Marine Log October 2017

arine oG M L www.marinelog.com

R e p o r t i n g o n M a r i n e B u s i n e s s & T e c h n o l o g y s i n c e 18 78

October 2017

Ferry

Revival New Diesels: Strokes of Genius

Pacific Coast: Innovation by Reputation

Talking FSRUs with Höegh LNG CEO Støhle

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Contents

17

Departments

Features

4E ditorial Humanitarian Crisis in Puerto Rico

17

Ferries The Great Revitalizer New ferry projects are reenergizing and reinvigorating cities and industry alike

21

Ferries Conference Preview Marine Log’s Ferries 2017 This year marks the 30th anniversary for Marine Log FERRIES Conference & Expo series. Check out this year’s agenda and exhibitors when we are in Brooklyn, NY

27

Pacific Coast Innovation by Reputation An overview of what’s going on in the hot Pacific maritime industry cluster

31

Power & Propulsion Strokes of Genius Cruise ships, ferries and excursion boats benefit from a green, leaner generation of diesel engines

6 Industry Insights 8 Marine Innovations 9 I nland Waterways

Time to Re-Invest in America

10 Update

MA CGM Goes Big C BWMS Manufacturer Files for Bankruptcy • MARAD Awards Small Shipyard Grants • Conrad to Build Ocean-Going Tugs for Harley • •

16 Inside Washington Congress Acts Quickly in Wake of Hurricane Harvey 39 Newsmakers HII Appoints Don Godwin VP and CFO of Newport News 40 Tech News

33

Design The FSRU Question: Conversion or Newbuild?

Newbuild FSRUs still the better option, says Höegh LNG CEO

35

Loss Prevention COLREGs: Assessing Risks Despite important technological developments to aid the navigator, COLREGS are still the key risk assessment tool for watch keepers

37

Lubrication Synthetic Lubricants Delivering tangible benefits for inland and coastal vessels

Group Prints 3D Propeller

44 Wellness Column When it Comes to Your Health, Don’t Just Sit Around

2 Marine Log // October 2017

Photo Cover: Eric Dugan

40

Breakthrough engine protection Mobilgard™ 410 NC engine oil offers outstanding protection for Tier 4 and existing medium-speed diesel engines. This next-generation formulation can reduce liner wear by up to 50 per cent and improve piston cleanliness by up to 20 per cent.* Learn more at mobilgard410nc.com

*Compared to typical Tier 3 engine oils. Š 2017 ExxonMobil. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries.

EDITOR’S COLUMN

MarineLoG October 2017 Vol. 122, NO. 10 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER & EDITOR-IN-CHIEF John R. Snyder jsnyder@sbpub.com Associate Publisher Jeff Sutley jsutley@sbpub.com MANAGING EDITOR Shirley Del Valle sdelvalle@sbpub.com

Humanitarian Crisis in Puerto Rico

H

urricane Maria left Puerto Rico completely crippled, destroying roads, infrastructure and homes, and leaving the island’s 3.4 million residents without power, communications, medicine, food or drinking water.

The lifeline for the island are U.S.-flag, Jones Act cargo ships that sail from Jacksonville. The Jones Act—which was thrust into the national spotlight—was criticized as slowing much-needed relief cargo to Puerto Ricans in dire need. That didn’t seem to be the case, however, as more than 10,000 containers loaded with food, water, generators, batteries, and medicine stacked up in the Port of San Juan. What was really at issue was the need for trucks (and drivers) and more boots on the ground to distribute the relief aid from the port to the people suffering in remote areas of the island.

U.S. Army Lt. General (Ret.) Russell Honoré told National Public Radio that the initial federal response to Maria was “replaying a scene from Katrina.” He said that the response “started moving about four days too late.”

Honoré should know. In 2005, he was appointed the commander of the Joint Task Force Katrina that was responsible for overseeing the military relief efforts for Hurricane Katrina in the U.S. Gulf, after

CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk

the initial response was botched by FEMA Director Michael Brown. Eventually about 60,000 federal and reserve troops were sent to New Orleans after Katrina. Honoré told NPR that Puerto Rico would need a lot more. Right now, there are about 5,000 military and National Guardsmen—a fraction of that number.

It w ill be up to Lt. General Jeffrey Buchanan, recently appointed to oversee the federal recovery efforts on Puerto Rico, to speed relief on the island and demand the resources he needs to save American citizens in peril.

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Art Director Nicole Cassano ncassano@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com

FERRIES 2017 Conference & Expo

REGIONAL SALES MANAGER Elaina Crockett ecrockett@sbpub.com

This year marks the 30th anniversary of Marine Log’s FERRIES Conference & Expo series, the longest running event of its type in North America.

Check out details for FERRIES Conference & Expo in Brooklyn, Nov. 9-10, 2017, on page 21. I hope to see you in Brooklyn.

SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com

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

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

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

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.

For Subscriptions, & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail marinelog@omeda.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 3135, Northbrook, IL 60062-3135.

POSTMASTER: Send address changes to Marine Log Magazine, PO Box 3135, Northbrook, IL 60062-3135.

4 Marine Log // October 2017

FEMA

COPYRIGHT © Simmons-Boardman Publishing Corporation 2017. 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.

© FooTToo/Shutterstock

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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month our coverage in the magazine includes loss prevention and safety. In its recently released Safety and Shipping Review 2017, Allianz reports that overall shipping losses declined in 2016 and have been on a downward trend since 2007. Over the decade there were 1,186 ship losses. One troubling trend highlighted by the report, however, is that passenger ship and ferry losses continue, with eight vessels lost in 2016 and seven in 2015. This month’s infographic offers a closer glimpse at some of the report’s ship loss and ship casualty findings.

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

Ship Losses By Year 200

2012

49

2013

150

44 46

2014 31

2015 100

10

2016

16

2017 50

2007 2008 2009 2010 2011 2012 2013

0

2014 2015 2016

Source: Lloyd’s List Intelligence Casualty Statistics/Allianz Global Corporate & Specialty

10

20

30

40

50

Source: Baker Hughes

Safety, Ship Losses And Casualties TOP FIVE CAUSES OF LOSSES

AVERAGE AGE OF VESSELS

TOP FIVE VESSEL TYPES

2007-2016

Lost in 2016

Lost from 2007-2016

598 Foundered

481 Cargo

244 Wrecked/Stranded

198 Fishery

118 Fire/Explosion

98 Bulk

72 Collision

68 Passenger

71 Machinery damage

65 Tug

83 Others

276 All others

28 years Source: Lloyd’s List Intelligence Casualty Statistics/Allianz Global Corporate & Specialty

Recent Contracts, Launches & Deliveries Qty

Type

Owner

Alberni Engineering, Port Alberni, CAN

1

85 ft, 100 PAX tour boat

West Coast Launch

2018-1Q

Austal USA, Mobile, AL

1

USS Omaha (LCS 12)

U.S. Navy

2017-3Q

Bollinger Shipyards, Lockport, LA

1

154 ft USCGC Jacob Pordo

U.S. Coast Guard

2017-3Q

Conrad Shipyards, Morgan City, LA

2

3,000 hp tugs

Harley Marine Services

2019

Dakota Creek Industries, Anacortes, WA

3

44m, 445-PAX cat ferries

WETA

Jesse Co., Tacoma, WA

--

Superstructure for ferry

Washington State Ferries

Shipyard

Source: Marine Log Shipbuilding Contracts

6 Marine Log // October 2017

Est. $

62.1

Est. Del.

2019 2017-3Q

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Marine Innovations DESMI Ocean Guard A/S Introduces New Ballast Water Management System DESMI Ocean Guard A/S has debuted CompactClean, a new ballast Water Management System (BWMS) that it says “sets new standards for small footprint, reliable performance, and certainty of meeting both International and U.S. discharge standards.” The system, currently undergoing type approval testing, consists of an automatic back-flushing filter, a UV unit, valves, sensors, and controls. It also produces PDF reports documenting all the performed ballast water treatment, in a format that is suitable for submission to local port state authorities. www.desmi.com

Evac Debuts Biological Wastewater Treatment Plant Evac EcoTreat Evac has unveiled a new treat for the industry with the launch of its new biological wastewater treatment plant for owners of small vessels. Evac EcoTreat is a 100% biological system for the efficient treatment of black wastewater from toilets and urinals and gray wastewater from washbasins, sinks and showers. Treating wastewater this way will eliminate the need for chemicals filters and membranes. Evac EcoTreat is type approved and wheel-mark certified by DNV in accordance with IMO MEPC 227(64). evac.com

Kelvin Hughes Launches New ECDIS Kelvin Hughes has launched its latest Electronic Chart Display and Information System (ECDIS) type approved to meet the latest International Hydrographic Office (IHO) and IMO standards.

Designed for both commercial and government vessels, the new ECDIS offers an optional milspec processor with advanced LED display hardware in a fully integrated, easy to install and retrofit console package. It is available as a standalone ECDIS or as part of a multifunction bridge display network with multiple operator positions. www.kelvinhughes.com

Kent Safety Products ANSI-compliant Hi-Vis Deluxe Flotation Jacket with ArcticShield Hood and Vest Kent Safety Products says its tough, functional gear will keep users safe. It Hi-Vis Deluxe Flotation Jacket with ArcticShield Hood and Hi-Vis Mesh Deluxe Vest are USCG Type III approved, providing comfort and safety, all the while delivering 15.5 pounds of buoyancy. The ArcticShield hood provides hypothermia protection, with sleeves that have watertight neoprene inner and adjustable elastic outer cuffs. The ANSI Class II Hi-Vis Mesh Deluxe vest has dual cargo and fleece-lined pockets. Its contoured foam provides buoyancy. www.kentsafetyproducts.com

Rolls-Royce / MTU Premiers New Equipment Health Monitoring Function with Callosum Extension Rolls-Royce has launched its new Equipment Health Monitoring function available with MTU’s Callosum Ship Automation System. The Callosum extension provides a real-time picture of a vessel’s propulsion system’s status. Callosum uses the latest analysis techniques and machine learning based on digital measurement data to prevent fault and match maintenance to actual equipment condition. As a result, maintenance and life-cycle costs are reduced while availability and planning reliability for operational forces are increased. www.rrpowersystems.com 8 Marine Log // October 2017

inland waterways

Time to Re-Invest in America

Shutterstock/ ShutterstockProfessional

W

hen Congress returned to Washington last month, the legislative “to do” list was long: Pass a Hurricane Harvey disaster relief bill, raise the debt ceiling or extend its deadline, move a Fiscal Year 2018 spending bill (Continuing Resolution or Omnibus measure) to avoid a government shutdown, and begin work on tax reform legislation. While some of these things were being dealt with at press time, the unveiling of an initiative to improve the nation’s infrastructure remains waiting in the wings. In its 2017 Report Card on Infrastructure, the American Society of Civil Engineers (ASCE) gave the nation’s overall infrastructure a grade of D+.

President Trump has made infrastructure investment one of his top priorities, but very few specifics have been released from the Administration on an infrastructure package, with the devil certainly in the details.

President Trump has touted that a trillion dollars would be the spending target for an infrastructure bill, but last June, he said that only $200 billion of that would come from direct federal spending. Even at a trillion dollars, this is less than a quarter of what is needed to bring the condition of U.S. infrastructure up to a level that would earn it a B grade, according to ASCE estimates.

“It needs to be credibly paid for,” Senate Majority Leader Mitch McConnell told reporters last April. “What’s the size of the package? How lengthy a period of time?

How are you going to pay for it?”

And in speaking to reporters about infrastructure in September, Senator Minority Leader Chuck Schumer (D-NY) said, “The bill, which directly invests real federal

dollars in building projects, such as roads, bridges, transit systems, water-and-sewer systems and the electrical grid, would help reduce traffic and congestion, improve public health, increase safety, boost economic growth and help educate the next generation of Americans. .... (These things) have nothing to do with politics or party … it’s something that New York State and all of

Despite questions on size, scope and timing there is strong support for infrastructure investment America desperately need. Now is the time to turn things around.”

Despite questions on the size, scope and timing of the initiative, there is strong support for infrastructure investment, which includes the nation’s inland waterways locks and dams. Some of Washington, DC’s biggest trade and business groups agree the time is now to address the needs.

