Marine Log September 2020

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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

September 2020

FERRY DESIGNERS LOOK TO THE FUTURE

Foil ferry design by Glosten and Bieker Boats features composites hull, hydrofoils, and electric drive option

GREAT LAKES ANNUAL Ports Forge Ahead

CEO SPOTLIGHT New Vard Marine CEO Wade Carson

BACK TO SCHOOL Maritime Education in the time of COVID-19

CONTENTS

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18

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Sustainable Shipping Meets Academia

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GREAT LAKES ANNUAL Ports on Great Lakes Forge Ahead in Uncertain Times While tonnage has decreased at most ports across the country, Great Lakes ports in both the U.S. and Canada see improvements

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FERRY DESIGN Passenger Ferry Designers Look Ahead Designers are looking ahead to a brighter future with a slew of interesting new and greener designs

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MARITIME EDUCATION Maritime Education Must Go On Despite COVID-19 Whether through virtual learning or increased safety restrictions, maritime schools are doing their best to educate mariners this fall

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CEO SPOTLIGHT New CEO of Vard Marine Inc., Wade Carson Carson discusses his future plans for Vard Marine and touches on some exciting new projects the company has underway

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AUTOMATED SYSTEMS Automation and Long-Term Vessel Optimization Strategies While today’s ships may have multiple automated systems, each usually comes with its own automation system built in, with little thought given to integration

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Q&A: SCRUBBER TECHNOLOGY A Q&A with CR Ocean Engineering: Scrubber Technology CR Ocean Engineering’s President and COO Nick Confuorto talks scrubber technology

4 INLAND WATERWAYS Ports of Indiana Handles Cargoes for Michigan Project 6 INDUSTRY INSIGHTS 8 WELLNESS Fatigue: A Silent Actor 9 VESSEL OF THE MONTH L&L Marine Transportation’s Amelia Ray 12 UPDATES • Expanding into Steel, Austal USA Buys More Land, Dry Dock • Innovative 98-Foot Jones Act CTV Awarded ABS AiP • Island Offshore Converts Three PSVs to Battery-Hybrid 16 INSIDE WASHINGTON FMC Starts Cruise Line Rulemaking Process 33 NEWSMAKERS Mike Ellis Named ACBL CEO 34 TECH NEWS Accelerated Trends Driving a More Digitalized Maritime Business 40 SAFETY Handling Suspected COVID-19 Cases on a Vessel Cover Photo Credit: Glosten

September 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG SEPTEMBER 2020 VOL. 125, NO. 9 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com

Photo credit: Shutterstock.com/ Billion Photos

Sustainable Shipping Meets Academia

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efore the pandemic pushed everything else out of the headlines, the major international marine industry concerns centered on fuels. At the beginning of the year, the big questions were all related to compliance with IMO 2020 and reduction of sulfur emissions.

Now that shipping has learned to live with IMO 2020, the big fuel-related issue is shipping decarbonization and attaining IMO ambitions of cutting the sector’s total GHG emissions by at least 50% before 2050 as a halfway step to achieving zero-emissions.

That has led to increasing interest in carbon free fuels such as ammonia—and particularly green ammonia produced from CO2-free hydrogen, which itself can be produced by using renewable energy.

This brings us to the topic of sustainable fuels. Obviously, sustainable fuels, produced from renewable resources, are a good thing.

And they can come from many sources. Norwegian cruise line Hurtigruten, for example, has started to operate some ships partly fueled by liquefied biogas, which is a renewable gas produced from dead fish and other organic waste. What’s not clear is to what extent use of sustainable fuels cuts carbon emissions—and what, in fact, qualifies as a sustainable fuel.

We may soon get some answers.

At the beginning of this month, the Sustainable Shipping Initiative (SSI) announced its partnership with the Copenhagen Business School Maritime (CBS) under the Green

Shipping Project.

While there is well-developed technical literature on ship design and the economics of efficient operation, the Centre for Transportation Studies at the University of British Columbia says that sea transport is relatively under investigated in the business management, political economy and global governance literatures. There is consequently a major gap when it comes to understanding the implications of the accelerating “green shipping” trend, which calls for greater environmental accountability and reduction of the air, land and water impacts of the sector along the maritime supply chain.

Bringing clarity to the sustainability issues surrounding the alternative fuels under consideration for shipping’s decarbonization, the collaboration focuses on defining criteria to establish these fuels’ sustainability credentials and to facilitate their certification.

SSI and CBS Maritime’s partnership will see the development of a set of sustainability criteria for marine fuels, applying these criteria to assess the alternative fuels currently being explored for zero-emission shipping.

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER US EAST/WEST COAST & INTERNATIONAL David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation

HEATHER ERVIN Editor-in-Chief hervin@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 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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2 Marine Log // September 2020

EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

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

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INLAND WATERWAYS Ports of Indiana Handles Project Cargoes for Power Plant Project

Coast Guard, Salvage Crews R e c ov e r B o d i e s F o l l o w i n g Dredge Explosion

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he Port of Indiana-Burns Harbor is handling the primary shipments for a $1 billion natural gas fired power plant project at the Indeck Niles Energy Center in Michigan. More than 600 pieces of cargo, some weighing up to 300 tons and 100-feet long, are being shipped through the northern Indiana port destined for Niles, Mich.

In total, there will be six vessels arriving with the cargoes from June through August, the first of which was the BBC Florida on June 29.

The largest piece being shipped to the deep-water port weighs just over 306 tons and measures 100 feet long, 12 feet high and 15 feet wide. It is a steam recovery system, also known as a Heat Recovery Steam Generator.

“We have seen an uptick in large project cargo shipments this year for power plants and wind energy components, but the size and scope of this project make it one of the largest shipments in our port’s 50-year history,” said Port of Indiana-Burns Harbor Port Director Ian Hirt.

The Lake Michigan port is a leading midwestern hub for shipping heavy lift and project cargo because of its ocean access, proximity to the U.S. heartland, and its capability of

handling large-dimensioned cargo. Additionally, the Great Lakes allow over-sized cargoes to be transported into the Midwest by ocean vessel, eliminating the need for driving trucks hundreds of miles from a coastal port.

The shipments will traverse halfway around the world before entering the St. Lawrence Seaway that connects the Atlantic Ocean to the Great Lakes. The cargoes are arriving on the vessels BBC Florida, Timgad, Freida, Calypso, BBC Mont Blanc, and BBC Greenland.

Federal Marine Terminals , the port’s general cargo stevedore, will unload the large project cargoes and transload them to the port’s storage yard on an 84-axle truck, before being trucked to the final destination at the natural-gas power plant site in Niles.

The Indeck Niles Energy Center will be a next generation, state-of-the-art energy center fueled by clean natural gas. The facility will use combined-cycle technology to generate electricity. In a combined-cycle process, energy is produced through a gas turbine and the excess heat is recovered and converted to steam to produce additional electricity.

The expected commercial operation date is March 2022.

Eastern Shipbuilding Cuts Steel for Weeks Marine Dredge

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a s te r n S h i p b u i l d i n g Gro u p In c . reports that on August 19, it commenced steel cutting for R.B. Weeks, ESG Hull 258, a new trailing suction hopper dredge for Weeks Marine, Inc. following the contract signing four months earlier. The new vessel will be constructed at Eastern’s Allanton Shipyard, Panama City, Fla. The 356- by 79-foot, 6-inch by 27-foot, 3-inch dredge was designed by Royal IHC. Its main engines are two GE 16V250 MDC IMO III/EPA Tier 4, and its main 4 Marine Log // September 2020

propulsion is supplied by Wärtsilä.

The 26-person dredge will have 8,550 cubic yards of hopper capacity.

This is Eastern’s second trailing suction hopper dredge project for Weeks Marine and follows the December 2017 delivery of the Magdalen, ESG Hull 256.

The R.B. Weeks is named in honor of Richard B. Weeks, a co-founder of Weeks Marine and married to Magdalen Weeks, the namesake of the sister vessel Magdalen (ESG 256), also built by Eastern and delivered in December 2017.

A Coast Guard pollution responder observes the Port of Corpus Christi Ship Channel for possible pollution August 23 after the dredge Waymon L. Boyd sank in Corpus Chrisiti, Texas.

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Photo Credit: (Top Left) Ports of Indiana; (Bottom Right) Courtesy of the U.S. Coast Guard

In total, there were six vessels arriving with the cargoes from June through August, the first of which was the BBC Florida on June 29.

oast Guard and salvage crews recovered the bodies of two remaining crewmembers August 24 after recovering a portion of the dredging vessel Waymon L. Boyd, which had broken up and sunk in the Corpus Christi, Texas, ship channel following an explosion and fire that broke out August 21 when the dredge hit a submerged pipeline.

In all, four crewmembers were killed.

“We can confirm that all four missing crewmen have been recovered,” said Mark Stauffer, CEO of the dredge operator Orion Marine Group. “We are grateful to the U.S. Coast Guard, the Port of Corpus Christi Authority, and the rest of the associated agencies for their tireless efforts in assisting in the search and recovery efforts. We are devastated by the loss of four of our colleagues, each of whom has been a valuable part of the Orion team for many years. Our heartfelt prayers and sympathy are extended to their families and friends, and we ask that everyone please respect their privacy as we all work to recover from this terrible incident.”

The portion of the dredging vessel was located in the middle of the channel during diving operations on August 23.

Pollution response and salvage operations of the dredging vessel were ongoing at the time of writing.

The captain of the port has modified the safety zone in the Corpus Christi Ship Channel to allow vessel traffic throughout the Inner Harbor with restrictions.

Approximately 1,600 gallons of diesel fuel has been removed from the water.

The cause of the incident was still under investigation at the time of this writing.

INDUSTRY INSIGHTS

Economic Impact of Great Lakes-St. Lawrence Seaway WELCOME TO INDUSTRY INSIGHTS, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we examine the Great Lakes-St. Lawrence Seaway and its impact as a North American economic powerhouse.

With everyday life’s heavy reliance on the shipping industry, the Great L akes-St. L awrence region is set to remain a vital lifeblood of trade

IRON ORE

Uses: Domestic steel production; export

FERTILIZERS

Uses: Domestic agricultural production; export

and economic growth for decades to come.

According to the Chamber of Marine Commerce, port activity in the region make up 328,500 jobs, with 181,000 jobs being in Canda and 147,500 jobs on the U.S. side of the waterway.

Marine cargo and vessel activity on the waterway generated a total of US$45.6 billion (CAD$59.2 billion)

ALUMINUM / FINISHED STEEL

Uses: Automobiles, planes, construction, household items

SUGAR

Uses: Sold on supermarket shelves and for other food manufacturing

LIMESTONE AND CEMENT

Uses: Construction of buildings, roads, bridges

SALT

(ROAD SALT)

Uses: Keeps icy roads safe during winter months

Every year, ships deliver more than 230 million metric tons of cargo, worth more than US$77.4 billion (CAD$100 billion) on the Great Lakes-St. Lawrence waterway. Shown below are only some of the goods and materials moving through this waterway.

GRAIN

CONTAINERS

(WHEAT, BARLEY, SOYBEANS, CORN, CANOLA)

Uses: Consumer goods and other manufactured products

PETROLEUM PRODUCTS

OVERSIZED CARGO

Uses: Domestic food production; export

Uses: Supply gas stations and provide heating for homes throughout the region

Source: Chamber of Marine Commerce 6 Marine Log // September 2020

in economic activity in the U.S. and Canada. Over 30% of U.S.-Canada economic activity takes place in this one region.

