Marine Log January 2019

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

January 2019

eco

Hurtigruten CEO Daniel Skjeldam

EXPLORER

Rebuilding Navy, Coast Guard fleets

Supplier Roundtable: What’s trending?

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CONTENTS

10

18

Departments

Features

2E ditorial New Year Brings Winds of Change

18

CEO Spotlight The Eco Explorer In an exclusive interview, Marine Log sits down with Hurtigruten CEO Daniel Skjeldam to discuss how the company is gearing up for global growth with hybrid LNG-powered cruise ships

21

Navy & Coast Guard Recapitalization Slow Ahead A break down of what funding for the U.S. Coast Guard service will look like in FY 2019

4 Industry Insight 6 Marine Innovations 8 Wellness Column A Fat and Chemistry Lesson 10 Update econd LNG Fueled ConRo S Delivered to Crowley • Newport News Shipbuilding Offers Buyouts • K itsap Awards Nichols Brothers A Pair of Ferry Contracts • Eastern Launches McAllister Tug •

16 Inside Washington New Law Addresses Ballast Water Discharge Standards

Plus: Patrol Boats Take Center Stage

25

Supplier Roundtable Trendline 2019 Major suppliers and service companies provide valuable insight into emerging markets and new products

30

Engines Choice Opportunities Manufacturers expand their range of high-speed engines to help smaller vessel operators comply with stricter emission regulations and improve their fuel consumption

34 Newsmakers Parker Harrison Named to Crowley Leadership Team 35 Tech News Kongsberg Opens Up Digital Platform for Increased Industry Transformation

40 SAFETY FIRST Telemedicine: Medical Experts Are A Click Away

Plus: Sometimes to Expand, You Have to Get Smaller

33

BWMT More BWTS Set to Receive U.S. Coast Guard Type Approval Fifteen BWTS have met all requirements for Title 46 of the CFR, with another 10 systems currently under review by the U.S. Coast Guard

January 2019 // Marine Log 1

EDITOR’S COLUMN

MarineLoG JANUARY 2019 Vol. 124, NO. 1 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

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

New Year Brings Winds of Change (a 50/50 joint venture between Denmark’s Copenhagen Infrastructure Partners and Avangrid Renewables, which has a huge U.S. presence in renewables and is part of Spain’s Iberdrola Group).

However, keeping the momentum generated by the Massachusetts offshore wind lease sale could be a challenge. That’s because there are no major offshore wind lease sales scheduled until 2020. That’s a real misstep.

The U.S. needs to pounce on developing its offshore wind energy for the benefit of clean renewal energy, creating jobs, growing its supplier base and infrastructure, improving the technology, and generating tax revenues.

National Ocean Industries Association (NOIA) President Randall Luthi called on BOEM to hold at least four 500 MW lease sales annually, with a target of an additional 20 GW of offshore wind by 2034. With Interior Secretary Ryan Zinke stepping down, let’s hope that the new Secretary of the Interior will make offshore wind a central part of the administration’s energy strategy.

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Art Director Nicole D’Antona ndantona@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER EAST COAST Elaina Crockett ecrockett@sbpub.com REGIONAL SALES MANAGER MIDWEST/WEST COAST Jim Kingwill jim@kingwillco.com Barry Kingwill barry@kingwillco.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com Circulation DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com

John R. Snyder

CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com

Publisher & Editor jsnyder@sbpub.com

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

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

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2 Marine Log // January 2019

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

CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation

Shutterstock/ Masha Basova

Y

ou don’t need a crystal ball to predict that offshore wind has a real future in the United States. You should just look at the results of the Bureau of Energy Management (BOEM) offshore wind lease held in mid-December to determine which way the wind is blowing.

The lease sale offered about 390,000 acres offshore Massachusetts for development and drew winning bids from three developers that totaled about $405 million. That’s pretty astounding considering the previous highest grossing offshore wind lease sale was held in December 2016 for acreage offshore New York that received a winning bid of about $42 million.

Need further evidence? The high bids for Gulf of Mexico Lease Sale 251 held this past August totaled $178 million — less than half of those for the offshore wind leases.

The winning high bids for the offshore wind leases were submitted by developers that have a distinct European pedigree: Equinor Wind US, LLC (Equinor is the former Norwegian energy company Statoil.

Equinor Empire Wind was the winning bidder in the December 2016 lease sale); Mayflower Wind Energy, LLC (a 50/50 joint venture between Shell New Energies US LLC and EDPR Offshore North America LLC, whose main shareholder is Energias de Portugal, S.A.); and Vineyard Wind LLC

MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com

Capt. Matthew Bonvento Good Wind Maritime Services Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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INDUSTRY INSIGHTS welcome to Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. As we launch into the New Year, we take a look at some of the biggest spenders on secondhand tonnage in 2018. What were they buying? Greece’s Star Bulk Carriers almost spent $1 billion to acquire 38 bulkers in various transactions, while China’s financial institutions, led by Bank of Communications, spent over $2 billion collectively on grabbing tankers, bulkers, and containers. Norway, second only to the U.S. in the offshore oil and gas vessel holdings, was active in acquiring mobile offshore drilling units. Borr Drilling spent $720 million on five MODUs.

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

Monthly Spot Prices (Crude Oil in Dollars per Barrel) $80

59

2013 $70

56

2014 25

2015 $60

2016

22

2017

$50

20

2018 $40

23

0

Jun 2018 Jul 2018 Aug 2018 Sep 2018 Oct 2018 Nov 2018 Dec 2018

Source: EIA, Dec 2018 data as of Dec. 17

10

20

30

40

50

60

Source: Baker Hughes

Biggest Spenders of Secondhand Tonnage in 2018 Greece’s Star Bulk Carriers

$938 M for 38 Ships

China’s Big Player

Buying MODUs

$603 M

$720 M

Bank of Communications

Borr Drilling

Source: VesselsValue

Recent Contracts, Launches & Deliveries Qty

Type

Owner

Est. $

Est. Del.

Austal USA, Mobile, AL

2

LCS 36 and LCS 38

U.S. Navy

1,000+

2025

Eastern Shipbuilding, Panama City, FL

1

100 ft Z-drive tug

McAllister Towing

2019-1Q

Gladding Hearn, Somerset, MA

1

76 ft Pilot Boat

Southwest Alaska Pilots

2018-4Q

VT Halter Marine, Pascagoula, MS

1

720 ft ConRo

Crowley Maritime

Shipyard

Source: Marine Log

4 Marine Log // January 2019

275.0

2018-4Q

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Marine Innovations ABS NS Enterprise –An Integrated End-to-End Fleet Management Software Suite NS Enterprise is a totally integrated end-to-end fleet management software suite specifically developed for the Maritime industry. There are 3 core solutions – Asset Management, Compliance Management and Workforce Management made up of 10 modules. Additionally, NS Insight, a business intelligence tool, offers customized dashboard and analysis tools and is integrated with NS Enterprise modules. Mobile applications for Workboats, Vessel and Superintendent Crews are also available and designed around the most critical daily tasks for each role. NS Enterprise is available on premise or in the cloud. www.eagle.org

Helm Operations Helm CONNECT Personnel Helm CONNECT Personnel addresses the unique needs of marine companies in the workboat market. It offers an end-to-end solution for crew management, crew scheduling, and payroll, and integrates seamlessly with Helm’s existing software for maintenance, compliance, and harbor dispatch. With Helm CONNECT Personnel you can: Know your crew certifications are up to date; Eliminate payroll errors and reduce payroll processing time; Spend less time crewing your vessels; Plan crew schedules and changes www.helmoperations.com/helm-connect-overview/personnel/

MobileOps Voyager app MobileOps’ companion Voyager app is designed to operate out of cellular range and enables crew to perform task on the platform—anywhere and anytime—with the data synching once a connection is available. The best-practice safety forms are available on Voyager, including Safety Drill, Safety Meeting, Hazard Observation, Job Safety Analysis and Shipmate plus. Operators can also create timesheets on Voyager, log hours and fill nonconformities and deficiencies while on the app. www.mobileops.co

ShipTracks Re-releasing ShipTracks 20/20 ShipTracks is a dynamic tool box which provides more than live AIS tracking. With the new year here, ShipTracks is taking the opportunity to look back at all the features added to the ShipTracks Web App, as well look forward at what’s to come. With the addition of Automated Fleets, Teamshare, Shipnotes, Drag-and-drop Vessels, and Vessel Particulars, the ShipTracks Web App is more powerful than ever. With the upcoming Advanced Search feature, we’re re-releasing as ShipTracks 20/20, furthering our commitment to be “Always on Watch.” www.shiptracks.com

WheelHouse Technologies Purpose Built Fleet Solutions WheelHouse Fleet Solutions Maintenance Software Solution enables the user to manage maintenance and inventory related activities across a fleet of vessels. The system optimizes maintenance and inventory levels through its fleet-wide view of common equipment and parts.

The cloud-based software as a service (SAAS) is available on any device. Functions include: Preventative Maintenance Tracking; One Time Maintenance Tracking; Document Repository; Spare Parts Guidelines; Log Manager. www.wheelhousetech.com 6 Marine Log // January 2019

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WELLNESS COLUMN

A Fat & Chemistry Lesson

8 Marine Log // January 2019

and reformulate products. Synthetic trans fats may still linger on galley shelves and in home cabinets. They can be identified by a label that reads “partially hydrogenated oil.”

The MUFA (Monounsaturated Fats): MUFAs are found in olives, nuts, avocado and animal fats like lard. Consumption of these fats is strongly associated with a reduced risk of cardiovascular disease and reductions in LDL cholesterol oxidation.

The combination of the right kinds of fats can drive our functionality into its optimum range LDL oxidation is a process in which LDL becomes artery clogging.

The PUFA (Polyunsaturated Fats): These are “essential fatty acids” also known as Omega 3s (anti-inflammatory fats) and Omega 6s (inflammatory fats). The body cannot produce them, and it cannot live without both of them. Omega 3s can be found in fish, and some plants like flax — although it is harder for the body to convert the plant matter into usable form. Omega 6s are prevalent in oils like soy and corn.

NOTE: Omega 9 fatty acids: The body can make this fat and it is non-essential.

Saturated Fats: Research from the 1950s links these fats to heart disease makes

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

Emily Reiblein

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

Shutterstock/ DUSAN ZIDAR

D

ietary fat is a feared macronutrient—we spent the 1980s trying to remove it from our dinner plates, and the 1990s trying to work fat off our waistlines. Now in 2019, it is time to reintroduce dietary fats as an integral part of a functional and optimal human diet.

