Marine Log July 2021

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

VESSEL DESIGN &

July 2021

CONSTRUCTION

NAVY SHIPBUILDING

What's in the Biden Budget?

SHIP REPAIR

Why Regulations Keep Yards on Their Toes

PAINTS & COATINGS

Preventing Corrosion is Key

marine lubricants

trust chevron to keep you on course solutions for your journey

As a world-leading integrated energy company we are constantly developing the right thinking to ensure operational excellence, with the reliability and responsibility that’s essential to a sustainable future for maritime shipping.

Our solutions-based support offers technical expertise, quality performance lubricants and vessel optimization tools to provide the clariity you need.

Chevron Marine Lubricants. Solutions for your journey. chevronmarineproducts.com

© 2021 Chevron. All rights reserved. All trademarks are the property of Chevron Intellectual Property LLC.

CONTENTS

28

15

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER The Resiliency of Shipbuilders

15

MILITARY SHIPBUILDING What Does the Biden Budget Hold for U.S. Shipbuilding?

The annual budget request of the Navy—the biggest shipyard spender—is always the focus of intense scrutiny, not least by Congressional committees

19

SHIPYARDS & REPAIR FACILITIES Ship Repair Facilities Go Full Speed Ahead There are significant opportunities in the commercial space for shipyards versatile and hungry enough to go after them

21

ENGINES – PART 1 The Engine Evolution Never Stops Ship owners need to be sure that they can comply with current and pending regulations throughout a likely lifetime of around 20 years

23

PAINTS & COATING Reinventing Primer to Prevent Corrosion Continual exposure to seawater and salty air is a corrosive combination that shortens a vessel’s service life

25

HYDROGEN AS A FUEL The Myths & Misconceptions of Hydrogen Explained Does hydrogen make sense now or in the future for fueling your vessel? We help you decide with these six common hydrogen misconceptions

4 INLAND WATERWAYS Two New Deliveries to Inland Towboat Companies 5 INDUSTRY INSIGHTS 6 WELLNESS A Canary in a Coal Mine 7 VESSEL OF THE MONTH Rachael Allen: The First Autonomous U.S.Flagged Harbor Tug 8 UPDATES • Alfa Laval and Wallenius Aim to Put Wings on Car Carrier • National Parks Service Vessel Will Serve Ellis Island and Statue of Liberty 13 REGULATIONS Coast Guard: New Sub M Guidance Documents 14 INSIDE WASHINGTON Offshore Wind Revenues May Be Sent to Coastal States 27 NEWSMAKERS Biden to Nominate Del Toro as Secretary of the Navy

Cover Photo Credit: Shutterstock/ Tawansak

28 TECH NEWS Purely 3D Process Used to Deliver Commercial Vessel 32 SAFETY Shell: Safe, Healthy Work Environments for Seafarers is Critical July 2021 // Marine Log 1

EDITOR’S COLUMN

MARINELOG JULY 2021 VOL. 126, 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@stamats.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com

Photo Credit: Shutterstock/Sky Cinema

The Resiliency of Shipbuilders

B

ack in April of this year, Shipbuilder’s Council of America’s Chairmen Ben Bordelon penned an op-ed on the resiliency of the U.S. shipbuilding industry.

In that op-ed, he stated that “continuing to maintain, modernize and build out the national security fleet will require a robust maritime defense industrial base.” He added that “while government shipbuilding has remained the lone bright spot in the past few years, now is not the time to stop.”

As you’ll read about in two feature stories focused on shipbuilding in this issue (see pages 15-20), the many hurdles faced by shipbuilders have not slowed them down.

Whether it is COVID-19 and the fall out that followed, and, in some regards, continues to follow, the pandemic, or regulatory barriers, shipbuilders remain among the resilient movers and shakers of the marine industry.

Last month, MARAD released a new report entitled, “The Economic Importance of the U.S. Private Shipbuilding and Repairing Industry,” that says there are currently 154 private shipyards in the United States, spread across 29 states and the U.S. Virgin Islands, that are classified as active shipbuilders. In addition, there are more than 300 shipyards engaged in ship repairs or capable of building ships but not actively engaged in shipbuilding.

Since 2008, the U.S. Department of Transportation has provided nearly $262.5 million in grant funding through its small

shipyard grant program to nearly 300 shipyards in 32 states and territories to improve infrastructure at U.S. shipyards.

The report says further that the U.S. shipbuilding industry has run a trade surplus in six out of the last 10 years, with a cumulative trade surplus of $7.3 billion over this period. From 2015 to 2020, U.S. shipbuilders delivered more than 5,000 vessels of all types, including tugs and towboats, passenger vessels, commercial and fishing vessels, and oceangoing and inland barges, reaching 608 vessels in 2020. More than 60% of vessels delivered during the last six years have been inland tank and dry cargo barges.

Can the shipbuilding industry continue to make the kind of economic impact reported

by MARAD? Among the factors that will help it do so is continued funding for programs, such as MARAD’s Small Shipyards Grants program. And with offshore wind requiring a flotilla of new ships, it would make sense to dust off the Federal Ship Financing Program (Title XI) as a source of funding for projects, such as Wind Turbine Installation Vessels.

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. Cody Sanders Canal Barge Company Inc.

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 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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

COPYRIGHT © Simmons-Boardman Publishing Corporation 2021. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195.

For Subscriptions, & address changes, Please call (US Only) 1 (800) 895-4389 (CANADA/INTL) 1 (402) 346-4740, Fax 1-319-364-4278, e-mail marinelog@stamats.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407.

POSTMASTER: Send address changes to Marine Log Magazine, PO Box 1407, Cedar Rapids, IA. 52406-1407.

2 Marine Log // July 2021

EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

Offshore

Subscribe to the Marine Log Offshore Newsletter

Insights into the evolving offshore market

The Biden administration’s just announced plans to jump-start U.S. offshore wind will generate a boom in demand for specialized Jones Act-compliant vessels and services. To help give you the insights needed to meet the needs of the new market, we have launched a new weekly newsletter, Marine Log Offshore.

Marine Log will also host a podcast and webcast series focusing on the latest in offshore wind farm development, policy and regulation and the implications for U.S. shipyards and vessel operators.

www.marinelog.com/offshorenewsletter

INLAND WATERWAYS

New Deliveries for Inland Towboat Companies

C

& C Ma r i n e a n d Re p a i r, B e l l e Chasse, La., delivered the M/V Olive Parker, its first vessel built for Tuscaloosa, Ala., headquartered Parker Towing Company last month.

Constructed based on a collaborative design by Parker Towing and CT Marine LLC of Portland, Maine, the 4,400-horsepower towboat measures 147.5 by 34 by 10 feet, 9 inches and has a 33 foot high pilothouse eyeline.

The vessel is powered by two owner-furnished CAT 3516B main engines, paired with two Reintjes WAF 873 HL-HR reduction gears supplied by Karl Senner LLC. Service power is provided by two John Deere 6068 AFM 85, 150 kW generators. The conventional steering system hydraulic power unit, along with the alarm and monitoring system, were provided by Eagle Control Systems. The towboat’s two 100-inch diameter stainless-steel fixed pitch propellers were provided by Sound Propeller Systems Inc. The towboat’s accommodations offer a total of 10 beds, with the complete joiner system being provided by Kern Martin Services Inc. The navigation and communication package, provided by Wheelhouse Electronics, includes Furuno radar equipment, transducer, satellite compass, AIS system and loud hailer, as well as a Standard VHF radio, Alphatron swingmeter, Young weather sensor, and Intellian Satellite TV antenna.

The vessel is also equipped with two Carlisle and Finch 1,000-Watt searchlights.

The towboat is outfitted with a pair of Nabrico 60-ton winches, and a through-thedeck capstan from Schoellhorn-Albrecht.

4 Marine Log // July 2021

For additional crew safety, the Olive Parker is equipped with a Novec 1230 “Clean Agent” fire suppression system. The fire detection and suppression system were both provided and installed by the Herbert Hiller Company.

“During our process of selecting shipyards for our new vessel construction program, C&C was one of the facilities whose reputation for quality really stood out in the industry,” said Terah Huckabee, Senior Vice-President of Parker Towing Company. “They employ state of the art processes in an all-weather facility with the majority of assembly being performed within enclosed warehouse bays. The M/V Olive Parker is our first project with C&C and, we can say without a doubt, they certainly lived up to their reputation.”

Also in June, Mandeville, La., headquartered Florida Marine Transporters Inc. (FMT) took delivery of its third 120- by 35-foot river towboat built by Metal Shark’s Bayou La Batre, Ala., shipyard.

The four-decked, welded-steel, USCG Subchapter M-compliant towboat named Gianna Hull was designed by John W. Gilbert Associates Inc. Its twin CAT marine diesel engines deliver over 2,000 hp. each and turn 100- by 69-inch stainless steel propellers through Twin Disc reverse reduction gears with a 6.56:1 ratio. Sleeping accommodations and facilities have been provided for a nine-person crew.

The new towboat is the third delivery in a three-vessel contract with FMT that was announced in late 2018, following Metal Shark’s acquisition of the assets of Horizon Shipbuilding earlier that year. With

The 120- by 35-foot inland towboat Gianna Hull just delivered to Florida Marine Transporters in Louisiana.

Photo Credit: C&C Marine and Repair, Metal Shark

Olive Parker is first towboat built

by C&C for Parker Towing.

the purchase, Metal Shark, best known as a builder of welded aluminum vessels, assumed ownership of a fully developed Alabama shipyard and began its expansion into steel shipbuilding, refit, and repair.

“The Metal Shark Alabama team has enjoyed working with FMT, and we’re proud to conclude this three-vessel production run with the delivery of the Gianna Hull,” said Doug Barrow, vice president of Metal Shark Alabama. “The pandemic posed some challenges, but we were able to keep our projects moving forward by working together and looking out for each other. I believe that deep mutual respect and understanding were forged between our team and FMT’s representatives through our close cooperation, and through continual process improvement we were able to show an increase in efficiency with each consecutive build. I know these vessels will serve the FMT fleet well, and we would gladly build with FMT again.”

“Today we celebrate the three-year anniversary of Metal Shark Alabama with the successful delivery of our third towboat for Florida Marine Transporters,” said Metal Shark CEO Chris Allard. “I’d like to thank FMT owner Mr. Dennis Pasentine for his support and his trust in us as we launched our newest shipbuilding facility. Over the past three years we have seen our Alabama yard flourish with a succession of impressive new builds and growing activity in the refit, repair, and conversion business, as we take on increasingly complex hull lengthening and vessel conversion projects. I’d like to congratulate all of our Alabama employees on their success and thank them for their commitment.”

INDUSTRY INSIGHTS

U.S. COAST GUARD PUBLISHES DOMESTIC VESSEL ANNUAL REPORT

Vessel Types Inspected 5,086 BARGE

THE U.S. COAST GUARD’S just-released “2020 Flag State Control Domestic Annual Repor t” summarizes statistics and information on inspections and enforcement actions on U.S.-flagged vessels, including deficiency and detention rates.

In 2020, the Coast Guard conducted 18,414 inspections on U.S.-flagged vessels and identified 27,087 deficiencies.

In comparison to the year prior, the number of vessel inspections decreased by 3,057. The average number of deficiencies identified per inspection decreased from 1.48 to 1.47.

Due to the ongoing impacts of COVID-19, the overall number of inspections on the U.S. flag fleet decreased by 14%.

Additionally, the number of deficiencies issued decreased by more than 14% from the 2019 calendar year report.

570 CARGO

6,556 PASSENGER

We will examine the top casualty types next month.

Average Age of Vessel Fleets

17 Years

20 Years

28 Years

32 Years

29 Years

35 Years

BARGE

PASSENGER

CARGO

OCS

RESEARCH & SCHOOL

522 OCS

56 RESEARCH & SCHOOL

TOWING

6,608 TOWING

27 Years AVERAGE AGE OF DOMESTIC FLEET

Source: U.S. Department of Homeland Security and U.S. Coast Guard

July 2021 // Marine Log 5

WELLNESS COLUMN

A Canary in a Coal Mine 5. Protect the Pan’s Surface: • Cook with silicone, wooden or rubber utensils and never stack pans.

