Marine Log June 2022

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

June 2022

GETTING TO GREEN: Expensive Journey

GOING GREEN WITHOUT GOING BROKE Digitalization promises the biggest bang for the buck

BALLAST WATER MANAGEMENT CHALLENGES Deadlines and bottlenecks face those who waited too long

WELLNESS: TAKING CARE OF YOUR BRAIN You don't have to lose your marbles as well as your keys

CONTENTS

8 DEPARTMENTS

28 FEATURES

21

GREEN TECHNOLOGY Going Green: Expensive Journey The total costs of decarbonizing shipping will be staggering, but individual operators can get costeffective results almost immediately through digitalization

24

BALLAST WATER MANAGEMENT Deadlines and Bottlenecks Threaten The peak installation period for systems meeting IMO deadlines is upon us

8 VESSEL OF THE MONTH Skana: A 150-passenger cat built to Teknicraft design is at work in Alaska

26

STAYING GREEN Q&A with Crowley One of U.S. maritime’s leading players has plans to attain carbon neutrality across all its businesses

10 UPDATES • Towage giant Svitzer sets target to be carbon neutral by 2040 • Concept ship aims to turn ocean plastic pollution into hydrogen

28

CEO SPOTLIGHT Q&A with EBDG’s John Waterhouse A leading naval architect talks about hybrid and all-electric options

2 EDITOR’S LETTER Getting to green offers opportunities as well as challenges 4 INLAND WATERWAYS The Inland Waterways User Board (IWUB) is back in business 6 WELLNESS You don’t have to lose your marbles as well as your keys

20 INSIDE WASHINGTON Ukraine situation used as pretext to undermine cargo preference 30 NEWSMAKERS GD picks an aerospace exec to run a shipyard

Cover Photo Credit: Shutterstock.com/Elnur

32 TECH NEWS The first hydrogen-fueled CTV is powered by a pair of MAN V12 diesels 36 SAFETY Lower total loss numbers don’t tell the whole story

June 2022 // Marine Log 1

EDITOR’S COLUMN

MARINELOG JUNE 2022 VOL. 127, NO. 6 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

Photo Credits: Svitzer.

Getting to green: Opportunities as well as obstacles

A

s this issue was closing, developments were underway at the International Maritime Organization (IMO) that will likely disappoint climate activists, but that will be tough for industry to implement. In addition to whatever comes out of this month’s meeting of IMO’s Marine Environmental Protection Committee (MEPC 78), more rulemaking is set to follow. Not too far down the road is the likelihood that Port State Control authorities could regard a ship’s poor CII (Carbon Intensity Index) rating as a detainable deficiency. Next will come some kind of carbon pricing.

In this issue, our news coverage includes a look at the steps being taken by one of the world’s largest towage companies - Svitzer - to become fully carbon neutral by 2040. Interestingly, Svitzer’s tugs fall below the 4,000 grt IMO regulatory threshold. However, the company is setting itself the 2040 deadline, first, because that is in line with the ambition set by its parent Maersk group, but also because Svitzer recognizes that, with over 400 tugs worldwide, it has a social responsibility to reduce emissions. In addition, its customers expect it to act as they try to wring the carbon out of their entire value supply chain.

Svitzer is not alone. In the U.S., Crowley has set itself a GHG target of net zero by 2050 across all scopes of its business and has committed to reducing emissions in-line with 1.5

degrees Celsius climate ambition, aligned with the methodology of the Science Based Targets Initiative. A Q&A in this issue looks at how it is working to achieve this.

A major new report – “The Optimal Route” – from maritime innovation consultancy Thetius indicates that the shipping industry could reduce its greenhouse gas emissions by 38% by 2050 through the digitalization of existing vessels and shipping infrastructure alone.

That would achieve 76% of the decarbonization effort required by IMO at approximately one-tenth of the overall $1.9 trillion that the World Economic Forum estimates it will cost to fully decarbonize shipping, 85-90% of which is accounted for by building the infrastructure to support future fuels.

We look more closely at the Thetius study in our Green Technology feature (p.21). It identifies the voyage phase of a ship’s operation as one of the most fruitful areas for digital decarbonization. This is when ships are at sea and their engines are at their most polluting, and when solutions like weather routing pay off.

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 SALES MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Gary Lynch glynch@sbpub.com CIRCULATION DIRECTOR Jo Ann Binz joann@qcs1989.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Maureen Cooney mcooney@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005.

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2 Marine Log // June 2022

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com

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INLAND WATERWAYS

Back in Business

I

nland waterways users are one of the rare groups that have a Congressionally mandated board – the Inland Waterways Users Board (IWUB) – that works to make recommendations about investment decisions related to the inland waterways system and its lock and dam infrastructure and maintenance needs. In February 2021, the IWUB and all Department of Defense (DoD) Advisory Committees had been temporarily disbanded and deactivated while the DoD conducted a zero-based review under the then-newly inaugurated Biden Administration.

In July 2021, the review concluded and the Secretary of Defense approved the reinstatement of the IWUB. However, not until February 2022 would the IWUB be officially repopulated with maritime companies across the system.

The following are the organizations and their representatives serving on the IWUB: • American Commercial Barge Line (ACBL), represented by Martin Hettel.

• Bruce Oakley, Inc., represented by Dennis Oakley.

• Canal Barge Company, represented by Spencer Murphy, Chairman.

• Cargill, Inc., represented by Jeff Webb.

• CGB Enterprises, represented by Lance Rase.

• Continental Cement Company, represented by David Loomes.

• Ingram Barge Company, represented

by Daniel Mecklenborg.

• Kirby Corporation, represented by Matt Woodruff.

• Marquette Transportation Company, represented by Damon Judd, Vice Chairman.

• SCF Marine, Inc., represented by Tim Power.

4 Marine Log // June 2022

• Shaver Transportation Company, represented by Rob Rich.

Now reinstated and repopulated, the IWUB met April 19-20 in New Orleans, Louisiana, beginning with tours of Bayou Sorrel Lock and the Inner Harbor Navigation Canal (IHNC) Lock.

Bayou Sorrel Lock is in the East Atchafalaya Basin Protection Levee about 20 miles south of

Chickamauga Lock project is funded to completion in FY 2023 Budget

Baton Rouge, where a study is authorized to re-evaluate the benefits of modifying the lock to increase the lock’s capacity, reduce delays to barge tows on the Gulf Intracoastal Waterway system, and provide for better flood protection The Inner Harbor Navigation Canal (IHNC or Industrial Canal) was constructed from 1918 to 1923 to create a connection between Lake Pontchartrain and the Mississippi River.

In 1956, Congress authorized construction of a replacement lock, which has yet to receive funding for construction. Currently, the Corps is working with community leaders in the Lower 9th Ward to identify and address logistical and environmental concerns shared by members of the community.

TRACY R. ZEA

President/CEO, Waterways Council Inc.

Photo Credit: USACE.

Aerial photo of the Chickamauga Lock Replacement Project on the Tennessee River in Chattanooga, Tenn.

The IWUB held its 96th meeting on April 20 for the first time in almost two years with the discussion focusing on the progress of the $2.5 billion Infrastructure Investment and Jobs Act (IIJA) funds that were allocated to the inland waterways system, Fiscal Year (FY) 2022 appropriations, the FY23 President’s Budget, and FY23 construction capabilities.

The biggest revelation of the meeting revolved around Kentucky Lock Addition on the Tennessee River. Its construction of a new 1,200-foot chamber officially was authorized in 1996. Kentucky Lock Addition project was presumed funded to completion with the $465.49 million received from IIJA. New information, however, contradicts that. The Corps last year made a contracting decision on the downstream lock monolith contract to go from a 48-month contract to a 67-month contract, which will now move the operational date from 2025 to 2028. A report is expected out sometime in May that will lay out the new timeline and the additional cost that will be required to complete this project.

A good news story from the IWUB meeting was that the $39 million provided in the FY23 President’s Budget will fund the Chickamauga Lock project on the Tennessee River to completion.

The IWUB meeting was attended by Assistant Secretary of the Army (Civil Works) Michael Connor who discussed the impact of the industry as it relates to the Administration’s priorities. Throughout the discussion, Secretary Connor maintained a theme of fighting climate change and applauded the industry for its environmental record, and he stressed the need to continue strengthening the relationship between the IWUB and the Corps/ Administration to achieve successful outcomes.

The IWUB is an important conduit to Congress for the inland waterways and we applaud their getting back to business.

For more details about the Inland Waterways Users Board, visit https://www.iwr.usace.army. mil/Missions/Navigation/Inland-WaterwaysUsers-Board/ and www.waterwayscouncil.org.

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WELLNESS COLUMN

Brain Health Part 1: Lost Keys

Sugar and Carbohydrate Intake: Consider reducing or eliminating foods that spike insulin unduly. One study in Neurology (64(10):1704-11) published in 2006 showed high glucose testing numbers on the HbA1c were associated with decreased brain volume. Individuals with 5.6% experienced brain atrophy that was

Maintaining & Expanding the Brain The future of a healthy brain lies in decreasing shrinkage and preserving and growing new marbles. Here are a few considerations:

Increasing Brain Derived Neurotrophic Factor (BDNF): A healthy brain needs a protein called Brain Derived Neurotropic Factor (BDNF). In

6 Marine Log // June 2022

Research shows that we use most of what’s between our ears

twice as high as those in the lowest levels of 4.4% to 5.2%. Those in the “high” bracket had smaller brains. In 2011, another study in Neurology (77 (5):461-8.) identified that a Body Mass Index of 30 or higher was linked with a decline in executive function over a ten-year period. People who were obese in middle age were more likely to be in the top 25 percent of those with the fastest rate of decline in test scores. Sugars shrink brains and expand waistlines.

