Marine Log March 2022

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

March 2022

MARITIME DIGITALIZATION Where Are We Now?

DISRUPTIVE TECHNOLOGIES Challenge or Necessity for Shipping?

IMPROVING THE BOTTOM LINE Operators Drive Product Refinements

CONTENTS

40 DEPARTMENTS 2 EDITOR’S LETTER Russia’s War on Ukraine Impacts Shipping

24 FEATURES

18

DIGITALIZATION Making the Right Choices in Maritime Digitalization For investments to pay off, owners require a phased approach, following a well-defined path that can help turn data into insights

20

DISRUPTIONS, BIG DATA & AI Necessity is the Mother of Disruption It’s not what technologies do but how they are used that makes them disruptive

4 INLAND WATERWAYS Record Port Grant Funding Announced 6 WELLNESS The Magical Spicy “Cs” 8 VESSEL OF THE MONTH The M/V Zephyr: Final Towboat in Trio 10 UPDATES • NY Bight Offshore Wind Lease Sale Attracts $4.37 Billion • Casco Bay Invites Shipyard Bids for New Ferry, Plans a Second

24

SUPPLIERS & NEW PRODUCTS Marine Product Suppliers Help Economize With vessel operators always looking to improve their margins, marine equipment manufacturers are responding

16 INSIDE WASHINGTON Senate Bill Introduced to Close Jones Act Offshore Loophole 27 TECH NEWS Solvang sees CCS and HFO as shipping’s greenest option 29 NEWSMAKERS Union of Greek Shipowners Names First Woman President

Cover Photo Credit: Shutterstock/metamorworks

40 SAFETY The Importance of Safety in Some Shipbuilding Applications

March 2022 // Marine Log 1

EDITOR’S COLUMN

MARINELOG MARCH 2022 VOL. 127, NO. 3 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com Photo Credit: Shutterstock/ Alex Zabusik

A

Russia’s War on Ukraine Impacts Shipping

s Russia continues its invasion of Ukraine, reports of Russian attacks on merchant ships are growing. As seen in video footage, Moldovan-flagged, bunker vessel Millennial Spirit is seen in flames after being struck by two missiles when at anchorage off Odessa.

Maritime security and risk analysis specialist Dryad Global reports that, according to the Ukrainian port authority, the vessel had 600 tons of fuel oil and diesel on board. The vessel was reportedly hit twice.

In a further report of attacks on merchant ships, Dryad says that unconfirmed reporting indicates that on February 27, a missile hit the stern of the Panama-flagged bulk carrier Namura Queen.

These reports follow a report of an attack on February 24, involving Marshall Islandsflagged merchant vessel Yasa Jupiter, which was struck by a Russian missile about 50 nautical miles south of Odessa.

Even as this was being written, news was breaking that the third engineer of the Bangladeshi-flagged was killed when the vessel was struck with a missile while anchored.

In mid-February, MARAD issued an advisory for the Black Sea and Sea of Azov, warning that regional tensions and increased naval activity in these areas could pose a risk to U.S.flagged commercial shipping vessels.

Meantime, the Joint Negotiating Group

(JNG) of maritime employers and the International Transport Workers’ Federation (ITF) designated areas in the Black Sea and the Sea of Azov as “Warlike Operations Areas,” triggering an increased security level and additional entitlements for seafarers in the war zone.

Repatriation, payment of wages, safe transit and respect of individual seafarers’ rights, particularly for seafarers from the region, were the focus of discussions.

The facilitation of support from governments worldwide for potential refugee arrangements for Ukrainian seafarers and their families was also considered. The social partners agreed to increase pressure on governments to waive visas for Ukrainian seafarers to ease their repatriation.

So what’s next? Expect widespread disruptions in the LNG sector and crude oil trades as sanctions impact Russian exports.

Is Russia’s invasion into Ukraine likely to send ocean-shipping rates soaring across the board on the heels of supply chain issues stemming from the pandemic?

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com SALES MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Frank Rose frose@sbpub.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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

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

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

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2 Marine Log // March 2022

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

INLAND WATERWAYS

Record Port Grant Funding Announced

Aerial of New Orleans port activity in Louisiana.

T

he U.S. Department of Transportation’s Maritime Administration (MARAD) last month announced the availability of nearly $450 million in newly available grant funding for port-related projects through

the Port Infrastructure Development Program (PIDP).

The funding is made possible under the Bipartisan Infrastructure Law, which will invest $17 billion in ports and waterways.

“We’re proud to announce this funding to help ports improve their infrastructure—to get goods moving more efficiently and help keep costs under control for American families,” said U.S. Transportation Secretary Pete Buttigieg. “President Biden is leading the largest ever federal investment in modernizing our country’s ports, which will improve our supply chains and the lives of Americans who depend on them.”

According to the Department of Transportation, the grants demonstrate continued action on commitments in the Biden-Harris administration’s Port Action Plan, which aims to strengthen supply chains to meet demand and help address inflationary pressures.

These grants also meet policy recommendations in DOT’s one-year supply chain report.

PIDP grants are awarded on a competitive basis to support projects that will improve the movement of goods to, through and around ports. The Bipartisan Infrastructure Law calls upon applicants to explore ways to include projects that will improve goods movement while also strengthening resilience, reducing emissions and advancing environmental justice.

Master Marine Completes Plimsoll Marine Towboat Quartet he Master Marine Inc. shipyard in Bayou La Batre, Ala., has delivered the 67- by 28-foot M/V Steel Skipper, the fourth of four towboats it is building for LaPlace, La.-based Cooper Group company Plimsoll Marine, one of the Lower Mississippi River’s leading push boat operators.

The four vessels have been designed

by Entech Desig ns LLC and are fully compliant with all U.S. Coast Guard regulatory requirements.

The towboat is powered by two Laborde Products Inc. Mitsubishi 803 hp. Tier III marine diesel engines operating at 1,400 RPM and coupled to Twin Disc 5321 gears.

Laborde Products also supplied the vessel’s two Northern Lights 65 kW Tier III electronic controlled generators.

A pair of Sound Propeller Services Inc. 70- by 48- by 7-inch four-bladed stainless steel propellers provides thrust through two J & S Machine Works Inc. 7-inch ABS grade propeller shafts with all Thordon Bearings, Thorplas bushings and shaft seals.

Rio Controls and Hydraulics Inc. supplied the steering system for the two 7-inch main 4 Marine Log // March 2022

and four 7-inch flanking rudders.

Gulf Coast Air & Hydraulics, Inc. provided a pair of Quincy reciprocating air compressors and ventilation fans.

Schuyler Maritime supplied all 18- by 12-inch rubber fendering around the

perimeter of the vessel and push knees.

R.S Price & Son provided a Carrier mini-split HVAC system in all interior spaces ,with Blakeney Marine providing all custom woodwork and interior finishes. Wintech International supplied a pair of 40-ton deck winches.

The Steel Skipper is the fourth in a series of four Entechdesigned push boats.

Photo Credit: (Top): Shutterstock/Ed Metz, (Bottom): Cooper/T. Smith

T

O P E R AT E Y O U R V E S S E L F R O M W H AT E V E R L O C AT I O N P R O V I D E S T H E B E S T VA N TA G E P O I N T. SHANE FAUCHEUX President, Rio Controls & Hydraulics

Rio has successfully installed multiple Sea Machines systems on US Flag vessels with a growing backlog in 2021.

See how autonomous technology is bringing change to your sector at Sea-Machines.com.

WELLNESS COLUMN

The Magical Spicy “Cs”

Natural spices have played a role in healthcare since ancient times—especially cinnamon, cardamom, cayenne, and chamomile.