Fats are one of the body’s basic building blocks with vital rolls to play in: Absorption: Fat-soluble vitamins like A, E, D and K need fat for processing and storage. They do not work without it.

Healthy Cells: One trillion cells in the body are surrounded by individual membranes partially made of fat (and phosphorus). Poor quality fats or lack of fats for building materials yield poor membranes, and effect cell functionality.

Insulation: Fat creates signaling assistance around nerves, and provides insulation and cushioning for organs, as well as regulates internal body temperature.

Four types of fats are found in food; Monounsaturated Fat (MUFA), Polyunsaturated Fat (PUFA), Saturated Fat, and Trans Fat. They bring taste and satiety to a meal.

Each fat has unique chemical properties and are required for healthy living with one exception; synthetic trans fats.

Crisco was the first on the market followed by other partially hydrogenated oils.

They were cheap and soft at room temperature making them desirable for baking and spreading. Years later, synthetic trans fats have been shown to clog arteries, disrupt fat storage, and breakdown cell metabolism.

The Food and Drug Administration (FDA) banned their use in processed foods, giving the industry until 2018 to remove them

them hotly debated with today’s research that supports the opposite view. Pooled data from 21 studies found no difference in the risks of heart disease and stroke between people with the lowest and highest intakes of saturated fat (Am J Clin Nutr. 2010).

While more years of debate are likely, there is no debate that saturated fat performs vital functions in nerve health, brain health, and protein synthesis including proteins that can help prevent certain types of cancer. These fats can be found predominantly in animals, animal products like butter, and tropical oils like coconut and palm oil.

Fat Delivery: While meats and dairy make up most of our dietary fat intake, the spreads and the oils we cook with can have an under recognized health impact. Poorly chosen oils/spreads have two pitfalls; first, they can deliver high amounts of Omega 6 into the body causing increased inflammation; second, consumption of rancid fats causes cellular damage. Decisions on what to cook with are as critical as what we decided to cook for dinner.

Whether an oil has multiple open chemical bonds (PUFA) or is bonded (saturated fat) matters when cooking with it. Bonded oils or saturated fats oxidize less as heat goes up because they contain no free bonds. Oils high in PUFA have multiple free bonds and heat turns them into free radicles quickly.

Free radicles have unpaired electrons and desire a bond. In the body they pull cells apart causing damage that is linked to diseases like cancer and Alzheimer’s. Store oils away from heat to make sure they do not become the enemy of healthy cells.

The combination of the right kinds of MUFAs, PUFAs and Saturated Fats can bring delight to the pallet, dexterity to the cells, and drive our functionality into its optimum range. Using fats wisely and cooking/storing fats with chemistry in mind can turn our relationship with dietary fat into something healthy and splendid.

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Red and White Fleet’s Enhydra Hybrid Electric Passenger Vessel Voted “Boat of the Year” by WorkBoat

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Update

BIZ NOTES Newport News Offers Buyouts

Second LNG-fueled ConRo Delivered by VT Halter Marine to Crowley Taíno was the name of the indigenous

people who lived in Puerto Rico, pre-Columbus. For Puerto Ricans in particular, their Taíno ancestry is a source of great pride. It is fitting then, that Crowley Maritime Corp. named the second ship in its new Commitment class Taíno.

The ship, the second in a pair of LNGfueled combination container/roll on-roll off (ConRo) ships built for the operator by shipbuilder VT Halter Marine, was delivered late last month to Crowley—a few months after the first ship in the class, El Coquí, was delivered.

Taíno will join sister ship El Coquí on the Jacksonville, FL to San Juan, PR route. The ship will be operated by Crowley’s global ship management group.

Built specifically for the Puerto Rico trade, the Jones Act ships, part of Crowley’s new Commitment Class, are each 219.5 m long and can transport up to 2,400 TEUs at a

cruising speed of 22 knots.

The ships, said Tom Crowley, Chairman and CEO of Crowley Maritime Corp., “are shining examples of maritime innovation and craftsmanship available right here in the U.S. thanks to the Jones Act.” “From a business standpoint, Taíno and El Coquí are key components of our integrated logistics offerings that are bringing speed to market and creating competitive advantage for our customers in Puerto Rico and the Caribbean,” added Crowley. “With our own vessels and proprietary transportation and distribution network, we’re reducing friction and complexity while increasing the velocity of customers’ goods moving to market and reducing their landed costs.”

Each of the ships—designed in partnership with Crowley subsidiary Jensen Maritime— is powered by an MAN B&W 8S70ME-GI8.2 main engine and three MAN 9L28/32DF auxiliary engines.

Huntington Ingalls Indus tries’ Newpor t News Shipbuilding Division has offered volunteered buyouts to more than 2,500 salaried employees deemed as “higher overhead costs.”

In a let ter to its employees, Newpor t News Shipbuilding President Jennifer Boykin stressed that the builder was “still hiring, and will continue to hire primarily direct charging positions throughout 2019.” She added, “Our business outlook is strong, and we are growing, and there is no better opportunity than now to improve our company structure and how we operate.”

Boykin went on to say the program was completely voluntar y and that the company has no current plans for reduction in force.

“To streamline our overhead costs, we are of fering a voluntary severance program for salaried parts of the organization with higher levels of overhead costs.

This will allow us to take overhead cost out of the business, provide opportunities for additional organization changes, and increase development oppor tunities for future leaders.”

Employees who opt into the buyout will be receive up to 26 weeks of severance pay (depending on service) and will separate from the company no later than March 1, 2019.

Illegal Discharge Caught on Video, Operator Fined In a day and age where everyone has

access to a camera, one would think crew members onboard ships would know to be more careful (and follow the rules). This wasn’t the case onboard the Navimax operated Nave Cielo, a 50-ft long oil tanker.

According to the Department of Justice, prior to a formal inspection on December 7, 2017, the U.S. Coast Guard boarded the Nave Cielo near Delaware City when a crewmember onboard the ship gave the officers a thumb drive.

10 Marine Log // January 2019

The drive contained two videos depicting a high-volume discharge of dark brown and black oil waste from a five-inch pipe, located 15-feet above water level. During a more comprehensive inspection on December 7, 2017, investigators learned of a ten-minute discharge that occurred on November 2, 2017, in international waters, after the ship left New Orleans en route to Belgium. During that Coast Guard boarding on December 7, the ship’s Oil Record Book was presented and did not include the discharge.

The court ordered Navimax to pay a $2 million fine immediately for violating the Act to Prevent Pollution from Ships and obstructing a Coast Guard investigation, and placed the company on probation for four years.

“The conviction and criminal fine, reinforced by a four-year term of probation, during which the defendant’s fleet of ships will be monitored, ensures that [the defendant] is held accountable,” said U.S. Attorney for the District of Delaware David C. Weiss.

Update

Study Finds Tugboat Captains on Panama Canal May be Headed Towards Disaster A major accident could be imminent

on the Panama Canal—at least according to an independent study commissioned by the International Transport Workers’ Federation (ITF).

The ITF along with affiliate Union de Capitanes y Oficiales de Cubierta (UCOC) have been locked in a protracted struggle with the Panama Canal Authority (PCA) over minimum safe manning, access to training and equipment, and hazardous working conditions on tugboats in the new Neopanamax locks.

The large Neopanamax vessels take about two and a half hours to transit through the new locks and require continuous tugboat control throughout the lock transits.

The study, Fatigue among Panama Canal tugboat captains, observed fatigue among tugboat captains operating in the canals.

“This independent study confirms what the UCOC, and the ITF, have consistently said to the Panama Canal Authority: that the significant reduction in manning, compounded by the excessive overtime being required of tugboat captains, are jeopardizing the safety of workers, including

Panamanian citizens, and risk exposing them to a potential environmental disaster,” said ITF General Secretary, Stephen Cotton.

The study interviewed 55 captains or about slightly over a third of the captains actively working in the Panama Canal.

According to the report, 100% of captains said PCA did not have written rules governing hours of service or hours of rest; 75% indicated they have difficulty sleeping on

their current schedule; 45% have worked excessive 16 to 20+ hour shifts in the last 60 days; over 50% said PCA management caused them stress or free; over 50% said they were unable to eat or use the toilet for the duration of their transit in the new locks; and six captains admitted to briefly falling asleep while operating tugs (another six were involve in car accidents driving to/ from work).

Kitsap Awards Nichols Brothers Pair of Ferry Contracts

Top Right: Shutterstock/ Galina Savina

Washington-based Nichols Brothers Boat Builders (NBBB) will build two 250-passenger high-speed ferries for Kitsap Transit, Bremerton, WA. The passengeronly ferries will support Kitsap’s mission to

expand its Bremerton to Kingston service and add service to Southworth in 2020.

The aluminum high-speed catamarans will measure 140 ft x 37 ft x 12 ft and be built to USCG Subchapter K regulations.

Desig ned by BMT Nigel Gee, each ferry will be powered by two MTU Tier 4 16V400M65L main engines, each putting out 3,435 hp at 1,800 rev/min through ZF 9050 gears and turning Kamewa S71-4 waterjets, reaching 35 knots at full load. The engines will be fitted with a selective catalytic reduction (SCR) exhaust after-treatment systems.

The ferries will also feature an active ride control system from Naiad.

“We really appreciate the opportunity to work with Kitsap Transit on the development and implementation of this new transportation system networking the Olympic Peninsula with Seattle,” said Gavin Higgins, NBBB’s CEO. “Using Puget Sound as a water highway to reduce the Seattle metro traffic congestion and expand the housing market with very reasonable travel times is a great model for the other counties around Seattle to follow.”

In 2018, Kitsap Transit purchased a 350-passenger high-speed ferry from New York Waterways. After refurbishment at NBBB, The Finest, made its inaugural run after Thanksgiving.

January 2019 // Marine Log 11

Update

BIZ NOTES Scorpio Group Expands to Offshore Services Market

Eastern Shipbuilding Launches McAllister Tug A mere 58 days after Hurricane Michael

unleashed fury on the Florida Panhandle, Panama City, FL-headquartered Eastern Shipbuilding Group showed its come-back power and resiliency by launching the escort/rescue Z-drive tug Ava M. McAllister for McAllister Towing & Transportation Company, Inc. The tug, EGS Hull #222, is currently under construction at Eastern’s Allanton facility with delivery expected during the second quarter of 2019.

