Marine Log May 2019

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

May 2019

Setting Course For The

Tech transformation

CEO SPOTLIGHT: NETSCo’s Richard Mueller

PROPULSION: IMO 2020 is not the only challenge

AUTONOMOUS SHIPPING Who’s Ahead?

“ Performance Audits show us just what we need to improve.”

Marc Ruyssinck Fleet Manager, Jan De Nul Group

When crankshaft damage occurred in Jan De Nul Group’s fleet, it was traced to faulty lube oil separation – the result of human error and poor optimization. So the group made regular Alfa Laval Performance Audits and crew training the strategy for its 72 vessels.

“Status has to be checked regularly to achieve optimal condition of the equipment,” says Fleet Manager Marc Ruyssinck. “For us, Performance Audits and crew training ensure protection of the most valuable onboard system – the main engine.”

For Alfa Laval, it’s all in the service of vessel performance.

Learn more at www.alfalaval.com/marine

CONTENTS

10

18

Departments

Features

2E ditorial Navigating the Smart Shipping Era

18

AUTONOMOUS VESSELS The Race to Autonomy Where does the U.S. rank as the global revolution in autonomous shipping unfolds

21

CYBERSECURITY The Cyber Risk Puzzle Advances in technology has been both an economic benefit to shippers and also something to be feared as the risk of data breaches and cyberattacks continues

24

PROPULSION Engine Makers Broaden Horizons as New Regulations Kick In What does an increase in R&D investments by engine manufacturers mean for vessel owners and operators

26

CEO SPOTLIGHT A Q&A With NETSCO’s Richard Mueller Marine Log sits down with CEO Richard Mueller to discuss hybrid technology engineering services and ballast water management systems ahead of IMO 2020

28

U.S. SHIPBUILDING II The Longevity of Great Lakes Shipbuilding In a follow-up to last issue’s U.S. Shipbuilding feature, we examine the latest from Great Lakes shipyards and an update on some East Coast builds

4 INDUSTRY INSIGHTS 6 MARINE INNOVATIONS 7 WELLNESS The Casualties of Poor Sleep

8 VESSEL OF THE MONTH Derecktor Shipyards M/V Captain Ben Moore

10 INLAND WATERWAYS First Tow in 2019 Reaches St. Paul Inland Leaders Honored at IRPT • St. Louis Region Ports Top Corps’ Charts • •

11 Update L NG Vessel Receives AiP Thordon Bearings Canadian Retrofit Contract • ABS Uses AI to Detect Corrosion Levels • •

17 Inside Washington Marine Highway Designation and Funding

30 FINANCE Funding Your Next Ship

32 Newsmakers AWO Elects Scott Merritt as New Chairman

Cover Photo: Kongsberg

34 Tech News Alfa Laval LPG Fuel Booster Passes Tests

40 Safety Confined Spaces: A Maritime Hazard May 2019 // Marine Log 1

EDITOR’S Letter Editor’s COLUMN

MarineLoG May 2019 Vol. 124, NO. 5 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com Publisher Jeff Sutley jsutley@sbpub.com EDITOR-In-Chief Heather Ervin hervin@sbpub.com web EDITOR Nicholas Blenkey nblenkey@sbpub.com

Navigating the Smart Shipping Era

T

here are no prizes for guessing what the hottest topic will be at next month’s Nor-Shipping event in Oslo, Norway: The IMO 2020 sulfur cap—closely followed by a range of other looming compliance challenges. In this issue, we not only focus on the sulfur cap but also on some other key topics, including propulsion system investments, hybrid technology, autonomous shipping and cybersecurity.

Our coverage on propulsion discusses how the need to meet emissions regulations is compelling engine manufacturers and shipowners to invest more money into upgrading their systems than ever before. Learn what an increase in research and development spending gets engine manufacturers.

For this month’s CEO Spotlight, we sat down with NETSCo’s Richard Mueller to discuss hybrid engineering technology and ballast water management system retrofitting. The firm recently signed on to complete 30 vessel retrofit projects.

Another headliner across the industry this year is autonomous shipping. Are unmanned vessels the most disruptive technology to hit shipping so far this century or are they an undeniable solution in reducing maritime accidents caused by human error? While European countries seem to

lead the way in autonomous shipping, U.S. companies are on the precipice of major autonomous vessel technological advances.

And don’t miss the second part of our in-depth look at U.S. shipyards where the headline news is an order for a new-build Great Lakes bulker awarded to Fincantieri Bay, the first of its kind in 35 years.

Back on the technology front, the maritime industry continues to navigate its way through the “smart” era of shipping. As it does this, demand for remote digital access to ships and their systems has increased.

Finally, we look forward to meeting many of our readers at our Tugs & Barges conference this month in Philadelphia, where experts will discuss financing your ship, must-know legislation, how to apply for a repower grant and other subjects important to inland, coastal and offshore owners and operators. See you there!

CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk European EDITOR Charlie Bartlett charlie.bartlett@runbox.com Art Director Nicole D’Antona ndantona@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER MIDWEST/WEST COAST Jim Kingwill jim@kingwillco.com Barry Kingwill barry@kingwillco.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com Circulation DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com

Heather Ervin Editor-in-Chief hervin@sbpub.com

CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray

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

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2 Marine Log // May 2019

John Wooldridge Michael J. Toohey Waterways Council, Inc. Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

Future-proof your investments New MAN B&W ME-LGIP engine The 2020 SOX regulations throw the world of ocean transport into uncertainty. Our innovative dual-fuel LPG engine lets you de-risk shipbuilding investments and take back control.

By switching to LPG, you stay compliant while retaining the flexibility to take advantage of optimal fuel prices in the future. LPG also offers lower total cost of ownership, giving you a valuable edge in a competitive market.

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INDUSTRY INSIGHTS WELCOME to Industry Insights, Marine Log’s quick snapshot of marine industry trends. The U.S. Coast Guard’s Office of Commercial Vessel Compliance has just released its 2018 Domestic Annual Report. The report highlights U.S. domestic fleet deficiencies, inspections and marine casualty statistics that reflect the entire U.S. Flag fleet. This includes barges, cargo vessels, passenger vessels, vessels operating on the Outer Continental Shelf, research and school ships, fishing vessels, and the newest members of the inspected fleet, towing vessels.

Of the 20,048 inspections conducted in 2018, 25,324 deficiencies were identified on the 19,679 active vessels in the U.S. fleet of responsibility. Of those deficiencies, passenger vessels accounted for 72.3%. However, based on vessel population, cargo vessels received a higher ratio of deficiencies per vessel, with an average of 4.17.

Vessel types in the U.S. Domestic Fleet

4,735 Barge

549 Cargo

6,389 Passenger

548 OCS

55 Research & School

7,403 Towing

Source: U.S. Coast Guard

Flag State Detention Deficiencies Average Age of U.S. Domestic Fleet

Flag State Detentions

by Vessel Type

Top 5 Detention Deficiencies Fire Safety Structural Conditions Propulsion and Auxiliary Machinery

10% Barge 15% Cargo 42.5% Passenger 2.5% Cargo 30% Towing 0% Research & School

27.8 years

Certificates and Documentation Firefighting Equipment

Source: U.S. Coast Guard

Recent U.S. Shipyard Contracts Qty

Type

Owner

Est. $

Est. Del.

Fincantieri Bay Shipbuilding

1

639-foot Great Lakes self-unloader

Interlake Steamship Co.

-

Mid 2022

Vigor

2

56-foot pilot boats

Port of Los Angeles

-

Summer 2020

Up to 160

High speed surface targets

U.S. Navy

$11 M

July 2020

50-foot fire boats

Miami-Dade Fire Rescue

Shipyard

Silver Ships Metal Shark Source: U.S. Coast Guard

4 Marine Log // May 2019

YOUR PROPULSION EXPERTS

German quality engineering trusted since 1921 In our sustainable manufacturing facilities we produce state-of-the-art propulsion solutions for vessels of all sizes and types. Founded in 1921, the SCHOTTEL Group is an independent family-owned business which is today one of the world’s leading manufacturers of high-quality marine propulsion and steering systems. Around 100 sales and service locations worldwide ensure customer proximity.

Your local contact: info.sales@schottel.com

www.schottel.com

Marine Innovations PARKER KITTIWAKE Fuel Compatibility Tester Parker Kittiwake’s Compatibility Tester provides shipowners and operators with the ability to regularly test fuels onboard and in less than 20 minutes. It provides a quick indication of potential fuel incompatibility problems, as well as an indication of fuel stability, in accordance with ASTM D4740. www.kittiwake.com

MACGREGOR First Fiber-Rope Crane for the Offshore Market MacGregor has completed the construction of FibreTrac, the first fiber-rope offshore crane on the market. Fiber-rope weighs virtually nothing in water, so no additional load is experienced by the crane, regardless of the length of rope used during load handling operations. This is in contrast to steel wire-rope cranes and allows a smaller crane and vessel can be used for more assignments, and owners are able to bid on a wider range of contracts. www.macgregor.com

THORDON BEARINGS SeaThigor Shaft Seals Earn Ice Reference Thordon Bearings has received a Canadian Coast Guard contract to supply SeaThigor shaft seals for retrofit installation to three purpose-built icebreakers. The Thordon SeaThigor seal is a mechanical face seal for lubricated propeller shafts that uses the highest quality, hard wearing, silicon carbide faces and Thordon’s proprietary elastomeric polymers to offer the best combination of strength/stiffness and reliability. www.thordonbearings.com

SHELL Cylinder Oil for Two-stroke Engines Operating on VLSFO To prepare its customers for IMO 2020, Shell Marine introduced Shell Alexia 40, a new twostroke engine cylinder oil specifically for use with engines running on 0.5% sulfur content Very Low Sulfur Fuel Oil (VLSFO). With a Base Number of 40, Shell Alexia 40 was developed to optimize equipment performance and condition as shipowners prepare for IMO’s 0.50% global sulfur limit for marine fuels. Shell Marine expects most shippers will aim to comply with IMO 2020 by switching to fuels with a sulfur content of 0.5% and below. www.shell.com

GUIDANCE MARINE, A WÄRTSILÄ COMPANY High Resolution Radar Promotes Safety in Congested Waters Wärtsilä’s RS24 high-resolution radar is the world’s first commercially available K-band maritime radar. By detecting far smaller objects at a much higher radar resolution than conventional S- or X-band radars, the RS24 enables small vessels and other potential hazards close to large ships to be visible. This promotes safety, especially in congested shipping lanes and busy ports. Guidance Marine, a Wärtsilä company, has developed the technology. www.guidance.eu.com/rs24

6 Marine Log // May 2019

Wellness Column

The Casualties of Poor Sleep improve sleep quality. Ask your doctor for other options if you don’t desire a CPAP.

Get Your Sugar Under Control Whether you’re healthy or suffering from heart disease or Type 2 diabetes, ditching high sugar and high carbohydrates after a bad night’s sleep can improve your overall health. Shorter sleep durations down-regulate the satiety hormone, leptin, and increase the appetite-stimulating hormone, ghrelin.

This means the less you sleep, the hungrier you get. Adding high levels of sugar to the mix can cause even further disruption to the use and storage of glucose. Go for protein and healthy fats, but stay away from things that spike sugar in the blood.

Shutterstock/Marcos Mesa Sam Wordley

T

he National Transportation Safety Board’s (NTSB) recently released Most Wanted List—a top 10 list of transportation safety concerns—focused on a few health concerns, including obstructive sleep apnea (OSA). Its investigations found that lapses in focus due to fatigue resulting from sleep apnea can contribute to transportation accidents. Not only this, but sleep apnea also poses a greater, invisible health risk as a contributor to metabolic breakdown that can lead to heart disease, stroke and diabetes.

OSA is characterized by a partial or completely collapsed upper airway during sleep, causing intermittent suffocation, sleep fragmentation and poor overall sleep quality.

Twenty-two million Americans are presently diagnosed and experience symptoms, including pauses in breathing during sleep, intermittent snoring, and excessive daytime sleepiness. Studies show that up to 83% of patients with Type 2 diabetes suffer from unrecognized OSA and struggle with glucose control.

