Marine Log February 2022 by Marine Log

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

February 2022

ON THE DECK, IN THE WHEELHOUSE

A look inside M/V Samantha Trueheart and other recent newbuilds

GREEN FUELS LAG But Marine Engines Are Ready For Them

OFFSHORE WIND Powering Next-Gen CTVs

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CONTENTS

6 DEPARTMENTS 2 EDITOR’S LETTER What’s Next for Offshore Oil & Gas? 4 INLAND WATERWAYS It’s Modernization Time for Inland Waterways 6 REGULATIONS New Fire Regs Advance Safety; But Challenges Remain 8 WELLNESS Influencing a Goal in the New Year 10 VESSEL OF THE MONTH Capt. Joseph Bisso: Ninth ASD Tug Joins Bisso Fleet 12 UPDATES • Why a Cruise Ended with a Trip on a Fast Ferry • Court Invalidates Giant U.S. Gulf Oil & Gas Lease Sale

26 FEATURES

ENGINES & PROPULSION Engines Will be Ready When Green Fuels Arrive Burning green ammonia and hydrogen won’t be a problem, but getting them at scale will

ON THE DECK, IN THE WHEELHOUSE A Look Inside Some Newbuild Vessels What are the latest features being added inside vessels from the engineroom to the bridge?

PROTECTING THE SHIP Marine Insurance: Owners Get Set to Pay More All that seems certain about marine insurance in the year ahead is that shipowners will be paying more for it: particularly P&I

10 MINUTES WITH VOLVO PENTA A Q&A on Offshore Wind’s American Transformation Volvo Penta’s Jens Bering tells us more on how offshore wind is impacting American ship propulsion solutions

17 INSIDE WASHINGTON FMC Updated On Detention and Demurrage and Data Initiatives 35 NEWSMAKERS Meyers Named 2021 Coast Guard Engineer of the Year

Cover Photo Credit: Tracy Adams

36 TECH NEWS CSM Adds Holograms to its Digitalization Toolbox 40 SAFETY Management of Change: Key to Safety Success February 2022 // Marine Log 1

EDITOR’S COLUMN

MARINELOG

The lease sale generated $191.6 million in high bids, but now that’s up in the air.

FEBRUARY 2022 VOL. 127, NO. 2 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

Photo Credit: Shutterstock/ Mike Mareen

What’s Next for Offshore Oil & Gas?

n a ruling last month in the U.S. District Court for the District of Columbia, Judge Rudolph Contreras invalidated the Department of Interior’s decision to offer 80 million acres in the Gulf of Mexico for oil and gas leasing. The court held that the Interior failed to accurately disclose and consider the greenhouse gas emissions (GHG) that would result from the sale, violating an environmental law. Turn to page 14 of this issue to learn more about the history of the Gulf of Mexico Lease Sale 257, which generated $191.6 million in high bids. And now comes the fall out, which should be no surprise to anyone. The Amer ican Petroleum Institute (API) expressed its disappointment in a statement, saying that it urged “the administration to implement policies that encourage continued leasing and development in the Gulf of Mexico.” The National Ocean Industries Association (NOIA) said that invalidation of the lease sale may “only strengthen the geopolitical influence of higher emitting—and adversarial—nations, such as Russia.” When we talked to Erik Milito, president of NOIA, about other implications this ruling could have on offshore, he said that it will disrupt companies who are investing in carbon capture and storage in the Gulf of

Mexico—an innovative technology designed to address climate crisis. He said that President Biden has asked OPEC plus to put more oil on the market, validating what BOEM has said in the past: If you don’t produce the oil here, it will get produced somewhere else. “Producing oil here will translate into less GHG because of the efficiencies in the Gulf of Mexico in producing and transporting oil to Gulf Coast refineries, as opposed to bringing it by tanker from all over the world,” said Milito. “It’s an odd situation, where the president is asking OPEC, and even Russia, to produce more. We are importing oil at almost record levels from Russia at a time of ongoing conflict between the U.S. and Russia over Ukraine.” Milito said he hopes an appeal on the judge’s ruling will be made and the lease sale can continue. It is unclear if the Department of the Interior will defend the lease sale through an appeal, but API and Louisiana can likely do that as interveners in the case.

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 SALES MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Frank Rose frose@sbpub.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

HEATHER ERVIN Editor-in-Chief hervin@sbpub.com

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2022. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (US, Canada & International) +1 (402) 346-4740, Fax +1 (847) 291-4816, e-mail marinelog@omeda.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 239, Lincolnshire IL 60069-0239 USA. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 239, Lincolnshire IL 60069-0239 USA.

2 Marine Log // February 2022

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com

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INLAND WATERWAYS

It’s Modernization Time for Inland Waterways • Three Rivers (Arkansas River): $109.15 million (funded to completion); and • T.J. O’Brien Lock and Dam (Illinois Waterway), (Major Rehabilitation): $52.52 million (funded to completion). Additionally, as part of Navigation and Ecosystem Sustainability Program (NESP) component, a fish passage at Lock 22 is funded at $97.10 million to complete the design and to initiate construction. The release of inland waterways infrastructure funds will not only advance the inland waterways construction portfolio but also create thousands of skilled jobs for America’s building trades, make American farmers more competitive, and promote energy security. Upon receipt of the spend plans, WCI offered its thanks to supporters on Capitol Hill who helped to push this funding over the finish line. And individually, WCI thanked members of Congress who have championed the inland waterways and deserve credit for this win for the nation.

fter President Biden signed into law on November 15 the Infrastructure Investment and Jobs Act (infrastructure package) that provided full federal funding of $2.5 billion to the inland waterways, the industry celebrated, but not for long. The U.S. Army Corps of Engineers would, at that point, begin developing spend plans to outline the specific inland waterways projects that would receive funding from the infrastructure package. For context, the infrastructure bill funding was roughly a $2 billion or 400% increase from the last significant infrastructure funding package passed in 2009. This additional funding, combined with full annual appropriations for inland waterways construction, equates to nearly $4 billion over the next five years for inland waterways construction and major rehabilitation projects. Also in the good news category, the infrastructure bill provided $4 billion for the Corps’ Operations and Maintenance account for all business line items within the Civil Works mission.

Capital Investment Strategy As Waterways Council Inc. (WCI) was awaiting the Corps’ spend plans, we urged the Corps and the Assistant Secretary of the Army for Civil Works to adhere to the list of priority navigation projects developed by the Inland Waterways Users Board (IWUB) and 4 Marine Log // February 2022

Corps of Engineers—Civil Works known as the Capital Investment Strategy (CIS). On January 19, the Corps released its plans to fund the following inland navigation construction projects at $2.22 billion:

By 2045, cargo tonnage on the inland waterways is expected to increase by 23% to 942 million tons valued at $871 billion.

• Kentucky Lock (Tennessee River): $465.49 million (funded to completion); • Montgomery Lock (Ohio River): $857.71 million (funded to completion); • Lock and Dam 25 (Upper Mississippi River) (Navigation & Ecosystem Sustainability Program (NESP): $732 million (funded to completion). The NESP program was authorized in 2007;

The Next Step The next step is that on or before March 15, the first set of monthly allocation and obligation reports are due from the Corps of Engineers to the Appropriations Committees that will track how well the Corps is carrying out the spending plans. Investment in the nation’s inland waterways infrastructure is a win-win. By 2045, cargo tonnage on the inland waterways is expected to increase by 23% to 942 million tons valued at $871 billion. Barge transportation remains the safest, most environmentally friendly, economical, and fuel-efficient way to move America’s goods for use domestically and for export. The backbone of the transportation logistics system, the inland waterways is a key part of the United States’ transportation supply chain, which has been in the news much of the end of 2021. The system includes a vast network of 12,000 miles of connecting waterways and 218 locks. This year, good things came to those who waited.

TRACY R. ZEA

President/CEO, Waterways Council Inc.

Photo Credit: Shutterstock/Scott Milless

Federal funding will help modernize locks like this one on the Mississippi River.

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REGULATIONS

New Fire Regs Advance Safety; But Challenges Remain KPIX CBS TV footage showed ferocity of fire that cost 34 lives.

n December, the Coast Guard released an interim rule setting new fire safety regulations for small passenger vessels (SPVs), a move taken in response to the horrific Conception dive boat disaster in Santa Barbara, Calif., in September 2019, fatal to 34. The new regs expand the circle of safety, covering firefighting training, detection and suppression systems, escape routes and electrical requirements to better ensure lithium battery safety. The Coast Guard’s timing seems fair: easier work needs to be complete in 90 days. Tasks requiring structural overhauls and drydocking get a longer timeline. The Coast Guard estimates there are 1138 SPVs. There’s a complex backstory to the new rulemaking. One starting point is a U.S. House Coast Guard and Maritime Transportation Subcommittee hearing in November 2019, two months after the Conception fire. Subcommittee members urgently demanded: what was the Coast Guard planning so that fire and entrapment like the Conception never happened again? U.S. Rep. Salud Carbajal was subcommittee chair. The Conception fire occurred in his district, and he conveyed a top subcommittee frustration: that after yet another fatal marine event the Coast Guard still had not developed an aggressive SPV safety program. In December 2019, Carbajal introduced HR 5413, a bill to “secure the safety of individuals and property on board certain small passenger vessels.” Procedurally, the text of the bill was added to other related, defense department legislation. Carbajal, who remains as subcommittee chair, was asked about the new SPV fire safety regs. Will they get the job done?

6 Marine Log // February 2022

He emphasized that, yes, the new regs advance public safety. They will prevent future accidents and they will surely improve passengers’ odds when an accident or emergency does occur. But he stressed: the job’s not finished. Carbajal seeks a safety management system (SMS) approach to fire prevention and safety. SMS is familiar in the industrial workplace. It is a dynamic concept, requiring regular assessments of processes, materials and activities to

A vessel owner is only liable for funeral and burial expenses, no matter how clearly he or she may be at fault. anticipate and prevent hazards and hazardous conditions. Again, Carbajal supports the Coast Guard’s new regs but he wants marine safety programs to evolve even further, to shift from defense to offense. Two other critical issues stand out with the new fire regs. Again, both draw context from the November 2019 hearing. When discussed today, each can provoke disbelief. One is the Limitation of Liability Act (LOLA) which limits a vessel owner’s liability to the value of the vessel and freight after an accident, unchanged since 1851! The second is the Death On the

High Seas Act (DOHSA), enacted in 1920, which limits a vessel owner’s liability for deaths of “non-seafarers” (e.g. passengers, students, vacationers) from an accident on the high seas, i.e., beyond the U.S. 3-mile territorial limit. A vessel owner is only liable for funeral and burial expenses, no matter how clearly he or she may be at fault. (The “non-seafarer” classification is critical. Crew and longshoremen are accorded different legal status.) Maritime attorney Paul Sterbcow was a panelist at the November 2019 hearing. He commented then: “My experience in the marine environment is that safety is a product of accountability, pure and simple.” His recommendation: Congress should revise DOHSA, as it did in 1996, a change that allowed victims’ survivors to seek damages after an airplane crash in the high seas. “There’s no reason to treat a plane disaster different from a boat disaster,” Sterbcow commented. Sadly, these laws mean that some vessel owners—a minority to be sure—will play the odds. If they stay lucky within three miles, that’s good. Once they transit to the high seas, where most of a vessel’s activity may take place, they know that the notion of “sovereign” does not apply. Michael Eriksen is a Florida maritime attorney who, in 2013, wrote an article in the Florida Bar Journal: “The 1920 Death on the High Seas Act: A Remedy Whose Time Has Gone.” Eriksen wryly notes the “fortuity of where a non-seafarer’s fatal injury occurs.” He writes that “DOHSA today is invoked mostly by marine tortfeasors, as a convenient escape hatch from any responsibility for the severe emotional pain and suffering their victims’ survivors almost invariably suffer.” Rep. Carbajal was asked whether Congress might need to take a closer look at these controversial statutes. In fact, in September 2021 Carbajal did introduce LOLA reform, HR 5329—“to revise laws regarding liability in certain civil actions, and for other purposes.” There has been no House action on the bill. Critically, these issues are in the ascendant, and hardly limited to the Coast Guard’s estimated 1138 vessels. Paul Sterbcow comments that offshore oil and gas industries have resisted DOHSA reform. Will the wind industry be any different, more amenable to a substantive relook at passengers who are neither crew nor longshoremen? Sterbcow said that, among attorneys, that discussion is just starting. Rep. Carbajal said such questions haven’t been taken up by legislators.