Uses: Wind turbines, factory equipment, machinery

WELLNESS COLUMN

Fatigue: A Silent Actor bacteria may operate at a reduced rate due to these out-of-sync timekeepers. The net effect is an increase in how hard the body works to maintain functionality. This may be unavoidable working nights, or crossing time zones, but maintaining as many biological patterns as possible can help resynchronize clocks when they fall out of sequence.

Dehydration

Sleep disruptions Sleep disruptions affect physiological and cognitive functioning. Sleep disruptions can come from many factors and should be evaluated individually. Uncomfortable room temperature (70 degrees is optimum for sleep), vibration in a bunk, alarms 8 Marine Log // September 2020

going off, wobbly mattress springs, pain, etc., can all cause disruption. Take stock of each factor and eliminate what you can to decrease the overall compounding impact of disruption-on-top-of-disruption.

Long Duration Tasks Longer tasks require a gradual increase in the amount of effort required to maintain performance. This is especially true if tasks are repetitive and mind numbing. Include further safety reminders and barriers of protection as hours wear on. For example, a job safety analysis for longer tasks can increase engagement and provide new measures as hours wear on—watch alarms, small movement patterns, a friendly check-in, a low sugar snack or a cup of coffee (as long as you are not close too bedtime) can help combat fatigue on the job.

Prolonged Wakefulness Individuals awake for more than 17 hours are at an increased risk of mental and physical deficiencies, including problems with memory, mood, and increased physical pain. Napping for short periods and sleeping for at least seven hours or more help decrease risk. Research also shows sleep has “surplus” and “debt” associated with it. More than seven hours can give you additional surplus to make up for a night of less sleep. Evening hours out over a few days or a week can be helpful to maintain performance when wakefulness is prolonged.

Changing Sleep/Wake Patterns Changing your sleep/wake patterns (shift work, time changes, a bad night’s sleep, etc.) can cause internal biological clocks to become desynchronized. Organs and even your gut

Vibration Whole-body vibration can cause decreased performance, stomach problems, headache, loss of balance and “shakiness.” Studies have found that occupational exposure to wholebody vibration combined with fatigue risk factors may contribute to disorders of the circulatory system, bowels, respiratory system, muscular and back disorders. Reducing the risk factors above in combination with vibration can be helpful toward ensuring vibration does not compound fatigue factors and make them worse.

Sleep disorders can also be a major cause of fatigue and must be addressed for optimal functioning. Sleep disorders usually have to be declared on a Coast Guard medical evaluation and require a waiver for licensure. T hese waivers are issued when Coast Guard medical evaluators have evidence that the condition is under control and under the care of a medical professional.

When it comes to fatigue, addressing the risk factors can decrease how tired one feels. Until we move toward a system that can evaluate these factors consistently and in relationship to daily incidents from allisions to muscle strains, fatigue will remain a silent actor.

EMILY REIBLEIN

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

Photo Credit: Shutterstock.com/ By Anatta_Tan

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atigue is a frustrating reason for many accidents in a variety of industries.

While nearly 20% of all transportation accidents tracked by the National Transportation Safety Board since 1972 have a fatigue component, less than 4% were marinerelated accidents.

Seeing these statistics may cause one to wonder why we keep talking about fatigue as if it is a major cause of vessel and terminal accidents and injuries. We talk about it because our operational experience tells us that while it is a contributing factor to many accidents, proving it as a root cause is another matter entirely.

Fatigue is the term we use for a culmination of many factors that decrease overall human performance. Most of them are silent in their action, making it hard to evaluate fatigue as a single root cause.

A mariner’s bad night’s sleep compounded by engine room vibration and dehydration adds up to physical and mental deterioration that allow mistakes to be made. This is why fatigue as a component of an injury, such as muscle strain, goes virtually unrecognized. The good news is that there is a way to recognize and combat fatigue. We can combat individual risk factors (much like treating heart disease or diabetes). A few of the main risk factors for fatigue, and ones we can be traced in accident investigations include:

Dehydration is a reduced volume of water in the body resulting in impairment. A 3% loss in water weight can cause our physical ability level to drop about 10%. Even mild dehydration (-1.36%) has been found to cause increased perception of task difficulty, and decreased concentration levels. Stay hydrated throughout your work period with small amounts of water at a time. Guzzling water down all at once is not a good method to maintain hydration.

VESSEL OF THE MONTH

The twin-screw towboat is purposebuilt for the transportation of petrochemicals and is currently running along the Mississippi River.

Amelia Ray

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ecently delivered to L&L Marine Transportation, Harvey, La., by Rodriguez Shipbuilding Inc., Bayou La Batre, Ala., the 65-foot 1,600 hp. towboat Amelia Ray is named after the owner’s four-year-old granddaughter, but went straight work to without the usual fully-fledged christening because of coronavirus restrictions.

Designed by Entech Designs, Kenner, La., the twin-screw towboat is purpose-built for the transportation of petrochemicals and is currently running petrochemical products along the Mississippi River between Houston, Texas, and Baton Rouge, La. The Subchapter M compliant vessel is powered by a pair of Mitsubishi S6R2 diesel engines driving Kahlenberg screws through Twin Disc MGX5321 reduction gears. Two 60kW Cummins generators provide power to, among other consumers, a Hydra Force electric-over-hydraulic steering system.

The Ameila Ray is the first vessel in the L&L Marine fleet to be specified with a Thordon propulsion package at the vessel design stage.

T h e d e c i s i o n t o s e l e c t T h o r d o n’s

RiverTough tailshaft bearings, shaft liners, TG100 seals, ThorPlas-Blue rudder bearings, ThorPlas-Blue Self Aligning Bearings (SAB), and SXL thrust washers for the newbuild follows the success of earlier retrofits across the owner’s fleet.

L&L Marine owner Lee LeBoeuf says that all his company’s five vessels now operate with only Thordon bearings due to the “significant operational savings” experienced with the earlier installations.

“We initially replaced all our rubber tailshaft bearings with Thordon’s RiverTough bearings and shaft liners and found we were able to extend drydocking intervals from three to eight years,” he says. “We then started retrofitting ThorPlas-Blue bearings in the rudder stocks and installing TG100 seals, which reduced operational costs even further as there is less vessel down time and maintenance. This means we are more attractive to our customers, more dependable, and more reliable. We can better plan drydock schedules in line with the operational needs of our customers.”

“L&L Marine, a longtime customer for Thordon Bearings, has a small fleet of workboats, which means that the financial risks are

higher if a vessel has to come out of service for repair work,” says Thordon Sales Manager Jim Bright. “Lee tells me that the switch to Thordon’s bearings and seals has not only mitigated these risks but helped facilitate improvements to the bottom line.”

“The tiller arms of the steering system on this new vessel were also fitted with Thordon’s SAB on both the live end of the steering cylinder and the jockey bar,” adds Bright. “The SAB, made from ThorPlas-Blue polymer material, is not only self-aligning, but it also provides grease-free operation. This allows the tillers to operate with independent suspension. As the rudder works there is no binding of the jockey bar which would typically result in increased stress and wear on the bushings, resulting in reduced maintenance and associated costs.”

LeBoeuf says that, while the capital expenditure is more than for a conventional tailshaft/ propulsion bearing system, the Thordon application aboard Amelia Ray is expected to result in annual operational savings of $15,000.

L&L Marine has an option to build an additional vessel at Rodriquez Shipbuilding, but “we will wait to see how COVID-19 plays out before making the decision,” says LeBoeuf.

September 2020 // Marine Log 9

Photo Credit: L&L Marine Transportation

NEW 1,600-HP. TOWBOAT GOES TO WORK FOR L&L MARINE TRANSPORTATION

UPDATE The property and facilities on the Mobile River include a dry dock capable of launching not only Austal’s current range of vessels but heavier steel ships in the future.

EXPANDING INTO STEEL, AUSTAL USA BUYS MORE LAND, DRY DOCK FOLLOWING AN EARLIER announcement

that its Mobile, Ala., facilities will be expanded to build steel ships, Austal Limited reports the execution of a conditional agreement to purchase additional waterside land and facilities.

The property and facilities on the Mobile River include a dry dock capable of launching not only Austal’s current range of vessels but heavier steel ships in the future.

The agreement reached is with Modern American Recycling and Repair Services of Alabama (MARRS) and covers over 15

acres of waterfront land, buildings, and assets including an existing dry dock on the MARRS’s Mobile riverfront property.

MARRS acquired the property of the former World Marine LLC on January 22, 2019, including its Panamax-size floating dry dock.

Austal says that, subject to satisfaction of the relevant conditions to purchase, the acquisition would be a useful expansion of its capacity in the Mobile area. The acquisition would support Austal USA’s new construction and service strategy by

securing launch and deep-water berthing capability in support of future new construction efforts including steel ships, while also giving Austal USA increased service and repair capacity in Mobile.

The acquisition is subject to a number of conditions that are required to be satisfied before completion, which is targeted to occur in the next few weeks. The specific conditions cannot be disclosed, however, they are not unusual in transactions of this nature. The acquisition price is under US$10 million and will be funded from cash holdings.

ABS HAS ISSUED AN APPROVAL IN PRINCIPLE (AIP) for an innovative 98-foot (30-

meter) offshore wind crew transfer vessel (CTV) design developed by Portsmouth, U.K.-based naval architect firm BAR Technologies and Southampton, U.K.-based Chartwell Marine.

The AiP for the BAR CTV follows on from one awarded earlier this year for the Chartwell 78.7-foot (24-meter) CTV. The AiP follows on one issued earlier this year for the Chartwell CTV, two of which are on order at Blount Boats shipyard for Atlantic Wind Transfers, and is seen as a further stepping-stone towards development of an advanced, class-certified, Jones Act-compliant fleet of offshore wind support vessels for the U.S. Vessels servicing the expanding East Coast offshore wind development areas will increasingly need to travel further for longer, while navigating deeper waters and greater wave heights. This must be achieved without 10 Marine Log // September 2020

compromising on efficiency or environmental standards, in accordance with U.S. regulations on emissions and Right Whale avoidance.

In response to this challenge, BAR, with the support of Chartwell, has developed the 98-foot CTV that makes use of a foil-optimized stability system (FOSS) to enhance seakeeping and maneuverability, while reducing vertical acceleration by up to 70% in 8.2-foot wave heights.

In addition to delivering greater levels of availability in rough seas, the BAR CTV also demonstrates up to 50% fuel efficiency savings at 15 knots, keeping emissions in line with EPA Tier 4 guidelines.

This initial vessel will be closely followed by a 164-foot (50-meter) variant capable of 45 knots top speed and 30 knots in a nearly 10-foot (3-meter) high sea without exceeding vertical acceleration limits. This 40-passenger boat, with a similar hull form and FOSS technology, is aimed at the replacement of helicopter transfer

for workers in the Gulf of Mexico.

John Cooper, CEO, BAR Technologies, said: “Approval in Principle for the BAR 30-meter CTV is an important development that broadens the opportunities for cross-market collaboration. As we work towards the decarbonization of the workboat sector, this latest innovation represents new gains in efficiency which have been achieved by placing the operational profile at the forefront of vessel design.

Photo credit: (Top) Austal USA; (Bottom) BAR Technologies

Innovative 98-Foot Jones Act CTV Awarded ABS AiP

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UPDATE

Island Offshore Converts Three PSVs to Battery-Hybrid Operation

Island Offshore, Ulsteinvik, Norway, has awarded Kongsberg Maritime a contract to supply turnkey hybrid battery solutions for three of its UT 776 CD-design Platform Supply Vessels, Island Crusader, Island Contender and Island Commander.

