Marine Log June 2021

ARINE OG M L www.marinelog.com

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

June 2021

THE GREEN ISSUE

GREEN TECHNOLOGY: Can We Get to Zero by 2050?

FLOATING WIND Why California Wind Farms Will Be Floaters

SUBCHAPTER M A Key Compliance Date Looms

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CONTENTS

36

24

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Ambitious Green Goals or Logistics Headaches?

20

GREEN TECHNOLOGY Zero by 2050: Is the Technology There Yet? Pressure is growing for “market based measures” to be introduced that range from a levy on bunker fuels to some kind of tax on emissions from individual ships

24

PORTS GO GREEN GLOBALLY Ports Focus on Going Green More Than Ever Before There’s a growing sensitivity by investors as well as other stakeholders to ensure those they do business with are engaged in sustainability practices

26

OFFSHORE WIND Will California Open Up the Golden Gate for Floaters?

U.S. offshore wind development is picking up pace, with the Biden administration doing everything open to it to remove kinks from the regulatory pipeline

28

TECH SPOTLIGHT Ballast Water Treatement Systems Hyde Marine rolls out first data-driven analystics platform

4 INLAND WATERWAYS $6.8 Billion Civil Works Budget is Largest in Corps History 6 INDUSTRY INSIGHTS 8 WELLNESS Green Places and Wild Spaces 10 VESSEL OF THE MONTH The World’s First LNG-Fueled Fast Ferry 12 UPDATES • Green Upgrades Underway at Hurtigruten’s Norwegian Coastal Express • ABS Partners in Zero-carbon Fuel Conversion Project 18 REGULATIONS Key Subchapter M Compliance Deadline Nears 19 INSIDE WASHINGTON What’s in the Biden Budget for Maritime?

31 NEWSMAKERS Medina Elected Chair of IMO’s Maritime Safety Committee

30

SPECIAL REPORT: LNG AS A SHIP FUEL Where Are We and What Comes Next?

Last month, DNV hosted a webinar on the topic of LNG as a ship fuel. Here’s what it found Cover Photo Credit: Shutterstock/cigdem

32 TECH NEWS Maersk Supply in AHTS Battery Conversion First 36 SAFETY Port Safety and Lightning Detection Networks

June 2021 // Marine Log 1

EDITOR’S COLUMN

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

Photo Credit: Shutterstock/ Elnur

Ambitious Green Goals or Logistics Headaches?

I

n what is adding up to be yet another sign among many that the Biden administration is on board with tougher shipping decarbonization goals, the governments of the U.S., Denmark and Norway, along with the Global Maritime Forum and the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, announced earlier this month that they will lead a new “Zero-Emission Shipping Mission” as part of Mission Innovation.

Launched alongside the Paris Agreement in 2015, Mission Innovation brings together governments, public authorities, corporations, investors and academia to achieve the goals of the agreement.

The new Zero-Emission Shipping Mission, it is hoped, will accelerate international public-private collaboration to scale and deploy new green maritime solutions, setting international shipping on an ambitious zero-emission course.

The Zero-Emission Shipping Mission has three primary goals. First, to develop, demonstrate, and deploy zero-emission fuels, ships, and fuel infrastructure in a coordinated fashion along the full value chain.

Second, by 2030, ships capable of running on zero-emission fuels should make up at least 5% of the global deep-sea fleet measured by fuel consumption. And finally, by 2030, at least 200 of these well-to-wake zero-emission fueled ships are in service and utilizing these fuels

across their main deep sea shipping routes.

We can expect to see more ships being specified as such things as “ammonia ready,” but that’s just the beginning of the story. The real issue is not whether the ships will be ready for the ammonia (or another green fuel), but whether the ammonia will be green and ready for the ships.

Just last month, Bureau Veritas released an “Ammonia-Prepared” notation and developed a rule note for ammonia as a marine fuel to support shipowners, designers, shipyards, and charterers in advancing their plans to use ammonia in a zero-carbon future.

Also making waves in the green fuels trend is hydrogen. In March, a new joint venture formed by chemical and product tanker specialist Ardmore Shipping Corporation, Maritime Partners LLC, and Element 1 Corporation aims to bring fuel cells using advanced methanol-to-hydrogen technology to the marine sector—including the inland waterways market.

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

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

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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

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

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

2 Marine Log // June 2021

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

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

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INLAND WATERWAYS

$6.8 Billion Civil Works Budget is Largest in Corps History Support emergency management The USACE Emergency Management program is funded at $41 million in FY 2022, with $6 million in the O&M account and $35 million in the Flood Control Coastal Emergency account—for preparedness and training to respond to floods, hurricanes, and other natural disasters.

Increase resiliency to climate change

Facilitate safe, reliable and s ustainable commercial navigation The budget includes $3.4 billion for the study, design, construction, operation and maintenance of inland and coastal navigation projects. These investments aim to facilitate safe, reliable, and environmentally sustainable commercial navigation at U.S. coastal ports and inland waterways.

Approximately $52.2 million will be provided from the IWTF, and $1.6 billion from the HMTF, which the budget proposes to execute within the trust fund accounts rather than to transfer and execute them from the other appropriations accounts.

4 Marine Log // June 2021

The administration’s American Jobs Plan also includes $8 billion to improve ports and waterways through the Corps program.

Reduce risks associated with river and coastal flooding, and increase the resilience of local communities The Flood Risk Management program is funded at $1.7 billion in the FY 2022 budget.

The program is a collaborative effort that integrates the flood risk management projects, programs, and authorities of USACE with those of other federal agencies, state, regional and local agencies.

Restore aquatic habitat where the aquatic ecosystem structure, function and processes have degraded The budget funds the FY 2022 Aquatic Ecosystem Restoration program at $501 million. USACE says it will continue to work with other federal, state and local agencies, using the best available science and adaptive management to restore degraded ecosystem structure, function, and/or process to a more natural condition.

The budget includes $350 million for the South Florida Ecosystem Restoration (SFER) (Everglades) program, a $100 million, or 40%, increase from the FY 2021 enacted level. SFER funding is also included in the American Jobs Plan.

Protect waters and wetlands and provide efficiency in permit processing The FY 2022 Regulatory Program is funded at $204 million.

Support a strong economy by accelerating and improving the delivery of water resources projects.

The budget supports Corps efforts to accelerate and improve the delivery of water resources projects through greater non-Federal participation, and by removing barriers that prevent state, local, and private parties from moving forward with investments that they deem priorities.

The FY 2022 Budget proposes $10 million for a new Innovative Funding Partnership program, which supports Corps efforts to accelerate and improve the delivery of water through greater non-Federal participation, and by removing barriers that prevent State, local, and private parties from moving forward with investments that they deem priorities.

Additionally, the budget includes seven previously unfunded programs and projects within the Investigations account and four within the Construction account (see more on this at www.marinelog.com). The budget also proposes to return responsibility for management of the Formerly Utilized Sites Remedial Action Program (FUSRAP) back to the Department of Energy; however, the Army would continue to perform cleanup of FUSRAP sites on a reimbursable basis with the DOE.

Photo Credit: USACE

T

he Army Civil Works FY 2022 Budget—the highest annual budget ever requested for the Civil Works program—focuses on investments that yield high economic and environmental returns, while increasing resiliency to climate change, promoting environmental justice and opportunity in disadvantaged communities, and supporting a strong economy by accelerating and improving the delivery of water resources products and services,” says Jaime Pinkham, Acting Assistant Secretary of the Army for Civil Works.

The budget seeks $6.8 billion in gross discretionary funding for the Civil Works Program, including $5 billion from the General Fund of the Treasury, $52 million from the Inland Waterways Trust Fund (IWTF), $1.6 billion—the highest amount ever requested—from the Harbor Maintenance Trust Fund (HMTF), and an estimated $47 million from Special Recreation User Fees.

The budget includes proposals to:

The budget invests in improving America’s water infrastructure, while incorporating climate resilience efforts into the Corps’ commercial navigation, flood and storm damage reduction, and aquatic ecosystem restoration work.

It invests in programs that will help local communities identify and address their risks associated with climate change and improve the resilience of Corps infrastructure to climate change, including taking climate resilience into account when selecting projects.

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INDUSTRY INSIGHTS

MARINE LOG POLL: HOW WILL STRICTER ENVIRONMENTAL REGULATIONS IMPACT YOUR BUSINESS? WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace.

What would be most effective in persuading owners to scrap or repower older vessels?

This month, we did something a little different and polled you, the Marine Log audience, to find out how readers think their operations will be impacted by stricter environmental regulations in the next year and in five years.

We also asked what would be most effective in persuading owners to scrap or repower older vessels: Grants or subsidies or imposing a tax on carbon emissions.

Grants or Subsidies

To round out the survey, we wanted to know how likely are owners to opt for battery-only or battery-hybrid vessels in the next five years. As you can see, respondents were split.

Tax on Carbon Emissions

Here was the average response to each of these questions.

Didn’t Respond

On a scale of 1 (not much) to 10 (significantly), in the next ONE year to what extent do you think your company will be affected by stricter environmental regulations? In the next FIVE years?

0

1

2

3

4

5

6

7

8

9

How likely are owners to opt for battery-only or battery hybrid vessels in the next five years?

Next ONE Year (average response) 30% Likely

21% Very Likely

Next FIVE Years (average response)

21% Somewhat Likely

0

1

2

3

6 Marine Log // June 2021

4

5

6

7

8

9

10

30% Not Likely

10

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WELLNESS COLUMN

Green Places and Wild Spaces immune system and emotional health.

Dirt and green spaces may be available or they may need to be cultivated. Here are a few considerations to help establish a connection with nature.

1. Digging Into The Wild!

8 Marine Log // June 2021

30% increase in participant health and happiness after their time outdoors. This study was further supported by one published in Frontiers in Psychology (April 4, 2019), where Dr. MaryCarol Hunter found that the outdoors is “the greatest payoff, in terms of efficiently lowering levels of the stress hormone cortisol. ... You should spend 20 to 30 minutes sitting or walking in a place that provides you with a sense of nature.”

[There’s] a webbed connection between bacteria in dirt, the immune system and emotional health Walking in nature is good but great things may come to those who get a little dirty.

Christopher Lowry, a neuroscientist at the University of Bristol injected a common bacterium found in dirt into animal subjects before putting them through a series of stress tests. The ones inoculated with the bacteria showed far less stress related behavior (equivalent to those on antidepressants) than their undosed counterparts. The bacteria activated neurons in the brain responsible for producing serotonin, the hormone that regulates happiness, sleep and immune system response. The conclusion suggests a webbed connection between the bacteria in dirt, the

2. Take a Vacation Spend time in green spaces. For those who want more than a walk in the park, tent camping and trailering are all available at low cost or even no cost providing a range of engagement options. For those wanting to relive their younger years without the tent, glamping rental locations (already set-up trailers with water, electricity and/or sewer) are now cropping up around State and National Parks and surrounding National Forests.

