Marine Log March 2018

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

March 2018

Charging AHEAD

Operators plug into hybrids

Seafarer Training Eye on the Future

TOTE Completes LNG Conversion

Keel Laid for First Hybrid Cargo Vessel in U.S.

St. Johns Ship Building

Full-Service Construction and Repair of Steel and Aluminum Vessels.

560 Stokes Landing Rd., Palatka, FL 32177 Tel: 386.328.6054 • Fax: 386.328.6046 • stjohnsshipbuilding.com

reer ng Ca Offeriortunities Opp iring Now H

CONTENTS

8

29

Departments

Features

2E ditorial Sustainable Shipping Born in Connecticut

15

Inland Waterways Subchapter M: The Clock is Ticking Towing vessel owners will have two options to help meet Subchapter M requirements this summer: a U.S. Coast Guard Inspection or compliance with a Towing Safety Management System

18

CEO Spotlight There’s No Turning Back IMO Secretary-General Kitack Lim discusses the Global Sulfur Cap and a number of other environmental challenges facing the industry

22

Hybrid & All Electric The Birth of Sustainable Shipping A recent keel laying marks an historic moment for the industry: the first U.S.-built hybrid cargo vessel

4 Industry Insights 6 Marine Innovations 7 Wellness Column Unraveling and Understanding our DNA, Part II

8 Update OTE Completes First Phase T in LNG Conversion • Vane Brothers Takes Delivery of New ATB Unit from Conrad • R AL, Kongsberg to Fight Fire with Remotely Operated Vessel • President’s Infrastructure Plan Falls Short on Inland Waterways •

Cover: BAE Systems; Top from left to right: Fincantieri, VSTEP

14 Inside Washington enator Floats Made in America S Shipbuilding Act

33 Newsmakers CMA CGM Amps Up Digital Strategy with Appointment 34 Tech News E-Certificates A Big Hit for DNV GL Clients

Electrifying A closer look at the plans to convert a Gee’s Bend vessel into an all-electric car ferry

27

Engines Beyond the Box New emerging markets have piqued the interest of engine manufacturers

29

Seafarer Training Eye on the Future How will maritime training and education, and the role of the seafarer change in the digital age?

40 Safety First Oil in the Water: Now What?

March 2018 // Marine Log 1

EDITOR’S COLUMN

MarineLoG March 2018 Vol. 123, NO. 3 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com

Sustainable Shipping Born in Connecticut

O

ver the last 30-plus years, I’ve attended some memorable christenings, launchings, and keel layings for just about every type of vessel.

They all have their own buzz and produce their own distinct memories; whether it is talking to Pulitzer Prize-winning author James Michener about his next book on the deck of a P&O cruise ship or meeting the stunning Sophia Loren at a christening.

But a keel laying at Derecktor Shipyards in Mamaroneck, NY, last month was different. There was a feeling I was witnessing history—a transformative moment for the industry. That’s because the aluminum being welded was for what will be the first hybrid cargo vessel in the U.S. That in and of itself is historic, but there’s more! It could be the first of an entire fleet of battery-powered cargo vessels zipping across Long Island Sound and the Hudson River as a new sustainable shipping network. The cargo vessel would carry 12,000 pounds of farm-to-table products, connecting local farms, ranches, and specialty food producers to restaurants, stores, and consumers.

The project is the brainchild of Bob Kunkel, whose passion, persistence, and enthusiasm are downright contagious. Bob co-owns Harbor Harvest, a specialty grocery store, deli, and farmers market in

Connecticut. He’s also President of Alternative Technologies (AMTECH), a firm that supports shipowners in alternative energy and propulsion projects, and has decades of experience in shipbuilding. Bob’s vision is to build a fleet of battery-powered cargo vessels as part of a sustainable short-sea shipping network to carry cargo to Connecticut and New York ports. It’s the perfect short-sea shipping project imagined under the Maritime Administration’s Marine Highways program. And Bob should know because he served as the Federal Chairman of the Short Sea Shipping Cooperative Program for MARAD for five years.

The Harbor Harvest project has applied for designation as a Marine Highways Project and is awaiting the signature of Transportation Secretary Elaine Chao. The project would be a feather in the cap of the Administration, promoting local jobs, shipbuilders, suppliers, and spurring innovation.

Let’s hope that Secretary Chao thinks so, too.

John R. Snyder Publisher & Editor jsnyder@sbpub.com

John R. Snyder

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2 Marine Log // March 2018

MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Art Director Nicole Cassano ncassano@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER Elaina Crockett ecrockett@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St. 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime emily.reiblein@crowley.com Capt. Matthew Bonvento Vanuatu Maritime Services mbonvento@vanuatuships.com Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month, one of the things we highlight are hybrid and all-electric propulsion vessels. While Norway is the clear leader in the world market—with about 40% market share—the U.S. is making real strides towards adding these zero and low emission vessels. Not including all-electric water taxis, the U.S. has a total of 22 vessels that are in operation, have been built or converted. With emission restrictions tightening, battery technologies improving, and companies looking towards a more sustainable approach to operations, this is a trend that is sure to continue.

Offshore Rigs Operating in U.S. GOM (on or about February 1 of respective year)

Top Five VLCC Owners By Number NITC

38

CHINA VLCC

53

51

2013

57

2014 47

2015 26

2016 COSCO SHIPPING ENERGY

49

2017

BAHRI

46 41

2018

MARAN TANKERS

21 16

0 Source: VesselsValue

10

20

30

40

50

60

Source: Baker Hughes

Hybrid & Electric Fleets U.S. Owners

Top Five Vessel Types

58 Ferry 32 Offshore Vessel 30 Passenger Vessel 12 Yacht 11 Tug

U.S. Hybrid & Electric Fleet

SEACOR 11 Foss Maritime 2 Harbor Docking & Towing 2 Alabama DOT 1 Baydelta Maritime 1 Harbor Harvest 1 Harvey Gulf International 1 Kitsap Transit 1 Red and White Fleet 1

(Number by Segment)

5 Tug 2 Research Vessel 1 Cargo Vessel 3 Passenger Vessel 11 Offshore Support

(By Number)

Source: Maritime Battery Forum, May 2017

(By Type, >60 ft)

Source: Marine Log, March 2018

Source: Marine Log, March 2018

Recent Contracts, Launches & Deliveries Qty

Type

Owner

Est. $

Est. Del.

All American Marine, Bellingham, WA

2

77 ft, 118-passenger Ferries

Kitsap Transit

15.0

2019

Chesapeake Shipbuilding, Salisbury, MD

4

3,000 hp, 94 ft x 34 ft Tugs

Vane Brothers Co.

2020

Conrad Orange, Orange, TX

1

110 ft x 38 ft ATB Tug

Vane Brothers Co.

2018-1Q

Derecktor Shipyards, Mamaroneck, NY

1

65 ft Hybrid Cargo Vessel

Harbor Harvest

2018

Master Marine, Bayou La Batre, AL

1

67 ft x 28 ft Pushboat

Waterfront Services

2018-1Q

Metal Shark, Jeanerette, LA

1

35 ft Patrol Boat

Puerto Rico Police Dept.

2018-1Q

Rodriguez Shipbuilding, Coden, AL

1

82 ft x 32 ft Tug

Coeymans Marine Towing

2017-4Q

Shipyard

Source: Marine Log Shipbuilding Contracts

4 Marine Log // March 2018

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Marine Innovations ClassNK Releases New Version of PrimeShip-HULL (HCSR) ClassNK has launched the latest version of its design support software PrimeShip-HULL (HCSR) Version 5.0.0, developed in response to the IACS Common Structural Rules for Bulk Carriers and Oil Tankers (CSR BC & OT). The new version offers a high level of support when designing safer ships and incorporates the latest rule amendments to CSR BC & OT (Rule Change Notice 1 to CSR 01 JAN 2017 version). Various functions including prescriptive calculation, direct strength assessment software, and the design support tool, were added. www.classnk.com

MobileOps, Inc. P&R Water Taxi, LLC Chooses Cloud-based Platform to Better Operations Honolulu-based operator P&R Water Taxi, LLC, has signed a contract with MobileOps, Inc. to use the MobileOps Platform across its fleet to bolster its safety, maintenance and regulatory initiatives. The cloud-based platform’s intuitive nature has helped foster a collaborative environment between crew members and management. MobileOps helps maritime businesses comply with regulatory requirements, reduce costs and keep operations safe. It can be accessed from any device, be used offiline, and is Subchapter M ready. www.mobileops.co

NAUTIC-ON Brunswick Corporation Debuts NAUTIC-ON Brunswick Corporation has launched NAUTIC-ON a smart boating platform that provides peace of mind by conveying the boat’s location and vital systems data using a hub and wireless sensors installed on the boat. Customers access the information using the intuitive NAUTIC-ON app, giving them a remote view of the boat’s components and operating systems. The app also alerts the customer when systems are malfunctioning. www.nautic-on.com

Vesper Marine Guardian AIS System Keeps Vessels and Salvage Operation on Track Vesper Marine has announced that its Guardian:protect solution has successfully helped alert more than 8,000 vessels, over a nine-month period, to safely navigate around a dangerous shipwreck in the Port of Singapore. The AIS-based system was used to protect vessels from the shipwreck and the ongoing salvage operation. The use of Guardian:protect eliminated the need and expense of having a second guard vessel. It also reduced human error as it automatically notified vessels near the site and the salvage team. www.vespermarine.com

Vortec Personal Air Conditioners for your Crew For crew members working below deck—especially those in the engine room or welding—Vortec has introduced Dual Action Personal Air Conditioners (PACs). The PACs minimize heat stress and fatigue in elevated temperatures or can increase vest and body temperatures to ward off the cold. The dual action PAC generates cold or hot air to provide airflow to the worker, along with a cooling/heating vest which diffuses the air flows around the worker’s torso. The durable, plasticized vests can be worn under other protective clothing. www.vortec.com 6 Marine Log // March 2018

Wellness Column

Unraveling and Understanding our DNA, Part II changes through generations. The researchers fed fat, cancer and diabetes susceptible mice a diet rich in methyl groups found in fish, meats, milk, strawberries, dark leafy greens, etc. The methyl groups attached to the mother’s DNA and turned off the diseasing gene in her children. As a result, most of the offspring were born lean, brown and stayed healthy for their lifespan.

Changing Epigenetics for Generations

Shutterstock/ Brent Hofacker

W

ill mom or dad’s cancer become the fight of my life? To continue our answer from last month we turn toward the science of epigenetics—how DNA can be turned on and off via switches in the chemical bath that surrounds it. The ability to change this chemical communication to express or inactivate disease has far-reaching implications on our health and that of following generations.

The National Institute of Environmental Health Sciences (NIEHS) identifies the DNA in our cells as an instruction manual, and epigenetics as the mechanism that tells the cell to read specific pages of the instructions and act accordingly. Epigenetic mechanisms are a part of most major diseases including almost all types of cancer, cognitive dysfunction, cardiovascular disease, diabetes and more. The switches turn signals on/ off by environmental exposures (i.e. pesticides, hydrocarbons, radioactivity, metals, viruses, bacteria, tobacco smoke and even a lack or abundance of nutrients in our diet).

Exposures do not just alter the epigenetics of the individual assailed, they are transgenerational and hitchhike on DNA carrying for up to four generations hence. Epigenetic changes belong to more than just you—they may deteriorate or ameliorate diseased states in your children’s children.

