Marine Log June 2020

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R E P O R T I N G O N M A R I N E B U S I N E S S & T E C H N O L O G Y S I N C E 18 78

June 2020

REMOTE: THE FUTURE ARRIVES

GREEN TECHNOLOGIES & Sustainable Shipping

RIVER PORTS GO GREEN Taking Environmental Initiatives

TANKERS: Post-IMO 2020 Tanker Market

CONTENTS

10

33

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Will COVID-19 Force a Rethink on Green Goals?

17

4 INLAND WATERWAYS Gettin’ It Done!

6 INDUSTRY INSIGHTS 8 WELLNESS Heart Disease: Beyond Blood Test Results 10 VESSEL OF THE MONTH Paula M. Sperry, First in a Towboat Series 12 UPDATES • Greenbrier Delivers 204,000-barrel ATB Barge to OSG • Atlantic Wind Transfers Wins Virginia Offshore Wind CTV Contract • Largest LNG Carrier Shipbuilding Program Underway 16 INSIDE WASHINGTON FMC Investigates Canadian Ballast Water Regs, COVID-19 Risks on Cruises 43 NEWSMAKERS AWO Members Elect Crowley’s Art Mead as Chairman 44 TECH NEWS Alfa Laval Supports Low-Sulfur Fuel Use in Seaspan Containerships

33 35

GREEN TECHNOLOGIES & SUSTAINABLE SHIPPING SUPPLEMENT • Finding “Green” in Environmental Technologies • High Performing Lubricants • Post-IMO 2020 Fuel Challenges for Shipowners And much more PORTS: ENVIRONMENTAL INITIATIVES U.S. Inland Ports Make Environmental Strides As the world focuses more on implementing more environmentally friendly practices into its businesses, U.S. ports and terminals are doing the same REMOTE TECHNOLOGIES Beating COVID-19 by Going Remote COVID-19 has given an incentive to cut the red tape that has been hampering developments in remote technology

38

OFFSHORE WIND Effective Planning Can Ensure Fair Winds The number of U.S. offshore wind developments in the pipeline grows as a ponderous regulatory process moves onward

40

BLACK AND GRAYWATER An Overlooked Environmental Issue We talk to Scienco/FAST to get updates on the latest regulatory developments, certification requirements, and solutions

42

POST IMO-2020: TANKERS Tankers, COVID-19 and Oil Prices How have global tanker markets fared six months since the IMO sulfur cap regulations were enforced?

Cover Image: Shutterstock/puhhha

48 SAFETY Heat Illness and Injury Prevention

June 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG JUNE 2020 VOL. 125, NO. 6 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

A view of the Venice canals during the COVID-19 lockdown in Italy.

Photo credit: Shutterstock.com/ Michele Righetti

Will COVID-19 Force a Rethink on Green Goals?

A

s maritime companies report their first quarter results, even those with good results are hedging their bets when it comes to the rest of the year. Though the cruise industry was most obviously hard hit, maritime as a whole is coming to the realization that belts will have to be tightened in the months ahead.

Shipping is the servant of world trade, and that’s equally true whether you’re carrying export cargoes down the Mississippi or containerloads of goods from China into West Coast ports.

In our Industry Insights section on page 6, you can see the impact COVID-19 has already had on U.S. ports.

Nonetheless, shipping will still have to make the massive capital expenditures needed to meet IMO’s GHG reduction targets. Is there any chance that IMO will ease those goals? It seems unlikely.

One effect of the lockdowns imposed as a result of COVID-19 is that many of us have gotten to see what a cleaner world can look like.

We’ve all seen the images of the canals in Venice during lockdown in Italy. The water, for the first time in a long time, cleared up from its usual dark and murky color caused primarily by water transport.

Although this is just one example, it leads one to wonder how the lull in global maritime activities related to decreased international trade is already impacting the environment.

Meantime, while IMO has had to postpone

various meetings, its work has gone on by correspondence. And so, the regulatory sausage making continues, and maritime has no choice so far as emissions reduction goals are concerned.

The industry is working hard to find ways to meet those goals, ranging from developing massive two-strokes that can run on ammonia through to hydrogen fuel cell powered ferries.

The Green Technologies section of this issue, starting on page 17, takes a look at what many suppliers are doing for their customers in providng solutions to keep them in compliance with environmental regulations.

In this issue, you can also see what U.S. inland river ports are doing to cut down on greenhouse gases and air pollutants, and what solutions are available for an often overlooked environmental issue: black and graywater discharges from vessels.

Other coverage includes a look at how remote technologies have rapidly become a part of what is now the new normal for most of us—being socially distant, yet economically productive; an insight into what the global tanker market looks like six months post-IMO 2020; and much more.

PUBLISHER GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk EUROPEAN EDITOR Charlie Bartlett charlie.bartlett@runbox.com ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER US EAST/WEST COAST & INTERNATIONAL David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com

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

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

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

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2 Marine Log // June 2020

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

CELEBRATING

SAFETY

Austal USA

Working on the waterfront requires a commitment to safety. As a leading USL&H provider, we take that commitment seriously. That’s why each year we celebrate our members with the strongest safety cultures in the business. Congratulations to our 2019 Safety Award winners.

Enterprise Offshore Drilling

Ballard Marine Construction Gulf Craft, LLC

Norton Lilly International, Inc. Offshore Inland Marine &

Bella Contractors, LLC

Gulfstar Industries, LLC

Brewer Crane & Rigging

Halter Marine

Burner Fire Control, Inc.

Integrity Staffing Services, Inc. Premier Scaffold, Inc.

Cooper Consolidated, LLC

Keppel AmFELS

Randive, Inc.

Core Industries Inc.

Lakes Pilots Association, Inc.

Rybovich Boat Company, LLC

Oilfield Services Patriot Port Holdings LLC

DHD Offshore Services, LLC Limetree Bay Terminals, LLC

Saildrone, Inc.

Donjon Shipbuilding and

Manson Construction Co.

Team Services, LLC

MORRISON

West Gulf Marine

Repair, LLC

Nielsen Beaumont Marine

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amequity.com

INLAND WATERWAYS

Hydroelectric dam at Lake Whitney on the Brazos River in Texas with the Floodgates open

W

hile there may not appear to be much besides COVID-19 being debated in Cong ress these days, it’s not true! On May 6, the Senate Environment & Public Works (EPW) Committee marked up and unanimously passed, by a 21-0 roll call vote, America’s Water Infrastructure Act (AWIA) of 2020, which includes the committee’s version of the biennial Water Resources Development Act (WRDA).

Waterways Council Inc.’s (WCI) top WRDA priority to adjust the cost-share for construction and major rehabilitation of inland waterways projects was included in the EPW Committee’s bill, favorably reported to the Senate. The Senate EPW Committee’s provision adjusts the costshare from 50% General Revenues/50% from the Inland Waterways Trust Fund (IWTF) to 65% General Revenues/35% IWTF. This adjustment will allow for more efficiency in the process to deliver inland waterways construction and major rehabilitation projects in a timely manner.

In addition to the cost-share provision, the Senate bill authorized the Chief ’s Report for the Gulf Intracoastal Waterway Brazos River Floodgates and Colorado River Locks at the adjusted 65% General Revenues/35% IWTF cost-share.

The bill also urges the Corps to expedite the completion of the Kentucky Lock Post Authorized Change Report (PACR), which sets a new authorized amount for the total cost of construction on that priority project.

At press time, no schedule has yet been announced for the AWIA/WRDA bill to be considered on the Senate floor. But in 4 Marine Log // June 2020

the House, the Transportation & Infrastructure ( T&I) Committee received Members’ WRDA priorities on May 1, and (again, at press time) has begun negotiations between the Majority and Minority.

Markup of the bill in the House is expected in the June or July timeframe. WCI continues to urge that the House includes a 75% General Revenues/25% IWTF costshare adjustment. This same adjustment was made in WRDA 2016 for most deep draft ports. An April “Dear Colleague” letter led by Rep. Conor Lamb (D-Pa.) and Rep. Brian Babin (R-Texas) sent to the House T&I Committee garnered 78 signatures in support of this 75% General Revenues/25% IWTF cost-share provision. Several other House Members have expressed their individual support for and requests to T&I for this provision.

There remains strong bipartisan support for WRDA passage this year, as testified by the unanimous Senate EPW vote, and statements made by both House Speaker Nancy Pelosi and House Minority Leader Kevin McCarthy.

On the appropriations front, preliminary work on Fiscal Year 2021 (FY21) appropriations bills is underway with a goal in the House, even if aspirational, to pass all 12 individual appropriations bills by the July 4 recess. The House and Senate Energy & Water Development (E&WD) Appropriations subcommittees already held Corps budget hearings in February before the coronavirus stay-at-home orders.

The House E&WD Subcommittee has reportedly received its 302(b) allocations, which is the total amount of money in FY21

that each subcommittee can spend on projects and programs within its jurisdiction.

In the Senate, Subcommittee chairs reportedly don’t have their 302(b) allocations yet, but they could be similar to FY20’s levels as a result of two-year budget agreement that remains in place.

On the infrastructure-funding front, there has been talk that infrastructure could be included in an emergency supplemental funding bill, but it has yet to come to fruition. In fact, at press time, House Democrats had introduced their plan for the next round of COVID-19 rescue funding—the Health and Economic Recovery Omnibus Emergency Solutions (HEROES) Act. The bill directs more than $3 trillion toward additional stimulus checks for Americans and particularly healthcare workers, forgives student debt, protects renters/homeowners from default and eviction, and includes provisions to assist farmers. This bill does not include broad infrastructure funding.

In the event that an infrastructure package begins to take shape, WCI will continue to urge that inland waterways infrastructure funding be included.

As the nation seeks normalcy after COVID-19, we should look to the inland waterways as a means toward economic recovery. Beyond enabling waterborne transportation of critical cargoes, our inland waterways system aids in flood control, creates a stable water supply for nearby communities and industries, generates hydroelectric power, offers recreation opportunities such as fishing and water sports, provides regional economic development, increases property value, and enhances national security capabilities.

Our river transportation network also allows American farmers, energy producers, manufacturers, constructors, and other commodity shippers to compete in a tightening global marketplace. The inland waterways also help to sustain more than 541,000 jobs, which strongly bolster the U.S. economy, while transporting freight in the most energy-efficient, environmentally friendly, safest way.

DEB CALHOUN

Interim President/CEO, Waterways Council Inc.

Photo Credit: Shutterstock/ Hundley Photography

GETTIN’ IT DONE!

Series 9100 Digital Communication System installed on the new 13M ZH-1300 OB Interceptor demo boat from Zodiac Hurricane

The David Clark Series 9100 Digital Marine Communication System “Zodiac has worked closely with reliable partners including

David Clark for the intercom system, combining both hard-wired and wireless technology. The installation and integration of the Series 9100 Digital System on our ZH-1300 OB was easy and smooth. And whenever questions arose David Clark representatives were always very responsive.

Jeanne Metayer Technical Project Manager, Zodiac Hurricane Technologies

-Jeanne Metayer

”

The Series 9100 Digital Communication System is ideal for crew members on board patrol/SAR and interdiction/interception craft, workboats, off-shore service vessels, tug and salvage boats, fire boats and more.

For more information visit www.davidclark.com or call 800-900-3434 to arrange a system demonstration.

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© 2020 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark.