U.S. Chamber of Commerce President and CEO Tom Donohue wrote for CNBC, “We must modernize the physical platform of our economy for the 21st century—and this year, we have a once-in-a-generation opportunity to do it. After years of talking

about failing infrastructure, we finally have the bipartisan buy-in, political will, and public support to do something about it.” Strong public support exists for infrastructure improvements as well. A poll commissioned by the U.S. Chamber found that 55% of voters want the government to invest more in airports and runways, 54% want more investment in ports and canals, and 53% want more investment in locks and dams on our waterways.

The National Association of Manufacturers says that “manufacturers need an updated and modern infrastructure system to remain competitive in a global economy.”

The American Petroleum Institute states that “oil and natural gas provide the majority of the energy American consumers’ need, and our nation’s energy infrastructure – including pipelines, railroads, highways, waterways and ports—make sure this energy is available when they need it. A robust infrastructure system that is safe, efficient and properly maintained can help lower the costs of supplying oil and natural gas and its products for consumers by reducing congestion, maximizing efficiency and improving safety. As expansive as our nation’s energy infrastructure is, it is in need of investment to keep pace with a growing population, demand for goods and services and energy needs. Investing in our nation’s energy infrastructure will not only allow the oil and natural gas industry to keep pace with energy demand, it will also help keep energy affordable for Americans.”

Waterways Council, Inc.’s (WCI) guiding principles for infrastructure investment are that Congress must not impose tolls or lockage fees on the Inland Waterways Transportation System, and that the Operations and Maintenance of the Inland Waterways Transportation System is a fully federal responsibility. WCI looks forward to working with the Administration and Congress to modernize and recapitalize our inland waterways’ locks and dams over the next decade to provide the smartest ROI for the future of our growing freight commodities.

Visit www.waterwayscouncil.org

Michael J. Toohey President/CEO, Waterways Council, Inc.

October 2017 // Marine Log 9

Update

CMA CGM Theodore Roosevelt passing under the newly elevated Bayonne Bridge

CMA CGM goes big CMA CGM also made headlines last month with the announcement that its board had approved an order for nine 22,000 TEU containerships.

While the container shipping giant did not disclose the name of the shipbuilder, newspaper China Daily reports that CMA CGM has signed a Letter of Intent with two China State Shipbuilding Corporation shipyards Shanghai Waigaoqiao Shipbuilding Co. and Hudong Zhonghua Shipbuilding (Group) Co. for the nine ships.

The first ships are expected to come into service by the end of 2019.

According to CMA CGM, the addition of the ships will enable the group to continue its development and maintain its competitiveness in the marketplace.

Discharge of Oil, Garbage Leads to Penalty A fishing company operating in and around American Samoa has found itself in a stinky situation. Yuh Fa Fishery (Vanuatu) Co. Ltd. was convicted and sentenced to pay a $2.5 million fine for maintaining false and incomplete records relating to the discharge of oil and garbage from the F/V Yuh Fa No. 201. According to the Department of Justice, the company admitted that its engineers failed to document the illegal dumping of oily bilge water into the South Pacific Ocean without the use of required pollution prevention equipment.

The company, which also admitted that its engineers made several modifications using flexible hoses to the vessel’s piping system—allowing for the oily bilge water 10 Marine Log // October 2017

and oil sludge to discharge directly into the sea, went on to admit that between June 2013 and June 2016, senior engineers regularly failed to accurately record the transfer and disposal of oil waste in the vessel’s Oil Record Book.

A Garbage Record Book was also improperly maintained and the company failed to accurately account for the storing, sorting and disposal of garbage during the vessel’s extended fishing trips.

Under the terms of its plea agreement, the company will pay a total fine of $2.5 million. This will include a community service payment of $625,000 for use in the National Marine Sanctuary of American Samoa. The company will also serve a 5-year probation.

BIZ NOTES BWMS Manufacturer Files for Bankruptcy The first manufacturer of an electrochlorination-based BWMS to get U.S. Coast Guard type approval has filed for bankruptcy.

OceanSaver, Drammen, Norway, reportedly suffered major losses over the course of several years according to Nor wegian local paper Drammens Tidende.

The bankruptcy means the loss of 70 jobs and over NOK 320 million by state-owned Investinor, which owns 49% of OceanSaver.

The news comes on the heels of IMO’s MEPC decision to change the IMO Ballast Water Convention implementation requirements— which roll back the retrofit schedule and effectively cause a twoyear delay.

At press time, Nor way’s IMS Group announced it had acquired all the intellectual property, certificates, and assets of OceanSaver.

Photo Credit, Top/NateMishaan, Bottom/ A_Lesik

L a st month, French shipping giant CMA CGM’s Theodore Roosevelt became the largest capacity containership to call at the Port of Savannah and the Port of New York and New Jersey.

The 14,414 TEU ship is the largest containership to ever serve the eastern coast of the United States—a feat accomplished due to the expansion of the Panama Canal.

The ship operates on the South Atlantic Express (SAX) service—connecting Asia and U.S. East Coast ports via the Panama Canal.

Four times bigger than the Statue of Liberty and four times longer than a football field, the 1,202 ft Theodore Roosevelt’s stop in the Port of New York and New Jersey highlight the potential growth in shipping traffic for the nation’s third-busiest port complex.

© Daniel Barnes.

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Update

USCG OPC Closer to Fruition: Eastern Awarded LLTM Contract

E a s ter n S h i pb u i l d i n g Gr o u p,

Panama City, FL, has been awarded a U.S.

Coast Guard Long Lead Time Material (LLTM) contract for the first Offshore Patrol Cutter USCGC Argus (WMSM 915). The contract is valued at $41.68 million, according to the Coast Guard.

The shipbuilder will now move forward on an aggressive schedule on the project, including ordering main propulsion, machinery control, electrical and mechanical equipment in advance of award of the construction contract for the OPC. The LLTM award also included the development and approval of the design specifications that are used to purchase the LLTM—meaning the design met both USCG and AMS Naval Vessel Rules requirements.

The OPC will be the first U.S. Coast Guard vessel constructed to meet those two very specific vessel classification requirements.

Designed to conduct multiple missions in support of maritime security and border protection, the OPC will provide a capability bridge between the Coast Guard’s National Security Cutter, which patrols in the open ocean, and the Fast Response Cutter, which operates closer to shore.

The 360 ft OPC will sustain speeds greater than 22 knots, will have a range greater than 8,500 nautical miles (at 14 knots) and an endurance of 60 days.

Its design enables it to carry an MH-60R or MH-65 helicopter and three operational Over-The-Horizon (OTH) small boats.

MARITIME Trivia­– Question #53: WHAT DID SAILORS CALL SHARKS? The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to marineart@jclary.com.

August’s trivia question: What is known as the “Doctrine of the Last Fair Chance”?

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Answer: A doctrine that provides and asserts that a person in authority shall, when a collision is imminent, do all that is possible to avert or lessen the damage of the disaster. Wnning answer submitted by Scott Shultzbarger of ABS Americas.

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12 Marine Log // October 2017

Demand The Best!

Update

MARAD Awards Small Shipyard Grant Program This ye ar, 18 shipyards were named

recipients of the Maritime Administration’s Small Shipyard Grant. The program helps small shipyards—with less than 600 production employees—improve efficiency, modernize operations and boost productivity with employee training and the implementation of new technologies.

According to the Shipbuilders Council

Marine, LLC, Colonna’s Shipyard, Inc., Dakota Creek Industries, Detyens Shipyard, General Ship Repair Corporation, Great Lakes Towing Company, Gulf Island Shipyards, J. Goodison Company, Jeffboat, LLC, National Maintenance and Repair of KY, Philly Shipyard, Portland Shipyard, Thames Shipyard & Repair Company, and Vigor Alaska.

of America (SCA) the U.S. Shipbuilding and repair industry “has created more than 400,000 family-waged jobs from coast to coast and contributes $25.1 billion in labor income and $37.3 billion in U.S. GDP.” This year’s grant awards, totaling $9.8 million, were awarded to: A & Z Marine, Inc., Bay Maritime Corporation, Blount Boats, Boston Ship Repair, Bludworth

Conrad to Build Ocean-Going Tugs for Harley

n t a l ly

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envi

ke r

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ECONOMICAL

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ien

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Picture © Conrad Shipyard

Becker Marine Systems USA, Inc. Mr. Mike Pevey, Tel. +1-844-BMS USA 1, mpe@becker-marine-systems.com

b

Morgan City, LA-based Conrad Shipyard has been awarded a contract to build two 3,000 hp ocean service tugs for Seattle’s Harley Marine Services.

Designed by Entech Designs, LLC, Kenner, LA, the tugs will be 100 ft in length with a beam of 34 ft and a molded draft of 15.3 ft.

The duo will be powered by Caterpillar 3512C Tier 4 A-Rated Diesel Marine Engines and equipped with two Caterpillar C4.4 99 kW at 1,800 rev/min generators.

The tugs, slated for delivery in the fourth quarter of 2018 and first quarter of 2019 respectively, aren’t the first tugs Conrad has built for Harley Marine Services.

The two companies have a longstanding relationship with Conrad having already delivered 19 vessels to Harley in the past and, currently, three additional vessels are under construction.

“We are a highly safe, environmentally responsible, efficient, and customer service oriented company with a high regard for safe operations,” says Harley Franco, Chairman and CEO of Harley Marine Services. “We strive every day to improve the communities in which we live and operate. My friend, Johnny Conrad, has the same business philosophy and his team delivers quality. It’s a good match and we value our relationship.”

pro du

c

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Above: Woods Hole Ferry • built 2016 • LOA 235.0 ft 2 x Becker Flap Rudders

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October 2017 // Marine Log 13

Update

New Tug Portfolio from Wärtsilä Having already introduced tug designs

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14 Marine Log // October 2017

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powered by Liquefied Natural Gas (LNG) fuel technology, Wärtsilä is now further enhancing its tug portfolio by debuting a new series of tug designs that put an emphasis on environmental sustainability and regulatory compliance.

The HYTug series features the Wärtsilä HY hybrid propulsion solution that provides increased flexibility and efficiency—enabling the tug to use less engine power without sacrificing performance or harming the envivironment.

Each design also has the option to select either diesel mechanical hybrid propulsion or diesel electric hybrid propulsion.

The designs cover a 40 to 90 ton bollard pull range.

“We believe that new tugs will in [the] future rely more and more on battery and hybrid propulsion, which very well complements today’s operational requirements,” says Riku-Pekka Hägg, Vice President, Ship Design, Wärtsilä Marine Solutions.

The new tugs are optimized for low hull resistance, high towing/escort performance, sea-keeping, crew safety and comfort, as well as for easy maintenance.

Each will feature thrusters from the Wärtsilä WST series, providing efficient, high performance propulsion.

The HYTug is designed to perform berthing and unberthing operations at ports and terminals; towing and ship handling operations; escorting (at high speeds) and fire-fighting.

The design has Approval in Principle certification from ABS, Bureau Veritas, and Lloyd’s Register. This certification means that the design complies with class safety regulations and will be class approved in actual projects.

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inside washington

Congress Acts Quickly in Wake of Hurricane Harvey

Q

uickly responding in the wake of Hurricane Harvey, President Trump signed legislation on September 8 that will provide $15.25 billion in emergency aid to help in the recovery. The legislation authorizes $7.4 billion in funding for the Federal Emergency Management Agency (FEMA), $7.4 billion for Housing and Urban Development, and $450 million for the Small B u s i n e s s A d m i n i s t r a t i o n ’s disaster loan program.

While the aid package was substantial, it

is a drop in the bucket to the overall estimates to rebuild businesses and homes in Texas. The devastating impact of the hurricane killed at least 60, displaced more than 1 million, and destroyed 200,000 homes in a 300-mile swath of destruction. On the Sunday talk show circuit, Texas Governor Greg Abbott estimated the damage in Texas at about $150 billion to $180 billion.

The legislation—which took a mere three days to get through both Houses of Congress—also increases the national debt limit, funds the federal government with a continuing resolution, and extends the National Flood Insurance Program, all through December 8.