Based on a design by Crowley Maritime’s naval architectural arm, Jensen Maritime Consultants, the Ava M. McAllister is part of a series of four tugs initially contracted

to Horizon Shipbuilding before it filed for bankruptcy in 2017. The tugs were subsequently moved to ESG where they were to be completed.

The Ava M. McAllister’s delivery will be followed by the fourth tug in the series the Capt. Jim McAllister Spring 2019.

All four tugs are expected to provide ample muscle to handle the latest generation of ultra-large containerships—thanks to the expansion of the Panama Canal.

The 100 ft x 40 ft, 6.771 hp tug is powered by two Tier 4 EPA certified Caterpillar3516E, 3,386 HP engines rated at 1,800 rev/min and it features a hawser winch and towing winch provided by Markey Machinery.

The Scorpio Group is stepping outside the tanker and bulker sectors and venturing into the offshore services market.

L a s t m o n t h, t h e c o m p a n y announced it was taking control of Nordic American Offshore Ltd. (NAO) and its fleet of 10 vessels.

NAO entered into a share purchase agreement with Scorpio Offshore Investments Inc., which is a company own and controlled by the Lolli-Ghetti family (including Emanuele Lauro).

Scorpio invested $5 million in a private placement of NAO’s common shares at $0.42 per share.

On closing of the Private Placement, Emanuele Lauro was appointed NAO’s Chairman and CEO, with Robert Bugbee named to the company’s board and to the office of President, Cameron Mackey being appointed COO and Filippo Lauro appointed VP. “I am honored to lead this company through the next stage of its development,” said Lauro.

Concurrent with the private placement, the company’s f o u n d e r, H e r b j ø r n H a n s s o n, resigned from the board of directors. Marianne Lie has resigned from the office of Executive Vice-Chair but will remain a director.

Kirby Takes Delivery of 155,000 bbl ATB from Fincantieri Bay Shipbuilding Fincantieri Bay Shipbuilding, Sturgeon Bay, WI, ended 2018 with the delivery of a 155,000 bbl Articulated Tug Barge (ATB) unit to Kirby Corporation. The Houston-based operator is the largest tank barge operator in the U.S. The ATB unit is comprised of the ATB tug, Ronnie Murph and the ocean tank barge, Kirby 155-03.

The 8,000 hp tug Ronnie Murph has an overall length of 130 ft, beam of 42 ft, depth of 23 ft and draft of 19 ft. It can operate at a 12 Marine Log // January 2019

service speed of 12 knots.

Meanwhile the unit’s ocean tank barge, Kirby 155-03, has a length of 521 ft, beam of 72 ft, depth of 41 ft and a 155,000-barrel capacity.

“We want to thank all the men and women at Fincantieri Bay Shipbuilding who helped deliver the ATB Ronnie Murph and Kirby 155-03,” said Kirby CEO David Grzebinski. “This is the third 155,000 barrel ATB has built for Kirby in the past three years. This new Jones Act-compliant ATB

unit will allow us to continue our commitment to provide efficient and reliable customer service.”

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Update

Shell Taps into U.S. Offshore Wind Market Development of an offshore wind

For Those Who Work On The Water

Zodiac of North America 540 Thompson Creek Rd Stevensville, MD 21666 Phone 410-643-4141 x 313 Ms. Hamons will direct you to your regional sales rep. www.zodiacmilpro.com - @ZodiacMilproUSA - info.milpro@zodiacmilpro.com

MARINE DAILY

leasing area off the coast of New Jersey could soon make the Garden State the Wind Powered State. The lease for OCS-0499, originally awarded to U.S. Wind for just $1 million in 2015, has now been acquired by Électricité de France for $250 million.

EDF Renewables North America, a subsidiary of Électricité de France, and Shell New Energies US LLC (Shell) have formed a 50/50 joint venture called Atlantic Shores Offshore Wind, LLC to develop the area within the New Jersey Wind Energy Area (WEA).

The lease is comprised of 183,353 acres about eight miles off the coast of Atlantic City on the U.S. Outer Continental Shelf.

The area benefits from strong and steady winds, in a relatively shallow water area, close to large population centers.

The New Jersey lease area, according to EDF Renewables, has the potential to produce approximately 2,500 megawatts (MW) of offshore wind energy, enough to power close to one million homes.

This is the second joint venture in the U.S. offshore wind market Shell is involved in. The company announced recently that it had partnered in a 50/50 joint venture with Energias de Portugal to form Mayflower Wind Energy. Mayflower Wind Energy submitted a $135 million high bid for lease area OCS-A 0521 in Massachusetts. The lease area in Massachusetts can accommodate a total generating capacity of 1.6 GW— enough to power 680,000 homes in the state.

Shutterstock/ fokke baarssen

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New Law Addresses Ballast Water Discharge Standards

P

rior to the political impasse that led to the partial U.S. government shutdown, Congress passed and the President signed The Frank LoBiondo Coast Guard Authorization Act of 2018 on December 4, 2018. While the legislation authorized appropriations for fiscal years 2018 and 2019, it also contained the Vessel Incidental Discharge Act (VIDA), which changes the regulatory landscape for ballast water management in the U.S. by trying to address what some have called “an

overlapping patchwork of federal and state regulations.”

Under VIDA, the U.S. EPA will be responsible for setting the ballast water discharge standards in consultation with the U.S. Coast Guard. The Coast Guard will have the responsibility of enforcing those standards.

The legislation was aimed at addressing a perplexing situation under which the EPA and the USCG regulated ballast water discharges under competing statutes —the EPA regulates ballast water discharges under the Clean Water Act, while the USCG does so under the National Invasive Species Act. On top of that, states also had the authority to set their own standards, which might be even stricter than the federal standards — and possibly unachievable with current technology. VIDA limits the ability of states to implement their own discharge standards. The bill does provide

certain exemptions for ballast water exchange for ships operating on the U.S. West Coast. Great Lakes states will also be able to develop through the Great Lakes Commission blast water discharge standards for vessels operating on the Great Lakes system.

Those standards would have to be approved by the USCG and EPA. Under the new law, when certifying USCG Type Approval for BWTS, the U.S. Coast Guard will have to take into account ballast water discharge standards that include organisms that are nonviable and must consider MPN test methods to evaluate organism viability.

The passage of the law was cheered by the domestic waterways industry. American Waterways Operators (AWO) President Thomas Allegretti called the new law, “a common-sense solution to a disjointed collection of federal and state vessel discharge regulations.” Let’s hope so.

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CEO Spotlight

THE ECO EXPLORER A pioneer in expedition cruising, Hurtigruten gears up for global growth with hybrid LNG-powered cruise ships

By Paul Bartlett, Contributing Editor

N

o r way ’ s H u r t i g r u t e n , a pioneer of expedition cruising for more than a century, is about to take delivery of two new polar-class cruise vessels that will offer a range of the most dramatic experiences to the most adventurous of passengers. In an exclusive interview with Marine Log, Hurtigruten CEO Daniel Skjeldam tells of his excitement about the company’s impending expansion to Alaska cruising and explains why he believes its new ships will generate instant and growing appeal in the American market.

Skjeldam likes to point out that

18 Marine Log // January 2019

Hurtigruten, the Norwegian coastal vessel and expedition cruise line of which he is CEO, is the world’s largest and oldest expedition cruise company by far, having successfully undertaken the first-ever polar adventure cruise in 1896. That year, just three years after the company was established, the pioneering polar captain Otto Sverdrup navigated the SS Lofoten through some of the world’s most hazardous seas on a voyage from Hammerfest on the Norwegian mainland to the Svalbard archipelago and the island of Spitzbergen in the country’s far north.

In the one-and-a-quarter centuries since then, Hurtigruten has provided an essential service, linking isolated communities along Norway’s coastline, the second longest in the world. Throughout its history, the company has set records in the safe navigation of ships through some of the world’s most perilous waters to keep generations of Norwegians connected and supplied with the regular essentials of everyday life. At the same time, it has offered opportunities for a limited number of passengers to have the experience of an expedition cruise.

Since Skjeldam was headhunted to become Norway’s youngest CEO of a public company in 2012, he has transformed Hurtigruten’s operations, relocating its headquarters from Narvik to Tromsø, selling off non-essential assets and trimming the labor force.

In 2016, the company made a profit for the first time in years. It was no coincidence that at the same time, plans were announced to build up to four new expedition cruise ships, to be designed by Rolls-Royce and built at Kleven Shipyard on Norway’s west coast.

Delivery of the first of these is now imminent. The 530-passenger Roald Amundsen will be commissioned in the first quarter of 2019 and, together with her sister, the Fridtjof Nansen, will herald the dawn of a new era in expedition cruising designed specifically to appeal to a more discerning type of passenger. Both of these ships will be battery-powered and hybrid propulsion.

A Memorandum of Understanding (MOU) has recently been signed with Kleven for a third vessel.

Skjeldam believes the U.S. market, always at the forefront of cruise development, offers huge potential in the rapidly expanding expedition sector. In spite of a growing number of newbuildings and the arrival of various newcomers, the size of the sector represents only a tiny portion of the bigship market and is, Skjeldam points out, completely different.

The company’s belief in the American market is clear to see, with active itineraries on both coasts and the first cruise to Alaska in September 2019. This will be followed by a series of Alaskan cruises in 2020. To support these initiatives, the company has relocated and expanded its U.S. head office in Seattle, and appointed a new President for the Americas, William Harber, in late 2017.

Despite talk of expedition over-tonnaging,

Daniel Skjeldam Skjeldam points out that the total number of berths is less than one medium-sized cruise ship. Many vessels in the sector are relatively old, he says, and cannot offer either the sustainable operation, the facilities or the quality of service that are available on the latest ships.

Optimistic about the Future Skjeldam and his team are clearly optimistic about the future. When the family-owned Kleven Shipyard ran into financial difficulty in 2016-17, partly as a result of the offshore downturn two years before, Hurtigruten stepped in to take a 40% stake. Earlier this year, it acquired the other 60% holding.

Kleven is now a wholly-owned subsidiary.

Many of the company’s cruise guests today come from Europe – Germany, in particular – and Hurtigruten’s coastal voyages and expeditions are increasingly popular in the Asian market. However, American guests comprise only about 7-8% of the company’s footfall, and Skjeldam believes there is a huge potential in this market.

“Of course, the U.S. is by far the world’s largest market for cruise and we have tremendous traction there,” he says. “But ‘pile ‘em high and sell them cheap’ is not for us.

We have nothing against the vessels that accommodate 5,000-plus passengers but we do not believe that this type of cruising is sustainable in the medium- to long-term.