Versatility

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W W W. D AV I D C L A R K . C O M

INDUSTRY INSIGHTS WELCOME TO Indus tr y Insight s, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month, we examine COVID-19’s impacts to port cargoes at U.S. ports using statistics compiled by the American Association of Port Authorities (AAPA), the unified voice of the seaport industry in the Americas, representing more than 130 public por t authorities in the U.S., Canada, the Caribbean, and Latin America.

sometimes left with no cargo. There are more than 800 of these “emerging harbors,” processing less than 1 million tons of cargo per year around the U.S. Also according to AAPA’s report, break-bulk cargoes, such as non-containerized industrial items, are down 27% year over year, at one Gulf Coast port, while tourism port terminals are completely closed. One unnamed Gulf Coast port said in the report that tourism represents 20% of its annual revenue.

Small ports around the country were especially hard hit, where there are often only one or two types of cargo.

When demand drops, these ports are

While various automobile-handling ports on the East Coast are experiencing declines in the neighborhood of 20% or more, West Coast ports

that primarily move cars to and from Asia have been hit harder. The report says that one West Coast por t is experiencing a 90% reduction, with only one to two ship calls in May verses the average of four ship calls per week.

Mos t U.S. car manufac turers are slowly beginning to resume pro duction or are working on plans to resume. Some car manufacturers in Germany and Sweden have restarted production in May, but those cars will take two months to reach the U.S. Below are some additional highlights from AAPA’s May 20 report.

CONTAINERIZED CARGO

BULK CARGO

BLANK SAILINGS,

at U.S. ports is down approximately 20- 25% from the same time periods in 2019.

movements at U.S. ports year-to-date have declined 15-25% over 2019.

Bulk cargoes include agricultural products, energy commodities such as oil and coal, as well as chemicals.

where ships cancel port calls, resulted in a revenue loss of roughly $300,000 per blank sailing at large U.S. ports.

Source: American Association of Port Authorities

6 Marine Log // June 2020

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WELLNESS COLUMN

Heart Disease: Beyond Blood Test Results Triglyceride to HDL Ratio In addition to total cholesterol, the ratio of triglyceride to HDL is a helpful way to further evaluate risk factors for heart disease.

Multiple studies show a lower triglyceride/ HDL ratio equals a lower risk. To calculate the ratio, take the triglyceride number from your blood test and divide it by the HDL number.

Results closer to one are considered lower in risk. Reach a 3:1 ratio and the risk is higher for both heart disease and stroke.

Note on Triglycerides: The liver makes triglycerides mainly out of foods like carbohydrates that get eaten. When the liver is making triglycerides, it decreases its production of HDL. This leaves less of the “biohazard cleanup crew” to remove LDL from the blood, raising risk of heart disease.

Types of Blood Cholesterol Low Density Lipoproteins (LDL) is an 8 Marine Log // June 2020

incredible transporter that takes cholesterol and fat from the food we eat and brings it to the rest of the body, where cells pull out the nutrients they need to operate.

LDL particles are the main health concern for medical professionals as they can put us at risk for heart attacks by sticking to artery walls and potentially causing blockages.

This is where LDL gets its “bad” reputation, but this is not the case for all LDL particles.

There are several different sizes of LDL particles, from very small dense ones, to larger “cotton-ball” molecules. It is the dense molecules that tape to artery walls. The larger molecules appear to float through the body without adhering.

High Density Lipoproteins (HDL) are the “biohazard cleanup crew” that comes by and removes unused LDL after its done transporting before it becomes damaging. HDL transports LDL back to the liver, where it is eliminated from the body.

As we strive to understand the risk of heart disease due to high cholesterol with a doctor, here are some considerations that may warrant a conversation:

Low Cholestrol and Heart Disease At least 75% of those admitted to the hospital for their first heart attack do not have “high” cholesterol. High cholesterol is only one of several known risk factors for heart disease.

Others include smoking, high blood pressure, diabetes, obesity/overweight, poor diet, physical inactivity and excessive alcohol use. Do not become complacent by low cholesterol numbers on a test. If other risk factors exist, they need to be taken into consideration in a larger evaluation of risk.

Misleading LDL Numbers Low-carbohydrate dieters should know that the interpretation of a standard cholesterol test might be misleading. On a standard cholesterol test, LDL is one number. In reality, several different types of LDL particles are present, some risk related and others not risk related (it relates to particle size mentioned above).

A standard blood test estimates potential risk using an equation called the Friedewald Equation. Research in 2008 and 2014 shows that the equation overestimates LDL in the blood for those on low-carb diets. The recommendation from researchers is that the LDL particle size numbers should be directly assessed instead of estimated or be calculated by a modified Friedewald Equation (rarely used). Direct assessment blood tests are available through most doctors. They break down LDL particle size to determine risk without estimation. Low carbers may consider talking to a doctor about dietary choices and associated testing.

Understanding the nuances that surround a simple blood test can change how we use the results and perceive our risk. Discussing these variabilities and identifying all risk factors with a doctor can lead to better outcomes on long-term health.

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

EMILY REIBLEIN

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

Photo Credit: Shutterstock.com/ Ronald Rampsch

H

eart disease risk is primarily calculated based on how much total cholesterol is circulating in the blood. This is one indicator of risk, but isolated results can be misleading and detrimental to long-term health. Understanding nuances in cholesterol testing can help a patient construct a conversation with their doctor that sheds light on individual risks beyond the standard blood test results.

One of the main ways the medical community determines heart disease risk is by a blood test that calculates how much cholesterol resides in the blood. Cholesterol is a waxy fat-like substance made up of particles of various sizes and densities. These molecules also perform a multitude of critical jobs in the body. Having too much cholesterol can be detrimental, but so can having too little. The main concern of health experts is that certain cholesterol particles can hinder blood flow to the heart causing deterioration.

There are two ways cholesterol gets into the body. It can come from animal products, such as meat and eggs. Additionally, our body makes cholesterol in the liver. It is this cholesterol that is primarily tested on a blood test (blood serum cholesterol).

When doctors see total blood serum cholesterol numbers of around 200 and over, they become concerned. Attempts to lower cholesterol usually revolve around changes to lifestyle, which can be roughly 90% effective at reducing risk. Doctors may also introduce medications.

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VESSEL OF THE MONTH

The towboat is named for the mother of Maritime Partners co-founder and COO, Austin Sperry.

Paula M. Sperry &C Marine and Repair’s Belle Chasse, La., shipyard last month completed the first in a series of towboats of the same design that it will deliver to Maritime Partners, Metairie, La. Named Paula M. Sperry for the mother of Maritime Partners co-founder and COO Austin Sperry, the boat has been leased to and will be operated by Centerline Logistics and its wheelhouse carries the lion’s head logo adopted by that company when it rebranded from the Harley Marine Services name. It is one of three inland towboats recently added by Centerline, with the expansion and growth of its Gulf Division and will be used to providing bunker service on the Mississippi River from New Orleans to Baton Rouge.

The vessel measures 84 feet long by 34 feet wide. It was designed by Entech Design, based in Kenner, La., with all 3D modeling and production drawings being carried out

by C&C Marine and Repair’s in-house engineering department. C&C Marine built all structures and subcontracted electrical/navigation and interior finishing.

10 Marine Log // June 2020

Twin Cummins QSK38-M1 main engines, delivering 2,600 hp and provided by Cummins Mid-South paired to two Reintjes WAF 665 reduction gears provided by Karl Senner LLC, powers the vessel. The vessel’s conventional steering system hydraulic power unit was provided by Rio Controls & Hydraulics Inc., which is supplying the steering and the alarm system on all the boats in the series.

The boat is equipped with two Patterson 40-ton winches, along with Nabrico 12-inch roller-button chocks.

The galley is large and spacious and the towboat’s accommodations offer a total of six beds. A soft-core joiner system, provided

by Marine Interior Systems, of Covington, La., was installed in the accommodation spaces for added comfort and fire safety.

The vessel measures 84 feet long by 34 feet wide.

Photo Credit: C&C Marine and Repair

C

FIRST OF 15 TOWBOATS ON ORDER FOR MARITIME PARTNERS AT C&C MARINE AND REPAIR

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UPDATE

The launching of the OSG 204 was completed in December and the christening was celebrated on May 19 at the first virtual barge christening in the history of Greenbrier Marine.

GREENBRIER DELIVERS

204,000-BARREL ATB BARGE TO OSG

204, a 204,000-barrel capacity ATB tank barge from Greenbrier Marine, a division of the Greenbrier Companies Inc. Delivery came 10 days after a virtual christening at the Greenbrier Gunderson shipyard in Portland, Ore. The 581 foot long barge is among the largest ever built at the facility.

The OSG 204 has been paired with an existing tug within the OSG fleet, the OSG Endurance, and will travel to the Gulf of

Mexico, where it will contribute to OSG’s growing presence in the Jones Act trade.

The ATB unit has been fixed to a longterm charter commitment, with delivery to the charterer occurring late in the second quarter of 2020. Greenbrier Marine is also constructing a second sister barge which has a scheduled delivery date during the 4th quarter of 2020.

“Completing a complex engineering and construction project on time and on budget is a challenge under any circumstances,” said Sam Norton, OSG’s president and CEO.

“Having done so under the constraints imposed by COVID-19 makes that achievement all the more laudable.”

“OSG is a great customer and a dedicated business partner, and we appreciate the opportunity to work together on the construction of this vessel. The launching of OSG 204 was completed in December and the christening was celebrated on May 19 at the first virtual barge christening in the history of Greenbrier Marine, an adaptation necessitated by COVID-19,” said Richard Hunt, general manager of Greenbrier Gunderson.

Atlantic Wind Transfers Wins Virginia Offshore Wind CTV Contract ATLANTIC WIND TRANSFERS, based in Quonset Point, R.I., has secured its second long-term Crew Transfer Vessel (CTV) contract in the U.S. to provide offshore marine support services for the Siemens Gamesa offshore wind turbines to be installed for the first offshore wind project in U.S. federal waters. The project is being developed

by Richmond, Va.-based Dominion Energy.

Dominion Energy selected Atlantic Wind Transfers through a competitive bid process and this contract solidifies the 12 Marine Log // June 2020

Photo credit: OSG (top), Atlantic Wind Transfers (bottom)

OVERSE A S SHIPHOLDING GROUP INC. (OSG) has taken delivery of the OSG

UPDATE

Program Underway QATAR PETROLEUM HAS SIGNED slot

reservations with the three largest Korean shipbuilders securing construction capacity for more than 100 LNG carriers valued at over $19 billion. The ships are needed to cater for its LNG growth plans, including exports of U.S. LNG from the Golden Pass project in Texas.

Under the agreements, the “Big Three”

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Carrier Shipbuilding

Becker Marine Systems USA, Inc. Mr. Mike Pevey, Tel. +1-281-332-4555, mpe@becker-marine-systems.com

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Largest LNG

Sherida Al-Kaabi, Qatar’s Minister of State for Energy Affairs, who is the President and CEO of Qatar Petroleum. “We have secured approximately 60% of the global LNG shipbuilding capacity through 2027 to cater for our LNG carrier fleet requirements in the next seven to eight years.”

“The new LNG vessels will be equipped w ith the latest generation slow-speed dual-fuel engines, utilizing LNG as a fuel,” he noted.

Korean shipyards—Daewoo Shipbuilding & Marine Engineering (DSME), Hyundai Heavy Industries (HHI), and Samsung Heavy Industries (SHI)—will reserve a major portion of their LNG ship construction capacity for Qatar Petroleum through the year 2027.

