Marine Log March 2017

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 2017

Inmarsat Maritime’s Ronald Spithout

A Man With

Global Connections Tragic loss of the El Faro

Port of Vancouver’s PATH forward

Sulfur cap to fuel interest in LNG?

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CONTENTS

36

Departments

Features

4E ditorial Embracing the Internet of Things

18

LNG Gas Rising As LNG bunkering infrastructure grows and global sulfur cap looms closer, more operators could opt for natural gas

24

Opinion The Tragic Loss of the El Faro Vanuatu Maritime Services Ltd.’s Matthew Bonvento explores what, if any, new regulations may emerge from the El Faro tragedy

28

CEO Spotlight Inmarsat’s Ronald Spithout In a Q&A with Marine Log, President of Inmarsat Maritime, Ronald Spithout discusses how the company’s Fleet Xpress service will change shipping operations for the better

30

Communications Creating Connections A look at the latest acquisitions, partnerships and news from the maritime communications field

32

Software Intelligent Software For shipping companies hoping to save on costs, intelligent software may be the answer

35

Hanjin Shipping From the Eye of the Storm and Back Once the seventh largest container carrier in the world, Hanjin Shipping is officially bankrupt—what can the shipping industry learn from its downfall?

36

Ports Gateway to Asia Port Alberni plots Vancouver’s PATH to growth— a transshipment hub at the mouth of the Alberni Fjord; Plus: Methanol, Another Road to Compliance

4 Industry Insights 6 Marine Innovations 8W ellness Column Testosterone: A key to long term health 10 Update

ard reels in a big one V • Hanjin Shipping: officially bankrupt • V T Halter, Hornbeck arbitration underway • Fincantieri Bay Shipbuilding keeps busy with winter work • Cocoracchio joins Marine Log •

17 Inside Washington Changing Jones Act rulings may impact offshore industry 38 Newsmakers CMA CMG names Rodolphe Saadé as new CEO 39 Tech News

ACO Marine wastewater management units picked for high specification tug series

44 Marine Salvage ASA salvors active throughout the Americas

March 2017 // Marine Log 1

Shutterstock/Al Mueller

10

EDITOR’S COLUMN

MarineLoG MARCH 2017 Vol. 122, NO. 3 ISSN 08970491 USPS 576-910 PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com Associate Publisher Jeff Sutley jsutley@sbpub.com MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com

Embracing the Internet of Things

Y

ou can control or “talk” to just about everything you can imagine with your smartphone—your home thermostat, lights, robotic vacuums, refrigerator, car or even devices implanted in your body such as a heart monitor.

The Internet of Things—or IoT for those more plugged in than me—is changing the way we interact with our world and each other.

The marine industry is just starting to scratch the surface of the potential of the Internet of Things and how it will change the shipping business model for the better.

While my preference is not to “talk” to my vacuum, there are very real business advantages to harnessing the power of IoT, big data, and newly developed apps—and the shipping industry needs to embrace them.

To help us sort it all out, we were lucky enough to chat with Ronald Spithout, the President of Inmarsat Maritime, whose robust Fleet Xpress service is providing the communications platform needed to open up a world of possibilities for the maritime industry.

“We see Big Data or more precisely the better real-time analysis of data as the key area of advance for more efficient vessels based on engine monitoring, weather information and fuel consumption rates,” says Spithout.

Certified Application Partners will be able to develop all kinds of apps to take advantage of the Fleet Xpress service.

You can find out more w hat Ron ald Spithout has to say in this month’s CEO Spotlight.

Ship operators must also figure out how they are going to comply with the IMO 0.5% global sulfur cap, set to go into effect in 2020. While IMO expects there to be enough high quality, low sulfur compliant fuel available, I’m not so sure.

Another way to comply is to burn natural gas in your dual fuel engine. Right now there are 100 LNG-fueled vessels in operation and another 101 on order, says DNV GL, with more in the planning stages (did someone say Pasha Hawaii?).

L N G b u n ke r i n g i n f r a s t r u c t u r e i s b e g i n n i n g to g row g l ob a l ly. In “G a s Rising,” we take a look at some of the latest LNG bunkering projects that will support ship operators in Europe, Asia, and the U.S.

CREATIVE DIRECTOR Wendy Williams wwilliams@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 INTERNATIONAL SALES DIRECTOR David Cocoracchio davidc@carluca.com REGIONAL SALES MANAGER Heather Bonato hbonato@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com

CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com

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

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2 Marine Log // March 2017

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CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com

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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick graphical overview of the current trends in the global marine marketplace. With the lifting of sanctions on Iran in early 2016, seaborne demand doubled for Iranian crude to 563 journeys, up from 277 in 2015, according to VesselsValue. Will new sanctions by President Trump slow Iran’s gains in crude exports? Time will tell. Meanwhile, LNG as a fuel could regain some of its lost momentum, with new LNG bunkering infrastructure coming online. Not counting inland waterway vessels and LNG carriers, there are currently 100 LNG vessels operating, with another 101 on order or under construction.

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

LNG Fueled Vessels, By Area of Operation (as of Feb. 2017) EUROPE

18

AMERICAS

11

42

2012

53

2013

57

2014 ASIA GLOBAL NORWAY

49

2015

8

2016

7

28

2017

56

22

0 Source: DNV GL

10

20

30

40

50

60

Source: Baker Hughes

Closer Look at Iranian Crude WHERE haS IT BEEN GOING?

SEABORNE DEMAND FOR CRUDE

WHO iS CARRYING IT?

Top Destination

Total Demand

Top Shipping Company

105 journeys China

563 journeys Close to 500 billion dwt-NM

45 vessels employed National Iranian Tanker (NITC)

Source: VesselsValue

Recent Shipyard Launches, Contracts & Deliveries, North America Qty

Type

Owner

All American Marine, Bellingham, WA

1

600 PAX, hybrid ferry

Red and White Fleet

2018-2Q

Bollinger Shipyards, Lockport, LA

1

154 ft FRC

U.S. Coast Guard

2017-1Q

Horizon Shipbuilding, Bayou La Batre, AL

5

85 ft ferries

Hornblower

2018

Horizon Shipbuilding, Bayou La Batre, AL

1

120 ft towboat

Florida Marine Transporters

2016-4Q

Metal Shark, Franklin, LA

4

149-passenger ferries

Potomac Riverboat CO.

2017

Metal Shark, Franklin, LA

2

149-passenger ferries

New Orleans RTA

2018

Vigor, Seattle, WA

2

400 PAX ferries

WETA

2018

VT Halter Marine, Pascagoula, MS

1

Car ferry

Virginia DOT

Shipyard

Source: Marine Log Shipbuilding Contracts

4 Marine Log // March 2017

Est. $

16.5

Est. Del.

2018-2Q

Marine Innovations AME SOLUTIONS Monitor the Health of Your Reciprocating Machinery Online Staying ahead of machinery failures is critical to minimizing a vessel’s downtime, avoiding costly repairs and maximizing efficiency. Ame Solutions is now offering the latest generation of online monitoring with the Windrock Platinum system. To protect and assess the health of your reciprocating machinery, the Platinum Systems uses technology proven in the Windrock On-Guard and 6400 portable analyzers, as well as RECIP-TRAP analyzers.The handy diagnostic helps engineers quickly identify valve, ring and other leakages using real-time data. amesolutions.com

Idwal Marine Launches New Online Ship Inspection Platform Idwal Marine’s online ship inspection platform provides owners, brokers, charterers, and financial organizations with access to a global network of ISO-certified ship inspectors, and instant quotes on vessel condition, pre-purchase, and pre-charter inspections. Users can track the progress of each inspection, receive photographic and documentary evidence and download full condition reports through the free online interface. The platform provides analysis in reports that are easy to decipher and benchmark against an ‘at-a-glance’ ship grading system. www.inspectmyship.com

Simrad Breaks New Ground with NSS Evo3 Designed for offshore fishermen that demand the perfect sportfishing sonar, the new Simrad NSS evo3 includes dual channel CHIRP, enabling wide angle and deep view sonar images from the same transducer, displayed on the most advanced in-plane switching screens in the marine industry. With the ability to add award-winning Simrad radar systems and ForwardScan sonar to navigate with more confidence, the Simrad NSS-9 evo3 is breaking new ground! www.simrad-yachting.com

Veson Nautical Launches IMOSlive—Shipping Platform Optimized for the Web Veson Nautical has introduced Veslink IMOSlive: The world’s first complete shipping platform – optimized for the web. Built on the foundation of IMOS, the industry-standard solution for commercial maritime operations for more than a decade, Veslink IMOSlive brings the core IMOS workflows to the web. The result is the first comprehensive online platform for marine Chartering, Operations, Financials, and Analytics that serves all industry verticals. www.veson.com

Viega New Viega ProPress for Copper Fittings Viega has introduced its line of Viega ProPress Zero Lead Ball Valve press x hose thread for copper fittings. The bronze ball valves are full port and designed for potable water applications.

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G L O B A L

L E A D E R

I N

P L U M B I N G ,

H E A T I N G

A N D

P I P E

J O I N I N G

S Y S T E M S

WELLNESS COLUMN

Testosterone: A Key to Long Term Health production since it requires zinc. Eating your way to better production may include foods high in zinc like oysters; protein rich foods like beef and fermented foods, such as pickles.

3. The Great Outdoors Vitamin D is critical to hormone production.

While there is debate on whether sunlight exposure or supplementation is better, one thing is clear; where there is a deficiency in Vitamin D, health suffers. Risk of heart attack and diabetes increases, sleep gets disrupted, mood gets unregulated, and testosterone decreases. So supplement or get some sun!

Bound and Free Testosterone Why not know your numbers? A simple blood test can tell you how much testosterone you have. A multitude of creams, injections, and other forms of medical intervention exist to raise testosterone if necessary. If you want to optimize what your body can produce naturally, you can do so TODAY! 8 Marine Log // March 2017

1. In the Bedroom • Sleep is a great testosterone raiser. According to the American Medical Association (June 2011), skipping just a few hours of sleep in one night can reduce testosterone levels by the same amount as aging 10 to 15 years.— decreasing your production by 10 to 15%.

Sleep experts recommend 7-8 hours of sleep

Getting testosterone levels right keep the heart ticking, and the mind and body working

nightly to optimize your health. Can’t sleep throught the night? Nap! • Have sex, often, but not too often. The Journal of Endocrinology and Metabolism (April 2015) identified that men age 70 and older who had more frequent sex, reduced the testosterone reduction related to natural aging. The University of Zhejiang (2003) also identified that individuals who went through periods of no sex for 7 days had a testosterone increase of about 145% (which then declined after day 7).

2. In the Kitchen 40% of adults over age 60 have low zinc levels. This is problematic for testosterone

5. Lift Heavy Things Resistance training, weight lifting, and avoiding chronic cardio situations increase acute testosterone levels. Multiple studies have shown that strength training can induce testosterone release. In 2003 an additional study showed that not all exercise is the same for optimizing testosterone, cyclists had significantly less testosterone compared to individuals who lift weights.

Understanding testosterone and how to optimize it every day is critical to the longterm health and wellness of both men and women. It has a direct correlation to how well we feel and live. For more on the Four Anchors of Wellness and the science of living well, stay tuned.

Nothing in this article constitutes medical advice. It is for educational purposes only. All medical advice should be sought from a medical professional.

Emily Reiblein

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

Shutterstock/ Uber Images

T

estosterone is the master hormone in the body that can positively propel our world Most of us know it drives desire, however it also plays a role in how we metabolize food, develop muscle, our bone density, production of red blood cells, cognitive performance, and estrogen production. Testosterone levels that are too low create a higher risk of heart attack, and so do testosterone levels that are too high.

