Marine Log May 2020

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 2020

WHY A CANADIAN DESIGNER PUT WINGS ON A ROPAX BOW

See our ad on page 3

PROPULSION And the Quest for Efficiency

CEO SPOTLIGHT With Norsepower’s Tuomas Riski

HYBRID SOLUTIONS Sees Growing Market Interest

POLYSILOXANE COATINGS MIL-PRF-24635E, Type V Single Component Polysiloxane

• Excellent weather resistance • Extended durability • Easy to apply

MIL-PRF-24667C Type I, IV, V & X Comp G SiloXoGrip Polysiloxane Non-skid Licensed under U.S. Patent No. 9034946 and US 9006307 filed on behalf of the United States of America, as represented by the Secretary of the Navy.

Your Partner In Coatings Since 1948 ISO 9001 : 2015 Certified www.ncpcoatings.com (800) 627-1948

CONTENTS

10

22

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Maritime Keeps Working Through Pandemic

18

MARINE PROPULSION The Unrelenting Quest for Efficiency As IMO EEDI requirements underscore the need for fuel efficiency, a new Canadian designed RoPax shows what can be achieved

22

CEO SPOTLIGHT A Q&A with Tuomas Riski, CEO of Norsepower Rotor sail pioneer believes economies under stress from COVID-19 give shipping an opportunity to pivot on carbon as emissions go down for the first time since 2008

26

CYBERSECURITY Where Do Things Stand, and Where Might They Be Going?

Some studies indicate that the marine industry remains unprepared to deal with an emerging cybersecurity threat

29

ELECTRIC & HYBRID Karl Senner Sees Growing Interest in Hybrid Solutions Vessel owners and designers are ready to invest more to get efficient propulsion solutions that will pay off over time

31

DISRUPTIVE TECHNOLOGIES Overcoming the Ship Design Status Quo Despite enormous advances in technology, class society design approval has far remained almost entirely a paper-based process

33

BALLAST WATER MANAGEMENT Opportunities in a Crisis The COVID-19 global crisis came at the worst possible time for the fledgling ballast water treatment system market

4 INLAND WATERWAYS NTSB Reports on Towboat’s Costly Bridge Encounter 6 INDUSTRY INSIGHTS 8 WELLNESS Enhancing Health with Man’s Best Friend 10 VESSEL OF THE MONTH Alaska Class ATB Oliver Leavitt and Aveogan 12 UPDATES • Philly Shipyard Wins $630 Million Training Ship Order • HMM Names World’s Largest Containership • Pascagoula Bar Pilots Order New Metal Shark Pilot Boat 24 INSIDE WASHINGTON Drafts Released of Water Infrastructure Legislation 41 NEWSMAKERS Mcpherson Succeeds Modly as Acting Secretary of Navy 42 TECH NEWS U.K. Project Looks at Carbon Capture for Shipping

Cover Image: The Esperanza, courtesy of Naviform Consulting & Research Ltd.

48 FINANCE Ship Loans in the Time of Coronavirus May 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG MAY 2020 VOL. 125, 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 GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com

Photo credit: MARAD/Herbert Engineering

H

Maritime Keeps Working Through Pandemic

ope is important because it can make the present moment less difficult to bear. If we believe that tomorrow will be better, we can bear a hardship today.”

Those words, from a Zen master, are worth bearing in mind by a marine industry that is working its way through the global COVID-19 pandemic, continuing to play a key role in the national and global supply chain, and building, repairing and servicing vessels.

Despite the pandemic, major contracts continue to be awarded.

As we went to press, word came that the U.S. Navy had awarded a $795 million contract to Fincantieri Marinette Marine Corporation to design and produce the next generation small surface combatant, the Guided Missile Frigate (FFG(X)).

Around the same time, Philly Shipyard Inc. was awarded a $630 million contract by TOTE Services LLC for the construction of up to five National Security Multi-Mission Vessels. And toward the end of April, MARAD awarded $19.6 million in discretionary grants to 24 small U.S. shipyards through the Small Shipyard Grant Program.

On the West Coast, Vigor Marine LLC was recently awarded a nearly $21 million fixed-price contract for the overhaul drydocking availability of the USNS Guadalupe.

None of this means that life is by any means normal. Thus, face masks and social distancing were much in evidence when thethe Coast Guard and Eastern Shipbuilding Group authenticated the keel for the first Offshore Patrol Cutter, Argus, at a

ceremony held April 28 in Panama City, Fla. And outside of the naval and government sector, Metal Shark’s Bayou La Batre, Ala., shipyard just delivered its first newbuild, a 120- by 35-foot river towboat for Florida Marine Transporters Inc. The Stephanie Pasentine is Metal Shark’s first-ever steel newbuild and also its first inland towboat.

In mid-April, Incat Crowther reported that the still expanding NYC Ferry by Hornblower has taken delivery of its first EPA Tier 4 compliant vessels.

Although the vessels were commissioned prior to the COVID-19 outbreak, which has caused a drastic curtailment in ferry services and ridership, it is expected that the high passenger demand will return.

Meantime, from Denmark, comes news that Alfa-Laval’s Aalborg plant has managed to increase production of equipment needed for compliance with IMO’s Ballast Water Management Convention, despite having to work under lockdown conditions.

The bill of good news doesn’t end there, but as you’ll see throughout the pages of this issue, the dedication of those involved with the maritime industry, on and off the water, prevails.

EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com 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 Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER US EAST/WEST COAST & INTERNATIONAL David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.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 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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

COPYRIGHT © Simmons-Boardman Publishing Corporation 2020. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195.

For Subscriptions, & address changes, Please call (US Only) 1 (800) 895-4389 (CANADA/INTL) 1 (402) 346-4740, Fax 1-319-364-4278, e-mail marinelog@stamats.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407.

POSTMASTER: Send address changes to Marine Log Magazine, PO Box 1407, Cedar Rapids, IA. 52406-1407.

2 Marine Log // May 2020

John Wooldridge Michael J. Toohey Waterways Council, Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

Atlantic Detroit Diesel Lodi, NJ (201) 489-5800 Servicing: VT, CT, NY, NJ Cullen Diesel Power, Ltd. Surrey, BC (604) 888-1211 Servicing: Alberta, British Columbia, Manitoba, Northwest Territory, Saskatchewan, Yukon Territory

proven success Well-proven efficiency boost

Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: Al, FL, MS, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Interstate Power Systems Minneapolis, MN 1-800-222-6060 Servicing: IL, WI, MN, IA, MI (Upper) Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: MA, ME, NH, RI Star Marine San Carlos, SO (800) 999-0356 Servicing: Mexico Stewart & Stevenson Houston, TX (713) 751-2700 Servicing: TX, LA Wajax Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: GA, KY (Eastern), NC, OH, PA (Western), SC, TN (Eastern) VA, WV

Stevens Towing Company specializes in moving large specialized cargo by water. For this project of delivering an enormous Air Force One exhibit for public tours from Rhode Island to Maryland, the tug Island Trader was up to the job. Stevens repowered the Island Trader in 2014 with Volvo Penta D16 650-hp engines. With more than 20,000 hours on them, the D16s are still going strong.

Learn More: www.volvopenta.us/marinecommercial

Volvo Penta Power Centers Contact one of our Power Centers for applications guidance and engine quotes.

INLAND WATERWAYS Zen-Noh Grain to Acquire 35 Mississippi River Grain Elevators Zen-Noh Grain Corporation’s Covington, La., export facility.

en-Noh Grain Corporation (ZGC), Covington, La., a subsidiary of the National Federation of Agricultural Cooperative Associations of Japan (Zen-Noh), has reached an agreement to acquire 35 operating U.S. grain origination elevators along the Mississippi River from Bunge North America Inc., a subsidiary of Bunge Limited, St. Louis, Mo. Closing on the transaction is subject to regulatory approval.

ZGC’s affiliate, CGB Enterprises Inc., will operate the acquired facilities through its wholly owned subsidiary, Consolidated Grain & Barge Company. CGB currently

operates more than 100 grain origination facilities in the U.S. CGB serves a vital role as a direct connection to the U.S. farmer by providing an array of services from buying, storing, selling and shipping crops, to financing and risk management.

ZGC recently expanded its Convent, La., export elevator’s annual capacity. It says this latest acquisition contributes its ability to adequately source a stable supply of grains, oilseeds, and feed ingredients for Japan and other destinations by strengthening its origination across a broader footprint in the U.S.

USCG Commits to Flexibility on Sub M During COVID-19

T

he Coast Guard has responded to a recent request by the American Waterways Operators (AWO) asking that it suspend in-person Subchapter M inspection activities for a minimum of 30 days, for the mutual protection of both towing vessel crewmembers and Coast Guard inspectors during the coronavirus outbreak.

In a letter to AWO President and CEO Jennifer Carpenter, Coast Guard Rear Adm. Richard Timme, assistant commandant for Prevention Policy, says: “It is our intent to continue to facilitate the maritime industry’s ability to ensure our domestic supply chain continues uninterrupted. Commercial vessel compliance activities should, to the safest extent possible, continue in order to safeguard the Marine Transportation System and prevent

4 Marine Log // May 2020

undue delays now and in the near future.

“The Coast Guard will apply maximum flexibility and creative solutions during this national emergency to balance our regulatory framework with the unique challenges of contingency operations at a national level. Officers in Charge, Marine Inspection (OCMI) may use innovative inspection techniques to verify vessel compliance, and if needed, defer inspections.”

Timme adds that Marine Safety Information Bulletin (MSIB) 09-20 dated March 26, 2020, provides additional information including guidance to third party organizations to use during this interim period.

The Coast Guard will continue to use a risk-based program to determine which vessels will be required to undergo a Port State Control Exam.

NTSB Reports on Towboat’s Expensive Encounter with Bridge

T

he National Transportation Safety Board (NTSB) has issued a report on an April 24, 2019, incident involving, the Terral River Service Inc. 2006-built towing vessel Edna T. Gattle.

The tow ing vessel was pushing the company’s 1943-built barge Terral 2 downbound on the Atchafalaya River through the Union Pacific Railway Bridge at Mile 41.5, near Krotz Springs, La., when the captain lost control of the tow and the vessel and barge made contact with the bridge and piers.

As a result, the barge suffered $26,748 in damages, and the bridge sustained $500,000 in damages and was out of service for three days. No injuries or pollution were reported.

In the report, the NTSB’s determination of the probable cause of the accident was the captain allowing the tow to proceed beyond a safe decision point without confirming the status of the bridge opening, given the high river current.

The report concludes with this note: Decision points in passage plans describe places or times when vessels must take action to avoid hazardous conditions. Such decision points should allow enough time and distance to safely execute a contingency plan. Passages that include lift and swing bridges must anticipate and account for delayed openings, especially in highcurrent scenarios.

Photo Credit: Courtesy of Zen-Noh Grain Corporation

Z

At Hyde Marine, the soul of our company is in every ballast water treatment system we make.

Learn more about what Hyde Marine puts into manufacturing the highest quality ballast water treatment systems in the world.

WITH US, IT’S WHAT’S INSIDE THAT COUNTS.

+1.724.218.7001 I www.hydemarine.com

INDUSTRY INSIGHTS GLOBAL BULK CARRIER ORDERBOOK

OUTLOOK: QUARTER 1, 2020 WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace.

In this edition, we take a look at the quarterly bulk carrier orderbook for the first quarter (Q1) of 2020.

According to Alibra Shipping Ltd., while we typically expect a seasonal lull for dry bulk in the first quarter of each year due to holidays in the Far East, this year has been defined as an exceptional situation as the COVID-19 pandemic continues to have a global effect on the market.

2018, with 2020 set to continue this momentum with 115 bulk carriers delivered in Q1 and 462 vessels scheduled for delivery for the remainder of 2020. Considerable slippage is expected as COVID-19 has undoubtedly caused delays to delivery schedules, particularly to China.