With the conclusion of these milestones agreements, we have everything in place to commence the largest LNG shipbuilding program in history,” said Saad

b

company’s role as a leader in crew transfer vessel services for the U.S. market along the East Coast. The crew transfer vessel will be based in the Hampton Roads region.

Atlantic Wind Transfers is the first CTV owner/operator in the U.S., operating the Atlantic Pioneer built in 2016 originally under a contract with Deepwater Wind for the installation and operations and maintenance of the five GE 6 megawatt turbines off Block Island, R.I. The Atlantic Pioneer currently has a long-term contract with Ørsted providing offshore marine support services for the Block Island Wind Farm, transporting GE technicians/cargo along with Ørsted personnel performing maintenance year-round.

Atlantic Wind Transfers was selected based upon its marine experience and safety track record in operating the first crew transfer vessel in the U.S. for the Block Island Wind Farm.

Charles A. Donadio Jr., CEO of Atlantic Wind Transfers, said: “I am proud that my company was selected to provide CTV services for the first offshore wind farm in federal waters. We are looking forward to bringing our years of experience, reliability and safety standards to the table to make this offshore wind farm a huge success.”

Donadio, who owns Rhode Island Fast Ferry, founded Atlantic Wind Transfers in 2015. He plans to launch and commission his newbuild Chartwell 24 CTV directly into the long-term charter contract upon delivery from the Blount Boats shipyard in Warren, R.I., later this year.

“This next-generation Jones-Act compliant CTV design will set the bar to the highest standards, meeting all U.S. Coast Guard regulations and certifications to operate up to 150 miles offshore,” he says. “It’s exciting to be involved and working on the first two offshore wind farms in the U.S.”

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Becker Marine Systems is pleased to introduce their latest high lift flap rudder design to the US Inland Waterways market. Providing additional slow speed lift and an even more robust design, these rudders further improve safety, increase maneuverability and save fuel.

Available for retrofit or new construction, contact us today for a quote for your vessel.

Above: 12,000 HP Pushboat Robert L. Posey 3 x Becker Flap Rudders

Manoeuvring Systems

Energy-Saving Devices

Alternative Energies

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June 2020 // Marine Log 13

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INSIDE WASHINGTON

FMC Investigates Canadian BWMS Regs, COVID-19 Risks on Cruises

T

he Federal Maritime Commission (FMC) has had a busy several weeks as it undertakes investigations into the impact of Canadian ballast water regulations on U.S. lake carriers how the U.S.-based cruise industry can resume operations.

In May, the FMC voted unanimously to accept a petition filed by the Lake Carriers’ Association (LCA) that alleges ballast water regulations proposed by the Government of Canada will discriminate against U.S.-flag vessel operators. In its petition, the LCA asserts that “Transport Canada, an agency of the Government of Canada, has proposed adoption of regulations requiring LCA’s members who operate vessels that operate exclusively on the Great Lakes and St. Lawrence River to install a ballast water management system (BWMS) to treat ballast water that is loaded in Canada and discharged in the United States,

16 Marine Log // June 2020

even though that requirement is of no environmental benefit to Canada.

The regulations would result in driving these U.S. vessels entirely out of the Great Lakes and St. Lawrence River (cross-Lakes) U.S. export trade to Canada.”

By accepting the LCA petition and initiating the investigation, the commission says that it is not making a current determination on whether the proposed Transport Canada regulations are discriminatory; however, if the LCA petition allegations are substantiated through the investigation, then the commission will be in position to act expeditiously.

A few weeks prior to this, Federal Maritime Commissioner Louis Sola announced that he will lead a fact finding investigation and work with key industry stakeholders to identify commercial measures passenger cruise lines can adopt to mitigate COVID19-related impacts to this sector of

the maritime industry.

The FMC designated Sola to serve as the Fact Finding Officer for Fact Finding 30 “COVID-19 Impact on Cruise Industry” in an order issued April 30. During his investigation, Commissioner Sola will engage cruise industry stakeholders to identify commercial solutions to COVID-19-related issues interfering with the operations; interact with any maritime related COVID-19 task forces in order to gather information and data related to the impact of COVID-19 on the cruise industry; and establish at least one team of leaders from the cruise industry, as well as other stakeholders, to develop commercial solutions to the challenges created by the COVID-19 pandemic.

The commissioner has full authority under 46 C.F.R. §§ 502.281-291 to perform his investigative duties, including the ability to issue subpoenas, take depositions, and hold hearings.

Green Supplement June 2020

Green Technologies & Sustainable Shipping ENVIRONMENTAL INSIGHT FROM OUR PARTNERS

Green Supplement

Maritime Industry Pushes Ahead on Green Initiatives The Viking Glory will be one of the greenest passenger ships in the world.

W

elcome to Marine Log’s annual supplement on green technologies and sustainable shipping.

Every year, we dedicate one issue to the latest in environmentally friendly technologies for maritime.

Though this year has brought

challenges to the marine industry that include COVID-19 and a collapse in oil prices, the need to comply with ever-stricter environmental requirements remains an inescapable fact of industry life. IMO 2020 and the Ballast Water Management Convention are two reminders of this, and more regulations are in the pipeline as the industry faces the challenges of GHG emissions reductions.

The challenge confronting the industry is to find cost-effective solutions to the challenges of going green.

In this issue, DNV GL, Total Marine Lubricants, Hyde Marine, Karl Senner, Panolin America, Scienco/FAST, BAE Systems and the International WorkBoat Show bring you the latest updates from their product offerings.

For more information on green technologies, we encourage you to check out our website at www. marinelog.com.

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18 Marine Log // June 2020

2/27/19 3:33 PM

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MARINE LOG offers coverage of the entire maritime market. From blue to brown water, domestic to international news, vessel design, operation and construction in the commercial, naval and government sectors, Marine Log offers whole market coverage in one magazine.

Green Supplement

DNV GL launches new certification in infection prevention for the maritime industry

THE NEW DNV GL Certification Infection Prevention – Maritime (CIPM) Program helps vessel owners and operators address the challenges associated with COVID-19 or other emerging pathogens.

CIP-M is an evidence-based protocol designed to help vessel owners and

operators demonstrate proper prevention, control, and mitigation of infection risk. It builds on an existing certification program from DNV GL Healthcare, with expertise in infection risk management and experience in accrediting and certifying more than 640 hospitals worldwide since 2008.

This program is personalized to a client’s specific needs and operations, integrating maritime specific standards, rules and regulations, as well as national or industry guidelines where applicable.

The certification process starts with a company audit, complimented by individual vessel surveys, performed by DNV GL surveyor teams comprised of DNV GL Healthcare infection prevention and control experts together with domain experts from DNV GL Maritime.

Annual surveys onboard and company audits ashore are conducted to verify ongoing compliance and

continuous improvement.

To support companies building awareness and understanding in the fundamentals of infection prevention and control, existing training programs, including computer-based training, have been adapted for the maritime industry to support the behavioral change and embed new processes for crew and company representatives.

More information on Maritime CIP-M is available at https://www.dnvgl.com/ expert-story/maritime-impact/Mitigating-infection-risks-onboard-vessels. html and https://www.dnvgl.com/news/ dnv-gl-launches-new-certification-ininfection-prevention-for-the-maritimeindustry-177018

June 2020 // Marine Log 19

Green Supplement

High Performance, Environmentally Friendly Lubricants.

“At Total Lubmarine and across the Total Group, we are committed to providing sustainable alternatives and we strongly believe that the IMO regulations is the driver for further technological evolution—not just in 2020 but in the years ahead.”

Serge Dal-Farra, Global Marketing Director at energy major Total Lubmarine SEAS CARRY OUT 90% of global trade, so the type and choice of fuel to power this trade is critical.

Any fuel that contains some asphaltenes means lube formulations must be able to deal with this contaminant to keep engine components clean. Unstable fuel may lead to combustion difficulties, the residues of which will need to be handled and tolerated by the lube oil.

But when it comes to today’s fuel choice, there is no single right solution.

The challenge is that the widening marine fuel mix is adding complexity to ship operators’ lubrication choices.

While there is flexibility in the solutions to help operators navigate these challenges, experts from Total Lubmarine would always recommend that any ship operator works closely with a trusted supplier. Total is an integrated group which provides expertise and assets in refining, trading, LNG, bunkers and of course lubricants, so whether you are looking at LNG, low sulfur fuels, and marine gas oil—which 20 Marine Log // June 2020

are all routes to compliance—Total Lubmarine has a complete portfolio of compatible, OEM approved lubricants in the right locations to suit all needs.

Engine cleanliness is by no means a superficial issue. It is intrinsically linked to the ‘health’ of the engine and how it performs, and as studies prove, it can be a costly exercise if it goes wrong. Fouling and deposits can impact engine efficiency and risk malfunction which often leads to more serious problems down the line. Even the latest generation of engines can be prone to corrosive wear, and when you factor that in with changing fuel trade and fuel availability, Serge Dal Farra believes the case strengthens for TALUSIA Universal.

“It is a product that delivers a higher cylinder detergency to gain better engine performance and with greater safety margins on those more demanding engines, which may be sensitive to deposit build up and cold corrosion.”

And, it is transforming the lubrication world as it is perfectly suitable for 2020 compliant fuels.

“Alongside the OEMs, we recognized at an early stage the importance of engine cleanliness and the need to secure a set of marine lubricants designed to work with a range of low and very low sulfur fuels.”

TALUSIA Universal is itself a single oil story—a cylinder oil that demonstrates a unique and wide scope of use, including various fuel types, engine types, and operation profiles. Engine manufacturers have tested the product, and thanks to its high levels of detergency the tests reveal that TALUSIA Universal is able to achieve cleanliness even on the latest generation engines.

In May, TALUSIA Universal (57 BN, SAE 50) was successfully re-qualified with a No Objection Letter (NOL) from MAN ES for use in MAN B&W twostroke engines operating on <0.50% S VLSFO, and fuel with a sulfur content ranging from 0.5 to 1.5% (57 BN, SAE 50). The NOL was awarded with no restrictions following the successful completion of Field Tests that were performed on several MAN B&W engines, including 10K98MCC6, 12K98MC-C6, 12K98ME-C7 and

6S70ME-C7 involving more than 4,000 service hours. In March, WinGD awarded their NOL for TALUSIA Universal 57 BN in all fuels (liquid and gas) with a sulfur content 0.00%S - 1.50%S following rigorous tests carried out on two different vessels fitted with W6X72 engines.

TALUSIA Universal is a product that has been used in more than 100 million running hours including vessels burning low sulfur fuels and distillates. This has provided added confidence for ship owners and operators six months in to the IMO 2020 transition with a solution “fit for purpose.” Combining this type of product chemistry with advanced technical guidance is helping many ship operators to maintain engine cleanliness without incident of engine deposit build up—saving the industry costly engine damage, downtime and repair.

Total Lubmarine are also taking the opportunity this year to push ahead with an improved Drain Oil Analysis programme that provides operators and OEMs with insight on how their oil is handling other contaminants adequately.

“We’ve found this works really well for our customers and with regular monitoring of the engine oil, our experts are able to provide reliable and accurate data results to help to extend the service life of oil. We’ve taken this approach because we believe it is important to help our customers interpret and implement all OEM engine requirements, and which aids ship operators to develop crew skills as well as engine performance knowledge.”

Looking ahead, this year and next, the transition to oils with higher cleaning ability like TALUSIA Universal highlights many of the challenges in efficiently managing the fuels and lubricants necessary to ensure safe and cost effective operation of vessels—initiatives that deep dive further in to energy efficiency, emissions and greenhouse gas targets.