When we use glucose poorly, our body’s energy balance takes a hit. Chronic sleep disruption in an adult that already suffers from metabolic breakdown like those with diabetes or pre-diabetes—80 million Americans—can hasten the deadly disease’s progression.

Impacts to the body from OSA do not end there. Energy metabolism due to a poor circadian sleep cycle stretches into the heart and negatively impacts the heart’s circadian rhythm. In 2018, the American Heart Association identified that OSA increases the risk of heart failure by 140%, the risk of stroke

The Fallacy of “I’m Fine” (basically a heart attack in the brain) by 60%, and the risk of coronary heart disease by 30%.

Your brain is not safe either. Where your sleep is at risk, so too is your heart; where your heart is at risk, so too is your brain.

The American Heart Association said that patients diagnosed with heart failure had an 89% increased prevalence of dementia and

Where your sleep is at risk, so too is your heart; where your heart is at risk, so too is your brain. a 41% increased prevalence of mild cognitive impairment. Another study on cognitive decline in the Journal of Alzheimer’s Disease also showed that stroke doubles the risk for post stroke dementia. Approximately 30% of stroke patients go on to develop cognitive dysfunction within three years.

Medical Consultation When it comes to OSA, proper diagnosis and treatment is key to preserving your health.

Studies have shown that treatment can be effective at reducing symptoms. Continuous Positive Airway Pressure (CPAP) machines can reduce periods of breath constriction and

Confessions of a bad night’s sleep are often followed by “I’m fine, I have caffeine, etc.”

Sleep deprivation has an odd quirk. Much like alcohol, those who suffer do not know how truly impaired they are. Research tells us that those who sleep six hours or less and are awake for 18 hours per day perform in the similar vein as those who have a blood alcohol level of .05. Like alcohol, people’s reaction times can vary; however, research and the NTSB investigations tell us that too little sleep is impairing, and we can be oblivious to that fact.

Sometimes we recognize it in a poor decision made; an accident or near miss we cause and never speak of. Other times, it takes a friend or colleague to mention how tired or “off ” we are to drive the reality of poor sleep home. Concerns over ramifications on medical certification, etc., due to sleep apnea may be worth a conversation with a doctor or the National Maritime Center to help identify a safe path forward. Sleep apnea is too large a risk for short-term and long-term health to avoid the discussion until our body and mind finally fail us, and perhaps those around us.

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

Emily Reiblein

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

May 2019 // Marine Log 7

Vessel of the month

Captain Ben Moore Third Hybrid from Derecktor Could Start a Revolution in U.S. Short Sea Shipping

By Nick Blenkey, Web Editor

T

he Captain Ben Moore, recently launched at Derecktor Shipy a r d s ’ M a m a r o n e c k , N . Y, shipyard is the shipbuilder’s third 65-foot aluminum hulled, Incat Crowther designed hybrid cat, and it could open up a new era in U.S. short sea shipping. Whereas its two predecessors were research vessels, the Captain Ben Moore is being built for Harbor Harvest, a Norwalk, Conn.-based company set on changing the way fresh produce and foods are transported around metro areas. Once in service, the cat will carry goods from family farms and small producers in the region across Long Island Sound.

The Harbor Harvest project has just been awarded a $1.8 million MarAd Maritime Highway grant, with the agency noting that the service will support a more sustainable and marketable transportation option, drastically reducing highway congestion while moving commodities from more than 3,000 farms.

In addition to expanding the use of Jones Act-supported vessels in the region, says MarAd, the project will also reduce 8 Marine Log // May 2019

shipping costs while increasing economic opportunities.

The Captain Ben Moore will have a top speed of 15 knots and, like its two predecessors, will be powered by BAE Systems HybriDrive technology, with its two Cummins QSB6.7 engines linked to a BAE Systems ISG with 200 kW output. The Energy Storage System is a DNV GL-type approved Xalt Energy Xpand modular, liquid-cooled, high energy lithium-ion battery system.

The vessel has been modified from Derecktor’s previous hybrid builds to include reefer storage and open cargo space under the overhang. Other changes include a new starboard door, addition of a fold down ramp to the transom, and addition of a starboard aft knuckle boom crane.

In all, the vessel boasts 300 square feet of open cargo space, 100 square feet of covered space and 140 square feet of walk-in refrigerated space. Total capacity is an impressive 12,000 pounds of cargo or the equivalent of three to five full truckloads, according to Harbor Harvest founder Bob Kunkel.

As the third hybrid built by Derecktor

Shipyards featuring a lithium battery system at the heart of the power plant, the Captain Ben Moore further establishes Derecktor as a U.S. leader in commercial hybrid vessel building.

“We’re very proud of these boats,” said Derecktor President Paul Derecktor at the launching. “For over 70 years, we have been part of the maritime community, and playing a part in protecting the Long Island Sound and New York Harbor environments is very satisfying. It’s also been a pleasure working with Harbor Harvest, a company that is pioneering the rebirth of clean marine transportation”.

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Learn more about how MegaPress CuNi can help you rule the sea at Viega.us/RuleNow. Viega. Connected in quality.

inland waterways The M/V Aaron F. Barrett was locked through Lock and Dam 2 near Hastings, Minn., on April 24.

First Tow of 2019 Reaches Port of St. Paul The M/V A aron F. Barrett, pushing 12 barges en route to St. Paul, Minn., was locked through Upper Mississippi River Lock and Dam 2, near Hastings, Minn., April 24. The towboat is operated by Ingram Barge Company.

The Corps considers the first tow to arrive at Lock and Dam 2 as the unofficial start of the inland navigation season, because it means all of its locks are accessible to commercial and recreational vessels. However, this spring’s high flows continue to force lock closures in Iowa, Illinois and Missouri and could lead to additional lock closures within the St. Paul Engineer District, leading to delays in other tows reaching St Paul.

The earliest date for an up-bound tow to

reach Lock and Dam 2 was March 4, in 1983, 1984 and 2000. The average start date of the navigation season is March 22. The latest arrival tow date unrelated to flooding was April 11, 2018, by the M/V Michael Poindexter operated by American Commercial Barge Lines. Historic flooding in 2001 delayed the arrival of the first tow until May 11.

The St. Paul District maintains a 9-foot navigation channel and operates 12 locks and dams to support navigation from Minneapolis to Guttenberg, Iowa. Keeping this system open is vital to the nation’s economy.

The commercial navigation industry estimates an annual average savings of nearly $270 million by using the inland waterways instead of overland shipping methods.

Industry Leaders Honored at IRPT Meeting Inland Rivers, Ports & Terminals Inc. (IRPT) honored regional leaders of

the inland river transportation system at its national annual meeting being in Baton Rouge, La., in late April.

The distinguished honorees include leaders from both the private and the public sector of the inland river system, and have held titles as director, CEO, general manager and chairman of the board.

10 Marine Log // May 2019

Honored as IRPT’s “Most Influential Person of the Year” was Steve Taylor of Oakley’s Port 33 in Muskogee, Okla. The former CEO of the Ports of Indiana, Rich Cooper, was awarded the association’s Lifetime Achievement Award; while Roger Lindner, formerly of Burlington River Terminal in Iowa, and Rich Goldstein, formerly of Alter Logistics Company in Bettendorf, Iowa, both received Impact Awards from the association.

St. Louis Tops Chart The St. Louis Regional Freightway

reports the latest data from the U.S. Army Corps of Engineers show that the St. Louis Regional Ports held onto the top ranking as the most efficient inland port district in the U.S. in terms of tons moved per river mile during 2017, the most recent year for which final numbers are available.

The St. Louis region’s barge industry handled 472,400 tons per mile. That was 1.6 times the efficiency of the Port of Pittsburgh, Pa., which ranked number two with 286,000 tons per mile. The port of Huntington-Tristate, W. Va., ranked third, moving 95,930 tons per river mile.

The 70-mile long St. Louis regional port system had the second highest concentration of port facilities per mile of all inland ports, with a port facility per mile ratio of 2.36, falling just a little below Pittsburgh’s 3.14. However, within the 15-mile stretch of St. Louis’ port system known as the “Ag Coast of America,” the port facility per mile ratio soars to 5.13, far higher than all other inland ports.

According to the Corps, the 70-mile St. Louis regional port system represents only 8 percent of this 855-mile section of the Mississippi River, yet carried 39 percent of the 2016 freight. As of 2017, St. Louis was the third largest inland port by total tonnage.

Update

Polar Security Cutter contract includes incentive for early delivery

VT Halter Marine Wins $745.9 Million Polar Security Cutter Contract VT Halter Marine Inc. , Pascagoula, Miss., has won the much-anticipated contract to build the U.S. Coast Guard’s Polar Security Cutter (formerly the Heavy Polar Ice Breaker).

The vessels are 460 feet in length, with a beam of 88 feet overall and a full load displacement of about 33,000 long tons.

The initial $745,940,860 design and construction contract will support nonrecurring engineering and detail design of the Polar Security Cutter (PSC) class as well as procurement of long lead-time materials and construction of the first ship. The contract also includes options for the construction of two additional PSCs. If those

are exercised, the total contract is valued at $1.9 billion.

Construction on the first PSC is planned to begin in 2021 with delivery planned for 2024; however, the contract includes financial incentives for earlier delivery.

If the options in the contract are exercised, the second and third vessels are expected to be delivered in 2025 and 2027 respectively.

More could follow.

“This contract award marks an important step towards building the nation’s full complement of six polar icebreakers to meet the unique mission demands that have emerged from increased commerce, tourism, research, and international activities in the Arctic and Antarctic,” said Adm. Karl Schultz.

The acquisition of the PSCs is being jointly managed by the U.S. Navy and U.S. Coast Guard through an Integrated Program Office. Naval Seas Systems Command (NAVSEA) is the lead contracting authority.

“This contract award reflects the great benefit achieved by integrating the incredible talents of U.S. Coast Guard and Navy acquisition and shipbuilding professionals to deliver best value at speed,” said James Geurts, assistant secretary of the Navy for Research, Development and Acquisition.

“Working with our industry partners, the team identified approximately $300 million in cost avoidances and accelerated the schedule for delivery of this capability to the nation by almost three years. This reflects the urgency in which we are operating to ensure we deliver capabilities necessary to support the U.S. Coast Guard and the nation’s missions in the polar regions.”

If you thought that Somali pirates were a thing of the past, think again. Early on April 23, European Union Naval Force (EU NAVFOR) Atalanta responded to a piracy incident that had developed over the course of the four previous days.

The incident began April 19, when five suspected pirates captured a Yemeni dhow off the coast of Somalia. The pirates proceeded to navigate the along the coast, where they visited a pirate basecamp and reinforced their crew with additional members.

Two days later on April 21, with the hijacked dhow acting as a mothership, the pirates attacked the Korean fishing vessel Adria in the Indian Ocean some 280 nautical miles off the coast of Somalia.

F/V Adria started to conduct evasive maneuvers and increased its speed. The 12 Marine Log // May 2019

Spanish fishing vessel Txori Argi was operating in the vicinity and proceeded to assist the Adria as she continued to be chased by the skiffs. After approximately one hour, both vessels were approached by the skiffs and fired upon with what is believed to be a rocket-propelled grenade.

Both fishing vessels had private armed security teams on board who responded and the skiffs retreated.

That same day, another fishing vessel, F/V Shin Shuen Far 889, also reported having been approached by two skiffs. It, too, had a private armed security team embarked.

When the armed guards revealed their weapons, the skiffs retreated.

On April 21, EU NAVFOR dispatched its Maritime Patrol Aircraft (MPRAs) and conducted a search in the area that resulted in

identification of the mothership.

On April 23, in collaboration with its MPRAs, EU NAVFOR’s flagship ESPS Navarra successfully intercepted and boarded the captured dhow vessel.

Five suspected pirates were detained and the 23 hostages aboard the hijacked dhow were released unharmed. The suspects were subsequently handed over to authorities in the Seychelles for prosecution.

Top: VT Halter Marine, Bottom: EU NAVFOR

Five Somali Pirates Detained After Attacks on Fishing Vessels

Update

Metal Shark to Build Next Gen Miami Dade Fire Boats

Jeanerette, La.-headquartered shipbuilder Metal Shark is to build the next generation of fire boats for the Miami-Dade Fire Rescue Department.