A paper on Epigenomics by Hardy and Tollefsbol published in 2012 examined the effects of dietary agents in foods like green tea, grapes, game meat, broccoli and watercress on epigenetic signaling. The foods caused the “reactivation of tumor suppressor genes, the initiation of apoptosis (the death of cancer cells), the repression of

cancer-related genes and the activation of cell survival proteins in different cancers.”

Cancer is not the only epigenetic change that can be made by diet. At the Norwegian University of Science and Technology, biologists tested foods to assess their negative effects on obese individuals. The study identified that a moderate carbohydrate diet (33% carbs, 33% protein and 34% fat) vs. a

Epigenetic changes belong to more than just you, they may deteriorate or ameliorate diseased states in your children’s children. high carbohydrate diet (65% carbohydrates, 15% protein and 20% fat) showed a reduction of genetic activity in a set of genes linked to cardiovascular disease. The researchers went on to say that “genes respond immediately to what they have to work with.”

Epigenetic signals for cardiovascular disease took only six days to “switch off ” once subjects moved to a lower carb diet.

We can also pass life-sustaining dietary changes epigenetically to our children. In 2003, researchers funded by NIEHS traced the passing of nutritionally driven epigenetic

We are starting to see an inkling of how we can program our future and that of our children. While we have a long way to go, studies have recognized that we can impact our epigenetics by getting light, eating right and shuting down devices at night.

1. Get Light-We get Vitamin D3 from sunlight. Our cells turn rays into a steroid that regulates over 1,000 genes in the human genome and changes epigenetic signaling.

The steroid has been shown to help control DNA expression for the better.

2. Eat Right-Green tea, resveratrol containing foods (grapes, cranberries, blueberries, etc.), cruciferous vegetables (broccoli, brussels sprouts, watercress, etc.) and curcumin (curry) have all shown beneficial effects on epigenetic signaling when it comes to cancers, heart disease and aging.

3. Shut Down Devices at Night-A 2017 study at Ohio State identified epigenetic changes based on night time light exposure. Subjects had dimly illuminated nights throwing them out of a natural mix of daylight to darkness prior to mating. Epigenetic changes caused offspring to experience weakened immune systems and disrupted endocrine systems.

Exposures make a difference in the expression of the diseases we face throughout our lives. Evidence is growing to suggest that our food and environment are the components we can use to communicate with our DNA to give it instructions and programming for health and wellness.

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

Emily Reiblein

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

March 2018 // Marine Log 7

Update

BIZ NOTES Detyens Awarded MSC Contract

TOTE Completes First Phase in LNG Conversion TOTE Maritime Alaska has completed

the first of four conversion periods that will see its two Orca class vessels equipped to use liquefied natural gas (LNG) as fuel.

TOTE Maritime’s North Star arrived in Anchorage, Alaska last month, completing her first voyage after a visit to Canada’s Victoria Shipyards that saw her outfitted with two LNG tanks immediately behind the bridge. In addition to the LNG tanks and accompanying infrastructure, the ship received critical engine updates necessary to utilize LNG as a fuel and underwent a standard regulatory dry-docking.

This conversion will drastically reduce air emissions from TOTE Maritime’s Alaska ships, virtually eliminating SOx and

particulate matter while drastically reducing NOx and carbon dioxide. Reduced emissions will result in a healthier environment for Tacoma, WA, Puget Sound and Anchorage, AK, the communities in which TOTE Maritime operates.

“We are excited to be the first shipping company in the U.S. to undertake this important environmental effort” said Mike Noone, President, TOTE Maritime Alaska.

Three more conversion periods will be required to finalize the transition of the vessels North Star and Midnight Sun to LNG. Each of these conversion periods will take place in the winter to minimize the impact to customers and consumers alike. The conversion of both ships is scheduled to be

Detyens Shipyards Inc, Nor th Char les ton, SC, has b e e n aw ard e d a $16,418,4 0 0 co nt r ac t for a 75 - c ale n d a r d ay s hi py a r d av aila b ili t y for the regular overhaul and drydocking of the USNS Robert E. Peary (T-AKE 5). Work on the ship begins this month and is expected to be complete by June 2018.

Under the contrac t, work includes clean and gas-free tanks, voids, cofferdams and spaces, propulsion motor and cooler, main generator maintenance and cleaning, high voltage switchboard and emergency switchboard cleaning, five-year main engine flex hose replacement, dr ydocking and undocking, propeller shaf t and stern tube inspection, freshwater (closed loop) stern tube lubrication, underwater hull cleaning and painting, freeboard cleaning and painting, sea valve replacements, renew flight deck non-skid and reverse osmosis unit sea-chest installation.

complete first quarter 2021.

Both Orca class RO/RO vessels were constructed by NASSCO at its San Diego shipyard and were commissioned in 2003.

TOTE Maritime Puerto Rico, another TOTE company, is notable for ordering the world’s first LNG-fueled containerships, the Isla Bella and Perla del Caribe, launched by NASSCO in 2015 and both featuring single MAN B&W 8L70ME-GI engines.

Athens, Greece , headquartered Sea World Management & Trading, Inc. and ship master Edmon Fajardo were convicted last month of maintaining false and incomplete records relating to the discharge of oil and garbage from an oil tanker, the Sea Faith, that was operating off the coast of Texas in 2017.

The Department of Justice reports that Sea World Management & Trading, Inc. and Fajardo pleaded guilty to two felony violations of the Act to Prevent Pollution 8 Marine Log // March 2018

from Ships, 33 U.S.C. § 1908(a), for failing to accurately maintain the Sea Faith’s Oil Record Book and Garbage Record Book.

Under the terms of the plea agreement, the company will pay a fine of $2.25 million and serve a three-year term of probation during which all vessels operated by the company and calling on U.S. ports will be required to implement a robust Environmental Compliance Plan. Fajardo was sentenced to six months in jail to be followed by two years supervised release and a $2,000 fine.

Both the company and Fajardo admitted that oil cargo residues and machinery space bilge water were illegally dumped from the Sea Faith directly into the ocean while the vessel was transiting to Corpus Christi, TX, without the use of required pollution prevention equipment. The discharges were not recorded in the vessel’s Oil Record Book.

They further admitted that Fajardo ordered crew members to throw plastics, empty steel drums, oily rags, batteries, and empty paint cans overboard into the ocean.

TOTE Maritime

Tanker Operator and Master Sentenced in Pollution Case

Update

Milestone Reached in Reel-lay Vessel Project

Conrad Shipyard Delivers First Assateague Class ATB Unit to Vane Brothers Company

Dutch shipbuilder Royal IHC has

Conrad Shipyard’s Orange, Texas yard has delivered the first tug in the Assateague class, the Assateague, to Vane Brothers Company, Baltimore, MD. The tug, designed by Greg Castleman of Castleman Maritime, LLC, League City, TX, measures 110 ft by 38 ft and is powered by a pair of Cummins QSK60M, Tier 3 engines, each rated at 2,200 HP. The engines are coupled to Reintjes WAF 873 gears with 7.087:1 reduction turning 102-inch 4-bladed bronze propellers mounted on 9.5 inch shafts.

Calling the experience of working with Vane a great one, Greg Castleman says the design of the tug is a reflection of his collaboration with the operator.

The Assateague reached a speed of more than 13 knots during trials. And has tankage for nearly 120,000 gallons of fuel and 8,200 gallons of fresh water.

The tug, the first in a series of three, will be mated to Double Skin 801, an 80,000- barrel barge designed by Bristol Harbor Group and built at Conrad’s Amelia, LA facility.

Port Captain Jim Demske, who oversees new tugboat construction for Vane Brothers, says, “Castleman Maritime’s ATB tug, Assateague class design is just a terrific tug design to pair up with the Bristol Harbor barge design. The

reached the first significant milestone in the design and construction of a 149m integrated reel-lay vessel for Subsea 7 of Luxembourg.

Royal IHC’s team in the UK has reached the stage where the operational concept design of the reel lay system is translated into the production phase.

The technologically advanced ship will be designed to install complex rigid flowlines, including pipe-in-pipe and electrical trace heating systems in depths up to 3,000 meters deep.

This cost-effective technology will help address the market trends towards longer tie-back developments.

The shipbuilder says it has completed the model testing on its design for resistance and propulsion, as well as seakeeping performance validation, both of which were conducted at the Marine Research Institute of the Netherlands (MARIN).

The Subsea 7 reel-lay vessel will accommodate 120 persons and include two work class ROVs. A keel laying ceremony is set for later this year with delivery expected in 2020. The pipe lay system focuses on crew safety, operational efficiency and flexibility.

tug has great free running speed and the combined tug/barge performance is excellent.”

The barge component of the ATB unit measures 405 ft x 74 ft. It is equipped with a complete loaded and discharging system in 10 tank compartments and includes a 10 MMBTU cargo thermal heating system.

Crew access to the barge is facilitated by an Schoellhorn-Albrecht custom gangway.

Meanwhile, Gulfport, MS-based Coastal Marine Equipment supplied the deck capstans for the tug. The tug, which has accommodations for a crew of ten, is classed ABS-A1 TUG, AMS, ABCU. Conrad is also in the process of building units two and three in the series. The Chincoteague and DS-802 are to be delivered mid 2018, while Wachapreague and DS-803 are expected to be delivered this coming winter.

MARITIME Trivia­– Question #57: With his dying breath, who said: “Fight her till she sinks and don’t give up the ship”?

The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print.

Email your guess to marineart@jclary.com.

February’s trivia question: Who said, “Life is not so short, but that there is always time for courtesy”?

Vane Brothers

Winning Answer: Ralph Waldo Emerson, submitted by Jeff Didas

March 2018 // Marine Log 9

Update

BIZ NOTES

Umoe Mandal, Bordelon Team Up to Bring Next Gen Crew Transfer Vessel to US Market

Kirby to acquire Higman Marine Kirby Corporation has signed a definitive agreement to acquire Higman Marine, Inc. and its affiliated companies for approximately $419 million in cash.

Higman’s marine transportation fleet consists of 159 inland tank barges with 4.8 million barrels of capacity and 75 inland towboats— moving petrochemicals, refined petroleum produc ts, crude oil, natural gas condensate, and black oil on the Mississippi River System and Gulf Intracoastal Waterway for large midstream and global integrated oil companies.

D a v i d G r z e b i n s k i , K i r b y ’s President and CEO, said Higman’s young fleet is “an excellent fit with Kirby’s Operations” and will allow Kirby to “avoid significant future capital outlays for new towboats.”

U.S. operators in the market for high performance oil & gas sector crew transfer vessels could soon have a new option.

Norwegian shipbuilder Umoe Mandal has introduced the latest addition to its range of composite hulled Wavecraft vessels, the Voyager 38 X, and it is teaming up with Bordelon Marine Shipbuilders, Houma, LA, to produce a U.S. version.

“Voyager 38 X implements intelligent design and state-of-the-art technology to offer [a] new standard for offshore crew transfer, directly competing with helicopters on levels of safety, comfort, fuel efficiency and overall reduced cost of offshore logistics,” said Are Søreng, VP Sales & Marketing at Umoe Mandal. “We are pleased to offer our latest innovation to the global Oil & Gas sector, and are especially excited to enter the

Spill Prevention and Response for Oil and Hazardous Materials in the Marine and Inland Environment OREGON CONVENTION CENTER

U.S. market with purpose-designed technologies to meet EPA Tier 4 standard.”

