HELPING MARITI ME PR OFESSIONALS MAKE IN FOR ME D DE CISIONS www.marinelog.com September 2022 MARINELOG TANKER MARKET How long can newbuilding orders lag? CEO SPOTLIGHT Ecochlor’s Andrew Marshall talks BWMS trends JAPANESE SHIPYARDS Why next-gen coastal vessels are in the works EUROPE RETHINKS Its Shipyard Strategy
SETTING THE COURSE TO LOW CARBON SHIPPING ZERO CARBON OUTLOOK Downloadwww.eagle.org/outlook2022yourcopytoday
Marshall shares with us some things shipowners should consider when it comes to selecting ballast water treatment systems for their vessels and more
32 SAFETY
JAPANESE SHIPBUILDING
Tobin : Custom designed survey vessel from Silver Ships
4 INLAND
CMT to provide port barge fleeting and shifting services
MONTH
Don’t wait for a disaster to check stability
DEPARTMENTS FEATURES
• Atlantic Wind
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September 2022 // Marine Log 1
Musculoskeletal Disorders Part 2: Pain and Recovery OF THE
package 11 INSIDE
European shipyards continue to have a dwindling share of the world orderbook in tonnage terms, but military spending may help
Cover Photo Credit:
2 LETTER
Transfers orders 6 advanced Chartwell CTVs
27 NEWSMAKERS
Will the U.S. follow Europe’s electric lead? WATERWAYS
9 UPDATES
Building green ships of the future State-of-the-art ships emerging from Japan are modeling many innovations
10 minutes with Ecochlor’s Andrew Marshall
Bob Karl to lead new Crowley wind services business unit NEWS
NOIA praises Manchin’s Inflation Reduction Act provisions
6 WELLNESS
28 TECH
European shipbuilding gets a wakeup call
EUROPEAN SHIPYARDS
There have been 54 newbuild orders in 2022 thus far, compared to 183 during the same period last year
EDITOR’S
• World’s largest aluminum cat will have Wärtsilä propulsion WASHINGTON
8 VESSEL
CEO SPOTLIGHT
HowTANKERSlong will sticker shock keep ordering low?
Kongsberg Maritime launches vessel performance optimization tool
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Fincantieri
In the tug sector, SEACOR Group member Seabulk’s recently delivered harbor tug Spirit adds to a fast-growing reference list of vessels featuring a fully integrated hybrid propulsion plant from Sweden’s Berg Propulsion.
Crowley’s eWolf, the first all-electric ship assist tug in the U.S., features a design that allows the vessel to operate fully electric while maintaining full performance capa bilities—and zero carbon emissions.
The eWolf tug will be the first fully electric tugboat in the U.S.
2 Marine Log // September 2022 MARINELOG SEPTEMBER 2022 VOL. 127, NO. 9 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, amcginnis@sbpub.comJr. PUBLISHER Gary glynch@sbpub.comLynch EDITOR-IN- CHIEF Heather hervin@sbpub.comErvin SENIOR EDITORIAL CONSULTANT Nicholas nblenkey@sbpub.comBlenkey ART DIRECTOR Nicole ndantona@sbpub.comD’Antona GRAPHIC DESIGNER Hillary hcoleman@sbpub.comColeman MARKETING DIRECTOR Erica ehayes@sbpub.comHayes PRODUCTION DIRECTOR Mary mconyers@sbpub.comConyers SALES MANAGER David dharkey@sbpub.comHarkey SALES REPRESENTATIVE KOREA & CHINA Young-Seoh corres1@jesmedia.comChinn CLA SSIFIED SALES Gary glynch@sbpub.comLynch CIRCULATION DIRECTOR Jo Ann joann@qcs1989.comBinz CONFERENCE DIRECTOR Michelle M. mzolkos@sbpub.comZolkos CONFERENCE A SSIS TANT Maureen mcooney@sbpub.comCooney CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP 1809 Capitol Avenue, Omaha, NE 68102 Tel: 402-346-4300 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com HEATHER ERVIN hervin@sbpub.comEditor-in-Chief Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 1809 Capitol Avenue, Omaha, NE 68102. Printed in the U.S.A. Periodicals postage paid at Omaha, NE and additional mailing offices. PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2022. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (US, Canada & International) +1 (402) 346-4740, Fax +1 (847) 291-4816, e-mail marinelog@omeda.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 239, Lincolnshire IL 60069-0239 USA.