Miami-Dade has selected the Metal Shark “50 Defiant X” fireboat, a welded aluminum monohull vessel featuring a proven hull form and a specialized arrangement optimized for firefighting.

The boats are being built at Metal Shark’s Jeanerette shipyard and will replace older fire boats currently operated by the department.

The 50- by 50-foot vessels will be powered by twin inboard diesel engines mated to water jet propulsion units, with exact specifications to be announced. Projected top

speed is in excess of 45 knots, for the fastest possible emergency-response time. At a more economical cruise 30-knot cruise speed, the vessels are expected to deliver a nominal operating range of approximately 250 nautical miles.

The distinctive new vessels were designed

by Metal Shark’s in-house engineering team and have modern, crew-friendly features for improved safety and efficiency.

Mission-enhancing features include Metal Shark’s signature “pillarless glass” pilothouse arrangement, which offers dramatically improved visibility from the wheelhouse compared to the smaller, framed windows used on the outgoing vessels.

The 50 Defiant X fire boat features a reverse-raked windshield arrangement with large overhead skylights that provide upward visibility while approaching and operating alongside moving ships or elevated structures, or while keeping overhead aircraft in view.

A full complement of modern firefighting equipment will allow crews to safely and efficiently conduct the full spectrum of marine fire rescue response missions.

USS Fitzgerald is Out of Dry Dock

Top: Metal Shark, Bottom: U.S.Navy

N ava l Se a S ys t e ms Co mm a n d

reports that the guided-missile destroyer USS Fitzgerald (DDG 62) has taken another step toward returning to the fleet as a fully ready, combat-capable ship.

The ship achieved a milestone in its complex repair and restoration as it successfully launched and moored pier-side at Huntington Ingalls Industries (HII) shipyard, in Pascagoula, Miss., April 16.

The ship arrived in Pascagoula on board a heavy lift ship on January 19, 2018, after sustaining extensive damage in a collision with the containership ACX Crystal on June 17, 2017.

Seven sailors lost their lives and the ship was damaged on the starboard side above and below the waterline.

Since the ship’s arrival at HII shipyard, work has focused on restoring the integrity of the hull and topside structures that were damaged during the collision.

“The complexity of this overhaul has been challenging, but our planning team at Bath Iron Works and waterfront team at HII is executing repairs and installing upgrades so that Fitzgerald returns to our sailors lethal and mission-ready,” said Rear Adm. Jim Downey, deputy commander for surface warfare and commander, Navy Regional Maintenance Center.

To restore the impacted spaces to full operations and functionality, various Hull, Mechanical and Electrical (HM&E); Combat System; and Command, Control, Communications, Computers and Intelligence (C5I) repairs are being conducted.

These repairs range from partial to complete refurbishment of impacted spaces to replacement of equipment.

Due to the extent and complexity of the restoration, both repair and new construction procedures are being used to accomplish the restoration and modernization efforts.

Coles Rolls Out New Strategy for Wallem Frank Coles is putting his stamp on

Hong Kong-based Wallem Group, where he became CEO last October after stepping down from Wärtsilä Voyage Solutions.

Wallem has now updated its corporate identity and aims to establish a fundamentally new approach in collaborating with vessel owners and to deliver on its vision of being “the leading provider of technologydriven maritime solutions in a customer centric and transparent manner.”

Its strategy is built on three fundamental values: supporting quality through safety; transparency through technology; and service through support.

Coles said a lack of transparency is inhibiting collaboration and preventing owners from making the most of their vessels.

“Giving owners a clearer view of fleet performance and operational status paves the way for building a more constructive relationship. Wallem has an opportunity to grow by taking the initiative in tackling the shortcomings of the traditional model,” he says.

Coles adds, “The new business model with technology also means that transparency is also needed in the new model in terms of business ethics and transactions for gaining business.”

Clarity is key to making better decisions and improving performance, says Coles. It helps at a fleet-level by maximizing asset utilization, at a vessel-level by helping individual ships run at peak operational capacity, and at an owner-level by helping them address ever more stringent regulatory requirements and get to grips with emerging trends such as digitalization.

With Wallem Group also positioning itself for continued growth, the combination of transparency and technology is conducive to delivering a consistently high level of customer service around the globe, says Coles.

May 2019 // Marine Log 13

Update

Harvey Gulf To Retrofit LNG-Fueled PSV With Battery System

The first LNG -fueled platform supply vessel in the America will soon be even more efficient and environmentally friendly. Harvey Gulf International is to retrofit its Harvey Energy with an energy storage solution from Wärtsilä.

The hybrid retrofit installation will significantly enhance the efficiency and environmental performance of the vessel.

The installation of a Wärtsilä 1,450 kW battery hybrid solution will reduce the

Harvey Energy’s exhaust emissions, fuel consumption and noise level. The overall fuel cost savings are expected to be in the range of 10 to 20%. The battery capacity will be sufficient to sail in and out of harbor on electric power, while also providing hotel load electricity when docked, which will reduce noise and pollution levels in the harbor area.

The ability to operate on battery power will also assist maneuverability during

critical dynamic positioning operations at the offshore platform.

Included in the solution are the Energy Storage System, the Energy Management System, and the transformer and drive all mounted within a single container.

The project will also include integration with the vessel’s existing Wärtsilä Power Distribution, Power Management, and Integrated Automation systems. The Wärtsilä equipment is scheduled for delivery in December 2019.

“We partnered with Wärtsilä several years ago due to their significant experience in LNG and dual fuel engine technology, which fit very well with Harvey Gulf ’s mission to have the most fuel efficient environmentally friendly fleet of platform supply vessels in the Americas,” said Harvey Gulf Marine Chairman and CEO Shane Guidry. “When we decided to enhance these traits by installing hybrid technology, Wärtsilä was the natural choice.”

Guidr y added that Wär tsilä’s “ver y strong service support after vessel delivery” had proven itself in zero unscheduled down time on the five LNG-fueled PSVs in Harvey Gulf ’s fleet.

Wärtsilä’s hybrid solutions are based on a “first-of-its kind” fully integrated hybrid power module that combines engines, an energy storage system using batteries, and power electronics optimized to work together through a Wärtsilä developed energy management system. The solution marks a new benchmark in marine hybrid propulsion.

A new Finnish initiative would enable any ice strengthened vessel to be used for icebreaking, using a motorized removable bow powered by Danfoss Editron.

The Finnish Transport Infrastructure Agency has launched a project that will see the Alfons Håkans AS tugboat Calypso equipped with the bow and operating in the Lake Saimaa area from winter 2020.

14 Marine Log // May 2019

The removable bow is to be delivered by Turku Repair Yard Ltd., which contracted ILS Ship Design and Engineering to carry out the classification design of the bow.

Danfoss Editron’s hybrid electric system will powering the removable bow with two generators, built as a DC system, and two propulsion systems. The company has also provided a front supercapacitor so that peak powers can be efficiently controlled.

The Editron software also cuts fuel consumption and delivers high efficiencies as the diesel-generators in the DC system can be driven at variable speeds. The power plan and propulsion system of the removable bow has been designed to be operated from the pusher tug wheelhouse, and the machinery can operate unmanned.

“Lake Saimaa’s ice is more solid than sea

ice and can reach up to 80 cm. thick, said Jukka Väisänen, project operator at Väylä.

“Developing this innovative design concept for the removable bow and equipping it with its own propulsion system means that we will achieve savings in capital costs, as we will charter the pusher for only part of the year. We are also expecting to see savings in fuel consumption thanks to the hybrid propulsion system.”

“This new kind of removable bow will make the whole industry more efficient and sustainable, as it enables virtually any kind of tug to become an ice-breaker ship,” added Kari Savolainen, project manager at Danfoss Editron. “Our Editron system is easily adaptable for future optimizations and can be converted to a fully-electric system if needed.”

Top: Harvey Gulf Marine, Bottom: ILS Ship Design and Engineering

Is This How to Make Almost Any Tug an Icebreaker?

Update

Thordon SeaThigor Shaft Seals Gain First Icebreaker Reference

Thordon Bearings has received a

Canadian Coast Guard contract to supply six SeaThigor shaft seals for retrofit installations on three icebreakers.

The 5,910 grt. CCGS (Canadian Coast Guard Ship) Pierre Radisson and sister ships CCGS Amundsen and CCGS Des Groseilliers, will each be retrofitted with two SeaThigor forward seals during upcoming scheduled drydockings.

The order follows the 2017 installation and subsequent operation of SeaThigor seals ab o ard th e o ce a n o g r a ph i c a n d

hydrographic survey vessel CCGS Hudson.

Scott Groves, Thordon Bearings’ Regional Manager-Americas, said: “This is a significant order for Thordon Bearings, marking not only the SeaThigor seal’s first-ever reference onboard a purpose-built icebreaker but also the largest propeller shaft seals we have ever manufactured.”

The 322-foot-long, 1200-class vessels are designed to Arctic Class 3 requirements and operate with twin 26.5-inch diameter shafts driving fixed pitch propellers. Propulsive power is generated by six Alco M251F main engines delivering 10,142 kW of power.

“The vessels’ existing seals were leaking water into the machinery spaces, which meant they could not discharge oily-water overboard into Arctic waters,” noted Groves.

“Ultimately, the Canadian Coast Guard needed a seal solution that was robust enough to withstand heavy-duty ice-breaking operations, without leaking. SeaThigor provides that level of robustness.”

The limited engineroom space in the Pierre Radisson-class of ships will also

be the first SeaThigors designed with a split casing.

“The limited space available in the vessels’ engineroom prevented the installation of a SeaThigor seal with a conventional, fully encased bronze housing,” said Carl Sykes, manager of Thordon’s Global Service and Support division. “We designed a seal with a split casing to simplify the installation and commissioning process, allowing engineers to access the underside of the seal. Many different departments—procurement, design, engineering and manufacturing— came together to really make this happen. It was a complete team effort.”

Jasmin Racicot from Thordon’s Quebecbased distributor RMH Industries, added: “What interested the Canadian Coast Guard about the SeaThigor was the seal’s emergency safe-return-to-port function and low maintenance requirement; the silicon carbide faces are designed for reduced wear and tear throughout its operational life, resulting in improved life cycle costs for the Coast Guard.”

Pilot Project Uses AI to Detect Corrosion Levels ABS, Google Cloud and software

development specialist SoftServe have completed a pilot project applying artificial intelligence (AI) models to detect levels of corrosion and coating breakdown on ships and offshore structures.

The project successfully demonstrated the accuracy of AI in detecting and assessing structural anomalies commonly found during visual inspection. AI techniques could be further used to analyze images over time to understand corrosion and

coating breakdown trends.

“Digital innovation in AI will change how surveys and maintenance strategies are executed, driving more condition-based approaches to class and maintenance,” said ABS Chairman, President and CEO Christopher Wiernicki.

“We are building a future in which digital tools can remotely assess the condition of a ship or offshore unit, and automatically detect and measure coating breakdown and other structural issues, improving

safety and reliability.”

“We are excited to team with Google Cloud and SoftServe to effectively apply AI technology to the marine and offshore industries,” said ABS Deputy Chief Digital Officer Kashif Mahmood.

“By combining our deep domain experience in offshore and marine structures with Google Cloud’s extensive knowledge of AI applications and SoftServe’s development capabilities, we were able to take this idea from concept to reality.”

LNG Feeder/Bunker Vessel Based on OSV Design Gains AiP

Top: Thordon Bearings, Bottom: ShipInox AS

A small-scale LNG feeder/bunker ves-

sel design based on an offshore supply vessel has received Approval in Principle (AiP) from classification society DNV GL. Developed by Stavanger, Norway-based ShipInox AS, the vessel has a length of less than 100 meters and features a prismatic tank LNG containment system that delivers high volumetric efficiency with cargo carrying capacities of 5,000 to 8,000 cubic meters.

It is based on a high-end platform supply vessel with LNG/dual fueled engines and optional DP class. The design could be adapted for cost-effective conversion of existing vessels.

May 2019 // Marine Log 15

Update

Sulfur Sniffing Drone Starts Patrolling Danish Waters A l arge drone has started to check

emissions from ships in Danish waters to m a ke s u re t h e y co m p l y w i t h f u e l sulfur limits.