Photo Credit: KPIX CBS

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WELLNESS COLUMN

The Cost of a Sedentary Lifestyle tied to the clock and feelings of accomplishment in relationship to time declined. The effect was depressing to them. By contrast, those individuals with an active time management style including a plan, schedule and structure felt a sense of control over time and accomplishment of their goals. Making a plan that includes exercise and other leisure time activities that are important can help make them a reality.

2. Crafting Novelty.

he American population is generally challenged when it comes to getting enough exercise. The U.S. government has recommendations on time and type of activity that combats chronic diseases and the effects of a sedentary lifestyle. These include getting at least 150 minutes of moderate exercise or 75 minutes of vigorous exercise each week. The government also recommend at least two sessions a week of muscle/strength work. Despite all the well-researched benefits, only 23% of adults hit this activity mark. One primary reason people site for not exercising is for lack of time, thus it might help to examine where our time goes and how we can engage in physical activity. Time and where it wonders off to can often feel like a mystery. Days spent in meetings, driving, watching waves and general drudgery can often run together. A body of research from the Center for Disease Control and Prevention (CDC) and others has some sorely needed information about where our time goes and how much of it is available to execute an exercise goal. Americans averaged more than five hours a day of free time for leisure activities. Men top the free time list with slightly more free time than women. “Leisure time” activities include time spent socializing, watching TV and other screen time entertainment, exercising, volunteering, or participating in religious activities. Working on household chores, cleaning, childcare, or self-care (sleeping, eating, grooming) 8 Marine Log // February 2022

was not considered leisure time. It comes as no surprise that the majority of free time is spent on watching a screen with men averaging about three hours and 31 minutes daily and women averaging two hours and 55 minutes daily. This amount of time contrasts sharply with our time spent exercising: 14 minutes for women and 24 minutes for men. Our evolution toward working at home over the last 20 years and especially now during COVID has dramatically changed our leisure time breakdown. Home computers, laptops, high-speed internet and the ever loved and hated handheld devices have changed our leisure time forever. Journalist Brigid Schulte further explores this evolution and how it has changed our time for activities in her book “Overwhelm.” The leisure time we have is now broken into bits of 5-10 minutes intervals, creating a situation where that time is easily overlooked and often unintentionally used. The good news is that the time for physical activity is available for most Americans, but it does take a little thoughtful crafting. Here are a few tips and tricks that may help keep an activity goal on track:

1. Changing How We Feel About Time Pressures. How we feel about the pressure time puts on us can be manipulated. In 2007, researchers pinpointed different ways of managing time, reactively or proactively. When individuals managed time reactively, they felt

3. Start Small and Get Help. New physical activities can often mean using new muscles that may lack strength and flexibility. If not done with care it will leave you on the couch (watching TV) unable to reengage in the activity again. Start small and work with someone who can help you build muscle strength and flexibility for the activity. If you have never tried something before, do not shy away from it. Speak to a professional who has previous experience. That individual can help remove a lot of the guesswork to ensure your enjoyment of the activity and ability to execute the exercise safely and repeatedly for a long time to come. Exercise is one key element to a healthy and mobile life. Carving out the time to exercise and making it a part of your leisure time plan is one way to reinvigoration a goal and continues on the path toward a wiser, and healthier 2022. Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional.

EMILY REIBLEIN

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

Photo Credit: Shutterstock/fizkes

Only 23% of American adults get the appropriate amount of physical activity each week.

Research published in the Journal of Health and Social Behavior showed that engaging activities feel less stressful and less like a “chore.” Doing something new can create engagement. According to behavioral therapist Andrea Kuszewski, when something is new, synaptic connections are created in the brain and new development occurs. Trying a new sport or new physical activity can spark the desire for engagement and help develop a better and stronger brain. Fortunately, the pandemic has helped create more availability in exercise novelty.

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VESSEL OF THE MONTH

Capt. Joseph Bisso:

Ninth ASD Tug Joins Bisso Towboat Fleet

isso Towboat Company Inc., Luling, La., has taken delivery of its newest ship assist tug, the 6,008 bhp ASD tractor tug Capt. Joseph Bisso. The 100- by 38- by 13.5-foot vessel is the fifth ASD tractor tug built for Bisso in the past seven years by the Main Iron Works shipyard in Houma, La. With an estimated bollard pull of 75 tons, the Capt. Joseph Bisso is powered by twin Caterpillar 3516E Tier 4F main engines. Each generating 3,004 bhp at 1,800 rpm, they drive two Schottel SRP 460 FP Z-drives. The Z-drives feature 2,500-mm diameter four-blade stainless steel propellers in stainless steel nozzles.

Tankage includes capacities for 30,162 ga l lons diesel, 11,0 0 0 ga l lons potable water, 1,825 ga l lons each of lube a nd hydraulic oil and 2,000 gallons of Diesel Exhaust Fluid. The Capt. Joseph Bisso will have a crew complement of four and carries an ABS Internationa l Load line in addit ion to being built to Subchapter M certif ication and receiving a USCG COI. The Capt. Joseph Bisso brings the total number of tugs in the Bisso f leet to 12, all built by Main Iron Works. Bisso operates the largest f leet of ASD t ractor tugs on t he Mississippi R iver, with nine such vessels, and the youngest f leet of tugs on the river, with an average age of 13 years across the f leet.

10 Marine Log // February 2022

Electrical service is provided by two 118 kW Caterpillar generators powered by two Caterpillar C4.4 engines. T he t ug i s equ ipped w it h a Jon R ie Series 240 escort winch featuring 500 feet of 3-inch diameter Saturn 12 line with 749,000 pounds of breaking strength.

More Key Tug Features Ot her feat u res i nclude C oa st Gua rdapproved engineroom monitoring and f i re a nd smoke a la r m s y stem s , f i xed CO2 f i re ex t i ng u ish i ng system, Si mrad navigation/electronics, soundproof i nsu lat ion t h roug hout eng i ne room / crew quarters, stainless steel bitts and bow staple and four bunk rooms w it h seven berths.

Photo Credit: Bisso Towboat Company Inc.

The Capt. Joseph Bisso brings the total number of tugs in the Bisso fleet to 12, all built by Main Iron Works.

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UPDATE

...AND WHEN THE MASTER WOKE UP,

A RECENT DANISH MARINE ACCIDENT INVESTIGATION BUREAU (DMAIB) report

into the October 18, 2021, grounding of the 88.6 meter long Dutch registered general cargo ship Beaumaiden near Sorthat Odde, Bornholm, Denmark, tells a tale of wine and dozes. The accident investigation report notes that the ship had a crew of seven of various nationalities: Three navigational officers, including the master, one engineer and three ratings of which one was the ship’s cook. It had departed Antwerp on October 15, loaded with 3,000 tons of fertilizer and headed for Tallin, Estonia. It exited the Kiel Canal on October 17 at 10 a.m. and the pilot disembarked shortly after. The ship proceeded eastwards in Femern Belt en route to Tallin under the master’s command. “At noon time,” says the DMAIB report, “the master was relieved on the navigational bridge by the third officer. After the handover, he went to his cabin, watched a movie and took a nap. He woke up at 1700 and went to the mess room to have dinner. Afterwards he went to his cabin to watch a movie while he drank a glass of wine. “Just before 2000 the master went to the bridge to relieve the chief officer. They had a short conversation, and the watch was handed over. The chief officer did not notice anything 12 Marine Log // February 2022

unusual about the master nor did he notice that the master had been drinking wine. By now, it was dark, and the master was alone on the bridge, because it was not common practice to have an able seaman on duty during night-time to keep lookout.” “There was little traffic, and the weather was good. During the watch the master sat in the navigational chair and made several phone calls to friends while he listened to music. “After a while he went to his cabin to fetch his wine glass. He filled it with wine and brought it to the bridge. The ship kept a steady course and speed, and there was no oncoming or crossing traffic for the master to take into consideration. “A few hours into the watch, the master had to go to the lavatory, but he knew that the toilet on the bridge did not flush properly, so he had to use the toilet in his cabin. After having made a phone call to a friend at home where nobody answered, he went to his cabin three decks below. Whilst in his cabin, he felt tired and laid down on the bed to rest. He then fell asleep.” Meantime, at 2:55 a.m., shoreside authorities had detected that Beaumaiden was headed directly towards the shores of Bornholm, and efforts were made to contact the ship by VHF, VHF DSC and by phone without getting any

response. The Danish Police on Bornholm was contacted and advised that Beaumaiden was about to run aground on Bornholm. “On Beaumaiden the chief engineer was asleep in his cabin when he was suddenly awoken by the ship violently vibrating. He hurried out of his cabin and out on the aft deck where he saw the wake from the propeller. It was dark outside, and he noticed that the bearing to the lights from shore was not changing which indicated that the ship was stopped. Straightaway, he realized that the ship had run aground. The time was 3:25 a.m.” “From the aft deck he went into the accommodation and ran up the stairs to the navigational bridge. When he opened the door to the bridge, he heard loud music, noise from numerous alarms and found the bridge empty. He rushed to the conning station and put the propeller pitch to zero, but he did not know how to silence the alerts from the various instrumentation, or how to stop the music. He then went downstairs and woke up the chief officer and informed him about the situation. The chief engineer told the chief officer to go to the bow thruster room to check if there was any water ingress. Meanwhile he went to

Photo Credits: DMAIB

THE SHIP WAS AGROUND

UPDATE

Why a Cruise Ended with a Trip on a Fast Ferry

Photo Credits: @PTZtv

FACED WITH THE PROSPECT of arrest on its scheduled January 22 arrival in Miami, Crystal Cruises’ Crystal Symphony made a sharp change of course and instead docked in Bimini. Webcam images posted on Twitter by @ PTZtv showed passengers from the ship being transferred to Baleària Caribbean’s Incat Tasmania-built fast ferry Jaume II, which then transported them to Fort Lauderdale. Crystal Cruises is a subsidiary of Genting Hong Kong (GHK) and the Crystal Symphony passengers’ unscheduled fast ferry trip was the latest in a series of events that began on January 10, when GHK’s German shipbuilding companies MV Werften and Lloyd Werft Bremerhaven filed for insolvency under German law. GHK, whose cruise operations include Crystal, Dream Cruises and Star Cruises first got into German shipbuilding back in 2015, first by taking a stake in Lloyd Werft to build river cruise vessels for Crystal Cruises. Subsequently, it acquired the three yards that would subsequently become MV Werften. The idea was that, at a time when cruise shipyard capacity was tight, GHK would be able to build up to mega cruise sized vessels at its German yards. The “MV” in MV Werften is the German state of Mecklenburg

the engineroom to check for water ingress and switch from power supply from the main engine shaft generator to the auxiliary engine generator. “The chief officer went to the master’s cabin and woke him up and went to the bridge to silence the alerts. The chief officer called the AB and OS and instructed them to inspect the bow thruster room, forecastle and perform soundings of the tanks. “On the bridge, the master and the chief officer had a conversation about what had happened. …” For the whole story, you can download the complete accident report from www. marinelog.com. Among other things to emerge from it is that the bridge navigational watch alarm system was disabled, because it was in an inconvenient place, and the master considered it annoying to constantly move from the navigational chair to reset the alarm. DMAIB says, “Although alcohol was a causal factor in the grounding, the investigation also unveiled other problems related to the safe navigational watchkeeping on Beaumaiden, which contributed to the ship’s grounding.

