Marine Log July 2019

arine oG M L www.marinelog.com

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

July 2019

BRIDGING the

GAP Using Tech to Meet Maritime Regulations

Annual Gulf Coast Headliner Q&A With Society for Gas as a Marine Fuel’s Chad Verret

Decarbonization Tougher Than Sulfur Emissions?

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CONTENTS

48 Departments 2 EDITOR’S LETTER Bridging the Gap

41 Features

36

4 INLAND WATERWAYS U.S. Small Shipyard Grants 6 INDUSTRY INSIGHTS 8M ARINE INNOVATIONS

S1

10 WELLNESS

Healthy Eating Part II: Fatigue & Food

11 VESSEL OF THE MONTH Matson Inc.’s Lurline 12 UPDATES

avy Generates Two Unusual N Conversion Contracts • From OSV to Range Support Vessel • High-End Sail Cruising for the Eco-Conscious •

15 INSIDE WASHINGTON

DOT Launches Port Infrastructure Development Program

43 Tech News

First Iridium GMDSS Terminal Unveiled

44 NEWSMAKERS Gulf Island Names Vaccari Executive VP of Shipyard Division

CEO SPOTLIGHT A Q&A with Chad Verret of SGMF To get a better understanding of LNG as a marine fuel and the goals of the Society for Gas as a Marine Fuel, Marine Log sat down with the organization’s chairman of the board GULF COAST HEADLINER • Gulf Coast Ports Continue to Grow, See Larger Ships • .Larry B. Whipple is First Newbuild to Join Maritime Partners Fleet • Q &A With GICA President Jim Stark • Main Iron Works Makes Progress on Bisso Tug • Oceaneering Christens Its Newest Ship MSV Ocean Evolution • And much more

33

MARINE DIGITALIZATION Three Paths to Marine Digitalization While technology has made improvements in shipbuilding, it is still delayed by maintenance challenges and insufficient visibility into the operation of the fleet

38

TECH SPOTLIGHT: ENGINES If You Thought IMO 2020 Was Tough …

Decarbonizing shipping is going to be a whole lot harder than reducing sulfur emissions

41

MARINE PAINTS & COATINGS Painting a More Efficient (and Greener) Picture The maritime paints and coatings industry is incorporating into its services and methodologies more advanced and environmentally friendly technologies

48 SAFETY Shipyard Safety: What Are the Hazards July 2019 // Marine Log 1

EDITOR’S COLUMN

MarineLoG July 2019 Vol. 124, NO. 7 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 Jeff Sutley jsutley@sbpub.com Shutterstock/ Canetti

Bridging the Gap

W

hen trying to decide what I’d focus on in my letter this month, I initially thought I’d do an overview of the economic engine that is the Gulf Coast. It is our annual Gulf Coast Headliner, after all. However, one thing kept leaping out at me from the pages—emerging technologies being used to meet the many maritime regulations and policies set before us.

While it’s true that different technologies can be used to comply with emission rules, those on board with LNG technology say it’s a smart way to meet existing and upcoming requirements. We explore this and more in our discussion with Chad Verret, chairman of the Society for Gas as a Marine Fuel, on page 36.

In a similar vein in regard to cutting down on emissions, this month’s Tech Spotlight focuses on decarbonizing shipping. While there is no “silver bullet” to meet the challenge of the IMO targets, there are some promising technical solutions, such as battery-powered ships and fuel cells. However, these technologies aren’t yet able to cover the propulsion of larger seagoing vessels, notably containerships.

Revisiting marine digitalization, our guest contributor Jen Rizzo with AVEVA expands on integrated digital solutions for shipbuilders as shipyards are looking to exploit technological advances to gain better visibility and control of their infrastructure. With these technologies in

place, shipyards can deliver maximum capability and efficiency to better adapt to changing market conditions.

And let’s not forget the chemical makeup of paints and coatings on the vessels. To help cut down on toxins in the water, the industry has been incorporating into its methodologies more technologically advanced processes to applying more environmentally friendly paints and coats to ships—a growing concern as the world goes greener and ships become larger.

Speaking of large ships, a trend we examine in our Gulf Coast feature on ports is the welcoming of ever more massive containerships. Two Gulf ports, Tampa and New Orleans, recently saw their largest box ships arrive. Meantime, as global demand for U.S. produced oil and LNG increases, other Gulf ports are gearing up to handle the loading as well as unloading of large tank vessels. Either way, ports have to expand their operations and are pushing ahead with channel deepening projects.

Overall, business in and along the Gulf Coast is open and prospects look good.

web EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk European EDITOR Charlie Bartlett charlie.bartlett@runbox.com Art Director Nicole D’Antona ndantona@sbpub.com Graphic Designer Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER MIDWEST/WEST COAST Jim Kingwill jim@kingwillco.com Barry Kingwill barry@kingwillco.com Integrated account manager; east coast & international David Harkey dharkey@sbpub.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

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

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 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.

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2 Marine Log // July 2019

EDITOR-In-Chief Heather Ervin hervin@sbpub.com

CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray John Wooldridge Michael J. Toohey Waterways Council, Inc. 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

NEW CONSTRUCTION • REPAIRS • CONVERSIONS 2200 Nelson Street, Panama City, FL 32401 Email: sberthold@easternshipbuilding.com www.easternshipbuilding.com TEL: 850-763-1900

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inland waterways

Inland to Benefit From $19 Million U.S. Small Shipyard Grants

Heartland Fabrication, Brownsville, Pa., was one of several small inland shipyards to receive a grant.

T

he U.S. Department of Transportation’s Maritime Administration (MARAD) announced $19.6 million in grants to support capital improvements at 28 U.S. small shipyards as a part of its Small Shipyard Grant Program on June 17. Of those 28 shipyards, nearly one-third operate on the inland waterways. Some of the inland shipyards serve the offshore market, while some serve inland or both.

Provided through MARAD’s Small Shipyard Grant Program, the funding supports employee training and related improvements that foster increased efficiency and economic growth.

“These grants help create jobs in America’s

small shipyards, which play a significant role in our country’s maritime sector,” said U.S. Transportation Secretary Elaine Chao.

The largest grant award for inland was presented to MBLH Marine LLC dba Vessel Repair in Port Arthur, Texas, at $1,360,531.

These funds will go toward the acquisition and construction of a new dry dock.

The new dry dock will allow the facility to promote more efficient and competitive shipyard services. TPG Chicago Dry Dock in Chicago, Ill., received the second largest funding at $1.2 million. The grant will go towards the purchase of a dry dock and the support of a welder training program. These two additions will increase the efficiency

Shipyards Located on Inland Waterways Shipyard Heartland Fabrication, Brownsville, Pa. LaShip, Houma, La. MBLH Marine LLC dba Vessel Repair, Port Arthur, Texas

Grant Amount $1,008,000 $402,900 $1,360,531

Mike’s Inc., South Roxana, Ill.

$709,405

Paducah Barge LLC, Paducah, Ky.

$700,570

Port Bolivar Marine Service Inc., Port Bolivar, Texas

$390,451

Shark Tech LLC, Bayou la Batre, Ala.

$511,671

Thoma-Sea Marine Constructors LLC, Lockport, La.

$738,645

TPG Chicago Dry Dock LLC, Chicago, Ill. VT Halter Marine, Pascagoula, Miss.

4 Marine Log // July 2019

$1,200,000 $536,000

of shipyard operations, as well as improve the competitive shipyard services for the facility’s customers.

In 2013, U.S. shipbuilders produced $37.3 billion in gross domestic product.

Typically family-owned and employing less than 1,200 workers, small shipyards play a critical role in contributing to our nation’s economy. Supporting more than 400,000 jobs, they create employment opportunities for working families and small communities.

“Small shipyards are an irreplaceable aspect of America’s shipbuilding industry,” said Maritime Administrator Mark H. Buzby. “They are a key component to national security and our economic viability as a whole; providing good jobs for hardworking Americans.”

Since 2008, MARAD’s Small Shipyard Grant Program has awarded over $226 million for a total of 216 grants. These grants help fund upgrades and expansions that often lead to more competitive operations, quality ship construction and improved employee skill.

Having produced some of the most innovative vessels in the world, U.S. small shipyards have become economic backbones throughout the country. Small shipyard grants are a proven, wise investment; leveraging the skills and expertise of our shipyard community, which in turn empowers our entire maritime industry.

Other shipyards that received funding from the grant program include: All American Marine, Bellingham, Wash., $397,725; Biblia Inc., Savannah, Ga., $1,319,414; Detyens Shipyards Inc., Charleston, S.C., $781,315; East Coast Repair & Fabrication LLC, Norfolk, Va., $860,000; Eastern Shipbuilding Group Inc., Panama City, Fla., $640,618; Hughes Bros. Inc., Edison, N.J., $363,957; J. Goodison Company Inc., Kingstown, R.I., $518,538; JAG Alaska Inc. Seward Shipyard, Seward, Alaska, $976,298; Marinette Marine Corporation, Marinette, Wis., $1,100,000; Moose Boats, Vallejo, Calif., $555,429; Moran Iron Works Inc., Onaway, Mich., $564,300; Norseman Shipbuilding & Boatyard LLC, Miami, Fla., $255,131; Northern Enterprises Boat Yard Inc., Homer, Alaska, $604,053; Port of Toledo, Toledo, Ore., $261,285; Rhoads Industries Inc., Philadelphia, Pa., $999,250; Rockland Marine Corporation, Rockland, Maine, $351,956; St. John’s Ship Building Inc., Palatka, Fla., $800,000; Yank Marine Services LLC, Dorchester, N.J., $692,558; and VT Halter Marine, Pascagoula, Miss., $536,000.

A CRUISE SHIP THAT MOVES THOUSANDS OF PASSENGERS And a large-scale project where we were on board from the beginning Why does the world-renowned Meyer Werft shipyard team up with Viega time and again for numerous projects of this scale? In addition to the extremely reliable piping systems made from copper, copper alloys or plastic materials, Viega also supplies the know-how to go with them.

Viega. Connected in quality.

Meyer Werft shipyard, Papenburg, Germany

viega.us/RuleNow

INDUSTRY INSIGHTS In this month’s Industry Insights, we put the focus on ship losses and casualties. Insurer Allianz Global Corporate & Specialty SE has just published its Safety and Shipping Review 2019, with encouraging news. Despite 46 large ships that were lost last year, the number was down from 98 the previous year. Partly, this was due to a quieter hurricane season. The total number of reported incidents showed little change at 2,698. Machinery damage caused one-third of all incidents over the past decade and is the most expensive cost of insurance claims—over $1 billion in the past five years.

All Causes Of Total Loss 2009-2018

Total Vessel Losses By Ship Number 2009-2018

Vessels over 100 gt only

Vessels over 100 gt only

Foundered (Sunk) Wrecked/Stranded (Grounded) Fire/Explosion Machinery Damage/Explosion Collision (Involving Vessels) Hull Damage (Holed, Cracks, Etc.) Miscellaneous Contact (E.G. Harbor Wall) Piracy Missing/Overdue

Cargo Fishery Bulk Passenger Chemical Product Tug Container

Source: Allianz Global Corporate & Security

Ro/Ro Supply/ Offshore Tanker Dredge Barge Lpg Unknown

Source: Allianz Global Corporate & Security

Recent U.S. Shipbuilding Contracts Qty

Type

Owner

Est. $

Est. Del.

Moran Iron Works

1

210 PAX Fast Ferry

Shepler’s Mackinac I. Ferry

$4 M

2020

Bollinger Shipyards

1

CHAMP Design Study

NAVSEA

$2.9 M

2022

GD NASSCO

1

CHAMP Design Study

NAVSEA

$2.9 M

2022

Philly Shipyard

1

CHAMP Design Study

NAVSEA

$2.9 M

2022

VT Halter Marine

1

CHAMP Design Study

NAVSEA

$2.9 M

2022

Shipyard

6 Marine Log // July 2019

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Marine Innovations NTELLIAN New Fleet Xpress Antenna Wins Inmarsat Type Approval The GX100NX unlocks the full potential of Inmarsat Fleet Xpress, giving customers maximized RF performance and 10W high power BUC option to ensure high availability of Ka-band connectivity. Its single-cable design, along with new AptusNX software, enables fast installation and maintenance. The GX100NX Below Deck Unit integrates the Antenna Control Unit, GX modem and mediator function for dual antenna configuration in a single box, reducing the time and costs of installation and commissioning. www.intelliantech.com

ABB ABB Adds New Midsize Range to Azipod Line Covering the 7.5 to 14.5 MW power range, the midsize range is aimed at the ferry and RoPax sector, but will also be applicable for larger offshore construction vessels, midsize cruise ships and shuttle tankers. The propulsors feature the latest fourth generation permanent magnet motors and have been designed for low onboard height. www.abb.com

WÄRTSILÄ

Horizontal Inner Tube Evaporator The Wärtsilä Serck Como Horizontal inner Tube Evaporator (HiTE) is a multi-stage evaporator specifically designed for small to medium capacities of 30 to 150 tons per day. The HiTE is designed to function in a range of operational areas where alternative technologies like the reverse osmosis or plate technology reach their limits. It offers energy savings compared to single stage designs. www.wartsila.com

WANNER ENGINEERING

New Range of Sealless Positive Displacement Pumps The new range of Hydra-Cell D66 pumps offers a maximum flow capacity of 65.7 gpm and pressure ratings up to 700 psi for models featuring brass, ductile iron, or 316L stainless steel pump heads and 250 psi for models equipped with polypropylene (non-metallic) pump heads.

The sealless design means that there are no mechanical seals, cups or packing to leak, wear or replace. www.hydra-cell.com

HUNTINGDON FUSION TECHNIQUES

Pressure Testing Pipework with Inflatable Stoppers Vessels, such as pipelines, gas cylinders and fuel tanks, are often pressure tested for strength and leaks. A range of inflatable stoppers for tanks, chambers, tubes, pipes, pipework fabrications and ductwork is available from the Pipestoppers division of Huntingdon Fusion Techniques. They can be used as an alternative to mechanical test plugs and have an inflation pressure of up to 10 psi and will hold a back pressure of 5.8 psi. www.huntingdonfusion.com

8 Marine Log // July 2019

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WELLNESS COLUMN

Healthy Eating Part II: Fatigue & Food our physical ability to climb ladders, throw lines and lash containers safely.

Standard practice says we should consume half our body weight in ounces of water daily (more if you are working out, pregnant or sweating in the heat). This may sound like a lot; however, it is not necessarily “drinking” water. This amount includes all consumption of water (i.e. fruit, vegetable, soup, and yes, even caffeinated beverages). Researchers have debunked the 1920’s theory that caffeine is a diuretic. Coffee and tea counts toward your daily water intake.