Getting the number “right” keeps the heart ticking, and mind and body working.

We produce testosterone in the testes, ovaries and adrenal glands (for women). This production signaling starts in the brain. The brain pumps out hormones to switch your testes/ovaries into “testosterone production” mode. Once produced, testosterone binds to a protein that shuttles it around the body.

Sex Hormone Binding Globulin (SHBG) is the major protein that moves it through the blood. In order for it to be “working” testosterone though, it needs to break free from the protein it attaches to.

Starting at about age 30, men’s testosterone levels start to naturally decrease between 1-3% a year. In women, circulating testosterone concentration also gradually declines until menopause, after which it takes a rapid nose dive.

4. Gender Changing Compounds Chemicals in the environment and in food that disrupt our hormone systems (Endocrine disrupters), such as Phthalates and Bisphenal- A (BPA), are found in plastics, and exposure to them causes poor testosterone synthesis. Phthalates and/or BPA are found in vinyl flooring, detergents, automotive plastics, soaps and shampoos, deodorants, perfumes, make-up, hair sprays, plastic bags and food packaging. Try to limit exposure to these plastics. Most without Phthalates and BPA are labeled “BPA/Phthalate Free”.

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Update The Vard 8 10 design was developed for sustainable fishing operations in the Antarctica

Vard reels in

its largest single fishing vessel contract Aker BioMarine has awarded Vard a

contract to design and construct a stateof-the-art, environmentally-friendly krill fishing vessel. The Vard 8 10 design vessel is developed for sustainable fishing operations in Antarctica.

The contract, valued at NOK 1 billion (about $119.5 million)—including owner furnished supplies—is the largest single contract awarded to Vard for a fishing vessel.

The 130 m x 23 m vessel will be equipped with the latest, most advanced technology, according to Webjørn Eikrem, EVP Production and Supply Chain, Aker BioMarine.

“The krill fishery in the Antarctica is one

of the most sustainable fisheries in the world, and Aker BioMarine hopes to yet again set a new bar for sustainable harvesting with this new vessel,” says Matts Johansen, CEO at Aker BioMarine.

“All plans and specifications are developed in cooperation with fisherman from Aker BioMarine and engineers from Vard. The vessel’s operations will be energy efficient, with a bio-refinery capable of processing raw krill material in the Antarctic,” adds Eikrem.

Construction is set to begin this May 2017. Vard’s Tulcea, Romania, shipyard will build the hull. The vessel is scheduled for delivery during the fourth quarter of 2018.

Busted: Vega Reederei in Hot Water with USCG The U.S. Coast Guard has initiated

civil penalty proceedings against Hamburg headquartered Vega Reederei GmbH & Co. KG after investigators found that around January 29, 2017, the Vega Mars, while moored in Tacoma, WA, discharged ballast water without the use of a Coast Guard approved ballast water management system or other approved means.

The violation, under the National Invasive Species Act (NISA), carries a maximum penalty of $38,175.

Port State Control examiners, who were on board the 580 ft Liberian-flagged vessel to verify that it met U.S. laws, U.S. regulations and applicable international conventions as per the PSC program, found the initial violations.

10 Marine Log // March 2017

The Coast Guard regularly inspects vessels for compliance with NISA. Since 2010, the Coast Guard has performed about 55,000 vessel ballast water system and program inspections, with 2,267 of those inspections within the Puget Sound.

“The Coast Guard is committed to the protection of the marine environment through strong and robust administration and oversight of ballast water management practices,” says Capt. Joe Raymond, Commanding Officer, and Coast Guard Sector Puget Sound.

“These efforts are in line with the recent approval of four different ballast water management systems. These types of enforcement actions help prevent future incidents and reflect the importance of protecting the sensitive waters of the Puget Sound.”

BIZ NOTES Hanjin Shipping: Officially bankrupt Once among the top ten shipping companies in the world, Hanjin Shipping Co. has officially been declared bankrupt by the Seoul Central District Court.

Last August, the company filed for receivership af ter creditors discontinued providing financial assistance.

Shipping companies, such as Hanjin, have been plagued by a downturn in the economy, depressed freight rates and an overcapacity in the market.

According to VesselsValue.com, the Hanjin fleet consists of 12 bulkers, estimated to be worth $225 million, a small dry cargo vessel worth $6 million, and 29 containerships, worth an estimated $755 million, for a total fleet value of around $986 million. At its height, it operated a fleet of over 100 vessels.

A bankruptcy trustee will be appointed to lead the sale of the shipping line’s assets to pay off debts to creditors. With Hanjin out, Hyundai Merchant Marine is South Korea’s sole shipping company.

Update

VT Halter, Hornbeck Arbitration Underway Singapore Technologies Engi-

neering reports that its wholly-owned U.S. shipbuilding subsidiary, VT Halter Marine, Inc., Pascagoula, MS, is involved in arbitration proceedings in New Orleans, LA, with Hornbeck Offshore Services, LLC (HOS), Covington, LA. The proceedings involve issues and disputes arising from a vessel construction agreement dated November 14, 2011 between VT Halter and HOS—for the design and construction of certain vessels being built by VT Halter for HOS. According to ST Engineering, HOS had claimed damages against VT Halter on the basis that the vessels constructed by the shipyard, pursuant of the agreement, had alleged

errors in design and construction.

Out of the damages claimed, the amount that was initially quantified by Hornbeck was about $15.2 million. HOS subsequently revised the amount of quantified damages claimed to about $43.5 million—according to Hornbeck’s preliminary damage calculation received by VT Halter in December 2016.

Following this, VT Halter Marine and its legal advisers took time, effort and due diligence to consider and assess the revised sums claimed as well as the potential defenses.

Singapore-based ST Engineering reports that VT Halter Marine has asserted counterclaims against HOS for about $3.3 million and will continue to “vigorously defend” its position.

Fincantieri Bay Shipbuilding Keeps Busy The winter repair season is in full swing at Fincantieri Bay Shipbuilding in Sturgeon Bay, WI— an operating division of Fincantieri Marine Group (FMG), the U.S. subsidiary of Italy-headquartered, Fincantieri.

Sixteen Great Lakes bulkers of various sizes are at the shipyard for winter repair: five 1,000-foot bulk carriers, eight medium sized ships 600-700 feet long, and three tugs.

The scope of the repairs is wide and includes vessel repowering from steam propulsion to diesel; steel and piping repairs; bulkhead renewals; machinery inspection and repairs; exhaust scrubber installation; painting; and, regulatory inspections.

Turn around time is expected to be quick, as customers require that work be completed in time for the start of shipping season on the Great Lakes.

Fincantieri, however, is up to the task.

The recent three-acre expansion to the now 55-acre shipyard included new manufacturing buildings and additional computer-aided manufacturing equipment—that would enable work to go on year-round.

The shipyard is equipped with a 7,000ton floating dry-dock and two graving docks along with lifting capacity able to meet the most demanding requirement.

“We have a very robust lineup of vessels that need to be ready to sail around mid-to-late March,” says Fincantieri Bay Shipbuilding Vice President and General Manager Todd Thayse. “Our workforce here at FBS is well prepared for this yearly challenge, as many of these seasoned professionals have more than 20-years experience; in fact, many have worked before on building some of the same vessels we now have in for repair. Our management team is focused on customer satisfaction, and we employ all of our assets on a 24-hour, 7-day week basis to ensure that we meet the critical deadline of each ship.”

In addition to the heavy schedule of the winter Great Lakes fleet work, Fincantieri Bay Shipbuilding has six vessels under construction that will operate as articulated tug barge units (ATB) scheduled for deliveries in 2017 and 2018.

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Update

Sea Year Program is Reinstated at USMMA

Four More for NCL

Secretary of Tr ansportation

Fincantieri S.p.A. has been tapped to construct the next generation ships for Norwegian Cruise Line. The contract is for four vessels, each about EUR 800 million.

The four 300 m long ships w ill be 140,000 gross tons and have accommodations for 3,300 guests. The new ships will feature the latest innovative experiences NCL is known for.

The new class of ships is based on a prototype developed by Fincantieri and will build upon the highly successful offering of freedom and flexibility found on NCL’s Breakaway-Plus Class ships. The priority of the prototype design is energy efficiency, with the aim of optimizing fuel consumption and reducing environmental impact.

Delivery of the ships is expected in 2022, 2023, 2024 and 2025. Under the contract there is an option for two more vessels.

Frank Del Rio, President and CEO of Norwegian Cruise Line Holdings Ltd, says, the order highlights NCL’s “disciplined newbuild program, extends our growth trajectory well into the future, enhances our already attractive earnings profile, and drives expected long-term returns for our shareholders.”

Elaine Chao is a woman of her word. During her confirmation hearings, Chao told Senator Roger Wicker (R-MS) that sorting out problems at the U.S. Merchant Marine Academy (USMMA), Kings Point, NY, would be her first priority at MARAD. Just two weeks after Chao’s swearing in ceremony, USMMA announced that Sea Year training for USMMA Midshipmen would resume on three commercial carriers—Crowley Maritime, Maersk Line Limited, and American Presidents Line (APL)—beginning March 2017.

The Sea Year was suspended June 2016 by then Se cre tar y of Tr ansp or tat ion Anthony Foxx amid allegations of sexual misconduct among Midshipmen.

The USMMA Alumni Association and Foundation believes that Secretary Chao played a key role in restoring the Sea Year program. Capt. James Tobin, President of Alumni Association and Foundation (AAF) says the “announcement is a very significant step toward the full restoration of Sea Year on commercial ships, and we are most grateful to Secretary Chao for recognizing the continuing need for this

mission-critical training.”

“Commercial Sea Year training is a core training component of the Academy and its Midshipmen, and critical to the success of the industry, as today’s Midshipmen are tomorrow’s operators,” says MARAD’s Executive Director Joel Szabat.

The reinstatement of the prog r am follows the implementation of a zero tolerance policy for sexual assault and sexual harassment(SASH) to ensure that the Academy’s standards for behavior, leadership and integrity are upheld.

Requirements for companies providing Sea Year opportunities for Midshipmen include zero tolerance for SASH, vetted mentors, regular crew training, and no fraternization between crew and Midshipmen.

The requirements will be reviewed after six months, and annually thereafter.

MARAD is also working with companies and labor organizations to develop computer based training programs and best practices to combat SASH. In addition to the initial three shipping lines, MARAD is reviewing applications from other companies that have applied to meet the Sea Year requirements.

www.hattonmarine.com

12 Marine Log // March 2017

Update

AAM to Build Li-Ion Hybrid for Red and White Fleet All American Marine , Inc., (AAM),

and AC electric traction motor. The generator will mount to a variable speed Cummins QSL9 diesel engine developing 410 hp at 2,100 rev/min.

The hybrid system will incorporate battery power from two 80 kWh Lithium-ion battery packs and Corvus Energy’s next generation Orca Energy batteries. The BAE HybridDrive system automatically uses full electric battery operation at slower speeds and when maneuvering in and out of the harbor, at higher speeds, the generator will automatically engage and augment the additional power demands of the traction motor.

Designed by Teknicraft Design, Auckland, New Zealand, the Enhydra will operate in harbor tours of the San Francisco Bay

Bellingham, WA, will build a 600-passenger electric hybrid passenger vessel for delivery to San Francisco’s Red and White Fleet in 2018.

To be christened Enhydra, the 128 ft x 30 ft vessel will be the first aluminum hulled, Lithium-Ion battery-electric hybrid vessel built from the keel up under U.S. Coast Guard Subchapter K passenger vessel regulations and the latest guidelines for structural fire protection.