Two of the vessels, Island Crusader and Island Contender, are powered by a combination of Bergen LNG engines and Bergen Diesel engines, while the Island Commander is powered by four diesels. Island Crusader has been sailing on battery power since early summer.

“Two of the vessels are already running on natural gas (LNG) or optionally MGO (Marine Gas Oil), and will now additionally have batteries and shore connection installed. This will contribute significantly to reducing emissions,”

says Tommy Walaunet, managing director of Island Offshore Management AS. Kongsberg Maritime says the solution chosen by Island Offshore operates via a single feed from the ESS (Energy Storage System) to the main switchboard—with manual changeover enabling operators to balance out running hours on generators—and a 600 kW dual shore connection.

Kongsberg’s scope of supply will also involve modifications to each vessel’s main switchboard and K-Power EMS energy management system, as well as an upgrade of the ships’ Acon automation and alarm systems.

A battery pack can be used to provide spare capacity and extra safety when the vessel is alongside a rig, thus saving both fuel and generator running hours, notes Island Offshore.

Armstrong Marine Launches 28-Passenger Naiad RHIB ARMSTRONG MARINE USA INC., Port

Angeles, Wash., launched the 37- by 13.8foot (11.3- by 4.2-meter) Naiad RHIB, Bay Voyager II, in late July. Successful builder’s sea trials in Port Angeles indicate a cruise speed of 25 knots.

Armstrong Marine says the RHIB is now for sale, presenting an opportunity to acquire a new Naiad passenger vessel without the usual build wait time.

The 28-passenger (plus two crew) USCG Subchapter T vessel features Naiad’s heavyduty fendering system and a full width aft canopy. The semi-open cabin and thoughtful design provide passengers with unobstructed views throughout the vessel, making it well suited for tour operations in a variety of settings.

Twin Yamaha 300 hp. outboards and a 12 Marine Log // September 2020

265-gallon fuel capacity give the vessel an extensive range.

Electronics include a Raymarine navigation package, Fusion stereo, and wireless PA system. For passenger comfort and convenience, a head compartment is incorporated beneath the console.

“It was a pleasure partnering with Naiad’s engineering team again—their deep V hulls with progressive deadrise deliver exceptional performance, allowing operators to maintain higher speeds in comfort through rough conditions,” said Trevor O’Brien, Armstrong Marine’s engineering manager.

Photo Credit: (Top) Island Offshore/Ole Ivar Guleng; (Bottom) Maddie Hunt Photography

OFFSHORE SERVICES VESSEL operator

In addition the battery will deliver quick and effective power during transit, reducing the need to start up an extra generator for peak loads. As the gas engines perform best when running on constant load, their use combination with batteries is ideal.

“The generators does most of the work while the battery absorbs the variations up and down, resulting in smooth sailing without the great need of extra engine power to handle head seas,” says Walaunet.

All three vessels have been chartered by Lundin Energy Norway on long-term contracts.

The vessels are being equipped with a Kongsberg Maritime 26-foot (8-meter) ESS 896 kWh deckhouse to enclose the batteries. It is placed on a mezzanine deck aft of the wheelhouse, to avoid losing deck space when working as supply vessels.

“All three vessels have been chartered on long term contracts by Lundin previously, thus Lundin knows our vessels well,” says Walaumet. “By further developing these vessels together with us, they show that they take their environmental responsibility seriously and wish to reduce their environmental footprint. This is also an important priority for us as shipowners.”

Island Crusader entered into service on July 4, chartered to support the rig West Bollsta, while Island Contender will support Rowan Viking commencing in the spring of 2021.

Island Commander is already on contract for Lundin, and will keep continue supporting the activity on Edvard Grieg, as she does today, with a new three-year charter commencing in November.

UPDATE

Mitsubishi Introduces Mechanically-Controlled Tier 4 Engine

Mechanically-controlled S12R uses SCR to achieve Tier 4 NOx reduction standards

Photo Credits: Mitsubishi Turbocharger and Engine America

M I T SU B I S H I T U R B O C H A R G E R and Engine America has announced the introduction of Mitsubishi’s new, mechanically controlled, EPA Tier 4, 1,260-hp. heavy-duty marine propulsion engine.

The Tier 4, Mitsubishi S12R Tier 4 is a 49-liter, V-12 marine propulsion engine operating at 1,600 rpm. While the engine offers simple mechanical controls and big displacement, it meets the Tier 4 NOx 4 emission requirements by using SCR technology.

The S12R-Y4 engine has met Tier 4

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Mitsubishi S12R Tier 4 engine installed certification requirements and is available for order now.

According to Mitsubishi Marine Engine Manager Takeshi Yoshida, although most of the industry moved to complex electronic engines in 2007, Mitsubishi chose another approach: a series of mechanical engines that met the Tier 2 EPA emission regulations.

“It was remarkable that Mitsubishi met Tier 2 with a simple mechanical engine,” said Yoshida. “But when the company was able to introduce a series of Tier 3 EPA certified

engines, also without the introduction of electronic controls, we all said, ‘Well, Mitsubishi has done it again.’”

Yoshida added that the new Mitsubishi S12R-Y4MPTAW-3 EPA certified Tier 4 engine will also have simple mechanical controls.

For more information about the new Tier 4 engine, contact Rodrigo Teixeira, Marine Director at Mitsubishi Turbocharger Engine America; Laborde Products for Inland River, Gulf of Mexico or East Coast Applications; or Cascade Engine Center for West Coast Applications.

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September 2020 // Marine Log 13

UPDATE

Japanese Project Plans to Pilot On-Board Carbon Capture Small-scale carbon capture plant visualization

THE IDEA OF USING ON-BOARD CARBON capture to reduce CO2 emissions from

ships is starting to move beyond the realms of theoretical speculation. A project backed by the Maritime Bureau of Japan’s Ministry of Land, Infrastructure, Transport and Tourism will see Kawasaki Kisen Kaisha Ltd. (K Line) install a small-scale, marine-use CO2 capture plant on board an operating vessel, in collaboration with project partners Mitsubishi Shipbuilding and ClassNK. The demonstration involves converting the

design of an existing CO2 capture system for onshore power plants to the marine environment, and installing on board an actual ship in service.

Called “Carbon Capture on the Ocean” (CC-Ocean), the project is planned to last for two years.

In a first step, with verification from ClassNK, a hazard identification (HazID) study will be launched for the design of the demonstration plant and its onboard installation.

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demonstration plant and a safety assessment of the system will be conducted by Mitsubishi Shipbuilding, which aims to manufacture the plant in mid-2021.

Following operational tests at the factory, it will be installed on board a Tohoku Electric Power coal carrier operated by K Line. The latest Tohoku coal carrier delivered to K-Line is the Corona series, 771 feet long (235 meter) by 141 feet wide (43 meter) Tohoku Maru, which has a full draft of 42 feet (12.9 meters) and a tonnage of 91,818 dwt. The wide beam and shallow draft of the Corona series ships make them well suited to discharge cargo at Japan’s thermal coal power plants, so it is likely that a ship in this series will be chosen for installation of the carbon capture demonstration plant.

Through operational and performance experience in a real life marine environment, Mitsubishi Shipbuilding will determine the system specifications required for a marine-based device and will also consider how to make the plant more compact.

The captured CO2 is expected to be recycled as a new CO2 source for Enhanced Oil Recovery (EOR) processes or as a raw material in synthetic fuel produced through methanation.

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UPDATE

Shipbuilders Council of America Names Safety Award Winners E AC H Y E A R , T H E S H I P B U I L D E R S CO U N C I L O F A M E R I C A ( SC A ) , the

national association representing the U.S. shipyard industry, honors shipbuilding and repair organizations with the “Excellence in Safety” award and “Improvement in Safet y” award for enhancement of operations and promotion of safety and accident prevention.

The SCA last month announced the 2020 recipients in each category. It notes that over the past several years, the industry has seen the total recordable incident rate steadily decline, with the most significant decline seen in 2019.

Safety professionals in the industry are continuing to implement new safety policies.

The culture of safety and putting employees at the forefront of their focus has meant shipyards have been able to adapt to the challenges posed by COVID-19 so far in 2020, while protecting all involved and keeping regular operations up to speed.

“American shipyards are dedicated to not only achieving the highest safety standards of any heavy manufacturing industry but are also leading in advancing safety practices,” said SCA President Matthew Paxton.

SCA member companies are eligible for a safety award if they submit the SCA Injury & Illness survey for all four quarters, have zero fatalities throughout the year, and either have a total recordable incident rate (TRIR) below the SCA average, or if they reduce their year-on-year TRIR by 10% or more.

Shipyards receiving both the “Excellence in Safety” and “Improvement in Safety” awards: • BAE Systems Jacksonville Ship Repair (Jacksonville, Fla.) • Boston Ship Repair, a division of Northeast Ship Repair (Boston, Mass.)

• Fincantieri Marinette Marine (Marinette, Wisc.)

• Southwest Shipyard LP (Channelview, Texas) • Técnico Corporation (Hampton Roads, Va.) • BAE Systems San Diego Ship Repair (San Diego, Calif.)

Receiving the “Improvement in Safety” award: • MHI Ship Repair & Services (Hampton Roads, Va.) • BAE Hawaii (Pearl Harbor, Hawaii) • Philadelphia Ship Repair, a division of Northeast Ship Repair (Philadelphia, Pa.)

• Conrad Industries (Morgan City, La.) SCA is the national trade association representing the U.S. shipyard industry.

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September 2020 // Marine Log 15

INSIDE WASHINGTON

FMC Starts Cruise Line Rulemaking Process

T

he Federal Maritime Commission (FMC) has initiated a process that may ultimately lead to amending its regulations concerning “non-performance” by a passenger vessel operator, including cruise lines, and under what circumstances passengers must be provided a refund for a canceled or delayed voyage.

On August 10, the FMC voted to accept the recommendations made

by Commissioner Louis E. Sola in the “Fact Finding 30 Interim Report” issued in July, which examined the effects of COVID-19 on the cruise industry. In the same action, the FMC directed staff to draft a notice initiating a rulemaking to implement the regulatory changes proposed by Sola.

Through the rulemaking process, the FMC will solicit public comment, gather additional information, and develop proposed regulations to reflect these changes. Based on the

public comments, the commission will then consider whether to issue a final rule implementing these changes.

Changes proposed by Sola are: • When a sailing is canceled or a passenger boarding is delayed by at least 24 hours due to any reason other than a governmental order or declaration, full refunds must be paid within 60 days following a passenger refund request.

• When a sailing is canceled or consumer boarding is delayed due to a governmental order or declaration, full refunds must be paid within 180 days following a passenger refund request. This includes all consumers who, at their own discretion, canceled their booking within 60 days prior to said governmental action and commensurate canceled or delayed sailing.

• If, following a declaration of a public health emergency, any consumer

cancels a cruise booking of a sailing that may be affected by such emergency after the passenger vessel operator’s refund deadline, but the sailing is not canceled, the operator will provide a credit for a future cruise equal to the consumer’s amount of deposit. In all other cases in which a consumer cancels and embarkation and sailing occur within the prescribed timeline, the cruise line’s rules for cancellation will apply.

• An operator may set a reasonable deadline for a consumer entitled to a refund to request the refund, which shall not be less than 6 months after the scheduled voyage.

• Refunds should include all fees paid to the operator by consumer to include all ancillary fees remitted to the carrier by the consumer.