I

n the second part of our ongoing series on healthy eating, I replied to a letter I received about foods and fatigue from a worried mariner. Here was my response: Dear Dan, Thank you for asking about foods and fatigue.

For those working in the transportation industry, we all struggle with long, random hours of work, wind, rain and the challenges of operational hiccups at midnight. Here are some ingestible items for your consideration. These items all have research behind them and may be helpful to stash away as you bring ships safely in and out of port to give you a physical and mental boost.

Compounded Fatigue When we ponder fatigue, our attention falls naturally to a lack of sleep. This is a large factor in how we feel, but not the only factor.

Feelings of fatigue can be compounded by lifestyle choices that further deteriorate our ability to think and move. Lifestyle choices, such as the use of alcohol or drugs, too much/ little exercise, medications, high sugar consumption and other poor dietary habits, can all lead to us feeling drained of energy. Furthering a fatigued state can be emotional strains. Things like depression and other similar mental afflictions can also be stand alone actors in our feeling of exhaustion.

A Powerful Seed Salvia Hispanica, also known as Chia, is a member of the peppermint family. Most of us believe these small seeds are used for growing green grass on clay heads; however, ancient people would scoff at our ignorance.

10 Marine Log // July 2019

Over 5,500 years ago, pre-Columbians, ancient Mayans and Aztecs started drinking, chewing and baking with these seeds and found a health benefit. Chia seeds have shown to provide energy boosts and improved sleep quality.

Chia seeds are high in omega 3 and 6 fatty acids giving power to the brain. They are also high in proteins and fiber. Adding them to a smoothie or water can help give you a nutri-

Standard practice says we should consume half our body weight in ounces of water daily.

tionally dense boost. The biological value of chia is superior to cereals and higher content of calcium, magnesium and potassium than milk.

Water for Hydration The body is made mostly of water, and a lack of water will impair functionality. A few days without water and we die, but even a decrease of 1% loss of body mass from water brings physical and mental deterioration. A 2015 study from Loughborough University in the U.K. showed drivers had significantly greater errors such as lane drifting and late braking due to dehydration. It does not take much liquid loss to start losing mental marbles and

Magnesium has long been understood to perform more than 300 functions in the body. It helps keep you strong, relaxed and moving.

Recently, a correlation of decreased depression systems and magnesium intake has been discovered. Muscle contraction, heartbeat maintenance, creating cellular energy and activating nerve signaling are all magnesium related. Nutritional deficiencies in magnesium are common around the world. In 2006, the French Food Safety Agency identified that its population of adult men was 72% deficient in magnesium and women were upwards of 80% deficient. People with low magnesium levels are subject to an increase risk factor of cardiovascular disease, high blood pressure, high blood sugar and osteoporosis. More recently at MIT, magnesium level increase was shown to enhance cognitive functioning, and it has long been shown to produce better sleep quality.

High quality nuts (cashews and almonds), seeds (pumpkin and chia), and dark chocolate—85% cocoa solids or better to decrease the sugar—can be carried with you and are all sources of magnesium. Supplements or an Epsom salt bath can also help where diet can’t get you to a level of benefit.

Food and fatigue are inherently linked.

Using the right foods at the right time is one way to further the effort to make it home safely after each shift.

The article is for educational purposes only.

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

Emily Reiblein

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

Shutterstock/ Marcos Mesa Sam Wordley

Chocolate, Nuts and Magnesium

VESSEL OF THE MONTH The launch ceremony was attended by nearly 700 people, including members of Matson and NASSCO, Navy and Coast Guard officials and the general public.

LURLINE Largest ConRo Ever Built in the United States

Photo Credit: Matson

M

atson Inc. last month christened the largest combination container/roll-on, roll-off (ConRO) ship ever built in the United States in a ceremony at the GD NASSCO shipyard in San Diego, Calif.

The new vessel is named Lurline, an iconic name in Matson’s long history, dating to the construction of Captain William Matson’s first ship of that name in 1887. Four more ships were given the name in subsequent years; this vessel is the sixth.

The new Lurline is the first of two new Kanaloa Class ships being built for Honolulu-based Matson by NASSCO at a total cost of approximately $500 million for the pair, and the third of four new vessels that Matson will put into service during 2018, 2019 and 2020.

The two Kanaloa Class ships are being built on a 3,500 TEU vessel platform.

NASSCO partnered with Busan, South Korea-based DSEC Co. Ltd., to provide Matson with state-of-the-art ship design and shipbuilding technologies. For more than a decade, this partnership has produced premium ships for five separate Jones Act owners.

At 870 feet long, 114 feet wide and with a deep draft of 38 feet, the 50,000-metric-ton Lurline will be Matson’s largest ship and one of its s fastest vessels, with a top speed of 23 knots.

It will help ensure on-time deliveries in Hawaii from Matson’s three West Coast terminals in

Seattle, Oakland and Long Beach.

Both new Kanaloa Class vessels will have an enclosed garage with room for approximately 500 vehicles plus ample space for rolling stock and breakbulk cargo. They will also feature state-of-the-art green technology, including a fuel-efficient hull design, environmentally safe double-hull fuel tanks and fresh water ballast systems.

Using proven design standards, the ship design incorporates liquefied natural gascapable main and auxiliary engines that are compliant with IMO Tier 3 emission requirements. Future installation of an LNG fuel gas system can be accommodated.

They will be the first IMO Tier 3 dual-fuel engines to be deployed in containerships serving West Coast ports. Tier 3 engines reduce the levels of particulate emissions by 40% and nitrogen oxide emissions by 20%, as compared to Tier 2 standards.

“The great speed, capacity and environmental improvements of this new ship position us well to serve the needs of our communities in Hawaii for many years to come,” said Matt Cox, Matson’s chairman and CEO, after the shipyard ceremony.

The ceremony was attended by nearly 700 people, including members of Matson and NASSCO, Navy and Coast Guard officials and the general public.

LURLINE: FAST FACTS Type: ConRo Length: 869 feet, 5 inches Max Speed: 23 knots Main Engine Horsepower: 42,738 (31,870 kW) Max Deadweight (Metric Tons): 52,080 TEUs: 3,500 Auto Capacity: 500 Autos

July 2019 // Marine Log 11

Update

BIZ NOTES HULLWIPER SOLUTION NOW AVAILABLE IN MAURITIUS

Navy Awards Unusual Conversion Contract The Navy recently awarded two U.S. shipyards conversion contracts that fall a little out of the usual run of the mill ship repair activity.

In what must be a one-of-its-kind award, Colonna’s Shipyard Inc., Norfolk, Va., has been awarded a $9,299,760 contract to provide demilitarization of the exterior hull, internal equipment, bulkheads, decking, piping and other fixtures onboard the Los Angeles class nuclear submarine USS San Francisco (SSN-711).

Commissioned in 1981, the submarine will become a moored training ship in Charleston, S.C.

Hit Sea Mount, Got a New Bow This will not be SSN-711’s first visit to a

repair yard. Back in January 2005, the submarine slammed with an undersea mountain about 364 nautical miles southeast of Guam while operating at flank (maximum) speed at a depth of 525 feet (160 m).

The vessel sustained massive damage and was nearly lost. However, its inner hull was not breached and there was no damage to its nuclear reactor. As it had recently been refueled, the Navy decided that it was worth repairing.

After temporary repairs in Guam, the vessel proceeded under her own power to Puget Sound Naval Shipyard in the state of Washington, where its bow was replaced with that of USS Honolulu, which was soon to be retired.

From OSV to Range Support Vessel thoma-sea marine Constructors LLC, Lockport, La., won a Navy contract worth $11,638,510 to purchase and convert an existing OSV into an Atlantic Undersea Test and Evaluation Center range support vessel (ARSV).

The ARSV will provide ocean engineering and range support for the launch, recovery and deep ocean mooring installation and maintenance of remote operated vehicles, unmanned underwater vehicles, and autonomous underwater vehicles.

12 Marine Log // July 2019

The vessel will operate at sea for multiple days. This will permit researchers onboard to remain on station at remote locations for days to collect data, deploy scientific equipment and perform scientific calculations.

Work is expected to be completed by January 2020. Fiscal 2019 research, development, test and evaluation funding will be obligated at time of award and will not expire at the end of the current fiscal year.

The Naval Sea Systems Command, Washington, D.C., is the contracting activity.

HELM CONNECT PASSES 4,000th VESSEL MILESTONE V i c t o r i a, B.C .- h e a d q u a r t e r e d marine operations software company Helm Operations repor ts that more than 4,000 vessels are now using its asset management and operations plat form, Helm Connect. Founded in 1999 with a focus on providing easy-to-use software for the barge and towing industry, the company has made a name for itself by developing powerful and intuitive platforms for the maritime sector, earning the trust of some of the world’s largest harbor docking, barging, and offshore vessel operators.

Today, more than 170 companies rely on Helm Connect to manage vessel maintenance, regulatory compliance, operations and personnel management. As part of the growth of Helm Connect, the company is working to bring other innovative technologies to the . workboat industry.

Photo Credit: U.S. Navy

USS San Francisco will be used as a floating training facility at the Naval Nuclear Power Training Command Nuclear Power School.

Underwater hull cleaning specialist HullWiper Ltd has launched its first East African hull cleaning solution in par tnership with Immersub of Mauritius.

HullWiper’s patented remotely operated vehicle hull cleaning system uses adjustable seawater jets under variable pressure to remove fouling, minimizing the risk of damage to expensive anti-fouling coatings. The agreement with Immersub was signed under HullWiper’s leasing program, introduced in 2017 to work with partners around the world to offer shipowners and operators a cost-efficient, brush- and diverfree alternative to traditional hull cleaning methods.

Update

The Navy Plans to Award a Contract for FFG(X) DD&C in Fiscal Year 2020

Atlantic Towing Gets Battery Hybrid PSV

The U.S. Nav y on June 20 released an

C a n a da’s At l a nt i c Towing Limited, part of the J.D. Irving group in Saint John, New Brunswick, is to add a stateof-the-ar t Havyard 833 WE platform supply vessel to its fleet—and likely at a bargain price.

The company recently announced that it had entered into a contract for the vessel—the Atlantic Harrier—with Norway’s Havyard Ship Technology, with delivery set for April 2020.

Equipped with a hybrid battery-dieselelectric propulsion package, contra-rotating propulsion drives, Clean Design notation, and Tier 3 low-emission engines, the Atlantic Harrier will leverage 650 kW of installed battery power to fully optimize vessel operating modes to significantly reduce fuel consumption during transit, DP-2 and standby activities.

The vessel was originally ordered from Havyard back in 2014 by Iceland’s Fafnir Offshore. That deal went sour and in January 2017, Havyard announced that it had canceled the contract with Fafnir.

Earlier, it disclosed that it had entered into a new shipbuilding contract with what it called “a foreign customer” for completion and delivery of the vessel.

Havyard noted, “net profit for the project is calculated to be low.”

Be that as it may, the Atlantic Harr ier is an 89.7-meter vessel w ith a 1,002-square-meter deck area, significant cargo tankage, and accommodations for 54 people.

With an Ice Class 1B notation, the PSV is designed to withstand the harsh operating conditions of both the North Atlantic and the North Sea. “This is an exciting next step in Atlantic Towing’s strategy to grow and continue meeting current and future demands of customers,” says Gilles Gagnon, general manager and vice president of Atlantic Towing Limited. “The Atlantic Harrier’s large cargo capacities, fuel efficiency and low emissions position it as a best-inclass PSV.” “This new vessel allows us to expand our offshore capability and delivers a leading-edge design that continues to accelerate the digitization of our fleet, reduces our carbon footprint and helps our customers optimize their supply chain efficiency,” says Wayne Power, group vice president of J.D. Irving’s Transportation & Logistics Division.

updated request for proposals (RFP) for the FFG(X) detail design and construction (DD&C) contract for the first 10 guidedmissile frigates (one base ship and nine option ships).

The RFP provides for a full and open competition and will result in a contract awarded to one company.

The FFG(X) will have multi-mission capability to conduct air warfare, anti-submarine warfare, surface warfare, electronic warfare and information operations. Offerors who respond to the DD&C solicitation

must propose an FFG(X) design based on a parent ship design that has been through production and demonstrated in full scale at sea. Under U.S. law, FFG(X) must be built in a domestic shipyard.

Through various industry interactions, the Navy received feedback from industry that informed the modified RFP released June 20.

To reach the Navy’s full requirement of 20 frigates, a second contract is planned closer to 2025 for the next 10 ships to ensure more accurate pricing on out-year ships. This will be beyond the six years planned for this initial contract.

High-End Sail Cruising for the Eco-conscious The latest design to be unveiled by Danish naval architectural firm Knud E. Hansen is a 110-meter sail-assisted wind cruise vessel. Able to accommodate up to 100 passengers, it has a range of 6,000 nautical miles.

Knud E. Hansen says the design addresses a number of growing trends in the cruise industry. The higher end of the market prefers smaller ships where passengers can escape the crowds found on larger cruise lines. Similarly, the modest length and shallow draft of the vessel allow it to anchor in small harbors, away from the throngs of tourists found in busier ports.

The design also appeals to eco-conscious tourists. The combination of low‐sulfur diesel and wind power results in a vessel that exceeds the requirements for emission control areas and all forthcoming IMO regulations. The vessel also includes a large battery bank to allow for zero emissions in port and in specially protected areas.

The total sail area, which includes a single head sail on the forward mast, is 20,559 square feet.

The vessel features a modern sailing rig designed by Germany’s Detlev Loell Ingenieurbüro, GmbH. Its three free‐standing masts each carry a fully‐battened main sail with adjustable trailing‐edge flaps for optimizing lift. The total sail area, which includes a single head sail on the forward mast, is 1,910 square meters (or 20,559 square feet).

The sails are computer‐operated and are designed to provide peak performance, even in light winds.

The formidable rig design, combined with four diesel‐electric engines, will allow the vessel to cruise at 15 knots in most operating conditions.

The twin-screw arrangement and pair of tunnel thrusters forward allow for superior maneuverability in small ports and anchorages. Active fin stabilizers limit the vessel’s heel to 6 degrees in sail‐assisted mode, in order to ensure passenger comfort in typical operating conditions.

July 2019 // Marine Log 13

Update

Pittsburgh Picks Lake Assault to Build Advanced River Rescue Vessel Lake Assault Boats, a subsidiary of

Fraser Shipyards Inc., Superior, Wis., is to construct a 30-foot EMS river rescue vessel for Pittsburgh River Rescue Unit. The craft’s primary mission is to perform rescues in response to water emergencies, administer advanced life support (ALS) services, assist firefighting operations, and provide security for the nation’s second largest inland port.