A yearning for the wild is more than just a deep desire to connect with nature. The need to wander down wooded trails and walk through a manicured park has been recognized by the oldest and wisest of us and protected, allowing us to bring measurable good to our hearts, minds and collective soul.

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

EMILY REIBLEIN

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

Photo Credit: Shutterstock/ altanaka

I

have a colleague who recently admitted to feeling a loss of connection with nature.

As a young man, he was a hunter and a fisherman. Today, he sits behind a desk lost in KPIs with a quiet yearning for those days surrounded by trees and water. I started to wonder why nature is so compelling to us and if its effect is measurable on our health.

Americans recognized early in our history that we needed a connection with wild places.

Lincoln signed one of the first federal land preservation bills in 1864 to protect Yosemite National Park. Other federal, local and town governments also fought to preserve green spaces, and by 1916, the U.S. government formed the National Parks Service to maintain the largest of these federal lands.

During this time, 40% of American families lived an agrarian life. Today, a mere 1.9% does. U.S. statistics on hunters tell a similar tale of a decline in human contact with the natural world. Fifty years ago, 50% of the U.S. population was involved in some type of hunting activity, forging a connection between human, land and wild creatures, while only about 5% of the population do today. Urbanization with reduced green space, dwindling numbers of species, expanded indoor entertainment options, an abundance of cheap and readily available food has reduced the need, access to and limited the engagement in the great outdoors.

Our yearning for green space is not just a “nice to have”. Research shows that our break with nature comes at a cost to mental and physical health. In 2015, a study at the University of Derby and The Wildlife Trusts asked participants to do something in the “wild” every day for 30 days. The results showed a

On Land: 35% of American families now grow food in a backyard garden or urban common garden. They actively forge a green space, play in dirt, and allow greenery to contribute to the flavors of life. Furthering the benefit, the Center for Disease Control says gardening is exercise. Activities like raking and cutting grass might fall under the category of light to moderate exercise, while shoveling, digging, and chopping wood might be considered vigorous exercise.

At Sea: Ships are surrounded by nature.

Adding a bit of green to the greenish-gray, white and blue landscape is not hard. Vegetable gardens can thrive on the bridge, in the wheelhouse or in a porthole (apartment dwellers take note as well). Potted plants, particularly herbs like basil and oregano need little more than water and sunlight. Moreover, you can clip pieces of fresh herb to add fresh, natural touches to salads and pastas.

VESSEL OF THE MONTH

Eleanor Roosevelt: World’s First LNG-Fueled Fast Ferry

S

panish ferry operator Baleària has placed the Elean o r Ro o s e v e l t , t h e wo r l d ’s first fast ferry with LNG dual-fueled engines into operation on its route linking Dénia on Spain’s east coast, with Ibiza and Palma in the Balearic Islands.

T he ve s s e l c a n c a r r y 4 0 0 c a r s a nd 1,200 passengers, with the main vehicle deck having a height clearance of 4.85 meters and prov iding 500 lane meters of truck capacity.

Baleària estimates that annually the reduced carbon dioxide emissions from the Eleanor Roosevelt will be equivalent to remov ing more than 8,900 conventional passenger cars from the roads or planting nearly 27,000 trees. The actual fuel consumption and engine efficiency will be monitored by on-board measuring equipment and sensors as part of a projec t co-f i na nced by t he Eu ropea n Commission.

Built by Astilleros Armon at its Gijon, Spain, shipyard, the Eleanor Roosevelt 10 Marine Log // June 2021

is an Incat Crowther 125 design RoPax catamaran t hat couples t he designer’s proven hu l l for m w it h a n operat ionspecific center bow design. A retractable c e nt e r T-f oi l i s u s e d t o s m o o t h t h e ride, while an isolated superstructure reduces the transmission of noise and vibration to the passenger spaces.

With a service speed of 35 knots, the vessel is powered by a quartet of Wärtsi l ä 16 V31DF m a i n e ng i ne s . E ac h of t hese engines produces 8,800 kW a nd drives a Wärtsilä LJX 1500 waterjet.

I nt e r e s t i n g i nt e r i o r f i t ou t s p a c e s developed by Oliver Design of Spain are divided into dedicated zones and offer facilities such as multiple bars, a market and a food court, kindergarten and outdoor terrace. There are also kennels to allow travelers to bring their pets, with kennel monitoring v ia a sma r t phone app, and electric vehicle charging stations. Boarding is by way of QR codes on pa ssengers’ mobi le dev ices, wh i le high-speed Wi-Fi is available throughout the vessel.

ELEANOR ROOSEVELT AT A GLANCE DIMENSIONS: • Length, Overall: 123.0 m • Length Waterline: 118.8 m • Beam: 28.0 m • Draft Hull: 3.15 m • Depth: 7.8 m • Crew: 21 • Cars: 450 • Fuel: 313,000 liters • Fresh Water: 10,000 liters • Sullage: 6,500 liters • Service Speed: 35 knots • Main Engines: 4 x Wartsila 16V31 DF • Installed Power: 4 x 8800 kW @ 750 rpm • Propulsion: 4 x Wartsila LJX 1500 SR waterjets • Generators: 2 x 130 ekW (diesel) + 2 x 344 ekW (LNG) • Ride Control System: 1 x retractable T-Foil Construction Material: Marine grade aluminum • Flag: Cyprus • Class: Bureau Veritas

Photo Credit: Baleària

Baleària estimates that annually the reduced carbon dioxide emissions from the Eleanor Roosevelt will be equivalent to removing more than 8,900 conventional passenger cars from the roads.

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UPDATE

Green Upgrades Underway at Hurtigruten’s Norwegian Coastal Express

Contract With Kongsberg A contract for the conversion of these three vessels has been signed with Kongsberg

Maritime, which will collaborate closely with Norway’s Myklebust Verft shipyard on the refits.

At the core of the extensive upgrades, each vessel will be fitted with two SAVe Energy 1,120 kWh lithium-ion energy storage systems, controlled via Kongsberg Maritime’s SAVe CUBE integrated drive switchboard. This single cabinet solution includes all frequency converters, drives and DC switching equipment necessary for the hybrid system, controlling all connected thrusters, saving space and simplifying cooling and installation.

“This is one of the largest environmental vessel upgrade projects to be undertaken in Europe,” says Egil Haugsdal, president of Kongsberg Maritime. “For us, it’s rewarding to work with a company that shares our ambitious approach to technology and environmental issues. These green upgrades of Hurtigruten Norwegian Coastal Express ships represent a forward-looking,

sustainable choice for their existing fleet.”

Bergen Diesels Two new, energy-efficient Bergen B33:45V diesel engines will power each vessel, equipped with Selective Catalytic Reduction (SCR) to ensure optimal emissions control and compliance with IMO Tier III regulations, and fully compatible with Kongsberg’s digital management solutions, including health monitoring. The refit also includes reblading of the main propellers, new thruster motors, AC switching, safety and telegraph systems, in addition to full system integration and commissioning.

Shaft generators on the engines will supply electr ical power, managed by a custom installation of the K-Chief 700 Power Management system. Data from onboard sensors will be collated and shared via the K-IMS (Information Management System) application and analyzed using Vessel Insight.

Investment Fund Eyes Ship CO2 Emissions CLASSIFICATION SOCIETY CLASSNK

has been retained by Anchor Ship Partners Co., Ltd. for the evaluation of CO2 emissions of ships in its $5.5 billion Anchor No.5 Ship Investment Fund, which mainly 12 Marine Log // June 2021

invests in advanced LNG carriers.

The fund, which builds in ESG (environment, social, and governance) perspectives into ship investment, aims to contribute to the realization of carbon neutrality

in shipping by striving to reduce GHG emissions. Sumitomo Mitsui Trust Bank, Limited (SMTB) will use the ClassNK evaluations of the ships in its own impact evaluation and monitoring of the fund.

Photo Credit: Hurtigruten

NORWAY’S HURTIGRUTEN GROUP is planning a major environmental upgrade of all seven of its Norwegian Coastal Express ships, aiming to cut CO2 emissions by least 25%, and NOx emissions by 80%.

The ships will be upgraded using technologies and solutions adapted to each individual vessel. All have already been fitted with shore-power connectivity—to fully eliminate emissions when connected in port. Across the seven ships, the upgrades will reduce CO2 emissions by 25%, and cut NOx emissions by 80%.

Three ships—MS Richard With, MS No r d l y s a n d M S Ko n g H a r a l d — w i l l undergo a full-fledged transformation to battery-hybrid power, with the installation of new low-emission engines and large battery packs.

UPDATE

ABS Partners in Zero-carbon Fuel Conversion Project ABS IS PART OF A JOINT DEVELOPMENT PROJECT (JDP) with the Mærsk

McKinney Møller Center for Zero Carbon Shipping that aims to assess the technical, financial and environmental potential of converting existing vessels to zero-carbon fuels and technology.

Other JDP partners are A.P. Moller – Maersk, MAN Energy Solutions, Mitsubishi Heavy Industr ies, NYK Line, Seaspan Corporation and Total.

A focus of the project is to assess conversion options for current ships operating on fossil fuels and to de-risk asset investments by analyzing the emission reduction potential and techno-economic opportunity of converting vessels currently fueled by fossil-based fuels them to zero or neutral carbon fuels.

The project will also identify technical modifications of relevance for newbuildings to reduce the cost of future conversions.

The project partners will address various vessel t y pes and their potential conversion from conventional fuel oil, or integration with more recent fuels such LNG and LPG, to enable pathways

to future solutions such as ammonia or methanol, as well as to the application of onboard carbon capture and storage.

For each pathway, the related safety aspects will be reviewed, and the financial assessment will cover items such as conversion, technology- and fuel costs as well as associated operating costs.

T he env ironment assessment w il l, among other things, cover the Green House Gas reduction potential over the lifetime of a vessel.

The project is facilitated by the Mærsk Mc - Ki n n e y M ø l l e r Ce n te r a n d f u l l y funded by the involved parties.”

“This is a vitally important piece of work for the industry,” said Georgios Plevrakis, ABS director, global sustainability.

“We are assessing the opportunities and consequences of converting ships from fossil-based fuels to zero or neutral carbon fuel solution, which is something every ship owner and operator urgently needs actionable insight into. This project will turn the industry’s decarbonization ambitions into a series of actionable steps, a pathway for each vessel type to carbon

free operations.”

“To accelerate the transition to carbon-neutral or zero-carbon fuels, it is not enough to focus solely on newbuild dual fuel vessels,” says Ole Graa Jakobsen, head of fleet technology, A.P. Moller – Maersk.