AAM partnered with BAE Systems to design and integrate the complete battery electric hybrid system. BAE Systems will supply a HybriDrive Propulsion System that includes a generator, control system,

and the Golden Gate Bridge.

Red and White Fleet’s Vice President of Operations, Joe Burgard called the vessel “phase one in our move toward the full electrification of our fleet. Stay tuned for phase two.”

MARITIME Trivia­– Question #47: What were the names of New Bedford’s (MA) last two whaling ships?

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.

January’s trivia question: What vessel took 67 days to round Cape Horn in 1914? The winning answer was submitted by Charlie Phippen, Harbor Master, Town of Bar Harbor.

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March 2017 // Marine Log 13

Update

Cocoracchio Joins Marine Log on International Sales Marine Log is pleased to announce the appointment of David Cocoracchio as Advertising Manager, International Sales. In his new role, Cocoracchio will be responsible for managing the Marine Log brand’s international advertising sales and corporate sponsorships.

“We’re very pleased that such a talented professional will be joining us,” says John R. Snyder, Publisher and Editor-in-Chief, Marine Log. “David has years of experience in the marine B2B publishing business and is extremely knowledgeable when it comes to working with businesses in a consultative manner to broaden their exposure and maximize their return on investment.”

Cocoracchio is Managing Director of Carluca Ltd., London, UK, a specialist media, recruitment and HR consultancy that provides tailored business solutions to global maritime, offshore, and energy sectors. He’s also the sales manager for ShipInsight, a respected marine industry media company that publishes quarterly journals, in-depth guides, and insight reports.

Cocoracchio will build on the success of Marine Log’s global reach. Every month, Marine Log magazine reaches a fully audited circulation of 29,870—about 17.5 percent of which is outside the U.S. Overall, 15,526 of Marine Log’s audited circulation are vessel owners or operators—about 52 percent

of the total circulation—while another 17.3 percent are shipbuilders and 12 percent are naval architects and marine engineers.

Horizon to Round Out Citywide Ferry Fleet Horizon Shipbuilding, Inc., Bayou La Batre, AL, was recently awarded the contract to build five more ferries for Hornblower subsidiary HNY Ferry Fleet, LLC. HNY Ferry Fleet will operate the ferries on behalf of New York’s Citywide Ferry Service.

The new award brings the total number of ferries Horizon is building for the service to 13. Metal Shark is building another six ferries

for the fleet. In total, 19 ferries are being built for the service.

Designed by Incat Crowther, the all-aluminum 85 ft ferries will carry 150 passengers and will be powered by Baudouin diesel engines generating speeds of 25 knots.

Horizon currently has 10 hulls under production for the service; the vessels are on schedule and the first is scheduled for delivery

later this spring.

One reason the project has been able to stay on target—aside from the amazing work being done by both Horizon and Metal Shark—is the project’s use of Horizon’s Gordhead Management Software. The software allows for complete transparency—wherein the shipyard and clients can stay connected and aware of the vessel’s building process.

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14 Marine Log // March 2017

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Gulf Island Shifts Fabrication Business to Houma Facility Gulf Isl and Fabric ation , Inc.’s

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The two properties, Aransas Pass and Ingleside, are currently being underutilized and represent excess capacity within Gulf Island’s fabrication division.

“We do not expect the sale of these properties to impact our ability to service our deepwater customers or operate our fabrication division,” says Gulf Island.

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complex modules for the construction of a new petrochemical plant, completing newbuild construction of two technologically advanced offshore support and two multipurpose service vessels.

Recently, the shipyard fabricated wind turbine pedestals for the first offshore wind power project in the United States, the Block Island Wind Farm in Rhode Island.

USCG Awards Design Study Contract The United States Coast Guard has

awarded five firm fixed-price contracts for heavy polar icebreaker design studies and analysis to several shipyards across the U.S. The contracts—awarded to Bollinger Shipyards, LLC, Lockport, LA; Fincantieri Marine Group, LLC, Washington, D.C.; General Dynamics/National Steel and Shipbuilding Company (GD NASSCO), San Diego, CA; Huntington Ingalls, Inc., Pascagoula, MS; and VT Halter Marine, Inc., Pascagoula, MS—are worth a total value of about $20 million.

The goal is to identify design and system approaches to reduce acquisition cost and production timelines. The contract also requires that the shipyards examine major design cost drivers; approaches to address potential acquisition, technology, and production risks; as well as exploring the benefits associated with different types of production contract types.

The Heavy Polar Icebreaker Integrated Program Office will use the results of the studies to refine and validate the draft heavy icebreaker system specifications.

The studies are expected to take a year (12 months) to complete. The Coast Guard plans to release a draft request for proposals (RFP) for detail design and construction by the end of fiscal year 2017, followed by the release of the final RFP in fiscal year 2018.

The Integrated Program Office plans to award a single contract for design and construction of the lead heavy polar icebreaker in fiscal year 2019, subject to appropriations.

inside washington

Changing Jones Act Rulings May Impact Offshore Industry

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n a move that could have major implications for the offshore industry, the U.S. Customs and Border Protection (CBP) agency last month proposed modifications and revocation of ruling letters on its application of the Jones Act to certain merchandise and vessel equipment that is transported between two coastwise points in the U.S. Past rulings had allowed foreign-built vessels to operate in the Outer Continental Shelf (OCS) carrying certain types of vessel equipment.

The CBP proposal, made on January 18, would overturn decades-old interpretive rulings going back to 1976. While its not clear when the changes would take effect—the public comment period closed on February 17—the CBP proposal was hailed by industry and politicians alike.

Aaron Smith, President of the Offshore Marine Service Association (OMSA), which represents domestic offshore service vessel operators, said the action was a “strong step to restore congressional intent of the Jones Act. This notice opens a domestic market to U.S. mariners on U.S.-built vessels, owned by U.S. companies.”

Added Senator John Kennedy (R-LA), “This decision will get Louisiana mariners back to work by restoring the proper treatment of U.S.-built vessels crewed by U.S. citizens in the Gulf of Mexico.”

On Winston & Strawn LLP’s blog,

MaritimeFedwatch, Charlie Papavizas, a partner at the Washington, DC-based law firm and an expert on the laws collectively known as the Jones Act, pointed out that the complexity of aligning the application of the Jones Act with offshore operations can also lead those impacted by the law to request an interpretive ruling in advance.

Papavizas says the “CBP is proposing to modify significantly a 1976 ruling relating to an offshore construction vessel’s operations, which in turn will affect a number of rulings which relied on the 1976 decision. CBP is also proposing revising its views of what constitutes “vessel equipment” that would affect another ten rulings and would appear to pare back significantly the “vessel equipment” exception to the Jones Act. As almost 30 long-standing interpretations may change, this could have a substantial effect on offshore vessel operations.”

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March 2017 // Marine Log 17

LNG

GAS RISING

By John R. Snyder, Publisher & Editor in Chief

As LNG bunkering infrastructure grows and global sulfur cap looms closer, more operators could opt for natural gas

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s the old adage goes, “It is difficult to make predictions, especially about the future.”

Just ask the pollsters and pundits regarding the last Presidential election. So, too, just as recently as five years ago, DNV GL was projecting that as many as 1,000 vessels would be burning Liquefied Natural Gas (LNG) as a fuel by 2020. Now, however, that seems like a double insulated pipe dream based on the current number of LNG-fueled ships in operation and those on order or under construction.

Making the future even cloudier is the International Maritime Organization’s global sulfur cap of 0.5%—set to enter into force by 2020. Will there be enough high quality compliant low sulfur fuel available?

18 Marine Log // March 2017

IMO thinks so. Ship operators that burn HFO will need to switch to higher-quality liquid fuels, LNG or use exhaust gas scrubbers to eliminate the SOx. The advantage of running a ship on LNG is that it nearly eliminates all SOx emissions, while reducing greenhouse gases by 5–10% and NOx emissions and particulate matter by 85–90%.

Change in Shipping In a corporate video, Angus Campbell, Corporate Director Energy Projects at Bernhard Schulte Shipmanagement (BSM) points out that the traditionally conservative shipping industry is now beginning to slowly come around to LNG. “[Shipping] is beginning to look for solutions that can actually ease

environmental concerns,” says Campbell.

“I think the use of natural gas or liquefied natural gas… is one of the most significant steps the shipping industry can take. I think if the shipping industry adopts LNG in a wholesale way, it will reduce the carbon footprint by about 25%.”

As tracked by DNV GL, excluding LNG carriers and inland waterways vessels, there are now 100 LNG-fueled vessels in operation. The classification society reports another 101 LNG-fueled vessels are on order or under construction, with deliveries stretching into 2024.

Campbell says BSM has been working with the U.K.’s Babcock International Group on the development of what would be one of the largest LNG bunker vessels to date.

SOFTWARE LNG

The LNG bunker supply vessel will supply marine customers and small-scale LNG terminals along the Baltic Sea coast with LNG

Set to be built at Korea’s Hyundai Mipo Dockyard and destined for Europe, the 7,500 m3 LNG bunker ship will be the first vessel to use Babcock’s patent pending FGSVO technology. The ship will have DP2 technology with azimuthing thrusters and pump jets.

Frequency-driven pumps with high flow rates will allow for fast LNG transfer to client vessels with short-term layovers at port.

The keel for the bunker ship will be laid in February 2018, with delivery to follow in September 2018.

Last year, BSM inked a time charter for the vessel with a joint venture company controlled by Bomin Linde LNG, which holds a 90% stake, and Klaipedos Nafta, which holds the remaining 10%. Klaipedos Nafta is the owner and operator of the Klaipeda LNG import terminal in Lithuania.

Bomin Linde LNG will be using the LNG bunker supply vessel to supply marine customers and small-scale LNG terminals along the Baltic Sea coast.

“The share of LNG as a marine fuel will grow significantly in the Baltic Sea over the next few years,” says Bomin Linde LNG CEO Mahinde Abeynaike. “The new vessel will secure LNG supply at an attractive price level, which is crucial for ship owners and charterers of LNG-powered vessels.”

The first purpose-built ship-to-ship bunkering vessel has already hit the water. Just last month, ENGIE, Fluxys, Mitsubishi Corporation, and NYK took delivery of the 5,000 m3 LNG bunker tanker ENGIE Zeebrugge.

Built in Korea at Hanjin Heavy Industries, the dual fuel vessel is home-ported in Zeebrugge, Belgium.

The ENGIE Zeebrugge will supply LNG fuel to ships operating in Northern Europe, with the dual fuel Pure Car and Truck Carriers operated by United European Car Carriers as its first customers.

Classed by Bureau Veritas (BV), the 107.6m ship will load LNG at Fluxys’ LNG terminal in Zeebrugge, where small carriers with capacities from 2,000 m3 can dock at a recently commissioned second jetty.

ENGIE Zeebrugge marks a milestone in the development of LNG bunkering chain in Europe where LNG-fueled ships have up to now been largely dependent on fixed bunker locations or the limited bunkering capacity of LNG trailers.

ENGIE Zeebrugge has been designed to service a variety of LNG-fueled ships and is the first vessel to operate under the Gas4Sea brand name for marketing ship-to-ship LNG bunkering services worldwide launched last September by ENGIE, Mitsubishi Corporation and NYK. Other bunkering vessel designs are also emerging. Spain’s Sener, for example, recently discussed designs for two bunker supply vessels at the LNG Bunkering Summit 2017 in Amsterdam. One 114.8m vessel had a capacity of 8,000 m3, while a second 85.35m vessel had a capacity of 4,000 m3.

