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 2018
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CONTENTS
19
33
Departments
Features
2E ditorial Three Years and Counting
17
FErries A Steady Foundation Cities make room for new members in the ferry fleet
19
Ferries Conference Preview Agenda & Exhibitor Preview A look at this year’s panel and exhibitor lineup
25
Patrol Boats The Essential First Line Patrol boats are the craft of first responders
27
Fishing Vessels PSVs Get A Makeover Converting PSVs to trawlers could breathe new life into an aging fleet
29
Electric & Hybrid Q&A with Ron Huibers, President & CEO, Volvo Penta Americas Ron Huibers discusses Volvo Penta’s plans for electric mobility
15 Inside Washington GAO Report Raises Questions about Heavy Icebreaker Plan
30
Electric Dreams Two marine hybrid electric projects propel the U.S. marine industry into the future
38 Newsmakers Frank Coles Leaves Transas, Named New CEO of Wallem Group
33
Fuels & Lubes IMO 2020 Sulfur Cap: Clock is Ticking Compliance will be costly, and ship operators need to match their cylinder oil performance with their fuel strategy
4 I ndustry insights 6m arine innovations 8 i nland waterways A Week of Outcomes 9w ellness column Mariner Suicide: Empty Boots at the Rail 10 Update avy Awards VT Halter Marine N APL(s) Contract • Transocean to Acquire Ocean Rig • Navy Orders Another Trio of LCS Ships • Glosten Goes East •
39 Tech News Stena Line, Hitachi, Work on AI Model for Fleet Optimization
Plus: What is the Current State of the Operational Performance of EALs?
44 Safety First Plotting a Clearer Course: Radar Endorsement Renewals
October 2018 // Marine Log 1
EDITOR’S COLUMN
MarineLoG OCTOBER 2018 Vol. 123, 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
Three Years and Counting
H
ands down one of my favorite maritime trade shows is SMM. Every two years, about 50,000 of the industry’s international movers and shakers head to Hamburg to discuss ideas, display new technologies, and debate solutions for current market challenges. Chief among this year’s topics was IMO’s 0.5% sulfur cap. With the January 1, 2020 deadline just 14 months away, shipowners are scrambling to pick out the compliance strategy that best works for them, whether it’s burning compliant fuel, using scrubbers while burning heavy fuel or operating on an alternative fuel in a dual fuel engine. One operator that is well ahead of the game is Jones Act operator TOTE. It had the foresight to announce the order for the world’s first LNG-fueled containerships back in December 2012. The ships have now been operating in the Puerto Rico-U.S. mainland trade for almost three years on LNG. At SMM, Marine Log was invited as part of a media roundtable to discuss some of the lessons learned from the three years of operation of the TOTE boxships with Peter Keller, Executive VP at TOTE, and Wayne Jones, Chief Sales Officer and executive board member at MAN Energy Solutions. TOTE and its parent Saltchuk are “proud that we have engine number one and engine number two of the ME-GI series,” said Keller.
“I don’t think most shipowners understand that this LNG technology has been running as flawlessly as it has in a purely commercial environment for three years.” But both Keller and Jones emphasized that there had to be a real partnership between the two companies at every level. “With this project there was a great connection from the boardroom to the engine room. I don’t think projects like this could work without that kind of support,” said Jones. “At the very beginning we were all sort of joined at the hip on the technical realities of what the ME-GI meant,” said Keller. “The fact that we’ve been running ships on LNG — LNG carriers— for 40 years is lost on a lot of folks.” On September 30, TOTE added another footnote in the history books when its Marlin Class boxship Isla Perla was bunkered in Jacksonville, FL, by the LNG bunker barge Clean Jacksonville, marking for the first time a U.S.-flag ship was fueled with LNG by a U.S.-flag bunker barge.
European EDITOR Charlie Bartlett charlie.bartlett@runbox.com WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com Art Director Nicole D’Antona ndantona@sbpub.com Graphic Designer Aleza Leinwand aleinwand@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com REGIONAL SALES MANAGER EAST COAST Elaina Crockett ecrockett@sbpub.com REGIONAL SALES MANAGER MIDWEST/WEST COAST Jim Kingwill jim@kingwillco.com Barry Kingwill barry@kingwillco.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jeanine Acquart jacquart@sbpub.com Circulation DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com
John R. Snyder Publisher & Editor jsnyder@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. COPYRIGHT © Simmons-Boardman Publishing Corporation 2018. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (US Only) 1-800-553-8878 (CANADA/INTL) 1-319-364-6167, Fax 1-319-364-4278, e-mail marinelog@stamats.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 1407, Cedar Rapids, IA. 52406-1407. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 1407, Cedar Rapids, IA. 52406-1407.
2 Marine Log // October 2018
CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk
CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray John Wooldridge Michael J. Toohey Waterways Council, Inc. Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com
INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. In the wake of the SMM 2018 in Hamburg, we highlight the largest German shipowner, by value, thanks to an analysis by our friends at VesselValue. The recent deal by Transocean, Switzerland, to acquire Ocean Rig UDW, Cyprus, in a stock and cash transaction valued at $2.7 billion, got us thinking about the current state of the Global MODU fleet. With crude eclipsing $80 per barrel, the real question is when will we see more offshore drilling activity? We’ll try to answer that question next month in our Annual Workboat Edition.
Offshore Rigs Operating in U.S. GOM (on or about September 1 of respective year)
Spot Price of WTI Crude (on or about Oct. 1 of respective year) $120
61
2013 $100
63
2014 31
2015 $80
10
2016 $60
2017
16
2018
16
$40 2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
0
2018
Source: U.S. EIA
10
20
30
40
50
60
70
Source: Baker Hughes
Who’s the Largest? LARGEST GERMAN SHIPOWNER, BY VALUE
HOW MUCH FOR A NEWBUILD AFRAMAX?
LARGEST MODU FLEETS, BY VALUE
Oldendorff Carriers, 109 vessels, $2.6B
U.S. $9.5B
$49.5 M
Source: VesselsValue
Source: Compass Maritime
Norway $8.7B
Source: VesselsValue
Recent Contracts, Launches & Deliveries Qty
Type
Owner
Blount Boats, Warren, RI
1
101 ft Car Ferry
South Ferry Co.
Eastern Shipbuilding, Panama City, FL
1
Offshore Patrol Cutter
US Coast Guard
Fraser Shipyards, Superior, WI
1
600 PAX/26 Car Ferry
Miller Boat Line
GD Bath Iron Works, Bath, ME
4
DDG Arleigh Burke Class Destroyers
US Navy
GD Electric Boat, Groton, CT
1
SSN 790 Virginia Class Sub
US Navy
2018-3Q
Gulf Island Shipyard, Houma, LA
1
245-PAX Paddlewheeler (Conv.)
American Queen
2019
Shipyard
Source: Marine Log
4 Marine Log // October 2018
Est. $
Est. Del. 2019
420.0
2021 2019-3Q
3,900.0
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David Clark Marine Intercom Systems are installed on workboats, patrol boats and military craft, osvs, tugs, fire/rescue boats, and more. The systems are designed to withstand the rigors of the harsh marine environment with marine-grade components that resist salt, spray, shock and vibration at sea. The Series 9100 Digital Intercom System is unmatched for scalability, versatility and simplicity of setup and operation—fast becoming the communication system of choice for workboats and patrol boats. www.davidclarkcompany.com
Dieselcraft Centrifuges Extends the Oil Life on Engines Dieselcraft Fluid Engineering’s Dieselcraft Centrifuges remove contaminants from the oil flow in engines. With over 5x the debris-holding capacity of any filter on the market, Dieselcraft Centrifuges protect an engine and extends oil change intervals. While other filters remove solids and prevent them from circulating further, they eventually end up plugging and reducing oil flow, causing filtering to drop off. Dieselcraft Centrifuges cleaning efficiencies remain constant. Two mounting options are available to fit any application. www.dieselcraft.com
Fueltrax Expands the Power of the FUELNET Web Portal FUELTRAX is on a mission to improve fuel management. Its expansive analytics improvements in its FUELNET Web Portal and the powerful fuel data processing network, FUELNET Generation 5 (GEN-5) will deliver: Advanced weather data collection service & visualization; Customizable Alert builder for notifications; and Dynamic Visual Reports for advanced speed vs. consumption analysis. This improved vision will be supported by the same durable FUELTRAX bi-directional communications platform customers rely on in mission-critical operations. fueltrax.com
GoodFuels Marine Teams Up with BLOC for World’s First Bunker Delivery Using Blockchain Technology The world’s first supplier of sustainable low carbon marine fuels, GoodFuels Marine, and Blockchain Labs for Open Collaboration have completed the world’s first bunker delivery and transaction using blockchain technology. The delivery marks a landmark moment for the industry, as blockchain—a decentralized, distributed and public digital ledger—provides end-to-end traceability of marine bunkering transactions from storage, to the barge or jetty, and on to the vessel’s fuel tank, providing assurance to owners, shippers and charterers. www.goodfuels.com
Roxtec Certified Protection in Fire Rated Division with Roxtec GK MC FC The Roxtec GK Multi-Cable Fire Collar (Roxtec GK MC FC) for entries in decks and bulkheads ensures certified protection in fire rated divisions above the waterline on your ships and vessels. The solution is quick, easy and safe to use with multiple cables, entire cable bundles and busbars. It is extremely cost-efficient thanks to its impressive fill ratio and since you do not have to separate any bundled cables. For more information visit: www.roxtec.com/gk
6 Marine Log // October 2018
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inland waterways
A Week of Positive Outcomes
8 Marine Log // October 2018
River) to 85% Federal funding and 15% from the IWTF (from the current 50/50% funding formula for the rest of the projects.) This change allows full work plan allocations to those five IWTF-supported projects. Also announced September 10 by Senate and House committee leaders was a bipartisan, bicameral agreement on 2018 Water Resources Development Act (WRDA) legislation, known in the Senate as America’s
September was exceptional for inland rivers Water Infrastructure Act of 2018 (S. 2800). WRDA is the set of laws enacted by Congress to deal with water resources including environment, structure, navigation, flood protection, and hydrology. Specific to Waterways Council, Inc.’s (WCI) interests, WRDA bills authorize Corps of Engineers’ work on locks and dams, and dredging. On September 13, by voice vote, the House passed the America’s Water Infrastructure Act of 2018. Highlights include: • The bill does not include authorization language to allow for inland waterways lockage fees/tolls. WCI adamantly opposes additional taxation, tolling, lockage fees or adverse changes in cost-sharing for the Inland Waterways Transportation System; • The bill authorizes 12 Chief ’s Reports,
Michael J. Toohey President/CEO, Waterways Council, Inc.