The drone is being provided by the European Maritime Safety Agency and is fitted with a so-called “sniffer” capable of measuring sulfur emissions.

Entering the ship’s exhaust gas plume, the drone can register the amount of sulfur in the fuel. The readings are immediately available to Danish authorities, who can follow up if a ship does not comply with EU rules governing the sulfur content of marine fuel.

In Denmark, the Danish Mar itime Authority says the project will contribute to a more efficient enforcement of the sulfur rules, ensuring fair competition for shipping companies and less pollution from ships.

In Denmark, the Danish Environmental Protection Agency is responsible for enforcing the sulfur rules while the Danish

Maritime Authority supports this work through ship inspections in Danish ports and does so also with drone monitoring.

The drone will operate in an area north

of The Great Belt, where many large tankers pass when going to and from the Baltic Sea. It performed its first sulfur mission in the area on April 11.

Study Shows Big GHG Reductions from LNG as a Marine Fuel ship emissions of GHG of up to 21% can be achieved using LNG as a marine fuel, compared with conventional oil-based fuels over the entire life-cycle from Wellto-Wake (WtW).

The study also shows that emissions of other local pollutants, such as sulfur oxides (SOx), nitrogen oxides (NOx) and particulate matter (PM), are close to zero when using LNG. The study was commissioned by the S G M F ( S o c i e t y f o r G a s a s a Ma r i n e Fuel) and theSEA\LNG coalition and

Barges Dry Docks Work Boats JMS-Designed.

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16 Marine Log // May 2019

and was conducted by data and consultancy provider thinkstep AG according to ISO standards.

“The Life Cycle GHG Emission Study is a long-awaited piece of the ‘LNG as a marine fuel’ puzzle,” said SEA\LNG Chairman Peter Keller.

On an engine technology basis, the study indicates that absolute WtW emissions reduction benefits for LNG-fueled engines compared with HFO fueled ships today are between 14% to 21% for two-stroke slow speed engines and between 7% to 15% for four-stroke medium speed engines.

At least 72% of the mar ine fuel

consumed today is by two-stroke engines with a further 18% used by four-stroke medium speed engines.

Ongoing optimization in supply chain and engine technolog y developments will further enhance the benefits of LNG as a marine fuel. Additionally, bioLNG and synthetic LNG—both fully interchangeable with LNG derived from fossil feedstock—offer the potential for significant additional GHG emissions reductions.

For example, a blend of 20% bioLNG as a drop-in fuel can reduce GHG emissions by a further 13% when compared to 100% fossil fuel LNG.

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Danish Maritime Authority

According to a just-released independent study, reductions in

inside washington

U.S. Ports Receive Marine Highway Designation, Funding

L

ast month, the Ports of Indiana received recognition from U.S. Secretary of Transportation Elaine Chao for its leadership role in the development and advancement of the Marine Highway M-35/M-70 Container-on-Barge (COB) service on the Ohio and Upper Mississippi rivers. According to the port, the project will support a waterway transportation network on the river system that will have the capability to deliver goods between three major gateway ports—including the Port of IndianaMount Vernon; Pittsburgh, Pa.; and St. Paul, Minn.—and establish new trade networks with significant public benefits, creating a foundation for future trade growth.

Also in April, the U.S. Department of Transportation’s Maritime Administration announced that it is awarding $6,790,000 in grants to three Marine H i g h w a y p ro j e c t s .

The funding will go towards enhancing existing services in Louisiana and Virginia, as well as supporting the development of a new project in New York.

Harbor Harvest Long Island Sound Service was awarded $1,812,285.

Sponsored by the Connecticut Port Authority, the grant will assist with the development of the Harbor Harvest “Farm-to-Harbor-to-Market” service. In addition to expanding the use of Jones Act-supported vessels in the region, the project will also reduce shipping costs and increase economic opportunities. Marine Log’s vessel of the month featured in this issue on page 8 is the first Jones Act vessel for Harbor Harvest.

The Baton Rouge-New Orleans Shuttle on the M-55 was awarded $3,155,622. Sponsored by the Port of New Orleans, the grant funds will support the Ports of Baton Rouge and New Orleans COB service, allowing

them to purchase purpose-built vessels that will increase the viability of the service. The existing COB service currently moves approximately 16,800 FEUs between Memphis, Baton Rouge and New Orleans, operating twice weekly to deliver export cargo that will be loaded on deepdraft container ships.

The third marine highway program to receive funding was the James River Expansion Project on the M-64, which was awarded $1,822,093.

Sponsored by James River Barge Lines, the grant funds would be used for the construction of a third barge to expand the existing service in order to accommodate an estimated 27% annual growth on the M-64 corridor. The addition of a third barge would capitalize on previous Marine Highway Program investments by increasing the number of weekly trips to seven days and carrying an average of 170 containers per trip.

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May 2019 // Marine Log 17

Autonomous Vessels

The Race to autonomy How does the U.S. rank in the autonomous shipping revolution?

18 Marine Log // May 2019

“The recent long-range mission is the first of its kind and demonstrates to the U.S. Navy that autonomy technology is ready to move from the developmental and experimental stages to advanced mission testing.”

Sea Hunter will continue long duration and mission package testing throughout 2019. In Januar y, the Office of Naval Research awarded Leidos a potential $43.5 million contract to develop Sea Hunter II, which is currently under construction in Mississippi. The sister ship will be evolved based upon lessons learned during the first Sea Hunter build, evolving mission requirements and further development of autonomy enhancements.

“Our talented team of engineers, scientists and analytical experts have decades of experience that will allow us to deliver a second highly autonomous vessel designed to keep our servicemen and women safe while monitoring the maritime environment,” says Fasano. “We’re excited to showcase our unique and innovative capabilities for a program of great national significance.”

Last month, the U.S. Navy released a

draft request for proposals for its MDUSV as the Office of Naval Research continues to assess the autonomous control system of Sea Hunter. And in March, the Navy’s fiscal year 2020 budget included several unmanned surface ships—an indication that military development of autonomous ships is coming along quicker than commercial autonomous vessels.

Europe: An Autonomous Hot Spot Despite the exciting advancements of the U.S. Navy in autonomous ships, Europe has been investing heavily in the commercial autonomous vessel sector. Countries, such as Norway, Finland and Denmark have been heaving engaged in autonomous and unmanned technology design and engineering for many years. So, too, have China, Singapore and Japan, in Asia.

Last year, Norwegian shipbuilder Vard was awarded a contract to build the world’s first fully electric autonomous containership, the Yara Birkeland. The project is a collaboration between Yara and Kongsberg Maritime, who both say the 237-foot battery-powered

Metal Shark

F

or a few years now, the United States’ Navy’s Medium Displacement Unmanned Surface Vessel (MDUSV), Sea Hunter, has been a topic of conversation in the U.S. maritime community. Last fall, Sea Hunter traveled from San Diego to Pearl Harbor, Hawaii, on its own without human navigation intervention. The only time a human boarded the ship from an escort vessel was to inspect the ship’s electrical and propulsion system after one of its two engines shut down and one of its generators experienced an issue. Repairs at sea aren’t uncommon, however. Sea Hunter returned to the shores of San Diego earlier this year, making it the first autonomous ship to successfully navigate that distance in the United States.

Designed by Leidos Defense Group, Reston, Va., and delivered by shipbuilder Vigor, Seattle, Wash., the 132-foot-long trimaran Sea Hunter has been in sea trials since 2016.

“The Sea Hunter program is leading the world in unmanned, fully autonomous naval ship design and production,” says Gerry Fasano, Leidos Defense Group president.

By Heather Ervin, Editor in Chief

Kongsberg

Autonomous Vessels Ketil Olaf Paulsen, general manager at Kongsberg, said the official steel-cutting ceremony for the vessel took place in December at Vara Braila in Romania. “The hull is expected to be moved to Vard Brevik in Norway this fall for outfitting and commissioning,” he says. “The vessel is scheduled to start sailing autonomously, but not unmanned, in the first-half of 2020, where it will be performing tests to verify functionality until it’s approved by authorities.”

Paulsen said he estimates the zero-emission vessel to be approved by 2022.

Following the breakthrough announcement of the Yara Birkeland, Kongsberg Maritime received a lot of attention from all over the world, including the United States.

Paulsen said he has been asked to speak at numerous U.S. conferences, where the maritime industry, he says, has great interest in both sustainable shipping and unmanned vessels as an alternative solution to traditional onshore transport.

The Yara Birkeland will assist with industrial site, vessel and port operations between Herøya and Brevik and Herøya and Larvik—all in Norway—carrying chemicals and fertilizer.

It’s these short-sea and inland routes that Kongsberg said will see the most autonomous vessels; at least in Europe. Paulsen said it’s because these vessels operate within national jurisdictions that aren’t dependent on international shipping rules and regulations. “Deep-sea shipping will benefit from autonomous technology development through navigator assistance to provide safer operation, however,” adds Paulsen.

Kongsberg’s investment in autonomous technology doesn’t stop at the Yara Birkeland. The company is currently developing concepts for unmanned barges that will be in short-sea operation in Norway’s inland waterways. And in early April, the company announced its new Sounder USV, an unmanned surface vessel that acts as a platform for sonars and other equipment related to seabed mapping or fish finding. Additionally, the new system is compatible with launch and recovery systems to make operation from ship or shore easier.

Around the same time that Kongsberg announced its Sounder USV plan, Lloyd’s Register announced its collaboration with ST Engineering Electronics Ltd., Singapore, and Mitsui & Company Ltd., Japan, to develop an industry-first, ocean-going autonomous navigation system. Together, the companies signed a Memorandum of Understanding (MoU) that forms the foundation of the MPA-funded “World’s Largest Ocean-Going Autonomous Vessel Program.”

“This project, a world-first for deployment of autonomous navigational technology to an ocean-going vessel for commercial operations, pushes the boundaries of autonomous technology and moves the industry towards deployment of autonomous navigation systems onboard vessels for enhanced performance and critically, safety,” says Andy McKeran, commercial director marine and offshore for Lloyd’s Register.

McKeran added that increasing interest in maritime autonomy and remote access and control technologies is a specific example of larger technological changes we are currently seeing in the maritime industry. “Autonomous systems will also provide opportunities for skilled seafarers to focus on what they do best, and the safe and sustainable integration of autonomous systems relies on the appropriate engagement with seafaring professionals,” he says.

Likewise, maritime navigation startup Orca AI Ltd. says autonomous technology will have a large impact on operational safety. Based in Tel Aviv, Israel, Orca AI’s CEO and co-founder Yarden Gross, says a lot of maritime technology innovation is coming out of Northern Europe. “This is where most of the shipping companies and technology providers are,” he says. “However, there is innovation coming from the United States in the form of startup companies. The maritime industry is, after all, an international industry with the same regulations.”

Gross says his company and others are seeing a huge growth in the number of companies, both industry giants and startups alike, that are investing substantial resources into the development of new artificial intelligence (AI) technologies crucial to the development of autonomous ships. “The focus of the research has been around improved energy and fuel consumption, reducing overall operational costs,

improving crew and voyage safety and collecting the necessary data to train AI-backed systems,” he says, adding that he believes the maritime world will see autonomy enter the market gradually. “Near-shore operations, such as ferries and tugboats, will adopt autonomous capabilities before an oceangoing containership does, and we should expect the adoption of features to take a substantial period of time before an entire voyage is handed over to the system.”

Regardless of who is or isn’t ahead in autonomous technology development, Gross says the technology provides navigational tools to help ships navigate in a safer manner in general and especially in crowded or narrow waterways and in low-light conditions where 90% of collisions occur.

Autonomy Growing in the U.S. As of late, Metal Shark, a designer and builder of custom vessels for the commercial, defense and law enforcement sectors, has been dominating American headlines with news of its newbuilds from passenger ferries to fire boats. When asked how the U.S. market compares to European tech companies in the autonomous vessel arena, Metal Shark CEO Chris Allard said that there’s a misconception out there among the general public and parts of the maritime industry that “autonomous vessels are coming here in the future.” According to Allard, demand for autonomous vessel technology exists today across a wide range of markets, and the industry has already begun to meet that demand in the United States.