Navigating 2020 and beyond

Engage us, challenge us totallubmarine.com

Green Supplement

Finding “Green” in Environmental Technologies

Mark Riggio is the Senior Market Manager for Hyde Marine, the President of the Ballastwater Equipment Manufacturers’ Association, and a regular contributor on the ballast water market.

FOR GREEN TECHNOLOGIES to be successful, whether in the maritime world or elsewhere, “green” must mean more than simply improving the planet. Green must mean benefits for all parties. Too often, regulations focus on the protection of the environment to the detriment of the end-users, the equipment, and in the case of the maritime industry, the vessels needed to move international commerce.

At no time in our history has there been a more radical shift in the regulatory landscape surrounding shipping.

The implementation of the Ballast Water Management Code, adoption of strict low-sulfur fuels, and the move towards adoption of a biofouling convention all have radically increased the burdens on ship owners. And while some of these regulations, most notably biofouling abatement, may have some potential offsetting cost-benefit through a reduction in hull friction, most regulations simply add costs for ship owners with no tangible benefits.

As manufacturers and designers of marine environmental equipment, it is our duty to ensure that our products perform their intended service: reduce the environmental impact of shipping.

22 Marine Log // June 2020

Without that focus, the expenditures made by our customers are wasted.

But more than that, manufacturers must ensure that the equipment we provide has the lowest impact on the ships we serve. As the regulatory burden is equally borne across the market, ship owners will increasingly find value in having environmental technologies that do not create additional burdens on their operation. It is impossible to make a ballast water treatment system (BWTS) that improves the performance of a vessel.

It is quite easy, though, to create one that significantly reduces vessel performance, turnaround time, and that increases crew workload.

When the adoption of environmental technologies is driven by regulation, there is an understandable bias to purchase the least expensive solution that meets the requirements of the regulation. That bias is warranted when the continued performance and acceptability of equipment is never challenged through performance testing.

Unfortunately, that does not hold for ballast water treatment. Simply installing a system with the necessary Type Approval does not guarantee compliance with the regulation. Systems may be subject to testing and increasingly there is a drive to function test each system following installation and commissioning. Systems found in violation of the discharge standard, regardless of their approval documents, will result in disciplinary action for the ships they are fitted on.

Requiring performance testing throughout the lifecycle, then, eliminates the usefulness of this bias towards the cheapest approved system because now that system must be maintained, it must work for the entire lifecycle of the vessel, and it must be usable by the crew who is assigned to operate it.

With that in mind, the value that a manufacturer brings to their customer is more than simply the acquisition cost of the system. Manufacturers bring equipment that must be maintained, they require consumables and calibration, they bring training requirements, have service networks, and carry uncertainty as to whether

they will continue to service their equipment beyond the retrofit cycle.

At Hyde Marine, we are a maritime company, staffed by marine engineers with experience in every aspect of ship operations, classification, and vessel management. As such, we have placed our focus on the experience that each user has with our system.

BWTS, while arguably one of the most complicated systems, held to the highest performance standard of any equipment installed on your vessel, hold a place of priority near the sewage treatment plant for most crews.

Ballasting has gone from a delicate operation done during cargo operations and carefully managed by one crewmember to at times the focus of the entire ship. We must do better.

With an intuitive interface, easy integration with the existing automation systems, and a first-of-its-kind feedback notification to tell crews when the system is not operating inside the boundaries of the Type Approval testing, the new Hyde GUARDIAN Universal Service® is a leap forward in BWTS performance.

Putting a system in the hands of an overburdened crew that is no more difficult to use than the ballast water pump itself has always been the goal of Hyde Marine. As a company exclusively dedicated to solving the problems of ballast water treatment, we work to ensure that the systems we sell provide the greatest downstream value for customers: less crew training requirements, increased operations and functionality, and direct feedback by the system to the operator as to when contingency measures need to be adopted.

Focusing on making green technologies an operational advantage for our customers is one way we can help ‘green’ mean more to them than costs. It means savings, it means passing along a better world, and it means more profit for their vessel.

At Hyde Marine, the soul of our company is in every ballast water treatment system we make.

Learn more about what Hyde Marine puts into manufacturing the highest quality ballast water treatment systems in the world.

WITH US, IT’S WHAT’S INSIDE THAT COUNTS.

+1.724.218.7001 I www.hydemarine.com

Green Supplement

Operators Looking for Hybrid and Diesel Electric Solutions

REINTJES hybrid system

LONG-TIME MARINE PROPULSION SPECIALIST KARL SENNER LLC, Kenner, La., says vessel owners and designers are increasingly ready to invest in hybrid and diesel electric propulsion solutions that will pay off over time.

Karl Senner LLC has been the exclusive sales and service representative for REINTJES Gearboxes since 1972 throughout North America, and has been similarly representing STEERPROP Azimuth Thrusters for more than 20 years.

Senner has supplied equipment for over 155 diesel electric and electromechanical hybrid vessels to date and says that both solutions are gaining interest for a wide variety of vessel types.

“Depending on the vessel’s operating profile, these arrangements can significantly reduce the amount of lifetime maintenance (OpEx), increase performance, and reduce fuel consumption (especially with the use of batteries),” says Senner. “Additionally, depending on the comparable diesel mechanical alternative, the upfront costs (CapEx) are becoming increasingly more competitive.”

The choice of transmission or thruster within a diesel electric or electromechanical hybrid arrangement is often based upon the merits 24 Marine Log // June 2020

of the equipment itself and the support behind it. In particular, decision makers typically look at overall design features, how the equipment fits in the vessel design, ease of installation, reliability of the equipment, a dependable integration partner, and lifetime support of the equipment.

In regards to diesel electric arrangements, Karl Senner can accommodate various types of propulsion systems: azimuth thrusters (Z-drives or L-drives), shafted fixed pitch propellers (FPPs), shafted controllable pitch propellers (CPPs), etc.

Senner says that STEERPROP has developed a very impressive LM azimuth thruster that incorporates a compact integrated permanent magnet (PM) motor on the vertical shaft of the L-drive. The compact size of the integrated PM motor, not much taller than a typical Z-drive unit, provides a small footprint easily accommodated in most existing propulsion room designs. This plug-and-play design allows for installation without intermediate shaft lines or shaft alignments, as well as convenient access for serviceability. Additionally, this design significantly reduces the amount of moving parts by eliminating the upper gear set, pinion, clutch, and associated bearings.

For other propulsion types,

especially systems requiring slower propeller rpm, Senner frequently fi n ds th at a REINT JES g earb ox reduces the overall cost of the system.

The gearbox allows for the use of a high-speed electric motor, instead of a low-speed electric motor operating at propeller rpm and equal power.

High-speed electric motors are generally more compact, lighter, less expensive, and more readily available than their slow speed counterparts.

The combination of the high-speed electric motor and reduction gearbox produces the required propeller rpm and eliminates the need for an additional thrust bearing.

Karl Senner can also offer electromechanical hybrid solutions for the same types of propulsion and is seeing very positive interest in the REINTJES and STEERPROP hybrid systems for a variety of vessel types and propulsion types.

ELECTOMECHANICAL HYBRID

DIESEL ELECTRIC

Between REINTJES, STEERPROP, and EPD, Karl Senner, LLC can offer Hybrid solutions in conjunction with nearly any type of propulsion system (e.g. shafted FPP, shafted CPP, Waterjet, Azimuth, etc.)

STEERPROPâ&#x20AC;&#x2122;s LM unit utilizes a PM (permanent magnet) motor vertically integrated on the L-drive. This unit is optimized for diesel-electric and fully electric systems, providing a plug-and-play installation without any shaft or motor alignment necessary.

EPDâ&#x20AC;&#x2122;s EOS Module is a prefabricated room that houses the generator control and switch gear. This plug-and-play room is pre-wired and pretested for delivery to the shipyard. The EOS transfers time, cost, and liability away from the shipyard and puts those responsibilities on the electrical integrator.

504-469-4000

|

KARLSENNER.COM

Green Supplement

High Performance, Environmentally Friendly Lubricants.

THE PANOLIN GROUP, an independently family owned company with global headquarters and p ro d u c t i o n i n S w i t z e r l a n d , w a s established in 1949 by Bernhard Lämmle. The company is fully owned by the Lämmle family to this day.

PANOLIN is a full-range lubric a n t s s u p p l i e r, w i t h i t s c o r e competence in high performing, environmentally acceptable lubricants (EALs) since 1983, with more than 35 years of experience.

I n 2 0 1 9 , PA N O L I N e x p o r t e d its high-performance EALs to 56 countries in industries, including construction, marine, dredging, oil and gas exploration, and many others.

PANOLIN America Inc. is centrally located in Hoffman Estates, Ill., with satellite offices in Charlotte, N.C., New Orleans, La., and Ventura, Calif. This allows it to

26 Marine Log // June 2020

service its customers from coast to coast. Strategic warehousing in Seattle, Atlanta and New Orleans provide its customers with lead times that are often less than two to three days. With local manufacturing of its products, PANOLIN is proud to claim it’s “MADE IN THE USA!” PANOLIN lubricants are based on the highest performing formulation of fully saturated synthetic esters (HEES). This combined with its superior additive technology results in lubricants that are not only high performance and readily

biodegradable, but also long lasting and fully compliant with VIDA/ VGP requirements.

PA N O L I N G R E E N M A R I N E ® p ro d u c t s f o c u s o n a p p l i c a t i o n s to cover the entire vessel. Applications include: stern tubes, rudders, thrusters, steering gear, CPP, stabilizers, davits, cranes, winches, cables/ropes, ROVs, and many more.

High-performance lubricants are what PANOLIN sells. Peace of mind is what its customers receive knowing they have chosen the best.

Green Supplement

The Show Will Go On A Note from the International WorkBoat Show

WITH MANY THINGS CHANGING in the world right now we wanted let you know that the International WorkBoat Show will be held as scheduled, December 15-17, 2020.

Itâ&#x20AC;&#x2122;s a tough time out there right now. We hear it every day from our customers. We also hear they are looking forward to when we can get beyond this crisis and bring everyone back together at the show in December.

In the meantime, we are prepared to fully support our network by harnessing the power of the WorkBoat multi-tiered media platform to share breaking industry and customer news. We are highly committed to our customer base and will do whatever we can to help between now and the show.

We also want to take this opportunity to assure our customers that the WorkBoat Show always has, and will continue to make the health of 30 Marine Log // June 2020

our visitors, exhibitors, partners, and staff our absolute top priority as we continue to make preparations for the 2020 event.

Registration will open this A u g u s t a t w w w. w o r k b o a t s h o w. com, and we have many exciting new developments to share with you including some fantastic additions to our WorkBoat Annual Conference and some great atshow features that we cannot wait to roll out.

For exhibiting information, please email our Sales Director Chris Dimmerling at cdimmerling@ divcom.com.

We c a n â&#x20AC;&#x2122;t w a i t t o s e e y o u in December.

Denielle Christensen Event Director The International WorkBoat Show

We know that the WorkBoat Show is your annual chance to network, shop, connect, and get in the know among the best in the business. It is a maritime industry tradition. And through good times and bad, this is the marine industry’s show.

With many things changing in the world right now, we want you to know that the International WorkBoat Show will be held as scheduled, December 15-17th, 2020.

We also want to take this opportunity to assure you that the WorkBoat Show always has, and will continue to make the health of our visitors, exhibitors, partners and staff our absolute top priority as we continue to make preparations for the 2020 event.