The current orderbook, says Alibra, stands at 8% of the current trading fleet, a relatively modest figure. Last year, newbuild deliveries picked up following a 10-year low in

With 711 bulk carriers on the books globally, China currently accounts for more than half of all bulk carrier orders, the vast majority of these vessels are in the kamsarmax/ panamax size range and above. However, a significant reduction in deliveries in China was noted, with 41 bulk carriers hitting the water compared to 61 bulk carriers delivered by Japan. The graphics below show orderbooks by sector and by country of build for Q1 2020:

Orderbook by Sector, April 2020

Orderbook by Country of Build, April 2020

Other 1% Supra 1%

Post-Panamax 32%

Korea, South 2%

Philippines 4%

Capesize 24%

China, People’s Republic of 56%

Japan 37%

Handy 16% Panamax 27%

Source: Alibra Shipping Ltd., Bulk Carrier Quarterly Market Report April 2020

6 Marine Log // May 2020

Electric and Hybrid Propulsion Clean, Quiet, Proven BAE Systems’ HybriGen® electric power and propulsion system saves fuel, reduces emissions, and increases engine life with its patented technology. The HybriGen system not only provides electric propulsion but also powers the hotel loads by efficiently utilizing lithium-ion energy storage or the variable speed genset.

Ask us how we can help your vessel be more efficient with BAE Systems’ electric and hybrid marine solutions.

Red and White Fleet’s Enhydra Electric Hybrid Passenger Vessel

gettozero.com CS-19-B91

WELLNESS COLUMN

T

hroughout this time of change and strife there is one faithful friend that can help us through: a dog. Sixty-five million Americans are said to own a dog, and if you are not among them, there may be good reason to reconsider. Renewing a relationship with your existing furry family member or building a relationship with a new one by fostering, adopting, or even borrowing a dog from a friend, is a great way to advance human health.

Dogs descend from gray wolves, which are wild pack animals. Humans domesticated them over 12,000 years ago and brought them into our own packs for their honed skills, such as hunting, scouting, protection, and companionship. Research tells us that dogs do more for health than just support hunting and protection needs—they cause physiological changes that can strengthen our hearts, fortify our minds and even reducing how fast we physically age.

Heart Healthier and Longevity The American Heart Association (AHA) recognized the impact of owning a dog on heart health back in 2013. Its research concluded that owning a pet, particularly a dog, could help reduce the risk of cardiovascular disease. One theory is that the increase 8 Marine Log // May 2020

in exercises a dog owner experiences due to walks and play may be responsible for heart health improvement. Dog owners were 54% more likely to meet physical activity guidelines, compared with the general population.

Owners also experienced lower blood pressure, lower cholesterol levels and were less likely to be obese, reducing risk factors for heart disease overall. Further research published in Circulation: Cardiovascular Quality and Outcomes (2019) also identified that men who lived alone and owned a dog were 33% less likely to die of a major cardiac event even after they had already experienced one (putting them in a high-risk category).

A Dog Changes Your Chemistry Humans desire recognition. This interaction releases a hormone called oxytocin best known for its roll in childbirth and bonding, but more recently found to play vital rolls in social recognition, happiness and muscle growth. Oxytocin works magic in the brain to help modulate a stress response and decrease anxiety by affecting our “fight or flight” response. Research shows that individuals who take part in activities that increase oxytocin (i.e. physical interactions of a loving nature, holding hands, or yes, even petting a dog) display behaviors, such as trust, openness

to social risk, empathy, compassion, and joy.

Oxytocin’s impact may reach far beyond mental health into physical health as well.

UC Berkeley researchers working with animal models discovered oxytocin was involved in healthy muscle maintenance and repair, which usually declines with age. Declines in muscle mass were not just decreased when oxytocin increased, but also showed “rapidly” rejuvenated healthy muscle potentially giving this hormone anti-aging properties. This research is also supported by research in Experimental Dermatology in 2013 showing antiaging changes in skin cells (less wrinkles) with increased levels of the hormone. Oxytocin research is still in its infancy, but a dog may eventually prove to help make its humans younger.

For those who are not dog oriented or who have little experience caring for Fido, fostering an older dog may be a good starting option. Fostering involves caring for a dog for a short time, and then passing it back to a shelter or home for permanent adoption.

Older dogs usually come house broken and may do less chewing of shoes, eyeglasses or the family couch. Dogs may also be available based on temperament desires, size, activity level, etc. For example, a runner may desire a new running partner or new owners may need to ensure that a dog is good with kids.

These desires can be accommodated and it’s important to be specific when you are adopting or fostering a new pet to avert a mismatch that requires it be returned. If a dog is too much of a leap, some of these health benefits can be attained by simply caring for something, be it a cat, bird, rabbit or fish.

As we navigate a world of social isolation, and overall uncertainty, our mental and physical health can suffer. A new relationship, or renewing an old one with “man’s best friend,” can be worthwhile not only to warm your feet, but also to protect your heart, other muscles, cells, and brain health. Owning a pet can bring a little more joy to these uncertain times.

Nothing in this article constitutes medical advice. All advice should be sought from a medical professional. This article is for education and research purposes only.

EMILY REIBLEIN

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

Photo Credit: Shutterstock/ 4 PM Production

Enhancing Health With “Man’s Best Friend”

VESSEL OF THE MONTH The tug Aveogan is fitted with two EPA Tier 4 compliant GE 8L250 main engines.

FIRST CROWLEY ATB DEDICATED TO ALASKA SERVICE

A

n articulated tug barge (ATB) delivered to Crowley Marine Fuels by Bollinger Shipyards last month is the first in the Crowley fleet to be dedicated to the Alaska market.

Crow l e y w i l l o p e r a te t h e AT B f o r Alaska-based Petro Star Inc., a wholly owned subsidiary of Arctic Slope Regional 10 Marine Log // May 2020

Corporation (ASRC), under a long-term charter. The barge component of the unit is named Oliver Leavitt, in honor of ASRC’s former chairman and current member of the corporation’s board of directors, with the tug bearing the name Aveogan, Leavitt’s Iñupiat name.

The Aveogan is a twin Z-Drive, 7,000-HP ocean tugboat measuring 128 by 42 by 21

feet. The 100,000-bbl ocean barge Oliver Leavitt measures 400 by 85 by 32 feet. As a unit, with the tug mated into the barge, the ATB measures 483 feet in length.

Jensen Maritime, Crowley Shipping’s Seattle-based naval architecture and marine engineering subsidiary, designed the ATB to meet Ice Class and Polar Code requirements, which include increased

Photo Credit: Bollinger Shipyards, Crowley

Alaska Class ATB Oliver Leavitt/Aveogan

VESSEL OF THE MONTH structural framing and shell plating and extended zero discharge endurance. The double-hulled design also features a barge form factor to achieve high-cargo capacity on minimal draft.

The ATB was constructed at the Bollinger Marine Fabricators shipyard in Amelia, La., with on-site construction management by Crowley Shipping, which designs, manages the construction of and operates a range of vessel types, including tank vessels.

Crowley’s agreement with Petro Star extends a long standing re lat ionship that dates back four decades to ASRC’s earliest days.

Crowley Shipping’s petroleum serv i ce s g ro u p, t h e l a r g e s t op e r a to r o f independent U.S. petroleum transportation vessels, will operate the ATB on behalf of Crowley Fuels.

“We are pleased to take delivery of this high-performance ATB, Aveogan/Oliver Leavitt, and look forward to getting her up to Alaska to begin serving our partners at Petro Star,” said Rocky Smith, senior vice president and general manager,

Crowley Fuels. “We congratulate the men and women at Jensen who designed the vessel and the team at Bollinger Shipyards who built it.”

“On behalf of the many talented craftsm e n a n d c r a f t s wo m e n a n d a s t ro n g operational support group, the Bollinger team is proud to have built this ATB for Crowley Fuels,” said Bollinger Shipyard’s President and CEO Ben Bordelon. “This contract to build another Jones Act-classed ATB unit has created many jobs for U.S. mariners, shipyards and ancillary vendors.”

T h e t u g h a s a z i m u t h i n g d r ive s to enhance maneuverability, and an Intercon C-series coupling system with a first-ofits-kind lightering helmet. The tug is fitted with two GE 8L250 main engines that meet U.S. Environmental Protection Agency’s Tier 4 emissions standards. The generators on the tug and barge meet EPA Tier 3 and IMO Tier II emissions standards.

In addition, the ATB features a patentpending closed loop, freshwater ballast system whereby the tug’s ballast will be transferred to-and-from a retention tank

on the barge to account for fuel burn. The design has been approved by the USCG and will eliminate the need to discharge tug ballast water into the sea.

The tug is equipped with a fire monitor and foam proportioner, providing off-ship firefighting capabilities to the barge. The barge is also outfitted with spill response gear and a hydraulic boom reel with 2,000 linear feet of inflatable boom to support spill response efforts.

The ATB was designed under the Safety of Life at Sea (SOLAS) Convention and it will be classed with the American Bureau of Shipping. The vessel was built with enhanced features to benefit the crew, including 45-degree sloped staircases, interior sound deadening and dedicated heads in each cabin.

Crowley operates and manages the largest U.S.-flag petroleum and chemical tank vessel fleet in the country, including 40 other Jones Act qualified large petroleum transportation vessels that carried nearly 590 million barrels of product with more than 6,200 transfers in 2019.

The ATB barge is named Oliver Leavitt, in honor of former Arctic Slope Regional Corporation chairman and current member of the corporation’s board of directors, with the tug bearing the name Aveogan, his Iñupiat name.

May 2020 // Marine Log 11

UPDATE

The ship features accommodations for up to 600 cadets and instructors, comprehensive instructional spaces, and a full training bridge.

PHILLY SHIPYARD

WINS $630 MILLION TRAINING SHIP ORDER of the first two ships.

If all five ships are ordered and built in series, then the total contract value of the five-ship program would be approximately $1.5 billion.

The NSMV series is a new class of purposebuilt ships to provide for the replacement of the current training ships at the State Maritime Academies.

The ships feature accommodations for up to 600 cadets and instructors, comprehensive instructional spaces and a full training bridge.

The vessels will also serve critical national security interests and other important roles, including missions in support of humanitarian assistance and disaster relief. To meet this requirement, the vessels will also have roll/

on-roll/off and container storage capacity, as well as a helicopter-landing pad.

Engineering and planning work is already underway in conjunction with the shipyard’s technical partner, and final design and procurement will commence immediately with a scheduled production start on NSMV 1 in early 2021. The vessels will be owned by MARAD, which developed the initial concept for their design. Construction of the vessels will not require any third party financing.

The contract for the NSMV program will allow Philly Shipyard to reconstitute its workforce in preparation for commencement of the new production work in early 2021. The total workforce at Philly Shipyard at full capacity is approximately 1,200.

Eastern to Build New TSHD for Weeks Marine WEEKS MARINE, CR ANFORD, N.J. , has signed a contract with Eastern Shipbuilding Group, Panama City, Fla., covering construction of a sister ship to its TSHD Magdalen, a twin-screw trailing suction hopper dredge built by Eastern and placed into service in 2018.

12 Marine Log // May 2020

The new vessel will be constructed at Eastern’s Allanton Panama shipyard in Panama City.

Named the R.B. Weeks, the new trailing suction hopper dredge is scheduled for delivery early first quarter 2023 (or earlier).

With dimensions (overall) of 356 feet

by 79 feet, 6 inches by 27 feet, 3 inches, the new dredge will have twin GE 16V250 MDC IMOIII/EPA Tier 4 main engines and will be propelled twin Wärtsilä CPP in nozzles. It will have a hopper capacity of 8,550 cubic yards (6,540 cubic meters) and accommodations for 26 persons.