Søreng says that the Bordelon shipyard will gear up for composites production and that Umoe Mandal will provide technology transfer to deliver knowhow and ensure quality throughout the process.

Designed to reduce transit time, improve crew and passenger comfort, safety and efficiency, expand the operational envelope and reduce logistics costs, the Voyager 38X incorporates proven air-cushion catamaran and Surface-Effect-Ship (SES) technologies with a sophisticated motion control system that compensates for vertical wave motion, offering comfortable transit and safe access to other vessels and installations offshore.

The vessel, which can reach a maximum speed of 55 knots, can be outfitted with a gangway and a SeaSpyder personnel transfer system.

The Wavecraft Voyager 38 X can be delivered in accordance with all major classification societies and is in compliance with USCG and ABS A1 HSC Crew Boat “Circle E” + AMS + DPS-2 classifications.

JUNE 19-21

2018

PORTLAND, OREGON

www.cleanpacific.org 31075

10 Marine Log // March 2018

Umoe Mandal

Register with VIP code MLOG18 to receive a $50 discount to attend CLEAN PACIFIC!

Update

RAL and Kongsberg to Fight Fire Remotely Remotely-oper ated vessels are

REQUIRE

slowly making their way into the industry. To better serve ports, Vancouver-based naval architect and marine engineering firm, Robert Allan Ltd., and marine technology provider Kongsberg Maritime have collaborated to develop a new remotelyoperated fireboat, the RALamander, that will enable first responders to attack dangerous port fires more aggressively and safer than ever before.

Robert Allan Ltd. says the remotelyoperated vessel will enable fires involving containers, petrochemicals, shore-side structures or vessels to be attacked more quickly and efficiently. The response will also not be hindered or delayed by toxic smoke or the risk of explosions.

The RALamander’s semi-portable operator console is linked to Kongsberg’s Maritime Control and Communication System. The vessel was designed with flexibility in mind offering all the advantages of a remotely-operated fire response in a customizable package.

The first vessel in the series, the 20m RALamander 2000, will be equipped with FiFi 1 capability with a total pumping

capacity of 2,400 m3 per hour with optional foam. A retractable mast can bring one of the three monitors to a high point of attack for shipboard or dock fires.

A range of auto functions is planned for firefighting, including dynamic positioning, water spray target holding, and ‘line protection’ where RALamander automatically moves back and forth along a line while directing protective spray cover on shore structures or vessels threatened by a fire. A low-profile design also makes it possible to attack under-wharf and marina fires remotely. If a burning vessel poses a threat to its surroundings, RALamander can be used to tow it a safe distance by means of its Grapnel Emergency Towing (GET) system.

BIZ NOTES Ingalls awarded LPD 29 contract Huntington Ingalls Industries’ Ingalls Shipbuilding division has been awarded a $1.43 billion, fixed-price incentive contract for the detail design and construction of LPD 29, the thir teenth San Antonio - class amphibious transport dock.

Ingalls has already built and delivered 11 San Antonio-class ships, with the 12th, the For t Lauderdale under construc tion and expected to launch in 2020.

The 684 ft long x 105 ft wide San Antonio class ships are used to embark and land marines, their equipment and supplies via air cushion or conventional landing craft and amphibious assault vehicles, augmented by helicopters or vertical takeoff and landing aircraf t such as the MV-22 Osprey.

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March 2018 // Marine Log 11

Update

President’s Infrastructure Plan Falls Short on Inland Waterways Inl and waterways interests were

singing the praises of President Trump after he visited the Ohio River last year and vowed to fix the nation’s crumbling infrastructure including its neglected system of locks and dams with a massive infrastructure initiative. Now, however, their tune seems to have changed after seeing the President’s FY2019 budget request.

The Waterways Council, Inc. (WCI), which represents the interests of inland towing and barge companies, shippers, and other waterways interests, expressed disappointment that the President’s proposal moves toward eliminating the role of the U.S. federal government to construct, operate and maintain U.S. federal waterways by transferring that responsibility to

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non-federal public or private entities.

The President’s FY2019 budget request and the infrastructure initiative also propose to modernize the waterways transportation system by authorizing the federal government and “third party service providers” to impose and retain tolls or lockage fees on the lock and dam system.

“While we were extremely gratified that the President mentioned waterways in the State of the Union address,” said Michael Toohey, President and CEO of the Waterways Council, Inc., “and visited the Ohio River last June, where he said that ‘together we will fix it,’ the Administration infrastructure proposal actually seems to mean that commercial operators and shippers are the only ones who will be expected to pay, and significantly more, for the Nation’s waterways transportation system, despite being just one beneficiary of the lock and dam system.”

The Trump Administration announced that it would undertake a $1.5 trillion initiative to repair America’s infrastructure.

In his visit to the Ohio River in June 2017, President Trump described, [the] “dilapidated system of locks and dams that are more than half a century old,” and said, “Together, we will fix it. We will create the first-class infrastructure our country and our people deserve.”

If the infrastructure recommendations are adopted, the Inland Waterways Trust Fund would be responsible for operating and maintaining the inland navigation system at an estimated cost eight times that of current Trust Fund income.

“Carriers, and therefore shippers like American family farmers, energy/petroleum and coal producers, cement and construction material companies, and many others who rely on the cost-competitive waterways to ship their products around the U.S. and the world, would be saddled with massive increases that will deter freight from the waterways and cause a modal transportation shift,” Toohey said. “ T h i s wo u l d n e g a t ive ly a f fe c t o u r agriculture trade balance, increase traff ic con ge st i on on o u r hi g hways a n d railways, and impact our environment,” he continued.

“WCI looks forward to working with the Administration and Congress on an infrastructure plan that is equitable and fair to all beneficiaries of the waterways and will result in meaningful modernization of our critical lock and dam system,” Toohey concluded.

Update

Hobart class destroyers and Norway’s Fridtjof Nansen class frigates.

Meanwhile, Huntington Ingalls has yet to release details of its parent design, but it is widely believed that it will be based on the U.S. Coast Guard Legend class National Security Cutter.

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Fi v e shipbuilders have each been awarded $15 million Navy contracts to provide conceptual designs for the next generation guided missile frigate (FFG (X)) that will follow the U.S. Navy’s Littoral Combat Ship (LCS) series.

The shipbuilders are Austal USA LLC, Mobile, AL; Huntington Ingalls Inc., Pascagoula, MS; Lockheed Martin Inc., Baltimore, MD; Fincantieri Marinette Marine, Marinette, WI, and General Dynamics Bath Iron Works, Bath, ME. Each will be maturing its proposed ship design to meet the FFG(X) system specification. The 16-month conceptual design effort will inform the final specifications that will be used for the detail design and construction request for proposal that will deliver the required capability for FFG(X).

The Navy says that the conceptual design phase will reduce cost, schedule, and performance risk for the follow-on detail design and construction contract.

The purpose of the new FFG (X) is to “(1) fully support Combatant and Fleet Commanders during conflict by supplementing the fleet’s undersea and surface warfare capabilities, allow for independent operations in a contested environment, extend the fleet tactical grid, and host and control unmanned systems; and (2) relieve large surface combatants from stressing routine duties during operations other than war.”

Both Austal and Lockheed Martin will be offering designs based on their existing LCS designs. Lockheed Martin says that the flexibility of the design and its ability to integrate increased capabilities is demonstrated

by Saudi Arabia’s selection of an LCS derivative, the Multi-Mission Surface Combatant, to fulfill its small combatant requirement.

Fincantieri Marinette Marine will be offering an FFG (X) design based on the FREMM frigate (pictured), in service with the Italian Navy since 2012. According to Fincantieri, the FREMM, is “the most capable and modern off the shelf frigate available in the world for the range of capabilities required by the U.S. Navy.” Fincantieri is building ten FREMMs for the Italian Navy, six of which have been delivered and have already accumulated 30,000 hours and 200,000 nautical miles in real world operations.

The Bath Iron Works parent craft design is from Spanish shipbuilder Navantia’s Álvaro de Bazán-class F100 Frigate, which has also served as the basis for Australia’s

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March 2018 // Marine Log 13

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Senator Floats Made in America Shipbuilding Act

U

.S. Senator Tammy Baldwin (D-WI) would like to extend the “Buy American” requirements in U.S. Department of Defense ship contracts to all ships purchased by the federal government with U.S. taxpayer dollars.

Last month in Wisconsin, Senator Baldwin visited Fairbanks Morse Engine in Beloit and Superior-Lidgerwood-Mundy in Superior and announced her intention to file legislation, the “Made in America Shipbuilding Act” to support her

constituents in the state’s manufacturing and shipbuilding industries.

“For decades in Wisconsin, we’ve w o r k e d t o m a k e t h i n g s : p a p e r, engines, tools and ships. These manufacturing jobs have created shared p ro s p e r i t y f o r g e n e r a t i o n s a n d strengthened the economic security of hard-working families across our state,” said Senator Baldwin. “The Made in America Shipbuilding Act is about doing right by workers in Wisconsin and across the country, and I am urging my Senate colleagues to support this legislation.”

The Made in America Shipbuilding Act would cover all ships purchased by federal agencies and require the vessels to be built in the U.S. with U.S. steel, aluminum, or other material, with U.S. equipment and components, such as engines, propulsion equipment, deck machinery, etc.

During the Senator’s visit, Marvin Riley, Fairbanks Morse President

and COO of EnPro Industries, said, “If signed into law, this legislation would be hugely beneficial to American manufacturers and factory workers and would certainly strengthen the U.S. shipbuilding supplier industrial base.”

The U.S. private shipbuilding industry has a substantial impact on the U.S. economy, creating some 400,000 direct and indirect jobs, $25.1 billion in labor income, and $37.3 billion in GDP, according to a Maritime Administration study.

Fairbanks Morse is supplying the main diesel engines for the Freedomvariant Littoral Combat Ship LCS 27, which is being built at Fincantieri’s Marinette Marine facility in Marinette, WI, and for the LPD 29, the U.S. Navy’s 13th San Antonio landing platform dock (LPD) class ship to be built at Huntington Ingalls Industries’ Ingalls Shipbuilding in Pascagoula, MS.

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Subchapter M: The Clock is Ticking

W

hile it’s been almost two years since the U.S. Coast Guard’s 46 CFR Subchapter M entered into effect and established an inspection regime for towing vessels, most existing vessels won’t have to meet its requirements until this summer—July 20, 2018. And it will actually be phased in over a six-year period for existing vessels. With a few exceptions, Subchapter M impacts nearly 6,000 vessels,

applying to towing vessels 26 feet in length and above and to those even smaller than 26 feet if they are used to move barges that carry oil or hazardous cargoes.