On the heels of Hurricane Harvey, now Congress must also address emergency aid packages to help Florida, Georgia, Alabama, and South Carolina, which were battered by Hurricane Irma, and the U.S. Virgin

Islands and Puerto Rico, which were slammed by Hurricane Maria (just two weeks after being hit by Irma).

Hurricane Maria dumped about 40 inches of rain on Puerto Rico and knocked out an already rickety power grid. The island’s residents could be without power for at least four to six months, according to the Puerto Rico Electric Power Authority.

Already staggering under a mountain of debt, Puerto Rico now faces a long road to recovery.

Meanwhile, the U.S. Coast Guard has been working around the clock in the wake of back-to-back catastrophic storms. Rear Admiral Peter Brown, who heads the U.S. Coast Guard’s 7th District in Miami, told a local Miami TV station that the agency has been at a “continuous sprint-level effort” surging its assets and personnel from one storm to the next over a four-week period to help in search and rescue, and recovery.

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FERRIES

The Great Revitalizer

Photo Credit: Hampton Roads Transit

F

New ferry projects energize and reinvigorate cities and industry alike By Shirley Del Valle, Managing Editor

erry systems across the U.S. are being revitalized with millions of dollars of capital investment in new ferries and terminals. Two Mid-Atlantic States, North Carolina and Virginia, for example, are typical of the national revitalization.

Armstrong Marine’s Hubert, NC, yard is hard at work on two separate ferry programs for Virginia’s Hampton Roads Transit (HRT) and the North Carolina Department of Transportation (NCDOT).

The first ferry built for Hampton Roads Transit, the Elizabeth River IV, was christened earlier this summer (pictured above).

The 149-passenger ferry, the first in what could be a series of four ferries for HRT, is 78 ft long and powered by two Volvo Penta D13-400 Tier III compliant engines spinning Twin Disc reduction gears.

Designed by BMT Designers & Planners, the ferry is a step above the existing three ferries in HRT’s fleet—offering greater fuel efficiency, greater accessibility features, and

a more efficient two-ramp configuration that will allow for quicker passenger loading and unloading. The new series will replace HRT’s outdated ferries which are becoming far too expensive to maintain.

The new ferries are also expected to help meet an increase in passenger demand. HRT says,“Ferry service has surged in the last few months with over 67,000 riders in June, approximately 22,000 more riders than June of last year.” Those numbers are expected to further rise given the recent approval by the City of Portsmouth to revitalize Portside, an area near the ferry landing. Construction on the new half-acre site will begin spring 2018.

Armstrong Marine has also been awarded a contract to build a 92 ft, 98-passenger ferry designed by Elliott Bay Design Group (EBDG) for the NCDOT. The NCDOT Ferry Division’s Tim Hass explains: “We have a major summertime congestion problem that occurred on our Hatteras-Orcacoke route because inlet shoaling has forced us to take a longer route

with our car ferries—that means we make fewer trips per day than we did in the past.

Ferries are the only viable way for the general public to access Ocracoke Island.”

Ocracoke Island is located in the popular Outer Banks region of North Carolina.

This decrease in service, Hass notes, resulted in a decrease in visitors and loss in the island’s economy. After conducting a study, the NCDOT found that a passenger ferry would be the best option to restore visitor numbers. “Unlike the car ferries that drop motorists off 15 miles north of the village, the passenger ferries will take people into the heart of the village in about 70 minutes,” adds Hass.

The ferr y, which will be fitted with Thrustmaster of Texas’ DJ178 waterjets, will be delivered in 2018.

Ferry for Texas DOT Down in Texas, the Texas Department of Transportation has awarded a fiveyear indefinite deliverable contract to October 2017 // Marine Log 17

FERRIES

Houston-based The Shearer Group, Inc. for the design, engineering and construction oversight of a new 500 passenger/70 car ferry that will operate between Galveston Island and the Bolivar Peninsula.

Alaskan Ferrries Take Shape In Ketchikan, Alaska, a city with a population of a little over 8,000, two new ferries are taking shape for the Alaska Marine Highway System. Currently under construction at Vigor Alaska, which operates the Ketchikan Shipyard on behalf of the City of Ketchikan, the Ketchikan Gateway Borough and the Alaska Industrial Development and Export Authority, the EBDG designed ferries Tazlina and Hubbard will be 280 ft long and will each have capacity for 300 passengers and 53 cars.

The two ferries—the first Alaska Marine Highway System (AMHS) ferries to be built in Alaska and the largest to be built in the state—come at a time when Alaska’s most southern city could use an economic boost.

Samuel Thornton, PE, Assistant Project Manager of the Alaska Class Ferry Project says, “Construction of the Alaska Class Ferries in Ketchikan is injecting much needed cash into the community, as well as providing much-needed skilled and unskilled employment opportunities.”

The city’s economy, explains Thornton, was adversely affected with the closure of the Ketchikan Pulp Mill in 1997. The mill was the primary economic source for the city for over 40 years. Its closure resulted in the loss of over 500 jobs and an exodus of families from the area.

Vigor currently employs 200 Ketchikan residents—not to mention a number of 18 Marine Log // October 2017

other employees from outside the city.

Thornton points out that, “One tangible benefit from building the Alaska Class Ferries in Ketchikan is a newly built longterm-stay motel right across the street from the shipyard where many visiting workers live while working on the boats.”

Considered by many the last American Frontier, Alaska has pockets of unexplored lands with some of its territories only reachable by sea or air. That inaccessibility can pose a challenge to a project such as the one being undertaken by Vigor but the shipbuilder has found innovative ways to bring the ferries to fruition.

Doug Ward, Director of Shipyard Development at Vigor Alaska, explains, “Vigor’s challenges in Ketchikan are driven by the rural and isolated location of Ketchikan in America’s last frontier. Ketchikan is located on Revillagigedo Island, 700 miles north of Seattle and receives 15 feet of rain on an average year.”

That stress “requires that we leverage every available asset to realize shipbuilding and repair opportunities in Alaska that would otherwise occur in other states,” adds Ward. In other words, Vigor Alaska has seen an influx of innovation at its yard—simultaneously fostering a new generation of maritime workers.

“Building on work conducted by [the] National Shipbuilding Research Program, we have developed a skill building program that engages high school students from around Southern Southeast Alaska and Ketchikan with awareness of career opportunities at the Ketchikan Shipyard to train the next generation of Alaskan shipbuilders. Our incumbent skill-building program

WSF & WETA Ferries Vigor’s yards in Washington are also producing ferries for a number of agencies in the West Coast. Its Harbor Island shipyard in Seattle is currently building the Suquamish, the fourth 144-car vessel for Washington State Ferries (WSF). The series of 1,500 passenger ferries are being built to replace older vessels in the WSF fleet.

Meanwhile, Vigor Ballard (formerly Kvichak) is building the hulls of two 400 passenger ferries for San Francisco’s Water Emergency Transportation Authority (WETA). Vigor’s Harbor Island shipyard is building the superstructures. The ferries are part of a series of four being built for WETA. The first two ferries, the Hydrus and Cetus, were delivered earlier this year and will serve the Alameda/Oakland/San Francisco route.

Photo Credit: Vigor Alaska

The M/V Tazlina is one of two 280 ft ferries under construction at Vigor Alaska

accelerates entry-level workers to middle and journey level status through performance-based learning that occurs on the shop floor to the greatest extent possible.

“We are also beginning to use mobile apps on the ship floor to create near-miss safety reports, red line drawings, and communicate scheduling information across the ship production team in real time. To assure that our instructional learning is being practiced on the shop floor in an on-the-job learning environment, we are developing a mobile app to record work experiences of our production workers.”

At press time, most of the first ferry had been built—with two more modules remaining. Ward tells Marine Log, the units “are positioned upside down during fabrication and assembly” providing workers with full access to the overheads where ship piping and electrical systems are installed. “We can also do most of the outfitting from a down hand position allowing the work to be completed faster, safer, and better.”

The Tazlina and Hubbard will also both benefit from green technology on board.

Passenger spaces “will be heated using waste heat from the main engines,” says Thornton.

Ward adds that “extensive tank testing was used to prove out the most efficient hull design” for the ferries, which is “expected to produce up [to] 8% in fuel savings.” The ferries will also “use controllable pitch propulsion systems to reduce consumption and improve engine performance.”

The Tazlina and Hubbard will operate between Juneau, Haines and Skagway.

Delivery of the two is expected October 2018. The AMHS carries about 300,000 passenger and 100,000 vehicles a year according to the Alaska Department of Transportation’s Danielle Doyle.

The final two will be delivered in 2018.

The Incat Crowther-designed ferries will operate at a speed of up to 27 knots. They are each fitted with a pair of MTU 12V400M64 EPA Tier 3 main engines and are equipped with two Wesmar hydraulic V2-12 dualprop counter rotating bow thrusters.

WETA, which carries over two million passengers annually, also has a series of ferries under construction at Dakota Creek Industries, Anacortes, WA. The 445-passenger ferries will, says WETA, “help address capacity issues and increased ridership on the Vallejo route; increase the fleet to support implementation of [the] new Richmond service; and ensure that adequate spare vessels are available to support uninterrupted operation of these services.”

Nina Rannells, WETA Executive Director, says,“We are experiencing unprecedented growth in ferry ridership,” she adds. “As our Bay Area population expands and traffic congestion continues to worsen, more and more people are … turning to ferries.”

The 143 ft x 39 ft ferries will be delivered December 2018, July 2019, and December 2019, respectively.

This isn’t the first time Dakota Creek Industries has built ferries for WETA. Vice President of Programs, Hollie Anthonysz,

says the yard built three other WETA ferries that are currently in operation—the Intintoli, Mare Island and Solano.

New Blood in New York New York City is reinventing itself, with its five boroughs undergoing transformations.

Part of that change is revamping existing ferry systems and launching new ones.

The first of the Staten Island Ferry Ollis Class fleet being built by Eastern Shipbuilding Group, Panama City, FL is officially underway. A steel cutting ceremony took place last month marking the start of construction on the first ferry named in honor of the late Army Staff Sgt. Michael H. Ollis.

The Ollis class ferries will each be powered by four EMD 12-710 Tier 4 compliant propulsion engines with a total installed power of 9,980 hp. The engines will drive Reintjes DUP 3000 P combining reduction gears, supplied by Karl Senner, LLC, Kenner, LA, and two model 36 RV6 ECS/285-2 Voith Schneider Propellers.

The series of three double-ended Ollis class ferries will be 320 ft long and carry 4,500 passengers.

In Massachusetts, a third and final ferry in a new trio of vessels is taking shape for New York’s Circle Line Sightseeing Cruises, Inc.

Designed by Florida-based DeJong and Lebet, the 599 passenger all-steel ferry is being built by Gladding-Hearn Shipbuilding, Duclos Corporation. The ferry measures 165 ft x 34 ft and is powered by two Cummins QSK-38M1 diesel engines.

Governors Island, too, will soon have a new ferry thanks to the team of Blount Boats and EBDG. The USCG Subchapter K vessel will be 132 ft x 40 ft x 13 ft, and carry passengers only. Governors Island is just a 10-minute ferry ride from Lower Manhattan.

Meanwhile, the newly launched NYC Ferry, operated by Hornblower, reached a million riders in a little over three months of service. The brainchild of New York City Mayor Bill de Blasio, the service is meant to reconnect New Yorkers with the waterfront and provide some relief to commuters in an already overburdened public transportation system. Metal Shark, Jeanerette, LA and Horizon Shipbuilding, Bayou La Batre, AL, built the NYC Ferry fleet.

Initially, Metal Shark was awarded six ferries under the 20-boat contract—and completed the ferries on time for summer delivery in 2017. But as we were going to press, the Louisiana-based boat builder announced that it would build another five ferries for the fleet to be delivered in 2018.

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October 2017 // Marine Log 19

FERRIES

Metal Shark will build five more ferries for NYC Ferry’s fleet with delivery in 2018

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Metal Shark received the order for four 97 ft x 28 ft, 350- passenger USCG Subchapter K vessels and an additional 85 ft, 150-passenger USCG Subchapter T vessel in early August.

The 97 ft ferries are the new larger “Rockaway Class” vessels needed by the city and NYC Ferry to help meet passenger demand.

Metal Shark says all the new vessels are currently in production and will be completed and delivered in 2018.