• Do not use cooking spray. This can get caught on the coating and deteriorate it.

• Never use abrasives to clean the pan.

Need to Get New Pans?

6 Marine Log // July 2021

The Environmental Working Group (EWG) an independent testing group further tested gases emitted from the non-stick pans throughout the heating process. After only a few minutes of heating, six different toxic chemicals were released from the surface of the pans. Pans with scratches on the surface had amplified emissions. These gases not only absorb into food, but also affect the air quality of the person standing over them and breathing in the fumes.

Users should note documentation by manufacturers in the form of a warning on pans. Manufacturers note to remove birds from the area in which cooking is taking place. This is due to the high rate of bird deaths from fumes emitted from heating pans. Anyone remember the good old “Canary-in-the-Coal Mine” scenario—if the bird starts flailing, the human should evacuate the space?

Safety Tips for Using Non-Stick Cookware: 1. Pan Condition: Replace deteriorated and scratched non-stick pans.

2. The Heat: When cooking with non-stick, keep the temperature low. Leading manufacturers say a 500-degree Fahrenheit (260 degrees Celsius) limit for safe cooking, however the EWG was seeing toxic gas release at around 460 degrees F (238 C).

3. The Pre-Heat: Do not pre-heat a nonstick pan. It adds to the accumulation of heat and is unnecessary.

4. Use a Range Hood: Make sure the fan in the galley or kitchen is on when pans are in use.

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

EMILY REIBLEIN

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

Photo Credit: Shutterstock/ Bruce Peter

I

n 1945, a DuPont scientist developed a chemical called polytetrafluoroethylene (PTFE) and what Americans used to cook with changed.

This chemical was hard, slippery, stain repellent and prevented food from sticking to pans. Today we use this class of chemical in everything from in raincoats to flooring and in cookware that we lovingly call “non-stick”.

While these chemicals have been around for a while, the long-term health and environmental effects are largely unknown.

The spotlight on non-stick cookware started in the late 2000s when a chemical in PTFE—called PFAO—was noted to increase risk of cancer, strokes and have other health effects on humans. The Environmental Protection Agency and others challenged the chemical manufacturers to voluntarily phase out the use of PFAO in non-stick cookware by 2015. They agreed and replaced the chemical with another of the same chemical class, but these post-2015 replacement chemicals may also be of concern.

The Environmental Health Perspectives Journal reviewed the replacement chemicals for PFAO including an alarming statement signed by 200 leading scientists from 38 countries that urged restrictions on the use of the chemicals. Environmental and human health concerns such as liver toxicity, hypothyroidism, decreased response to vaccines, disruption of endocrine (hormone) and immune systems all made the list. In addition, the World Health Organization also lists the chemicals as potential carcinogens.

Research shows a relationship between testicular and liver cancer and these chemicals.

Stainless steel cookware is always a fine choice, as well as cast iron and other uncoated surfaces. If you have lived a life of non-stick thought, it can be a dicey jump to uncoated surfaces. The cooking rules of engagement are different. Here are a few helpful hints.

1. Heat: Stainless steel or cast-iron pans do well with medium to low heat to decrease sticking. Cooking sprays do wonders as well.

2. Cooking Spray Application: Heat the pan slightly above the temperature you want to cook at, add the cooking spray and then turn the heat down to cooking temperature.

Metal expands when heated, and the nonstick spray or cooking fat needs to be applied when it is expanded to help prevent sticking.

3. Pan Temperature: Know the temperature of your pan. Grab the chief ’s laser thermometer when he is not looking and check your temperature. Pans accumulate heat quickly and are usually hotter than you think. Cooking at higher heats requires higher heat cooking fats like coconut, butter, bacon grease, etc. to help prevent sticking.

4. Good Tools: Metal spatulas are king on non-coated surfaces. No worries about scraping the surface.

5. Freeing Debris: If food debris gets stuck, add water and baking soda to the hot pan and let it boil for a minute after you take the food out. It will dislodge left over debris.

Making an informed decision on what we cook on can be as important as what we are cooking to support human health. The warnings of hundreds of scientists and one very sensitive canary can now be a part of a decision-making process.

VESSEL OF THE MONTH The Sea Machines’ system will allow Foss Maritime and the crew of the Rachael Allen to maximize productive time, safety and crew welfare.

Photo Credit: Foss Maritime

R

Rachael Allen:

ecently delivered to Foss Marit i m e , t h e 1 0 0 fo o t l o n g by 40-foot beam Rachael Allen is the fourth of four 90-ton bollard pull ASD 90 tractor tugs ordered at Nichols Brothers Boat Builders by the Saltchuk Group.

Dist i ng u ish i ng Rachael Allen f rom her sisters is t hat she w i l l be t he f irst U. S .-f l a g ged ha rbor t ug to i nte g r ate autonomous systems in real-world commercial operations.

Foss Maritime has selected Sea Machines Robotics’ SM300 autonomous command and control system for use on board the vessel, which will be deployed in California to provide tanker escort and ship assists for Foss Maritime’s customers.

While the Rachael Allen will be delivered w it h t he SM30 0 a nd suppor t i ng hardware fully integrated into the vessel, the capability of the technology will be activated in stepped phases over the course of six to nine months to ensure full

The First Autonomous U.S.-Flagged Harbor Tug

visibility and acceptance from all operational stakeholders.

Capitalizing on Sea Machines’ remote command and control capabilities, Foss will use its existing Fleet Monitoring Center personnel to monitor the tugboat’s systems and operating domain via streaming video and sensor data. By having an extra set of eyes and hands with access to vessel command and control, the Sea Machines’ system will allow Foss and the crew of the Rachael Allen to maximize productive time, safety and crew welfare.

“Foss is leveraging Sea Machines’ cutting-edge technology to take on the routine work and allow crew to focus on higherlevel tasks and improve safety, while also increasing productivity and eff iciency during harbor operations,” said Foss president and CEO Will Roberts. “Foss prides itself on always offering customers safe and innovative solutions, and this is one more way that we are delivering on that promise.”

De sig ne d by Jen s en Ma r it i me , t he

Rachael Allen and her three sisters are powerful enough to escort the largest vessels calling on ports on the U.S. West Coast and built to USCG Subchapter M regulatory standards, with ABS loadline certification, and UWILD notation.

The vessels are equipped with two MTU 16V4000M65L EPA main engines, meeting Tier 4 emission standards, with a rated horsepower of 6,866 BHP @ 1,800 RPM and coupled to Kongsberg US255 P30 Z Drives azimuth thrusters. The propulsion package will produce over 90 tons of bollard pull giving the tugs exceptional pulling power and maneuverability.

Deck gear includes a Markey DEPGF 52R (E s c or t) b ow w i nch, 525 fe e t of 9-inch circ. Plasma 12 by 12 bow line w it h 4 0, 382 p ou nd pu l l p e r 6 85, 0 41 pound brake capacity. The tow winch is a Markey DEPC 32. The towline is 250 feet of 6.5 inch 12 by 12 circ. synthetic line, with 17,000 pound pull per 216,936 pound brake capacity.

July 2021 // Marine Log 7

UPDATE

Alfa Laval and Wallenius Aim to Put Wings on Car Carrier Though designed for wind propulsion, the Oceanbird technology has more in common with modern aircraft than traditional sailing vessels.

Transatlantic Car Carrier The technology will be valid for any vessel type, but it will be implemented first on a transatlantic car carrier. Able to carry 7,000 cars, the vessel will be 200 meters long and will cross the Atlantic in 12 days when sailing at an average speed of 10 knots.

“Wind has a key role to play in decarbonizing the marine industry,” says Peter Nielsen, business unit president, Alfa Laval 8 Marine Log // July 2021

Marine Division. “Together with Wallenius, we will harness this abundant natural force to meet both climate needs and those of maritime business.”

“Oceanbird wing sail technology will be not only an elegant solution, but also a powerful driver of positive change,” says Per Tunell, COO Wallenius Marine and future Managing Director of newly formed joint venture company AlfaWall Oceanbird.

“The wing sails are up to 80 meters tall and have a telescopic construction,” says Nielsen. “Besides adjusting to catch the wind, they can be lowered to pass under bridges, to handle harsh weather conditions or for maintenance. Because they will interact with the hull in a sophisticated way, they will also require intelligent control.”

While IMO has set a goal of cutting CO2 emissions from international shipping by 40% by 2030, Alfa Laval and Wallenius are committing to decarbonization targets beyond these levels, as, they say, are many other companies and a range of countries.

“We cannot wait until the end of the century to phase out fossil fuels,” says Tunell.

“We must create realistic alternatives, including the infrastructure for delivering and supporting them. Wallenius is committed to wind propulsion, and we know from the experience with PureBallast that Alfa Laval can help us make it a global reality.”

“Alfa Laval has supported the marine industry’s evolution for more than 100 years, but today there is new urgency,” says Nielsen. “Wallenius shares our environmental momentum and the determination to find immediate, workable solutions. Having once helped us explore our planet, wind can now help us rescue it.”

Wallenius Marine has early 800 employees, with two ship management offices in Stockholm and Singapore. Since 1934, the company has designed and built more than 70 vessels since the mid-‘90s with a strong focus on sustainable shipping.

Photo Credit: Alfa Laval/Wallenius

A NEW 50/50 JOINT VENTURE

between Alfa Laval and Wallenius is to focus on the development and realization of technology for fully wind-powered vessel propulsion, specifically the Oceanbird telescopic wing sail.

Alfa Laval and Wallenius have partnered before on developing groundbreaking technology. They collaborated previously on PureBallast, which has become one of today’s leading solutions for ballast water treatment.

Though designed for wind propulsion, the Oceanbird technology has more in common with modern aircraft than traditional sailing vessels.

It comprises an array of rigid wing sails, built from steel and composite materials, that generate forward movement instead of vertical lift. These wing sails will be able to turn 360 degrees to make optimal use of the wind.

UPDATE

MEPC 76: No Moon Shots best efforts by some 40 countries like Marshall Islands, Solomon Islands, Tuvalu and the United States.”

Short Term Measures

DISAPPOINTING THOSE WHO NAIVELY SUPPOSED it capable of bolder things,

the 76th meeting of IMO’S Marine Environment Protection Committee (MEPC) concluded yesterday after passing a package of measures to cut the carbon intensity of international shipping that have been widely seen as inadequate. Decisions on such things as the industry-supported “moon shot” plan for a $5 billion green technology R&D fund were kicked down the road.

Commenting on the meeting, the Danish Maritime Authority (DMA) says the agreement reached at MEPC implies that from 2023 to 2026 ships must reduce their greenhouse gas emissions by a total of 11%. The question of how much further ships should further reduce emissions from 2027 to 2030 remains open, and could be decided in 2025.

Denmark went to the negotiations with a clear goal that the IMO’s climate strategy and its goal of at least a 40% reduction by 2030 must be met, and that the short-term rules should show a clear path to achieving this.

“Unfortunately, it was not possible to reach an agreement on that ambition. It is positive, however, that despite difficult negotiations with very different views on the matter, we managed to land an agreement that sticks to the 2030 target and leaves traces for the first years—although not with as high ambitions as we wanted,” says DMA Director Andreas

Dry Docks Work Boats Barges Photo Credit: IMO

JMS-Designed

Modular Dry Dock 200’ expandable to 420’ 3,800 to 7,500t Lift Capacity Designed by JMS for Group Ocean New Brunswick

Nordseth. “We are now continuing our efforts and must now focus on the requirements in the medium and long term, so that international shipping is not left in doubt that the reduction targets must be met.”

That moon shot initiative?