Towing vessel companies that must comply with Subchapter M will have two options to meet the requirements: (1) They can schedule a traditional annual Coast Guard inspection; or (2) Use what many say is the more preferable option, the development of a Towing

Compiled by Marine Log Staff Safety Management System (TSMS). The TSMS describes the operator’s procedures for ensuring compliance with the applicable vessel and personnel requirements. TSMS compliance is verified by a Third Party Organization (TPO) and documented through the issuance of TSMS Certificates. Towing vessel operators would undergo audits and surveys from Coast Guard-approved TPOs. In accordance with 46 CFR 139.110, classification societies that are recognized and/ or authorized meet the requirements of a TPO. These classification societies are approved by regulation to perform certain work as a TPO without further Coast Guard approval. The class societies that may perform the functions of a TPO include: ABS, DNV GL, LR, BV, RINA, ClassNK, and IRS. ABS, for example, recently signed a contract with Cenac Marine Services, Houma, LA, to support the towing vessel operator’s efforts in complying with Subchapter M. “Tugboat owners and operators are urgently seeking and evaluating options for Subchapter M compliance,” says ABS Americas Division President Jamie Smith. “With the Certification of Inspection date rapidly approaching, ABS is guiding owners to find the right compliance solution – suited for

Coast Guard Approved Subchapter M Third Party Organizations (TPOs) (Non-class societies, approved IAW 46 CFR 139.115)

Cenac Marine

The following companies have been approved by the U.S. Coast Guard as Subchapter M Third Party Organizations (TPOs).

They can audit Towing Safety Management Systems (TSMS), issue TSMS certificates to an owner or operator, survey towing vessels to verify compliance with Subchapter M, anad issue survey reports detailing the results of towing vessel surveys.

American Global Maritime 11767 Katy Freeway, Suite 660 Houston, TX 77079 T: (281) 558-3690 www.globalmaritime.com/usa

Marine Compliance 7702 FM 1960 East, Suite 226 Humble, TX 77346 T: (281) 812-1095 www.marcomllc.com

Tompkins Consulting 2546F S. Arlington Mill Drive Arlington, VA 22206 T: (917) 559-9045 www.tompkins-consulting.com

Decatur Marine Audit & Survey 8619 Westwood Center Drive, 3rd FL Vienna, VA 22182 T: (703) 564-7563 decaturmarine.com

Quality Maritime Training 14603 Beach Blvd.

Jacksonville, FL 32250 T: (904) 683-1985 www.qualitymaritimetraining.com

Towing Vessel Inspection Bureau 15201 East Freeway, Suite 213 Channelview, TX 77530 T: (832) 323-3992 www.thetvib.org

Meridian Global Consulting 812 Downtowner Blvd., Suiet A Mobile, AL 36609 T: (251) 345-6776 meridian.us/services

Sabine Surveyors 2424 Edenton Ave., Suite 620 Metairie, LA 70001 T: (504) 831-9100 sabinesurveyors.com

WaveCrest Offshore Solutions 21366 Provincial Blvd.

Katy, TX 77450 T: (713) 302-6763 www.onewavecrest.com

March 2018 // Marine Log 15

inland waterways their unique needs – while also considering operational demands.”

The recently signed contract establishes ABS as Cenac’s sole TPO, providing oversight of their Internal Survey program and additional support with ABS surveyors when required.

“Cenac Marine Services’ diligence in researching and aligning ourselves with other industry leading companies, has lead us to enter into a partnership with ABS to ensure that our safety and maintenance standards are in complete compliance with USCG Subchapter M requirements,” says Cenac Marine Services owner Arlen “Benny” Cenac Jr. In addition, ABS can also administer audits for the Responsible Carrier Program (RCP) – a USCG approved TSMS option on behalf of American Waterways Operators.

Organizations other than recognized and/ or authorized classification societies that conduct TPO functions for towing vessels must be Coast Guard approved.

Thus far, there are nine such organizations.

They include: American Global Maritime, Houston, TX; Decatur Marine Audit & Survey, Vienna, VA; Meridian Global Consulting, Mobile, AL; Marine Compliance, Humble, TX; Quality Maritime Training, Jacksonville, FL; Sabine Surveyors,

Metairie, LA; Tompkins Consulting, Arlington, VA; Towing Vessel Inspection Bureau, Channelview, TX; and Wavecrest Offshore Solutions, Katy, TX. You can see the accompanying table on page 15 for more details.

Operators will have two ways to meet requirements: Coast Guard Inspection or TSMS compliance.

Don’t Wait Until The Last Minute In a blog post titled, “Don’t wait to schedule your towing vessel’s initial COI inspection,” CAPT Matt Edwards, Chief, Commercial Vessel Compliance, U.S. Coast Guard, warned operators not to wait until the last minute in order to avoid delays in obtaining their Certificate of Inspection (COI).

Writes CAPT Edwards, “On July 20, 2018, towing vessel owners and operators will

be responsible for ensuring that their vessels comply with the provisions of 46 CFR Subchapter M. “As per 46 CFR 136.202, vessels are required to obtain a Certificate of Inspection (COI) over a four-year phase in period ending on July 20, 2022. With nearly 5,700 towing vessels obtaining a COI during this phase in period, coordination between owners and operators, Third Party Organizations, and the Coast Guard Officers in Charge, Marine Inspection (OCMI) is necessary to reduce delays to the towing industry.

If you have not already done so, I highly encourage you to make contact now with the local OCMI(s) that will be conducting the vessel’s initial COI inspection to schedule an inspection date through July 19, 2022. ... When scheduling a date, please indicate whether the vessel will be using the Coast Guard or TSMS option.

“At least 90 days in advance of the proposed inspection date, please confirm your vessel will be available. Finally, at least 30 days before the scheduled inspection date, in accordance with 46 CFR 136.210, provide the OCMI with CG-Form 3752, Application for Inspection for a U.S. Vessel, indicating if the Coast Guard or TSMS option will be used to document compliance.”

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UN Special Envoy for the Ocean, Ambassador Peter Thomson, and Secretary General Lim at IMO Headquarters

THERE’S NO TURNING BACK IMO Secretary-General Lim discusses 0.5% Global sulfur cap and host of other environmental challenges

W

hat’s clear from IMO SecretaryGeneral Kitack Lim’s address to the Sub-Committee on Pollution Prevention and Response (PPR), 5th session on February 5 at IMO’s headquarters in London is that a broad range of environmental regulations, driven by climate change concerns and societal pressures will continue to shape and transform ship operations, design and construction. Lim spoke on a wide range of topics, touching upon the coming 0.5% sulfur cap in ship’s fuel, ballast water management, antifoulings, and the use of chemical dispersants in the wake of the Deepwater Horizon incident in the U.S. Gulf of Mexico.

Born in South Korea, Lim was appointed IMO Secretary-General January 2016. Below are his abbreviated and edited opening remarks from the meeting.

It is a pleasure for me to welcome you to the fifth session of the Sub-Committee on Pollution Prevention and Response. Before addressing the work of your Sub-Committee, I would like to express my sorrow upon hearing about the tragic sinking of the Kiribati ferry MV Butiraoi, carrying more than 80 passengers and crew, which was first reported missing on January 26, 2018. On behalf of the IMO membership, the Secretariat and myself, I would like to send our

18 Marine Log // March 2018

deepest sympathies to the Government of Kiribati and to the families and loved ones of the victims. I would also like to commend all those involved in the international search and rescue operations.

Last year was a very successful one and we should be proud of all the great achievements. I wish to highlight, in the context of protection of the marine environment and the atmosphere, the entry into force of the Ballast Water Management Convention in September 2017 and the development of an initial IMO GHG strategy, which we all expect its adoption at MEPC 72 in April.

The Organization’s contribution to the global efforts to address climate change features prominently in our Strategic Plan.

The mandatory data collection system for fuel oil consumption of ships, entering into force in less than one month time, will provide robust data and information on which future decisions on additional measures, over and above those already adopted, can be made. We have committed to produce a comprehensive strategy for reducing greenhouse gas emissions from ships, beginning with an initial strategy to be adopted at MEPC 72.

The whole world w ill be watching IMO and looking for something of real

substance—an initial strategy that will send an important signal of intent and provide a firm basis for our work towards the revised strategy in 2023. The task will not be easy at times; the stakes are high and the expectations even higher. I urge you to be bold to set ambitious goals that really will make a difference and to use this opportunity to enhance our well established system of collaboration and cooperation. I will do my utmost to open even further our communication channels, which are paramount in facing together the challenges that lay ahead for the shipping industry.

This year’s World Maritime Day theme, which is “IMO 70: Our heritage – better shipping for a better future” reflects on the Organization’s celebration of its 70th Anniversary. I encourage you to take part in the events programmed to commemorate this milestone, to embrace the theme and use this occasion to reflect and showcase how the Organization has adapted over the years as a crucial player to the global supply chain, and to be passionate about the IMO family.

In this connection, I wish to pay tribute to the Sub-Committee’s remarkable and impressive achievements during the long period of its existence. Since its creation in 1976 as the Sub-Committee on Bulk Chemicals which was succeeded by the BLG Sub-Committee in 1996 , your dedicated work, through ongoing revision of MARPOL Annexes I and II, the International Bulk Chemical Code and the International Gas Carrier Code and the development of new regulatory measures, has resulted in highly restrictive limits for operational discharge of oil and chemical tanker washings, the ban of carriage and use of heavy grade oil in the Antarctic area, and a new four-category system for categorizing noxious and liquid substances, etc.

As a dedicated technical sub-committee on environment matters, the PPR SubCommittee, which succeeded the BLG Sub-Committee in 2013, has been covering a remarkably broad canvas, embracing everything from the quality of our atmosphere to the invasive species that can be transported around the world in ships’ ballast water.

The revision of MARPOL Annex VI, with a progressive reduction in SOx and NOx emissions from ships, and the development of comprehensive guidelines on the management of ballast water and biofouling, is exemplary in illustrating the commitment

IMO

CEO Spotlight

Kitack Lim

of the Organization to be in the frontline of achieving the United Nations’ Sustainable Development Goals which are a wide-ranging response to the challenges facing the world today.

Sulfur Cap: No Turning Back Undoubtedly, the most important item on your agenda this week is the consistent implementation of the 0.50% m/m global limit of the sulfur content of ships’ fuel oil, which will come into effect from January 1, 2020. There is no turning back! The lower global sulfur limit will have a significant beneficial impact on the environment and on human health, particularly that of people living in port cities and coastal communities.

Consistent implementation to all ships will ensure a level playing field is maintained, with the result that the expected improvement of the environment and human health will be achieved. The large number of submissions on the matter indicates its importance and significance in the minds of all parties concerned, a point reiterated by the recent combined press release from industry and environmental observer organizations.

I am confident that the Sub-Committee, with the assistance of an inter-sessional meeting scheduled later this year, will, once again, rise to the challenge to ensure timely completion of this vital work. This will no doubt project, to the wider world community, the image of an organization that is effective in the exercise of its regulatory mandate related to environmental health and united in its determination to ensure that international shipping remains the most environmentally sound mode of transport.

viable organisms, System Design Limitations and contingency measures for ports with challenging water qualities.

Lessons From Deepwater Horizon In relation to the OPRC convention, one of the items under consideration is the final draft of part IV of the Guidelines for the use of dispersants for combating oil pollution at sea, which specifically focuses on the sub-sea application of dispersant during an offshore oil discharge. The revision and the update of the IMO Dispersant Guidelines, has been a significant undertaking. It was initiated in the wake of the Deepwater Horizon incident, to reflect the latest developments in this field of response and in particular, capture the learnings from its use in that particular incident. I look forward to the finalization at this session of this final part of the Guidelines, which in their entirety will provide useful and practical advice to Governments in preparing for and responding to oil spills at sea.