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WSF has nearly completed the functional design for the vessels, which are a key element of its electrification project, and has recently issued a new RFI for the vessels.
Washington State Ferries (WSF) is also looking to build a new series of hybridelectric Olympic class vessels.
In the ferry world, the idea of electrifying ves sels is nothing novel. Last month, shipbuilder Senesco Marine selected Crowley to provide design verification packaging for the hybridelectric passenger vehicle ferry it’s building for Casco Bay Lines of Portland, Maine.
Will the U.S. follow Europe’s electric lead?
Magazine, PO Box 239, Lincolnshire IL 60069-0239 USA.
Photo Credits: Crowley
s you’ll read in this issue’s Update sec tion, Lithuanian ship designer Western Baltic Engineering, part of the West ern Shipyard Group, has recently unveiled plans for an electric push boat vessel that it calls the Electric Eel. This is the first electric push boat to be built for the country’s Inland Waterways Authority, and it looks much different than the ones you might see here in the United States. A part of the reason the vessel looks so dif ferent is that freight transported on European waterways is quite different than that trans ported on U.S. waterways.
While there is considerable interest in elec trifying the U.S. inland system, battery power remains a limiting factor given the much larger tow sizes usual in the U.S.
In some other applications, though, the U.S. is moving rapidly ahead on electrification.
Meantime, back on the waterways, the muchanticipated Hydrogen One, the world’s first methanol-fueled, electric powered towboat, is set to join Maritime Partners next year.
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detail engineering to ensure that the ferry is both energy- and capacity-efficient during its operation. It’s expected to be in service in 2024.
Under the contract, Crowley will use its development experience in electric and hybrid propulsion systems to verify the contract design by Elliott Bay Design Group and develop the production package that is necessary for Senesco Marine to begin construction.
The production package provides critical
Pictured here: RSD-E Tug 2513
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“Thanks to the leadership of federal, state, and local officials, Yellow Creek Port is on a trajectory of exciting new growth,” said YCP Executive Director Robert Dex ter. “Tonnage and revenues have grown by double digits in the past few years. Millions
Yellow Creek State Inland Port (YCP) port, located at the intersection of the Tennessee River and Tennessee-Tombigbee Waterway.
contracting officer, Dave Best, signed the task order award on August 11 as Col. Tra vis Rayfield, commander of the Kansas City District and several others from the project delivery team looked on.
This contract was completed through a previously negotiated Multiple Award Task Order Contract, or MATOC.
PortInlandStateCreekYellowCredit:Photo
CMT to supply YCP barge fleeting and shifting services
idwest Construction Company, Nebraska City, Neb., has been awarded a contract from the U.S. Army Corps of Engineers to make repairs to river training structures on the Missouri River last month.
Contract awarded to repair Missouri River navigation structures
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The $27 million for the repair work comes from the BIL—Bipartisan Infrastructure Legislation—and is expected to be the first of several separate contracts awarded in the next 12 months to support navigation on the Missouri River. The repairs from this contract will be between river miles 140 to 260—approximately from Jefferson City, Mo., to Miami, Mo.