Louisville USACE
S
eptember was exceptional for inland rivers with two major legislative vehicles moving forward to produce positive outcomes for inland waterways transportation and the Nation. On September 13, the House passed (377-20) the FY2019 Conference Report to Accompany H.R. 5895, combining appropriations bills for the Legislative Branch, Military Construction and Veteran Affairs, and Energy & Water Development that funds the Corps of Engineers. The Senate had passed the Conference Report the night before (92-5). FY19 appropriations funding levels for the Corps’ Civil Works program was $6.99 billion, up 46.08% from the Administration’s request of $4.79 billion. This was the fourth consecutive year that Congress increased Corps funding from the Administration’s budget request. FY19 appropriations funding for Operations & Maintenance (O&M) was a record $3.74 billion, up 24.67% from the Administration’s $3.00 billion request. FY19 Inland Waterways Trust Fund (IWTF) funding for priority navigation projects was $326.5 million, up 832.86% from the President’s $35 million request to fund Olmsted Locks and Dam project only. Currently, five navigation projects are undergoing construction or major rehabilitation: Olmsted; Lower Mon; Kentucky Lock; Chickamauga; and LaGrange. The Conference Report retained a floor amendment offered by Senators John Thune (R-SD), Richard Durbin (D-IL), Amy Klobuchar (D-MN), Mike Rounds (R-SD), Charles Grassley (R-IA), Lamar Alexander (R-TN) and Joni Ernst (R-IA) to change the cost-share at Chickamauga Lock (Tennessee
including one to be funded by the Inland Waterways Trust Fund; • The bill authorizes three project modifications, including the Chickamauga Lock Post Authorization Change Report to ensure that it can continue construction once the project has reached its original authorized amount; • The bill directs the National Academy of Sciences to evaluate the Corps’ Civil Works’ organizational structure, to identify impediments to efficient project delivery, and provide recommendations to Congress. The WRDA bill now waits for Senate action ahead (as noted at press time). WCI is grateful to the bipartisan leadership of Senate Energy & Water Development Appropriations Subcommittee Chairman Lamar Alexander and Ranking Member Dianne Feinstein; House Energy and Water Development Appropriations Subcommittee Chairman Mike Simpson and Ranking Member Marcy Kaptur; House Subcommittee on Water Resources and Environment Chairman Garret Graves and Ranking Member Grace Napolitano; and Senate Subcommittee on Transportation and Infrastructure Chairman Jim Inhofe and Ranking Member Ben Cardin for these strong outcomes that modernize our Nation’s inland waterways infrastructure. We also express gratitude to the effective leadership of Senate Appropriations Committee Chairman Richard Shelby and Vice Chairman Patrick Leahy; House Appropriations Committee Chairman Rodney Frelinghuysen and Ranking Member Nita Lowey; Senate Environment & Public Works Committee Chairman John Barrasso and Ranking Member Tom Carper; and House Transportation & Infrastructure Committee Chairman Bill Shuster and Ranking Member Peter DeFazio for completing WRDA every two years. With the dedication of Olmsted Locks and Dam last month, strong FY19 funding for the Corps, and a potential final WRDA 2018 bill, the inland waterways’ many beneficiaries and the U.S. economy have much to celebrate. www.waterwayscouncil.org
Wellness Column
Mariner Suicide: Empty Boots at the Rail Acknowledgement
Shutterstock/ Pressmaster
M
ariners are a slightly nutty bunch, but research on the state of mental health in our industry begs the question as to whether this “nuttiness” should be dismissed as par for the course. Is our industry blind to even the most blatant signs of mental illness in our midst? The World Health Organization (WHO) identifies that 450 million people are afflicted with mental illness in their lifetime. WHO’s research suggests multiple linked risk factors that can contribute to mental illness including genetics, biochemistry, brain structure, environment and lifestyle, but causes are generally unknown. When left untreated, acute and chronic forms of mental illness tend to escalate. Mental health issues remain hidden because people tend to keep their depression or anxiety to themselves. Results like outbursts of anger and suicides may be one of the only ways the silence is broken. While research is scarce, results of a WHO report identifies seafaring as the second highest at-risk profession when it comes to suicide. How many U.S. mariners commit suicide is only partially known. High-risk times for suicide include shortly after a mariner returns home, leaving those deaths unaccounted for. While some instances are clear such as when a body is found onboard ship with a suicide note, less clear is whether man overboard and seafarer “disappearances” should be counted in the suicide toll. A recent analysis by the Liberian Registry sheds a different light on overboard situations. An investigation of 10 manover boards showed half were actually suicides with notes and evidence of intent
left behind. What about the cases where only a pair of empty boots are found at the rail or nothing at all is left behind? My hunch is that boots may go unreported out of deference to a family, and the silence that guilt leaves in its wake. This silence leaves the reality of the mental health issue unseen. Ironically the silence in relationship to mental illness can hinder timely treatment;
A WHO report identifies seafaring as the second highest at-risk profession when it comes to suicide yet most often those treated improve and continue to sail safely. For example, according to the National Advisory Mental Health Council, the treatment success rate for bipolar disorder is a remarkable 80 percent; major depression (65-80 percent), schizophrenia (60 percent) and addiction (70 percent). The National Maritime Center’s (NMC) medical staff works to ensure that waivers are granted for well managed mental health challenges. Over the last four years more than 380 of them have been issued for challenges such as schizophrenia, bipolar disorder, depression and many other types of afflictions.
Culturally, our industry has a long way to go to understand and account for mental illness in our workforce. Mental illness is like any other illness, it needs treatment. Yet there are stereotypes and misconceptions about mental illness that cause those with it to struggle harder for acceptance. Building a culture that accepts these illnesses and helps the affected population continue to work safely will need to happen to allow for the silence of these conditions to be broken. Companies can levy their Employee Assistance Programs (EAPs) to help promote education and resources to those with mental illness. Where EAPs do not exist, the National Alliance On Mental Illness (NAMI) is full of resources at www.nami.org or 1-800-950-NAMI. Where these are inaccessible the Seaman’s Church Institute of NY and other local Missions may be able to help.
Rethinking Shipboard Isolation Mariners by nature are an isolated group. A new type of isolation has seeped into shipboard life recently, and it does a disservice to crew mental health. iPads, and TVs in staterooms have replaced the “family style” meals, and the movie nights that once drew crews together. The Master’s ability to see his or her crew members, talk to them at meals, and gauge their mental health has been lost to technology. A discussion may be warranted to determine how to break down the walls of this new obstacle to crew health. Using “emotional first aid” like we would a bandage for a cut is critical to help ensure a few days of depression does not escalate into something more severe. Critical times to employ this type of triage are when returning to the vessel/returning home, or after an accident or injury. Helpful books include: “Psychological First Aid: Guide for Field Workers” by WHO. As family, shipmates, regulators, managers and owners, we need to do everything we can to ensure that mental illness does not leave empty boots at our rail. Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional. Emily Reiblein
Crowley Maritime Corporation, Labor Relations-Union Wellness Programs/ Operations Integrity
October 2018 // Marine Log 9
Update
BIZ NOTES Transocean to Acquire Ocean Rig Transocean Ltd. and Ocean
Navy Awards VT Halter APL(S) Contract The U.S. Navy has called on VT Halter Marine, Inc. to bring its Auxiliary Personnel Light – Small (APL(S)) to fruition. The Pascagoula, MS, based shipbuilder won the contract to provide the detail design and construction of the lead and second craft in the APL(S) 67 class series. The contract includes options for four additional vessels in the series—if the options are exercised this would bring the cumulative value of the contract up to $244,065,420. According to a pre-solicitation issued last year, the APL(S) will provide berthing and messing facilities for sailors while their ships are at port. The barracks ships will provide berthing for approximately 600 personnel
and messing for 1,100 personnel. The non-self-propelled craft will include classrooms, conference rooms, administrative offices, disbursing office, galley, mess, scullery, post office, convenience store, barbershop, entertainment room, lounges, laundry facilities, physical fitness center, chaplain’s office, medical complex, quarterdeck, equipment and machinery rooms, and various staterooms. Since the APL(S) are similar to accommodation barges used in the commercial and gas industry, they are considered a commercial item and are being acquired under the procedures in Federal Acquisition Regulations Part 12 “Acquisition of Commercial Items.”
U.S. Files Suit Against Operator in Honolulu Longline Fishing Fleet Pollution Case The Department of Justice and U.S. Coast Guard have announced that the United States has filed a civil enforcement action against Azure Fishery LLC, the company’s managers, the operator of the commercial longline fishing vessel Jaxon T, and the new owner of the vessel, Linh Fishery LLC, for violations of the federal Clean Water Act. The U.S. also lodged a partial settlement to resolve claims against two company managers, Hanh Nguyen and Khang Dang. They have each agreed to pay $475,000 in civil penalties and reimbursements, as well as perform operational improvements and other compliance measures to their fleet of 25 longline fishing vessels. The complaint alleges willful discharges of oil from the Jaxon T, now known as the St. Joseph, into the ocean offshore of Hawaii, 10 Marine Log // October 2018
as well as related violations of the Coast Guard’s longstanding spill prevention and pollution control regulations, including failure to provide sufficient capacity to retain all oily mixtures on board. It further alleges that defendants routinely pumped fuel oil, lubricating oils, water and other fluids from the vessel’s engine room bilge into the ocean rather than retain the waste on board. “A thriving commercial fishing sector... largely depends upon keeping our ocean environments free of harmful pollution,” said Acting Assistant General Jeffrey H. Wood for the Justice Department’s Environment and Natural Resources Division. This suit “shows that the Justice Department is as committed as ever to enforcing the nation’s vessel pollution laws in close partnership with the U.S. Coast Guard.”
Rig UDW Inc. have entered into a definitive merger agreement that will see Transocean acquire Ocean Rig in a cash and stock transaction valued at $2.7 billion. Ocean Rig’s fleet is comprised of nine high-spec ultra-deepwater drillships and two harsh environment semisubmersibles. The fleet also includes two high-spec ultra-deepwater drillships currently under construction at Samsung Heavy Industries, with deliveries in the third quarter of 2019 and third quarter of 2020, respectively. “This combination with Ocean Rig further strengthens our relationships with strategic customers, while expanding our presence in the key markets of Brazil, West Africa and Norway,” says Jeremy Thigpen, Transocean President and CEO. “It also enables us to reduce our cost per active rig, as we believe that we can efficiently merge the Ocean Rig operations into our existing structure with limited incremental shore-based expense. Further, we are confident that we can realize meaningful synergies through our OEM agreements, our overall approach to maintenance and our fleet-wide insurance coverage, among other opportunities.” Thigpen continues, “Including the five rigs under construction, and considering the two additional rigs that we have recently decided to recycle,” the C.R. Luigis and the Songa Delta, “Transocean’s pro forma fleet will be comprised of 57 floaters, including many of the most technically capable ultradeepwater floaters, and harsh environment semisubmersibles in the industry. With this unparalleled fleet, the of fshore drilling industr y’s largest and most profitable backlog totaling $12.5 billion, and approximately $3.7 billion in liquidity, we are well-equipped for the market recovery.”
Update
Damen’s Galati Shipyard Floats Out Australia’s New Icebreaker Austr alia’s new icebreaker, the 160m Antarctic Supply Research Vessel RSV Nuyina, was floated out last month by Damen Shipyards Galati in Romania. The construction of the vessel began August 2017. With the vessel now afloat, the next stages of construction include the positioning of pre-fabricated superstructure blocks, which will bring the vessel to its full 10-deck height of just over 50 meters. Based on a design by Denmark’s Knud E. Hansen, the vessel will have a multi-mission role, acting as a research, support and icebreaking vessel. The Nuyina—its name is a Tasmanian Aboriginal word meaning “Southern Lights” — will be the “main lifeline to Australia’s three Antarctic research stations and its sub-Antarctic station on Macquarie Island, and will support Australia’s leadership role in Antarctic and Southern Ocean scientific research,” according to the Australian government. It will also serve as a fully equipped research laboratory facility for up to 116 scientific staff. The ship will be able to break 1.65m thick ice at a continuous speed of 3 knots. It will also support voyages for up to 90 days and will include helicopters, helidecks, multiple cranes and containers and sixty 20-ft containers above deck for cargo and labs. The ship will have a cruising speed of 12 knots and maximum speed of up to 16 knots. And in preparation for the environment in which it has to operate, the Nuyina will be able to handle temperatures as low as -30 degrees Celsius and up to 45 degrees Celsius. The vessel’s construction has called on the expertise of two Damen yards: Damen Schelde Naval Shipbuilding, the Netherlands, which is carrying out engineering and project management services, and Damen Shipyards Galati, which is carrying out vessel construction and outfitting tasks. “This project is benefitting from the great collaborative relationship between these two sister companies—one that has been built up during the building of seven previous vessels for the Royal Netherlands Navy,” says Damen Project Director Joop Noordijk. “This is a great achievement for all involved,” says Rino Brugge, Managing Director, Damen Shipyards Galati. “We will have a long way to go until final delivery, but this float-out once again highlights the extraordinary capability we have for building extremely complex high-end vessels for the broadest range of maritime clients—including commercial operators as well as government and naval contracts.” According to the Australian Government’s Australian Antarctic Program, the Nuyina will make its maiden voyage 2020-2021.
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October 2018 // Marine Log 11
Update
BIZ NOTES Glosten Goes East
Navy Orders Another Trio of LCS Ships The U.S. Navy’s Littoral Combat Ship is the gift that keeps on giving. Last month, the Navy announced it had awarded modifications to the previously awarded Littoral Combat Ship (LCS) contracts for one FY 2018 LCS to the Lockheed Martin team and two FY 2018 LCSs to Austal USA. The Lockheed Martin team, of which Fincantieri Marinette Marine, Marinette, WI, is the shipbuilder, is building the Independence variant of the ship, and will build the future LCS 29. Meanwhile, Austal USA, Mobile, AL is
building LCS 32 and LCS 34 based on the Freedom variant. The Department of Defense alluded that the Navy could order more LCSs in 2019. In total, the Navy has procured a total of 32 LCSs and accepted the delivery of 16 — ten ships are currently under construction with another six on order. “These contract awards represent an important next step in delivering critical war-fighting capability to the fleet,” said Captain Mike Taylor, LCS program Manager (PMS 501).
Se attle, WA - headquar tered naval architec ture and marine engineering fir m Glos ten has expanded to the east coast, opening an office in New Bedford, MA. T he ex p a nsio n is in dire c t res p onse to increasing client demands and oppor tunities in the region. Glosten’s areas of expertise include naval architecture, ocean engineering & analysis, marine engineering, electrical engineering, and detail/production design. “In our 60th year ser ving the marine industry, we’re reminded that our ability to endure is based on building strong relationships,” said Glosten President Morgan Fanberg. “This expansion enables us to provide our East Coastbased client s and par tner s with the level of service and attention they deserve.”
