Marine Log February 2020

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

February 2020

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Tugs & TowboaTs, What’s ahead?

Japanese shipbuilding Still a Solid No. 3 in Big League

Q&a: new aWo ceo Jennifer carpenter Defending Waterways in Washington

Maritime training Is Virtual Reality the Future of Crew Training?

CONTENTS

30

20

Departments

Features

2 EDITOR’S LETTER TTB: A New Spin on an Old Event

18

4 INLAND WATERWAYS In the Red Zone 6 INDUSTRY INSIGHTS 7 WELLNESS Beyond the Red Apple 8 VESSEL OF THE MONTH E.N. Bisso’s C.D. White, first of two 5,100 hp Z-drive tugs from Eastern 10 UPDATES • Metal Shark Delivers Patrol Boat • IMO 2020: “Smooth Transition” • Kongsberg Wins EU Funding for Autonomous Vessel Project 17 INSIDE WASHINGTON Congressional Panel Gets a Lesson on Marine Electrification 38 NEWSMAKERS BIMCO Lures Loosley from IMarEST 39 TECH NEWS “Flower Power” Tug is First with New CAT AVD Hybrid Solution 44 FINANCE Meeting Compliance Challenges By Sourcing Capital Competitively

20

INLAND WATERWAYS A Q&A with Jennifer Carpenter, AWO’s New CEO To get updated on topics of importance to the commercial inland marine shipping industry, we sat down with Carpenter to get a feel for what is going on and what can be improved upon JAPANESE SHIPBUILDING Leading the World in Almost Everything Except Sales China and South Korea lead the globe, but third place Japan’s order intake was more than twice that of fourth placed Italy

30

MARITIME TRAINING Virtual Reality and Crew Training While not a standalone solution to maritime training, virtual reality has proven to be an effective supplement to real-life situations

34

VESSEL CONSTRUCTION Picking the Correct Welding Process is Key Pemamek’s PEMA solutions for shipyards cover everything from a single piece production used in repair yards, to high-level mass production systems

36

CMA Names New Commodore Lois Zabrocky Will Soon Wear New Hat Zabrocky has been president and CEO of International Seaways, one of the world’s largest tanker companies, since 2016. What does she see ahead for the tanker market—and for the Connecticut Maritime Association?

Cover Photo: Mr. Ekrem Egeli. Copyright Sanmar.

February 2020 // Marine Log 1

EDITOR’S COLUMN

MarineLoG February 2020 Vol. 125, NO. 2 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com Publisher Gulf Coast & Midwest Sales Jeff Sutley jsutley@sbpub.com

Photo Credit: Shutterstock/ Dan Logan

TTB: A New Spin on an Old Show

M

arine Log has hosted its annual Tugs & Barges conference for nearly two decades now. This year, though, we are giving the event an added dimension by bringing in an additional focus on the inland rivers sector.

Hence, the new name: TTB—Tugs, Towboats & Barges came about, and we are excited to hold our first expanded event in Mobile, Ala., March 24 through 25.

The hope is that now shipyards, naval architects, owners, operators and suppliers who want to meet with both sides of the domestic commercial marine industry can do so in a more intimate meeting.

The event’s speaker lineup includes industry-leading companies from across the full spectrum of coastal and inland waterways operations. Several owners and operators will present in addition to attending the event.

If yo u t u r n to o u r T T B s e c t i o n o f this issue on pages 24-29, you’ll see a great lineup of sponsors, speakers and topics who will no doubt make this a successful show.

Attendees will discover new ways to meet economical and environmental targets through advancements in technology, innovative approaches to operating a fleet, the latest trends in tug and towboat design, and so much more.

Not only will the event provide great

content and networking, we have partnered with Metal Shark for an exclusive behind-the-scenes tour of its Bayou La Batre, Ala., shipyard. Visitors will see tugs and towboats under construction for multiple operators, including 120foot inland tow boats being built for Florida Marine Transporters.

And if you haven’t registered to attend our revamped TTB event, it’s not too late. Visti our website (www.marinelog. com) and click on “Conferences” at the top of the homepage.

While much of the focus of this issue is on the TTB coverage area, we are also a media partner of the Sea Japan event in Tokyo this March. And while, the go-to places for international ship buyers have long been China and South Korea, Japan is still a very solid number three. As you’ll see from our coverage of Japanese shipbuilding in this issue (see page 20), Japan remains a world shipbuilding leader in terms of quality and innovation.

See you in Mobile!

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

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

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

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

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2 Marine Log // February 2020

John Wooldridge Michael J. Toohey Waterways Council, Inc. Simmons-Boardman Publishing CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

Building Momentum

See us at booth 607 May 18-20, 2020

Nelson Street Facility 2200 Nelson Street Panama City, FL 32401 Allanton Facility 13300 Allanton Road Panama City, FL 32404 sberthold@easternshipbuilding.com 850-763-1900 ext 3216

www.easternshipbuilding.com

inland waterways

In the Red Zone Striving for a Waterways Touchdown

The Breakdown The Construction account received $2.68 billion or $1.37 billion more than the 4 Marine Log // February 2020

president’s FY20 request, and $498 million more than the FY19 enacted level. The FY20 bill utilizes full-use of the estimated receipts of the IWTF and some additional prior-year revenues to yield an investment of approximately $335 million.

The Corps’ Operations & Maintenance (O&M) account received $3.79 billion, which was $1.86 billion above the president’s FY20 budget request.

America must modernize its critical inland waterways infrastructure for growth in this new decade and beyond.

Harbor Maintenance Trust Fund (HMTF) projects received $1.63 billion, which was an increase of $665 million above the President’s FY20 request. Once again, Congress met and exceeded by more than 11% the HMTF target set by the Water Resources Reform and Development Act of 2014.

Mississippi Rivers and Tr ibutar ies (MR&T) received $375 million in FY20.

The Investigations account funding level is $151 million, which is $74 million above the FY20 Administration request and $26 million above the FY19 enacted level.

Opposing Additional Charges WCI remains opposed to additional tolling, lockage fees or other charges for the users of the inland waterways system.

On any potential infrastructure package ahead, WCI seeks to secure funding for the infrastructure of the inland navigation system in a comprehensive bill.

On FY21 appropriations, WCI seeks construction of inland waterways modernization projects at the maximum funding amount supportable by expected revenues into the IWTF, and to increase the overall Corps of Engineers’ Civil Works Program Operations & Maintenance (O&M) funding (FY20 funding for O&M was $3.79 billion).

Our inland waterways system with its navigable channels and lock and dam infrastructure offers the competitive edge our nation’s shipper’s reply upon in the global marketplace. America must modernize its critical inland waterways infrastructure for growth in this new decade and beyond. The FY20 Work Plan is a key step in getting us there for the win.

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

Photo Credit: Shutterstock/ Al Mueller

W

hile the U.S. Army Corps of Engineers’ Work Plan for Fiscal Year 2020 doesn’t draw the attention of 100 million people like the recent Super Bowl, it could be a game changer for U.S. inland waterways.

By law, the Corps releases its Work Plan 60 days after the previous Fiscal Year Appropriations bill has been signed by the president.

The FY20 Energy & Water Development (E&WD) Appropriations bill that funds the Corps was approved on December 20, and the Work Plan outlines the allocations of that funding to specific projects and programs. The FY20 Work Plan was expected to be released before the president’s FY21 budget request on or about February 10.

The FY20 E&WD funding levels the Corps and the Office of Management and Budget (OMB) will be working with as they develop the Work Plan are as follows: the Corps’ Civil Works mission received $7.65 billion, $652 million above the FY19 enacted level and $2.69 billion or 54% above the OMB’s insufficient budget request. Congress also agreed to adjust the Construction cost-share for Chickamauga Lock (Tennessee River) as they did in FY19, but in FY20 to 65% General Revenue funding/35% Inland Waterways Trust Fund (IWTF) for one fiscal year. This change enables full and efficient funding of all ongoing construction projects, which will advance their delivery completion, drive down final project costs, and deliver benefits to the national economy years sooner.

Included in the president’s budget, as well as the FY20 bill, is PED funding for the Three Rivers Project in Arkansas at $1.5 million.

The Inland Waterways Investigations account received funding of $3.25 million more than FY19 levels that will allow for authorized projects and on-going studies to compete for additional funding in the Corps’ 2020 Work Plan.

As we await the Work Plan, WCI’s Goals & Objectives for 2020 are focused on the end zone. Within the Water Resources Development Act (WRDA) 2020, WCI recommends conforming the cost-sharing for Inland Waterways Trust Fund (IWTF)-financed construction projects to require 25% of the project cost to be derived from the IWTF and the remaining 75% from General Revenues.

This is the same formula cost achieved in WRDA 2016 for Deep Draft navigation projects to expedite channel maintenance work and dredging to be prepared to receive and capitalize on the economic opportunities of post-Panamax ships calling on U.S. ports.

INDUSTRY INSIGHTS WELCOME TO

Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we examine maritime slips, trips, falls and lifting injuries based on a summary of the American Club’s and the ABS/Lamar Mariner Safety Research Initiative Safety-Related Databases report.

In 2018, the American Club, in partnership ABS and Lamar Universit y, launched a new projec t aimed at reducing accidents caused by unsafe conditions aboard vessels. The initiative’s long-term objective is to develop

recommendations aimed at improving the day-to-day safety of maritime personnel through sharing the results of data analyses derived from this initiative. As a snapshot, the American Club has incurred over 8,400 claims from 2013 to 2018. Of these claims, nearly half of them are injuries. Between 2013 and 2018, 46% of injuries were the result of slips, trips, falls and lifting incidents.

Marine Log will examine the costs associated with these injuries in an upcoming column.

Injury Event Type in ABS/Lamar and American Club Data Sets 2013-2018

Source: ABS/Lamar and American Club

6 Marine Log // February 2020

Wellness Column

Beyond the Red Apple Understand Individual Needs.

Talking with a doctor can help define micronutrients that are critical depending on a specific population dynamic or individual issues. Testing is available and can help determine where deficiencies or overabundance of a nutrient may be present. Also, targeting the increase or decrease depending on required amounts has shown to help long-term health prospects.

Understand Nutritional Labeling.

Shutterstock/ LedyX

I

n 2014, the Food Agriculture Organization of the United Nations stated that there were roughly 60 harvests of a crop left before the topsoil is depleted of its nutrients. Topsoil is where our crops grow, and its quality determines how many micronutrients get into our food system. Its decline is already impacting the quality of our nutrition.

A “perfect storm” of events that is believed to be causing this deterioration of soil and nutritional content in food, including increased carbon dioxide in the atmosphere along with chemicals and fertilizers killing off microbes in the soil. Early crop harvesting involving the picking of fruits and veggies while they are hard and ripening them with gases and container temperature variances also has an impact on nutritional value as well.

What does this mean for the apple in your fruit bowl right now? According to Dr. August Dunning, chief science officer and coowner of Eco Organics, we would have to eat 26 of today’s apples to reach the same nutrient quantity of iron as one apple consumed in 1950. Nutrients like iron and proteins are decreasing in our food and becoming ghostly images of what they once were.

A 2004 study by Donald Davis and colleagues from the University of Texas identified 43 different vegetables and fruits with “reliable declines” in the amount of protein, calcium, phosphorus, iron, riboflavin (vitamin B2) and vitamin C over the past 50 years. Davis and his research team noted that the decline may be coming from the genetic changes we breed food for. Increased size, growth rate and pest resistance appears to come at the cost of nutrient content. The

food looks big, round, healthy and good, but the appearance is deceiving. Declines in nutrients like iron were up to 37%. These studies have now been repeated by multiple research teams around the world.

Vitamins and Minerals The quality of vitamins and minerals in our fruits and veggies plays a vital role in human health. In Plant and Soil (October 2010), Alexander Stein discusses these deficiencies leading directly to cognitive development, metabolism and immune system deficiencies, and indirectly to obesity and Type 2 diabetes. In our daily lives, we see the effects of declining nutrient intake hidden in our overweight and obese population. Like the apple, we look well fed, but inside micronutrients like iron, vitamins B and D, are all better than 50% deficient in large segments of the population. The relationship between declining food quality and our disease rates is a burgeoning area of research.