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/Olga Strel.

A

s we age, cognitive decline becomes a foremost concern. Every time our car keys wander off, we are forced to confront questions about the health and functionality of our brain and if it is going to last us into old age. Is it inevitable that we lose our marbles and our keys as we grow old?

The brain is a three-pound organ made mostly of water and fat. It sits between the ears where it operates our human system. It has a billion neurons that send signals throughout the body to create action, inaction, form, and function. Twenty years ago, it was taught that humans use 10% of their brains, and that a brain grew only into adulthood...both lessons are now known to be incorrect. Research shows that we use most of what lies between our ears, and it can grow and renew until the day we die, if we make it so.

A foremost concern in brain health over time is shrinkage. The more a brain shrinks, the more it loses functionality. There are changes to our internal and external environment that can cause shrinkage. Four main risk factors in sustaining brain health identified by the University of California at Davis and several others are smoking, diabetes, being overweight or obese, and high blood pressure. Researchers found that people as young as 35 years old with any of the four risk factors developed a condition in which areas of blood vessels in the brain became damaged and shrank.

October 2011, the journal of Physiology & Behavior showed BDNF is produced more rapidly during exercise and leads to the development of new neurons in the brain, aids survival of neurons already there, and speeds-up their signaling to enhance cognitive function. Lack of BDNF has been seen in Alzheimer’s patients and other braindeteriorated states. Studies have shown that distance running can be one of the best ways to create neurogenesis or brain growth in the hippocampus (an area affecting memory and learning), but the positive effects of exercise on the brain appear to include slower endeavors too. In 2010 the University of Pittsburgh followed exercise and brain size of 78-year-olds (on average) over nine years. They then compared brain sizes with the amount of walking done per week by each adult. Those who walked an average of 72 blocks or more per week increased areas of signaling and processing in the brain throughout the time period. They also had reduced episodes of cognitive decline over 13 years. If you have not exercised in some time or are looking to change your routine—get help. It never hurts to talk to a professional to determine how to set up a routine that is sustainable, fun, and does not leave you hurting. The Physical Activity Guidelines for Americans identifies that we should aim for between 20-25 minutes a day of something moderate (with a few sessions of weightlifting in there to sustain mobility and muscle). Exercise is not the only way to increase BDNF. Exposure to sunlight that produces Vitamin D3 in the skin also has been shown to increase this brain growing agent. Exercise outdoors and your brain will double boost!

The key to finding your keys appears to be decreasing your risk factors, staying active, and finding a sunny spot for your marbles to activate and grow. Next month, we will continue with foods to enhance brain power.

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VESSEL OF THE MONTH

ecently delivered to Major Marine Tours by the All American Marine (AAM) shipyard in Bellingham, Wash., the 150-passenger, hydrofoil-assisted catamaran Skana is a sister vessel to the Spirit of Matushka, delivered by AAM to the same operator in the spring of 2021.

Like its sister, this vessel will operate out of Seward, Alaska and will carry passengers on tours visiting Kenai Fjords National Park.

The 87 foot (LOA) x 32 foot aluminum catamaran is certified to USCG Subchapter T and has a semi-displacement catamaran hull developed by Nic de Waal of Teknicraft Design in Auckland, New Zealand. It integrates the signature Teknicraft symmetrical and asymmetrical combined hull shape, bow wave piercer, and innovative dynamic hydrofoil system. The advanced hull shape was custom designed using digital modeling and computational fluid dynamics (CFD) analysis. The hull design is complemented by Teknicraft’s

8 Marine Log // June 2022

signature integration of a wave piercer, positioned between the catamaran sponsons to break up wave action and ensure reduced drag while enhancing passenger comfort. The vessel’s design offers all passengers a smooth ride and comfort, as the hull provides a cushioned effect when encountering waves.

For the operator, one of the most valuable features of the Teknicraft design vessel is the excellent fuel economy. With an increased fuel capacity of 1,900 gallons, the Skana was upgraded to include a dynamic aluminum hydrofoil, enhancing its speed and efficiency.

The propulsion package includes four HamiltonJet HM422 waterjets, powered by four Scania DI16 082 engines, rated at 788 bhp @ 2,100 RPM. The vessel’s HamiltonJet AVX controls have features such as the use of an intuitive Mouseboat controller.

“All American Marine worked with us to refine our goals, build a second, proven vessel that met those goals, and then delivered.

In fact, despite building two boats during the midst of a global pandemic, they delivered both boats on time and on budget. This new vessel, with its capacity, comfort, and speed, is revolutionizing the fleet for Major Marine Tours,” said Major Marine Tours Vice President Colby Lawrence. “Our customers truly enjoy the spacious and accessible deck spaces when viewing whales and glaciers, particularly the stadium bow viewing area.”

Onboard the vessel, passengers can enjoy the spacious comfort of two enclosed cabins whose amenities include high-quality Beurteaux seats and electrical outlets with USB plugs at every table. The exterior seats are all underneath covered canopies, including on the open-air third deck.

The entire main deck, including the bow, has wheelchair access and the main deck cabin includes wheelchair-designated seating locations. The vessel also features an expansive stadium standing area for wildlife and nature viewing.

Photo Credit: All American Marine.

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150-passenger cat for Alaska tour operator

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UPDATE

SVITZER AIMS TO BE FULLY L E A D I N G T O WA G E O P E R AT O R SVITZER, which operates 435 vessels in 32

countries, has unveiled a decarbonization strategy that aims to see the company become fully carbon neutral by 2040.

The two-stage strategy will firstly see Svitzer aim to reduce the CO2 intensity of its entire fleet by 50% by 2030. This will pave the way for fully carbon neutral operations just ten years’ later, in 2040, which is in line with the ambition of Svitzer’s parent A.P. Moller Maersk group.

Svitzer will measure progress against a 2020 baseline, which saw the company’s fleet emit 280,000 tonnes of CO2, or the same amount as 110,000 cars.

The towage giant has already implemented process changes to help spur improved efficiency across its fleet. In one example, the company’s “Aim for 8” initiative – which asks crews to optimize their speed during tug mobilization and demobilization – has saved over 255 tonnes of Marine Gas Oil (diesel) in the U.K. alone.

10 Marine Log // June 2022

Initiatives like these, which influence the behavior of Svitzer’s staff, along with improved vessel connectivity, integrated performance monitoring, and improvements to scheduling optimization, will help drive down emissions in the short term.

Svitzer will also focus on changing the fuel mix of its fleet. Its EcoTow project, which has seen Svitzer’s entire fleets in London, Felixstowe, and Southampton switch to low-carbon biofuels, is now being replicated more widely across ports in the U.K. and in its global operations. Svitzer will also begin to explore methanol as a fuel for towage and, in the long term, take required steps to retrofit and renew its fleet in order to operate on low-carbon fuel solutions.

Finally, Svitzer will focus on improving the efficiency of its fleet from a design perspective. As part of this, the company will launch its new and innovative TRAnsverse Tug design, which can generate higher steering forces than most designs of similar dimensions in a smaller, more nimble package with a reduced

environmental footprint. The Robert Allan design will come into operation during third quarter 2023.

“We are not committing to these ambitions lightly and understand that it will require leadership and collaboration with our customers, suppliers, industry peers, and ports around the world to ensure success,” said Svitzer CEO Kasper Nilaus. “Widespread changes and investment into the way we work, the fuel we burn, and the composition of our fleet will be required.”

Gareth Prowse, head of decarbonization at Svitzer, added: “The decarbonization strategy we are launching today is ambitious and sets a clear roadmap for Svitzer but, most importantly, it is absolutely achievable if we focus on the right areas to generate real progress. That is why we have split our strategy into three pillars: behavior, equipment, and fuel, and we will focus on each of these in a step change fashion to bring about carbon neutrality in a way that works for our customers and maintains the high level of service Svitzer is known for.”

Photo Credits: Svitzer.

CARBON NEUTRAL BY 2040

UPDATE

BOEM moves forward on California offshore wind O FFSH O R E W I N D DE V E LO PME N T OFF THE U.S. WEST COAST came a

major step nearer last month with the Bureau of Ocean Energy Management’s release of a Proposed Sale Notice (PSN) for five lease areas off the California coast.

This is the final step before setting an auction date for the combined nearly 380,000 acres for offshore wind development, yielding at least 4.5 GW of power capacity for California, the most populated state in the U.S. The Business Network for Offshore Wind notes that, since offshore wind in the Pacific Ocean requires floating turbines, the PSN announcement also marks a simultaneous step forward in the development of the next generation of offshore wind technology: floating wind.

“Floating markets are advancing quickly in Asia and Europe creating a race to develop our own capabilities and position the U.S. as a global leader in this

cutting-edge market,” says Liz Burdock, CEO and founder of the Business Network for Offshore Wind. “The Business Network congratulates President Biden’s and Governor Newsom’s administrations for this historic moment bringing offshore wind to the world’s fifth-largest economy and taking necessary steps to set up a robust supply chain of domestic businesses that will elevate America as a frontrunner to an

in-demand technology.”