“As proud as we are of our previous record of on-time deliveries to Hornblower, it’s even more of an honor that the client returned to us to produce these significantly larger vessels under even more challenging timelines,” says Chris Allard, CEO of Metal Shark.

The NYC Ferry fleet is comprised of the “River Class” 85 ft ferries, and the larger “Rockaway Class.” Both ferry classes were designed by Incat Crowther. The larger Rockaway bound boats are equipped with two 12-cyclinder, 1,400 hp Baudoin 12M26.3 diesel engines, coupled to ZF Marine ZF3050 gearboxes and turning custom fiveblade Michigan Wheel propellers.

Metal Shark is clearly making a name for itself in the passenger boat market. The boat builder, who prior to the NYC Ferry project had never built a passenger ferry, is also constructing a series of ferries for both Washington, DC and New Orleans, LA. Back in August it launched the first two in a series of four it is building for Washington, DC’s Potomac Riverboat Company. The 149-passenger water taxis, designed by BMT Designers & Planners, are fitted with two Scania Marine DI 13 EPA Tier 3 engines, powering the ferries to speeds of up to 22 knots.

According to Bow Lawler, VP of Marine Operation, Entertainment Cruises, parent company of Potomac Riverboat Company, Scania’s engine was chosen because it met the “size, horsepower and weight requirements in a very fuel efficient and affordable package.”

The water taxis will provide commuters in the Washington, DC, metro-area with service between Old Town Alexandria, VA, National Harbor, MD, and Georgetown and The Wharf in Washington, DC. “These new routes have been added following a $2 billion development project to renovate a mile-long section of the Potomac River on Maine Avenue and reinforces the commitment to revitalize water transportation in U.S. cities,” says BMT Designers & Planners President, Kai Skvarla.

BMT is also the designer of a pair of ferries Metal Shark is building for New Orleans’ Regional Transit Authority.

The 105 ft ferries will carry 149 passengers between the Canal Street Terminal in New Orleans and Algiers Point across the Mississippi River at a service speed of 22.5 knots.

The new high-speed ferries are to replace the Louis B. Porterie and St. John ferries built in 1937 and 1977, respectively. The building of the ferries will also coincide with the building of a new terminal at Canal Street—part of the city’s plan to revitalize its Riverwalk.

November 9 & 10, 2017 New York Marriott at the Brooklyn Bridge Brooklyn, NYC

CONFERENCE SCHEDULE

{ November 9 } th

{ November 10 } th

8:00am

Registration | Expo Open | Continental Breakfast (sponsorship available)

8:00am

Continental Breakfast (sponsorship available) | Expo Open

8:40am

Technology Spotlight: Wärtsilä

8:40am

Technology Spotlight (sponsorship available)

9:00am

Keynote Address CAPT Jason Tama, Deputy Sector Commander, U.S. Coast Guard Sector New York

9:00am

Funding for Ferry Development

9:30am

What’s Happening in Washington?

Matthew J. Thomas, Esq., Partner, Blank Rome, LLP

9:30am

Ready for Duty: Elements of Medical Fitness for Mariners Emily Reiblein, Labor Relations-Union Wellness Programs/Operations Integrity, Crowley Maritime

10:00am Coffee Break (sponsorship available) | Expo Open 10:30am The Evolution of Ferry Design in New York Harbor

John Waterhouse, PE, Chief Concept Engineer,

Elliott Bay Design Group 11:00am Panel: Case Study on Governors Island Newbuild Moderator: Marcia Blount, President, Blount Boats

Matthew Lankowski, PE, Glosten

John Waterhouse, PE, Chief Concept Engineer,

Elliott Bay Design Group

Robert Pelletier, VP and Project Manager,

Blount Boats 12:00pm Luncheon (sponsorship available)| Expo Open 1:30pm

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

2:00pm

Passenger Liability Boriana Farrar, Vice President-Counsel, Business Development Director-North America, The American Club

2:30pm

The Story of a Pioneer in LNG-Powered Ferry Development Tony Teo, LNG Consultant, Specialized Shipbuilding, Sembcorp Marine

3:00pm

Energy Break | Sponsored by DNV GL | Expo Open

3:30pm

All Electric: Propulsion Option of the Future and Today Luke Briant, Marine Systems Engineer, Siemens

4:00pm

Propulsion Efficiency for Ferries Greg Beers, PE, President & Principal, The Shearer Group

4:30pm

Fuel Cells for Ferries Anthony Teo, Technology and LNG Business Development Director, Region North America, Maritime, DNV GL

5:00pm

Cocktail Reception (sponsorship available) | Expo Open

10:00am Coffee Break | Cosponsored by John Deere Marine -

Bell Power Systems | Expo Open 10:30am

New Passenger-Only Ferries for New Orleans Justin T. Augustine, Vice President, Transdev in service to the Regional Transit Authority Mark A. Major, Chief Investment Officer, Transdev in service to the Regional Transit Authority Jim Moran, Project Manager, BMT Designers & Planners Carl Wegener, Director of Commercial Sales, Metal Shark

11:15am

Hybrid Vessel Applications David Adamiak, Senior Manager Business Development, BAE HybriDrive Robert Kunkel, Principal, AMTECH and Harbor Harvest Micah Tucker, General Manager, Derecktor Shipyard

12:00pm Luncheon (sponsorship available) | Expo Open 1:15pm

Panel Discussion: Terminal Philosophy— Smarter Design Approach J. Frano Violich, FAIA, Principal, Kennedy & Violich Architecture Inc. Shea Thorvaldsen, Director of Infrastructure, McLaren Engineering Group

1:45pm

Panel: NYC Ferry—Operational Experience Creating a Ferry Network Cameron Clark, Senior Vice President, Hornblower-NYC Ferry Peter Flynt, Vice President, NYC Economic Development Corporation

2:30pm

Adjourn

Program Subject to Change

October 2017 // Marine Log 21

November 9 & 10, 2017 New York Marriott at the Brooklyn Bridge Brooklyn, NYC

EXHIBITOR PREVIEW

Blount Boats, Inc. Blount Boats, Inc. specializes in the construction of steel and aluminum commercial vessels. Since 1949, it has built over 366 vessels providing customers with dependable service and lasting value. Blount Boats has been building high quality, innovative shallow draft designs for 68 years. www.blountboats.com Cummins Sales and Service An industry leader in propulsion and power generation solutions. Cummins provides local service and custom tailored parts support. We are new and repower specialists and can help engineer your projects. www.cummins.com 22 Marine Log // October 2017

Derecktor Builders of custom aluminum work boats and ferries since 1947. Derecktor provides high quality maintenance and repair services. www.derecktor.com Dometic Corporation Dometic is a global company that makes mobile living easy by providing great solutions to essential needs when they are on the move. We offer smart and reliable products with outstanding design. www.dometic.com Eastern Shipbuilding Group, Inc. Eastern’s diversification is its success.

With a portfolio of over 340 vessels, Eastern is one of the most diverse vessel builders in the U.S. www.easternshipbuilding.com Elliott Bay Design Group EBDG is a full-service, employeeowned naval architecture and marine engineering firm that supports owners,

operators and shipyards across the country and abroad. www.ebdg.com Fireboy Xintex We are a leading supplier of fire suppression and fire detection systems for the marine industry, as well as other industrial applications. We also manufacture a broad line of carbon monoxide and gas detection systems. www.fireboy-xintex.com GPLink GPLink is a powerful and affordable remote monitoring system providing detailed fuel usage, operational habits and engine health information that is always at your fingertips. www.gplink.com John Deere Marine – Bell Power Systems We are a John Deere marine engine distributor supplying complete marine propulsion and auxiliary systems. www.bellpower.com

Top Photo: Michael Appleton/Mayoral Photo Office/NYC

Arcadia Alliance Arcadia Alliance designs and builds carbon fiber fast ferries that require less fuel, produce fewer emissions, require less maintenance and have a high resale value. www.arcadia-alliance.com

Kohler | Kraft Power Corp.

We are leaders in the field of generators, transmissions, engines, and full service, parts, and accessories.

Our group includes Kohler generators, Hamilton Jet Drives, GE diesel engines and Heinzmann products. www.kraftpower.com Mack Boring & Parts Co. Providing innovative, sustainable power solutions. Mack Boring & Parts Co. is a proud partner of Mitsubishi, Scania, STEYRMOTORS, Yanmar and Cimco OXE. www.mackboring.com

Top: Shutterstock/ Edmund Lowe Photography, Bottom: Shutterstock/ Drop of Light

MOPS Marine License Insurance MOPS provides USCG-licensed deck officers, engineers, certified tankermen and state and federal pilots involved in a maritime casualty with fully-paid maritime attorney representation. www.lancerinsurance.com Motor-Services Hugo Stamp, Inc. Motor-Services Hugo Stamp, Inc. is an authorized distributor and service center for Baudouin, FPT, Nanni, FNM, and AlamarinJet. Factory-trained engineers and extensive inventory available 24/7. www.mshs.com National Lighthouse Museum The National Lighthouse Museum is on the site of the US Light House Service General Depot on Staten Island from 1864 to 1939. Partnering with government agencies, corporations, foundations, and other groups, we work to promote and support historical, educational, cultural, recreational, and other activities at the site, while maintaining the navigational significance and maritime heritage of lighthouses throughout the world. www.lighthousemuseum.org

NCP Coatings Inc. Since 1948 NCP Coatings Inc. has been manufacturing high performance paint coatings for use in the naval and maritime marketplace. www.ncpcoatings.com R.A. Mitchell Co. Inc. R.A. Mitchell Co. is the largest supplier on the East Coast of John Deere/Marathon Generator Sets to the NYC Ferry Fleet, Fishing Industry and Tug & Barge Industry. We are a third generation WBE/DBE Certified Company located in New Bedford, MA. www.ramitchell.com R.W. Fernstrum & Company R.W. Fernstrum set the standard in engineering and manufacturing GRIDCOOLER Keel Coolers for the marine industry. Fernstrum products are used for cooling propulsion engines, generator sets, reduction gears, and auxiliary systems. Each solution is engineered to meet the requirements of your engine, vessel, and operating conditions. www.fernstrum.com

solutions such as our BlueDrive +C solution have reshaped the industry. www.siemens.com Thrustmaster of Texas We are world class leaders in building propulsion units including Z-Drives, tunnel thrusters,retractable azimuthing thrusters, and high speed waterjets.

Our equipment is manufactured solely in the United States utilizing U.S. materials and labor, and we have equipment installed in applications throughout the world. www.thrustmaster.net Wärtsilä North America, Inc. Wärtsilä is a global leader in advanced technologies and complete lifecycle solutions for the marine and energy markets. By emphasizing sustainable innovation and total efficiency, Wärtsilä maximizes the environmental and economic performance of the vessels and power plants of its customers. www.wartsila.com

Rigidized Metals Corporation Rigidized Metals Corporation is a manufacturer of commercial and IMO Certified C-Class aluminum honeycomb laminated panels for ferries, workboats and all types of passenger vessels.

Rigidized Metals is the supplier of decorative interior panels to Hornblower’s fleet of HNY Ferries and will supply decorative interior panels for the new Staten Island Ferries, beginning in 2018. www.rigidized.com Siemens Siemens Marine. For the right course, partnership matters. Our innovative portfolio of electrical products, systems, solutions and services cover the entire lifecycle. Our trendsetting October 2017 // Marine Log 23

North America’s Premier Ferry Event Nov. 9–10, 2017 Marriott at the Brooklyn Bridge, NYC REGISTER NOW:

www.marinelog.com/ferries

SPONSORSHIPS & EXHIBITS: 212-620-7208 • conferences@sbpub.com

SUPPORTING ORGANIZATIONS

KEYNOTE ADDRESS

PASSENGER LIABILITY

CAPT Jason Tama

Boriana Farrar

Deputy Sector Commander

Vice President-Counsel Business Development Director-North America

U.S. Coast Guard Sector NY

THE EVOLUTION OF FERRY DESIGN IN NEW YORK HARBOR

The American Club

FERRY SAFETY Matthew Bonvento

John Waterhouse

Senior Manager, Safety, Security, Quality and Regulatory Compliance

PE

Vanuatu Maritime Services Ltd.