“At Metal Shark, we have built and delivered autonomous vessels that are now in service, and in fact, we’ve got autonomous vessels in production at this very moment,” he says. “Autonomous technology will reshape the U.S. market far sooner than many people think.”

May 2019 // Marine Log 19

Autonomous Vessels

many people think.”

Recently, Metal Shark partnered with L3 ASV on the successful demonstration of an autonomous vessel. What this means for the maritime industry and the future use of unmanned vessels in offshore environments heavily showcase the safety benefits of the technology. In 2018, Metal Shark founded its Sharktech division, which focused on the advancement and implementation of autonomous technology. The company worked alongside L3 ASV, a maritime autonomy company with an office in Broussard, La., to develop and subsequently demo its first Sharktech vessel—a fully autonomous Metal Shark 38-foot Defiant patrol boat.

“We conducted literally hundreds of live onboard demonstrations with owners and operators at venues around the country,” says Allard. “This demo vessel allowed us

to showcase the range of currently available autonomous capabilities, including autonomous-assisted operation, fully unmanned autonomous operation, remote control operation with both line-of-sight radio link and over-the-horizon satellite link; along with the integration of payloads, such as drones and ROVs.” Allard said the first vessel went a long way toward proving that the technology as it exists today is applicable to a far wider range of larger and vastly more complex craft than the small and simple remote-operated ROVs many people picture when they hear the words “autonomous vessels.”

Since launching its Sharktech technology last summer, Allard said the company has seen interest from government and commercial operators. “Certain sectors, particularly offshore oil and gas, are making the jump straight to fully autonomous unmanned operation,” Allard says. “Eliminating the human risk factor from dangerous or repetitive missions yields an obvious and significant benefit. Inland transporters, passenger vessel operators and others will follow the automotive path, where passive systems operate in a support capacity to increase safety and accountability.”

Michael Johnson, CEO of Sea Machines

based out of Boston, Mass., said that while he agrees that most of the world’s largest commercial marine OEMs are in Europe, the United States is where you will see new autonomous technology deployed and used.

The company has been actively selling its autonomous technology to the workboat market. “On the commercial side, workboats serve in task operations where autonomous technology would be useful,” says Johnson.

“Those tasks include security, dredging, offshore data collection through surveying, oil spill response and other offshore tasks that are repetitive and have safety risks.”

Recently, Sea Machines demonstrated its autonomous-command technology at the Workboat Show in New Orleans, La. In doing so, Johnson said the industry can see how providing technology that enables it to be more productive and predictable is safer and more profitable.

Last year, Johnson said the company introduced the world’s first industrial-grade autonomous remote-controlled products for workboats. “Now, we’re actively selling this technology to both government and commercial customers,” he says. “We also announced in January that we have established a global dealer network, so we are continuously improving and adding features

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1/11/18 2:20 PM

cybersecurity

The

Cyber RISK Puzzle Navigating The Digitalization Of Ships

By Rick Scott, Technical Advisor, ABS

Photo Credit: Shutterstock/ LuckyStep

A

s the maritime industry navigates its way through the “smar t” era of shipping, demand for remote digital access to ships and their systems is growing exponentially.

This enhanced connectivity is making the operating health of the blue-water fleet more visible as it serves distant ports and populaces. For shipowners, it is making their assets more dependable and cost-effective by limiting downtime and supporting a transition to condition-based maintenance and class regimes.

As the maritime sector moves deeper into the digital revolution, more and more identities—both from public and private sectors—will push for remote access to operationally critical systems. Once access is granted, the system integrators are usually the only ones who know exactly how they are connected.

While the proliferation of sensors and communications devices may be providing unprecedented transparency of how ships are operating, it is also complicating the strategies that shipowners need to deploy to keep their ships safe from cyberattacks and failures. Or is it?

The Cyber Risk Puzzle The fleet that serves the world’s intercontinental trade is a very diverse class of assets;

the technical sophistication of which varies significantly across asset classes, such as project cargo vessels, bulkers, gas carriers and containerships.

Each ship has an independent cyber risk profile depending on the number of operationally critical functions, the connection points to those functions, and the identities—both digital and human—that have access. Further complicating matters, the profile can shift depending on where the ship is in its journey.

For example, the cyber risk profile of a bulk ship is more complex when connected to a port’s loading system as both parties monitor the ship’s critical balance. Once underway, there are fewer operationally critical systems and connections to protect.

Considering that there are about 50,000 merchant ships trading internationally, keeping the fleet safe from digital intrusions or errors presents a considerable challenge as the industry becomes more connected.

Time for a New Approach Historically, shipowners and their IT specialists have struggled to measure the cyber risk that may be present in each ship. Without a measurement to base mitigation efforts against, proof of success remains elusive, or at least difficult to verify.

The most common equation used to represent cyber risk has been: Risk = Threat x

Vulnerability x Consequence. Known informally as the “FBI” formula or equation, it proved useful because it helped observers to recognize that risk has three contributing elements, and inferred that reducing any one of those elements reduces risk.

However, its role effectively has been limited to that of a reference model rather than a true mathematical equation that informs an actionable strategy. Because the definitions of the traditional model’s cyber risk elements are abstract, they are difficult to quantify.

With fleet owners and managers under increasing pressure to prove their ships’ digital resilience, cyber safety is better served by moving beyond abstract concepts such as “consequence” and “threat” to terms that can be easily observed, defined and measured.

To calculate the cyber risks to blue-water operating technology, abstract concepts such as “consequence,” “vulnerability” and “threat” need to be replaced as the calculable elements in the “equation” with the observable and countable terms “functions,” “connections” and “identities” (FCI), respectively.

Measurable Outcomes This is not merely a cosmetic substitution. It leads to measurable outcomes.

In the FCI model, “functions” define a critical activity that the equipment or system is designed to perform, whether that May 2019 // Marine Log 21

cybersecurity is powering or loading a vessel, supplying fuel, navigating, etc. Operationally, these functions must be identified and protected from interruption, and the redefinition serves this purpose.

“Connections” describe how the “functions” communicate with one another to equipment or systems vendors, to port operators, to the bridge, to satellites, etc. From a digital perspective, they are the access points for intruders, the

digital doorways to safety-critical systems and equipment.

“Identities” are simply either a human or digital device. They are the threats. By replacing “threat” with “identity” in the equation, threats can be defined and counted, making the calculation of risk possible and logical.

The FCI methodology was initially conceived over two years ago in collaborative research with the Maritime Security Center, a division of the U.S. Department of Homeland Security led by the Stevens Institute of Technology. The concept has since been further developed and refined

by ABS in field applications.

By demystifying the nature of cyber risk, owners can collaborate with their IT departments in a meaningful way to identify the specific risk contributors, target cybersecurity engineering decisions and prioritize company resources more effectively.

A common mistake, given the diversity of the asset classes within the global blue-water fleet, is to assume that each type of vessel requires a different approach to cyber safety simply because it looks different, or because its systems are configured differently.

Because the FCI methodology is scalable, it is possible to take the same approach to protecting any marine asset. In fact, a consistent approach is preferable, whether the user is assessing a containership, drillship, or a motorized barge plying one of the world’s inland waterways.

Conclusion

DON’T BE A TARGET. KNOW YOUR CYBER RISK.

Visit us at: www.eagle.org/cybersecurity © Avigator Thailand/Shutterstock

22 Marine Log // May 2019

The quickest and most efficient route to “safer” is through detailed discussions about the identities with access to a ship’s safetycritical functions.

Capturing those details requires engineering rigor. When rigorous engineering documents—and to some extent operational documents, such as policies and procedures—are readily available to advisers, and when disciplined approaches to regulations and procedures are established, assuring cyber safety is not as complex or difficult as it may first appear.

The digitalization of the maritime industries will promote safety and asset efficiency. In support of that, equipment, systems and software providers will want more access to components that are connected to ships’ operation-critical systems, just as assuredly as regulators will demand more evidence that asset owners’ cyber risks are being managed.

Providing that fleet-wide protection will be a challenge for shipowners whose vessels trade internationally, but it doesn’t have to be complicated or difficult.

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WinGD

B

ut in the longer term, a completely new range of marine fuels developed to decarbonize the global shipping business will pose new challenges in the development of new engine technologies. Many shipping people object to the term “disruptive change” but, like it or not, new connectivity, digitalization and tightening regulations are forcing the pace of unprecedented transformational change across the global shipping sector.

Engine makers are amongst those in the front line as the International Maritime Organization’s January 2020 sulfur cap looms close, the industry’s fuel mix broadens, and beyond that, the IMO’s 2050 carbon-reduction ambitions become industry targets over the next three decades.

In the short run, new sulfur limits will mean a wider range of fuels, with several

options available for ship operators. These include switching to sulfur-compliant fuels, many of which are newly formulated blends which will come with issues including compatibility and stability; continuing to burn heavy fuel oil (HFO) and treating exhaust gas with a scrubber; or switching to a “clean” fuel such as liquefied natural gas (LNG).

Although LNG has sparked significant activity in the form of new engine contracts and retrofits, fuel experts point out that it is still a hydrocarbon. Although its sulfur credentials are fine, it will not enable global shipping to achieve the carbon dioxide reduction of “at least 50%” compared with 2008 levels that is the IMO’s 2050 ambition.

Any new ship installing an LNG propulsion system today, say the experts, should be capable of being adapted to another fuel type during its lifetime. Clearly, this presents

engine makers with a massive challenge.

Meanwhile, predictive maintenance technology is generating new opportunities for original equipment manufacturers as they seek to monitor multiple components on thousands of shipboard engines on a 24/7 basis. All of the marine engine heavyweights now offer such systems on new machinery; some offer retrofit installations for existing units.

New R&D Drive For a sector that hasn’t changed much for decades, developments in the marine engine industry are coming thick and fast.

Right through from the manufacturers of the world’s largest low-speed engines including MAN, Japan Engine Corporation and Winterthur Gas & Diesel (WinGD), to those focusing on dual-fuel and LNG-only May 2019 // Marine Log 23

Propulsion heavy fuel oil-burning MAN B&W 9S90MEC main engine of its 15,000 TEU container ship, Sajir, to a dual-fuel MAN B&W ME-GI unit. The project, which will be carried out next year at China’s Hudong/HRDD shipyard and is likely to take about 90 days, could be the first of other retrofits involving large Hapag-Lloyd container ships.

MAN Energy Solutions offers both SCR and EGR as two-stroke NOx reduction systems. Pictured is the company’s SCR-HP reactor with a host two-stroke engine. engines—Caterpillar, Rolls-Royce and Wärtsilä—more money is being invested in research and development than ever before.

There is unlikely to be any let-up in this spending as engine makers adjust their fundamental designs to burn the marine fuels of tomorrow.

It is probably low-speed diesel engine makers who are best placed. Kjeld Aawbo, MAN Energy Solutions’ director of new technology sales and promotion and the current chairman of the International Council of Combustion Engines, says they are as prepared for the future as anyone.

“Our engines can operate on many different fuels,” he says, “including methane, ethane, methanol and, increasingly, liquid petroleum gas (LPG). Volatile organic compounds offer another possibility with significant environmental benefits compared with fuel oil.

“Both ammonia and hydrogen are likely to become marine fuels in the future and we believe that ammonia is closer,” adds Aabo. “White ammonia from sustainable energy is certainly a strong possibility and we could be ready within two to three years, but much of the development will be driven by the market.”

Hydrogen in the News Late in March, MAN announced that it had taken a 40% stake in H-TEC Systems, a hydrogen technology research and development 24 Marine Log // May 2019

company and a subsidiary of GP Joule, a renewable energy specialist. The contract allows for MAN to acquire a majority holding or take over H-TEC Systems completely in the future. Just a few days later, the Port of Antwerp revealed that it plans to open a new hydrogen bunkering station later this year.

Aabo is convinced about one development.

“We expect to see many more conversions of diesels—in fact, we are already seeing this on LPG and we are expecting more. The level of inquiry is high.”

In fact, when MAN officially launched its two-stroke dual-fuel MAN B&W ME-LGIP, designed for LPG operation, in Copenhagen last September, the company had already booked advance engine orders for two new large gas carriers to be built in Hanjin’s Philippines facility for Exmar of Belgium.