“Unfortunately, the proposal did not receive the support that the Danish side had hoped for,” says the DMA. The official IMO version says that “The Committee had a non-exhaustive consideration of a proposal to establish an International Maritime Research Board, funded by a tax on oil fuel used by shipping. The discussion will resume at the Committee’s next session.”

Other commentators have been less measured in their assessment than the DMA.

Opportunity Missed “This week the IMO showed us the limits of its ambition by failing to take action for the climate or our ocean,” said Ocean Conservancy Shipping Emissions Campaign Manager Dan Hubbell. “It had a rare opportunity to strengthen a short-term climate measure to reduce greenhouse gas emissions this decade, act on black carbon pollution, adopt a robust plan for mid-term measures including a carbon levy on CO2, improve a ban on the use of heavy fuel oil and engage in discussions on scrubber discharges. Yet on all these issues what we have is delay or little better, in spite of the

Meantime the short-term measures agreed, which will be mandatory measures under MARPOL Annex VI, will bring in: Attained Energy Efficiency Existing Ship Index (EEXI) EEXI is required to be calculated for ships of 400 gt and above, in accordance with the different values set for ship types and size categories.

This indicates the energy efficiency of the ship compared to a baseline. Ships are required to meet a specific required EEXI, which is based on a required reduction factor.

Carbon Intensity Indicator (CII) The CII determines the annual reduction factor needed to ensure continuous improvement of the ship’s operational carbon intensity within a specific rating level. The actual annual operational CII achieved (attained annual operational CII) would be required to be documented and verified against the required annual operational CII. This would enable the operational carbon intensity rating to be determined. The rating would be given on a scale—operational carbon intensity rating A, B, C, D or E—indicating a major superior, minor superior, moderate, minor inferior, or inferior performance level.

The performance level would be recorded in the ship’s Ship Energy Efficiency Management Plan (SEEMP).

A ship rated D for three consecutive years, or E, would have to submit a corrective action plan, to show how the required index (C or above) would be achieved.

Administrations, port authorities and other stakeholders as appropriate, are encouraged to provide incentives to ships rated as A or B.

Let’s make plans.

Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

July 2021 // Marine Log 9

UPDATE

BIZ NOTES MIL-PRF-24635E, Type V Single Component Polysiloxane

POLYSILOXANE COATINGS

• Excellent weather resistance • Extended durability • Easy to apply

MIL-PRF-24667C Type I, IV, V & X Comp G SiloXoGrip Polysiloxane Non-skid

Licensed under U.S. Patent No. 9034946 and US 9006307 filed on behalf of the United States of America, as represented by the Secretary of the Navy.

Your Partner In Coatings Since 1948

ISO 9001 : 2015 Certified 225 Fort Street, Niles MI www.ncpcoatings.com • (800) 627-1948

10 Marine Log // July 2021

FRASER INDUSTRIES HAS A NEW OWNER One of America’s best-known Great Lakes shipbuilders has come under new ownership. Superior, Wis.-based Fraser Industries LLC has been acquired by Infrastructure Acquisition Partners LLC, a joint venture between Norway’s Cleaves Invest AS and Foundry Mountain Infrastructure Partners LLC. “As a Great Lakes maritime company, Fraser Industries has a terrific 133-year legacy on which to build,” said Patrick Kelly, incoming CEO of Fraser. “Under the leadership of the Capstan Corporation since 1977, it has broadened its scope to include Lake Assault Boats and the Northern Engineering Company. We thank Todd Johnson for his stewardship and for the enviable footprint built at Fraser Industries. We look forward to continuing the expansion of capabilities at Fraser in ship repair, boat building and related maritime infrastructure as we prepare for the innovation of new markets, including the emerging offshore wind industry.”

Cleaves Invest is a privately owned ship brokering and independent financial services group of companies with a 40-year history focusing on shipping, offshore infrastructure, energy and financial services.

Chicago-based Foundry Mountain Infrastructure Partners is a North American-focused infrastructure firm with a long duration approach to infrastructure investing.

KEPPEL O&M AND SEMBCORP MARINE MERGER TALKS TO START Singapore maritime mega merger that has been the subject of speculation for years looks like it’s finally going to happen.

Keppel Corporation Limited and Sembcorp Marine Ltd. have entered into a non-binding Memorandum of Understanding (MoU) to enter into exclusive negotiations with a view to combining Keppel O&M and Sembcorp Marine.

The companies say the objective is to create a stronger combined entity in response to dramatic changes in the global offshore and marine engineering and energy sectors.

While the outlook for oil exploration and related activities remains uncertain, the outlook for energy transition is robust, including areas such as offshore wind and hydrogen.

“As peers orientate themselves to capture these opportunities, so too must Keppel O&M and Sembcorp Marine,” the companies say.

Concurrent with the MoU on the potential combination, Keppel has also signed a non-binding MoU with Kyanite Investment Holdings Pte Ltd. for Keppel O&M’s legacy rigs and associated receivables to be sold to a separate asset company that would be majority owned by external investors.

Kyanite is a wholly owned subsidiar y of Te mas e k , t he Sing a p o re g ove r nme nt owned investment fund that is a significant shareholder in both Sembawang and Keppel.

UPDATE

New NPS Vessel Will Serve Ellis Island and Statue of Liberty All-steel passenger/utility vessel is named Annie Moore, after the 15-year-old Irish girl who was the first immigrant to sign the Ellis Island register

TAI ENGINEERS LLC, NEW ORLEANS, L A . , has completed the detailed design

Photo Credit: TAI Engineers

and construction of a new utility vessel, the Annie Moore, for the National Park Service (NPS).

NPS will use the 74 foot long by 24 foot

wide vessel to transport VIPs, official passengers, supplies and equipment to Ellis Island from Battery Park, New York, N.Y. One of its duties will be to transport national and international dignitary guests to the Statue of Liberty.

The vessel has seating for 40 passengers, and a galley on the main deck. A knuckle boom crane is provided for loading/unloading of palletized cargo.

The NPS named the all-steel passenger and utility vessel after the 15-year-old Irish girl who was the first immigrant to sign the Ellis Island register.

The USCG Subchapter-T inspected vessel was built jointly by TAI and its subcontractor Aluma Marine at its facilities in Harvey, La. It is designed and built to American Bureau of Shipping (ABS) Rules. The ice belt and the bow structure of the hull are designed to ABS Ice class C0 rules and the vessel includes ice strengthened reduction gears, propulsion shafting, rudders, and propellers. The vessel is equipped with twin Caterpillar C18 propulsion engines.

The U.S. Army Corps of Engineers, Marine Design Center (MDC) supported NPS by providing project management, engineering, and contract management support for the new vessel.

This is TAI’s fifth vessel design and build contract for the U.S. Army. All were completed within contract schedule and budget.

July 2021 // Marine Log 11

UPDATE

New Crowley Tugboat is Small but Powerful CROWLEY MARITIME CORPOR ATION’S SHIP assist and harbor escort

“With Apollo, we have a rare mix of high performance with an efficient design with lower carbon footprint,” he added. “It’s leading the way in California and showing the industry what’s possible in light of the sustainability push that’s taking place.”

Photo Credit: Diversified Marine

services group has taken delivery of Apollo, a powerful and maneuverable 78 foot long tugboat that delivers an estimated 94 tons of bollard pull and will operate on biofuel.

The tugboat has completed final outfitting at shipbuilder Diversified Marine Inc. in Portland, Ore., and will deploy soon to serve the San Francisco Bay. The Apollo, and sister tug operated by Crowley, Hercules, were designed by Robert Allan Ltd. to be the most powerful tugs in the U.S. under 80 feet long.

As sustainability requirements become more important in California and other ports while container ships become larger, Apollo will be well-suited for the Bay Area market. Operating on biofuel, the vessel’s fuel-efficient and lower carbon footprint results from a pair of Caterpillar Marine 3516 Tier IV-compliant engines that meet federal mandates and the State of California’s environmental regulations.

“With all the congestion in the ports of California, performance is a No. 1 concern for customers. Crowley’s newest tug

will continue to make harbor escort and ship assist efficient for ship operators while meeting and exceeding current demands for sustainability,” said Crowley Vice President Paul Manzi. “Maneuverability improves safety and allows for more efficient service.”

1 12 MarineCoastal-2021HalfPage-FuelEconomy-V1.indd Marine Log // July 2021

7/7/21 8:33 AM

REGULATIONS

Coast Guard: New Sub M Guidance Documents

By C.F. St. Clair

T

he U.S. Coast Guard (USCG) issued three guidance documents in May pertaining to Subchapter M towing vessel safety regulations: • Towing Vessel COI Inspections under TSMS Option; • Enforcement Guidance for Harbor Assist Towing Vessels When Operating Beyond the Boundary Line; and • Guidance to Concerning the Use of Doubler Plates for Repairs Involving Towing Vessels Subject to 46 CFR Subchapter M.

Photo Credit: Shutterstock/ Ted PAGEL

Inspections Under TSMS Option The “TSMS Option” (Towing safety management system) compliance option within Subchapter M allows a third party operator (TPO) to oversee a company’s Sub M requirements. The other is the USCG option, in which the Coast Guard is more directly involved, particularly regarding annual vessel inspections.

With TSMS, a vessel undergoes a USCG inspection just once every five years. However, the TSMS option requires that annual surveys and audits be submitted to the USCG to document compliance. Fundamental to Sub M and the underlying reason for the inspections and reports is receipt of a USCGissued Certificate of Inspection (COI), without which a vessel cannot operate.

Sub M phase-in started in 2019 and concludes July 19, 2022. Many TSMS vessels now operate with COIs, requiring vessel owners (or TPOs) to submit the required annual survey and audit reports. If this describes your Sub M program and status,

this new guidance is important and worth a close review.

The guidance provides expanded information about the specific material required within TSMS reports. It includes a colorcoded timeline—denoting who has to do what and when—to keep TSMS activities aligned with the COI five-year renewal.

A vessel owner and TPO may want to double-check their coordination and understanding. No one wants to face a situation in which the USCG judges five years of work to be inadequate or otherwise off the mark for a COI renewal.

The guidance text expands on the directives in the chart. For example, the chart makes clear that a COI application is due 30 days in advance of a desired inspection date.

The text then details the information necessary for a complete application, particularly for an initial COI, which requires work to start six months prior so that an application is grounded in relevant safety indicators.

Renewal also requires a 30-day advance filing. Again, the guidance text lists information the USCG will require at inspection.

For example, the guidance requires “objective evidence” of external or internal survey programs and “objective evidence” of dry dock and internal structural exams. Sub M is a complicated and dynamic program.

This new COI Guidance can lower compliance risks.

Use of “Doubler Plates” and Beyond “the Boundary Line” These two guidance documents are more limited in scope, referencing concerns and

practices important to industry and the USCG. At issue is whether these common concerns are aligned.

Recall that this guidance is for marine inspectors, either the USCG’s Officers in Charge, Marine Inspections (OCMI) or TPO personnel.

Regarding doublers, the USCG writes that the use of doublers is common in industry. However, the Guidance notes that a doubler plate repair can lead to increased stress concentrated near the repair. A patchwork of doublers makes it difficult to assess the true condition of the hull.

The guidance instructs inspectors that “new doubler plates should not be permitted for permanent repairs,” with a few exceptions, and that a doubler considered permanent will require inspection by “appropriately qualified” personnel and additional testing and reporting.

Doublers considered temporary need to be removed ASAP, no later than the next drydock, but an inspector can order removal sooner.

Existing doublers can stay unless an inspector decides otherwise. The USCG is considering additional policy development on doublers.

The Boundary Line Guidance deals with the USCG’s concern that harbor-assist vessels may be traveling so far from home port that they are required “to cross the Boundary Line,” and traveling farther than a COI permits.

The Boundary Line varies depending on coastal regions; again, something a vessel owner will want to review.

This distant work is not prohibited, but it is conditional, and the guidance lists the requirements.