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Update
National Geographic Venture Begins its Journey Nichol s Brothers Boat Builders,
Whidbey Island, WA, has launched the M/V National Geographic Venture, the second of two 100-passenger cruise vessels it is building for the Lindblad ExpeditionsNational Geographic fleet, at its Freeland, WA shipyard. Following the launch the ship was transferred to NBBB’s pier side facility in Langley, WA, for final outfitting and sea trials. The 238.6 ft Jones Act coast cruise vessel is a state-of-the-art, purpose-built expedition vessel made for exploring coastal waters, shallow coves, and fast-moving channels. Designed by Jensen Maritime the 3,200 hp twin screw diesel vessel has a service speed of 12 knots and accommodates 100 passengers in 50 spacious cabins. According to Lindblad ExpeditionsNational Geographic, the bow of both the National Geographic Venture and the first ship, M/V National Geographic Quest, have been designed with the anchoring gear separated from guest space by a tiered viewing system—enabling guests to line the bow with unobstructed views. Each ship is fitted with equipment and technology meant to bring passengers on
board closer to the environment around them. Each ship is equipped with 24 sea kayaks, paddle boards, snorkeling equipment, and Zodiac’s Mark V inflatable expedition landing crafts. And its state-of-the-art equipment includes video microscopes, hydrophones, underwater cameras and a remotely operated vehicle (ROV). The National Geographic Venture is expected to be delivered later this month. Further advancing its mission to reach unexplored places, Lindblad ExpeditionsNational Geographic also has a polar class vessel under construction at Ulstein Group’s CRIST Shipyard in Gdynia, Poland. The ship, the National Geographic Endurance, will carry 126 passengers and travel deeper into the unexplored reaches of the Arctic. The ship is due for delivery in the first quarter of 2020.
BIZ NOTES Viking Life Scoops Up Norsafe Maritime safety equipment manufacturer and service provider Viking Life-Saving Equipment A/S has acquired lifeboat builder Norsafe AS. The acquisition of Norsafe underscores Viking’s focus on meeting demands for fullscope solutions by providing the world’s most comprehensive safety solutions, encompassing everything from products & services to design, installation and training. “This is a very close operational and cultural fit,” said Henrik Uhd Christensen, Viking’s CEO. “Like Viking, Norsafe has been familyowned for generations, which creates strong and lasting relationships with customers, and it places the same emphasis on quality, on the use of advanced materials and on technological innovation as we do.”
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October 2018 // Marine Log 13 ML_Newsletter_2.1x4.6.indd 1
4/3/17 9:52 AM
Update
First Offshore Wind Farm in Federal Waters May Soon Become Reality What could be the first offshore wind farm in federal waters took a major step on August 3rd when Dominion Energy filed a request with the Virginia State Commission for approval to build two 6 MW wind turbines and the project’s grid infrastructure. The Coastal Virginia Offshore Wind (CVOW) project will be located 27 miles off the coast of Virginia Beach on 2,135 acres of
federal waters leased by the Virginia Department of Mines, Minerals and Energy. Under the project, two 6 MW turbines will sit in about 80 feet of water and generate wind energy for customers beginning December 2020. Dominion Energy has hired Denmark’s Ørsted to build CVOW. Ørsted most recently opened the Walney Extension wind
MAKE SMARTER ENVIRONMENTAL COMPLIANCE DECISIONS In an ever-changing regulatory landscape, shipowners, operators and builders must manage compliance with numerous regional, domestic and international environmental requirements, while also minimizing operational impacts. From the latest air emissions requirements to ballast water management regulations to ship recycling requirements – ABS helps industry navigate the full range of environmental compliance challenges – so you can make cost-effective decisions. Contact us today at environmentalcompliance@eagle.org to learn more about our practical approach to manage your compliance challenges.
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14 Marine Log // October 2018
farm last month. The Walney Extension, the world’s largest operational offshore wind farm, is located in the Irish Sea and has 87 wind turbines generating 659 MW, enough to power 600,000 homes in the UK. The CVOW project, the first offshore wind initiative in the mid-Atlantic, will build on earlier work carried out under the Virginia Offshore Wind Technology Assessment Project (VOWTAP), which includes geophysical and geotechnical investigation of the sea floor for the turbine sites and export cable route, metocean studies including hurricane and breaking wave studies and seabed mobility studies. A demonstration project, CVOW would be the second offshore wind farm in the U.S. following the Block Island Wind Farm in Rhode Island, which began operating in 2015. CVOW will also be the first offshore wind farm to go through the Bureau of Ocean Energy Management’s (BOEM) approval process, and will be funded through existing base rates, enabled by the state’s Grid Transformation & Security Act. According to Dominion Energy, the project will provide critical operational, weather and environmental experience needed for large-scale development. “The offshore wind demonstration project will provide critical information to stakeholder and will position Virginia as a leader as we work to attract job opportunities in the offshore wind supply chain and service industries,” said Virginia Governor Ralph Northam. “This project will provide us with vital experience in constructing an offshore wind project in the United States and serve as a stepping stone to a larger commercial-scale partnership between our companies in the future,” said Thomas Brostrøm, Ørsted’s North American President. “We see the tremendous potential in the Mid-Atlantic for emission-free, renewable wind generation and we are excited to help the Commonwealth in reaping the benefits of wind power.”
inside washington
GAO Report Raises Questions about Heavy Icebreaker Plan
I
t’s no secret that the U.S. needs to upgrade its heavy icebreaking capability. But a $9.8 billion U.S. Coast Guard-U.S. Navy plan to build three new heavy icebreakers is coming under scrutiny, following the release of a Government Accounting Office report last month that finds several faults with the plan. The non-partisan watchdog agency for Congress, the Government Accounting Office (GAO) says that “the program has not fully assessed how well key technologies will
first new heavy icebreaker in the third quarter of FY 2019 to be delivered FY 2024. If the delivery of the lead icebreaker is delayed, however, the potential gap could be longer. As a result, according to a 2017 polar icebreaking bridging strategy, the USCG is planning to recapitalize the Polar Star’s key systems starting in 2020 to extend the service life of the ship until the planned delivery of the second heavy icebreaker in FY 2025. However, the estimated $75 million price tag for the life extension “may be unrealistic,” says the GAO. The plan includes cannibalizing parts from the inactive Polar Sea. GAO is making six recommendations to the USCG, DHS, and the Navy: conduct a technology readiness assessment, re-evaluate its cost estimate and develop a schedule according to best practices, and update program baselines following a preliminary design review.
work in this particular effort,” that the cost estimate may underestimate the funding needed, and that the program sets ship delivery dates that are “optimistic and not based on a realistic shipbuilding assessment.” In particular, GAO questions the U.S. Coast Guard’s business case for establishing cost, schedule, and performance baselines for the program because of four risk areas: Design, Technology, Cost, and Schedule. Commissioned 42 years ago, the USCG’s Polar Star (WAGB-10) is America’s only operational heavy icebreaker and running on borrowed time. Its service life is estimated to end between FY 2020 and FY 2023. An analysis in the GAO report says there is a potential heavy icebreaker gap of at least three years without the Polar Star if the lead new heavy icebreaker is delivered at the end of FY 2023 as planned. The Navy anticipates awarding the contract for the
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Smart Solutions for Smarter Operations December 11, 2018 | India House New York The right intelligence and equipment mean not only a safer operation, but also a more efficient and profitable one. This one-day event examines some of the best technologies and practices for profitability and compliance. Keynote Speaker Kirsi Tikka Executive VP & Senior Maritime Advisor ABS Subjects include: • Future Fuels & Propulsion Technologies • Autonomous & Unmanned Operations • Maritime Cyber Security Guidelines & Training • Fuel Consumption & Optimization • Maritime Safety & Weather Routing Exhibits & Sponsorships Available 212.620.7208 conferences@sbpub.com Supporting Organization
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Feature ferries Artist’s rendering of the new Miller Boat Line ferry that will be built by Fraser Shipyards
A Steady foundation
By Shirley Del Valle, Managing Editor
Cities Pave the Way for Ferry Program Expansions
Miller Boat Line/ Elliott Bay Design Group
A
long the U.S. Gulf Coast in Panama City, FL, the newest members of the iconic Staten Island Ferry fleet are taking shape at Eastern Shipbuilding’s Allanton facility. Hulls 219 and 220, the first and second ferries in the new Ollis Class series for the NYCDOT’s Staten Island Ferry service, are under construction with delivery dates set for 2019 and 2020, respectively. The new Ollis class of ferries — there will be three in total — are meant to replace the much beloved 277 ft M/V John F. Kennedy, commissioned in 1965, and the 1980’s-built MV Andrew J. Barberi and MV Samuel I. Newhouse. The Barberi and Newhouse are among the highest passenger capacity vessels in the world, with space for 6,000 passengers. The Ollis class is based on a preliminary double-ended ferry design from Seattle, WA-based naval architecture and marine engineering firm Elliott Bay Design Group (EBDG). Eastern selected Guido Perla & Associates, Seattle, WA, to produce the Ollis class’ detailed design, while Eastern’s Vice President of Engineering Fernando Malabet and Naval Architect Kim Brooks will oversee the project’s design and engineering efforts.
Glosten is the owner’s onsite representation. The ferries will measure 320 ft x 70 ft and will each be equipped with four Electro-Motive Diesel (EMD) 12V-710 engines and Voith Schneider Propellers, and Reintjes DUP 3000 P combining reduction gears supplied by Karl Senner, LLC, Kenner, LA. Hull 219, later to be christened Staff Sgt. Michael Ollis, is “essentially complete” according to Capt. Jim DeSimone, Chief Operations Officer, Staten Island Ferry. The ferries will feature Tier 4-compliant technology, helping them meet the highest emissions standards. The injection of new vessels in the fleet— funded through city, state and federal funds—comes at an appropriate time for the Staten Island Ferry, with ridership demand on the rise. Last year, the Staten Island Ferry’s 5.2 mile route across New York Harbor carried some 24 million passengers. DeSimone says ridership has increased “about 2% a year during the past five years” and with extensive redevelopment on the island’s North Shore—there’s a new mall and living spaces under construction, Flagship Brewery, and maritime museum — ridership is expected to rise further.
The second ferry in the Ollis class series, to be named Sandy Ground, will be delivered in 2020, followed by an as of yet named third Ollis class ferry later in 2020. DeSimone tells Marine Log, the NYCDOT is also in the early stages of replacing the Michael Cosgrove ferry, which operates between City Island and Hart Island in the borough of the Bronx. Hart Island has served as the city’s Potter’s Field since 1868. According to the New York City Department of Records and Information Services, more than one million people have been buried on Hart Island. The island is operated and maintained by New York City’s Department of Correction.
Sayville’s New High-Speed Ferry Naval architects and marine engineers Bristol Harbor Group, Inc. (BHGI), Bristol, RI, reports that it was recently contracted for the design of a new aluminum, monohull, high-speed ferry for Sayville Ferry Service, Inc., Sayville, NY. “We’re thrilled to be working with them,” says Greg Beers, President, BHGI. “This is our first project with them.” D e s i g n e d to co m p l y w i t h 4 6 C F R October 2018 // Marine Log 17
Ferries South Ferry Orders from Blount
Subchapter K, the 400-passenger ferry will also have the ability to carry cargo on its run between Sayville, Long Island, and Fire Island. The new design is based on an existing parent vessel. “This will be a real people mover,” Ken Stein, President, Sayville Ferry, tells Marine Log. Stein emphasizes that the new ferry won’t be built for another three to five years. “We want to avoid any frustration and have our plans fully developed and Coast Guard approved and ready, before we go out to shipyards for bids,” he says. Stein says the new boat will have space for luggage, and be roomier and more comfortable for passengers than the existing parent vessel. Additionally, the new ferry will have a 20+ knot speed, with improved fuel efficiency and reliability. The boat will also enable Sayville Ferry to operate at 100% capacity, even when one of the current fleet of seven boats is down. BHGI is providing both preliminary and detail design packages for all aspects of naval architecture and marine engineering.
Fraser Shipyards to Build Miller Boat Line Ferry Family-owned Miller Boat Line, Inc., which operates ferries to Put-in-Bay and Middle Bass Island, OH, recently ordered a new 140 ft passenger/vehicle ferry from Fraser Shipyards, Superior, WI, for delivery in fall 2019. Homeported at Put-in-Bay on Lake Erie, the new ferry will be christened Mary Ann Market in honor of the family matriarch and the company’s late owner (1935-2010). The reason for the new boat, says Jake Market, Vice President of Resources, Miller Boat Line, is twofold. “Business keeps growing, and more importantly, so does the size of vehicles,” says Market. He says over the past 20 to 25 years, the company has experienced a 5-10% traffic growth on a yearly basis. As a result, Miller Boat Line has had to undertake an “aggressive construction 18 Marine Log // October 2018
timeline to keep up,” says Market. “From 1983 to 1997, we more than quadrupled our capacity. In 2010 we lengthened a boat, and that helped us keep up with demand,” he says. Market also says, “Pop-up campers and trunk/tent camping are a thing of the past. Now, customers bring bus-sized luxury RV’s, three-axle fifth-wheel trailers, and 40 ft travel trailers. These eat up deck space, especially on a 96 ft ferry. Having another large boat like our existing MV Put-in-Bay (136.5 ft x 38.5 ft) will be a huge help with our mixed traffic.
Business keeps growing, and more importantly, so does the size of vehicles. “Also, our customers are aging, and providing better passenger accommodations, especially the ADA ‘Passenger Lounge’ on the lower deck of the new ferry Mary Ann Market will help improve the experience.” The new larger ferry is designed by EBDG. It will be 140 ft x 38.5 ft, accommodating up to 26 standard-sized vehicles or 600 passengers and will join Miller’s present fleet of four passenger/vehicle ferries. Miller Ferries operate between the peninsula of Catawba to Put-in-Bay, South Bass Island, and also to Middle Bass Island— two of Ohio’s popular Lake Erie resort islands. The M/V Mary Ann Market will feature enhanced propulsion and maneuverability, a main deck ADA accessible passenger cabin and restroom, and a 20% increase in cargo capacity over Miller’s largest vessel.