The work of the Organization is essential in this field as it yields a stronger preparedness and response community. I would therefore encourage all interested stakeholders to continue sharing their experiences and lessons learned through submissions on technical matters on preparedness for and response to accidental marine pollution from spill of oil and HNS. Among the other important issues before you this week, I would like to highlight: • The revision of chapters 17 and 18 of the IBC Code; • The development of a regulatory solution to the discharge of high-viscosity solidifying

and persistent floating products; • The consideration of an initial proposal to amend annex 1 to the AFS Convention to include controls on cybutryne; and • Further work on the Consideration of the impact on the Arctic of emissions of Black Carbon from international shipping.

I am confident that you will tackle the tasks before you successfully, inspired by the customary IMO spirit of cooperation and under the able leadership of your Chair, Mr. Sveinung Oftedal of Norway. As always, the Secretariat will be standing by to give you all the support required. I am sure that you will make sound, balanced and timely decisions and I extend best wishes to all of you for every success in your deliberations.

I would like to take this opportunity to thank all the interpreters for their dedicated contribution during last year and I look forward to continue receiving their precious assistance this year.

Before I conclude, let me remind you that the submission of nominations for the 2018 IMO Award for Exceptional Bravery at Sea is open until April 16. For those who are not familiar with this prestigious annual Award, it was established by the Organization to provide international recognition to individuals who, at the risk of losing their own life, perform acts of outstanding bravery while attempting to rescue persons in distress at sea or to prevent catastrophic pollution of the marine environment. I hope you will agree that we should do our utmost to identify these remarkable people to give them the recognition they rightly deserve and I look forward to receiving your nominations.

BWM Convention Moving on to the Ballast Water Management Convention, you will note with satisfaction the outcome of MEPC 71, which, inter alia, agreed a practical and pragmatic implementation schedule for ships to comply with regulation D-2 of the Convention – an agreement crucially reached before its entry into force last September. MEPC 71 also adopted a resolution on “The experience-building phase associated with the BWM Convention” with a detailed plan to be further considered at its next session in April this year. I look forward to the further work at this session on the revision or development of Guidance on topics including ballast water sampling and analysis, methodologies that may be used for enumerating March 2018 // Marine Log 19

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The Birth of

Sustainable shipping

By John R. Snyder, Publisher & Editor in Chief

T

he farm-to-table food market has been trending upwards in gentrified cities such as New York for more than a decade. And while consumers’ appetites for farmto-table products almost seems insatiable, transporting those goods from their sources in and around Long Island Sound, Upstate New York or New Jersey to the shelves and tables of local restaurants, groceries, delis and specialty stores hasn’t been so easy.

Getting corn or potatoes by truck from North Shore farms near Glen Cove or wine from vineyards on the North Folk of Long Island to city restaurants and grocery stores can be a traffic nightmare, fighting hours of congestion along snarled regional highways, bridges, tunnels, and local roads.

But a Norwalk, CT, specialty grocery 22 Marine Log // March 2018

store, deli, and farmers market is blazing a new trail to change all that.

Harbor Harvest, which sells locally sourced fresh veggies, artisan products, in-house butchered meats, and dairy foods to local restaurants, plans to move the transport of those goods from the road to the water. To do this, it will build and operate a fleet of battery-powered cargo vessels to connect to ports in Connecticut and New York.

Harbor Harvest held a keel laying ceremony on February 23 for the first of what could be as many as three 65 ft x 21 ft hybrid all-aluminum cargo vessels at Derecktor Shipyards in Mamaroneck, NY. The boat will be fitted with a BAE Systems’ HybriDrive Marine Propulsion System from BAE Systems, along with an energy storage

system and Cummins diesel generators. The first of its kind to be built in the U.S., the hybrid cargo vessel will be part of a new sustainable marine cargo transport network on Long Island Sound and the Hudson River.

The visionary force behind the new short sea shipping project is Bob Kunkel, who along with Ernie Marsan, are owners of Harbor Harvest. When he’s not selecting produce at local farms or butchering meat at Harbor Harvest, Kunkel is President of Alternative Marine Technologies (AMTECH), a firm that supports shipowners in alternative energy and propulsion projects. A Massachusetts Maritime Academy graduate, Kunkel also served for five years as the Federal Chairman of the Short Sea Shipping Cooperative Program under the Maritime Administration (MARAD)

Photos by John R. Snyder

Keel laid for first U.S.-built hybrid cargo vessel, a key component of new sustainable marine cargo transport network

HYBRID & ALL ELECTRIC Feature an d t h e Depar tment of Transpor tation (DOT). He also has decades of ship construction experience, including stints at General Dynamics NASSCO in San Diego, CA, and South Korea’s Hyundai Heavy Industries (HHI), and is a senior member of the Special Committee on Ship Operation with ABS and an elected member of the NCB. “This is going to be the first hybrid cargo vessel ever built in the United States,” said Kunkel at the keel laying ceremony. “It is going to be done with the assistance of the Maritime Administration and the Department of Transportation, who is now putting us as a designated project in the Marine Highway program.”

The aim of the Marine Highway program is to reduce landside congestion, lower transportation-related emissions, and increase the use of domestic marine transportation by supporting the development of transportation options for shippers. MARAD currently has an “Open Season” period for Marine Highway project submission until December 31, 2018.

Eligible projects may be designated as Marine Highway Projects by the Secretary of Transportation. Being designated a Marine Highway Project allows the DOT resources to be used to assist public project sponsors, ports and other local transportation or economic development agencies in the development of Marine Highway projects.

Economic Benefits for the Region But Kunkel also pointed out that the economic benefits of the project to the regional Connecticut-New York economy go well beyond its shipbuilding and ship operations components.

And that was readily apparent from the broad spectrum of guests that were on hand at the ceremony, which included local restaurateurs, chefs, bakers and artisans, investors Pace Ralli and Magnus Tangen of Clean Marine Energy, and Per Heidenreich, Managing Partner of private equity firm Heidenreich Enterprises L.P., hybrid propulsion supplier Dave Adamiak, Senior Manager, Business Development, Power & Propulsion Solutions, BAE Systems, Evan Matthews, Executive Director, Connecticut Port Authority, and Tim Pickering, Operations Development Manager, Office of Marine Highways, MARAD, and Capt. Jeff Flumignan, Director, North Atlantic Gateway, MARAD. Many of those on hand were recognized

by Kunkel with special wooden planks showing the outboard profile of the new hybrid vessel.

Transforming Shipping The ship’s sponsor was Bob’s wife, Marilyn.

Her initials were welded into the vessel’s keel as part of the ceremony.

Speaking to those in attendance, Micah Tucker, Vice President of New Construction & Engineering, Derecktor Shipyards, said the project would transform the shipping industry in a number of ways. “First, it puts shipping back in the hands of small

The project will transform the industry into a more responsible, economically sustainable, and environmentally friendly business. business and reinforces that entrepreneurial spirit. Second, it ensures that local farms and artisan businesses have a bright future and are able to expand beyond their local municipalities and current means of doing business. And lastly, it transforms the shipping industry to a more responsible, economically sustainable, and environmentally friendly method of doing business.”

The Harbor Harvest vessel is the third in a series of hybrid propulsion catamarans built

by Derecktor Shipyards.

The Harbor Harvest vessel is similar to the first two Incat Crowther-designed research vessels in the series, except that it has been modified to enable it to transport 12,000 pounds of cargo, including 9,000 pounds of refrigerated cargo in storage and 3,000 pounds on deck.

Prior to the construction of the Harbor Harvest boat, Derecktor Shipyards delivered the CUNY I, a research vessel for the City University of New York’s Brooklyn College. The 65 ft CUNY I is powered by a BAE Systems’ HybriDrive diesel-electric hybrid system, and has a state-of-the-art lab.

The boat is built to comply with U.S. Coast Guard Subchapter T regulations for small passenger vessels.

Electric power is supplied by a set of Corvus lithium ion batteries, and propulsion is via articulating drives powered by two electric motors.

The City University of New York (CUNY), in collaboration with the Science and Resilience Institute at Jamaica Bay, will use the vessel for research of the Jamaica Bay area, as well as Long Island Sound.

The first hybrid vessel delivered by Derecktor was the M/V Spirit of the Sound for the Maritime Aquarium at Norwalk.

The Harbor Harvest boat is expected to be faster than its predecessors, reaching speeds of up to 15 knots. It will also have the capability to be recharged at the dock during loading and offloading operations.

Harbor Harvest’s Bob Kunkel and Derecktor Shipyards’ Micah Tucker

March 2018 // Marine Log 23

hybrid & All electric

Electrifying

N

orway has been a clear leader in adding hybrid and all-electric vessels to its fleet. Driven by regulator y compliance, improvements in battery technologies, and the availability of favorable funding through Norway’s NOx Fund, the Scandinavian country now holds an almost 40% share of the hybrid and all-electric fleet, more than 50 of which are accounted for by ferries and offshore support vessels. By the end of this year, the world fleet should total more than 160 vessels in operation, on order or under construction, according to data compiled by the Maritime Battery Forum Among those is the award-winning, allelectric ferry Ampere. Now joined by two other all-electric ferries, the MF Gloppefjord and MF Eidsfjord, both of which entered service for Fjord1 on a 2.4 km route between Anda and Lote on Norway’s west coast.

The route is the first for which the Norwegian highway authorities have stipulated the mandatory use of zero-emission technology.

24 Marine Log // March 2018

Designed by Norway’s Multi Maritime and built by Tersan Shipyard in Turkey, the two battery-powered ferries have a capacity of 120 cars, 12 trailers, and 340 passengers.

Like the Ampere, the two zero-emission ferries are fitted with a complete BlueDrive PlusC propulsion and automation solution from Siemens. Each will be able to charge at charging stations at each end of the route.

Siemens’ BlueDrive PlusC solution includes lithium-ion batteries as an energy storage system, remote control of the propellers, energy management, an alarm and monitoring system, and remote diagnostic system. The automation system used on board the ferries is connected to automation and control systems of the on-shore charging stations over a W-LAN link to monitor the charging process.

In neighboring Sweden, Stena Line also announced that it would convert the 550car, 1,500-passenger ROPAX ferry Stena Jutlandica to hybrid propulsion in a threephase process. As we reported earlier this

month on marinelog.com, in the first phase Stena plans to use battery power this summer to operate the ship’s bow thrusters for maneuvering in port. The second phase, expected to be completed in 2022, will extend battery operation to the propellers, so that Stena Jutlandica can operate on electricity within around 10 nautical miles, equal to the distance between Gothenburg and Vinga Lighthouse. The third phase, which is expected to be completed in 2030, will expand the battery capacity to enable operation on electricity for about 50 nautical miles — the distance between its route of Gothenburg and Frederikshavn, Denmark.

If successful, Stena could also apply battery power across its 38-vessel fleet.

Electrification On This Side Of The Pond But the charge for hybrid and all-electric propulsion is not just limited to Europe.

Hybrid marine and all-electric vessels are clearly gaining traction on this side of the

Stena Line

Stena plans to add battery power to its fleet

Plans to convert Gee’s Bend vessel to first all-electric car ferry in U.S.

We’re saving much more than fuel.

BAE Systems’ HybriGen® electric power and propulsion system saves fuel, reduces emissions, and increases engine life with its patented technology. HybriGen® variable speed gensets provide not only propulsion but also auxiliary power on demand for ferries and service vessels.

