsion System, along with an energy storage system and Cummins diesel generators.

“It’s a community effort,” said Dave Adamiak, Business Development Manager, Global Marine, BAE Systems. “When you start with someone that has such infectious leadership and energy as Bob, you know right away that it is going to be meaningful.

And it’s going to be meaningful not just to the farmers that are going to be able to reach markets that should have been easy to get to, but also to the community for being good stewards for the environment.”

Added Adamiak, “We are at the forefront of technology of not only gaining advantages in efficiency, but also to be better stewards of the environment and change the paradigm from on highway back to where are roots are as Admiral Buzby said, the Marine Highway system.”

While Adamiak points out that there have

been pilot projects in the EU that have been governmentally funded, what makes the Harbor Harvest vessel project unique is that it is economically viable.

“It is a boost from the Maritime Administration for what is effectively a small business to create something that is economically viable, not just for Harbor Harvest, but for that farming community.”

The Harbor Harvest vessel is the third in a series with Derecktor Shipyards and BAE Systems, said Adamiak, adding, “we expect many more. We look at them as electric propulsion with a diesel range extender. The vessel under construction now will have the ability to recharge the high voltage liion batteries pierside, whether it is during the onloading/offloading process. We’re also looking to effectively recharge the batteries overnight and then tie its lithium ion batteries to the refrigeration system. So there are some unique elements that go beyond some of our other projects.”

Hydrogen Fuel Cell Vessel BAE Systems is also involved in an effort to build the first hydrogen fuel cell vessel in the United States. “Tom Escher and Joe Burgard have a similar vision to Bob that it is going to be an all-electric vessel, but at this point in time because the infrastructure isn’t there to support it, it’s steps. The final vision is to add more batteries to eliminate the diesel engine eventually once that infrastructure is in place.”

In San Francisco, Golden Gate Zero Emission Marine (GGZEM) was recently awarded a $3 million grant by the California Air Resources Board (CARB) to build what

will be the first hydrogen fuel cell vessel in the United States — and the first commercial fuel cell in the world. Scenic Eclipse, Theferry 228-passenger GGZEM’s partners in the will project set to debut in 2018, be include: built at Bay Ship & Yacht Co., BAE Systems, HydroUljanik in Croatia and feature two genics, Red and White Fleet, Incat Crowther, 3MW Azipods from ABB He x a g o n Co m p o s i t e s , O M B - S a l e r i , the Port of San Francisco, and Sandia National Laboratories.

The 70 ft aluminum catamaran, designed

by Incat Crowther, will carry 84 passengers, have a 22-knot top speed and will be built by the Bay Ship & Yacht Co. shipyard in Alameda, with the launch planned for next year.

The vessel is named Water-Go-Round, a reference to the cyclical nature of how the technology it will use works. Simply put, hydrogen can be created from water and after being used in a fuel cell, becomes water again. Since water is the only byproduct of the power system, adoption of this technology for shipping promises drastic reductions of pollutants and greenhouse gases.

The vessel is powered by dual 300 kW electric motors using independent electric drivetrains from BAE Systems. Power is generated by 360 kW of Hydrogenics proton exchange membrane fuel cells and Li-ion battery packs. Hydrogen tanks from Hexagon Composites, with valves and hardware from OMB-Saleri, will be installed on the upper deck, and contain enough hydrogen to go up to two days between refuelings.

Adamiak said that all those involved, whether on the U.S. East Coast or West Coast “are really committed to building these types of vessels. They see the benefit not just for themselves, but also for their communities.

It’s great to be a part of it.”

Maritime Administrator Rear Adm. Mark Buzby (center) was accompanied by four midshipmen at the ceremony

August 2018 // Marine Log 41

Newsmakers

Seaspan Shipyards Announces New Leadership Lineup Seaspan Shipyards has named Mark Lamarre its new Chief Executive Officer.

He steps into the role after Brian Carter announced he would be departing the company to pursue other opportunities. Lamarre previously served as the CEO of Australian Shipbuilding Company.

Seaspan also appointed Jari Anttila as Chief Operating Officer. He brings with him more than 25 years of experience in shipbuilding and industrial operations and most recently served as Senior Vice President for Philly Shipyards Inc. And earlier this year, Christof Brass, previously of Airbus Group SAS, was named Seaspan’s Chief Financial Officer.