Food manufactures have already started to combat nutrient deficiencies by fortifying foods like milk, breads, cereals and rice with vitamins and minerals. While this fortification works for isolated nutrients in the population, it doesn’t work for all and it neglects the interaction of nutrients that assist each other in naturally occurring ratios like vitamin D3, magnesium, calcium and vitamin K2. The collection of them together is needed to optimally assimilate the use of them in the body. Natures designs are cleaver, and crucial interactions have the potential to get lost in the translation.

As we navigate this changing system, here are some considerations:

The recommended daily allowance (RDA) of nutrients identified on nutritional labels tell us what nutritional value food holds, but there are restrictions in this information. RDAs are U.S. government-established daily nutrient allowances by percentage for seven minerals, 10 vitamins and protein by age group, gender and for pregnant women.

What appears on a box is most commonly the allowance for adult men. The label is misleading for all other groups, most particularly children. A child eating multiple servings of fortified cereal with fortified milk and a fortified protein bar can end up with compounded fortifications and a potential overabundance of specific nutrients. Looking at labels, adding numbers together and knowing the requirements by age, gender and circumstance are becoming important steps for a healthy diet.

Vary Your Norm.

The part of the world or the country that your food comes from changes what it does for you nutritionally. If you always eat eggs, meats and vegetables from the same location or brand, vary it. Remember that nutrients come from what your food eats orienting from soil into plants and thereafter into animals.

As we work through soil deterioration and potential rebalancing of food products, the choices we make daily to maximize our quality of nutritional intake are ever more critical for long-term health.

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

Emily Reiblein

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

February 2020 // Marine Log 7

Vessel of the Month

Eastern Shipbuilding Launches

RApport 2400 Tug for E.N. Bisso

8 Marine Log // February 2020

identical John Deere 4045AFM85 diesel generators, each with a power output of 99 kW packaged by Kennedy Engine Company.

The tug is fitted with an off-ship firefighting system with a Counterfire ES-125-400 1,500 GPM pump driven off the front PTO of one generator via a Logan clutch.

The vessel has been designed for an operating crew of up to six. A pantry, mess, store and wet space are located on the main deck and three double berth cabins are located below deck forward.

The tug has been outfitted for escort, ship assist, harbor towing and firefighting.

Deck machiner y includes a Markey DEPCF-42 HS electric escort winch on the bow, spooled with 500 feet of 8-inch circumference HMPE line on a single drum, and a tow post with Markey CEPB-40 5 HP capstan and Washington Chain & Supply tow hook provided on the aft deck.

Ship-handling fenders at the bow consist of one tier of 32-inch OD by 16-inch ID cylindrical fenders at the forecastle deck level and 24- by 12-inch M-type fenders below main deck level. The same type M fender is used at the stern and a double strake of 37-inch diameter tire

fenders along the sheer lines of main deck. There is a single strake of 12-inch hollow “D” submarine fender along the hull side.

The particulars of the vessel are: • Length, overall: 80 feet • Beam, molded: 38 feet • Depth, molded: 13 feet, 2 inches • Maximum draft: 16 feet, 10 inches • GRT (U.S.): Less than 300 • Fuel oil: 27,700 gallons • Diesel Exhaust Fluid: 1,660 gallons • Potable water: 8,800 gallons

Photo Credit: Eastern Shipbuilding Group Inc.

E

astern Shipbuilding Group Inc. recently launched the RApport 2400 tug C.D. White, a ship-assist and escort tug for E.N. Bisso & Son Inc. of New Orleans, La. Designed by Robert Allan Ltd., it is the first of two tugs of the same design being built

by Eastern for E.N. Bisso. Though very similar to the tug Gladys B, delivered in to E.N. Bisso in 2016, the design incorporates modifications in order to better accommodate the owner’s operational requirements, regulatory changes and different main machinery.

The tug received its Coast Guard Subchapter M Certificate of Inspection (COI) and is designed and built to ABS Class standards, but it’s not classed under ABS rules.

The tug is expected to have a bollard pull, ahead, of approximately 62 tonnes, a n d a f re e r u n n i n g s p e e d , a h e a d , o f approximately 12.7 knots.

Main propulsion power is delivered by twin Caterpillar 3512E, EPA Tier 4 certified diesel engines, each rated 2,549 bhp at 1800 rpm, and driving a Kongsberg US205 P20 FP Z-drive unit with a 2,500 mm diameter propeller.

The electrical plant consists of two

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METAL SHARK DELIVERS PATROL BOAT TO SAN JUAN POLICE Jeanerette, La.-based shipbuilder

Metal Shark has delivered a new 36-foot welded-aluminum patrol boat to the San Juan, Puerto Rico, Police Department.

The new patrol boat is a 36 Fearless steppedbottom center console vessel built at Metal Shark’s Jeanerette shipyard and custom-configured to meet the specialized requirements of the San Juan Police Department.

The high-performance craft has been equipped with triple 300 hp Suzuki outboard engines and reaches a top speed in excess of 50 knots. Other mission-enhancing features include a custom 36-inch dive door and dive ladder, underwater lighting, 12 dive tank holders, Garmin Radar, and FLIR camera.

Metal Shark has now delivered five new patrol boats in the past three years to

Puerto Rico, where the Puerto Rico Police Department also operates a fleet of Metal Shark vessels.

“The design, construction and performance characteristics of this highly capable craft have been extensively proven in Puerto Rico’s demanding open-ocean conditions, with the Puerto Rico Police Department logging over 3,000 hours per year in its Metal Shark 36 Fearless vessels,” said Metal Shark’s Vice President of International Business Development Henry Irizarry. “Metal Shark’s performance, durability and safety, as demonstrated and proven by the police department over years of around-the-clock operation, made the selection of this vessel a logical choice for the San Juan Police.”

The San Juan police will use the new Metal

Shark to support a wide range of missions.

The department provides port security and law enforcement to the Port of San Juan and the metropolitan San Juan coast, and also supports dive operations throughout the island.

“Puerto Rico presents unique challenges from a maritime law enforcement perspective due to the vast range of missions routinely conducted by its agencies, including disaster relief, search and rescue, counter narcotics, border patrol, and interdiction missions, all of which may be conducted in heavy offshore conditions,” noted Irizarry.

Metal Shark has multiple other projects for Puerto Rico in various stages of development, including a custom 27-foot vessel currently being built for another Puerto Rico government agency.

Within t wo weeks of the new IMO limits on sulfur in marine fuel enter-

ing into force, the Standard P&I Club had received reports that two separate ships in Chinese waters had been found to be using fuel that is non-compliant with IMO 2020 sulfur limits.

The first ship was under a port state control inspection in Qingdao, China, when the Chinese Maritime Safety Administration (MSA) verified the use of fuel oil with a sulfur content of 0.6777% mm (the new limit is 0.5%).

The second ship was berthed in 10 Marine Log // February 2020

Xi a m en w hen the M S A c ite d it w ith burning non-compliant fuel, repor ts the Standard Club. The ship had been at berth nearly six days after changing over to compliant fuel.

Howe ver, it is likely that pre v ious high sulfur fuel residue remained in the engine fuel system resulting in emissions over the China ECA limit. The ship was ordered to take effective measures to purify the fuel system.

Still, by the third week of Januar y, IMO Secretary General Kitack Lim was saying that the rule change was “being

implemented successfully without significant disruption to maritime transport and those that depend on it.”

IMO noted that information from various sources indicated there has been a relatively smooth transition to the 0.50% global limit and that, as of January 20, only 10 cases of compliant fuel being unavailable had been reported in its Global Integrated Shipping Information System.

It is not clear yet whether the MSA will fine the ships as a result of the infractions, says the Standard Club.

Image Credit: Metal Shark

IMO 2020: “Smooth Transition” as Enforcement Actions Begin

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Update

Kongsberg Wins EU Funding for Autonomous Vessel Project

Self-propelled pallet barge operated

by Blue Line Logistics NV of Belgium is one of two vessels to be fitted with autonomous technology.

Kongsberg is to install and test

autonomous technology on two vessels in two different operational environments—short seas and inland waterways—with the help of about $22.3 million in funding from the EU Horizon 2020 research program AUTOSHIP. One of the two vessels will be the Eidsvaag Pioneer, which operates along the Norwegian coast and in fjord areas where it carries fish feed to fish farms. The other will be a selfpropelled pallet barge operated by Blue Line Logistics NV of Belgium that operates on

canals in Europe. In operation, an autonomous barge is expected to take around 7,500 trucks off the roads each year, resulting in reductions in both traffic congestion and emissions.

AUTOSHIP, a four-year Horizon 2020 project, is a collaboration between Kongsb e r g a n d No r w ay ’s l e a d i n g re s e a rch organization, SINTEF, as well as several European partners.

“The AUTOSHIP project gives Northern Europe with Norway a leading edge in developing the next generation of autonomous

vessels. The race is underway internationally,” says Iselin Nybø, Norway’s Minister of Research and Higher Education, who took part in an event held aboard the Eidsvaag Pioneer, to announce the funding. “The technology contributes to safer, more efficient and sustainable operations at sea, both in transport and aquaculture.an coast and in fjord areas where it carries fish feed to fish farms.”

The AUTOSHIP project will create a roadmap for commercializing autonomous shipping in the EU in the next five years, says Egil Haugsdal, CEO of Kongsberg Maritime.

“We will demonstrate that it is possible to remotely operate several ships from land and over large geographical areas,” says Haugsdal. “The technology is used in different ways on the vessel to show that the solutions can be applied widely.”

The aim of the project is to test and further develop key technology linked to fully autonomous navigation systems, intelligent machinery systems, self-diagnostics, prognostics and operation scheduling, as well as communications technology enabling a prominent level of cybersecurity and integrating the vessels into upgraded e-infrastructure.

Also involved is Kongsberg Digital whose CEO Hege Skryseth says, “We will contribute by developing cloud-based communications systems and advanced simulations to test and ensure that the autonomous vessels operate safely and optimally.”

All American Marine Starts USCG Service Life Extension Project All American Marine Inc., Bellingham, Wash., as the West Coast shipyard for Phase I of the U.S. Coast Guard 47-foot motor lifeboat (MLB) Service Life Extension Program (SLEP).

Last August, Birdon America was awarded the prime contract to perform SLEP work on 107 of the 117 MLBs in the Coast Guard fleet. Now, All American Marine is working on two MLBs at its yard, with a plan to ramp up to eight vessels each year during Phase II. Built from 1997 to 2003, the 47-foot MLB is the Coast Guard’s primary searchand-rescue platform operating in surf and heavy weather conditions. It has self-righting capability and the ability to operate in winds up to 50 knots, seas up to 30 feet, and surf up to 20 feet.

The boats are now approaching the end of their original 25-year service lives.

The goal of the SLEP is to extend their 12 Marine Log // February 2020

life for an additional 20 years and retain or exceed their original operational capabilities and characteristics.

Birdon America’s SLEP solution includes system replacements, performance enhancements in the areas of noise, seating, and reliability and addressing structural issues.

The main work w ill be on systems

experiencing technical obsolescence: the main propulsion, electrical, steering, towing and navigation systems, as well as replacement of areas of the hull and structure that have demonstrated high failure rates. Additionally, efforts to enhance human system integration will be made wherever practical.

The 47-foot motor lifeboats are the Coast Guard’s primary search-and-rescue platform.

Image Credit: Kongsberg, USCG

Birdon America Inc. has named

Update

Brennan Names Boat for Long-time Employee Merrell “Cobb” Colsch (left), seen here with Brennan Marine President Adam Binsfeld, began his career on the river in 1971.

Image Credit: J.F. Brennan

La Crosse, Wis.-based J.F. Brenn a n C o m pa n y I n c . has honored

long-time employee Merrell Colsch, or “Cobb” as he has been known throughout his career, by naming the latest addition to its fleet, the M/V Merrell Colsch, after him.

“Having a vessel named after you is the highest honor we can bestow upon an individual in recognition of his or her contribution to Brennan’s success over the course of a career,” says Brennan.

Colsch began his career on the river in 1971 at 20 years old, following service in Vietnam and his honorable discharge from the U.S. Army, when he returned to New Albin, Iowa. His first job was as one of two operators of a dredge. Four years later, the owner of that operation transitioned into barge fleeting and Colsch earned his USCG license and became a boat pilot. In late 1991, J.F. Brennan recruited him.