Ask us how we can help you become more efficient with BAE Systems’ hybrid and electric marine solutions. hybridrive.com

Red & White Fleet’s Enhydra Hybrid Electric Passenger Vessel Built by All American Marine

Glosten rendering of the all-electric Gee’s Bend ferry pond in the United States. This year alone, tug operators Baydelta Maritime and Harbor Docking and Towing announced that they would add hybrid Z-drives to their fleet and offshore service vessel operator SEACOR Marine Holdings would outfit six recently acquired Platform Supply Vessels with hybrid propulsion technology from Rolls-Royce. This follows an announcement

by SEACOR to upgrade four other PSVs with hybrid technology for its Mexican joint venture MEXMAR. Washington, where maritime means big business—$37.6 billion in direct and

indirect revenues on an annual basis—the state has launched the Maritime Blue Initiative to cut greenhouse gas emissions as a means of making the industry more sustainable by 2050. That has Washington State Ferries Director Amy Scarton thinking about how to cut emissions from ferries. She wants to convert the WSF’s three Jumbo Mark II Class ferries to hybrid electric propulsion.

Gee’s Bend Going All Electric And, as we report in this issue on page 22, “The Birth of Sustainable Shipping,” Derecktor Shipyards has laid the keel for its

that Impress

26 Marine Log // March 2018

third hybrid vessel and the first hybrid cargo vessel in the United States. Now planning for another historic event—the first all-electric car ferry in the nation—is well underway at Gee’s Bend Ferry in Camden, AL. The Gee’s Bend Ferry is operated by HMS Ferries on the Alabama River along a 1.5-mile route between Gee’s Bend and Camden, AL, under a contract from the Alabama Department of Transportation (ALDOT).

The conversion is funded throug h a $1.1 million matching grant from the EPA, and additional funding from the state.

Seattle naval architectural firm Glosten is providing the detailed design and construction for the project, while HMS Consulting is managing the overall conversion and shipyard period. Glosten’s involvement in this project dates from the initial feasibility work back in late 2015.

Glosten, as you might recall, is the naval architect behind the 72 ft, 149-passenger hybrid ferry for Kitsap Transit in Washington. That aluminum catamaran is under construction at All American Marine (AAM) in Bellingham, WA. AAM is also building what will be the largest hybrid vessel to date for the U.S., the 600-passenger Enhydra for the Red and White Fleet of San Francisco. The Red and White Fleet boat is based on a design from Teknicraft Design.

As far as the Gee’s Bend Ferry, Glosten’s Sean A. Caughlan, PE, Senior Marine Engineer says that its “economic and environmental benefits are a significant ‘win’ for Wilcox county, AL which already relies heavily on natural resources to stimulate economic activity from outdoor recreation.”

Caughlan says there will be a near total elimination of diesel emissions, significant reduction in noise, and at least a 50% reduction in operating costs.

And, besides the reduction in diesel emissions, the conversion will also payoff in maintenance costs, he points out.

According to Caughlan, key suppliers and integrators on the project include Marine Interface, the propulsion system integrator, Spear Power Systems, supplier of the lithium-Ion batteries, and American Traction Systems, provider of the power electronics.

Cochrane Marine is supplying the shore power equipment and managing the installation of two charging systems.

Plans call for the vessel to recharge every one-way trip, with a dedicated charging station at each landing. The process will be manual, likely requiring two-crew members to plug and unplug.

While a shipyard has not yet been selected, the vessel is expected to re-enter service this summer.

GLOSTEN

hybrid & All electric

Engines

BEYOND The Box

SCANIA

T

he development offshore wind will play a critical role in New York Governor Andrew Cuomo’s Clean Energy Standard. The Governor wants to produce 50% of the state’s electricity needs from renewables by 2030. He has proposed developing 2.4 GW of offshore wind power by 2030— the largest such commitment yet in the U.S. Over the next two years, New York plans to procure at least 800 MW of wind energy.

Several other states, such as Massachusetts, New Jersey, Rhode Island, and Virginia have unveiled their own offshore wind development plans.

The news of offshore wind farms has piqued the interest of some small shipyards and suppliers, who are looking to penetrate emerging markets. Among them is Blount Boats, Warren, RI, which built the Atlantic Pioneer, the first and as-yet only U.S.-flag newbuild Crew Transfer Vessel (CTV), to support the Block Island Wind Farm. The shipyard has secured the exclusive license in the U.S. to build designs from South Boats of Isle of Wight. The 21.1m Atlantic Pioneer’s propulsion system consists

of two 1,400 hp MAN V12 diesel engines, ZF Marine 3050 Gears, and Hamilton Jet HM571 waterjets.

Meanwhile, at last year’s Workboat Show, Blount Boats unveiled a 22m CTV that will be outfitted with four 800-hp Scania 16L V-8. The design offers operators an

Offshore wind farms have piqued the interest of both shipyards and suppliers.

EPA Tier 3 compliant solution, with the power, reliability, and speed they are looking for in a CTV. The 21.4m x 19m aluminum hull catamaran is expected to reach service speeds of 26 knots and sprint speeds of 30 knots. The propulsion system will consist of four ZF model 550 gearboxes and four

Hamilton Jet HM461 waterjets with MEC’s Control Systems. Scania engines are known for their power-to-weight ratio.

Timed also with last year’s Workboat Show, Scania launched a new six-cylinder, 13-liter inline engine. The new engine, which combines new power levels ranging from 650 to 925 hp with reduced fuel consumption. It uses common rail XPI fuel injection technology to reach higher power levels and lower fuel consumption—a technology the company began offering in 2015. As well as lowering fuel consumption and noise levels, the common-rail XPI fuel injection system also gives a faster engine response and a quicker torque build-up.

When the new engine range was unveiled, Alberto Alcalá, Marine Sales Manager at Scania USA, pointed out that it would provide “planing workboats a solution that meets their commercial power needs, exceeds other competitor engines’ duty-cycles while meeting emissions requirements. The high power and weight savings will allow designers the flexibility to add these EPA Tier 3 engines, up to 800 hp, without needing complex aftertreatment.”

March 2018 // Marine Log 27

Engines Last year, John Deere added a more muscular offering to its engine line up with the new 4045SFM85 marine engine. The new 4.5L engine offers high power to weight ratio for repowering and new boat construction, and says John Deere, is “ideal for planing and semi-displacement hulls.”

The new PowerTech 4045SFM85 has two ratings for light-duty commercial vessels, high-speed governmental applications and high-speed pleasure craft, which includes an M4 rating with 205 kW (275 hp) at 2,600 rev/min and M5 rating with 235 kW (315 hp) at 2,800 rev/min.

The PowerTech 4.5L engine ratings join the existing lineup of John Deere Marine Tier 3 propulsion engines.

When its comes to propulsion, Volvo Penta feels its IPS podded propulsion system offers advantages to operators that have to service offshore wind turbines as compared with other propulsion options.

“When compared to standard shaft drives,” says Jens Bering, Vice President, Marine Sales, Volvo Penta of America, “IPS consistently produces 30-40 percent longer cruising range, 15-20 percent higher top speed, 20-35 percent reduction in fuel consumption, 20-35 percent less CO2 emissions and 50 percent lower perceived noise

levels. In addition, IPS provides safe and predictable boat handling, especially with its standard joystick controls. IPS is also easier to install, taking about 50 percent less time than inboard shafts, and is easier to service.

The pods also provide higher torque and faster acceleration, as well as higher bollard pull of approximately four tons per pod unit, so it will not lose grip in high seas.”

Hydrogen: Fuel of the Future?

Volvo Penta dual fuel engines were also selected for a groundbreaking pilot project in Belgium. The pilot project burns liquid hydrogen inside a combustion engine.

The pilot project was carried out by Compagnie Maritime Belge (CMB), Antwerp, Belgium, which operates a fleet of close to a 100 ships, including dry cargo vessels, chemical tankers, and containerships.

The latest addition to their fleet, however, is the Hydroville, a 14m x 4.2m catamaran that is the world’s first accredited passenger vessel to be powered by a combustion engine burning liquid hydrogen. The complete design was inspected by Lloyd’s Register.

The advantage of hydrogen is that no CO2, particulate matter or sulfur oxides are released during combustion.

The 16-passenger Hydroville operates as

a shuttle for employees to commute daily between Kruibeke and Antwerp. However, it is first and foremost a pilot project to test hydrogen technology for applications in large oceangoing ships.

With an unladen weight of 12 tonnes, the Hydroville is powered by two Volvo Penta dual fuel combustion engines (H2ICED) developing a total 441 kW. The two engines drive a pair of contra-rotating propellers.

It has 12 hydrogen tanks (205 liters at 200 bars) and two diesel 265-liter tanks as ignition fuel and backup fuel.

The Hydroville is refueled at the DEME site in Zwijndrecht, where CMB and Air Liquide have built a hydrogen bunker station for ships. The hydrogen is produced locally in a factory in Lillo.

CMB opted for combustion engines because, it says, batteries or fuel cells are less suitable for heavy transport.

The batteries required for oceangoing ships, says CMB “would be so huge that their cost and weight would make them economically unfeasible. The time it takes to charge that kind of battery would be problematic as well. Fuel cells offer more possibilities in that area, but the high cost makes them less suitable for large-scale commercial transport.”

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28 Marine Log // March 2018

Seafarer training

Eye on the

Delgado Maritime and Industrial Training Facility

FUTURE D isruptive technology has made its way onto the maritime sphere—with apps, data, the Internet of Things, and remote operation permeating every level of the industry. While much of the focus lately has been on the use of remotelyoperated or autonomous vessels, and the implementation of Artificial Intelligence in vessel system operations, the question must be asked, how will this “rise of the machines,” so to speak, change training and the role of the seafarer?

It is no secret that seafarers today have to retain more information and undergo more training than they did 100 years ago—adapting to and learning how to use new systems on a regular basis.

To help with that, some operators have turned to companies such as VSTEP and KVH Videotel to keep abreast of the latest training practices.

VSTEP recently completed the first stage of its joint project with DAMEN Shipyards and Alphatron Marine, with the passing of the Factory Acceptance test for its NAUTIS full mission bridge simulator being built for the Royal Bahamas Defense Force (RBDF).

The simulator will recreate the whole of the Bahamas, including nine ports, and enable

A look at seafarer training in the digital age

By Shirley Del Valle, Managing Editor

the crew to become familiar with operating the area, the Damen vessels and its system.

Operators who have turned to KVH Videotel’s maritime training programs to help train its onboard crews in a variety of topics related to STCW may soon benefit from the company’s latest offering. Videotel Performance Manager is expected to

The bigger question has always been: ‘How are we going to incorporate this new technology with the old?’

“increase operational efficiency, safety, and crew performance,” says KVH. Among the software’s key features is its ability to provide Training Managers with information on training programs across a fleet, seeing what training is being carried out, by whom and where; tracking the crews’ training program;

and creating training programs based on the vessel’s safety management system.

For maritime schools, “The challenge is ensuring we are adaptive to change in the industry,” says John Stauffer, Associate Vice Chancellor, San Jacinto College, Maritime Technology and Training Center on the Maritime Campus.

To that end, schools like San Jacinto College have invested in new state-of-the-art facilities and technologies. In March 2016, San Jacinto opened a new 45,000 ft2 facility along the Houston Ship Channel, offering more than 75 U.S Coast Guard approved deck and engine courses and housing the very latest technology and U.S. Coast Guardapproved curriculum.

The school’s program “blends both hands-on training and computer-based training within a classroom lecture. Many of our courses require students to demonstrate their learning through USCG-required assessments utilizing our Kongsberg Engine Room simulator or our Transas Simulation classrooms,” explains Mr. Stauffer.