Elliott Bay Design Group

CASE STUDY: GOVERNORS ISLAND NEWBUILD Marcia Blount

PANEL: NYC FERRY— OPERATIONAL EXPERIENCE CREATING A FERRY NETWORK

President

Cameron Clark

Blount Boats

Senior Vice President Hornblower-NYC Ferry

Matthew Lankowski

PANEL: NYC FERRY— OPERATIONAL EXPERIENCE CREATING A FERRY NETWORK

PE

Peter Flynt

Glosten

Vice President

CASE STUDY: GOVERNORS ISLAND NEWBUILD

NYC Economic Development Corp.

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PACIFIC COAST Design for a new hybrid ferry for Kitsap Transit

INNOVATION

By Reputation

Maritime business essential part of Pacific Northwest economy

Photo Credit: Glosten

F

rom the earliest days of European settlers in the Pacific Northwest, the maritime business has been a vital part of Washington’s economy. It’s no coincidence that Seattle-based coffee giant Starbucks is named for a character in Moby Dick and its logo is a double-tailed mermaid.

According to the Washington State Maritime Sector Economic Development Study, released earlier this year, maritime industry activities had an economic impact of $37.8 billion in business revenues across the state.

That includes 69,500 direct jobs that are supported by the maritime sector and an additional 121,600 jobs indirectly supported through maritime-related expenditures.

Those jobs are in government and commercial shipbuilding and repair, maritime logistics and shipping, passenger vessels, fishing and seafood processing, and maritime professional support services, such as maritime education and training, and naval architecture and marine engineering.

Vigor, with 2,500 employees and 10 facilities in Washington, Oregon and Alaska, is one of the leading commercial shipbuilders

and repairers in the Pacific Northwest. Its yards build and repair a wide variety of vessels—everything from speedy aluminum-hulled Response Boats-Medium for the NYPD, built by its Vigor Ballard yard, to a complex 508 ft liquefied ammonia gas carrier for Mosaic. Vigor CEO Frank Foti said Vigor “worked hard to bring together a family of companies designed to take our complex fabrication capabilities to the next level and bring new work to the Pacific Northwest.” The construction project supported about 1,500 American jobs and involved close to a million labor hours at Vigor facilities in Oregon and Washington and subcontractors throughout the region.

Vigor has also been the builder of the new Olympia Class ferries for Washington State Ferries (WSF). It is working on its fourth, the 144-car Suquamish, which will deliver in July 2018. The superstructure for the vessel was fabricated by Jesse Co. in Tacoma.

WSF is also an important customer for Vigor on the repair and maintenance side.

Vigor purchased a $20 million, 20,000-longton lifting capacity dry dock from South Korea in order to better serve clients such

as WSF, the Navy and the Coast Guard at its Harbor Island facility in Seattle.

And, as we went to press, it was announced that Vigor had won a $979.7 million contract from the U.S. Army for the Maneuver Suppor t Vessel (Light). The series of 100 ft, 18-knot MSV(L)—37 in all—will keep the yard busy until September 2027.

Washington is also home to some of the nation’s top small shipbuilders, including All American Marine, Bellingham, Dakota Creek Industries, Anacortes, and Nichols Brothers Boat Builders, Whidbey Island.

New Shipyard in Bellingham With the paint still fresh on its walls and the pictures not yet hung in its offices, All American Marine’s new 57,000 ft2 shipyard at the Port of Bellingham is bustling with new construction work. The new shipyard is double the size of All American Marine’s old facility and will allow the builder to construct even larger vessels.

During an exclusive tour of the shipyard hosted by AAM’s Joe Hudspeth, MARINE LOG had the opportunity to go onboard Argosy Cruises’ 500-passenger tour boat/ October 2017 // Marine Log 27

PACIFIC COAST

ferry Salish Explorer. The Subchapter K, 125 ft vessel was designed by New Zealand naval architectural firm Teknicraft Design.

AAM is the exclusive builder of Teknicraft Designs in the U.S. Hudspeth says the ferry will be launched this month.

Also taking shape at the shipyard was a

new 72 ft, 150-passenger whale watch boat for Puget Sound Express, Port Angeles, WA. Expected to be delivered in the spring of 2018, the quad jet-powered boat will be able to reach speeds of 35 knots.

The “skeleton” of what will be the first battery-powered, hybrid vessel was also

that Impress

Hybrid Vessel for Kitsap Transit In November, Hudspeth says the keel will be laid for a second battery electric hybrid vessel for Kitsap Transit. That will be based on a locally grown design from naval architects Glosten, Seattle.

Speaking at Marine Log’s Smarter Ships 2017 Conference, Glosten’s Will Moon, PE, Project Manager, says the new 70 ft x 26 ft, 150-passenger ferry will be fitted with a BAE HybriDrive propulsion system, with a speed between 9 and 16 knots. The propulsion system will include two 305 kW Cummins QSK19 engines, two x 300 kW AC traction generators, and two 300 kW propulsion motors that drive fixed-pitch propellers.

There are two 40 kWh battery banks.

Glosten is also working on the conversion of the diesel-powered Gee’s Bend ferry in Camden, AL, to the first U.S. 100% battery electric-powered ferry. Glosten is working with HMS Ferries and the Alabama Department of Transportation. The conversion will be partially funded by a $1.09 million Diesel Emissions Reduction Act (DERA) grant from the U.S. EPA. Closer to home, Skagit County, WA, has selected Glosten to design a vehicle/passenger ferry to replace the historic M/V Guemes.

The county has been considering replacing the diesel-powered M/V Guemes with an allelectric vessel.

Powerful ATB tug Located on Whidbey Island, Nichols Brothers Boat Builders (NBBB) built the 8,000 hp, 139 ft ATB tug Abundance, which is mated to the liquefied ammonia gas carrier The Harvest via an Articouple hydraulic pin coupling system.

28 Marine Log // October 2017

Photo Credit: Nichols Brothers Boat Builders

The 8,000 hp tug Abundance, built by Nichols Brothers Boat Builders, is now working with the liquefied ammonia carrier The Harvest, constructed by Vigor

visible in another building bay at the shipyard. The Enhydra, a 128 ft vessel for the Red and White Fleet, San Francisco, CA, will be the first aluminum hulled, Lithium-Ion battery-electric hybrid vessel built from the keel up under U.S. Coast Guard Subchapter K passenger vessel regulations and the latest guidelines for structural fire protection.

AAM worked with BAE Systems on the complete battery electric hybrid system.

BAE Systems will supply a HybriDrive Propulsion System that includes a generator, control system, and AC electric traction motor. The generator will mount to a variable speed Cummins QSL9 diesel engine developing 410 hp at 2,100 rev/min.

The hybrid system will also incorporate battery power from two 80 kWh Lithiumion battery packs with Corvus Energy’s next generation Orca Energy batteries. The Enhydra will be delivered next spring.

PACIFIC COAST Designed by Ocean Tug and Barge Engineering, Milford, MA, the ocean tug is classed by ABS, Maltese Cross, A1-Towing service, AMS, ACCU, UWILD, SOLAS compliant and meets USCG Subchapter I. Construction of a second 139 ft x 44 ft ATB tug is well underway at the yard for delivery in the spring of 2018. Production engineering for the two tugs was supplied by BMT Nigel Gee of Southampton, UK. Like Noah leading the animals two-bytwo into the Ark, NBBB has been able to fill its Freeland shipyard by corralling a series of two-vessel contracts. It delivered the first of two 120 ft line-haul tugs for Kirby Offshore this past May. The second is due late this year.

Earlier this year, NBBB delivered the M/V National Geographic Quest, the first of two 100-passenger coastal cruise ships to Lindblad Expeditions under a contract value in excess of $95 million. Specially built for coastal and shallow water cruising, the ships will sail in Alaska, the Pacific Northwest, Costa Rica, Panama, and Belize.

The cruise ships are designed by yet another local naval architect, Jensen Maritime, the design arm of Crowley Maritime.

Sweden’s Tillberg Design was responsible for the interior. NBBB built Lindblad Expeditions’ two previous U.S.-flag cruise ships, the National Geographic Sea Lion and National Geographic Sea Bird.

Boat frame of Red and White’s new 500-passenger, hybrid battery vessel at All American Marine’s new shipyard in the Port of Bellingham

Trying to Hook Fishing Vessels Like shipbuilders and designers in the Pacific Northwest, Seattle-based Guido Perla Associates Inc. (GPAI) has been carefully following the replacement of commercial fishing vessels in the Pacific Northwest.

A report by the Port of Seattle estimated

that as many as 37 vessels (58 ft+) will be built from now until 2026.

“The fishing industry has some potential, but I feel that we haven’t been able to do anything despite what we have offered,” says Guido Perla, Chairman, GPAI. Perla feels that fishing vessel owners have gravitated to

Photo Credit: J.R. Snyder

Ferry Expertise Seattle is also home to some of the most experienced ferry designers in the world.

Elliott Bay Design Group (EBDG) has worked with ferry owners from coast to coast. John Waterhouse, Chief Concept Engineer at EBDG, will be a key presenter at Marine Log FERRIES 2017 Conference & Expo, Nov. 9-10, Brooklyn, NY. Waterhouse will present on The Evolution of Ferry Design in New York Harbor.

In two recent high profile projects, EBDG was selected by the N.Y. City Department of Transportation (NYCDOT) to design the new generation 4,500-passenger Ollis Class for the Staten Island Ferry. Steel was just cut for the first ferry at Eastern Shipbuilding Group, Panama City, FL. EBDG has also worked with Washington State Ferries, Alaska Marine Highway System, Texas Department of Transportation, The Steamship Authority and North Carolina Department of Transportation (NCDOT).

EBDG is the naval architect for NCDOT’s first passenger-only ferry. The contract for the 98-passenger catamaran ferry was awarded to Armstrong Marine Inc. The ferry will be delivered in April 2018.

October 2017 // Marine Log 29

PACIFIC COAST European ship designs. “Don’t tell me that Europeans are the only ones that can design fishing boats.”

Adds Stefan Wolczko, GPAI Business Development Manager and Project Manager, “There’s this emphasis on optimizing a hull to a great extent for one speed and one draft and in a lot of fishing vessels that doesn’t help you most of the time. It possibly even hurts you. When you are optimizing for the design draft, design speed, and condition, the hulls become considerably harder to be produced. There is all this pressure placed on the hull being incredibly efficient, which you see at that one speed.

We optimize for the entire operating range.”

Perla says he explored the idea of “a design for everybody” for a factory trawler with fishing vessel owners that would share the workload between two or three shipyards.

“That way the cost and the manpower is split in order to gain more efficiency. Instead of making one shipyard responsible, for example, you can split the workload—similar to what we did on the 144-car ferry for Washington State Ferries. We brought the resources of the industry together to bring

the price down. We have shipyards that can do quality work. We need an American design that can fit the production,” he adds.

Complex Engine Overhaul T h e Pacific Power Group (PPG) w a s recently awarded a contract—a one year contract with four options with a potential value of $39 million—to rebuild the MTU 8V396 diesel engines in the U.S. Coast Guard’s Marine Protector class 87 ft Coastal Patrol Boats. PPG fulfilled the previous fiveyear, USCG MTU overhaul contract, which expired in 2016.

The USCG originally ordered 50 Marine Protector class boats in 1999, but expanded the fleet with several additional orders to its current size of 73 boats.

Some of the vessels are approaching 20 years of active service, and the RFP provides for overhaul of the ships’ MTU engines as they reach specific hours of use, to ensure the ongoing safety, effectiveness, and endurance of the boats.

PPG Vice President Bill Mossey says few companies could meet the Coast Guard’s demanding specifications. PPG, for example,

has the most factory-certified MTU 396 technicians in North America.

“Each engine will be brought to our facility at Kent, Washington.” The reduction gears are removed, says Mossey, and sent to ZF for reconditioning.

Due to the increased age of the fleet and the maintenance needs of the engines, the new contract specifies an advanced timetable—to overhaul 22 engines per year for 5 years. The schedule will require PPG to overhaul roughly two engines per month.

The complex overhaul requires a complete tear down of the entire engine: every part and component is cleaned, inspected, m e a s u re d , a n d qu a l i f i e d u s i n g n o n destructive testing to determine if it meets quality standards.