“We could write a book on the 27 years

of contributions that Merrell would make to Brennan,” says the company. After running the company’s Lansing operation for four years, he was reassigned to run its dry dock in La Crosse.

“I’ll bet I repaired over a 1,000 different barges and tows over the years,” Colsch says.

In addition to his work as a dry dock manager, Colsch’s fabrication skills made him a go-to resource for the construction and dredging side of the company. Many times, too, he was called upon to run a towboat on a lock and dam project if the company was short of pilots or to lend a hand on a pile driving crew.

Colsch will be retiring next April, leaving a large legacy behind. When asked what he likes most about working at Brennan, his response was, “There’s just a lot of good people. Good pilots, good deckhands. It was nice being out on some of those crews too.”

The boat now named for him is a 1981built, 65-foot push boat formerly called Brooke. It is powered by an 1,800 hp Mitsubishi S 12A2-MPTA engine turning 75- by 63-inch propellers via Twin Disc MG-540 gears.

February 2020 // Marine Log 13

Update

BIZ NOTES J.F. Lehman to Acquire Global Marine Group An affiliate of private equity firm J.F. Lehman & Company (JFLCO) has signed a definitive agreement to acquire Chelmsford, U.K.-headquartered Global Marine Group (GMG). According to GMG majority owner, HC2 Holdings Inc., the deal is worth around $250 million in cash.

Kirby to Pay $278 Million for Savage Fleet Kirby Corporation, Houston, Texas, is to acquire the inland tank barge and towboat fleet of Savage Inland Marine for approximately $278 million in cash and the assumption of leases. The fleet consists of 90 inland tank barges with approximately 2.5 million barrels of capacity and 46 inland towboats. Savage also operates a significant ship bunkering business as well as barge fleeting services along the Gulf Coast.

Savage s aid that it s

offshore marine business and shore side services for some existing customers are unaffected by the agreement.

Name Change for Harley Marine Seat tle -headquar tered Harley Marine Services has changed its name to Centerline Logistics Corporation and rebranded its regional operations to reflect the name change to Centerline.

The name change follows a ratings affirmation of the company’s senior credit facility

by Kroll Bond Rating Agency on December 16, 2019, which removed its previous watch downgrade and noted the significant progress the business has made in improving its operational and financial stability.

As part of its rebranding, the company has adopted a new lion’s head logo that will now be a prominent addition to its vessels’ paint jobs.

International Seaways in Green Credit Deal In a first for a NYSE-listed ship owner, the

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14 Marine Log // February 2020

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Update

SLDC Orders ASD Tug at Washburn & Doughty The Saint Lawrence Seaway Development Corporation (SLSDC) has

awarded a contract for the construction of a new ASD (Z-drive) harbor tug to shipbuilder Washburn & Doughty Associates Inc. of East Boothbay, Maine.

The HT-60, the smallest in the harbor tug series developed by Seattle based naval architecture firm Glosten, is slated for delivery in 2021.

At 60 feet in overall length, the tug is rightsized for maneuvering inside lock chambers, with a wide 28-foot beam to improve performance in ice and enhance stability for deck crane operations.

The Glosten HT-60 is designed to capitalize on the operating advantages afforded by a broad bow form with a semi-raised forecastle deck and full visibility and winch controls from a single operating station in the pilothouse.

To perform its intended work functions in ice, the hull has been ice-strengthened to ABS Ice Class C0 standards. The Z-drive units are

powered by a pair of EPA Tier 3 diesel engines turning carbon fiber shafts and delivering a combined 1,320 bhp at 1,800 rpm.

The Glosten HT-60 is designed to capitalize on the operating advantages afforded by a broad bow form with a semi-raised forecastle deck and full visibility and winch controls from a single operating station in the pilothouse.

To perform its intended work functions in ice, the hull has been ice-strengthened to ABS Ice Class C0 standards. The Z-drive units are powered by a pair of EPA Tier 3 diesel engines turning carbon fiber shafts and delivering a combined 1,320 bhp at 1,800 rpm.

At 60 feet long, the HT-60, the smallest in the harbor tug series developed by Glosten.

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minum pilot boat from Gladding-Hearn Shipbuilding, Duclos Corporation, Somerset, Mass.

Set for delivery in April 2021, it is called the “Baltimore Class” after the pilots’ base of operations at the Port of Baltimore, and has a length overall of 48.5 feet, beam of 15.6 feet and draft of 4 feet.

Featuring the Ray Hunt Design deep V hull, it will be powered by twin Volvo Penta D13, EPA Tier 3-compliant diesel engines, each delivering 600 hp at 1,900 rpm with a top speed of 29 knots. A Humphree interceptor trim-tab control system, with automatic trim optimization, will be installed at the transom.

The engines will turn five-bladed Bruntons NiBrAl propellers via ZF400A gear boxes.

The launch will be equipped with a 6 kW Northern Lights genset. Outside of the wheelhouse will be wide heated side decks and hand rails, side and rear doors, and boarding platforms on the roof.

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February 2020 // Marine Log 15

Update

Damen’s German Naval Contract Faces Challenge meet less than 0.15% of the requirements,” said Stein. “We have thoroughly examined the alleged reasons—none justify an exclusion from the proceedings.”

“We have also demanded the exclusion of the Dutch shipyard Damen from the procedure,” said Stein, citing “considerable and well-founded doubts as to whether Damen’s bid was in line with key aspects of the tender.”

GNYK notes the Ministry of Defense had previously illegally excluded it when the contract to build a second batch of K 130 corvettes for the German Navy was awarded in 2016. However, the shipyard successfully won a share in the $1.5 billion project in court.

“The exclusion in the MKS 180 tender is, even if for other reasons, just as illegal as the K130 procedure at that time,” said Stein.

The MKS 180 project contributes to securing the export power and self-creation of both Dutch and German naval construction in the longer term. The project also opens perspectives for the requested European (defense equipment) cooperation.

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16 Marine Log // February 2020

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The German government has announced its intention to select Netherlandsbased Damen Shipyards Group as the main contractor—with partners Blohm + Voss and Thales—for the supply of at least four MKS 180 Multi-Purpose Combat Ships for the German Navy.

German press reports put the value of the contract at about $5.5 billion, and Damen says around 80% of this will be spent in Germany. Under Damen’s plan, the ships will be built at the Blohm + Voss shipyard in Hamburg and at other shipyard locations of B+V’s parent Lürssen Group. Similarly, about 70% of the

e l e c t ron ic a ppl ic a t ion s ys tems f rom Thales Nederland will be provided by the German subsidiary of Thales and by other German subcontractors.

Damen said it was “extremely proud of and satisfied with” the result of the evaluation process, which awaits parliamentary approval.

Less satisfied was German Naval Yards Kiel (GNYK), which had harbored high hopes of winning the project. It was quick to mount a formal challenge. On January 24, it sent a formal complaint to the Federal Office for Equipment, Information Technology and Utilization of the German Armed Forces (BAAINBw).

GNYK says that, if the BAAINBw does not uphold the complaint, it will then file an application for review with the Federal Public Procurement Chamber. If the application is not granted, GNYK will next appeal to the Düsseldorf Higher Regional Court.

GNYK has retained public procurement law specialist Dr. Roland Stein, a partner in Berlin law firm Blomstein, to represent it.

“German Naval Yards is to be excluded because the company is said to have failed to

inside washington

Congressional Panel Gets a Lesson on Marine Electrification

I

n its hearing last month on “The Path to a Carbon-Free Maritime Industry: Investments and Innovation,” testimony heard by the House Coast Guard and Maritime Transportation panel included a submission from ABB on the key role electrification will play in achieving zero-emission shipping.

“Most alternative propulsion system arrangements are centered around an electrified powertrain,” Peter Bryn, Technical Solutions Manager, North America ABB Marine and Ports, said in his prepared testimony. “Whether diesel or LNG electric hybrids, full battery power, or fuel cell power, most low- and zero-emissions vessels will employ an electrified powertrain. Electric propulsion cuts emissions, but also improves safety and reliability while reducing lifecycle costs. An electric-based powertrain is critical as it allows for easy integration of current and future power sources, which

is important for Jones Act vessels that often undergo multiple repowers.”

Among the points made in Bryn’s testimony: An electric-based powertrain is also future-proof as new power sources are developed. Whether the power source be fuel cells, batteries, ammonia-fueled generators, or a wave energy harvesting system, electric powertrains can integrate them.

Ferries, towboats, harbor tugs, offshore workboats and oceangoing vessels all have different operational characteristics that require different low- or zero-emission technologies. Fortunately, there are a number of such technologies available today or under development, including diesel or LNG electric hybrids, biofuels, fuel cells and batteries. Accordingly, policies should focus on setting emissions targets for the marine industry, allowing the industry to assemble the best technology solution.

Lifecycle costs of electric powertrains are typically lower than conventional

diesel powered vessels. Vessels with electric powertrains and direct current electrical systems typically cost less to operate over their lifetime due to higher energy efficiency, lower maintenance and reduced fuel costs.

However, their upfront capital costs tend to be higher.

Low- and zero-emission marine vessel technologies are in the early stages of adoption and need government and policy support. Today, there are commercially available zero-emission marine technologies for some segments, such as ferries. However, they tend to be more expensive upfront to purchase, which is a big deterrent to ship owners and operators despite being cheaper to operate. For other segments, cost-effective commercially available zero-emission solutions are still in their very early stages of development. The industry would benefit from government investments in research, development and deployment of zero-emission technologies.

February 2020 // Marine Log 17

Q&A tools and resources that will really help companies progress up the ladder on issues, such as air quality, water quality, waste minimization, energy efficiency, etc. This isn’t looking to impose burdens or requirements on our members, but it’s really looking at helping them have a framework and identify areas that maybe they want to or should focus on. We’ll be working on this over the next year, and it’s something that I’m really excited about.

Q&A

with

Jennifer Carpenter, AWO

I

n her first year as president and CEO of the American Waterways Operators (AWO), Jennifer Carpenter, who began her term last month, says she has a lot of ground to cover with the organization’s members—despite her 30-year career with the organization.

As the national advocate for the U.S. tugboat, towboat and barge industry, AWO members operate on the rivers, coasts, Great Lakes and harbors of the United States, where they move vital commodities and provide tens of thousands of jobs.

To get updated on regulations and topics of importance to the commercial inland marine shipping industry, we sat down with Carpenter to get a feel for what is going on and what can be improved upon.

Marine Log (ML): You’re based in D.C. Which Congressional committees need the closest attention by our industry?

Jennifer Carpenter (JC): I would say the big three are the House Committee On Transportation & Infrastructure, which has broad jurisdiction on the House side; the Senate Committee on Commerce, Science and Transportation, which is overseeing 18 Marine Log // February 2020

everything from the Jones Act, maritime safety and maritime security; and the U.S. Senate Committee on Environment and Public Works, which deals with WRDA (Water Resources Development Act) and so on. Our industry covers a lot of ground and many committees affect us, but if I had to really zero in on the committees that need for us to pay the closest attention to them, it would be these three.

ML: We know that waterways are the greenest means of transporting freight, but what is the industry doing to further reduce its environmental footprint?

JC: The industry is really looking at air quality, water quality, waste minimization and management, energy efficiency, and they’re also looking at new propulsion technologies, LNG and hybrid. At AWO, part of our mission is to lead and support members in continuously improving safety, security and environmental stewardship. It’s literally a part of our mission.

Our board of directors has put together an environmental stewardship working group, and it’s underway now. One thing they’re working on is how can we develop

JC: There is a tremendous need throughout the waterway system. What would be helpful in terms of enabling the Army Corps of Engineers to meet that need would be a change in cost share for construction and major rehabilitation of inland waterway projects.

Right now, the cost share on the deepdraft side is 75% federal and 25% Inland Waterways Trust Fund (IWTF). We would like to see that same cost share put into place on the inland system, so that we are dividing 75% federal and 25% IWTF. That is really important. Congress has made that change and adjusted the cost share on the inland system for particular projects in the past. They’ve done it for Olmsted Locks and Dam and they’re doing it now for the Chickamauga Lock Replacement Program, but it would be really helpful to again have this parity with the deep-draft cost share.