HVAC specialist Dometic has named Guido Wolfs the new Product Manager for its commercial marine business. In this newlycreated consultancy role, Wolfs will work closely with boat builders, owners and fleet operators to better understand and meet the needs of Dometic’s clients.

Bristol Harbor Group, Inc. has added naval architect Teri LaForest to its naval architecture and marine engineering practice. She holds an M.S.E. in Naval Architecture and Marine Engineering from the University of Michigan.

Concord Maritime has named four new members to its growing management team. Among them: Jim Hurley who has been appointed Chief Operating Officer; Kristen Fugiel who will serve as the company’s Controller; Nikolaos Kontos is the new Director of Operations; and Noreen McCarthy Concord’s Director of Pools.

42 Marine Log // August 2018

SENER has appointed Jorge Sendagorta Cudós as the new Managing Director of Engineering and Construction. The unit is comprised of three business units: Infrastructure and Transport; Renewables, Power, Oil & Gas; and Marine.

KPI Bridge Oil has promoted Isidoros Chandris to Senior Bunker & Lubricant Consultant. He comes over from the group’s Athens offices where he served as Bunker & Lubricants Consultant.

Navis, part of Cargotec, has appointed former Sabre and Paypal leader Lakshmanan Krishnamoorthy as the company’s Vice President and General Manager of Engineering. In this role, he will drive Navis’ technology innovation and lead product and service development for the N4 TOS, XVELA, Navis Carrier and Vessel Solutions (NCVS) and future business lines.

Klaus Heim has been appointed Chief Executive Officer of Winterthur Gas & Diesel (WinGD).

He brings with him more than 25 years of experience, most recently serving as Chief Technology Officer at fuel injection specialist OMT.

Elliott Bay Design Group (EBDG) has named two new professionals to its Seattle team. Alina Shrestha is now a full time naval architect with the firm after joining as a contractor in 2017. She will be responsible for the design, construction and repair of vessels, ensuring that a safe, economic and seaworthy design is produced. Meanwhile, John Moser has joined the group as a Marine Engineer. He will develop analyses, drawings and technical reports while providing support to project managers.

Shipbuilder VT Halter Marine, Inc., a subsidiary of Vision Technologies Systems, Inc. has announced that Ronald Baczkowski has been appointed as President and CEO. He joined VT Systems in 2016 and most recently served as Vice President of Business Development.

UK and Netherlands-based subsea provider N-Sea has appointed Hans Van Peet as the company’s survey authority. In his new role will be oversee all survey activities within the company, and driveforward the innovation of survey products, services and technology.

Last month, Astrid de Bréon announced her resignation from BOURBON where she is Chief Financial Officer. She is expected to stay on in the role until her successor is appointed.

Caterpillar Inc. has appointed Ogi Redzic Vice President of the company’s Digital Enabled Solutions Division (DESD)—comprised of the company’s data analytics group, enterprise data hub, equipment management tools, Cat Connect technologies and customer experience portals.

Christopher Guérin has been named CEO of Nexans Subsea Operations. He most recently served as Senior Executive Vice President, Europe and Telecom/ Datacom, Power Accessories Business Groups and member of the Group Management Board.

Knud E. Hansen has set up shop at the Port of Halifax in Nova Scotia, enabling it to expand its reach in Canadia. Sam Stark, Senior Naval Architect and Project Manager, will lead the firm’s Canadian operations, increasing brand awareness and new business.

TECH NEWS Volvo Penta, A Step Closer to Hybrid Power

Accurate CFD Simulations Key to Development of Becker Mewis Duct Faced with tightening emission and environmental regulations, ship operators need to invest in “green” technologies. One supplier operators are turning to is Germany’s Becker Marine Systems, which has been supplying maneuvering and energy saving devices for ships for over 70 years.

Existing ships, for instance, can be retrofitted with EDS (Energy Saving Devices) that can be fixed to the rudder or propeller. Successful ESDs in operation include the Becker Mewis Duct energy saving system.

The Becker Mewis Duct—which is a nozzle fitted in front of the ship’s propeller—either provides significant fuel savings at a given speed, or allows a vessel to travel faster with the same level of consumption.

ESDs can help ship operators achieve fuel consumption savings of up to 8 percent.

An ESD consists of a number of integrated ang led fins that have to be adjusted

individually to fit any hull form to achieve maximum efficiency.