Vorpommern, which made major financial commitments to the project. “Ownership of the yards provides certainty that we can build a fleet of high quality cruise ships at a pace dictated by our growth rather than constrained by supply as cruise ship order book continues to reach all-time highs, with orders placed as far out as 2026, 10 years from now,” said Genting Group boss Malaysian billionaire Tan Sri Lim Kok Thay, when the acquisition of the yards was announced. Things didn’t work out that way and, without getting into the finger pointing that’s currently going on, Mecklenburg Vorpommern and GHK couldn’t agree on a financial arrangement to keep the yards going and, on January 18, GHK itself filed a winding up petition in the Supreme Court of Bermuda. The following day, January 19, Crystal Cruises said it was suspending operations, but that its three ships then in operation would complete their current cruises, with Crystal Symphony set to dock in Miami on January 22. On January 20, however, in response to a filing by a fuel supplier, the U.S. District Court for the Southern District of Florida issued an arrest warrant for the ship. Not too surprisingly, it changed course and docked in Bimini rather than Miami, and its passengers got their ride on Jaume II.

Port Bimini webcam caught image of Crystal Symphony passengers transferring to fast ferry.

February 2022 // Marine Log 13

UPDATE

BIZ NOTES

Court Invalidates Giant U.S. Gulf Oil and Gas Lease Sale IN A JANUARY 27 RULING IN THE U.S. DISTRICT COURT FOR THE DISTRICT OF COLUMBIA, Judge Rudolph Contreras

invalidated the Department of Interior’s decision to offer 80 million acres in the Gulf of Mexico for oil and gas leasing. The court held that Interior failed to accurately disclose and consider the greenhouse gas emissions that would result from the lease sale, violating a requirement of environmental law. The Biden administration originally tried to cancel the sale, which had been conceived during the Trump administration. It was compelled to hold it only because it had been required to do so under an order from a U.S. District Court in Louisiana. The sale—Gulf of Mexico Lease Sale 257— was eventually held November 17, 2021, and generated $191.6 million in high bids. Contreras made his ruling in response to a lawsuit filed by nonprofit public interest environmental law organization Earthjustice on August 31 against Secretary of the Interior Debra Haaland and the Bureau of Ocean Energy Management (BOEM) following the notice of lease sale 257. Earthjustice says its lawsuit argued that the 2017 environmental analysis that the Biden administration relied on to hold the sale was fatally flawed and was based on previously debunked environmental analysis. “By vacating Interior’s decision to hold this illegal lease sale, the court has ensured that no harm will result from it,” said Earthjustice. “Whatever Interior decides to do, it must start with a blank slate and consider the full environmental costs associated with auctioning off our public waters to the fossil fuel industry.”

Industry Reaction “This ruling is yet another example of the 14 Marine Log // February 2022

increasing policy and legal uncertainty that is jeopardizing the future of American energy leadership and leading to greater dependence on foreign energy sources that result in higher emissions,” said the American Petroleum Institute (API). “While we are disappointed by the Court’s ruling to vacate the only federal oil and gas lease sale offered last year, we urge the administration to implement policies that encourage continued leasing and development in the Gulf of Mexico, which is critical for meeting demand for affordable energy while generating billions in government revenue for conservation programs. At a time when demand is outpacing supply and energy costs are a top concern for Americans, we should be encouraging the development of our domestic energy resources, not sending signals that disincentivize U.S. production.” According to API, an Obama-era report analyzing the effects of offshore leasing restrictions also found that U.S. greenhouse gas emissions will be little affected and could increase slightly if foreign imports increased in the absence of new U.S. offshore leasing and production. “At a time of geopolitical uncertainty and rapidly rising energy prices, U.S. oil and gas production is more important than ever to curb inflation and to fortify our national security, said National Ocean Industries Association (NOIA) President Erik Milito. “The U.S. offshore region is vital to American energy security and continued leases are essential in keeping energy flowing from this strategic national asset. Uncertainty around the future of the U.S. federal offshore leasing program may only strengthen the geopolitical influence of higher emitting—and adversarial— nations, such as Russia.”

In it s just-released 2022 Environmental, Social & Governance ( ESG ) policy, Idan Ofer’s Eastern Pacific Shipping (EPS), one of the world’s leading dry bulk carriers, lays out its “No Coal Cargo” policy. This states that EPS will not carr y coal as cargo on any of its commercially managed vessels. “With a significant portion of our commercially managed fleet being in the dr y bulk segment, we aim to play a small par t in making one of the world’s worst pollutants that much harder to access,” says EPS. Spelling out the policy in its ESG report, the company notes t hat t he 2021 Unite d Nations Climate Change Conference (COP26) resulted in the Glasgow Climate Pact. “The pac t is the first agree ment that specifically targets the phasing down of coal, which is regarded as the most significant contributor to climate change,” notes EPS. “Phasing down coal u s ag e w ill s ig ni f ic a nt l y lowe r CO2 emissions as the world transitions to cleaner energy solutions. To support this transition, vessels commercially managed by EPS will follow a No C oal Cargo Policy.” The company says it has not carried coal as cargo on its commercially managed dry bulk fleet since April 2020. It adds: “By of f ic ially im p le me nt ing a N o C o al C arg o Polic y, EPS ho p es to play a s mall role in making the commodity no longer economically viable, therefore increasing the demand for greener options. EPS’ No Coal Cargo Policy also aims to be a message to the maritime industr y that dec ar boniz ation isn’t exclusive to how we move ships — what we move also matters.”

Photo Credits:Shutterstock/Lukasz Z

EASTERN PACIFIC: “WE WON’T CARRY COAL”

UPDATE

New Inland Push Boat Goes to Work for Plimsoll Marine

R E C E N T LY D E L I V E R E D B Y T H E BLAKELY BOATWORKS SHIPYARD IN MOBILE, ALA ., to Plimsoll Marine, the

M/V Green Wave is a Subchapter M-compliant inland push boat that will operate within the Cooper Consolidated fleeting footprint, the largest fleeting footprint on

the Lower Mississippi River. Blakely BoatWorks, Plimsoll Marine and Cooper Consolidated are all members of the Cooper Group of companies. “Our team is proud to be part of the construction of the Green Wave,” said Swathin Kannalath, managing director of Blakeley BoatWorks. “Our customers expect their new vessels to meet the industry’s highest levels of compliance and we certainly met those high expectations with the delivery of Green Wave.” “We’re proud of the work Blakeley BoatWorks has done and have high expectations for the Green Wave as it begins service in the Plimsoll fleet,” said Karl Gonzales, vice president of Plimsoll Marine. “Our customers and employees now have the added satisfaction, pride, and peace of mind knowing that our fleet is home to one of the industry’s safest and most capable vessels.” Designed by Farrell and Norton, the 70- by 28-foot towboat is powered by two Caterpillar C32 800 hp. Tier 3 diesels driving a pair of Southeastern Propeller 70-inch four-bladed stainless steel propellers via two Twin Disc MGX5222 gears and delivering thrust through two J & S Machine Works

Inc. 7-inch ABS grade two propeller shafts with Thordon shaft bearings, Thordon rudder bearings, and Kemel shaft seals. Electrical power is supplied by two Caterpillar C4.4 Tier 3 generator sets. HydraForce LLC supplied the steering system for the vessel’s two 7-inch main and four 7-inch flanking rudders and also supplied a pair of Quincy reciprocating air compressors, with ventilation fans provided by Donovan Marine. Schuyler Maritime LLC supplied varying sizes of rubber fendering around the perimeter of the vessel and push knees. Stone Construction provided a Mitsubishi split duct HVAC system in all interior spaces with Blakeley BoatWorks providing all custom woodwork and interior finishes. Bozant supplied rubber-framed windows and Donovan Marine supplied a pair of Patterson 40-ton deck winches. Blakeley BoatWorks installed all electronics, communications, and an alarm system. The towboat has a capacity of 22,000 gallons of fuel, 5,200 gallons of fresh water. The vessel is outfitted with four crew staterooms, housing seven crewmembers, three baths and a full galley arrangement.

Photo Credits:Blakely BoatWorks

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UPDATE

North Virginia Blows Dust Off Potomac Ferry Plans ACCORDING TO NORTH VIRGINIA NEWS SITE INSIDENOVA, a project to

operate a commuter ferry between Woodbridge, Va., and Washington, D.C., is again under active consideration. The Potomac Commuter Fast Ferr y proposal has been in the works in some form or another since at least 2000. Now the Northern Virginia Regional Commission (NVRC) is making another attempt to turn it into reality. On Octob er 1 5 , 2 0 2 1 , i t i s su e d a re qu e s t for proposals from “qualified transportation firms having experience with ferry transport and operations, including business

case analysis, to develop a business case that will serve as the foundation for private investment in a fast ferry passenger transit service that would be designed to ser ve commuters and tourists, and that may eventually also provide freight options to the waterfront communities along the Anacostia, Potomac, and Occoquan Rivers. It is envisioned that the business case also may help justify the further investment of public funds in the project. Origin and destination locations would be in Northern Virginia, Maryland, and the District of Columbia. For this project,

the NVRC is working in conjunction with impacted stakeholders in Virginia, Maryland, and the District of Columbia.” InsideNova reports that last month, the NVRC “reached an agreement with Nelson/Nygaard Consulting Associates to develop a business case analysis for the potential ferry service that could serve as justification for further funding of the project from private investors and the localities involved. The analysis is supposed to be completed by September; afterward the commission hopes to begin discussing funding sources and possible implementation of the project.”

Harvey Gulf Adds Marine Emissions Optimization Capability H A R V E Y G U L F I N T E R N AT I O N A L MARINE has entered into a commercial

agreement to add the SailPlan marine emissions optimization platform to its fleet. The company has already seen quantifiable emissions reductions beginning with the Harvey Power, a 310-foot platform supply vessel. The addition of SailPlan makes the vessel the first PSV in North America to be equipped with

a real-time emissions optimization capability. The Harvey Power is designed to operate on LNG, electric battery power, and ultralow sulfur diesel. SailPlan will help Harvey Gulf benchmark its emissions in all three operating modes using real-world data while optimizing engine load to reduce fuel consumption and reduce emissions. With operations in the U.S. and Mexico,

Harvey Gulf will begin the program by equipping its LNG-fueled vessels fleet with SailPlan. The SailPlan emissions monitoring and optimization platform combines the realtime engine, fuel, and navigational data from vessels with weather, mapping, infrastructure, and traffic data to benchmark, optimize, and report fleet emissions.