They include, for example: • A 12-hour voyage limit; • Starting and ending in one OCMI; • The owner/operator must be approved for out-of-boundary operations; • Adequate crew and sufficient lifesaving equipment and capabilities; and • Advance 24-hour notification to the OCMI. It’s worth noting that right now this boundary guidance expires January 1, 2023, and the Coast Guard refers to this guidance as interim. It’s a policy required by the most recent National Defense Authorization Act, which included that expiration date.

July 2021 // Marine Log 13

INSIDE WASHINGTON

Offshore Wind Revenues May Be Sent to Coastal States

C

urrent U.S. law requires all revenues generated from offshore wind leases and production beyond state waters be deposited in the U.S. Treasury. Now a bipartisan group of U.S. senators has introduced legislation that would see a share of that money go to coastal states.

Introduced by U.S. senators Bill Cassidy, M.D. (R-La.) and Sheldon Whitehouse (D-R.I.) the Reinvesting in Shoreline Economies & Ecosystems (RISEE) Act would amend the Gulf of Mexico Energy Security Act (GOMESA) and would create a new dedicated stream of funding from future offshore wind development for coastal protection and resiliency.

This, say the senators, would allow for more equitable resource sharing between states, the federal government and conservation programs. Senators Cindy Hyde-Smith (R.-Miss.), Chris Coons (D-Del.), Tim Kaine (D-Va.),

Brian Schatz (D-Hawaii), Angus King (I-Me.), Chris Van Hollen (D-Md), Jeanne Shaheen (D-N.H.), and Roger Wicker (R-Miss;) have signed on as original co-sponsors.

Gulf of Mexico energy royalties are currently shared by four Gulf energyproducing states (Alabama, Louisiana, Mississippi, and Texas), conservation programs, and the U.S. Treasury.

The RISEE Act, sends 50% of offshore wind revenue to states adjacent to where offshore wind farms are developed.

The bill amends GOMESA in multiple ways, some of which include eliminating the state revenue sharing cap, currently at $375 million; increasing the amount of GOMESA revenues shared with states from 37.5% to 50%; lifting the Land & Water Conservation Fund’s state side funding cap of $125 million; adding the National Oceans and Coastal Security Fund as a fourth GOMESA equity (12.5%); and more.

The state funds can be used for

OUR GREEN IS

coastal restoration, hurricane protection, or infrastructure; to mitigate damage to fish, wildlife, or other natural resources, including through fisheries science and research; and to implement a marine, coastal, or conservation management plan.

In addition, 37.5% of offshore wind revenues would serve as a further dedicated funding source for the National Oceans and Coastal Security Fund.

This fund provides payments to states based on a formula and also provides competitive grants to coastal and Great Lakes communities to respond to coastal erosion and sea level rise, restore coastal habitat, and make improvements to coastal infrastructure.

In addition to many environmental protection and conservation groups, among those supporting the RISEE Act are Ørsted, the American Clean Power Association, and the National Marine Manufacturers Association.

A more in-depth dive into this bill can be found on www.marinelog.com.

CUT EMISSIONS. SAVE FUEL. The Cat® product line doesn’t simply meet the latest marine engine emissions regulations — our Tier 4 Final engines are performing in engine rooms, on the water, day in and day out.

They’re exceeding marine customers’ high expectations for reliability, durability, ease of installation and simplicity of maintenance.

Let Louisiana Cat help you lower your fuel consumption and your costs. To request a quote: give us a call at 866-843-7440 or visit us online at www.LouisianaCatMarine.com.

14 Marine Log // July 2021

MILITARY SHIPBUILDING

The Navy is still finalizing plans for future fleet mix, but it is likely to include more ships like the Constellation class frigate.

MILITARY SHIPBUILDING AND REPAIRS

The Navy is U.S. shipbuilding’s largest customer

Credit: Fincantieri

T

here’s a reason why the larger U.S. shipbuilders have gover nment relations offices, usually staffed up with a go o d ly nu m b e r o f re t i re d U.S. Navy admirals. The U.S. government is the U.S. shipbuilding industry’s largest customer and the biggest part of the federal government’s shipyard spending is done by the Navy. A recent U.S. Maritime Administration report says that 78.7% of total 2019 revenues for the U.S. shipbuilding and repairing industry came from military shipbuilding and repairs.

S o , n o t s u r p r i s i n g l y t h e N a v y ’s a n nu a l bu d g e t re qu e s t i s a lw ays t h e fo c us of intens e s cr ut i ny — n o t l e a s t

By Nick Blenkey, Senior Editorial Consultant

by Congressional committees. That’s happening r ig ht now and among the resources members of those committees, and their staffers, have available are Congressional Research Service (CRS) reports. As this was written, the CRS had just released its latest “Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress” report.

How Many Ships Dated June 16, it notes that in December 2016, the Navy released a force-structure goal that calls for achieving and maintaining a fleet of 355 ships of certain types and numbers. Politicians like simple numbers like that and the 355-ship

goal was made U.S. policy in the FY2018 National Defense Author ization Act. Until Congress changes, it striving for 355 ships is a legal requirement. “ The Navy and the Depar tment of Defense (DoD) have been working since 2019 to develop a successor for the 355-ship force-level goal,” says the CRS report, ‘the new goal is expected to introduce a new, more distributed fleet architecture featuring a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vehicles (UVs).”

“On December 9, 2020,” continues the report, “the Trump administration released a document that can be viewed July 2021 // Marine Log 15

MILITARY SHIPBUILDING

as its own vision for future Navy force structure. The document presents an env isioned Navy force-le vel go al for achieving by 2045 a Navy with a more distributed fleet architecture, including 382 to 446 manned ships and 143 to 242 large UVs. The Biden administration can choose to adopt, revise, or set aside this document.”

With the President Biden’s nominee for Secretary of the Navy yet to be confirmed, it can be assumed that things are not yet set in stone. All we know thus far is what’s in the Navy budget request. And what’s in a recent a “Report to Congress on the Annual Long-Range Plan for Construction of Naval Vessels for Fiscal Year 2022” a slender substitute for the long awaited complete 30-year shipbuilding plan. One is promised to accompany the President’s budget for FY2023.

“Meantime,” says the submission, “the depar tment is conducting analysis to refine understanding of the readiness and performance of the fleet against a future near-p eer comp etitor capable of global operations. Furthermore, t h e D O N co n t i n u e s t o e v a l u a t e t h e 16 Marine Log // July 2021

industrial base pivot points required to support future platform development and the industr ial base development needed for these future planned platforms, such as the next generation attack submarine (SSN(X)) and the future large surface combatant (DDG(X)), including land-based testing to enable success in these future programs.

Eight New Ships The Navy’s proposed FY2022 budget requests the procurement of eight new ships, including two Virginia-class attack submarines (SSNs); one Arleigh Burke (DDG-51) class destroyer; one Constellation (FFG-62) class frigate; one John Lewis (TAO-205) class oiler; two TATS towing, salvage, and rescue ships; and one TAGOS(X) ocean surveillance ship.

The request for but a single Arleigh Burke is already getting push back.

In his opening remarks at a June 17 hearing on the Navy’s FY2022 request, House Armed Services Committee Chairman Rep. Adam Smith said that “on the concerning side of the budget request, I was disappointed to see a destroyer fall

out of the budget and, thus, violate the current multi-year procurement contract the department has with the two shipbuilders. Multi-year contracts represent an agreement between Congress and the DoD that we will both stay committed to the fielding and funding of said weapon system. I have often said that I am not overly concerned with the numbers of ships we are striving to build but more about the capabilities those ships will bring to the fleet. The Flight III destroyer that fell out of this budget is the very capability that the Navy needs now and in the future ... This committee will consider all options for restoring that destroyer in this year’s NDAA.” Rep. Joe Courtney, Chairman of the House Subcommittee on Seapower and Projection Forces, echoed that concern.

“Just like last year,” he said, “we have a tough job ahead of us -this budget has some positive elements and it has some problems that we have to solve.

“Once again, our panel is tasked with making sense of an unexpected reduction in steady rate production of one of our highest priority combatant vessel with

Photo Credit: The Mariner 4291

The U.S. Navy’s proposed FY2022 budget requests the procurement of eight new ships, but requests that 15 ships be decommissioned.

MILITARY SHIPBUILDING the proposed reduction of one DDG-51 destroyer. I am deeply concerned that sudden course change threatens the stability of the industrial base, undermines confidence in multi-year procurement agreements, and threatens our ability to meet our defense strategy.

“At the same time, the budget proposes an increase in ship retirements—nearly double the number of new ship construction proposed—including an increase in the retirement of cruisers planned for modernization. Cruiser modernization is an issue that this subcommittee has grappled with for many, many years. I hope our witnesses today can provide more detailed insight into the analysis behind this proposal and how it fits into the Navy’s overall efforts to meet its operational requirements.

“Led by our subcommittee, Congress is clearly on record in bipartisan support of a 355-ship Navy due to the need to grow the fleet and capabilities needed. Whether it’s the fleet of 2022, 2032 or 2042, the fact remains that the investments we make today dictate the fleet we will have tomorrow. And that the fleet we have is aging and becoming more costly to operate while demands for Navy capabilities

and presence are increasing.

“Whatever the ultimate goal is for the size of our fleet, the basic fundamentals of successful shipbuilding remain the same: stable and predictable requirements that industry can plan towards and

has presented a budget that removes a planned major combatant vessel only to list it as its top underfunded requirement.

That is not a trend any of us here on this committee want to see continued into a third year.”

Add Eight, Delete 15

The FY2022 request proposes the decommissioning of 15 ships.

rely on, steady rate production that facilitates effective workforce development and cost reduction, and an underlying long-term strategy that the Navy, Congress, and industry can work from.

“Too many recent budgets have fallen short of these fundamentals only to rely on Congress to fill the gaps. For example, this is the second year in a row, under two different administrations, that the Navy

The FY2022 request proposes the decommissioning of 15 ships, including seven Ticonderoga class cruisers and four littoral combat ships. Add eight, delete 15, doesn’t sound like fleet growth.

“The total of eight new ships requested for FY2022 is one more than the total of seven new ships that were projected for FY2022 under the Navy’s FY2021 budget submission,” says the CRS report, noting that this is “about two less than steadystate replacement rate for a 355-ship Navy (which is about 10 ships per year).”

L o o k i n g a t t h e m o n e y, t h e C R S report says that “the Navy’s proposed FY2022 budget requests $18.1 billion for construction of new ships within its shipbuilding budget (the Shipbuilding and Conversion, Navy, or SCN, appropriation account), compared with $17.8 billion for construction of new ships within the SCN account projected for FY2022 under

One Magazine, The Entire Market

People you trust.

Quality you need.

Service you rely on.

Reel In New Business

MARINE PROPULSION SERVICES Service stations on all 3 U.S. Coasts. 17 highly skilled and trained service engineers. 24/7/365 worldwide customer support.

Extensive stock of SIMPLAN complete seals and spares for water lubricated stern tubes.

■

■

■

MARINE LOG helps you reach the right audience.

Our readership is composed of vessel owners/operators, shipbuilders, naval architects and other key marine decision-makers who act on what they see in Marine Log. Put your message where it counts most—Marine Log.

■

Stern tube seal service for all manufacturers Complete marine diesel engine service SKF Marine Solutions specialists for couplings and supergrip bolts Thruster overhaul for all manufacturers

SIMPLEX AMERICAS +1 908.237.9099 simplexamericas.com

www.marinelog.com

■

■ ■

CPP & fixed pitch inspection and overhaul Wågene Purifiner Technology New equipment from Jastram, Nakashima Propeller, Niigata Power Systems, SKF Marine

24/7/365 Services NEW YORK • NEW ORLEANS HOUSTON • SEATTLE

July 2021 // Marine Log 17 ML_ReelAd_QuarterVertical.indd 1

1/11/18 2:20 PM

MILITARY SHIPBUILDING the Navy’s FY2021 budget submission, $22.8 billion in FY2022 for construction of new ships within the SCN account in the December 9, 2020, document, and an enacted FY2021 total of $20.1 billion for the construction of new ships within the SCN account.” “ T he issue for Cong ress,” says the report, “is whether to approve, reject, or modify the Navy’s force-level goal, its proposed FY2022 shipbuilding program, and its longer-term shipbuilding plans.