Advancing offshore wind on the West Coast unlocks floating offshore turbine technology, says the Business Network, adding that it will “start a modern-day gold rush to revolutionize California’s energy sector with offshore wind development, a reliable, clean, and baseload renewable energy, in a state battling wildfires, droughts, and increasing energy demands.

Scrubber barge will clean up emissions from ships in California ports

Photo Credits: (Top) Shutterstock.com/Rafa Fernandez; (Bottom) CAE-M.

A S E L F - PR O PE L L E D, S C R U B B E R BARGE VESSEL being built to capture

and treat exhaust stack emissions vessels in the Ports of Long Beach and Los Angeles is to have a Schottel propulsion system. The 26 meter long and 13 meter wide barge is to be built by the Greenbrier Marine shipyard in Portland, Oregon, for Clean Air Engineering – Maritime, Inc. (CAE-M), which develops and operates systems that remove diesel emissions from the auxiliary engines and boilers of ocean-going vessels while at berth or anchor.

The barge is a component of the METS-3 marine exhaust treatment syst e m d e s i g n e d by F a s s m e r Te c h n i c a l Projects and CAE-M has plans to build additional units for operation at further California ports.

“It is more impor tant than ever to develop innovative technologies that help reduce emissions in ports to an absolute minimum,” said CAE-M president Nicholas Tonsich. “Clean Air Engineering – Maritime’s latest METS-3 will succeed in doing exactly that. We are excited to have Schottel as an experienced partner at our side and that they are part of this flagship project.”

The main propulsion system of the scrubber barge consists of two electricallydriven Schottel RudderPropellers type SRP 150 (400 kW each) featuring propeller Shutterstock.com/Rafa Fernandez

diameters of 1.2 meters. The SRPs will run on biodegradable oils (EALs). The scope of delivery includes the complete electrical package, which comprises electric motors, frequency drives, as well as a portable control station for the Schottel MasterStick that will be used to control movement of the barge.

“A number of factors had to be taken

into account in the design of this nextgeneration CAE-M METS-3, which is why we were looking for a reliable partner to cooperate with,” said Tim Klaybor, managing director at Fassmer USA. “Schottel and Fassmer share a long-standing relationship. We have made positive experiences, with both reliable products and competent service.”

June 2022 // Marine Log 11

UPDATE

The USCG is getting serious about buying Chouest icebreaker Coast Guard photo shows Aiviq in the Gulf of Alaska in 2012.

WITH THE U.S. COAST GUARD’S single

According to a Congressional Research Service report, the Coast Guard’s proposed FY2023 budget also requests $125 million in procurement funding for the purchase of an existing commercially available polar icebreaker that would be used to augment the Coast Guard’s polar icebreaking capacity until the new PSCs enter service.

Under the Coast Guard’s proposal, the Coast Guard would conduct a full and open competition for the purchase, the commercially available icebreaker selected for acquisition would be modified for Coast Guard operations and would enter service 18 to 24 months after being acquired.

This is much like what Canada did to get early delivery of a series of intermediate class icebreakers converted from ice class offshore service vessels. The three conversions thus far carried out for Canada were all performed by Davie Shipyards, which had originally pitched a proposal for the program called Project Resolute.

While the Canadian Government bought into Project Resolute’s proposals for interim

• Constructed in a U.S. shipyard.

• International Association of Classification Societies (IACS) ice class PC3, equivalent or higher.

• Current certificate of classification.

• Capable of breaking at least 3 feet of ice ahead at a continuous speed of 3kts.

• Capable of underway operation for a minimum of 60 days without resupply.

• Maximum draft of 29 feet.

• At least 15 years of original design service life remaining.

• On-board medical treatment facility.

• Ability to land a USCG HH/MH-65 or MH 60T helicopter or equivalent.

Sounds a lot like the Aiviq.

Photo Credits: USG.

active heavy polar icebreaker, Polar Star, reaching the end of its useful service life, there have long been proposals floating around that the Coast Guard acquire an interim vessel until the first of its new Polar Security Cutters enter service. The most frequently mentioned candidate vessel has been Edison Chouest Offshore’s M/V Aiviq.

The Coast Guard’s FY2023 budget request indicates that this idea is now under very active consideration.

While the procurement for the Coast Guard’s first two Polar Security Cutters is fully funded, the service’s proposed FY2023 budget requests $167.2 million in continued procurement funding for the PSC program, which would be used for, among other things, program management and production activities associated with the PSC program’s Detail Design and Construction (DD&C) contract, long leadtime materials (LLTM) for the third PSC, and governmentfurnished equipment (GFE), logistics, and cyber-security planning costs.

intermediate icebreakers, Davie also offered a candidate vessel for conversion to a polar icebreaker: the Aiviq.

Here’s how the Chouest vessel was described in the Project Resolute proposal: “Aiviq was built in 2012 by North American Shipbuilders for use on the Shell Alaska drilling campaign. She is the world’s most powerful, privately-owned icebreaker. With Polar Class 3, this vessel is capable of operating in the harshest of environments. Built to tow large drilling rigs, M/V Aiviq is perfectly suited as a multpurpose icebreaking/ towage and oil spill response vessel.”

On May 3, the U.S. Coast Guard posted a notice saying that it is seeking to identify commercial vessels available for purchase that were constructed at a U.S. shipyard and are capable of operating in or around the Arctic.

According to the accompanying request for information (RFI), the vessels the Coast Guard is looking for should meet the following requirements:

12 Marine Log // June 2022

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UPDATE

Concept ship aims to turn ocean plastic pollution into hydrogen

COULD THE PLASTIC WASTE POLLUTING

architect firm TECHNOLOG services GmbH. According to the International Union for Conservation of Nature (IUCN), at least 14 million tons of plastic waste end up in the ocean every year. Plastic is found on the shorelines of every continent, with especially high

Photo Credits: H2 Industries.

the world’s oceans be scooped up and converted into clean hydrogen at sea? That’s the plan behind an innovative concept ship design being developed by New York City-headquartered H2-Industries and Hamburg, Germany, naval

levels of plastic waste found near popular tourist destinations and densely populated areas.

The ship that’s being designed to deal with ocean plastic pollution would be more than 150 meters in length. It would travel at four knots with the waste plastic collected by two smaller vessels towing a two-mile net that funnels the waste from the surface and up to ten meters below it.

The most novel feature of the vessel would be its open bow design that allows the collected plastic waste to be fed onto conveyors and into the storage hold.

This waste will be converted into hydrogen by a process that the H2-Industries is planning to use in plants on shore. For every 600 kg of waste collected, it says, approximately 100 kg of hydrogen can be produced and, then, stored as liquid organic hydrogen carrier (LOHC), an oil-like liquid carrier medium for hydrogen.

The LOHC would be stored in 20-foot containers that would be transferred to smaller vessels by onboard cranes for delivery to shore.

The ship will be designed to run on electric motors using the LOHC produced, on board, as its fuel.

Now, H2-Industries is looking for investors.

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14 Marine Log // June 2022

5/31/22 7:26 AM

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UPDATE

Gladding-Hearn books its first order for an offshore wind CTV

SOMERSET, MASS.-BASED GLADDINGHEARN SHIPBUILDING, Duclos

Corporation, reports that it has now signed a contract to begin construction of its first crew transfer vessel.

The CTV is being built for Patriot Offshore Maritime Services LLC, which has won a contract that will see the vessel support the construction, operation, and

maintenance of the Vineyard Wind 800 MW wind farm project, 15 miles off the coast of Martha’s Vineyard.

The all-aluminum, high-speed catamaran is designed by Incat Crowther Design, which has a long relationship with GladdingHearn that includes 43 vessels built together since 1987.

Wh i l e o u t w a rd l y s i m i l a r t o I n c a t

Crowther’s series of recently delivered 27 meter CTVs which are operating in Europe, the vessel is in fact a new design, tailormade for American preferences, materials, and requirements.

With a length overall of 88.5 feet, beam of 29.5 feet, and draft of 5.6 feet, the CTV will operate a year-round service from New Bedford, Mass., for 24 wind farm technicians and cargo.

Each of the CTV’s catamaran hulls will accommodate a pair of Scania DI16, 8-cylinder, four-stroke, EPA Tier-3 compliant diesel engines, each rated at 788 bhp (588 bkW) at 2,100 rpm. Each main engine will drive a Hamilton HM521 waterjet through a ZF-665 reverse-reduction gearbox.

The resiliently mounted superstructure is located aft of midships with port and starboard side decks and working/cargo decks fore and aft, an emergency equipment locker aft, and two bow deck lockers. The main deck, accessible by an aft and two side doors, will include a wet locker, two heads, and showers and storage racks. There will also be a refreshment counter, a small table with four chairs, and seating for 24 wind farm

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16 Marine Log // June 2022

3/24/22 4:10 PM

UPDATE

technicians. The crew mess and lounge will each have a three-person booth and table and lounge seats.

A 144,000 BTU air cooled air-conditioning/reverse cycle heat system will service the main saloon, upper state rooms, crew quarters, and the wheelhouse.

Each hull is divided into four watertight compartments. The forepeaks are the most forward compartments, and the vessel will be outfitted with accommodations for crew and personnel, including staterooms, galley, and lounge.

The wheelhouse, with windows on all sides for nearly 360-degree visibility, will be located on the second deck and accessible by interior stairs and aft exterior ladder. The wheelhouse will include three shock-mitigating helm seats. A control console will be across the front to accommodate centerline engine and waterjet controls and navigation and communication electronics.