“We must also look into retrofitting existing vessels in our fleet to operate on carbon-neutral or zero-carbon fuels.”

Global shipping accounts for around 3% of global carbon emissions, a share that is likely to increase as other industries tackle climate emissions in the coming decades, says the center.

Achie v ing the long-ter m targe t of decarbonization requires new fuel types and a systemic change within the industry.

Shipping is a globally regulated industry, which provides an opportunity to secure broad-based industry adoption of new technology and fuels.

ABS is a leading global provider of classification and technical advisory services to the marine and offshore industries.

The organization is committed to setting standards for safety and excellence in design and construction.

June 2021 // Marine Log 13

UPDATE

Cruise Lines Gear Up for Return to U.S. Departures THERE ARE INCREASING SIGNS that a

return of cruising from U.S. ports is imminent.

The first sign of real progress came May 25 when Royal Caribbean got the go ahead from the Centers for Disease Control and Prevention (CDC) to conduct a simulated cruise with volunteer passengers from PortMiami on the Freedom of the Seas with volunteer passengers in late June to test out its COVID-19 protocols.

The very next day, its parent Royal Caribbean Group reported that it had received approval to resume revenue sailings from the United States after more than a year of suspended operations during the COVID19 pandemic. It announced that on June 26, its Celebrity Cruises brand would mark the return with a departure from Port Everglades by its Celebrity Edge.

“Cruising from the U.S. is back,” said Richard Fain, Royal Caribbean Group chairman and CEO. “After months of working with the CDC and other government officials, our Healthy Sail Panel and industry partners, we can again offer cruise lovers the chance to enjoy the wonders of cruising. We are truly thankful to reach this special milestone.”

Royal Caribbean says all sailings will depart

Among ships being positioned for the return to U.S. cruising is Carnival Sensation, which arrived in the Port of Mobile last month, with crewmembers being given the opportunity to get vaccinated in the cruise terminal.

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UPDATE

with vaccinated crew and everyone over the age of 16 must present proof of vaccination against COVID-19; as of August 1, 2021, all guests ages 12 and older must present proof of vaccination.

The vaccination requirement could put the cruise line on a collision course with Florida Gov. Rick DeSantis who is militantly opposed to “vaccine passports.” A Florida law banning businesses from requiring proof of vaccination takes effect July 1, by which time the Celebrity Edge and its vaccinated passengers will have sailed.

Meantime, Carnival Corporation says that it has received CDC acceptance of its Phase 2A Port Agreements for PortMiami, Port of Galveston and Port Canaveral—all key homeports for Carnival Cruise Line and the first three homeports that Carnival is focusing on for its return to guest operations this summer.

Carnival has already announced that Carnival Horizon (sailing from Miami) and Carnival Vista and Breeze (sailing from Galveston) will be the first ships to carry guests as the line plans its July return to service. Port Canaveral has also been identified as a restart priority, and Carnival expects to announce plans for operations from

there over the coming days.

Under the CDC guidelines, a cruise line must have agreements with its homeports that they are prepared to support the cruise operator with additional public health and operational resources prior to the implementation of simulated cruise and/or full guest operations.

“These agreements move us one step closer to sailing with our loyal guests,” said Lars Ljoen, executive vice president and chief maritime officer for Carnival Cruise Line. “We appreciate the support from not just these three homeport partners, but all of our homeports, that are eager to have us back as soon as possible.”

Alasaka Breakthrough In a triumph for Alaska’s Congressional delegation, the House last month passed H.R. 1318, the Alaska Tourism Restoration Act (ATRA). The legislation, introduced by Alaska’s U.S. Senators Lisa Murkowski and Dan Sullivan, and Congressman Don Young, provides foreign-flag cruise ships transporting passengers between the State of Washington and Alaska a temporary exemption to the Passenger Vessel Services Act (PVSA) requirement they call at a foreign port.

Due to the Canadian prohibition on passenger vessels traveling through Canadian waters, without the legislative fix, large cruise ships sailing from Washington would not have been able to sail to Alaska, as the PVSA, which can be thought of as a close cousin to the Jones Act, requires a stop in a foreign country.

The measure has now been signed into law

by President Biden.

Ships Position and Crews Get Vaccines In parallel with all this, cruise lines have steadily been returning ships to U.S. ports and crews have been getting vaccinated—including crew members from Holland America Line’s Koningsdam who last month were the first to received doses of the Pfizer COVID-19 vaccination in the Port of San Diego under an arrangement made in partnership with Sharp HealthCare, a not-for-profit regional health care group.

Starting in October 2021 through April 2022, Koningsdam and Zuiderdam will homeport out of San Diego for a season of cruises to Hawaii, Mexico, the Pacific Coast, Panama Canal and South Pacific.

Prepare for Paperless Transit as NOAA sunsets paper charts by 2025 Rose Point ECS software combined with HATTTELAND® Series X Gen2 panel computers will meet the specification for paperless carriage requirements set forth in USCG NVIC 01-16.

Don’t get caught behind this momentous change!

Choose a complete system from Rose Point Navigation Systems that combines the best ECS on the market with a 19” or 24” all-in-one system from HATTTELAND® – the best solution for your fleet to maintain compliance!

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June 2021 // Marine Log 15

UPDATE

Vessel Repair Shipyard Hull Gains U.S. Patent PORT ARTHUR, TEX AS, based Vessel

Repair Shipyard has received a patent (No. 10988210) for the hull of its Pacesetter class push boats.

The shipyard notes that the majority of workboats are constructed as single chine or double chine hull. It says that both designs have advantages and disadvantages Taking the best of both worlds, the new design is a combination of single and double chine. Fom bow through mid-body to the start of the rise at the stern it is all single chine. From the beginning of the stern the chine splits and fairs into a double chine in way of the stern and then back to single chine at transom.

The result is a hull that combines all of the advantages of single and double chine and eliminates the disadvantages of both hulls.

The combination of the two classic hulls specifically where the hull is single or double creates a hull concept that has proven to be an improvement in hull design.

This new hull concept has been examined through a Computational Fluid Dynamics (CFD) study by Maritime Research Associates LLC. The study compared the hull

performance of equal displacement hulls in the single chine, double chine, and the new pacesetter hull design and concluded that the new design has the best water flow.

Considering the other advantages and lack of disadvantages it is a significant improvement in hull design. All of Vessel Repair’s Pacesetter class boats have the now-patented

hull. The patent was applied for September 4, 2019, and was issued April 27, 2021.

The Pacesetter push boats have many other improvements that are unique to this design. Vessel Repair says, “we are determined to build the best, we never assume that this design is as good as it can be, we are constantly working to improve the Pacesetter.”

All of Vessel Repair Shipyard’s Pacesetter push boats have the now-patented hull.

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UPDATE

NOAA Begins Sunsetting Process for Raster and Paper Charts depending on where they transit.

ML: Despite encouraging the industry to move to electronic charting, NOAA says that it will still provide access to paper charts. Why does there seem to still be a preference in paper charting in some areas of maritime?

JS: NOAA announced an online tool that will make paper available but the page suggests the on-demand charts will not initially meet carriage requirements. Some fleets have chosen to stay with paper because they are comfortable and some because of cost.

The U.S. Coast Guard believes that if this print on-demand moves forward, the charts will likely expire every six months making the cost less of a factor.

ML: Rose Point Navigation has a solution for those in the commercial shipping industry who wish to move over to electronic charting. Can you tell us more about that?

WHEN THE NATIONAL OCEANIC AND AT M OSPH E R I C A D M I N IS T R AT I O N (NOAA) announced that it would be phas-

ing out traditional paper nautical charts this year, coastal tug and passenger vessel crews were ready for the most part. The same can’t be said, necessarily, about the more customary inland towboat sector, although there is a solution for them.

NOAA says it will end production of the paper charts by January 2025, but will continue to provide users access to paper charts via the NOAA Custom Chart tool.

Traditional paper and raster charts are still updated on a weekly basis, with critical navigation changes that are released in the U.S. Coast Guard Local Notice to Mariners. However, other changes, such as data from new shoreline and bathymetric surveys, and other non-critical changes are no longer compiled onto traditional paper and raster charts.

Another option for both coastal and inland crews is navigation software Rose Point ECS implemented by Rose Point Navigation Systems.

According to Joe Sluka, commercial marine sales director of Rose Point Navigation Systems, Rose Point ECS improves operational efficiency, situational awareness, and decision making with straightforward, uncluttered displays and controls that provide instant access to the information professional mariners and fleet operators need to navigate safely.

As a solution to the phasing out of paper and raster charts continues, we wanted to find out more about this software and how NOAA’s move will impact mariners here in the U.S. Marine Log (ML): In 2019, both NOAA and AWO released comments on the use of paper charts, with NOAA announcing that they would begin phasing them out in favor of electronic charting and AWO saying they support that transition. Where are we today with this transition from paper to electronic charts?

Joe Sluka (JS): NOAA began the process of sunsetting both raster charts and paper charts last month, starting with the Lake Tahoe charts. It was reported to me that they have approximately 1,100 charts that will be phased out (at 250 per year) of both paper and Raster versions by the year 2025. They do not have a schedule that will be followed (at least not one they will share or publish) for what regions will be sunset and when. This makes it difficult for me as a manufacturer, as well as an end-user, as neither of us will know when a new region or set of charts has been affected.

In U.S. waters, commercial vessels in NOAA charted waters are being encouraged by NOAA to transition to Electronic Vector Charts. NVIC 01-16 governs the paperless carriage requirements for vessels

JS: NVIC 01-16 requires Electronic Charting Systems to meet certain requirements in order to conform. Rose Point ECS conforms to the requirements set forth in the document. There are hardware requirements for certain areas of transit spelled out in the NVIC. Rose Point ECS has solutions for each of these transit areas and meets the requirements in this document and can help fleets determine what hardware they need depending on their transit area.

ML: Are you seeing many coastal and inland shippers move from paper to electronic charts at this time? There are several major coastal fleets that have already made a full transition to paperless transit.

JS: There are several other major coastal fleets that have started the budgeting process for the hardware for this transition. The inland paperless carriage requirements are less stringent from a hardware standpoint.

Most of the inland fleets of the nation already have Rose Point ECS software and therefore can become paperless operators with some policy changes and minor hardware considerations. The U.S. Corps of Engineers is the responsible charting authority for the Western Rivers from approximately Mile 236 of the Lower Mississippi River. The NOAA sunsetting program will not affect fleets that operate above Mile 236 exclusively.

June 2021 // Marine Log 17

REGULATIONS

Key Subchapter M Compliance Deadline Nears

I

n what will be a gentle reminder to some towing vessel owners, and likely a jarring wake-up call to others, a post on the Coast Guard Maritime Commons blog notes that the July 19, 2021, deadline is approaching for 75% fleet-wide compliance with Subchapter M requirements.