For over 40 years the WorkBoat Show has been here for you and this year, more than ever, we can’t wait to host you in New Orleans.

NEW IN 2020

WorkBoat + Wind and the WorkBoat Executive Forum “Doing the Business of WorkBoats” Go to workboatshow.com for more information.

DEC. 15 - 17, 2020 NEW ORLEANS Morial Convention Center, Halls B, C, D, E & F

Produced by

Presented by

To exhibit, contact: Chris Dimmerling cdimmerling@divcom.com BRIAN GAUVIN PHOTO

PORTS ENVIRONMENTAL PORTS ENVIRONMENTAL An aerial view of the Ports of Indiana-Burns Harbor, one of three ports that make up the Ports of Indiana.

INLAND PORTS

MAKE ENVIRONMENTAL STRIDES

By Heather Ervin, Editor-in-Chief

Photo Credit: Ports of Indiana

T

ransporting freight by water is the most energy efficient choice.

Barges on the inland rivers can move one ton of cargo 647 miles per gallon fuel. A rail car would move the same ton of cargo 477 miles, and a semi-truck only 145 miles.

Additionally, barges have the smallest carbon footprint among other modes, including rail and truck. To move an identical amount of cargo by rail generates 30% more carbon dioxide and 10 times more emissions by truck. According to the Oklahoma Department of Transportation (ODOT), to fill one barge full of dry commodities would require an equivalent of 15 jumbo rail cars or 60 semi-trucks. Towboats emit 35 to 60% fewer emissions than locomotives or trucks, which aid in decreased pollution.

Recently, and in some cases, for years, ports along the Ohio and Mississippi rivers, the

McClellan-Kerr Arkansas River Navigation System, and the Houston Ship Channel have made large strides toward a greener future.

Ports of Indiana Celebrates Green Milestones In April, the Ports of Indiana spent the 50th anniversary of Earth Day reflecting on its progress and long-term commitment to environmental stewardship, including its membership to the bi-national Green Marine Program.

“Each year, Earth Day is a special time for the public to focus on ways to improve all habits to help protect the environment,” said Vanta E. Coda II, CEO of Ports of Indiana. “Our organization takes great pride in the progress we have made, and continue to do, to advance environmental values by adopting practices and technologies that have a direct impact at our three port locations and beyond. Our pledge to care

of our environment merges with our mission to develop and maintain a world-class port system.”

All three of its port locations received the coveted Green Marine certification in 2019, the first statewide port authority to achieve such distinction. Green Marine is the leading environmental certification program for North America’s maritime transportation industry.

The voluntary initiative strives to surpass regulatory requirements in measurable ways in key areas such as greenhouse gases and air pollutants, spill prevention, dry bulk handling and storage, community impact, storm water and waste management, and underwater noise.

The Por t of Indiana-Burns Harbor received Green Marine certification in 2014.

The port improved in recognition of its adoption and implementation of its own storm water management program authorized by the Indiana Department of Environmental Management in November 2018.

June 2020 // Marine Log 33

PORTS ENVIRONMENTAL

Port Project Has Green Component The Oklahoma Department of Transportation (ODOT) is pursuing a BUILD grant for an estimated $26.27 million to use for a Mooring Modernization Project on the McClellan-Kerr Arkansas River Navigation System (MKARNS). ODOT covered the upfront expenses for the project narrative and application and have committed an additional $5 million to go towards the 20% match of the total project, if awarded.

The “green” aspect of the port project focuses on environmental sustainability, which is a priority and a key aspect of goods movement by waterway. Maintaining air quality standards, investing in infrastructure to reduce the risk of loss of goods and improving congestion related emissions at each port would further improve the quality of life for regional economies. The project provides improvements to ensure the long-term vitality of the waterway, ports, and mooring system, which will maintain efficient flow of freight, protect hydropower investment, and reduce risk to flood protection infrastructure.

34 Marine Log // June 2020

A towboat pushes barges down the MKARNS in Oklahoma.

Another aspect of the project includes replacing existing obsolete anchoring structures, which were not designed for the type of major flood events the region has experienced in recent years, and enhance harbor safety by eliminating risk of loose barges and damage to infrastructure. The project will also expand much needed capacity for vessels within the waterway and prepare ports for forecasted increases in freight demand through the MKARNS. If awarded, the project will invest in monopile moorings at the Port of Muskogee, Tulsa Port of Catoosa, and on the Grand River, which will serve Oakley’s Port 33. These three ports total 3,100 acres of industrial park, employ nearly 9,000 workers, and process nearly 5.5-6.2 million tons of cargo annually.

These ports are an important economic engine for the state of Oklahoma, and a key component of the regional and national freight transportation system.

Safety is the number one priority of the project. The improvements will help the safety of the system during extreme weather events, which in turn, could prevent catastrophic damage to the infrastructure and keep the system operational for barges to move between Oklahoma and the Gulf of Mexico. The MKARNS moved 12 million tons of goods in 2018, which is the equivalent of 238,000 trucks.

Getting Greener on the MKARNS The port project on the MKARNS also has a focus on environmental sustainability, which is a priority and a key aspect of goods movement by waterway. Maintaining air quality standards, investing in infrastructure to reduce the risk of loss of goods and improving congestion related emissions at each port would further improve the quality of life for regional economies.

The project provides improvements to ensure the long-term vitality of the waterway,

ports, and mooring system, which will maintain efficient flow of freight, protect hydropower investment, and reduce risk to flood protection infrastructure.

Port Houston Made Green History Port Houston, along with private companies, operates numerous terminals on the Houston Ship Channel, Buffalo Bayou and Galveston Bay. It’s the largest Gulf Coast container port, handling 69% of U.S. Gulf Coast container traffic. Not only is it considered a seaport, it also allows shippers to economically transport their goods between Port Houston and inland river points. In the late 1980s, Port Houston established an environmental affairs department, developed a policy concerning environmental compliance, and began its history with environmental stewardship and sustainability.

In 2002, the Port Houston became the first U.S. port authority to attain and subsequently also be re-certified to the ISO 14001 international standard for environmental management systems.

“Most recently we made two major announcements concerning environmental initiatives at Port Houston,” says Lisa Ashley, director-media relations at Port Houston. “One of them is that we believe that we are the first port in the world perhaps to embark on this renewable program (ISO 14001). Additionally, our billiondollar effort to expand the Houston Ship Channel, a federal waterway, also contains a healthy environmental component.”

Ashley says the project will provide environmental benefits by using material dredged during channel construction to create more than 400 acres of tidal marsh and bird island habitat and approximately 377 acres of oyster reef in Galveston Bay.

Credit: ODOT Visual Studios

The port emphasizes that waterborne transportation of goods is already eco-friendly by reducing fuel consumption and greenhouse gas emissions. For example, a 1,000-foot Great Lakes ship can move the same tonnage as 564 rail cars or 2,340 semi-trucks. Still, there are important moves the industry can make in its shoreside operations. The port and many of its businesses have received diesel emission grants over the years to purchase things, such as hybrid or cleaner burning diesel vehicles.

In addition, officials and volunteers planted hundreds of deciduous and coniferous trees at the port to help reduce stormwater runoff, prevent fugitive dust, and increase biodiversity. The port will open a 6-acre truck-marshaling yard in 2022, where drivers can turn off the trucks and rest in an enclosed reception area while waiting to unload/load freight.

The Ports of Indiana-Jeffersonville and Ports of Indiana-Mount Vernon, extends the benefits of the Green Marine certification process to the inland waterway system along the Ohio River and the Upper Mississippi Basin.

The three ports that make up Ports of Indiana are committed to convene an interactive meeting several times a year with tenants to discuss environmental goals, such as air emissions and minimizing storm water runoff.

“It is important for our team to work closely with our tenants to demonstrate the value of implementing greener and cleaner practices in the maritime industry,” said Port of IndianaBurns Harbor Port Director Ian Hirt.

GOING FEATURE REMOTE ABB specialists offer maintenance services 24/7 from eight ABB Ability Collaborative Operations Centers.

By Nick Blenkey, Web Editor

BEATING COVID-19: GOING REMOTE

Pandemic speeds maritime’s uptake of remote solutions

Photo Credit: ABB

W

hen the De Hoop Sh i pya rd i n Lobi t h , Netherlands, took its latest newbuild on sea trials off Rotterdam in May, it notched up an unintended “world’s first.” The ship that the yard was putting through its paces was Silverseas Cruises’ ultra luxurious 100-passenger, all-suite expedition ship Silver Origin, which will operate in the Galapagos.

Because of COVID-19 restrictions, the sea trials were very different from normal. One challenge in particular, says Fre Drenth, the director of De Hoop Shipyard, was a potentially project-halting issue.

“Navis, a St. Petersburg-based company who produced the computer software for Silver Origin’s propulsion and steering installation, could not reach the ship,” says Drenth. “Navis’ engineers were required for the commission

and tuning of the software, which is a timeconsuming job and can take between four and eight hours. Nevertheless, we managed to devise a solution, which, to my knowledge, had never been tested during a sea trial and would push the boundaries of engineering.”

It was decided that Navis would tune the ship’s dynamic positioning system remotely from the company’s office in St. Petersburg, Russia—over 1,800 kilometers away. A fast internet connection was established on the vessel and communications were tested before the sea trial and all went well. Using just a headset and a built-in camera, contact with the vessel was made.

“Silver Origin’s dynamic positioning system controls the ship’s bow thrusters and azimuth thrusters. As borders with Finland were closed and a required engineer couldn’t attend the sea trial, a stand-in engineer was appointed to commission the thrusters,

working closely with the engineer in St. Petersburg,” says Fre Drenth. “After testing of the propulsion installation, we gave the vessel to the control of the engineer in St. Petersburg. This went very well, in part due to the fact that this engineer had a great deal of experience.

“The tuning was successful and took no longer than normal. Our sea trial demonstrated, for the first time ever, that it is possible to tune dynamic positioning systems remotely.”

Connectivity is Key Maritime VSAT connectivity reached an all-time high of 28,200 connected vessels at the end of 2019, according to the latest data from Euroconsult, with number of terminals increasing by 17.5% year over year, and VSAT services revenue growing by 11% to approach $1.3 billion. Helping push that growth have been factors, such as the cruise June 2020 // Marine Log 35

GOING REMOTE

Remote Compliance A major issue that has put operators to the test during the pandemic has been the need for ships to comply with statutory survey requirements by given due dates. While flag states and classification societies operating on their behalf can give operators some leeway here, obviously simply extending due dates is not a desirable long-term answer.

36 Marine Log // June 2020

The U.S. Coast Guard issued a Marine Safety Information Bulletin (MSIB 09-20) in March explaining the measures it is adopting during the COVID-19 outbreak with regard to vessel inspections, exams and documentation.

The bulletin notes that “the uninterrupted flow of commerce on our Marine Transportation System (MTS) is critical to both National Security and National economic well-being” and says that, during the national emergency for COVID-19, it is paramount that the Coast Guard safeguard the continued operation of the MTS to ensure our domestic supply chain continues uninterrupted.

“To facilitate the safe flow of commerce, the Coast Guard will liberally use remote inspection techniques to verify vessel compliance and, if needed, defer inspections,” says the bulletin.

Coast Guard Rear Adm. Richard Timme, Assistant Commandant for Prevention Policy, referenced that same MSIB in responding to a request from the American Waterways Operators asking that in-person Subchapter M inspection activities be suspended for a minimum of 30 days, for the mutual protection of both towing vessel crewmembers and Coast Guard inspectors during the COVID19 outbreak.