The large foredeck will be set up to carry two 20-foot ISO containers and to transfer passengers over the bow.

The vessel will be certified to USCG Subchapter-L rules for vessels.

BIZ NOTES VANE BROTHERS FLEET ACHIEVES 100% SUBCHAPTER M GOAL Baltimore, Md.-headquar tered Vane Brothers reports that 100 percent of its tugboats have earned a valid Certificate of Inspection (COI) as part of the U.S. Coast Guard’s Subchapter M program that sets federally regulated safety standards for “inspected towing vessels.” All applicable vessels are required to earn a valid COI by July.

personnel outside Vane Brothers’ Baltimore headquarters on May 26, became the last of Vane’s 49 towing vessels to become certified. In April 2018, the Vane Brothers articulated tug/barge (AT/B) tug Brandywine was the first Vane vessel to receive its COI. At that time, Vane was recognized as the first American Waterways Operators (AWO) member company to earn a COI.

“Vane Brothers appreciates the importance of safety to the company, our crews, and our customers,” says Vane Brothers President C. Duff Hughes. “Our goal is zero spills and zero incidents, and we have the tremendous personnel and equipment to help us achieve that high standard.”

“Vane Brothers has long made safety training a priority,” says Captain Rick Iuliucci, Vane Brothers vice president, operations.

“Our vessel crews and other personnel are constantly making ready for multiple inspections, audits, and vettings throughout the year as part of normal business practices.

The expertise of our mariners and shoreside staff positioned us well for meeting and exceeding federal Subchapter M goals.”

The tug Long Island, which was inspected by Coast Guard

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June 2022 // Marine Log 17

UPDATE

Port of Baltimore awarded $15.5 million in FRA funding THE HELEN DELICH BENTLEY PORT O F B A LT I M O R E w i l l re ce ive $ 1 5 . 6

million from the Federal Railroad Administration (FRA) Consolidated Rail and Infr ast r uc ture S afe t y Improvements (CRISI) program for its rail capacity modernization project. The project will reconstruct and update the Seagirt Marine

Terminal’s intermodal rail yard infrastructure and support increased demand for double-stacked trains of containerized cargo to markets across the U.S. The FRA CRISI project will build four new rail tracks totaling 17,670 track feet and two crane rail beams totaling 7,000 linear feet within the Seagirt Terminal.

Seagirt’s intermodal container yard allows for the easy transfer of shipping containers by truck or rail. The FRA grant includes a $6.7 million match from Ports America Chesapeake (PAC), the Maryland Port Administration’s public-private partner at the Seagirt Terminal.

The CRISI Project will also add environmental benefits. Air quality around the port will be improved by increasing rail usage and from the conversion of the existing diesel-fueled rail yard operation to electrified equipment. Additional rail usage will also help alleviate ongoing logistical bottlenecks on major interstate highways.

Supplementing the FRA CRISI Project is the CSX-Howard Street Tunnel expansion project which will allow for double-stacked container rail cars, clearing a longtime hurdle for the port and giving the East Coast seamless doublestack capacity from Maine to Florida.

Fairbanks Morse Defense back on the acquisition trail CARSON, CALIF.-BASED RESEARCH TOOL & DIE (RT&D) has joined the grow-

m Ipsum www.lignumvitaesolutions.com • 804-372-6206 18 Marine Log // June 2022

ing list of companies acquired by Arcline Invest Management portfolio company Fairbanks Morse Defense (FMD).

“Over the last few years, FMD has broadened the scope of our product offerings to our valued customers through the acquisition of best-in-class marine manufacturers like Research Tool & Die,” said FMD CEO George Whittier. “The global mission to defend our nation’s freedom is non-stop and requires a service partner who is up to the task, and RT&D puts FMD in an even better position to meet the needs of our customers while we support the mission of our military and marine partners.”

Founded in 1944, RT&D supplies critical electrical hardware to the United States Navy and Royal Canadian Navy.

The company operates from two manufacturing facilities on its campus in Carson. It designs and manufactures its hardware products, including wireways, cable trays, racking systems, and light supports, and sells its products directly to naval shipyards.

UPDATE

Major P&I merger set to go ahead GET READY FOR A NEW NAME IN P&I: NORTHSTANDARD. Two major players

in the marine mutual insurance market — North P&I and Standard Club — are to go ahead with the merger plan they announced back in March. In May, both clubs held separate member meetings that resoundingly backed plans to merge the two organizations into a single mutual insurer, to be called NorthStandard.

The new club will be one of the largest providers of mutual cover in the maritime industries, with consolidated annual premiums of around $750 million.

The new NorthStandard organization will be jointly led by Jeremy Grose, Standard Club CEO, and Paul Jennings, CEO at North.

“This is an excellent outcome and a huge moment for our industry,” said Grose.

“NorthStandard will be a major new force

Motor Services Hugo Stamp and Governor Control Systems rebrand as MSHS F O R T L AU D E R DA L E , FL A .- BA SE D MOTOR SERVICES HUGO STAMP and

Governor Control Systems are rebranding as one entity named MSHS. The unification marks the next milestone in the company’s almost 40-year history.

Governor Control Systems and Motor Services Hugo Stamp have been leaders in their respected fields and recognized worldwide for their technical expertise and turn-key solutions. Through the unification and rebranding, MSHS says it will provide greater value, achieved through operational efficiencies, process refinements, and resource collaborations.

“After years of cooperation and synergy between the two companies, the time has come to unite them under one brand,” said David A. Santamaria, CEO of the newly unified MSHS. “Many of our customers’ power generation and propulsion systems require service for their engines and auxiliary equipment, as well as their control systems. Now they will benefit from one trusted partner to support their systems, thus offering a streamlined, integrated approach to service and support.”

MSHS will maintain its headquarters in Fort Lauderdale; two locations in Louisiana and one in the state of Washington will continue to serve customers under the MSHS brand.

in marine insurance, delivering the resilience members need from their P&I partners to meet the challenges and competitive landscape of a changing shipping world. We are delighted that our proposal has received such strong backing from the members of both clubs.”

“North members expressed overwhelming

support for the merger based on the tangible benefits for shipowners that the consolidation will bring,” commented Jennings.

“Members welcomed the proposal on the grounds that it would reinforce stability and strengthen competition in the P&I sector and encourage innovation and drive further product diversification.”

BUILDING CLEANER SHIPS One of Fincantieri Marine Group’s strategic goals is to lead America’s shipbuilding industry in the area of sustainability. To this end, Fincantieri Bay Shipbuilding has embraced new technologies— including LNG, hybrid diesel-electric propulsion and alternative fuels—to reduce carbon emissions, consume less energy, and operate more efficiently in order to protect our fragile environment.

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FMG-22-254 June Marine Log HP Island.indd 1

June 2022 // Marine Log 19

5/23/22 9:30 AM

INSIDE WASHINGTON

Ukraine Used as Pretext to Undermine Cargo Preference

U

.S. cargo preference laws are once again under Congressional attack. Under law, 50 percent of certain food aid shipments must be carried on U.S.-flagged vessels. Like the Jones Act, this provision is subject to recurring political attacks.

This time round, the pretext is the situation in Ukraine.

U.S. Rep. Jackie Walorski (R-Ind.), co-chair of the House Hunger Caucus, has introduced a measure seeking a temporary waiver of the Ship American requirement supported by Reps Jim Costa (D-Calif.), Michelle Fischbach (R-Minn.), and Danny Davis (D-Ill.). U.S. Senators Joni Ernst (R-Iowa) and Chris Coons (D-Del.) have introduced companion legislation.

According to Rep. Walorski’s office, the measure would temporarily waive the requirement “to expedite deliveries of food aid to Ukraine and other affected countries”

until February 2025. The “food aid to Ukraine” part of that is, of course, twaddle. The problem the world faces is getting food exported from Ukraine.

Be that as it may, the Transportation Trades Department, AFL-CIO (TTD), representing 37 labor unions across all modes of transportation, wrote House members on May 31 urging them to oppose the measure.

“This unnecessary resolution would waive a requirement that 50% of U.S. food-aid exports must be shipped on U.S.-flagged ships, thereby waiving Ship American rules worldwide to the detriment of the U.S. maritime workforce,” said the letter. “To be clear, this means that the federal government would cede U.S. food-aid and shipping interests to foreign flag ships by eliminating 100% of the U.S. ships that are available to transport food-aid at fair and reasonable rates.”

The letter, signed by Greg Regan, President of the Transportation Trades

Department, AFL-CIO, and Jim Patti, Chair of USA Maritime, pointed out that existing law currently allows for the waiver of Ship American preference if U.S.-flagged vessels are not available at fair and reasonable rates.

“More importantly, cargo preference statutes and other U.S-flag shipping requirements are essential to maintaining the U.S.-flag fleet,” said the letter. “By requiring that governmentfinanced cargoes move on U.S.-flag vessels, we can retain a pool of highlytrained, qualified, and loyal civilian mariners who stand ready to meet our military and humanitarian needs while simultaneously operating in the commercial-flag industry.

“The reduction of cargo would only further endanger the jobs of civilian merchant mariners creating the distinct possibility that there will not be enough mariners to meet military surge and sustainment requirements for future military conflicts.”