Key questions for Congress include the following: Is the Navy’s force-level goal (either the existing 355-ship goal or a possible successor goal) appropriate for supporting U.S. national security strategy and U.S. defense strategy? Is the more distributed fleet architecture envisioned by the Navy the most cost effective fleet architecture for meeting future mission needs? Are the Navy’s proposed FY2022 shipbuilding program and (if submitted) its FY2022 five-year and 30-year shipbuilding plans consistent with the Navy’s force-level goal? Given finite defense resources and competing demands for defense funds, what is the prospective affordability of the Navy’s shipbuilding plans? Does the U.S. shipbuilding

industry, including both shipyards and supplier firms, have adequate capacity for executing the Navy’s shipbuilding plans?”

Hmm.

Big Shake Up Ahead?

In addition to a change in the occupancy of the White House, one reason why the Navy is still developing its analysis is that a major change in thinking is taking place.

On December 9, 2020, the Trump administration released a document presenting an envisioned Navy force-level goal for achieving by 2045 a Navy with a more distributed fleet architecture. While the Biden administration may not go along with everything in that document, the CRS report noted that the general idea of shifting the Navy toward a more distributed force architecture that includes a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vessels may remain, because support for this change has been developing within Navy planning for years as a consequence of changes in technologies and the capabilities of potential adversaries.

The just submitted not-so-long-range shipbuilding plan gives hints of what may be to come. It notes that that, Increased

numbers of small multi-mission combatants, such as Constellation Class Frigates (FFG 62), enable more efficient distribution of missions across the surface fleet, freeing up more capable assets (CGs and DDGs) for critical high-end missions and that the FNFS (Future Naval Force Study) indicated that growing the small surface combatant force enables reductions in the quantity of large surface combatants while yielding a more distributed and lethal force.

“Next generation ships and submarines are in the early stages of requirements definition, and their cost uncertainty compounds further in the out years of the plan,” says the submission. Costs are being estimated and the impact on overall force mix will be determined within the ongoing work of ... future fleet architecture analysis and associated experimentation.”

As things look right now, the shape of the future Navy will be determined in a push and pull between the admirals, industr y and Congress. Those retired admirals now working for shipbuilders will be kept busy.

Next month, we’ll take a look at all those ships ordered by government agencies other than the Navy.

Marine Underlayments and Deck Coatings Having numerous interior deck covering options for marine vessels makes it hard to decide which solution is the best for your operations. VCT Tile? Laminate? Carpet? Those options work, but for areas that might be exposed to water, moisture, or excessive loading you should consider SynDeck™ resin-based underlayments and deck coatings. If you desire a complete seamless, waterproof, and ultra-lightweight resin system, the right choice is SynDeck™. syndeckmarine.com | info@syndeckmarine.com US: 1-877-993-7627 Intl.: +1 562 946 8781 UK: +44 (0) 7774 725006 Trusted since 1987. Manufactured by EPMAR Corporation.

18 Marine Log // July 2021

SHIP REPAIR

The M/V Scarlett Rose Furlong delivered to Hines Furlong late last year.

Shipyards & Repair Facilities

GO FULL SPEED AHEAD

By Maura Keller

Photo Credit: Hines Furlong Line Inc.

W

hile major government newbuilding and repair contracts account for the overwhelming proportion of U.S. shipyard revenues, there are still significant opportunities in the commercial space for shipyards versatile and hungry enough to go after them.

One shipbuilder that has shown it has the flexibility to perform commercial work alongside a major government program is Eastern Shipbuilding Group based in Panama City, Fla., with three main facilities.

As such, the company has significant capacity, including 300 acres at its Allanton shipyard and 40 acres at its newest shipyard in Port Saint Joe, Fla., for commercial contracts, repairs and conversions as well as other government contracts.

Eastern Shipbuilding’s Port Saint Joe facility encompasses 1,000 feet of deepwater bulkhead, with unrestricted access to the Gulf of Mexico test and trials grounds only a few short miles away. This facility is dedicated to final outfitting and testing of

commercial new construction vessels as well as topside repairs.

Eastern recently completed a $6 million infrastructure improvement project at the facility to allow for vessel outfitting to commence and have embarked on a $50 million 15,000 ton dry-dock project in order to provide full vessel sustainment services. This dry dock has been specifically designed to be able to service both government and commercial ships and can haul deep draft vessels as well.

The Eastern Shipbuilding team is seeing the repair market trending positively for the foreseeable future, which was the impetus for the company’s new drydock project. With many of the newbuild projects requiring docking prior to delivery, Eastern Shipbuilding saw this as a way to also reduce costs and potential schedule disruption for its new construction projects as well.

Eastern says it has seen some interest in converting stacked oilfield supply vessels to offshore windfarm vessels. What’s more, the Eastern Shipbuilding team thinks projects for the conversion of stacked oilfield supply

vessels for other markets, such as fishing, will happen sooner rather than later.

Of course, the topic of COVID-19’s effect on industries has been talked about for months and the marine industry is no exception. From safety and health restrictions to entire shutdowns of non-essential businesses, companies of all sizes took the required steps to keep their customers and employees safe and healthy. As such, even for businesses considered “essential,” this has wreaked havoc on many companies’ bottom lines.

One of the biggest repairs Eastern Shipbuilding has recently completed was the second build of the North Star fishing vessel following its capsize during Category 5 Hurricane Michael.

You could call this a conversion, as the entire vessel was gutted right down to the steel; every piece of equipment, every foot of cable, every piece of electronics, every inch of pipe 2 inches and smaller, from the keel to the mast. The entire vessel was pressure washed inside and out and then water blasted and new coatings applied. All July 2021 // Marine Log 19

SHIP REPAIR

Offshore Patrol Cutters Eastern Shipbuilding Group has also dedicated its Nelson Street Facility to the OPC project to ensure continuous and uninterrupted construction of those critical national security assets and have tailored that facility specifically to the needs of OPCs. This OPC-specific facility allows the company to optimize processes that have resulted in 20 Marine Log // July 2021

enhanced production for the shipyard and lifecycle cost reduction for repairing the Coast Guard.

Welders a Eastern Shipbuilding also currently shipis in dry dock well underway on a $45 million facility optimization project at its Nelson Street Facility that is fully permitted and funded. The company has partnered with city, county and state governments to secure grant funding for a portion of this project and have also partnered with Triumph Gulf Coast to be awarded economic development grants as well. These facility improvements are 100% in support of the OPC project.

The Eastern Shipbuilding team says it sees a lot of opportunities for repair and conversion projects, which is why the company has invested in a third facility specifically for those projects. Once its dry dock is in operation, Eastern says it will become a full-service vessel sustainment facility that can accommodate both commercial and government customers.

As Gary Eymard, owner of Eymard Marine Construction & Repair Inc. and L&G Towing in Harvey, La., explains, the level of work at his (and many others) remained steady during the COVID pandemic.

“We still worked every day,” Eymard says. “Our crew stayed healthy and we were able to keep going. As in many other industries, the biggest impact has been supplies.

Steel prices went up 30% and delivery delays have been difficult.”

Eymard Marine Construction & Repair doesn’t typically do retrofit or conversions projects in its yard. Along with a bit of repair work, the majority of its work involves new construction of pushboats.

Last November, the company completed a 1,500 hp. towboat named the M/V Caleb Eymard for sister company Eymard Brothers Towing Company. The towboat build was a five-year project, completed during gaps in the shipyard’s work for outside clients.

In November 2020, C&C Marine and Repair in Belle Chasse, La., delivered the M/V Scarlett Rose Furlong, the first in a three boat series to Hines Furlong Line Inc. in Nashville, Tenn. C&C designs and builds towboats, dredges, barges, offshore supply vessels, along with a variety of other marine vessels.

The completed triple-screw 6,600 hp. towboat measures 170- by 50-feet, with the pilothouse eyeline measuring at 39 feet, 3 inches. CT Marine LLC, based in Portland, Maine, designed the Scarlett Rose Furlong.

The towboat is outfitted with three 100-inch diameter stainless-steel fixed pitch propellers and features double steering rudders.

The vessel’s design includes accommodations for 11 Offshore Patrol Cutter crew, plus one guest, as well as a floating,

spring-mounted superstructure for additional crew comfort.

Also in the towing vessel category, in midJune, 2021, Metal Shark’s Bayou La Batre, Ala., shipyard delivered its third inland towboat t to Florida Marine Transporters (FMT).

Measuring 120 by 35 feet, the four-decked, welded-steel towboat, named Gianna Hull boasts nine-person crew accommodations and is Subchapter M compliant. More info on the Gianna Hull can be found on page 4.

This towboat is the third delivery in a threevessel contract with FMT since 2018, following Metal Shark’s acquisition of the assets of Horizon Shipbuilding earlier that year.

According to Doug Barrow, vice president of Metal Shark Alabama, “the pandemic posed some challenges, but we were able to keep our projects moving forward by working together and looking out for each other.

“I believe that deep mutual respect and understanding were forged between our team and FMT’s representatives through our close cooperation, and through continual process improvement we were able to show an increase in efficiency with each consecutive build. I know these vessels will serve the FMT fleet well, and we would gladly build with FMT again.”

Regulations to Monitor One thing that the towing sector is still coming to grips with is Subchapter M. Released in 2016, the regulation “builds on the industry safeguards already in place and establishes new training protocol and vessel compliances based on qualitative risk assessment and risk management standards.”

As Robert Keister, vice president at Sabine Surveyors explains, Subchapter M has brought nearly 6,000 vessels into a new regulatory compliance and will require each vessel to be drydocked at least once every five years.

“The drydocking will be a much more intense inspection of the vessel than they used to have,” Keister says. “Towing vessels will need more work done to them, thus tying up a drydock for a longer period of time. The drydocking of each towing vessel will take longer than previous drydocks, causing backlogs, particularly in the rivers system.”

The real first wave of Subchapter M required drydockings will begin early in 2022 and will roll on from there.

“Subchapter M has affected us the most,” says Eymard. “Building a new vessel requires a bit more time and money having TPOs and PEs involved.”

Shipyards Like Eymard Marine are paying attention to these and other regulations to meet the required compliance measures.

Photo Credit: Shutterstock/Khruschchev Georgy

machinery, electrical, equipment, and electronics was then purchased new, installed, tested, and commissioned.

The North Star was delivered in April and is now being outfitted for its future in the Bering Sea fishery.

Eastern Shipbuilding also recently launched the third ferry of the Ollis-class, the latest vessels in Staten Island Ferry’s modernized fleet. Eastern Shipbuilding says that it has been a tremendous honor to build this class and deliver state-of-the-art, maritime vessels to New York’s harbor and the world’s busiest passenger-ferry route.

Eastern Shipbuilding says it is also proud to be the prime builder for the U.S. Coast Guard Offshore Patrol Cutter (OPC) program, and the company recently held the keel authentication for the second vessel, the cutter Chase. In June, Eastern Shipbuilding submitted its Stage II proposal for the program and anticipates the Stage II award in 2022, which will mean over 10,000 cumulative jobs for the next 15 years.

In addition, Eastern is building an 8,550-cubic-yard twin-screw trailing suction hopper dredge for Weeks Marine Inc. This is the second large hopper dredge built for Weeks Marine.

Eastern Shipbuilding is also investing in the newest technology to be environmentally responsible as the industry is rapidly moving into zero emissions and reduced footprint across the board. As such, the shipbuilder has invested in equipment, processes, and procedures to minimize the impacts to the environment.

All of the facilities are ISO 14001 compliant, which means that the company adheres to processes and procedures designed specifically to miwnimize the overall environmental footprint whether it is carbon emissions, keeping waterways clean, or reducing waste through recycling initiatives, to name a few.