“We teardown the engine, clean all the components,” says Mossey. “Some of those components we have to send to our facility in Ridgefield, Washington. We disassemble the cylinder heads, polish the crank shafts, inspect the cylinder blocks.” The completed overhauled engine is finalized with new fresh coat of paint, resulting in a like-new engine.

Port of LA Moves To Digitize Supply Chain As Cargo Volumes Grow It was a busy summer at the major ports of California, with the Port of Los Angeles repor ting it handled record cargo volume in back-to-back months in July and August. A port spokesman points out that the trend has been building over the last year and a half.

“We’ve been seeing an increase in cargo volume over the last 18 to 20 months,” Port of Los Angeles spokesman Phillip Sanfield told MARINE LOG. “We’ve improved our ef ficiency levels, labor has extended its contract by three years. Just as important, consumer spending and confidence are up.”

He said over the last year the port’s top imports have been furniture, auto parts, apparel, electronics and plastics.

The port reported August 2017 container volumes of 847,857 Twenty-Foot Equivalent Units (TEUs) —a 6.1 percent increase compared to a year earlier.

Eight months into 2017, port container volumes are 9 percent ahead of 2016, when the Port of Los Angeles handled a record-breaking 8.8 million TEUs. In July, container volume at the port climbed 16 percent

30 Marine Log // October 2017

compared with July 2016. The 796,804 TEUs handled by the port in July 2017 represented the most ever in July.

Neighboring Por t of Long Beach also recorded strong cargo volumes in August 2017, with imports 355,715 TEUs—up 10 percent as compared with the same month last year.

Port of Long Beach Harbor Commission President Lou Anne Bynum said the large impor t cargo volume signified optimism among retailers for the holiday season. “Simply put, shoppers are buying more, and retailers are restocking their shelves.”

The Port of Oakland repor ted last month that August was its busiest month in the past year. The port said it handled the equivalent of 212,692 TEUs. That was the most since August 2016 when it handled 220,604 TEUs. Digitizing the Supply Chain Handling large amounts of cargo can be a logistical nightmare. That’s why the Port of Los Angeles is working with GE Transportation to extend and expand a recent pilot project to digitize the

information in the supply chain to all the port’s container terminals and shipping lines. The aim of the digital portal is to provide the port, shippers, truckers, and stakeholders greater visibility into what cargo is coming to the port and when through a single dashboard.

Right now, for example, the por t has about two days visibility into when a cargo is arriving. The digital portal would remove the “surprise elements,” providing as much as two weeks visibility, allowing the port to better prepare truck and train capacity to move the cargo more efficiently.

Sanfield said that it is expected that the portal project will be fully implemented toward the later part of 2018.

POWER & PROPULSION WETA’s fast ferry Hydrus also has MTU engines

Strokes of Genius Cruise ships, ferries, and excursion boats benefit from a greener, leaner generation of diesel engines

Photo Credit: Eric Dugan

B

y 2035, San Francisco’s Water Emergency Transportation Authority (WETA) expects to be operating 44 ferries carrying some 40,000 daily riders on 12 different routes to 16 terminals. That means that WETA will need to add 30 vessels and nine new terminals between now and 2035, with a total capital investment of more than $1 billion.

As with WETA’s first Gemini Class ferries, you would expect any new ferry built for the authority will push the envelope of clean diesel engine after-treatment technology.

For example, when the four Gemini Class boats—Pisces, Gemini, Taurus and Scorpio— entered service in 2008 and 2009, they all exceeded the U.S. EPA’s then-current Tier 2 emissions standards by 97 percent.

Now, WETA’s latest generation ferries ordered from Dakota Creek Industries, Anacortes, WA, will follow suit. The three 44m x 12m high-speed catamarans will each be fitted with MTU 16V 4000 diesel engines, with MTU-built Selective Catalytic Reduction (SCR) systems in order to achieve EPA’s Tier 4 emissions standards and reduce an

estimated 10 tons of nitrous oxide (NOx), particulate matter, and CO2 emissions annually, using a combination of SCR and diesel oxidation catalyst technologies.

“Our goal is to operate a ferr y service that is sustainable, cost-efficient and eco-friendly,” said Nina Rannells, WETA Executive Director. “The MTU Tier 4 engines will play a critical role in WETA’s expansion of sustainable and reliable ferry service on the San Francisco Bay.” Working with the Elliott Bay Design Group, Seattle, WA, last year WETA did undertake an “Alternative Propulsion Study” for the North Bay Ferry, which would operate between Richmond, Vallejo, and San Francisco. The study examined the use of alternative propulsion technologies in the ferries, including fuel cells, LNG/LPG, hybrid electric, and wind and wind-assist technologies, weighing the potential benefits and drawbacks of each.

The evaluation factors in the study included the displacement of the vessel, number of passengers carried, capital and lifecycle costs, commonality with the rest of the fleet, emissions, and maturity of the

regulations governing the technology to facilitate design and construction.

While ultimately MTU EPA Tier 4-compliant diesels were chosen, the alternative propulsion technologies could well find their way into future WETA vessels.

MTU’s Series 4000 diesel engines with SCR systems for exhaust gas after-treatment comply with the IMO Tier III and EPA Tier 4 emissions standards. Because of advances in turbocharging, internal combustion and fuel injection, along with the new SCR system, the engines yield a 75% reduction in NOx emissions as compared to IMO Tier II and a 65% reduction in particulate matter as compared to EPA Tier 3. Rolls-Royce Power Systems says there is no need for an additional diesel particulate filter, and fuel consumption is 5% lower than the predecessor engine.

Burning ultra low sulfur diesel, the engines and the integrated SCR units represent the first MTU EPA Tier 4-compliant propulsion solutions supplied under RollsRoyce Power Systems’ MTU brand. Each ferry will be fitted with two engines—rated at 3,435 hp at 1,800 rev/min—that will drive October 2017 // Marine Log 31

POWER & PROPULSION Hamilton HT810 waterjets via ZF marine gears, which will provide speeds of 34 knots.

Another interesting aspect of the new WETA ferries is that they will be fitted with MTU BlueVision ship automation to automatically monitor and control the propulsion system in order to maximize its efficiency and reliability.

Scania Making Inroads In Passenger Vessels About 40 miles north of Dakota Creek Industries’ Anacortes shipyard is the Port of Bellingham, where All American Marine’s new shipyard is already bustling with newbuilding activity.

Two of the vessels under construction, the 125 ft, 500-passenger ferry Salish Explorer for Argosy Cruises, and the 72 ft, 150-passneger whale watch boat for Puget Sound Express, feature Scania diesel engines.

The Salish Explorer has two 550 hp Scania DI16s, while the whale watch boat for Puget Sound Express will be equipped with four 900 hp Scania DI16 083Ms that will drive four Hamilton 364 waterjets for service speeds of 35 knots.

“We’re very happy with the engines,” says All American Marine’s Joe Hudspeth. “We installed them last year in two ferries for Pensacola.” Those ferries for the National Park Service were each fitted with two 450 hp Scania DI13 diesel engines.

Al Alcala, Sales Manager, Marine, Scania USA, says the praise from All American Marine is not only for Scania engines, but also for its local distributor, Cascade Engine Center. “We rely on local distributors to support our customer needs. This is known as ‘Customer First’ at Scania and is one of our Core Values along with ‘Respect for the Individual’ and ‘Quality’,” says Alcala.

“I know the team at Cascade Engine Center, led by Tim Hess, President, really is a key differentiator. They know the needs of their local customers and tailor the Scania Marine Solution for their needs.”

Alcala also says the collaboration with two of its distributors, NRE Power Systems, Houma, LA, and Mark Boring and Parts, Somerset, NJ, in securing an order to supply Scania DI13 081M diesels for four 88 ft, 149-passenger water taxis being built at Metal Shark, Franklin, LA. “The ability for us to coordinate two Scania distributors with the designers and builders really made the case for us,” he says.

The first two of the water taxis, designed

by BMT Designers & Planners, Alexandria, VA, for a new commuter service in Washington, DC, have been launched.

“We were able to show our customer that 32 Marine Log // October 2017

when they needed power, off idle or walking the vessel off the dock and for slow maneuvering, we win hands down with over 20% more torque,” says Alcala. “We were also able to show that when operated at full throttle we actually used less fuel by 5%. Scania’s philosophy of high torque at low rpms and great fuel economy at rated speed is integral to the Scania Marine Solution.”

Adds Alcala, “The DI13 081M engine allows for continuous duty at max rpm day in and out. Customers can sometimes be convinced to go with a lot smaller engine with similar horsepower, but don’t get the duty cycle they really need or the annual operating hours they expect. This engine is rated for unlimited hours a year at its rated rpm.

He says, “On the other side of the argument, larger engines above 13L tend to be a lot heavier, not as fuel efficient and get a lot more expensive. Scania smart modular design also means far in the future should repairs be needed a single technician can service the engine where larger engines need heavier equipment to lift components if repairs are needed.”

Continues Alcala, “Our ability to have a 13L engine at 800 hp really opens up the options for builders looking for alternatives to U.S. Tier 4. You can have three Scania DI13s 800 hp engines for about the same or less weight than two 18L, 19L, or 32L engines at 1,200 hp. You also will have more power overall, better fuel economy when you don’t need full power and engines that are just plain easier to work on.”

All In The Family Engine commonality across a fleet is important to some operators. One of those is Doug Davis, owner of Canada’s West Coast Launch Ltd., Prince Rupert, BC. Over the last 14 years, West Coast Launch Ltd. has standardized on Volvo Penta as the engine supplier of choice for its growing fleet of passenger vessels.

“We’ve had a good history with Volvo Penta engines,” said Capt. Doug Davis.

“They’re real workhorses, very dependable.

I like their speed and torque.”

O ve r i n Br i t i s h Co l u m b i a , C a n a dian Alberni Engineering, Port Alberni, BC, Canada, is building an 85 ft passenger-vehicle transport vessel for West Coast Launch Ltd. The vessel will be powered by by two Volvo Penta 750 hp D16MH diesel engines. To be named MV Aurora, the passenger vehicle ferry will carry up to 100 passengers as well as vehicles and deck loads to remote construction sites. It will be delivered in the spring of next year.

MAN Unveils Powerful, New Four-stroke Augsburg, Germany, and the development diesel engine are forever linked in histor y. That’s bec ause some 120 year s ago on February 17, 1897, Dr. Rudolf Diesel successfully demonstrated the first diesel engine—a 14.7 kW, four-stroke, single vertical cylinder compression engine.

Last month Augsburg was once again at the center of diesel engine news when MAN Diesel & Turbo SE unveiled its successor to its 48/60CR engine in the company’s 4x line of high-performance diesel engines—which over the years have accumulated millions of operating hours. The new MAN 45/60CR marine diesel engine incorporates the best features of the current 48/60CR, says MAN Diesel & Turbo, including common-rail system with ECOMAP capability, while adding new technologies such as two-stage turbocharging for excellent Specific Fuel Oil Consumption.

“We were aiming for a gamechanging level in power density and ef ficiency, and we accomplished that mission,” says Wayne Jones, Chief Sales Officer of MAN Diesel & Turbo.

The MAN 45/60CR will initially be available as 12V and 14V versions that boast power outputs, of 15,600 and 18,200 kW respectively, with 6L to 10L inline versions in the future.

The engine was conceived as a family concept that will accommodate future derivatives, such as a dual-fuel derivative.

The first set of V-type engines will be available from end-2020 with deliver y of the first L-type engines due from 2022.

DESIGN design

PGN FSRU Lampung is operating off the southeast coast of Sumatra, Indonesia

The FSRU Question:

Conversion or newbuild?

Newbuild FSRUs still the better option, says Höegh LNG CEO

Photo Credit: Höegh LNG

By Charlie Bartlett, European Contributor

T

he FSRU is an unusual beast.

Thanks to the extraordinary complexities of handling dangerous LNG cargo, and at very high volumes, the vessels are a challenge to design and build. In response, owners specializing in this niche sector often opt for LNG tanker conversions, thanks to the availability of suitable candidates, and the associated economics and time-savings.

Höegh LNG had famously been opposed to the idea of converting LNG carriers

into FSRUs until, in August, the company announced that its newbuilding schedule could not keep up with demand and new measures would have to be taken. But it is clear that the company still considers newbuilds the preferable option.