Following is from the text of the Coast

Guard post: “In accordance with 46 CFR 136.202, owners and managing operators (OMO) are responsible for ensuring that 75% of their respective fleets receive a Certificate of Inspection (COI) before July 19, 2021. Failure to meet the regulatory phase-in schedule could result in vessel delays, civil penalties,

or additional enforcement actions. In order to operate after July 19, 2021, all Subchapter M towing vessels must have a valid COI. “Companies with vessels that have not been issued a COI within the phase-in period may be issued a deficiency on a Coast Guard Form CG-835V for non-compliance. Third Party Organizations (TPOs) are authorized to issue non-conformities to companies if they are aware that a vessel or company is not compliant with the Certificate of Inspection phase-in period set by 46 CFR 136.202.

“Initial certification should be scheduled with the local Officer in Charge, Marine Inspection (OCMI) at least three months in advance of the desired inspection date.

Therefore, towing vessel OMOs should schedule vessel inspections as soon as possible to ensure the COI is received before the end of the third year phase-in period.

When submitting the completed CG-Form 3752, “Application for Inspection of a U.S. Vessel,” to the OCMI, OMOs should indicate if the Coast Guard or Towing Safety Management System (TSMS) option will be used.”

N

ew measures likely to be adopted at the next meeting of IMO’s Marine Environmental Protection Committee (MEPC) will need to be addressed by shipowners’ legal teams as well as their technical departments.

An impact study by BIMCO and several key stakeholders identifies “a raft of contractual challenges” in impending IMO carbon regulations. In response, BIMCO’s documentary experts have begun preparing charter party clauses to help owners and charterers comply with the new regime.

Charter parties that extend beyond 2023 are already being negotiated and agreed, so this task has been given top priority by the organization.

MARPOL Amendments The main driver for this initiative, says BIMCO is the amendments to chapter 4 of MARPOL Annex VI, due to come into force in 2023, that will tightly regulate the energy efficiency and carbon intensity of ships.

The future regulatory framework may 18 Marine Log // June 2021

require shipowners to reduce engine power and speed to comply with the Energy Efficiency Existing Ship Index (EEXI). The carbon intensity index (CII) requirements may also see shipowners having to reduce cargo intake in addition to taking routing and slow speeding measures.

Compliance with the new regime may mean that shipowners are at risk of being in breach of their obligations in performing the voyage under standard charter party terms.

“An essential part of this process is bringing owners and charterers together to find practical and commercial solutions to issues that are fair to both parties,” says BIMCO, noting that its impact study indicates that the commercial implications of CII will be as equally challenging as the contractual issues.

Compliance Will Involve Cost “Compliance w il l involve cost,” says BIMCO. “This may take the form of capital costs installing new equipment to make

the ship more efficient; or it may be costs related to cargo shutout and longer voyage durations. A fair allocation of costs and responsibilities will be at the heart of the new BIMCO clauses to ensure that neither party is unduly disadvantaged by the carbon regulations.”

BIMCO will also look closely at emission trading schemes currently under discussion and how they be dealt with in charter parties. Although carbon levies could be considered a “tax” for the purposes of charter parties and therefore covered by existing clauses in standard forms, it may be that a more prescriptive approach is called for.

“As with the industry’s transition to low sulfur fuels in 2020, the carbon clauses will require owners and charterers to closely cooperate on technical and operational activities,” notes BIMCO, adding that it has been encouraged by the willingness of several dry cargo and wet charterers to work together with shipowners and BIMCO to find contractual solutions.

Photo Credit: Shutterstock/ xtock

MARPOL Amendments Will Mean Charter Party Rethink

INSIDE WASHINGTON

What’s in the Biden Budget for Maritime?

T

he Biden administration has released its FY 2022 budget request. For many in the U.S. maritime industry, among the most significant programs to look at are those administered by the DOT. The DOT is requesting $88 billion, but only just under $2 billion of this is requested for the Maritime Administration (MARAD).

The actual request for MARAD is $1,171.5 million. Here’s how some of it breaks down:

Operations and Training $172.2 million is requested to support the United States Merchant Marine Academy in Kings Point, N.Y., and MARAD Operations and Programs.

Within this amount, MARAD is requesting $90.5 million for Kings Point. Funding will provide $85 million for academic operating expenses and $5.5 million for

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facility maintenance and repair needs of the academy’s aging buildings and infrastructure. $81.7 million is requested for MARAD Operations and Programs to provide the resources to support core agency infrastructure.

Marine Highway Grants Funding also provides $10.8 million for Marine Highway Transportation grants to support the increased use, development, and expansion of America’s navigable waterways and landside infrastructure to enable the movement of freight by water, reducing highway congestion and associated emissions.

Training Ships $30.5 million is requested to maintain the six existing SMA training ships in compliance with U.S. Coast Guard and American Bureau of Shipping requirements while the NSMVs are constructed, and to enable continued implementation

of training ship capacity-sharing measures to ensure uninterrupted availability of mandatory at-sea training time for SMA cadets.

Port Infrastructure $230 million is requested for the Port Infrastructure Development Program for grants to improve port infrastructure and facilities, and to stimulate economic growth in and around ports, while also addressing climate and equity and strengthening resiliency.

Small Shipyards $20 million is requested to provide grant funding for infrastructure improvements at qualified small U.S. shipyards to help improve their efficiency and ability to compete for domestic and international commercial ship construction and maintenance opportunities. reduce shipyard power consumption.

To review the rest of the budget break down, visit www.marinelog.com.

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June 2021 // Marine Log 19

GREEN TECHNOLOGY

Mining giant Vale says that if the pilot rotor sail project proves effective, some 40% of its fleet could use the technology, which would result in a reduction of almost 1.5% of Vale’s annual iron ore maritime transport emissions.

ZERO BY 2050: Is the Technology There Yet?

f you didn’t get the message that shipping needs to decarbonize, welcome back from your vacation on Mars. The International Maritime Organization (IMO) has set what the International

20 Marine Log // June 2021

Chamber of Shipping describes as an “ambitious” goal of reducing total GHG reductions from shipping by 50% by 2050.

In terms of the difficulty of achieving it, the goal is, indeed, ambitious. In terms

of having a meaningful impact on slowing global warming, it is seen by many as “modest.”

Influential NGO Transportation & Environment has called the emissions strategy

Photo Credit: Vale

I

By Nick Blenkey, Senior Editorial Consultant

GREEN TECHNOLOGY Up for consideration at this month’s session of IMO’s Marine Environmental Protection Committee will be a proposal from the Marshall Islands and the Solomon Islands for a levy of 100 dollars per tonne of CO2 emitted. It is also likely that ships calling European Union ports will be included in the EU’s Emissions Trading Scheme (ETS).

Existing Ships Will Need Fixes, Too Among other things, the upcoming MEPC session is expected to endorse an amendment to the MARPOL convention that will require existing ships to meet new Energy Efficiency Existing Ship Index (EEXI) regulations that will penalize ships falling short of certain energy efficiency standards. Enforcement is likely to start January 1, 2023.

Speaking as part of a panel at a recent we bi n a r, S e a n Mc L a u g h l i n , S t r a te g y Consultant at Houlder Ltd. noted the “emergence of multiple decarbonization drivers which can present a perplexing maze for shipowners and operators. From charterers looking for more efficient ships and banks seeking to improve the environmental performance of their loan books to the ever-present IMO regulatory targets, shipowners are being forced to act now.”

EEXI compliance looks like it will become a priority.

most likely to be adapted at this month’s session of IMO’s Marine Environmental Protection Committee as “ineffective” and has called on governments to include shipping within their national and regional carbon reduction plans.

Meantime, the Biden administration is on record as “committing to work with countries in the International Maritime Organization to adopt a goal of achieving zero emissions from international shipping by 2050,” a much greater reduction than the present target.

Pressure is growing for “market based measures” to be introduced that range from a levy on bunker fuels to some kind of tax on emissions from individual ships.

“DNV estimates that 80% of ships will require some investment to meet EEXI requirements,” said McLaughlin. “However, different measures address different audiences. This means that it is vital that shipowners are clear about which targets they need to meet and ensure that investment is targeted at the most effective solutions.”

“The quandary is that compliance with EEXI doesn’t necessarily improve a vessel’s other ratings, it may not even deliver significant actual performance improvement,” said McLaughlin. “The key to success will be to carefully consider all potential improvement measures, not just those required to meet EEXI. Owners need to start with the ship and not a list of technologies.

“Thinking about both the cash and the carbon return on investment is key. Genuine operational improvements are likely to meet regulator y requirements but with a narrow focus on EEXI, the opposite may not be the case. There are plenty of options for improving hydrodynamic, mechanical, electrical or operational performance. Future fuels are an important consideration but focus on what can be

changed now.

“Delaying action is not an option, and shipowners should not expect any finance to be a different color to green,” concluded McLaughlin. “If shipowners don’t manage business risk, they won’t get funding.

Acting now will ensure shipowners and operators can both achieve compliance and protect commercial operations for the years ahead.”

Does Tech Exist?

Does the technology even exist to get us to the “zero by 2050” ambition? If you’re talking coastal and short sea shipping, the answer is yes. For ocean going ships, the technology remains in development. In either case, getting to zero will be dependent on massive rollout of offshore wind or other renewable energy sources. That’s because, while coastal vessels, such as tugs and ferries, can be all-battery powered, those batteries have to be charged and, unless that electricity is green, those tugs and ferries won’t be.

When it comes to oceangoing ships, it looks very much like the propulsion plant of the future will be the internal combustion engine. It’s been said that “you can burn anything in a diesel engine,” and that would certainly seem to apply to the zero-carbon fuels now most under consideration, ammonia and hydrogen. Both MAN Energy Solutions and Wärtsilä are developing ammonia-fueled engines and BeHydro (a joint venture of shipowner CMB and ABC Engines) has launched a 1 MW hydrogen powered four-stroke.

The big problem here is not the tech, it’s the availability of large volumes of green ammonia and green hydrogen, produced using green electricity, and the development of logistics chains to get them into ships.

Rotor Sails While those contemplating newbuildings in the near future wait for these technologies to come to market, owners seem more ready to contemplate solutions that deliver measurable improvements in fuel efficiency and thus emissions reductions. These include rotor sails — which just got a major endorsement in the shape of a decision to install five of them on a 325,000 dwt Very Large Ore Carrier (VLOC) newbuilding under construction in China for charter to Brazilian mining giant Vale has been fitted with five Norsepower Oy tilting rotor sails.

Tilting the rotor sails, using hydraulic cylinders, will enable efficient cargo operations.

Pan Ocean Ship Management owns the June 2021 // Marine Log 21

GREEN TECHNOLOGY vessel. Norsepower has analyzed the routes for the vessel on its charter to Vale and estimates that the rotor sail technology would be able to achieve an efficiency gain of up to 8% and a consequent reduction of up to 3,400 tons of CO2 per year.