• Refunds to be given in same fashion as monies were originally remitted to the carrier.

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GREAT LAKES

PORTS ON GREAT LAKES

FORGE AHEAD IN UNCERTAIN TIMES

A

n essential service, marine shipping, from carriers to ports to suppliers, has continued to operate with little interruption during the uncertainty of the COVID-19 pandemic.

Serving as a barometer for the rest of the economy, U.S. and Canadian ports along the Great Lakes-St. Lawrence Seaway have reported overall tonnage decreases of between 10-30%, depending on their cargo mix.

According to Bruce Burrows, president and CEO of the Chamber of Marine Commerce, a bi-national association representing more than 130 marine industry stakeholders headquartered in Ottawa, Ontario, Canada, some ship operators have also temporarily laid up vessels due to the decline in demand.

“The cargo segments that were hardest hit were coal, iron ore, steel imports, construction materials, and petroleum products, such as jet fuel and gasoline,” says Burrows. “That was a reflection of pandemic-related mining,

18 Marine Log // September 2020

manufacturing, construction site shutdowns, and the huge drop in consumer travel.”

On the flip side, says Burrows, there has been a surge of Canadian and American wheat being shipped out of the ports of Thunder Bay and Duluth-Superior to meet domestic and world production of food staples, including pasta and bread that’s been continuing. Grain exports through the Canadian Port of Thunder Bay is up 27% this year.

“The opening of marine shipping at the Port of Thunder Bay in March helped alleviate the largest winter carryover of grain in Canada since 2014,” according to Tim Heney, CEO of the Port of Thunder Bay. “The 2019 crop was the second largest on record on the Canadian prairies.”

Heney says that increased demand for the grain in Europe and the Middle East is benefitting the port, which is the western Canadian gateway to eastern markets via the Great LakesSt. Lawrence Seaway system. “Many countries have increased imports of staple commodities

for food security during the COVID-19 pandemic,” he adds. “Global grain supply has also been impacted by drought in Australia and export restrictions in Russia.”

“It’s great to see the continued strong numbers for Canadian grain shipments, which has helped offset significant declines in key cargo sectors,” said Terence Bowles, president and CEO of The St. Lawrence Seaway Management Corporation. “The seaway has been a vital export corridor for Canadian farmers to reach world markets during the pandemic. We’re hopeful that grain numbers will remain strong with the new crop harvests in the autumn.”

Road salt shipments to replenish municipal reserves after the winter have also continued as normal and the system has had robust shipments of general cargo, such as wind turbines.

Burrows notes that at the end of July, year-to-date cargo shipments through the St. Lawrence Seaway were down 8%. Since both Canada and the U.S. started reopening, regional ports have reported improvements in

Photo Credit: Michael Hull

By Heather Ervin, Editor in Chief

GREAT LAKES

CSL Frontenac loading grain at the Port of Thunder Bay.

politicians, officials, and stakeholders to help inform and contribute to policymaking for the country’s economic recovery.

“At the same time, our Washington representatives have been meeting with Great Lakes members of U.S. Congress to advocate for the need for COVID-19 relief funding and infrastructure investment as a means of economic stimulus for the region,” adds Burrows.

“Our efforts in both countries are aimed at improving the safety and efficiency of marine transportation and at the same time, creating jobs, boosting trade potential, and protecting the environment.”

Port Calls at the Great Lakes In an economic study based on data from 2017, more than 230.9 million metric tons of cargo was moved on the Great Lakes-St. Lawrence Seaway. Both domestic and international cargo moving on the waterway was included in the analysis, including the Great Lakes, St. Lawrence Seaway, and the lower St. Lawrence River cargo.

Of that cargo, Canadian-flagged vessels carried 27%, while 36% of the cargo was carried on U.S.-flag ships. International-flagged vessels carried 37%.

Photo Credit: Duluth Seaway Port Authority

Ballast Water Regulations

July in areas such as construction aggregates, petroleum, and iron ore, but Burrows says they still have a long way to go.

Meantime, Port Windsor in Ontario continues to enjoy a summer of recovery from the late seaway opening and the COVID-19 pandemic. “We continue to see grain shipments (up 18.9%) leading the way with aggregates, salt, and petroleum volumes nearing 2019 levels,” says Steve Salmons, president and CEO of Port Windsor. “We also continue to see steel shipments down significantly (off 68%) due primarily to the effects of trade and the pandemic.”

Tonnage at Port Windsor was up 7.7% in July over July 2019, while year-to-date overall tonnage remains down 4.6% year-to-date.

Per usual, ballast water regulations remain a hot topic all over the industry. However, the U.S. and Canadian governments are on separate regulatory tracks when it comes to the Great Lakes.

“The Great Lakes-St. Lawrence region is a bi-national ecosystem and marketplace and a common, practical approach is needed to both adequately protect the environment and ensure a level-playing field for both countries’ fleets,” says Burrows. “The Chamber of Marine Commerce has made detailed submissions to Transport Canada; has had discussions

with the U.S. Coast Guard; and provided a submission to the U.S. Federal Maritime Commission’s investigation into the issue.”

Burrows adds that the chamber has been pointing out the numerous differences between the proposed rules of both countries and the very serious issue that domestic fleet owners have still not found any ballast water management systems that can meet the demands of domestic trading patterns, reliably operate in the region’s unique environment, and are economically feasible. “That is why the U.S. government currently exempts their own domestic fleet from having to install ballast water management systems in the Great Lakes,” he says.

According to the chamber, a bilateral agreement should apply to both domestic fleets in their combined operational area in the region; set a general principle of mutually agreed equal treatment; require collaboration of both governments for a common technical review with industry to examine the challenges; and require both governments to use the technical review to frame a common regulatory approach.

“We believe that both Canadian-flag and U.S.-flag domestic fleets should be exempt from regulatory measures on ballast water treatment systems in both countries on a time-limited basis until the terms of this arrangement can be fulfilled,” says Burrows.

“Both domestic fleets that operate in the Great Lakes-St. Lawrence region do not travel to overseas destinations. The risk posed by domestic fleets is low; and providing some more time allows both governments to get the common regulatory framework right.”

So far, there has only been limited discussion by the two countries on the subject of ballast water management. “Regular transportation policy has really taken a back seat to pandemic-related issues during the past six months,” says Burrows. “Moving forward,

The Port of Duluth-Superior’s first saltie of the 2020 season, the Federal Churchill, which loaded grain (bound for Italy) at the Riverland Ag terminal. It arrived in Duluth on the evening of April 8, 2020.

Economic Recovery Plan Burrows says that with the input of its members, the Chamber of Marine Commerce has created a Marine Economic Recovery Plan that it’s now promoting to Canadian federal September 2020 // Marine Log 19

GREAT LAKES we believe there is a good opportunity to reset and have a productive conversation that develops a unique bilateral solution for a unique bi-national waterway.”

The Canadian government has proposed regulations that would require Canadian ships to fit ballast water management systems

by September 8, 2024, despite there being no such systems available that meet the unique requirements of the Great Lakes and St. Lawrence region. Burrows says that the cost benefit

assessment significantly underestimated costs and over-stated benefits.

“While the Canadian ships that meet the definition of ‘laker’ in the United States are exempt from fitting systems under U.S. Coast Guard rules, the practical effect of this is that they currently make Canadian Great Lakes domestic vessels that occasionally voyage to Canadian East Coast ports fit ballast water management systems under timelines and other requirements that are different from the

This photo is of the BBC Tennessee loading Ontario grain at the Parrish & Heimbecker terminal at the Port of Hamilton for export overseas. proposed Canadian regulations,” says Burrows.

“This impacts about half of Canada’s Great Lakes domestic fleet and creates an unlevel playing field with American lakers, which are exempt under their government’s rules.

Currently, these Canadian vessels are still operating through an extension program by the U.S. Coast Guard.”

nmc.edu/maritime • 877-824-7447 20 Marine Log // September 2020

Besides the pandemic and ballast water regulations, some other hot topics currently impacting the Great Lakes region is climate resiliency and high-water levels. In the Great Lakes, high water has resulted in damage to port infrastructure during storm surges, as well as serious damage to marinas and other lake-side properties.

“This past spring, the St. Lawrence Seaway shipping season was delayed by 12 days to accommodate higher outflow levels from the Moses-Saunders dam to mitigate potential flooding in Lake Ontario,” says Burrows. “The high outflow of water from the dam created water currents that were unsafe for navigation on the St. Lawrence Seaway and only lowered Lake Ontario by a few centimeters.

In the end, spring flooding did not occur predominately due to drier weather conditions.”

Burrows says that the shipping season delay led to an estimated loss of more than $80 million in economic activity and really highlighted that more holistic solutions to this issue are needed rather than relying on a single dam.

Photo Credit: Hamilton-Oshawa Port Authority

Climate Resiliency and High-Water Levels

FERRY DESIGNERS Foil ferry design being developed by Washington State project features composites hull, hydrofoils and electric drive option

PASSENGER FERRY DESIGNERS

LOOK AHEAD

By Nick Blenkey, Web Editor

Photo Credit: Glosten

T

hough the COVID-19 pandemic has put a dent in recent passenger demand, designers are looking ahead to a, hopefully, brighter future with a slew of interesting new and greener designs.

An innovative foil assisted fast ferry design, first announced in January of last year, is now a lot closer to moving from concept renderings to on-the-water reality. The design is the creation by two Seattle firms: naval architecture and marine engineering firm Glosten, and a performance marine craft designer Bieker Boats.

A consortium of Washington State players has now gotten behind the project and launched a Joint Innovation Project (JIP) to speed things along.

The public-private partnership includes three ports that have joined forces to support the effort: Port of Anacortes, Port of

Bellingham, and Port of Skagit. Operator Kitsap Transit has identified a potential route for the vessel in its ferry operations and sponsored the team in applying for additional funding to advance the concept.

Leading the collaborative effort are Washington Maritime Blue, an initiative set up in 2017 by Gov. Jay Inslee, and class society DNV GL. Project partners also include Skagit County and EDASC (Economic Development Alliance of Skagit County).

The idea first began when Paul Bieker, naval architect and Bieker Boats partner, returned to Seattle after his work designing the first hydrofoil vessel for the Americas Cup-winning Team Oracle and was stunned by the traffic. He realized that applying hydrofoil innovations to ferry vessels would improve speed, efficiency, and access. Working with Glosten, a preliminary design was created.

The project will develop a replicable business model for an efficient electric transit concept: a high-speed hydrofoil passenger ferry with innovations that include hydrofoil design, lightweight carbon fiber construction, and battery technology.

It supports transit options by connecting urban, suburban, and rural communities with green transit alternatives that can take cars off the roads.

B e cause of the nature of JIPs, the expected time it will take to complete the entire project, from business model to the first demonstration project, is compressed.

Several streams of work will occur either in parallel or in succession, as appropriate, creating efficiencies and avenues to take advantage of the collective strengths of each of the organizations involved. The design includes the options of fully electric propulsion or diesel-electric propulsion for September 2020 // Marine Log 21

FERRY DESIGNERS

Electric Drives and Composites Proven in Europe In Nor way, where many shor t routes

High-speed, all-electric carbon fiber hulled ferry delivered by Brødrene Aa has operational range of 50 nautical miles at 17 knots essentially fill in gaps in highway systems, battery-hybrid and all-electric ferries have started to become an every day reality helped along by government subsidies of one kind or another. Now routes served are getting longer, though here the lead is probably held by Denmark, where the e-ferry Ellen—selected as our Vessel of the Month in August—has been successfully operating on a 22-mile route for more than a year now.