Photo Credit: Herbert Engineering /MARAD

PHILLY SHIPYARD INC., which has been without newbuilding work for over a year, has been thrown a lifeline contract for the construction of up to five National Security Multi-Mission Vessels (NSMV). TOTE Services Inc., MARAD’s vessel construction manager for the NSMV program, awarded the contract. The initial order is for two vessels (NSMVs 1 and 2), with deliveries in spring and winter 2023, with TOTE retaining options for the next three vessels (NSMVs 3, 4 and 5).

The initial award is valued at approximately $630 million and supports non-recurring engineering and detail design of the NSMV class as well as procurement of equipment and materials and construction

Navigating 2020 and beyond

Engage us, challenge us totallubmarine.com

UPDATE

Pascagoula Bar Pilots Order New Metal Shark Pilot Boat The new vessel is powered by twin Cat C18 engines rated at 803 HP each.t

shipbuilder Metal Shark is building a welded aluminum 55- by 17-foot pilot boat for the Pascagoula Bar Pilots Association in Mississippi.

Designed in-house, the new 55 Defiant Pilot is the latest evolution in Metal Shark’s pilot boat lineup. It incorporates the “faceted hull” design initially developed by Metal Shark for the U.S. Navy 40 PB program, and features an enhanced version of the company’s signature “pillarless glass” in a two-tiered, reverse-raked arrangement.

Metal Shark initially implemented automotive-style frameless glass into its pilothouse designs to eliminate the dangerous blind spots common on legacy designs. In a further evolution of this concept, the new 55 Defiant’s pilothouse features a second tier of glass, drastically improving downwards-angle visibility during man overboard retrieval, or while operating alongside another vessel. Meanwhile, large overhead spotter windows provide unimpeded upwards visibility during pilot transfer

Dry Docks Work Boats Barges JMS-Designed

Modular Dry Dock 200’ expandable to 420’ 3,800 to 7,500t Lift Capacity Designed by JMS for Group Ocean New Brunswick

14 Marine Log // May 2020

maneuvers. The net result is near-elimination of blind spots from within the pilothouse.

While its Defiant-class vessels are popular among a wide range of operators, Metal Shark has developed a unique arrangement optimized for pilots. Flat, non-skid decks run from bow to stern and allow pilots to move quickly and safely around the vessel. Safety rails and grab handles are carefully placed, and pilot boarding platforms are configured to suit the requirements of each operator.

For Pascagoula, the 55 Defiant has been equipped with a foredeck transfer zone with integrated stairways allowing port, starboard, or forward access to two deployable platforms with integrated safety rails allowing pilots to board ships from either side of the vessel.

The 55 Defiant’s climate-controlled cabin is equipped with four Dometic HVAC units and features eight Llebroc seats, accommodating a single operator plus seven pilot passengers.

A full electronics suite includes a Furuno TZtouch2 multifunction display system with

integrated GPS, radar, depth sounder, and a FLIR M-series 364C premium thermal imaging system for nighttime operations. Five closedcircuit cameras allow the vessel’s operator to monitor the engine room and aft deck from multiple angles while still maintaining watch.

Belowdecks accommodations include an enclosed head compartment with fresh water sink, bunks, and individual storage lockers for crewmembers’ personal items. Acoustic insulation and flooring are employed throughout the vessel to reduce noise and vibration.

To meet the performance requirements of the operator, twin Cat C18 engines rated at 803 horsepower each, turning Michigan Wheel 34 inch diameter Nibral four-bladed propellers through Twin Disc MGX5146A 1.961 gears, will power the new vessel. This combination will deliver an expected cruise speed in the 25-knot range and a top speed approaching 30 knots. An 800-gallon fuel capacity allows for a cruise speed range of approximately 280 nautical miles.

Let’s make plans.

Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

Photo Credit: Metal Shark

JEANERETTE, LA.-HEADQUARTERED

YOUR PROPULSION EXPERTS

SCHOTTEL Rudderpropellers also available in medium size

+

EFFICIENT Fin, propeller thrust and hydrodynamically optimized design for more efficiency

+ VERSATILE Optimal integration into hulls of all types and sizes

+ SUSTAINABLE Maintenance and service-friendly design

+ COMPACT Space-saving installation variants (LC and ZC) available

+ CLEAN Fitted with patented LEACON sealing system

SCHOTTEL ECOPELLER AVAILABLE IN MEDIUM SIZE With medium-sized variants of the successful EcoPeller, SCHOTTEL combines latest technologies in mechanical engineering, hydrodynamics, and digitalization. Corresponding to common engine power classes, the medium-sized azimuth thrusters are available in two sizes: SRE 210 (640 kW) and SRE 270 (1,000 kW).

The SCHOTTEL EcoPeller (SRE) offers outstanding overall propulsion efficiency and excellent course-keeping stability, enabling low fuel consumption, low operating costs and low emissions. www.schottel.com

ANZ_Marine Log_178x251mm_20-03-09_V5.indd 1

16.03.20 13:22

UPDATE

MARAD Awards $19.6 Million in Small Shipyard Grants THE U.S. Department of Transportation’s

Maritime Administration (MARAD) awarded $19.6 million in discretionary grants to 24 U.S. small shipyards through the Small Shipyard Grant Program on April 20. The program provides funding to assist eligible shipyards modernize operations, improve efficiency, and benefits from increased productivity by investing in emerging technologies and a highly skilled workforce.

Projects under the program include capital and related improvement projects that foster efficiency, competitive operations, and quality ship construction, repair, and reconfiguration. In addition, the program can fund training projects that foster employee skills and enhance productivity.

The economic footprint of American shipyards is nearly 400,000 jobs, $25.1 billion of labor income, and $37.3 billion in GDP. Helping shipyards to upgrade and expand empowers this critical industry, allowing them to compete more effectively in a rapidly changing global marketplace.

The capital provided to shipyards increases their repair and production footprints and creates more jobs throughout the country.

A complete list of shipyard grant recipients follows:

ALABAMA Alabama Shipyard LLC of Mobile will receive $571,887 to upgrade four travel trucks with new assemblies on 150-ton portal crane.

Blakely BoatWorks Inc. of Mobile, a full-service shipyard focused on new construction and marine repair projects, will receive $ 379,408 for a 500-ton press brake, welding machines, overhead cranes, and man lifts.

CALIFORNIA Mare Island Dry Dock of Vallejo, which offers dry docking, ship repair and other services, will receive $1,066,326 for a 165-ton rough terrain crane.

FLORIDA Gulf Marine Repair Corporation of Tampa, which specializes in the repair, conversion and modification of large ocean-going commercial and other vessels, will receive $692,100 for a CNC plasma-cutting machine and 100-ton rough terrain crane.

GUAM Cabras Marine Corporation, which provides pilot, tug, barge, spill response, firefighting, and ferry services in Guam and the 16 Marine Log // May 2020

Commonwealth of the Northern Marianas Islands, will receive $1 million for the purchase of a 275 ton truck crane.

HAWAII Marisco Ltd. of Kapolei, which offers ship repair and other services, will receive $745,872 for a blast and paint booth.

LOUISIANA C&C Marine and Repair, Belle Chasse, which provides general steel repairs on inland barges, will receive $979,638 for a 275-ton Crawler Crane.

Cooper Consolidated LLC of Convent, which provides midstream stevedoring, barge, marine, and logistics services, will receive $1.2 million for a 620-ton Marine Travelift.

MARYLAND Chesapeake Shipbuilding Corporation of Salisbury, which designs and builds commercial ships up to 450 feet in length, will receive $830,622 to purchase a 130-ton rough terrain crane.

barges and commercial steel vessels, will receive $ 1,253,160 for a 275-ton Crawler Crane.

PENNSYLVANIA Philly Shipyard Inc. in Philadelphia will receive $640,158 for a Messer system.

RHODE ISLAND J. Goodison Company Inc. of North Kingstown, a veteran-owned small business offering a full range ship repair services, will receive $504,237 for its shipyard rough terrain crane project.

SOUTH CAROLINA Metal Trades Inc. of Hollywood, a familyowned business with experience in heavy steel fabrication, manufacturing, machining, vessel construction and vessel maintenance and repair, will receive $492,128 for a 55-ton Grove all-terrain crane and three Skytrak Telehandler forklifts.

TEXAS

Mackinac Island Ferry Company dba Mackinac Marine Service of St. Ignace, which services commercial and recreational vessels, will receive $752,933 for a Travelift and welding equipment.

Gulf Copper Ship Repair Inc. of Corpus Christi, an employee-owned company noted for installing copper piping on marine vessels, will receive $423,186 for a 110-ton Crane Bludworth Marine LLC of Houston, which services ships, ATBs, inland and offshore tugs and barges, and other vessels will receive $1,337,468 for a 275-ton crawler crane.

MISSISSIPPI

VIRGINIA

VT Halter Marine of Pascagoula, which specializes in ship design, construction, repair and conversion, maintenance and support, will receive $1,695,118 for a 1,250ton press brake.

Colonna’s Shipyard Inc. Norfolk, which performs ship repair, machining and steel fabrication services for both the commercial and government markets, will receive $799,996 to purchase welding machine

NEW YORK

WASHINGTON

Smith Boys Marine Sales Inc. of North Tonowanda, a family-owned boat service and repair company, will receive $317,641 for a transporter and CNC plasma cutter.

SAFE Boats International LLC of Bremerton, an aluminum boat manufacturer and leading supplier to military, federal, state and local law enforcement, fire and rescue agencies, will receive $587,035 for a router and press brake.

Mavrik Marine Inc. of La Conner, which specialized in the construction of aluminum workboats, will receive $564,850 for a bridge crane, welding system, and compressor.

MICHIGAN

OHIO The Great Lakes Towing Company of Cleveland will receive $1,400,000 for an 820 tonTravelift.

OREGON WCT Marine & Construction Inc. of Astoria, which specialize in marine services, new construction, welding, boat repair, boat building and fabrications, will receive $573,075 for a big top enclosed work structure, work pad with drains, filtration system.

Diversified Marine Inc. of Portland, which offers repair, retrofit and construction of tugs,

WISCONSIN Fraser Shipyards Inc. of Superior, which offers services from emergency repairs to newbuild craft to large industrial fabrications, will receive $793,162 for overhead material handling and steel brake processing improvement.

INSIDE WASHINGTON

EPW Committee Release Drafts of Water Infrastructure Legislation

O

n April 21, U.S. Senators John Barrasso (R-Wyo.) and Tom Carper (D-Del.), released drafts of two pieces of water infrastructure legislation. The two bills include draft water resources development legislation. One of the bills, titled America’s Water Infrastructure Act of 2020 (AWIA 2020), builds on the bipartisan America’s Water Infrastructure Act of 2018 that passed Congress and was signed into law by President Trump.

“America’s water infrastructure supports our economy and keeps communities safe,” said Barrasso.

“Our committee is working together to improve the nation’s dams, ports, flood-prevention infrastructure, reservoirs, and drinking water systems.

These draft bills will help create jobs and grow the economy.

The draft legislation will help ensure Americanmade goods are

safely shipped from one state to another and that the water Americans are drinking is safe. President Trump has called on Congress to pass comprehensive infrastructure legislation, once we are past the immediate health crisis. Our bipartisan highway infrastructure bill and these draft water infrastructure bills will answer that call.”

“These two draft pieces of legislation address critical water infrastructure on which everyone in this country relies.

From the infrastructure that keeps our drinking water safe and clean, to the levees, dams and ports that support our communities and economy, these vital parts of American infrastructure are many times overlooked and neglected,” said Carper. “As drafted, these bills would improve projects’ resiliency to extreme weather events, increase the transparency and accountability of federally funded projects and ensure that every community can

OUR GREEN IS

benefit from federal funding and support—especially the smaller, rural and vulnerable communities that have been disregarded for far too long. By releasing these drafts, the committee will be able to gain critical insights and gather more feedback from stakeholders to improve the bills.”