To enable efficient cargo operations, the five 24 meter high and 4-meter diameter rotor sails can be tilted by using hydraulic cylinders.

“We are committed to supporting the adoption of clean technology solutions for shipping to ensure that Vale’s sustainability objectives are achieved,” said Rodrigo Bermelho, Shipping Technical Manager at Vale. “Installing five rotor sails will maximize our fuel and emissions savings. We are working with Norsepower to ensure this newbuild is as environmentally friendly as possible and can achieve significant reductions in fuel consumption and CO2 emissions.

“If the pilot proves effective, it is estimated that at least 40% of the fleet will be able to use the technolog y, which would result in a reduction of almost 1.5% of Vale’s annual iron ore maritime transport emissions.”

A s m a l l e r b u l k e r, a n 8 2 , 0 0 0 d w t

Kamsarmax bulk carrier is to be retrofitted with three Anemoi Marine Technologies Ltd. rotor sails, under what is described as “a commercial agreement” signed by Anemoi and TR Lady Shipping Ltd., a portfolio company of Tufton Investment Management Ltd. Bd. Under the agreement, the CS Marine designed bulker TR Lady, built in 2017 by

rail deployment system, allowing them to be moved across the deck to minimize their impact on port operations.

TR Lady will be retrofitted with the rotor sails during scheduled drydocking of the vessel. Anemoi will provide full project management, supply and delivery of the system equipment. Work will be undertaken at a Chinese yard and is scheduled to be completed in mid-2022. Class approvals will be awarded by Lloyd’s Register.

Propeller Cap Swaps

Propeller caps can recover energy losses in the propeller hub vortex in teh propeller’s slipstream.

Yangzijiang Shipbuilding Group and managed by Tufton, will be fitted with three large Anemoi rotor sails. They don’t tilt, but are fitted with an Anemoi-patented

Recently, underwater repair and maintenance specialist Hydrex installed propeller cone fins on two chemical tankers: one in Antwerp and one in Rotterdam.

Both operations were carried out with the company’s dive support workboats.

Stationed in these ports, they allow for immediate mobilization.

Propeller caps can recover energy losses in the propeller hub vortex in the propeller’s slipstream. This decreases fuel consumption by from 3% to 5%, according to the manufacturers, and reduces cavitation on rudders and hulls.

Hydrex says it can install propeller cone fins underwater on any size and

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22 Marine Log // June 2021

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GREEN TECHNOLOGY make of propeller, on both newbuild or in-service vessels.

A direct result of these underwater installations is that an owner can instantly start benefitting from the fuel savings a propeller cone fin brings, without having to wait until the vessel’s next scheduled drydocking for the installation.

Hydrex carries out these operations following the specific procedures required by the propeller cone fin manufacturer, adapted for an underwater installation.

After a preliminary inspection the divers remove the propeller cap and clean the flange where the device is to be installed.

They then lower the propeller cone into the water and position it on the propeller.

The bolts are put on the correct torque and secured. Hydrex teams can work in shifts around the clock to finish the operation as quickly as possible.

an attractive retrofit solution.

Developed by Singapore-based GILLS Pte Ltd., the GILLS (gas injected liquid lubrication systems) technology uses airfoil profiles developed by NASA predecessor NACA in a vortex generator, installed in the bow of the ship, to create self-generating micro-bubbles. This creates a “’turbulent modulation” with a

Air lubrication of hulls with air bubbles is another proven fuel saver.

Air Lubricated Hulls Air lubrication of hulls with air bubbles is another proven fuel saver. Bureau Veritas has just granted an Approval in Principle (AiP) to a hull air lubrication system that requires no energy-consuming compressors to generate the bubbles. It also looks to be

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air-compression and additional energy requirements is a major feature of the GILLS system.

Peter Kneipp, managing director of GILLS Pte Ltd. said: “The GILLS Air Lubrication System is a nature based innovative technology that not only uses the micro bubbles to reduce the drag, emissions, fuel and biofouling, but it also utilizes the ship speed to generate a negative pressure and minimizes the required external compressor power.

“We are greatly confident that GILLS will be a valuable contributor for practically every ship type to improve the EEDI /EEXI IMO Index. GILLS can also be retrofitted to existing ships as well as new vessels.”

According to David Barrow, SE Asia Zone vice-president for Bureau Veritas, “the GILLS systems has been installed on an existing vessel for a number of years now and the vessel owners are confident that the fuel savings are approximately 10%.”

Hull Coatings “hull-tightening” effect that reduces hull drag and energy requirements.

The self-generating nature of the microbubble clouds with no requirement for

Of course hull “slippiness” begins with having a smooth hull and the right choice of antifoulant. But that’s a topic for a whole feature of its own.

8/6/20 8:32 PM

June 2021 // Marine Log 23

GREEN PORTS TECHNOLOGY

Ports Focus More on

GOING GREEN

T

he Port of Corpus Christi in Texas has been in existence for nearly 100 years and is the third largest port in the U.S. Recently, it has partnered with Ares Management Corporation to develop renewable energy infrastructure on its property. The new infrastructure will include a renewable energy and clean fuel hub that includes solar facilities, battery storage facilities, and electrolyzer facilities used to produce green hydrogen that is created using renewable energy instead of fossil fuels.

Sounds a bit complex, but it represents the actions of many ports, domestically and around the world, who are integrating sustainable measures into their facilities and operations to aid climate change.

Aggressive Sustainability at European Ports Sustainable efforts by ports are growing within the U.S., but are gaining great momentum in Europe and the rest of the world. The European Sea Ports Organization (ESPO) is a consortium of European ports. In its “ESPO Environmental Report 2020,” it revealed that climate change is top priority nowadays. Just a few years back, in 2017, climate change as a priority was ranked 10th. In 2020, it is ESPO’s second priority.

24 Marine Log // June 2021

The report offered a cornucopia of findings indicating sustainability is a top initiative for a majority of European ports surveyed.

Approximately 81% of ports have set up an environmental monitoring program, with port waste being the most monitored issue.

Over half of the respondent ports offer on shore power supply (OPS). 57% of respondents provide differentiated dues for ships that go beyond regulatory standards, with air emissions, waste and climate change as the main targets of these discounts.

Lana Sukhodolska is the European renewables business development leader with Honeywell Building Technologies. She says ports are transitioning to be more sustainable and smarter ports that embrace both the blue and green economies.

“The actions they are taking now, and are planning for the future, will help minimize their impact on our planet,” she says. “I categorize those actions into three evolutionary areas: the lower-hanging that is achievable today, the middle-of-the-road initiatives that are in development, and the advanced solutions that will make up the future of sustainable ports.”

Sukhodolska says ports should start with the low-hanging fruit to become more environmentally friendly. “Using renewables

By Jim Romeo

onsite, such as solar panels, wind power, and shore-power, can all help contribute to reducing a port’s carbon footprint,” she explains.

“On the digital front, technology like artificial intelligence (AI), logistics automation and self-driving vehicles can improve efficiencies and remove bottlenecks in processes. Finally, as infrastructure is constantly evolving and growing, turning to sustainable construction and operation practices can also improve a port’s climate impact.”

She adds that there are middle-of-theroad initiatives where ports can pursue newer renewable solutions such as electric ferries, electric barges and battery energy solutions.

“These solutions are considered less mature, and it may be more difficult to secure financing for their activation; however, the use of these technologies can offset fluctuations in the grid,” she says. “They also promote a circular economy that reduces waste and shifts away from the use of finite resources.”

Finally, she says that, looking ahead, ports can explore renewable fuel efforts. “Biofuels have grown in popularity but have not gone mainstream—something we’re likely to see in the near future. In addition, incoming infrastructure for “green” ammonia and methanol are poised to be the fuels of the future,” she says.

Photo Credit: Fenix Marine (via ACT Commodities)

Than Ever

GREEN PORTS

Fenix Marine: In 2020, Fenix Marine, a terminal operator based out of the Port of Los Angeles/Long Beach worked with ACT Commodities, to help source and purchase renewable energy credits for their scope 2 emissions.

Green Initiatives Prevail Worldwide Christopher Johnston is the director of total sustainability at Energy Focus in Solon, Ohio.

He acknowledges the heightened focus on ports—and on the U.S. transportation industry as well—with grant money becoming available for them to put sustainable efforts into place.

“Climate change is a growing concern for port owners and operators, shipping companies and other maritime businesses,” he says.

“Ports are under varying degrees of public and policy pressure to reduce energy usage and greenhouse gas emissions (GHGs). However, the growth opportunities for seaports that prioritize sustainability are also ever increasing. Transportation makes up roughly 44%, which was valued at approximately $1,440 billion in 2015. Action plans put forth by PIANC and the International Association of Ports and Harbors, such as the Navigating a Changing Climate Action Plan, have led numerous ports to take advantage of EPA grants to launch their sustainability programs.”

Johnson notes that the Port of Virginia’s sustainability program included the replacement of three aging Tier 1 diesel-powered straddle carriers with Tier 4 diesel-electric shuttle carriers and was supported by a $750,000 EPA grant. “Low hanging fruit include upgrading

lighting to LED, which reduces operating and maintenance costs particularly when high quality LEDs are employed,” he says. “Energy Focus’ floodlights and waterline security lights were designed for the U.S. Navy and are standard equipment for Navy vessels. Such lights can be installed with the knowledge that they will stand the test of time, reducing energy consumption and material waste from frequently replacing failed lights.”

Commitment to Sustainability Bogdan Vilicich is an environmental commodities specialist with ACT Commodities in New York City. He says there’s a growing sensitivity by investors as well as other stakeholders to ensure those they do business with are engaged in sustainability practices.

“Companies understand that a commitment to sustainability is better for their brand and how customers perceive them, as well as being better for their industry in the long run,” he says. “More carbon emissions could drive rising sea levels that pose a threat to ports in the future, and many companies are realizing this could seriously affect their bottom lines. This concern for sustainability is only going to increase in the coming years. More investors and stakeholders will look at their investments and grow concerned that there

could be potential climate risks, and more governments will start to emulate each other, creating a robust regulatory framework for sustainability.”

Vilicich points out that ports present an ideal focal point for a transition to sustainability. They involve so many players, from unions to shipping companies, to trucking firms, to rail companies. “All these stakeholders have their own contributions they can bring to the table when it comes to driving the industry in a more climate-friendly direction, and, in fact, all are necessary,” he says. “For example, there might be environmental concerns that also double as employee safety concerns from the perspective of a union.”

Summarily, there’s a wide mix of how ports everywhere are contributing to sustainable ways to curb climate change. But ports are unique. They are at the intersection of many different modes of transportation: truck, rail and other modes. Like the Port of Corpus Christi, ports are in the center of so much energy exchange that there’s much opportunity to take preventive measures that would otherwise harm the environment.