The craft will be delivered in fall 2019.

“This is our second craft for the city of Pittsburgh in the past three years, and we’re thrilled to receive this vote of confidence from a city known for its vital waterways and iconic riverfront,” said Chad DuMars, Lake Assault Boats vice president of operations. “This custom craft features fast response combined with a full toolbox of capabilities to address a wide range of emergency scenarios.”

The bo at’s catamar an st yle hul l is engineered for enhanced stability and

maneuverability, and two Yamaha 425 hp outboard engines power it for maximum response time. Yamaha’s Helm Master joystick steering and digital anchoring system control slow-speed maneuvering. The vessel features a 74-inch hydraulically operated bow door, a heated front deck, dive step cutouts; and it can deploy a SWAT team and its equipment, including an ATV vehicle.

“This new rescue vessel will respond to just about any emergency—from a medical situation on a river cruise ship, to a SWAT team’s mission or a fire on a fishing boat,” said Division Chief Raymond Everitt, a 35-year veteran of the Pittsburgh Bureau of Fire.

The boat carries an ALS squad on board and is equipped with the same medical gear found on a traditional ambulance.

Its 10-foot long, fully enclosed pilothouse has an 80-inch interior clearance height, with ample room to treat patients in space

protected from the elements.

For firefighting operations, the boat is outfitted with a Darley 750 gpm fire pump (stored in a recessed deck compartment) with through-hull suction into a sea chest, and an Elkhart deck monitor and nozzle.

Other features include a full complement of LED floodlights, warning lights, and spotlights; a hinged radar arch; and an SCBA dive bottle rack.

Spanish Ferry Major Adds Tier 3 Compliant Tug to its Fleet

Spanish ferry major Baleària has taken

delivery of a Damen Shipyards Stan Tug 1606 E3. It will be the first IMO Tier 3 compliant tug to operate in the Mediterranean and the first Damen vessel to serve in

Barges Dry Docks Work Boats JMS-Designed.

Stevedoring barge 300’ x 72’ · 6,000 psf deck Built by Conrad Shipyard for the Rhode Island Commerce Corp. and Port of Providence

14 Marine Log // July 2019

Baleària’s fleet.

Baleària has acquired the tug to support the operation of its vessels in the harbor of Ciutadella–Menorca. The tug is named Rolon Plata II after Rolon Plata; the name of the first ferry operated in the Port of Ciutadella by Flebasa—the precursor to Baleària—in 1993.

Baleària required a compact, powerful tug to give towage assistance and one that could take up its role in the quickest possible timeframe. Thanks to Damen’s philosophy of standardized shipbuilding in series, the tug was on stock ready for delivery just four weeks following the order.

Despite its standard design, Damen h a s t a i l o re d t h e ve s s e l to B a l e à r i a’s

requirements. This included outfitting the vessel with FiFi capabilities, oil recovery kit and inclusion of a NOx Reduction System, an advanced active emissions control system using SCR technology for NOx reductions of approximately 70% compared to a conventional vessel and aligned with IMO Tier 3.

The additional noise reduction associated with the system is an important feature for a vessel that will operate in Menorca—a biosphere reserve. The system is easy to fit at any stage of the shipbuilding process or as a retrofit. It is available for inclusion on all vessels in Damen’s next generation of tugs.

It is notably compact, enabling emissions compliance even in a relatively small tug.

Let’s make plans.

Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

inside washington

DOT Launches Port Infrastructure Development Program

T

he U.S. Department of Transportation (DOT) announced a Notice of Funding Opportunity (NOFO) to apply for $292.7 million in discretionary grant funding through the new Port Infrastructure Development Program on June 12.

“This major investment in the Port Infrastructure Development P r o g r a m w i l l h e l p s t re n g t h e n , modernize and improve our country’s maritime systems and gateway ports,” said U.S. Transportation Secretary Elaine L. Chao. This new program aims to support public coastal ports by improving the safety, efficiency or reliability of goods movement into, out of, or within a port.

Investments in port transportation infrastructure will be a w a rd e d o n a c o m p e t i tive basis for projects located either within

One Magazine, The Entire Market

the boundary of a coastal seaport, or outside the boundary of a coastal seaport, and directly relate to port operations or to an intermodal connection to a port.

The department will evalua t e p ro j e c t s u s i n g c r i t e r i a t h a t include leveraging federal funds, project costs and benefits, project outcomes, project readiness, a n d d o m e s t i c p re f e re n c e . T h e Department will also consider geographic diversity when selecting grant recipients.

The Consolidated Appropriations Act of 2019 made available $292.7 million for the Port Infrastructure Development Program, including $92.7 million for the 15 coastal seaports that handled the greatest number of loaded foreign and domestic twenty-foot equivalent u n i t s o f c o n t a i n e r i z e d c a rg o i n 2016, as identified by the Corps of Engineers. The minimum award

size is $10 million, with a federal c o s t s h a re n o t t o e x c e e d 8 0 % .

A d d i t i o n a l l y, D O T a n t i c i p a t e s awarding funding to at least one project that advances each of the following project outcomes: • Advance technology supporti n g s a f e t y, d e s i g n e f f i c i e n c y improvements; • Improve state of good repair and resiliency; • Promote efficient energy trade; • Promote manufacturing, agriculture, or other forms of exports; and • F o r o n l y t h e t o p 1 5 c o a s t a l ports, a project that supports the safe flow of agricultural and food products, free of pests and disease, domestically and internationally.

The deadline to submit an application for the Port Infrastructure Development Program is September 22, 2019.

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July 2019 // Marine Log 15

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Gulf Coast Headliner

GIANTS OF THE GULF Gulf Coast Ports See Larger Ships

Q&A WITH Gulf Intracoastal Canal Association President Jim Stark

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As Ship Sizes Expand, So Do Gulf Coast Ports

Increased demand sees Gulf ports expanding to accommodate larger containerships and load VLCCs By Heather Ervin, Editor in Chief

Photo Credit: The Port of New Orleans

As the only international container port in Louisiana, the Port of New Orleans has invested more than half a billion dollars in its container operations since 2004.

The Gulf coast has been an economic backbone to the United States for decades. Much of the shipping activity in the Gulf Coast area, which includes two of the America’s largest ports—Port Houston and the Port of South Louisiana near New Orleans—, is dominated, though not limited, by the gas and oil industr y. The oil and gas produced in the Gulf Coast region serve as a crucial economic driver, particularly in Texas and Louisiana.

Due to the increase in energy demands around the world and larger vessels coming in and out of the region, many ports along the Gulf Coast are having to expand to keep up.

In May, Port Houston announced its continued increases in tonnage, including resin exports. According to the port, the total tonnage has increased by 9% for the year, including an 11% increase in loaded container tonnage. Total twenty-foot equivalent units (TEUs) have grown 13% for the year,

including year-over-year growth of 15% in April. Steel imports through all port authority facilities also show ongoing strength, growing 31% compared to the same period last year.

Port Houston Executive Director Roger Guenther highlighted the role of resin exports in a May report. “The big driver of this growth is the much-anticipated surge in resin exports,” he said. “It is here, and it is solid.” Year-to-date, Port Houston’s resin exports grew 38% in total, and polyethylene exports increased an astounding 62%.

Also in May, the por t commission approved management’s request to award a contract for financial advisory services to assist with developing financing strategies and options related to the ongoing project to widen and deepen the Houston Ship Channel—the nation’s busiest waterway—and other channel infrastructure projects.

Earlier that same month, a towing vessel and its barges collided with a 755-foot oil

tanker, spilling about 9,000 barrels of reformate into the Houston Ship Channel near Bayport, Texas. Port Houston continues to fight for the channel’s widening project to address growing traffic.

In April, the Port Commission of the Houston Port Authority met in special session and moved to accelerate widening of the Houston Ship Channel. “The Houston Ship Channel is open for business for all and will continue to be,” said Chairman Ric Campo during the session.

The Port Authority has been working closely with the Corps of Engineers and other federal government representatives, in addition to Port Houston and Houston Ship Channel stakeholders, to obtain authorization and accelerated funding and completion of the project. This is the eleventh significant widening and deepening of the channel since its conception.

With Houston claiming to be the countr y’s No. 1 export city, the channel is July 2019 // Marine Log 19

Gulf Coast Headliner

20 Marine Log // July 2019

petroleum products.

In May, Keppel AmFELS reached a pair of construction milestones at the port in the building of two containership vessels for Pasha Hawaii. A ceremonial keel laying for MV George III and the cutting of the first steel plates for MV Janet Marie was held April 30. The Port of Brownsville is the only place in Texas where deep-draft ships are being built.

“Not only is Keppel AmFELS pioneering ship building at the Port of Brownsville, it’s introducing an entirely new industry to the Lonestar State, helping create 700 high-paying jobs for our community,” said John Reed, Brownsville Navigation District chairman.

Another Texas por t undergoing an expansion is Port Freeport, which alongside tenant Horizon Terminal Services, took a step toward building a RO/RO service center with the signing of an agreement to add a 20-acre tract to their current lease holdings to accommodate additional vehicle cargo.

In 2018, nearly 70,000 automobiles were handled at Port Freeport, a 40% increase from the previous year. That same year, a number of shipping lines added new services connecting Freeport with Oceania, Indian subcontinent, the Mediterranean and the Middle East, increasing both imports and exports.

Bigger and Bigger Ships Ports in Louisiana and Florida are making headlines for welcoming large containerships. In late June, the Port of New Orleans announced the arrival of the widest ship and second largest to ever call on the port.

The MSC Amalfi, a 9,400-TEU ship, to the port’s Napoleon Avenue Container Terminal arrived June 26.

The largest containership welcomed by the port was the Pusan C, a 9,500-TEU containership. The CMA-CGM-operated vessel, which arrived at the port last October, beat the previous record by 1,000 TEUs and is part of the company’s direct weekly container service to Asia from the port.

Another large CMA-CGM-operated vessel, the Dalila, arrived last month at the Port Tampa Bay in Florida. Similar to the Port of New Orleans, the 9,500TEU vessel was the largest container ship to call at the port. The port said a part of the reason its attracting larger vessels is due to its acquisition of new postPa n a m a x con ta in er g a n t r y c r a n e s in 2016—the same year the Panama Canal expansion was completed.

Likew ise, the Por t of New Orleans’

expanded access to international markets is the reason behind it seeing larger ships.

“Over the last three months, we welcomed three of the largest ships from the port’s biggest carriers, MSC and CMA-CGM,” said Jessica Ragusa, communications manager for the Port of New Orleans. In addition to the Pusan C, MSC now has regularly scheduled 8,500-TEU ships calling on the port.

The port’s container business has doubled in the past 10 years and growth is accelerating. Ragusa told Marine Log that the driver behind the growth is fueled by export resins produced by chemical companies along the Lower Mississippi River and in Southwest Louisiana. “Collectively, LNG, oil and gas, and petrochemical companies, such as Shintech, ExxonMobil, Dow and Formosa have announced investments of more than $80 billion in our state over the past several years,” she said. “The deployment of larger vessels highlights our strong growth in container volumes and the success of services such as the PEX 3 service connecting America’s heartland directly to global markets, such as Asia.”

As the only international container port in Louisiana, the Port of New Orleans has invested more than half a billion dollars in its container operations since 2004. Ragusa said capacity at the port’s Napoleon Avenue Container Terminal would double with the purchase of four new cranes, investments in rail and an expansion of the container yard.

The 9,400-TEU MSC Amalfi set a record when it visited the Port of New Orleans in June .

Photo Credit: The Port of New Orleans

experiencing tremendous growth. Energy production, the export of crude oil, and the increasing global demand for chemicals produced in the region are major drivers of this success. Expansion of the Panama Canal, the increase in vessel sizes, and the region’s population growth have also resulted in record container demand, both for imported consumer goods and exported manufactured products, according to Port Houston.

Currently, the port is waiting on the finalization of the Houston Ship Channel “mega-study,” which was funded in 2014 for the Corps of Engineers to examine potential navigation improvements to the system.

According to Lisa Ashley, director of media relations for the port, the feasibility study is entering its final stages. “It includes proposed widening, deepening and other safety and efficiency benefits,” she said. “The results are expected at the end of this year. We are extremely optimistic that our desire to have the ship channel widened from its current 530 feet to the desired 700-feet at minimum will be the end result.”

Although Port Houston appears to dominate the shipping scene in Texas, other ports and terminals in the state are enjoying their own growth. Last month, Howard Energy Partners completed the expansions of its break bulk liquid terminal facilities in Port Arthur and Corpus Christi, Texas.

The completion of these projects increases the company’s Gulf Coast terminal storage capacity to 2.6 million barrels with three ship docks, three barge docks, unit train loading capacity for up to two trains per day, and direct pipeline connectivity through wholly-owned pipelines to seven refineries.

Over at the Port of Brownsville, the recent acquisition by the port of a key permit from the Corp of Engineers to deepen the Brownsville Ship Channel from 42 feet to 52 feet is underway. The goal of the project, known as the Brazos Island Harbor Channel Improvement Project, is to significantly improve navigational safety for commercial shipping in South Texas. Once completed, the Port of Brownsville will be among the deepest ports on the Gulf of Mexico.

In light of growing customer demand at the Port of Brownsville, companies have been investing in the port and undergoing expansions. In June, Bluewing Midstream LLC announced the expansion of its liquid storage capacity at the port. Upon completion, the project will add 300,000 barrels of new liquids storage capacity capable of handling gasoline, diesel, jet fuel and other

Larry B. Whipple The Towboat is the First Newbuild to Join Maritime Partners Fleet

Photo Credit: Maritime Partners LLC

The vessel was designed

by Entech Designs and built

by Intracoastal Iron Works, both in Louisiana.

Recently delivered by Intracoastal Iron Works, Bourg , La., the Lar r y B. Whipple is the first in a series of seven newbuild towboats that the shipyard is building for Metairie, La.-based Maritime Partners LLC. Founded in 2015, Maritime Partners specializes in providing financing solutions in the Jones Act market, including owning and chartering out vessels. Although the company already has a fleet of several hundred vessels, Larry B. Whipple is its first newbuild. It is named for a longtime friend of Maritime Partners co-founder and COO Austin Sperry, who is also the godfather of his daughter, Genevieve.

“Larry is not in the business; however, he lives his life much the same way we run our business,” says Sperry. “With honesty, integrity and with unwavering loyalty.”