CREATING HYDROGEN FOR A MOBILE GENERATION

RIX’s Methanol-to-Hydrogen

solutions are a significant step forward in the global energy transition, enabling end-users to leverage proven technologies that provide hydrogen on-demand and on vessel, all while reducing greenhouse gases and firmly establishing a path to a net-zero carbon future. www.rixindustries.com 20 Marine Log // June 2022

GREEN TECHNOLOGY

GOING GREEN:

AN EXPENSIVE JOURNEY

Photo Credit: Shutterstock.com/ Elnur.

W

By Nicholas Blenkey, Senior Editorial Consultant

hatever way you look at it, decarbonizing shipp i n g w i l l co m e a t a staggering cost and present huge challenges.

One study puts the overall cost at $1.9 trillion. Another suggests that to come up with all the new green fuels needed by the global shipping industry would require the equivalent of the world’s entire current renewable energy demand in order to replace fossil fuel use. The shipping industry has called for $5 billion IMO Maritime Research Fund to be funded by a mandatory levy on marine bunkers — and that’s just to research solutions, not deliver them.

Meantime, making shipping greener starts with the ships we have now. And while shipowners may be all too aware of the future promise of fuels like green hydrogen and green ammonia, a more immediate, pressing priority will be complying IMO’s EEXI (Energy

Efficiency eXisting Ship Index) and CII (Carbon Intensity Indicator) requirements.

In terms of existing ships, owners have two main routes decarbonization options open: sticking fuel-saving things on ships and/or being smarter about how they operate vessels.

Power limitation to meet EEXI requirements is something that falls into both these categories.

Calling power limitation “a relatively simple and cost-effective solution [that] should cause minimal disruption to the vessel’s operation,” Mark Smith, a loss prevention executive at mutual insurer North, recently wrote that “shaft power limitation (SHaPoLi) or engine power limitation (EPL) is likely to be a popular choice for many shipowners to meet the EEXI requirements.”

Both systems are non-permanent, tamper-proof, and approved, verified methods of power limitation, says Smith. SHaPoLi applies a limit to the maximum shaft power

and EPL to the engine power.

“A power reserve sits above the maximum power limitation and is only to be used in the interests of safety or saving life at sea,” notes Smith. “It can only be overridden by the master or officer in charge of the navigational watch from the bridge without the need for entry into a machinery space (if possible).”

Various providers offer SHaPoLi and EPL solutions, including Wärtsilä which recently signed an agreement to supply Singapore based containership operator Eastaway Ship Management with power limitation solutions for six vessels. The six ships are equipped with Wärtsilä controllable pitch propellers, and Wärtsilä will provide Eastaway with its new shaft power limitation (SHaPoLi) solution along with a propulsion system control upgrade. The upgrades effectively limit the shaft power during normal operation, regardless of the power train combination and control system arrangements.

June 2022 // Marine Log 21

Whatever the solution chosen, Smith cautions, “shipowners and operators should consider the effect that power limitation will have on their current and future trading patterns and whether additional or alternative energy saving devices or arrangements will be required to achieve the EEXI requirements” and that “furthermore, they should consider the impact of fouling or weather on power margins.”

Those “alternative energy-saving devices” come in many forms. And it will be interesting to see whether CII and EEXI, along with rising bunker costs, will lead to more ships being retrofitted with add-ons such rotor sails or propeller boss cap fins and other devices that optimize water flow into the propeller.

The same may be true for rotor sails and other wind-assistance devices and advanced antifouling coatings and hull cleaning solutions.

Digitalization The real revolution, though, promises to come from digitalization. It will be key to taking us from near-term EEXI and CII compliance to much, much further along in shipping’s green journey.

A major new report – “The Optimal Route” – from maritime innovation consultancy Thetius indicates that the shipping industry could reduce its greenhouse gas emissions by 38% by 2050 through the digitalization of existing vessels and shipping infrastructure alone. That is 76% of the decarbonization effort required by IMO at approximately one-tenth of the overall $1.9 trillion that the World Economic Forum estimates it will cost 22 Marine Log // June 2022

to fully decarbonize shipping, 85-90% of which is accounted for by building the infrastructure to support future fuels.

“While alternative fuel solutions are needed to continue to develop at pace, shipping can make considerable and rapid progress towards decarbonization by embracing digital technologies,” says Ben Palmer, president of satcom giant Inmarsat, the sponsor of the Thetius report. “Initially driven by efficiency improvements and cost benefits, digital innovations can start making a major dent in vessel emissions today.”

The full Thetius report is far ranging but, in the space available to us, let’s concentrate on what it identifies as one of the most fruitful areas for digital decarbonization: the voyage phase, when ships are at sea and their engines are at their most polluting. Here, the biggest opportunities involve processing large dynamic data sets to plan voyage routes that avoid adverse weather, foul tidal and ocean currents, and costly diversions around hazards. This includes intelligent cargo planning that minimizes route inefficiency and avoids backtracking or in-ballast voyage legs with no payload on board.

Businesses and technologies cited in the report include the Optimize software solution from Copenhagen-based platform developer ZeroNorth, a spin-off from Maersk Tankers. It converts voyage data into actionable insights, connecting multiple data sources into a single interface that is analyzed to produce recommendations for speed, route, and bunker optimization.

In March, ZeroNorth reported that its

platform had prevented 218,000 tonnes of CO2 from being released to the atmosphere throughout 2021, coinciding with a time when shipping’s emissions as a whole increased by 4.9%. The platform now includes an automated CII calculation. By combining a variety of vessel, market, bunker, and weather data with its algorithms, the platform suggests a “green route” that considers emissions and profitability in order to improve or maintain the vessel’s CII ratings. One major player partnering with ZeroNorth is Cargill which in 2020 achieved an overall reduction of 5% in CO2 emissions per cargo ton-mile against a 2016 baseline. Type-specific reductions were even higher with Cargill data indicating its larger panamax dry bulk ships obtained a 6.7% decrease while its tanker fleet achieved a 14.4% reduction/ “One of the key reasons that technology is able to find these savings, where human counterparts have been unable, is down to complexity,” says Thetius. “To optimize a transoceanic multi-port voyage requires a detailed understanding of millions of data points and variables. Artificial Intelligence (AI) is a powerful tool for understanding large datasets and formulating creative solutions to poorlydefined problems.”

Another company highlighted by Thetius is Deepsea Technologies. Founded in 2017, it offers two AI-centric fleet and voyage optimization tools named Cassandra and Pythia that help operators understand their fleet and asset performance, providing users with tailored routes, speed profiles, and trim policies relative to dynamic weather and sea conditions.

Photo Credit: Shutterstock.com/ metamorworks.

GREEN TECHNOLOGY

GREEN TECHNOLOGY In 2021, capesize tanker operator Seanergy Maritime Holdings reported that, using the Pythia platform, it had achieved a reduction in fuel consumption of up to 12% across its fleet over a four-month trial, with average fuel savings of 8% per vessel.

Pythia uses AI performance models to analyze 19 different parameters, enabling it to determine optimum routes, speeds, and trims that are required to minimize fuel consumption along the route.

Weather routing Weather conditions are particularly difficult to predict and quantify, and adverse weather is particularly costly to fuel consumption when encountered by a ship. There are many scenarios where deviating from the direct route in order to avoid bad weather will result in less fuel burned over the voyage. But determining when this will be the case and how the vessel ought to be diverted is notoriously complex, with hazards to navigation and channel blockages also factoring in.

A key reason why technology is able to find these savings where human counterparts have been unable to is down to complexity.

To optimize a transoceanic multi-port voyage requires a detailed understanding of millions of data points and variables

In 2018, route analysts from voyage services provider StormGeo advised on approximately 64,000 voyages across the world. With an average consumption of about 30 tonnes of fuel per day and an average voyage time of 17.5 days, the total consumption for all of these voyages was estimated at around 33,750,000 tonnes.

The real revolution promises to come through digitalization

highlighted in the Thetius report, StormGeo was able to save Aurora Tankers around 33 hours and $13,940 on one voyage. Route analysts closely evaluated the captain’s intended route and recommended an alternative based on real-time weather forecasts, Emission Control Areas, known piracy areas, and client-instructed arrival times. While StormGeo’s recommended route was nearly 400 nautical miles longer than the captain’s intended route, it was carefully designed to place the vessel to the south of heavier swells generated by northern Pacific Ocean storm centers, while positioning the ship in more favorable ocean currents. By choosing to sail along the optimized route, Aurora Tankers saved approximately fuel and reduced the voyage’s CO2 emissions by 123 tonnes.

What’s ahead?

The company estimates that its weather routing service alone can result in a 3% reduction in consumption on average, saving over 1 million tonnes of fuel over a year, equivalent to the removal of 600,000 cars from the road.

Optimizing fuel management along different routes also plays a role in environmental outcomes and profitability. In one case

While clean energy and new green fuels may be the ultimate destination for a net-zero maritime sector, the Thetius report makes the point that shipping cannot wait for them to arrive.

Instead, it argues, shipping must harness the readily-available power of digital technologies to decarbonize conventional ships today, optimizing the pathway to 2050 and accelerating the rate of change required to achieve the targets set by the international community.

Offshore Insights into the evolving offshore market

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

www.marinelog.com/offshorenewsletter ML_Offshore_HalfPage.indd 1

5/7/21 9:30 AM

June 2022 // Marine Log 23

BALLAST WATER

BALLAST WATER MANAGEMENT: DEADLINES AND BOTTLENECKS FACE SHIPOWNERS WHO WAIT TOO LONG

Compliance Schedule The BWM compliance schedule is based on a vessel’s second International Oil Pollution Prevention (IOPP) renewal survey. Additionally, ships that are not issued with IOPP certificates (less than 400 GT), but have to comply with the BWM convention, also have to comply by 2024.