The draft of AWIA 2020 includes approximately $17 billion in new federal authorizations. It will support U.S. economic competitiveness by increasing water storage, providing protection from dangerous floodwaters, deepening nationally significant ports, and maintaining the navigability of inland waterways across the country. It will also repair aging wastewater and irrigation systems. The draft bill was crafted with Sens. Shelley Moore Capito (R-W.Va.) and Ben Cardin (D-Md.). Capito and Cardin serve as chairman and ranking member of the EPW Subcommittee on Transportation and Infrastructure.

CUT EMISSIONS. SAVE FUEL. The Cat® product line doesn’t simply meet the latest marine engine emissions regulations — our Tier 4 Final engines are performing in engine rooms, on the water, day in and day out.

They’re exceeding marine customers’ high expectations for reliability, durability, ease of installation and simplicity of maintenance.

Let Louisiana Cat help you lower your fuel consumption and your costs. To request a quote: give us a call at 866-843-7440 or visit us online at www.LouisianaCatMarine.com.

May 2020 // Marine Log 17

TANKER MARKET MARINE PROPULSION

MARINE PROPULSION: THE UNRELENTING QUEST FOR EFFICIENCY

T

h o u g h m a r i n e f u e l p r i ce s may currently be at historically low levels, minimizing fuel consumption nonetheless remains an overarching concern in ship and propulsion system design. The search for lower fuel consumption has always been a pr imar y goal for designers, as well as a perennial cost concern for ship owners, met to a varying degree of success.

In 2013, it all changed when the IMO EEDI (Energy Efficiency Design Index) requirement came into force. Applicable to certain types of ships that account for an estimated 75% of global marine greenhouse gases (GHG) emissions, it now requires ships to meet certain levels of fuel efficiency, increasingly stringent in years to come. Expressed in grams 18 Marine Log // May 2020

of CO2 emitted per ton of deadweight and nautical miles traveled, EEDI is now forcing hulls and propulsion plants to become more efficient and green.

One of the new ships leading the way is the Esperanza, a RoPax designed by NaviForm Consulting & Research Ltd. of Vancouver, B.C., for Navimag Ferries S.A. of Chile.

It has recently completed sea trials in Guangzhou, China, and will shortly be on its way to Chile. The vessel has accommodations for 275 passengers and it packs 1,800 lane-meters on only two RO/RO decks in a 150-meter (492-foot) hull—a capacity declared by some other designers to be physically impossible.

The Esperanza will operate exclusively in Chile, sailing between Puerto Montt and Puer to Natales, providing a vital

transportation link with Chile’s south, and cruising in the fjords of Patagonia.

Esperanza’s power plant was custom designed to meet the owners’ requirements for cruising at 13.5 knots in the sheltered waters of Patagonia’s inside passage at minimum fuel consumption, but to also have capability to increase power in a short passage in open ocean where severe weather conditions frequently occur.

T h i s w a s a ch i e ve d by s p e c i f y i n g a PTO/PTI system, which would support hotel load in cruising mode, and accept boost power from one ship service generator in heavy seas.

The propulsion plant includes two Wärtsilä 9L20 main engines, each rated at 1,800 kW driving two CLT bladed controllable pitch propellers via Wärtsilä

Photo Credit: NaviForm Consulting & Research Ltd.

Esperanza packs 1,800 lane-meters on only two RO/RO decks in a 492-foot hull

MARINE PROPULSION Esperanza’s power plant was custom designed to meet the owners’ requirements for cruising at 13.5 knots in the sheltered waters of Patagonia’s inside passage at minimum fuel consumption.

gearboxes. The propellers and gearboxes are rated at 2,200 kW boost power.

“Our ability to support the design process together with NaviForm was very important to this project,” says Mark Keneford, general manager-marine sales, Wärtsilä Canada. “The design is innovative, and we were able to deliver the right propulsion solution for the vessel, with high efficiency, reliability, low fuel consumption, and lifecycle support as the key enablers.”

“This project required a non-conventional design, and we very much appreciate Wärtsilä’s support throughout the design process. Close collaboration was needed to ensure that the equipment ordered was dimensioned accordingly, and that both the operating and environmental performance met the high standards that we required. We are very proud of the end result,” says Cesar Barrera, CEO, Navimag.

Esperanza is the latest example of the patented NaviForm technology combining a futuristic looking winged bow (on

which research started in 2001 and continues) with stern pods, which increase the efficiency of the prop el lers. The hul l was extensive ly mo de l teste d at SVA Potsdam, the results showing that this large 10,500-ton displacement hull needs only 2,250 kW (3,000 bhp) total delivered power for service speed of 13.5 knots and in the boost mode speed could reach 16.0 knots in calm water, or maintain service speed in heavy seas.

Testing also showed that the winged bow eliminated slamming and greatly reduced motions and accelerations detrimental to cargo and passengers. The designers decline to elaborate in detail on how such performance was achieved, citing proprietary IP. “Approval of this first of a kind vessel was a challenge, as several design features are not yet addressed by the rules,” commented Colleen Anderson of NaviForm.

“ABS g reatly assisted in this process, becoming the first to class approve this new type of ship.”

NaviForm claims such savings in fuel consumption and emissions can be realized not only in RO/RO, ferries or OSVs, but even in bulk carriers and tankers.

Another design under development utilizing this technology is already showing in CFD a 15% reduction in power compared to a recently built 242-foot reefer designed with a conventional hull for the same owner.

It is clear that meeting the EEDI requirements presents the industry with a choice of either lower ing sp e e d of existing vessel designs, or seeking the sort of new hydrodynamic solutions that Esperanza proves are possible.

The naval architecture and mar ine engineering firm, NaviForm Consulting & Research Ltd., says it spends approximately 50% of its time on research.

Supported by National Research Council Canada (NRC) and several classification societies, NaviForm focuses on developing new technologies, protected by international patents.

The company made headlines back in 2017, when it worked with American Patriot Holdings to design U.S. inland container vessels to operate at an intermodal container terminal to efficiently deliver containers to and from ports on the Mississippi and Illinois rivers. The project is still in the works.

Navimag was founded in 1979. Since then, the company has concentrated its efforts on being the primary means of territorial integration of the Aysén and Magallanes regions of Chile with the rest of the country.

Its existing ferries equipped to carry passengers are the Edén, which has a passenger capacity of 118, with a total length of 136 meters; and the Evangelistas, which has a capacity for 220 trailers and a total length of 114.7 meters.

Sternpods enhance the efficiency of Esperanza’s CLT-bladed controllable pitch propellers

May 2020 // Marine Log 19

Together We Can

TOGETHER WE CAN. As part of the essential critical infrastructure, many maritime companies are open for business and working within the appropriate health guidelines to meet customer requirements by keeping products and services moving on the world’s waterways.

Here are some leading companies who are meeting the challenge:

SHIPMONEY ShipMoney is an industry-leading provider of payment solutions for maritime companies throughout the world. We develop efficient, customized cost-saving programs for crew, vendors and suppliers facilitating crew payroll payments, international corporate remittances, money transfers, mobile top-ups, payroll advances, onboard expenses and all other forms of international maritime payments.

ShipMoney 2515 Marina Bay Drive West, Suite 11-107 Fort Lauderdale, FL 33315 Tel: 1 954 990 5429 Email: stuart.ostrow@shipmoney.com Shipmoneycorporate.com

W

Blue PMS 660 Black 60% black

CROE®, a leader in engine exhaust gas scrubbing systems, has roots dating back to 1917 and more than 60 years designing scrubbers. CROE® has unparalleled experienced. CROE® scrubbing systems have all metal construction, require no bypass, replace the silencer and can run dry. Successfully operating on all types of ships.

CR Ocean Engineering LLC© Nick Confuorto 6 Campus Drive Parsippany, NJ 07054 Tel: +1 (973) 455-0005 Ext. 110 Email: nconfuorto@croceanx.com www.croceanx.com

DEX-O-TEX MARINE Advanced Underlayments & Interior Finished Decking Systems for Marine Applications Designed for both wet and dry spaces in accordance with IMO and U.S Military specifications on military ships, commercial vessels, off-shore platforms, working boats, cruise ships, and ferries. Scientifically Superior, Performance Proven. That’s the Dex-O-Tex Marine way.

Dex-O-Tex Marine 3000 E Harcourt Street Rancho Dominguez, CA 90221 Tel: (866)490-1333 Email: danw@miracote.com www.dexotexmarine.com

Shutterstock/ NicoElNino

CROE®

HENDERSON AUCTIONS Marinebid.com provides asset auction services to the maritime industry. Henderson Auctions, a founding auction firm in Louisiana established in 1957 by Marvin Henderson. Because of growing demand and to best meet our customers’ needs has found it necessary to launch a separate auction platform for the maritime industry. Some of our highly successful marine auctions over the past 63 years include; SEACOR Marine (4) locations with fleet maintenance items, yearly Marine Auctions since 2011, Audubon Bridge Construction Group Liquidation, Innovative Builders Liquidation, Jacksonville Shipyard Asset Reduction Auction, etc…The principals of marinebid have provided auction services to the marine and construction industries for multiple generations. With a combined 260 years of auction field experience, our staff will get you the highest net yields for your maritime and construction assets.

Metal Shark 6814 E. Admiral Doyle Drive Jeanerette, LA 70544 Tel: 337. 364.0777 Fax: 337. 364.0337 Email: sales@metalsharkboats.com www.metalsharkboats.com

NAUTICAN RESEARCH & DEVELOPMENT LTD, USA Nautican Research & Development is a marine propulsion company that engineers and manufactures hydrodynamic solutions, including Integrated Propulsion Units, High Efficiency Nozzles and Propellers, high aspect ratio Triple Rudders, Pre-Swirl Stators, and Hydralift Skegs. The Nautican product line is manufactured and sold exclusively by Nautican Research & Development Ltd, USA.

Henderson Auctions 13340 Florida Blvd.

PO Box 336 Livingston, LA 70754 Craig Cancienne Tel: 225.431.0543 Email: craig@marinebid.com marinebid.com

Nautican Research & Development Ltd, USA 17300 1st Ave NW Seattle, WA 98177 Tel: 206.925.3569 Email: info@nauticanltd.com www.nautican.com

HERBERT-ABS SOFTWARE SOLUTIONS LLC

NCP COATINGS INC.

Herbert-ABS Software Solutions LLC sets the standard for stability, load management, and emergency response software solutions for the marine and offshore industries. Herbert-ABS is a joint venture of Herbert Engineering Corporation and American Bureau of Shipping. Our products include LMPOffshore (offshore load management), CargoMax (shipboard loading) and HECSALV (salvage engineering).

NCP Coatings Inc. in Niles, Michigan, develops and manufactures technologically advanced primers, enamels, textured coatings, topcoats, reducers and marking paints. Since 1948. Used for OEM manufacturers – recreational marine/commercial shipbuilding, heavy truck/trailer, off-road equipment – and maintenance facilities. Other industries served include naval shipbuilding, military weaponry, ground force equipment and aerospace.

Herbert-ABS Software Solutions LLC 1040 Marina Village Parkway Alameda, CA 94501 Tel: +1 510 814 9065 Fax: +1 510 814 9763 Email: info@herbert-abs.com www.herbert-abs.com

METAL SHARK Metal Shark specializes in the design and construction of welded aluminum and steel vessels from 16’ to over 300’ for defense, law enforcement, and commercial operators. Key customers include the United States Coast Guard, Navy, Air Force, Army, foreign militaries, law enforcement agencies, fire departments, passenger vessel operators, pilot associations, towboat operators, and other clients worldwide. With three fully self-contained shipbuilding facilities in Alabama and Louisiana USA plus a dedicated engineering facility in Croatia, Metal Shark’s 500+ employees produce over 200 vessels per year with a proud and proven track record of high quality, on time deliveries.