S

pices are among the most powerful and versatile food additives that can help the body thrive.

Going back to ancient times, Chinese and Indian traditions utilized dried plants and plant-derived oils to optimize the body’s energy and bring balance to the human system. Ancient herbalists and doctors used trial, error and tribal knowledge to build an understanding of when and how to use an herb or seed for healing.

These old traditions are now fueling today’s modern medical research and pharmacological study, and they tell a wonderful story about the magical plants that reside in a kitchen or galley cupboard. Health promoting sulfur, tannins, alkaloids, flavonoids and polyphenols all support aspects of physical and mental health and are hidden among the dried leaves and oils that coat our food.

Cinnamon comes from the bark of a tree.

From this bark, we derive a sweet power or oil. When consumed cinnamon adds a warming flavor that is slightly bitter and lemony.

Ancient Indian and Chinese traditions identify cinnamon as a “cold reliever,” and, today, we know it has anti-inflammatory properties that decrease pain from conditions like arthritis. The power of this powder was further revealed by research in Evid Based Complement Alternat Med. (2014) showing that cinnamon to be a strong antioxidant, antimicrobial, anti-diabetic, immune-boosting, heart-protecting and cancer-fighting

6 Marine Log // March 2022

plant. In one study the administration of cinnamon powder was able to lower cholesterol including that of LDL and triglycerides by 15% in 35 days.

Cinnamon can be added to coffee and has been used as a sugar alternative to sweeten a cup. The spice can also be added to a morning routine if you cook a breakfast that requires a warming sprinkle of sweetness.

Cardamom is a seed pod that comes from the ginger family. Eastern traditions have used this citrusy, sweet spice to treat heart conditions, respiratory disease and bad breath.

Cardamom is particularly rich in manganese that prompts vasodilation (veins widen) and helps decrease blood pressure.

One such clinical trial by S.K. Verma in India and others published in 2009 showed a significant decrease in systolic, diastolic and mean blood pressure when cardamom was consumed. This study also showed a significant increase in the activity of the enzymes that break down fibrin in blood clots, supporting stronger vascular health.

Cardamom is versatile enough to go into many different types of food from deserts to main dishes. A sprinkle with salt and pepper on chicken, or into a batch of cookies can bring this powerful spice into a daily routine.

Cayenne Pepper can be spicy hot and comes from a shrub that contains capsaicin, the chemical in the pepper that makes it so dearly loved. Capsaicin has been shown

Chamomile flowers are in the daisy family and are not usually in a spice cabinet, but may be found in a tea box. These flowers are well known by ancient herbalists for reduce inflammation and calming the nerves.

Research published in the Mol Med Report in November 2010 showed these dried flowers had terpenoids and flavonoids in them that contribute to their medicinal properties. Chamomile preparations are commonly used for supporting conditions like hay fever, inflammation, muscle spasms, insomnia, wound treatment, gastrointestinal disorders, rheumatic pain, and more.

Modern pharmacologists and governments, such as Germany, have approved of this flower power for inflammatory mucocutaneous diseases of the skin and wound and burn therapy.

Chamomile can also be hidden in pharmacological products like DacrioVis, which in 2017 (J Photochem Photobiol), was recorded to have effectively reduce oxidative stress, inflammation and reducing cell death in humans.

An added note of caution about spices in general: Spices tend to lose their powerful taste and probably some of their supportive health value when they push 2-3 years old. If you have old spice jars, they may warrant a refresh!

Finding a little sprinkle of magic in the cupboard is worth the trip across the galley or kitchen. The spicy “Cs” have the potential to tantalize the tastebuds and at the same time, boost your health.

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

EMILY REIBLEIN

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

Photo Credit: Shutterstock/Alexander Raths

to have metabolic and vascular benefits that have relieved migraine, nerve and joint pain, and promote movement through the veins reducing potential for blood clots.

There is no shortage of medical research on capsaicin. Today, we find this compound in topical creams used to temporary relieve muscle or joint pain caused by strains, sprains, arthritis and bruising. Drugs like Qutenza are a prescription-strength form of capsaicin that is applied to treat nerve pain in people with diseases like diabetes. Use this spice sparingly at first, as it will add fire to any dish.

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VESSEL OF THE MONTH

Designed by CT Marine LLC, of Portland, Maine, the M/V Zephyr is powered by three Cummins QSK60-M main engines.

C

& C M a r i n e a n d R e p a i r, Belle Chasse, La., recently delivered the 6,600 hp. triplescrew towboat M/V Zephyr, the final vessel in a series of three, to Kirby Inland Marine LP. Kirby, which operates the nation’s largest fleet of inland tank barges and towing vessels, is leasing all three towboats from Nashville, Tenn.-based Hines Furlong Line Inc. The t r iple-screw 6,60 0 -horsepower towboat measures 170- by 50-feet with a pi lot house eyeline heig ht of 39 feet, 3 inches.

Designed by CT Marine LLC, of Portla nd, Ma ine, t he vessel is powered by three Cummins QSK60-M main engines, provided by Cummins Mid-South, that are paired with three Reintjes WAF 1173 H/V reduction gears, provided by Karl Senner LLC. The service power is provided by three Cu m m i n s Q SM11-DM, 275 kW ge nerators, and the conventional steering system hydraulic power unit was provided by EMI Marine.

The towboat is outf itted w it h t hree 100-inch diameter stainless-steel fixed pitch propellers, provided by Sound Propeller Systems Inc., and features a double 8 Marine Log // March 2022

steering rudder system.

The accommodations include a total of 12 beds (11 crew, plus 1 guest), and the vessel ’s design includes a f loating, spring mounted superstructure for additional crew comfort.

First Two Towboats in the Series In November 2020, C&C Marine and

The M/V Scarlett Rose, the first towboat delivered in the trio.

Repair delivered the first vessel in the trio—the triple-screw 6,600 horsepower towboat M/V Scarlett Rose Furlong—to Hines Furlong Line.

Last summer, the second towboat, the M/V Bowling Green, was delivered just six months af ter the f irst vessel in the series. All three vessels were built to the same size and specs.

Photo Credit: C&C Marine and Repair

The M/V Zephyr:

Final Towboat in Trio Completed for Hines Furlong

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UPDATE

NY BIGHT OFFSHORE WIND LEASE SALE ATTRACTS $4.37 BILLION IN WINNING BIDS

offshore wind lease sale was the highestgrossing competitive U.S. offshore energy lease sale in history—attracting competitive winning bids from six companies totaling approximately $4.37 billion.

In comparison, the most recent oil and gas sale—Gulf of Mexico Lease Sale 257— generated $191.6 million in high bids.

That sale was later, of course, invalidated by a judge.

The lease sale offered six lease areas totaling over 488,000 acres in the New York Bight for potential wind energy development and drew competitive winning bids from six companies.

A recent report indicates that the United States’ growing offshore wind energy industry presents a $109 billion revenue opportunity to businesses in the supply chain over the next decade.

“This week’s offshore wind sale makes one thing clear: the enthusiasm for the clean energy economy is undeniable and it’s here to stay,” said Secretary Deb Haaland. “The investments we are seeing today will play an important role in delivering on the Biden-Harris administration’s commitment to tackle the climate crisis and create thousands of good-paying, union jobs across the nation.”

National Ocean Industries Association (NOIA) President Erik Milito issued the following statement after the conclusion of the sale: “The record-shattering interest in the New York Bight lease sale is testament to how bright the American offshore wind outlook is and how confident developers are in the strength of the U.S. offshore wind industry as a whole. Companies continue to invest and innovate, and the regulatory regime has a firm foundation. The New York Bight is a watershed moment for 10 Marine Log // March 2022

American offshore wind.