The company said that the towboat is yet

another example of the ways in which the long-term relationships built up over the years

by Gulf Coast shipyards, designers and suppliers add up to produce outstanding vessels capable of delivering years of reliable service.

Designed by Entech Designs, Kenner, La., the 78-foot Larry B. Whipple has a depth of 10 feet, with a draft of 7 feet, 9 inches. Its wheelhouse eye level is 32 feet, 5 inches and it can hold up to 28,000 gallons of fuel. The vessel has capacity for up to 12,200 gallons of potable water; 250 gallons of lube oil and 250 gallons of gear oil. Other oil capacities include 300 gallons of slop oil and 250 gallons of hydraulic oil.

Twin Tier 3 Cummins QSK38 engines supplied by Cummins Mid-South, which also delivered the vessel’s Cummins 65 kW gensets, provides Main propulsion power.

The 76- by 66-inch four-bladed S/S

Denominator style propellers, supplied by Houma Machine & Marine LLC, are driven through Twin Disc 540 7:1 reduction gears from Sewart, Morgan City, La., which also supplied the vessel’s Twin Disc EC-300 controls. Sewart celebrate its 50th anniversary this year.

The steering system was supplied by EMI, a division of W&O, headquartered in Rose, La., while Rhodes Electronic Services Inc. of Houma supplied its electronics, La. The Larry B. Whipple has a full-width fleet deck forward of the main deck house for enhanced visibility and is equipped with two 40-ton Nabrico deck winches. Fendering was provided by Bourg, La.-based M&M Bumper Services.

The vessel’s accommodations consist of five staterooms, with a total of seven berths and a dedicated captain’s stateroom and bathroom.

July 2019 // Marine Log 21

Gulf Coast Headliner

Q&A with Jim Stark

President of the Gulf Intracoastal Canal Association

The 1,100-mile, man-made canal known as the Gulf Intracoastal Waterway (GIWW) spans five states from Texas to Florida and is a core component of the inland navigation system. According to the Maritime Transportation and Research Center at Texas A&M University, the GIWW has an estimated economic impact of $61.5 billion annually, supports 143,000 jobs, and saves up to $4.3 billion in transportation cost savings every year.

The canal originally served as a protected waterway to transport goods and troops during World War II, but it has since evolved as a major commercial freight artery for the Gulf Coast. Sixty percent of grain exports are moved by barge, and the energy sector— much of which is located on or near the Gulf Coast—moves 22% of domestic petroleum and petroleum products along the waterway, as well as 20% of coal used to generate electricity.

To give our readers a better understanding of the commercial shipping industry on the GIWW, we held a Q&A session with Jim Stark, the current president of the Gulf Intracoastal Canal Association (GICA). The association’s membership is largely made up of operators, barge lines, ports and 22 Marine Log // July 2019

terminals, shipyards, suppliers, state agencies and other professionals who conduct business on the GIWW. Stark and other guests will further examine critical topics to the GIWW region at GICA’s 114th annual seminar at the InterContinental in New Orleans, La., August 7-9.

Marine Log (ML): What are the biggest challenges to shipping on the Gulf Intracoastal Waterway (GIWW) at the moment?

Jim Stark (JS): Right now, Mother Nature is our biggest challenge with high

water. Although the Mississippi River is feeling the brunt of the high-water impacts, those floodwaters also impact the GIWW and cause us some navigation headaches.

There have been several navigation restrictions where the high water meets the GIWW. The second most pressing challenge on the GIWW is the reliability, predictability and efficiency of waterway infrastructure, such as locks, floodgates, and consistent water depths. In Texas, we have a couple of outdated and inefficient floodgates at the Colorado and Brazos rivers. These structures, designed to reduce shoaling on the GIWW, are beyond their design capability.

They’re too small for modern barge traffic, and they need to be updated to modern standards to relieve traffic bottlenecks. Similarly, in Louisiana, our mariners face 11 floodgates and locks that affect navigation on the GIWW. Today, there are ongoing repairs at Calcasieu Locks and more are planned this summer for Bayou Sorrel and Bayou Boeuf locks. And, most critical, is the planned replacement of the nearly 100-year-old lock structure on the Inner Harbor Navigational Canal in New Orleans that is unreliable and slows and restricts eastwest traffic on the GIWW. Finally, as we look

Photo Credit: Shutterstock/ GTD7

The Gulf Intracoastal Waterway has evolved into a major commercial freight artery for the Gulf Coast.

forward to this summer, we’ll be keeping a weather eye on hurricanes.

ML: How does the industry and GICA attempt to meet these challenges?

JS: There’s not much we can do besides wait on the high water to fall. We’ll be stuck with some shoal waters that will slow navigation traffic, but the sooner the Corps can take steps to get funding in place to dredge and restore the channels, the better position we’ll be in.

As far as challenges caused by failing infrastructure, we just simply need to have those out-of-date structures replaced and major rehabs completed to those still in operation. GICA works closely with sister associations, to work with the Corps to ensure the needs of the GIWW users are known and considered when capital development plans are developed.

ML: What trends are you seeing in commercial shipping along the GIWW? JS: We’re been relatively steady lately. We run about 112 million tons of cargo on the GIWW every year. That puts us in third place behind the Mississippi and Ohio rivers as far as inland waterways tonnage. Cargo on the GIWW is approximately 80% petroleumbased. The rest of the tonnage comes mostly from aggregates, coal, sand, manufactured goods and agriculture.

One thing that’s interesting is that although we are third in terms of tonnage, the sheer high value of the tons that we do move is significant. The impact of those high-value cargoes make our waterway extremely critical to the national economy and national security.

ML: As a not-for-profit trade association, what is the mission or goal behind GICA? JS: The mission of GICA is to facilitate commerce through ensuring safe, reliable and efficient Gulf Coast waterways. We accomplish this by working closely with our nearly 200 members; federal, state and local partners, and organizations. We keep our members up to date on the latest regulation, operation and safety information as it pertains to our region.

We help advise our region’s Corps and Coast Guard on safe navigation practices. I’m also really proud of the hard work we do in our joint hurricane response protocol. After hurricanes in 2004 and 2005, it became apparent that the resources available to federal and local governments to respond to those hurricanes weren’t adequate to address all of the problems as quickly as possible. Our industry provided assistance to those agencies to help restore commerce to the GIWW and its tributaries. GICA and our partners developed a protocol in 2006, which basically said that industry would provide watchstanders to Coast Guard incident commands, survey vessels, and other assets as needed to help recovery operations. Additionally, we help coordinate recovery priorities to get important cargoes moving on the waterway. This Joint Hurricane Team Protocol was especially important during Hurricane Harvey in 2017.

ML: Is there anything you want to add on the economic impact of the GIWW? What about regulations that impact shipping there?

JS: The GIWW is often referred to as the silent giant. It’s an important economic factor and has far reaching logistical impacts in the Gulf states. The Marine Transportation Research and Education Center at Texas A&M University produced a report with some striking numbers, which show the economical impact of the region.

As far as regulations, Subchapter M continues to be the most important regulation impacting our operators. One of the things our operators are concerned about is the consistency of Sub M application across the various Coast Guard Sectors on the Gulf coast. We’ll be discussing this and looking to resolve issues at our upcoming seminar in New Orleans this August.

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July 2019 // Marine Log 23

Gulf Coast Headliner

Main Iron Works Makes Progress on Bisso Tug

Company, Luling, La. The vessel is scheduled for delivery later this fall.

The tug features two Caterpillar 3516E Tier 4 Final main propulsion engines

Photo Credit: Bisso Towing

Main Iron Works LLC, Houma, La., is making progress with the build of the Andrew S., a new 6,008 bhp Tier-4 compliant ASD tractor tug for Bisso Towboat

generating 3,004 bhp each at 1800 rpm. The engines will drive two Rolls Royce Type U.S. 255FP azimuthing thrusters with 98.4-inch diameter by 94.3-inch pitch 4-blade stainless steel propellers set in stainless steel nozzles.

Estimated Bollard Pull will be 80 tons.

Auxiliary equipment includes a JonRie Series 240 Escort Winch, John Deere 99 kW generator sets and a full complement of safety, monitoring and electronic equipment.

Tankage includes capacities for 30,162 gallons of diesel fuel; 1,442 gallons of lube oil, 1,442 gallons of hydraulic oil, and 3,000 gallons of urea and 9,538 gallons of potable water.

The new tug will be the most powerful ship-assist tug on the Mississippi River and further enhance Bisso’s position as having the largest fleet of ASD Tractor Tugs serving the Mississippi River ship-assist trade. Main Iron Works specializes in the construction, repair, and repowering of marine vessels and barges. Since its conception in 1947, Main Iron works has proudly built and refurbished push boats, offshore tug boats and scallop boats.

24 Marine Log // July 2019

Oceaneering Christens Its Newest Ship MSV Ocean Evolution Alan C. McClure Associates (ACMA), a Houston, Texas-based naval architecture and engineering firm, attended and was recognized at the christening of the Oceaneering MSV Ocean Evolution, a multipurpose subsea construction vessel as the newest addition to its fleet.

S c o t t Mc C l u r e , D o u g O t t e n s a n d Michelle Hargrove represented ACMA at the christening. Clyde Hewlett, president of Oceaneering, and Randy Kille, director of U.S. projects and diving, recognized ACMA for its significant contribution to the project.

The 108- by 22-meter, ABS-Classed vessel is equipped with a 250mt heave compensated crane, which can set loads on the sea floor in depths of up to 4,000 meters. Two of Oceaneering’s latest generation ROVs include standard equipment, with cutting-edge, onboard operating and support facilities. The all-electric ship has five Tier-4 GE engine generators, plus a harbor generator to provide redundancy and flexibility to meet the variable power demands at any time.

Noise and vibration were given extra attention to ensure compliance with ABS HAB+ standard, which enhances the working life onboard for all

crewmembers. The vessel is equipped to handle well stimulation fluids with below tanks and a nitrogen blanketing system.

ACMA was involved from the beginning of project. The company assisted with vessel design selection, shipyard vetting, technical reviews, class and regulatory body discussions, and the desired services Oceaneering wanted to offer the U.S. offshore deep-water market. ACMA provided technical support as owners’

engineer in the conversion of this design from a European design approved by DNV GL, to a U.S. Jones Act-compliant vessel approved by the Coast Guard and classed

by ABS. ACMA performed structural and stability analyses, powering studies and engine selection, propeller design reviews, dynamic positioning analyses, marine system and accommodations reviews and redesign, and participation in dock and sea trials.

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

Photo Credit: Alan C. McClure Associates

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

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

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

July 2019 // Marine Log 25

Gulf Coast Headliner

Conrad Shipyard Christens the Kãpena Bob Purdy

Conrad Shipyard, Morgan City, La., christened the oceangoing tug Kãpena Bob Purdy for Young Brothers Ltd., Honolulu, Hawaii, a subsidiary of Foss Maritime Company. The ceremony was held at Conrad Amelia in Amelia, La., on May 4.

Gary Lipely, Conrad director of sales and

marketing, serving as master of ceremonies, introduced Joseph Boivin of Young Brothers, Will Roberts of Foss Maritime, and Julia MacDonald, ship’s sponsor. Father Clyde Mahler of Holy Cross Catholic Church in Morgan City conducted the christening.

Kãpena means Captain in Hawaiian, and the

Kãpena Bob Purdy is the fourth in a series of Conrad-built tugs, all named for legendary captains from Young Brothers’ 100-year history of operation.

“This beautiful tug is a testament to the hard work of what we believe to be among the industry’s finest shipbuilding teams,” said Dan Conrad, senior vice president.

“She is validation of our founding principles of safety, quality, craftsmanship, integrity and service; and, she is a perfect example of our founder and my grandfather’s advice to ‘only build vessels worthy of bearing the Conrad name,’” he said.

The vessel underwent sea trials at the end of May was delivered to Young Brothers shortly thereafter.

Conrad Shipyard, established in 1948, designs, builds and overhauls tugboats, ferries, liftboats, barges, offshore supply vessels and other steel and aluminum products for both commercial and government markets. The company provides both repair and new construction services at its five Gulf Coast shipyards located in southern Louisiana and Texas.

YOU CAN SAFELY ASSUME THAT WE’RE BIG ON SAFETY. Your employees deserve to return safely to their families each night. At AEU, we make their safety our the support of a dedicated safety professional are just a few of the benefits you can expect when you work with us. This commitment to worker safety is why more than 1,300 waterfront employers trust AEU with their USL&H coverage.

Learn more about our commitment to doing

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longshore differently at WeKnowLongshore.com.

2019-AEU_LossControlAd_MarineLog_print_half-page.indd 1

26 Marine Log // July 2019

6/14/2019 2:10:14 PM

Photo Credit: Conrad Shipyard

business. Safety program reviews, incident prevention training, online safety resources, educational events and

Cashman Equipment Steps Up Its Efforts in the Gulf Braintree, Mass.-headquartered marine vessel and equipment provider Cashman Equipment Corporation announced last month that it is stepping up its sales and development efforts by adding two new business development managers to its sales team: Nick Crow and Richard Hastings. Both reside in Houston, Texas.

Crow and Hastings will help Cashman Equipment in sales and business development efforts focused on the Gulf of Mexico. Their recruitment is in line with company’s efforts to build a strong nationwide team. In late 2017 and 2018, the company also hired two East Coast sales team members, Jan Andrusky and Andrew Korney, based in New York City and Washington, D.C., respectively.

Crow comes to Cashman with 10 years industry experience. Prior to Cashman, he worked for Bechtel as a senior charterer. He is also the inventor of record on a Bechtel patent for the use of cameras for navigation during barge voyages. The invention, known commonly in the industry as LiveStrOM, received the Innovation of the Year Award for 2018 within the company. Crow holds a degree in maritime administration

from Texas A&M Galveston and is currently completing a master’s degree in industrial engineering from Clemson University with which he will graduate in August of this year.

Hastings has over 17 years of oil and gas industry experience. Before joining Cashman, he worked for several companies in the project management and business development positions; most notably, he worked with Cal Dive International for 14 years. His experience includes various domestic and international marine construction, diving, salvage, pipeline, platform installation and decommissioning projects. He holds a Bachelor of Business Administration degree from Texas State University.

Korney is a 2006 marine engineering graduate from Massachusetts Maritime Academy. He has sailed on both U.S.- and foreign-flagged vessels, upgrading his license before coming shore side. Following his time at sea, he worked as a technical superintendent and technical manager for various shipping companies; vessel types include tankers, containerships and RO/ROs. In 2012, he transitioned into a sales and marketing role to introduce a company with emerging

technologies to the marine market.