SYSTEM SOLUTIONS FOR TUGS

American VULKAN Corporation 2525 Dundee Road | Winter Haven | FL – 33884 | Phone +1 863 324 2424 | info@vulkanusa.com

16 Marine Log // February 2022

INSIDE WASHINGTON

FMC Updated On Detention and Demurrage and More

he Federal Maritime Commission (FMC) was briefed late last month on efforts to address detention and demurrage charges, improve supply chain data transparency, and on an ongoing investigation of Canadian government regulations that affect U.S. flag Great Lakes shipping. The FMC was also advised of the work its area representatives are doing at locations key to shipping around the country. Lucille Marvin, FMC managing director, is leading both the VesselOperating Common Carrier (VOCC) Audit Program and VOCC Audit Team, told commissioners that detention and demurrage issues remain persistent, but direct engagement with ocean carriers is yielding progress in changing behavior and practices. As a result of the team’s initial review of carrier data last

year, the VOCC Audit Team urged carriers industry wide to adopt detention and demurrage best practices. Since then, several carriers have restructured website information, created streamlined dispute resolution processes, and developed more structured documentation regarding their detention and demurrage policies. While commissioners expressed concern about audit team data that showed carrier revenues from detention and demurrage charges were up sharply over 2021, FMC staff made clear this is not an unexpected development given record volumes of trade and congestion throughout the U.S. supply chain. Additionally, chassis shortages, insufficient warehouse space, and some shippers abandoning cargoes are contributing to the issuance of detention and demurrage charges. During the closed session, FMC staff provided a brief on a draft

Advance Notice of Proposed Rulemaking (ANPRM) that will be presented to the Commission soon. The draft ANPRM would seek comment on whether the commission should require common carriers and marine terminal operators to include certain minimum information on, or with, demurrage and detention billings. Commissioner Rebecca Dye proposed issuance of this ANPRM as one of the recommendations contained in her Fact Finding 29 Interim Report issued to the commission in July 2021. Commissioner Carl Bentzel updated his colleagues about the Maritime Transportation Data Initiative he is leading. This initiative has three key goals: cataloging the status quo in maritime data, storage, and access across the transportation chain; identifying key gaps in data definitions/classification; and developing recommendations for common data standards and access policies/protocols.

February 2022 // Marine Log 17

TTB

In partnership with

TUGS TOWBOATS BARGES

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Readying the Fleet and Workforce for the Future

Presented by

The only event dedicated exclusively to the tug, towboat and barge markets Marine Log’s TTB, in partnership with The American Waterways Operators, will help prepare the industry for the future. Learn to navigate the shifting market and regulatory demands the tug, towboat and barge industries are facing — from a shortage in skilled labor, to maximizing productivity, to keeping up with the latest technology available to the market. Network in person with tug and towboat owners, operators, builders, designers, and stakeholders. OUR SPONSORS FIRE PROTECTION EXPERTS HillerFire.com

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JENNIFER CARPENTER President & CEO, AWO

BUILDING A HYBRID TUG: THE SPARTAN

GARRET RICE President, Master Boat Builders Inc.

RECRUITMENT, RETENTION, DIVERSITY

KASEY ECKSTEIN Founder, Women in Maritime Operations

RECRUITMENT, RETENTION, DIVERSITY

DEL WILKINS President, Illinois Marine Towing; VP, Canal Barge

HOW TECH IS SHAPING THE FUTURE OF TUGS & TOWBOATS

CURT LEFFERS Dir. R&D, Crowley Engineering

TUG CREWING & SALARY SURVEYS

MATT FUHRMAN CEO, Core Group Resources

ADJUSTMENTS TO ESCORT TUG DESIGN

RECRUITMENT, RETENTION, DIVERSITY

THE CURRENT REGULATORY LANDSCAPE

M/V HYDROGEN ONE - FIRST OF-ITS-KIND TOWBOAT DESIGN

JENNY JOHNSON ANDREW WHITE Dir. of Labor Experience & Sr. Operations Mgr. – Recruitment, Crowley Savannah, Crescent Towing

CAITLYN STEWART VP – Regulatory Affairs, AWO

HOW TECH IS SHAPING THE FUTURE OF TUGS & TOWBOATS

MICHAEL COMPLITA Principal, EBDG

Full Agenda Online

DAVE LEE VP Sales – Global Workboat Responsible, ABB Marine & Ports

LEARN MORE www.marinelog.com/ttb

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TUGS TOWBOATS BARGES

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

TUESDAY, MARCH 29 8:00 am

Attendee Registration / Continental Breakfast

12:30 PM Lunch Sponsored by W&O Supply

9:00 am

Keynote: Jennifer Carpenter, President & CEO, AWO

2:00 PM

9:20 AM

Workforce Panel: Recruitment, Retention & Diversity Del Wilkins, President, Illinois Marine Towing; VP, Canal Barge; Chairman, AWO Jenny Johnson, Dir. of Labor Experience & Recruitment, Crowley Kasey Eckstein, Founder, Women in Maritime Operations (WIMOs)

2:25 PM

10:20 AM

Sponsor Spotlight: Autonomy & Forwarding the TTB Workforce Arthur Seaman, Captain & Product Manager, Government & Compliance, Sea Machines

10:30 AM

Coffee Break

11:00 AM

M/V Hydrogen One—First-of-its-Kind Towboat Design Michael Complita, PE, PMP, Principal in Charge, Elliott Bay Design Group Bryan Reid, Chief Sales Officer, RIX Industries

11:30 AM

Panel: How Technology is Shaping the Future of Tugs & Towboats Dave Lee, VP Sales – Global Workboat Responsible, ABB Marine & Ports Curt Leffers, Dir. R&D, Crowley Engineering Services Jack Nash, Analyst, Maritime Partners Ferhat Acuner, Navtek

New Container-on-Barge Innovations Neal Langdon, EVP—Sales, Arcosa Popular Demand—Escort Tug Design Adjusts as Ships Get Larger Andrew White, Sr. Operations Mgr.— Savannah, Crescent Towing

3:10 PM

Coffee Break

3:40 PM

The Current Regulatory Landscape for Tugs & Towboats Caitlyn Stewart, VP—Regulatory Affairs, AWO

4:10 PM

Top Women in Maritime Every year, our editorial team carefully selects 20 women of varied backgrounds, ages and locations based on nominations submitted by those in the industry.

4:40 PM

Cocktail Reception Sponsored by The American Equity Underwriters Inc.

5:40 PM

Conference Day 1 Ends

WEDNESDAY, MARCH 30 8:00 AM

Continental Breakfast

9:00 AM

Workforce Panel: Training & Education Rick Schwab, Sr. Dir., Workforce Development & Education, Maritime & Industrial Training Center, Delgado Community College Stephen Polk, Director, SCI’s Center for Maritime Education Capt. Dave Mackey, Department Chair, Massachusetts Maritime Academy

10:00 AM

Tug Crewing & Salary Surveys Matt Fuhrman, CEO, Core Group Resources

10:30 AM

Coffee Break

11:00 AM

Sponsor Spotlight: ABB Inc. Marine & Ports

11:10 AM

Building a Hybrid Tug: The Spartan Garret Rice, President, Master Boat Builders Inc.

11:40 AM

Offshore Opportunities for Tug & Barge Sector Speaker TBA soon

12:10 PM

Conference Sessions End

1:45 PM

Depart from Hotel for Tour of Austal USA Shipyard

4:45 PM

Return to Hotel / Conference Day 2 Ends

AUSTAL USA TOUR TTB 2022 guests have the unique opportunity to visit Austal USA, one of the country’s premier military defense shipyards specializing in the design, construction and support of military and commercial vessels. Space will be limited to 80 guests, who will board two buses at the Renaissance Mobile Riverview Plaza Hotel and head to Austal USA’s shipyard in Mobile for a guided tour. Buses will tour the outside of the Module Manufacturing Facility, where guests will go around the perimeter of the final assembly bays to see where the future USNS Cody (EPF 14), USS Augusta (LCS 34), and the Kingsville (LCS 36) are being erected. Attendees will also tour the vessel completion yard, where the future USS Canberra (LCS 30) and USS Santa Barbara (LCS 32) are berthed in preparation for sea trials and delivery. In addition, attendees will visit Austal USA’s ship repair facility, where Facility Director Harley Combs will demonstrate the improvements Austal USA has made and explain what repair capabilities are available to customers. Austal USA entered the steel shipbuilding market in 2021, breaking ground on the company’s steel manufacturing line and positioning the company to start production in April 2022. The 117,000-square-foot manufacturing addition will house the latest state-of-the-art computerized and robotic steel processing equipment specified to handle all of the current and future demands of the U.S. Navy and the U.S. Coast Guard.

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

TTB

TUGS TOWBOATS BARGES

Exhibitor Preview

PLATINUM

GOLD

Longshore Mutual Association Ltd., a group

ABB MARINE & PORTS

AUSTAL USA

U.S. Department of Labor for waterfront

Stricter environmental regulations and an increased demand for efficient operations are driving changes to the traditional coastal and inland water transportation. ABB’s proven hybrid and fully electric solutions are designed for cost-efficient and hassle-free operations throughout the lifetime of the vessel, while protecting our surroundings. new.abb.com/marine

NAVTEK Over 40 years, NAVTEK has grown into a specialist naval engineering, design and shipbuilding company, guided by a commitment to technological excellence and an innovative, forward-looking approach. NAVTEK is a highly experienced company in the maritime sector and in innovative marine technologies—including energy, fully electric marine vessels, renewable energy, and low carbon shipping-port development. NAVTEK is

Austal USA’s West Campus Ship Repair facility is in Mobile, Alabama, on 15 acres, 30 miles from the Gulf of Mexico, with a 20,000-ton Panamax-class floating dry dock. The facility includes 100,000-square-feet of covered fabrication area with an outside fabrication area of 300,000-square-feet, and mooring of vessels up to 1,000 feet in length. www.austalusa.com

BERGAN MARINE SYSTEMS For over 46 years, Bergan Marine Systems has designed, manufactured, and serviced our innovative and reliable tank level, alarm, monitoring and automation systems for the marine industry. Our products are manufactured in Pensacola, Florida, with aftermarket support from our office in Houston and field service technicians around the country. berganmarinesystems.com

self-insurance fund authorized by the employers in all 50 states under the United States Longshore and Harbor Workers’ Compensation Act. AEU provides best-inclass services, including claims handling, loss control, longshore consulting, and other support. www.amequity.com

W&O SUPPLY (LUNCH) W&O is one of the largest suppliers of actuated valves, valves, engineered products, pipe and fittings to the marine market. W&O is the only global maritime products supplier with distribution points that span the U.S., Asia and Europe through a branch network, headquartered out of Jacksonville, Florida. www.wosupply.com

SILVER CHRISTIE & GREY, INC. A worldwide leader in providing innovative,

an R&D-based company committed to

THE HILLER COMPANIES

highly engineered solutions in noise, shock

transforming carbon-intensive shipping to

Hiller provides fire protection and life

and vibration control since 1914. We have

near-future zero-emissions.

safety offerings that preserve lives and

a wealth of experience in the defense,

www.navtek.net

property around the world. Headquartered

industrial, marine, rail and construction

in Mobile, Alabama, Hiller extends its reach

sectors using both our standard range of

globally from over 25 offices across the U.S.

products and bespoke solutions to meet

From design and installation to inspections

our customers’ needs and help to provide

and service, we offer an extensive range of

solutions which exceed their expectations.

solutions for marine environments.

www.christiegrey.com

SEA MACHINES Sea Machines is the leader in the development of autonomous command and control technology and longrange computer vision perception for the maritime industry. By leveraging sensor expertise, artificial intelligence and machine learning, we have created technology at the forefront of groundbreaking advancements in the maritime space. www.sea-machines.com

hillerfire.com

SOCIAL FUNCTIONS AMERICAN EQUITY UNDERWRITERS INC. (COCKTAIL RECEPTION) With headquarters in Mobile, Alabama, The American Equity Underwriters, Inc. serves as program administrator for American

ELKON Elkon was established in 1980 to design, manufacture, integrate and commission electrical equipment and automation systems for the maritime industry. elkon has projects in nine countries outside of Turkey and a subsidiary in Norway to serve shipowners. With about 70 engineers in total, elkon offers efficient solutions for

hybrid and all electric marine projects

support throughout the entire asset life

powerful engines and systems are trusted

including tug boats, fishing vessels, yachts,

cycle.

around the world.

cargo vessels, ferries, and Navy projects.

www.iss-na.com

www.mtu-solutions.com

elkon-tr.com

KARL SENNER, LLC

SCHOTTEL, INC.