“Thousands of new jobs and billions of dollars of investment are now on the horizon for New York, New Jersey, and the entire U.S. supply chain as a result of this lease sale. We are already seeing an offshore wind substation and a wind installation vessel being built in Texas, an offshore wind service operation vessel being constructed in Louisiana, and transmission cables being manufactured in North Carolina and South Carolina, along with many other examples.

“In many ways, the New York Bight lease sale is just the kickoff for a busy 2022 for American offshore wind. We applaud the work done thus far by Interior and BOEM and say, ‘Well done and keep up the momentum.’ We can clearly see the demand for more leasing, and we encourage the Administration to sustain progress through continued lease sales and project approvals. Congress can - and should - play

a positive role through expansion of key tax credits that will help incentivize projects from the leasing stage through operations.”

The provisional winners of the lease sale are shown in the graphic below.

Bight Wind Holdings LLC is a joint venture between Germany’s largest power producer RWE and Britain’s National Grid.

Other winning bidders included Atlantic Shores Offshore Wind Bight LLC and Mid Atlantic Offshore Wind LCC, both of which are 50/50 joint ventures between Shell New Energies US LLC and EDF Renewables North America, whose ultimate parent is Électricité de France OW Ocean Winds East LLC is a joint venture between EnBW North America, a subsidiary of Portugal’s EDP Renewables and France’s ENGIE. Attentive Energy LLC is a joint venture between EnBW and France’s Total Energie.

Invenergy Wind Offshore LLC is a unit of privately held, Chicago-based Invenergy.

Photo Credit: BOEM

L A S T M O N T H ’ S N E W YO R K Bight

Offshore

Subscribe to the Marine Log Offshore Newsletter

Insights into the evolving offshore market

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

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

www.marinelog.com/offshorenewsletter

UPDATE

Casco Bay Invites Shipyard Bids for New Ferry, Plans a Second

Meantime, Casco Bay was among ferry operators to be awarded funding in the FY 2021 round of Passenger Ferry Grants announced last month, receiving $3.6 million.

The funding will support the use of a diesel-electric hybrid propulsion system in a second new vessel. This vessel is planned to replace the Maquoit II, an aging vessel in the Casco Bay fleet current serving the downbay islands of Casco Bay. The transit operation maintains a fleet of five vessels to fulfill its mission of providing

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THE CASCO BAY ISLAND TRANSIT DISTRICT in Portland, Maine, which operates Casco Bay Lines, continues to move right along with its plans to build a new 164 foot long ferry that will be equipped with a new diesel electric hybrid propulsion system and will replace the Machigonne II, the passenger and vehicle ferry currently servicing Peaks Island.

Last month, Casco Bay Lines issued a Notice to Shipyards calling for sealed bids to be submitted. Bids will be received until 1:00 p.m. local time, April 22.

safe, dependable and reliable passenger, vehicle and freight service year-round to six unbridged islands in Casco Bay. Typically, passenger vessels have a “useful life” of approximately 30 years.

While they can still be utilized safely beyond that point, repairs and maintenance become prohibitively expensive. Casco Bay Lines identified the need to replace two vessels in long-term planning. After securing funding to replace the Machigonne II, efforts shifted to funding the second necessary vessel replacement.

The Maquoit II serves as a lifeline for five unbridged islands “down the bay,” carrying passengers and freight nearly 50 miles each day, 365 days a year, and delivering U.S. mail to the farthest reaches of the service area. Equipped with a heavy-duty crane, it is also the transit district’s primary freight-carrying vessel.

As part of prior work to replace the Machigonne, Casco Bay Lines opted to pursue a diesel electric hybrid propulsion system for the new vessel in place of a conventional diesel mechanical propulsion system. With this grant award, the second replacement vessel is also positioned to utilize this greener technology.

The design phase of the Maquoit II replacement project is expected to begin later this year.

UPDATE

Vard Wins Order for New Series of Robotic Ships

Photo Credit: Vard

OCEAN INFINITY, THE AUSTIN, TEXAS, headquartered company building an “armada” of robotic ships, has contracted Fincantieri’s Norwegian subsidiary Vard for the design and construction of a new series of six multipurpose offshore vessels, all of which will be operated from shore and will eventually utilize green ammonia as fuel.

The order for six, 85-meter, optionally crewed robotic vessels will take Ocean Infinity’s remote vessel fleet to 23 vessels—the

largest in the world.

Ocean Infinity, which specializes in seafloor analysis and oceanography, says that, with its services, control infrastructure and remote control center currently undergoing commissioning, “transformational low-emission remote operations are becoming a closer reality for the global maritime industry.”

This new contract between Ocean Infinity and Vard facilitates the next phase of joint development between the two companies,

including Vard’s subsidiaries, Vard Design, Vard Electro and Seaonics.

“These new 85-meter vessels will be optimized for inspection, maintenance and repair and light construction work to offer remote, ultra-low carbon services to the offshore energy market,” said Richard Daltry, technical director - surface technology at Ocean Infinity. “Like the 78-meter series currently under construction, the new design continues to drive minimalized environmental impact with its integration of new fuel-cell and battery technology.”

The new vessels, of Vard 9 80 design will augment Ocean Infinity’s current Armada fleet of nine 21-meter and 36-meter vessels, plus eight 78-meter vessels, which are already in production.

Vard won the contract to design and build the eight highly advanced, 78-meter vessels in November 2020. The first four are underway while steel cutting for the fifth began recently at Vard Vung Tau in Vietnam.

The new series of six vessels is scheduled for delivery from Vard Vung Tau in Vietnam in 2025. The first vessels will have the full suite of new technology and equipment installed and integrated at one of Vard’s shipyards in Norway utilizing Vard’s global integrated value chain.

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UPDATE

Tug Operator Opts for Schottel Mechanical Hybrid Solution

A TUGBOAT ON ORDER AT CHEOY LEE SHIPYARDS in Hong Kong for PSA Marine Peru will be equipped with Schottel RudderPropellers, featuring the patented Sydrive-M technology.

Sydrive-M connects a vessel’s port and starboard mounted azimuth thrusters, allowing them both to be driven using only one of the main engines. In turn, this leads to reduced operating hours of the main engines,

resulting in lower maintenance costs as well as less fuel consumption and lower emissions.

The system needs no additional electronic components and has three main operation modes: Light Operation or Free Sailing Mode, Full Thrust Operation Mode and FiFi-Mode.

As a mechanical hybrid solution without the complexity of other hybrid technologies, Sydrive-M enables PSA Marine Peru to offer emission-reduced towing services in Peruvian

ports while ensuring lower maintenance costs and less fuel consumption. This will enable PSA Marine Peru to offer emission-reduced towing services in Peruvian ports.

“In PSA Marine Peru, we are constantly on a lookout for sustainability-focused innovations,” says William Revilla, senior fleet manager at PSA Marine Peru, which is a wholly owned subsidiary of Singapore’s PSA Marine (Pte) Ltd. “With reduced emissions, the forward-looking solution from Schottel allows us to operate our vessel more efficiently and sustainably. This also demonstrates our commitment to deliver only the best to our customers and stakeholders.”

The RAmparts 2400W design ASD tug is scheduled to enter service in 2023. Its main propulsion consists of two diesel-driven type SRP 460 RudderPropellers (2,240 kW each) featuring fixed-pitch propellers with a diameter of 2.6 meters. With this thruster configuration, the 24.4-meter long and 11.25-meter-wide tug will achieve about 70 tonnes of bollard pull.

The rudder propellers feature the Schottel LeaCon certified sealing system, which provides protection against contamination of the seawater by operating materials.