Installing a treatment system is the most common way of complying with the D-2 Ballast Water Performance Standard, but meeting the demand of the number of 24 Marine Log // June 2022

ships that still need to install systems is going to be a considerable challenge for the industry. The full installation process, from planning to installation to receiving a compliance certificate, can take months.

There are a number of factors that need to be considered when retrofitting a treatment system on an existing ship.

Shipowners should work backwards from their second IOPP renewal survey date and start planning what type of treatment system they need based on their operational requirements.

The COVID-19 pandemic has also affected the implementation schedule due to supply chain disruptions affecting system components and with some ballast water treatment system (BWTS) manufacturers being forced to move to just-in-time production, meaning shipowners must order systems in advance.

Operational Issues One of the major issues highlighted by shipowners is that their ballast water treatment system cannot be used in certain weather conditions or ports due to high sediment load.

T his has led to ship ow ners taking water in port without treatment, bypassing the system, and then exchanging at sea before they visit the next port. As a result of this, we have recently seen a number

of manufacturers produce filter-less ballast water treatment systems – essentially a modified version of their existing chemical injection and electro-chlorination type systems. A number of filter-less systems have now been type approved, and, to help shipowners address this issue, LR continues to work with several manufacturers to type approve their filter-less systems. LR ia also working with manufacturers to type approve their third and fourth generation ballast water treatment systems.

Shipowners that are yet to install a ballast water treatment system may now be at an advantage, as the increased number of choices may help alleviate some of the issues experienced by early adopters.

Regulatory Requirements Shipowners also need to consider the specific requirements of their flag of choice.

With a lot of flag administrations becoming a signatory to the BWM Convention, we are seeing more and more flags implementing their own local regulations. For example, a ballast water treatment system installed on a U.K.- or Canadian-flagged vessel must have a type approval issued by the flag itself. This additional process can take several days to weeks, and this is just one possible requirement, as there may be more to consider.

Despite the industry being aware of the

Photo Credit: Shuttertstock.com/Aris-Tect Group

B

ack in January, Sahan Abeysekar, principal specialist and technical authority for ballast water management at Lloyd’s Register, warned that, although it’s been over four years since the IMO Ballast Water Management (BWM) Convention entered into force, it’s anticipated that the peak installation period for ballast water treatment systems will be from now until 2024. That means that owners face compliance deadlines and equipment availability and installation bottlenecks. (For owners bringing ships into U.S. waters, an added complication is that the U.S. is not a signatory to the IMO BWM convention and U.S. law requires that ships be fitted with a treatment system type approved by the U.S. Coast Guard). The following is excerpted from Sahan Abeysekar’s article in Lloyd’s Register’s Horizons.

BALLAST WATER compliance deadline for years, there are still some shipowners who are yet to act.

Effective planning needs to be the priority with the compliance deadline looming and the industry on the brink of a peak installation period.

Commissioning Testing Commissioning testing is a mandatory requirement that forms part of the installation and commissioning survey of ballast water treatment systems, prior to certification. The requirement entered into force on June 1, 2022 for all ships, with some flag administrations having mandated commissioning testing before that date.

Commissioning testing shouldn’t be confused w ith commissioning of the ballast water treatment system. Installation and commissioning of the system, as well as commissioning testing, are all part of the initial survey, which must be completed in accordance with class and statutor y requirements. The resulting

commissioning testing report is a requirement for a completion of successful survey and issuance of International Ballast Water Management Certificate.

Commissioning testing consists of two parts. One is the sampling and analysis of ballast water. The other part is assessing the self-monitoring parameters work as intended. The intention of the commissioning testing is not to retest the ballast water treatment system (as it is already type approved), but to ensure that the ballast water management system has been installed correctly and commissioned to meet the required performance standards.

There are certain requirements, set out in an IMO circular, as to how commissioning testing needs to be carried out. One very important point to note is that the commissioning testing needs to be conducted independently from the ballast water treatment system manufacturer and suppliers to avoid conflict of interest. So the question is, who can do the commissioning testing?

For LR-classed ships, the commissioning testing must be conducted by an approved service provider only (as of June 1, 2022).

As part of the LR approved service provider scheme, LR audits the company through the review of their commissioning testing experience, knowledge, and operational procedures to ensure they are fit for purpose. However, it is the shipowner’s responsibility to assess if the service provider has a conflict of interest with the BWTS manufacturer or installer.

Some ballast water treatment system manufacturers or yard/engineering companies offer turnkey solutions that include installation, and possibly even commissioning testing, as a complete package, but the commissioning testing must be carried out by an independent party. As part of the commercial contract, it may be paid for by the manufacturer/supplier, which is permitted as long as the commissioning testing is a completely independent process conducted by a different entity/supplier.

BWM Convention Compliance: A Supplier’s Perspective Q&A WITH MAXIME DEDEURWAERDER Business unit director, ballast water treatment solutions,BIO-SEA What are the most pressing regulatory deadlines for shipowners to install BWTS under the IMO and U.S. Regulations?

The ships IOPP Certificate renewal, where the IMO Ballast Water Management Convention applies. USCG regulations as well.

Photo Credit: BIO-SEA

Are there any age-groups of ships where owners have been waiting too long and will find difficulties in obtaining systems and getting them installed?

Not in particular. Any shipowner seeking to purchase a BWTS today might have more difficulties than previous years to get short lead time because of the general tension on subcomponents and raw material markets.

To be noted that on older ship, with missing outdated documentation, the front end engineering and design phase (which can also be provided by BIO-UV Group) can take more time. Though we do have some units “on the shelf” with low lead times Are there any geographic areas where shipyard availabilities for BWTS retrofits will be limited?

China, and as a consequence, there might be a shortage of available drydock slots

in Europe and the Middle East. On the other hand, more and more shipowners are choosing to carry out the installation work while the ship is in service, in order to maintain vessel operations, especially when freight rates are high.

What are the advantages of UV-based systems versus those based on chemical dosing?

UV-based systems are not sensitive to salinity, hence they can work in fresh, brackish, and/or seawater and in any particular mode (IMO/USCG). UV-based systems do not require installation of a neutralization unit on the outlet line, which simplifies the installation.

In general, below 1000 m3/h, UV systems are deemed easier to install and operate and are cheaper to acquire than chemical-based systems. Spare parts and maintenance is also easier and less hazardous since UV-based systems are chemical-free.

For yearly maintenance and emergency troubleshooting, crew should be able to disassemble and replace the filter (pulling out the mesh) and quartz and UV lamps. BIO SEA units do not require the dismounting of the reactor. BIO SEA UV systems are easy to operate, handle, and maintain.

As well as looking at equipment’s certification, are there areas where port states are testing the ballast water to ensure that the BWTS has been performing as required?

We don’t know; any Port States could be performing controls. To be noted that from June 1, sampling tests must be performed after commissioning of a BWTS unit.

Are there any ship types or trading areas that present particular difficulties for effective ballast water treatment?

UV-based systems are challenged by waters where UV-transmittance can be low such as fresh water lakes, some rivers, and harbor waters. These waters pose a challenge regardless of the BWTS technology..

How dependent on proper maintenance and operation by the crew are your systems?

June 2022 // Marine Log 25

OPERAT OPERATOR’S PERSPECTIVE

STAYING GREEN

AN OPERATOR’S PERSPECTIVE

By Heather Ervin, Editor in Chief

26 Marine Log // June 2022

environmentally friendly company, we talked to a panel of Crowley employees for an inside look on the matter.

Meaghan Atkinson, director – regulatory affairs and sustainability engagement for Crowley, talked to us about the following: Marine Log (ML): Crowley has been, in many ways, leading the green revolution in U.S. maritime operations.

What can you tell us about Crowley’s milestones in moving to a more energy

efficient and environmentally friendly way of doing business?

Meaghan Atkinson (MA): Crowley has always been a company focused on solving logistics challenges the most efficient way possible. Crowley enhanced its sustainability commitment and began a significant journey in 2021 by developing a team, laying out an ambition to be the most sustainable maritime and logistics company in the Americas by 2025, developing a formal

Photo Credit: Crowley

C

rowley has, in many ways, been leading the green revolution in U.S. maritime operations as of late.

Late last year, Crowley said that it is “pursuing a path aligned with the latest climate science to limit global warming to 1.5 degrees Celsius,” as one of many ways it has committed to net-zero greenhouse gas emissions across all its activities by 2050.

To find out what Crowley has been doing to move to a more energy efficient and

OPERATOR’S PERSPECTIVE materiality methodology, conducting the company’s first greenhouse gas inventory, and establishing a governance structure for sustainability decisions.

We have been just as busy moving forward in 2022. Crowley set a greenhouse gas goal to be net-zero by 2050 across all scopes and has committed to reducing emissions in-line with 1.5 degrees Celsius climate ambition, aligned with the methodology of the Science Based Targets Initiative. Further, the company is formalizing its sustainability strategy, developing partnerships across the value chain, and planning the publication of its first sustainability report.

ML: Let’s talk sustainability. Crowley is also known for its focus on providing a sustainable environment for not only its employees and surrounding communities, but also for maritime. Can you tell us more about this?

MA: As part of our strategy for growth, Crowley’s core values have been refined this year to be Integrity, Sustainability, and Drive.