One example of the use of innovative inspection techniques in the offshore services sector came when ABS used Edison Chouest Offshore’s Remote Monitoring Center (RMC), to perform the first-ever remote Failure Mode Effect Analysis (FMEA) as part of completing the special survey of the machinery of Chouest’s Cat Island platform supply vessel.

ABS conducts special surveys every five years. During the special survey, a full FMEA trial is carried out to evaluate processes and identify how they may fail and to assess the relative impact of different failures in order to identify the parts of the process that are most in need of change.

Located at Chouest’s corporate headquarters in Cut Off, La., the RMC gives the company the ability to remotely monitor vessel and cargo movement throughout the fleet. The RMC was created through collaboration between several Chouest affiliates and allows for real-time monitoring of vessel systems. Chouest’s 312 series of platform supply vessels and newer vessels within its fleet are remotely monitored 24/7, with over 4,000 data points per vessel. The entire Chouest fleet as a whole monitors around 300,000 data points every 10 seconds. This information is used to highlight concerns, prevent failures and eliminate downtime.

Push to Remote Surveys Even before the outbreak of COVID-19, leading classification societies were promoting the use of remote surveys.

ABS says it is now able to conduct almost all classification annual surveys remotely on eligible vessels. Back in April, the society launched 10 additional remote survey options, bringing to 28 the total of surveys and audits that it can deliver remotely.

“The industry is telling us they want our services delivered remotely, particularly in the current challenging environment,” said Joe Riva, ABS vice president and chief surveyor. “We are delivering the next generation of classification today through surveys conducted anywhere in the world at any time, without interrupting operations for surveyor attendance.”

ABS is not alone in seeing a surge in demand for these services. Back in March, DNV GL reported that it had undertaken some 15,000 remote surveys and inspections since their launch in October 2018.

“In these challenging times we are seeing the benefits of the full scope of digitalization initiatives that we have been building up over the past few years,” said

Photo Credit: ABS

industry’s need to satisfy passenger expectations and crew welfare benefits, but equally important has been the industry’s growing awareness that a more connected ship is a more efficient ship in a myriad of ways. As it happens, Euroconsult thinks that the growth in maritime VSAT adoption will slow as a result of the pandemic, notably because of its impact on cruising.

The sophisticated technology now coming on board ship requires equally sophisticated back up. Even before the pandemic, we have seen companies developing approaches that use technologies such as “smart glasses” to, essentially, virtually put a factory technician aboard a ship when needed. And an increasing number of ship operators have been signing up with companies such as MAN Energy Solutions, Wärtsilä, Kongsberg, and ABB for advanced maintenance contracts that put a heavy emphasis on remote monitoring of shipboard systems from shoreside centers.

These remote maintenance capabilities are proving particularly valuable in the current situation. ABB, for example, has increased the remote availability of technical service teams to help crews from shore.

When onsite support is not feasible due to travel restrictions, ABB’s pool of experienced local service engineers has been made available to help crews remotely, with additional technical guidance from its eight ABB Ability Collaborative Operations Centers situated around the globe.

GOING REMOTE Knut Ørbeck-Nilssen, CEO, DNV GL – Maritime. “The use of remote surveys has meant that we have been able to limit disruptions to customer operations resulting from travel bans or quarantines involving our surveyors. Ship operators are able to receive immediately updated and verified electronic certificates, which make their business dealing with class, authorities and vendors much more efficient.”

Customers are able to request remote DNV GL surveys around the clock, independent of port calls, location, and time zone. Remote surveys are being offered both through DNV GL’s global DATE (Direct Access to Technical Experts) service, delivered through expert teams from Høvik, Singapore, Hamburg, Houston and Piraeus, and via regional offices.

Lloyd’s Register (LR) says it has been utilizing remote techniques “for years,” with one in five of the 30,000 surveys it completes around the world each year already being done without attending the vessel or asset, and with the proportion growing, “The restrictions on movement caused

by COVID-19 turned remote surveys from possibility to necessity for many of our clients,” says LR, noting that In March 2020, the

number of complex remote surveys it performed increased by 25%.

ClassNK says that in response to the spread of COVID-19, it has been making every effort to provide support to all those who may miss due dates for surveys/ audits due to force majeure. “Specifically,” says the society, “we are offering applicable alternative measures such as the application of remote surveys and postponement of surveys etc., subject to approval of the flag state administration.”

No Going Back?

Training, too, is one area where remote connectivity is paying dividends. One recent example comes from the world of superyachts. When the 93.25-meter Mayan Queen IV was confined to port in Antibes, plans for the crew to receive classroom-based training on Konsberg’s K-Chief 700 automation system were thwarted. However, Kongsberg was able to conduct the training online— with one of the students even further away in Thailand. During the course, each student was given access to a virtual machine emulating a K-Chief 700 operator station, giving hands-on experience and allowing them to carry out practical exercises, while

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a Kongsberg instructor delivered presentations and targeted advice via the Zoom videoconferencing platform.

“I was slightly skeptical about how successful a remote course would be, but the outcome was excellent and had several advantages over a classroom course,” said Chief Engineer Tim Webster. “Firstly, we have been trying to book the course for over a year now, but as our staff live in different global locations and have varying leave patterns it has been difficult to arrange for all of us to attend a course at Kongsberg. By doing it onboard during this lockdown period, we could have the full team involved whilst also bringing in Colin our other ETO remotely who was on leave in Thailand.

“The other benefit of running the course remotely and onboard,” he continued, “was that after every session the onboard team could go directly to our live system to try out our new knowledge and provide feedback to the instructors on various parameters on our system.”

One takeaway from this is that, in a number of regards, the remote, virtual way of doing things can prove more effective than the traditional one. Likely, in several key areas of maritime operations, there will be no going back.

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June 2020 // Marine Log 37

ENGINES WIND OFFSHORE Heavy seas engulf the Block Island Wind Farm—the first U.S. offshore wind farm.

U.S. Offshore Market: EFFECTIVE PLANNING CAN ENSURE FAIR WINDS

he huge potential of offshore wind power makes it an attractive source of renewable energy globally. In the U.S. alone, it has the potential to generate more than 2,000 gigawatts (GW) per year.

Generally, offshore wind is steadier and has a higher speed than onshore wind, resulting in greater power density. As a result, offshore sources can produce larger volumes of high-quality, consistent electric power than comparable land-based windfarms.

In addition to higher energy capacity, offshore wind plants offer benefits that include: • Emission-free replacement for aging, fossil-fuel based generation; • economic dividends, such as infrastructure development and job creation in coastal towns; and • the potential to better serve coastal load centers.

These and other factors make offshore wind a particularly attractive source of renewable energy. However, the U.S. has been

38 Marine Log // June 2020

slow to tap this huge potential due to a range of technical, financial, regulatory and logistical challenges.

Most notably, developers need to overcome a variety of transmission and interconnection obstacles that prevent efficient and reliable delivery of power from the offshore facilities to the target market. Fortunately, recent advances in engineering and power electronics have seen the deployment costs and timelines coming down—a trend that is almost certain to continue. This advancement is making offshore wind much more attractive for energy companies, developers, coastal communities and other stakeholders.

Development Challenges There are several factors, such as site location, water depths, and the nature of onshore grid infrastructure that impact requirements in areas, including complexity, cost and maintenance of any project.

Typically, offshore site selection is one of the most critical factors when it comes to ensuring high-power output and solid financial returns. This process is often difficult

and uncertain, with developers encountering resistance from the public and local authorities. Successful developers typically involve stakeholders early in the planning process, clearly articulating the benefits the project offers to the community, while acknowledging potential dow nsides and shar ing techniques that have successfully addressed such concerns in the past.

The next step, constructing and operating the offshore wind farm and associated infrastructure, is a capital-intensive undertaking that requires specialized expertise. The harsh sea environment presents a variety of unique challenges and risks, which can result in delays, increased risk of accidents and higher insurance costs.

Injecting energy from offshore stations to the grid introduces additional challenges, as well. As most coastal towns are at the edge of the grid or the onshore transmission infrastructure, they often do not have sufficient capacity to accommodate the huge amounts of energy generated by the offshore plants.

Inherent fluctuations, harmonics and other issues may also lead to instability and power

Photo Credit: by Dennis Schroeder, NREL 40481

T

By Fabio Fracaroli , Senior Director, Renewable Segment North America, ABB Power Grids

OFFSHORE WIND quality problems. Developers must comply with strict grid codes and environmental regulations, which can differ depending on the disposition of local authorities.

Projects also often encounter operational and maintenance challenges after completion. During maintenance planning, developers need to consider the long transit times to and from offshore facilities, which can be complicated by unfavorable seas and difficult weather conditions. Additionally, lack of adequate skills and experience among project staff can lead to delays and additional project costs.

Clearly, developing offshore projects is not for the faint of heart. However, the rewards and opportunities it offers make the market increasingly attractive.

Overcoming Transmission and Interconnection Challenges

Photo Credit: by Dennis Schroeder, NREL 40476

When considering the establishment of a new offshore wind farm, developers need to assess the ability of the existing onshore grid infrastructure to handle the additional load.

Understanding all the requirements and challenges is essential in mitigating the risks and lowering the design, construction, operational and maintenance costs.

During the planning and design stages, developers should analyze potential transmission and interconnection systems in terms of cost, losses, grid stability, reliability and availability. They also need to pay attention to the distance from the shore, any restrictions in terms of impacts on wildlife or local fisheries and similar considerations.

For instance, local authorities may require the placement of facilities far from the shore to maintain the visual appeal of the coastline. This would consequently mean locating the offshore facilities farther from land than might initially be anticipated, hence increasing transmission distances.

Factors that influence the transmission routes include environmental concerns and the impact of exclusion zones, such as those reserved for the military, shipping lanes, fish farms, etc.

Power Delivery Options In typical deployments, an offshore transformer substation collects the power generated by several turbines. This power is then delivered to onshore facilities through subsea transmission cables. Upon reaching the shore, delivery to the interconnection point of the grid is either via underground cables or overhead transmission lines.

Developers have several options to consider at the early design stages. Most critically, they need to select the appropriate technology

to reliably deliver and interconnect the offshore wind power to the grid. Depending on the distance that needs to be covered and the nature of the onshore facilities, developers can use alternating current (AC) technology, which is typical in local distribution networks, or direct current (DC) technology, often used for longer-distance transmission.

While AC transmission is easy to deploy and economical, it suffers from significant losses and requires large cables when transporting power over long distances at volume.

Ideally, AC is most effective for shorter transmission distances.

On the other hand, high voltage DC (HVDC) uses smaller cables and suffers fewer losses but requires additional converters to change the generated voltage to DC for transmission and back to AC when injecting it to the grid. However, for longer distances, the savings in cables, lower power losses and better power control compensate for the additional cost of power converters. As such, the HVDC is more cost-effective than AC when delivering power over longer distances.

Onshore and Offshore Substations A wide variety of components comprise offshore wind power generation and transmission systems, including wind turbines, transformers, transmission cables, circuit breakers andâ&#x20AC;&#x201D;in the case of HVDCâ&#x20AC;&#x201D;power converters. Usually, equipment selection requires striking a balance between the inherent space constraints and costs while aiming at a reliable power delivery during normal and contingency operating conditions of the wind farm.

Offshore substations are where the offshore wind generated power is first collected, serving as a gathering point for the energy coming from any number of wind turbines and making it the heart of the wind farm.