NCP Coatings Inc. Glenn Arent Director-Defense, Aerospace, and Marine Coatings NCP Coatings Inc. Tel: 800-627-1948 ext. 258 Cell: 574-315-4167 Email: Glenn@ncpcoatings.com https://www.ncpcoatings.com/workboat/

VAPCOR INC. North American Distributor ABCON Stop Leak Additives https:// abcon.dk/ Marine Distributor for Innospec Fuel Specialties: pre and post combustion additives, verified by Lloyd’s Register PVS Distributor MAPS 1 RTU EPA approved COVID-19 Disinfectant – Sanitizer – Fungicide – Virucide* – Deodorizer for Hospitals, Institutional, Industrial and Marine use, effective sanitizer on food contact surfaces VapCor Inc. Tel: 866-642-1311 Email: solutions@vapcor.com www.vapcor.com

CEO Spotlight

Q & A WITH

TUOMAS RISKI CEO of Norsepower

By Heather Ervin, Editor in Chief

W

ITH ECONOMIES under stress from COVID-19, carbon emissions this year will be down for the first time since 2008. Tuomas Riski, Norsepower CEO, believes this gives shipping an opportunity to pivot on carbon. In this edition of Marine Log’s CEO Spotlight, Riski also gives insight into how Norsepower’s rotor sails are making progress in the industry’s efforts to reduce emissions.

Norsepower Oy Ltd., a Finnish clean tech and engineering company, has pioneered modern auxiliary wind propulsion for the global maritime industry. It claims that its rotor sail solution is now a proven, low-maintenance, easy-to-use and reliable fuel-saving technology that supports the decarbonization of shipping. The company’s rotor sails are currently being used on board the Maersk Pelican tanker, the Viking Grace cruise ferry, and the RO/RO ship Estraden.

MARINE LOG (ML): We’re all dealing with COVID-19 at the moment.

From your perspective, how is the 22 Marine Log // May 2020

virus impacting maritime operations, primarily global emissions and what does this mean for rotor sails?

Tuomas Riski (TR): During the last month, fuel prices have collapsed and

payback periods for fuel saving investments, such as the rotor sail have roughly doubled.

However, we expect that the low fuel prices will be a short-term phenomenon and in the long term, both the development of low carbon fuel prices and particularly environmental regulations, such as CO2 taxes and emissions trading, will considerably improve the market for environmental technologies, such as rotor sails.

ML: What was the first norsepower rotor sail installation and when, and how many are at sea or on order now?

TR: We made the first commercial installation of a Norsepower rotor sail in 2014 on the M/S Estraden, a 9,700 DWT RO/RO vessel owned by Bore. Two of the smallest (18 meters high by 3 meters in diameter) rotor sails have reduced the average fuel consumption by 6.1%—equaling around 400 metric tonnes per year. This saving has been measured and independently verified

by NAPA, a leading maritime data analysis, software, and services provider.

In April 2018, we successfully installed our rotor sail solution on board the M/S Viking Grace, an LNG-fueled cruise ferry.

The 57,565 GT M/S Viking Grace currently operates in the archipelago between Turku (Finland) and Stockholm (Sweden), and is one of the most environmentally friendly cruise ferries in the global maritime industry. With the addition of Norsepower’s technology, the vessel has been independently verified by three external research bodies, including ABB, NAPA and Chalmers University, to reduce its carbon emissions by up to 900 tonnes annually; equivalent to cutting up to 300 tonnes of LNG fuel per

Norsepower’s rotor sails are being used on a tanker, ferry and a RO/RO ship.

Photo credits: Norsepower Oy Ltd.

Tuomas Riski

year – making it the world’s first LNG/wind electric propulsion hybrid cruise ferry.

Maersk Tankers installed two large rotor sails (30 by 5 meters), on its LR2 tanker Maersk Pelican. The installation was completed in the beginning of September 2018 and she’s been trading on the spot market. The first year of operation included a measurement campaign to verify the fuel saving performance of the rotor sails.

Lloyd’s Register (LR) concluded that the average fuel savings were 8.2% during the first year of operation. The project team also included Shell and was financially supported by ETI (Energy Technology Institute), a British government owned research and funding organization.

Scandlines has placed an order for a rotor sail to be installed on its hybrid ferry M/V Copenhagen. The installation is scheduled to take place in second quarter 2020.

The rotor sail is expected to save fuel and reduce emissions by 4-5% on average.

Additionally, we have taken an installation order from a European shipowner for two of the largest rotor sail units to be installed on an existing cargo vessel and that installation is also scheduled for the second quarter of this year.

Sales leads have developed well since we were able to confirm and share the ver y strong performance results from the Maersk Pelican. We continue having positive conversations with shipowners, charterers, and shipyards following our successes, and are taking steps to study the technical and economic feasibility of wind propulsion on their fleets.

ML: What subsidies and funding have you received from various sources?

TR: Since our establishment in November 2012, we have generated more than 20 million of funding. Norsepower has been funded by the European Commission, Power Fund II, Business Finland - the Finnish Funding Agency for Technology and Innovation, and, most recently, in the summer of 2019 by OGCI Climate Investments.

The first venture capital investors were Lifeline Ventures Oy, EAKR Aloitusrahasto Oy, Valve Ventures Oy and Korkia Venture Insight. This on-going commitment has enabled Norsepower to commercialize delivery and production capacity of rotor sails, leading to increased sales.

ML: How many shipowners have bought the rotor sails, and did Norsepower get paid for the rotor sails that

Maersk Tankers installed two large rotor sails on its LR2 tanker, Maersk Pelican.

various companies have trialed?

TR: All the pilot projects that we have initiated have led to the continuous usage of rotor sails. For instance, our first customer, Bore, after the successful pilot project, purchased the rotor sails from us, which have since then been maintained by Norsepower.

As a company, we also offer an alternative delivery model for rotor sails under a “Pay-As-You-Save” system. The idea is to minimize upfront investment and have a service agreement and monthly payments based on the fuel savings that can be achieved with rotor sails. This has been designed to reduce the barrier to entry and provide the added benefits of a service agreement rather than a one-off purchase of a product.

ML: In a recent one-year test on board the Maersk Pelican, two rotor sails aggregated a total fuel saving of 8.2%. Do you have similar examples of how rotor sails have led to cost savings for operators?

TR: As I mentioned, independent tests have been conducted on the M/S Viking Grace and M/S Estraden, both of which s h owe d s i g n i f i c a n t f u e l s av i n g s a n d

reduced carbon emissions.

Independent data analysis indicates that even greater savings can be achieved, particularly when the rotor sails are fitted in conjunction with other efficiency measures. For example, when installed aboard the M/V Copenhagen, Norsepower’s rotor sails will sit alongside measures such as hydrodynamic hull optimization, and a hybrid electric propulsion system with a battery powered energy storage system.

Current reports suggest that up to 20% of fuel saving per year is possible when several rotor sails are used on a route that has favorable wind conditions.

ML: What is Norsepower doing in to protect its employees and customers during this time?

TR: All of our employees are currently working from home and following social distancing measures, whether they usually work at the office or on the service side of the business. We are following government legislation and regulations and keeping up to date w ith cur rent adv ice to ensure the hig hest level of safety to both employees and customers during the current circumstances.

May 2020 / Marine Log 23

TTB AUGUST 25 & 26

2020

Sponsors & Exhibitors:

TUGS TOWBOATS BARGES

RENAISSANCE MOBILE RIVERVIEW PLAZA MOBILE, ALABAMA

Technology. Trends. Innovation.

SPEAKERS INCLUDE

MENTAL HEALTH IN THE MARITIME INDUSTRY

FIRST-OF-ITS-KIND ATB LNG BARGE

BRIDGING THE GAP: BUILDING A CULTURE OF SAFETY

EMILY REIBLEIN Crowley Logistics

CHAD VERRET Q-LNG Transport

SARAH MICHELLE HATTIER Dupre Marine Transportation

SMALL VESSEL OPERATOR’S PERSPECTIVE—SUB M & MORE

INCREASING DIVERSITY, RETENTION OF WOMEN IN THE INDUSTRY

EMPLOYEE RECRUITMENT & RETENTION

CAPT. MICHAEL MOONEY Fire Island Marine Services

KASEY ECKSTEIN Women in Maritime Operations Association

THOMAS MONTGOMERY Inland Marine Service

EXHIBITS & SPONSORSHIPS AVAILABLE 212-620-7208 | conferences@sbpub.com

REGISTER NOW www.marinelog.com/tugs

Presented by

OFFSHORE CYBERSECURITY

MARITIME CYBERSECURITY: Where Do Things Stand and Where Might They Be Going?

V

essel owners and operators, as well as shoreside facilities, rely on computers for all kinds of reasons, including navigation, communications, cargo operations, and safety and security monitoring, to name a few. However, for most, the concept of an actual cybersecurity incident remains abstract, and studies—including one conducted by the Jones Walker law firm in October 2019—indicate that the industry, as a whole, remains unprepared to deal with this emerging threat.

As expected, industry stakeholders have looked to government and regulator y agencies for guidance on not only how to respond to a cybersecurity incident but also how to prepare for one. These agencies are sounding the alarm about cybersecurity risks and taking steps to ensure that industry stakeholders take these risks seriously.

26 Marine Log // May 2020

For example, in May 2017, the United States Coast Guard (USCG) opened its new Cyber Command facility specifically geared in identifying and addressing cybersecurity risks in the maritime industry.

Despite these efforts, many industry stakeholders remain in the dark about what the USCG and federal regulations require of them when it comes to cybersecurity. By far, the most frequent question Jones Walker receives from vessel owners and operators is what regulations specific to cybersecurity apply to a vessel.

The answer may come as a surprise: at this point, none.

Maritime Transportation Security Act While the USCG cont inues to hig hlight cybersecurity risks, its focus to date has generally been on shoreside and offshore facilities, not vessels. The applicable

regulations refer to these facilities as “Maritime Transportation Security Act (MTSA) regulated facilities.”

Existing regulations require all MTSA-regulated facilities, including vessels, to maintain a Facility Security Plan (FSP), which must be submitted to and reviewed by the USCG. One might expect that the various regulations, including those addressing FSPs, would apply uniformly to all MTSA-regulated facilities, including vessels. But that is not the case when it comes to cybersecurity.

Instead, the cybersecurity regulations apply only to certain MTSA-regulated facilities, including waterfront facilities that handle dangerous cargoes, as defined by federal regulations; handle liquefied natural gas and hazardous gas; transfer oil or hazardous bulk materials; receive passenger vessels carrying over 150 passengers; receive vessels subject to the International Convention for

Photo Credit: Shutterstock/ wutzkohphoto

By Ford Wogan, Jones Walker LLP

CYBERSECURITY the Safety of Life at Sea, 1974, Chapter XI; receive foreign cargo vessels greater than 100 gross register tons; receive certain U.S. cargo vessels greater than 100 gross register tons; and receive barges carrying certain hazardous or dangerous cargoes in bulk.

The cybersecurity regulations also apply to fixed and floating facilities on the Outer Continental Shelf, including some Mobile Offshore Drilling Units.

On March 20, 2020, the USCG issued a Navigation and Vessel Inspection Circular (NVIC 01-20) titled “Guidelines for Addressing Cyber Risks at Maritime Transportation Security Act Regulated Facilities.” This NVIC is not itself a regulation, though it seeks to provide “guidance to facility owners and operators in complying with the existing regulatory requirements to assess, document, and address computer system or network vulnerabilities.”

Again, the USCG’s focus remains on the shoreside and offshore facilities identified above, as the NVIC expressly states that it does not apply to vessels.