The development team for the Becker Mewis Duct was led by Steve Leonard, Head of CFD, Research and Development at IBMV Maritime Innovationsgesellschaft mbH, which used STAR-CCM+ from Siemens PLM Software for its CFD (Computer Fluid Dynamics) simulations. Most CFD calculations are performed on the basis of scale models. A team made up of naval architects and other specialists evaluates all the data, which is automatically generated and made available at the end of each STARCCM+ simulation. The team can use the data to identify and correct adverse flow features. The use of STAR-CCM+ enables BMS to supply finely tuned and perfectly designed devices – and to actually guarantee its customers a specified level of performance. www.becker-marine-systems.com

Tips for Switching to Low Sulfur Fuel As the IMO 0.5% sulfur cap looms closer operators are gearing up for the fuels landscape to change. To help facilitate the switch over, ExxonMobil has come up with a series of tips that will help ensure fleets continue to operate both safely and reliably.

Establish best practice: Prevention is always better than cure so it is advisable to: Buy fuel that meets the latest ISO 8217:2017 specification; Only bunker from reputable fuel suppliers; Clean out bunker tank residues when necessary.

Test for cat fines: Some new 0.5% sulfur fuels could contain elevated levels of cat fines, which if not properly treated, could trigger catastrophic engine damage. If laboratory

testing shows a high concentration then: Maintain storage tank temperatures at least 10°C above fuel pour point; Keep settling tanks at 85°C; Operate purifiers at optimum efficiency and minimum throughput; Drain water from fuel tanks to aid settling Check for compatibility: There is a risk that two compliant fuels will not be compatible, which can trigger damaging sludge formation.

Depending on its features, it may also be possible to use a next generation cylinder condition monitoring service to test a fuel’s sulfur content in order to confirm it meets the revised IMO sulfur cap.

Keeping true to its promise of providing electrified power solutions by 2021, Volvo Penta has unveiled its new hybrid marine propulsion concept that will enable zero emissions operation for marine vessels.

Based on its proven IPS propulsion system, Volvo Penta adapted and modified the technology to create a hybrid solution. The IPS hybrid features a clutch and electric motor between the engine and the IPS pod.

The electric motor is then supported by scalable Li-ion battery packs that can be charged externally using AC or DC chargers, or can be recharged using the primar y diesel engine.

Volvo Penta explains that opening the clutch enables the boat to run in electric-only mode. If the clutch is closed then both diesel and electric power will be used in concert.

“A hybrid provides a flexible solution, one that maintains the high ef ficiency of fered by the IPS system and adds the ability to run in zero emission environments,” says Niklas Thulin, Volvo Penta’s Director of Electromobility. “With full torque from the elec tric motor available instantly, the boat will maintain the responsiveness and controllability that IPS is famous for in electric-only mode, as well as offering the ability to run at 10 to 12 knots.”

The modular bat ter y pack also give s c us to mer s t he c hance to c u s t o m i ze t h e i r p a c k a g e — i.e. they can add more batteries with smaller engines.

The IPS hybrid system is planned for the 8 to 13 liter engine range, suitable for ferries, pilot and patrol boats. The system is being tested at Volvo’s test center in Gothenburg, with a test boat planned for sea trials in 2020. Availability is expected in 2021. www.volvopenta.com

www.exxonmobil.com August 2018 // Marine Log 43

TECH NEWS

Marine Robotics Sectors Gets A Boost Woods Hole Oceanographic Institution’s (WHOI) Center for Marine Robotics has opened a new pressure test facility that will help researchers and companies better develop innovative marine technologies.

The new facility, which replaces an aging 50-year old pressure test vessel, is the second project completed under a $5 million award

from the Commonwealth’s Collaborative Research and Development Matching Grant Program—managed by the Innovation Institute at the Massachusetts Technology Collaborative (MassTech).

The new R&D facility will allow WHOI to triple its project capacity and expand researchers and private firms’ abilities to test

their marine robotics and sensor systems.

The facility features advances that go beyond its predecessor’s capabilities, incorporating cutting edge technology that will increase precision, and feature programmable, computer-aided controls and safety.

The facility will replicate the pressure of the deep ocean on shore and will allow for unattended 24/7 operations.

“The launch of this new R&D test facility will help accelerate WHOI’s ability to support entrepreneurs, small and medium-sized businesses, and established marine robotics technologies, fueling innovation and growth, helping to keep Massachusetts at the forefront of this sector,” said Damon Cox, Assistant Secretary of Technology, Innovation and Entrepreneurship, and Chair of MassTech’s Board of directors.