All of them have environmental challenges they’re approaching in different ways, and they may not be aware of the challenges each other has. The port is their common unifier.

June 2021 // Marine Log 25

GREEN U.S. OFFSHORE FLOATING TECHNOLOGY WIND WIND Developing California offshore wind will demand floating turbines: An artist’s rendering of the 12 MW floating wind turbine concept GE Research and Glosten are designing as part of a project with ARPA-E.

U.S. OFFSHORE WIND:

U

.S. offshore wind development is picking up pace, with the Biden administration doing everything open to it to remove kinks from the regulatory pipeline.

With multiple Atlantic Coast projects moving along, the White House last month made an announcement that could see the offshore California wind lease sale by mid-2022. As we’ll discuss later, that opens the way for the first floating wind farms off the U.S. coast.

Meantime, on the Atlantic Coast, it remains to be seen how the issue of wind farm installation within the constraints of the Jones Act 26 Marine Log // June 2021

resolve it. Two classic models have already been adopted. In Virginia, Dominion Energy has placed an order at the Keppel AmFELS shipyard for a Jones Act compliant Wind Turbine Installation Vessel (WTIV) designed by GustoMSC to handle turbine sizes of 12 megawatt (MW) or larger. Equipped with a 2,200-metric-ton lift capacity leg-encircling crane, it will also be capable of the installation of foundations for turbines and other heavy lifts.

The overall project cost, inclusive of construction and commissioning and excluding financing costs, is estimated to be around $500 million. Financing for the vessel has been

arranged through a lease financing agreement with leading global banks.

For that money, Dominion is getting a vessel that can lay the foundations for a turbine, go back to a U.S. port, load up with turbine components and then go back on site and plant them.

Vineyard Wind, in contrast, has partnered with Belgium-based DEME, which will install the turbines at the Vineyard Wind 1 project off the coast of Martha’s Vineyard, Mass., using a large foreign-flag WTIV that will stay on site offshore with the turbine components being supplied to it by Foss Maritime Company

Photo Credit: Glosten

Will California Open Up the Golden Gate for Floaters?

Photo Credit: NewWindShape

U.S. U.S.OFFSHORE FLOATING WIND using Jones Act-compliant feeder vessels operating from the port of New Bedford, Mass.

Though it’s widely supposed that Jones Act feedering of foreign flag WTIVs will be the most widely adopted method, the problem here is that turbines are getting bigger and offshore wind farms are being installed worldwide. That means that mega WTIVs will be in short supply.

One company seeing a need for more U.S.built large WTIV is Emanuele Lauro’s Eneti Inc., the company that used to be called Scorpio Bulkers until it decided to sell off the bulkers and get into the WTIV market. It has just finalized a $330 million at Daewoo Shipbuilding and Engineering in Korea for a WTIV with a 2,600-ton leg-encircling crane and will be capable of installing up to 20 MW turbines at depths of up to 65 meters of water.

Announcing the DSME order, Lauro said that Eneti is in discussion with American shipbuilders for a WTIV that “would be constructed, financed, and operated by American citizens in compliance with the Jones Act, in order to address the heightened demand for transportation and installation capacity on the Continental Shelf of the United States.”

Yet another option has been put on the table

by Houston-based Friede & Goldman, long a leader in jack-up technology, has partnered with Rotterdam-headquartered Tetrahedron B.V. to offer a feedering solution for the U.S. offshore wind market called NewWindShape.

Basically, instead of using a large WTIV, the turbines are installed using a relatively small F&G designed jack-up, which would not need to be a Jones Act vessel, fitted with a Tetrahedron leg-encircling crane.

Turbine components are brought to the jack-up using standard Jones Act ocean barges as feeder vessels. A key component of the system is the Tetrahedron model 65 crane. Able to achieve lifting heights of 200 meters above the still water level and with a 20 MW turbine installation capability, the crane has a tetrahedron shape. This shape allows the crane to take the increased side loads often seen with afloat load transfers.

Tetrahedron has also developed the Smart Hoist system, said to offer “unparalleled” lifting speeds. In addition, a “rigging-ondeck” principle is used to eliminate the need for a heavy tool to clamp on the top-flange of a tower segment.

“That is important, because it eliminates the mating process of the heavy flange clamp onto the top of a swinging tower,” say the partners.

Meantime, on the West Coast ...

Last month, the Department of the Interior, in cooperation with the Department of Defense and California, identified an area (“the Morro

Bay 399 Area”) that will support 3 GW of offshore wind on roughly 399 square miles off California’s central coast region, northwest of Morro Bay. The Department of the Interior is also advancing the Humboldt Call Area, located off northern California, as a potential Wind Energy Area (WEA).

Floating Offshore Wind “Because the outer continental shelf falls away much more quickly into much deeper waters in the Pacific than it does in the Atlantic Ocean, new floating offshore wind technology will be deployed in offshore California waters,” says a White House fact sheet. “Notably, and as a further demonstration of the Biden administration’s whole-of-government approach to clean energy development, the Department of Energy, through its Office of Energy Efficiency and Renewable Energy and ARPA-E, has invested more than $100 million in researching, developing, and demonstrating floating offshore wind technology. These investments have helped position the United States as a leader in the emerging global floating offshore wind market.”

One of the floating wind technologies that has emerged from the Department of Energy R&D is SpiderFLOAT—named for its modular components that resemble spider legs— which is seen as having the potential to reduce costs by simplifying the construction and maintenance logistics for deep-water wind systems in challenging offshore marine environments.

Floating a 12 MW Turbine Meantime, GE researchers have unveiled details of an ongoing two-year $4 million project being undertaken through ARPA-E’s ATLANTIS (Aerodynamic Turbines Lighter and Afloat with Nautical Technologies and Integrated Servo-control) program.

The aim is to design and develop advanced

controls to support a 12 MW floating offshore wind turbine. GE is partnering on the project with Seattle-headquartered naval architecture and marine engineering firm, Glosten, the developer of the PelaStar tension-leg platform floating wind turbine foundation.

Rogier Blom, a Senior Principal Engineer in GE’s Model-Based Controls and the project’s principal investigator, says the enormity of building a floating platform that can support a structure as massive as an 850-plus-foot offshore turbine cannot be understated.

By coupling a 12 MW GE turbine with Glosten’s tension leg platform technology, the team has taken on the challenge of designing a lightweight-floating turbine with up to 35% less mass in the tower and the floating platform.

This is expected to result in a very significant reduction of the resulting Levelized Cost of Energy—LCOE—of the electricity generated with this turbine. The core principle that makes this possible is co-designing the controls system with the tower and floating platform.

Blom noted that enabling floating offshore wind would dramatically expand the power generation potential of offshore wind power.

“With GE’s Haliade-X, the world’s most powerful offshore wind turbine built to date, we’re just beginning to tap into the future promise of offshore wind power in Europe, the U.S, and other parts of the globe,” Blom said. “Today, these fixed-bottom wind turbines are limited to depths of 60 meters or less. With floating turbines, we would be able to dramatically expand the reaches of offshore wind power to areas with water depths of 60 meters or greater.”

According to the National Renewable Energy Lab (NREL), the introduction of floating turbines would dramatically expand the potential of U.S. offshore wind resources to more than 7,000 TeraWatt hours (TWhs) per year, nearly double the total annual U.S. energy consumption of 4,000 TWh.

A solution proposed by Friede & Goldman and Tetrahedron would use a small jack-up with a big crane fed with components by standard Jones Act barges.

June 2021 // Marine Log 27

TECH SPOTLIGHT

Hyde Guardian-US (Universal Service) Ballast Water Treatment System

DATA-DRIVEN ANALYTICS

T

he maritime industry’s steady and in e s c ap abl e ma rch tow a rd t h e deployment of digital technologies continues to reshape the way shipowners and operators leverage new innovations to enhance operational efficiency or maintain their competitive differentiation.

28 Marine Log // June 2021

This is particularly true as the world stared down COVID-19 over the past yearand-a-half, and the impact that lingering pandemic has had on shipping logistics. It also shone a light as to how marine engineers, owners and operators will need to work collaboratively to address the specter

of climate change and the impact their operations have on our shared planet. To steal a phrase from recent months, “We’re all in this together.”

In addition to helping owners achieve decarbonization by the middle of the century, digitization—in the form of “always

Photo Credit: Hyde Marine

EASES GLOBAL BALLAST WATER TREATMENT COMPLIANCE

Photo Credit: Shutterstock/ SteveEBell images

TECH SPOTLIGHT on-board” technologies—is able to rapidly move owners to now address global ballast water treatment compliance, which is breathing down the proverbial neck of owners and operators.

Data-driven, predictive analytics, combined with installation consultation, crew training and remote access technology are being combined with digital innovations, which are effectively changing the range and ease by which shipowners and operators combat the spread of aquatic invasive species.

For example, Hyde Marine, a pioneer in the development of ballast water treatment systems (BWTS) based in Coraopolis, Pa., raised the bar on digitization recently with the launch of its interlocking suite of support services, Internet of Things (IoT) technologies, and indicative compliance offerings, which are helping owners and operators to drive greater efficiencies, reduce downtime in ports, and enable a vessel’s ballast water equipment to perform at the optimal—and expected—level.

As part of its continuum of digital service offerings, in late 2020, Hyde Marine rolled out the Hyde Guardian Data Log Analysis Utility (DLAU)—the maritime industry’s first data-driven analytics platform to track BWTS performance and address ballast water compliance in virtually any port around the globe.

DLAU leverages a cloud-based, IoT solution, which enables recurring Hyde Guardian BWTS health monitoring, standardized performance reporting, and options for enhanced, fleet-wide environmental compliance management.

According to Chris Todd, executive director of Hyde Marine, the addition of DLAU has leveraged the company’s 100-plus-year legacy of innovation to raise the bar regarding the value vessel operators should expect—demand—from BWTS equipment suppliers. Now, shipow ners and operators can take advantage of integrated remote access technology, combined with indicative compliance testing, BWTS operational simulation, automated data analytics and performance reporting.

This spectrum of technical solutions provides vessels with the resources they need to comply with proper ballast water treatment both proactively and effectively.

Vincent Page, technical solutions manager, Hyde Marine, added DLAU empowers crews to easily monitor performance of their BWTS and, when necessary, proactively identify maintenance tasks before problems arise. Moreover, with each submission of data, a historical performance report is supplied to the vessel operator

for mission critical action items or followup. This essential type of information’s operational objective is to eliminate or reduce maintenance costs before they become urgent and costly—saving owners money in the long run by helping to ensure uptime.