Photo Credit: Jones Walker LLP

Documenting Vulnerabilities Under the NVIC and applicable regulations, these MTSA-regulated facilities are now required for the first time to assess and document vulnerabilities associated with their computer systems and networks in a Facility Security Assessment (FSA). The FSA is intended to correspond with an existing FSP. If vulnerabilities are identified, the regulations require that the applicable sections of the FSP be amended to address the identified vulnerabilities. Impacted stakeholders will have an extended implementation period through September 30, 2021, to conduct the FSA and revise the applicable FSP. This is a good first step toward identifying and addressing cybersecurity risks. To date, the USCG is not mandating certain security or system requirements—and for good reason, as cybersecurity risks are facility-specific. Additionally, the costs related to upgrading systems to address cybersecurity risks are going to be significant. Given these factors, the USCG has wisely provided a significant lead-time for these MTSA-regulated facilities to update their FSPs as well as their policies and procedures for addressing cybersecurity risks. It is likely that any future requirements will be similarly phased in with an eye toward doing so in the most cost- and resource-effective manner.

In issuing its NVIC, the USCG advised that it “is currently developing separate guidance to address cybersecurity on board vessels.”

When that guidance may come down remains unknown. Presumably, it will mirror in some respects NVIC 01-20, at least in terms of

conducting an assessment and analysis of cybersecurity vulnerabilities aboard vessels.

Recommendations In June and July 2017, the International Maritime Organization (IMO) adopted a resolution and issued a circular, providing “high-level recommendations on maritime cyber risk management.” Like the USCG’s recent guidance, these recommendations included a company- and vessel-wide assessment of cybersecurity vulnerabilities.

Taking it a step further, the Baltic and International Maritime Council (BIMCO) issued its “Guidelines on Cybersecurity Onboard Ships” in December 2018, which contained a number of substantive recommendations that will likely shape future regulatory efforts. Consistent with the guidance from the USCG and the IMO, BIMCO also recommends a comprehensive company- and vessel-wide assessment of cybersecurity vulnerabilities.

BIMCO’s recommendations, which go further than the IMO’s and are wide-ranging, include the following: • Developing and enacting procedures for ensuring the continuity of operations in the event of a cybersecurity event, including creating the necessary back-up systems and redundancies to keep vessels working; • Establishing protocols and systems for detecting cybersecurity breaches and events; • Providing training to all vessel personnel regarding cybersecurity risks.

• Identifying vulnerabilities and developing inventories for onboard computer systems;

• Vetting suppliers and vendors for security and data-management procedures; • Addressing and limiting control and use of crewmembers’ own devices, including potentially implementing separate networks for use aboard vessels; • Evaluating and upgrading hardware and software systems; and • Maintaining antivirus and malware tools.

One thing to keep in mind is that cybersecurity risks will vary depending on the vessel, as well as a company’s fleet and work.

For this reason, the USCG is more likely to implement a “broad strokes” regulatory approach with a focus on certain minimum requirements and a parallel mandate that vessel owners and operators assess, identify, and address the specific vulnerabilities of their own vessels and fleets. This approach would be consistent not only with what is now being required of other MTSA-regulated facilities but also with how the USCG has previously rolled out significant industrywide changes, such as Subchapter M. As the USCG continues its regulatory efforts, vessel owners and operators must recognize that cybersecurity risks are not going away. While specific regulations may be a few years away, prudent owners and operators will begin making efforts to assess, identify, and address these risks because change is coming, and the possibility of a cybersecurity event affecting an owner’s or operator’s vessel is less a question of “if” than “when.”

Data provided by Jones Walker LLP as published in the firm’s 2018 Maritime Cybersecurity Survey.

May 2020 // Marine Log 27

One Magazine, The Entire Market SIGN UP: http://bit.ly/mlnewsletter

Never Read

YESTERDAY’S NEWS Marine Daily delivers marine news as it unfolds. Sent every weekday, this email newsletter delivers today’s news today. Stay up-todate on the entire market, from shipyards and salvage to tankers, towboats and alternative energy.

HYBRID ANDOFFSHORE ELECTRIC

Reintjes Hybrid System

KARL SENNER SEES GROWING INTEREST IN HYBRID SOLUTIONS

Photo Credit: Reintjes/Karl Senner

W

ith hybrid propulsion solutions gaining more a t t e n t i o n , w e a s ke d long-time marine propulsion specialist Karl Senner LLC, Kenner, La., to give us some insights into current market trends and technological developments.

According to Karl Senner, vessel owners and designers are increasingly ready to invest more to get efficient propulsion solutions that will pay off over time, and both diesel electric and electromechanical hybrid solutions are gaining interest for a wide variety of vessel types.

“Depending on the vessel’s operating profile, these arrangements can significantly reduce the amount of lifetime maintenance (OpEx), increase performance, and reduce fuel

consumption (especially with the use of batteries),” says Senner. “Additionally, depending on the comparable diesel mechanical alternative, the upfront costs (CapEx) are becoming increasingly more competitive.”

The choice of transmission or thruster within a diesel electric or electromechanical hybrid arrangement is often based upon the merits of the equipment itself and the support behind it. In particular, decision makers typically look at overall design features, how the equipment fits in the vessel design, ease of installation, reliability of the equipment, a dependable integration partner, and lifetime support of the equipment.

Diesel Electric In regard to diesel electric arrangements, Karl Senner can accommodate various types

of propulsion systems: azimuth thrusters (Z-drives or L-drives), shafted fixed pitch propellers (FPPs), shafted controllable pitch propellers (CPPs), etc.

The vessel type, operating profile, and operating environment, generally dictates the propulsion type. Senner is the exclusive sales and service representative for Finnish thruster specialist Steerprop in United States, Mexico, and Bahamas, and says that Steerprop has developed a very impressive LM azimuth thruster that has incorporated an integrated permanent magnet (PM) motor on the vertical shaft of the L-drive. The compact size of the integrated PM motor, not much taller than a typical Z-drive unit, provides a small footprint easily accommodated in most existing propulsion room designs. This plug-and-play design allows for May 2020 // Marine Log 29

HYBRID AND ELECTRIC installation without intermediate shaft lines or shaft alignments, as well as convenient access for serviceability. Additionally, this design significantly reduces the amount of moving parts by eliminating the upper gear set, pinion, clutch, and associated bearings.

For other propulsion types (e.g. shafted FPP or shafted CPP), especially systems requiring lower propeller rpm, Senner frequently finds that a Reintjes gearbox reduces the overall cost of the system. The

gearbox allows for the use of a high-speed electric motor, instead of a low-speed electric motor operating at propeller rpm and equal power. High-speed electric motors are generally more compact, less weight, less expensive, and more readily available than their slow speed counterparts. The combination of the high-speed electric motor and reduction gearbox produces the required propeller rpm and eliminates the need for an additional thrust bearing.

Steerprop LM azimuth thruster

Electromechanical Hybrid Karl Senner can also offer electromechanical hybrid solutions for the same types of propulsion and is seeing very positive interest in the Reintjes hybrid system for a variety of vessel types and propulsion types, including shafted FPP, shafted CPP, and waterjets.

Both Steerprop and Reintjes have developed pre-engineered solutions for architects to incorporate into their designs. They are also easy for shipyards to install and familiar for Karl Senner to integrate and support.

UNCOMPROMISED

CONTROL

Batteries

Low Submergence Requirement Small Hull Penetrations Auxiliary Propulsion/ “Take Home� Capability Effective Thrust in Currents JT Series

Waterjet Bow/Stern Thrusters Up to 2,200HP

Proudly Made in the USA!

Steerprop Hybrid Unit with integrated PM motor 30 Marine Log // May 2020

Photo Credit: Steerprop/Karl Senner, Steerprop/Karl Senner

HT Series

While ever stricter emissions regulations have their greatest impact on engine manufacturers, batteries can play a big role in reducing overall emissions, especially when shoreside charging capabilities are available. The amount of battery capacity is largely determined by the amount of space available on the vessel, budget, and the operational profile of the vessel. When power is produced predominately onboard, diesel electric systems can be tailored to the operational profile of the vessel, thereby allowing the engine-generators to operate at their most efficient loads.

DISRUPTIVE TECHNOLOGIES

NAPA has been working with ClassNK and Japan Marine United, Japan’s second largest shipyard, on a joint feasibility study. ClassNK held a trial evaluation of hull structural design on a 3D CAD model of a VLOC, and the model was created

by JMU using NAPA Designer—a 3D CAD software application for ship design—as a 3D model viewer.

ADDING A NEW DIMENSION: OVERCOMING THE SHIP DESIGN STATUS QUO

By Tapio Hulkkonen, Director, NAPA Design

Photo Credit: Credit: Japan Marine United

S

hips are designed in three dimensions, and have been for a long time. Despite this decades-old reality, designs for rule checks at class societies must still be translated into two-dimensional drawings. Once the designs have been approved by class, any feedback is re-translated into 3D for the ship designers to implement.

It’s an inefficient and very time-consuming process. By some calculations, a typical basic tanker hull structure takes about 3,200 man-hours to design in 2D tools. Of that time, about 30% is spent on drawings and 65% on calculations. For a cruise ship’s design, it’s reasonably common for this to take 10 times longer.

Moreover, class societies are performing these calculations before they can even give approval. 2D information is already being transferred into their 3D rule check

and finite element modeling software.

As designs are switched between dimensions, the risk of inaccuracies and version control errors rises substantially. In practice, it’s not too different from translating a Finnish phrase into English on Google Translate, and then re-translating the resulting English phrase back into Finnish. Sometimes the result is the same as the input. Sometimes it isn’t. Either way, nothing beneficial is added to the process.

This 2D aspect of ship design would be broadly recognizable to any naval architect born in the last 200 years. It’s a status quo that’s older than many classification societies, but despite this, it’s a norm that needs to change.

When ship designers, naval architects, and everyone else at the shipyard can work from a single source of truth, we save time, reduce risk, and designers and architects are better

able to rapidly react to the changing needs of modern ocean commerce.

Some shipyards and shipowners have said that cost is always the primary driver for their enthusiasm for changing this rule.

But, more profoundly, they are also quick to acknowledge that it’s going to be necessary if we’re to build ships capable of meeting the IMO’s emissions rules by 2050. Unless we can get the design process right, that’s going to be a lot harder than it needs to be.

Out with the Old, in with the New Did you see “The Irishman” last year? In the film, actors Robert De Niro, Al Pacino, and Joe Pesci were digitally de-aged to portray younger versions of their characters. This technology aspect got quite a lot of media attention, but the software used to do it is almost old enough to have graduated high school.

May 2020 // Marine Log 31

DISRUPTIVE TECHNOLOGIES

Better, Faster, Stronger To help overcome these issues and better understand the practical realties, NAPA has been working with ClassNK, the biggest classification society in terms of deadweight tonnage, and Japan Marine United (JMU), Japan’s second largest shipyard. In late 2019, NAPA completed a joint feasibility study on 3D Model-Based Approval (MBA) using 3D CAD models. ClassNK held a trial evaluation of hull structural design on a 3D CAD model

3D product models are used for many purposes like visualizations and controlling the general arrangement in modern ship design. of a VLOC, and the model was created by JMU using NAPA Designer—a 3D CAD software application for ship design developed by NAPA—as a 3D model viewer. By the end of this process, it was demonstrated that the same person could perform multiple rule checks and adjust designs without needing to learn multiple programmes. It was established that almost all of the information needed for class approval could be included in NAPA Designer.

This forward step will not only enable more efficient vessel design, but smarter ships optimized to a far higher specification.

For example, by including all data in a single, accurate model, we are now much closer to developing true digital twins.

That’s a concept we’ve all been hearing

A 3D product model of the hull in a modern ship design.