Andrusky has over 25 years of experience in the tug and barge industry. A U.S. Navy veteran, she began her maritime career at McAllister Towing & Transportation in New York harbor. Prior to joining Cashman, she worked for Weeks Marine Inc. for 18 years.

While managing its fleet of 15 tugs, she expanded her area of expertise in marine construction, heavy lift and dredging. Her career highlights include managing the transportation of the World Trade Center 9/11 debris and coordinating the delivery of heavy lift equipment and tugs for the salvage of U.S. Airways flight 1549 from the Hudson River. He has served on the AWO Atlantic Regional Board and as president of the nonprofit Tug Pegasus Preservation Project.

Cashman Equipment owns and operates one of the world’s largest and youngest deck barge fleets. The company now boasts the youngest and one of the largest fleets in the industry with over 120 vessels, including inland and ocean barges ranging in size from 120 to 400 feet, accommodation barges, and specialized oil spill recovery barges and cranes.

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July 2019 // Marine Log 27

Gulf Coast Headliner

Metal Shark Gets $12.8 Million Mod to Patrol Boat Contract Jeanerette, La.-based shipbuilder Metal Shark Boats has been awarded a $12,818,790 contract modification to exercise options for the construction of Near Coastal Patrol Vessels in support of U.S. Southern Command partner nations and the Foreign Military Sales program.

Work will be performed in Jeanerette and is expected to be completed by August 2021.

The Naval Sea Systems Command, Washington, D.C., is the contracting activity.

OMSA Offshore Wind Committee The Offshore Marine Service Association (OMSA) announced the formation of the OMSA Wind Committee and that membership on the committee is open to all OMSA members.

“Over the past 46 years, OMSA has done a tremendous job in promoting public policy that benefits the vessels, operators, and mariners engaged in the offshore oil and gas industry,” said OMSA President Aaron Smith. “As more OMSA members apply their expertise to the offshore wind market, it only makes sense for OMSA to formalize our involvement in this sector.”

“The U.S. maritime industry has met the needs of every market it has encountered, and I’m confident that the offshore wind market will be no different,” said Court Ramsay, chairman of the OMSA board and president of Aries Marine. “I know my company has already committed vessels, resources and personnel to offshore wind.”

The committee was officially created by a resolution unanimously adopted by the OMSA board of directors. The board charged the committee with making recommendations

to the board and OMSA staff on strategies and initiatives that increase U.S. maritime industry involvement in the offshore wind sector.

The committee will also work to ensure the laws and regulations governing the offshore wind are beneficial to the vessel operators and mariners that participate in this industry.

Additionally, the committee will assist OMSA’s efforts to protect the Jones Act and ensure U.S. offshore wind infrastructure is constructed, serviced and maintained in a Jones Act compliant manner.

“The law continues to accomplish that purpose and aid our national, homeland and economic security,” said Smith. “By ensuring the Jones Act is properly applied to the U.S. offshore wind industry, OMSA and the OMSA Wind Committee will help continue this important tradition.”

Lee Orgeron, an OMSA board member and CEO of Falcon Global said, “Our company helped construct the Block Island Wind Farm, and we look forward to sharing the expertise we gained in completing this first commercial wind farm in the U.S. with our fellow OMSA members on the committee.”

REPAIR DIVISION

NEW CONSTRUCTION

429 Rome Woodard Dr. , Houma, LA 70363 Phone: 985-853-0620 Fax: 985-853-0702

6130 Highway 308, Lockport, LA 70374 Phone: 985-532-5515 Fax: 985-532-5422

ThomaSea_HalfPage_Feb2019.indd 1

28 Marine Log // July 2019

www.thoma-sea.com 2/5/19 10:52 AM

Photo Credit: Metal Shark

We at THOMA-SEA are grateful to our clients, both new and old, who have entrusted us over the past 30 years, and have been a part of our growth as a company.

MAN Energy Solutions Opens U.S. Headquarters in Houston

MAN Energy Solutions recently opened its North American headquarters in The Uplands at Twinwood, west of Houston, Texas. It’s the first facility to commence operations in the new 400-acre business park development in Brookshire, Texas, south of Interstate 10.

MAN Energy Solutions, headquartered in Germany, produces large-bore diesel engines and turbomachinery for marine and stationary applications. The company also offers a wide range of process turbomachinery, including compressors, steam turbines, expanders and gas turbines for oil and gas, chemical processing and general industrial applications.

MAN Energy Solutions’ new No r t h A m e r i c a n h e a d q u a r t e r s i s a 137,434 square-foot, facility owned by

Houston continues to be a magnet for global manufacturers to establish or expand their North American presence.

Houston-based Welcome Group. The project design by Houston-based KDW combines MAN Energy Solutions’ former

operations in Houston and Deer Park into a state-of-the-art industrial facility employing about 140 workers.

“We’re excited to open our new North America headquarters, the first operation in The Uplands at Twinwood,” says Tony Ruegger, managing director of MAN Energy Solutions. “The location and access to I-10 make the property idea for the growth of our equipment servicing capabilities.”

Half the world’s trade is powered by MAN mar ine eng ines, Ruegger adds, including those that power the CSCL Globe, one of the world’s largest container ships capable of transporting 19,100 containers, and the Pioneering Spirit, the world’s largest vessel ever built in terms of gross tonnage, breadth and displacement.

“MAN Energ y S olut ions is ideal ly suited for a property such as The Uplands at Twinwood,” says Welcome Wilson Jr., president and CEO of Welcome Group.

“We are pleased to add this project to our four million square-foot portfolio of single-tenant industrial and office facilities.

We’re certainly anticipating strong interest in Twinwood from other global companies looking to establish or expand their North American presence.”

MAN Energy Services is one of many projects developed by Welcome Group and KDW, including several in Texas for Germany-based companies. The two firms also have teamed to develop millions of square feet of other commercial and industrial projects throughout the state.

“Houston continues to be a magnet for global manufacturers to establish or expand their North American presence,” says Keith Dalton, president and CEO of KDW. “We’re seeing more interest in the Houston area than ever before.”

Photo Credit: MAN Energy Solutions

C-Innovation to Perform Riserless Light Well Intervention for BP C-Innovation LLC (C-I), an affiliate of Edison Chouest Offshore (ECO) and its family of companies, announced June 12 that it has been awarded a significant contract to perform Riserless Light Well Intervention (RLWI) activities for BP in the Gulf of Mexico.

The init ial cont r a c t cal ls for b oth mechanical as well as hydraulic acid stimulations, which will be executed from C-I’s flagship Gulf of Mexico assets, the offshore constr uction and lig ht well

intervention vessels Island Venture and Island Performer.

The work will be performed in water depths of up to 6,500 feet on different assets within the Gulf of Mexico and is currently forecasted to commence as early as July 2019.

“This Well Intervention award from BP is a continuation of other subsea intervention work C-I is performing as the main contract holder,” says David Sheetz, C - I Su b s e a m a n a g er. “ T h i s con t r a c t

complements the multi-year IMR agreement currently in place with BP and other operators in the Gulf of Mexico. We look forward to continuing to grow our relationship with BP by offering unique and cost-effective turnkey solutions.”

C-Innovation will be utilizing Wild Well’s 7Series Subsea Well Intervention System, a hydraulic stimulation kit from Caltex Oil Tools, as well as the full suite of Halliburton’s numerous wireline, E-Line, coil tubing and pumping units.

July 2019 // Marine Log 29

Gulf Coast Headliner

ABB Helping to Protect New Orleans from Future Flooding

On the morning of August 29, 2005, Hurricane Katrina, a category 5 storm, slammed the U.S. Gulf Coast. The storm’s severity placed an unbearable strain on the levees system of New Orleans, a city with an average elevation 6 feet below sea level.

As the city’s levees failed, more than 80% of the city was under several feet of water and debris for over three-and-a-half weeks.

“It was an event that anyone who lived in the area at the time will never forget,” said Michael Yenni, president, Jefferson Parish— one of the largest suburbs of New Orleans.

In the aftermath, government officials were faced with the challenge to not only rebuild the city, but also foster a sense of security among its residents and guarantee

that such a catastrophe would never happen again. The New Orleans Permanent Canal Closures and Pumps (PCCP) project was initiated shortly after to revamp the city’s three main drainage outfall canals from being overwhelmed in future superstorms. ABB, a manufacturer of motors and gearing, recently announced that it has provided the technology to make this happen.

Three massive pump stations, situated at the mouth of the 17th Street, Orleans Avenue and London Avenue canals, now in place, feature ABB vertical gear motors (VGM) that turn the massive pumps supplied by Patterson Pump Company. These enormous pumps can transfer 11 million

gallons per minute—enough to empty out an Olympic-size swimming pool in just less than 4 seconds. In the event of storm surges, on an emergency basis the pumping station will be able to quickly move the water from the canal system that makes its way through New Orleans and evacuate it into the lake.

ABB also supplied seven ACS1000i and 10 ACS5000i medium-voltage variable frequency drives attached with each motor, which enables a cold-start up for the motors when the pumps must suddenly be brought into action.

“The ability to put this together in a solution that provides the advantages requested on the footprint and weight requirements, it’s a good feeling,” said Patrick Standley, business development manager, ABB Motors and Generators. “I feel proud to be able to provide a reliable solution to help prevent future floods in the city. ABB isn’t simply offering a solution, but helping safeguard an entire community.”

“We live in a bowl and the only way to live in a bowl is to be able to drain the bowl,” says Jefferson parish president Yenni. Drainage officials at the parish use a supervisory control and data acquisition system (SCADA), provided by ABB, to predict the amount of rainfall in specific areas and the capacity at which the parish’s pumps are running. This helps authorities better understand the possible impact of the storm and forewarn the public about hazards such as falling trees and snapped power lines.

Leading Gulf Coast region engine distributor Laborde Products Inc., Covington, La., recently added Cimco Marine’s line of OXE Diesel outboards to its offerings. Cimco is now developing a 300-hp version of the engine, the first diesel outboard in teh high-power segment.

The engine can handle significantly higher loads than a traditional outboard.

The OXE Diesel outboard has a horizontally mounted engine as opposed to a traditional outboard with a vertically mounted engine.

Currently OXE Diesel models cover the 125- to 200-hp power ranges and recent sales successes include the sale of nine 150-hp engines to Scotland’s Flugga Boats, which builds rugged RIBs designed to stand up to the harsh sea conditions 30 Marine Log // July 2019

around the Shetland Islands.

Based On A BMW Diesel Now Cimco is developing a new generation OXE based on a six cylinder, twin turbo, 3-liter diesel from BMW. Internally, Cimco calls this the Bison project.

The next generation prototypes are currently being built and were scheduled to hit the water earlier this month. Start of production is scheduled for spring 2020.

“With our motivated and dedicated design and verification teams, we are confident to deliver the OXE 300 on time to the market,” says Per Wigren, project manager at Cimco Marine AB. Development has now reached the second prototype phase. In the first set of seagoing prototypes the complete outboard engine

has been successfully tested, both in test cells, test tank and on water.

Tests performed up to this point indicate that the OXE Diesel 300 is expected to consume about 40% less fuel than a 300-hp gasoline outboard. The tests also indicate that CO2 will be reduced by more than 35%, CO by more than 99% and HC + NOx by more than 70% when comparing to gasoline fueled outboard standards.

Photo Credit: Top: ABB / Bottom: Cimco Marine AB

Laborde Adds OXE Diesel Outboards to its Product Line

ABS Its mission to promote security of life, property and the natural environment guides ABS, a provider of classification services to the global offshore and maritime industries. The organization offers support during initial concept design, design approval and construction and provides lifecycle services. From its world headquarters in Houston, Texas, ABS delivers services and solutions to clients through a network of local representatives working from more than 220 offices in 65 countries, providing core competencies of survey, engineering and auditing. In addition to these services, R&D is carried out in five ABS innovation centers around the world, supported by the Technology Center in Houston. ABS also uses its global network of operational and environmental performance professionals to support the maritime industry’s growing need for energy efficiency, performance verification and environmental compliance. Acknowledged by the industry as a technology leader, ABS offers practical standards for the marine and offshore industries.

of custom aluminum, steel and composite vessels from 16 feet to over 300 feet for defense, law enforcement and commercial entities. Key customers include the United States Coast Guard, Navy, Air Force, Army, foreign militaries, law enforcement agencies, passenger vessel operators, pilot associations, fire departments and customers from numerous commercial sectors worldwide. With three fully self-contained facilities in Alabama and Louisiana spanning over 75 total acres, Metal Shark employs a workforce of over 500 and produces over 200 vessels a year.

Resolve Marine Group

Landmark Fabrication is proud to be known as the shipbuilders’ most trusted and reliable partner when it comes to press forming hull plates. Landmark has become a key player in the shipbuilding industry all around the United States. With its steel plate forming expertise and the ability to design and manufacture special custom dyes, the company can provide complex shapes to meet its customers’ every need. Landmark can form radial bends in hull plates, bulbous bow plates, skeg plates, fairing plates, bilge knuckles plates, crane base pedestals and many other hard to form parts.

For more than 35 years, Resolve Marine Group has specialized in marine emergency response, compliance and wreck removal.

Resolve has continued to grow and support its core services of emergency response and wreck removal through the addition of Resolve Engineering Group, offering naval architecture and marine engineering services. Resolve now owns more than 35 floating assets supporting emergency response and wreck removal around the world. The company maintains emergency response operations throughout all U.S. COTP zones as a USCG-approved OPA 90 SMFF provider, and Alaska APC provider. Internationally, Resolve provides SPRO services in China and has depots, offices and warehouses in Singapore, China, India, U.K., Gibraltar, Rotterdam, and South Africa. U.S. offices are in Florida, Alabama, Louisiana, and Anchorage and Dutch Harbor in Alaska. On the training front, Resolve’s Maritime Academy helps train Resolve’s inhouse crews and salvors. Resolve Maritime Academy is one of the largest training facilities in the U.S., offering specialized courses in world class facilities consisting of bridge and engine room simulators, and a four deck firefighting training vessel.

Louisiana Cat

Scania USA

As one of Caterpillar’s largest and most experienced marine dealers, every Cat Marine Engine comes with over 80 years of experience through Louisiana Cat. When you choose Cat engines, you enjoy cutting-edge technology and advanced materials. Cat Marine Engines are durable and dependable, which is why customers worldwide choose Cat engines for marine power over any other brand. Whether it’s an offshore service vessel, a passenger vessel or an inland push boat, Louisiana Cat has the right Cat engine for your hardworking fleet. Louisiana Cat has full-service marine specialized Louisiana locations in Morgan City, Harvey, Darrow, and a marine parts location in Port Fourchon. In full support of Cat Propulsion products, Louisiana Cat has a dedicated service facility in Houma, La., on the Gulf Intracoastal Waterway with dockside capabilities. Louisiana Cat’s highly trained commissioning and field service technicians have significant offshore experience with passports, TWIC cards and safety certifications enabling our customers to receive skilled product support services anytime, anywhere around the world.