Transas, of course, is one of the largest providers of simulation technology for the industry. Most recently the company debuted its first package of applications built on THESIS, a unified cloud-based March 2018 // Marine Log 29

The NAUTIS Full Mission Bridge Simulator from VSTEP can be customized to meet a client’s needs

platform for managing operations across the maritime ecosystem. The advanced “A-suite” package sets a new precedent by utilizing the latest in machine learning techniques to reduce potential human errors or poor decisions on the bridge or elsewhere in the operational chain.

The question of technology’s growing role in training isn’t even a question, according to Rick Schwab, Senior Director of the Delgado Maritime and Industrial Training Facility, it’s a certainty. The bigger question, he says, has always been: “How are we going to incorporate this new technology with the old?”

For New Orleans-based Delgado Community College’s Maritime and Industrial Training Facility, the prospect of new technology both in the working environment and training setting generates excitement— which should come as no surprise to those who have been watching the school closely over the last few years.

Delgado has readily evolved its training program, investing in and implementing the use of the latest state-of-the-art technology in its training practices. In 2016, the school announced the addition of a Full Mission Simulator suite for a new 18,750 ft2 facility.

The suite includes three interactive Transas full-mission bridge simulators, which could be used for a variety of training purposes, including Z-Drive, Towing Assessment Program training, Wheelhouse Proficiency courses and navigation.

The Delgado Maritime and Industrial Training Facility was also the first to “deploy XVR Incident Command Simulation solutions in conjunction with their extensive suite of Transas full mission marine 30 Marine Log // March 2018

simulators.” The virtual reality simulation program provides flexibility, enabling Delgado’s instructors to tailor each scenario to a company’s needs. Mr. Schwab notes that the use of advance technology in training allows for real world/real-time scenarios to be created in a controlled environment and allows the school to build ports, reproduce environments—all in virtual reality.

This immersive technology, says Mr. Schwab, is not meant to replace hands-on learning, but rather enhance it.

Simulation is Key Simulation, among the most popular training tools across the industry, offers loads of benefits, according to STAR Center’s Director of Member Training, Captain Gerard “Jerry” C. Pannell. “Simulation training in general provides the opportunity to explore, experiment, take risks, communicate and reflect in addition to the traditional ‘procedural training’ exercises,” he explains.

Citing STAR Center’s five-day Navigation Watchstanding Skills Standardization and Assessment Program as an example of how simulation training can improve safety and support a seafarer’s development and awareness, Capt. Pannell says, “The program was developed to fill identified gaps in mariner skill sets and meet the growing demand for valid and reliable assessment (over and above minimum regulatory requirements).

This comprehensive program” –which covers COLREGS, Navigation, Shiphandling, Bridge Management/Decision Making, and Situational Awareness— “provides an opportunity to refresh professional skills and improve performance at sea.”

Captain Ted Morley of Maritime Professional Training (MPT), home of the SMART Campus, knows how essential computer-based technology is for a seafarer’s development. “Vessels have gotten larger and more complex, the regulations and training had to increase to keep pace,” he says.

“MPT began an expansion project we called ‘Project2010’ that was designed to increase the ability of our campus to keep pace with the demands of the industry.

We expanded the physical spaces, improved classroom technology, added additional simulation capability, built a new waterside facility for lifeboat and rescue boat operations, expanded our fire training facility, as well as updated and purchased additional vessels for the on-the-water practical training.

“Computers are a vital part of our life now, training with computer-based technology allows for repeatable and clearly defined learning challenges while allowing the student to be immersed in a safe environment.

Close-quarter maneuvering, heavy weather, collision response, damage stability, etc., are all things that are very difficult to train on in real life, but easily achievable with CBT.” MPT’s SMART Campus (Simulation for Maritime Assessment Research and Training), shares Capt. Morley, is comprised of “three full mission navigational bridge simulators, a full mission engine control room and full mission liquid cargo control room simulator, six DP equipped mini bridges, four all weather navigational simulators, 16 ARPA training simulators, 12 ECDIS E Nav Training mini bridges, eight GMDSS simulator workstations, and six engineering technical system simulator work stations.

Capt. Morley says MPT also “has e-study options for students and is working towards having an online live chat option. Currently there are additional courses that are being developed for distance learning. However, all the Flag states require the assessment for competence to be achieved in person.”

E-learning and distance learning are not as popular of an option as their simulation counterpart but schools are starting to take note of their advantages with some, such as San Jacinto College, creating e-learning opportunities for several of its courses.

Meanwhile, family-owned and operated, Florida-headquartered Sea School currently offers “eight USCG License, Endorsement and License Renewal courses with online deliver y, as well as ‘blended-learning’ t y pe courses that allow direct phone conversations with Sea School instructional staff,” explains Ken Wahl, Vice President, Sea School.

VSTEP

seafarer training

Seafarer training seafarer “ The use of technolog y has greatly enhanced the delivery of maritime training,” he says, adding that the technology “allows a student to make mistakes, be debriefed by their Captain instructor, and allowed ‘Do-Overs’ as required to correct any earlier mistakes, and then repeat their newly mastered skills, thus gaining competency of those skills.”

The advancements in technology also enable schools to partner with industry.

In an effort to meet the U.S. maritime industry’s shift from deep-sea fleet, to more near-coastal operations, SUNY Maritime College partnered with Bouchard Transportation company, Inc, to build a Tug and Barge Simulation Center.

James Rogin, Director of Professional Education and Training at SUNY Maritime says, “By maintaining strong relations with our alumni and our industry partners, we are able to keep current with the changes facing the industry and coming in the future, and develop methods to address them.”

SUNY Maritime also uses a Learning Management Software that enables distance learning capabilities to be embedded in its courses. The College’s Liquid Cargo Handling simulator and Engine Room Simulator are available via cloud technology, affording students the opportunity to learn remotely.

“No longer do our students have to be in the computer lab to use these pieces of equipment,” says Mr. Rogin. This type of distance learning “enables them to spend more time learning, practicing and becoming familiar with these systems. In turn this can only help them when they earn their degrees and Coast Guard licenses and begin working in the industry.”

Cal Maritime offers a variety of integrated, hybrid and online courses. Captain Scott Powell, Associate Professor, Marine Transportation Department, explains that he has developed and will deliver a course “on integrated navigation that combines a fully online lecture and face-to-face simulation lab. It is the first online course offered by the Department of Marine Transportation.” He continues, “Through the course, cadets study the capabilities and limitations of both traditional and integrated navigation. Also, they learn how to conduct risk assessment in route planning with ECDIS.”

The Role of AI While we wait for autonomous ships to hit the high seas, Artificial Intelligence is being adopted by a variety of operators, such as Stena Line, which announced it would partner with Rolls-Royce to develop an intelligent awareness system.

The Changing Role of the Mariner No matter how hard we try and hold back the digital tide, the age of the crew doing everything but build the ship will soon be a thing of the past. The digital age has been with us for decades but the role of the seafarer may not be shrinking as fast as we think. Seafarer education is the key to a new digital role on board; with IT and automated systems looking after the mechanics and maintenance alerts, seafarers will have to take on a new role.

The training needs to reflec t the changing roles of the next few years.

Technology is constantly developing and so will the equipment; on-board training will be vital to ensure compliance and competence; computer based training will become as important as many of the current practical maritime skills.

Being a seafarer, even in a small crew, is about competency and interaction with colleagues. The bonus afforded by technology is that much of this new training can be affected while the vessel is at sea.

It’s then no surprise that training facilities are keeping a close eye on the technology.

Karl Beier, President of The Marine Training Institute (TMTI), says Beier Radio, LLC, parent company of TMTI and Beier Integrated Systems, “is currently participating in eight different AI projects at the development level.” He says that TMTI will watch the industry and begin offering courses on AI as U.S. commercial fleets start to implement the technology in their operations.

“Beier’s unique position in the development of marine control systems since the 1980’s to developmental work in today’s AI systems allows us to immediately modify training courses for our customers.”

The Marine Training Institute’s mission to “ensure accurate, up-to-date, quality training in operation, theory and safety for seafarers pursuing a career in the maritime industry, whether it is in offshore or shipping” is not one the school takes lightly, according to School Manager George Raab. TMTI offers ECDIS, Radar and Radar Recertification training as well as courses on Dynamic Positioning and its instructors have a combined 140 plus years of experience in navigation and Dynamic Positioning.

Captain Nathan Gandy, Dean of Maritime Training and Commandant of Midshipmen, at Maine Maritime Academy, says

By Panos Kirnidis, CEO of Palau International Ship Registry

The real issue, however, is that we can’t predict what the long-term future will look like for mariners. What we do know is that rather than driving and steering the ship, seafarers will be more involved in monitoring and running the systems that will perform those duties.

Life on board a ship will evolve into a a technological monitoring role. Training will undergo considerable changes from the current program. How seafarers will cope with information overload might be one of the initial concerns and this will form part of any new training program.

If seafarers have been regarded by some as mere workers until now, the increasing use of technology will raise their profiles considerably. In the new IT age they will have to cope with issues such as working with remote teams as many tasks will be controlled from the shore; assessing and defining critical information from the systems on the ship; an ability to act in accordance with unexpec ted weather, operational or mechanical issues and most importantly,

the skills to communicate effectively in all these situations. This is where the starting point for any new training should be – centered on the human element.

Palau International Ship Registr y is “The SMART Registry” and our operations are driven by technology and by people. As an accountable, measurable and reliable registr y we understand there is more to operational efficiency than just the technology. Seafarers at every level will still be a vital element in the future of shipping: their education to cope with the new systems and skills needed should not be ignored. We accept that part of any future investment is in training our staff to cope with this new age and helping ship owners and managers to develop their seafarers to be a core part of the new technological developments. For those out on the water the next few years will be voyages of change.

It is in all of our interests to make sure we give seafarers the tools they need to meet their roles and operational duties.

March 2018 // Marine Log 31

seafarer training Cal Maritime’s Captain Steve Browne, Professor, Marine Transportation, says, “We have recently begun examining ways to increase our impact in this area of the maritime industry. A faculty working group was formed this past fall to explore the future of autonomous shipping and how we might prepare our students for success in it. We are really just beginning that work, but we do plan to host the e-Navigation Underway— North American Conference next October.”

“We are watching closely the developments in automation, understanding their benefits and limitations. At the same time, there are still questions regarding changing regulations and their impact on the use of AI. We continue to focus on the fundamentals of mariner training while also looking to understand how humans will interface with computer-generated solutions and what regulations will accompany the new systems that are reliant on those interactions.”

New Orleans, Louisiana

Delgado’s NEW 19,000-sq. ft.

Maritime and Industrial Training Center is now open!

NEW FEATURES • Three state-of-the-art wheelhouse simulators • Classroom space for up to 125 attendees at a time • Additional radar labs • Conference center NEW TRAINING Delgado is the first in the world to offer virtual reality training in XVR Incident Command! We also offer QMED and ERM. MORE TRAINING • • • • • • • • •

Leadership and Managerial Skills ECDIS Incipient Firefighting Basic & Advanced Firefighting STCW Basic Safety Training Tank Barge Dangerous Liquids Vessel Security Officer Steersman Apprentice Mate Towboat, Z-Drive, Offshore Simulator Training

MORE INFORMATION CALL: (504) 671-6620 EMAIL: fireschool@dcc.edu VISIT: www.dcc.edu/academics/workforce/maritime-fire 32 Marine Log // March 2018

Capt. Browne expects for autonomous and semi-autonomous shipping to be a theme at the conference later this year.