NYC Ferry Launches New Routes Earlier this summer, NYC Ferry launched two new routes in it growing system, the Soundview and Lower East Side routes, extending its reach to the Bronx, and expanding its service to 19 ferry landings across four New York City Boroughs (NYC Ferry does not operate to Staten Island). In its first year of operation the service carried 3.7 million passengers—with just four routes in operation and only two operating for the full 12 months. Now with the six routes up and running, and 19 ferries in its fleet, New York Mayor Bill de Blasio projects a total of 9 million annual passengers will be carried by the Hornblower-operated service by 2023. This past July, Metal Shark delivered the 350-passenger Ocean Queen Rockstar to NYC Ferry. The ferry was the first in a series of six larger ferries ordered by the city in response to heavy ridership demand. Always tech savvy, Hornblower has developed an app to make it easy for commuters. “With the NYC Ferry app,” says a company spokesperson, “we have a journey planner, real-time notifications, route specific alerts, service alerts and updates and a simple tapand-go boarding. More than 50 percent of tickets to date have been purchased through the NYC Ferry app.” One of the challenges that Hornblower and HMS Ferries see in its operations across the country, says a Hornblower spokesperson, is the importance of ferries to be included in transit planning, which includes funding considerations. “Roads bridges, tunnels, and other forms of transit are supported by local, state, and federal dollars. And we believe ferries should be included as an equally important transit option as commuters move away from cars.”
Staten Island Ferry / NYCDOT
The hull of the first vessel in the Ollis Class series for the Staten Island Ferry fleet takes shape at Eastern
Warren, RI-based Blount Boats will build a 101 ft x 40 ft double-ended ferry for the South Ferry Company. The passenger/vehicle ferry will be the sistership to two other Blount-built ferries designed by naval architect DeJong & Lebet. The new ferry, Southern Cross, will be able to carry a deck load of 260,000 pounds and will be powered by a pair of Caterpillar C-18 Tier III and IMO II certified diesel engines rated at 470 hp at 1,800 rev/min. South Ferry Company has provided services between Shelter Island, NY and North Haven, NY, since the 1700’s. Blount Boats is also currently building a passenger-only ferry for The Trust of Governors Island and an 85 ft aluminum ferry for Fire Island Ferries.
November 6 & 7, 2018 Le Méridien New Orleans New Orleans, LA
CONFERENCE SCHEDULE
{ November 6 } th
{ November 7 } th
8:00am
Registration | Expo Open | Continental Breakfast (sponsorship available)
8:00am
Continental Breakfast (sponsorship available) | Expo Open
9:00am
Keynote Address
9:30am
What’s Happening in Washington? Bryant E. Gardner, Esq., Partner, Winston Strawn LLP
9:00am
Opening Remarks: Ferry Operator’s Perspective Capt. James DeSimone, Chief Operations Officer, Staten Island Ferry, NYCDOT
9:30am
Fisher Island Ferry John Waterhouse, P.E., Chief Concept Engineer, Elliott Bay Design Group
10:00am Coffee Break (sponsorship available) | Expo Open 10:30am Maritime Cyber Security Andrew R. Lee, Esq., Partner, Jones Walker LLP Ford Wogan, Esq., Associate, Jones Walker LLP 11:00am
Maritime Safety
11:30am
Zero Emission Vessels: What’s the Path Forward? Dr. Joe Pratt, Chief Operating Officer & Chief Technology Officer, Golden Gate Zero Emission Marine
12:00pm Luncheon Cosponsored by Sembcorp & LMG Marin | Expo Open 1:15pm
Developing a Zero Emission Transportation Network Robert Kunkel, Principal, Harbor Harvest Dave Adamiak, Business Development Manager, Global Marine, BAE Systems Micah Tucker, Vice President, Derecktor Shipyards
2:00pm
Complex Ferry Integrated Solutions Project Delivery Mark Keneford, General Manager, Wärtsilä Marine Solutions Sales, Canada
2:30pm
Picking the Right Fuel to Satisfy IMO’s Decision to Cut GHG by 50% by 2050 Tony Teo, LNG Consultant, Specialized Shipbuilding, Sembcorp
3:00pm
Panel: Methanol as a Marine Fuel Renato Monteiro, Manager of Business Development, North America, Methanex Joanne Ellis, Ph.D., Project Manager, Research, SSPA Sweden AB
3:30pm
Energy Break Sponsored by DNV GL | Expo Open
4:00pm
Panel: Electrifying Existing Car Ferries Sean A. Caughlan, P.E., Sr. Marine Eng., Glosten Tim Aguirre, GM, HMS Ferries, Alabama
4:30 pm
Electrification in Newbuilds Joshua S. Sebastian, PE, Eng. Mgr., The Shearer Group
5:00pm
Cocktail Reception (sponsorship available) | Expo Open
6:00pm
Adjourn
10:00am Coffee Break (sponsorship available) | Expo Open 10:30am
Application Specific Propulsion Solutions for Efficient Ferries Frank Zeller, Sales Manager, VFP, Cruise, Ferry & Yacht, Schottel GmbH
11:00am
Retrospective on Fast Ferry Design
11:30am
Development of a New Regional Ferry Service
12:00pm Conference Adjourns
Moderator: John R. Snyder, Publisher & Editor in Chief, Marine Log Program Subject to Change
October 2018 // Marine Log 19
November 6 & 7, 2018 Le Méridien New Orleans New Orleans, LA
EXHIBITOR PREVIEW
Electronic Marine Systems, Inc. EMS is a 38-year-old marine manufacturer of complete shipboard automation systems with a specific product offering to the ferry industry. Our projects include Seattle, NYC, VDOT, Woods Hole Steamship Authority and Golden Gate Ferries. www.emsmarcon.com Elliott Bay Design Group Elliott Bay Design Group is a full20 Marine Log // October 2018
service, employee-owned naval architecture and marine engineering firm that supports owners, operators and shipyards across the country and abroad. www.ebdg.com Karl Senner, LLC Karl Senner, LLC supplies marine propulsion systems and 24/7 marine equipment support throughout North America and globally. www.karlsenner.com Louisiana Cat As one of Caterpillar’s largest and most experienced marine dealers, every Cat Marine Engine comes with over 80 years of experience through Louisiana Cat. When you choose Cat engines, you enjoy cutting-edge technology and advanced materials. Cat Marine Engines are durable and dependable, which is why customers choose Cat
engines over any other brand. Whether it’s an OSV, a passenger vessel, or an inland pushboat, Louisiana Cat has the right Cat engine for your fleet. www.louisianacat.com MarineCFO MarineCFO’s mission is to provide technology leadership and digital transformation solutions to the ferry industry, enabling customers to operate more safely, securely, and profitably. www.marinecfo.com Marine Jet Power Headquartered in Uppsala, Sweden, Marine Jet Power is a global leader in waterjet propulsion providing diverse applications: governmental patrol craft, service vessels for wind farms and oil industry, passenger vessels and pleasure yachts. www.marinejetpower.com
Shutterstock/ Ritu Manoj Jethani
American Traction Systems Since 2008, American Traction Systems has offered DC or AC, hybrid or battery propulsion systems that are compatible with all modern subsystems required for control, positioning and monitoring. We offer certification by ABS, Lloyd’s Register and the U.S. Coast Guard. Our systems are on passenger ferries, military and research vessels. www.americantraction.com
From left to right: Shutterstock / Sean Pavone, Shutterstock/ Sean Pavone
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
Ryzhka International LLC Ryzhka International is a Service Disabled Veteran Owned Small Business that is an authorized reseller of ExxonMobil, Shell and Castrol lubricants and fuel to the maritime industry nationwide. www.ryzhka.com
MTU MTU provides diesel engines and systems ranging from 350 to 12,205 bhp for propulsion and auxiliary power in inland and offshore commercial vessels. MTU is part of the Rolls-Royce Group. www.mtu-online.com
Schottel Inc. Schottel is an innovative group of companies specializing in the development, design, production and marketing of azimuthing propulsion and maneuvering systems, as well as complete propulsion systems. www.schottel.de
Northern Lights Inc. Northern Lights and Technicold are the leading manufacturers of marine power generation, marine air conditioning and refrigeration systems. The company is an ISO 9001:2015 certified company whose products are distributed through a global sales and service network of over 350 dealers in more than 40 countries. www.northern-lights.com
Thrustmaster of Texas, Inc. For more than 30 years, Thrustmaster of Texas, Inc. has been designing and manufacturing high quality marine propulsion equipment for vessels of all types. We have grown into a leading supplier of thrusters, waterjets and hybrid propulsion systems for customers all over the world. www.thrustmastertexas.com
Rigidized Metals Corporation Rigidized Metals Corporation is a manufacturer of commercial and IMO Certified C-Class aluminum honeycomb laminated panels and aluminum joiner extrusions for ferries, workboats and all types of passenger vessels. Rigidized Metals is the supplier of decorative interior panels to the fleet of NYC Ferries and New Orleans RTA Ferries. In 2018, we will supply decorative interior panels and aluminum joiner extrusions for the new Staten Island Ferries. Proudly made in the U.S.A. www.rigidized.com
VULKAN For more than 50 years, VULKAN flexible couplings have been used on
nearly all types of ships with diesel mechanic or diesel electric drive concepts. Large cruise ships such as the Aida Stella, workboats such as the ice-breaking drill ship Stena Icemax or the jack-up vessel Innovation and boats for leisure activities can all benefit from the outstandingly dynamic properties and the long product lifetime of the couplings made in one of our production locations. www.vulkan.com Wärtsilä North America, Inc. Wärtsilä is a global leader in smart technologies and complete lifecycle solutions for the marine and energy markets. By emphasising sustainable innovation, total efficiency and data analytics, Wärtsilä maximises the environmental and economic performance of the vessels and power plants of its customers. In 2017, Wärtsilä’s net sales totaled EUR 4.9 billion with approximately 18,000 employees. The company has operations in over 200 locations in more than 80 countries around the world. Wärtsilä is listed on Nasdaq Helsinki. www.wartsila.com
October 2018 // Marine Log 21
Expanding Waterborne Transit Nov. 6–7, 2018 Le Méridien New Orleans
{
REGISTER ONLINE: www.marinelog.com/ferries
}
EXHIBITS & SPONSORSHIPS AVAILABLE: 212-620-7208 • conferences@sbpub.com
SUPPORTING ORGANIZATIONS
FERRY OPERATOR’S PERSPECTIVE
ELECTRIFYING EXISTING CAR FERRIES
Capt. James DeSimone Staten Island Ferry, NYCDOT
Sean A. Caughlan, P.E. Glosten
DEVELOPING A ZERO EMISSION TRANSPORTATION NETWORK
COMPLEX FERRY INTEGRATED SOLUTIONS PROJECT DELIVERY
Robert Kunkel Harbor Harvest
FISHER ISLAND FERRY John Waterhouse, P.E. Elliott Bay Design Group
APPLICATION SPECIFIC PROPULSION SOLUTIONS FOR EFFICIENT FERRIES Frank Zeller Schottel GmbH
Mark Keneford Wartsila Marine Solutions
MARITIME CYBER SECURITY Andrew R. Lee, Esq. Jones Walker LLP
METHANOL AS A MARINE FUEL Renato Monteiro Methanex
patrol boats Metal Shark debuted its Sharktech Autonomous Vessel technology earlier this year
The Essential By John Wooldridge and Shirley Del Valle
First Line
Patrol boats are the craft of first responders, whether its drug interdiction, search and rescue, or nearshore defense
Metal Shark
P
atrol boats are by their very nature fast. Meant to provide surveillance, assistance, protection, and response and rescue duties where needed, these craft are the first line of defense for coastal cities—they help stop crime and prevent the smuggling of drugs and weapons; they offer assistance during man overboard situations, and are usually the first vessels to arrive during an emergency—such as recently seen during Hurricane Florence. They’re the essential first line of defense. That mere fact has meant that patrol boat builders are in high demand, building for domestic and international law enforcement agencies, fire departments and governments alike. For Jeanerette, LA, based Metal Shark, one of the world’s leading suppliers of custom vessels for U.S. and foreign military entities, law enforcement agencies, fire departments, and numerous commercial markets, the patrol boat market was where its brand catapulted to success—and where its innovative spirit continues to flourish. The company has now grown to have three facilities in Louisiana and Alabama, employs a workforce of over 500, including
an in-house engineering team of over 50 naval architects and maritime engineers, and has an annual production of over 200 units. Current work at Metal Shark includes building for U.S. and foreign militaries, patrol vessels for federal, state, and local law enforcement agencies, and passenger vessels for both the NYC Ferry system and Regional Transit Authority (RTA) system in New Orleans. According to Josh Stickles, Vice President of Marketing at Metal Shark, the boat builder has a number of military patrol boat programs in the works including the U.S. Coast Guard Response Boat – Small (RB-S) program. The U.S. Coast Guard placed the order for units back in 2012, with new units in production and shipped weekly—to date, Metal Shark has delivered 317 of 343 vessels ordered. The most recent, was delivered to Station Ashtabula, OH, on September 25. The 28.8 ft RB-S can reach maximum speeds of 40+ knots and be used for search and rescue, vessel boarding team deployment and law enforcement missions, port security, drug and migrant interdiction and environmental response operations. For the U.S. Navy, Metal Shark is building
the Force Protection Boat –Medium (FPBM), over 50 have been delivered thus far; its also building 51 PB(X) patrol boats for the agency—11 were ordered in September 2017, with an additional 40 ordered this past summer. The PB(X) units are 40 ft patrol boats that will replace the Navy’s Coastal Riverine Forces patrol boats. According to Stickles, the first units in the PB(X) line are to be completed by year’s end. Metal Shark is also building up to 13 Near Shore Patrol Vessels (NCPVs) for U.S. Department of Defense (DOD) Foreign Military Sales (FMS) partners. The contract, says Stickles, is the result of a multi-year partnership with Damen and the NCPVs will be based on the Damen 2606 Stan Patrol design.