Additionally, the company has invested in the country’s first-ever on-site production facility to support the C5ISR system testing for OPCs. The co-location of the PF with vessel construction ensures the C5ISR systems are seamlessly integrated into government vessels and reduces schedule and cost risk for customers.

ENGINES PART 1

Increasing demand caption for dual-fuel bulk carriers has boosted orders for MAN Energy Solutions ME-GI engines.

Engine Design Part 1:

EVOLUTION NEVER STOPS

Photo Credit: MAN Energy Solutions

O

wners ordering ships today need to be sure that they w i l l b e a b l e to co m p l y with current and pending IMO emissions regulations throughout a likely lifetime of around 20 years, and they also want to be able to build them on favorable green financing terms.

For an ever-increasing percentage of owners, the only way to achieve that with currently available technology is by opting for liquefied natural gas (LNG) fueling. With all the press that LNG as a marine fuel has received, its useful to remind ourselves that the switch from conventional fuel to LNG is still in its infancy. In 2020, for example, LNG only accounted for 1.2% of fuel sales in Rotterdam, Europe’s leading bunkering port, while Singapore, the world’s leading bunkering hub, carried out its very first ship-to-ship LNG bunkering this May. According to DNV, while less than 1% of the existing world fleet is running on alternative fuels, 16% of the 2020 shipbuilding order book was accounted for by LNG-fueled vessels,

with that percentage rising to 18.5% of newbuildings ordered between January and April this year.

An insight into what’s prompting the order uptick is provided by Hapag-Lloyd. It has just ordered another six 23,500 TEU ultra large container vessels of 23,500+ TEU at Daewoo Shipbuilding & Marine Engineering that, it says, will be outfitted with a state-of-the-art high-pressure dual-fuel engine that will be extremely fuel-efficient.

Hapag-Lloyd says it is focusing on LNG as a medium-term solution, as it reduces CO2 emissions by around 15 to 25% and emissions of sulfur dioxide and particulate matter by more than 90%.

“Fossil LNG,” says the company, “is currently the most promising fuel on the path towards zero emissions. The medium-term goal is to have ships that operate in a climate-neutral way using synthetic natural gas (SNG).”

Hapag-Lloyd’s choice of the words “fossil LNG” is interesting in that its a term mostly used by environmental groups that have problems with LNG’s overall reductions of GHG.

Their major issue is “methane slip,” the comparatively small amount of methane not burned during an engine’s combustion cycle.

Methane has a global warming effect around 25 to 30 times that of CO2.

Hapag-Lloyd calls LNG a medium term solution because for shipping to meet even IMO’s current GHG reduction goals, LNG can only be seen as a bridging solution to future carbon-free fuels such as ammonia and hydrogen. This is keeping marine engine designers and researchers busy on two fronts. Developing engines that will run on future fuels is one of them. The other, less talked about outside of industry circles, is cleaning up their act when it comes to methane slip, which is a particular problem with low-pressure Otto Cycle engines.

Wärtsilä Has Already Reduced Methane Slip Wärtsilä says that there are various ways to reduce the amount of methane released by LNG-fueled ships, from adjusting the timing of gas admission and reducing overlap time to improving the design of engine combustion July 2021 // Marine Log 21

ENGINES PART 1

Winterthur Launches iCER Meantime, the leading designer of low pressure, Otto-cycle two-strokes, Winterthur Gas & Diesel (WinGD) has launched a new technology designed to reduce methane slip emissions and cut fuel consumption in its X-DF dual-fuel engines. Called iCER (Intelligent Control by Exhaust Recycling,) the system delivers enhanced combustion control through the use of inert gas. The result, says WinGD, is a reduction in methane slip emissions of up to 50% when using LNG and a significant reduction of fuel consumption, of 3% in gas mode and 5% in diesel mode.

“By adjusting the recirculation rate of inert gas and controlling parameters like fuel admission and ignition timing, we can increase compression ratios for greater efficiency,” said Volkmar Galke, WinGD global director of sales. “The result is optimized combustion through closed-loop control regardless of ambient conditions and load.”

Like all future X-DF2.0 technologies, iCER will be available for all new X-DF engines. It is currently completing trials at one of WinGD’s dedicated test engine facilities—the final step in a two-year testing program. The company is also finalizing plans for a pilot installation.

As well as using fossil LNG, X-DF engines will also be able to burn carbonneutral synthetic or bio-derived LNG when it becomes available.

“Our highly efficient and reliable X-DF engines are already widely used, with more 22 Marine Log // July 2021

than 500,000 hours operating experience and market leadership in many key vessel segments,” said Galke. “Our next-generation X-DF2.0 technologies will prepare our engines for even better performance, both with LNG and with the future fuels to come.”

The first vessels to be equipped with WinGD’s X-DF2.0 iCER main engines will be four LNG-fueled PCTCs (Pure Car/Truck Carriers) just ordered by Japan’s NYK Line.

Measuring 199.9 meters long by about 38 meters beam, the vessels will have a capacity of about 7,000 cars and will also be equipped with battery hybrid technology to further improve fuel efficiency.

The ships will be built at China Merchants Jinling Shipyard (Nanjing) Co. Ltd. and will be delivered from 2022 to 2023. They and are planned to be assigned to transport vehicles mainly to/from Europe and/or to the Middle East.

Methane Catalyst MAN Energy Solutions is exploring the use of catalysts for methane reduction as a partner in the Fraunhofer Institute project “IMOKAT – Development of an innovative methane oxidation catalyst to reduce exhaust emissions from ships operating on gas.”

The focus has been on developing an exhaust gas catalyst based on cerium and manganese as catalysts containing precious metals react with the sulfur contained in fuel and engine oil and are therefore limited in their effectiveness. Secondly, the costs of precious metals are difficult to calculate and have risen sharply in recent years.

Tests on a laboratory scale showed that the cerium-manganese catalyst is suitable for methane oxidation under ship-specific process

conditions. Based on these results, the ceriummanganese catalyst will be further optimized.

Currently work is underway to trial the catalyst on an actual engine. Stay tuned.

Japan Targets Hydrogen Engines Though its use in fuel cells has received much attention, hydrogen can also be burned in internal combustion engines and, at the end of April, Kawasaki Heavy Industries, Ltd., Yanmar Power Technology Co., Ltd., and Japan Engine Corporation formed a consortium to pursue joint development of hydrogen fueled marine engines for oceangoing and coastal vessels.

The companies say that, by cooperating on common fundamental technologies such as basic experiments and analysis on hydrogen combustion, materials, and sealing techniques, as well as classification society requirements, each company aims to bring hydrogen-fueled engines to the market by 2025.

Kawasaki Heavy Industries will develop medium-speed four-stroke engines, Yanmar Power Technology will focus on mediumand high-speed four-stroke engines, and Japan Engine Corporation will embark on the development of low-speed two-stroke engines. All three simultaneous developments will enhance the product lineup of propulsion and auxiliary (generator) engines for a wide range of vessels. In addition, a hydrogen fuel storage and supply system will be developed as part of the integrated hydrogen fuel system.

For more information on hydrogen, please see our feature on page 25.

In Engines Part 2, we will take a look at new developments in medium speed four-stroke and high-speed marine engines.

Wärtsilä and RINA have developed a novel propulsion arrangement based on using two four-stroke dual-fuel engines, with options for electric power back up from batteries or a small dual generator when the ship is idle.

Photo Credit: Wärtsilä

chambers, and adding hydrogen to the combustion process. The company has cut the methane slip from its dual-fuel engines by 85% since 1993.

“In 1993, the methane slip was 16 grams per kilowatt hour, but by optimizing engines and leakages, we have been able to take that slip down from 16 to between two and three grams today,” said Kaj Portin, Wärtsilä’s general manager of fuel and operational flexibility, in an article published last October.

He added that Wärtsilä is currently working on a range of methane-reducing solutions, which include figuring out “how to get gas into the cylinder; how to design the cylinder so there is no place for the gas to hide; how to optimize the combustion room so that combustion is fast and complete; how to improve fuel injection so the pilot fuel is stable and spread around in the best way; and having the right air-fuel ratio.”

With these innovations, Portin is confident Wärtsilä’s next combustion concept can take down the methane slip by more than 50% to roughly 1 gram per kwh, while keeping the NOx, SOx and other particulates at the same level.

PAINTING PAINTING& &COATING COATING

NanoPrime application on deck of ship

REINVENTING PRIMER

TO PREVENT MARINE SHIPPING CORROSION Advanced primer converts rust into a protective layer and can be applied by any method, without the need to sandblast first

By Martin Lawrence, Managing Director, NanoRust X LLC

Photo Credit: NanoRustX

F

or the shipping industry, preventing corrosion is a critically important operational and safety issue for fleets, whether tanker, container, dry bulk, general cargo, passenger, or RO/RO vessel.

The continual exposure to seawater and salty air is a corrosive combination that can shorten the service life of everything made of steel such as hulls, decks, cargo and ballast tanks. In addition, corrosive cargoes, as well as cargo and equipment damage can accelerate corrosion, while increasing maintenance cost and safety risk.

Because the corrosion of steel is such a concern in a marine environment, it is common for a full re-priming and re-painting to occur during dry docking every five years or so, with touch up occurring on a continual basis.

Marine primers represent a critical foundation for paints and coatings in harsh maritime environments. However, they have historically been unable to effectively deal with the eventual formation and recurrence of rust. Traditional

primers only encapsulate rust until the paint/ primer is scratched, chipped, or breached and moisture and oxygen migrate under the film, allowing the corrosion to spread.

As a result, maintenance personnel or coating applicators must repeatedly utilize costly, time-consuming and environmentally hazardous surface preparation methods such as sandblasting to prepare surfaces for priming and repainting. However, not all environments can withstand sandblasting, which can damage critical surfaces and be impractical for reaching hard-to-access areas such as cracks and crevices.

Now, however, more advanced primers have been formulated that set a higher performance bar in corrosive environments. These reactive primers go beyond encapsulating rust to instead convert it to a protective material (iron phosphate) to minimize the risk of further corrosion. The chemical bond provides superior adhesion and corrosion protection, while eliminating under-film corrosion.

The rust conversion formulation also differs

from prior technologies by using a non-toxic, ultra-low VOC water-based acrylic polymer solution that can be applied with minimal surface preparation and without the need to sandblast steel substrates.

Primer Pitfalls Allow Corrosion One of the main reasons that maritime vessels are so susceptible to corrosion is that traditional primers have serious deficiencies in this area. A common failure of primers is not sufficiently protecting against under-film corrosion.

According to New Jersey-based NanoRustX LLC, a supplier of advanced primer technologies, a primer must first form an effective chemical bond to the metal substrate. Without this, rust promoters like salty sea spray, oxygen and humidity will creep underneath the primer causing further corrosion. Most primers only encapsulate the iron oxide, which is not 100% effective in preventing further corrosion.

Another reason that so much marine shipping industry infrastructure is prone to rust when utilizing typical primers is that a July 2021 // Marine Log 23

PAINTING & COATING

high level of surface preparation is required because most corrosion primers are sensitive to chlorides.

Even a minute amount of chloride on the steel can cause coating system failure. This is why leading coating manufacturers demand extreme levels of surface cleaning (sandblasting) and chloride removal to a level of 5 mcgr/ m2, which is nearly impossible to achieve. Even when sandblasting is used for surface preparation, flash rusting will occur.

In response, the search for more enduring corrosion protection for maritime vessels and infrastructure has involved the development of long-lasting primers that correct traditional deficiencies.

Lasting Corrosion Protection NanoRustX (NRX) NanoPrime, for example, works by chemically reacting with iron and iron oxide (rust) to form iron phosphate and creates a Nano bond with both metallic and painted surfaces. The chemically bonded layer is insoluble and extremely corrosion resistant. This “bonding” process also provides superior adhesion and flexibility and stops under-film corrosion that occurs when conventional coatings are damaged.