These values will underscore the business decisions we make now to facilitate progress toward a zero-carbon future. Crowley is committed to driving decarbonization in the maritime sector, across all its operations and throughout the value chain.

The key to progress toward this all-important goal is partnerships with stakeholders and flexibility. Crowley’s customers expect transportation services that create the smallest footprint possible. In turn, Crowley is working with suppliers to quantify and limit emissions over the long term.

Crowley’s expectation is that the future of maritime — and all transportation — is flexible fuels. Vessels of the future will not have just one type of fuel they can use but multiple and different fuels in different scenarios.

Next up, we talked to Coulston Van Gundy, vice president of construction and engineering for Crowley.

ML: Where are you in the construction of the eWolf tug (if you’re able to answer where the project is estimated to be in May or early June)?

Coulston Van Gundy (CVG): Construction is fully underway. The base design of the vessel has been completed and the final design details are being incorporated into the base vessel design. The vessel hull is currently under construction at Master Boat Builders with critical components arriving in the yard in the coming months. The vessel is currently on schedule to be delivered in 2023 to San Diego.

ML: How did the eWolf tug concept come to be and why did Crowley decide to take it on?

CVG: Crowley operations identified a need in the market for a fully electric vessel. The engineering team met with the operators and helped identify the necessary capabilities of the vessel. Utilizing 3D modeling, the vessel was designed with the operators in real time to come up with the optimal design.

The eWolf provides a platform that allows Crowley to leverage its knowledge and capability to demonstrate to the U.S. market that a fully electric tug is capable of providing ship assist services here in the U.S. This platform also allows us to integrate technology and autonomy into the vessel to understand how we can best use this in the future to be a safer, more efficient operator and provider of services, not just in San Diego but also in other U.S. markets seeking zero or near zero emissions ship assist and harbor tugs.

Finally, we talked to Paul Manzi, vice president at Crowley Shipping.

PM: There are a variety of challenges that we and other companies will face in committing to greener operations. For instance, the current technology and resources to support sustainable solutions is at a higher cost bracket than those to support traditional energy sources, though life cycle operational costs are lower.

A lack of infrastructure to introduce and maintain greener operations is another prominent challenge that is faced. In San Diego, Crowley’s solution is constructing a specific charging station for the eWolf. These challenges will hopefully level out as more companies in the industry commit to net-zero emissions and more sustainable operations.

ML: What are some trends you’re seeing tug and other vessel operators moving toward a greener way of doing things?

Paul Manzi (PM): Trends in the industry are generally driven by the markets in which operators serve and the environmental regulations in those regions.

These regulations are driving a significant demand toward the adoption of greener technology and overall cleaner operations.

Our customers and communities rightfully are seeking more sustainable operations.

ML: Now that we are halfway into 2022 (this story will appear in our June 2022 issue, FYI), what’s yet to come from Crowley in terms of green vessel operations?

Meaghan Atkinson

Coulston Van Gundy

PM: We continue to work with our partners and customers to explore the feasibility of greener and cleaner solutions — from how and what we operate to the services we offer.

This includes the implementation of the all-electric ship assist tug platform in the U.S., which we are currently in the process of building, as well as looking at flexible fuel vessels to meet the needs of the planet and the demands of the industry.

ML: Finally, what are the biggest challenges you’re facing in making your operations greener overall?

Paul Manzi June 2022 // Marine Log 27

CEO Spotlight

Q & A WITH

JOHN WATERHOUSE Green Spotlight: John Waterhouse, Founder & Principal of Elliott Bay Design Group

By Heather Ervin, Editor in Chief

E

LLIOTT BAY DESIGN GROUP ( E B D G ) has been involved with numerous cutting-edge vessel designs.

Many of these have had a green focus.

T h e S e a t t l e - b a s e d n av a l a rch i te c ture, marine, and electrical engineering company provides its services to vessel owners, operators, and shipyards across the country.

In this Q&A, we talk to John Waterhouse, founder and principal of EBDG with over 40 years of industry experience, about the green efforts taking place in vessel design over the last year and how those efforts will expand into the future.

Marine Log (ML): Can you tell u s m o re a b o u t E B D G ’s i n v o l v e ment with perhaps one of the more recent vessel designs, the firstever methanol-fueled towboat, the Hydrogen One, and EBDG’s role in this project?

John Waterhouse (JW): EBDG is pleased to be working with our teammates,

28 Marine Log // June 2022

Maritime Partners, e1 Marine, and ABB on this innovative project. EBDG’s role has been to take the technology developed by e1 and ABB and fit it into a vessel.

The new hybrid-electric Casco Bay passenger vehicle ferry.

Photo credits: Elliott Bay Design Group.

John Waterhouse

As described by one of our principals, Mike Complita: “Our naval architects have optimized the balance between reformers, fuel cells and batteries to maximize range and power while minimizing operational costs.”

Peak power output from the propulsion system will be 2,700 hp, making this vessel suitable for a fleeting operation or handling barges on smaller rivers. The technology is scalable, so there is no reason it couldn’t be applied to vessels of the Upper Mississippi River or Ohio River, where conventional vessels require 3,000 to 4,000 hp.

ML: EBDG has worked on several hybrid-electric and diesel-battery hybrid passenger vessel designs in recent years. Do you see this trending into future and what has changed in the world of hybrid vessels over the last few years?

JW: We certainly believe that battery hybrid will have lots of future applications to passenger vessels, workboats, and possibly even some fishing vessels. The key is to examine each application with an open mind. There is no magical solution that will work on all vessels! The challenge is to understand how energy is used over time and when there are opportunities for recharging that energy. Every operation will have a different answer. EBDG can help operators look at their fleets and identify which types of technology make sense for them.

The big trends we are seeing is the reduced cost per kilowatt hour for batteries and there are new battery chemistries

John Waterhouse

The EBDG designed hybridelectric Governors Island passenger vehicle ferry.

that may provide better power density at a lower cost than today’s lithium-ion types.

The other big trend is that more manufacturers are getting product into the market so our clients will have more vendors to choose from.

ML: Of these hybrid passenger vessel projects, which presented your team with the most challenges and how did EBDG meet those hurdles?

JW: Each project has brought its own challenges so the EBDG team is always learning. Two lessons that may help others are as follows: 1) all electrical equipment produces some heat, regardless of the efficiency of the gear. Cooling systems are vital for keeping motors, batteries, and switchgear operating. 2) There is more electrical cabling than you think—not just power cables but control and data cables connect everything together. This cabling needs careful attention as you lay out equipment and plan for cableways, bulkhead penetrations, electromagnetic interference, and future needs.

ML: EBDG worked on a concept design of a fuel cell-powered, high-speed foot ferry. Can you tell

us more about this project and its green attributes?

JW: To best serve our clients, we need to understand how new technologies will impact a design. Low-emission vessels require additional equipment to reduce their environmental performance.

This equipment adds weight, takes space, increases the capital cost, and must be maintained. It must also comply with safety regulations, which also impact the placement of equipment and may constrain some of the operations. The EBDG team needs to be informed on these issues so we can knowledgably advise our client.

We took the design of a high-speed catamaran ferry that was developed by our partners at AMD Marine Consulting for the Water Emergency Transportation Authority (WETA) in the San Francisco Bay Area. This vessel, the PYXIS, has conventional diesel engines with selective catalytic reduction (EPA Tier 4) and waterjet propulsion.

The vessel carries up to 445 passengers at 34 knots on a route from Vallejo to San Francisco.

We wanted to understand the impacts on design and cost if we were to shift to a zero-emission propulsion system using

hydrogen fuel and fuel cells to power electric motors to drive the waterjets. Our goal was to keep the same performance of 445 passengers at 34 knots. The resulting design had a lightship weight increase of 63 MT, a beam increase of 1.25 meters, and a length increase of 4.5 meters.

The hydrogen fuel was stored as a compressed gas with sufficient volume for two round trips per day plus a 25% margin.

Initial estimates showed that the zeroemission vessel would be approximately 2.5 times the cost of the smaller conventional design. Getting to zero emissions is not cost-free!

ML: Finally, can you tell us what the marine industry can expect from EBDG in terms of partnering on future green vessel projects and why (or if) you believe it’s important to do so?

JW: The EBDG team is committed to helping our clients build or convert vessels to achieve lower environmental impacts.

As noted above, there is no magic solution so we as an industry must be looking at all types of alternative fuels, innovative technologies, energy reduction measures, and energy storage systems.

June 2022 / Marine Log 29

NEWSMAKERS

GD names aerospace exec to lead BIW

Following her confirmation by the Senate, Rear Admiral ANN PHILLIPS, USN, Ret., has now been sworn in as the 20th Administrator of the U.S. Maritime Administration (MARAD).

She is the first woman to head the agency..

DR. RUTH BOUMPHREY has been named CEO of Lloyd’s Register Foundation, the independent global charity that owns the Lloyd’s Register Group. She is currently the foundation’s director of research and strategic programs and will take over from outgoing CEO Professor RICHARD CLEGG following his retirement on June 30, 2022.

RICK SPORRER, currently VP sales, Americas, at Danfoss Power Solutions, has been appointed the next president of Danfoss North America, effective July 1.

He brings more than 30 years of customer and regional expertise and leadership to his new role. He succeeds JOHN GALYEN, who has announced that he is to retire from Danfoss later this summer.