Autonomous Technology for Patrol Boats Earlier this summer, Metal Shark made a splash at the Multi-Agency Craft Conference (MACC 2018) at the Coast Guard Yard in Baltimore with its Sharktech Autonomous Vessel technology. The boat builder partnered with autonomous technology developer ASV Global to introduce October 2018 // Marine Log 25
Sharktech to the maritime industry. The Industry’s first OEM integrated autonomous vessel solution, Sharktech is now offered on Metal Shark’s entire vessel lineup—ranging from vessels from 16 ft to 300 ft in length and made of aluminum, steel and composite. Metal Shark says the technology can be customized for military, law enforcement, fire rescue and a hosts of different commercial markets. “Sharktech is ideal for dangerous missions in remote or hostile environments, for endurance missions where it may be necessary for vessels to loiter in a holding pattern for extended periods, or for any mission simply undesirable for a human crew,” said Metal Shark CEO Chris Allard at the time of the technology’s debut. The technology will enable a vessel’s operations to be monitored via a mother ship from a radio link or from shore via a satellite link. And in the event of communications being lost, the autonomous vessel will assume pre-programmed behavior, such as station-keeping. The Sharktech technology also features geo-fence tools, emergency-stop buttons, and the ability to switch from autonomous to manual control at any time.
A Different Kind of Hurricane Also exhibiting at MACC 2018 was Zodiac Milpro, which launched two new vessels for the market this year. Currently the company is in the process of introducing its new high-capacity, long-range interdiction craft, the Zodiac Hurricane 1300 MACH II on a worldwide tour. The vessel is equipped with four Mercury Verado 350 hp outboard engines, is designed with an aluminum hull and deck, and fitted with a dual console—pilot and navigator in the forward position and communication and team commander in aft. 26 Marine Log // October 2018
According to Zodiac Milpro, the ZH-1300 OB has a maximum speed of 55 knots and a fuel capacity of 1,910 liters. The Hurricane also has a 350 nautical miles range at 35 knots. The vessel, which has a removable roof, is also equipped with Current Scientific Corporation’s Night Navigator 6065. The system integrates a cooled thermal imager (MWIR) with 22x optical zoom and an HD day/low light camera with 30x optical zoom. It also provides 360 degrees of situational awareness, detects NATO targets and can track targets from multiple sources while navigating at high speeds, day or night. At next month’s International Workboat Show, Zodiac plans to debut its largest Sea Rib Aluminum, the SRA900 (30 ft) rigid hull inflatable. The SRA900 is a multi-mission platform that can be designed to suit Patrol, Fire, SAR and offshore missions. The new range features an aluminum hull and structure, a self-draining deck, an inflatable D-shape collar technology, removable tubes and hatch access, and In or Out-board engine configuration.
Keeping Fires Out Earlier this year, Vallejo, CA-based Moose Boats won contracts to build fireboats for the North Beach Volunteer Fire Department in Chesapeake Beach, MD and the City of Memphis Fire and Police Departments. For North Beach, Moose Boats will deliver an M1-46 Fire Rescue Catamaran. The vessel will feature a large walk-around climate controlled cabin, and will be outfitted with patient treatment, search and rescue incident command. Its deck will be outfitted for the deployment of life rafts and dive teams. The M1 will be equipped with two Cummins QSC8.3 600 hp turbo diesel propulsion engines, Twin Disc 5075SC transmissions and Hamilton HJ322 waterjets. The vessel will also include a Hale fire pump, Task
Force Tips fire monitors and valves and firefighting foam storage, as well as a host of electronics from Garmin and FLIR. The M1-46 is to be delivered in 2019. “In 2018, we delivered an M1 patrol boat, one of our large (44 ft to 46 ft) inboard diesel, water-jet powered catamarans, to the New York City Police Department’s Counterterrorism Division,” Moose Boats GM Steve Dirkes tells Marine Log. “In the last month, we delivered a fireboat to Newport, RI, and joint patrol and fire vessel to the City of Memphis, Tennessee.” The NYPD patrol boat was named in honor of Det. Russel Timoshenko, who was shot and killed in the line of duty in 2007. “Russel’s memory lives on every day as a vital part of how we keep all New Yorkers safe,” NYPD Commissioner James O’Neill tweeted out at a vessel dedication ceremony this past April. Meanwhile, Moose Boats’ M2 patrol boat, which can range from 35 ft to 37 ft in length and be powered by inboard diesels or outboards, was actually their first design, entering service in 2000, but requests for a larger vessel soon led to the development of the longer, beamier M1 catamaran. In 2011, the M3 outboard-powered monohull, measuring from 34 ft to 36 ft, was designed to answer specific customer needs for a smaller, agile and fast vessel with multiple deck configurations. Dirkes says, “The catamaran designs are where we distinguished ourselves, but for those customers who wanted the same level of quality and utility found in our mil-spec aluminum cats, the M3 was a logical offering. We’re committed to exploring new avenues and widening our offerings.” In addition to several pending patrol craft contracts, Moose Boats is currently building a 75 ft passenger and freight vessel—the company’s largest catamaran to date—for a ship services firm in San Francisco, CA. With twin helms and Volvo D13 diesels turning IPS3 pod drives, this project will combine precision low-speed handling and a fuel-efficient 25 knot working speed. Both are set for 2019 delivery.
Top photo: Metal Shark; Bottom: NYPD Commissioner O’Neill/Twitter
patrol boats
fishing Feature vessels
PSVs Get a
Makeover Converting PSVs to trawlers could breathe new life into an aging fleet By Judy Murray, Contributing Editor
T
he commercial fishing fleet is aging, but replacing the old fleet with newbuilds is a prohibitively costly enterprise. While there is agreement that modernization is necessary, there is no clear path forward. According to a McDowell Group report titled, “Modernization of the North Pacific Fishing Fleet,” published in 2016, vessel owners want to build new boats to replace older vessels in their fleets, but they face a number of difficulties. Among these are the high cost of building new vessels, the challenging lending environment, fluctuations in seafood markets, and potential changes to environmental regulations. For trawler owners in particular, terms of commercially available financing are a significant impediment to newbuilding. Some owners have found a way to finance the construction of new boats, but the small number of new vessels entering the fleet reflect the fact that economics have precluded substantial newbuilding. Clearly, another solution is needed, and enterprising owners are looking at alternative ways to update and modernize their fleets.
Crowley Maritime Corp.
Finding Opportunity in Adversity Difficult economic conditions are not unique to the fishing industry. The drop in oil prices has left the offshore oil and gas industry struggling as well. Many projects have been put on hold, leaving a huge number of assets – both drilling units and support vessels – without contracts. According to IHS Markit, the worldwide offshore rig utilization rate in September
2018 stood at 75.5%. While this is bad news for the oil and gas market, it presents a unique opportunity for the commercial fishing industry. Hundreds of Platform Supply Vessels (PSVs) are out of work, and many have been cold stacked with little chance of securing new contracts. Owners are looking to cut their losses and are willing to part with these vessels at below-value prices.
Jonathan Parrott, Senior Naval Architect, Business & Product Development, at Jensen Naval Architects & Marine Engineers, a Crowley Company, tells Marine Log PSVs are well-suited for conversion to commercial fishing vessels, and this opens a window of opportunity for the fishing fleet. This option has even greater appeal in light of a less than stellar track record for recent newbuilds. October 2018 // Marine Log 27
FISHING VESSELS Rapp Marine supplies winches for fishing, research, and workboat applications
project is to be present for the whole life cycle of the project. “Owners and naval architects need information about the equipment, and they need it early on when they are doing the design,” he says. Supplying equipment specifications during design, being involved in installations and sea trials, and providing technical support during operations deliver quantifiable value to the owner.
Carrying Out the Conversion
Charting A Course for Change Part of Jensen’s role is working with owners to identify PSVs that are suitable for conversion. “So many potential candidates are cold ironed down in the Gulf,” Parrott says, noting that he has been aboard a dozen or so that ranged in condition from well-maintained to relatively neglected. Some of these are owned by banks that want to get rid of them, and some are in the hands of companies that have the boats mortgaged and view 28 Marine Log // October 2018
the vessels as financial liabilities, he explains. In a lot of cases, potential buyers are looking to local brokers to do the legwork to find out which boats are available and determine their value. Often, these brokers are working with naval architecture firms to make sure the vessels are well-suited for conversion. Before a company purchases a vessel, though, it should thoroughly evaluate the PSV for suitability. “It is important to have a vision for the vessel and to establish a set of requirements that the boat will need to meet,” he says. It is essential for the buyer to know what capabilities will be required of the finished conversion because the extent of the conversion is determined by the specifications for the fishing vessel—its size and gross tonnage, cargo type and storage capacity, processing space, fishing equipment used, and the onboard power required in addition to accommodations and space for the crew. According to Sigurjonsson, designers and vessel owners need to know early on what sort of winches and cranes they will need. “This means estimating the load handling requirements—the weight of the equipment, hook load capacity, center of gravity, [and] capability.” The goal is to leverage the time investment on the front end to minimize the work needed on the back end for the conversion. Having the right support throughout the process is critical, Parrott says. Experienced companies can shave time off schedules and deliver additional value through established professional relationships that allow them to resolve issues quickly. Consistent access to expertise is critical, according to Sigurjonsson, who says one of the most valuable contributions a company can make to the success of a conversion
A New Lease on Life Considering the amount of time it takes to move a design from the drawing board into a yard and construct a newbuild for service, it is apparent that conversion is a viable alternative. The entire process can be completed in a year to 15 months, Parrott says, which is less time than it takes to build a new vessel. “If the conversion is not extensive, the work could be carried out in less than a year.” The shorter process for conversions makes the concept viable, and market conditions continue to be a driver for considering conversions over newbuilding. Following a new path presents some challenges, but it could be the most direct route to rejuvenating an aging fleet.
Rapp Marine
Several of the new vessels were delivered six to nine months late, he says, and many were more expensive than expected. Johann Sigurjonsson, President and CEO of Rapp Marine US, which was acquired by MacGregor in early 2018, agrees. “Fishing vessels have been so much more expensive to build in the U.S. as compared to boats in Europe, and people are having sticker shock. This is one of the reasons companies are looking at converting PSVs.” Parrott also points out that “Owners are a little nervous about new construction,” which adds somewhat to the appeal of PSV conversions. It is important to note that this is not the first time the fishing industry has considered such an option. “In the early ‘80s, there were a lot of PSVs conversions,” Sigurjonsson says. Knowing that it can be done successfully could make companies more willing to consider PSV conversion as an option today. With hydrodynamically efficient hulls and huge open decks that can be enclosed for a factory without removing machinery, PSVs provide good platforms for conversion. Another plus, Parrott says, is that most are diesel/electric and can generate sufficient electricity for trawling and processing without having to add new machinery.
In general, every conversion begins with the removal of unnecessary steel, piping systems, and equipment, followed by the installation of any new steel structure and large equipment and materials. The next step is to repair systems being retained and perform all the related outfitting, including reassembling existing pipe and electrical systems, installing new pipe and electrical systems and new equipment, and repairing and replacing accommodations. Once the processing and fishing areas have been addressed, the vessel is ready for final testing and sea trials. “Typically, the design effort is three months—if there is not a significant amount of modification required to strip out the PSV equipment—to five months for engineering,” Parrott says. The process of removing unnecessary components is followed by six to nine months of installation work to outfit the boat with a new trawl deck, processing equipment and accommodations and another two to three months to install and integrate the equipment. Adding crew space is one of the critical considerations. Normally, a PSV can accommodate 40-60, but a trawler needs a bigger crew. “You’ve got a good base for accommodations,” Parrott says, “but you might need to add space for 30-40 crew, which can mean adding a deck and a half back aft to provide the deck house and accommodations.”