Almost at the same time, the engine maker revealed four retrofit contracts for LPG engine conversions for Oslo-listed BW LPG, the world’s largest operator of LPG tanker tonnage. The projects will start next year, to coincide with the ships’ next drydockings, and will continue thereafter as dockings fall due. As many as 15 similar conversions could possibly follow.

MAN’s latest contract involves an LNG engine conversion for Germany’s HapagLloyd, rated by shipping analysts Alphaliner as the world’s fifth largest container line. In a pilot project that, MAN says, is generating great interest, Hapag-Lloyd is to convert the

Meanwhile, competitor WinGD closed a pioneering deal with the world’s fourth largest container line, CMA CGM, to provide dualfuel 12-cylinder X92DF engines for nine 22,000 TEU container ships under construction at Hudong-Zhonghua Shipbuilding and Shanghai Waigaoqiao in China. The ships, amongst the largest of their type to be built so far, will be delivered from 2020 onwards.

They will be capable of burning LNG on the entire voyage between Asia and Europe, the world’s longest container trade lane.

Existing WinGD diesel engines have been extensively tested with distillate and residual marine fuels as well as ultra low sulfur fuel oil and hybrid 0.1% sulfur fuels, explains Rolf Stiefel, vice president sales and marketing. Although operators are looking for the best fuel economy and the lowest operating costs, he says, “ship owners also have an increased awareness and interest in hybridization as well as fuel flexibility to ensure that their investment will be compliant with future regulations.

“Our testing has demonstrated that the current WinGD tribology is well-suited to the conditions expected into 2020 and beyond,” he continues. “As such no changes are required in anticipation of the sulfur cap.”

He notes that new ultra low (0.1%) and very low (0.5%) sulfur fuel oil products fulfill the specifications of residual fuel as stated in the latest version of the fuel standard ISO 8217:2017 but that they may differ from current HFO in characteristics such as compatibility, stability, viscosity and density. They should therefore be treated just like HFO in terms of storage, heating and separation.

Meanwhile, Japan Engine Corporation (J-ENG) recently demonstrated a new engine developed to run solely on marine gasoil or marine diesel. The UEC50LSJ engine complies with all NOx, SOx and EEDI requirements, the engine maker said, and should be completely reliable by burning long-established fuels that have been used in the marine market for many years.

Better fuel economy will reduce operating costs, J-ENG said, despite the higher cost of marine gasoil compared with HFO. The new

MAN Energy Solutions

LNG Propulsion for New Container Giants

Propulsion engine will provide EEDI benefits and the fact that fuel does not need to be heated will save space and simplify engineroom design.

Shutterstock/ PPstock

Biogas from Fish Waste to Fuel Bergen Engines in Norway Norway’s coastal freight and expedition cruise operator, Hurtigruten, is to embark on a major upgrade of six existing vessels with the docking of the 1997-built Nordnorge, likely in the final quarter of this year. Amongst other works, the ships are to have Rolls-Royce Bergen engines running on LNG and liquefied biogas derived from organic sources including fish waste.

Rolls-Royce’s commercial marine business is being sold to Norway’s Kongsberg, but the Bergen engines business is not part of the deal. However, Kongsberg will have a trading arrangement with Rolls-Royce for the supply of marine engines in the future.

Projected to cut carbon emissions by 60% compared with LNG, the price and availability of biogas is likely to prove a constraint in the short term. However, Tor Geir Engebretsen, Hurtigruten’s chief operations officer and senior vice president of maritime operations, believes this will soon change.

A substantial hike in biogas demand will generate more biogas outlets along the Norwegian coast and bring down prices, he said recently, enabling the ships to burn biogas more of the time, contributing to further cuts in carbon emissions.

The other five ships to undergo the threemonth-long conversions, extending until 2021, are the Kong Harald (1993), Nordkapp (1996), Nordlys (1994), Polarlys (1996) and Richard With (1993). Hurtigruten also holds options on similar conversions for other ships in its fleet. In addition to the new engine installations, the ships will have batteries, energy storage and power management systems from Rolls-Royce. The vessel upgrades are being financed with support from Norway’s NOx Fund although the cost of the conversions has not been revealed.

In a separate deal, Norway’s Havila Kystruten AS has ordered Rolls-Royce Bergen gas engines for four new roll-on/roll-off passenger vessels of Havyard 923 design that will also operate on the coastal route between Bergen in the south west and Kirkenes in northern Norway from January 2021. The supply package includes LNG power and propulsion systems, fuel tanks and processing systems, control and safety systems, Azipull thrusters, permanent magnet drives, tunnel thrusters and Neptune 200 stabilizers.

“This is another great innovation from our engine factory in Bergen, where we

have more than 10 years of experience of powering ships purely by gas,” said Astrid Opsjøen, Rolls-Royce’s vice president product sales and advanced offerings. “Together with other new energy system installations, Hurtigruten will make its older ships work as efficiently and environmentally as if they were new.”

The move comes soon after the world’s first cruise ship to run entirely on LNG took to the seas. Just a few weeks ago, the largest cruise ship ever to be built in Germany, AIDAnova, was delivered by Meyer Werft to Carnival group company, AIDA Cruises.

The 183,858-gross-ton ship is powered by four low-emission Caterpillar/MAK dualfuel engines generating total power of almost 62 MW and can operate on LNG both at sea and in port. AIDAnova is the first of three sister ships, with other deliveries due at the end of 2021 and in 2023.

Engine Makers Assess Efficiency Gains A part of the IMO’s 2050 strategy is the 2030 waypoint by which time the U.N. body’s ambition is for shipping to have reduced its carbon intensity by 40% for work done.

New fuels will play a part, of course, but so too will other means of raising ship efficiency. This means that vessel design, speed, propulsion system and engine configuration will all contribute.

Aabo said using waste heat from the engine will become more relevant as a means of raising overall efficiency, but he points to ship operators’ natural reluctance to spend more than necessary on capex. This, he says, is the main reason that waste heat recovery has not been widely adopted.

“They will, if they’re forced to,” he says, “but it always comes down to money.” He points to a payback period as long as seven years on waste heat recovery systems—“not very interesting to most operators.” However, depending on what happens to fuel prices in the months ahead, the payback could become much shorter. “Waste heat recovery could become more attractive.”

What is immediately available, however, and can make a significant difference to operating efficiency is real-time monitoring.

All engine makers now have such systems capable of optimizing engine operation in real-time as well as predictive and preventive maintenance and 24/7 remote support when required.

The recently launched MAN Ceon collects shipboard sensor date in real time and uses smart algorithms to optimize engine management, predict maintenance requirements and extend time between overhauls.

Per Hansson, the company’s head of digital and strategy, gave details at its March launch.

“All of our machines, whether engines or turbomachinery, are equipped with hundreds of sensors that transmit data constantly. MAN Ceon enables the efficient collection, storage and evaluation of these data volumes. The platform is scalable and designed to monitor several thousand customer installations in parallel. Its dataprocessing capability exceeds that of many major social media platforms.”

Wärtsilä Online Services CORE includes real-time support on technical issues, spare parts online, warranty information and maintenance planning. Meanwhile, the engines of the cruise ships AIDAprima and AIDAperla have their operating parameters permanently monitored by Zeppelin Power Systems on behalf of Caterpillar. Software called Cat Asset Intelligence monitors onboard devices and sensors, delivering and analyzing data in real time.

WinGD offers a service that compares actual engine operation performance with a benchmark that takes into account realtime operating conditions on board ship.

Rolf Stiefel, vice president sales and marketing, explained: “The deviation between the actual and optimal reference engine performance is quantified and a root cause analysis, with problem-solving solutions, is provided. The benefits include reduced unplanned stoppages as well as fuel consumption cost savings through the engine performance optimizer.”

May 2019 // Marine Log 25

CEO Spotlight

Q & A With

RICHARD MUELLER CEO and President, NETSCo Inc.

By Heather Ervin, Editor in Chief

W

ith the International Maritime Org anization’s (IMO) deadline for compliance on the sulfur content of marine fuels and the installation of ballast water management systems (BWMS) looming, shipping companies have been scrambling to upgrade and retrofit their vessels in an adequate, efficient and cost-effective manner. In doing so, shipowners have been relying on experienced marine engineering firms to help them meet compliance.

Recently, Marine Log sat down with Richard Mueller, CEO and president of naval

26 Marine Log // May 2019

architecture and marine engineering firm NETSCo Inc., to discuss what his company is doing to develop future business in the commercial shipping industry and how its helping the industry stay compliant with IMO regulations.

Marine Log (ML): Could you tell our readers about your hybrid technology engineering services and what types of companies are showing the most interest in these services?

R i c h a rd M u e l l e r ( R M ) : We have always strived to be on the forefront of the technologies that we believe to have a real

place in the market. Hybrid technology is one of those fields, as it can be beneficial in a variety of applications revolving around vessel emissions and requirements for peak shaving as well as energy efficiency.

We’ve had inquiries from clients with dedicated tugs and offshore shipping vessels (OSVs), which is a perfect application for hybrid conversions.

ML: What interest are you seeing in the use of LNG as a marine fuel?

RM: We have seen a few requests at NETSCo for engineering or feasibility studies on using LNG as a marine fuel, but as with hybrid technology, the interest is limited to specific markets. Applications where LNG can be or already is a part of local infrastructure are seeing more volume in providing solutions for LNG owners.

Our Florida office has more clients in this market compared to our Ohio office due to the fact that LNG is more readily available in the Southeast than in other parts of the country.

ML: The big issue right now is the IMO global sulfur cap. What are the basic things to consider when deciding between installing a scrubber or opting to burn compliant fuel? And what headaches do switching to compliant fuel produce for existing ships with existing engines?

RM: Unlike other environmental compliance issues, such as ballast water that offer no intrinsic financial value for the vessel owner, the decision to install a scrubber or switch to compliant fuel becomes an economic decision. Prior to a scrubber installation, a detailed analysis needs to be done that allows us to examine lifecycle operating and capital costs compared to the use of compliant fuel. This is all relative to the usefulness in regard to the remaining service life of the vessel and can sound like an easy comparison, but there are often many complicating factors. These factors include the age of the vessel, the trade routes involved and the other assets that will come under review in the owner’s fleet. As for headaches, many of these main engines were designed for the heavier, higher sulfur fuels and switching to the new compliant fuels creates some operating issues for shipowners.

ML: What kind of help with compliance are owners asking you for?

RM: On the fuel side, they are asking for help with evaluating the economic feasibility of scrubbers versus switching to compliant fuels. Ballast water compliance is also a

Richard Mueller huge topic right now. Our clients are looking for help with compliance date extensions, evaluating the proper technologies for their fleets and help with integration engineering, project management and training in addition to Vessel General Permit guidance for the EPA. ML: You’re the CEO of two companies, NETSCo Inc. and Choice Ballast Solutions.

Which of these two companies is taking up more of your time right now?

RM: Right now, it’s about an even split between the two businesses. Both companies are facing real growth challenges from increased workloads, international market expansion and the inherent difficulties with finding talented, experienced individuals for our increased staffing needs.

ML: At the end of March, you reported that you were involved with 30 BWMS retrofit projects. How many ships does that involve?

RM: For that report, it was 30 ships that NETSCo is performing system integration engineering on. However, those 30 vessels represent the possibility of at least another 30 to 40 ships in affiliated fleets and sister vessels that Choice Ballast Solutions and NETSCo are currently in progress soliciting. We have compliance-related work, feasibility studies and project management, in addition to the system integration engineering efforts. With the need for BWMS integration engineers increasing and the limited number of marine architecture and

marine engineering firms experienced in doing these complicated retrofits, the teams at NETSCo and Choice Ballast Solutions are working hard to develop future business in this market segment.

ML: In very broad terms, what’s a ballpark figure for the cost of BWMS retrofit on a vessel?

RM: That’s a difficult question to answer, as there are many variables that can impact pricing. A fair estimation of a BWMS retrofit cost, including equipment purchasing, engineering and installation, can start at around $1 million for the smaller-flow UV systems and upwards of $3 million or more for the more complex, higher-flow and highervolume electrochlorination or other active substance systems.

ML: Have you ever told a shipowner that early scrapping would make more sense than a BWMS retrofit?