“We are targeting more discerning guests who care not only about ship sustainability, but also about the sustainability of the staggering destinations which our ships

visit. Throughout our voyages, we take them closer to nature, to places where big ships can’t go, and show them sights that otherwise they would never see.

“Butlers and tuxedos are not for us. But what we do have on hand are the best teams of highly experienced expedition cruise specialists, experts in their fields, areas and communities, most of whom have worked on board our ships for many years.

For us, innovation is about real change.

“We see a growing interest in sustainability in the U.S. Typically, our customers are in their 50’s or early 60’s, curious, active, welleducated and not bargain hunters – with the average age going down. They are discerning; they read up on our destinations; and they want us to leave the surroundings we visit just as we find them – in other words, it’s sustainability all round.”

Sustainability: Walking the Walk Skjeldam is keen to stress that company personnel, including seagoing staff, don’t just talk about sustainability; they actively focus on the development of new initiatives. They are among the first to see the environmental

damage caused by human beings and the effects of climate change.

“When I’m on an Arctic voyage, our crew will tell me that where we are now, there used to be a glacier. They see it first-hand. That is why a key focus of our sustainability drive is our ships’ fuel. We have not used heavy fuel oil [the most environmentally damaging of all marine fuels] for more than a decade.

“The new vessels are hybrids powered by Rolls-Royce engines running on liquid natural gas (LNG), the most environmentally friendly fuel available, and electricity from batteries. We have left lots of space in the battery compartments for new more powerful batteries because the technology is developing so fast.

“Meanwhile, on six of our existing ships operating on the Norwegian coast, we will carry out engine conversions – from diesel to a combination of large battery packs and Rolls-Royce Bergen engines operating on a mixture of LNG and liquid biogas (LBG) derived from fish waste and other organic waste material.

Although outlets for LNG on the Norwegian coast are growing fast in number, LBG supply infrastructure is limited so far, but we have large fuel requirements and expect that the necessary supply facilities will be developed quickly. LBG, by the way, emits 60% less carbon than LNG which itself cuts carbon emissions compared with diesel by about three quarters. As soon as we can use more LBG, we will do so.”

At the end of April this year, in another sustainability initiative, the company

January 2019 // Marine Log 19

CEO Spotlight

announced that it would ban single-use plastic on board its ships by July. The aim, the company said at the time, was to become the world’s first plastic-free shipping company.

“It was time to take action,” Skjeldam says.

“People have been talking about plastic pollution for years but we see it on a daily basis, even in some of the most remote regions visited by our ships. Our guests and employees clean tonnes of plastic from even the most spectacular destinations where we operate.

reputation of the industry; and for the profitability of each individual operator. I hope we’ll be doing more of what we do today.

“By then, I expect that sustainability will be a major challenge for the cruise sector generally. We will be well ahead, and we will provide our discerning guests with the best experiences on board the most sustainable ships on voyages to the world’s most outstanding locations. We hope that more of them will come from the U.S.”

Now we have taken action, banning singleuse plastic across our entire fleet – ships working on the Norwegian coast as well as international expedition vessels.

So what will Hurtigruten’s operation look like in ten years’ time?

“Well … we certainly will not have a focus on branding Broadway shows and water slides as ‘innovation.’ For us, innovation is about real change. Acting now is imperative for the waters we operate in; for the

MS Roald Amundsen & MS Fridtjof Nansen At A Glance Design: Rolls-Royce Marine Yard: Kleven Verft Yard #: 400 & 401 Delivery: 2019 & 2020 Class: DNV +1A1, PC-6, Passenger Ship, ECO, F_ AMC, LCS-DC, BIS, Clean, RECYCL ABLE, COMF- C (1) V (1)

for passenger area, COMF- C ( 3 ) V ( 3 ) for Crew Area

Main Dimensions Length over all: 140.00 m Length between perpendiculars: 133.50 m Breadth Molded: 23.60 m Draft Max: 5.30 m

Performance & Capacities Speed: 17.0 kn Gross Tonnage: approx 20,889 T Deadweight at SWL: 1,800 T Passengers: 530 Crew: 251 Cabins: 265 Decks: 9

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20 Marine Log // January 2019

Navy & Coast Guard

Huntington Ingalls has secured contracts for two more National Security Cutters

RECAPITALIZATION

SLOW AHEAD

Huntington Ingalls Industries

A

bout two weeks prior to the partial government shutd ow n , Pr e s i d e n t Tr u m p signed into law S. 140, the Frank LoBiondo Coast Guard Authorization Act of 2018 on December 4, 2018, authorizing the funding for the service for Fiscal Years 2018 and 2019.

For Fiscal Year 2018 (FY 2018), the bicameral law authorizes: appropriations of $7.21 billion for the operation and maintenance; $2.69 billion for acquisition, construction, renovation, and improvement of aids to navigation, shore facilities, vessels, aircraft, and systems; $114.88 million for the Coast Guard Reserve program; $13.4 million for environmental compliance; and $29.1 million for research, development, test and evaluation of technologies, material, and human factors directly related to the Coast Guard’s mission.

For FY 2019, the bill authorizes appropriations of $700 million more for operation and maintenance to $7.91 billion and $2.69 billion for procurement, construction, renovation, and improvement.

The Coast Guard also received authorization of appropriations of up to $167.5 million to build three Fast Response Cutters.

“The Coast Guard has a vital military and

law enforcement mission, and we ask it to do far too much with far too few resources, and with too little public recognition,” said Congressman John Garamendi (D-CA), Ranking Member of the Subcommittee on Coast Guard and Maritime Transportation.

“By giving the Coast Guard a 2.6% increase to its operations and maintenance budget, this bill finally begins to treat this crucial agency with the respect it deserves.”

OPC Moves Ahead A key part of recapitalizing the Coast Guard’s aging fleet is the Offshore Patrol Cutter (OPC) program. The OPC will replace the Coast Guard’s 210 ft and 270 ft Medium Endurance Cutters. In late September 2018, the U.S. Coast Guard exercised contract options with Eastern Shipbuilding Group, Panama City, FL, to begin construction of the lead offshore patrol cutter (OPC), Argus, and to acquire long lead-time materials for the second OPC, Chase.

The total value of the options exercised is $317.5 million. In addition to covering production of the lead OPC, the contract also covers the initial order of components and materials necessary to support the future construction of the second OPC by acquiring propeller and steering components, marine

diesel engines, the ship integrated control system, switchboards, and generators.

The USCG says that the 364 ft x 54 ft OPC meets the service’s long-term need for cutters capable of deploying independently or as part of task groups and is essential to stopping smugglers at sea, interdicting undocumented migrants, rescuing mariners, enforcing fisheries laws, responding to disasters and protecting our ports. The acquisition of 25 OPCs will complement the capabilities of the service’s national security cutters, fast response cutters and polar security cutters as an essential element of the Department of Homeland Security’s layered security strategy.

Huntington Ingalls Industries reports that its Ingalls Shipbuilding division recently received two fixed price incentive contracts from the U.S. Coast Guard to build two additional National Security Cutters for the U.S. Coast Guard.

The contract values for these tenth and eleventh ships in the program are $468.75 million for NSC 10 and $462.13 million for NSC 11.

Ingalls Shipbuilding division has delivered seven NSCs, the flagships of the Coast Guard’s cutter fleet, designed to replace the 12 Hamilton-class high-endurance cutters January 2019 // Marine Log 21

Navy & Coast Guard Technology: The Coast Guard intends to use proven technologies for the program, but did not conduct a technology readiness assessment to determine the maturity of key technologies prior to setting baselines.

Cost: The lifecycle cost estimate that informed the program’s $9.8 billion cost baseline substantially met GAO’s best practices for being comprehensive, welldo cumente d, and a ccur ate, but only partially met best practices for being credible. The cost estimate did not quantify the range of possible costs over the entire life of the program. As a result, the cost estimate was not fully reliable and may underestimate the total funding needed for the program.

Schedule: The Coast Guard’s planned delivery dates were not informed by a realistic assessment of shipbuilding activities, but rather driven by the potential gap in icebreaking capabilities once the Coast Guard’s only operating heavy polar icebreaker reaches the end of its service life.

that entered service in the 1960s. The seventh ship, Kimball (WMSL 756), will be commissioned in Hawaii on Jan. 19.

Both the eighth ship, Midgett (WMSL 757), and the ninth, Stone (WMSL 758), are currently under construction at Ingalls.

Midgett is scheduled for its first set of sea trials in the first quarter of 2019.Stone is scheduled to launch in 2019.

NSCs are 418 feet long with a 54-foot beam and displace 4,500 tons with a full load. They have a top speed of 28 knots, a range of 12,000 miles, an endurance of 60 days and a crew of 120.

Great Lakes and Polar icebreakers Under the act, not later than 270 days after the enactment of the law, the Coast Guard Commandant is required to submit a plan to the Senate’s Committee on Commerce, Science, and Transportation and the House’s Committee on Transportation and Infrastructure for the replacement or life extension of the Coast Guard fleet of inland waterway and river tenders, and Bay class icebreakers.

The Commandant is also authorized under the act to use funds for the construction of an icebreaker that “is at least as capable as the Coast Guard Cutter Mackinaw to enhance icebreaking capacity on the Great Lakes.” The Commandant will have to submit a report to Congress within 45 days of the law’s enactment laying out the plan for the icebreaker’s acquisition and construction.

Meanwhile the status for funding the acquisition and construction of a next 22 Marine Log // January 2019

generation of heavy Polar icebreaker, the socalled Polar Security Cutter, is still up in the air. Subject to the availability of appropriations, the law looks to extend the service life of the 40-plus-year-old Polar Star until at least December 31, 2025.

The $9.8 billion Coast Guard and Navy plan to build and maintain three heavy polar icebreakers faces risks in four key areas, according to a GAO report issued in September 2018.

In the report, Coast Guard Acquisitions: Polar Icebreaker Program Needs to Address Risks Before Committing Resources,” the GAO says that “the program has not fully assessed how well key technologies will work in this particular effort,” that the cost estimate may underestimate the funding needed, and that the program sets ship delivery dates that are “optimistic and not based on a realistic shipbuilding assessment.”

GAO says that the Coast Guard did not have a sound business case in March 2018, when it established the cost, schedule, and performance baselines for the program, because of risks in four key areas: Design: The Coast Guard set program baselines before conducting a preliminary design review, which puts the program at risk of having an unstable design, thereby increasing the program’s cost and schedule risks. While setting baselines without a preliminary design review is consistent with DHS’s current acquisition policy, it is inconsistent with acquisition best practices. Based on GAO’s prior recommendation, DHS is currently evaluating its policy to better align technical reviews and acquisition decisions.