ELLIOTT BAY DESIGN GROUP

Karl Senner, LLC is a premier distributor,

SCHOTTEL is the premier global supplier of

Elliott Bay Design Group is a full-service,

integrator, and service provider of

azimuthing propulsion and maneuvering

employee-owned naval architecture and

propulsion and electrical systems.

systems for vessels in any market

marine engineering firm that supports

Additionally, the company is the exclusive

segment. In 2021, we celebrated our

owners, operators and shipyards. Our team

sales and service representative for

100-year anniversary; a testament to our

of naval architects, engineers, designers,

REINTJES Marine Gearboxes throughout

commitment to quality, strong engineering

certified weld inspectors, and analysts have

North America. Karl Senner, LLC provides

and our long-term pledge to our customers

expertise with designing vessels and marine

the maritime community with the highest

for aftermarket support with parts and

facilities, providing engineering support

quality marine propulsion equipment.

service.

for fleets of vessels and analyzing the

Premium products backed by superior

www.schottel.com

feasibility of marine transportation.

service allow Karl Senner’s customers to

www.ebdg.com

optimize vessel performance, safety and

GREAT LAKES POWER

operating hours.

SHIPCONSTRUCTOR USA, INC. SSI develops Autodesk-based solutions

karlsenner.com

for the shipbuilding and offshore industry. an AutoCAD-based CAD/CAM suite.

dealing with a wide range of heavy-duty

MOTOR-SERVICES HUGO STAMP, INC. (MSHS)

marine vessels. Our 12 branch locations

MSHS specializes in diesel engine

native DWG platform and the global

are stocked with an extensive inventory

products and services. From engines to

pools of experience provided by the

of OEM products, parts, control systems,

turbochargers, waterjets to generators,

world’s most popular CAD platform.

and marine accessories from leading

filtration to control systems, compressors

SSI combines this with industry specific

marine manufacturers each staffed with

to deck equipment and the instrumentation

standards, terminology, and best practices.

factory-trained and certified technicians,

and automation in between, MSHS sells

IT expertise is also applied to ensure the

strategically positioned to quickly

and services the finest products in their

ability to share engineering data with other

service our customer base with 24/7 call

class. Our staff is factory-trained and their

business processes and applications such

capabilities. Great Lakes Power manages

many years of experience means they can

as MRP, ERP or PLM tools. Shipbuilders,

one of the largest Twin Disc marine

solve most service problems on the work

naval architects, and marine engineers trust

gear inventories in the world and has an

bench and on-site.

SSI solutions on a broad range of projects.

extensive inventory of re-build marine units

www.mshs.com

www.ssi-corporate.com

MOXIE MEDIA, INC.

STEERPROP

Moxie offers an onboard Learning

Steerprop is a leading designer and

Management System paired with hundreds

manufacturer of azimuth propulsion

of maritime-specific eLearning courses

INDUSTRIAL SERVICE SOLUTIONS

systems for the most demanding

allowing mariners to train, track, and

applications and toughest conditions.

report the compulsory courses and policies

Since our founding in Finland in 2000, we

Industrial Service Solutions is uniquely

employers need to stay in compliance

have delivered fit-for-purpose propulsion

positioned to provide a product and

with regulations including Sub M, RCP,

units for hundreds of vessels working in the

service level equivalent to an OEM, but

USCG and IMO.

arctic, offshore, tug, workboat and cruise

quicker and more cost-effective. We offer a

www.moxielearning.com

industries.

Great Lakes Power provides power transmission solutions to customers

and parts to offer our customers costeffective alternatives to get up and running FAST. www.glpower.com

broad set of coordinated service solutions for critical-to-process equipment across a diverse set of industries and markets including but not limited to electrical integration, electric motor manufacturing, control system design and manufacture, and general contracting services. Our nationwide footprint coupled with regional service and supply shops, provide total

MTU – A ROLLS-ROYCE SOLUTION Rolls-Royce provides world-class power solutions and complete life-cycle support under our product and solution brand mtu. Through digitalization and electrification, we strive to develop leading-edge solutions that are robust, reliable, and smart. Our

SSI’s flagship software is ShipConstructor, These solutions take advantage of the

steerprop.com

BRONZE AMERICAN VULKAN CORPORATION American VULKAN Corporation (AVC) serves the marine market with flexible coupling, resilient mounts, and composite

TTB

TUGS TOWBOATS BARGES

Exhibitor Preview

shafting. We can do in-house TVAs to

satisfaction, Conrad is well positioned to

industry. We provide naval architecture

support the selection process, as well as

provide cost-effective solutions to complex

and marine engineering services for

on-site installation and alignment with our

shipbuilding challenges.

tugs, barges, commercial fishing vessels,

service technicians.

www.conradindustries.com

dredgers, cargo vessels, workboats,

www.vulkan.com

passenger vessels and government/military

Bristol Harbor Group, Inc. (BHGI) is a

DELGADO COMMUNITY COLLEGE MARITIME & INDUSTRIAL TRAINING CENTER

full-service naval architecture, marine

The Maritime and Industrial Training

engineering and consulting firm located

Center at Delgado Community College

on the harbor in Bristol, Rhode Island. We

has earned a national and international

have been in business for over twenty-

reputation for providing high quality

JONRIE INTERTECH, LLC

five years and have produced numerous

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28 Marine Log // February 2022

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February 2022 // Marine Log 29

ENGINES & PROPULSION Full-scale tests are being carried out by the Wärtsilä’s engine laboratory team in Finland to assess the optimum engine parameters for running on hydrogen and ammonia fuels.

ENGINES WILL BE READY

f you drive a Tesla in some states in the U.S., much of the time it will essentially be coalfired, while if you drive it in France, it will mostly be nuclear-powered. What’s all this got to do with marine power and propulsion? Quite a lot. Electricity is only as green as the energy used to produce it—and so are the main future fuels being targeted by the marine industry: ammonia and hydrogen. Currently, most ammonia is produced by converting natural gas (or LPG) into gaseous hydrogen that is then combined with nitrogen, using what’s called the Haber-Bosch process, to produce ammonia. This all uses prodigious amounts of energy and produces prodigious quantities of greenhouse gas (GHG). The take away: if you burn conventionally produced ammonia in a marine diesel, you’re about as eco-friendly as the guy with the coal-powered Tesla. The major market for ammonia is fertilizer and the need to decarbonize agriculture is driving urgent efforts worldwide to produce green ammonia (and hydrogen) by what are generally called Power-to-X electricity conversion, energy storage, and reconversion pathways that make use of renewable energy, such as that generated

26 Marine Log // February 2022

by offshore wind. So, green ammonia is on its way, but is not quite here yet.

Methanol: Bridge to the Future? Nearer term, shipowners placing orders today are focusing on “bridging” fuels, with orders for LNG-fueled newbuildings accounting for a growing share of the market. However, LNG is not the only option. Container shipping giant Maersk made headlines last month when it announced that it has pushed the net-zero GHG target for its whole business forward to 2040. It has also set 2030 targets aimed to achieve significant emissions reductions within the current decade. So far as its future fleet is concerned, Maersk is putting its money not on LNG but on methanol and, specifically, carbon-neutral green methanol, or e-methanol, produced using renewable energy. Thus far it has lined up two sources. One of these is REintegrate, a subsidiary of the Danish renewable energy company European Energy, which is to establish a new Danish facility to produce the approx. 10.000 tonnes of carbon neutral e-methanol that Maersk’s first vessel with the ability to operate on green e-methanol will consume annually. The other

is California-based biofuels start-up WasteFuel, which converts municipal trash and agricultural waste into low-carbon fuels, renewable natural gas, and green methanol. Maersk’s first methanol-fueled ship, ordered in July last year at Hyundai Mipo Dockyard, is a 172-meter (564-foot) feeder vessel with a dual-fuel engine technology that will enable it to sail on either methanol or traditional very low sulfur fuel. Maersk followed that order up by announcing that, in the first quarter of 2024 it will introduce the first in a series of up to 12 large ocean-going containerships capable of being operated on carbon neutral methanol. Hyundai Heavy Industries will build the 16,000 TEU vessels and the initial agreement for eight ships includes an option for an additional four vessels in 2025. The ships’ methanol propulsion configuration has been developed in collaboration with MAN Energy Solutions, Hyundai (Himsen) and Alfa Laval and represents a significant scaleup of the technology from the previous size limit of around 2,000 TEU. The vessels’ MAN B&W 8G95ME-LGIM (-Liquid Gas Injection Methanol) engines for the ships. The “95” in the designation indicates the cylinder bore in centimeters, And at

Photo Credit Wärtsilä Corporation

WHEN GREEN FUELS ARRIVE

ENGINES & PROPULSION 95 centimeters it is a significant upgrade on the existing 50-centimeter bore ME-LGIM engines in the MAN Energy Solutions portfolio. Hyundai engines will be the largest methanol-fueled engines built thus far and Maersk says the additional capital expenditure (CAPEX) for the dual fuel capability, which enables operation on methanol as well as conventional low sulfur fuel, will be in the range of 10-15% of the total price. The 350- by 53.5-meter ships will look significantly different from previous large container vessels. The crew accommodations and bridge will be located at the bow to enable increased container capacity. The exhaust stack will be in the aft, and only on one side of the vessel, providing further space for cargo. The separation between accommodations and stack will also improve efficiency when in port. According to Maersk, the design allows 20% improved energy efficiency per transported container, when comparing to the industry average for vessels in this size.

Photo Credit MAN Energy Solutions

WinGD Committed to Clean Fuels Winterthur, Switzerland, headquartered engine designer WinGD says that its engines will be able to run on methanol and ammonia from 2024 and 2025 respectively. Its multi-fuel solutions will be based on its established diesel-fueled X engines and dualfuel X-DF engines. Both X and X-DF engine series are already compatible with low-carbon fuels—liquid biofuel or biogas respectively. As one example, says WinGD, tanker operator Terntank bunkered and operated its X-DF engines on liquefied biogas as long ago as 2018. The full, long-term use of carbon-neutral or zero-carbon fuels is the next step on this pathway. WinGD says that its engines can already be optimized in line with IMO’s incoming Carbon Intensity Index (CII) and Energy Efficient Design Index for Existing Ships (EEXI), with hybridization of the power arrangement being one option for achieving this. WinGD offers system integration services that maximize fuel efficiency by selecting and sizing hybrid components and the electrical system in parallel with the main engine. The timeframe for ammonia and methanol capability is part of the company’s wider ambition to grow sales of multi-fueled engines capable of operating on carbon-neutral fuels to 50% of the company’s orderbook by 2030. It says this is in line with the industry predictions of when these fuels will be available at scale and a viable fuel choice for deep-sea vessels. “By 2030, many of the ships that will be sailing in 2050—the date of IMO’s greenhouse gas emission reduction target—will already have

been ordered,” said Volkmar Galke, director of global sales, WinGD.