Damen, one of the largest shipyard groups, has thrown its hat into the ring with a full range of LNG bunker vessels with capacities ranging from 500 m3 to 7,500 m3.

Bastiaan Schurink, Damen Shipyards Bergum’s Design & Proposal Marketeer, says, “Emissions regulations are getting tighter every day. Ships need to reduce their emissions—and one way to do that is LNG.”

a dual fuel bunker tanker for Harley Marine International Holdings Pte. Ltd. Each of the projects is being co-funded up to S$2 million by the MPA. Keppel Singmarine Pte Ltd is building the two dual fuel tugs for completion in 2018, while Harley Marine International Holdings has signed an MoU with Pavilion Gas Pte. Ltd, Mitsui O.S.K. Lines, Ltd. (MOL), and Mitsui & Co., Ltd. (Mitsui) to construct the 7,500 dwt dual-fueled bunker tanker. The 100m vessel is designed by the Dutch firm International Naval Engineering Consultants BV (Inec BV), and will be classed by ABS. It will be capable of carrying HFO and MGO. It will enter service in 2018.

FueLNG is a new 50-50 joint venture company incorporated by Keppel and Shell that secured a license as one of only two companies to provide LNG bunkering services in Singapore. For Keppel Smit and Maju’s dual-fuel tugs, FueLNG will be providing LNG bunkering services while Shell will be supplying the LNG fuel over a period of 10 years under separate contracts with the towing companies.

To encourage the use of LNG bunkers by local vessels, MPA will waive five years of port dues for new LNG-fueled harbor craft that register with MPA between October 1, 2017 and December 31, 2019 and will also grant an additional 10% port dues concession for vessels qualifying for its Green Port Program that engage LNG-fueled harbor craft for their port operations.

An international focus group was formed in 2014 to cooperate on LNG bunkering . MPA w ill now be expanding the original MoU—which initially comprised the ports of Singapore, Rotterdam, Antwerp and Zebrugee—to include the Port of Jacksonville, the Norwegian Maritime Authority, and the Ministry of Land, Infrastructure, Transport and Tourism, Japan, and the Ulsan Port Authority, Republic of Korea. The exapnded MoU will enhance cooperation and information sharing on LNG bunkering.

The idea is that as the network of LNG bunker-ready ports across the Asia-Europe shipping route builds, the increased representation of Asian ports will add impetus towards making LNG bunkering a reality in the future.

Port of Singapore Developing LNG Bunkering

Jacksonville Getting Geared Up

In Asia as part of its LNG Bunkering Pilot Program, the Maritime and Port Authority of Singapore (MPA) is co-funding the construction of two dual fuel tugs—one each for Keppel Smit and Maju Maritime—and

With the U.S. positioned to be a net exporter of LNG, Eagle LNG Partners is developing a new liquefaction, export and bunkering facility at the Port of Jacksonville that will produce 1.65 million gal/day of LNG once its up and running in 2019.

March 2017 // Marine Log 19

LNG SOFTWARE This past January, Eagle LNG Partners filed an application with the U.S. Federal Energy Regulatory Commission (FERC) for the project. Natural gas would be piped into the facility from an existing pipeline and liquefied for export by LNG ships to markets in the Caribbean and Latin America for power generation. Many Caribbean countries currently rely on petroleum to supply a large portion of their electricity needs. It will also be delivered to local and regional markets, including marine bunkering and high horsepower applications for domestic consumption.

Construction could begin in the first quarter of 2018.

More immediately on the horizon is the opening of the Maxville LNG Terminal by Eagle LNG Partners at Jacksonville. Construction is well underway on the facility, which will open in time to provide LNG to Crowley Maritime Corporation for fueling its two Commitment Class LNG-fueled CONRO vessels under construction at VT Halter Marine in Pascagoula, MS. The first, the El Coquí, will go into service this fall, sailing from Jacksonville to San Juan, PR. LNG—stored in a 1 million gallon tower tank at the facility—will be transported by tanker truck to storage tanks at the port, where it will be used to fuel Crowley Maritime’s two

LNG-fueled containerships.

Furthermore, Crowley Maritime’s subsidiary, Caribe Energy LLC, will also purchase LNG from Pivotal LNG. The LNG will be shipped in ISO containers, first transported to Jacksonville by truck and then loaded aboard Crowley ships to its customer Moli-

Emissions regulations are getting tighter every day. Ships need to reduce their emissions—and one way to do that is LNG.

nos de Puerto Rico. The LNG will then be re-gasified and used for power consumption.

TOTE Maritime, which also operates out of the Port of Jacksonville to San Juan in the Jones Act trade, will use a 2,200 m 3 LNG bunker barge to refuel its LNG-fueled

3,100-TEU Marlin Class ships. Designed

by Bristol Harbor Design, Bristol, RI, the 222 ft x 49 ft LNG barge will feature a tank equipped with MARK III Flex cargo containment technology, supplied by GTT (Gaztransport & Technigaz) that will be built by Conrad Orange Shipyard under GTT license.

Called the Clean Jacksonville, the barge will feature a new bunker mast design, REACH4 (Refueling Equipment Arm, Methane [CH4]) developed by GTT, for easy and safe transfer of LNG fuel to the vessel. The barge will be able to transfer LNG at a rate of 500 m3/hr, with an estimated total fueling time of 5 hours for each Marlin Class ship.

Back in early 2015, Conrad Orange Shipyard announced it had signed the contract with WesPac Midstream LLC for the Clean Jacksonville. WesPac worked with its affiliate Clean Marine Energy (CME), South Norwalk, CT, on developing the bunker barge.

As the first into the market, Conrad has had a steep learning curve on constructing the LNG bunker barge, posting a $12.5 million gross loss for the nine months ending September 30, 2016.

Next month, in Part 2 of our LNG as marine fuel coverage, we’ll look at “Passenger Operators Move on LNG.”

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20 Marine Log // March 2017

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OPINION

The Tragic Loss of

THE EL FARO

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

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hroughout history—maritime or otherwise—new laws, rules, and regulations have been created as a result of disasters or tragedies. In the April 2015 issue of Marine Log (“ISM, A Closer Look,” ML April 2015, p. 31), I wrote about the International Safety Management Code (ISM), which was a result of the March 1987 sinking of the MS Herald of Free Enterprise. The Rollon/Roll-Off ferry capsized just moments after sailing from the Belgian port of Zeebrugge, killing 193 passengers and crew.

The initial version of the International Convention for the Safety of Life at Sea (SOLAS)—adopted January 20,1914 in London—was the result of the sinking of the RMS Titanic in 1912. Annex I, Regulations for the Prevention of Pollution by Oil, to MARPOL came about in 1973 as a response to the spills from a number of oil tankers.

Most notably, Samuel Plimsoll spearheaded early Load Line regulations, known as the Plimsoll Line, which was first brought in to British Law in 1894. The latest tragedy, the sinking of the U.S.-flag cargo ship SS El Faro,

24 Marine Log // March 2017

with the loss of all 33 hands onboard, has led to some speculation as to whether new guidelines or regulations will be promulgated in the wake of the tragedy.

While I will address that in this article, let me first start off by saying that in no way is this article a condemnation of the efforts of the Master and Crew, or of the actions of Tote. Additionally, I am in no way endorsing any of the below actions, but rather just reporting on the focus of discussions during the joint U.S. Coast Guard (USCG) and National Transportation Safety Board (NTSB) investigative hearings.

What’s A Nautical Expert?

One thing that becomes abundantly clear when reviewing the transcripts of the joint USCG and NTSB investigative hearings is that the powers that be seem to be concerned and confused that there is no one shore-side designated to be a “Nautical Expert” to provide advice to the Master.

The investigative panel compared this person to the Designated Person Ashore (DPA) as required under the ISM. Even though

the panel and Tote made the comparison to the DPA for a “Nautical Expert” the job description of the DPA is simply a direct line to Executive Management of a company, responsible for reporting pollution or labor issues that cannot be resolved on the field level. Nowhere is there a background or training requirement.

So, what would this Nautical Expert’s job description and background look like? For one, we can imagine that this person would have a Master’s license commiserate with the type of vessel being run. For example, it would make more sense for this Nautical Expert to have a 1,600-ton license if they were to be in a tug and barge company, or even an inter-island trading company, but it would not be very wise to have them in a position dealing with VLCC’s or Mega-containerships. That would be reserved for an Unlimited Master. Which leads in to the next qualification. Obviously this expert should have experience in the particular type of vessel operation, whether it is a Roll-On/ Roll-Off vessel, Containers, Tanker, Product Carrier, etc. But would this expert have

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Will new safety regulations emerge from the tragedy?

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OPINION I would recommend the National Cargo Bureau courses on vessel stability and cargo loading as an excellent resource for anyone seeking to get ahead of the curve on this. Like ECDIS, cargo-loading software may become more standardized requiring basic as well as type specific training. Here again it would be beneficial to review the STCW requirements for the upgrade to Unlimited Chief Mate/ Master and the courses in Stability and Cargo. to have experience on the particular class of vessel as well in order to be an “expert”? That part remains to be seen. This person should have extensive navigation and weather routing experience. Hopefully, the USCG will take into consideration the STCW training that is required for deck officers to advance to the Unlimited Tonnage Chief Mate/Master License.

It is evident, however, that the panel seemed very interested in training above and beyond what is required by STCW. This was especially true in the realm of vessel stability.

What may not have been clear, however, is that the panel was just as concerned with the stevedores, especially those in charge of loading a vessel. No one seemed to have any formalized training in SA2017_HP_Ad(178x117mm)_FA.pdf either stability, or the vessel loading1 program, in this case, CargoMax.

Weather Routing and Safety Equipment The panel took the time to discuss the workings of the vessel’s weather information system and how this was utilized on the bridge. Since there is no formal requirement for vessels to have a weather routing or information service, or bridge software it would not be surprising if the recommendations would be for officers to have “sufficient training” in the use of these systems. This sufficient training may come in the guise of a manufacturer sponsored course —or the Master may require training in order to instruct their officers on the bridge in the use of this equipment.

Training is not going to be the only item on the list of changes that will occur. We 21/2/17 3:03 will finally seePMa closure in the loophole allowing for open lifeboats on board. The

25 - 27 April 2017

Organisers

grandfathering of such antiquated equipment will hopefully disappear, allowing for newer and safer technology to protect our mariners.

It is not outside the realm of possibility for a review of the USCG Alternative Compliance program to be called into question. Especially in regards to the Coast Guard oversight of plan review. It would not be surprising in any way if we also see a requirement for VDR information to be backed up ashore via a satellite connection. Although costly, in instances where the recovery of a VDR is extremely difficult, an on-shore back up would have saved the search team much time and money.

Dedicated to the Crew, Their Families and My Friend It will be years before we come to know the full repercussions of the sinking of the El Faro. May the lessons that we learn from this tragedy move the industry forward in a safer direction and reduce the chances of such a horrible thing occurring again.

This work is dedicated to the memory of the crew of the SS El Faro and in honor of their families. In particular, I want to dedicate this work in special memory of my friend, Richard Pusatere. He was an amazing engineer, a loving husband, father, and a good friend.

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Photo Credit: NTSB

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CEO Spotlight

Q & A With

RONALD SPITHOUT President of Inmarsat Maritime

By John R. Snyder, Publisher & Editor-in-Chief

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ig Data and the Internet of Things (IoT) promise to transform shipping, making it smarter, more efficient, greener, and safer. But in order to unlock their potential, ship operators will need reliable, high-speed, seamless ship-to-shore broadband connectivity. That’s why we spoke with Ronald Spithout, President of Inmarsat Maritime, about the company’s Fleet Xpress service and what it means to the future of shipping operations.