The non-toxic, ultra-low VOC primer contains nano-polymers for added strength and durability and has been tested to successfully coat surfaces from rust-free to up to 700 microns of rust. The elasticity of the advanced primer makes it very durable in temperature variations from -67C to +200C (-90F to 400F).

Because the advanced primer actually chemically reacts with galvanized steel surface, no 24 Marine Log // July 2021

surface preparation is required other than a water wash. The water-based acrylic polymer is not sensitive to chlorides or rust and can actually neutralize them. Unlike initial generations of rust converting primers, the primer performs equally well on clean, partially corroded and heavily rusted surfaces.

Typically, a power wash (240 bar/3500 psi) is all that is needed before applying to steel (clean or corroded), galvanized steel or aluminum in order to remove loose paint, dirt and grease. The primer can be applied to a corroded surface by hand brush, roller or airless spray gun on the substrate. After the application of the primer, a single coat of a low VOC topcoat will complete the job.

The primer has successfully been used on a wide variety of shipping vessel applications to quickly and cost effectively deter corrosion without extensive surface preparation.

In Baltimore, Md., when a major RO/RO carrier providing end-to-end, international transport of heavy vehicles and equipment was experiencing rusting and pitting on the upper deck of a vessel due to offshore conditions, the vessel engineer sought new coating methods that could be easily applied for maintenance, even during operation.

Due to its properties, NRX NanoPrime was selected. An electric deck scaler was used to remove existing paint and rust, followed by an electric wire brush machine and a 3200psi water blast. Heavily rusted and pitted areas were spot primed, and two coatings of primer were applied. The crew then applied a JOTUN Pioner topcoat. The combined system has provided protection against offshore conditions,

and is still effectively protecting the deck after two years, according to the Ro/Ro carrier. It is now used as a simple, effective maintenance solution while the vessel is underway.

In a different application, a marine towing vessel in Staten Island, N.Y., used for petroleum transport was undergoing maintenance in port when the vessel captain sought a more durable corrosion coating that could withstand working damage. The starboard side of vessel had rusted gashes and holes from damage that had not been recoated, and the sea spray in the vessel’s work environment had accelerated corrosion.

Again, the emphasis was on providing an effective corrosion coating easily applied without interrupting a busy operating schedule. The solution, it turns out, was to use a 5000 PSI high pressure water blast to remove loose paint, rust and any other contaminants; then to spot prime heavily rusted areas, followed by applying two coats of the advanced primer. The crew then applied a black International Interthane 990 topcoat.

The combined system has provided protection against offshore conditions, while preventing under-film corrosion in case of any further working damage that breaches the coating. After two years, the towing vessel captain has reported that the coating is a significant improvement over previous methods.

While the marine shipping industry has long battled corrosion, the use of advanced primers that convert rust into a protective layer, applied by any method, promises to help keep vessels in good working order far longer, with less costly maintenance, than traditional methods.

Photo Credit: NanoRustX

Reapplying an effective corrosion coating on a vessel that had rusted gashes and holes from damage that had not been recoated.

HYDROGEN POWER & PROPULSION MISCONCEPTION The Water-Go-Round ferry (now renamed by the vessel owner the Sea Change), is the first commercial hydrogen fuel cell vessel in the United States.

Powering Ships with Hydrogen:

THE MYTHS AND MISCONCEPTIONS EXPLAINED

By Dr. Joseph Pratt, CEO/CTO of Zero Emission Industries

Photo Credit: Zero Emission Industries

W

elcome to the first of a series of columns about the latest and greatest technologies for marine power. We will cover everything from alternative fuels, such as renewable diesel, LNG, hydrogen, and ammonia, to on-board power generation with wind, solar, fuel cells, and combustion engines.

In this kick-off column, we’re excited to be talking about a fuel that seems to be making headlines each week: hydrogen. In particular, we’re going to address six commonly-held misconceptions in order to provide more understanding about this fuel and whether it could make sense for your vessels now or in the future. In future columns, we will explore some of these in more depth.

and water, which gives them high fuel efficiencies. But hydrogen is a fuel and can be burned in combustion engines designed for its use—both turbines and reciprocating engines—and can also be used to generate heat for industrial processes and even for home use. At ZEI, we’ve cooked some

fantastic steaks on our hydrogen barbecue!

Misconception 2: Hydrogen is too expensive.

Reality: Hydrogen is a commodity in the industrial

Misconception 1: Hydrogen can only be used in a fuel cell.

Reality: Fuel cells are great devices because they chemically convert hydrogen directly to electricity July 2021 // Marine Log 25

HYDROGEN MISCONCEPTION

sector primarily used in refining crude oil and making ammonia for fertilizer, where it is made for around $1.50 per kilogram.

Through a coincidence of energy and volume conversions this is roughly equivalent to paying $1.50 for a gallon of diesel. However, pressurizing or liquefying and then transporting the hydrogen to your boat from the hydrogen plant adds cost, and that is highly variable depending on how much you are purchasing at a time, how far you are from the plant, and other factors. We have seen prices of delivered hydrogen anywhere from around $5.50/kg to more than $30/kg.

The good news is twofold. First, when using hydrogen in a fuel cell, you only use about half of what you would in a diesel engine, meaning that $5.50/kg price is about equivalent to paying $2.75 for a gallon of diesel. Second, the cost of producing hydrogen from renewable energy is dropping rapidly as wind and solar power continues their price drops, and the cost of transporting hydrogen is also decreasing as the transportation network expands. The expectation is hydrogen will reach a stable cost of around $4.00-$5.00/ kg within 10 years, which means that even for vessels placed into service today the total cost of ownership will end up being less than diesel-powered boats over the vessel’s life.

Hydrogen fuel cells directly convert hydrogen to power with zero emissions.

NOx. On the production side, hydrogen is primarily made from natural gas, and that process generates pollutant and greenhouse gas emissions. However, hydrogen can also be made by electrolyzing water, which is zero emission when the electricity comes from renewable sources. As mentioned above, it is expected that 100% renewable hydrogen will actually become less expensive than naturalgas produced hydrogen within the next 10 years, partly due to the economics of the production and partly due to policies which give credits to these green fuels.

Misconception 4: Hydrogen is not available near me.

Misconception 6:

Reality:

The U.S. Coast Guard (USCG) will not allow hydrogen on passenger vessels.

Hydrogen is produced all throughout North America, and can be transported anywhere on the continent. As mentioned above, the transportation aspect affects the cost, but rest assured that it can get to anywhere you are.

And a second alternative is to make your own hydrogen at your dock. In some cases this can be more cost effective and with easier logistics than hydrogen delivery. This ability to generate your own vessel fuel and the energy independence that comes with that is unique to hydrogen.

Misconception 3:

Misconception 5:

Hydrogen is made from natural gas, so it’s not really zero emission.

Stored hydrogen is a hydrogen bomb waiting to happen.

Reality:

Reality:

Emissions from any fuel come from two places: fuel production and fuel use. On the use side, hydrogen is always zero emission when used in a fuel cell, producing only water. If hydrogen is burned, it also produces

First of all, did you know that thermonuclear weapons (aka “fusion” or “hydrogen” bombs) don’t actually contain any hydrogen? They contain hydrogen isotopes (tritium, deuterium, or Lithium deuteride). Additionally,

26 Marine Log // July 2021

the fusion bomb is so difficult to ignite that it must use a conventional fission/atomic bomb as its detonator! So unfortunately for fans of “Terminator 3,” neither a fuel cell nor a tank of hydrogen is physically capable of exploding like a hydrogen bomb.

This is not to say that there are no safety concerns with hydrogen. It is a fuel with combustion properties very similar to natural gas and like any fuel precautions must be taken to handle it safely. Fortunately, the hydrogen industry has developed best practices over the last 80+ years that make this straightforward for competent system engineers.

Reality: The USCG has been working with industry since at least 2013 on understanding the safe use of hydrogen as a fuel, and members of CG-ENG have been contributing to the development of the IMO’s regulations that cover this. While that regulation is in development, vessels can still be certificated under the Equivalents clauses that exist in the various subchapters of the CFRs, that is, by designing the hydrogen system to have an equivalent level of safety to a vessel designed to the CFRs, and that is in fact how our system is on the first USCG-certificated hydrogen-powered passenger vessel right now. When the IMO regulation is finalized and adopted by USCG, the certification pathway will be even easier.

Hopefully this clears up some of the confusion around hydrogen! Please drop us a line at marinelogQs@zeroei.com if you have any questions about hydrogen that you’d like to see answered in the future.

Photo Credit: Zero Emission Industries

Dr. Joseph Pratt examines a hydrogen fuel cell.

NEWSMAKERS

Biden to Nominate Del Toro as Secretary of the Navy President Biden announced his intention to nominate retired U.S. Navy Cmdr. CARLOS DEL TORO as Secretary of the Navy. Born in Havana, Cuba, Del Toro immigrated to the U.S. with his family as refugees in 1962. He is the founder and CEO of SBG Technology Solutions Inc. Col. KIMBERLY PEEPLES has taken command of the Great Lakes and Ohio River Division of the U.S. Army Corps of Engineers.

Peeples, who previously served as commander for the Joint Base Myer-Henderson Hall and Fort McNair located in Arlington, Va., assumed command from Maj. Gen. ROBERT WHITTLE JR.

The board of the Women’s International Shipping & Trading Association (WISTA), appointed BORIANA FARRAR, vice president and chief legal officer of Patriot Contract Services LLC, as president. Farrar takes over the presidency from PARKER HARRISON, senior vice president and general counsel, Crowley Maritime.

Harvey Gulf International Marine has hired JON HOLVIK, formerly with Siemens Energy, as executive vice president-business development. In this role, he will enhance the marketing capabilities of the company and Harvey Gulf Subsea Solutions, Harvey Fuel and its Offshore Windfarm Vessel Support division.

MARK VANDROFF will be taking over as CEO of Fincantieri Marinette Marine effective July 7, succeeding JAN ALLMAN, who has led the Wisconsin shipyard since 2014 and who has been promoted to a corporate role at parent Fincantieri Marine Group.

CORRIN SOUDERS has joined the Shearer Group Inc. (TSGI) as a naval architect. A graduated of the U.S. Coast Guard Academy, with a B.S. in naval architecture and marine engineering, she comes to the firm with six years of experience as a USCG Lieutenant and field marine inspector. Before working at TSGI, she was the Chief of Inspections at the Marine Safety Unit in Lake Charles, La.

July 2021 // Marine Log 27

TECH NEWS

Purely 3D Process Used to Deliver Commercial Vessel AN ADVANCED ROTORTUG (ART) designed for escort duties at the Port of Corpus Christi is the first U.S. commercial vessel to be designed, built and verified using an end-to-end 3D design process. The project is a cooperation between ABS, Robert Allan Ltd., Signet Maritime Corporation (Signet) and the U.S. Coast Guard.

Designed by Robert Allan Ltd., the vessel will receive its Certificate of Inspection from the Coast Guard and will be built and operated by Signet to ABS Class, making it the first commercial vessel in U.S. history to be produced using only 3D models in design and construction for all structures.

A purely 3D process reduces costs and time investment, while streamlining interaction between all stakeholders throughout the design, verification and construction phases, without compromising safety.

“This landmark achievement sets the bar for future projects both in the U.S. and internationally,” said Christopher Wiernicki, ABS chairman, president and CEO. “Together with our forward-looking partners, we have realized a long-held dream of the industry to leave behind 2D paper plans and move to the next generation of vessel production.”

“As naval architects, we find ourselves developing ship structure in 3D more than ever, even at the basic design stage for new 28 Marine Log // July 2021

vessels,” said Mike Fitzpatrick, CEO of Robert Allan Ltd. “We believe that delivering 3D models instead of traditional 2D drawings benefits all stakeholders—us as the designer, class societies, clients, shipyards, and equipment suppliers. ‘Direct design’ of structure in 3D not only streamlines the transition to production design modeling for the shipyard, but also gives us as naval architects earlier estimates of weights and centers, steel quantities as well as the means to check for structural interferences.”