That would enable us to use money more efficiently, and to not only get projects done faster, but ultimately, cheaper and more efficiently. In that case, you’re plowing through the project and not starting and stopping it or doing it a little bit at a time.

Additionally, there really is a need to move forward and take the next step on NESP (the Navigation and Ecosystem Sustainability Program). We’re really talking about recapitalizing the locks and dams on the Upper Mississippi River system. That project was authorized many years ago now, and we really need to move forward with the preconstruction, engineering and design and get it moving forward. So, that’s an area that I’d call out as needing attention.

ML: What will the biggest challenges be for inland commercial vessel owners and operators in 2020?

Have these challenges changed at all over the last few years?

JC: I think of this in terms of the things that we can influence and control and the things that are out there that we can’t

Photo Credit: American Waterways Operators

ML: Which part of the inland waterways system infrastructure is in the most urgent need of a fix?

Q&A control but that we can prepare for. Lately, we have seen some upward movement in inland liquid business on the petrochemical side. It’s a very positive thing. On the dry cargo side, there have been some real challenges between high water, dredging, the trade war, and declining coal volumes. Challenges are definitely on the dry cargo side of the system.

There are some things that are outside of our direct circle of influence, such as the weather, but what can we do? From an infrastructure funding standpoint and as far as planning for future high-water events, we can make sure we are synced up with the Coast Guard and the Army Corps of Engineers so that we can keep traffic moving on the rivers safely, and so that we can get dredging done and restore the system to operation when there is temporary interruption.

On the regulatory side of things, we really want to make sure that the government isn’t doing anything that is getting in the way of operators moving their customers’ cargo safely, securely and efficiently. In 2020, we are approaching the midpoint of Subchapter M and the Certificate of Inspection phase-in period. We want to make sure that the Coast Guard is implementing regulations consistently, practically and making sure that they are in fact enforcing them.

Vessel owners have made tremendous investments in preparing for and complying with Subchapter M, so they need that to be consistently implemented so that they’re not having to ask the same questions and get different answers as they go from one Coast Guard sector to another. Operators also need to know that the Coast Guard is serious about enforcing Subchapter M so that the rule really achieves its promise of raising the bar of safety across the industry. Those are two issues that we’ve really been pressing the Coast Guard hard on: consistency in the implementation of Subchapter M and proactive, robust enforcement. We’ve had a long time to get ready for it.

ML: What’s on the horizon in terms of regulations or funding that the industry should be prepared for?

JC: I would give a heads up that since the passage of the VIDA (Vessel Incidental Discharge Act) at the end of 2018, the EPA has been working with the Coast Guard on the implementing stipulations for that. Passing the law was a critical first step in putting an end to this patchwork of state requirements on vessel discharge, including ballast water and kind of harmonizing the regulatory system, so we don’t have the Coast Guard and

the EPA operating on two different tracks and two different statutory systems. So now we have one law, VIDA. The agencies have been working to implement that. We have been pleased by what we have seen and heard in terms of cooperation, consultation and dialogue between the agencies. We’ll soon get our first look at what the product will look like. The EPA will publish phase one notice of proposed rulings on standards of vessel discharges this year. So we’ll get a chance to see what they came up with and comment on that, and they will go and revise that rule by the end of the year, and then the ball will be in the Coast Guard’s court to meet those standards on a vessel.

the challenges that are in front of them today, but working with them to prepare for and anticipate meeting the challenges emerging on the public policy and safety front. I’m really excited about hitting the road this year and spending a lot of time with AWO members and understanding what’s on their minds and what are they concerned about. I also look forward to figuring out how AWO might need to retool and evolve as an association so that we can help them meet those challenges, because the world is changing fast.

ML: Is Sub M prompting AWO members to retire older boats?

JC: The Jones Act, which is what ensures what we have as an American industry—that these are American-owned vessels, American crews and jobs, and American shipyards that are building these vessels. That is as fundamental as the locks and dams. Locks and dams are the physical infrastructure of the industry and the Jones Act is the statutory infrastructure of the industry. We’ve got to make sure that it remains intact.

It is incredible to me to look around the globe and see what our strategic competitors are doing and that the threat environment out there, and to think that anybody might think it’s a good idea to give up control of the vessels that operate on our inland waterway system. I just don’t get it, but there are people who think that would be a good idea.

And they decided that with 2020 being the 100th year of the Jones Act, that it must be old and out of style and this would be a good year to get rid of it. We would do that to the great peril of not only our industry and the great jobs its provides, but our country.

When did American security become a flavor of the month that can go out of style? It’s as relevant today as it’s ever been, and I’m excited to work with AWO members to make sure it stays here.

JC: I think vessel owners are looking at their fleets, and they’re saying “where are we in terms of Subchapter M compliance and the investment that’s needed to maintain compliance.” And again, they’re asking questions. Given the economic life of this vessel, what is a good business decision? And in some cases, companies are saying the investment that would be needed to bring this boat to Subchapter M standards and keeping it there is not a good use of funds. We aren’t seeing a massive retirement of vessels, but it’s a calculus for companies. What really makes sense here? Do I have older boats that it doesn’t make sense to put this kind of money into? It all depends on their market and the state of their equipment.

ML: And finally, what led you to AWO and what would you like to have achieved during your tenure as president and CEO? JC: It’s sort of funny. I joke that I grew up in St. Louis, but I had to move to Washington, D.C., to discover the barge industry.

I grew up with the Mississippi River in my backyard, and it wasn’t until I came to D.C. that I really developed a full appreciation for all that this industry does for American jobs, security and economy. I started at AWO as a “green deckhand” you might say. I’ve worked my way up here, and it’s been an absolute labor of love. I love the people who make up this industry, and I have such a respect for them. It’s pleasure and its great fun to work on their behalf.

I want to make sure that we are really helping this industry to survive, adapt and thrive in a rapidly changing business and public policy environment. And to make sure that we are helping our members meet

ML: What other public policy issues are important to the inland industry?

Jennifer Carpenter, AWO February 2020 // Marine Log 19

Japanese JapaneseYARDS YARDS

Built to carry U.S. LNG to Japan, Diamond Gas Orchid features streamlined “peapod” casing over apple-shaped Moss-type cargo tanks.

JAPANESE SHIPBUILDING:

The World’s Third Place Shipbuilder

20 Marine Log // February 2020

at No. 3. Korea stayed in the top spot, booking 9.43 million compensated gross tons (cgt) in new orders; China took in 8.55 million cgt and Japan 3.28 million cgt.

Even so, Japan’s order intake was more than twice that of fourth placed Italy, which took in 1.14 million cgt.

Helping sustain the Japanese yards in their solid No. 3 position is the fact that Japan is home to some of the world’s leading shipping companies, including Mitsui O.S.K. Lines (MOL) and Nippon Yusen Kabushiki Kaisha (NYK) and Kawasaki Kisen Kaisha (K Line), all of which continue to give domestic yards a fair share of their business.

That’s not too surprising in that all three are parts of larger corporate entities, and Japanese industry as whole seems to have an understanding that it makes strategic sense for an economy utterly dependent on seaborne trade to have a lot of control over where the ships it depends on are built—and who operates them.

Japan has the world’s third largest economy both as a major exporter of manufactured goods and an importer of raw materials and energy—becoming even more dependent on imported fossil fuels after the initially total shutdown of its nuclear reactors following the earthquake and tsunami

disaster in 2011.

All this plays into the mix of ships being built in the nation’s shipyards. Largely, those bulk imports come in on ships flying open-register flags, but owned by Japanesecontrolled companies, who order ships in Japanese yards.

Digitalization and IoS-Op When it comes to areas such as autonomous ships, digitalization, LNG as a marine fuel, battery-operated vessels and the like, Japan is pushing the same envelopes as some of its more publicized rivals. The maritime world will have a chance to get an insight into many of these developments at the upcoming Sea Japan 2020 event being held in Tokyo in March.

One ongoing initiative worth watching is led by Ship Data Center (ShipDC), a wholly owned subsidiary of classification society ClassNK set up in 2018. Its aim is to establish an industry open platform of data collected from ships—known as the Internet of Ships Open Platform (IoS-Op)—by setting up a consortium of IoS-OP users. ShipDC has been operating an IoS-Op test bed at the ClassNK Information Center in Chiba since October 2018, allowing IoS-Op members to make technological verifications of sensors and internal data collection systems onshore

Photo Credit: Wärtsilä

G

ermany’s Oldendorff Carriers has what it calls “a rare event” planned in Japan for March 2020. It is to christen four of five newbuildings that it has under construction there at Oshima Shipbuilding, within a two-hour time span. Three of the vessels are craned 62,500 dwt bulk carriers of the popular Oshima-62k class. The fourth is the first of two 100,000 dwt postPanamax bulkers of a new design that, says Oldendorff, currently represents “the most economical hull form for this size class, featuring very low fuel consumption.”

Oldendorff says that the multi-ship christening will celebrate “decades of close cooperation with Japanese shipyards,” noting that “Oshima is well known for its super-eco bulk carrier designs and we are proud to be one of their clients.”

In addition to the number of ships involved, the event will be a “rare one” in another way.

These days, significant export orders are no longer common for Japanese shipbuilders.

The go-to places for international ship buyers—to whom the price tag on a ship is all—have long been China and South Korea. According to figures from Clarkson’s Research, Japan trailed both by a sizable margin in orders booked last year, coming in

By Nick Blenkey, Web Editor

Japanese YARDS before deploying them on ships.

Another major project, under way since 2016, backed by the Ministry of Land Infrastructure Transport and Tourism (MLIT) is the Maritime Productivity Revolution Program, known as i-shipping. In parallel, the MLIT has been developing the environment needed to realize the autonomous ship. Initially, it is tackling three core areas: automated steering, remote control and automated berthing functions.

Oshima Shipbuilding and MHI Marine Engineering are handling the automated steering trial project. NYK GROUP company MTI, coordinating a group of 16 companies, is carrying out the verification of the remote operation of ships. Four companies, including Mitsui E&S shipbuilding and MOL are undertaking tests on automated berthing operations.

Japanese yards are continuing to refine their offerings. Delivered last year from Namura Shipbuilding’s Imari Shipyard & Works for Kyoei Tanker Company, the 312,611 dwt VLCC, Tenryu is the third of a newly developed Namura 310,000 dwt category VLCC complying with the Harmonized Common Structural Rules.

With a length of about 339 meters (or 1,112 feet), loading capacity and propulsion performance are maximized by an improved hull form and increasing the safety and economic efficiency. Also improving propulsion performance are Namura-developed energy saving devices that include the Namura flow control fin and rudder fin attached to the stern, also fitted is an ECO-Cap hub vortex reduction type propeller boss.

Who’s Buying What?

Imports of U.S. LNG

While autonomous ships may be closer to reality than many of us might suppose, they’re not with us yet. So, what are Japanese yards building now? And who is buying them?

Statistics from the Japanese Ship Exporters Association (JSEA), indicate that those foreign-flag using “Japanese-related companies” we talked about earlier accounted for 86.1% of export orders placed at Japanese yards between April and December in FY 2019, with JSEA member yards booking 191 “export” vessel orders between January and December last year, totaling 9.1 million gross tons—and dominated by orders for bulk carriers (158 ships, 7.3 million gross tons) and tankers (18 ships, 1 1.million gt).

Japan is eyeing imports of U.S. LNG to lessen its dependence on coal—and is building a new generation of LNG carriers for the trade. Yet again, these ships are the result of a long progress of refinement—notably of the Moss-type spherical LNG containment system long-favored by the Japanese industry.

One of the first ships developed specifically to carry U.S. LNG to Japan from the Cameron project is the ABS-classed Diamond Gas Orchid delivered back in July 2018.

The world’s first “Sayaringo STaGE” next generation LNG carrier, the 165,000-cubicmeter ship was delivered to Diamond LNG Shipping, a joint venture between Mitsubishi Corporation and NYK. Built by Mitsubishi Shipbuilding, the innovative carrier introduced significant

Photo Credit: Oldendorff Carriers

Refining Bulk Carriers and Tankers One example of the bulk carriers that are such a staple of the Japanese order book is the Fomento Four, delivered last year to Singapore-based Fomento Bulk Carriers by the Japan Marine United Corporation (JMU) Tsu Shipyard.