RM: As a consultant to the shipowner, there are many factors that go in to considering scrapping a vessel. Our scope of work looks at the estimated costs for a particular vessel or class of vessels and validates what our clients may have already come to understand about their ship—that it is very difficult to invest millions into a vessel where there is no payback and only a limited remaining service life.

ML: In your opinion, what’s the biggest mistake a shipowner can make when ordering a BWMS retrofit?

RM: Our experience has often been that the owners often wait until the last minute to place their orders and are often behind in their deadlines when they begin the necessary engineering work. The entire process takes longer than many owners think and they often simply wait too long to pull the trigger. Many owners believe the entire process is measured in six to nine months, when in fact they need to allow, at a minimum, 15 to 18 months, starting with the BWMS decision-making and including the regulatory approval process. Another big mistake NETSCo has seen owners make is in the selection of a treatment technology.

Shipowners often start their research with the manufacturer using two criteria, Coast Guard approval and cost. The maker doesn’t typically have the bandwidth on the other BWMS available to give non-biased advice on the bigger picture with regard to the specifics of the vessel or fleet of ships. Their decision on a BWMS will impact the operation of the ship (e.g. electrical capacity power) to support the system.

ML: Do any shipowners, anywhere, ever opt for a system that is not Coast Guard approved?

RM: Yes, of course! There certainly are some shipowners who, based on their particular trading routes, will not bring their vessels into the United States’ territorial waters, and so for them, IMO-type approval is all they need for BWMS compliance.

Mueller consults with his team on a BWMS retrofit project for a shipowner.

May 2019 // Marine Log 27

U.S. Shipbuilding Aerial view of Detyens Shipyards shows a mix of ships in for work, including the hospital ship USNS Comfort (T-AH 20)

Great Lakes and East Coast

Shipyards Stay Busy Great Lakes shipyard secures contract to build the region’s first bulk carrier since 1983 By Nick Blenkey

28 Marine Log // May 2019

Winter Lay Up Period Something else that may explain the longevity of Great Lakes ships is that, when the lakes are iced over, there is ample opportunity for shipyard work to get them in shape for the next season. This past winter has been no exception for Donjon Shipbuilding & Repair, Erie, Pa., which reportedly saw peak employment, including subcontracted personnel, reach 220 people.

Fincantieri Bay’s sister shipyard, Fincantieri Marinette Marine, is the shipyard member of the Lockheed Martin led consortium that builds the Freedom variant littoral combat ship (LCS), the contract for the 16th of which was awarded in February. The big question is what happens to its orderbook as the Navy moves on from the LCS to its next generation frigate, the FFG(X).

The Navy has awarded five contracts to develop conceptual designs for the FFG(X) and plans to issue a solicitation in the fourth quarter of fiscal year 2019 for the detail design and construction up to 10 ships.

Though that solicitation will be “under full and open competition,” it would be astonishing if the award did not go to one of the

builders awarded conceptual design contracts in February last year.

Lockheed Martin is offering a variant of the Freedom-variant LCS and already has Foreign Military Sales contracts for four Multi-Mission Surface Combatant ships Freedom variants on order for Saudi Arabia, with Marinette Marine as the shipyard.

Meanwhile, Fincantieri Marine Group is among the builders awarded an FFG(X) conceptual design contract, with a design based on the FREMM frigate that has been in service with the Italian Navy since 2012.

Superior Performance Elsewhere on the Great Lakes, Fraser Shipyards has in the past five years investing more than $10 million in new equipment, including a new angle roll machine, dock facing, and electrical system upgrades.

“Business at Fraser Shipyards is off to a fast start in 2019,” according to President and COO James Farkas. The facility worked on six vessels for the winter layup season on a wide variety of projects.

“We were particularly happy to have an Algoma Central vessel in dry dock over the

Detyens Shipyard Inc.

T

he American shipbuilding market still has a capacity to spring a surprise or two, and news broke last month that the Interlake Steamship Company had done something no U.S. Great Lakes operator had done in 35 years: ordered a new ship.

To be built at Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis., the new 28,000 dwt River-Class self-unloading bulk carrier will measure 639 feet in length with a beam of 78 feet. Delivery is scheduled for mid-2022.

The fact that this is the first Great Lakes bulker newbuild in decades tells us something about the age profile of the laker fleet.

Those repowers, retrofits and drydockings are an indication of the ability of Great Lakes operators to keep vessels not only in operation but in compliance for years longer than vessels that operate in salt water.

Case in point: the oldest vessel in the fleet, the St. Mary’s Challenger, now operating as the barge element of an articulated tug barge unit, was originally launched in 1906 as a steamship, making her last voyage under power in 2013 before being converted into a barge at Fincantieri Bay.

u.s. shipbuilding Feature

winter,” says Farkas, who notes that, in its most recent fiscal year, Fraser installed more than 1.4 million pounds of steel.

Fraser Shipyards is involved in both newbuilds and repair, demonstrating its full capabilities by building a new auto/passenger ferry for Miller Boat Line to be delivered later this summer.

In addition, Lake Assault Boats, part of Fraser Shipyards, experienced a record year in 2018 with numerous fireboats, rescue craft, ice airboats, and electric propulsion vessels for customers from coast to coast, and sees 2019 as “looking very robust.”

Fraser sees its biggest challenge as “taking full advantage of new opportunities opening up in commercial and military markets.”

Washburn & Doughty Tugs East Boothbay, Maine-based Washburn & Doughty has just added two more ship assist and escort tugboats for Moran Towing Corporation, New Canaan, Conn., to its order book. The 86- by 36-feet tugs are the latest in a series of tugboats designed by Jensen Marine Consultants, Seattle, Wash., for Moran over the past decade. New features include upgrades to meet the latest ABS rules, U.S. Coast Guard Subchapter M regulations, and U.S. EPA Tier 4 requirements.

The upgrades will ensure the vessels meet current and future demands for performance and maneuverability, and that piping and electrical systems are consistent with Moran’s larger fleet of tugs and barges.

As this was written, the yard was getting set to deliver two 93- by 38-foot hybrid Z-drive harbor tugs to Harbor Docking & Towing of Lake Charles, La.

Busy At Blount Warren, R.I., shipbuilder Blount Boats has been busy with a flurry of ferry contracts in recent months, including a 101- by 40-foot double-ender for South Ferry Company that will serve Shelter Island, N.Y., and an 85-foot aluminum hulled ferry for New York’s Fire Island Ferries that is a sister ship to the M/V Fire Islander delivered in 2013.

Nearing completion is a 132- by 40-foot passenger-only ferry designed by Elliott Bay Design Group, Seattle, Wash., that will serve Governors Island in New York City.

Blount Boats doesn’t just build ferries. The fourth vessel currently under construction at the shipyard is an ice breaking, all-welded-steel, diesel-powered, double-screw tugboat for the New York Power Authority (NYPA). Designed by Bristol Harbor Group Inc., Bristol, R.I., the tug

will operate in seasonal ice near the entrance to and within the upper Niagara River. Set for delivery this fall, it will replace existing vessels in the NYPA fleet currently used for the installation, removal and maintenance of the Lake Erie Ice Boom and various associated marine construction projects.

Derecktor Derecktor Shipyards has had two major developments to report recently. Its Mamaroneck, N.Y., shipyard has just launched its third hybrid, the Captain Ben Moore (which is featured on page 8 of this issue as our Vessel of the Month). The 65-foot aluminum hulled ship is a cargo vessel and promises to open up a whole new market for small short-sea cargo carriers that can compete against trucks and road transportation in suitable areas.

Family-owned Derecktor’s other big announcement is that it has signed a longterm agreement with St. Lucie County, Fla., for the development and operation of a megayacht maintenance, repair and refit facility at the Port of Fort Pierce.

Designed and built specifically to accommodate power and sailing yachts in the 200-feet-plus range, including sailing vessels, Derecktor Fort Pierce will provide direct access from the Atlantic through the Fort Pierce inlet with no overhead obstructions and a maintained depth of 28 feet (8 meters).

Vessel hauling will be accomplished through both a mobile lift and a dry dock.

The dry dock, which will go into operation after the lift, is projected to be able to accommodate vessels up to 4,000 tons, meaning all but a handful of the world’s largest yachts can be serviced.

Chesapeake Shipbuilding Chesapeake Shipbuilding, Salisbury, Md., has been sharing in the success of sister company American Cruise Lines (ACL), the largest coastal and river cruise operator in the U.S. ACL continues to accelerate its newbuild program to meet demand. It is adding new ships to its new modern riverboat series as well as its fleet of new coastal ships and Victorian-style paddlewheelers, all of which are built by Chesapeake Shipbuilding.

The yard is currently at work on the third vessel in its riverboat series. To be named American Jazz, it will be slightly larger than its two predecessors and will feature the same advanced opening bow and retractable gangway. Two other ships in the series are planned for 2020 and 2021.

Detyens … Mixes It Up Detyens Shipyards Inc., North Charleston, S.C., gets its share of Military Sealift Command and other government work, with the U.S. Navy’s Mercy-class hospital ship USNS Comfort (T-AH 20) and a U.K. Royal Fleet Auxiliary Bay-class auxiliary landing ship dock recently in the yard.

Outside the government sector, Detyens is also very much a commercial ship repairer dealing with a diverse mix of tonnage. Current projects include a high-speed ferry, dredge barges, tugs and a casino boat.

Detyens also competes for international business. One recent example: the Canadian-owned, Barbados-flagged cable layer IT Intrepid, managed by V. Ships, Monaco.

Bradley Kerr, director of sales and marketing, told us that the yard is “always hiring skilled people” and continues to invest in upgrading its capabilities.”

Captain Robb is one of two hybrid Z-drive tugs nearing completion at Washburn & Doughty

May 2019 // Marine Log 29

Finance

Funding Your Next Vessel

First Preferred Ship Mortgage Early in my career as a commercial lender, we provided a number of three- to sevenyear loans to U.S. ship companies to finance or refinance individual vessels. These were relatively straightforward structures with 50 to 60% advance rates, annual principal amortization based on the remaining useful life of the vessel, and a security package that included a first preferred ship mortgage and assignments of earnings and insurances. Historically, such lenders needed to be U.S. citizens, although this requirement was relaxed in the 1990s to allow for non-U.S. lenders to obtain a first preferred ship mortgage.

This type of financing structure continues to be used today. One example of this is Overseas Shipholding Group’s November 2018 financing of the Overseas Mykonos and Overseas Santorini with Wintrust. It is important to note that lenders in these structures derive comfort not only from the value of the hull, but from the credit quality of the 30 Marine Log // May 2019

shipowner and their ability to generate revenue from operating the vessel to repay the loan. This makes it challenging for someone looking to speculate with a newbuild order to obtain traditional ship financing.

Tax-Oriented Lease Another structure that has been used for many years to finance individual Jones Act vessels is a tax-oriented lease. A tax-oriented lease is a financing transaction, typically for 100% of the vessel’s cost, that satisfies IRS requirements for ensuring that the lessor bears the risks and rewards of ownership. In other words, the lease financing can not be a disguised financing. The benefits to the shipping company “lessee” under a tax-oriented lease include the 100% advance rate, the pass through of the tax depreciation benefit through a lower lease rate and the option to return the vessel to the lessor at the end of the lease term. Some leases also give shipping company lessees the right to purchase the vessel at a fixed price during or at the end of the lease. With the introduction of the lease finance exception in 2004, non-U.S. lessors may own and bareboat U.S. flag tonnage as long as they play a strictly passive role.

Given the current 100% bonus depreciation available for new asset acquisitions, the impact to ship operators via a lower lease rate is material. As with traditional bank financing, lessors will focus not only on the value of the vessel itself but will be very keen on the intended employment for the vessel and the credit quality of the lessee.

Whole Company Securitization In more recent years, we have seen a number

Newbuild Jones Act Tonnage For newbuild construction of Jones Act tonnage, in addition to the options noted above, MarAd’s Federal Ship Financing Program (Title XI) is also available. Our experience with the program suggests that potential applicant should carefully assess both the fees associated with Title XI facilities and the timeline and likelihood of approval to determine if this is a viable financing source.