JOHN SNYDER: Tell us about your background.

RONALD SPITHOUT: I grew up in Rotterdam where it is almost impossible not to get involved in the maritime business and have spent quite a lot of my 27-year career in maritime telecommunications. My managerial career includes joining Stratos as Executive Vice President of Marketing and Sales, responsible for Stratos MSS Sales for all countries except North America, going on to become Senior VP of Mobile Satellite Services Marketing and Sales from July 2006

28 Marine Log // March 2017

to December 2011.

Stratos was acquired by Inmarsat in 2009.

I was appointed President of Inmarsat Enterprise in January 2012, before moving across to become President of Maritime at Inmarsat in early 2015.

JS: Reliable satellite communications and increased broadband capacity and speed are increasingly important in today’s market. Can you tell us about Fleet Xpress?

RS: Fleet Xpress combines the power of the new Global Xpress satellite constellation and the global mobility and reliability of FleetBroadband, redefining what’s possible in maritime communications. The Global Xpress satellite constellation is a $1.6 billion investment by Inmarsat into the next generation of global mobile broadband communications, operating over Ka-band to deliver high-speed broadband capability.

Fleet Xpress is a fully managed service which offers seamless connectivity ship-to-shore worldwide from a single network operator—the high bandwidth data

speeds enabled by Ka band and the proven reliability of FleetBroadband (L band) as back-up.

In addition to more bandwidth, Fleet Xpress offers a reliable, globally available Inmarsat Gateway through which application -triggered bandwidth enables specialist maritime applications from third parties, such as chart updates, engine monitoring or weather-routing. Because information can be distributed in real-time, fleet-wide, 24/7, Fleet Xpress provides the backbone for future smart ship operations.

The connectivity available via Fleet Xpress also changes the seafaring experience, making regular video calls back home, sport and the news viewing, shopping online social media part of their daily lives at sea, via their smartphones, tablets and laptops.

A further appeal of Fleet Xpress service is that it democratizes access to these efficiency improvements and crew connectivity gains, bringing them to smaller vessel operators without the resources for setting up bespoke mission control centers of their own.

Over 7,500 vessels are currently committed to using Fleet Xpress. Vessels in service have already received Fleet Xpress installations, or have been migrated from older Ku/L band solutions, with adopters including Nanjing Tanker Corporation, Mitsui OSK Line and “K” Line Singapore. Fleet Xpress has also attracted non-merchant shipping contracts including the Nova Cruising ice-class adventure ship Ocean Nova in Antarctica and the 44m sail yacht Juliet, while uptake has been strong among Norway’s and Alaska’s fishing communities.

JS: The buzz phrase in shipping is “Big Data.” What does it mean to Inmarsat and how is it shaping the marine industry?

RS: Shipping is one of the world’s last great industries to realize the potential of Big Data, to embrace the Internet of Things and the influx of Business Applications in a Safe and Cyber Protected way. However, this is not necessarily due to lack of appetite.

Rather, it reflects the massive undertakings involved to make sensible information out of sensor-generated data in such a way that it provides predictable value for a fleet manager over satellite bandwidth. Fleet Xpress allows the maritime industry as a whole to make this transition.

Fleet Xpress is supported by the Inmarsat Gateway service ecosystem, which opens up this evolving world of maritime applications, systems and solutions to vessel operators.

Ronald Spithout

A vessel operator can optimize a vessel for financial performance or a fleet manager can optimize its entire fleet to become more cost efficient through preventive maintenance and remote repairs.

We see ‘Big Data’, or more precisely the better real-time analysis of data, as the key area of advance for more efficient vessels based on engine monitoring, weather information and fuel consumption rates. Inmarsat has a Certified Application Partner program designed to empower companies to develop solutions that may be integrated with our network, and develop content-rich applications over the Fleet Xpress service.

With satcoms representing just 0.3 percent of a typical vessel’s running costs, against 46 percent for fuel, increasing numbers of shipping operators are investing in broadband satellite services to have better control of vessel efficiency and drive down costs. Reliable satcoms can help save 10 percent on vessel expenses through reducing fuel costs and emissions; optimizing mechanical performance; reducing repair costs; reducing port charges; increased process efficiency by managed prepositioning of training content, and improving crew morale.

Recently, Fleet Xpress was recognized for the efforts made in cultivating smart shipping through securing the SMART4SEA ‘Excellence Award, 2017’. To work in shipping, though, we never forget that Big Data needs the committed data rates backed-up by service level agreements that Fleet Xpress delivers; otherwise, owners won’t be getting what they are paying for, and the third party applications designed to enable smart shipping will be compromised.

We say Fleet Xpress is powering the maritime data revolution, but the starting point has to be guaranteed global bandwidth: improved business intelligence, enhanced efficiency, performance and crew welfare count on the seamless and continuous connectivity Fleet Xpress delivers.

JS: Tell us about Inmarsat’s role in the development of autonomous and unmanned vessels.

RS: We are involved in a number of innovative future-thinking projects including the AAWA (Advanced Autonomous Waterborne Applications), which is being led by RollsRoyce. This initiative explores the business case for autonomous applications and the potential future of the autonomous vessel.

Data transfer between ships, as well as ships and shore-based control centers, is one of the key development areas for remote controlled

and autonomous ship research, and forms a fundamental element of the AAWA Initiative. Inmarsat’s role in the project is to provide the satellite communications link and platform essential to remote control capability and to tune its API’s in a way that will enable and support greener and more efficient operations. Fleet Xpress will enable the shipto-shore communications required to support the remote support functionality fundamental to the realization of the autonomous ship.

JS: Cyber threats are a concern for shipping.

How is Inmarsat addressing cybersecurity?

RS: As a company that was established to enhance safety at sea (SOLAS) and to date is the only satellite provider that demonstrates compliance with IMO’s GMDSS, Inmarsat

Operators are investing in broadband satellite services to have better control of vessel efficiency and drive down costs — Ronald Spithout sees safety and security as two sides of the same coin— safety at sea.

Cybercrime is real and any device connected to the internet is vulnerable either from sophisticated cyber thieves or just malicious hackers. Maritime is no different: data mining, malware, ransomware, and botnets can affect any device if precaution is not taken.

A new Inmarsat Unified Threat Management cyber security solution is in the final stages of development, following on from our strategic partnership with Singtel to adapt and support Trustwave software. The UTM service will be integrated with Inmarsat Fleet Xpress Network Service Device and delivered through Fleet Xpress to offer defenses that will include advance firewall, anti-virus, intrusion prevention and web-filtering.

Inmarsat is also building a program around awareness and best practice so that the entire solution can be sourced from one supplier

to cover all of the angles, supported by the Trustwave Security Operations Center. This will allow owners to protect themselves and develop the due diligence procedures addressing what happens if data is lost, or if malware is detected.

JS: What do you see as the future for Inmarsat and the maritime industry?

RS: In the next 15 years, world trade is expected to triple, in line with rapid population growth. The consequent greater demand for goods to be transported will be in sharp contrast with CO2 emissions reductions over the same timeframe, and for constant pressure to drive down the unit costs of transportation.

For shipping, the challenges will be both strategic and operational. Put simply, business as usual will not be an option. Greater efficiency will be a necessity, and to secure it the maritime industry will need to embrace: 1. The Internet of Things; 2. Big Data; and 3.

Business Applications on board ship.

Following the launch of Fleet Xpress, Inmarsat Maritime has a threefold growth strategy: more value for the merchant marine sector; more volume from under-represented areas like fishing; and diversification through the maritime enterprise market that Fleet Xpress enables.

At Inmarsat, we are delighted to have enabled the era of the truly connected digital ship. We will maintain our position at the forefront as the services and demands evolve: every three to five years, Inmarsat spends the equivalent of over $1.5 billion on new satellites, and each time we have to consider what our needs will be 15 years into the future.

There are a lot of satellites being launched that seek a share of this market, but there are very few companies with a core focus on the maritime and mobility industry and the needs of all of its verticals. Ensuring that there is available capacity for these customers in the future is essential and can only be accomplished by a strong company with a long-term strategy and commitment. Inmarsat is now operating its 3rd, 4th and 5th generation satellite constellations.

It has announced that the next generation I-6 satellites will launch in 2020. The I-6 generation will offer a hybrid solution, for the first time bringing together Ka and L band payloads. This will maintain and complement our existing services, and at the same time demonstrates our continuing commitment to L band for the absolute mission critical communications associated with safety at sea.

March 2017 // Marine Log 29

COMMUNICATIONS

CREATING

CONNECTIONS Compiled by Marine Log Staff

Acquisitions, partnerships and a new focus on crew welfare is injecting energy into the communications field

S

peedCast is on a mission to become a heavyweight in maritime communications. Earlier this year, the global network and satellite communications provider, completed its acquisition of Harris CapRock for $425 million—expanding SpeedCast’s reach into the maritime market, more specifically in the cruise and energy sectors.

The acquisition, says SpeedCast, will enable it to service over 6,200 vessels and hundreds of rigs and platforms.

Through the deal, SpeedCast is now able to provide complete communication and IT solutions for merchant vessels, cruise ships and ferries, yachts, fishing vessels, offshore service vessels and government and navy vessels.

“The combined product portfolio and scale enables us to deliver innovative new solutions and world-class support to our 30 Marine Log // March 2017

customers around the world,” said PierreJean Beylier, SpeedCast CEO. “Our people are our biggest asset and the strong talent of the Harris CapRock team will help us take SpeedCast to a new level of industry leadership.”

The joining of the two companies comes on the heels of another SpeedCast acquisition—that of WINS Limited, a Europe-based provider of innovative broadband satellite communications and IT solutions for the maritime industry.

At the time of the acquisition, WINS was an established service provider to over 100 passenger vessels and more than 2,000 merchant shipping vessels. Its portfolio of products included VSAT, L-Band, Accounting Authority Services and International Maritime GSM service.

To ensure its climb to the top is steady, SpeedCast is also making sure it leads the

way in innovations. Last year, the company formed a strategic partnership with Inmarsat that would see it implement Fleet Xpress on approximately 2,000 vessels over the course of five years.

That partnership was further solidified last month when SpeedCast became the first Inmarsat partner to integrate the software element of the Fleet Xpress Network Service Device (SoftNSD) into its Fleet Xpress offering—thus allowing for third party applications providers to develop and publish innovative, content-rich applications over Fleet Xpress. The move also allows SpeedCast to build value-added solutions and applications over SIGMA Gateway—a powerful, industrial-grade network management device designed for ships and remote sites. “ T h i s i n t e g r a t i o n ,” s a y s R o n a l d Spithout, President, Inmarsat Maritime,

COMMUNICATIONS Feature “demonstrates SpeedCast’s strength and speed at integrating new technologies, and reaffirms its status as one of the leading players in the maritime industry.”

Fleet Xpress Demand on the Rise Speaking of Inmarsat, the company has signed an agreement with the Tototheo Group Ltd. to integrate its Fleet Xpress into Satlink’s portfolio. Satlink is a member of the Tototheo group.

Launched last year, Fleet Xpress raises maritime communications to a whole new level—delivering high data speeds, continuous connectivity, controlled costs and standardized plug-and-play service with 24 hours a day, 7 days a week, 365 days a year management, monitoring and support worldwide.

Under the agreement, Satlink will bring Fleet Xpress to more than 1,500 vessels with service over a five-year period.

Fleet Xpress combines Inmarsat’s Global Xpress Ka-band technology with its FleetBroadband L-Band service.

Inmarsat has also signed an agreement with Radio Holland to support an increase in customer demand for rapid migration from Ku-based XpressLink to Fleet Xpress.