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BIZ NOTES Pensacola, ANOTHERFla., BWTS basedGAINS Ian-Conrad U.S. Bergan, COAST GUARD LLC—a marine APPROVAL equipment

ABB TURBOCHARGING Svanehøj’s rapidly growing serviceGETS business, A NEW has which NAME almost tripled its revenue since

manufacturer Fosnavåg, Norway-based with a 45-year track Norwegian record is rebranding Greentechasreports Berganthat Marine it has Systems received and has thea U.S. new president Coast Guard and CEO (USCG) Kyle Durden.

Type Approval The company for its is to ballast expand water its focus treatto include ment system electronic (BWTS). and computer With USCG controls, Type as Approval, well as cloud-based Norwegiansolutions Greentech’s for marine sysdata temssystems, can nowalong be installed with continuing and utilized their traditional by all ships; products. those that sail in U.S. waters today “We’re andthrilled those that to bemay moving sail ininthem a new in direction the future.“We to betterbelieve reflect the shipowners future of our will company,” welcome the said Norwegian Durden. Greentech “While we’ve sysbeen tem with a mostly openproduct-centered arms due to itscompany inherent throughout cost and environmental our history, we’re benefits now integratcoming pared our to products other larger with computer-based systems,” says control says Børge systems Gjelseth, and generating sales and data marketthat’s transmitted ing directorto at the Norwegian cloud, toGreentech. customers in real-time.”

TWO InitiallyMAJOR founded in PLAYERS Norway, the TEAM company UP TO moved EXPAND to the Pensacola MARINEarea USE in 1980 OF BIOFUELS and provides products and systems for Aiming tank ships, to further tank barges, developocean the U.S. barges, and specialty EU marine fleets, markets bulkfor carriers sustainable and indusbiotrial based customers. diesel, one of the world’s leading suppliers and traders of marine fuels, SBunker V A NHolding E H ØGroup J Ahas CQ entered UIRE into S WÄRTSILÄ a strategic collaboration TANK CONTROL agreement SYSTEMS with Ames, Iowa-based, Nasdaq-listed, Making Renewable its Energy second Group acquisition Inc., ainglobal less than producer a year,and Danish supplier gas pump of renewable specialist Svanehøj fuels. Thehas agreement agreed tois acquire initially Wärtsilä focused Tank on opportunities Control Systems in North(TCS), America which and employs Europe,more where than trials 50 people of B20inand the U.K., B30 Singapore, biofuels are andbeing France.run Theincompany high-traffic was historically regions of both known continents. as Whessoe and that name is expected to be revived when the acquisition GIBBS is& complete.

COX AWA R DED NAVY “Gas is CONTRACT one of the biggestWORTH driving forces A in POTENTIAL the green transition. $319 MILLION Liquefied natural gasses The largest such asindependent LNG and LPGnaval are already archicleaner tecturealternatives and marine to oil engineering and coal today,” firm says in the CEO U.S., ofGibbs Svanehøj, & Cox Søren Inc.,Kringelholt has been Nielsen. awarded“And a $29.5 with Power-to-X, million contract we will that see green couldelectricity be worth from almost solar power $319and million wind converted if all options into climate-friendly are exercised.fuel Awarded for aircraft, by the ships, Naval lorries Sea and Systems industry Command, in a few years.

Washington, The acquisition D.C., the of Wärtsilä contract TCSisis for an expression suppor ting of our surdesire face combatant to make Svanehøj ship adesign globallyand leading engineering specialist ineffor producing ts for and the servicing Navy’s Future equipment Surface for Combatant handling all types Force, of liquefied primarily gas—natural in suppor gas, t of biogas the and DDG not (X)least program, the Power-to-X-based as well as fuel other of the future.”ship concepts, and to conemerging duct Svanehøj feasibility says studies the as addition part of of Wärtsilä the supporting TCSbroader opens Navy new, exciting opportunities for fleet.

ABB has 2018.

Svanehøj rebranded is already its aturbocharging leading provider diviof cargoassystem sion “Accelleron,” service for a compound LPG vessels,word and the of: intention– isAccelerate Access to use the –acquisition Excel – on to and achieve on. a similar The new position brandingwithin is part the of larger ABB’s LNG portfolio ship

segment. Additionally, management strategyasto part operationally of the acquisition separate of Wärtsilä its turbocharging TCS, a new independent division before business a final for land-based decision activities is madewill between be established. a sale or The a spin-off business will of the be based business in Calais, towards France, the from end of where the Wärtsilä first quarter.

TCS currently This process produces should meabe surement systems completed in thefor first land-based half of 2022.

LNG systems.

March 2022 // Marine Log 15

INSIDE WASHINGTON

Senate Bill to Close Jones Act Offshore Loophole

U

.S. Sen. Bill Cassidy, M.D. (R-La.) has introduced the American Offshore Worker Fairness Act. The legislation is cosponsored in the U.S. House of Representatives by Representatives Garret Graves (R-La.-06) and John Garamendi (D-Calif.-03).

According to Cassidy’s office, the bill provides a level playing field between U.S. flagged vessels and foreign-flagged vessels working in offshore energy activities in U.S. waters. The changes also aim to improve the oversight of foreignflagged vessels and the mariners who work on these vessels.

Current law requires that all vessels, rigs, platforms, or other offshore structures be manned by U.S. citizens or lawful permanent residents.

Existing law also includes an exemption from hiring Americans or lawful permanent residents for

offshore activities and allows vessels that are more than 50% foreignowned to operate in U.S. waters with foreign crews.

The exemption was included to eliminate potential retaliation by foreign nations against American workers in foreign offshore activities. In practice, the exemption has not provided reciprocal access to foreign waters for U.S. mariners but has instead created a loophole that allows foreign vessels from some of the wealthiest countries in the world to utilize mariners not from their home or flag nation, but from low-wage nations. Since labor is the biggest operational expenditure for a vessel operator, operators rely on foreign mariners.

Foreign mariners are often paid 14 to 70% less than their U.S. counterparts. Because foreign mariners are not subject to U.S. tax and labor laws, foreign vessels owners are able to

leverage the cost savings derived to undercut the charter rates of similar U.S. vessels.

WHAT THE ACT CALLS FOR • Require mariners on foreignflagged vessels be either U.S. citizens or citizens of the nation where the vessel is flagged; • Limit the number of visas that could be issued to crew of each foreign vessel to 2.5 times the number of crewmembers on that vessel. This would allow for regular crew shift changes; • Require foreign vessels prove their ownership on an annual basis; and • Require the USCG to inspect these vessels annually to ensure compliance with this law and that the crew members on these vessels secure TWIC cards from the U.S. Department of Homeland Security.

DECARBONIZING U.S. INLAND WATERWAYS: WHAT WILL IT TAKE?

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16 Marine Log // March 2022

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MARITIME DIGITALIZATION

MAKING THE RIGHT CHOICES

IN MARITIME DIGITALIZATION

For investments to pay off, owners require a phased approach, following a well-defined plan and a partner that can help turn data into insights.

L

et’s be clear at the outset; digitalization may app ear to b e daunting but there are practical and smart ways to go about it. It requires commitment and investment and while it is not a short process, some tangible results can be achieved relatively quickly that could make a difference to your business.

Vessel owners and operators need to know that the end-to-end digital transformation requires a phased approach, but the important thing is to make a start. A transition of this magnitude is not a journey that is made overnight with immediate return on investment.

The typical steps involved are to digitalize business processes and then digitize 18 Marine Log // March 2022

data onboard and on the shoreside so that the right information can be collected at the right frequency and quality; and then insights derived through analytics to manage day-to-day operations.