Wärtsilä on Ammonia and Hydrogen Wärtsilä’s future fuel development work includes full-scale engine tests have been recently carried out in Wärtsilä’s engine laboratory in Vaasa, Finland, to assess the optimum engine parameters for running its medium speed fourstroke engines on ammonia and hydrogen. It says test results are “very encouraging,” with one test engine performing very well when running on a fuel with 70% ammonia content at a typical marine load range. Testing will continue with the aim of defining the most feasible internal combustion engine-based solutions for both power plant and marine application. For the power plant sector, Wärtsilä expects to have an engine and plant concept for pure hydrogen operation ready by 2025. For the marine market, the company anticipated having an engine running on an ammonia blend by the end of 2021 and having an engine concept with pure ammonia fuel in 2023. The company has already gained significant experience with ammonia from designing cargo-handling systems for liquid petroleum gas carrier vessels, many of which are used to transport ammonia. In addition, Wärtsilä will begin testing ammonia in a marine four-stroke combustion engine together with

customers Knutsen OAS, Repsol Norway, and Equinor at the Sustainable Energy Catapult Center in Stord, Norway, as part of the Demo2000 project.

MTU Commits to Methanol Rolls-Royce’s Power Systems business is currently working on MTU engines for use with methanol. The new high-speed four-stroke engines, which are based on proven MTU technologies, are planned to be available to customers as soon as possible for use in commercial ships and yachts. Rolls-Royce says, “unlike ammonia, methanol is not highly toxic and is environmentally safe. The combustion of methanol in a pure methanol engine can be climate-neutral with significantly reduced nitrogen oxide emissions, thus eliminating the need for complex SCR exhaust gas aftertreatment. Methanol tanks can be flexibly arranged in the ship and require significantly lower safety measures compared to hydrogen or ammonia.” Another advantage of methanol, adds RollsRoyce, is that it is not only suitable for use in combustion engines (both Diesel and Otto), but also in combination with emission-free fuel cells: With the help of a reformer, hydrogen can be produced from methanol, which can then be used in fuel cells to generate electricity. This is particularly attractive for ships that do not have sufficient space for hydrogen tanks.

MAN B&W 8G95MELGIM engines in 16,000 TEU Maersk ships will be largest methanolburning engines yet. The “95” in the designation indicates the cylinder bore at 95 centimeters is a significant upgrade on the company’s existing 50-centimeter bore ME-LGIM engines in the MAN Energy Solutions portfolio.

February 2022 // Marine Log 27

FISHING VESSELS ON THE DECK, IN THE WHEELHOUSE

The M/V Samantha Trueheart towboat was built and designed by Diversified Marine Services in Bourg, La.

ON THE DECK, IN THE WHEELHOUSE

hat’s going on inside— and on—some of the newbuild vessels recently delivered? It’s all about the latest features related to maritime business profitability, environmental considerations, the comfort of crewmembers, and leading the way in vessel technology. Through partnerships of vessel owners, vessel designers and shipbuilders, new technology and amenities are helping to produce vessels with spacious interiors, hybrid engines and other modern day systems that are faster, more fuel efficient, and more comfortable for crew members than ever before. That’s the point— and the point is not lost on the mariners who are working on these vessels. Marine Log took a look at some of these 28 Marine Log // February 2022

vessels to see how maritime professionals are teaming up to create state-of-the art technology that is changing how mariners work.

New Pilot Boat The Bermuda Government’s Department of Marine and Port Services has returned to Gladding-Hearn Shipbuilding, Duclos Corporation, for a new Chesapeake Class pilot boat. The Somerset, Mass., shipyard previously built a 61-foot pilot/rescue vessel for the port service in 2011. With a deep-V hull designed by Ray Hunt Design, the new all-aluminum pilot boat will be built to Lloyd’s Register class. Delivery is scheduled for early 2023. The vessel will measure 52 feet, 11 inches in overall length, with a 15-foot, 10-inch beam and a 4-foot, 8-inch draft.

Top speed is expected to reach 22 knots. It will be powered by twin Caterpillar C-18 diesel engines, each producing 670 bhp at 2,100 rpm and turning a pair of 5-blade Brunton NiBrAl propellers via ZF 500-1-A gear boxes. Electrical requirement will be met by a 9 kW Northern Lights genset. The vessel’s wheelhouse is set aft of amidship on a flush deck. With forward-leaning front windows, the wheelhouse, with a center helm, will be outfitted with four Norsap shock-mitigating reclining seats, a baggage rack, settee and cabinetry. The forecastle will include an enclosed head and a split settee/berth with storage below for safety gear. The vessel’s interior will be cooled by two 16,000 Btu reverse-cycle Marine-Air air conditioning units.

Photo Credit: Tracy Adams

By Jonathan Hawes

FISHING VESSELS ON THE DECK, IN THE WHEELHOUSE Outside, a ladder on the back of the wheelhouse will provide access to the roof. A Harken TR-31 safety rail track system will be installed on the wheelhouse handrail. A boarding ladder and a set of recessed steps at the transom will assist in pilot rescue operations.

M/V Samantha Trueheart Fleeting and fuel service provider Lydia Ann Channel (LAC) Fleet, Rockport, Texas, christened the M/V Samantha Trueheart, a 78- by 34-foot towboat, in a ceremony late this past fall. The 2,000-hp. vessel was built and designed by Diversified Marine Services in Bourg, La. The twin-screw towboat includes a pair of Cummins QSK38 Tier 3 engines from Cummins Mid-South mated to Twin Disc 540 reduction gears with a ratio of 7:1 from Sewart Supply. Texas Wheel Works supplied the towboat’s Sound Dominator 78- by 68-inch propellers. The main shafts are 7-inch Aquamet stainless steel, and the rudder shafts are 8-inch Aquamet stainless steel. Ship service power aboard the new boat comes from a pair of Cummins 85 kW generators, also from Cummins Mid-South. Durweld keel coolers provided by East Park Radiator cool the vessel’s engines. Unlimited Control & Supply furnished the vessel’s engine alarms, fire detection system, general alarm, pilothouse alerter system, fire pump control and switchboard. Dale’s Welding supplied the vessel’s Wärtsilä seals, and Donovan Marine supplied its Duramax Marine bearings, wastewater treatment system and fire safety equipment. The boat’s steering system is from Pneumatics Specialties, and International Marine Systems supplied its electronics and communications equipment. M&M supplied the vessel’s fendering, while International supplied its paint. The vessel features two 40-ton Patterson deck winches supplied by Johnny’s Propeller. The vessel’s crew accommodations include five bedrooms and four bathrooms. The Samantha Trueheart has tankage for 40,000 gallons of fuel, 10,000 gallons of potable water, 1,200 gallons of engine oil, 450 gallons each of gear oil and dirty oil, and 165 gallons of hydraulic oil.

of the foredeck and bow transfer station for personnel transfer. According to Chartwell Marine, the vessel has the largest windows on the market, and also has a spacious foredeck, which eases fitment of containers, without compromising viewing by mariners. “HST Ella hosts a large saloon space, fitted out using modern furnishings, low-level and high-level LED mood lighting, and stateof-the-art High Speed Craft Code reclining seating,” said Andy Page, director and naval

architect for Chartwell Marine. The newly built aluminum-hulled catamaran features, most prominently, significantly more space for crew comfort and operations. “There is a lot of space onboard, and a variety of media services onboard, multiple coffee machines, comfortable seating throughout and dedicated sleeping accommodations with en-suites,” Page said. A variety of factors were considered to inform the design of the HST Ella. Chartwell

HST Ella UK-headquartered HST Marine recently took delivery of the HST Ella, by Southampton, U.K.-based naval architect Chartwell Marine. It it’s a hybrid version of the Chartwell 24 offshore wind crew transfer vehicle design. Delivered by Isle of Wight shipbuilders Diverse Marine, the HST Ella has a 360-panoramic wheelhouse with maximized visibility

m Ipsum www.lignumvitaesolutions.com • 804-372-6206 February 2022 // Marine Log 29

FISHING VESSELS ON THE DECK, IN THE WHEELHOUSE Marine worked with developers, turbine manufacturers and operators to ensure that the vessel was designed in accord with regulations, operational requirements, and operational efficiency in mind. It differs from similar models in its speed, energy efficiency, and environmentally friendly design. As the first Hybrid CPP in the Chartwell CTV range, the vessel is capable of 10 knots using electric power (with zero emissions), and 30 knots on diesel

power. When on electric, the vessel makes passage at 46dB, said Page. “It delivers significant bollard push, which together with its superior hull form allows it to transfer technicians in rougher sea conditions to competing vessels of similar or greater length. In addition, as a hybrid CPP vessel it is operating day to day with 22% less CO2 output, compared to competing vessels,” Page said. HST Ella is one of a group of five currently

Interior view of the Kyle Smith wheelhouse. operational Chartwell CTVs. Another five vessels to be built by next spring will join that group of vessels.

UNCOMPROMISED

CONTROL

HT Series

Low Submergence Requirement Small Hull Penetrations Auxiliary Propulsion/ “Take Home” Capability

Ample space for a sizable crew plus more features characterizes a recently built towboat by Eymard Marine Construction. The MV Kyle Smith was built for Maritime Partners and is the second of two 2,000 horsepower towboats it has recently created. Entech designed the vessel. Kyle Smith’s pilothouse eye level is 33½ feet. The vessel is the sister ship of MV Chris Miller, and easily accommodates several crewmembers. “The vessel can accommodate seven crew members comfortably, and features five staterooms and four bathrooms,” said Lisa Eymard, Wheelhouse Electronics built Kyle Smith’s electronics package, and American Fire Safety & Supply created the galley fire suppression system. Donovan Marine provided additional firefighting equipment on board, and Dale’s Welding supplied the aluminum doors. “The equipment on this vessel is Subchapter M certified,” Eymard said.

Effective Thrust in Currents JT Series

Waterjet Bow/Stern Thrusters Up to 2,200HP

Proudly Made in the USA!

New launch is set for delivery in early 2023. 30 Marine Log // February 2022

Photo Credit: (Top) Eymard Marine Construction and Maritime Partners ; (Bottom) Gladding-Hearn

M/V Kyle Smith

MARINE INSURANCE Massive losses, such as that of the Wakashio, drive up the cost of marine insurance.