That lead may not last for long.

Back in Norway, shipbuilder Brødrene Aa, which specializes in lightweight carbon fiber sandwich catamaran hulls, recently delivered the Rygerelektra, a 297-passenger all-electric vessel measures 42 meters (138 feet) in length and is capable of 23 knots. At full passenger capacity, it will have an operational range of 50 nautical miles at a speed of 17 knots and will use less than 70% of its 2 MWh battery capacity between charges at this speed. Undoubtedly, the weight savings

San Francisco Bay ferries are currently operating with seats blocked off to maintain social distancing.

22 Marine Log // September 2020

from the composite hull make a big contribution here.

A Unique Approach to Hydrofoils Back in Washington State, meantime, the All American Marine yard is currently completing construction of the hydrogen fuel-cell powered e-ferry Water-Go-Round, which promises to pioneer a path to another future solution for green ferries.

All American is, of course, well known as the only U.S. builder of vessels using the unique designs developed by Nic de Waal of Teknicraft Design, in Auckland, New Zealand. The unique Teknicraft design incorporates the use of a cutting-edge hull shape and an optional hydrofoil system in catamarans to create lift and enhance the performance of the vessel in Auckland.

Teknicraft says that the key to its proven hull design lies in the use of an asymmetrical hull shape, with essentially vertical tunnel sides between the catamaran hulls combined with semi-circular parabolic hull curvature, and most importantly, the employment of a hydrofoil support system.

The hydrofoil is designed to provide just the right amount of lift, such that the catamaran demi-hulls are partly above the surface of the water, but not to the extent that seakeeping is compromised. The submerged part of the hull at service speed is essential to ensure high-speed stability and soft ride.

Externally, Teknicraft vessels don’t look like that conventional idea of “a hydrofoil” that rides up above the water supported on the foils like the Boeing Jetfoils deployed by the U.S. Navy back in the early 1970s. The Teknicraft hydrofoil is subtler than that.

All American Marine explains it like this: “Our unique hydrofoil system consists of the main foil spanning the tunnel at the

Photo Credits: (Top Right) Brødrene Aa, (Lower Left) WETA

extended range.

“Until now, ‘ hig h-speed fer r y’ and ‘all-electric’ have not belonged in the same sentence,” says a Glosten Project Manager Matthew Lankowski. “Slower allelectric ferries are now operating thanks to advancements in battery technology over recent years. However, the energy required by conventional fast ferries is too great for economical storage in batteries. Hydrofoil technology smashes through this obstacle by dramatically reducing the energy required to operate at high speeds.”

“Advancements in carbon fiber design and construction are also a critical enabler of this design,” he added. “Reduced hull weight and strong, lightweight foils free up the weight allowance needed for the batteries and propulsion system.”

“In addition, huge advancements with electronics and control software has made hydrofoil flight control much simpler, less expensive, and more reliable than it has been in the past,” added Bieker.

The fast hydrofoil is not, of course, the only green ferry initiative in Washington State. Somewhat up the ferry size scale, Washington State Ferries (WSF) is in the midst of a long-term program for electrification of its ferries under its 2040 long range plan, an updated version of which was set to be submitted to the state legislature this month.

We’ve covered the WSF plan extensively in the past, but its worth mentioning that it has involved a number of visits to Norway that can claim a world lead in many aspects of green ferry development.

FERRY DESIGNERS keel, forward of the center of gravity position and two cantilevertype stern foils. The lift produced by the hydrofoil reduces the hull resistance, while increasing speed and load-bearing capability.

“The stern foils create a vertical lift at semi-planing speed, which reduces the trim angle when getting on step. This significantly reduces both the power requirement and the wake wash in the low-speed range. The main foil action reduces the power needed to maintain service speed; therefore, fuel consumption and running costs are reduced significantly, while also further enhancing the softness of the ride, especially in choppy seas. We have years of experience testing and building both aluminum and composite adjustable hydrofoils, depending on the application of each vessel and where appropriate.”

Incat Crowther If there’s one basic design that has been more successful than any other in the U.S. passenger ferry market, it’s the Incat Crowther catamaran. Nowhere is this more evident than in the series of vessels built to the same basic design for NYC Ferry by Hornblower.

At press time, the two latest deliveries in this series were its first two low-emission EPA Tier 4 compliant 29-meter (95-foot) ferries, H401 and Curiosity, with an Incat Crowther digital design package allowing identical vessel to be constructed at independent Louisiana shipyards, Halimar Shipyard of Morgan City and Breaux Brothers Enterprises of Loreauville.

The new vessels include seats for 354 passengers, dedicated bicycle storage, disability access, mobile device charging stations, WiFi connectivity, and a well-equipped on-board convenience store. All the vessels are equipped with main engines from Baudouin, but unlike any of the existing vessels in operation, the new

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vessels are equipped with EPA Tier 4 compliant engines with Incat Crowther integrating a Baudouin-supplied SCR system into the vessel design along with the necessary urea tanks and dosing system components.

Although the vessels were commissioned prior to the COVID19 emergency, it is expected that the high passenger demand NYC Ferry has experienced since commencing operations in 2017 will return. The new vessels complement 17 Incat Crowther 26-meter (85-foot) vessels and fourteen 29-meter vessels already been delivered to NYC, with four more 26-meter ferries currently under construction at Gulf Craft and Metal Shark, both in Franklin, La., along with an additional 29-meter vessel under construction at St. John’s Shipbuilding in Palatka, Fla. Upon completion of these additional vessels, the NYC Ferry fleet will have grown to an amazing 38 vessels in just over three years.

When Will Demand Pick Up? The success of NYC Ferry underscores the rising demand for ferry services evident in many U.S. population centers up until the pandemic struck. What will happen to that demand in the “new normal” is anyone’s guess.

Ferry service providers are still planning ahead as best they can.

In the San Francisco Bay Area, for example, WETA says it “is monitoring ridership data and overall transportation demand closely to ensure we’re offering the right level of ferry service to sustainably meet the needs of our passengers and the region. While it’s difficult to predict what will happen given the uncertainty we’re facing, we expect to enhance service in Alameda and Oakland in the coming months. This includes the introduction of a new route for Alameda commuters.”

8/6/20 8:32 PM

September 2020 // Marine Log 23

MARITIME MARITIMETRAINING TRAINING The full mission bridge simulator at Training Resources Limited Inc.’s Training Resources Maritime Institute in San Diego, Calif.

Maritime Education Goes On,

DESPITE COVID-19

24 Marine Log // September 2020

“We are continuing to invest in the business during this pandemic, with plans for coming out stronger when it is over,” says Abrams.

Currently, the school is adding a fullscale lifeboat and davit trainer for student exercises. The school is also planning a new multistory firefighting training facility and will soon be launching a new app for credential and sea time tracking that will be free for all mariners.

“We have added several new courses, too,” adds Abrams. “These course names include Fast Rescue Boat and Train the Trainer, and we’ll soon be adding Basic Meterorology and Qualified Assessor.”

TRLMI has over 80 approved U.S. Coast Guard and U.S. Navy courses to provide certifications in deck, engineering, weapons, and safety requirements and also operaators BoaterU, a new program for recreational mariners.

Asked about where he sees maritime training headed in the near future, Abrams says there is a dichotomy that exists. “There are advancements in technology that allows for different types of training: augmented reality, virtual reality, and then there’s government requirements,” he says. “Most of our training is governed by the Coast Guard and Navy requirements, and the government isn’t known for being fast to adapt to

new ways of doing things. Those things will change over time, but I don’t see maritime training being on the bleeding edge of technology from a regulatory standpoint any time soon.”

Nonetheless, the institute invests in simulation technology where it’s allowed to be used. “We employ this technology in a number of our courses, and I expect that the use of simulation, virtual reality, augmented reality, and distanced learning will continue to increase over time,” he says. “However, for some courses, there is no substitute for just ‘doing it.’”

San Jacinto Goes Partially Virtual San Jacinto College’s Maritime Technology & Training Center in La Porte, Texas, has decided to do a mix of restricted in-person learning with some virtual training amid the pandemic.

John Stauffer, associate vice chancellor, says that while the COVID-19 pandemic has forced most educational institutions into a distance-learning environment, it’s proven to be a challenge for everyone. “It’s been a challenge especially in the technical areas of instruction, such as maritime,” he says. “So much of what we teach involves capstone events that require the students to demonstrate their proficiency through hands-on

Photo Credit: Training Resources Maritime Institute

W

hether through virtual learning or in-person classes with extra safety restrictions put in place, mar itime schools are doing their best to educate mariners this fall.

Oldendorff says that the multi-ship christening will celebrate “decades of close cooperation with Japanese shipyards,” noting that “Oshima is well known for its super-eco bulk carrier designs and we are proud to be one of their clients.”

One school going the “business (almost) as usual” route is Training Resources Maritime Institute in San Diego, Calif. The institute (TRLMI), which operates under Training Resources Limited Inc., is the largest privately held provider of maritime training in the western United States.

Its 18,000-square-foot facility has 14 classrooms, bridge and engineroom simulators, and many hands-on training aids that serve up to 4,000 mariners every year.

Dave Abrams, CEO of TRLMI, says that while the school plans to hold in-person classes, it will have “lots of precautions and restrictions in place for COVID-19, including temperature checks, health screenings, mandatory masks, social distancing, reduced class sizes, and plexiglass barriers.”

By Heather Ervin, Editor in Chief

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MARITIME TRAINING practical assessments.”

To complete these hands-on assessments, Stauffer says the campus has reduced its classroom occupancy to allow for social distancing along with requiring all students and employees to wear face coverings while on campus.

“For classroom lectures, we were very thankful that the National Maritime Center released a Marine Safety Information Bulletin stating its willingness to work with training providers to temporarily approve alternate training delivery methods,” says Stauffer. “This temporary approval allowed our Coast Guard-approved material to be delivered in an online format utilizing its learning management system, Blackboard. So as you can see we have combined strict personal protective equipment and safety policies and procedures at the college with both online and small group face-to-face, hands-on assessments to meet Coast Guard course approvals.”

Maine Maritime Academy Sees Three COVID-19 Cases On the day in-person classes started for students at the Maine Maritime Academy (MMA) on August 31, President William Brennan announced that two students who returned to the area over the weekend from out of state tested positive during the

Rendering of Texas A&M’s new NSMV training vessel

school’s initial COVID-19 screening process.

By September 2, MMA announced that it had four positive test results and three active cases of the virus.

“Our faculty and staff have been working tirelessly to develop ways in which we can deliver a rigorous academic experience for our students while also prioritizing the health and safety of our community given the ongoing threats posed by this pandemic,” said Brennan.

“We have built our plans around four primary considerations: 1) operating in the safest

possible manner to manage campus spaces and develop safety programs as we repopulate the campus; 2) teaching and operating classes and laboratories in the COVID-19 environment, including enhancing our ability to conduct remote instruction; 3) addressing the impact and scheduling of summer programs, including annual training cruises and field experiences; and 4) addressing changes in infrastructure to support education, including library services and tutoring,” he continued.

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26 Marine Log // September 2020

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MARITIME TRAINING depending on the needs posed by distinct course curricula. For classes that rely on in-person instruction, courses will meet in a traditional face-to-face mode, with extensive safety protocols to include distancing, PPE, and sanitization. Others will operate as hybrid classes where components, such as labs that must be done in person, are conducted face-to-face, while other parts of the class will be completed via remote instruction. Finally, when possible, some courses will be completed fully via remote instruction.