Scania U.S.A. Inc. is a subsidiary of Scania CV AB of Sweden and the importer for marine and industrial engines in North America. Scania is among the world’s largest truck and bus manufacturers with operations around the globe and an annual production of 90,000 engines for trucks, buses, marine and industrial applications.

Landmark Fabrication

Metal Shark Established in 1986, Gravois Aluminum Boats LLC and its government/commercial boat entity Metal Shark, are leading designers and builders

Thoma-Sea

Thoma-Sea

Thoma-Sea Marine Constructors is a family-owned, full-service shipyard with three Gulf Coast locations in Lockport and Houma, La. Its facilities include two new construction yards and one repair yard. ThomaSea’s experienced, dedicated professionals use a common sense approach to quality shipbuilding and repair. Thoma-Sea’s broad range of experience includes offshore towing vessels up to 11,000 hp., ship escort Z-drive tugs, ATB tugs, mini supply vessels, DP 2 diesel electric platform supply vessels, research vessels, inland push boats and commercial fishing vessels.

Thoma-Sea’s repair facilities currently have five dry docks less than 7 years old in operation, ranging from a 200- by 70-foot, 2,500-ton dock to a 320- by 120-foot, 8,500-ton dock. Its newest dry dock measures 360 by 160 by 9 feet and is equipped with a well for servicing drop down thrusters.

Marine Constructors, LLC

July 2019 // Marine Log 31

Marine Digitalzation

Three Paths To

Marine

D i g i ta l iz at i o n

By Jen Rizzo, Regional Manager, Marine and Hybrid Industries, AVEVA

S

hipbuilding is among the oldest industries in the world. Where wood and hammer once reigned, now steel and digital technologies combine to create business and mission critical vessels. While technology has made improvements in shipbuilding, it is still mired down by siloed processes, maintenance challenges and insufficient visibility into the operation of the fleet.

As with any industrial operation, true transformation can only come from embarking on a digital journey. Specifically, there are three paths in the marine digital journey that can transform both the creation and operations of the vessels and optimize and bring efficiency to processes for the modern shipyard: unified design, procurement and construction of vessels; optimization of operations and maintenance of vessels; and transformation to “smart” shipyard.

The key objective shared by all shipyards, be they large or small, is the need to differentiate themselves in a competitive market.

When the price of building a ship in a particular region is well-established, this means yards are turning to digital tools to boost

efficiency and enable them to tackle diverse projects. Much of the core work of a shipyard lies in effectively reacting to changes, be that in the owners’ requirements, regulations or, of course, in the handling, control and distribution of digital information. Greater accuracy, expedient reaction to change, a global workforce collaborating effectively, improved safety—these are just some of the benefits digital processes and tools can bring to a shipyard.

Digital transformation is a step-by-step journey, and care must be taken to take the right steps at the right time. Recognizing the current challenges and exploring the next steps on a journey is the path to digital transformation in the modern shipyard.

Opportunities exist to enable shipbuilders to deliver vessels on time and budget, operate and maintain the vessels with less downtime and lower costs and ultimately leverage “smart city” technologies to digitize the actual shipyards.

Unified Design, Procurement and Construction of Vessels Pe o p l e ex p e r i e n ce d i n s h i p b u i l d i n g

recognize the design is often churning as the keel is being laid. There is an inherently iterative design spiral in the marine world, and unified and integrated solutions are the best way to tackle this industry reality. Integrated engineering, design and production ensure the design spiral is as tight as possible and allow as many design iterations as needed in a given time.

This is accomplished by having datadriven systems that are integrated and sharing project information. The design information is being iteratively fed to procurement and the bill of materials is being built in a systematic way with a governing catalog. Design and procurement are driven by the build strategy, and a platform is available to not only procure the material, but also create work packages with aligned material and schedule information.

Having this tightly integrated and unified network of systems allows a shipbuilder to better respond to the inevitable changes and have clear visibility of the impact of change through the design, procurement and construction of a vessel.

Shipbuilding is shifting its focus away July 2019 // Marine Log 33

Marine Digitalization from deriving value purely from the design and construction of ships towards other areas of revenue generation. Naval shipbuilders have historically been involved in the operation and maintenance of the fleets they build, and today see a greater need for them to increase profitability from aftersales services or, indeed, to offer new services altogether. At the same time, many commercial shipbuilders have adopted the modular or configurable approach to their product offerings in order to optimize production efficiencies and generate new opportunities for after-sales services. A popular approach for IT management is to aim for a platform of tools to execute projects, where applications are tightly integrated or have high degrees of interoperability, therefore reducing data re-entry and increasing overall project data quality.

vessel will lead to reduced downtime for the vessel and reduced rework. This reduction leads to decreased costs and more importantly, a shorter window for the availability and return to the vessel in full support of the fleet.

Transformation to “Smart” Shipyard With advances in technology, the concept of the smart city is slowly becoming a reality. However, it is an extraordinary challenge to manage the proliferation of people, sensors, automobiles and a range of devices that demand network access and generate mind-boggling amounts of data. Shipyards are looking to incorporate much of the same technology, and have similar challenges. Converting existing infrastructure into smart infrastructure

Optimization of Operations and Maintenance of Vessels In turn, increased data quality is expected to continue to allow incremental improvements to production efficiency and is seen as a key component of building future business models based on the digital asset or “digital twin” (the digital version of a physical asset).

Although shipbuilders often see their industry as conservative and old fashioned, a new generation of management is coming up through the ranks looking at technologies that relate directly to the “industrial internet” or “Industry 4.0” trend.

Digital initiatives including laser scanning to create the digital twin allow for optimized operations planning and overhaul scheduling. The ability to use Asset Performance Management (APM) solutions in conjunction w ith the digital representation of the vessel opens the door to higher levels of maintenance planning and predictive analytics. These digital solutions supporting the vessel in fleet or operations then drives down the cost of ongoing operations, unplanned rework and downtime.

An example of this innovation is currently being proven out in North America. A ship owner without existing 3D models of its vessels is laser scanning and creating a digital twin of the vessel. The owner will then combine those laser scans with existing data and documents about the vessel’s operation and real-time data from key equipment on the vessel to create a digital twin. This digital twin of the vessel can then be used to enable earlier and optimized planning of maintenance work to be executed. The higher fidelity of accurate information and access to the digital representation of the full 34 Marine Log // July 2019

With an integrated solution in place, shipyards can deliver maximum capability and efficiency across the entire business and more easily adapt to changing market conditions. is the key to making shipyards more efficient, more manageable, and ultimately, more profitable. To achieve this kind of integration, there is now a greater need than ever for: • Seamless integration between systems, sites, people and assets; • Improved operational efficiency and reduced energy cost; • Adherence to various security, cybersecurity, safety and regulatory compliance; and • Not just delivering on service level agreements, but exceeding expectations.

To accomplish this, enterprises must extend their sights beyond traditional KPIs and monitoring real-time operations.

They must leverage the latest technological advancements in data, analytics, advanced visualization and workflow management capabilities to ensure sustainable innovation

through digitalization. Getting in the way of this vision are several common infrastructure challenges: • Application silos—Enterprises often have multiple applications, but to remain competitive they need a holistic view of all end-to-end operations at any given point in time; • Information exchange—With multiple applications and systems, it can be difficult to have full visibility, which makes critical decision-making even more complicated; • S i l o e d I T / OT— S i l o e d a p p l i c a t i o n s means that the information technology layer does not interact with operational technology (OT) systems used to monitor events, processes and devices. This makes it challenging to make effective adjustments in enterprise and industrial operations; and • Availability and utilization of assets— Enterprises often have poor visibility into asset availability and therefore how to utilize them optimally.

Shipyards are looking to exploit these technological advances to gain better visibility and control of their infrastructure and have more predictable performance.

For example, one shipyard with key dependency on its panel line production process is implementing asset performance management (APM) solutions, in addition to risk monitoring solutions, to drive uptime and productivity in the shipyard.

The Integrated Shipyard When implemented effectively, digital transformation gives shipyards a competitive advantage, the ability to differentiate, and to remain or become the best in a particular market. However, effective implementation requires integration across all aspects of the shipbuilding process. It is the fundamental pillar that supports effective information sharing, workflow management and controls change, from initial order inquiry to final handover.

The most integrated digital solutions for shipbuilders enable effective collaboration with global partners and project resources.

They harness asset and operations data to create a digital twin that enables collaboration, predictive maintenance and better asset performance. With an integrated solution in place, shipyards can deliver maximum capability and efficiency across the entire business and more easily adapt to changing market conditions.

AVEVA creates industrial software for a variety of industries, including marine, oil and gas, che micals, infrast r ucture and more.

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LONDON

OCT. 5-9, 2019 • REGISTRATION IS OPEN

INNOVATION

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Registration is open for the 44th Annual Interferry Conference in London, which will focus on Transformational Innovation. Our program of networking and social events includes a Welcome Reception on the River Thames aboard the Silver Sturgeon, a networking reception at the Cutty Sark, the Farewell Dinner at the Old Royal Naval College Painted

Hall and the Technical Tour featuring Thames Clippers vessels and facilities as well as a look at nearby Woolwich Ferries operations. The conference website has all the information you’ll need about this year’s conference including the networking events, activities, sponsorship and our outstanding venue, the InterContinental London – The O2.

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Harvey Gulf Executive Vice President Chad Verret (left) and Capt. Jeff Serebrin examine a manual pressure gauge in the bunker station of an LNG vessel during a cool-down operation.

Q & A With

CHAD VERRET Chairman of the Board for the Society of Gas as a Marine Fuel

By Heather Ervin, Editor in Chief

O

NE OF THE groups that have b e en ke y to taking LNG as a marine fuel from dream to reality has been the Society for Gas as a Marine Fuel (SGMF). In April, an independent study report commissioned by SEA\LNG and SGMF revealed that greenhouse gas (GHG) reductions of up to 21% are achievable now from LNG as a marine fuel, compared with current oil-based marine fuels over the entire life-cycle from Wellto-Wake (WtW). The study also confirmed that emissions of other local pollutants, such as sulfur oxides (SOx), nitrogen

36 Marine Log // July 2019

oxides (NOx) and particulate matter (PM), are close to zero when using LNG compared with current conventional oil-based marine fuels.

With approximately 138 members from the marine gas fuel sector, SGMF reports that there are 152 LNG-fueled ships in operation and another 135 LNG-fueled ships on order. At least 47 ports and nine vessels supply LNG as fuel around the globe.

To get a better understanding of LNG as a marine fuel and the goals of SGMF, Marine Log sat down with the organization’s chairman of the board, Chad Verret.

The Louisiana native and the fourth gener ation of his family to wor k in the marine industry, Verret has 30 years of experience as both a vessel manager and shoreside. With significant roles at two other companies—president of Q-LNG and executive vice president of Harvey Gulf International—his unique perspective of the offshore marine industry.

Marine Log (ML): First off, what is the goal of SGMF and what services does it provide its members for the safe and responsible use of LNG as a sustainable marine fuel?

Chad Verret (CV): SGMF was initiated by the industry itself to promote and advocate the safe and sustainable use of all gases as marine fuel, including LNG. Being a membership-based organization with suppliers, operators, owners, managers, engine manufacturers, port authorities, training providers and all the major class societies, SGMF draws from a vast resource to provide best practice guidelines that quickly become national and international regulation. SGMF represents the industry at the International Maritime Organization and the European Union, and many of its publications have been adopted already.

Because of this, the bar can be raised on the safe practice of gaseous fuel handling and use in the maritime sector to continuously offer the very best. This is really important to get right first time and every time when using gas.

ML: By changing over to LNG, the maritime industry can significantly reduce emissions. What do es this mean for the industry in terms of IMO 2020 and 2050 goals?

CV: If the world fleet switched to gas overnight, then GHG emissions on a WtW basis would reduce by 15% straight away right across the sector. For 2020, the target is easily exceeded as there is no sulfur, and NOx is reduced by 95%. Particulates are all but eliminated, which is particularly important for local emissions in ports and coastal areas. In the longer term for 2050 targets, it is difficult to see how the industry can get anywhere near a 50% GHG reduction without the extensive use of LNG—the last fossil fuel—especially when you consider that the population growth over that period will increase the world fleet capacity significantly. In the long term, other fuels are going to be needed and the SGMF is looking at the steps toward the use of hydrogen. However, that

Harvey Gulf International

CEO Spotlight

Chad Verret is “over the horizon” for the time being in shipping. Hydrogen is a beast and highly flammable, so it has a lot of challenges as a fuel at the moment. I don’t think it is a one-step change, as it needs years of development before it is reliable.

ML: How do we as an industry measure quality and quantity (Q&Q) when using LNG as a marine fuel, and why is that important?

CV: For gas, the short answer is very easily! But as we know, there is a whole industry built around Q&Q for marine fuel oils and heavy fuels oils (HFO). Switching from the longest chain hydrocarbons to the simplest one all but negates that requirement, but you always want to ask yourself, “Did you get the right amount of fuel and is it the right stuff?” Where quality is considered, there is not a lot you can put in LNG as far as contamination goes. Quantity is straightforward, especially with the latest auto benefit delivery network systems we are advocating together with bunker transfer controls.

ML: How much is GHG reduced when using LNG as a marine fuel compared to modern oil-based marine fuels?

CV: If you compare the use of HFO with an exhaust gas cleaning system, or LSFO, on a large two-stroke vessel—as is found on the majority of the world merchant fleet—there is a reduction of 14 to 22% better when running on gas, WtW. Similarly, a four-stroke

medium-speed like those typically found on a ferry or a cruise ship, reductions are 6 to 16% better when running on gas, WtW. ML: In addition to serving on the chair for SGMF, you’re also an executive at two companies: Q-LNG and Harvey Gulf International Marine. How do you balance your time between the three organizations, and which would you say takes up most of your time?

CV: My primary role is executive vice president at Harvey Gulf, but all my roles allow me to fully immerse myself in the world of gas. They are natural alliances that work alongside each other seamlessly. Given my background and involvement in the development of gas as fuel, these roles also enhance my contribution to SGMF. We meet twice a year for the SGMF board. It is a unique gathering, and I am always keen to gauge how the industry is doing. These meetings provide me with that insight, and they are key in the development of gas as fuel, particularly in the cruise sector where there are now 23 newbuilds ordered with LNG being used for fuel.