32 Marine Log // May 2020

about for many years, and it’s finally starting to come into its own. At present, only some aspects of a ship are capable of being represented. Since there are hundreds of thousands of individual assets in each ship—valves, engines, propellers, etc.—representing their individual properties and how they interact with each other is a mammoth task. But, once it’s complete, we’ll be able to optimize to a much higher sensitivity and more accurately validate the sensor inputs that are critical for IoT applications. It will also make it much easier to shoreside teams and seafarers to coordinate in emergencies, fix bugs, and optimize vessel performance for each and every voyage.

It won’t happen overnight, because there’s far too much at stake to take unnecessary risks with the safety-critical design and approval processes. It will happen soon, however. We remain a short distance from that reality, but it’s clearly visible on the horizon.

Heig htened awareness, disciplined processes, and due diligence are three of the strongest tools humans have for assessing the shortcomings of actions.

Unfortunately, we are far more likely to use them to evaluate the downsides of change rather than the consequences of staying the same.

Collaboration isn’t a novel form of disruptive technology, but it’s an oftenoverlooked one. Working in tandem with shipyards, software developers, and class societies has made some confident that the benefits of 3.

Credit: NAPA Design

This example is one of many in recent years that have made many of us question what else we can or could be doing with software. If you can digitally recreate Pacino’s glory days at the push of a button, why can’t we check designs in 3D in the same way too?

Historically, it has been lot simpler to maintain consistency of design in 2D rather than 3D. The underlying challenge is that 3D data comes in many forms and formats, and the rigorous checks that class societies perform are necessarily complex.

Relatedly, because design is more efficient when it’s split into specialities, there will be different requirements for different information. For example, 3D CAD models don’t typically include the information needed for rule checks, such as for calculating hull steel weight or welding length.

More than 95% of newbuilds launched in 2019 were created—at least in part—with NAPA design software. This gives us a very broad perspective on what’s happening in yards, as well as what ship designers wish was happening. The vast majority of those NAPA speaks to, whether they’re designers, from class societies, or the shipowners themselves, recognize that the processes described need to change. However, this makes it a classic chicken-and-egg situation.

BALLAST WATER

Opportunities in a Crisis: BWTS Technology For many shipowners, though, that is simply not the case. Many BTWS are designed to be installed as individual components and those components can be easily moved into position while the vessel is operating or while alongside during a lay period.

When the global restrictions are finally lifted and normal ship repair work is allowed to resume, yards will have capacity restrictions. Further delays to vessels exiting the yard due to BWTS installations will only exacerbate this situation.

Owners who can utilize any lay periods or times where the vessel is being underutilized to reduce or even eliminate shipyard scope will be in a position to take advantage when the normal flow of cargo resumes.

Photo Credit: Shutterstock.com/ Doug McLean

T

he COVID-19 global crisis came at the worst possible time for the fledgling ballast water treatment system (BWTS) market. Back on September 9, 2019, all vessels became obligated to comply with the 2004 IMO Ballast Water Management Convention’s D-2 discharge standard at their next International Oil Pollution Prevention (IOPP) certificate renewal survey.

The retrofit cycle was finally underway.

All of that changed in January. China shut down due to the virus and immediately the supply chain impacts were felt. Ships being repaired or commissioned in China became impossible to get to. Parts supplied from China were suddenly cut off. Nothing was getting in or out.

In a way, COVID-19 has parallels with the aquatic invasive species problem. People have long struggled to grasp the importance of treating ballast water like any other pollutant. This pandemic quickly spread, crossing natural barriers through the transportation network. Once in a new area, the virus spread to devastating effect with no natural defense against it just like an aquatic invader introduced to a new body of water.

If we had a way to install a device on every plane and ship that would identify carriers of this disease, we would mandate that.

If we had a way to deny each infected person access to population centers and the transportation needed to rapidly spread the disease, we would implement that measure.

Ballast water treatment systems do just that for the marine environment.

Many governments are allowing short-term extensions to certificates to allow ships to continue to operate during this period when they

Know What You’re Getting cannot get the surveys that they need. However, this shift only continues to compress an otherwise very crowded shipyard repair and drydocking calendar that already faced pressures from scrubber and ballast water treatment system installation requirements.

Digitalization is Key Today’s locked-down world highlights that in a moment we can all be placed in isolation.

We can be denied access to free movement and even basic freedoms can be taken away from us. The same is true for the ability to service or commission marine equipment.

Manufacturers should be looking at how technology can bridge those gaps. For example, we have designed remote access into each system we deliver so we can connect directly with that system without being on board. Seeing what the crew sees and being able to adjust parameters or push updates directly to the unit from our service center helps make sure that our equipment stays operational between visits.

No digital means can ever completely replace the need for a technician in extreme cases, but being able to troubleshoot remotely allows a manufacturer to diagnose issues alongside the crew and send the right parts with the right instructions so the crew can complete the repairs themselves.

COVID-19 is not the only disruptive event occurring in the BWTS market in 2020. In October, the new IMO Ballast Water Management Code comes into force. One of the most impactful parts of this new code is the requirement that all BWTS must all be recertified under the new mandatory testing guidelines contained in MEPC.300(72).

While this has no impact on systems installed prior to October 28, 2020, it does mean that after that date, each system that is installed must be tested under the new guidelines. At this time, less than 15 manufacturers have products that meet this requirement.

With the COVID-19 restrictions and financial impacts, many manufacturers that expected to test this year may also be unable to complete this testing in a timely fashion.

This will create at least a short-term bottleneck on available systems just at the time when an analysis of vessel IOPP certificate renewal dates indicates there will be a glut of ships needing systems.

It is therefore critical that owners looking to purchase systems understand whether or not these systems will be able to be installed after October. Failing to account for this can lead to significant disruptions and the potential to have to change systems mid-way through a retrofit campaign.

Refocusing The installation of a BWTS is on the critical path for many drydockings. The extensive work needed to build deckhouses or move a system down to the installation area is a burden and may be difficult or impossible to get done outside of a yard.

MARK RIGGIO, Market Manager with Hyde Marine

May 2020 // Marine Log 33

NEWSMAKERS

Mcpherson Succeeds Modly as Acting Secretary of Navy Secretary of Defense DR. MARK ESPER has appointing former Army Undersecretary JIM MCPHERSON as Acting Secretary of the Navy, following the resignation of Acting Secretary of the Navy THOMAS MODLY. A former enlisted member of the U.S. Army, he later served as an officer in the Naval Legal Service Command, attaining the rank of Rear Admiral.

NICOLAS SAVERYS, previously CEO of EXMAR, has taken up the position of executive chairman of the board of directors following the death due to COVID-19 of Board Chairman Baron PHILIPPE BODSON, while FRANCIS MOTTRIE, Deputy CEO of the EXMAR Group, has been appointed as CEO.

34 Marine Log // May 2020

Naval architecture and marine engineering consultancy Gibbs & Cox Inc. has hired BRIAN HOBBS as chief information officer. In his new role, Hobbs will provide executive leadership and oversight of the full spectrum of corporate information technology infrastructure, security, end user services, people, and processes.

Marine Jet Power (MJP) has made two key additions to its business development team in the Americas.

COLE MERRITT has joined MJP in the role of sales manager responsible for OEM sales in North, South and Central America. PETER GONZALEZ has joined MJP as aftermarket sales and training manager responsible for aftermarket sales and training in the Americas region.

Okeanus Science & Technology has appointed AMANDA INGRAM as senior project manager in its Houston office. Ingram, who comes to Okeanus with more than 25 years of experience in the subsea industry, will manage all phases of complex projects for the company. This includes highly customized marine systems for unmanned vessels.

OTTO PREISS has joined the management board of Rolls-Royce Powers Systems, whose brands include MTU and Bergen Engines, as chief operating officer. He joins the company after more than 30 years at ABB, where he was most recently group senior vice president, acting in the role of chief operating officer-digital.

TECH NEWS ABS and Chouest Carry Out First-Ever Remote DP/FMEA

Photo Credit: Nautican Research & Development Ltd, USA

Nautican Product Line Under New Ownership OUTBOUND ENGINEERING GROUP LLC, Seattle, Wash., has taken ownership of the intellectual property and equipment of marine propulsion system specialist Nautican Research & Development Ltd, and will continue the Nautican marine product line as Nautican Research & Development Ltd, USA, with new ownership and management.

The former Nautican Research and Development Ltd was the subject of recent bankruptcy proceedings.

Outbound Engineering Group’s President David Dumont said the Nautican product line will be manufactured and sold exclusively by Nautican Research & Development Ltd., USA. Founded in 1972 by Josip Gruzling, Nautican pioneered the use of hydrofoils to increase efficiency, and conducted groundbreaking research in hydrodynamics, naval architecture and computing.

The company holds multiple patents for Gruzling’s unique designs, which include high-efficiency nozzles for boats and hydralift skegs for barges. In 2003, Nautican developed its Integrated Propulsion Unit, which combines the Nautican high efficiency nozzle, triple rudders, stators, and propeller in a fully assembled, ready-toinstall unit.

In 2013, the company was sold by the

Gruzling family to a new owner, which ultimately filed for bankruptcy in 2020, culminating in the transfer of Nautican’s intellectual property to Outbound Engineering Group.

The intellectual proper t y acquired includes the Nautican name, branding, product designs, engineering, patents, research data, production methods, trade secrets and customer profiles.

“For well over 45 years, Nautican has developed innovative products and has a strong following of customers who value the increased performance and quality of the system,” said David Dumont, owner of Nautican Research & Development Ltd. “We believe in this innovative product line and have heard from customers that they not only want, but need, the Nautican product line to continue.”

Nautican is a marine propulsion company that engineers and manufactures hydrodynamic solutions, including patented integrated propulsion units, high efficiency nozzles and propellers, high aspect ratio triple rudders, pre-swirl stators, and also hydralift skegs for barges. Its independently tested systems have been shown to increase power and maneuverability, while significantly reducing fuel use and maintenance needs.

UTILIZING EDISON CHOUEST OFFSHORE’S Remote Monitoring Center (RMC), ABS has per formed the first ever remote Failure Mode Effect Analysis (DP/FMEA) as part of completing the special survey of the machiner y of Chouest’s Cat Island platform supply vessel.

Located at ECO’s corporate headquarters in Cut Off, La., the Remote M o ni to r i ng C e nte r ( R M C ) gi ve s the company the ability to remotely monitor vessel and cargo move ment throughout the fleet. The RMC was created through a collaboration between several ECO affiliates and allows for real-time monitoring of vessel systems. Chouest’s 312 series of platform supply vessels and newer vessels within its fleet are remotely monitored 24/7 with over 4,000 data points per vessel. The entire Chouest fleet as a whole monitors around 300,000 data points every 10 seconds. This information is used to highlight concerns, prevent failures and eliminate downtime.

C ho ue s t has o ne of t he mos t advanced PSV fleets in the world, capable of providing remote troubleshooting and inspec tions. This reduces the need for technicians to travel to vessels. In today’s situation, this enables the social distancing crucial to limiting the spread of the novel coronavirus.

These remote solutions also reduce emissions by limiting business travel emissions to and from port locations.

ABS senior surveyors Shawn Poulin and Charlie Morrow operated from the Remote Monitoring Center for the event.

“This was a unique experience and ABS plans to continue to work with Chouest and to use this process to execute remote surveys in future where possible,” said Poulin.

ABS conducts special surveys every five years. During the special survey, a full FMEA trial is carried out to evaluate processes and identify how they may fail and to assess the relative impact of dif ferent failures in order to identify the parts of the process that are most in need of change.

May 2020 // Marine Log 35

TECH NEWS

Dacoma and Tuco to Test Novel Workboat Stabilizer

The Airkeel can be seen here mounted at the bottom of the hull.