Additional planning initiatives focus on the regimental program, residential life, athletics, and dining. Social distancing, increased cleaning and sanitizing, and reducing the overall numbers of people on campus at any one time are built into each area. The college’s website includes detailed information and will continue to feature further updates in the coming weeks.

MPT. SERIOUSLY S.M.A.R.T. ONE SCHOOL. UNLIMITED POSSIBILITIES.

Texas A&M Looks Forward to New Training Ship At the end of July, a $1.3 trillion appropriations package passed by the House includes $389 million for the Maritime Administration (MARAD) for school ship construction.

According to Texas A&M University, the funding was included by the Texas delegation in the House to provide a new training ship for Texas A&M Maritime Academy.

“We have needed a suitable ship for years to help train muchneeded merchant mariners and other sea-bound Aggies who are ready to serve,” says John Sharp, chancellor of the Texas A&M University system. “I want to offer my gratitude to the Texas delegation for working hard to help the Texas A&M Maritime Academy and the entire maritime industry.”

MARAD is replacing the aging fleeting of training vessels used by the state maritime academies with National Security MultiMission Vessels (NSMV). The 525-foot ship is designed to provide a training platform and would be outfitted with several training spaces, such as eight classrooms, a full training bridge, lab spaces, and an auditorium.

“This new ship—with its state-of-the-art training capabilities and critical disaster-response capabilities—will transform our ability to accomplish our training mission while also supporting the immediate delivery of disaster supplies and emergency medical capability throughout the Gulf of Mexico region,” said Col. Michael Fossum, vice president and chief operating officer of the Galveston Campus of Texas A&M and superintendent of the Texas A&M Maritime Academy.

MPT USA Implements COVID-19 Mitigation Policy John Flanagan, vice principal of Academic Affairs at MPT USA in Fort Lauderdale, Fla., says the school is open and operating at 50% capacity per state and local guidelines.

“We have implemented our COVID-19 mitigation policy at our state-of-the-art facility, which includes daily sanitation and enhanced cleaning protocols in place with viricides and electrostatic fogging systems employed throughout our facility, hand sanitizer dispensers strategically placed around our campus, high touch points sanitized repeatedly throughout the day by our dedicated custodial staff, and class sizes have been reduced to ensure sufficient space and social distance is maintained,” says Flanagan.

“We have also installed additional high intensity UV-C sterilizer light systems into the HVAC systems throughout our facility along with HEPA filtration filters for our HVAC systems.

“As professional mariners, MPT management and our instructors fully understand the importance of sanitation, aboard ship and ashore, and take these mitigation efforts very seriously,” he adds.

There is nothing like incredibly-real training to better prepare you for serious real-life maritime situations. Our ongoing investment in S.M.A.R.T. simulation provides a visually immersive level of realism that is simply not available in other programs. This is just another reason why MPT is the most complete full-service private maritime training school in the country.

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September 2020 // Marine Log 27

CEO Spotlight

Q & A WITH

WADE CARSON CEO, Vard Marine Inc.

By Heather Ervin, Editor in Chief

N

AVAL ARCHITECT AND MARINE ENGINEERING company Vard Marine Inc., with Canadian operations in Ottawa and Vancouver and a U.S. operation in Houston, Texas, recently announced that Wade Carson replaced Dave McMillan, the firm’s president and CEO, who retired at the end of May. During more than 30 years with Vard Marine, McMillan helped the company establish new markets and partnerships, as well as build a team of highly skilled engineers.

Carson, who for the past six years has led the business’s strategic direction as vice president of business development and most recently was on assignment as interim managing director of affiliate company Vard Electro Canada, stepped into the role with a vision to build on the foundation of achievement and growth established by McMillan.

Carson sat down with us, virtually of course, to discuss his future plans for Vard Marine and touches on some exciting new projects the company has underway.

28 Marine Log // September 2020

MARINE LOG (ML): Wade, you just took over as CEO of Vard Marine Inc. For those who may not know, can you tell us about the areas that Vard Marine specializes in?

Wade Carson (WC): To put it simply, we design complex vessels for clients with difficult sets of requirements. Our designs include vessels that serve the offshore oil industry, naval and security vessels, ferries, compact semi-submersibles… and many more.

During the design process, we look at the concept of operations, purpose of the mission, and the conditions in which the ship will be functioning. We focus on the ship’s operation, but also the comfort and effectiveness of the people on board.

Our clients become our design partners, and together we work on solutions to their challenges. This relationship can achieve remarkable results by adapting the design to the use of the ship and the flow of work onboard, yielding significant improvements in operations.

Our approach blends innovation with quality, efficiency and experience to produce tailor-made solutions for our clients’ complicated and sometimes unusual problems.

ML: You started at Vard Marine 18 years ago. What are some of the things you plan to accomplish now that you’re CEO? WC: We plan to keep moving forward with new technologies that speed up the design process. The amount of available data on sea conditions and ship responses increases all the time. Combined with access to increasing processing power, this data allows us to conduct complex simulations, so we can rapidly produce multiple designs, select and refine them, and come up with the best solution. All this is becoming more feasible and more accurate as the data expands, and we intend to take advantage of that.

As for growing the business, we are creating a more structured and proactive approach to business development than in the earlier days of Vard Marine. Our focus is on expanding internationally and we are planning years in advance. We are a steadily maturing organization, which shows in the breadth of our existing design portfolio, our ability to rapidly develop innovative new designs, and the novel problems we solve.

ML: Vard Marine is well known in North America, but a lot of that is likely due to your predecessor, Dave McMillan’s legacy. Are you going to take Vard Marine in new directions?

WC: We are expanding our portfolio of products. With the world’s new emphasis on sustainability we see opportunities for product development in areas such as windfarm vessels and alternative fuel systems. Vard Marine is already a market leader in designs for battery-powered vessels and we’re now working on liquid natural gas (LNG) bunkering vessels to serve the emerging market of LNG-powered fleets.

Looking further into the development of alternative fuels, we anticipate that we will soon be dealing with hydrogen and ammonia. Ammonia is an interesting one, because it can be burned in an engine designed for LNG, and it’s an emissions-free fuel. So, if a large portion of the international fleet turns to LNG, the natural progression could then be to switch to ammonia as fuel. There are complications there—for one thing, ammonia is toxic, and it’s also less energy dense than LNG. Our job is to determine which mission profile suits which alternative energy type. For the types of vessels

Photo credits: Vard Marine

Wade Carson

we design there will likely be a wide mix and many niche applications.

Another key area of focus for us in the future is autonomous vessels. This is a rising market area for the industry. Our role will be to understand how autonomy fundamentally affects the basics of ship design and vessel layouts, and then integrate autonomous functionality into vessels.

ML: Vard Marine Inc. and Vard Design are both Fincantieri units with similar names. What are the key differences?

WC: We have a complementary relationship with Vard Design in Norway, and we both consider it a tremendous advantage that we can leverage each other’s knowledge, skills and capabilities, as well as those of our parent company, Fincantieri.

But having said that, we each have a different portfolio and approach. At Vard Marine we work on more government contracts. One of our core market areas is offshore patrol vessels and we’re well known globally in that market segment.

We also often work in a consulting capacity.

As I mentioned, our approach is highly collaborative, tailored to the needs of each mission.

For example, we have a huge database of ice data that we can use to predict ice conditions at any time of year in a given region. We use this for ice trafficability analyses, to determine when a ship can travel safely in those waters, and when they should avoid that route.

We frequently perform trade-off analyses where we figure out what a client’s cost drivers are and assess their requirements to determine what is both necessary and cost-effective. Our projects may include anything from geographic information systems to an analysis of whale migration routes… it’s pretty open-ended.

Vard Design is more focused on designing for the group shipyards.

ML: How are things going with the new Canadian polar icebreaker project? Is it still being built to the design you produced some years ago, and has a builder been confirmed?

WC:This is an important project to us— it’s part of company lore. Vard Marine was founded (with a different name) 37 years ago to chase the previous incarnation of the project, which ended up being canceled.

Thirty years later, it came up again and we won the bid.

The government is working with us to keep the design up to date, and it’s ready to go as soon as there’s a shipbuilding plan for it.

As for the builder, there are a number of

VARD 4 19 U.S. wind farm service operation vessel.

qualified Canadian shipyards and that’s up to the government to decide. The Polar Icebreaker will be an important project to demonstrate the skills and capability of Canadian shipbuilders.

ML: Can you tell us about some of the other projects you currently have in the works?

WC: We have a number of large projects underway. One of them is the Common Hull Auxiliary Mult-Mission Platform project—or CHAMP—for the U.S. Navy. We’re working with Philly Shipyard on a design studies contract, looking at ways to validate requirements and reduce costs—all tasks we do well. We believe our team can bring a new paradigm to cost and tailored effectiveness on this important program.

We’ve recently worked with Vard Design to produce two wind farm vessel designs for the U.S. market (see VARD 4 19 above). Vard Design had a line of wind farm vessels for the European market, which we modified for the U.S. We then got approval in principle for both of those designs from the classification society.

We are now well positioned to provide state-ofthe-art, cost-effective designs for the U.S. wind farm market.

We are also working on a number of other auxiliary vessels, including landing craft, humanitarian and disaster-relief vessels, icebreaking and multi-mission type vessels.

And there’s the line of bunker vessels for LNG that we’ve just developed.

ML: How has the COVID-19 pandemic affected your business?

WC: Before the pandemic hit we already had about a third of our staff working from home regularly and half of our staff were set up to do so. We have the capability to communicate with teams internationally, because we often have project teams with members in four or five locations around the world. So, we had the policies and technologies in place, and

operationally we didn’t miss a beat.

However, we believe the big impacts are yet to come. For one thing, we usually rely on going to conferences and meeting clients in person to develop our business. We’re finding ways to emulate that through video calls and other technologies, but you don’t get the same human interaction. It will require us to adapt and find new ways of doing things. Fortunately, that is something we are good at!

My biggest concern is how to replicate the inherent knowledge transfer that occurs in an office environment. How do you make that happen when people don’t overhear casual conversations that either helps them solve a problem or where they can contribute to solving someone else’s problems? So, we are looking at more and different ways to share project experiences and lessons learned.

ML: What would you say are the qualities that will make you a strong CEO for Vard Marine?

WC: I’m able to clearly communicate our vision and our view of the market to our staff and to potential partners, and I’m able to convey that important energy and the desire to build the business, advance, and develop.

I also like to plan and I prepare multiple plans to be prepared for all the possibilities.

That stood us in good stead when I first took the reins and immediately found myself leading the company through the COVID-19 crisis.

ML: And finally, what are you most passionate about in your professional life?

WC: The strength of Vard Marine comes from the knowledge, capacity and capability of our team. The company’s growth and success rely on them. I’m very focused on helping our people grow and develop, learn new skills, learn the cutting edge technology.

That’s ultimately the best thing for our staff, our clients, and our company.

September 2020 / Marine Log 29

OFFSHORE SYSTEMS AUTOMATED

On today’s modern vessel, several vital systems and hardware units are controlled by automated systems.

AUTOMATION and Long-Term Vessel Optimization Strategies

W

hile today’s moder n ships may have multiple automated systems, each usually comes with its own automation system built in, with little thought given to integration. One symptom of this can be “bridge clutter” with officers’ attention being distracted by multiple displays and alarm systems. Although this is a major problem in itself, it is also an indication that many of the potential benefits of automation are being missed.

In these challenging economic times for the shipping industry, owners will be looking at ways they can maintain a competitive edge, an important part of which is exploring how technology can optimize their vessels.