GAO Recommendations GAO is making six recommendations to the Coast Guard, DHS, and the Navy. Among other things, GAO recommends that the program conduct a technology readiness assessment, re-evaluate its cost estimate and develop a schedule according to best practices, and update program baselines following a preliminary design review.

DHS concurred with all six of GAO’s recommendations.

The USCG’s only working heavy icebreaker, Polar Star

Top, Bollinger Shipyards; Bottom, US Coast Guard

The USCGC Terrell Horne, the latest Fast Response Cutter delivered by Bollinger Shipyards

November 2016 // MARINE LOG 23

NAVY & COAST GUARD Zodiac Milpro introduced a new RIB to its SeaRIB line

PATROL BOATS

T

he International Workboat Show served as the perfect stage to debut the latest patrol boat designs from some of the premier patrol boat builders.

Jeanerette, LA-based Metal Shark used the opportunity to showcase the next generation patrol boat it’s building for the U.S. Navy, the 40 PB. Based on Metal Shark’s Defiant class, the 40 PB is a next-generation Defiant X patrol boat platform. Much secrecy loomed over the 40 PB at the show — a deputy sheriff made sure no photos of the boat were taken. What is known about the 40 PB is that it has an aggressive, chiseled, angular profile and unique faceted hull reminiscent of a Stealth fighter. The 40-foot welded aluminum boat can hit 35+ knots at sprint speeds, thanks to two diesel inboards and twin waterjets.

The 40 PB represents a big win for Metal Shark— it could potentially build up to 50 of the boats under an award worth more than $90 million.

Trade Wars Have Impact One of the challenges facing boatbuilders across the United States are the tariffs placed on steel and aluminum in the ongoing trade wars. “We’re seeing major cost increases in raw materials, and also seeing significant component price increases from our suppliers,” says Metal Shark CEO Chris Allard.

24 Marine Log // January 2019

“From engines to generators, seats, and windows, we’re seeing widespread effects throughout our supply chain.”

Allard notes that some suppliers may be taking advantage of the tariff situation to bump up their prices. “There are instances where we wonder if a supplier’s increase was actually the result of the tariffs, or if the supplier is simply using the tariffs as an excuse to raise prices.”

The tariffs also have the effect of making U.S. yards less competitive internationally.

“We aren’t currently facing tariffs on boats themselves,” says Allard, “but the tariffs are still adversely affecting our competitiveness in the global market. For example, we build tugs for Panama. So does China. By putting tariffs on steel, we are now less competitive with China in the open market.”

seats, and a flush deck integrated dive door.

The 30 ft 7 inch SRA’s hull and collar combination enable Zodiac to offer options such as a bow access ramp or flush deck dive doors. The vessel’s flotation collar and deepV hull provide it with a superior true RIB performance. And its open deck layout and aluminum hull allow for a variety of seating, console and engine configurations, with helm controls forward, mid or aft deck.

The SRA900 is also equipped w ith the latest in communication technology.

According to Zodiac, Raymarine’s Quantum radar and multifunction display along with the CAM220 imaging system provide high end nav/com capability with a clean installation. The craft is also fitted with Fell Marine wireless man overboard system and Evinrude G2 engines.

Zodiac Milpro Expands SeaRIB Product Range

Moose Delivers Rescue Vessel for San Francisco

At the show, Zodiac of North America introduced a brand new Rigid-Hull Inflatable Boat (RIB) in its Zodiac Milpro SeaRIB product range. The SRA900 is a step up from the highly successful SeaRIB Aluminum SRA750.

The design, currently on a demonstration tour across the U.S. Gulf and East Coasts, features twin 300 hp outboard engines, two-place console with a semi enclosed windshield/roof shelter, shock mitigating

Just days prior to the show, California-based Moose Boats delivered an M2-38 Catamaran CBRN, Dive and Fire Rescue vessel to the San Francisco Fire Department.

The aluminum catamaran will serve primarily as a dive and rescue boat and is outfitted with an integrated dive and recovery platform and bow ladder for beach rescues.

The M2 is funded partially by FEMA’s FY2015 Port Security Grant Program.

Zodiac Milpro

TAKE CENTER STAGE

Supplier Roundtable

Trendline

2019 Major suppliers, service companies provide valuable insight into emerging markets, new products

By John R. Snyder, Publisher & Editor in Chief

Shutterstock/ Dizfoto

T

he International Workboat Show provides an annual glimpse into the future of the North American marine marketplace, allowing key commercial marine decision-makers the opportunity to network and discuss some of the latest trends and view some the latest technologies, equipment, and services on the trade show floor.

Marine Log took the opportunity during the event—held Nov. 28-30 in New Orleans—to catch up with key marine suppliers to gain some valuable insight on the emerging trends and new products that will shape 2019.

One of those trends is a move towards vessel electrification. Over the past three years there has been strong interest in electric battery and marine hybrid power, notes

Anthony Teo, Technology & LNG Business Development Director, Region North America, Maritime, DNV GL. “Operators have begun to realize that it is a viable solution,” says Teo. How strong has been the uptick in battery propulsion? According to DNV GL statistics, the number of LNG-fueled vessels on order, under construction or in operation is virtually the same as battery-powered vessels. As of December 3, 2018, there were 273 LNG fueled ships in operation, under construction or on order as compared with 268 battery-powered vessels. Not counting LNG carriers, the first LNG-fueled vessel was the Norwegian car ferry Glutra back in 2000.

The recent surge in battery-powered vessels has taken place within about a third of the time.

Teo notes that a good deal of the discussions at the Workboat Show centered around the application of battery technology. “One of the most viable solutions to operating more efficiently is using battery technology. It basically replaces an engine.” Batteries can provide reserve power for redundancy requirements and as an alternative to spinning power to handle variable loads or peak shaving.

The term “hybrid” has been thrown around quite a bit recently in the maritime market. Teo explains that hybrid is “the combination of a battery and an engine such as a Toyota Prius. You charge the battery with an engine. When you need more power at peak load you can tap it from the battery bank. For pure battery perspective, it is your battery as the main source of energy like a January 2019 // Marine Log 25

Supplier Roundtable fuel cell applications on ships. The project laid the groundwork for the development of class rules and the commercialization of the technology.

“Other fuel cell projects have all benefitted from the lessons learned in (the FellowSHIP) project. That’s why I say the Viking Lady is the mother of all fuel cell projects. We are very proud of leading that project.”

He says the key takeaways from the FellowSHIP project are learning how a fuel cell behaves in the harsh marine environment and how to design a ship to mitigate the risks of such novel technologies.

Down the road, Teo foresees the extraction of hydrogen through the use of renewables such as wind and solar energy. “Just watch this space,” says Teo. “It’s coming!”

Focus on Hybrid Propulsion

Telsa car.”

Of course, one size does not fit all. “It’s not suitable for all ships at the moment because the battery technology has its limitations,” he says. “It would be good, for example, to have a combination of both (LNG and battery) for long haul shipping. You still need to burn some fossil fuel to obtain the energy to charge up the battery. The most viable, cleanest fossil fuel is LNG.” DNV GL’s Energy Transition Outlook 2018 Maritime Forecast to 2050 indicates that 39% of shipping energy will be supplied by carbon-neutral fuels, slightly surpassing liquid fossil fuels such as marine gas oil and heavy fuel oil, which together will supply 33% of the energy. LNG and liquid petroleum gas will together account for 23% of the energy use. Together with cold ironing, shore-based electricity will provide about 5% of the total 26 Marine Log // January 2019

energy for shipping. Teo sees real potential for carbon-neutral fuels, in light of the recent developments in the market —including the first hydrogen fuel cell passenger vessel in the U.S. —the social expectations around climate change, and IMO’s strategic goals to reduce total emissions from shipping by 50 percent in 2050.

“We’ve been on it since day one with these three technologies: Batteries, LNG, and Fuel Cells,” He says. “If you want to leapfrog, go for hydrogen. This has been what we’ve been preaching. DNV GL has been in the forefront in assisting and developing these new technologies.”

DNV GL, Wärtsilä Norway, and Eidesvik Offshore recently concluded the FellowSHIP project, which was a 15-year research program designed to expand the knowledge base about battery, hybrid power and

A Smooth Ride Ahead “We are seeing increased market acceptance and demand for vessel stabilization,” says Sean Berries, President of Humphree USA. “The benefits are obvious — a smooth stable ride for the vessel translates into lower

John R. Snyder

Fincantieri Bay Shipbuilding’s Todd Thayse sees select opportunities to build new ATBs

“Hybrid propulsion will continue to be a focus for Twin Disc and the marine industry in 2019,” says Tim Batten, the Racine, WI, power transmission manufacturer’s Vice President, Marine Propulsion. “Fuel efficiency, passenger comfort and a compact footprint will drive customer demand for these systems. We are poised with our Veth Integrated L-drive and Master Clutch Hybrid, and will continue to develop products and systems that achieve customer and market demands.”

Twin Disc expects to launch its Master Clutch Hybrid, MC75, this fall, offering a hybrid propulsion option with both diesel and electric motors. “We are also on schedule to release our EC600 integrated propulsion control system, which works in conjunction with the Twin Disc QuickShift Transmission,” says Batten.

Last year, Twin Disc celebrated its 100th anniversary. Far from resting on its laurels, the company made its largest acquisition to date, Veth Propulsion, a global supplier of main and auxiliary marine propulsion products such as azimuth drives, rudder propellers, bow thrusters and diesel engines and generator sets.

“Veth Propulsion strategically expands our global market opportunity, increases our size, scale, and scope within the marine industry, and diversifies our end-market penetration,” says Batten. “This is part of our continual strategy to diversify our geographies, markets, and products.”

Supplier Roundtable fuel costs, improved productivity, fewer injuries to passengers and crew, and less downtime – with a relatively short time for return on investment. We believe we are well positioned to capture a large share of this market with our unique product features and benefits. We are working closely with naval architects and shipyards, and area also expanding our service network to ensure access to fast, efficient service.”

Berrie points out that Humphree has been supplying its interceptors to the NYC Ferries, as well as the Seastreak commuter vessels operating between New York and New Jersey. It will continue its success in New York Harbor with Active Ride Control for the five newest 97-ft 350-passenger Rockawayclass passenger vessels that will be delivered to New York City Ferries in early 2019 and a pilot boat being built by Metal Shark for the Brazos Pilots for delivery in 2019.