T W O D A N I S H C O M PA N I E S — DACOMA AND TUCO—are to test a novel stabilizer developed for offshore renewables sector work and crew boats.

Developed by Dacoma ApS, the Airkeel is a submerged, air-filled flotation body mounted at the bottom of the hull. A computer-controlled mechanical drive system moves the Airkeel from side to side, stabilizing the boat against roll motion while at the same time increasing its buoyancy.

Now the technology will be tested on Tuco’s ProZero workboat range. An Airkeel will be integrated into a 23 meter long fast workboat test platform from Tuco and trialed at sea.

The Airkeel stabilizer promises to increase seaworthiness and comfort at sea while reducing fuel consumption.

“The great thing about our technology is that it allows our customers to extend their operations into the bad weather window,

while at the same time saving money on the fuel bill. That’s unique,” explains Arnd Baurichter, CEO and founder of Dacoma.

First tests will focus on demonstration of heel compensation and optimization of roll damping in waves.

“It’s important for us to learn the full potential of the Dacoma stabilizer,” says Tuco CEO Jonas Pedersen. “Our fast and ultralight workboats are very versatile, and we are always looking to increase their operational functionality. Higher crane and load capacities are two of the interesting extra features we would like to see tested in the near future.”

Dacoma says that the stabilizer’s special design increases heel stability and cargo capacity significantly. In the range from 0 to 120 degrees heel angle, it increases the righting moment by up to a factor of 10 without the need for water ballast.

For 23- to 49-foot workboats, the Airkeel stabilizer provides an increase in buoyancy of up to 15% of the displacement, allowing the carriage of extra cargo, without requiring increased propulsion power.

Pedersen says Tuco is happy to assist Dacoma in testing its Airkeel system.

T H E U . K . ’ S D E PA R T M E N T F O R TRANSPORT is funding a project that will evaluate the potential for using carbon capture to reduce CO2 emissions from shipping. The funding has been awarded to Chester, U.K.-based PMW Technology, whose A3C carbon capture process uses what it calls “an elegant cryogenic physical separation to capture the carbon dioxide from a process gas stream.”

One of PMW Technology’s partners on the project is naval architect firm Houlder Ltd., which explains things a little further by saying that the A3C process is designed to extract carbon dioxide from marine exhaust gases by freezing, then subliming the carbon dioxide.

It is then liquified and stored in dedicated tanks onboard, allowing for carbon capture from vessel emissions without radical technical overhauls of marine engines and fuels.

Rupert Hare, CEO of Houlder, said: “We’re pleased to be working with PMW Technology and its partners on this study and look forward to sharing our learnings upon its completion, for the benefit of all of those transforming industries that stand to benefit from advancements in carbon capture.

36 Marine Log // May 2020

“In the technology sector in particular, there is rapidly growing interest across the marine and energy sectors for cleaner technologies to accelerate the drive towards a zero-carbon future.”

The appetite for technology creates fertile ground for start-ups, and we relish the opportunity to share our 30 years’ expertise with our entrepreneurial partners and guide their projects through feasibility testing and to operational reality.”

Paul Willson, director of PMW Technology, said: “The commitments made by the IMO for radical reductions in shipping emissions by 2050 will require major changes to fuels and vessel design. Current renewable fuel favorites such as hydrogen and ammonia will require global investment estimated to exceed $1 trillion.

“Carbon capture from marine engines offers shipping the opportunity to avoid the huge cost of new fuel production and delivery systems, as well as retention of existing vessel and current high-performance engine designs. With our partners Houlder, Tees Valley Combined Authority, and the University of Chester providing key operational and economic insights, we’re

looking forward to assessing carbon capture’s potential as a more affordable means of achieving marine decarbonization.”

PMW Technology Limited was founded

by Willson specifically to develop and exploit the A3C process. The company is based at the University of Chester’s Thornton Science Park, with a small team of experienced specialists and academic support.

As for project partner Houlder Ltd., the company has built on its marine and oil & gas pedigree to proactively engage with emerging markets such as offshore renewable energy and LNG distribution in recent years. It is part way through a five-year growth strategy aimed at doubling in size and capability.

Recent clients to benefit from this increased capacity include E.on Climate & Renewables, Siemens Wind Power, Technip, Subsea 7, Shell, BP Exploration, MPI Offshore, Aquatic, Transocean, Dolphin Drilling, Schlumberger & Ensco. Houlder has a wealth of experience supporting ferry operators with new build designs, upgrades and conversions. The employee-owned business employs approximately 140 professionals in the U.K.

Photo Credit: Dacoma/Tuco

U.K. Project Looks at Potential of Carbon Capture for Shipping

MARKET PLACE ENGINEERS & ARCHITECTS

Work Boats Dry Docks Barges

Let’s make plans.

JMS-Designed

Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

Crane Barge + Liebherr LHM 600 240’ x 72’ x 12’ 5,000 PSI Deck Rating Designed by JMS for Sims Metal Management

GILBERT ASSOCIATES, INC.

Marine

Naval Architects and Marine Engineers

TE S

GIL

BE

A S SO C RT

IA

Yellow Pages

Get instant brand visibility with a free or enhanced listing.

E s t.

196

4

100 Grossman Dr. Suite 205, Braintree, MA 02180 Telphone:(781)740-8193 E-mail Address: inbox@jwgainc.com Website: https://www.jwgainc.com/

MarineYellowPages.com

One Magazine, The Entire Market

SIGN UP:

http://bit.ly/mlnewsletter

NEVER READ Yesterday’s News

Marine Daily delivers marine news as it unfolds. Sent every weekday, this email newsletter delivers today’s news today.

Stay up-to-date on the entire market, from shipyards and salvage to tankers, towboats and alternative energy.

May 2020 // Marine Log 37

MARKET PLACE PRODUCTS & SERVICES

SOFTWARE

SHIP REGISTRIES

VANUATU FLAG – More than

a Flag of Quality

One Magazine, The Entire Market

Never Read YESTERDAY’S NEWS SIGN UP: http://bit.ly/mlnewsletter

WORLD WIDE OFFICES PORT VILA, NEW YORK, TOKYO, ATHENS, LONDON, BANGKOK, SHANGHAI, SINGAPORE, HONG KONG, PUSAN AND ISTANBUL PHONE: (212) 425 9600 Email: email@vanuatuships.com FAX: (212) 425 9652 www.vanuatumaritimeships.com

Marketplace Sales Jennifer Izzo P: 203-604-1744 F: 203-857-0296 jizzo@mediapeople.com

38 Marine Log // May 2020 NewsletterAd_1/6Vertical.indd 1

3/12/19 3:54 PM

All Major Credit Cards Accepted

AD INDEX

COMPANY

PAGE #

PAGE #

COMPANY

BAE Systems

7

Omnithruster Inc.

30

Glosten

9

Resolve Marine Group

34

Hyde Marine/Calgon Carbon

5

Schottel

3

JMS Naval Architects

14

SNAME

39

Karl Senner Inc.

C4

Total Marine Lubricants

13

Louisana CAT

17

Tugs, Towboats & Barges

NCP Coating Inc.

C2

Volvo Penta

24-25 3

29 September – 2 October George R. Brown Convention Center Houston, TX SNAMEConvention.com

HIGH-IMPACT EXPOSURE. EXPONENTIAL ACCESS.

There’s no better place to network and build relationships directly with your target market—decision makers and specifiers actively assessing the latest technologies, services, and products for today’s shipbuilding projects.

Exhibit and Sponsorship Opportunities Available

Visit www.snameconvention.com or Contact events@sname.org for details.

May 2020 // Marine Log 39

FINANCE

Ship Loans in the Time of Coronavirus

History Lesson For context, a look back in time is important.

Historically, the main feature of the shipping loan market was “plain vanilla” asset-backed mortgages between a bank (first-lien lender) and the shipowner (the borrower), often with a personal guarantee.

Among family-based operators, the relationship with their banks was enduring and inherited from one generation to the next.

Aside from the main terms, loan contract negotiations were often perfunctory. The obligations and understanding between the parties were based as much on custom and mutual understanding as they were on the legal wording.

Through the boom of the ’00s, debt continued to flow through exactly the same mechanism, just on a hitherto unprecedented scale. Wrapped in the euphoria of the times, owners large and small may not always have taken on board quite how much 40 Marine Log // May 2020

risk they had exposed themselves to.

This structure remained unchanged until the 2008 global financial crisis. Then the massive bank bailouts, necessary to preserve the very structure of the global financial markets, had the effect of injecting homeostatic fluid into the veins of asset-backed lending. Faced with tremendous write-downs of their shipping portfolios, many banks parked the issue while they tended to larger fires in their core lending areas. Shipping teams responsible for massive credit expansion, at often unrealistically hopeful terms, were let go and the black letter of the loan agreements came into relief.

One clause in particular came into focus: the ability of the bank to sell their loan to another financial institution, either singularly or as part of a portfolio. This trading of loan portfolios is what is termed the secondary loan market.

Far from a nefarious contrivance as some owners are wont to imagine, the secondary debt market is an essential functioning of healthy debt markets.

Like any other asset class, a loan is an instrument with value that can be traded, bought, or sold. Loan sales allow banks to free up capital, generate fee-based income, and facilitate risk management.

In fact, it is essential to the capacity of the lending institution and enables it to offer loans in the first place. For if it cannot price those loans, it cannot accurately assess the value of its assets and liabilities. The more liquid the loan class, the lower the spreads a lender can offer its borrower. At the other end of the scale, if banks cannot resale shipping portfolios, then the availability of debt to the market starts to seize.

The secondary loan market for shipping

The Market Today Twelve years after the market crash of 2008, the shipping debt markets are much healthier.

The huge scale of distressed portfolios has been substantially reduced, the risk load between the debt and equity markets was more evenly spread, and the returns to lenders on debt portfolios were more reflective of shipping risk.

As far as shipping is concerned, COVID-19 is proving a monkey wrench with a very uneven impact. On the one hand logistical chaos piling onto pricing wars has proved extremely beneficial to tanker owners, but cruise liners and containers are beleaguered for very different reasons.

Due to the huge challenges placed on both lenders and borrowers alike under COVID-19, we expect that lenders will still be taking stock of the situation before focusing on dealing with various other situations. The only advice therefore we would have at this time, especially to borrowers facing an impossible situation, is to approach your lenders as quickly as possible with a thought-out plan for how to continue the business and service loan obligations in a realistic way.

GEORGE MANGOS

Burlington Asset Services

Shutterstock/ William Potter

B

efore the global spread of COVID-19, shipping had been buffeted by a series of significant events—from the effects of the trade war, sanctions, and evolving environmental legislation.

Some of the most significant structural changes to shipping, however, have come from within the source of lifeblood for the maritime industry—its lenders. Not only is the regulatory environment for them evolving rapidly (Basel III and IV changes to international banking standards) and with profound consequence for asset-backed lending in general, but in the formerly sleepy backwaters of ship financing, which have been permanently transformed by the consequences of the global financial crisis of 2008.

is a very high risk, high reward environment.

Purchasers of secondary loans may demand deep discounts, but this is to offset worst-case scenarios of ever shifting market conditions, to say nothing of the difficulties of recovery in shipping, which are enormous, particularly so when acting against bad faith borrowers.

Assets wear quickly in the hostile marine environment if maintenance is not scrupulously observed. Moreover, vessels are often able to escape loan obligations by fleeing to jurisdictions where lender rights are variably observed, or where the sheer complexity of the operation allows for a myriad of leakages.

The objective of a buyer of a loan book will be looking to actualize investment and redeploy its capital. The first approach to the borrowers will call for a negotiated Discounted Pay Off. In our years of experience working in the field, no two workouts have been alike. But the smoothest ones—and the ones with the best outcome for all parties— have often been where there is an emphasis on clear communication and cooperation.