Suited to carry bulk coal and iron ore in its nine cargo holds, this G-Series 209,000 dwt Capesize bulk carrier delivers a dramatic reduction in fuel oil consumption compared to earlier bulkers in this category with the result that GHG (greenhouse gas) emissions comply with Phase 2 of the Energy Efficiency Design Index as defined in MARPOL Annex VI. Helping the ship’s energy efficiency are refinements that include JMU’s SSD (super stream duct) before the propeller and Surf-BULB (rudder fin with bulb) behind the propeller, to improve the propulsion performance. Meantime, JMU’s unique LEADGE-Bow shape reduces the vessel’s added resistance while the shape of the superstructure has also been refined to lower wind resistance.

Tankers, too, are another staple where

improvements in both LNG-carrying capacity and fuel performance by incorporating a more efficient hull structure and an innovative hybrid propulsion system.

The name “Sayaringo” is derived from the Japanese words “saya” (pea) and “ringo” (apple) and beneath a streamlined “pea pod” cover, are the ship’s apple-shaped cargo tanks. These are a refinement of the Mosstype tank, but whose upper semi-spheres are larger than the lower semi-spheres.

The Sayaringo arrangement reduces ship weight and air resistance while increasing LNG-carrying capacity and keeping within the restrictions of the expanded Panama Canal, with a length overall: 293.5 meters and breadth: 48.94 meters.

The hybrid STaGE (steam turbine and gas engines) propulsion system, consists of a highly efficient reheating steam-type marine turbine, and a dual-fuel diesel engine capable of operating on both gas and oil.

The ship flies the flag of the Bahamas and thus shows up in the statistics as an export to the Bahamas.

Eco-Friendly Coal Carrier?

Before the Fukushima disaster in 2011, the Japanese government had planned to generate more than half of the nation’s total power from nuclear by 2030.

Now the government is talking about using “clean coal” technology and carbon capture to mitigate the GHG emissions from all the coal needed to substitute for lost nuclear. Given the costs of those techniques, that’s probably more good news for U.S. LNG exports and offshore wind.

Oldendorff bulkers nearing completion at Oshima Shipbuilding

February 2020 // Marine Log 21

Japanese YARDS

Ultramax 2030 design combines LNG fueling, solar panels and hard sails to attain IMO GHG reduction targets.

Meantime, whatever the cargo they carry, there’s no reason why the coal carriers themselves should not be eco-friendly.

At the end of last year Kyushu Electric Power Company Inc. entered into long-term transportation contracts agreements with NYK and MOL that will see the two companies order the world’s first LNG-fueled large coal carriers.

The NYK ship will be built at Oshima Shipbuilding for delivery in April 2023, while the MOL ship will be built at Namura Shipbuilding for delivery in June 2023.

Eco-Friendly Car Carriers Thus far, we’ve been looking at Japan’s needs for ships to carry its imports of raw materials

and energy. Those imports get turned into exports—notably including autos.

Currently under construction for NYK Line at Shin Kurushima Toyohashi Shipbuilding is what will be the world’s largest pure car and truck carrier capable of operating with only LNG as the main fuel.

With a length of about 199.95 meters (656 feet) and breadth of about 38 meters, it will be able to transport approximately 7,000 units (standard vehicle equivalent) per voyage.

The vessel’s fuel gas supply system and fuel tank were recently delivered by Mitsubishi Shipbuilding utilizing technology developed through its experience in the construction of LNG carriers. Mitsubishi Shipbuilding also provided the shipbuilding yard with engineering services and technical support relating to the newbuild’s gas handling.

Not Just Big Ships In addition to building ships to serve international ocean trades, Japanese yards enjoy a healthy market for smaller vessels for its domestic trades and in this area, too, Japanese operators are interested in the same sort of breakthroughs as their counterparts elsewhere.

For example, NYK Group member Wing Maritime Service Corporation took delivery

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of Japan’s first hybrid tugboat back in 2013; following this up in 2015 with acceptance of the country’s first LNG-fueled tug. Both were built at NYK-owned Keihin Dock.

MOL took delivery of another LNG-fueled tugboat from Kanagawa Dockyard Company in February last year. Initially, it had described this vessel, the Ishin, as being Japan’s first of its kind, but later qualified this as “the first LNGfueled tugboat in western Japan.”

Somewhat up the vessel size scale, Mitsubishi Shipbuilding recently concluded a contract with MOL covering the construction of two LNG-fueled ferries. Each ferry will be about 199.9 meters long (656 feet) and 28.0 meters (92 feet) wide and will carry 763 passengers and around 136 trucks and 100 autos.

Refueling vessels with LNG by truck has its limitations. Eventually, LNG-fueled vessels beget LNG bunkering vessels and later this year shipbuilder Kawasaki Heavy Industries is set to deliver Japan’s first.

K Line and NYK Line along with utility Chubu Electric Power and the Toyota Group’s trading company, are building the 3,500-cubic-meter capacity vessel for two JVs were set up to launch the LNG bunkering business in the Chubu (central) region of Japan.

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TUGS TOWBOATS BARGES

RENAISSANCE MOBILE RIVERVIEW PLAZA MOBILE, ALABAMA

Sponsors & Exhibitors:

METAL SHARK TOUR

MARCH 23

On this exclusive tour, visitors will see tugs and towboats under construction—including 120-foot inland towboats being built for Florida Marine Transporters.

Technology. Trends. Innovation.

SPEAKERS INCLUDE

MENTAL HEALTH IN THE MARITIME INDUSTRY

FIRST-OF-ITS-KIND ATB LNG BARGE

FOSS MARITIME PROJECT UPDATES

EMILY REIBLEIN Crowley Logistics

CHAD VERRET Q-LNG Transport

MARJORIE ZORETIC Foss Maritime Company

SMALL VESSEL OPERATOR’S PERSPECTIVE—SUB M & MORE

INCREASING DIVERSITY, RETENTION OF WOMEN IN THE INDUSTRY

EMPLOYEE RECRUITMENT & RETENTION

CAPT. MICHAEL MOONEY Fire Island Marine Services

KASEY ECKSTEIN Women in Maritime Operations Association

THOMAS MONTGOMERY Inland Marine Service

REGISTER NOW www.marinelog.com/tugs

EXHIBITS & SPONSORSHIPS AVAILABLE 212-620-7208 | conferences@sbpub.com

Presented by

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TUGS TOWBOATS BARGES

Technology. Trends. Innovation.

Moderator: Bob Lennon, Business Development Mgr. Americas, Rexnord CENTA

MONDAY, MARCH 23 2:00 pm

Metal Shark Alabama Tour

TUESDAY, MARCH 24 Registration | Continental Breakfast | Expo Open 9:00 am Subchapter M Panel TAVA S. FORET, EVP, Operations, Towing Vessel Inspection Bureau CAITLYN STEWART, Dir.—Regulatory Affairs, The American Waterways Operators DENNIS BRYSON, District Mgr., ABS Americas ROBERT KEISTER, VP, Sabine Surveyors 10:00 am Coffee Break | Expo Open 10:30 am First-of-Its-Kind ATB LNG Barge CHAD VERRET, Pres., Q-LNG Transport; VP, Harvey Gulf International Marine 11:00 am Andrew S —The First Tier 4 ASD Tractor Tug on the Mississippi JONATHAN DAVIS, VP of Safety & Quality, Bisso Towing CHARLSON C. SMITH, Marine Territory Sales Mgr., Caterpillar Marine 12:00 pm Luncheon New & Next Generation Leadership Awards Ceremony Employee Recruitment & Retention 1:30 pm for the Barge & Towing Industry THOMAS MONTGOMERY, VP of Human Resources, Inland Marine Service 2:00 pm Increasing Diversity & the Retention of Women in the Industry KASEY ECKSTEIN, Founder & Exec.

2:30 pm

8:00 am

26 Marine Log // February 2020

3:00 pm 3:30 pm

4:00 pm

4:30 pm

5:00 pm 6:00 pm

Dir., WIMOs; Dir. of Partnership Development, Living Lands and Waters Finding Access to Capital for Brown Water Jones Act Operations BASIL KARATZAS, Founder & CEO, Karatzas Marine Advisors & Company Coffee Break | Expo Open Small Vessel Operator’s Perspective— Subchapter M & More CAPT. MICHAEL MOONEY, Fire Island Marine Services Marine Highways, COB & the Operator’s Perspective TIM PICKERING, Operations Development Mgr. & Acting Dir., Office of Ports & Waterways Planning, MARAD RICH TEUBNER, VP, Seacor AMH OPA 90 Salvage Marine Firefighting Regulations—Now & Then: A 10-year Prospective LINDSAY MALEN-HABIB, Mgr. Client Services, Resolve Marine Group Cocktail Reception | Expo Open Day One Ends

WEDNESDAY, MARCH 25 8:00 am Continental Breakfast | Expo Open 9:00 am U.S. Barge Fleet Profile Overview KEN ERIKSEN, SVP, Head of Client Advisory & Development, Head of Energy & Transportation, IHS Markit, Agribusiness Intelligence 9:30 am Mental Health in the Maritime Industry EMILY REIBLEIN, Dir.—Health, Safety, Security & Environment, Crowley Logistics

10:00 am Coffee Break | Expo Open 10:30 am Bridging the Gap: Building a Culture of Safety SARAH MICHELLE HATTIER, Safety & Regulatory Compliance, Dupre Marine Transportation 11:00 am Tier 4: Where Are We Now & Where Are We Going?

JEFF SHERMAN, Sr. Sales Mgr., Commercial Marine, MTU America

Foss Maritime Project Updates MARJORIE ZORETIC, GM—Atlantic, Foss Maritime Company 12:00 pm Tug, Towboat & Barge Technology Panel DAVID LEE, Sr. Account Mgr., ABB 1:00 PM Adjourn

11:30 am

Program/times subject to change.

METAL SHARK ALABAMA TOUR Marine Log’s TTB 2020 includes a behind-thescenes tour of Metal Shark’s shipyard in Bayou La Batre, Ala., on March 23. Metal Shark is a leading designer and builder of custom vessels for commercial, defense and law enforcement applications worldwide. Visitors to Metal Shark Alabama will see tugs and towboats under construction for multiple operators, including 120-foot inland towboats being built for Florida Marine Transporters.

In addition to new construction, numerous simultaneous refit and repair jobs are typically underway at this highly active full-service shipyard.

REGISTER NOW www.marinelog.com/tugs February 2020 // Marine Log 27

TTB

TUGS TOWBOATS BARGES

EXHIBITOR PREVIEW

ABB INC.

ELLIOTT BAY DESIGN GROUP

ABB Marine & Ports is a pioneering organization

EBDG is a full-service, employee-owned naval architecture

transforming the industry through electrical, digital and

and marine engineering firm that supports tug and barge

connected solutions. ABB’s innovative technologies are

operators and shipyards in the U.S. and abroad. Driven by

redefining the future, bringing new levels of reliability,

an understanding of the changing regulatory environment,

efficiency and sustainability to shipping and making our

our team of experts offers an array of services to meet our

ports and terminals safer, greener and more productive.

customers’ unique needs.

https://new.abb.com/marine

https://www.ebdg.com

BARATARIA MARINE SERVICES

FIREBOY-XINTEX LLC / AETNA ENGINEERING

Barataria Marine Services is a leading supplier of bunker fuel

Fireboy-Xintex is a supplier of pre-engineered and

metering systems, machinery alarm sensors, sight glasses,

engineered fire suppression and fire detection systems for

demisters, ventilation fans and fire dampers for the inland

many marine and land-based applications.

and offshore vessel industry. Authorized sales agents for:

https://www.fireboy-xintex.com

Standard Calibrations, Zazz Engineering, Böning Automation USA and MCOR.

GORDHEAD

https://baratariamarine.com

GORDHEAD is a cloud-based software that integrates your multiple data sources and users into an easy-to-navigate

BIG TOP MANUFACTURING INC.

platform for conducting your business at every level.

Big Top Fabric Structures specializes in the custom-

https://www.gordhead.com

manufacturing of fabric buildings and shelters. From marine refit/repair to warehouse buildings, Big Top has you covered.