Speaking to MARINE LOG, President & CEO Sveinung J.S. Støhle explains his company’s rationale. “Höegh LNG’s strategy is to offer FSRU newbuildings simply because an FSRU is a floating import terminal, while an LNG carrier is built to transport cargoes.

[Newbuilds] have the latest and most efficient technology, energy solutions and storage size and are therefore superior to any conversion, especially when it comes to operational reliability and uptime.”

With such a strong emphasis on incrementally improving its projects over time, the benefits of a strong design ethos clearly outweigh the disadvantages, Støhle continues. “We devote continuous attention to improve designs and optimize processes.

HLNG’s FSRUs are designed and developed October 2017 // Marine Log 33

DESIGN

Höegh LNG President & CEO Sveinung J.S. Støhle in-house and based on our technical specification that has been developed over several years and based on HLNG’s technical and operational experience.

“As compared to the initial FSRUs ordered in 2006, our latest orders in 2017 have seen a large increase in storage capacity, a large

increase in the regasification capacity, a redesigned regasification module, and an overall improvement in energy efficiency. In addition, HLNG today also offers as part of its services to build the necessary jetty and pipelines, a key feature under our strategy to offer a complete FSRU package to our clients,” says Støhle.

Converting a vessel is, inevitably, faster than ordering a newbuild, and the complexity of FSRUs means that this process is neither fast nor cheap. But Höegh LNG has a method for getting around this. “Höegh LNG’s strategy is newbuilding and our business model of always having one FSRU on order makes us competitive to meet the timelines for FSRU projects with a short lead time,” Støhle explains. “When we sign an FSRU contract, we place an order for a new FSRU,” he says.

“In early 2017, Höegh LNG placed orders for additional FSRUs at Hyundai Heavy Industries and Samsung Heavy Industries, and we intend to continue expanding our newbuilding portfolio.”

A judicious amount of speculative investment ensures that the size of Höegh LNG’s fleet is always pegged to demand. “The FSRUs also have full trading capability to operate as LNG carriers between contracts,”

explains Støhle. “The FSRUs are designed for maximum availability, have capacities tailored to the specific needs of our customers in terms of regasification capacity, alternative mooring arrangements and additional technical features such as exports of LNG to smaller vessels.”

News of Höegh LNG’s conversion project might open it up to accusations of being more susceptible to market trends. But Støhle insists that the current overcapacity in the shipbuilding market and cheap prices at yards have little bearing on the decision to keep on building new ships. “In 2006, when Höegh LNG started to design and develop FSRUs, the market was different to what it is today. The prices at the yards and the price of LNG were considerably higher… we believed that the market for technically sophisticated floating LNG import terminals was maturing. But we still considered conversions as a less attractive alternative to newbuildings.”

“With the drop in oil price, and therefore a lower LNG price, the demand for FSRUs has intensified as an attractive LNG import alternative for new markets and Höegh LNG has remained consistent in its strategy of offering FSRU newbuildings. This remains our strategy going forward.”

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34 Marine Log // October 2017

5/26/17 8:48 AM

LOSS PREVENTION

By John Southam, North P&I Club

COLREGS

Assessing Risks Rules are still key risk assessment tools for watch keepers

I

It’s Your Responsibility

• The fact that watchkeepers are responsible for their own actions; and • That they are the ones who have to make a timely decision on what to do in order to comply with the rules.

The watchkeeper’s responsibility is not only to follow the COLREGs, but also to do everything necessary to avoid the risk of collision and the dangers of navigation. Rule 2 allows no excuses. In short it states that it is the watchkeeper’s responsibility to perform a risk assessment and apply control measures to remove those risks and the likelihood of them causing harm.

The watchkeeper’s role in the risk assessment is to reduce the likelihood of a collision to zero by choosing the correct set of control measures appropriate to the situation. These control measures are derived from the COLREGS.

Rule 2 – Responsibility Rule 2 is a vital rule that is often misunderstood. It is different from the majority of the COLREGs because it does not tell watchkeepers what to do or when to do it. Instead, Rule 2 highlights:

Rule 5 – Lookout – Information Gathering Rule 5 is short, but it has two vital elements: • Watchkeepers must pay attention to everything, not just looking ahead out of the

Shutterstock/ Nomad_Soul

n 1840 Trinity House recognized the need to formalize rules to prevent collisions occurring at sea. Over the years these regulations developed and eventually became the International Regulations for Preventing Collisions at Sea 1972, known as the COLREGS. Despite important technological developments to aid the navigator, COLREGS are still the key risk assessment tool for watch keepers. The COLREGS tell the navigator how to assess risk, when to act, and what action to take; it’s up to the navigator to interpret the rules and apply them to the real life situations they find themselves in. Sometimes things go wrong. We will look at some of the key rules cited as contributing to collisions when they occur.

bridge windows, They need to look all around the vessel, using all senses, all personnel and equipment available; and • There must always be a lookout, if weather or the situation causes concern, then more lookouts may be needed.

Watchkeepers must use all of that information to assess the situation a vessel is in and the risk of collision. Watchkeepers are therefore required to gather, understand and appraise information from a range of sources; from a series of compass bearings, visual sightings and sound signals, through to using available technology such as radar, electronic chart display and information systems (ECDIS), automatic identification systems (AIS) and global positioning systems (GPS). This information is the starting point of a decision-making process that should lead to the correct and timely application of the COLREGS.

Assessing the Risk Rule 7 – Risk of Collison Rule 7 states the watchkeeper must use all this information to assess the risk of October 2017 // Marine Log 35

LOSS PREVENTION

collision. To do this the watchkeeper must: • Ask themselves if a collision is possible, because of the action (or inaction) of any vessel in the vicinity including my own vessel?

• Is a collision probable?

• If so, the risk of collision is already here and you need to act in a timely fashion.

This risk-assessment process is essential if you are to take appropriate action.

Control Measures Once the hazards have been identified and the risk assessed, control measures must be put in place in any risk assessment to remove the risk. The foundation of the required control measures in the case of the COLREGS lies usually with one of two rules Rule 8 and Rule 17.

Rule 8 - Action To Avoid Collision Rule 8 states that as soon as the risks are identified, the watchkeeper must apply the

correct action to avoid collision to ensure the vessels will pass at a “safe distance.” They should then take that action to avoid collision as soon as it is appropriate to do so.

Such action should always be: • Positive: Make a big alteration of course and/or speed; • Made in good time: Early!

• Seamanlike: Do not make the situation worse for any other ship in the vicinity, assess what they may have to do; • Easily seen by the other ship(s): Avoid a series of small alterations of course and/ or speed.

A substantial alteration made early is better than a very large alteration made late.

The closer the other vessel, the greater the risk of collision and the more that will have to be done to pass at a safe distance.

Small alterations of course and speed are also dangerous; they do not often solve the problem and they do not give the other vessel a clear indication of what you are doing.

Rule 17 – Action By Stand On Vessel The “stand-on vessel” cannot relax and assume the control measures are being put in place on board the other vessel, it must continue to monitor the situation and take action if considered necessary.

Rule 17 has three control measures to comply with: • Rule 17 (a) (i): the “stand-on vessel” must keep your course and speed.

• Rule 17 (a) (ii): “as soon as it becomes apparent” that the give-way vessel is not taking appropriate action, the watchkeeper may take your own action to avoid a collision.

• Rule 17 (b): when a collision cannot be avoided by the give-way vessel alone, then the other must take the best action it can to avoid colliding. The action taken under Rule 17(b) must still be in time to avoid a collision so you must not leave it too late.

Timing is all important under Rule 17 – early action will cut down on stress.

If watchkeepers apply the rules above well they should always be in a position to use the correct control measure in a timely way.

They will know what traffic is in the vicinity, what vessel or vessels pose a risk of collision and that it is their responsibility to act where risk of collision exists. This is fundamental to every situation where risk of collision exists. After that it’s about applying the rule most appropriate to the circumstances you are in.

Of course, the final piece of any risk assessment is the evaluation. Rule 8 – Action to Avoid Collision states “the effectiveness of such action shall be carefully checked until the other vessel is finally past and clear.” It’s not enough to assess the risk, decide what situation you are in, and take responsibility to act – you must also make sure that your action has removed the risk of collision by continuing to monitor the situation.

It MIGHT BE hard to believe, but as of June this year, 37 percent of the warfare certifications for cruiser and destroyer crews based in Japan—including certifications for seamanship—had expired.

That’s just one of the facts to emerge from a hearing on “Navy Readiness – Underlying Problems Associated with the USS Fitzgerald and USS John S. McCain” held last month by the Readines s and Seap ower & Projection Forces panels of

36 Marine Log // October 2017

the House Armed Services Committee.

O ne of t he w it ne s s e s w as Jo hn H. Pendleton Director, Defense Force Struc ture and Readiness Issues, U.S. Government Accountability Office.

According to Pendleton’s prepared testimony, GAO’s prior work shows that the Nav y has increased deployment lengths, shor tened training periods, and reduced or deferred maintenance to meet high operational demands, which has resulted in declining ship

conditions and a worsening trend in overall readiness.

Some of the concerns that GAO highlighted include degraded readiness of ships homepor ted overseas, with no dedicated training periods built into the operational schedules of the cruisers and destroyers based in Japan. The Navy has made plans to revise operational schedules to provide dedicated training time for overseas-based ships, but this schedule has not yet been implemented.

Shutterstock/ d13

Tough Truths On Navy Readiness Emerge At Hearing

Lubricants

Delivering tangible benefits for inland and coastal vessels

synthetic

Lubricants

By J.R. Hand, Marine Synthetic Business Manager, ExxonMobil

E

conomic and regulatory pressures across the marine industry have combined to create challenging conditions for inland and coastal operators. Vessel owners therefore require solutions that not only ensure compliance with environmental regulations, but also ones that can help them gain a competitive advantage. The good news is that high performance synthetic lubricants and an integrated used oil analysis program can play a key role in helping to meet these challenges and deliver a wide range of benefits.

ExxonMobil

Technology Advancements Advances in lubricant formulation have produced important breakthroughs in recent years. As a result of their base stock, synthetic lubricants can offer a number of benefits compared with mineral lubricants, particularly under severe operating conditions. These include enhanced equipment cleanliness, reduced component wear, extended oil drain intervals and a wide temperature operating range. Such benefits can help improve equipment reliability, extend

engine overhauls, and reduce maintenancerelated downtime.

ExxonMobil has further enhanced these benefits by using a scientifically engineered “balanced formulation� approach that enables it to develop synthetic lubricants that deliver exceptional performance across critical areas for each application.

These include oxidative stability, component wear protection, corrosion control, filterability, shear stability and extreme temperature performance.

Real Results The potential benefits of synthetic lubricants were recently demonstrated during the inspection of a Cummins KTA38 marine diesel engine, one of two main engines on a U.S. inland waterways vessel. The Cummins engine had accumulated 21,782 running hours over nine years with an initial fill of Mobil Delvac 1 ESP 5W-40 fully synthetic diesel engine oil, specifically designed to provide exceptional wear protection to highspeed diesels working in severe applications.

ExxonMobil engineers evaluated the

cleanliness of the Cummins KTA38 engine using the Coordinating Research Council (CRC) method as per Deposit Rating Manual 20. This rates component sludge contamination on a scale from one to 10, with 10 indicating a complete absence of deposit build-up. After nearly a decade of use, Mobil Delvac 1 ESP 5W-40 synthetic diesel engine oil delivered exceptional results across a range of test areas, including: Engine component cleanliness rating: 9.8; Sump rating: 9.66; Front of the engine block rating: 9.80; Valve covers rating: 9.95.

The overall cleanliness rating for the engine was 9.84. There was also a significant lack of damage on common wear components, such as piston skirts, piston wrist pins, cylinder liners, crankshaft and gears.

All parts showed minimal signs of distress.

Results indicated that the marine engine could have continued to operate efficiently for even longer, due to the extremely high levels of cleanliness and low levels of wear.

Extended Oil Drain Intervals Oil drain intervals for the Cummins engine October 2017 // Marine Log 37

Lubricants were also safely extended to 3,000 hours — more than 10 times longer than the engine builder’s recommendation—while maintaining Cummins’ suggested filter change intervals. Extended oil drain intervals help to reduce operating costs by minimizing total lubricant consumption, which in turn reduced the environmental impact of waste oil disposal. Additionally, oil drain extension can help to promote productivity and safety by cutting down on human-machine interactions (HMI) and equipment downtime.