Additionally, the operational analysis performed by DLAU is also forwarded to Hyde Marine’s technical support team, who then assesses the data to determine what, if any, recommendations are required for corrective action or if improved performance

The spectrum of technical solutions provides vessels with the resources they need to comply with proper BWTS both proactively and effectively. tunings are appropriate to enhance vessel BWTS operations. “In this way, the pairing of Hyde Marine’s remote access technology with DLAU establishes a complete and closed-loop support system aimed at keeping the Hyde Guardian-US (Universal Service) BWTS operating at peak performance 24/7,” says Page.

Choose Wisely Owners and operators may be looking for the cheapest way to comply with BWTS regulations, but cost does not tell the whole story. In their rush to save money on the front end, they are unwittingly exposing the long tail of inefficient equipment and operations associated with their investment. For example, most BWTS, especially those using proven ultraviolet (UV) light technology, must be able to work in waters of varying quality all over the world. In even the most challenging waters, the proper dosage of UV light must be transmitted to successfully treat ballast water to mandated regulatory standards—a benchmark by which not all BWTS are created equal.

Hyde Marine says that its GuardianUS BWTS provides a solution with the power and flexibility to optimize UV treatment efficiency for even the poorest of water qualities. The Guardian-US BWTS will continuously adjust itself to maximize the flow of ballast while also ensuring minimum UV treatment dose is maintained. In this way, UV treatment is delivered at peak efficiency—meaning no organisms are left untreated and no excess energy is consumed.

“Digitization is the future, available now, for shipowners to better understand how their vessels are performing in ports around the world anytime day or night,” adds Todd. “The lens vessel operators now have to look into the heart of their BWTS is unparalleled with the advent of the Hyde Guardian-US suite of technology and digitalization tools.”

June 2021 // Marine Log 29

LNG

DNV’s Dashboard summary of fuel status

FIGURE 6.1

The Alternative Fuel Barrier Dashboard – indicative status of key barriers for selected alternative fuels in 2020.

Designer, yard, engine/equipment supplier, shipowner, cargo owner

Electricity in batteries

Technical maturity

Hydrogen

Feedstock suppliers, fuel suppliers, authorities Fuel availability

LNG Infrastructure

Fuel supplier, authorities, terminals, ports

HVO Ammonia

Safety

Capital expenditures

Energy cost

Volumetric energy density

IMO, Class, regional, national

Methanol Equipment supplier, designer, yard, incentive schemes

LPG

Feedstock supplier, fuel suppliers, competition authorities

R&D, designer

Technical maturity – refers to technical maturity level for engine technology and systems.

Fuel availability – refers to today’s availability of the fuel, future production plans, and long-term availability.

Infrastructure – refers to available infrastructure for bunkering.

Safety – refers to rules and guidelines related to the design and safety requirements for the ship and onboard systems.

Capital expenditures – cost above baseline (conventional fuel-oil system) for LNG and carbon-neutral fuels, i.e. engine and fuel-system cost.

Energy cost – reflects fuel competitiveness compared with MGO, taking into account conversion efficiency.

Volumetric energy density – refers to amount of energy stored per volume unit compared with MGO, taking into account the volume of the storage solution.

O

n May 11, the classification society that as of mid-2020, 9.74% of the ships on DNV hosted a webinar titled “LNG order would use alternative fuels and LNG will as ship fuel—Where are we and what power 4.52% of those “newbuilds.”

LNG provides GHG reductions of up to 23% comes next?” when used in large two-stroke engines and up Over the last two decades, LNG has gone to 14% in four-stroke engines, and that lower from in small coastal HVOtrials – hydrotreated vegetable oil; ferries to fueling LNG of – liquefied natural gas; number for 4-strokes is expected to improve some the world’s largest container carriLPG – liquefied petroleum gas; – carbon-neutral ers.Hydrogen “The chicken is veryliquefied muchhydrogen out of consumed the egg,”in fuel cells; Ammonia – carbon-neutral ammonia burned in internal combustion engines; DNV commented introducing the webinar, Electricity in batteries in – full-electric with batteries; Methanol methanol burned in internal engines. “and LNG– iscarbon-neutral now a serious option for manycombustion of today’s newbuildings.” ©DNV GL 2020 As those in the industry know, the commercial maritime sector is under pressure to reduce CO2 and other greenhouse gases (GHG). Maritime emissions account for around 3% of global carbon dioxide output.

In 2018, the IMO presented its GHG reduction strategy and a roadmap seeking results “as soon as possible.” But this is neither haphazard nor random. IMO seeks reductions of at least 50% by 2050 compared to 2008. In addition, with new technologies being developed now.

The numbers get even better with bio-LNG, IMO seeks to decrease the carbon intensity of maritime fuels. And IMO is not the only produced from renewable sources. LNG is player—major banks and investment firms the bridge fuel, ready for use now while work and logistics companies have established the continues to develop other alternatives such as ammonia, hydrogen and methanol. (See Poseidon Principles and the Sea Cargo CharDNV’s Dashboard summary of fuel status.) ter, efforts to synch finance and operational Importantly, LNG uptake continues. Chrisefficiencies to yield low-carbon profiles. tos Chryssakis, DNV’s business development In 2021, and likely for at least the next manager, said that 22% of 2020 newbuilds decade, LNG is seen by advocates as really the only viable alternative fuel that can replace on order will use alternative fuels and threequarters of these will use LNG. Newbuilding petroleum-based marine fuels. numbers from January through April 2021 According to DNV, less than 1% of the fall just short of maintaining this momentum: commercial maritime fleet currently uses an 18.5% of newbuilds will use LNG. alternative fuel. LNG’s portion of that total is In actual numbers, 106 LNG vessels are on 0.16%. However, in the webinar, DNV reported

Of seven fuels listed, LNG is the least expensive, and it’s been that way for the past five years ...

30 Marine Log // June 2021

By C.F. St. Clair

order for 2021, increasing to 277 in 2027. When currently operating LNG vessels are added to that, plus vessels referred to as “LNG ready,” the total LNG fleet in 2027 will equal 638 vessels. Chryssakis said LNG orders have increased among all types of vessels, with crude oil tankers, containerships and bulk carriers dominating recent newbuilding orders.

Importantly, it’s not just about the ships.

LNG vessels will increase to the extent that LNG is available—dependably available. Supply has to match demand and from 2021 to 2027, DNV expects LNG maritime consumption to increase from 2.3 million tonnes/year to over 4 million. Bunkering is available pretty much worldwide, except for South America and southern Africa.

It’s LNG’s low price, along with its environmental benefits, that makes it the go-to fuel right now, a status made clear on a DNV slide titled “What does it cost?”

Of seven fuels listed, LNG is the least expensive, and it’s been that way for the past five years, cheaper than high and low sulfur fuel oils. “Fuel differential has been constant for quite a few years and we expect it to remain,” commented Chryssakis. “This is what makes an attractive business case,” he added, “particularly for large vessels with high fuel consumption.”

DNV estimates capital expenditures for LNG systems can vary between $10 to $15 million, depending on vessel type. Payback time, though, is relatively short—five to seven years, again because of LNG’s competitive price.

There are some clouds on the horizon, however. Despite its lower carbon footprint when burned, LNG itself is under increased scrutiny.

Methane, the main component of natural gas, is a more potent greenhouse gas than CO2, although methane doesn’t last as long in the atmosphere. “Methane slip,” the small portion of LNG as fuel that escapes the combustion process is the big concern. New policy initiatives, based on concerns about methane slip, could check LNG expansion, despite availability. This is a big concern in the Biden administration.

DNV’s webinar notes this challenge when it references fuel flexibility and bridging technologies, i.e., taking advantage of fuels like LNG now while preparing to be ready to move to carbon-neutral fuels, such as bio-LNG, hydrogen, and synthetic LNG. DNV estimates that hydrogen, for example, may be ready by 2035, and synthetic LNG by 2040. Those new fuels will likely be necessary to reach the not-so-far-off goal of a 50% GHG reduction by 2050. Until then, LNG is scaling up; it’s ready to go now.

Photo credit: DNV

LNG as Ship Fuel—An Update from DNV

NEWSMAKERS

Medina Elected Chair of IMO’s Maritime Safety Committee MAYTE MEDINA of the U.S. Coast Guard has been unanimously elected to serve as the first female Chair of International Maritime Organization’s Maritime Safety Committee, the IMO technical body responsible for all issues related to the protection of life and property at sea. A graduate of the U.S. Merchant Marine Academy, Medina has been with the U.S. Coast Guard since 1997.

BRIAN BLANCHETTE has been promoted to vice president of quality and engineering, Huntington Ingalls Industries’ Ingalls Shipbuilding division. He will be responsible for the management and oversight of the division’s quality program as well as all ship design, engineering, integrated logistics support and planning yard engineering efforts.

The Committee of the London Maritime Arbitrators Association has elected DAVID STEWARD as its new president to succeed BRUCE HARRIS. The change of president follows the appointment of JAMES CLANCHY as new LMAA Honorary Secretary in March.

ADELE S. HAPWORTH has succeeded MICHAEL LAPEYROUSE as CEO of the American Equity Underwriters Inc., a leading provider of workers’ compensation insurance for waterfront employers and program administrator for American Longshore Mutual Association Ltd. announced effective June 1.

Furuno USA has hired JOHN BOZZELLE as a commercial business development manager.

He will play a key role in establishing and developing business relationships with Furuno dealers and commercial ship owners, operators, and builders around the Great Lakes and Eastern Seaboard.

The Georgia Ports Authority board has elected new officers for the coming fiscal year. JOEL WOOTEN will serve as chairman, KENT FOUNTAIN as vice chairman, and ALEC POITEVINT as secretarytreasurer. Wooten previously served as vice chairman and Fountain as secretary-treasurer, respectively.

Poitevint was serving as a member prior to becoming the authority’s next secretary-treasurer.

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June 2021 // Marine Log 31

TECH NEWS

Maersk Minder

Maersk Supply in AHTS Battery Conversion First

Wärtsilä HY containerized hybrid battery power and energy storage system 32 Marine Log // June 2021

customers demand for lower carbon vessels.

“The expectation is that the new battery pack will decrease the fuel consumption and thereby reduce CO2 emissions by 15%,” says Allan Rasmussen, Head of Technical Organization, and responsible for the decarbonization initiatives in Maersk Supply Service. “The responsibilities for anchor handling vessels vary considerably from heavy tows of offshore floating units to subsea work in Dynamic Positioning mode. With the specialized tasks and variety of operational capabilities, it is important that we thoroughly test the vessel setup utilizing the batteries and validate the CO2 savings during the first few months of operations.”

Wärtsilä Solution Selected The vessel is equipped w ith Wär tsilä engines, thrusters, propeller arrangement, seals and bearings, along with integrated automation and planned maintenance systems and Maersk has selected the Wärtsilä HY Module, a containerized hybrid battery power and energy storage system, for the conversion.