There are a variety of financing options available to finance new or existing Jones Act tonnage. Obviously, the strength of the credit quality and intended trade for the vessel(s) will determine the breadth of options and relative negotiating leverage of the borrower/ lessee. For stronger credits and vessels with good time charter coverage or operating in predictable trade routes, the financing markets will provide competitive options. As these criteria weaken, owners will need to get more creative in structuring a solution.

Michael Dockman Managing Director, AMA Capital Partners

Shutterstock/ Nomad_Soul

A

s Mar ine Log’s rea ders know, compliance with the Jones Act is required for owning and operating U.S. Flag tonnage, and this compliance has important implications when considering financing options for U.S. Flag tonnage.

The Jones Act requirements for U.S. coastwise trade include the vessel being built in the United States, crewed by U.S. citizens and with at least a 75% U.S. ownership.

With these conditions satisfied, owners receive a valid Certificate of Documentation from the U.S. Coast Guard with a coastwise endorsement.

of U.S. shipping companies utilize the bond or syndicated bank markets to raise larger amounts of capital to finance all, or a significant portion, of their fleets. Last year even saw the first “whole company securitization” issued by Harley Marine, which raised approximately $450 million in notes with an anticipated repayment date of May 2022 and a legal final maturity date of May 2043.

The benefits to borrowers under these structures are clear: they can typically raise significant capital in a single financing, often at higher loan-to-value levels and lower amortization levels than traditional shipping loans. However, these structures can also create challenges for shipping companies, particularly in a down market, in terms of generating adequate debt service coverage and the refinancing risk on maturity.

Larger shipping companies with the strongest balance sheets, such as Matson, have the ability to tap the unsecured private placement market. These companies will issue a series of unsecured notes with staggered maturities to mitigate the refinancing risk.

Everyone’s Talking About the Future of Hybrid Vessels.

We’re Building It. We all know the advantages that hybrid technology offers: Fuel savings. Reduced emissions. Quiet operation. But while others are discussing these benefits, Derecktor is delivering them. Our first hybrid cat using the BAE System’s HybriGen® system was delivered in 2014, our second in 2017, and our third was launched in April 2019. Fact is, we’re the only U.S. yard to have more than one hybrid build to its credit.

So call Tom Domotorffy at 1-914-698-5020.

Find out how, at Derecktor, action speaks louder than words (even when you’re building a silent vessel).

CUNY I

Harbor Harvest Hybrid – Capt. Ben Moore

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Newsmakers

AWO Elects Scott Merritt as New Chairman SCOTT MERRITT, former chief operating officer for Foss Maritime Company LLC, was elected chairman of The American Waterways Operators at the association’s Annual Spring Convention in Washington, D.C. ARTHUR F. MEAD, vice president and general counsel at Crowley Maritime Corporation, was elected vice chairman. Merritt succeeds outgoing Chairman TOM MARIAN, general counsel at Buffalo Marine Service.

SANDRA GORANOVIC has been recently promoted to vice president of finance and accounting for Crowley Maritime Corporation’s Crowley Shipping business

unit, where she will direct the business unit’s finance and accounting strategies, practices and planning.

JOHN-KAARE AUNE has been appointed as the Wallem Group’s new managing director of ship management. He joins Wallem from the Cayman Registry, where he was most recently regional director of safety and compliance overseeing its global commercial services and business development in addition to the Registration section in the AsiaPacific region.

DON STEPHEN has been appointed CEO of U.K.-based Coldharbour Marine, which manufactures an intank ballast water treatment system based on inert gas technology.

Stephen’s career includes technical and leadership roles at De Nora Water Technology, Severn Trent Services, GE and Alstom both in the U.K. and internationally. He will be based at Coldharbour’s head office in Linby, England.

SLOANE PERRAS has joined Foss Maritime Company as vice president, general counsel and chief ethics officer. Perras will lead the company’s Legal and Risk Management Group where she will provide legal counsel, advise on business strategies and best practices, and direct ethics and compliance programs. Most recently, Perras served as chief administrative and legal officer for the Krystal Company—a privately held retail brand.

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TECH NEWS Furuno Adds Second New Generation River Radar

Alfa Laval LPG Fuel Booster Passes Tests Alfa Laval’s Fuel Conditioning Module (FCM) LPG has now completed tests at the MAN Energy Solutions Research Center in Copenhagen in which it was shown to meet—and even exceed—the fuel supply requirements of the new LPG-fueled MAN B&W ME-LGIP engine. Tests with the fuel valve train and a simulated engine load began in second quarter 2018, followed by tests using the facility’s 4T50ME-X prototype engine in first quarter 2019.

Alfa-Laval was selected to develop, supply and test the engine’s low-flashpoint fuel supply system following its success in providing fuel boosters for the first methanol-fueled chemical tankers.

LPG must be pumped at a higher supply pressure than methanol in order to avoid phase changes and to deal with a wide composition spectrum.

To deliver LPG at the required 53 barg pressure, the FCM LPG incorporates new pumping technology and effective highpressure heat exchange, which are built into low-pressure and high-pressure skids.

The high-pressure skid has a filtration stage with two independent chambers so that it can be serviced with the system in continuous operation—a setup derived from the booster experience with methanol.

A new automation and control system matches the LPG flow to fluctuating engine load without unnecessary heat input from the pumping and flashing of light fractions in the LPG. “On board, the FCM LPG will be run from the engine control room by the same people who usually deal with traditional fuels and equipment,” says Roberto Comelli, global sales manager-fuel conditioning systems at Alfa Laval. “The FCM LPG automation safeguards engine performance and offers the same ease of use found in other Alfa Laval products.”

The FCM LPG has an LPG recovery function that provides full liquid LPG recovery and partial LPG gas recovery when the engine or fuel valve train is purged. Recovering LPG rather than fully venting it to atmosphere is more than just economical.

“Legally there is nothing that now prohibits occasional venting of LPG into the atmosphere,” says Comelli. “However, the relevant regulations and international guidelines make clear that venting of hydrocarbons should be avoided whenever possible. LPG is also heavier than air and does not disperse like LNG does, so it’s important to minimize the effects of an unexpected venting event.”

Taiwan Coast Guard Opts for MJP Waterjets Uppsala, Sweden-headquartered Marine Jet Power (MJP) has been awarded a multi-unit, multi-year contract with CSBC Shipyard in Keelung, Taiwan, to provide propulsion for 15 Taiwan Coast Guard (TCG) 100-ton class vessels .

The 34-meter vessels will be built at CSBC’s facility in Taiwan and will feature dual MJP

34 Marine Log // May 2019

stainless steel 750 DRB waterjets.They are predicted to exceed 30 knots and will be powered by MTU inboard diesel engines.

MJP’s DRB line of waterjets are constructed from duplex stainless steel and feature all inboard hydraulics. The mixed flow pump design offers high performance and increased operational efficiencies resulting in lower maintenance cost and minimal service intervals.

“MJP’s all stainless-steel construction was a huge consideration for the shipyard and the end user when selecting a propulsion package,” said Michael Kuan from UDC Marine, MJP’s Taiwanese representative.

Furuno is introducing the second in a series of new generation river radars launched last year with the release of the FR1908VBB, a 4 kW Black Box Radar with a portrait display that allows mariners to see more detail ahead of the vessel.

Now, Furuno is adding the higherpowered FR1918VBB to the lineup.

With a 12 kW output and all of the same features and functionality of its “little brother,” it will enhance the situational awareness of any river vessel.

The FR1918VBB Radar uses a custom river mode with an ultra-short pulse length that provides navigators with superior bank, buoy and vessel detection. The radar’s 10 preset towing configurations, custom icons, and ability to show distance measurements in inland units further enhance its capabilities.

The radar’s range rings are measured in the standard river units of statute miles, and barge icons can be displayed with length and width measurements in feet, while rudder position can also be displayed on-screen.

The radar pairs well with Furuno’s MU190V 19-inch marine-grade portrait display, but other portrait displays can be used. The processor outputs dual video signals in high resolution. Six input/output ports ease interfacing with other electronics and a direct connection to a VDR or SVDR is available.

Dual SD card slots capture screenshots, and can also be used for system configuration backup and restoration.

The FR1908VBB series is available in both 4 kW and 12 kW open array versions, both utilizing Furuno’s commercial-grade gearbox and a choice of either 6.5- or 8-foot antennas.

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May 2019 // Marine Log 39

SAFETY FIRST

Confined Spaces: A Maritime Hazard apparatuses from a nearby vessel.

Unfortunately, this story is not uncommon. In 2013, the Coast Guard issued Marine Safety Alert 08-13 after Coast Guard inspectors discovered dangerous gases onboard two vessels and prevented a potential loss of life or serious injury. In 2015, four people were found unconscious in the cargo hold of a general cargo ship in Denmark.

One man died and three others had to be hospitalized. That same year, three men died after entering the cargo hold of a ship in the Port of Antwerp. In this instance the cargo had been coal.

Entering Confined Spaces

40 Marine Log // May 2019

collapsed man while the other notified the captain. As he reached the confined space and his collapsed comrade, he was overcome by the fumes in the MODU leg and also collapsed. In this situation, he failed to test the atmosphere for toxic fumes, didn’t wear any safety equipment and entered the space without anyone on standby.

At this point, the unfolding calamity becomes even worse. With two personnel down in the leg, the captain, the shipfit-

Operators should have a well-defined Safety Management System covering the risk assessment ... ter, and the superintendent climbed down in to the leg to investigate. Once again, no one tested the atmosphere. No one donned safety gear. No one was standing by on deck with a lifeline. Standard safety precautions were not adhered to in the slightest. Fumes overwhelmed the three men, and while the captain and superintendent escaped, the shipfitter died.

The only reason there were survivors is because the rigging master had the situational awareness to retrieve breathing

Matthew Bonvento A licensed deck officer and Assistant Professor of Nautical Science

Shutterstock/ andrey polivanov

D

espite all the training and precautions mariners are required to take onboard a vessel, injuries and deaths that occur in the confined spaces of a ship is still a major safety concern in the maritime industry. Confined space tragedies are often the result of an underlying problem—the lack of awareness of the dangers these spaces present to mariners, who fail to perform their due diligence prior to entering the space.

In light of this, the Coast Guard recently issued Marine Safety Alert 04-19, which is aptly titled, “Confined Spaces: Silent and Invisible Killers.”

Many incidents that result in the injury or death of a mariner can pinpoint back to the absence of training and situational awareness. A recent tragedy onboard a mobile offshore drilling unit (MODU) resulted in the death of three people, while another two people were airlifted to nearby hospitals. In this incident, one person entered the leg of the MODU without notifying anyone in order to check a dewatering pump. The electrician onboard became alarmed when this person failed to return to deck. Without any safety gear, the electrician went to look for him and discovered that he had collapsed. While trying to escape the toxic atmosphere, the electrician was nearly overcome and barely escaped with his life. Two other shipmates were notified of the collapsed person. In what became the perfect storm of what not to do in the confined spaces of a vessel, one person went to make a rescue attempt of the

As a result of the MODU tragedy and other related casualties, the Coast Guard said it strongly encourages all who work or may be employed onboard vessels in any role, whether they be senior shipboard officers or crew, riding crew, shore side managers, owners, operators, and other personnel to practice the following: • Obtain the requisite level of knowledge and training of confined space entry procedures including emergency and rescue procedures; • ensure crews undergo periodic confined space training and participate in routine and practical onboard emergency drills; • v erify all required confined space entry and rescue safety equipment is onboard, maintained, tested and fully functional; and • c ontinually appreciate the dangers involved in confined space entry and educate yourself by further study.

Operators should have a well-defined Safety Management System covering the risk assessment, as well as procedures for properly entering a confined space, including an entry permit. Onboard, there should be a minimum of one person who has received training in the use of a gas meter, sampling procedures, periodic monitoring and ventilation of spaces. The loss of so many lives has an impact not just on the families of the victims, but on the crew members left behind who are often left wondering if they could have helped to prevent such a tragedy from occurring.

A CRUISE SHIP THAT MOVES THOUSANDS OF PASSENGERS And a large-scale project where we were on board from the beginning Why does the world-renowned Meyer Werft shipyard team up with Viega time and again for numerous projects of this scale? In addition to the extremely reliable piping systems made from copper, copper alloys or plastic materials, Viega also supplies the know-how to go with them.

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