ELECTRIC & hybrid electric HYBRID
Q&A with
RON HUIBERS, President & CEO, Volvo Penta Americas
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arine engine manufacturer Volvo Penta announced an electrification strategy this summer. To learn more about the company’s plans for electric mobility, we talked with Ron Huibers, President and CEO, Volvo Penta of the Americas. Marine Log: Tell us more about your big push into electric mobility. Ron Huibers: In June, Volvo Penta issued a statement of intent to go “full charge” into hybrid and all-electric propulsion by 2021. This is part of a strategic commitment to sustainability throughout the Volvo Group and is a reflection of one of our core values of protecting the environment. Our electrification journey is well underway. Over the last several years we have been quietly building competencies and experience and establishing the technologies required to deliver a sustainable power solutions road map. The advanced engineering projects we are currently running and the performance data received give us confidence that we are on the right technology path to offer customers a compelling business case for electrification. ML: Several other Volvo Group companies offer electric and hybrid engines. Does that help your marine electrification goals? RH: It’s critical. Our movement into marine electric and hybrid technology is very much underpinned by the extensive engineering and R&D resources of our sister companies. Volvo Buses, for instance, is
Exclusive to Marine Log
already a global leader in electric mobility with more than 6,000 hybrid and electric buses on the road worldwide. Volvo Construction Equipment is testing autonomous machines at an all-electric quarry in Sweden, and Volvo Trucks just debuted Vera, an all-electric autonomous truck that could be used in a variety of applications. ML: How do you propose to meet the 2021 deadline? RH: First, we will continue to leverage the considerable technology expertise and experience within the Volvo Group. Second, we have made changes in our organization to accelerate the switch toward electric power and investing in R&D. We have established a dedicated electric mobility development and test laboratory. Let’s observe that marine electric/hybrid propulsion is nothing new to us at Volvo Penta. Last year, for instance, we provided the IPS drives and Electronic Vessel Control systems for a prototype fully electric air-supported ferry for Green City Ferries. This innovative boat was named the “Electric & Hybrid Propulsion System of the Year” Award for 2017. ML: Will you offer a complete line-up of products by 2021? RH: We will offer both hybrid and allelectric power systems from the outset. It’s too early to identify the exact power outputs and specific applications that will be in the initial product mix. ML: This summer, Volvo Penta also unveiled a concept for hybrid IPS. Can you give us any details on the program?
RH: The Volvo Penta IPS hybrid system is planned initially for the 8-13 liter engine range, and will target vessels such as ferries, pilot launches and supply boats. It uses proven hybrid technology that was developed within the Volvo Group and which we are adapting and certifying for marine applications. The basic design concept inserts a clutch and electric motor between the engine and the IPS drive. The electric motor is supported by scalable Li-ion battery packs that can be charged by AC or DC chargers or by the primary diesel engine. Opening the clutch allows the boat to run in electric-only mode—when closed both diesel and electric power can be used in parallel. The parallel hybrid IPS is still in earlystage development, with the system being validated at our test center in Gothenburg. The target is to have a test boat in sea trials by early 2020, with availability to commercial marine customers in 2021. ML: What, if any, technology hurdles stand in the way of widespread acceptance of electric and hybrid technology in the commercial marine industry? RH: The primary barrier is still battery capacity, but battery technology is progressing very rapidly. As battery density improves, range and speed will also increase. Energy storage capacity is rapidly accelerating, and now’s the time for naval architects, shipyards and operators to start looking seriously at electric and hybrid solutions for new vessels that will be in service for the next 10-15 years or more. October 2018 // Marine Log 29
electric & Hybrid Red and White Fleet’s Enhydra is the Subchapter K marine electric hybrid tour boat
Electric DREAMS Two marine hybrid electric projects propel the U.S. marine industry into the future hile they may operate almost 3,000 miles apart, two U.S. vessel owners are very much on the same path when it comes to the threat of climate change and reducing harmful greenhouse gas emissions. “First, I’m concerned about my health, the health of my children, grandchildren, and future generations. Something has to be done. We can’t just stick our head in the sand,” said Tom Escher, Owner and President of the San Francisco Bay tour boat company Red and While Fleet Cruises. E s c h e r, t h e g r a n d s o n o f l e g e n d ary Thomas Crowley, who founded the Red and White Fleet in 1892, is taking action by investing in what is the largest lithiumion battery hybrid electric vessel in the United States. Built to U.S. Coast Guard Subchapter K certification by All American Marine, Inc., Bellingham, WA, the 600-passenger, 30 Marine Log // October 2018
aluminum monohull Enhydra joined the Red and White Fleet on September 13 — just in time for the Global Climate Action Summit in San Francisco. The maiden voyage of the Enhydra served as a platform for California Governor Jerry Brown to sign eight bills aimed at reducing carbon emissions from the state’s transportation sector. “Whether we travel by car, bus, or boat the need to move to zero-emission transportation is urgent,” said Governor Brown. “These bills will help get more clean cars on the road and reduce harmful emissions.” For his part, Escher is committing to operating an all-electric, plug-in fleet by 2025. “Let’s face it, the Red and White Fleet is just a pimple on the fanny of the elephant, but we are trying to lead by example,” said Escher. Now that the boat is in service, Escher envisions that other operators will come under increased pressure from environmental groups to build ferries with proven zero
emission technology such as the Enhydra. “This is going to be a competitive advantage and eventually a competitive necessity,” he said.
Hybrid Cargo Vessel Takes Shape Escher doesn’t need to convince Bob Kunkel of the merits of marine hybrid electric plug-in technology. Kunkel’s company, Harbor Harvest, is building a marine hybrid electric plug-in cargo vessel at Derecktor Shipyards in Mamaroneck, NY. The 65 ft all-aluminum catamaran will transport refrigerated palletized and boxed cargo across Long Island Sound. Publicly sponsored by the Connecticut Port Authority, Harbor Harvest was designated as a Marine Highway project by Transportation Secretary Elaine Chao, which opened up some funding channels for the company. The Honorable Mark “Buz” Busby, the U.S. Maritime Administrator, was on hand for a special ceremony at Derecktor
Red and White Fleet / All American Marine
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By John R. Snyder, Publisher & Editor in Chief
ELECTRIC & HYBRID Shipyards announcing the project’s designation this past summer. “Local food is the new internet,” Kunkel told attendees at the Blue Marine Highway Conference held last month at SUNY Maritime College in Throggs Neck, NY. Kunkel told the audience that 200 years ago, local family farms were either located near a river or harbor. That’s how cargo moved, either by barge, schooner, or ship. The Federal Aid Highway Act of 1956, however, spurred the development of interstate highways and, as a result, pushed the migration of family-owned and corporate farms inland. The new, more efficient way to move fresh produce, dairy, meat, and other products was by truck. That is no longer true. At a presentation at Farm Aid in Hartford, CT, last month, Kunkel said several truck drivers told him that moving cargo from Connecticut to New York City along the congested I-95 corridor could be a nightmarish nine- to 12-hour round trip. Harbor Harvest’s concept is to move cargo across Long Island Sound “in 35 minutes, with no environmental impact or use of petroleum fuel,” said Kunkel. Harbor Harvest will work with local farms, local agriculture, and local artisans for its cargo
base. “With our operation, we are going to connect maritime to agriculture again.” “I give a lot of credit to the millennial generation,” said Kunkel. “What they call sustainability or what we call disruptive sustainability, they decided the social impact of a business is more important than its profit. It takes my generation a long time to understand that and how it can be a sustainable, long-term business that can grow. What we are trying to get here is the Marine Highway to partner up with the local farmers and local artisans.” Kunkel said that at 18% of the boat’s capacity, the operation will cover its costs. With its Marine Highway designation in hand, Harbor Harvest has now applied for a grant to build the infrastructure needed to support its boat at its first retail location in Norwalk, CT. The second location will be at Huntington, NY, on Long Island. The construction will begin on November 1 on a retail center, café, refrigerated warehouse, and dock. The next location will be in Glen Cove in 2020. Designed by Incat Crowther, the hybrid electric cargo boat carries approximately 12,000 pounds of cargo, 1,500 ft3 of refrigerated space and it carries about 28 pallets on deck outside of the refrigerated space.
“There’s no emissions, no environmental impact, and, more importantly on this gentrified coast where we’ll be operating, no noise,” said Kunkel. The 65 ft x 21 ft hybr id all-aluminum cargo vessel features a BAE Systems’ HybriDrive Marine Propulsion System from BAE Systems, along with an energy storage system and Cummins diesel generators. The boat will be launched by Derecktor in December, with an expected operational date of March 2019.
The Technology on Enhydra Designed by Nic de Waal of Teknicraft Design in Auckland, New Zealand, the 128 ft x 30 ft Enhydra provides harbor tours of San Francisco Bay and the Golden Gate Bridge. “There is no one size fits all approach
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October 2018 // Marine Log 31
electric & Hybrid
Hull of hybrid cargo vessel takes shape at Derecktor Shipyards
with our vessels, and our team goes through a unique and thorough analysis of the unique needs of each vessel, prior to finishing design,” Matt Mullett, CEO, All American Marine, told Marine Log. “With extensive testing and research on every facet of the hull design, the Enhydra, just like our catamarans and other monohulls, was designed specifically to accommodate not only it’s unique propulsion system, but also its specific route and the environmental characteristics of San
Francisco Bay as well. The client’s requirement was for a monohull vessel that could carry up to 600 passengers on three decks, and that would have the least possible carbon emissions, i.e. be the greenest vessel in San Francisco.” Mullett said that All American Marine is “very honored to be at the forefront in the decarbonization movement across the maritime industry.” BAE Systems also has a central role in the
development of the Enhydra, working with All American Marine to design and integrate the complete electric hybrid system. BAE supplied its HybriDrive propulsion system that includes a generator, propulsion power converter, house load power supply and control system. The generator is mounted to a variable speed Cummins QSL9 410 hp diesel engine. The system offers parallel hybrid powering of the AC traction motor from the generator, the batteries or both. The motor is coupled to the propulsion shaft via a reduction gear for thrust and increased propeller efficiency. AAM said that with this configuration, torque is immediately available for the Veem propeller, and the speed can be precisely controlled. BAE Systems’ HybriGen system has lower engine operating hours and is more streamlined than a conventional drive, requiring fewer parts, thus resulting in savings of both fuel consumption and maintenance costs. The hybrid system also uses battery power from two 80 kWh lithium-ion battery packs from Corvus Energy, which are supplied under their next generation Orca Energy line. Inherent in the Enhydra’s design is the ability to expand the size of the batteries to reach complete zero emissions operations in the future as charging infrastructure advances and battery technology improves. This current battery system can meet any power demands of the Enhydra.
New Passenger Catamaran Ferry Runs Entirely on Solar-Electric Power Ecocat, a new 120-passenger electric passenger ferry launched this summer from the Metaltec Naval shipyard in Cantabria, Spain, is said to be the first of its kind to run 100 percent on solarbattery power with no auxiliary internal combustion engine. Torqeedo designed and supplied the boat’s propulsion system, which consists of two 50 kW Deep Blue electric motors, for a total of 100 kW, driven by eight 30.5 kWh BMW i3 high-voltage marinized lithium ion batteries, four in each hull. Its top speed is 9.7 knots. Normal operating speed is 7 knots. Electricity for the 18m aluminum catamaran is generated by 120 photovoltaic solar panels on the roof of the vessel. To maximize its solar panel area for energy collection, Metaltec designed a set of deployable and retractable pneumatic wings. The vessel’s cruising range is eight hours running on batteries without sunshine.
32 Marine Log // October 2018
The operators expect to average six 13 km trips per day. Metaltec collaborated with Torqeedo’s engineering team to develop an innovative software model for management of the solar energy capture and storage process. Torqeedo’s engineers designed a unique “cool room” in each hull, which allowed the bat teries to be stacked closely together without overheating, saving space and reducing maintenance costs in the future. “The all-elec tric power system on Ecocat will provide significantly lower operating costs over internal combustion engines with zero fuel costs, lower maintenance and a long battery life,” said Enrique Arriola, CEO of Metaltec Naval. “The passengers riding on the new Ecocat will enjoy a silent and emission-free experience on the water and will be happy to know they are helping to provide a cleaner environment.” Arriola said that Ecocat is the first of
Metaltec’s new Ecoboat series of environmentally friendly aluminum vessels. The company has also created designs for a monohull solar-electric boat as well as a twin-hull hybrid vessel. He also pointed out that the all-aluminum construction is also a sustainability improvement since the metal can be recycled when the boat is decommissioned. In July, Torqeedo received the prestigious European Commercial Marine ( ECM ) Maritime Sustainability Award for its contributions to the Ecocat solarboat project.