At Harvey Gulf, we built the first vessels in the United States that used LNG as fuel, and we currently operate five of those. We also built the first LNG marine fueling terminal in North America to fuel those vessels.

So, it was a natural fit for us to join SGMF as we began to expand globally. Q-LNG focuses on LNG and LNG-related projects. Harvey

Gulf is a minority partner, along with myself and other private investors, of Q-LNG. At Q-LNG, we’ve been working on a bunkering vessel, the QLNG 4000, under a multiyear contract with Shell to deliver LNG on its behalf. The vessel is being built at VT Halter and is due for delivery in March 2020. It’s a mission of SGMF to drag more operators into the organization.

ML: How did you get involved in the marine fuel sector, and what do you see as its biggest challenges to date?

CV: The opportunity was there for us with Shell at Harvey Gulf, and we took it. We were the pioneers in this sector and are proud to have been first, with an emphasis on safety, throughout the project. It can be a challenge to be the first but also an opportunity for the industry to change. The maritime industry has been stuck on cheap HFO for years, but those days have gone with the advent of the global sulfur cap. The real challenge is carbon, and it’s going to be a period of significant change and upgrade over the coming years for the maritime industry to get off the carbon addiction. In that case, our biggest challenge is yet to come, but we are in an advantageous position given our experience and expertise. LNG as fuel is a big draw right now. You can pay now or pay more over time. It’s nice to be environmentally friendly, while also being compliant and profitable. Even NASA is moving to LNG as rocket fuel.

Harvey Gulf’s PSV Harvey Energy is the first LNG-fueled vessel to enter service in North America.

July 2019 // Marine Log 37

Engines

If You Thought

IMO 2020

Was Tough...

Decarbonizing shipping is going to be a whole lot harder than reducing sulfur emissions

38 Marine Log // July 2019

about 75% of global demand for marine fuels, which means a huge undertaking for the bunkering/shipping industry and a significant impact on refineries,” said Kjeld Aabo of MAN Energy Solutions and chair of CIMAC Working Group 7 Fuels.

“It’s a large-scale experiment with different types of fuels and fuel-blends, and the response of our engines to this diverse new offering remains to be seen.”

Decarbonizing Shipping You’re out of luck if you’re a global warming skeptic. People who believe in science set the emission rules for world shipping; and last year, IMO set a target of reducing GHG emissions from the global shipping sector by up to 40% by 2030 and 70% by 2050.

CIMAC says, “2050 may sound distant, but for the shipping community it is not.

Between now and 2023, the IMO will work out the legislative steps that will pave the

way for the shipping industry to achieve its goal and enable the industry to invest in new, low-carbon or zero-carbon power and propulsion systems. If these challenges are met, we will most probably be able to reduce GHG emissions by more than 50% by 2050.

If new technologies can be developed and brought onto the market in time, there is a good chance that market mechanisms will enable the fulfillment of the IMO targets.”

Warning that there is no “silver bullet” to meet the challenge of the IMO targets, CIMAC says that there are some promising technical solutions, such as battery driven ships or fuel cells, but as of today, these are unable to cover the propulsion of—for instance—seagoing containerships.

Current changes, such as the switch to LNG, should only be considered as bridging technologies if they are still fossil fuel-based.

Hydrogen and carbon-neutral (bio or synthetic) fuels could be considered a solution

Photo Credit: Shutterstock

O

nce upon a time, marine engine manufacturers’ main design objective was to wring the best possible fuel economy from the heaviest possible fuel. Today, their main concern is leaping regulatory hurdles.

At this stage, the problems of complying with IMO (and U.S. EPA) limits on NOx emissions have largely been solved and the current big worry, of course, is the IMO 2020 global sulfur cap. But though it was much on the mind of delegates at June’s triennial congress of CIMAC (International Council on Combustion Engines), which represents the global engine builder community, so too was IMO’s greenhouse gases (GHG) reduction strategy.

So far as the sulfur limits go, engine manufacturers can now only watch to see where the runaway locomotive winds up.

“A limit of 0.5% sulfur in fuel represents

By Nick Blenkey, Web Editor

Engines

Simplified machinery topology

Possible simplified topology of a hybrid propulsion train

Possible simplified topology of a hybrid propulsion train ready for zero-emission operation

but are currently far from being competitive. Other ideas may include innovative ship design (more efficient hulls, system integration and optimization), as well as broader digitalization (including optimization of port calls and the supply chain at large).

These all call for an even wider scope of parties to be involved. CIMAC says there is a need for a consensus on finely focused R&D activities with well-defined aims and that support from regulatory bodies is key.

The necessary developments require cooperation between all stakeholders, namely ship owners, shipbuilders, engine manufacturers, equipment manufacturers, system integrators and the classification societies.

electrical load table,” says Carina Kern, MAN Energy Solutions. “These are the most important inputs for the MAN simulation tool ECO-ESS. Together with the specific battery and engine characteristics, it is possible to optimize the size of a battery in a hybrid propulsion system for the 2020 and 2030 scenario as an optimum of additional CAPEX and OPEX savings.”

The 1,700 TEU ship selected as the base case has a MAN 6S60ME-C10.5 main engine developing 11,280 kW and four MAN 6L21/31 diesel gensets, each rated at 1,254 kW. The study explored two main scenarios: A vessel built in 2020 with a 500 kWh battery system replacing one genset used for peak shaving and as a spinning reserve, and a vessel built in 2030, replacing two gensets by using a much larger 11 MWh hybrid system for zero-emission port entry and exit.

Under the first scenario, with the hybrid power train resulting in an approximately 13% total cost for the vessel, payback times are as low as two to three years. However, the larger system increases the costs of the vessel significantly, meaning that only with a combination of lower prices for the battery system and higher fuel costs than today would the system be economically attractive.

“It is our hope that these study results will increase cargo shipowner confidence in seeking out new energy solutions, as a good economic rationale already exists for supporting auxiliary loads with a hybrid configuration,” said Sean Puchalski, Corvus Energy. “As for the future propulsion scenario, perhaps we will not have to wait until 2030. We are already seeing strong demand for high capacity energy storage systems in passenger vessels. With the right leadership from cargo owners, we may see this translate to the merchant sector sooner than later.”

large bore two-stroke, slow-speed engines are the propulsion plant of choice for the majority of cargo vessels today. Right now, the two leading designers are putting much of their focus on engines capable of burning LNG—with low flashpoint alternative fuels such as LPG and methyl/ethyl alcohol also starting to receive attention.

Though these may be only “bridging solutions” on the path to decarbonization, for many owners ordering ships today, they represent the best available.

Interestingly, rivals MAN Energy Solutions and Winterthur Gas & Diesel (WinGD) have taken very different approaches in their LNG-fueled large two-stroke engines.

MAN’s ME-GI engine is a high-pressure engine that uses the classic diesel cycle and does not require the use of a liquid pilot fuel.

WinGD’s X-DF engine, however, is a lowpressure engine that runs on the Otto cycle and requires a small amount of liquid fuel to initiate the cycle.

Both parties have taken not-so-veiled jabs at the other’s choice of cycle.

Now, though, MAN has initiated the development of a low-pressure gas engine as a supplement to the dual-fuel ME-GI engine, citing market demand as the rationale behind the move.

“We already offer the most sophisticated and technologically-advanced gas engine on the two-stroke market with our ME-GI type, and we are hungry for more,” said Bjarne Foldager, senior vice president-head of MAN Energ y Solutions’ two-stroke division. “With this announcement, we expect to cater for the segment in the market that prioritizes low-pressure dual-fuel, and this w il l complement our comprehensive portfolio of solutions.”

MAN aims to complete development of the new engine during the first half of 2022.

It eyes the low-pressure engine in terms of filling a gap in its portfolio, just as its MELGIP engine—introduced in 2018—added

Photo Credit: DNV-GL

Three-Way Cooperation Already, a number of cooperative efforts are underway. One study presented at last month’s CIMAC Congress brought together MAN Energy Solutions, battery manufacturer Corvus Energy and DNV GL to look at the potential of using batteries in a container feeder vessel. The aim was to assess if it is possible to both reduce emissions and save operational costs.

“There were several factors that went into the selection of a container feeder vessel for the study,” said Hans Anton Tvete, DNV GL. “We were looking at where hybrid systems could offer significant efficiency gains, which pointed to operational states with fluctuating power demand. This typically occurs with large consumers such as cranes, pumps, ventilation fans, or maneuvering equipment, especially in port. Container feeders, with their frequent port stays and increased time in port, are ripe for efficiency gains through the use of hybrid solutions. Also, as this fleet is aging, new tonnage is likely to be on order in the near future.”

“Focusing on a container feeder vessel we were able to generate a typical propulsion power profile from vessel speed data, as well as an artificial time-resolved electrical load profile from the according

Two-Stroke Manufacturers Expand Ranges Because of their economy and reliability,

July 2019 // Marine Log 39

Engines LPG to its capabilities.

“The low-pressure engine will fill a gap within our portfolio,” said Foldager. “It will act as a companion to our high-pressure ME-GI engine, which will continue to be the most attractive solution within many market segments. Our mature two-stroke, dual-fuel technology has become the de facto industry standard and accumulated over 280 confirmed sales along with 500,000 operational hours. Going forward, we want to further expand our reach within the general market for gas engines.”

WinGD, too, is adding to its portfolio by introducing three new low-speed, two-stroke engines. Two are additions to its X-DF range of low-pressure, dual-fuel engines. The third is a conventionally fueled engine.

At the lower end of the power spectrum, the new X40DF in its standard configuration is designed to run on LNG as its first two-stroke, dual-fuel engine for smaller vessels, says WinGD. As the engine is already compliant with all existing emission regulations, including IMO Tier III, the entire support system is reduced due to the absence of the need for any exhaust-gas after-treatment system. Available in five to eight cylinder configurations, it covers a power range from 2,775 kW to 7,480 kW,

at 104 to 146 rpm.

For larger vessels, WinGD’s new conventionally fueled X82-D engine is dual-fuel ready and fulfills class society requirements for gas-ready notation. Compared to the previous X82-B WinGD engines, cylinder distance has been reduced to 1,440 millimeters (mm) from 1,505 mm, The brake specific fuel consumption has also been reduced depending of the rating point and the tuning variant chosen. Aimed at the VLCC, VLOC and Panamax container vessel segments, the X82-D engine will be available from six to nine cylinders, covering a power output from 16,560 kW at 58 rpm to 49,500 kW at 84 rpm.

Ke y b enefits of the X82-D include reduced engine length and weight, due to the shor ter cylinder distance w ith adapted bearing, and structural design f o r u n co m p ro m i s e d re l i a b i l i t y. T h e engine offers a wear resistant ICU MKIII with simpler overhaul concept and the WiCE (WinGD Integrated Control Electronics) engine control system with more functionalities suppor ting prolonged overhaul periods. All cylinder configurations are possible with a onepiece crankshaft design further reducing engine length and w ith pistons fitted

with two piston rings for reduced friction losses. The X82-D has also been designed with optimized liner design to avoid cold-corrosion occurring within the cylinder.

WinGD says that fuel savings amounting to $1,170 per day (2.6 ton/day consumption at assumed HFO cost of $450 /ton) can be achieved by a VLCC running an X82-D engine at 90% engine power. This is achieved as a result of an increased firing pressure facilitating the significant fuel savings for vessels using the 7X82-D engine compared with its predecessor, the 7X82-B. The new X82DF dual-fuel engine offers the same enhanced propulsion options as the X82-D. The engine dimensions are based on that of the X82-D diesel, but this is an Otto-cycle engine.

“Providing choices with the technology solutions that our customers need to take them confidently into the future means designing engines that are efficient, reliable, safe and compliant,” says Dominik Schneiter, vice president-research and development at WinGD. “Combined with our new, advanced engine control system, WiCE, the flexibility and responsiveness of our engines offers the control needed for optimizing a vessel’s efficiency.”

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Paints & Coatings

Painting a More Efficient (and Greener) Picture

Mid-Atlantic Coatings Inc. is restoring freeboard areas on the USS George Washington using a a single-coat solution

by Sherwin Williams.

By Heather Ervin, Editor in Chief

Photo Credits: Sherwin Williams

T

he maritime paints and coatings industry is incorporating into its services and methodologies more advanced and environmentally friendly technologies.

And shipyards are playing their part in getting the new coatings onto vessels in the most effective ways possible.

At the end of last year, C&C Marine & Repair LLC, Belle Chasse, La., officially opened its new robotic paint and blasting facility; and in the coming weeks, the company will celebrate painting and blasting its 100th barge. What started as plans for an indoor paint facility quickly evolved into a more ambitious project.

“Initially, our plan was to simply build a new indoor paint facility with a state-of-theart filtration system,” said Matthew Dobson, project manager for C&C Marine.

After visiting Ireland to watch the robotic blasting process in action, C&C Marine saw the future of its new facility. “We were able to modify technology that was being used to blast rail cars and containers and successfully adapted this process to blast barges,” said Tony Cibilich, C&C Marine owner. “From the beginning, our goal was to create a process of painting and blasting barges that would be more efficient, safer and better for the environment.”

The 83,350-square-foot facility accommodates barges up to 320- by 75- by 20-feet and can blast and paint a standard 30,000 barrel tank barge or

two 10,000 barrel tank barges in seven to 10 days.

The fully enclosed, climate-controlled facility allows for uninterrupted operation year round.

The automated blasting robots use steel grit as the blast medium across the surface of the barge.

The improved profile finish leads to a better paint adhesion to the steel, leading to fewer required paint jobs during the life of the barge.

The new facility represents C&C Marine’s continued commitment to adopting new technology and employing best practices, particularly as it relates to the environment. The company said that the indoor facility prevents overspray, contamination and run-off of paint and blast media into adjacent waterways. The facility’s air filtration system collects and encapsulates over 99% of all airborne particulates associated with the blast and paint process. The non-toxic steel shot blast media can be filtered, separated and re-used in subsequent blasting operations.

USS George Washington Coatings themselves continue to evolve. Over at Sherwin-Williams Protective & Marine, the company continues to develop high solids and 100% solids epoxies with very low or no solvents to reduce the release of volatile organic compounds. “We’re also creating technologies that remove steps—whether it’s surface preparation or coats of paint—from the process so you’re more environmentally friendly by not having to spray as many coats,” said Michael

Manetta, global market director-rail, marine and power generation, for Sherwin Williams.