According the Trond Leira, Senior Vice President, Service Delivery and Customer Support at Inmarsat, Fleet Xpress is currently installed on board 150 vessels each month—half of which are new installations.

“We expect this number to increase in 2017 and our priority is to ensure that installation of Fleet Xpress keeps pace with demand,” says Leira.

Improving Efficiency, Crew Welfare Partnerships between entities in the field are vital to creating networks that meet a variety of needs, including reducing costs and fostering crew welfare.

Radio Holland Group recently joined forces with Cisco to develop maritime ICT solutions. The goal of the partnership is to develop and supply new remote monitoring and diagnostics services as well as on-board data management and networks.

Dennis Mol, Radio Holland’s Chief Operations Officer, notes that the challenging market has propelled Radio Holland to develop solutions that will reduce “cost of ownership” and improve efficiency for operators.

“Our customers are looking for innovative ways to make and keep the operations of their fleet more reliable, efficient and effective,” says Mol, who sees the cooperation as an opportunity to improve the unlocking of data on board and optimizing the data connection between ship and shore.

Over in Rhode Island, KVH has seen much success from its “Open” plans. The usagebased plans better support maritime crews and officers reliance on broadband services, providing customers with the fastest speeds on KVH’s global mini-VSAT broadband network—regardless of how much data they’re committed to on a monthly basis. Users experience consistent broadband data speeds of 3 to 4 Mbps.

KVH is also providing customers with a set a network management services as part of its myKVH web porter. Designed to provide operators and managers with a simple way to monitor each vessel’s data-usage status, the portal enables operators to allocate usage to individuals or tasks, and separate crew and operational data usage.

Last July, Global Eagle Entertainment Inc. acquired EMC. Since the acquisition, Global Eagle has developed a new global Ku-band VSAT package of connectivity and content for ships at sea, optimized for the next-generation of high-throughput satellite (HTS) networks.

The goal is to enhance crew welfare by providing them with internet and entertainment-on-demand, similar to what they experience at home.

“Designed with crew welfare as a top priority, the Global Eagle VSAT platform offers a combination of services and capabilities never before available from a single marine VSAT supplier,” says Gilles Gillesen, Vice President of Global Eagle’s commercial shipping business unit. “New features include our exclusive SpeedNet high-speed web browsing service, live TV programming delivered through the Ku-band network, video and entertainment on demand and a powerful new account management portal—all wrapped up in a competitively priced package.”

SpeedNet, which is built into Global Eagle’s VSAT installations as a standard feature, works in the background on mobile and desktop browsers to accelerate page load times—providing users at sea with speeds that are up to par with the internet they’re accustomed to at home.

As for its live TV programming, Global Eagle provides the programming over its Ku-band network—and features live channels such as BBC News. The service is being offered regionally, but is expected to expand, both in coverage and channel options, soon.

“This is the next step in bringing crewmembers more of the comforts of home, easing the burden of loneliness and the feeling of separation often experienced during long sea voyages,” says Gillesen.

Meanwhile, Marlink is choosing to heighten its focus on onboard health. The company recently launched XChange Telemed, a new integrated Telemedicine solution for users of its Sealink VSAT services and XChange communications management platform.

The service facilitates live video medical consultations 24/7 on board and provides doctors ashore with full, secure web portal access to patient medical data and live data from the instruments in the medical kit.

Enabling live access to medical professionals via video can help reduce costs—since boats won’t have to be re-routed or helicopter evacuations may not be so frequently required—and may even save lives, with medical attention occurring right away.

XChange Telemed includes a reinforced, vibration-proof hard-case with CE certified medical equipment for onboard diagnostics, an intuitive touch-screen user interface and an HD camera—all seamlessly integrated with XChange and the Sealink service.

Inmarsat’s network operation center

March 2017 // Marine Log 31

SOFTWARE

Intelligent

Software Save on costs in all corners of your company

ontaining costs is always high on the agenda for most shipping companies and sometimes it is the small savings, which are often ignored, that can make all the difference between ending the year in the red or the black. And although introducing intelligent software solutions to help make savings is commonplace, there are still corners of a shipping company’s operations that are being neglected.

Container Repairs Take container maintenance and repair as an example. In general, an operator will have between 5-7% of its container stock undergoing maintenance and repair at 32 Marine Log // March 2017

any one time. Modern software applications can manage the entire repair cycle to ensure that boxes move through the repair shop and are available as quickly as possible. By connecting all the relevant parties to a central web-based platform, modern applications allow the seamless sharing of information—resulting in a speeding up of the entire process.

Reports, surveys, repair estimates and invoicing are made transparent and immediately available to all the parties involved.

With full visibility, the operator is able to closely monitor and control this complex process and push forward the repair. These control applications can reduce the amount of container stock tied-up in the repair and

maintenance process by around 50%. With a cost to the operator of around $2 per box, per day incurred while a container is out-ofservice, this represents a significant saving for any size operator.

Many carriers are not able to accurately identify which repairs should be re-charged to the client but modern systems can do that for them—allowing some carriers to recover up to 20% of their container repair expenses.

The system also allows more boxes to be available to customers, thus maximizing revenue for the vessel operator.

Accurate Invoicing Similar savings can also be made in related areas. Many carriers choose to both own

Shutterstock/ESB Professional

C

By Lars Fishcer, Managing Director, Softship Data Processing Ltd.

SOFTWARE and lease their containers and with such a large number of boxes in circulation, it is very easy for invoicing mistakes to be made, and customers overcharged by up to 5%. But implementing a modern software application to track each individual leased container and to match lease invoices with actual tariffs will automatically detect and resolve any billing errors. Automation becomes vital for such large quantities of data and is even more important to handle the added complexity of operators sub-leasing to other lines.

Container handling charges are also a cost that must be controlled. The issue is one of scale – large operators have many boxes distributed across many terminals and depots.

Handling costs vary by container type as well as location. Keeping track of all these movements and their associated charges is a major undertaking. Good software applications will allow each container handling activity to be tracked and the resultant charges cross-checked with previously agreed tariffs.

Reconciliations are made and errors highlighted. These hard facts are then used to settle any subsequent disputes with the service provider.

Data Automation It’s not just cash savings that are important.

Carriers must also look to save on expensive resources that are required to service a particularly admin-heavy process, and at the same time they can probably reduce errors and enhance their service quality.

A prime example is the staggering volume of information that needs to pass between a ship and the terminal. Although many terminal operators have already adopted a high degree of automation to streamline this data flow, a large percentage, surprisingly, are continuing to respond with manual processes.

Taking a fairly modest containership carrying just 5,000 boxes as an example, more than 20,000 pieces of information need to be exchanged between ship and terminal to govern the four standard moves for each box – these are gate in, load, discharge and gate out. However, if the pre-arrival notice, release order and bayplan require updating then a further 10,000 pieces of data need to be relayed for the export process and another 15,000 for the import process.

That is 45,000 transactions to be updated.

If one transaction can be actioned in just 5 seconds, the entire process would take around 62 hours or nearly eight working days. Automating this process would almost eliminate the work entirely and result in some significant savings.

What’s more, automation generally

reduces errors and omissions that inevitably creep in when manually processing such large amounts of data. Valuable validation protocols can also be built-in as updates are being made. For example, a modern software package that facilitates this sort of automation will constantly be asking questions as data is exchanged. Questions such as “Is this my container? Is this container really on my vessel? Does the bill of lading and booking information match the information held on my system?” are vital if efficiency and accuracy are to be achieved. The software will also generate prompts to ensure the terminal receives the required information on time—this prevents unwanted penalties that are often awarded by terminals for late reporting.

From a customer perspective, automa-

Modern systems can allow some carriers to recover up to 20% of their container repair expenses tion enhances their service experience as modern systems can offer complete and upto-the-minute visibility over actual cargo movements. Track and trace procedures like these are expected by today’s more sophisticated customer.

Streamlining Port Agent Activities Sticking with technology but moving from vessel operators to port agents, these vital links between ship and shore are often an overlooked link in the maritime chain. They are the maritime “fixer” and are called upon to book the berth, arrange cargo operations, clear customs documentation, facilitate crew changes, ensure victuals are loaded plus the many other activities required by a modern ship in port. But, leaving aside the very large agency networks, most port agents have been expected to carry out their daily activities using spreadsheets, notebooks and sticky pads.

Agents are often on the move, particularly in smaller companies where reps are either travelling between ports or visiting their ships. This means that any solution developed to help them work more efficiently must be easily accessible and portable.

Softship’s SAPAS Softship recently launched a new system called SAPAS (Softship’s Advanced Port Agency Software). Optimized for PCs, tablets and smartphones, SAPAS uses cloud technology to ensure all data is stored securely but available through any internet connection.

SAPAS has been designed to store and then look-up all relevant information required by the agent. This does away with the paper and spreadsheets and eliminates the re-keying and constant transferring of information from one medium to another.

Its central database is flexible and can be customized to suit individual working practices.

For example, port tariffs can be hugely complex and based on a range of factors such as vessel GRT, NRT, LOA, port stay days or some other measure. It is important to capture all this data and reuse it accurately.

Agents are continually being asked to quote for the likely cost for a ship’s port call. This is a time-consuming process that doesn’t always translate into a fee. SAPAS will take data already inputted to calculate an accurate quote—or offer—and present it in a bespoke report format that can be quickly emailed to the potential customer.

If accepted, the data used in the offer is then translated into a working port call. SAPAS captures all the activities and associated costs to create a Statement of Facts and eventually a Disbursement Account. It creates tailored task lists and monitors progress to ensure the agent’s performance is on track for each vessel they are currently working on.

And all this data is stored, protected and backed-up in the cloud which enables SAPAS to be accessed from PCs, tablets and smartphones — in the office or on the move.

Remote data storage is sometimes thought of as a risk, but cyber risk is similar to any other business risk which must be understood and mitigated. Storing data externally in a professional environment involves state-ofthe-art hosting farms with robust back-up systems and high level defense mechanisms monitored around the clock — this is not easy for a shipping company to replicate.

Migrating a port agent’s office to the cloud and marrying this with a range of clever, web-enabled solutions on a single platform will simplify and streamline their daily lives and enable them to deliver a more accurate and professional service to their customer.

Installing intelligent software needn’t be expensive but the investment can pay dividends. And it’s not only the obvious processes that will benefit from automation, shipping companies should look into all the corners of their company to find areas where cash and resource savings can be made.

March 2017 // Marine Log 33

SOFTWARE Software Solutions: Optimizing Operations, Improving Performance Software is the brain of any maritime operation—whether it’s fleet management, optimizing efficiency or reducing costs. Developers are continuously looking for ways to provide operators with comprehensive solutions to meet their ever-evolving needs.

(Sky)Light for the Next Generation Eniram, a Wärtsilä company, calls its SkyLight an innovative, next generation fleet performance monitoring service.

According to Eniram, with SkyLight, operators will be able to cost-effectively monitor their fleet and compare the performance of each vessel in greater detail. The subscription-based solution keeps records of each ship’s per formance, leading to more prompt reporting, planning and cost optimization.

“Instead of just a few data points a day from a vessel, Sk yLight pro vides highly accurate data ever y five minutes,”says Eniram’s Captain Melvin Matthews. The data is then sent via satellite to Eniram’s data center where it is “combined and enriched with other complimentar y information,” such as noon reports, meteorological data, sea state and currents. Together, this information helps model the vessel’s speed and fuel performance, enabling Eniram to calculate fuel-speed curves and help optimize the vessel’s performance.