HOCKEMA WHALEN MYERS ASSOCIATES

https://bigtopshelters.com

Hockema Whalen Myers Associates is a northwest-based firm providing naval architecture and engineering services

ELECTRONIC MARINE SYSTEMS, INC.

for tugs, barges, dredgers, cargo vessels, workboats, military

EMS is a veteran-owned 41-year-old small business, an ABS

vessels and more. Our work is balanced between new

Type Approved manufacturer for ACCU Designations, and

construction, conversion/modification and miscellaneous

an ISO 9001:2015 Certified Manufacturer. Products include

consulting work.

barge tank level indication systems, engine order telegraph,

https://hockema.com

throttle systems and monitoring systems manufactured in the USA. EMS has manufacturing facilities on the East

KLÜBER LUBRICATION NA, LP

and West Coasts, as well as engineering support offices in

Klüber Lubrication offers specialty lubricants formulated

Florida and Mississippi.

to meet your application requirements. With our ambitious

https://www.emsmarcon.com

technical concepts and our experienced staff, we have been fulfilling increasingly demanding requirements by

28 Marine Log // February 2020

manufacturing efficient high-performance lubricants for

the largest independent stocking supplier of Alfa Laval,

over 80 years.

GEA Westfalia, and Mitsubishi centrifuge spare parts in

https://www.klueber.com/us

the Americas. We are also a service-oriented company committed to providing quality-driven solutions.

MOTOR SERVICES HUGO STAMP

http://www.separatorequipment.com

Motor-Services Hugo Stamp, Inc. is an authorized distributor and service center for Moteurs Baudouin, FPT, and Alamarin-

SCHOTTEL, INC.

Jet. MSHS has extensive OEM inventory available 24/7.

We are an innovative group of companies specializing in

https://www.mshs.com

the development, design, production and marketing of azimuthing propulsion and manoeuvring systems with power

MTU – A ROLLS ROYCE SOLUTION

ratings of up to 30 MW.

Rolls-Royce offers a diverse product portfolio for inland and

http://www.schottel.com

offshore commercial vessels—including MTU-brand diesel engines and systems ranging from 350 to 12,205 bhp for

SIMPLEX AMERICAS

propulsion and auxiliary power.

Simplex Americas LLC started in 2003 as the exclusive

https://www.mtu-solutions.com

sales and service organization offering Simplex Compact Stern tube seals, Simplan shaft seals and Turbo Oily Water

R.A. MITCHELL

Separators—all of which are manufactured by SKF Marine

R.A. Mitchell has been in business since 1954 serving the

in Germany. We offer new equipment and 15 high-level

workboat, tug, ferry and commerical fishing industries. Full-

service engineers, experienced in all aspects of propulsion

service, woman-owned company and an OEM packager

equipment. Skills also include in-situ machining and

for John Deere engines for propulsion and generator sets,

precision alignment.

engines, marathon generators, controls, pumps and parts

https://www.simplexamericas.com

in stock. https://ramitchell.com

THOMPSON CAT | LOUISIANA CAT Our Gulf Coast is home to two of the most experienced

ROSE POINT NAVIGATION SYSTEMS

marine dealers in the world. Rest easy knowing that your

Rose Point ECS™ improves operational efficiency, situational

choice of Cat equipment is backed by two award-winning

awareness, and decision-making with straightforward

teams who know that your success is our success. Visit our

displays and controls that provide instant access to the

table at Tugs, Towboats & Barges for more information.

information mariners and fleet operators need. Rose Point

https://thompsontractor.com

ECS is the industry-leading, number-one-selling navigation

https://www.louisianacat.com

software for inland vessels in the U.S. https://www.rosepoint.com

TOWWORKS, LLC TowWorks is a web-based marine operations system that is

SEPARATOR SPARES & EQUIPMENT, LLC

scalable to the size of your organization with modules for all

Separator Spares & Equipment specializes in aftermarket

of your operational needs.

and genuine spare parts for centrifugal separators, plate

https://towworks.com

heat exchangers, and IMO low pressure pumps. We are February 2020 // Marine Log 29

Virtual Reality Crew

W

hen we think about virtual reality, many of us think about t h e p op u l a r g a m i n g experience that gives players a truly immersive, first-person perspective of game action. For years, virtual reality has been used as a training tool for the aviation industry. And for the last several years, the technology has found its place in maritime education.

Increasing developments in these systems have allowed mariners the freedom and ability to immerse themselves in potentially hazardous, real-life experiences from the safety of a training center. While not a standalone solution to maritime training, virtual 30 Marine Log // February 2020

reality has proven to be an effective supplement to real-life situations.

The Virtual Crew MacGregor’s Jan Finckenhagen, training manager-Offshore Solutions Division and Floor Meijs, senior manager-digital solutions, explain how virtual reality crew training can make complex operations safe and efficient.

Not all training offers the same capacity for in-depth learning and fully immersive virtual reality training is proving valuable to customers seeking to maximize the operational benefits of MacGregor equipment and systems.

The development of simulation

software for mission-critical equipment is undertaken in close liaison with the manufacturer’s design and technical departments, which then ensures that training in a virtual environment is as realistic as possible and delivers the intended commercial benefits.

For example, bow-loading system transfer of crude oil between production units and shuttle tankers is environmentally sensitive work and highly regulated. It is consequently a legal requirement for crew to receive training prior to operating such equipment, even if they have been working at sea for many years. Here lies the advantage for an operator because there is a material difference between conventional classroom-based teaching and virtual reality training.

Photo Credit: Shutterstock/ vectorfusionart

Virtual Reality I n M a r i t im e

Virtual Reality Crew maintenance capabilities. Within a virtual environment, crew can quickly and safely gain equipment-specific and operational familiarity prior to going onboard.

State-of-the-Art Training Facilities MacGregor has established a state-of-the-art training facility in Arendal, Norway, which is divided into two zones. The first zone is an offshore crane simulator that includes an operator’s chair and portable remote control, which behaves in exactly the same way that it would onboard.

The second zone involves participants walking around a simulated ship, where they familiarize themselves with safe operation of the installed equipment. The use of “real” equipment in practice exercises provides huge potential for knowledge transfer.

The system software is linked to an advanced simulation platform called C-HOW. Digital copies of equipment are created, and customer-specific operating scenarios and hazardous and unusual situations can all be simulated and trained on.

Photo Credit: Delgado Community College

USCG-Approved VR Training

The more realistic the training, the greater the depth of learning. By undertaking virtual reality training, every possible operational scenario can be simulated, including weather and sea state changes; all mimic operational conditions enough for a participant’s brain to perceive that the environment as real, which is key to learning. Emergency situations that can’t be fully tested onboard can be simulated, as well as maintenance and troubleshooting.

Capable Crew, Commercial Value The primary objectives of all virtual reality-training programs are to optimize equipment use, minimize errors and avoidable damage, and enhance service and

The Maritime and Industrial Training Center at Delgado Community College in New Orleans, La., has earned a national and international reputation for providing highquality maritime and industrial firefighting, radar, safety, and U.S. Coast Guard-approved training. For more than two decades, Delgado’s experienced instructors have helped provide training to licensed mariners and industry personnel in the maritime, oil and gas, and safety/homeland security fields.

Courses can also be tailored to meet the specific needs of a company.

Recently, the college has been promoting its XVR virtual reality software that offers a new Coast Guard-approved advanced firefighting course at its Incident Command Training Center.

Acco rd i n g to R i c k S chw a b, s e n i o r director of the Maritime and Industrial Training Center, the virtual reality software incorporates hands-on training with the simulation of real-life scenarios. “This is the first type of training that will allow the leaders of our industry access to critical thinking in emergency management situations,” says Schwab. “The same XVR software allows users to duplicate a visual of a workplace to simulate scenarios, such as an active shooter, oil spills, tank fires, and other emergency situations with a customized scenario.”

Participants communicate using their regular communication equipment, as well as maps and documentation available in local

crisis situations, and receive up-to-date information either from the instructor or directly from the simulator.

The XVR resource management simulator operates on one or more linked computers, whereby each PC displays a single link in the emergency services chain. On his or her screen, a participant sees the information allocated to his or her specific role. For example, the area surrounding the disaster zone, the disaster site itself, the number and type of casualties, or the number of emergency services workers, vehicles and equipment available.

Fighting Fires on Containerships Since 1973, London-based Videotel has been dedicated to producing comprehensive, accurate and up-to-date products for effective crew training and management.

The company, which produces its training solutions in a variety of languages and formats—including virtual reality, recently launched a series of videos on firefighting training for crews onboard containerships.

Fires on containerships present a significant safety risk to the vessel, its cargo and crew. With larger ships entering into service and carrying record volumes of cargo, the risk of fire is increasingly present since fires are known to start inside and spread from container to container.

Fire drills are regularly held on all types of ships. They are opportunities for the crew to prepare for real emergencies and are required by the international SOLAS Convention. Very often these drills focus on fires in the accommodation, storerooms, or machinery spaces and involve search and rescue operations.

However, the most recent cases of fire that have led to the total loss of a ship have involved containerized cargo. One of the most recent high profile examples is the Maersk Honam. In March 2018, it suffered a container fire that resulted in the tragic loss of five crewmembers. This, along with

February 2020 // Marine Log 31

While not a standalone solution to maritime training, virtual reality has proven to be an effective supplement to real-life situations. several other serious incidents, has brought the issue of container fires into focus, particularly the challenges ships’ crew face when they occur.

Training Videos for Firefighting The SOLAS regulations were amended in 2016 to enhance fire protection on containerships. For example, ships constructed on or after January 1, 2016, must now be equipped with water lances designed to pierce container walls and extinguish flames inside. Videotel, which was acquired by London-based Oakley Capital last year, has been working with the maritime industry to work with the maritime industry to update its “Firefighting on Containerships” training package, which will be available later on this year. The video outlines the drill procedures on a containership and explores the ways in which fire teams can approach a container fire safely and correctly.

Another serious issue is misdeclared cargo, occurring when cargo owners deliberately declare a cargo that is different from the cargo they actually ship to avoid paying the more expensive cost of transporting a hazardous cargo. Knowing what cargoes are inside each container and how they should be dealt with in the event of fire is of utmost importance. Preventing fire spreading from container to container is also a priority. Therefore, techniques such as boundary cooling are covered in the video along with the different pieces of firefighting equipment used to tackle container fires.

All vessels should have an emergency response plan, which can be followed whenever a fire is detected onboard. Videotel’s updated video outlines the sequence of actions to be followed when a fire is reported—from raising the alarm to allocating resources to maintaining a fire watch and recordkeeping. The training package comprises a video, workbook and trainers’ guide intended to refresh all those personnel involved in firefighting operations on containerships today.

While video training isn’t quite the same as virtual reality simulated experiences, it remains a necessary training tool for most maritime applications. Additionally, Videotel provides virtual reality training that was created through an exclusive partnership with maritime software development company, Optimum Maritime Solutions.

32 Marine Log // February 2020

Photo Credit: MacGregor

Misdeclared Cargo

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Eddy Kurniawan Logam

Punit Oza

Vice-President Innovation, G2 Ocean

Vice President, Digital and IT, Hafnia

Andre Simha

Christopher Kirton

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Capt Abhishek Asija

Global Chief Digital & Information MSC Mediterranean Shipping Company

PMO Lead – Digital Transformation, Swire Shipping

Megat Zariman

Investment Manager, Bernhard Schulte Innoport

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Managing Director, Norstar Ship Management

Global Head of Customer Experience and Director, V.Group

Steen Brodsgaard Lund Executive Ship Management

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Director, Klaveness Asia

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Gordon Meadow

Lars Malmbratt

Senior Vice-President, Fleet Management, Ocean Network Express

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General Manager, Bunker Procurement, Stena Bulk

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VESSEL CONSTRUCTION

LHAW welding combines laser and MAG welding, bringing together the benefits of each process.

VESSEL CONSTRUCTION:

T

o a large extent, unless you’re building wooden boats or working with composites, vessel production is all about welding—and for many shipbuilders, the go-to place for high-end, state-of-the-art welding systems is Finnish-based Pemamek, whose PEMA solutions for shipyards cover everything from a single piece production used in repair yards, to high-level mass

production systems.

Last June, its Modern Shipbuilding Summit 2019 brought 130 attendees to Finland from 20 countries and 56 companies.