This can deliver marginal benefits that create short-term efficiencies and enable vessel management to be more proactive.

With a steady stream of good quality data, more advanced analytics can be applied to give you more recommendations that can help reduce fuel consumption, lower carbon emissions, navigate routes safely, predict equipment health and take decisions proactively.

Decarbonization Goals For example, proven outcomes from

initiatives such as voyage optimization include 5-8% of fuel savings per voyage and associated carbon footprint reduction which is a good stride towards achieving decarbonization goals.

Pilot projects are a critical first step in the pursuit of meaningful returns. As new technologies are adopted—as in any other industry that’s coming up with new, innovative capabilities—a pilot implementation on one or two vessels is key.

If operators are able to reap the benefits from that initial investment, it makes sense to increase the commitment to scale up across the fleet.

With decarbonization being top of mind of ever y owner and operator, it is becoming increasingly important to

Photo Credit: Shutterstock/Shinonome Production

By Smarty Mathew John, Vice President-Digital Solutions, ABS

MARITIME DIGITALIZATION

Environmental monitoring

consider digitalization as a priority and to choose the right providers and partners.

Operators need to segment this digitalization and decarbonization journey on different levels with short-, medium- and long-term objectives.

As is clear, the near term priority is to gain operational efficiencies through voyage optimization that reduce fuel consumption and lower carbon on current vessels from available technologies.

Step two is to monitor the fleet to understand how to maintain performance within market or regulatory trajectories through benchmarking and continuous carbon footprint reduction measures. This will then begin to inform decisions about which vessels can and can’t meet the goals of 2030 and beyond and shape decisions

about their place in the fleet.

The third step is to understand the options in terms of alternative fuels; which is preferred for the types of vessels owned or operated and whether this is a transition fuel or a long term option.

A Structured Process This makes the digital transformation a structured process, but it is important to start with immediate efficiencies in near term, assess the medium term impacts and then understand longer-term alternatives.

Finally, an issue that owners have to appreciate is that there’s no lack of data available, rather, there’s an overload. What is important here is to understand which data have value, which provide the right insights and enable them to make the right decisions;

this is where we are focusing our efforts.

Rather than treat dig italization as being all about competition, we look to start-ups and established industry players to see what value they could bring to the table. Where they can bring forward innovation there’s no need to reinvent the wheel; instead we can partner with them to integrate information into our ABS My Digital Fleet platform to drive better insights. Given the challenging needs of the industry, success is going to be a team sport and driven by collaboration.

ABS My Digital Fleet is a customisable r isk management platfor m that integrates vessel data (e.g., noon reports and sensors), enterprise information systems (e.g., ERP, voyage management and passage planning) and third-party data sources (e.g., AIS, weather) to achieve more sustainable operations while reducing operational risks.

ABS’s current alliances that integrate with the platform include Veson Nautical, Sofar Ocean, Kongsberg Digital, AVEVA, Control Risks and Meteomatics among others.

Because My Digital Fleet allows us to bring these applications together with real data from the vessel, clients don’t have to search for different services or worry about using different standalone systems or disparate data sources.

ABS provides a single source of truth that brings data and capabilities together on one platform. It’s a turnkey solution that can go a long way to providing the answers to the questions that operators are asking and addressing the challenges of digitalization and decarbonization.

Photo Credit: ABS

ABB’s Ability OneBox for Digitalization SO FAR AS DIGITALIZATION OF SHIPS’ systems goes, it’s often all about collecting and recording vessel performance data on board and transferring them ashore for crunching.

ABB says that its Abilit y OneBox marine is a kick-starter that provides a straightforward entry to digitalization.

OneBox is a signals monitoring solution that transfers the signals from shipboard sensors to a cloud infrastructure for access and analysis by the shipowner.

Increased insight and continuous learning about the ship’s performance enables smarter decision making to improve operational efficiency and reduce fuel consumption. Based on the information, shipowners can

calculate fuel consumption and evaluate the possible need for further action to ensure compliance with the International Maritime Organization EEXI ( Energy Efficiency Existing Ship Index) and CII (Carbon Intensity Indicator) targets.

According to Antto Shemeikka, head of digital services, ABB Marine & Ports, “OneBox can be implemented quickly, cost-efficiently and with minimum effort, and upgraded seamlessly to keep pace with changing digital demands.

Owners with no previous experience of digitalizing the operations of their vessels can gain valuable information about ship performance and transform their operational decision making onboard existing ships, for example by utilizing

integrated signals from the Electronic Chart Display and Information System (ECDIS), fuel systems, engines, and shaft power meter.”

ABB says OneBox is straightforward to install and maintain, with commissioning performed either on board or remotely, and future-proof, as it is compatible with any platform that allows data analysis and interpretation and can be scaled up to include sensors from additional equipment. Vessel operating data can be visualized using ABB analytics software such as ABB Ability Marine Fleet Intelligence real-time fleet monitoring and analysis, ABB Ability Genix Industrial Analytics and AI Suite, or a third-party web-based platform.

March 2022 // Marine Log 19

DISRUPTION, BIG DATA

NECESSITY IS THE MOTHER OF DISRUPTION

By Nick Blenkey, Senior Editorial Consultant

20 Marine Log // March 2022

apart with this white gel and then collect the natural gas.”

Nearly half the cost of drilling a well came from “this white gel.” So Steinsberger started using less gel and more water. Over time, progressively reducing the proportion of gel in the mix produced ever better results.

Ultimately, back in 2006, Steinsberger tried cutting out the gel entirely and pumping only water into the rock along with “a little bleach to kill the bacteria and a little soap to help the water flow down the pipes,” according to the PBS interview. The result was a spectacular success, today’s fracking was born—and today, the U.S. is a top oil and gas exporter, disrupting all sorts of market predictions and redrawing there map of LNG shipping routes.

Necessity Is The Mother Of Disruption What’s the lesson in this? Maybe it’s that necessity is the mother of disruption. In the case of maritime, there are a whole slew of those necessities to address and that’s forcing industry to look at what’s available in the technological tool chest—and there’s plenty.

We’ve already seen this in action in shipping’s response to COVID restrictions, where the industry was driven by necessity to use remote working for a range of things from classification surveys, to reducing numbers on board ship for sea trials, to seafarer training ... and the list goes on. Many of these “work arounds” have proven more attractive than the traditional way of doing things and will now become the new normal. In other words, the

Photo Credit: Shutterstock/Panchenko

I

t’s not what technologies do but how they are used that makes them disruptive. And sometimes, disruptive technologies don’t have to be something dreamed up in Silicon Valley.

Take fracking or hydraulic fracturing.

The process as we know it today has its roots back in 1995, when Mitchell Energy put Nick Steinsberger, then 31, in charge of its Barnett natural gas wells in central Texas. But the cost of drilling them was such that they were no longer looking to be a viable proposition.

“It cost almost a million dollars to drill a well in the Barnett Shale,” Steinsberger told PBS in a 2016 interview. “You had to drill down a couple of miles to this incredibly dense rock. And then you had to blast it

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Disruption, big data old norm has been disrupted.

Modern ships are well placed to take advantage of today’s technological advantages in that they are already stuffed with sensors that make them prime candidates to become part of the Internet of Things (IoT). Gearing up for the expected surge in shipping IoT connectivity, maritime satcom giant Inmarsat is planning to deploy ELERA, a global narrowband network aimed at serving the rapidly evolving world of the IoT and global mobility customers.

“ELERA is perfectly suited to the needs of the connected IoT world,” said Rajeev Suri, CEO, Inmarsat. “Global reach, extraordinary resilience, faster speeds, smaller and lower cost terminals are all part of ensuring that we remain ahead of others in meeting the needs of our customers.”