The main system components are the hybrid drive, the energy storage system, and the transformer. Control and monitoring of the hybrid system is handled by the energy management system. Together, the system achieves peak shaving, spinning reserve, and significant efficiency improvement by running the engines at optimal load and using the batteries to absorb a large proportion of the load fluctuations.

“The Wärtsilä Low Loss Hybrid battery system seamlessly integrates with

conventional engines, like Maersk Minder’s,” says Kenneth Bang, account manager at Wärtsilä, who adds that the system “will be a great fit for anchor handling tug supply vessels, as it already is for other vessel types.”

More Bulker Owners Opt for ME-GI Engines WITH MORE OWNERS seeing LNG, or at leas t LNG - read y, as the most future -proof option for newbuildings ordered today, sales of MAN B &W ME- GI engines are steadily increasing.

In line with this trend, New Times Shipbuilding Co. Ltd., located in Jiangsu Province, China, has ordered three MAN B &W 6G70 ME-GI for three 210,0 0 0 dw t bulk c ar rier s under construction by Singaporebased Eastern Pacific for charter to mining multinational Rio Tinto.

CSSC-MES Diesel will build the engines in China.

This latest order for engines for Eastern Pacific bulkers comes after MAN Energy Solutions received an order in Oc tober 2020 for f i ve 6 G70 ME- GI M k 10. 5 d u al fuel engines for five 210,000 dw t Newcastlemax bulk carriers, ordered

by Eastern Pacific for five-year charters to Australian mining giant, BHP.

Photo Credit: Maersk Supply Service, Wärtsilä

COPENHAGEN-HEADQUARTERED Ma e r s k Su p p l y S e r v i ce h a s o rd e re d a batter y pack for one of its M-class anchor handling tugs supply (AHTS) vessels. While the addition of batter y packs has become well proven in the platform supply vessel (PSV) area, the conversion looks to be the first for an anchor handler.

“To the best of our knowledge, this will be the world’s first AHTS hybrid battery conversion,” says Mark Handin, COO of Maersk Supply Service, which says the conversion is in line with its target to reduce its carbon intensity by 50% across its fleet in 2030.

Maersk Supply Service has selected the Maersk Minder as its first vessel for battery installation. The vessel will operate in the North Sea from third quarter 2021, with plans to install the battery in late 2021 or early 2022, depending on delivery time.

The concept is designed to meet our

TECH NEWS

Argentinian Operator Finds Answer to Bearing Headache GRUPO SERVICIOS MARITIMOS, an Argentinian company with maritime, inland waterways and port activity operations, found excessive tailshaft wear was being experienced on some vessels operating conventional rubber bearings in a mix of sea, brackish, muddy, and fresh waters.

The company looked for an alternative solution. In October 2020, it contacted Thordon Bearings’ authorized distributor in Argentina, Marine Logistics SA, with a request to install Thordon’s robust, low maintenance water-lubricated RiverTough tailshaft bearings on the 1975-built push boat Candela S. The Tandanor Shipyard in Buenos Aries completed the work to the 44.7 meter (147 foot) long, vessel in December 2020.

“Being an old boat, this did not appear to be a simple installation,” says Marine Logistics’ Hernan Lopez. “The 303-mm (12-inch) diameter tailshaft and rubber bearing were both showing considerable wear, along with excessive bearing clearances. Another problem was that the shaft liner was a different diameter from that shown on the drawings.

“Fortunately, Thordon materials can be easily machined to adapt to multiple shaft and housing sizes, whereas conventional materials would encounter difficulties when faced with this issue. The RiverTough tailshaft bearings were installed successfully—and quickly!”

Impressed by the attention to detail shown

by Thordon and its distributor, Grupo Servicios Maritimos decided to include Thordon SXL rudder bearings and Thordon Pucker Seals on the purchase order.

“The owner will save money in the long

Thordon’s RiverTough Bearings installed on the push boat Candela S

run because the Thordon material can be machined to suit multiple shaft diameter sizes,” says Egnard Bernal, Thordon’s Business Development Manager for Latin America. “This makes ordering and the installation much simpler. Additionally, the long lifecycle of the Thordon material reduces the need for frequent drydockings for bearing and seal replacement, which reduces the operating costs considerably for the vessel owner.”

RiverTough tailshaft bearings, run in combination with hard coated nickelchrome-boron shaft sleeves, routinely outlast rubber bearings by a factor of two or more in the abrasive water conditions encountered on South American waterways. “ The elastomeric polymer material pioneered by Thordon offers increased resilience compared to rubber bearings,

resulting in easier alignment and less edge loading,” says Bernal. “For repair applications where the housing bore condition may be less than ideal, water lubricated RiverTough bearings can be bonded in place using an approved adhesive.”

Thordon SXL rudder bearings, meanwhile, operate without grease, above and below the waterline. SXL offers high abrasion resistance and can also withstand high shock loads, improving the wear life of the bearing.

Similarly, the Thordon Pucker Seal, is manufactured from a tough self-lubricating polymer, designed to keep out abrasives such as sand and grit from the rudder trunk.

“Thordon’s reputation for in-service performance, reliability and good service is well known throughout the region, which is likely to lead to requests for more Thordon products in their fleet,” said Lopez.

Photo Credit: Thordon Bearings, Alfa Laval

BWTS Deckhouse Solution Wins DNV Approval PLACING BALLAST water treatment systems (BWTS) in a deck-mounted enclosure is necessary on most modern tankers, which lack a pump room or other suitable internal space. Now, in what will be a time and money saver for customers and systems integrators, DNV has issued Alfa Laval the first design approval for the installation of ballast water treatment systems on the weather deck.

The Type Approval design certificate is for the Alfa Laval PureBallast 3 Ex deckhouse solutions.

While the system type approval applies to the ballast water treatment system itself,

both the enclosure and the installation within it must also be approved by a classification society.

The DNV Type Approval design certificate means PureBallast 3 Ex deckhouse deliveries will have this approval in advance.

“Alfa Laval quickly recog nized the importance of having a standardized and purpose-built solution for installing PureBallast 3 Ex on deck,” says Peter Sahlén, Head of Alfa Laval PureBallast.

In practice, the design approval for PureBallast 3 Ex deckhouse solutions means that for the final onboard approval, only the mounting of the enclosure on deck and its

interconnections with the vessel will need to be evaluated by the classification society.

“Having class approval for our design specifications makes the deckhouse essentially a plug-and-play solution for installation on the weather deck,” says Sahlén.

June 2021 // Marine Log 33

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34 Marine Log // June 2021

AD INDEX

COMPANY

PAGE #

American Equity Association

5

BMT

16

Colonial Oil Industries

C4

CR Ocean Engineering

23

Cummins

3

David Clark Company

C2

Furuno USA Inc.

13

Gladding-Hearns Shipbuilding

14

Hyde Marine-Calgon Carbon

7

Panolin America Inc.

9

Rose Point Navigation Systems

15

Simplex Americas

14

Volvo Penta of the Americas

11

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June 2021 // Marine Log 35

SAFETY FIRST

I

nclement weather conditions undeniably have an outsized impact on uptime, safety, sustainability and overall operations—and lightning poses one of the most significant threats in and around ports and terminals.

Ports and terminals dealing with cargo, potentially explosive materials, oil and gas, or liquefied natural gas (LNG) are suspect to danger from thunderstorms because by the time lightning strikes, it’s too late. Consider explosions at terminals in Malaysia and India as harrowing examples of the danger a single flash of lightning can cause to both people and property.

Any thunderstorm- and lig htningrelated delays can increase operations costs and decrease productivity. In order to maintain scheduled operations and keep workers safe, decision-makers require precise and timely lightning information. And without an adequate picture of the current and forecasted weather conditions, it’s nearly impossible to plan ahead, react quickly to changing circumstances and ultimately reduce disruptions and delays.

Storm and Lightning Detection By its very nature, shipping port and terminal management is a complicated endeavor involving potentially explosive materials, towering cranes and human lives—and port operations are further complicated when lightning is a frequent hazard. Not only is lightning responsible for up to 24,000 global deaths per year, but it also costs ports and terminals around the world countless amounts of money in interruptions and shutdowns.

36 Marine Log // June 2021

While the threat of lightning can bring all loading and unloading activities to a grinding halt, lightning strikes can also damage cargo, cranes and other assets, or worse yet, cause injury to or potentially kill workers. Clearly, lightning detection is crucial to the maritime industry.

Unfortunately, not all lightning detect ion te chnolo g ies are create d e qual.

Standalone lightning sensors provide some local information, but the technology and reaction time is limited. Consequently, damage may have already occurred by the time the right precautions were put in place or operations may continue to be halted when the threat has subsided, leading to unnecessary delays. Beyond the uncertainty of standalone single-sensor systems, a lack of system standardization is a problem many threat management teams face—particularly when dealing with lightning and severe weather.

Formulating an effective emergency weather plan depends on reliable and timely advanced warning of potentially dangerous storms. Without weather monitoring tools that deliver lightning detection information, determining the safety vs. risk tolerance threshold and whether weathercritical operations should continue or halt remains a guessing game.

directly overhead are unusual, they are also much more dangerous and require instant warning of an immediate threat.

When evaluating the effectiveness of a lightning detection system, two metrics should be scrutinized more carefully than other considerations: detection efficiency and location accuracy. Combined, these measures deliver highly dependable thunderstorm information that can be utilized to develop an operational plan that effectively details when activities should be shut down for safety, notifies personnel of the threat, and explains where people should go for protection and how long to wait before safely resuming operations.

Existing global lightning detection networks can accurately detect lightning activity around and directly above ports, which provides operational staff time to stop operations and get to a safe location.

Plus, such networks eliminate the requirement to own, operate and maintain your local lightning network. Global lightning network data can provide excellent threat detection while still decreasing downtime by eliminating costly false alarms and reducing the impact of unnecessary delays. This can be critical for vessels trying to recoup time lost through faster transit times.

Lightning technology should detect a lightning threat well before it reaches the port or if it develops directly overhead, and leveraging a global sensor network provides the highest accuracy in detecting and tracking lightning without needing to install on-site sensors. Weather forecast systems with global lightning data enhance the ability to react to thunderstorms so that cargo can be moved without unnecessary stoppages and ports can save costs while protecting commodities and workers onsite. From increased safety to minimized downtime and maximized efficiency of operations, a comprehensive lightning detection and warning system can help improve port safety and cargo-handling efficiency to better balance well-being and the bottom line.

When Lightning Strikes Leveraging lightning data from a comprehensive global lightning detection network enables port decision-makers to accurately measure the development of approaching storms, plus overhead accumulation and dispersion. While storms that develop

MIKKO NIKKANEN Head of Maritime, Vaisala

Photo credit: Shutterstock.com/ Hit Uno

Port Safety and Lightning Detection Networks

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