Among shipbuilders making presentations was Ingalls Shipbuilding, where Pemamek’s most recent deliver y has been a PEMA bulkhead production line delivered as a turn-key installation. The solution consists of integrated milling,

advanced one-sided welding station with MAG process, profile and T-beam assembling and tack-welding solutions, as well as two robotized welding portals both of which include two robots and special conveyor solutions.

That’s at the top end of the scale of things, of course, but Pemamek has solutions suitable for a wide range of shipyards.

And it says that efficient shipyard panel fabrication starts by selecting the correct welding processes.

Choosing the suitable welding process depends on the particular job one is working on and what is being welded; base material and thickness, heat-input limits, joint type, accuracy of plate preparation, quality and capacity requirements, welding position, working environment, and so on.

Two welding processes now widely used in shipbuilding are MAG welding and LHAW welding and Jari Tervolin, a PEMA welding engineer with extensive experience in the field, gives these insights into them.

MAG Welding for Shipyards Induction preheating enables straight T-beams.

34 Marine Log // February 2020

MAG welding, short for metal active gas welding, is a welding process where active gas is reacting with the molten metal. It’s

Photo Credit: Pemamek

Picking the Correct Welding Process is Key

VESSEL CONSTRUCTION a commonly used welding process, thanks to its versatility, speed and ease of adapting the process to automation. MAG welding enables a flexible process: welding can be done in all welding positions when the right consumable has been selected, wire feed speed is constant and there exists a wide range of adjustments for welding parameters. As an example, when solid wire can be used as consumable, there is no need for removing a slag.

MAG welding is especially suitable for stiffener welding, T-beam welding and robotic welding, enabling straight panels and T-beams. Robotic MAG welding ensures more stable and even welding quality. Furthermore, MAG welding with robots enables higher output welding and arc-on time as robots are not exposed to heat like manual laborers, nor do they feel physical strain.

“MAG welding enables a flexible process: welding can be done in all welding positions when the right consumable has been selected, wire feed speed is constant and there exists a wide range of adjustments for welding parameters,” says Tervolin.

Straight T-Beams and Preheating There have been several new product developments in recent years to use induction

preheating to optimize the circumstances for fillet welding. Pemamek’s induction preheating is monitored by an in-house developed control system.

Ac c o r d i n g t o Te r vo l i n , i n d u c t i o n preheating is mainly used in MAG and tandem-MAG processes for T-beam welding and stiffener welding. In stiffener welding the panel, and in T-beam welding the flange, is being preheated from underneath to compensate angular deformations.

During the T-beam welding process, induction is also preheating the web on both sides to compensate the longitudinal bending of the T-beam, allowing it to maintain straight.

“Induction preheating enables welding with high speed, smoothening the process, minimizing angular deformations and having straight panels and T-beams. We can also lengthen the cooling time of the weld and avoid its hardening,” Tervolin says.

“The simulation calculates the deformations based on the dimensions of flange and web, considers whether the workpiece has holes or not, and then adjusts the values suitable for induction preheating. It automatically calculates the optimal induction power depending on the variables of the workpiece,” Tervolin explains.

An Emerging Trend in Shipbuilding LHAW welding, short for laser hybrid arc welding, combines laser and MAG welding, combining the benefits of each process to support one another. LHAW welding has become more commonly used within the past decade especially among builders of large cruise ship manufacturers: many of which are shifting, or have already shifted, towards using LHAW welding in panel manufacturing. The same trend can be seen among naval shipyards, some of which have already started using LHAW welding processes in panel manufacturing.

According to Tervolin, there are several reasons to why LHAW welding is more suitable in panel manufacturing than SAW, or submerged-arc welding, especially in butt welding; lower heat-input together with more symmetric welds reduces the amount of deformations and enables straight panels and better impact toughness. Furthermore, the high travel speed together with material handling, efficient mechanization and control system enables good productivity.

“LHAW welding is especially beneficial in shipyards, as there is no need to correct or straighten panels afterwards. LHAW welding enables rapid welding of straight panels,” says Tervolin.

Small Shipyard Grants: Helping Hone U.S. Shipbuilding Efficiency Shipbuilding in the United States is a competitive sport. If you don’t bid competitively, you won’t get the orders you need to stay in production. If you underbid, you’ll take the losses. If you go bust, unlike in some countries, there will be no kindly government nanny to pick you up, pat you on the head and give you a subsidy.

W here t he fe der al gover nment does help smaller shipbuilders—on a matching cost basis—is with MARAD’s Small Shipyards Grants Program, which inevitably attracts more applications than can be funded. This year, up to $19.6 million of awards will be made.

Applications were due to be received

by February 18, 2020, and a look at last year’s awardees may give an indication of the sort of projects that will attract support this year. A few award highlights from 2019 include: All American Marine, Bellingham, Wash., was awarded $397,725 to go towards painting area improvements that will allow the building

of larger and multiple vessels while also meeting environmental requirements.

Detyens Shipyards Inc., Charleston, S.C., was awarded $781,315. The grant will suppor t electrical upgrades for mobile equipment, a 130-ton rough terrain crane and additional forklifts.

The additions will enhance the quality of ship repair and reconfiguration offered to the yard’s customers.

East Coast Repair & Fabrication LLC, Norfolk, Va., was awarded $860,000 in funding. The funds will go towards the purchase of a new Link-Belt HTT-86110 110-ton Telescopic boom hydraulic truck crane that will enable the yard to directly pursue wok on government-owned, government-operated ships.

Eastern Shipbuilding Group Inc., Panama City, Fla., will receive $640,618 in funding. The grant award will go towards several pieces of equipment that will increase overall shipyard productivity.

Hear tland Fabrication LLC, Brow nsville, Pa., will be awarded $1,008,000 in funding. This grant will

allow the shipyard to acquire and install an automated coating application system and conveyor line to support the Heartland Fabrication Structural Steel Coatings Improvement Project. This project will foster efficiency, competitive operations and high-quality ship construction and repair.

Marinet te Marine Corporation, Marinette, Wis., will receive an award of $1,100,000. These funds will support the Marinette Marine additional cranes project by allowing for the acquisition and installation of three 100-ton bridge cranes. The installation of these cranes will increase the facility’s construction capacity and productivity.

St . J o h n’s Sh i p Bu i l d i n g I n c ., Palatka, Fla., will receive $ 800,000 in funding. This grant will go to the purchase of new metal working equipment, yard process improvements and material handling upgrades. These projects will significantly improve the ef ficiency of ship construc tion and repair activities at the shipyard.

February 2020 // Marine Log 35

Q&A

Lois Zabrocky

C

M A’s 2 0 2 0 Co m m o d o re of the Year award winner Lois Zabrocky, CEO of International Seaways Inc., will be the next person to be crowned with an admiral’s hat when she steps into the role of the Connecticut Maritime Association’s (CMA) Commodore for the year 2020.

Zabrocky has been president and CEO of International Seaways, one of the world’s largest tanker companies, since 2016. Before assuming leadership for International Seaways, she served as senior vice president for the predecessor company’s international flag strategic business unit, where she was responsible for commercial management and oversight of fleet operations.

Previously, she was chief commercial officer for the company, where she was tasked with overseeing its international flag crude, products and gas businesses. Zabrocky currently serves on the Board of ITOPF Ltd., an industry based, not-forprofit ship pollution response adviser.

The award will be presented April 2, 2020, at the conclusion of the CMA’s Shipping 2020 Annual Conference & Exposition in Stamford, Conn. The award is given each year to a person who has contributed to the growth and development of the international maritime industry.

Marine Log recently spoke to Zabrocky to learn more about her contributions to the international maritime industry.

Marine Log (ML): When your predecessor company split into two, your side of the

36 Marine Log // February 2020

split took the international fleet. What does your fleet profile look like in terms of tonnage and average age?

Lois Zabrocky (LZ): Today, the Seaways tanker fleet has 42 ships including our FSO joint venture with an average age of around nine years. When Seaways split from OSG (Overseas Shipholding Group), the fleet was in need of investment and renewal.

Throughout the downturn of the last couple of years, we were able to invest in fleet renewal at the right point in the cycle. This is the most important factor in bulk shipping: that your investment is spent at as close to the low point in the tanker cycle as possible.

Seaways lowered its overall fleet age and upgraded its earnings power. We spent $600 million to buy nine ships, lowering our fleet age to below nine years from close to 12 years previously. Each of the nine ships that we purchased in 2017 and 2018 are now worth more than what we paid for them.

ML: Do you see running an international fleet as more of a challenge than the Jones Act market? For instance, how have you responded to the situation in the Strait of Hormuz?

LZ: The international tanker business is highly dynamic. Our job is to affect all of the variables over which we have control and then problem solve the rest. Our business is impacted by geopolitical sanctions, the trade war, the world economy, and every manner of external factors. We continue to fully trade our fleet and load our ships in

Lois Zabrocky

Photo Credit: International Seaways Inc.

Q&A

with

challenging areas after the operational team has conducted a proper risk assessment.

ML: On IMO 2020, you fitted and have committed to scrubbers on 10 of your ships—your VLCCs. At this point, do you wish you had fitted more or is it still “wait and see” on bunker prices?

LZ: We have only partially concluded our scrubber installation program at this time.

We are satisfied with fitting our 10 modern VLCCs with scrubbers as they represent about 40% of our overall fleet consumption.

The bunker markets have been quite volatile reflecting underlying oil price fluctuations, and we believe this balanced approach to our fleet will serve us well going forward.

ML: What do you see as long-term prospects for the tanker market given that the world is trying to wean itself off of the fossil fuels that tankers carry?

LZ: Oil demand satisfies around a third of the world’s energy demand today, and forward projections for 2035 suggest that oil will continue to prove a vital component on the world energy stage into the future.

Meanwhile, the efforts now being applied for carbon reduction are unprecedented and we believe there will be many new disrupting innovations that will transform the energy business in the next decade. We plan to be a part of the future of energy transportation.

ML: You’re being honored as the next CMA Commodore. Can you say a little about what this means to you?

LZ: I have been a member of CMA for over 20 years, and I have also made my home in Connecticut throughout my career. CMA is an organic and vibrant organization that is both a champion of education on behalf of the industry and a showcase for the top commercial and technical products on the market. It is an event that is a “must attend,” and I am so happy to be recognized by CMA!

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NEWSMAKERS

BIMCO Lures David Loosley from IMarEST BIMCO has appointed DAVID LOOSLEY as its new Secretary General and CEO with effect June 2020. Loosley joins from the Institute of Marine Engineering Science & Technology (IMarEST), where he served as CEO for the last eight years. Prior to joining IMarEST, Loosley ran operations at the United Kingdom Hydrographic Office (UKHO).

Harvey Gulf International Marine is looking to grow the company’s subsea business and CEO SHANE GUIDRY has hired JOHN DUNN as Vice President of Sub-Sea Vessel Operations. Dunn is tasked with assembling and managing a highly experienced subsea vessel management team.

Huntington Ingalls Industries has named BRANDI SMITH program director of the Columbia-class submarine program at its Newport News Shipbuilding division. She will be responsible for leading the company’s construction activities for the U.S. Navy’s new class of ballistic-missile submarines, as well as maintaining strong relationships with General Dynamics Electric Boat and Navy customers.

TODD BUSCH has become President, CEO and board member at Vancouver, Wash.-headquartered Tidewater Transportation And Terminals, succeeding BOB CURCIO who is retiring. Busch has over three decades of senior and executive leadership experience with Crowley Marine Corporation.

Take Your Business to New Heights

The Bahamas Maritime Authority (BMA) has recently appointed Capt. STEVE BOMGARDNER as a Regional Director and Business Development Director. He will be responsible for leading the BMA’s presence in North America, as well as developing markets globally for the registry.

DEDE SMITH has joined Inland Rivers, Ports & Terminals Inc. (IRPT) as its new Deputy Director.

Before joining the IRPT team, Smith held the position of Director of the Arkansas Waterways Commission. Prior to that she had a long career with the Oklahoma Department of Transportation years, serving as its Waterways Manager for the last six of her 32 years with the department.

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TECH NEWS

Turkey’s Sanmar Shipyards has delivered the Bogaçay XXXVIII, its 200th tug built to a design by Robert Allan Ltd.