Fuels lubricants & LUBES
IMO 2020 Sulfur Cap:
CLOCK IS TICKING Compliance will be costly, and ship operators need to match their cylinder oil performance with their fuel strategy
Shutterstock/ seabreezesky
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By John R. Snyder, Publisher & Editor in Chief
here’s no doubt that IMO’s 0.5% sulfur cap on fuel is a regulatory game changer and with implementation just 14 months away, ship operators are scrambling to figure out the best — and least financially painful — compliance strategy. No matter how you slice it, cap compliance won’t come cheap. Some estimates put the cost to the shipping industry at $60 billion. Driven by the service life of shipping assets, there’s no “one size fits all” approach. CMA CGM, one of the world’s largest container shipping lines, is using a Swiss Army knife approach to meet IMO’s 0.5% sulfur cap by January 1, 2020. It’s investing in exhaust gas scrubbers for some of its ships, will burn 0.5% compliant Marine Gas Oil (MGO) in others, and is adding a new generation of 22,000 TEU containerships that will operate on Liquefied Natural Gas (LNG) as a fuel. CMA CGM estimates that the added compliance measures will cost an additional
$160/TEU, which will most likely be borne by shippers in the form of a fuel surcharge. “This regulation will have the biggest impact on the industry since the phasing out of single hull tankers,” Kirsi Tikka, ABS Executive Vice President and Senior Maritime Advisor, told assembled delegates at an ABS-sponsored panel discussion on the challenges of the IMO global sulfur cap at the recently concluded SMM 2018 trade fair in Hamburg. “This will be felt well beyond shipping, affecting the refining and power industries as well as ultimately consumers.” Added Tikka, “We heard today how the industry is still some way off understanding the full impact the 2020 regulation will have and how to make the choices that will work best for them.” Iain White, Global Marine Fuels and Lubes Marketing Manager, ExxonMobil, agrees. He warns that some shipowners might not have carefully thought through the changeover from the current 3.5% sulfur fuel to lower 0.5% sulfur fuel.
“Today, the blend targets are viscosity and density (for 3.5% sulfur fuel),” says White. “The sulfur content could be 3.4 or 2.4. Whereas in the future, the sulfur is the target, so it is going to have to be below 0.5%, but the viscosity and the density are going to float. What that means is that the nature of the fuels is going to be very different and you are going to have to purify those fuels. That’s not an automatic process.” In addition, White cautions that the ship’s bunker tanks are going to have to be thoroughly cleaned. Without a proper cleaning, there could be “enough sulfur in the heel of the tank to pull you off spec right on day one.” That could lead to noncompliance and hefty fines.“You should plan to have
Sponsored by ABS Scan for Expert Insight on 2020 Sulfur Cap October 2018 // Marine Log 33
fuels & lubes burned all your higher sulfur fuel by the end of December because by the time you get to March you are now non-compliant for the carriage ban,” says White. White also cautions ship owners who are just now thinking about fitting their ships with exhaust gas scrubbers. “The devil’s in the details. Ninety-seven percent of the fuel that gets delivered in 2020 is going to be compliant. There’s not going to be much HFO required right at the beginning because the scrubber order book has not happened yet. So the fuel supply chain is going to clean up. In talking to one scrubber supplier the lead time was 15 months. Not only are all the yards full, the scrubber suppliers are saying that they can’t buy the components. So in the beginning you are going to have to burn compliant fuel. If you have done nothing up to this point, you are going down the road of non-compliance. However, if you are thinking now about scrubbing, you’re too late.” ExxonMobil, which supports owners with a full range of engine oil lubricants, as well as its Mobil Serv Lubricant Analysis and Mobil Serv Cylinder Condition Monitoring, is currently formulating a cylinder oil that will work with 0.5% sulfur fuel and ECA fuel.
Matching Your Lubricant With Your Strategy Depending on those fuel compliance choices, ship operators will also have to select the right cylinder oil formulations to optimize engine performance and minimize cost. Generally, operators that will burn HFO in two-stroke engines in combination with exhaust gas scrubbers will use cylinder oils with higher Base Numbers (BN), while those burning low sulfur compliant fuel would use a lower BN grade. Serge Dal Farra, Global Marketing Director, Total Lubmarine, however, tells Marine Log, it might be more complex than that. “To some,” says Dal Farra, “it could appear dealing with 0.5% sulfur emissions is quite simple from a lubricant supplier’s point of view — surely it’s no more than a case of tweaking existing products and changing the Base Numbers (BN)? But, potential issues with compliant fuel quality could lead to poor combustion, and just changing BN levels may not be sufficient to avoid engine fouling, liner scuffing or ring breakdowns – all costly engine issues.” Total Lubmarine offers its Talusia range of marine cylinder oils for two-stroke engines burning a wide range of residual fuels, with BN numbers ranging from Talusia HR 140 with a BN 140 to Talusia LS 25 with a BN 25. “We already have low BN products in our range today, but we believe that robust R&D 34 Marine Log // October 2018
and chemistry can help to further mitigate these issues in the future,” says Dal Farra. “At the moment, we are working closely with OEMs who appreciate our proactivity – helping us to deliver a 2020 product that will help our customers to ease the pain of the transition.” Total Lubmarine also offers testing support services to chief engineers to help them figure out just what’s going on inside their engines. “We offer iron content analysis and BN test kits, as well as an onshore lab program. We have experts to analyze and exploit this data, helping customers make the right decisions for engine lubrication and therefore control OPEX.” Over the years, marine lubricant suppliers have been working non-stop to refine and formulate their products to address the changing fuels landscape. Chevron Marine’s
Without proper cleaning, there could be enough sulfur in your tank to pull you off spec right on day one. Ian Thurloway, Global Brand and Marketing Manager, and Jessica White, Marketing Specialist, tell Marine Log, “We have been working on a new formulation for our twostroke diesel engine oils, precisely to help our customers with the transition to the new regulatory environment. Our new range of Taro Ultra marine cylinder oils are designed to cover virtually all fuel eventualities from Taro Ultra 25 for use with distillates and gaseous fuels through Taro Ultra 40, which has been formulated to cover 0.5% fuels as well as distillates. The range also includes Taro Ultra 70, Taro Ultra 100 and Taro Ultra 140, which builds on the success we’ve already had with our current 140BN cylinder lubricant and ideal for use with scrubberequipped vessels. Whatever fuel option operators choose pre- and post-2020, the Chevron Taro Ultra range has an option to meet your needs.” According to Thurloway and White, there will be a phased introduction of Taro Ultra throughout 2019, with Taro Ultra 25, 70 and 100 expected to be available in a number of ports in the first quarter with the other products following closely behind. “The
complete Taro Ultra range will be available in good time for operators to switch to their fuel choice prior to 0.5% implementation. Our field testing program is rigorous and we work closely with OEM’s to ensure the efficiency of our products and security of supply. We have a dedicated customer service team and robust communications plan to ensure our customers are well informed about changes to the product line.” Joris Van Brussel, Shell Marine’s new General Manager, says, shipowners that use exhaust gas scrubbers to meet the 2020 sulfur cap will demand lubes that are proven to protect cylinders against cold corrosion under extreme stress, such as Shell Alexia S6 or the higher BN Shell Alexia 140. “However,” says Van Brussel, “with just over a year to go before the new restrictions enter into force, a significant part of the market will shift to fuels with less than 0.5% sulfur, where other cylinder oil formulations with a lower BN number is expected to deliver optimum performance.” He expects demand for higher BN cylinder oils to be replaced by BN40 or BN70. To test its latest formulations, Shell puts them through the paces in diesel engines at its Marine & Power Innovation Centre (MPIC) in Hamburg. Its currently in the final tests of a new 40BN cylinder oil for two-stroke engines that is already undergoing field trials and could be available by the early part of 2019. To support shipowners, Shell plans to combine the R&D at its MPIC and its Marine Integrated Lubrication and Expert Solutions (MILES) program. As well as providing optimal port lifting recommendations, a MILES package can include the entire lubrication management for a vessel, combining stock levels and demand planning for a given operating profile, feed-rate optimization, and flexible payment plans. Van Brussel also expects the quality of the fuel will vary widely making it necessary to closely monitor lubricant performance for engines in service, for example, backed by advanced technology to communicate data from ship to shore improves decision-making when it comes to lubricants logistics. Using Shell Marine’s LubeMonitor program can help manage oil consumption. “Our tests and customer feedback show that reductions in feed rates can be achieved with an overall cost reduction to customers,” says Van Brussel. “In another case, customer had seen the use of our Shell LubeMonitor was able to cut their cylinder oil costs by 25% while still complying with the engine maker’s recommendations.”
lubricants
What is the current state of the
OPERATIONAL performance of eals? Shutterstock/ Avigator Thailand
By Phil Cumberlidge, Business Development Manager, GREENMARINE, Panolin
F
irstly, let’s define what an Environmentally Acceptable Lubricant (EAL) must do – it must have minimal effects on marine life; therefore it must biodegrade (not be persistent), it must have minimal toxic effect and must not accumulate in the organs of marine life, being transferred (and concentrated) up the food chain. The EAL must also perform well in the machinery it is lubricating. From an environmental perspective, the US Environmental Protection Agency (EPA)
led the way in their Vessel General Permit (VGP), classing 3 lubricant types as meeting ‘biodegradability’ requirements: • Triglycerides (HETG, a natural ester, otherwise known as Vegetable oil) • Polyalkylene Glycol (HEPG, otherwise known as PAG); and • Synthetic Esters (HEES) - two classes: fully Saturated Esters and Unsaturated Esters Polyalphaolefins (HEPR, otherwise known as PAOs, Synthetic Hydrocarbons, or ‘man-made’ mineral oils), are not included
in the EPA list of Biodegradable Base Oils in their Environmentally Acceptable Lubricants document EPA 800-R-11-002 Section 2, in November 2011, or in their presentation “Overview of the Final 2013 VGP“ in November 6, 2013. However, technically, the International Standard ISO 15380 (for Hydraulic lubricants, industrial oils and related products) adds HEPR to the other 3 lubricant types, as ISO 15380 is not involved with environmental performance of lubricants, only with technical properties and October 2018 // Marine Log 35
lubricants conversion recommendations from mineral based oils. Note that some EALs are not solely made from one base oil type; they can be “blends” of PAO and ester, to combine minimum performance and give the minimum requirement for biodegradability, or they can be a mix of Saturated Ester to provide performance requirements and Unsaturated Ester to reduce cost - the lower performing Unsaturated Ester being lower cost than the robust Saturated Ester. Subsequent to the US EPA VGP (2013), the IMO Polar Code that came into force on January 1, 2017 is also concerned with pollution issues in the Polar Regions. It sets out the mandatory International Code for Ships Operating in Polar waters for the Safety of Life at Sea (SOLAS) and the Prevention of Pollution from Ships (MARPOL). With climate change making the Northern Sea Route from Asia to Northern Europe more attractive in fuel and time savings for commercial vessels — and for the growing surge of ‘expedition cruises’ — the propulsion, steering and particularly the deck machinery manufacturers in Europe, are evaluating the low temperature operational performance of EALs for the harsh, prevailing sub-zero operating conditions.
So, how does an Original Equipment Manufacturer (OEM) and consequently, a vessel owner, choose the right EAL for their equipment and vessel? Marine propulsion system OEMs, shipyards and ship owners have been gathering information over the past few years about the performance issues surrounding the use of EALs. Many OEMs are still issuing letters of Technical Infeasibility to allow continued use of mineral oils while still gathering the information, but some in Europe are sufficiently advanced to be making decisions on (at least) which base oils are inherently suitable for use in the marine environment in their equipment. Some of the issues encountered include: • Increasing oil viscosity – due to poor thermal stability – causing equipment to overheat; • Decreasing oil viscosity – due to shear instability – causing equipment damage; • Varnish and gumming of the system – due to thermal degradation of the oil – causing loss of machinery efficiency; • Slime and bad smells - due to oxidation, water contamination and bacterial growth; • Corrosion of equipment internals – due to the hygroscopic nature of the lubricant used;
• Overheating of the propulsion systems – questioning oil film thickness and frictional characteristics; • Difficult filterability – separating of sea water, particularly from emulsifying oils; • Additive solubility issues in cold conditions – where valuable performance additives come out of solution, clump together and get filtered out of the base oil; • Difficult changeover from existing oils in equipment – due to immiscibility/incompatibility with existing mineral or other EAL oils. All these problems cause more frequent system/lubricant monitoring, lubricant top-up, maintenance, system draining and re-filling, transport/disposal of used oil and costs of replacement parts. These are the obvious direct costs of using inferior performing/life oils – not to mention the hidden costs of the paperwork to administer all these monitoring/inspection/testing/re-ordering/ logistics operations, and lost revenue due to equipment downtime/failure. Reliability and long-life come from the combined high performance of the base oil and the additives selected and are the sum of: • The inherent stability of the base oil viscosity and shear – with no need for viscosity improvers that can be broken-down
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lubricants • Its resistance to aging - oxidation and thermal stress – not depositing varnish, or gumming; • The stability of the dispersion of the additives and not separating, or being filtered-out; • The compatibility with seals, metals and protective coatings, to not cause component degradation, failure or corrosion; • The stability with contaminants – other oils and water – to not cause emulsions that cannot readily separate the water, that can lead to bacterial growth, bad smells and corrosion. Currently, the EAL world is in turmoil, with many issues reported of poor performance of EALs in equipment where previously mineral oils had proven to work and particularly with instances of short life of stern tube lubricants (in some instances only 2 ~ 2 ½ years), before acidity of the lubricant increases, viscosity dramatically increasing, or the stern tube is contaminated with stinking black sludge that blocks seal oil-feed pipes and bearing oil lubrication washways. Many vessel owners who adopted EALs early in the current VGP2013 lifespan, either through existing vessel mineral lubricant contracts, or by salesmen’s ‘patter’ that they have the “best” EAL, or just by cheapest
price, have fallen foul of these lower performing, short-life EALs. Most are changing to the better performing EALs, or trying the same EAL again in case it was a ‘one-off ’ incident. The announcement earlier this year by DNV GL of a joint development project
The EAL world is in turmoil, with many issues reported of poor performance of EALs in equipment where previously mineral oils had proven to work. with several marine insurers and the University of Sheffield in the U.K. to investigate the increase of stern tube bearing failures will help shed light on whether EALs are to blame – and if so, which base oil lubricant types are prone to operational failure.