ELERA’s foundation is Inmarsat’s L-band network and it incorporates new innovations ranging from higher speeds to smaller, low cost terminals and the new Inmarsat-6 satellites, the first of which (I-6 F1) is scheduled to launch before the end of the year.

Inmarsat says that ELERA incorporates new spectrum management capabilities that will deliver the fastest speeds globally available to L-band customers, far outstripping the capabilities of any other worldwide L-band network.

Emissions Reductions Discussion meeting shipping’s GHG reduction ambitions usually focuses on the role of future fuels, in particular, hydrogen and ammonia. It looks increasingly likely that using these fuels to power vessels is a problem that’s already on the way to being solved. Engine manufacturers continue to make progress with test-cell trials with them, and meantime ABB and Ballard Power Systems last month marked a milestone in marine hydrogen fuel cell development.

Their concept for a high-power hydrogen fuel cell capable of generating 3 megawatts (4,000 hp) of electrical power has gained Approval in Principle (AiP) from classification

society DNV. With the AiP in place, says ABB, the jointly developed solution can be completed “within the next couple of years” for application in a wide range of vessels.

What probably won’t be ready within that time frame is the widespread availability of the green hydrogen needed for those fuel cells to make a true well-to-wake reduction in vessel emissions. What’s needed for that to happen is the rollout of industrial scale Power-to-X (P2X) projects that use surplus renewable energy to create the new fuels.

The biggest disruption of all facing shipping will be the advent of autonomous ships.

What are shipowners to do in the meantime?

In this month’s Tech News (page 27), we look at the work Norway’s Solvang Shipping and Wärtsilä Exhaust Gas Treatment are doing on onboard CCS (carbon capture and storage) that centers on using an exhaust gas scrubber to remove CO2 from the exhaust gas of a HFO fueled ship, When you read our coverage, you may consider advanced scrubbers to be a disruptive technology.

Autonomous Ships and Aging Seafarers The biggest disruption of all facing shipping will be the advent of autonomous ships. This is something that’s already starting to happen.

The technology has already been convincingly demonstrated by Boston-based Sea Machines Robotics, which last October reported that the autonomous and remotely controlled tug Nellie Bly had arrived in Hamburg after completing a 1,000+ nautical miles autonomous “Machine Odyssey” around Denmark. The tug completed its journey in just 129 operational hours over 13 days, while commanded by U.S. Coast Guard-licensed mariners, many of them AMO union members, remotely stationed 3,000 miles away in Boston.

The following month came news that the world’s first all-electric autonomous containership, Yara Birkeland had completed its maiden voyage in the Oslo Fjord. The 120 TEU vessel will be used by Norwegian fertilizer giant Yara to transport mineral fertilizer between Porsgrunn and Brevik, eliminating 1,000 tonnes of CO2 emissions and replacing 40,000 trips by diesel-powered trucks a year.

The ship is the result of a collaborative project with Kongsberg being responsible for the development and delivery of all the newly developed technology on board. It will be operated from Maasterlys’ monitoring and operation’s center in Horten.

Massterly is a joint venture between Kongsberg and Wilhelmsen. The ship was built by Fincantieri’s Norwegian subsidy Vard, with support from Enova, a Norwegian government enterprise responsible for promotion of renewable energy.

Its arrival in Norway began a two-year testing period of the technology that will finally see it certified as an autonomous, all-electric containership.

Japan’s Nippon Foundation says that fully autonomous navigation is expected to help address numerous maritime issues including crew shortages and accident prevention.

In a demonstration test, carried out on January 24-25, the fully autonomous domestic container ship Mikage navigated a 270-kilometer sea route from Tsuruga, Fukui Prefecture, to

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22 Marine Log // March 2022

DISRUPTION, BIG DATA Sakaiminato, Tottori Prefecture. In addition to being the first time for an operating container ship to use fully autonomous navigation, the test marked the first use of drones for mooring operations (securing the vessel to a wharf with ropes).

The fully autonomous navigation system, drone-assisted mooring operations, and augmented reality (AR) navigation system for monitoring the ship from land used I’m this project are expected to contribute to greater ship safety and reduce crew workloads.

Containerships of roughly the Mikage’s size (gross tonnage 749 tons) play an important role in coastal transport in Japan, accounting for roughly 10% of coastal vessels in operation.

However, the length of their voyages combined with crew shortages places a significant burden on crewmembers.

For the demonstration test, the Mikage was equipped with a system developed using artificial intelligence to “teach” the ship to detect other vessels using automatic identification system (AIS) and radar, as well as visible light cameras and infrared cameras for use at night.

A fully automated navigation system was also developed to avoid collisions based on the movements of other ships, and this was successfully demonstrated as well. In addition, a system using unmanned drones was developed

to haul the heaving lines that secure the ship to the wharf, reducing the work required of crew during mooring.

Fully autonomous navigation requires monitoring from land, and this was done with a system that used AR technology to superimpose information sent from the ship onto a screen.

In another demonstration test, carried out on February 6-7, the 190 meter long car ferry Sunflower Shiretoko traveled a distance of 750 kilometers over roughly 18 hours, from Tomakomai, Hokkaido, to Oarai, Ibaraki Prefecture.

Technologies developed for this project included an automated berthing and unberthing system and an AR navigation system for monitoring from land, which will contribute to improved safety and reduced workloads for ships’ crews.

For the test the Sunflower Shiretoko, operated by MOL Ferry Co. Ltd., was equipped with a fully autonomous navigation system developed using artificial intelligence to “teach” the ship to detect other vessels, using information from an automatic identification system and radar, as well as visible light cameras and infrared cameras for use at night.

Algorithms were also developed to avoid collisions with other ships.

As with the Mikage test, an AR navigation

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system was developed using AR technology to superimpose various information onto images sent from the vessel.

AR on the Bridge Navigation systems using augmented reality may come into use even ahead of their role in autonomous tests.

MOL and JRCS are researching the possibility of using JRCS’s AI-based object recognition (Computer Vision) technology using camera imaging for watchkeeping, with the goal of reducing the mental burden on seafarers and further improving safety.

Specifically, the JRCS product “infoceanus command” which uses its proprietary Computer Vision, is to be installed aboard an MOL vessel to verify its technical capability to recognize objects, including targets that are undetectable using currently available nautical instruments, and its effectiveness in supporting ship operation while underway.

In this verification test, the companies will confirm the equipment’s effectiveness at night and in low-visibility environments, particularly in situations that are stressful for seafarers, helping them estimate other vessels’ positions, travel directions, and speeds, as well as the distance between them and their own vessel.

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March 2022 // Marine Log 23

SUPPLIERS & NEW PRODUCTS Reintjes horizontal offset gearbox.

MARINE PRODUCT Suppliers Help Economize

Energy Capture I mproving Performance Fuel savings are, of course, an ever-present driver. This is leading many operators to consider the potential of waste heat recovery systems.

German cleantech company Orcan Energy AG, represented in the U.S. by Delta Marine Technik based in Quincy, Mass., develops, manufactures and sells for the conversion of waste heat into electricity based on Organic Rankine Cycle (ORC) technology.

Its solutions include the Orcan efficiency pack, a waste heat converter that’s just 16 square feet in size (3½- by 4½- by 6-feet high).

An efficiency pack takes waste heat from 24 Marine Log // March 2022

exhaust gases, jacket cooling water and other heat sources to boil a working fluid which turns a screw type “expander” coupled to a generator. The working fluid is condensed by seawater and the cycle repeats, generating clean electricity and lowering vessel fuel consumption while also reducing emissions of carbon dioxide, nitrogen oxide, sulfur oxide and soot particles.