MARINE INSURANCE: OWNERS GET SET TO PAY MORE

Photo Credit: Mobilisation Nationale Wakashio

bout all that seems certain about mar ine insurance in the year ahead is that shipowners will be paying more for it: par ticularly P&I (protection and indemnity) cover. Around 90% of world ocean tonnage is protected against liability claims through the mutual 13 mutual insurance shipowners clubs that make up the International Group of P&I Clubs. Each International Group club is an independent, not-forprofit mutual insurance association, providing cover for the members who own it against third party liabilities arising out of the use and operation of ships. Though they compete with each other, the clubs share their large loss exposure through the International Group’s pooling and reinsurance arrangements works and, when really big claims hit, pretty much everyone feels the pain. The Ever Given incident underscored how large P&I exposures can be, with the Suez Canal Authority initially demandi n g $ 1 b i l l i o n f o r t h e re l e a s e o f t h e vessel. Though the final settlement figure has yet to be disclosed, it is likely to have been hefty. Another whole slew of

COVID-related claims have been hitting the clubs. And, in one way and another, the stage has been set for the costs of P&I cover to rise significantly during the 2022 renewal season. On December 9, 2021, one leading International Group member, the Swedish Club, announced a general Increase of 12.5 % for 2022, calling it a move “which reflects the unique challenges currently faced by the P&I insurance market. In line with other members of the International Group, and with a backdrop of pricing inadequacy in the P&I sector, the board agreed this necessary step to maintain the long-term strength of the club. At the meeting, Managing Director Lars Rhodin told board members: “2021 has not only been a ver y volatile year for claims, but we have also seen more COVID related claims coming into the system, in addition to claims drivers relating to legislation, social inflation and claims inflation. In this changed scenario, premiums need to be adjusted in line with exposures. This challenging environment requires a steady hand, and our aim is to be prudent, thus continuing to provide our members with the stability

and excellent claims handling that they have grown to expect from us.” P&I is a unique market in several ways, not least in that club members do not pay fixed premiums but “calls.” In a bad year for claims, members will be required to pay a supplemental call. In a good year, the call for the following year will be reduced. The fact that P&I cover is mostly prov ided by shipow ner-controlled clubs makes it very different from other types of marine cover provided through commercial insurers. While the mutual clubs have very reason to keep their calls as low as they can, commercial insurers live and breathe to see premium income rise. In a competitive market, though, getting rates to a level where loss ratios are manageable is not that easy.

IUMI: Positive Market Developments In its most recent analysis of marine insurance trends, released in September 2021, the International Union of Marine In su r a n ce ( I U M I ) re p or te d p o s i t ive market development from most insurance lines except P&I, and from most February 2022 // Marine Log 31

MARINE INSURANCE results have improved in 2019/20 across all regions and this is largely due to the st rengthened premium base coupled with a very low claims impact,” continued Seltmann. “This is a positive trend but as this recovery started from a very low base it is not yet clear if the current improvement will be sustained in future years to give more predictability for shipowners, cargo owners and insurers. The recent claims environment has been relatively benign, which needs to be seen in connection with reduced activity in some shipping segments in 2020 (cruise, container trades) as a reaction to COVID measures. With the economy recovering and shipping and offshore activity increasing, it can be expected that both claims frequency and severity will also rise again.” Remember, those remarks were made back in September of last year and reflected statistics for 2020. Since then, of course, we have indeed seen an uptick in activity. We will have to await this year’s IUMI report to see what this has meant for claims. Meantime, a couple of other things to note from the 2021 report are that in the largest sector of the market, cargo, the global premium base for the cargo market for 2020 was reported to be $17.2

billion—a 5.9% increase from 2019. Loss ratios improved in 2019/2020 returning the cargo sector to technical break-even for the first time in many years. IUMI noted that the trend of storing large amounts of cargo at single sites or on single vessels exposes high values to natural catastrophe or man-made events that could easily result in costly claims. In the Ocean Hull market, global premiums increased in 2020 by 6% to $7.1 billion and, in general, noted IUMI “loss ratios for 2019/2020 ... improved across all regions returning the ocean hull market to a technical break-even position after experiencing many years of unsustainable results.” IUMI cautioned, “shipping’s return to full activity might negatively impact that position and noted that “of particular concern is that the frequency of onboard fires does not decline contrar y to the overall claims frequency. This is particularly true for large container vessels. “Statistically, these vessels are more prone to fire due to the large quantities and variation of cargo being carried; as well as the challenges inherent in fighting a fire on such a large vessel at sea. Containership fires affect seafarers, the environment, and cargo, hull and liability insurance and must be urgently addressed.”

Insurance market sectors in terms of premium income (Liability does not include International P&I Group cover).

32 Marine Log // February 2022

Photo Credit: IUMI

geographic regions, stemming from “an increased premium base, an extraordinary low claims frequency and a better-thanexpected economic bounce-back from the initial effects of the pandemic.” Marine underwriting premiums for 2020 were estimated to be $30.0 billion, a 6.1% increase from 2019. Global income was split by region: Europe 47.7%, Asia/ Pacific 29.3%, Latin America 9.3%, North America 7.7%, Other 6.0%. By line of business, cargo continued to represent the largest share with 57.2% in 2020, hull 23.8%, offshore energy 12.1% and marine liability (excluding International Group P&I) 6.8%. “We are reporting an increase in absolute premiums for 2020 in both the hull and cargo markets,” said Astr id Seltm a n n , v i ce - ch a i r o f I U M I ’s Fa c t s & Figures Committee. “These are derived as a combination of volume—trade, values, global fleet size—and rates per insured unit. It appears that the European market bottomed-out in 2019 and is now strengthening again; and the Asian market continues to enjoy a year-on-year increase that began in 2016. We see this primarily as a market reaction to the depleted premium base experienced in preceding years.” “In general, cargo and hull underwriting

Q&A

Photo Credit: Volvo Penta

The new 34.4-meter hybrid CTVs— MHO Asgard and MHO Apollo—are being employed by MHO-Co for the Hornsea Project 2 offshore wind farm in the North Sea.

Q&A: T h e U. S . o f f s h o re w i n d industr y is a hot topic for American shipyards that are eagerly ramping up to compete for the windfall (pun intentional) of Jones Act-compliant crew transfer vessels (CTVs), which will be needed to move workers, equipment and spare parts to the turbine towers. While there is a relative scarcity of experience in designing and building these highly specialized vessels among

10 MINUTES WITH VOLVO PENTA ON OFFSHORE WIND’S AMERICAN TRANSFORMATION

U.S. naval architects and yards, there is an abundance of experience in the mature offshore wind industr y in the United Kingdom and Europe. A market leader in this segment is Sweden-based Volvo Penta. To learn more, we talked with Jens Bering, vice president of marine sales for Volvo Penta of the Americas. Marine Log: How are you trans i t i o n i n g V o l v o P e n t a ’s b r o a d

experience in the European wind industry into the American scene? Jens Bering (JB): We have a great number of Volvo Penta powered CTVs operating in the Baltic and North Sea, i nclu d i ng I P S and ot h e r propu l s i on options, providing a wealth of experience that naturally translates into the U.S. market. For instance, a very successful configuration for large twin-hull CTVs consists February 2022 // Marine Log 33

Q&A of quad IPS propulsion drives, two in each hull, plus a GPS-based Dynamic Positioning System and integrated joystick controls for convenient and easy maneuverability in all wind and sea conditions. All components are tied together by our Electronic Vessel Control (EVC) data network. Marine Log: What makes IPS such a great solution for the CTVs? JB: IPS offers a unique combination of high top speed to minimize transit times (remember that the workers are “on the clock” while transiting to and from the wind farms), excellent slow-speed torque and superior grip when loading or unloading at the wind turbines. The combination of the catamaran hull form and IPS also provides a smooth and stable ride for passengers and crew. I P S d r ive s are a l s o f ar m ore f u e l efficient than shaft-and-prop systems resulting in lower operating costs and reduced emissions. That being said, we also offer a broad selection of drivetrain solutions besides IPS. It really all depends on the customer’s requirements. Marine Log: Do you currently have any orders for CTVs from U.S. shipyards? JB: Yes, we have several projects under contract, but we cannot announce them publicly yet. I’ll just say that we believe Volvo Penta has the potential to become the propulsion-supplier-of-choice for U.S. CTVs.

drive two of the first electric Volvo Penta IPS units as well as two D13 Volvo Penta IPS units. This system allows the vessels to operate in zero-emission electric mode for up to eight hours or, in combination with diesel propulsion, to achieve a maximum speed of approximately 24 knots. According to Mik Henriksen, CEO of MHO-Co, this new system will give more flexibility to switch between engines and do maintenance when it fits the schedule without affecting service to customers. He also indicated that they are also able to use just one small engine when idling in the wind park offering significant fuel saving and noise advantage when in waiting position. The two vessels were built in China and travelled 12,000 miles on their maiden voyage to Denmark. Marine Log: Speaking of electric and hybrid boats, how does Volvo Penta view the potential for electrification of new commercial vessels? Do you see other market segments other than CTVs as candidates for electric or hybrid propulsion? JB: The short answer is yes. Sustainability is a central value for us. Together with the Volvo Group, Volvo Penta has signed up to the Science Based Target initiative (SBTi) to set clear targets toward zero emissions in line with leading climate science. Volvo Penta’s goal is to reach zero emissions through a range of solutions, including fossil-free and renewable fuels

as well as electric and hybrid technology. We are actively working to develop and test technology solutions to accelerate the transformation to greater sustainability at sea. We are currently building a marine electromobility platform stepby-step, by testing and learning together with customers and partners. Steps in that direction include our recent acquisition of ZEM, a European marine battery technology pioneer, and our deep and extensive p ar t nership w it h D anfoss’ Editron division on pilot projects like the two CTVs for MHO-Co. We are also working on an advanced hybrid solution for a new sightseeing vessel for Hurtigruten Svalbard. In this project we are exploring some truly transformative solutions, including testing the concept of electromobility as a service, or “power by the hour.” We will be able to draw on the experience from these projects for applications in the U.S. market. Marine Log: Any closing thoughts? JB: These are truly exciting times for the marine propulsion industry. We are already off and running in the development of truly transformative technology solutions, and we are rapidly accelerating toward our target of zero emissions. Let’s talk again next year. For more on Volvo Penta and Danfoss Editron’s activity in the offshore wind space in maritime, please tune in to Marine Log’s Listen Up! podcast airing in mid-February.

Marine Log: Electric and hybrid vessels are a hot topic. I notice that Volvo Penta was involved in a pair of hybrid CTVs on the other side of the Atlantic. Can you tell us more about this? JB: The two new 34.4-meter hybrid CTVs—MHO Asgard and MHO Apollo— are being employed by MHO-Co for the Hornsea Project 2 offshore wind farm in the North Sea about 55 miles off the York sh i re c o ast . T he ve ss els’ hy br i d power system is the result of collaboration between Volvo Penta and Danfoss’ Editron division. Our two companies developed a fully integrated solution made up of a Danfoss Editron electric drivetrain supported by Volvo Penta variable-speed gensets that 34 Marine Log // February 2022

Jens Bering

NEWSMAKERS

Meyers Named 2021 Coast Guard Engineer of the Year TIMOTHY MEYERS has been selected as the recipient of the 2021 Coast Guard Engineer of the Year award. Assigned to the Office of Design and Engineering Standards in Washington, D.C., Meyers leads Coast Guard regulatory development for the most technically challenging design projects in the maritime domain. The Connecticut Maritime Association (CMA) has named GARY VOGEL, CEO Eagle Bulk Shipping Inc., as its Commodore for the year 2022. A 1998 graduate of the U.S. Merchant Marine Academy, Kings Point, N.Y., Vogel has served as CEO of Eagle Bulk since September 2015.

MARCELA PIZZARO joined the staff of B Americas P&I, the New York City-based exclusive correspondent in the U.S. for the Britannia P&I Club. Pizzaro previously worked for many years at a major international container lines, where she was director of corporate insurance risk management.

Huntington Ingalls Industries reports that second-generation shipbuilder MATT MULHERIN JR. has been promoted to vice president of contracts at its Newport News Shipbuilding division. He will have overall responsibility for contracts, pricing, and export/import licensing and compliance for the shipyard.