“Flower Power” Tug First with CAT AVD Hybrid Solution Turkey’s Sanmar Shipyards has delivered the Bogaçay XXXVIII, its 200th tug built to a design by Robert Allan Ltd. The delivery marks both a milestone in a working relationship of 25 years and a further advance in tug technology.

Photo Credit: Sanmar Shipyards

Hydro-Mechanical Hybrid The Bogaçay XXXVIII is the latest evolution of the highly successful RAmparts 2400-SX design and incorporates the newly developed Caterpillar Advanced Variable Drive (AVD) hydro-mechanical hybrid propulsion system.

The tug is joining Sanmar’s own towage fleet in Izmit Bay, Turkey, where it will not go unnoticed. It has been painted with a bright green hull and colorful flowers on the deckhouse inspired by pop artist Andy Warhol’s “Flowers” print.

Sanmar says the paint job is “reflective of the changing trend towards reduced environmental impact from tugs” and “is bound to attract much attention in the usually moribund world of tugboat aesthetics!”

The new tug is 24.4 meters long, with an 11.25-meter beam and a depth of 4.38

meters. Its maximum draft is 5.4 meters.

Its fuel oil tank capacity is 72.4 cubic meters, with a fresh water capacity of 10.8 meters.

The CAT AVD system consists of a pair of dual input, continuously variable transmissions, located in the shaft lines between the main engines and the Z-drives. The AVDs can accept power from the CAT 3512 main engines, rated at 1,765 kW at 1,800 rpm, and/or from two 435 kW hydraulic motors powered by a single CAT C32 auxiliary engine, rated at 1,081 kW at 2100 rpm. The power is delivered to two CAT MTA 627 FP Z-drive units with 2.7-meter diameter fixed pitch propellers.

A primary advantage of the CAT AVD system is the continuously variable transmission which can modulate propeller speed down to 0 rpm like a slipping clutch.

It can also spin the propeller up faster than would be possible if the engine was directly coupled to the drive, allowing the engines to operate in their peak efficiency zone instead of operating along the propeller demand curve at higher specific fuel oil

consumption, thus resulting in significant fuel savings.

With a fixed pitch propeller pitched for bollard condition at 0 knots, full power can be taken from the engine when free running, much like a controllable pitch or diesel electric system.

In the words of Nathan Kelly, Caterpillar Marine Product Definition Engineer: “This (AVD system) allows propeller speed independent of engine speed so optimal engine efficiency can be achieved leading to fuel savings of 15 to 20%. Basically, all the benefits of a variable speed Diesel Electric Propulsion (DEP) system at a fraction of the cost and size.”

Other advantages include improved response and acceleration as well as lower overall maintenance costs due to significantly reduced operating hours on the main engines.

Notably, with this system the engines are smaller than would normally be the case in a tug of this power (3512 vs. 3516 engines).

The additional power to achieve maximum bollard pull comes from the C32 engine that also drives the Fi-Fi pump.

Towing gear consists of DMT Ty pe TW-E 250KN electric double drum hawser winch with a pull of 250 kN at 0-9 meters per minute on low speed and 80 kN at 0-28 meters/minute on high speed. It has a Data Hidrolik tow hook and a Data Hidrolik 5-tonne aft capstan.

The vessel has been outfitted to Sanmar’s usual very high standards for a crew of six people. The main deckhouse contains the galley, mess, two officer cabins, and a common WC. The lower deck contains two double berth cabins, a laundry, galley stores, and a common WC space.

The wheelhouse provides all round maximum visibility and exceptional visibility to the bow and side fendering. The engineroom features a small, sound resistant switchboard room.

On trials, Boğaçay XXXVIII achieved 70.35 tonnes bollard pull and a free running speed of 13.3 knots.

The commissioning ceremony, which was held at Sanmar’s Altinova shipyard, was well attended by the Turkish maritime community and Turkish politicians, including the Minister of Transportation.

Sanmar’s Vice President Ali Gürün commented as follows: “Innovation, respect to environment, quality, form, function, aesthetics and art; all essential parts of this new tugboat and it describes Sanmar very well. We are proud that this boat is joining our fleet and improving the quality and efficiency of our operations in Turkish Ports.”

February 2020 // Marine Log 39

TECH NEWS Fueltrax to Meet EU and IMO Data Requirements

North Sea Supply Vessel to Trial Green Ammonia Powering Norwegian energy company Equinor has signed an agreement with Eidesvik Offshore that will see the Eidesvik Offshore supply vessel Viking Energy modified to enable it to cover long distances powered by carbon-free ammonia fuel cells.

The vessel will transport supplies to installations on the Norwegian continental shelf under a five-year contract that will take effect from April 2020, when its current contract expires. During the contract period, it will be the test bed for a research project developing, installing and testing long-distance sailing fueled by green ammonia fuel cells. The technology will be tested on the vessel from 2024.

“Together with Equinor, we are now launching a full-scale research project to test a propulsion solution based on fuel cells running on pure and emission-free ammonia,” says Jan Fredrik Meling, CEO of Eidesvik Offshore. “The goal is to install fuel cell modules with a total power of 2 mw on board Viking Energy in 2024. This will make the vessel the world’s first emissionfree supply vessel.”

Hydrogen and ammonia are widely considered the two main zero-emission fuel candidates for future shipping, with many believing that ammonia represents the best option for longer voyages, such as the North Sea supply routes, where ships need to carry large amounts of fuel.

EU Funding Support The project is being support with about 40 Marine Log // February 2020

$11 million of funding from the EU, awarded through the ShipFC project, a consortium of 14 European companies and institutions, coordinated by the Norwegian cluster organization NCE Maritime CleanTech. Other main partners in the five-year research project are Wärtsilä, supplying the power technology and systems for ammonia storage and distribution, and Prototech, supplying the fuel cell system.

Norwegian fertilizer company Yara will supply the green ammonia used in the fuel cells, which will be produced by electrolysis and delivered to Viking Energy containerized to enable easy and safe refueling.

As part of the testing, the vessel will use ammonia in transit between harbor and offshore installations for one year. In addition, it is planned that ammonia will be used to power the vessel when alongside quay. Our ambition is that 60% to 70% of the energy consumption will come from ammonia during the test period. It is hoped to demonstrate that the technology can supply up to 90% of the total power demand. LNG will power the remaining energy consumption on board, which has been Viking Energy’s main fuel since 2003.

Having Viking Energy as the test vessel for the ammonia-fueling project was a natural choice. Not only was she the world’s first supply vessel powered by LNG when delivered in 2003, but in 2016 she also became the world’s first hybrid supply vessel with class notation “Battery Power” from DNV GL.

Photo Credit: Eidesvik Offshore

Independent accreditation body Verifavia Shipping has certified the Fueltrax fuel monitoring solution as meeting the requirement s of the European Union’s Monitoring Repor ting and Ve r i f i c a t i o n ( M R V ) r e g u l a t i o n s and IMO Data Collection System (DCS) requirements.

The EU MRV regulation requires ships of 5,000 gross tons or higher to collect data from previous years to monitor CO2 emissions, fuel consumption, and other parameters, such as distance traveled, time at sea, and cargo carried on a per voyage basis.

This dat a is used to compile annual d at a into an e mis s io ns report submitted to an accredited MRV shipping verifier.

Fueltrax says its solution saves its time by providing essential tools to assist in verifying that they are meeting the EU MRV and IMO DC regulatory needs.

Reports will be generated using data collected via Fueltrax EFMS o n b o ard. IMO D C S d at a t hat Fueltrax provides is the totalized fuel consumption for the entire year as required for reporting per the regulation.

As Fueltrax continuously collects an independent GPS signal, EU MRV data can be provided per voyage between EU ports as required.

Nicolas Duchêne, Chief Operating Officer and VP Technical, Verifavia Shipping, said: “Ship owners and operators need confidence in t he s ys tem t hey choose to review their fuel data and Fueltrax is a system which optimizes fleet-wide reporting while minimizing resource and costs.

“Verifavia’s specialist team uses its extensive experience to provide an independent and efficient certification service. We know that certification provides our customers with third-party verified assurance that the systems meet the highest standards in emissions monitoring and reporting.”

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Finanace

$

Meeting Compliance Challenges By Sourcing Capital Competitively

W

hile the primary focus of the shipping industry—both domestically and internationally—seems to be on compliance these days, other aspects of the industry appear to have been delegated to a lower priority consideration. No one can deny that drop-dead deadlines for IMO 2020 for emissions and strict compliance with Subchapter M for tugs have been monopolizing the attention, as hard decisions have to be made fast. On the other hand, just because shipping finance has softer edges, it does not mean that it’s not equally important.

It could be suggested that having access to competitively priced capital is not only critically important to the growth of a shipping business, but also can provide the answer to new regulations and compliance concerns like IMO 2020 and Subchapter M. After all, these are the kind of problems businesses should want to have, as they can be solved with money.

Accessing Capital Interest rates are historically low and banks and financiers are flush with cash; but again, accessing capital in the shipping industry has become much more complicated in recent years. Many small and medium-sized companies have had a hard time accessing capital as the terms of the engagement for financing have changed over the last decade. From the massive multibillion-dollar losses of U.K. and German banks in international shipping and equally impressive write-downs in the offshore and drilling industries domestically, banks have acquired a reputational aversion of the broader maritime industry.

Given new higher regulations for the banks themselves, lenders have much less flexibility 44 Marine Log // February 2020

on both the size of companies that they can finance and also the type of financing they can offer. And, thus the conundrum appears: how can a shipowner convince a financier to write a check, especially when the financier is eagerly looking for financing opportunities to deploy their capital (and earn their fees)?

In the international shipping market, compliance with IMO 2020 regulations on emissions requires either the installation of exhaust scrubbers (to the amount of $5 to $10 million CapEx per vessel) or switching to low-sulfur clean fuel that eats materially into the earnings. It’s evident that international shipowners with access to cheap capital are at an advantage. Likewise, in the domestic market, increased expectations by the shippers and tighter compliance and regulatory standards, prominently in the tug market with Subchapter M, require capital; not only for OpEx for more crewing and compliance personnel ashore, but also newer engines and newer equipment. And for the owners who can afford to go directly to the shipyards and place orders for brand-new assets with Tier III and IV engines, their long-term operating costs go materially down when compared to the owners who are looking for stepwise asset improvements—primarily because they can’t access capital.

Today’s Market Avalanche As a consequence of new regulations, financiers have developed a sharper eye for modern, compliant equipment from the start. They have developed a preference for owners of such tonnage over a competitor with older tonnage. Shippers, too, are more keen on newer tonnage. This allows owners

Regulations Force Market Change It’s unheard of so far to hear of a financier complaining of their lack of capital available for deployment. The complaint about lack of quality projects and clients that check the boxes is a much more often heard complaint. Now that new regulations and compliance requirements are forcing a change on the market, this may be the best time for shipowners to think strategically with a vision to push for big changes and great plans so that they can reach to the next level. Meantime, their competition will be bogged down with small stepwise adjustments to try to catch up with regulations.

Basil Karatzas Founder and CEO of Karatzas Marine Advisors & Company

Photo Credit: Karatzas Images

As a consequence of new regulations, financiers have developed a sharper eye for modern, compliant equipment from the start.

of newer tonnage to have higher earnings and order more tonnage and grow the business and get a greater market share. It seems simplistic, but it’s an avalanche that keeps feeding on itself in today’s market environment.

As far as banks are concerned, we are living in an era when so-called “relationship banking” is less important and banks need to “check boxes” with existing and new clients for new transactions in terms of critical mass and business potential of the client. This also applies to the corporate structure and corporate loans (as opposed to asset backed loans and ship mortgages), and to the modernization and quality of the shipping assets.

Leasing and equipment finance companies have more flexibility than banks, but they still tend to gravitate toward similar preferences in exchange for bank-like interest rates and covenants. Even more flexibility can be found from alternative capital funds and private equity funds, although these types of investors are targeting equity-like returns and thus, their capital could be most welcome in certain strategic or opportunistic transactions.

In both international and domestic shipping finance markets, the trends financiers want to see and the boxes they have to check off are more or less the same. It’s incumbent upon the owner (as the party financed) to ensure that they position their company in the short, near and long term to check as many boxes as possible in any category and obtain plentiful and inexpensive financing to build and expand the business.