The Orcan EP M 050.100 marine efficiency pack is a proven modular plug and play solution. ROI for the efficiency pack is two to four years (depending upon fuel prices), according to Michael Donovan, president of Delta Marine Technik.

“Fuel prices are going up, so that ROI is in the right range,” Donovan said.

Thus far, Orcan has supplied the efficiency pack for around 20 marine projects, and new ones are developing.

The efficiency pack is designed to be sturdy enough to withstand strong vibrations at sea, and built to weather the hot temperatures of enginerooms.

The device centers on the heat generation from the engine. When a certain temperature of waste heat is reached, the device kicks on, and when the heat goes down below that temperature, the machine turns off.

Not all vessels benefit equally from this technology. Those traveling very short trips are not good candidates for this technology.

“If you’re running [the vessel] at a steady speed for periods of several hours to several days, you’re generating steady waste heat and steady power,” Donovan said. “It helps you get more from your fuel. You’re essentially getting free energy from exhaust gas.”

Thordon Unveils New Propeller Shaft Seal Last month, water-lubricated bearing specialist Thordon Bearings, Burlington, Ontario, unveiled a new propeller shaft seal specifically designed to meet commercial shipping industry needs for a low maintenance and robust shaft seal.

The Thordon BlueWater Seal completes

Photo Credit: Reintjes

W

i t h ve s s e l o p e r a t o r s constantly looking to improve their margins, marine equipment manufacturers are responding with new product refinements aiming to improve efficiency and deliver added value.

By Jonathan Hawes

SUPPLIERS & NEW PRODUCTS the company’s COMPAC open seawater lubricated propeller shaft bearing system.

Taking the company’s TG100 and SeaThigor seal products as the technical benchmark, the Thordon BlueWater Seal is a cost effective, commercial grade axial lip seal that retains many of the key features associated with the company’s existing seal portfolio, the new, more commercially focused.

The BlueWater Seal also incorporates Thordon’s unique emergency Safe Return to Port (SRTP) capability, first used in the company’s TG100 and SeaThigor systems designed for the workboat and specialized naval vessel markets respectively.

The BlueWater Seal is the first SRTP seal designed for the merchant fleet.

T h e C O M PA C s y s t e m i n c l u d e s Thordon’s proprietary seawater lubricated COMPAC bearings, shaft liners, ThorShield anti-corrosion shaft coating, a Thordon Water Quality Package, a Thordon Bearing Condition Monitoring System, and, now, the new BlueWater Seal.

The seal can be installed on all vessels with shaft diameters between 300 mm to 1,000 mm (11.8 inches to 39.4 inches) and is simple to install, operate and maintain.

“The introduction of our innovative seal technology to the wider shipping fleet means

Thordon’s Chief Research Engineer Gary Ren pictured with the BlueWater Seal featuring the newly developed RENFORM main seal ring. a seawater lubricated propeller shaft that is not only environmentally cleaner but even safer for ship and crew,” said Scott Groves, Thordon Bearings’ vice president sales. “The seal incorporates a secondary Safe Return to Port emergency seal. This inflates in the event of damage to the primary seal, allowing the shaft to continue to turn, allowing the vessel and crew to return safely to the

nearest port. I believe the merchant fleet has never before had this capability.”

Electric-Driven Propulsion Gaining “There is growing interest in electrical systems for main propulsion, whether that be fully electric-driven propulsion or electromechanical hybrid propulsion that combines a diesel engine with an electric

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SUPPLIERS & NEW PRODUCTS

The new M/V Zephyr towboat includes three Reintjes WAF 1173 H/V reduction gears from Karl Senner.

motor through a gearbox, giving the operator the ability to run one or the other, or operate them in combination,” said Chris Senner, executive vice-president of Karl Senner LLC. There’s also growing demand for alternative gearbox offsets (such as horizontal offsets, coaxial offsets, diagonal offsets, etc.), Senner noted.

“These offsets help lower the mounting height of the main engine, lower the center of gravity of the vessel, and accommodate additional space availability above the main engine and gearbox for other equipment such as aftertreatment systems. They also are part of Reintjes’ standard product offering,” he said.

Karl Senner specializes in adapting the systems it supplies to fit the customer’s needs.

“We tailor each system to fit the needs and abilities of specific markets and applications, and closely analyze each operating profile, while working closely with the architect, owner, and shipyard to provide the optimal system for all parties involved,” Senner said. “And, in many cases, we are often simplifying existing technology to make the transition easier.”

Karl Senner is also able to integrate electric-driven systems into an array of propulsion types, including shafted FPP, shafted CPP, azimuth, and waterjets.

The family-owned company calls itself a “one-stop integration partner” for propulsion systems and electrical systems.

Karl Senner has been involved in numerous projects—both on inland and coastal vessels—including many that are not electric-drive solutions. One recent delivery, the M/V Zephyr built by C&C Marine and Repair in Belle Chasse, La., for Hines Furlong Line Inc. includes three Senner-supplied Reintjes WAF 1173 H/V reduction gears.

The company also recently provided Reintjes WAF 572L reduction gears to one of Maritime Partners newest towboats, the Entech Designs-designed M/V Kyle Smith for New Orleans marine surveyor Kyle Smith. Eymard Marine Construction built the towing vessel.

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Your lens into the Maritime World

TECH NEWS

Solvang’s Clipper Eos will soon be fitted with an upscaled CCS solution.

Photo Credit: Solvang ASA

Solvang sees CCS and HFO as Shipping’s Greenest Option N O R W E G I A N S H I P O P E R AT O R SOLVANG ASA sees on-board carbon capture and storage (CCS) as potentially “the big game changer” in meeting shipping’s decarbonization goals.

Currently, there is no working technology for shipboard CCS, and deep-sea t r a n s p o r t a t i o n h a s n o a cce s s to t h e amount of e-fuel necessary to replace conventional fuel oil, HFO/LSFO. Solvang says it’s about to change that.

The company has spent 20 years optimizing engine operation, emission cleaning and exhaust recirculation to benchmark conventional heavy fuel oil (HFO) with LPG, LNG, biofuels and others in terms of greenhouse gas (GHG) emissions.

However, after removing NOx, SOx, and other pollutants from the exhaust, the problem with CO2 remains, since there can be no combustion without carbon output.

“There are no easy solutions, so we are looking for the big game changer: To avoid CO2 emissions by means of capture and storage,” says Solvang CEO

Edvin Endresen.

Last fall, Solvang launched a vessel-scale CCS project in collaboration with Wärtsilä Exhaust Gas Treatment. The goal is to capture CO2 from main engine combustion before it passes through the exhaust outlets. A complex carbon separation process takes place inside the smokestack, resulting in liquid CO2 being transferred to deck tanks, ready for long-term storage or industrial reuse.

A complete setup of scrubber plus CCS installation is already running on a 1.2 MW full-scale test environment at Wärtsilä´s facility in Moss, Norway.

“The system already runs up to 60% carbon capture on some engine loads, which has never been done before. Furthermore, initial indications are that the CO2 captured is very pure, with little or no product contamination,” says Endresen.

Soon, an upscaled solution w ill be installed on the Solvang ethylene carrier Clipper Eos, where it will serve the vessel’s 7 MW main engine. By the middle of this year, an electrostatic filter will be installed

in the ship’s exhaust gas cleaning system, a first-time experiment in ship engine history.

If ever y thing works well, a carbon absorber and stripper units will be installed towards the end of 2023, as well as modification of liquefaction systems to cater for deck tanks.