The Value of Used Oil Analysis While high performance synthetic lubricants can play a key role in safely extending oil drain intervals, it’s critical to implement a used oil analysis program to closely monitor the health of the engine. This approach can help identify engine issues before they become a problem, enabling preventative measures to be taken.

ExxonMobil’s Mobil Serv Lubricant Analysis, previously Signum Oil Analysis, was used to closely monitor the health of the Cummins KTA38 diesel engine throughout its operation period, with support from the ExxonMobil field engineering team.

Mobil Serv Lubricant Analysis is designed to provide a faster and more intuitive experience

for operators. It features scan-and-go technology option which allows operators to simply scan the QR code (barcode) of the sample point and bottle, enter the sample information and submit the sample.

Operators will then receive a report on the condition of equipment and lubricants with tailored recommendations and data trends designed to assist maintenance schedules.

Mobil Serv Lubricant Analysis also offers mobile access, enabling operators to view data and results wherever and whenever needed, allowing for real-time updates of sample processing and results.

Regulatory Compliance The use of synthetic lubricants can also help operators comply with environmental regulations such as the EPA’s VGP. This controls discharges from vessels greater than 79 feet in length operating within three nautical miles of the U.S. coast and navigable water in the Great Lakes within U.S. jurisdiction.

It specifically covers oil-to-sea interfaces and any equipment where seals or surfaces have the potential to release oil into the sea.

For these types of applications the EPA stipulates the use of Environmentally Acceptable Lubricants (EALs). These are defined in the VGP as lubricants that are

readily biodegradable, minimally toxic and are not bio-accumulative.

Some synthetic lubricants comply with these criteria, while still providing excellent performance benefits, making them especially suitable for use as EALs. Mobil SHC Aware lubricants are proven to meet or exceed the performance requirements of the 2013 US Vessel General Permit (VGP) for EALs. Formulated with synthetic esters base stock, they perform well across a wide range of temperatures, have a high viscosity index, possess good lubricity, provide excellent corrosion protection and have high oxidative stability.

They also offer excellent biodegradability, very good low and high temperature stability/properties and can provide good hydrolytic stability. Equally important, they have a long lubricant life, reducing the frequency of oil changes and disposal costs.

Conclusion Synthetic lubricants can offer inland and coastal vessel operators a wide range of important benefits, helping to ensure regulatory compliance while enhancing equipment performance and reliability, reducing HMI while maintaining safety standards. www.exxonmobil.com/inlandandcoastal

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38 Marine Log // October 2017

5/26/17 8:50 AM

Newsmakers

HII Appoints Don Godwin VP & CFO of Newport News Huntington Ingalls Industries has announced the appointment of Don Godwin as Vice President of Business Management and Chief Financial Officer for the company’s Newport News Shipbuilding division. He succeeds Michael Helpinstill who is joining the HII corporate staff as Vice President of Strategic Transactions.

McLaren Engineering Group is expanding its leadership team to better serve its growing marine and coastal engineering markets. The full-service engineering firm has hired Stephen Famularo, P.E., as Director of Marine Engineering.

He brings with him over two decades of diverse port and harbor engineering experience.

Incat Crowther has announced the passing of Philip Hercus, founder of Incat Designs, and a forefather of Incat Crowther and the marine design industry in Australia. Mr. Hercus pioneered the introduction of aluminum catamaran passenger vessels and developed the wavepiercing catamaran.

Port Everglades Chief Executive/ Port Director Steven Cernak has been elected Chairman of the Florida Ports Council. PortMiami Port Director & CEO Juan Kuryla has been named Vice Chairman and Port of Palm Beach Executive Director Manuel Almira was elected Secretary/Treasurer. All will serve one-year terms.

Dan-Bunkering (America) Inc. has promoted Michel Dominique Thomsen to the position of Commercial Director. He succeeds Jim Jensen who was promoted to Managing Director earlier this year.

Ian Lawson has joined the Bristol Harbor Group, Inc. (BHGI) as a Naval Architect. He holds a Bachelor of Science in Naval Architecture & Marine Engineering and previously worked as an intern at both BHGI and Foss Maritime.

Nordic American Tankers (NAT) and Nordic American Offshore (NAO) have appointed Bjørn Giaever Chief Financial Officer.

He joins NAT/NAO from investment bank Fearnley Securities AS.

Today’s News

TODAY

MARINE DAILY SIGN UP: bit.ly/mldailynews

October 2017 // Marine Log 39 NewsletterAd_1/4Vertical_ML.indd 1

9/6/17 3:00 PM

TECH NEWS Hurtigruten Goes Deeper with Blueye Robotics

Group Prints

3D PROPELLER A c o n s o rt i u m c o m p r i s e d of Damen Shipyards Group, RAMLAB, Promarin, Autodesk and Bureau Veritas has produced a prototype propeller using 3D printing. Named WAAMpeller, the prototype, which will only be used for display purposes, was fabricated from a nickel aluminum bronze alloy at RAMLAB in the Port of Rotterdam. The propeller was produced with the wire arc additive manufacturing (WAAM) method using a Valk welding system and Autodesk software.

With a 1,350 mm diameter, the 400 kg propeller is a triple-blade structure that uses a Promarin design.

The WAAMpeller represents a learning experience for the industry. For starters,

there is a steep learning curve when it comes to understanding the material properties of 3D printing materials. The propeller also marked a milestone for 3D printing production techniques.

Kees Custers, Project Engineer in Damen’s R&D Department explains, “The challenge has been to translate a 3D CAD file on a computer into a physical product. This is made more complex because this propeller is a double-curved, geometric shape...”

Custers says, that using the lessons learned from the prototype, a second propeller—this one will have class approval—will go into production. The goal is “to install this second one onto one of our tugs later this year,” he adds. www.damen.com

Transas to Eliminate Drill Risk with Simulator With survival in mind, Transas has introduced a new Survival Craft Simulator (SCS) to help prepare crew for a number of possible scenarios that can occur during lifeboat drills. Transas believes that by integrating some elements of training into a simulated environment safety will be increased and risks reduced. The simulator is a virtual model of a totally enclosed davit-launched, self-righting lifeboat. Its supported by a functional model to simulate the hook-release gear, wire lashings and gripes, and for boat securing onto a davit.

Transas points out that “practical lifeboat drills have a troubling track record for causing fatalities.”

40 Marine Log // October 2017

According to Transas, IMO expert investigations have noted that the complex quick-release hooks that suspend enclosed lifeboats from their davits, and come free quickly once the lifeboat is lowered, are a prime example of the need for uniform and documented standards for hooking services.

Additionally, the failure to follow the correct procedures and the lack of proper training are cited as contributing factors in incidents.

The use of the SCS will enable training to be conducted either at a training center on on-board in a benign environment—allowing for trainees to learn essential procedures without the risk. www.transas.com

I t’s n o sec r e t t hat ex plor a tion cruises are a growing, exciting market—and now cruise company Hurtigruten plans to take its exploration opportunities to a whole new level.

The company has partnered with Nor wegian tech company Blueye Robotic s to develop a series of Blueye Pioneer underwater drones.

Hur tigruten, which offers expedition and adventure cr uises to areas such as Antarctica, plans to use the underwater drones on two of its hybrid-powered cruise ships, the MS Roald Amudsen and MS Fridtjof Nansen.

The goal is to provide guests with unique underwater experiences while traveling on board the ships.

The drone can capture video and images providing viewers with never before seen scenes of underwater landscapes and species.

Earlier this year, the Blueye team was invited onboard another Hurtigruten ship, the MS Fram, to test the Blueye Pioneer. The drone, not only discovered coal fish, but was also used to give the captain a closer look at the hull—proving to be an excellent inspection tool.

Blueye Pioneer was developed and tested in the rough Arctic waters and is proven to operate in harsh environments, challenging currents and high seas.

Blueyerobotics.com

Ad Index

Company

ABS

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5

Company

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Glosten

29

All American Marine

28

KVH Industries

C3

American Vulkan

C4

Louisiana Machinery

14

Becker Marine Systems

13

MAN Diesel & Turbo

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Centa

19

Marine Art of J Clary

39

Energy Focus

16

Metal Shark

14

ERL Commercial Marine

1

Nautican

C2

ExxonMobil

3

Posidonia Expositions

15

Ferries 2017

24-25

The Shearer Group Inc

20

Total Marine Lubricants

11

Furuno USA Inc

12

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

VISIT http://bit.ly/marinejobs To place a job posting, contact: Jeanine Acquart 212 620-7211 jacquart@sbpub.com

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October 2017 // Marine Log 41

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WELLNESS COLUMN

When it Comes to Your Health, Don’t Just Sit Around What About Exercise? The hour spent working out before the workday does not cancel out the increase risk of death from non-movement.

What Can We Do?

44 Marine Log // October 2017

Does Standing Help?

Standing as a soul replacement for sitting can produce potentially damaging effects as well including varicose veins, excess lower back pressure, spinal pressure and increases pressure on the cardiovascular system.

Almost all the research does agree that movement every 20-30 minutes for sitters or standers is critical to help decrease

The risk of cardiovascular disease, type II diabetes and blood clotting are heightened among those who sit for prolonged periods of time

the detrimental effects of non-movement.

The movement requirement makes sense, so LPP1 can activate, and because our Lymphatic System (responsible for detoxifying our blood and immune response) is manually pumped when we use muscles and breath. Thus, slow consistent movement and engaging the muscles is key to the body’s ability to scrub toxins from our blood, fight infection, and suck abnormal cells like cancer out of our System.

Emily Reiblein

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

Shutterstock/dotshock

W

e are a society “molded” by soft chairs. This abundance of comfortable “rump resters” and our constant-culturally driven use of them equates to one big, mounting health problem. The average office worker now sits 15 hours a day and studies are showing this lack of movement is life changing. Our genes and bodies are primed for frequent movement and this present day “mismatch” between our behavior and our genetics has consequences.

A study in the Amer ican Journal of Epidemiology showed that when 123,000 people sat for more than six hours a day, they increased their rate of all cause mortality by 18%.

A second study in the Archives of Internal Medicine, found that sitting more than 11 hours a day had a 40% increased risk of death, compared to those who sat only four hours. A third study from the Pennington Biomedical Research Center found that people who sit for most of the day are 54% more likely to die of a heart attack.

Sitting is killing us slowly and quietly— the “Why” is still shrouded in mystery, but studies at Pennington show that the gene LPP1, associated with blood flow/clotting and a reduction of inflammation becomes suppressed when we sit. The gene also works with an enzyme in your blood that allows the body to consume fats (like LDL Cholesterol); sitting shuts down this consumption by up to 75%. This might explain why the risk of cardiovascular disease, metabolic syndrome, type II diabetes and blood clotting are heightened among those who sit for prolonged periods of time.

Companies can play an active roll in making movement available in the workplace to forge healthy bodies and expansive, high performing minds (not to mention decrease health care costs). Businesses and schools are providing standing options for employees. Many U.S. government contracts are also now requiring standing options. Standing desks are cheap, and easy to move up and down. Both sitting and standing can be accommodated with one unit. The other option now being used sparsely is treadmill desks. A slow hour walk while on a conference call a few times a week can have profound effects on one’s overall health.

Indiv iduals can also make health ier choices without the use of expensive equipment—including: (1) Moving Every 20-30 Minutes; (2) Engaging More Muscle While Siting. Scoot to the edge of your chair and take a good posture-work those abs and back muscles. Alternatively, you could lose the chair and obtain one of those giant, air-filled balls that are chair height; (3) Being Smart About Food Choices.

Stop putting foods in your mouth that your body can’t use. Decrease the amount of sugar and high glycemic carbohydrates you are taking in. Unused sugars spark inflammation, which kicks metabolic diseases into high gear.

As humans, we are comprised of genetics and systems that are forged by and become stronger by movement. The skyrocketing rates of diseases should be reason enough to start a slow shift back toward movement in the workplace. Taking the time to assess how to incorporate movement into our day is a worthy endeavor for long-term health.

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

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