Hands-On Training, Humans, Still Necessary While maritime academies and training facilities understand the importance of technology in their education practices, and how the technology in training must evolve with the technology at sea, they each are quick to remind us how vital the importance of real-world hands-on training is—and how irreplaceable humans are to the working maritime environment.

SUNY Maritime’s James Rogin says, “Autonomous vessels may be the future of the merchant fleet, but the need for qualified individuals to maintain and run these vessels will not go away.”

Adding that, “Modern navigation bridges already encompass highly sophisticated computer systems and there are fully automated unmanned engine rooms. Our graduates must know these systems as well as how to maintain the vessel’s safety when they fail and how to repair and bring them back online as quickly as possible.”

Maine Maritime Academy’s Capt. Gandy, echoes a similar sentiment. “Our curriculum is constantly evolving. When industr y adopts new technology… we evolve our training to include the use of the new systems,” but “we also acknowledge that many of the practical life skills that mariners must acquire haven’t changed much…they still require direct, in-person training and experience.

“For example,” adds Capt. Gandy, “a bridge simulation can help a student to develop skills like tracking multiple contracts in a congested environment, but at some point that same student needs to be able to perform the same task while on a pitching deck with other operations ongoing. Therefore, it is important that we maintain a balance that respects the benefits of each type of training and resist the urge to become overly dependent on one type of training.”

Joseph B. Faris, Assistant Professor, Texas A&M University at Galveston, says “The maritime industry, I feel, has held true to its maritime roots laid down by hundreds of years of weathered methods and proud traditions. Of course, modern technology has a large foothold in daily vessel operations, as its make life aboard much more efficient.

“That being said, it is crucial that a solid foundation of the basics is engrained in anyone that would be tasked with the responsibilities of a licensed officer.”

Newsmakers

CMA CGM Amps Up Digital Strategy with Appointment Inline with its digital growth strategy, container shipping giant CMA CGM has appointed Rajesh Krishnamurthy as Group Senior VP of IT and Transformation. He will drive the company’s new strategic priorities, particularly digitalization.

Incat Crowther has named Ed Dudson as Managing Director of its U.K. business and as a Board member. Dudson brings with him over 25 years of experience in the design and construction of high performance vessels including fast ferries and patrol boats.

Marine Jet Power has welcomed back Nils Morén as International Sales Manager.

The current CEO of the U.K. Chamber of Shipping, Guy Platten, has been appointed Secretary General of the International Chamber of Shipping. He will take up the role mid 2018.

John T. Rynd has been named the new President and Chief Executive Officer of Tidewater Inc. He has also been appointed a member of the Board of Directors.

Silver Ships, Inc. has appointed Shawn Lobree, a recently retried U.S. Navy captain, as Federal Contracts Manager. Lobree has more than 25 years of military experience in maritime operations, human resources, information technology, shipbuilding and repair.

Elliott Bay Design Group, Seattle, WA, has announced the appointment of Eric Coleman to its team of naval architects and engineers.

Great Lakes Dredge & Dock Corporation has elected Kathleen Mackie LaVoy as Senior Vice President, Chief Legal Officer and Corporate Secretary.

LaVoy joined the company in 2007 as Assistant General Counsel and was promoted to Vice President and General Counsel, Dredging Operations in 2012. She has been serving as Interim Chief Legal Officer since 2015. The company also named Annette Cyr as Vice President of Human Resources. She brings with her over 25 years of human resources experience.

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1/11/18 2:20 PM

TECH NEWS Cathelco to Supply Systems for Variety of Ships on Order

E-certificates a Big Hit for DNV GL Clients Digital is the way forward. Just four months after its launch of IMO compliant electronic class and statutory certificates, DNV GL reports that more than 50,000 e-certificates have been issued.

The electronic certificates represent nearly 80 percent of all certificates issued by DNV GL since the roll-out back in October 2017—with more than 6,000 vessels operating with such certificates.

“We have been overwhelmed by the positive response from our customers and the industry as a whole,” says Knut Ørbeck-Nilssen, CEO of DNV GL – Maritime. “Many owners have opted not to wait for their first scheduled survey to shift vessels to the new certificates, but have asked to move their whole fleet onto the new system. Our goal for 2018 is to have every vessel in the fleet using electronic certificates in conjunction with their periodic survey.”

He explains, “The administrative savings for our customers have been significant, in particular in the ease with which customers always have access to new and updated certificates on the fleet status portal and through email subscription. And vessels issued with electronic certificates have successfully been through close to 1,000 port state inspections worldwide.”

The e-certificates also facilitate the port state process. Ørbeck-Nilssen says the process is “made more efficient, by enabling owners to use a secure electronic certificate folder to grant temporary access to authorities through our fleet status portal.”

Certificates are published via DNV GL’s customer portal after an onboard survey is completed, enabling all relevant parties involved to access the latest certificates from anywhere in the world. www.dnvgl.com

Eniram Launches SkyLight 3.0 for Fleet Performance Monitoring Wärtsilä Corporation subsidiary Eniram has launched Eniram SkyLight 3.0 for fleet performance monitoring. Calling it a “significant update” to its subscriptionbased fleet p er for mance monitor ing service, Eniram explains that the service now includes mobile notifications and virtual propeller revolutions per minute sensing.

The mobile notifications will provide information detailing speed, estimated time of arrival, and charter party compliance.

This, the company says, will further improve transparency and enable faster reaction times leading to smoother operations.

Meanwhile, the virtual propeller RPM 34 Marine Log // March 2018

sensing is achieved without the need to be integrated with any other ship system. The virtual propeller RPM data will be used to improve the accuracy of the speed/fuel curve calculated by the software.

Eniram also announced that it is partnering with insurance software specialist Concirrus to deliver sophisticated solutions for marine insurance underwriting based on accurate operational data—wherein data supplied by SkyLight 3.0 will be integrated into Concirrus’ application Quest. Quest enables marine insurers to actively manage their risks in real time, attainting operating efficiencies and insights. www.eniram.fi

Cathelco, Chesterfield, U.K., has won an order to supply equipment for a number of cruise and commercial vessels currently on order at shipyards in Europe and the Far East. The company will provide its impressed current cathodic protection (ICCP) system to a number of passenger vessels including Brittany Ferries’ newest cruise ferry, the Honfleur.

O n t h e c r u i s e m a r ke t f r o n t , five cruise vessels being built by Finc antieri, including the lates t Princess Cruises vessel purposebuilt for the Chinese market, will also be equipped with the ICCP system.

The 143,000 grt ship will accommodate 3,600 guests and be delivered in 2019. Cathelco will also supply ICCP systems for two 135,500 gr t cruise ships that the shipyard is building for Costa Asia and P&O Cruises Australia; as well as several Viking Ocean Cruises ships.

The Cathelco ICCP system consists of an arrangement of hull mounted anodes and reference elec trodes wired to a thyristor control panel. The system protects the hull’s wet surface against corrosion. During operation, the reference electrodes measure the electrical potential at the hull/ seawater interface and send a signal to the control panel that automatically raises or lowers the output to the anodes—this enables the hull to receive the optimum level of corrosion protection at all times.

Cathelco will also supply two types of systems, its marine growth prevention systems (MGPS) to protect seawater pipework against biofouling and its ICCP system, to six 82,000 dwt bulk carriers currently on order at China’s Hantong Heavy Industries Shipyard for Oldendorff Carriers.

www.cathelco.com

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March 2018 //5/26/17 Marine8:48 LogAM39

SAFETY FIRST

O

ne of the most dreaded statements for any mariner to utter and any owner to hear is “oil in the water.”

No reputable operator intends to discharge oil or other pollutants into the water, but accidents do happen. And when they do our initial reactions are focused on preventing further damage to the environment and mitigating the cost of cleanup.

It is the Master’s responsibility to contact the company’s Qualified Individual (QI) under the SOPEP/SMPEP, who in turn should be contacting the U.S. Coast Guard National Response Center. If the QI cannot be reached and there is no alternate, the Master should not delay in contacting the NRC themselves. Once the National Response Center is notified, a chain of events takes place.

The National Response Center will contact the state and local authorities. Additionally, they will notify the local Captain of the Port (COTP) and Officer in Charge of Marine Inspection (OCMI). It is the responsibility of the owner, however, to notify the local OCMI independently of this as any discharge is a reportable Marine Casualty that is considered significant harm to the environment under 46 CFR §4.03-65.

In the U.S., upon report of a spill two concurrent investigations are opened. The first is an incident investigation used to determine if in fact there is a spill in a Navigable Waterway, as well as the source of the spill. The spill had to have caused a sheen on the water.

The other investigation is an administrative response. Nominally the administrative response is to conduct a root cause analysis into why the incident occurred in order to 40 Marine Log // March 2018

help prevent or mitigate any re-occurrence.

If in doing so, negligence of the mariner or the operator has been determined, a criminal case may be opened or action may be taken against the license of the mariner responsible.

Regardless of the investigation the owner/ operator as well as the Master have responsibilities to mitigate the environmental impact as soon as possible.

Initial reactions are focused on preventing further damage to the environment and mitigating the cost of cleanup.

In the case where there is an accidental discharge, following the Shipboard Oil Pollution Emergency Plan can have a significant positive impact in mitigating the pollution.

This is where the level of training of the crew can truly shine. A well trained crew will know how to absorb the pollutant on deck with the equipment stored in the SOPEP locker. If available dockside, a boom may be deployed around the vessel to assist in preventing the spread of the pollution.

In the event that there is a large quantity of pollutant in the water to the degree that local resources may not be capable of

handling the situation, the U.S. Coast Guard strike team designated for that sector may be called in to assist.

These personnel, usually marine technical specialists, are trained in pollution mitigation and cleanup. If the strike team is on scene, then a management representative should also be present.

During the course of the investigation, once the source has been confirmed the USCG will look into the operations of the vessel in question, looking to determine why the incident occurred and how to prevent it from re-occurring. This is separate from the initial investigation determining the actual source of the spill. This secondary investigation may probe as deep as need be in order to conduct their root cause analysis. This is where legal proceedings may end up being taken against a company or mariner.

One recent example is the dielectric fluid spilled out of a Con Edison site along the East River in New York in May 2017. This spill, although from a shore-side source, highlights how very dangerous a spill can be.

This dielectric fluid caused immediate concern due to its carcinogenic properties and the quantity released in to the water, causing the USCG to re-route vessel traffic around the area and ban human-powered and recreational craft from the zone. No owner wants their name attached to an incident like this.

The best thing to do is take all actions to avoid spilling at any cost. A spill can be caused by human factors or material failures. We do not always remember that poor navigation techniques can lead to such a hefty impact on the environment. Proper SOPEP training and drills as well as proper supervision and oversite on board can be the difference between a good day and a bad.

A pound of prevention is better than an ounce of cure as I was always told. When conducting any hazardous substance transfer at sea or in port remember that your crew will not do the job properly if not trained, and will respond even worse if not drilled.

Have a system in place that is well practiced and hopefully you will never have to prove how well it works.

Matthew Bonvento Senior Manager, Safety, Security, Quality and Regulatory Compliance, Vanuatu Maritime Services Ltd.

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