One notable example of reducing application steps is the work that Mid-Atlantic Coatings Inc. is performing to restore freeboard areas on the USS George Washington aircraft carrier. The traditional coating system for aircraft carrier freeboards is a multi-step process. However, Mid-Atlantic Coatings enhanced its application efficiency by selecting Sherwin Williams’ Fast Clad ER, a single-coat solution, for about 70% of the freeboard. “The product’s rapid cure time allowed the applicator team to accelerate coating schedules,” said Manetta. “Use of the single-coat, rapid cure, edge retentive, ultrahigh solids epoxy—which was topcoated with state-of-the-art polysiloxane technology—on the exterior topside of the carrier saved considerable time, streamlining the project schedule and providing enhanced durability for less frequent maintenance needs.”

U.S. Navy MSC Contract PPG announced last month that it has been awarded a five-year, $78 million contract by the U.S. Navy Military Sealift Command (MSC) to provide coatings, solvents and technical services to MSC’s fleet of approximately 125 ships.

PPG said that its global supply and service network will ensure the availability and July 2019 // Marine Log 41

Paints & Coatings delivery of a range of coatings and services to MSC dry docking facilities around the world.

Products will include the PPG PSX brand of polysiloxane coatings for durability and aesthetics for exposed steel surfaces; PPG AMERCOAT 240 epoxy coatings for external surfaces and tanks, combining strong adhesion with resistance to chemically polluted water; and PPG SIGMAGLIDE biocide-free fouling release coatings, a system that enhances hull smoothness to increase fuel economy for ships.

PPG continues to practice its own green initiatives by developing environmentally conscious, sustainable products, according to Al Kaminsky, U.S. and Canada marine director for PPG Protective and Marine Coatings. Key among the solutions is the development of more copper-free anti-foulants to address the increasing number of state regulations that require them.

“PPG sustainability efforts also include the development of environmentally friendly, next generation polysiloxane innovations, as well as coatings solutions that reduce the number of applications,” added Kaminsky.

PPG has two new paint and coating solutions, NOVAGUARD 810 ER and PSX ONE. NOVAGUARD 810 ER is a single-coat solution for ballast tanks and various cargo vessel applications that provides durable, longterm protection. PSX ONE is a single-pack

acrylic polysiloxane solution that provides outstanding color and gloss retention in a durable coating product.

Joining in the polysiloxane discussion is Seacoat Technology, Pinehurst, Texas. The company recently released its latest version of SEA-SPEED, the SEA-SPEED V10 X ULTRA. The polysilxoane, silicone foul release coating is designed for application to steel or aluminum hulls on all types of commercial vessels, including container ships, bulkers, RO/RO vessels, dredges, oil and product tankers, and ferries.

John Bowlin, director of engineering and product development for Seacoat, said that a cornerstone of the company has always been to provide an environmentally safe, fully non-toxic solution to the marine industry.

“Our goal in manufacturing is a zero waste policy and recycling of any cleaning solvents used,” added Bowlin. “The last two series of products releases are 100% solids, thereby no volatile organic compounds are in the can when they leave the plant.”

The SEA-SPEED product can be applied in newbuilds or retrofitted during dry docking.

Jotun Goes Green with HHI Solvent emissions are a major objective worldwide.

Sandefjord, Norway-based Jotun recently signed a

Take Your Business to New Heights

A vessel crew recoats the main deck of the Cornelia Marie. memorandum of understanding with the world’s largest shipbuilder, South Korea’s Hyundai Heavy Industries (HHI), for a new type of marine paint that reduces solvent emissions by up to 90%.

The company has worked on developing the new type coating for 13 years. It will reduce solvent emissions into the air from about 250 grams per liter (or 946 grams per gallon) to just 9 grams per liter (or 34 grams per gallon).

“The product has better corrosion protection than previous systems, which helps extend the life of the vessels and reduces the need for maintenance,” said Erik Risberg, a scientist at Jotun. Primers make up 60-70% of the total amount of paint applied to a ship. The new product is currently available for Korean shipyards and selected shipbuilders in Europe.

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42 Marine Log // July 2019

One Magazine, The Entire Market

2/7/18 2:06 PM

TECH NEWS Pre-flow Stator Delivers Energy Savings

Lars Thrane LT-3100S

Photo Credit: Lars Thrane A/S (top), Wärtsilä (bottom)

First Iridium GMDSS Terminal Unveiled Iridium Communications Inc. and partner Lars Thrane A/S unveiled the LT 3100S, the first shipboard terminal designed to meet Global Maritime Distress and Safety System (GMDSS) carriage requirements using the Iridium satcom network. The product was unveiled during the 2019 NorShipping event in Oslo, Norway.

The addition of Iridium as a GMDSS provider will extend the coverage of the service to 100% of the planet’s waters, including the Arctic and Antarctic, for the first time.

This follows the culmination of a long regulatory progress and Iridium now anticipates providing service as of January 2020.

“The recognition of the Iridium satellite network to provide GMDSS services fundamentally changes the status quo of the maritime industry,” said Peter Thrane, CEO of Lars Thrane. “We immediately recognized the unique capabilities Iridium offers and wanted to make sure we provided the very first terminal available for Iridium GMDSS. The low-Earth orbiting Iridium network with interconnected satellites allows us to offer multiple services throughout all the world’s waterways in a single, compact terminal.”

With the LT-3100S, mariners will have an all-in-one system that can meet Safety of Life at Sea (SOLAS) convention vessel carriage requirements, while also serving as a primary or companion communications system. Unlike the competitive alternative, says Iridium, this small and compact new terminal will offer GMDSS services, along with voice, texting and data services with a built

in GNSS/GPS receiver. The multiservice terminal also supports the ship security alert system, anti-piracy/citadel communications and long-range identification and tracking.

“The new GMDSS terminal from Lars Thrane is unlike any single option the industry has ever had and can meet all bridge communications needs for any size vessel, not just SOLAS,” said Wouter Deknopper, vice president and general manager of maritime for Iridium. “A new era of choice—truly global coverage, innovation and reliability—has come to the maritime industry with Iridium GMDSS and our recently launched L-band broadband service, Iridium Certus.We are proud to help lead the way.”

More than 40 years of experience have been put into the design and construction of the LT-3100 Iridium Communications System, with an exceptional performance and specification level.

Iridium is a mobile voice and data satellite communications network that spans the entire globe. Iridium enables connections between people, organizations and assets to and from anywhere, in real time. Together with its ecosystem of partner companies, Iridium delivers an innovative and rich portfolio of reliable solutions for markets that require global communications.

The company has recently completed its next-generation satellite network and launched its new specialty broadband service, Iridium Certus. Iridium Communications Inc. is headquartered in McLean, Va.

Energy saving devices called preflow stators have already been shown to provide significant fuel savings in ships with fixed pitch propellers by optimizing the flow of water into the propeller. Now the technology has been extended to cover vessels equipped with controllable pitch propellers (CPP).

The CPP pre-swirl stator has been developed by Wärtsilä, Netherlandsbased maritime research institute MARIN, and Italian shipowner Grimaldi as part of the EU-sponsored LeanShips project.

According to Wärtsilä, efficiency gains of 3.5% have been confirmed by model tests, and subsequent sea trials with Grimaldi’s 165-meter long pure car and truck carrier Grande Portogallo. This translates into a payback period of only 1.3 years.

Gains could ac tually be higher. Grimaldi says “the initial noon repor ts suggest a 5% decrease in the fuel consumption, but in order to get a more realistic value we need to record a wider range of data.”

“This represents a major breakthrough in making ships with controllable pitch propellers more efficient and therefore less polluting,” says Dario Bocchetti, corporate energy saving manager, Grimaldi Group.

“We have earlier established some energy savings for ships with controllable pitch propellers, and now this new technology has been extended in line with the objectives of the LeanShips project.

“The Energy Saving Device developed through the LeanShips projec t is one more example of successful collaboration that results in substantial customer benefits,” says Lars Anderson, director-propulsion, Wärtsilä Marine.

July 2019 // Marine Log 43

NEWSMAKERS

Gulf Island Announces Executive VP of Shipyard Division Gulf Island Fabrication Inc., Houston, Texas, has appointed CHRISTIAN VACCARI (pictured) as executive vice president of its shipyard division. Vaccari previously served as senior vice presidentbusiness development of the shipyard division.

Transmission specialist Twin Disc Inc., Racine, Wis., has appointed JAMES E. FEIERTAG as president and COO. He assumes the role of president, previously held by CEO John H. Batten, and replaces retiring COO MAC MOORE. Feiertag will be responsible for overseeing the functions of operations, sales, marketing, distribution and engineering.

HUMERA AHMED (pictured) has been appointed vice-president of legal and business development of the Liberian International Ship & Corporate Registry (LISCR), the U.S.-based manager of the Liberian Registry. She comes to LISCR with nine years of experience as an attorney at Blank Rome LLP, where she focused on maritime transactions, finance issues and business development and holds a law degree from the School of Law at Rutgers University.

MATT BINSFELD, president and CEO of La Crosse, Wis.-based J.F. Brennan Company Inc. was named the 2019 “Dredger of the Year” on June 6 at the 2019 WEDA Dredging Summit & Expo in Chicago, Ill.

Following his decision to step down as CEO of tanker giant Euronav, PADDY RODGERS (pictured) is to become director of the U.K.’s Royal Museums Greenwich, which incorporates the National Maritime Museum, the Royal Observatory, the 17th century Queen’s House— and the historic tea clipper Cutty Sark. At Euronav, Rodgers is being succeeded as CEO by CFO HUGO DE STOOP. The Executive Control Board (ECB) of the National Shipbuilding Research Program (NSRP) has elected DON HAMADYK as chair for a two-year term. He is the director of R&D at Huntington Ingalls Industries Newport News Shipbuilding in Virginia.

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196

4

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July 2019 // Marine Log 45

Market place Products & Services

COMMERCIAL / MILITARY

UL 1104 Certified LED Navigation Lights » Inspected vessels 20 meters and over » Blue Water vessels 50 meters and over » Modular design rated IP67 Replaceable: LED module and power supply » Single head (one power input) » Double head (two power inputs) for redundancy » Autonomous: Double head (one power input) » 120 - 240 VAC, 12 - 32 VDC, or both » Monitor LED intensity models - IMO MSC 253 (83) 4.3

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46 Marine Log // July 2019

Ad Index

Company

ABS

Page #

23

Company

Page #

Louisiana CAT

16,25

American Equity Underwriters Inc. 26

Metal Shark Boats

32

7

Marine Log Ferries

9

Clean Gulf DNV-GL Eastern Shipbuilding Group

C4 3

Resolve Marine Group

24

Scania USA Inc.

27

InterFerry

35

Thoma-Sea

28

JMS Naval Architects

14

Total Marine Lubricants

C2

Landmark Fabrication

18

Viega

5

JOB BOARD

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July 2019 // Marine Log 47

SAFETY FIRST

Shipyard Safety: What Are the Hazards?

48 Marine Log // July 2019

assessments that require the use of PPE. To adequately protect workers, a summarized version of OSHA recommendations include: 1. Collect, organize and analyze information on workplace hazards that may already be available through operating manuals, safety data sheets, previous injury and illness records, safety committee findings, and workers’ compensation reports;

Training of both shipyard workers and the vessel’s crew is standard, but essential.

2. Inspect the workplace and observe workplace operations to identify hazards such as falling objects, harmful chemicals, dust accumulation, radiation exposures, noise, drowning and hazardous energy; 3. Identify control options for identified hazards; 4. Select and implement the control measures determined to be the most effective and feasible, making sure not to introduce new hazards; and 5. Follow up to confirm that the control measures implemented are effective and that all PPE must be kept clean and in good working order.

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

Shutterstock/ Tawansak

T

he potential for danger lurks around every corner of any shipyard. According to the CDC’s Center for Maritime Safety and Health Studies, there are approximately 160,000 workers employed in shipyards in the United States, spread across 26 states bordering coastal and inland waters. Between 2011 and 2016, there were 45 fatal accidents (4.6 per 100,000) among shipyard workers—higher than the rate for all U.S. workers. There were an estimated 54,200 non-fatal injuries/illnesses during the same period (5,543 per 100,000), nearly seven times higher than the rate for all U.S. workers and one of the highest injury/illness rate among maritime workers.

So what are the most common hazards encountered by those employed by the shipbuilding and ship repair industry? OSHA says they are typically defined by one of three categories: chemical (asbestos, welding fumes, solvents, paints and fuels), physical (noise and heat stress), and safety (fires, confined spaces, falls and heavy equipment).

In previous columns, we discussed hazards to hearing, vision, hands and feet. This included the importance of properly worn and maintained personal protective equipment (PPE) while working in the shipyard outside or inside a vessel. Just because the vessel isn’t in motion, doesn’t mean we stop taking safety precautions.

For example, activities such as welding call for specialized eye protection, and the type of welding makes a difference. A 2012 OSHA factsheet specified the different shading requirements for eye protection based upon the type of welding being conducted.

And in 2018, OSHA discussed hazard

Another often-overlooked safety hazard is the improper maintenance of power tools used in a shipyard. The dangers of using power tools are greatly reduced by the use of the proper PPE, but maintenance of these tools is critical. Let’s face it. Who really thinks about maintaining their hand sander or blender? We don’t, but it’s crucial to conduct simple assessments of our equipment. Examining electrical cords for damage, checking the sharpness of a blade, examining the work environment for slippery surfaces, and so on can go a long way in the world of safety.

Tom Feeney of Feeney Shipyard in Kingston, N.Y., said his company utilizes table saws that can detect if a hand is too close to the blade, causing the blade to be retracted. Thankfully, technology errs on the side of safety.

Training of both shipyard workers and the vessel’s crew is standard, but essential.

Many tasks that are carried out while a vessel is in a shipyard may not normally be carried out while a ship is operational. Hazards while conducting jobs, such as entering confined spaces; hot work and electrical work may be overlooked because they are not frequently conducted. We work in an industrial culture where risk and hazards are such a regular part of the job that they are often overlooked when they are outside the scope of the worker’s experience.

There are also safety organizations, such as the Shipbuilders Council of America (SCA) that has partnered with OSHA through the National Alliance program since 2003. The alliance promotes continued awareness and training of employees in the industry to provide shipyards across the country with information, guidance and access to training resources that will help them protect the health and safety of workers, particularly by reducing and preventing exposure to electrical, ergonomic, struck-by, and slip, trip and fall hazards in shipyard employment, and by addressing issues of non-English-speaking or limited-English-speaking workers.

All the training in the world can’t neglect the human factor, though. Factors such as fatigue and complacency are always a concern in the workplace.

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