“The understanding and fidelity of this construction model represents a major milestone in the history of the U.S. maritime industry,” said Timothy McCallum, vice president, engineering and dynamics at Signet Maritime. “3D design review ensures the designer, engineer, production manager, fitter, welder, and surveyor all work from the same complete model. Each individual has access to both the micro (component) and macro (complete assembly) with which they are working to better understand the bracket, frame, or bulkhead as it relates to the module, section, and ship. Providing that level of awareness to all participants in the process will give ABS, Robert Allan, and Signet a superior finished product and contribute to an overall safer waterway through technological advancement.”

SEWARD, ALASKA-BASED MAJOR MARINE TOURS took deliver y of the 150-passenger hydrofoil-assisted catamaran Spirit of Matushka from Bellingham, Wash., shipbuilder All American Marine (AAM) back in April.

AAM recently reported a 5% percent fuel savings thanks to the use of Houston-based Seacoat SCT LLC’s SeaSpeed V 10 X Ultra Clear hull coating.

“A general rule of thumb for comparing hull paint roughness to fuel consumption is that for every 20 microns of roughness that equates to 1% fuel savings or increase depending on whether the coating is smoother or rougher,” says John Bowlin, director of engineering and product development at Seacoat. “Our Sea-Speed V 10 X Ultra Clear is usually in the 5 to 10 micron roughness range. That means if you were to measure from peak to valley from a cross section of the paint, there is distance of maximum 10 microns.”

Bowlin says that with conventional antifouling bottom paint the roughness could vary between 90 to 175 microns from peak to valley.

“Another quality of the Sea-Speed is that it is very hydrophobic and actually repels water, which reduces drag,” adds Bowlin. “The vessel owner also wanted a non-toxic and non-leaching hull coating on the hull due to the working environment of the vessel to eliminate environmental impact. Sea-Speed V 10 X Ultra Clear is durable and will hold up well in Alaskan waters. The oceans around Alaska have very high levels of granite silt that comes from the glaciers. The granite silt is abrasive and will remove most ordinary hull paints quite quickly.”

Spirit of Matushka

Photo Credit: (Top) Robert Allan Ltd.; (Sidebar) Major Marine Tours

Catamaran Tour Boat Saves on Fuel with Advanced Hull Coating

TECH NEWS

Viega Fittings Earn Navy Approval

Viega MegaPress CuNi fittings

makes it unnecessary to post a fire watch or to prepare job site for hot work.

The second benefit is cost and labor savings.

Pressing can reduce installation time by 70% over traditional methods of joining pipe. When coupled with savings when testing the systems, due to near zero leaks, the cost and schedule advantages easily outweigh the investment.

Studies carried out by NASSCO show that testing pressed pipefittings costs less due to fewer leaks, repairs and retesting.

“Viega has been helping commercial marine and other industries benefit from pressing for years and we’re excited to bring that technology to our defense partners,” said Tracy. “We’re proud and confident that our fittings will make pipe joining safer, faster and more efficient on Navy ships.”

The primary NAVSEA-approved fitting is MegaPress CuNi, a 90/10 copper nickel alloy specifically designed to withstand harsh marine environments. It can be used on Schedule 40 and Class 200 90/10 copper nickel pipe. The second is the ProPress copper fitting system, which offers more than 400 different configurations and three different sealing elements: EPDM, FKM and HNBR.

Photo Credit: Viega

NAVAL SEA SYSTEMS COMMAND (NAVSEA) has approved the use of Viega MegaPress CuNi mechanically attached fittings in sizes ½ inch to 2 inch in surface combatants for a variety of systems, including chilled water, potable water, electronic freshwater cooling, seawater cooling, washdown countermeasures, drainage and others. Viega’s ProPress copper ½-inch fittings were also approved for potable water and various drains.

“NAVSEA is arguably the toughest standard in the world and earning that approval has been

a longtime goal of Viega,” said Viega’s Director of Marine T.J. Tracy. “It’s an affirmation of just how reliable and durable our fittings are in even the most demanding circumstances.”

Pressing pipe offers the Navy, shipyards and contractors two major benefits.

The first is mitigation of fire. Fire is one of the greatest dangers in ship construction, repair and maintenance. There were more than 600 shipboard fires documented between 2017 and 2020. A recent analysis by the Society of Naval Architects and Marine Engineers found more than half of the fires were caused by hot work, such as welding and soldering.

In July 2020, welding sparks ignited small fires on Navy ships at two separate shipyards.

Though they were quickly extinguished, the fires prompted work shutdowns while safety measures were reviewed. That same month, the amphibious assault ship Bonhomme Richard burned for four days while pierside in San Diego.

Repairs were estimated to take six years and cost $3 billion so the Navy was forced to decommission the ship 18 years ahead of schedule.

Because pressing does not require heat, flame or an external power source, it eliminates the danger of fire when joining pipe. It also

July 2021 // Marine Log 29

MARKET PLACE ENGINEERS & ARCHITECTS

Work Boats Dry Docks Barges JMS-Designed

Let’s make plans.

Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

Crane Barge + Liebherr LHM 600 240’ x 72’ x 12’ 5,000 PSI Deck Rating Designed by JMS for Sims Metal Management

GILBERT ASSOCIATES, INC.

A S SO C RT

IA TE S

GIL

BE

Naval Architects and Marine Engineers

E s t.

196

4

100 Grossman Dr. Suite 205, Braintree, MA 02180 Telphone:(781)740-8193 E-mail Address: inbox@jwgainc.com Website: https://www.jwgainc.com/

PRODUCTS & SERVICES

SOFTWARE

SHIP REGISTRIES

VANUATU FLAG – More than

a Flag of Quality

WORLD WIDE OFFICES PORT VILA, NEW YORK, TOKYO, ATHENS, LONDON, BANGKOK, SHANGHAI, SINGAPORE, HONG KONG, PUSAN AND ISTANBUL PHONE: (212) 425 9600 Email: email@vanuatuships.com FAX: (212) 425 9652 www.vanuatumaritimeships.com

30 Marine Log // July 2021

AD INDEX

COMPANY

PAGE #

Chevron

C2

Dex-O-Tex Marine

11

Empar Corporation (Syndeck)

18

JA Moody

C4

JMS Naval Architects

9

Louisiana CAT

14

MSHS Group

12

NCP Coatings

10

Pivotal LNG LLC

29

Simplex Americas

17

W&O Supply

27

One Magazine, The Entire Market

SIGN UP:

http://bit.ly/mlnewsletter

NEVER READ Yesterday’s News

Marine Daily delivers marine news as it unfolds. Sent every weekday, this email newsletter delivers today’s news today.

Stay up-to-date on the entire market, from shipyards and salvage to tankers, towboats and alternative energy.

July 2021 // Marine Log 31

SAFETY FIRST

A

s the shipping industry continues to grow, it is currently facing some of its biggest obstacles in history from the critical race against time to decarbonize and address the widespread impact of the ongoing pandemic.

Even so, the most pressing issue is not one that is new, but rather one that has continued to be at the forefront of the industry’s mind: safety. Whether based in an offshore facility or in the inland barging industry, it is often acknowledged that shipping is a hazardous occupation that is both mentally and physical taxing in one of the most dangerous work environments.

Physical and Mental Wellbeing To truly build healthy work environments for mariners, companies must account for both their physical and mental needs. For example, a recent report from Shell Shipping and Maritime, “The journey from health and safety to healthy and safe,” acknowledges that along with the risk for physical harm, more attention is now being paid to the psychological risk of having a career in the maritime industry. Greater concern is being given by employers as a result of the reported prevalence of common mental health problems like anxiety and depression, as well as the elevated risk and incidence of suicide for mariners. In fact, the report cites research that found more than 20% of respondents were “feeling down, depressed or hopeless every day.”

Furthermore, five key themes were identified that influence mariners’ wellbeing such as fatigue, the work environment, the nature of the role, socialization and leadership. To address these, the report offers the 32 Marine Log // July 2021

following intervention strategies, several of which have proven results in other safetycritical industries: • Peer support mechanisms; • Simulation exercises; • L i n e m a n a g e m e n t t r a i n i n g a n d development; • Employee assistance programs and counselling helplines; • Telemedicine; • Training regarding the importance of good nutrition and physical exercise; and • Me t h o d s t o i m p r o v e c r e w / t e a m socialization.

In the long run, by prioritizing their workforce, carriers will see vast benefits as a healthy workforce leads to more motivation, innovation, success, engagement, and resourcefulness. In fact, research shows that when mariners are in good physical and mental health, there are fewer accidents, incidents and adverse events, plus a more motivated crew who want to do a great job for their company.

Advancing Vessel Safety When compromised, mental health and wellbeing impairs an individual’s ability to perform at their best and as such could result in an increased risk of incidents occurring.

As vessel equipment has become more technically advanced, mariners are expected to be familiar with more complex navigation, cargo and engineering systems, thus potentially adding to levels of stress and anxiety.

Additionally, the continued evolution of automated systems and digital data gathering has led to further efficiencies and updates.

We must place an importance around

training and learning not by rote, but by engagement through smaller, reflective groups learning from each other. There should be a priority to empower all voices of the crew to share and learn together understanding no one person has all the answers; all collective resources are needed to reach the goal of zero injuries and fatalities. When you make a true commitment to safety it shows. Stemming from the commitment to a “Zero Incident Industry” from Shell, tangible results were proven moving from one serious marine incident, globally, every seven days to one serious marine incident every 62 days in 2020.

Regionally, the value of collaboration can be seen in reducing man overboard incidents and fatalities in the US inland barging sector. Although improvements have been made through training and soft controls, as an industry, we see a statistical floor that we collectively haven’t broken through yet consistently and far from the overall improvements in safety outcomes across the sector.

Safety within the industry is not something one organization can tackle alone. As an integral part of the supply chain for most industries, shipping and maritime is highly collaborative and therefore will require all stakeholders to ensure safety is interwoven into all operations. Effective change requires intentional, cross-industry engagement to develop a thriving culture of care to drive improvements that support maritime safety and wellbeing. One the most impactful areas of collaboration for Shell is the Maritime Partners in Safety Program that focuses on visible leadership, reflective learning methods and care and resilience.

After all, it is about recognizing that no one has all the answers, understanding the importance to collaboratively participate in the process and creating a culture where people look out for each other and intervene where necessary. When the industry comes together to focus on an obstacle, there will be a positive impact. We need continued and even stronger partnership in shipping and maritime to prioritize safety and collaborate on creating healthy work environments for workforce.

KARRIE TRAUTH General Manager Shell Shipping and Maritime Americas

Photo credit: Shutterstock.com/Tetiana Volkonska

Building Safe, Healthy Work Environments for Seafarers

An American Veteran Owned Company

ISO 9001:2015 Certified

SERVICING THE BLEED AIR MARKET Over 20 Years of Service for the Navy!

Available 365 days a year, 24 hours a day for in-shop overhauls or on site grooming/repair. We stock a large inventory of parts for quick turnaround.

Our service technicians are factory trained, certified and highly experienced.

Contact Moody Marine service for Bleed Air Valve Service & Repairs y y y y

We Stock Repair Kits Eaton Bleed Air Valves Portland Bleed Air Valves Bleed Air & Masker Air Regulating Valves

For information or a quote please contact: CALIFORNIA

VIRGINIA

FLORIDA

Patrick Mooney, CA Operations PMooney@moodymarinesvc.com

Woody Stevens, VA Operations WStevens@moodymarinesvc.com

Kevin Thibault, VP Service KThibault@moodymarinesvc.com

337 W 35th Street, Suite H National City, CA 91950 P: 619-480-0122

4900 Bainbridge Blvd Chesapeake, VA 23320 P: 757-963-5921

589-1 Levy Road Atlantic Beach, FL 32233 P: 904-247-1041

CONTACT SERVICE@MOODYMARINESVC.COM | MOODYMARINESVC.COM