“We just introduced at the end of 2018 our new HLS-series interceptors, which are designed for large and heavy planing vessels from 170 to 350 feet,” says Berrie. “This will greatly expand our addressable market for interceptors. We expect to make our first HLS installations in North America in 2019.”

Humphree’s active ride control technology is also being transformed through increasing digitalization. “Our Active Ride Control system is a good example of how digital technology is enabling better stabilization in terms of controlling trim, heeling, rolling and pitching. The control unit has advanced software algorithms, three electronic gyros and an electronic accelerometer in each direction of movement to measure and counter hull motions with immediate response in real time. This would not have been possible without the technological advancements in electronics, digitization and software algorithms that have been made over the last decade.”

Twin Disc

LNG Market on Horizon “The biggest challenge for us right now is redeveloping our backlog,” says Todd Thayse, Vice President and General Manager, Fincantieri Bay Shipbuilding. “Over the last five years, we came through with a several-year backlog. As a result of the recent industry downturn, our backlog got worked off and it’s skinnier than we’d like it to be. Our focus is going to be to regain multi-vessel orders to rebuild our backlog.”

Over the past 10 years, Fincantieri Bay Shipbuilding (FBS) has made a number of investments to improve productivity and efficiency. “Everything from Process control to robotics to ‘brick and mortar’ expansion,” says Thayse.

The Sturgeon Bay, WI, has traditionally had a strong presence in the Great Lakes region, and Thayse believes there are select opportunities to build Articulated Tug Barges (ATBs) and tugs. “One key area of interest in LNG (liquefied natural gas),” he says. “We’ve been working with a number of engineering companies and customers. We think that in the next 24 to 36 months, we will building something that has to do with LNG as a fuel or LNG bunkering product.”

FBS is also looking at some opportunities to build some tour boats for Chicago

The Viking Lady is the mother of all fuel cell projects.

We are very proud of leading the project area customers that could use some form of electric propulsion.

“We’ve also performed a number of scrubber refits for Great Lakes vessels. We see more opportunities there,” he adds.

Reducing the Total Cost of Ownership Last year at the Workboat Show, ExxonMobil launched Mobilserv Lubricant Analysis — a cloud-based service designed to help reduce vessel operators reduce the Total Cost

of Ownership (TCO) by monitoring the condition of your lubricant oil and the health of your equipment. Mobil Serv Lubricant Analysis replaced the company’s previous generation Signum Used Oil Analysis.

So what’s been the reaction to the new service? “Our clients have fully embraced the technology,” says J.R. Hand, ExxonMobil Field Service Engineer. “Its scan-and-go technology gives them the ability to use their mobile device to scan the sample bottle and scan the tag on the equipment, which then immediately tells the lab what that sample is. They don’t need to use a label. It speeds up turnaround time and eliminates human error. The whole thing about lube oil analysis is that you are not only monitoring the lube oil, but also the condition of the equipment.”

Hand says Mobil Serv allows operators to extend time between drains. “When you throw away good oil based solely on operating hours, you are throwing away money.”

He also notes that if you use synthetic lubricants, used oil analysis is critical. “You are moving from changing oil once a month to once or twice a year. That’s a big savings for the customer. Also, by extending out the oil changes you also reduce the number of times you have someone touching the engine. A lot of engine failures are the result of human and machine interaction.”

It’s All About Safety and Efficiency When you think of tank coatings, do you think of safety or efficiency? “When we develop products that’s all we think about,” says Scott Doering, PPG Director of Sales, Protective and Marine Coatings, U.S. “We think of safety first.”

Doering along with Al Kaminsky, PPG Hybrid propulsion will be a key focus of Twin Disc says its VP of Marine Propulsion Tim Batten

January 2019 // Marine Log 27

Supplier Roundtable

Humphree’s Sean Berrie sees increased demand for vessel stabilization

Marine Manager, Protective and Marine Coatings, U.S. and Canada, were on hand at the PPG booth at the Workboat Show to discuss the release of PPG Novaguard 810 ER tank coating for the tug and barge market in the U.S. and Canada.

Doering emphasizes that one of the real benefits of PPG Novaguard 810 ER is that it

reduces the risk to shipyard personnel. “It reduces the exposure of the applicator in a confined space, such as a ballast tank. If they normally need 10 hours to apply coatings to the ballast tanks, we can cut that down to five hours. If we can keep [shipyard personnel] out of harm’s way by cutting down the amount of application time, then we’ve just reduced their risk. And health and safety managers understand that immediately.”

Al Kaminsky explains that PPG Novaguard 810 ER grew out of a product that the company had formulated for the Navy. “We took the technology to make it safer for the customer.” He says it’s single-coat application, fast drying, and contains no organic compounds or solvents. He also points out that it contains an optically active pigment (OAP), which allows the applicator at the shipyard to use a black light when it dries to check if any spots were missed and mark them with chalk. Touch ups can be done using a thin film epoxy. “it’s about efficiencies and saving money,” says Doering. Its single coat application and fast drying property means that the time and labor for a tank coating project is cut drastically. “The ship can be out of the shipyard in four days as opposed to 10 days,” he says.

“That’s great for the owner and the shipyard.

Shipyards are like restaurants. They just want to turn tables. They want a new ship in there all of the time.”

While the cost per gallon might be higher for PPG Novaguard 810 ER as compared to other tank coatings, Doering says the substantial labor and time savings more than make up for it. “You can do the math. Ultimately, the paint is not the biggest cost of the project. It’s the labor and scaffolding. Instead of 10 people spending 10 days coating a tank, you are going to use four people to coat a tank in four days. The contractor is probably going to have a 50% reduction expense in lining that tank.”

Keeping Corrosion at Bay Protecting steel stored at a shipyard or fabrication yard from corrosive elements for long periods until it’s ready to be used can be a real headache. For years, Houston-based Holdtight Solutions has offered its HoldTight 102 preservation coating to fabricators, contractors, transportation companies, and equipment manufacturers to protect bare steel against flash rusting for 24 to 72 hours.

“Our most recent introduction was HT 365, a preservation coating used to protect bare steel during transport or storage prior to a final coating system,” says Ken Rossy,

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Supplier Roundtable Vice President of Sales and Marketing, HoldTight Solutions, Inc. “We introduced HT 365 to respond to inquiries for protection of steel on a temporary basis for weeks, months at a time. Our workhorse product, HoldTight 102 helps clean steel surfaces of salts and contaminants and as a result prevents flash rusting for typically 24-72 hours. Many customers would need longer and as a result we introduced HT 365 to accommodate those needs.”

HT 365 provides corrosion protection for up to one year depending on place of storage and environmental exposure. It can be applied via spraying, dip coating or painting.

When you throw away good oil, you are throwing away money, says ExxonMobil’s J.R. Hand

When Communication is Critical “Zenitel is the worldwide leader of critical information onboard vessels,” says Zenitel CEO Kenneth Dastol. “We’’ve been operating since 1946, so we’re a well established company. In October, we had the opportunity to acquire our competitor, so we’ve enlarged ou prsence in maritime and oil & gas. We’ve created a strong company, putting together the number one and number two companies in the area.”

Zenitel offers type-approved and certified systems for communications, data, and entertainment. Its equipment is critical

when the power is out aboard ship. Their product line includes public address systems, intercoms, two-way radios, and entertainment systems.

Last year, Zenitel inked a deal to acquire the Phontech Intercom and Public Address business from Jotron AS. Phontech specializes in intercom and

public address & general alarm solutions for the Maritime and Oil & Gas markets, with worldwide market presence.

“Now we will have much larger product lines. It gives our customers the opportunity to buy more products. There are a lot of complementary products. We’ll be a onestop shopping for our customers.”

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Engines

Manufacturers expand their range of high-speed engines to help smaller vessel operators comply with stricter emissions regulations, improve fuel consumption

John Deere’s 4045SFM85

T

his year engine builders will unveil several new high-speed marine diesels, including options for compliance with IMO Tier III and EPA Tier 4. One of those manufacturers is Cummins Inc. Last year at the Seawork International 2018 exhibition, Cummins rolled out for the marine market the Cummins X15, an in-line six-cylinder, four-stroke diesel that has variable and fixed speed ratings between 450 to 600 hp. Cummins says the X15 uses its XPI common rail fuel injection system for clean emissions and optimized fuel economy. The variable speed X15 engine at 450 hp at 1,800 rev/min consumes about 23 gallons per hour at rated speed.

IMO Tier II and EPA Tier 3 compliant, the X15 also uses the intelligent Cummins engine control module, CM2350, to provide advanced diagnostic and monitoring capability, as well as engine protection through de-rates and automated engine shutdowns to prevent catastrophic failures. The CM2350 technology also features fuel sensor monitoring, digital 30 Marine Log // January 2019

engine start/stop functionality, and gear pressure and temperature.

According to Cummins spokesperson Jennifer McQuilken, the first pair of X15 marine engines were installed in the 1982-built Joseph M, a Weeks Marine 65 ft aluminum crewboat operating out of Barnegat, NJ. The repower of the Joseph M was completed by a Weeks Marine crew at Dulac Shipyard, Houma, LA. The repowered crewboat is running new 15-liter, six-cylinder, in-line engines rated at 575 hp at 1,800 rev/ min. Joseph M achieved 21 knots on sea trials and is expected to achieve a 20 percent fuel savings over its previous engines.

Besides the X15, Cummins will also have available this year a new IMO Tier III certified QSK60 engine package and the QSK38 Tier 4, both of which will meet tighter emissions regulations with Selective Catalytic Reduction (SCR) units. The idea is to leverage Cummins’ broad engine experience in other markets with SCR technology, which dates back to 2006 and consists of more than 1 million units.

In order to minimize total cost of

ownership, Cummins optimized diesel exhaust fluid consumption and aligned maintenance intervals of the aftertreatment with engine maintenance intervals for minimal planned downtime.

“Cummins engineers have done significant testing of this system to ensure the same dependability, quality and reliability customers have come to expect from our brand,” says Jim Schacht, Executive Director, Cummins Global Marine Business.

“With more than 10 years of experience applying SCR to Cummins engines in our on-highway and industrial segments, vessel operators can rest assured they have a great product powering their ship.”

Schacht points out that the QSK60 is the first Cummins engine platform to receive the IMO III certification, but he expects other engines will follow in the near future using similar SCR configurations.