The key to the software’s success is also its ability to make operations transparent. “The SkyLight service provides a web interface to managers ashore to view the data in real-time,”

he says. “With internal transparency and visibility, companies achieve improved efficiency and cost savings—not just now, but also in the future.”

Enhancing Enterprise ABS Nautical Systems (ABS NS) has plans to beef up its software lineup with new features and products, beginning with its NS Enterprise.

At the end of 2016, NS Enterprise was further enhanced with a greater ability to track rotating parts and equipment on board ship, a feature that ABS NS says will greatly improve the ability to demonstrate compliance; a new crew scheduling tool; and custom forms.

Additionally, last year saw the launch of a pilot program for the new NS Mobile app, which will fur ther improve ef ficiency by reducing cycle time for maintenance, purchasing and HSQE tasks.

Phase 2 of the pilot, involving apps that will support day-to-day operations, will kick off this quarter.

This coming April, ABS NS will also launch NS Workboat which will help support Subchapter M compliance.

Meanwhile, Herber t-ABS, a joint venture between Herbert Engineering Corp. and ABS, has one of the industry’s most popular solutions in its tool belt: CargoMax. Used by about 300 operators on more than 3,500 ships, CargoMax’s mission is simple: create safer, more efficient operations.

Used onboard tankers, bulkers, containerships, and other vessel t ypes, CargoMax helps maximize cargo

utilizations, increases container lashing efficiency, monitors margins of safety during cargo operation and reduces human error. Its Trim Optimization tool enables operators to view achievable trim and draft optimization at the press of a button—this helps reduce fuel consumption. Its sequencer allows for loading and unloading sequences to be optimized, minimizing port time.

ClassNK Optimizes Design Time The latest IACS Common Struc tural Rules for Bulk Carriers and Oil Tankers have been incorporated into PrimeShipHULL (HCSR) Ver.4.0.0., the design supports software developed by ClassNK to accommodate the latest rule amendments while saving design man hours.

The upgr aded sof t ware package reflects rule changes applicable to ships whose construc tion contrac t will be made on or after July 1, 2017, with the applicable design rules to be based on the date of contract input by the user.

ClassNK said the fourth generation of the software builds on the success of its existing PrimeShip-HULL package, which has become the go-to tool for designers, with over 900 licenses having been provided to more than 100 shipyards.

The lates t refinement s speed up design evaluation, shorten the calculation times in the prescriptive calculation software and offer a new function to preview reports in the direct strength assessment software. Collectively, these refinements improve the overall performance and usability of PrimeShip-HULL.

Designed for:

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JMS-Designed.

Stevedoring barge 300’ x 72’ · 6,000 psf deck Built by Conrad Shipyard for the Rhode Island Commerce Corp. and Port of Providence

34 Marine Log // March 2017

www.JMSnet.com 860.536.0009 Barges, Dry Docks, & Work Boat Design

opinion

By Wook Chung, Esq., Of Counsel, Maritime and Transportation Practice, Montgomery McCracken

Hanjin Shipping:

Shutterstock/Sheila Fitzgerald

S

From the Eye of the Storm and Back

ince the bankruptcy of Hanjin Shipping Co. Ltd., much has been been written about how and why it happened, and what can be learned from this tragedy. When Hanjin Shipping, once the seventh largest container carrier in the world, filed for bankruptcy, few believed that a “too big to fail” organization like Hanjin would not be given a government bailout. So, no one really appreciated the kind of disruption and losses that would subsequently affect the global supply chain.

As the former General Counsel for Hanjin Shipping America, I have the unique perspective of having been in the eye of the storm.

Instead of agreeing or disagreeing with the various positions taken on the legal merits involving common benefit claims (a type of Korean bankruptcy claim similar to U.S. administrative claim), maritime lien vs. non-maritime lien rights in the bankruptcy context, and the balancing of the bankruptcy proceeding of Korea and that of U.S., I take this opportunity to share three practical issues I have found to be the most significant to the shipping industry in general.

First and foremost, so many players are involved in moving a single containerized cargo from place of origin to final destination.

Besides the seller and buyer of cargo itself, there are the container lessor, chassis lessor, cargo loading agent, warehouse, freight forwarder/ NVOCC, ocean carrier, ship owner, etc. For one container, many of the respective rights and obligations of the involved players are intertwined with and interdependent of each other. As Hanjin Shipping’s troubles unfolded, we learned the hard way that any one of these players, regardless of their size or even without having any legal merit, can easily disrupt the complex shipping processes; thereby, causing a chain reaction along the global supply chain. And now, it will be even more difficult to anticipate and to manage these risks

because more of these players will want to protect their rights without fully understanding the extent of their interdependent natures.

Second, a real area of concern in the future will be the language that will be used in service contracts going forward. For instance, formal service agreements between ocean carriers and their customers will likely see the most changes following the Hanjin Shipping demise. Many are already trying to insert terms for “self-preservation” or “self-help” remedies. For one, many customers and service vendors of ocean carriers have realized that their typical protective clause that essentially read “we shall be able to terminate this ocean carriage contract in case of your bankruptcy” may not be sufficient protection or unenforceable in the case of an actual bankruptcy.

Third and finally, the future of the industry remains unclear. If anything is certain, there will be even more changes – more mergers and acquisitions, more rule changes, different “versions” of alliances or space-sharing agreements, and more demands by financial institutions and lenders. For national security, safety, preservation of environment, the restricted-trade or fair-competition, ocean carriers will continue to be on the front line bearing many regulatory demands and requirements.

We may continue to disagree about what should happen with Hanjin Shipping’s unresolved issues. Yet, there are some things we can agree on—Hanjin Shipping’s once highly admired and praised transportation services will soon be replaced by others; and, more importantly, all of us must learn from this experience and work better together in order to not just survive, but to thrive again.

Wook Chung is with Montgomery McCracken’s Maritime and Transportation practice. You can reach him at wchung@mmwr.com March 2017 // Marine Log 35

PORTS

GATEWAY to Asia

By Charles Bartlett

ancouver is Canada’s gateway to Asia, handling more cargo than anywhere else in the nation. But the Burrard Inlet, the key maritime approach to the Port of Vancouver, is already crowded.

Limited to a capacity of around 10,000 TEU, containerships share the local waterways with passenger ferries, bulkers, breakbulk, car carriers, cruise vessels and several endangered species of whale.

On top of this, in November, the Trudeauled government voted to block tankers from accessing the Dixon Entrance north of Vancouver, an inlet ultimately leading to Kittimat and the mouth of the proposed Enbridge Northern Gateway pipeline. With the Enbridge pipeline effectively killed, expansion of the southerly Trans-Mountain pipeline from 300,000 to 890,000 barrels per day now seems certain, potentially increasing tanker traffic in the straits from 30 annual ship calls to 300. The consensus is clear: somehow, more capacity is needed.

Less apparent, however, is where to put it.

Superport Ahead?

One solution put forward by the Vancouver Port Authority is to install an additional three-berth terminal at the so-called Roberts 36 Marine Log // March 2017

Bank “Superport,” adding 2.4 million TEU of extra capacity. But this will do little to address one of the bigger problems affecting trade in Vancouver.

“Once you’ve offloaded this at the container terminals, you have to truck it back and forth between the warehouse and distribution centers which are all along Fraser River,” says Zoran Knezevic, President and CEO of Port Alberni Authority. “It creates a lot of congestion on the road. Our mainland has been suffering from this and I would say there is no end in sight.”

Situated in a fjord on the western shore of Vancouver Island, Port Alberni is a small, regional facility handling feeder cargoes from the mainland to the island’s residents.

Total throughput is one million tons annually, compared with 138 million tons at the Port of Vancouver last year. But Knezevic has bigger plans. “What we are proposing is a transhipment hub right at the mouth of the Alberni Fjord,” he saiys, “the largest container terminal in Canada, in the Alberni inlet, to use as a hub—a fully automated terminal akin to Rotterdam and Antwerp.”

The Port Alberni Transhipment Hub (PATH) would establish a deepwater container terminal capable of accommodating two 22,000 TEU vessels. There are, Knezevic

argues, several other advantages to such a move. “We have all this vast coastline which could be used by barges,” he says. “So instead of [an operator] doing the door-to-door delivery, you could offload and load everything here, and we will sort this onto barges, and deliver via shortsea shipping much closer to the end user.”

A storied tradition at the Port of Vancouver, tug capacity for barging is unlikely to come up short in the region. On barges, containers would be much more easily delivered ‘off-terminal’, and 600 trucks can be taken off the roads for every barge. “Using any barge, large or small, you’ll be able to deliver this right next to the warehouse on the Fraser River, which would open up the industrial land that’s available there.”

Similarly, “There’s a container terminal in Surrey that could handle 1.2 million TEU, but because there’s a draft and width limitation meaning large containerships can’t go in - this would open up that capacity. They have a perfectly usable container ramp there.”

Real estate, says Knezevic, is an issue in Vancouver. Containers offloaded at the Port of Vancouver must be warehoused locally, using increasingly expensive real estate— sometimes even to house empties. “The warehouse space in Vancouver is becoming

Photo Credit: Shutterstock/ romakoma

V

Port Alberni plots Vancouver’s PATH to growth

Feature PORTS the most expensive in North America—last time I checked, San Francisco is only slightly ahead of us – half a million square feet of warehouse cost $24.5 million to operate there, and $24.3 million in Vancouver.

“We’re also losing farmland,” says Knezevic. “It’s a constant tug of war between the Port of Vancouver and the Agricultural Land Reserve (ALR), which is holding land in reserve for growth.”

The notion of international ship calls giving way to feeder services is a common theme throughout the Vancouver shipping scene.

“There’s talk about how to leverage the Great Lakes—shortsea shipping is certainly being talked about favorably,” says Robert LewisManning, President of the British Columbia Chamber of Shipping.

Many stand to benefit from a renewed focus on shortsea. Displaced from many international trades, bulk and breakbulk carriers bemoan what they regard as an unfair emphasis on containers in Vancouver. “We’ve been having to evolve to be more efficient and compete with containers,” says Tony Pearkes, Open Hatch/Box Director at Olendorff. “Some of the smaller parcels of grain are going into containers, but it’s really the forestry—lumber,

pulp, newsprint—that has virtually disappeared from breakbulk. When I started there were 12 shipping lines taking that cargo in all different directions; today there’s two. The rest have all gone into containers.”

For Pearkes, it is more than a clear-cut case of inefficient business practices dying out. “The economies of scale that containers have been getting have taken a big bite out of it, yes. But it’s also the ports, which—and it’s not unique to Vancouver—have done great things for containers to the detriment of bulk and breakbulk.

“Of course we’re biased, but we’d like to see a lot more focus on bulk and breakbulk,” he adds. “TEU throughput is one thing. But when you consider that, every 25 tons of wheat you’re shipping in containers has four tons of steel going with it, it’s not environmentally efficient. Container vessels steam at a higher speed; they burn more fuel in general; they sail with open capacity.

“I would like to see the Port, and the province, take a more balanced view—really keeping an eye on the total value of the commodities going through the port, whether they’re in containers or breakbulk, and not to give up on one sector.”

“For us, one of the biggest problems on this coast is that there is one union which represents virtually every terminal and port from Alaska to the Mexican border,” says Manning.

“The ILWU stranglehold on the West Coast is a serious barrier to productivity; our stevedoring rates are much higher and our productivity rates are much lower. Oil and gas importers find that even coming from Asia, it’s almost the same price to bring it in via Houston than the West Coast ports,” he adds.

It i s e a s y to s e e w hy Po r t A l b e r n i Authority’s proposal for a fully automated, Rotterdam-style terminal is gaining traction. “When you have a situation where the labor pool can control its supply, they will keep supply tight, because then demand will be tight,” says Peter Amat, General Manager of Pacific Basin Shipping.