The Shearer Group Inc. promoted two members of its team. JOSHUA SEBASTIAN, P.E., a 13-year veteran of the firm, has been promoted to the position of vice president– operations following eight years as engineering manager. HARRISON BRANN, P.E., a seven-year veteran of the firm as a senior naval architect, has been promoted to engineering manager.

Ingram Marine Group has named its COO JOHN ROBERTS, as president and CEO. He will succeed DAVID O’LOUGHLIN, who is to retire but will stay with the company as vice chair for the remainder of 2022 to assist with the transition. O’Loughlin started his 35-year career at Ingram as a tankerman and made his way up to CEO from leadership of vessel operations and customer service.

Offshore Insights into the evolving offshore market

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The Biden administration’s just announced plans to jump-start U.S. offshore wind will generate a boom in demand for specialized Jones Act-compliant vessels and services. To help give you the insights needed to meet the needs of the new market, we have launched a new weekly newsletter, Marine Log Offshore. Marine Log will also host a podcast and webcast series focusing on the latest in offshore wind farm development, policy and regulation and the implications for U.S. shipyards and vessel operators.

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February 2022 // Marine Log 35

TECH NEWS Hologram tech used by CSM includes use of glassfronted portals.

“THE FUTURE IS ALREADY HERE,” said Columbia Shipmanagement (CSM) President and CEO Mark O’Neil, as he addressed an audience in Manila, Philippines, recently. The O’Neil that the audience saw and interacted with was a life-size, 3D hologram, appearing in 4K resolution, beamed from the Limassol, Cyprus, offices of OneLearn Global from over 5,000 miles away. O’Neil was able to talk to, see and hear the people who were physically attending the event in Manila, even though he was six time zones away. CSM is a firm believer in the power of digitalization. It has invested in cutting-edge portal technology both to up its training capability to new levels and to put its money where its mouth is in terms of environmental sustainability, by replacing excessive global travel with hologram-led international business meetings. “The equipment we use is high tech but very portable and takes the whole issue of speaker contributions to conferences or business meetings to a completely different level,” said O’Neil. “A fleet director in one part of the world can mentor ships’ officers attending a conference in another, while customers and suppliers can have more intuitive and interactive meetings without having to 36 Marine Log // February 2022

step on a plane and fly thousands of miles to a meeting. This is ‘tomorrow’s world’ happening today and we are delighted to be able to make it a reality.” Los Angeles-based company PORTL has worked with CSM for over a year to make the technology used for the Manila meeting deliverable to fit CSM’s specific needs. O’Neil talked to the audience from a purpose-built “capture” studio in Limassol. He was able to see the audience based in the Nautilus Pacific Maritime Training Center in Manila, while they saw him standing life size within an eight-foot tall, glass-fronted computerized box. These boxes, or portals, have built in speakers so the hologram’s voice can be heard, as well as cameras and microphones so the person appearing as a hologram can see the audience in front of his, or her, projection. According to Capt. Faouzi Fradi, CSM Group director crewing and training, while the kit can take a day to assemble, it can be easily packed away and moved to a different site, opening up endless opportunities for high-level manager participation. “The technology is exciting, and we will be looking to implement it very soon in the New Year,” he said. “There is next to no latency or delay to the transmission and the hologram is so lifelike you would think the

person was actually in the room with you.” “By using this technology, anyone who needs experts or senior management attend meetings can have them beamed in,” Fradi continued. “We used to fly people to Manila for GBP 3,000 [about $4,000] plus the cost of a hotel and the loss of a few days travel, but now they can contribute without leaving their country. Even experts who are unable to travel can be beamed in. It takes the ‘meeting’ concept to a new level. And that is what is so exciting about it all. Also, we are delighted to be working with Nautilus as they are a modern, fully equipped simulator and training center in Manila.” Development of the PORTL concept could, in time, see smaller, cheaper and more lightweight, portals become available, so opening up endless opportunities such as crew members onboard a ship managing to keep in touch ‘virtually’ with their loved ones, thousands of miles away. Nigel Cleave, senior advisor with OneLearn Global, said: “OLG is delighted to be part of this exciting and highly innovative initiative and the use of high-level digitalization such as this will elevate the quality and scope of the training and education we are able to offer officers and crew. This is clearly at the vanguard of training technology and the benefits will be there to be seen.”

Photo Credit: Columbia Shipmanagement

CSM Adds Holograms to Its Digitalization Tool Box

TECH NEWS

Unmanned Containership Uses Drone to Handle Heaving Line Automated mooring trial used drone to carry heaving line ashore.

A JAPANESE CONSORTIUM COORDINATED BY MITSUI O.S.K. LINES LTD. (MOL) has successfully concluded what’s claimed as a world-first port-to-port unmanned containership sea trial. The trial took place between Tsuruga Port in Fukui Prefecture and Sakai Port in Tottori Prefecture on January 24 and 25 as part of a project led by the Nippon Foundation. The consortium is conducting sea trials with two different types of ships—a coastal containership and a coastal car ferry—aiming to use the results to develop versatile technologies by identifying similarities and differences between the two ship types.

The initial trial, with the Imoto Ship Company coastal containership Mikage was not limited to simply getting an unmanned vessel from port to port. It also covered autonomous berthing/unberthing and automated mooring—using a drone to carry the heaving line ashore. For autonomous navigation, the ship followed a previously formulated route using the autonomous ship operation control system developed by consortium member Mitsui E&S Shipbuilding Co. Ltd. Information on other ships and obstacles/debris on the set route was gathered by consortium member Furuno Electric’s

autonomous surrounding information integration system. This measures and displays positions, speed, types of nearby ships, and position of obstacles/debris by integrating information gained by cognition through radar, AIS, and camera images. Based on the integrated information, the ship safely navigated the route formulated by the autonomous collision avoidance routing system. Autonomous berthing and unberthing require delicate handling, so the ship berthed and unberthed using information from the Furuno Electric-developed berthing/unberthing support solution. This calculates and visually displays accurate relative distances and relative angles between the pier and hull from information gathered by LiDAR/camera/ satellite compass). Automated mooring: In this sea trial, an A.L.I. Technologies-developed automatic flight drone carried the heaving line to the pier. As technology advances in the future, this is expected to become an alternative approach to mooring operations, which is a heavy burden on seafarers. Trials using MOL Ferry’s coastal car ferr y Sunflower Shiretoko between the ports of Tomokimai and Oarai are set for this month.

Photo Credit: (Top) MOL; (Bottom) Wärtsilä

Wärtsilä to Power Seven Arctic Shuttle Tankers SEVEN NEW ARCTIC SHUTTLE TANKER VESSELS being built at the Samsung Heavy Industries (SHI) yard in South Korea will each feature six highly efficient Wärtsilä 31DF dual-fuel main engines, operating primarily on liquefied natural gas (LNG) fuel, and two Wärtsilä 20 harbor engines. All will be fitted with selective catalytic reduction (SCR) systems for emissions abatement. By selecting Wärtsilä as the sole supplier for this large scope package, system compatibility and procurement interfacing is simplified, which in turn eases installation work and reduces project risk. “The Wärtsilä 31 series of engines has set a benchmark in efficiency for the industry,” says Östen Lindell, sales director East Asia & China, Wärtsilä Marine Power. “The diesel version has been recognized by Guinness World Records as the world’s most efficient four-stroke diesel engine, and all versions of the Wärtsilä 31 engine series have the same high focus on efficiency. This is important for vessels such as these operating in Arctic waters, where operational reliability and environmental

sustainability are of critical importance.” The 120,000 DWT vessels are Arc 7 classified and have icebreaking capability. The Wärtsilä engines are designed to operate reliably at temperatures as low as minus 45 degrees C. SHI has considerable experience

in building ships of this type. The Wärtsilä equipment is scheduled for delivery to the yard commencing in fourth quarter 2022, and the ships are expected to be ready for commissioning between 2024 and 2027.

The seven vessels will each feature six Wärtsilä 31DF dualfuel main engines.

February 2022 // Marine Log 37

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February 2022 // Marine Log 39

SAFETY FIRST

Management of Change: Key to Safety Success A Need for Change

very organization must deal with change—it is how you manage it that determines success. To be successful, changes should be managed in a way that ensures the safety and sustainability of the people, equipment, and environment that may be impacted by the change are accounted for. In a well-organized safety management system, processes are controlled and audited using risk management tools to measure the effectiveness of the organization’s systems and activities. If there is an opportunity to improve processes, it is the operations team’s duty to initiate a review of the proposed change to determine if it will be advantageous; if the change will benefit the operation, the safety professional or risk manager must then ensure the process of change is undertaken in a systematic way that mitigates risks.

Management of Change This process is what we call Management of Change (MoC), and there are many ways a business may approach it. There are peer-rev iewed papers, standards, worksheets, and other resources that will purport to identify the most practical and effective way to embark on MoC. Perhaps that voluminous amount of information is why many managers dread the idea of using a formal MoC process. Re s e a rch i n g m e t h o d s , c re a t i n g a n action plan, monitoring the process, and 40 Marine Log // February 2022

analyzing the results can seem daunting, especially in a lean operation. This feeling is understandable—after all, if change were easy, we wouldn’t be talking about it. Howe ver, MoC is not an academic exercise—and it shouldn’t be seen as superfluous to the field managers who have to participate in it, or as something only large companies with intellectuals in leadership undertake. It is necessary for the smallest operators to compete and imperative for the largest corporations to be sure there is not a disconnect between the main office and the fleet. The risks of change can only be identified and controlled if they are examined. So how should the process of MoC begin? The first question to ask is, “Do we need this change?” Conducting an initial highlevel assessment of the benefit versus risk of change is a critical step in the process. Determining the need for change always involves meeting with different stakeholders, who can become time consuming and burdensome—but the alternative may lead to expensive mistakes and lack of full or timely implementation. After all, the goal of MoC is to identify who needs to be trained, what procedures need to be updated, the schedule within which the change should occur, and what other programs or policies will need to be examined to conform to the change. Without looking at the variables, you cannot know the risk.

Impacting Your Business Using a standard process of logical progression to identify how change can impact your organization is the best way to be sure your vision of progress is not actually itself an added and unnecessary risk. Templates can be found through an easy internet search, or in standards like ISO or OSHA regulations. By investing time at the beginning of a process you can make sure it will produce the impac t you desire, you can mitigate the chance of negative impacts, and you can identify the areas of concern before deployment. This is the cornerstone of good management and a well-run safety program.

MICHAEL BRESLIN Director – Safety and Sustainability The American Waterways Operators

Photo Credit: Shutterstock/Iam_Anuphone, AWO

Safety professionals must ensure the process of change is undertaken in a systematic way that mitigates risks.

Once the need for the change has been confirmed, the next and likely most critical step of the process is getting program buyin. Communicating the goal of the MoC to those that will be impacted by it is necessary for a successful transition. This requires good communication and trust between management and the field. The safety team’s ability to effectively communicate the benefit of the new process to the captain or manager comes from a relationship built over time. It may help with implementation to refer to the similar change processes already in place. Many of our managers and captains are already performing ty pes of documented management of change every day: the crew change checklist, pre-voyage inspection plan, shipyard checklist, and so many of the other forms and documents that maritime safety professionals are well accustomed to filling out each day are versions of MoC. The only novelty about the formal MoC process is that it is required when doing a new thing or using a significantly new machine, which also makes the inclusion of staff outside of the usual decision-making process necessary since the regular operation is changing.

Marine Log February 2022

Articles inside

SAFETY

WELLNESS

EDITOR’S LETTER

NEWSMAKERS

INLAND WATERWAYS

REGULATIONS