According to “The Massachusetts Robotics Cluster” report, the northeast region, particularly Cape Cod and the South Coast of Massachusetts are hotbeds for the development of autonomous underwater vehicles. The report, sponsored by MassTech and published by ABI Research, states that global revenue for unmanned underwater vehicles is expected to grow from $2.2 billion in 2015 to $4.6 billion by 2020. www.masstech.org

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SAFETY FIRST

The Growing Reliance and Significance of AIS

48 Marine Log // August 2018

only transmitted when there is enough time cleared on the frequency.

This highlights a vulnerability that users must be aware of. As navigation systems become more integrated and the reliance on technology greater, each user must understand that without a visual or accurate radar plot on a target, a vessel may not be exactly where the AIS states that it is.

It is plainly evident that the industry has benefitted from the data derived from AIS

Now that you are aware of how AIS works, let’s discuss the type of data that AIS transmits. There are two types of transmitted data: static and dynamic.

The static data may include the vessel name, call sign, IMO Number, MMSI Number, and vessel particulars. This is the data that does not typically change.

The dynamic data that is transmitted may include but is not limited to vessel Speed over Ground, Course over Ground, Rate of turn, Navigation Status (anchored or underway), position, and heading.

The vessel will normally program Port of Arrival with an ETA in all data.

Matthew Bonvento A licensed deck officer and Professor of Nautical Science

Shutterstock/ apiguide

I

can remember the first time I saw AIS (automatic identification system). After graduating SUNY Maritime, I went sailing for about 2 years. I went home on vacation, and when I returned back to the same vessel four months later, we had this new gadget, the AIS. Little did I know the significance this device would play in the future of navigation.

Each AIS systems consists of a VHF Transmitter, two receivers, one DSC receiver and linkage to the appropriate bridge components. GPS linkage is integral to the position and time information used in AIS data. Data normally transmitted include but are not limited to course over ground, speed over ground, and heading. Other transmitted data can include rate of turn, destination, and ETA. Utilizing this data can assist Vessel Traffic Services (VTS) in coordination of vessel movements in a harbor or area.

Transmission of the data is first segregated by AIS type. Class A systems are those on board vessels of mandatory carriage; and Class B systems are those on board vessels not required to carry AIS but voluntarily do so.

Class A AIS systems work with other Class A systems automatically to determine who sends data and when. As there is a limited amount of bandwidth allocated to AIS systems each unit must transmit data frequently enough to be useful to other vessels, but allowing enough time for each vessel in a given area to use the frequency. Some of the factors used to determine frequency of transmission are whether or not a vessel is anchored or underway, rate of turn of the vessel, etc. Class B AIS transmission data is

The user must remember that this data is transmitted over VHF frequencies. Therefore the range of the signal is dependent upon the height of both the receiving and transmitting antennas as well as the atmospheric conditions. It is very common to receive scanty data from distant targets, and acquire more data as the vessel approaches.

One glaring drawback is that many of these data inputs are GPS reliant. With the ever-increasing concern over GPS spoofing, AIS data can be called into question in the event of a marine casualty.

AIS also provides the option to send information over Short Message Service (SMS). This is a fantastic capability, but as the USCG highlighted in Alert 05-10 on May 27, 2010, users must be aware that SMS does not relieve the navigator of the responsibility of using proper Bridge to Bridge VHF Radiotelephone in order to fulfill requirements under Rules of the Road.

AIS SMS also may not be used as a primary means of alerting another vessel and coastal authorities that a vessel is in distress.

AIS has also moved on to Aids to Navigation. Virtual Aids to Navigation may take shape in different formats.

The physical ATON may have an AIS transmitter attached, a shoreside station may be broadcasting the signal even if the physical ATON is on station, or there may not even be a physical ATON but only an AIS broadcast which would show on a vessel’s radar and ECDIS if so linked together.

It is important for the Navigator to remember that a buoy without an AIS transponder attached, but broadcast from elsewhere, may not be in the position that the AIS signal claims for it to be.

It is plainly evident that the industry has benefitted from the data derived from AIS. From Port Authorities to vessel communication and even for research purposes AIS data is extremely important especially for it’s upto-date data stream.

Data from AIS however can be delayed, manipulated or even hacked. Therefore it is important to take all AIS data with a grain of salt while using it as a navigation tool.

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