Perhaps one of the most significant ways they can realize benefits is by having a look at the automation of systems and hardware 30 Marine Log // September 2020

onboard their vessels.

If automation is properly considered and operating to a high standard, it can help owners by significantly alleviating the cost burdens that can come with unreliability, unmanaged fuel consumption, as well as simpler day-to-day management of increasingly complex hardware systems.

The Common Situation with Onboard Automation With many of today’s fleets, owners often don’t realize that the potential benefits of automation aren’t being felt. On today’s modern vessels, several vital systems and hardware units are controlled by automated systems.

It is seen as the “central nervous system” of a vessel, and perceived to be just as complex as their human counterparts. This perception means owners can be reluctant to conduct any major engineering works on them.

Other ways the perception of automation hinders an owner’s willingness is a false assumption that the automation is performing as expected. On the surface, it can be working, but underneath, it often is inefficient, unreliable and clunky, which can be a challenging situation for owners.

A reason why this is a common situation is often a result of the procurement process during the initial newbuild of vessel or in the most recent refit. At the newbuild stage, vessels are often developed with the yards and architects working with preferred hardware suppliers. Commonly, this hardware comes with its own “off the shelf ” automation system, and little consideration is given to how these systems integrate and work alongside each other when bunched onto a vessel. Furthermore, automation often comes with a cheaper price tag, and this low cost often results in it being a low-priority for

Photo Credit: : Høglund

By Børge Nogva, President, Høglund Marine Solutions

AUTOMATED SYSTEMS procurement decisions. This low-cost and low-priority relationship often means automation is considered only as an afterthought.

This array of non-integrated onboard automation often results in a bridge or electronic control room becoming overtly complex and disjointed. Frequently, there are 10 to 20 different monitors and stand-alone systems such as the PMS, tank-sounding, bilge, HVAC, refrigeration compressor control, engine safety and valve control. To maintain all this and keep spares is a significant challenge. In addition, there are dozens of stand-alone Programmable Logic Computer units hidden onboard, all from different makers, with their backup software, engineering software and tool-cables, with engineering software running on obsolete versions of windows—some as old as Windows 95.

This complex set-up can be a significant challenge to the crew, often meaning that vital information can be lost and day-to-day management is overwhelming. As well as making command and control a challenge, the data generated from the system logs of the inputs/outputs of these systems can be inaccessible. This comes from a reliance on old paper-based methods, undersized data banks or random deletions in dated hard drives.

When periodic faults occur, data is vital to allow technicians and repair teams. Faults are already costly, especially if they are in vital components, but if the repair is protracted or difficult, then costs can spiral further—making it essential that data from the systems’ logs can be easily available.

The information from the interface and data banks helps present a reliable picture of the real-time performance of a vessel through the Ship Performance Monitor. If this information is denied to the crew, then the insights needed to make decisions that can optimize the vessel aren’t there, so the vessel is in a constant state of non-optimization.

With modern and effective automation, the data-driven capabilities of owners and operators is enhanced. Systems logs are made more accessible. This allows the crew to investigate, sometimes with the added help of remote connectivity technology, bring shore-based technicians from the system manufacturer.

Consequently, maintenance and repair costs are reduced through the diminished need to bring in external technicians or replace parts that can ultimately be repaired.

Simplifying Onboard Integration Through Automation With the main issue being the number and diversity of the autonomous systems onboard, the challenge is to combine and simplify, which can be achieved with an

With modern and effective automation, the data-driven capabilities of owners and operators is enhanced.

Integrated Automation and Control System (IACS). With an overarching IACS, the numerous automated systems found onboard are consolidated. Consequently, the day-to-day management of these systems and hardware can be operated with a greater degree of control and simplicity by the crew.

Through an IACS retrofit and from onboarding integration software, owners and crew can operate their vessels with a greater degree of simplicity and reliability. As well as resulting in improved data access, the interface means that crucial system alerts cannot be missed by the crew from previously complex displays and interfaces, improving the safety of the vessel.

Energy Consumption Management Benefits of automation also come in the form of its ability to allow a greater degree of optimization with energy management and fuel consumption control. This can be seen as a spin-off from the improved data visualization and interface of a vessels’ operations performance, giving the ability to make optimization decisions by the crew and operators.

Owners can extract data from the ship performance monitors to make longitudinal insights into a vessels’ performance.

This can be particularly helpful for monitoring performance deviations, especially if vessels are used consistently, such as ferries.

If it can be established that deviations are down to a sub-optimal component, then the right intervention can be made before it becomes too costly.

Another example of data visualization generating fuel savings is seen through a torque and thrust sensor within a propeller shaft.

With this data, operators are presented with an accurate measure and display of the level of cavitation going on within their propeller units. By allowing the crew to see this, they will have a reliable insight into the real-time efficiency of their propeller and make immediate adjustments to their engine output to reduce excess fuel burn.

Developing Automation for Shipping The shipping industry needs to mature its thinking on automation and consider it as a viable optimization strategy for vessels. To help achieve this, there needs to be an improved dialogue and collaboration between yards, OEMs, suppliers and owners to give more consideration to the capabilities of integration and interoperability. This will be especially true as vessels become increasingly complex with the emerging decarbonization technologies.

Shipping’s regulators also have a role to support automation as a technological evolution for the maritime industry. Høglund’s collaboration with class society, DNV GL aims to achieve consistency with onboard technology giving greater access to data for crew and owners. We’ve already seen the benefits of data access and automation for greater insights for reliability and efficiency, and automation needs to be enhanced to leverage this capability across the entire shipping fleet.

September 2020 // Marine Log 31

Q&A

CR OCEAN ENGINEERING: SCRUBBER TECHNOLOGY

T

To get the latest on Parsippany, N.J.-based CR Ocean Engineering’s (CROE) scrubber technology, we sat down for a short Q&A with the company’s president and COO Nick Confuorto. Here’s what he had to say: Marine Log (ML): What’s the connection with CROE and DuPont’s BELCO clean technologies?

Nick Confuorto (NC): CROE was never part of DuPont/BELCO, however, I came from that group many years ago and others on the CROE team joined me after DuPont/ BELCO exited the maritime business. CROE has roots dating back to the year 1917, and in 2013, it started to pursue marine exhaust gas systems (scrubbers) exclusively. We have our own research and engineering capabilities and access to some of the most sophisticated research centers in the world.

ML: Despite all the available science on the cleanliness of scrubber discharges, a number of countries won’t permit those discharges in their waters. When does it make sense to not operate an open-loop scrubber in those areas and when does it make sense to opt for a hybrid system?

NC: Discharge from open-loop systems has been proven in many studies to be acceptable in seawater, and it has been proven not to cause any harm to the water itself or the sea life. However, some ports are still not satisfied because of the local politics giving in to the pressures of certain action groups. Of course, one could use 32 Marine Log // September 2020

hybrid systems, but doing so would be more expensive to purchase, to install, and to operate. In addition to open-loop scrubbers, we also sell closed-loop and hybrid scrubbers, and in the end, we would have a bigger business if all were required to use these more expensive models. However, it would be a real shame to have to pay more money for something that is not really necessary. We need to remember that the scrubber water being discharged at sea in open-loop mode contains the same compounds that the sea has been receiving from ship stacks and other stacks from land industries for many years. These pollutants go to the air and what people do not breathe into their lungs will eventually end up in the sea. The scrubber is simply a way of removing those pollutants from the air using the naturally available seawater so that people and animals do not breathe them into their lungs.

ML: What’s the trend in the price differential between conventional HFO and VLSFO, and what does that imply for scrubber payback times?

NC: The natural trend in the differential until the beginning of this year was to keep increasing as supply and demand forces were allowed to operate freely. However, an oil price war between producers and COVID-19 hit at about that time causing the global economy to drop, and with it, oil use. Although we have recently seen the price differential going up, it is still quite low. Scrubbers are normally paid back by the savings in the fuel costs (differential

Nick Confuorto

Photo Credit: CR Ocean Engineering

Q&A

WITH

between high and low sulfur fuels). With low fuel pricing the differential is low. Therefore it has significantly slowed down the purchase of new scrubbers and will continue this way for the next several months. It is unfortunate that most shipping companies look at what the differential is at this time to make decisions that will impact their ships for many years to come.

To complete a scrubber project, one should allow about six to 10 months. By starting a project now, a ship can benefit from the differential that will exist in six to 10 months plus that of future years. Only looking at the present low price of oil is not realistic.

ML: What’s the current situation on shipyard capacities for scrubbers?

NC: During 2019 and beginning of 2020, shipyards were very busy causing several projects to be delayed or postponed. However, now the yards are quite empty as most scrubber projects are already done and many owners are postponing drydocking because of finances in this global economic slowdown. I know of many scrubber suppliers and many shipyards that could definitely use more work. Normally CROE can deliver a system in about five to eight months depending on type and complexity of project. The installation duration will also have a wide range depending on the specific yard, the type of system, and the other work that the ship owner may wish to do at same time. We have seen installations lasting from two weeks to one month. The approach taken by the shipyard, as well as the integration engineering performed by the owner’s engineering company, has a big impact on that duration. To aid in speeding up yard work, CROE has developed several side-entry designs that allow for greater prefabrication prior to the ship arriving the site. These designs allow for installations where the funnels are very tight and the scrubber has to be installed outside the funnel.

Several of these CROE side-entry designs are in successful operation around the globe.

NEWSMAKERS

Mike Ellis Named American Commercial Barge Line CEO American Commercial Barge Line (ACBL) and its board of directors have named MIKE ELLIS, as its new CEO and a member of its board of directors, effective August 17, 2020. He succeeds MARK KNOY who is retiring.

The Maersk group’s global towage operator Svitzer reports that, effective September 1, LISE DEMANT will leave her role as global CCO and take up the position of MD for Svitzer’s Europe region, succeeding KASPER FRIIS NILAUS, who was recently appointed CEO of Svitzer A/S. Also effective September 1, VIDELINA GEORGIEVA will succeed Demant as global CCO and join Svitzer’s global leadership team.

Conrad Shipyard LLC, Morgan City, La., reports that ROBERT SOCHA has joined the company as vice president of sales and marketing. Socha has served in numerous roles of increasing responsibility with various companies in the offshore and inland marine transportation, shipbuilding, oil and gas exploration, and offshore engineering/ construction industries.

Harvey Gulf International Marine, New Orleans, La., has hired ED GALLOWAY, formerly of Subsea7/iTech7, to build and manage its new subsea venture company, Harvey Subsea Services. At SS7/i-Tech7, Galloway was director of GOM REGION, where he ran the company’s IMR business, including related charters and engineering solutions.

The Arkansas Waterways Commission (AWC) has appointed PHYLLIS HARDEN to succeed MARTY SHELL as chairman. The first woman to serve in this role at AWC, Harden is primarily responsible for legislative and special projects for Pine Bluff Sand and Gravel Company, where she began her career in 1981.

Maersk Tankers has appointed EVA BIRGITTE BISGAARD as its Chief Commercial Officer (CCO), She comes to the company from Danish telecoms specialist TDC, where, says Maersk Tankers, she played an active role in the transformation of the company, creating and delivering an enhanced customer and partner experience through the expanded use of digital solutions.

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September 2020 // Marine Log 33

TECH NEWS

ACCELERATED TRENDS

DRIVING A MORE DIGITALIZED MARITIME BUSINESS

By Andre Eerland, VP of Maritime, Speedcast

34 Marine Log // September 2020

Transformation has also occurred in the orbits used by satellite operators with the commercialization of Middle Earth Orbit (MEO).