John Deere Expands Offerings In 2017, John Deere Power Systems unveiled its PowerTech 4045SFM85 diesel engine targeted at light-duty commercial vessels,

John Deere Power Systems

CHOICE OPPORTUNITIES

Engines high-speed governmental applications and high-speed pleasure craft with planing and semi-displacement hulls.

John Deere reports that it is now shipping the 4045SFM85 marine engine to boat owners and builders in two ratings — an M4 rating with 205 kW (275 hp) at 2,600 rev/ min and M5 rating with 235 kW (315 hp) at 2,800 rev/min.

Prior to its release, John Deere conducted sea trials in order to evaluate the installation and performance of the 4045S with an M4 or M5 rating in various vessel operating scenarios, according to Mike Van Donsel, Senior Marine Application Engineer at John Deere.

One of the operators to evaluate the engine was Donald Haught, a lifelong commercial fisherman. “The 4045SFM85 is lighter and about half the size of my old engine, but it packs some power for its size,” says Haught.

“I’ve calculated that it consumes about 19 liters of fuel per hour — almost half as much as my previous engine. That’s a great cost savings for my business.”

The 4045SFM85 engine ratings meet U.S. EPA Tier 3 and Recreational Craft Directive II emissions regulations, as well as IMO Tier II standards for commercial and recreational applications. John Deere expects the engine to receive Type Approval from ABS, DNV GL, Lloyd’s Register and Bureau Veritas.

Getting Ready for Hybrid Marine hybrid propulsion systems that incorporate diesel engines, electric motors, and batteries are becoming a more attractive option for vessel operators because they meet stricter environmental regulations and offer improve efficiency.

This year, Rolls-Royce is planning to test a new MTU hybrid system that will use MTU Series 2000 engines in combination with electric motors and batteries in a megayacht.

The test is a prelude to a full scale launch of an integrated MTU hybrid marine propulsion systems onto the market in 2020. The propulsion systems will be available for yachts, work boats, ferries and patrol boats in a power range extending from around 1,000 to 4,000 kW per powertrain.

Knut Müller, Head of MTU’s Marine and Government Business, says the hybrid propulsion system will offer operators significant benefits. The most important being efficiency, environmental compatibility and the flexibility of the propulsion system.”

Müller says the modularity of the system will enable it to be “tailored to the customer’s specific requirements.”

For tug boats, the hybrid propulsion system offers the possibility of being able to maneuver very precisely using the electric

motor or to deliver a powerful bollard pull using the entire power output of the diesel engines and electric motors combined.

For passenger vessels a hybrid system can be attractive because it offers the combination of high power output and a significant increase in comfort levels resulting from the quiet, vibration-free operation.

Rolls-Royce will be offering complete hybrid propulsion systems from MTU for ships, consisting of MTU internal combustion engines, electric drive modules, transmission systems, batteries, monitoring and control systems, in addition to other electronic components.

Müller says that Rolls-Royce can provide integrated systems to operators, in a variety of propulsion modes. “This is something we are quite capable of doing as a result of decades of experience in system integration and with the aid of our Blue Vision New Generation Hybrid automation system.”

The hybrid systems will be offered in a variety of power ranges to suit individual customer requirements.

As of 2020, systems incorporating MTU Series 2000 engines combined with one or two electric motors per power train each with 150 kW of electrical output, will be launched on the market and will cover a power range of between about 1,000 and 2,200 kW per power train.

Starting in 2021, MTU will then extend its portfolio with the addition of hybrid systems based on the power delivered by MTU Series 4000 engines and as many as four electric motors, each with 150 kW of electrical output, and will cover a power range of between about 1,000 and 4,000 kW per powertrain.

and close cooperation with Jensen Maritime, Nichols Brothers and ABS has paved the way for an innovative, environmentally friendly hybrid tug capable of safe and reliable operation and maximum bollard pull.

The Rolls-Royce hybrid system enhances the tug’s escort capability, providing unsurpassed assist support to the ultra-large containerships that operate from U.S. West Coast ports.”

The Rolls-Royce Hybrid Propulsion System consists of Power Take-In (PTI), electric motors, and main propulsion engines connected to Rolls-Royce azimuth thrusters, allowing vessel to operate in either a diesel-mechanical, diesel-electric or boost mode configuration.

“The key benefit of a hybrid configuration is that it reduces the power requirement,” says Lane. “Typically, a tug the size of the Baydelta vessel would need a power output 2,500 kW. The hybrid arrangement allows operators to achieve the required bollard pull from a smaller engine. It provides greater operational flexibility which allows for the system to provide improved fuel efficiency, redundancy, and reduced emissions.”

Rolls-Royce will supply all electric motors, shaft generators and a power management and control system. The hybrid arrangement provides power to US255 azimuth thrusters with ducted fixed pitch propellers that can be rotated 360 degrees around the vertical axis.

This arrangement optimizes omni-directional thrust and maneuverability as well as providing improved crash stop capability.

Novel Hybrid Propulsion for Tractor Tugs Rolls-Royce received Approval in Principle (AIP) from ABS for its novel hybrid propulsion system for tractor tugs.

The AIP was granted following an evaluation of the hybrid tug designed by Jensen Maritime and which Nichols Brothers Boat Builders will deliver to Baydelta Maritime LLC in February 2019. The vessel will be the first tugboat installed with the Rolls-Royce hybrid propulsion system.

ABS considers the Rolls-Royce hybrid system is, in principle, compliant with ABS Rules for Building and Classing Steel Vessels Under 90m (2018); ABS Advisory on Hybrid Electric Power Systems (2017); and ABS Guidance Notes on Review and Approval of Novel Concepts.

Griff Lane, Rolls-Royce SVP Commercial Marine, Americas, says, “Our long-standing partnership with Baydelta Maritime

Tier 4 compliant Cummins QSK38 with Selective Catalytic Reduction unit January 2019 // Marine Log 31

Engines Aaron Bresnahan, President & Managing Director, Wärtsilä North America, at press conference for the Wärtsilä 14

By John R. Snyder, Publisher & Editor in Chief

Sometimes to expand, you have to get smaller

I

New Wärtsilä 14 targets hybrid propulsion applications

n late November at the International Workboat Show in New Orleans, Wärtsilä unveiled a new high-speed, compact engine designed to expand its diesel engine range to meet global emissions regulations, as well as the marine market’s increasing appetite for renewables and hybrid propulsion applications.

A continuation of Wärtsilä’s Smart Marine vision, the Wärtsilä 14 will be 32 Marine Log // January 2019

available next year in 12- and 16-cylinder configurations, delivering a power output of 755-1,340 KW in mechanical propulsion, and 675-1,155 KWe in auxiliary and dieselelectric configurations.

“We’ve always been know n for our medium speed technologies,” Aaron Bresnahan, President & Managing Director, Wärtsilä North America, tells Marine Log. Bresnahan points to the highly efficient

Wärtsilä 31 as anexample of the company’s quest to push the technology envelope.

However, the move towards cleaner fuels and hybrid systems, says Bresnahan, required Wärtsilä to expand its offerings into a highspeed range. “As the industry moves more into renewables and hybrids, and requires less installed power, we had to come up with a solution that would fit into that range.”

At a press conference, Wärtsilä compared the Wärtsilä 16V14 to its medium-speed Wärtsilä 6L20. The smaller 14 had a slightly higher output of 1,340 kW vs. 1,320 kW, with a SPOC (g/kWh) of 205 kWh vs. 190 kWh. The Wärtsilä 16V14 a weight of 3,800 kg vs. Wärtsilä 6L20’s 9,300 kg. The power to weight ratio was 353 kW/ton for the 14 vs.

142 kW/ton for the medium-speed.

Bresnahan points out that in the past Wärtsilä had developed smaller bore engines that were medium speed, but found that some operators of tugs, smaller commuter ferry, and OSVs preferred higher speed engines, because of “how the vessels operate or from culture perspective.”

As a result, Bresnahan says Wärtsilä evaluated the market to assess whether operators would be “more open to something that we developed from a blank sheet of paper or something that has a pedigree and track record and we could marinize?”

After a search, Wärtsilä struck upon Liebherr, a family-owned manufacturer with a 70-year history of producing marine and mobile cranes, construction machinery, mining equipment, gears and gearboxes for aircraft, air conditioning systems for trains, and even refrigerators. “They were in that sweet spot,” says Bresnahan. “They had a great engine, but not a marine outlet. We signed an agreement earlier this year.”

The engine is IMO certified for marine use, but not as yet EPA certified. Bresnahan says that EPA certification is under consideration, but that Wärtsilä is taking the development “step by step.” The Liebherr engine is already EPA certified for land use.

Wärtsilä is looking at the global market for the engine, including tugs, ferries, offshore support vessels, and potentially construction vessels. It is also possible as an auxiliary engine for oceangoing ships.

The first deliveries of the Wärtsilä 14 are planned for the latter part of 2019. Liebherr will be responsible for product development, classification and manufacturing of the engines. The new engine type will be backed by Wärtsilä’s global lifecycle support and services network.

Initially, the engine will be available for either diesel mechanical and diesel electric engine applications.

BWMT

More BWTS

set to receive U.S. Coast Guard Type Approval

Evac

T

he U.S. Coast Guard issued a Type Approval certificate to De Nora’s Balpure system on December 19 making it the 15th Ballast Water Treatment System (BWTS) to meet all requirements of Title 46 of the CFR. There are currently another 10 systems under review by the U.S. Coast Guard for Type Approval, with the latest applications filed this past December by ERMA First, JFE Engineering Corporation, and Wärtsilä Water Systems, Ltd. O n e o f t h e s y s te m s p e n d i n g Ty p e Approval is the Evac Evolution, manufactured by Cathelco, which was acquired by Evac in 2018.

Tested in “real world’ conditions, the Evac Evolution system is available with capacities from 34 m3/hr to 1,500 m3/hr in a single unit. The equipment can be provided skid mounted or in modular form, simplifying retrofit installations in confined areas.

“At an early stage, we opted for UV transmission as the parameter for determining UV dosage and I think it is only a matter of time before this becomes a mandatory

requirement. In this sense, customers who buy an Evac Evolution system will already be ahead of the game,” says Robert Field, Technical Director of Cathelco.

The ERMA First FIT system uses filtration and electrolysis, with flow rates of 100 to 3,740 m 3 /hr. JFE Engineering’s Ballast Ace uses filtration and chemical injection and has flow rates of 500 to 3,500 m 3 /hr. Wartsila’s Aquarius EC uses filtration and electrolysis, with flow rates of 250 to 4,000 m3/hr.