“We struggle with labor on the waterfront – productivity and availability.”

Trans-Pacific trade offers huge potential in and around Vancouver. But the considerable challenges facing ports, terminals and regional shipping companies must be tackled without delay to make the most of the opportunities.

Methanol as a Marine Fuel: Another Road to Compliance With the DEADLINE set for IMO’s global 0.5% sulfur cap at 2020, LNGf uele d s hip s are likely to b e co me more economic ally viable, as ship ping is forced to kick its heavy fuel oil ( HFO ) habit. Liquefied Natural Gas (LNG) makes the most sense for newbuilds as retrofitting ships has proven impractical for some existing vessels.

But, according to Canada’s Methanex Corporation, there is another alternative fuel solution.

“The current narrative that the only options for shipowners are to pay for more expensive low-sulfur Marine Gas Oil after 2020 or continue to use HFO but add expensive scrubbers to achieve ‘on-board’ compliance of fers a false dichotomy,” says Methanol Institute CEO Greg Dolan. “There is a third option, and that is to follow the examples of Stena Lines and Waterfront Shipping and use a dual-fuel approach with diesel and clean-burning methanol fuel.

“Not only does methanol contain no sulfur,” says Dolan, “it also has no c ar bon-to - c ar bon bonds that create soot. Methanol

also can be produced from a range of conventional and renewable feedstocks, offering low- and no-carbon fuel options.

The use of methanol as a marine fuel provides a ‘future proof’ option.”

In 2013, Methanex subsidiary Waterfront Ship ping s tr uc k a deal wit h MOL, Marinvest/Skagerrak Invest and WL to build six 50,000 dwt methanol carriers— later adding a seventh. Waterfront chartered the vessels to replace its aging fleet, carrying methanol from Louisiana, Trinidad, Egypt and New Zealand.

Crucially, each ship is fitted with a dual fuel MAN B&W ME-LGI engine capable of burning methanol. Each ship burns methanol on the front-haul of its voyage, before discharging and carrying clean petroleum on its backhaul voyage.

With all seven of the ships delivered, Waterfront is now considering adding two more. Operation on methanol has proved to be painless, and particularly the process of fuel-switching, which thanks to methanol’s liquidity at room temperature offers a much more seamless transition than LNG. Jone Hognestad, President of Waterfront Shipping, clicks his fingers.

“It’s that quick,” he says.

Methanex is also collaborating in research aboard the Stena Germanica, whose four Wärtsilä engines are oneby-one being retrofitted to burn methanol. Refueling in Gothenburg, Sweden, via two tanker trucks, the main design consideration for the setup on Stena Germanica is that it must make the 14-hour journey to Kiel, Germany, and back on a single tank of methanol, since the latter port lacks the infrastructure for methanol refuelling.

The converted engines have demonstrated a SOx reduction of 99%, NOx reduction of 60% and a 95% reduction in particulates, and Stena plans to have the vessel’s fourth engine running on methanol by the end of this year.

“Nothing needs to be changed inside the engine,” Hognestad says. “Three of the engines run on 95% methanol and 5% diesel. Wärtsilä developed a dualfuel injection system—you have a fourpin injector, and the central pin gives a little pilot shot of diesel, it ignites, and you flood the chamber with methanol.

That’s it.”

March 2017 // Marine Log 37

Newsmakers

CMA CGM Names Rodolphe Saadé as New CEO Rodolphe Saadé has been named Chief Executive Officer of the CMA CGM Group.

CMA CGM is the world’s third largest containership operator, with a fleet of 454 ships and a total capacity of 2.1 million TEU fleet.

The U.S. Senate officially confirmed by a vote of 93-6, Elaine Chao’s nomination for Transportation Secretary of the United States.

Chao’s nomination was broadly welcomed by the U.S. maritime industry.

The Evac Group has appointed Claes Rudling as Global Business Area President, Offshore and Merchant. Rudling will also continue as CEO of Uson Marine, which was acquired by Evac in 2016.

VT Halter Marine, Inc. has appointed Robert A. Socha as Senior Vice President of Business Development and Estimating.

Socha has over 30 years of experience as a senior level executive in the industry.

Washington-based SAFE Boats International has promoted Janice Willis to the position of Vice President, Program Management. She joined SAFE Boats in 2010.

Mark Collins has been appointed the new President and CEO of BC Ferries, effective April 1, 2017. Collins, replaces current President and CEO Mike Corrigan who is leaving to become the CEO of Interferry.

Julianna Marler has been named the CEO and Executive Director of the Port of Vancouver USA. Marler makes history becoming the first female CEO in the port’s history.

T&T Salvage, LLC has appointed Rebecca Garcia as Assistant Director of Vessel Services. She will be responsible for assisting the compliance team in finding customer-centric solutions to the latest OPA-90 regulatory requirements.

Richard Wood has been appointed CEO, Management Services – Americas, for Charles Taylor plc. The firm is the manager of Signal Mutual, the largest provider of Longshore workers’ compensation insurance to the U.S. maritime industry.

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38 Marine Log // March 2017

TECH NEWS Wärtsilä, PGS Geophysical Ink Service Agreement

ACO Marine Wastewater Management Units Picked for High Specfication Tug Series

Photo Credit: Nibulon

A series of high specification project tugs being built at Ukraine’s Nibulon Shipbuilding and Repair Yard will be equipped with ACO Marine’s, Prague, Czech Republic, smallest Clarimar wastewater treatment units.

Each tug will be fitted with ACO Marine’s Clarimar MF-0.5 wastewater management system. The system provides a treatment capacity of up to 1.2 m3/day from a system that has a footprint of just 1.63 m2.

The ACO Clarimar MF range of sewage treatment plants are fully certified by Bureau Veritas (BV) to IMO MEPC.227(64) requirements.

The ACO Clarimar MF-0.5 unit is compatible with both gravity and vacuum systems, and is of a modular design—providing for easy installation and the need of only

one power connection.

The three 1,200 hp tugs are being built to the yard’s 121M Project Tug design and will be delivered to Nibulon’s own account for barge assist operations on the Ukraine’s network of inland waterways.

The contract comes on the heels of another big win for ACO Marine. Earlier this year, ACO Marine announced that it received Transport Canada type-approval for its Maripur NF and Clarimar MF wastewater management systems.

The approval will enable ACO Marine to provide treatment systems to vessels operating on the Great Lakes and grow its Canadian customer base.

Wärtsilä and PGS Geophysical AS have signed a service agreement that makes Wärtsilä the preferred ser vice supplier for engines and other Wärtsilä equipment.

Under the three-year agreement, Wär tsilä will handle maintenance of engines and propulsion s ys tems on board PGS’s fleet of eight seismic vessels.

The contrac t also includes an option for an additional two years.

Phase one of the contract will see Wär tsilä optimize the operations and maintenance of the engines and propulsion systems installed on board PGS’s vessels.

During the second phase of the contract, Wärtsilä and PGS will identify how PGS can utilize Wärtsilä’s digital solutions to further secure maritime uptime and minimize risks and costs.

Currently, four PGS vessels are connected to Wärtsilä’s Condition Based Maintenance solution (CBM).

The CBM balances safe operations with optimum engine performance and extended times between overhauls. Automatic transfer of data from the installations to the CBM center enables online monitoring and troubleshooting of the engines to take place on board.

Wärtsilä analyzes the data and provides advice on the optimization of operating parameters as well a s p reve nt i ve mai nte na nce recommendations.

www.wartsila.com

www.acomarine.com

Your Bottom Line Is Our Top Priority.

Sebastien Solar | 713.289.5840 www.bankoftexas.com

© 2017 Bank of Texas, a division of BOKF, NA. Member FDIC.

March 2017 // Marine Log 39

TECH NEWS Transas, JRC Partner Up to Innovate the Industry

Rolls-Royce, MTU Highlights Series 8000 and 4000 at Defense Tech Show At last month’s IDEX and NAVDEX 2017 defense technology trade show, RollsRoyce showcased a model of its new Series 8000 16V engine for Naval vessels. The unit delivers an output of up to 8,000 kW and expands MTU’s portfolio not only for naval applications, but also the yacht and ferry market too.

The series 8000 is equipped with common rail fuel injection and electronic engine management for low overall running costs, high power density, and unlimited low-load operation—a significant advantage for governmental vessels.

Rolls-Royce also featured the latest

version of the MTU-brand Series 4000 diesel engine—the 4000 M05. The engine is compliant with IMO III and EPA Tier 4 emission standards.

The engine features innovative turbocharging, combustion and fuel injection, as well as its newly developed SCR system which enables it to meet stringent emission rules.

The system is flexible, requiring little space and has an excellent power-to-weight ratio. Customers are being offered two different SCR systems—with one cubic box or two flat boxes—depending on the installation space. www.mtu-online.com

Tropical Shipping Picks MAN for New Container Vessels Provider of logistics solutions to the Bahamas and Caribbean, Tropical Shipping, has ordered a series of MAN propulsion packages for a number of new vessels.

First up will be Tropical Shipping’s four new 1,100 TEU container vessels. Each will be equipped with a MAN B&W 6S60MEC8.5 main engine complete with TCA66-21 turbocharger and an SCR module to help achieve Tier III compliance. The propulsion package also includes three MAN 6L23/30 Holeby GenSets with MAN TCR14 turbochargers and the latest generation of CP propellers, the VBS1550-5 Mk5.

MAN’s ME-C engine features a fully integrated electronic control system, low SFOC, a smokeless operation at any load, and offers improved emissions.

Meanwhile, MAN’s 23/30 GenSet is optimized for part-load operation and features an mep that is <20 bar. This results in reduced operative stress and a decrease in 40 Marine Log // March 2017

demand for spare parts.

Additionally, Tropical Shipping also ordered two 300 TEU container vessels— each powered by one MAN 27/38 engine with TCR turbochargers. The new vessels will enter service June 2018. www.mandieselturbo.com

Tr ansas and JRC have come together to form a strategic partnership that will see the two entities develop innovative solutions and produce the next generation of e-Navigation produc ts and solutions.

The par tnership will of fer customers the best both companies have to offer—ship navigation solutions for SOL AS and non-SOL AS markets, char ts and data applications, fleet operations, simulation & ship traffic solutions and global support capabilities.

“A strategic par tnership with a leading player like JRC is the ideal platform for developing a new way forward in the maritime industry,” said Frank Coles, CEO of Transas. “ Together we will be able to answer the evolving needs of our customers on a global scale and deliver advantages of the power ful ecosystem THESIS offers, while driving efficiency and productivity.”

THESIS, the Transas Harmonised Eco System of Integrated Solutions, is a flexible data resource where Ship, Fleet Operations, Academy ( simulation & training ) and Ship Traffic Control can all be connected to the ecosystem, on a cloud-based data plat form — enabling smar ter operations, increased safety and efficient navigation.

“This global strategic partnership is a logical consequence that two destinies meet,” said Jun Nakazawa, GM of JRC Marine system business, who added that the partnership will bring in a new era of shipping.

A mong t he fir s t p rojec t s t he two will collaborate on will be the joint design and development of a new ECS produc t line, new radar products and the automated ship integrated into the global monitoring model. Using Alphatrons’ integration capabilities, JRC’s hardware capabilities and Transas software and R&D, the par tnership is the best of breed for the de facto direction for maritime solutions and systems.

www.transas.com www.jrc.am

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Marine Salvage

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merican Salvage Association (ASA) members had an active ending to 2016. This is in keeping with the ASA mission to expand its influence throughout all the countries of the Americas.

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