Orbiting closer to the Earth than traditional satellites, MEO delivers lower latency combined with high capacity, making an attractive option for many operators while still being able to use Ku-band as well, thanks to multi-orbit antennas mentioned earlier. Additionally, lower costs associated with the developing Low Earth Orbit (LEO) systems will soon allow operators to experience DSL-like speeds and fiber-like latency with full global coverage, which will prove useful in addressing the increasing demands for more interactive applications and rising expectations of internet at sea.

The Price of Complexity The evolution of satellite infrastructure has introduced a completely new cost structure for satellite communications, but that lower cost comes with greater complexity of networks.

The goal is simple—ship owners and managers are looking to achieve more fixed and predictable prices, highest available performance, reliability and secure connectivity wherever the ship travels.

To achieve this, shipboard systems now have multiple satellite types and frequencies that they can connect with, using a hybrid approach of Ku/Ka-band VSAT with existing

L-band services for backup, and cellular near shore or port WiFi for large data synchronization when in range. With this variety of access technologies, management load rises drastically from the single-access technology connectivity of the past.

Smarter Digital Ships To master the complexity of communications systems, ship owners need to look for solutions that enable significantly smarter network management alongside end-to-end control, visibility, and reporting. Delivering seamless access to critical business systems, real-time data, and crew welfare applications within a flexible environment, all with fixed-usage pricing, will be key to successful streamlined network operations.

However, it is also imperative that shipping owners consider that the more automated the processes become, the more diligent they must be about their cybersecurity practices. Integrating industry-leading cybersecurity standards, frameworks and practices in line with the IMO’s International Ship and Port Security Code and the International Safety Management Code will prove vital to the security and safety of vessels worldwide. By utilizing smarter management and application services today, the shipping industry can adapt and grow with the customer needs of tomorrow.

Photo Credit: Shutterstock/ sdecoret

SHIP OWNERS AND MANAGERS, are deploying a growing range of applications in response to the push for automation, covering processes in shipboard functions, business requirements, and crew welfare.

These applications are driving a migration towards Very Small Aperture Terminal (VSAT)based satellite communications solutions in place of pay-per-usage L-band systems. With estimates that the 24,000 vessels worldwide equipped with VSAT terminals in 2019 will grow to 76,000 (57% of the total) by 2029, the industry can expect to see a nine fold increase in demand—growing from just 80 Gbps to more than 700 Gbps.

In recent years, the satellite industry has worked toward developing new infrastructure solutions to improve the price-performance of space communications.

The first innovation in recent years has been the advancement of antenna technologies, making it easier to provide ships with limited deck space the infrastructure they need to have reliable communications. The latest antennas are smaller, better performing, and support high throughput satellite and multi-orbit antenna systems. By leveraging these developments, shipping companies and maritime operators are able to invest in infrastructure that will deliver the necessary connectivity now and the ability to plan for the future.

TECH NEWS

Mackay Marine Joins Sea Trials of Canada’s Third OFSV

Photo Credit: Mackay Benn Stags

CANADA’S THIRD OFFSHORE FISHERIES SCIENCE VESSEL (OFSV), the future CCGS John Cabot, recently launched

by Seaspan’s Vancouver shipyard, features a broad array of electronics integrated

by Thales Canada, whose team includes Mackay Marine.

As a Tier-1 Partner to Seaspan Shipyards and as Electronic Systems Integrator for the OFSV vessels, Thales is responsible for the selection, procurement and integration of electronic systems and equipment, which includes radar, communications, bridge, and mission systems.

“Thales is pleased to have Mackay Marine as part of its electronic systems commissioning team for the future CCGS John Cabot,” said Jerry McLean, vice president and managing director, Thales Canada – Defense and Security. “In light of the unprecedented circumstances surrounding COVID-19,

Mackay Marine certainly stepped up to take on additional responsibilities to ensure that this vessel will be successfully delivered to the Canadian Coast Guard.”

Mackay Marine’s Vancouver project manager, Ben Staggs, along with service technicians Hamid Nayebi and Don Kamachi, have been engaged onboard OFSV3 since April.

The pillar of the impressive bridge electronics is a robust Raytheon Synapsis Integrated Navigation System, including 10-each Radar, ECDIS, and Conning Stations; requiring Mackay’s expertise to set-up, network, update software, and commission.

The team also integrated Anschütz gyros, Cassens Type 12 magnetic compass, Cobham’s Sailor FBB500 and GMDSS 6000 Series A3, SAAB AIS, and Olex Navigation and Charting System.

Scheduled to be onboard during sea trials, Mackay’s team will test and finalize

commissioning of the Danelec DM100 VDR, Skipper DL2 speed logs, Skipper GDS101 depth sounder, LRIT, Raytheon NP5000 autopilot, and Wärtsilä NACOS DP Platinum dynamic positioning/thrusters.

Once sea trials are completed, the vessel will be prepared for delivery to the Coast Guard and will then sail to its home port in St. John’s, Newfoundland and Labrador.

It w ill join in-ser v ice CCGS Capt.

Jacques Cartier (OFSV2), stationed on the East Coast), and CCGS Sir John Franklin (OFSV1), stationed on the West Coast.

The missions of these ultra-high-tech research vessels will enable fisheries and oceanographic scientific research, marine ecosystem assessment, impacts of climate change, fishing and acoustic sur veys, and more. These vessels can also support environmental response or search and rescue missions.

Mackay Marine’s Vancouver project manager, Ben Staggs, on board future CCGS John Cabot.

September 2020 // Marine Log 35

TECH NEWS

Alphatron Marine Introduces New River Radar ROTTERDAM-HEADQUARTERED ALPHATRON MARINE, has introduced a next generation river radar, the JMR-611, that features an aerodynamic scanner and an associated modified motor that make it well suited for extreme weather conditions. With our JMR-611 river radar you are prepared for the future.

According to Alphatron, the JMR-611 is the first river radar to meet the stricter requirements for maximum reflection from radar monitors. There is a choice of two different fully dimmable monitors that both meet these new requirements. The standard 19-inch LED monitor, without protective glass has the familiar black aluminum front.

In the modern all-glass monitor, the LED panel is optical bonded to the glass for maximum performance.

The JMR-611 radar is the first river radar, in combination with a GPS compass and smart calculation technology, to minimize waves on wide water. With this Sea State function, buoys and other small echoes will remain clearly visible, that are sometimes hard to recognize on other radars. For a sharper display of the radar echoes, the radar is equipped with an Echo Border function and in combination with the

Expansion function, the echoes will be displayed with a clear outline.

Depending on the available space on board and the desired sharpness of the picture, different scanner units are available in sizes 6, 7 or 9 feet. Alphatron has reprocessed and improved certain functionalities from the JMA-610 model in the new radar, such as the

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prediction lines, docking information and image recording.

New developments include an aerodynamic design for the 6- and 7-foot antennas have an aerodynamic design, suitable for all weather conditions. For fast ships, the rotational speed of the antenna can be easily switched to high speed.

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September 2020 // Marine Log 37

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Marine Supervisor Poling & Cutler, a Marine Petroleum Transporter based in the New York Metropolitan area, is seeking a qualified individual to serve in the capacity of Marine Supervisor. This individual will work in conjunction with the management structure in assuring the safe and dependable operation of our fleet of tug boats and petroleum barges. The ideal candidate will have a working knowledge of Subchapter M requirements, Federal CFR’s relating to marine shipping, ABS regulations and RCP compliance.

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September 2020 // Marine Log 39

SAFETY FIRST

Handling Suspected COVID-19 Cases on a Vessel

Developing a Screening Plan Making sure that no crewmembers are infected with coronavirus when boarding the vessel is one of the most effective means of keeping crewmembers healthy. Once at sea, crewmembers are effectively quarantined from everyone but one another.

Testing for the presence of the virus is probably the most effective means of determining if a crewmember is infected. This type of test, which can be done with a nasal swab, saliva specimen, or blood sample, needs to be sent to a lab to be analyzed. Analysis usually takes 24 hours, and it can take up to three days to get results back from the lab.

40 Marine Log // September 2020

The time required for the test to be completed creates a logistical challenge for crews and operators. If crewmembers have to wait three days for results, they should be quarantined the whole time. Otherwise, they could be exposed after the sample was taken.

When results arrive, crewmembers who test positive should not be allowed on the vessel. While crewmembers who test negative are more likely to be healthy, it should be noted that not every test is 100% accurate.

Any errors in collecting samples or analyzing samples could result in a false negative.

To address this issue, some companies may require two negative results before boarding a vessel instead of one.

Another option is screening for coronavirus using a temperature check and questionnaire.

Many onshore facilities are pursuing this option. While this method can help identify those who have COVID-19 symptoms, it does not detect people who are not displaying symptoms. These procedures are not likely to detect people who are asymptomatic.

When deciding between testing and screening, companies should evaluate their own unique risks. For example, onshore facilities, where people come and go every day, may not need to be as strict as a vessel, where a few people are sequestered together for weeks or more.

As part of this risk evaluation process, companies should also take into account the costs and challenges of evacuating a potential COVID-19 patient from offshore.

Complex Medical Evacuations If a crewmember is potentially sick with coronavirus on a vessel, evacuation can become

Augmenting HSE Departments Health and safety are of utmost importance at sea. Most companies have rigorous requirements to keep crewmembers safe from injury and avoid the possibility of an expensive medical evacuation. However, COVID-19 is a new variable that can potentially change many of these standard procedures.

To understand how COVID-19 is changing the health and safety landscape, some marine companies are reaching out to medical companies for additional expertise. Medical staffing and services can support companies by providing telemedicine, medical evacuation, COVID-19 testing, medical equipment, and consulting on how to develop procedures and protocols to keep crewmembers safe.

Working with a medical expert can help marine companies develop a unique plan to keep their crewmembers safe and healthy whether onshore or at sea.

KAITLYN KELLEY Business Development Coordinator, Remote Medical International

Photo credits: Remote Medical International

A

lthough many companies have rigorous medical guidelines for handling injuries at sea, novel coronavirus (COVID-19) has added many complications to the normal procedures.

First, diagnosis can be difficult. The best way to confirm that a crewmember has COVID-19 is to complete a test that detects the presence of the virus. Unfortunately, these tests require extensive laboratory equipment and usually take over 24 hours to get results (once successfully shipped to the lab).

Second, there is often nowhere to quarantine a crewmember suspected of having COVID-19 on a small vessel.

Third, when medical evacuations are called for, they can be complicated by new coronavirus-related procedures.

To address these challenges, some companies are changing their operations to help make sure their crewmembers are safe at sea. One method is to increase testing prior to crewmembers boarding the vessel.

more challenging than it was previously.

First, the medical evacuation provider has to have the proper equipment for transporting an infectious patient. Specialized isolation equipment will probably be required if the patient has coronavirus-like symptoms.

While many medical evacuation providers are currently upgrading their equipment, this specialized equipment may be in high demand and harder to come by, potentially delaying the evacuation.

Second, coronavirus-specific regulations can complicate transportation once the patient arrives on land. Many countries demand a 14-day quarantine, which may make evacuating to the patient’s home of record more challenging. Some countries may regulate COVID-19 patients themselves, effectively stripping the company’s ability to oversee its employee’s care. Other countries may have restricted flights or flight protocols.

For example, some airstrips may have limited hours. All of these factors complicate getting the sick crewmember treated and safely home.

Companies need to work closely with their medical evacuation provider to adapt to the changing legislation and procedures due to coronavirus.

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