Over the following two years, a complete CCS setup will operate alongside the existing scrubber and exhaust gas cleaning systems onboard Clipper Eos, providing a steady stream of live data.

“The scheduled combination of CCS, scrubber and Solvang´s low-pressure EGR system will handle CO2, NOx, SOx, particles, CO and unburnt fuel from the HFO combustion. If applied to deep sea shipping as a sector, it constitutes a great step towards net-zero emission,” says Solvang fleet manager Tor-Øyvind Ask.

HFO: Life-Cycle Winner?

Without carbon capture, says Solvang, there is only a 10-15% potential reduction in GHG emissions from fossil fuels such as MGO, VLSO, LPG, LNG and HFO—as March 2022 // Marine Log 27

TECH NEWS

generation of electricity affecting its life cycle CO2 budget. Even when e-fuel comes from zero emission sources, there is little hope to cover deep sea shipping with this energy source within the next decades.

“To expect all sectors to plunge emissions at the same time will not work. Air traffic will place the highest bid for e-fuel, leaving shipping to opt for other fuel types,” says Ask. “CCS is something we can do within a few years. When the world has sufficiently green energy, the captured CO2 can be transformed into electro fuel. Summed up, we offer a bridge into decarbonized deep sea shipping, thereby contributing seriously to our common future.”

Solvang and Wärtsilä inspect the engine CCS test facility in Norway.

Photo Credit: Solvang ASA

opposed to climate goals where the target is net zero. If highly potent greenhouse gases such as methane escaping as methane slip are included, LNG may score particularly low, it notes.

When shipboard CCS becomes available, says Solvang, “HFO turns out to be the climate-winner among fossil fuels,” when accounting for carbon from a lifecycle perspective that includes extraction of the oil through the mileage of its carriage as cargo, often called well-to-wake.

After CO2 extraction, argues Solvang, HFO scores better than all other fossil fuels, but it also challenges electro fuel (e-fuel) due to processing costs like coal-fueled

28 Marine Log // March 2022

NEWSMAKERS

Union of Greek Shipowners Names First Woman President Greece remains the world’s largest shipowning nation, with a fleet of 4,901 vessels. Now, for the first time in its 106-year history, the powerful Union of Greek Shipowners has elected a woman to be its president.

She is MELINA TRAVLOS, chairwoman of Neptune Lines Shipping & Managing Enterprises.

Offshore support and subsea services provider Bordelon Marine, Lockport, La., has promoted TRENTON PITRE, an industry veteran with over 10 years experience, to director of operations. Pitre has served in Bordelon Marine’s operations department for the past seven years, most recently, as senior operations manager.

Huntington Ingalls Industries has promoted EDMOND HUGHES to executive vice president and chief human resources officer. He was formerly the vice president of human resources and administration contracts at HII’s Ingalls Shipbuilding. SUSAN JACOBS will replace Hughes as VP human resources and administration at Ingalls.

ABS has appointed PAUL SELLS to lead its global digital solutions development. A digital products veteran who holds several patents, he joins ABS from Mira Labs Inc., where he was vice president of customer experience. He also served in the U.S. Navy, where he was a Lead Petty Officer.

A fifth generation of the Maersk family is taking the helm at A.P. Moller-Maersk.

ROBERT MÆRSK UGGLA has been nominated to become the new chairman of the company’s board of directors.

The American Maritime Partnership has named KU’UHAKU PARK, senior vice president of government and community relations at the Matson Navigation Company, as its new president. He is joined by new vice president JENNIFER CARPENTER, president and CEO of the American Waterways Operators, and by Transportation Institute vice president of government affairs SARA FUENTES, who will serve dual roles as secretary and treasurer.

JOB BOARD

HIRE THE BEST

MARITIME TALENT Recruit and hire the best maritime talent with Marine Log’s online job portal

To place a job posting, contact: FRANK ROSE P: 917-856-1808 frose@sbpub.com

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March 2022 // Marine Log 29

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30 Marine Log // March 2022

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March 2022 // Marine Log 31

SAFETY FIRST

Focusing on Safety in Some Shipbuilding Applications Tip 3: Use proper orientation

I

n shipbuilding applications, there are a range of environments where work must be done—and some present more challenges than others.

Operations try to do much of the metal preparation and fabrication in a shop, but that’s not always possible. Some fabrication and the final assembly must happen in the shipyard and often in the confined spaces of the vessel itself. And it’s not uncommon for this work to be completed on strict contract timelines, making efficiency critical.

No matter the conditions or environment, safety should be at the forefront when using handheld tools and abrasives for metal cutting, grinding and finishing.

Ensuring that operators follow common best practices can support safety, while extending abrasive life and improving efficiencies.

Tip 1: Pay attention to speed and size Always match the speed and size of the abrasive to the speed and size of the tool. Even though an abrasive may fit a specific tool, that doesn’t mean it’s designed to be safely used on it.

Be sure the rpm rating of the abrasive meets or exceeds the rpm rating of the tool.

When the tool has a higher rpm rating than the abrasive being used, it can result in product failure and potential operator injury.

32 Marine Log // March 2022

Matching the speed ratings can also improve performance.

Don’t use tools or abrasives without visible rpm rating stamps since it’s impossible to ensure they will properly match.

When the size of the tool and abrasive match, it helps ensure the abrasive or wire brush fits appropriately inside the tool guards. This minimizes the chance of the operator removing the tool guard, which is an unsafe practice.

Tip 2: Watch the pressure A key step for safe usage of abrasives is using the proper pressure. No matter the handheld tool, the risk of slipping or injury increases as more pressure is applied by the operator.

Pushing harder than necessary also results in operator fatigue.

Excessive pressure can also reduce the life of the abrasive, which costs money and wastes time in product changeover.

Premature product wear or breakage can have implications for operator safety. Using too much pressure with a wire brush, for example, puts too much force on the product and can cause long-wire breakage.

To gauge the proper pressure, simply let the tool do the work without pushing. In most cases, the weight of the tool is sufficient pressure when the operator uses the proper abrasive at the appropriate speed.

Tip 4: Know when it’s time to change abrasives Using abrasives for too long can negatively impact operator safety and cause issues with poor product performance. Also, products aren’t working efficiently when they are used for too long, which can increase the time required to get the desired results.

Look for signs of wear or inefficiency when using abrasives.

Long-wire breakage with wire brushes is a sign to stop using the product. With grinding wheels, the wheel diameter gets smaller with use due to normal wear. However, a smaller wheel loses efficiency and becomes harder to control, so be sure to change them out before this becomes a problem.

For tougher jobs, invest in high-quality, heavy-duty abrasives. They can provide longer life and help improve efficiency since there will be less downtime for changeover.

DAVID JESCOVITCH Director of Sales – East Region Weiler Abrasives

Photo Credit: Weiler Abrasives

A focus on safety benefits operators and improves efficiency for the operation—helping to reduce some of the challenges of shipbuilding.

The angle to the workpiece at which an abrasive is used plays a role in safe operation. Different tools may require different orientations to the workpiece, so the proper angle can vary.

For example, most flap discs are designed for use at an angle of 15 to 30 degrees. This helps ensure the operator is using the entire work surface of the flaps to promote efficiency and normal product wear. When flap discs are used at too great an angle, it’s inefficient because the entire work surface of the product isn’t being used. If the angle is too low, it’s harder for the operator to control the tool and there is potential for kickback.

When using a wire brush, the tips of the wire are designed to do the work. Proper orientation ensures that only the wire tips are hitting the base metal. If the sides of the wires are striking the base material instead of the tips, an incorrect angle is being used.

This results in inefficient cleaning action and prematurely wears the brush by creating long-wire breakage, which can result in injury to the operator or others in the work area.

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