Once the transmission type (AC or DC) is established, technologies must be selected that minimize the space requirements of the offshore collector substation.

If HVDC turns out to be the best option for the interconnection, the space and performance requirements dictate the use of voltage source converter (VSC) technology, which is more compact than earlier HVDC technologies and can operate better with the limited systems strength provided by the offshore wind generators.

For AC interconnection, the developer will require low maintenance components, such as gas-insulated switchgear (GIS) circuit breakers, which operate safely in confined spaces, and are hence suitable for offshore substations.

Another critical consideration for both AC and HVDC options is the selection of transformer unit sizes that reasonably balance the conflicting requirements of construction cost, offshore space requirements and reliable delivery of power from the offshore wind facility during normal system operating conditions, as well as during contingency conditions on the offshore platform.

Once at the shore, delivery of power to the grid interconnection point is either through overhead transmission lines or underground cables. Overhead lines are usually less costly, as well as easy to install and maintain.

On the other hand, underground cables, although they have less visual impact, can be expensive to install and maintain. In either case, local authorities and communities must agree to provide the right of way; otherwise, opposition can risk the sinking the project.

Designers must understand the requirements and challenges associated with the interconnection and plan to upgrade onshore substations and transmission lines that cannot support the offshore wind power.

A project of Deepwater Wind, the 30-MW wind farm located 3.8 miles (6.1 km) from Block Island, R.I., in the Atlantic Ocean, came online in December 2016.

June 2020 // Marine Log 39

Scienco/FAST has installed 5,000 of its MSD units aboard a variety of vessels.

BLACK AND GRAYWATER: An Overlooked Environmental Issue

S

c i e n c o / F A S T, a m a n u f a c turer of marine sewage devices (MSD) based in St. Louis, Mo., has installed nearly 5,000 of its MSD units aboard containerships, tankers, bulk carriers, cruise ships, towboats, tugs, offshore supply vessels, diving support vessels, pilot boats, and many more types of vessels all around the world.

The company has more than 50 years of research, development and real-world operating history for water, wastewater, storm water, and graywater treatment.

Scienco/FAST’s parent company BioMicrobics located in Lenexa, Kan., and incorporated in 1996, specializes in land-based solutions and has more than 80,000 installs worldwide using its FAST (Fixed Activate Sludge Treatment) system in various applications from homes to small municipalities and public/private commercial properties.

Not only does the company deal with graywater sewage, it also offers blackwater solutions. Marine Log sat down with Robert Rebori, president of BioMicrobics Inc. and Scienco/FAST; Bob Millerbaugh, executive vice president, marine sales and marketing, Scienco/FAST; and Jennifer Cisneros, vice president of marketing, BioMicrobics Inc., to learn more about gray and blackwater, MSD solutions and what operators should know about these types of discharges.

40 Marine Log // June 2020

Marine Log (ML): What exactly does “blackwater” and “graywater” refer to in terms of discharges from marine vessels?

Bob Millerbaugh (BM): Blackwater is sewage from toilet water and graywater is wastewater from sinks, showers, and laundry. There is also a third category of waste.

This comes from the galley in the form of “ground food” either from a sink or the dishwasher that adds to mixture.

Jennifer Cisneros (JC): Another way to look at it is, blackwater contains organic material, often containing digested food (fecal matter), urine (ammonia), and undigested biological substances (food waste) that contain and attract bacteria. Graywater is lightly soiled water containing sediment, detergents, cleaners, soaps, and other biological and nonbiological contaminants that end up down the drain from other water fixtures.

ML: Can you tell us a little about Scienco/FAST and its work with black and graywater systems for maritime?

JC: Looking back at the FAST system’s history and experience, it goes back to the very first prototype of the marine FAST system was installed aboard the river towboat M/V Missouri in 1969. It all started when the St. Louis Ship Company was approached to develop a marine wastewater treatment device that would allow onboard wastewater

to be reused for toilet flushing. A collaboration with the original inventor and the University of Kansas led to the inception of an aerobic, wastewater treatment system that utilizes a completely submerged, fixedfilm process with a passive recycling system without pumped recirculation or drying of the bacterial growth on the media. And the FAST system was born.

After the first few years of successful operation on several vessels, the FAST unit sales and production began in 1973. Even though there were no federal rules before 1975 and the Clean Water Act had just been enacted, the towboats operating on U.S. inland rivers had to meet individual and varying state regulations. As such, the U.S. Coast Guard issued the first MSD requirements, in 33 CFR Part 159.

All MSD systems must meet the minimum standards for 150 TSS, 200 fecal, certified by U.S. Coast Guard installed aboard vessels and are not subject to effluent sampling in service, which isn’t required by regulations. Official testing for the MarineFAST system was done aboard the towboat M/V United States and the FAST unit passed all tests to obtained Coast Guard certification.

After years of success and continuous performance of the systems throughout the ’80s, ’90s and 2000s, a production of the MarineFAST (Model L-3X) passed all tests specified by Navigation and Vessel Inspection Circular (NVIC) No. 01-09, including but not limited to IMO Resolution MEPC.159 (55) with results every bit as outstanding as those achieved in 1978. In addition, all standard and custom MarineFAST models are certified under Regulations for the Prevention of Pollution from Ships and for Dangerous Chemicals (SQR/2007-86) and MEPC.227 (64) using either chlorine or peracetic acid (PAA) disinfection. PAA is environmentally friendly and does not produce harmful byproducts. Also, use of PAA substantially reduced the cost of MARPOL certified FAST units.

BM: With these years of experience, we are an original equipment manufacturer that provides solutions in the global wastewater markets. Our focus on the system starts with a commitment to the project from consulting with our clients during the system design phase to ensure safe and efficient operation of equipment over time.

We provide CAD services and tailor the manual to the specific needs of the system for proper maintenance and operation to ensure years of reliable service. As a matter of fact, some of our first FAST systems made are still in service and the average life span is 30-plus years. Scienco/FAST takes care of its customers’ maintenance, repair, and parts requirements, while also offering a full, after

All Photos: Scienco/FAST

Q&A

Q&A sales support service. This includes servicing, planned preventative maintenance, operator training and spares. Onsite repair service is also available through engineering and/or associate representative companies. Training can be provided either at client’s site or at our factory, where we cover all aspects of operation and maintenance.

Robert Rebori (RR): Additionally, each model size has a given rating based on the number of persons contributing to blackwater.

When we add graywater and/or galley water (food waste water), we de-rate the number of persons for each model size based on the additional hydraulic and biological loads.

ML: What are the top regulatory concerns relating to black and graywater faced by today’s operators?

BM: The top concerns are new state-bystate regulations that are over and above the current federal regulations. These newer regulations reduce the effluent output limits.

In some areas, such as the Great Lakes and Alaska, graywater discharge is treated the same as blackwater discharge.

ML: Any guess on how these regulations will develop over the next several years?

BM: We expect to see stiffer regulations, including the addition of regulations concerning treated graywater discharge in all areas of the U.S., as well as testing the effluent.

RR: A big concern is whether vessels that have blackwater-only MSD systems will be “grandfathered” into compliance or whether they will need to reconfigure their MSDs and

piping in the future to add graywater treatment. In many cases, it could be expensive to modify the vessels, which would include loss of service for the vessel in port, or worse, in dry dock.

ML: Scienco/FAST is an international company. Can you talk about your work outside of the United States?

BM: We sell our systems to international companies, cruise lines, and to other countries’ navies and coast guards all over the world.

RR: And really, this could be a topic all its own. Most countries have ratified the IMO standards under MARPOL for the latest MSD requirements. However, enforcement ranges from none to complete enforcement.

Also, many vessels are flagged in low-cost countries for vessel registration and they may not have the desire or the resources to enforce requirements. However, if vessel operators know they will be sailing to countries that do enforce the requirements, they will do the minimum to have the MSD with the Certificate for Inspected Vessels.

JC: As a global manufacturer of integrated water solutions, BioMicrobics is well versed in advanced wastewater, water, graywater and storm water treatment systems.

Adopting new “integrated water management” technologies and innovations will lead us to rethink our relationship with water and how we can better manage it.

ML: How many units have you installed on vessels to date, and what types of vessels do you work with the most?

BM: We have approximately 4,700 systems

The company’s in-house, fabricated steel tanks are welded to ABS deep tank standards.

aboard vessels, platforms and shore docks.

Our core business is tugs and towboats, however, with a full engineering and design staff, we can engineer systems for large cruise ships and even aircraft carriers.

RR: The answer to this also varies with economics. For instance, there is an abundance of bulk ore carriers and the price of oil is down, so those vessels and the offshore markets are down. Tug and towboats are up, and until recently, ferries, cruise vessels, research vessels, and military vessels were up. Essentially, we have thousands of systems operating everywhere around the world on all types of inspected vessels, including yachts, offshore platforms and supply vessels, and we will likely see growth in wind energy platforms.

JC: With so many vessel installs and over 80,000 land installations in more than 80 countries, the FAST process has become the most accepted method for treating sewage and maintaining public health by creating a better approach to sanitation management.

ML: You mentioned earlier that graywater is treated as sewage in the Great Lakes. Is this unique to that area, and if so, how come?

BM: It is unique to the area mostly due to the proximity of Canada, where the effluent standards are higher, as well as the large coastline that touches so many different states, each with protected areas.

RR: Environmentally, the fresh water in the Great Lakes can be more affected by the soaps and things in graywater than, say, oceans or even rivers with high-flow through.

Marine grade blasted and painted steel tanks.

June 2020 // Marine Log 41

IMO 2020

Post-IMO 2020: The Tanker Market

T

he year 2020 was supposed to be all about scrubbers following the introduction of the IMO sulfur cap regulations that came in to force on January 1, but no one could have predicted the current COVID-19 pandemic, a black swan event that has thrown oil prices into turmoil with an unprecedented impact on tanker markets. Over the past few months, we have seen an explosion in freight rates with VLCCS making headlines as the uncertainty over oil production and the impact of the pandemic has sent traders rushing out to book large tankers to store millions of barrels of crude acquired at rock bottom prices. Immediately after oil prices crashed in March, VLCCS were being hired at rates close to $280,000 a day to carry oil from the Middle East to America.

The dramatic plunge in oil prices came about due to combination of a huge fall in demand as the COVID-19 lockdown impacted travel and industry and a the oil price wars between Saudi Arabia and Russia that flooded the market with an oversupply of crude. The result has been that benchmark oil prices have dropped to the lowest levels since the Gulf War in 1991 and the spread between high and low sulfur fuel has narrowed considerably, putting the economic 42 Marine Log // June 2020

argument for scrubbers into jeopardy.

At the beginning of the year when the IMO sulfur cap convention was enforced, the price differential between high and low sulfur fuel was in excess of $300/ton, however it is now well below this $100/ ton. Could this factor dissuade ow ners from installing scrubbers, especially given the current market conditions and the likelihood of a global recession in the wake of the COVID-19 virus and the price of oil so low due to market dynamics (supply and demand)?

Whilst the economic case for scrubbers is undeniably weak in the current climate, scrubber manufacturers maintain that this situation will not continue in the longer term and as the economy begins to recover, oil prices will increase and there will be a need for scrubbers will once again.