Fully Saturated Synthetic Esters are leading the way in reliable, high performance and long-life marine lubricants; with the benefits of being environmentally considerate and reducing a vessel’s Carbon Footprint. Documented monitoring of “real-life” use of Panolin Saturated Synthetic Esters shows that in all areas of fluids/lubricants use: stern tube lubricant, hydraulics and gearboxes, the robust chemistry of saturated ester technology can enable up to 10 times the operational life of mineral oils, when combined with a Best Management Practice for lubricants (just looking after the oil and having regular sample checks). It is the lubricant manufacturer’s job to tell you all about the key performance indicators of their lubricant(s) – consult them and ask them what specific EAL base oil technology they use. If they say “We use ester technology,” ask if it is natural, unsaturated, or a blend of saturated and unsaturated ester, or if it is the “real thing” — a fully 100% saturated synthetic ester. Panolin, Switzerland, makes fully Saturated Synthetic Ester (HEES) lubricants, all U.S. EPA VGP regulations and Polar Code recommendations compliant, for all vessel application lubrication requirements - with availability around the world.
October 2018 // Marine Log 37
Newsmakers
Frank Coles Leaves Transas, Named CEO of Wallem Group Former Transas CEO Frank Coles is moving on and stepping down as Transas leader at Wärtsilä Voyage Solutions to join Hong Kong headquartered Wallem Group as its new Chief Executive Officer. He will succeed Simon Doughty. Bollinger Shipyards, LLC, has promoted MATTHEW KUEHNE to General Manager at Bollinger Quick Repair. He joined Bollinger in 2011 and has taken on a number of roles including Operations Manager. Foreship Ltd. has named VICKTOR GINGSJO Head of Project Management Services. He will lead a team dedicated to project and technical management.
XAVIER BEALE has been promoted to VP of Trades at Huntington Ingalls Industries’ Newport News Shipbuilding division. He succeeds RAY BAGLEY who retired after 43 years of service.
ST Engineering has appointed TOM VECCHIOLLA as President and CEO of its U.S.headquartered VT Systems. He will take over the role from GENERAL (RET.) JOHN COBURN, who has led VT Systems for 17 years, this December.
Elliott Bay Design Group has named naval architect GRAYSON LABORDE and Electrical Designer GEORGE SCULLY to its New Orleans team.
The Port of Galveston has promoted BRETT MILUTIN to Director of Port Operations. He will oversee port terminal operations.
The Port of Corpus Christi has appointed OMAR GARCIA as Chief External Affairs Officer.
Art Anderson Associates has appointed RICHARD MOORE as a Senior Civil Engineer.
Damian O’Toole has been named Marine Jet Power’s EVP Sales, Marketing and Aftersales Service Solutions.
Chair of the Swedish Shipbrokers Association, JOHAN EHN, has been named Managing Director of GAC Group’s Swedish operation.
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TECH NEWS Northern Lights Gives Veterans a Boost
Stena Line, Hitachi Work on AI Model for Fleet Optimization European ferry operator Stena Line has announced it is running a pilot study that will implement artificial intelligence (AI) technology on board its vessels. The AI model will help predict the most fuelefficient way to operate a certain vessel on a specific route. The first pilot study will take place on the Stena Scandinavica. Developed in close collaboration with Hitachi Europe Ltd., the goal of the AI technology is to create a model so precise that it will be the ultimate decision support tool for the captain when planning each trip. “The model simulates many different scenarios before suggesting the most optimal route and performance setup,” says Lars Carlsson, Head of AI at Stena Line. “With the help of AI we are able to consider a number
of variables, such as currents, weather conditions, shallow water and speed through water, in various combinations which would be impossible to do manually.” Senior Master Jan Sjöström, who has been working with fuel optimization at Stena Line for the last 40 years, says, “Planning a trip and handling a vessel in a safe and, at the same time, fuel efficient way is craftsmanship. Practice makes perfect, but when assisted by AI a new captain or officer could learn how to fuel optimize quicker,” leading to a more sustainable journey. Stena Line’s goals is to have the whole company working with AI by 2021. Several areas of its operation, including administration, already benefit from the assistance of AI. www.hitachi.eu
Klüber and Wilhelmsen Sign Partnership Klüber Lubrication has signed a distribution partnership agreement with Wilhelmsen Ships Services. The partnership enables Wilhelmsen to strengthen its existing product portfolio in a key area, adding Klüber’s high-performance specialty lubricants to its offerings. The deal, inked at last month’s SMM 2018 show, is one made in “marine products heaven,” according to the two.
“We always had an eye on each other,” says Dieter Becker, Head of Global Business Teams, Klüber Lubrication. “With mutual admiration we observed the successes and outstanding performance which both parties brought to the market with passion and dedication.” Commenting on the partnership, Kjell Andrea Engen, EVP Marine Products at Wilhelmsen Ships Services says, “Joining forces with Klüber Lubrication is a real coup for us, as it enables us for the first time to offer customers market leading lubricants and a wealth of in-depth product specific expertise...We are thrilled to now be able to provide customers lubricants.”
Last month, Northern Lights and Technicold, manufacturers of marine power generators, air conditioning and refrigeration systems, sponsored the Salmon for Soldiers Event. The nonprofit takes veterans fishing for a day. Established in January 2013, the organization’s mission is “to offer a sense of normalcy and relaxation to our nation’s Veterans through fishing.” The event presents veterans with opportunities to reduce stress, network and establish new friendships. And best of all, it’s open to and makes accommodations for veterans with disabilities such as paralysis and debilitating challenges such as Post Traumatic Stress Disorder (PTSD), Traumatic Brain Injury (TBI) and more. Salmon for Soldiers was an event “we wanted to sponsor because we realize that without our veterans and their sacrifice we would not be where we are today,” said Northern Lights, Inc.’s Adriene Riordan. “We proudly employ veterans and wanted to give back to the veteran community. We feel this is such an amazing event and the chance to connect with these heroes on the water, sharing a passion for boating and fishing was a perfect fit for us.” Northern Lights donated one of its own boats to host three veterans during the event and several members of the Northern Lights team, including Vice President Kit Purdy who acted as a deckhand while the veterans fished, took part in the event. This isn’t the only community initiative Northern Lights offers a helping hand to. The company sponsors the Alice Kelly Billfish Tournament helping to raise funds for breast cancer research; the PNW Captain’s Association Forgotten Children’s Fund Auction, which raises money to provide children in need with winter coats and Christmas gifts; and the Dare Count y Boat Builders Foundation tournament, the event raises money to fund local education programs in North Carolina and also generates funding for scholarships.
northern-lights.com
www.klueber.com | wilhelmsen.com October 2018 // Marine Log 39
TECH NEWS
Batteries Destined for Gee’s Bend Ferry Get DNV GL Type Approval Grandview, MO-based Spear Power System has received Type Approval from DNV GL on its Trident SMAR-(XX)N lithium ion battery systems. The system has been selected to power the Gees’ Bend Ferry— the nation’s first all-electric and battery-hybrid ferry. “ O u r Tr i d e n t r a n g e o f products has been gaining popularity in the U.S. for some time,” says Jeff Kostos,
President and CEO of Spear. “We are pleased to have taken this important step.” Spear says its battery systems offer customers 30% more energy per unit weight when compared to competitors, making it ideal to propel passenger vessels farther and provide safe backup power for offshore vessels. The system comes with a versatile cooling unit—available in air or liquid variants—with little impact to the system’s weight or cost, and helps the battery system deliver more power and last longer.
With a background in military energy storage system, Spears says DNV GL’s rigorous demands were easily addressed, and its type approval assures customers that the Trident battery system meets the highest standards for battery construction. The DNV GL type approval covers both air- and liquid-cooled versions of the battery, an industry first. The system is also the first to encompass a wide range of products under the type, configured for physical size, voltage and energy. spearpowersystems.com
Rolls-Royce Unveils New Podded Propulsion System Rolls-Royce took the opportunity at SMM 2018 to debut its latest line of products, including ELegance, a new podded propulsion system designed to meet market demand for smaller, more compact units. “For many years we have recognized the gap in the propulsion market for smaller pods, including ice-class, in the 1.5 MW to 7 MW power range,” said Per Nahnfeldt, General Manager Product – Electric Propulsion, Rolls-Royce. “These new pods—based on our permanent magnet technology—complement our broad product portfolio and
sit well with our range of frequency drives and electrical systems. We can now provide a complete fully electric propulsion package.” The inclusion of permanent magnet (PM) motors in podded propulsion leads to high motor efficiency over all speed ranges and optimizes the trade-off between electric, mechanical and hydrodynamic efficiency. The pods’ twin tail further improves efficiency while significantly reducing cavitation-induced noise and vibration. The pods, which are 1A Super and Polar Code 6 ice class, have been designed with
installation and maintenance simplicit y in mind. “Both pushing and pulling pods have been designed with several layers of redundancy on critical and hard-to-reach components, with service points positioned for easy access,” says Nahnfeldt. Rolls-Royce is currently building a 4.6 MW ELegance pod at its Rauma facility in Finland and is in discussions with ship owners to install the pod in a pilot project. rolls-royce.com
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Furuno USA Inc
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SAFETY FIRST
E
arlier this summer, the U.S. Coast Guard proposed changes to 46 CFR Part 10, 11, and 15. The proposal addresses the long held argument over the necessity for radar refresher courses and the requirement for mariners to renew Radar Endorsement every five years—as is currently the case. As with all arguments there are many factors that come into consideration here, but the most important in my eyes is safety. In the proposed rule, the Coast Guard proposes to revise its regulations so that the mariner who serves in a relevant position on board a radar-equipped vessel for one (1) year in the previous five (5) years is not required to complete a Coast Guardapproved radar refresher or re-certification course per 46 CFR 11.480 to renew their radar observer endorsement. For the purposes of this proposed rule, relevant sea service means having used radar for navigation and collision avoidance purposes on a radar-equipped ship. The proposed requirement is consistent with similar existing sea service requirements, i.e. 46 CFR 10.227(e) (1), Requirements for Renewal of an MMC. Additionally, mariners who provide evidence of being a qualified instructor and having taught a Coast Guard-approved radar endorsement refresher or re-certification course at least twice within the past 5 years would not be required to complete a radar refresher or re-certification course. The 5-year interval is based on both national and STCW endorsement requirements that follow recognized principles and standards of maritime skill acquisition and retention. The provision to allow renewal 44 Marine Log // October 2018
of the endorsement by an instructor of the radar course is the same provision that currently exists under 46 CFR 10.227(e)(1)(v) for MMC renewals. This provision would be applied to the radar observer endorsement. This proposed rule would eliminate the requirement to carry a certificate of training if the radar observer endorsement is on the MMC, and would allow the endorsement and MMC to expire at the same time.
It is critical that mariners maintain and build skill sets that can be used in a variety of situations
The Coast Guard did consider removing the radar refresher or re-certification course requirement altogether. However, the the agency believes that the competencies required by a radar observer would degrade if the mariner does not use them on board or periodically refresh them by teaching or completing a course. The concept that knowledge and skills will degrade with time if not used or refreshed has been applied in other basic maritime training arenas, and is a recognized factor within the education industry. While there
are few specific studies in skill degradation in the maritime industry, this issue has been the subject of discussion for decades in other industries, such as the aviation industry. Also, radar continues to be incorporated into other shipboard systems and continues to change with advancements in technology. Speaking with the average mariner, many argue that spending another day in training, while not working, is a waste of time and money. However, from a course instructor’s perspective, it is easy to see the degradation of knowledge over the 5 years between someone taking their original radar course and when they come back for renewal. In recent years we’ve seen an increase in the number of collisions with naval vessels and commercial vessels. Incidents involving the USS Fitzgerald, USS John McCain, and the USS Lake Champlain highlight a lack of understanding of Rule 5: “ Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.” The use of radar does not relieve the watchstander of these responsibilities. Lack of understanding in the use of the radar is also not an excuse. Other mariners will state that practicing radar plotting on a plotting sheet or a screen is not practical for brown water operations—and that’s a valid point. Perhaps the refresher course can do away with a portion of the plotting and instead include more ARPA use—this would incorporate more relevant technology and common practices, all the while ensuring that mariners have the skills that they need to do the job. With the advent of newer technology and the interdependence on technology it is critical that mariners maintain and build skill sets that can be used in a variety of situations. Just like having the right tool in your tool bag to do the job, honing one’s skills for eventualities is just as important. At sea, one never knows what will come their way next, and the prudent mariner will be prepared for it by practice and training.
Matthew Bonvento A licensed deck officer and Professor of Nautical Science
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Plotting a Clearer Course: Radar Endorsement Renewals
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