As we highlight in this month’s Inside Washington column, under the passage of the Vessel Incidental Discharge Act (VIDA), the U.S. Coast Guard must now take into account ballast water discharge standards that include organisms that are nonviable and must consider MPN test methods to evaluate organism viability in their USCG Type Approval for ballast water treatment systems. There are four manufacturers that have requested to use the MPN method as an alternative to the required testing standards. The Marine Safety Center previously denied the requests from Alfa Laval, Hyde, DESMI, and Trojan Marinex.

Meanwhile, De Nora’s Balpure system uses electrochlorination disinfection of ballast water through the slipstream method.

According to De Nora, only a 0.5% to 1% of the seawater flow entering the ballast line needs to be channeled into the electrochemical unit. The necessary amount of hypochlorite required to treat the water is generated in the slipstream and is then mixed to the full volume of ballast water.

This offers an effective solution for ships with large ballast tanks and high pumping rates, such as large tankers, bulkers and LNG carriers, eliminating the need to store hypochlorite onboard, achieving increased efficiency and avoiding waste.

Dr. Stelios Kyriacou, General Manager, De Nora Ballast Water Management Systems, says the Balpure system will “deliver safe and reliable ballast water compliance for the lifetime of their ship.” He also adds that the “operational adaptability delivers significant OPEX benefits over competing technologies.”

Shipboard testing of De Nora Balpure was conducted on a U.S.-flag Aframax tanker operating on the U.S. West Coast.

January 2019 // Marine Log 33

Newsmakers

Parker Harrison Named to Crowley Leadership Team Crowley Maritime Corporation has appointed Parker Harrison to the company’s leadership team as Senior Vice President of Procurement and Risk Management. She is also President of the U.S. Chapter of WISTA.

Karl Thorngren has been named CFO of Maersk Supply Service.

The appointment goes into effect April 29, 2019. Currently, he serves as CFO of Svitzer Australia.

U.S. Coast Guard TPO Decatur Marine Audit & Survey has announced the promotion of Kevin Wakefield to Operations Manager. He will head Decatur Marine’s new office in New Orleans.

Marine services provider Campbell Transportation Company, Inc., has named Kyle Buese Executive Vice President of Operations.

He previously worked with Kirby Corporation serving in several key roles including General Manager, Vessel Operations.

MHI Vestas Offshore Wind has appointed Jason Folsom as National Director of Sales, U.S. He is the company’s first official hire in the U.S. market.

Sweden’s Marine Jet Power (MJP) has announced the hiring of Mia Vikner as COO. She will be responsible for operational efficiencies as well as process implementation to drive growth of MJP.

Waterways Council, Inc. (WCI) has promoted Tracy R. Zea to Vice PresidentGovernment Relations. Prior to that, he held the position of Director-Government Relations for WCI. Germany’s Zeaborn Ship Management has named Holger Strack as CEO. Kent Clarke has been appointed Military Business Development Manager for David Clark Company Incorporated (DCCI). Clarke’s focus will be to introduce end users within the Military and Government markets to the Series 9100 Digital and Wireless Intercom System for marine, air and ground communication applications.

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34 Marine Log // January 2019

TECH NEWS Owners/Operators Stand to Benefit from Remote Surveys

Kongsberg Opens Up Digital Platform for Increased Industry Transformation It’s no secret that collaboration leads to transformation. With that in mind, Kongsberg Digital has announced that it will open up its Kognifai Partner Program to all parties, in order to speed up the rate of digital transformation in the maritime industry.

The digital collaborative platform and ecosystem gathers, structures, stores and analyzes industrial data to help companies realize their digital transformation ambitions. The data acquired for a variety of equipment on board the ship, can be used in value-adding solutions and applications delivered by Kongsberg and its partners.

“We have opened our partner program to all in order to speed up the rate of digital transformation in the maritime sector,” said Hege Skryseth, President of Kongsberg Digital. “By sharing the Kognifai infrastructure and Kongsberg’s expertise through our partner program, we are providing our clients and partners with a safe and secure digital ecosystem, domain knowledge and an ocean of certified value-adding applications.”

Kognifai’s infrastructure can be used to scale apps and services quickly, and offer/ distribute them to customers looking for digital solutions. www.kongsberg.com

Rolls-Royce Launches Kamewa A5 Waterjets For operators of smaller vessels, such as patrol boats, who want greater power-Rolls-Royce may have the product to meet your needs. The company says its new A5 series of Kamewa waterjets provides greater thrust and a more compact inboard footprint when compared to its popular Kamewa FF range. Manufactured from high-grade marine aluminum, the A5 series is available in seven sizes with power outputs between 100 kW and 1,230 kW. The unit has an improved pump efficiency by 3%. Steering and reversing efficiency is improved by 8% and bollard pull improved by 13%.The cost-effective solution is geared for smaller vessels up to 25m

long — making it ideal for workboats, small passenger vessels, and patrol boats.

The A5 features Rolls-Royce’s single-stage axial-flow impeller—which helps optimize efficiency, reliability and predictability. The unit also features a more streamlined steering nozzle and reversing bucket.

According to Rolls-Royce the advantages to choosing the Kamewa A5 series are plentiful. For the yards fitting the unit there is: Improved delivery time; reduced inboard footprint; reliable and harmonized design; simplified and reduced installation. For owners: A more efficient waterjet means less fuel consumption, improved value for money and lower total cost of ownership; in addition to shorter installation time. And for designers, the A5 is proven to be the lightest product in its size range, it has the best in class performance and its installation process is simple.

With a steadfast commitment to use digital technologies to help owners and operators “improve performance, control costs and drive efficiencies,” ABS has introduced remote surveys as part of its effort to drive safety performance and productivity.

ABS Remote Survey, which helps promote time efficiency and flexibility for operations, follows the introduction of ABS e-Cer tificates and Smart Guidance.

J o h n M c D o n a l d, S e ni o r V i c e Presid ent, Wes ter n Hemis p here Operations, ABS, says, “ABS Remote Sur vey takes responsiveness to a higher level. Clients save time and money, by ABS surveyors reviewing assets remotely.” He adds, “This is the latest safety step in the ABS mission to promote the security of life and property and preserve the natural environment.”

ABS Remote Sur vey will enable surveys to be conducted remotely, keep surveyors safe and enable the vessels to get back to work quickly.

The following sur vey t ypes c a n b e n e f i t f r o m A BS R e m o t e Sur vey:Tailshaft Sur vey Extension; Continuous Machinery Survey; Minor Damage Sur vey; Rec tification for Outstanding Class Recommendation/ Outstanding Statutory Deficiencies; and Remote Underwater Examination of Offshore Units.

The new remote sur vey, s ays Sachin Mehra, VP Asset Management, Ensco, “We expect the option to conduct an Underwater Inspection in Lieu of Drydocking remotely will reduce the logistical expenses of a UWILD significantly.”

www.eagle.org

www.rolls-royce.com January 2019 // Marine Log 35

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38 Marine Log // January 2019

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January 2019 // Marine Log 39

SAFETY FIRST

Telemedicine: Medical Experts Are A Click Away

40 Marine Log // January 2019

as an example.

This kit is connected to the vessel’s internet/satellite communication system. Once contact is established, the shoreside evaluator makes configuration adjustments and activates the device wizards remotely to assist the onsite care provider with the

As we transition in to the age of the digital seafarer, our approach to problem solving will evolve and change

examination. The doctor can even control the kit’s camera, adjust resolution and bandwidth consumption to maximize the quality of the picture when bandwidth is very limited. The basic Digigone kit can be expanded to include a variety of camera types and other devices for vessels operating in more remote locations.

Examples of the kits success are many. The one that struck me as the most poignant is the story of an engineer slipping and falling

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

Digigone

I

n the age of smartphones and wifi everywhere, there are now apps that enable users to reach a doctor, refill prescriptions, and have a therapy session, with a simple click of a button. This was not something that I ever thought would be a possibility at sea. Prior to the advent of reliable satellite communication, vessels relied on HF radio communication with shorebased medical facilities to assist them in diagnosing problems with crewmembers when the vessel was far from medical aid.

Today, we can use a telemed kit, with a video conference system to speak in real time to a doctor. The kit enables crew to show the doctor the problem (by using a camera), have vitals automatically transmitted, and allows the doctor to diagnose and assist in fixing any issues. To the vessel owner, this can save hundreds of thousands of dollars by avoiding having to divert a vessel and morally the owner can rest assured that their crew is only a brief click away from top-notch medical care. This type of care has been available for on shore for quite some time, having been used successfully in remote villages, campsites, and more. Bringing this technology successfully to sea has only been very recent.

So, how does a telemedicine system work?

I asked Michael Dunleavy, President of Digigone, to assist me in understanding how this technology works by using his Digigone kit

while at sea—a piece of steel sliced into his finger and severely gouged the bone. He was rushed to the ship’s infirmary, the telemedicine service provider was contacted and a secure video teleconference was established between the service provider and the vessel’s Designated Medical Officer (DMO) using the DigiMed kit. Over the next three hours, a doctor remotely supervised and guided the Captain and DMO, through the kit as they debrided the wound, and reconstructed the crewman’s finger. That procedure could not have been performed without the use of the kit and its video. The crewmember’s finger was saved and a vessel diversion was avoided.

The success of this equipment depends largely on the shore based medical provider.

Physician Neal Sikka of George Washington Medical University Maritime Medical Access was willing to discuss with me his experiences with telemed products.

Dr. Sikka states that one aspect of a successful telemed consultation is the availability of competent medical personnel on the other end. For example, GWU has Paramedics ready to answer the calls when the first come in to assist in diagnosing the case and to provide basic medical advice. If the case is beyond the scope of the paramedic a doctor is immediately called in. Now the beauty of the Digigone service with GWU is that the doctor can actually be hooked into the remote device via their smartphone and can direct care from anywhere if they are not in the office. The coup de grâce is the fact that since GWU is a major medical center, any concern requiring a specialist is an easy phone call (or walk down the hall) away.

As we transition in to the age of the digital seafarer, our technologies and our approaches to problem solving will evolve and change. However some of the basic concerns at sea will still remain. If we take in to account the reduction in crew sizes due to budgetary concerns and automation, mariners will have to rely more upon a smaller amount of people and be able to do a variety of tasks. Anything that can be done to bring in the experts when needed is welcomed in my book.

“GREAT RELIABILITY AND EXCELLENT SERVICE SUPPORT” -JOE McCALL, SEACOR MARINE PROJECT MANAGER

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