Retired General STEPHEN R. LYONS, former commander of the U.S. Transportation Command, has been named the new port and supply chain envoy to the Biden administration Supply Chain Disruptions Task Force, taking over the role from JOHN D. PORCARI. BRANDI SMITH has been named vice president of the Columbia-class submarine program at Huntington Ingalls Industries’ Newport News Shipbuilding division.

ZF Marine North America has appointed WALTER FIENCO product line manager, commercial thrusters.In this role, Fienco was previously senior engineer, customer applications, for ZF Marine.

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Photo Credit: LH picture: General Dynamics; Middle pic: Lloyd’s Register Foundation; RH Pic: U.S. Army

General Dynamics has appointed Gulfstream Aerospace executive CHARLES F. KRUGH as president of General Dynamics Bath Iron Works, succeeding former president DIRK LESKO who resigned at the beginning of April. A U.S. Army veteran, Krugh joined GD in 2011 as a senior vice president and general manager for jet aviation, becomingGulfstream’s vice president for supplier operational support in 2018.

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TECH NEWS

THE FIRST HYDROGEN-FUELED CTV was last month reported to be ready for immediate operation after successful completion of trials and bunkering. What may come as a surprise to many who have been watching the development of hydrogen as a marine fuel is that the vessel is not powered by a fuel cell, but by pair of V12 marine diesel engines.

The vessel is the Hydrocat 48. Operated by Windcat Workboats, it introduces clean fuel technology to the already very fuel efficient and high performing Windcat MK 3.5 design.

Windcat Workboats is part of Compagnie Maritime Belge (CMB), which has long been an advocate of hydrogen fueling and the Hydrocat 48 has been developed in partnership with CMB’s CMB.TECH subsidiary.

The engines are two twelve-cylinder MAN D2862 LE448 dual-fuel diesels developed by 32 Marine Log // June 2022

MAN Engines. Each has an output of 749 kW (1,019 hp) at 2,100 rpm. The engines are IMO Tier III-certified and equipped with a selective catalytic reduction exhaust gas after treatment system.They were prepared for dual fuel operation by MAN Engines, with the diesel fuel common rail injection parameters being optimized for dual fuel operation and supplemented with a CMB. TECH hydrogen injection system.

The hydrogen is introduced into the charge air via an adapter and a precisely measured quantity is added to the combustion cycle. The combustion process is thereby started according to the diesel principle, which requires the injection of approx.

5% of diesel fuel.

In dual fuel mode, the diesel injection parameters are optimized to achieve the lowest emissions and the best consumption values. Considerably less CO2 is released in

the exhaust gases, while operating behavior and full load characteristics remain unchanged. In the event of problems in the hydrogen circuit or a depleted hydrogen supply, a switch back to diesel can be made at any time. This guarantees uninterrupted operation with normal reliability.

“What’s special about our technology is that we use a conventional diesel engine, which doesn’t need to be optimized for hydrogen,” says Werner Kübler, head of development at MAN Engines, which is part of MAN Truck and Bus SE. “A proven V12 marine engine is thus used in which hydrogen is introduced into the charge air via an adapter and is added to the combustion cycle. The combustion process is thereby started according to the diesel principle, which requires the injection of approx. 5% of diesel fuel. The diesel fuel common rail injection parameters have been optimized

Photo Credit: Windcat Workboats.

First Hydrogen-fueled CTV is Powered by V12 MAN Diesels

TECH NEWS

Photo Credit: (Top) MAN Engines; (Bottom) Windcat Workboats.

Hydrocat engine room

here for dual fuel operation.

“MAN Engines has long-standing experience in the development of fuel-saving and reliable diesel engines, including for work boats,” adds Kübler. “Building on this experience, we were also able to achieve the best consumption values in dual fuel operation, and ensure the same operating behavior as displayed by diesel operation at full load. At the same time, we also reduce CO2 emissions through the use of hydrogen by an average of approx. 50%, and even up to 80% as a peak value.”

“This vessel offers the industry a costeffective solution to significantly reduce emissions from service vessels, which can be applied to any wind farm today,” says Willem Van Der Wel, managing director of Windcat Workboats. “This solution can be see as a steppingstone to fully hydrogen-powered CTVs. By starting with dual fuel combustion

engines, we can make hydrogen technology operational in the industry and kick-start further development of the technology, regulation, supply chain, etc.”

“The suitability of this technology for a CTV is mainly because existing diesel engines can be used. No fundamental changes to the main engine are required, which not only means that maintenance and repair remain simple, but also that the engine can easily be switched back to diesel fuel without any modifications,” says Roy Campe, CTO of CMB.TECH. “Even if hydrogen is not available, the vessel can continue to run on traditional fuel, making it a very robust and reliable solution for the offshore wind industry.”

CMB. TECH and Windcat Workboats are working on the further optimization of engine capacities and the increased use of the hydrogen percentage. The long-term

plan is to develop the technology and infrastructure to be able to eventually use a mono-fuel option via an internal combustion engine (ICE).

While the hydrogen supply chain still needs to grow to become readily accessible in more location, CMB.TECH and Windcat have also developed solutions for the supply of hydrogen to the vessel in the current early phase of hydrogen development.

CMB Tech has designed a 40 foot, 500 bar trailer for remote refueling of systems using its technology currently in use. Multiple applications and customers can be served by this one system, which can also support the Hydrocat.

Windcat and its joint venture partners have three more vessels under construction that can be delivered with the hydrogen technology on board. More CTV designs using the technology are being developed.

June 2022 // Marine Log 33

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SAFETY FIRST

Lower Total Loss Numbers Don’t Tell the Whole Story malfunctions or electrical short circuits in vehicles, while the open decks can allow them to spread quickly. The growing numbers of electric vehicles (EVs) transported by sea brings further challenges, given existing counter-measure systems may not respond effectively in the event of an EV blaze. Losses can be expensive, given the value of the car cargo and the cost of wreck removal and pollution mitigation.

T

he good news in marine insurer Allianz Global Corporate & Specialty SE’s Safety & Shipping Review 2022 is that though 54 large ships were reported total losses last year, that compared with 65 a year earlier and continued a positive trend that has seen total losses down 57% over past decade. On the other side of the coin, the number of reported shipping casualties or incidents rose. The British Isles saw the highest number (668 out of 3,000).

Machinery damage accounted for over one-in-three incidents globally (1,311), followed by collision (222) and fires (178), with the number of fires increasing by almost 10%.

The annual study analyzes reported shipping losses and casualties (incidents) on vessels over 100 gross tons. The 54 total losses continue a trend that has seen a 57% decline in losses over 10 years (127 in 2012), while during the early 1990s, the global fleet was losing 200+ vessels a year.

The 2021 loss total is made more impressive by the fact that there are an estimated 130,000 ships in the global fleet today, compared with some 80,000 30 years ago.

Over the past decade, the South China, Indochina, Indonesia, and the Philippines maritime region has been the main global loss hotspot, accounting for one-in-five losses in 2021 (12) and one-in-four-losses over the past decade (225), driven by factors including high levels of trade, congested ports, older fleets, and extreme weather.

36 Marine Log // June 2022

Globally, cargo ships (27) account for half of vessels lost in the past year and 40% over the past decade. Foundered (sunk/submerged) was the main cause of total losses over the past year, accounting for 60% (32).

While total losses declined over the past year, the number of reported shipping casualties or incidents rose. The British Isles saw the highest number (668 out of 3,000).

Machinery damage accounted for over one-in-three incidents globally (1,311), followed by collision (222) and fires (178), with the number of fires increasing by almost 10%.

A Burning Issue: Fires on Board During the past year, fires on board the rollon roll-off RO/RO car carrier Felicity Ace and the containership X-Press Pearl both resulted in total losses. Cargo fires are now a priority concern. There have been over 70 reported fires on container ships alone in the past five years, the report notes. Fires often start in containers, which can be the result of non-/mis-declaration of hazardous cargo, such as chemicals and batteries – around 5% of containers shipped may consist of undeclared dangerous goods. Fires on large vessels can spread quickly and be difficult to control, often resulting in the crew abandoning ship, which can significantly increase the final cost of an incident.

Fires have also become a major loss driver for car carriers. Among other causes, they can start in cargo holds, caused by

When large vessels get into trouble, emergency response and finding a port of refuge can be challenging.

Specialist salvage equipment, tugs, cranes, barges, and port infrastructure are required, which adds time and cost to a response. The X-Press Pearl, which sank after it was refused refuge by two ports following a fire – the ports were unable or unwilling to discharge a leaking cargo of nitric acid – is one of several incidents where containerships have had difficulty finding a safe haven. Meanwhile, the salvage operation for the car carrier Golden Ray, which capsized in the U.S. in 2019, took almost two years and cost in excess of $800 million.

“Too often, what should be a manageable incident on a large vessel can end in a total loss. Salvage is a growing concern.

Environmental concerns are contributing to rising salvage and wreck removal costs as ship owners and insurers are expected to go the extra mile to protect the environment and local economies,” says Captain Rahul Khanna, global head of marine risk consulting at AGCS. “Previously, a wreck might have been left in situ if it posed no danger to navigation. Now, authorities want wrecks removed and the marine environment restored, irrespective of cost.”

Higher salvage costs, along with the burden of larger losses more generally, are a cost increasingly borne by cargo owners and their insurers.

“General average, the legal process by which cargo owners proportionately share losses and the cost of saving a maritime venture, has become a frequency event, as well as a severity event, with the increase in the number of large ships involved in fires, groundings and container losses at sea compared with five years ago,” says Régis Broudin, global head of marine claims at AGCS.

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