Scrubber manufacturers also maintain that as well as the potential economic upside there are also technical benefits to scrubber retrofits, and following consultations with the main engine makers, they have discovered that most engines are designed to be used with high sulfur oil. If low sulfur oil is used continuously, this could result in damage to the engines. As such, they recommend that scrubbers are installed in order

for existing fleets to meet the IMO regulations and that newbuilding projects consider installing LNG dual-fuel engines of which there has already been a marked increase in LNG dual-fuel orders. In addition, some of the key yards in China installing scrubbers are also offering attractive finance packages in order to encourage new orders. Based on the assumption that the future of oil prices is unpredictable, given the current volatility and the expectation that oil prices will rise as the global economy recovers from the pandemic, a scrubber can still provide a cost-effective solution that will enable ship owners and operators to meet the IMO regulations. According to reports, large companies, such as MSC, are still going ahead with their scrubber retrofit projects. However, there are a number of owners who have had tankers stuck in dry dock in the far East, where work has come to a halt during the pandemic and consequently, vessels have been unable to trade and make the most of firm market rates. In the current climate, tanker timecharter rates for vessels with scrubbers can still command a premium of between 20-30%.

Aside from the current market volatility, the environmental impact of shipping has been one of the most pressing topics for shipping markets in recent times.

Shipowners are keen to be seen to be reducing greenhouse gas emissions, both from a fuel-efficiency point of view but also a willingness to demonstrate social responsibility and reduce CO2 emissions as more and more companies sign up to the Poseidon Principles and commit to a global frame work responsible for ship finance that helps to incentivise the decarbonisation of shipping in line with the IMOâ&#x20AC;&#x2122;s climate goals.

In the short term, we expect to see a firm market for tankers for the rest of the quarter as crude stocks continue to build. With the entire planet affected in some way by this virus, there are no answers as to how this will affect the shipping industry in the long term. A phased reopening of the global economy will kick-start a rise in oil demand by the second half of the year.

The tanker market may well be facing very different prospects in contrast to todayâ&#x20AC;&#x2122;s markets as the demand for floating storage diminishes and oil prices rise. Only time will tell if the economic case for scrubbers will continue to be advantageous.

Photo Credit: Shutterstock.com/ StockStudio Aerials

By Rebecca Galanopoulos Jones, Head of Research, Alibra Shipping Ltd.

NEWSMAKERS

AWO Members Elect Crowley’s Art Mead as Chairman The members of the American Waterways Operators (AWO) has elected a new slate of leaders. ARTHUR F. MEAD, vice president and chief counsel at Crowley Maritime Corporation, was elected chairman; DEL WILKINS, president of Illinois Marine Towing Inc. was elected vice chairman; and CLARK TODD, president and chief operating officer of Blessey Marine Services, was elected treasurer.

Elliott Bay Design Group (EBDG), Seattle, Wash., has promoted senior engineer, JOHN REEVES to director of business development. Reeves has 23 years experience operating and maintaining United States Coast Guard vessels.

KEVIN RABBITT has been named CEO of Hornblower Group. He’s to start in July, while founder and current CEO TERRY MACRAE will continue as executive chairman.

A member of the Hornblower Board since 2018, Rabbitt joins from NEP Group, a provider of tele-production services for major events, where he’s been CEO since 2012.

RYAN SMITH has joined Fincantieri Marine Systems North America as CEO. He comes with over 15 years of experience in program management and engineering roles at Northrop Grumman and BAE Systems, and project management and lifecycle consulting services for major defense contractors and ship repair organizations.

MAJ. GEN. R. MARK TOY will transfer command of the Mississippi Valley Division (MVD), U.S. Army Corps of Engineers, to Maj. Gen. DIANA M. HOLLAND, June 30. Toy, has been assigned as the Chief of Staff, United Nations Command, Republic of Korea. Holland comes to MVD from Atlanta, Ga., where she served as commander of South Atlantic Division. In addition, she will be president-designee of the Mississippi River Commission.

WADE CARSON has succeeded DAVE MCMILLAN as President and CEO of Vard Marine Inc. McMillan is stepping down after 30 years with the company to pursue another chapter in his career as a marketing/ business development consultant.

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June 2020 // Marine Log 43

TECH NEWS

Solution for Low-Sulfur Fuel Use in Seaspan Containerships The new boiler will support fuel heating by means of steam coils in all tanks.

Boilers Acting as One System To secure a sufficient and reliable supply of steam, including full steam plant redundancy, Alfa Laval proposed rebuilding the existing oil-fired boiler and adding a new Alfa Laval Aalborg oil-fired boiler. This will support fuel heating by means of steam coils in all tanks. Both the oil-fired boilers and the waste heat recovery boiler will be interconnected through the Alfa Laval Touch Control system, creating a single steam solution.

“Alfa Laval is unique in having all the boiler, burner and control technologies in-house,” says Dsouza. “They presented 44 Marine Log // June 2020

a complete heating solution that keeps as much as possible of the existing equipment on board, but which integrates the different components for smooth performance as one system. With their knowledge, they could tie everything together.”

Seamless Integration, Flexible Control On each container vessel, Alfa Laval experts will strip out and replace the electrical components of original oil-fired boiler, which was supplied by a different manufacturer.

However, they will use its pressure section, ring line equipment and burner to create a new boiler capable of being connected to the Alfa Laval Touch Control system. For a seamless solution, the same type of burner will be used on the new Aalborg boiler.

“Rather than replacing the competitor burner with their own, Alfa Laval is incorporating the same type, so that we can make use of the knowledge and parts we have on board,” says Dsouza. “Everything, including waste heat recovery, will be smoothly handled through the Alfa Laval Touch Control system, as if it had all come from Alfa Laval in the first place.”

The Alfa Laval Touch Control system, which will replace the older boiler’s relaybased control system, is a PLC-based system that can run the oil-fired boilers in either master/slave or load-sharing modes.

“We’ll have complete operational flexibility,” says Dsouza. “Through the graphical touchscreen, the operators will have a full overview of the steam plant and be able to make adjustments with just a touch or two.”

Connected for Stronger Support Beyond the possibilities offered by the control system, the new boiler solution will be equipped for connectivity. Alfa Laval service experts will be able to monitor the system’s condition remotely, creating opportunities for troubleshooting, assistance and optimization. Based on collected data, for example, they will be able to guide the crew in performing necessary maintenance procedures or schedule field services like combustion tuning when required.

“Connectivity will give us deeper and more continuous contact with Alfa Laval service expertise,” says Dsouza. “It will mean peace of mind, but also more effective and cost-efficient use of our boiler systems over time.”

Installations Seaspan Ship Management will implement the setup on the first container vessel in early spring of 2020. Installations will then continue on the remaining seven vessels, running throughout 2020 and into 2021.

The installations are planned to take place in a shipyard, but they can be performed at sea if unforeseen disruptions in shipyard schedules make it necessary.

“We will be able to move forward with the projects, even if circumstances mean we can’t install at the yard,” says Dsouza. “Alfa Laval has the capability to deliver the parts and install them while the vessel is underway. Whether the installations happen in dry dock or at sea, we’re confident in the solution and we know we count on Alfa Laval’s quality and efficiency.”

Photo Credit: Alfa Laval

S E A S PA N S H I P M A N A G E M E N T made the decision to meet the IMO 2020 global sulfur cap limits by using compliant low-sulfur fuels in its vessels. Like most containerships, however, the Seaspan vessels have only a single oil-fired boiler and a waste heat recovery boiler on board. This provides no redundancy, which is problematic when using sulfur-compliant fuels.

“The composition of low-sulfur fuels was uncertain when we first decided for them, but it quickly became clear that high paraffin content would be an issue,” says Arvin Dsouza, fleet manager at Seaspan Ship Management. “To avoid wax formation, the fuel temperature has to stay above the pour point at all times. But the existing boiler solution on the vessels can’t guarantee the required steam capacity as these vessels do not have heating coils in all the designated fuel oil tanks and rely on a shifter system. We chose to work with Alfa Laval, who found the answers we needed.”

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June 2020 // Marine Log 47

SAFETY FIRST

Heat Illness and Injury Prevention will acclimate to its effects.

Swiss Cheese Model

Signs and Symptoms While the signs and symptoms of heatrelated illness may vary, they can include headache, fatigue, nausea, vomiting, confusion, and in severe cases, fainting, seizures or even death.

While heat illness death is rare across all industries, and cases requiring medical attention are also relatively rare, it does occur on an annual basis. Because of the broad spectrum of how heat illness affects the individual, with scant data to draw statistically significant trends, the meaningful data does not lie in the reported heat illness but rather the gray area where workers are feeling its effects that may have greater consequences.

Prevention and Treatment The Occupational Safety and Health Administration (OSHA) recommends the following practices to keep employees safe while working in the heat: • Be aware of the heat index. The heat index describes how hot it “feels” outside; it’s not calculated by just the air temperature but also the humidity and wind conditions.

• Heat cramps, heat stroke and heat 48 Marine Log // June 2020

exhaustion are possible after physical activity or prolonged exposure if the heat index is between 90 and 100 degrees (Fahrenheit).

• Heat cramps, heat stroke, and heat exhaustion are likely to occur after physical activity or prolonged exposure if the heat index is between 105 and 129 degrees.

• Heat stroke is imminent after physical activity or prolonged exposure when the heat index is 130 degrees or higher.

It is the mariners’ own situational awareness ... that will protect them.

Fortunately, heat illness is preventable when the right protocols are taken into consideration by those working in direct sunlight. There are several precautions that can be taken to help avoid or minimize heat-related illness. These include staying hydrated—drink about 1 cup every 15 to 20 minutes—whether you’re thirsty or not; take breaks in a cool, shaded area; wear a hat while outdoors to help block the sun; wear lightcolored, breathable clothing; check to ensure that closed spaces are properly ventilated and cool in temperature; and limit exposure to direct sunlight. However, the more an individual works in the heat, the more he or she

Safety Issues and Heat In any situation, it is the mariners’ own situational awareness and specific work skills that will protect them. This is where prevention of heat illness becomes so important.

Heat illness prevention is about ensuring that you are of sound mind and body to perform your job safely.

In 1986, the National Institute for Occupational Safety and Health (NIOSH) released revised criteria for occupational exposure to hot environments. In it, NIOSH states that certain safety problems are common to hot environments. Heat tends to promote accidents due to the slippery palms, dizziness, the fogging of safety glasses, etc. Wherever there are hot surfaces, steam, and so on, the possibility of contact burns also exists. Aside from these clear dangers, NIOSH reports that the frequency of accidents in general seems to be higher in hot environments compared to more moderate conditions. One reason is likely that working in hot environments lowers mental attentiveness and physical routine of an individual. Increased body temperature and discomfort can also promote irritability, anger, and other emotional states that sometimes cause people to overlook procedures, or to divert attention from hazardous tasks.

SARAH MICHELLE HATTIER Safety & Regulatory Compliance, Dupre Marine Transportation

Photo Credit: Shutterstock/ By blackwhitepailyn

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arine industr y workers— whether onboard a vessel or in a shipyard—must often work in hot and humid conditions, putting them at risk for heat exhaustion, heat stroke or other heat-related illnesses. With the summer just arriving for those of us in the Northern hemisphere, we can expect incidences of these problems to arise.

Let’s take a step back and discuss injuries and accidents through the framework of James Reason’s “Swiss Cheese Model.”

The basic premise is that the many layers employed in the workplace to prevent bad things from happening are like slices of Swiss cheese. Since no one person, system, or safeguard is perfect, flaws in the protections represent the holes. In a way, the slices layer on one another and rotate. From company management and policies, to the physical working conditions and the worker’s behavior, these slices are all interacting and changing constantly. When something bad happens, it is because the holes in the cheese lined up just so that the outcome was not properly prevented.

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