The Kansas City Engineer District
in private and public investments have been made in order to expand job oppor tunities and modernize facilities. Securing CMT as our port’s exclusive barge fleeting and shifting service provider is another step forward on our mission of growing and diversifying the port’s capabilities to best serve our current and future tenants and to create high paying and reliable jobs for the state of “LocatedMississippi.”atone of the most strategic interchanges on the U.S. inland waterway system, Yellow Creek State Inland Port will
“The MATOC is made up of small busi nesses that have supported the Missouri River navigation mission for many years. This contracting tool allowed us to quickly get work going on these crucial repairs,” said Best, team lead and contracting officer for the civil contracting branch.
“This award will get the rock rolling. The dikes and revetments that will be repaired over the next couple years with these contracts are critical to maintain ing momentum for our navigators who, through barge transportation, are tying the Midwest to shipping on the Missis sippi River and on to the world,” said Dane Morris, program manager, Navigation Res toration for the Kansas City District.
Headquartered in Mobile, Ala., Cooper Marine & Timberlands is a wholly owned subsidiary of Cooper/T. Smith.
S ince September 1, 2022, Cooper Marine & Timberlands (CMT) has begun serving as the exclusive barge fleeting and shifting service provider for the Yellow Creek State Inland Port (YCP), located in Iuka, Miss., at the intersection of the Tennessee River and Tennessee-Tombigbee Waterway.
4 Marine Log // September 2022 INLAND WATERWAYS
continue to serve as a critical gateway for the state of Mississippi, powering busi nesses and creating jobs,” said Angus R. Cooper III, president, Cooper Marine & Timberlands. “We look forward to part nering with the port’s board of directors and executive director to best support their exciting future growth and to provide CMT’s great customers with the highest level of barge fleeting and shifting services.”
Future repair contracts will be advertised on www.sam.gov with overall authorizations for up to $200 million in repairs to the mostly rock structures which redirect the river’s cur rent to self-scour the navigation channel.
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Pain is generally the body’s way of signaling an “all stop” to its operating system. A part of the pain response comes from prostaglandins, which act on nerve endings and cause pain and inflammation at the site of injurious damage. Arteries to the area expand, facilitating “emer gency services” at the location bringing nutrients, hormones and immune cells to start
Data from 447,763 individuals showed increased probability of heart attack for those taking certain NSAIDs by 24% with celecoxib (Celebrex), 48%
Thesedisease.relationships held across participant’s age, sex, diabetes status, and use of aspirin (an NSAID) or cholesterol-lower ing medications.
EMILY REIBLEIN
Musculoskeletal Disorders Part 2: Pain and Recovery
CrowleyEnvironmentSafety,Director-Health,Securityand(HSSE)Logistics
option, many people grab a prescription or over-the-counter NSAID (non-steroi dal anti-inflammatory drug). NSAIDs are made to dampen the response of the prostaglandins, thereby reducing the pain signaling, allowing the user to “soldieron”
Dampeningtemporarily.the response of prosta glandins has consequences. In 2017, Stanford University School of Medicine showed prostaglandin was involved in the production of stem cells deep in the injured cell that promote regrowth in animal
Inhibitingmodels.prostaglandins by an NSAID may turn out to be a double-edged sword helping with pain for a worker who is continuing to use a body part but hurting the chances of a speedy recovery with our own innate healing process.
2. Increase Omega-3 Fats. According to an article in Molecular Psychiatry (Feb. 28, 2020), Omega-3 fatty acids reduced symptoms of inflamma-tion and produce anti-inflammatory action in the body. Fish (wild and/or canned), grass fed/pas tured animals and all things derived from them can increase Omega-3s and help reduceHeartpain.attack
Using NSAIDs also has its own deeper and more extensive effect on worker health, particularly when taken over lon ger periods of time (more than a week), a potential habit of those with long-term musculoskeletal pain. The British Journal of Medicine (BMJ 2017;357:j1909) pub lished a report in 2017, making an even stronger case for reducing NSAID use for pain due to its impact on heart health.
Shutterstock/WananncCredit:Photo
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usculoskeletal disorders (MSD) can have long-term, debilitating effects on a work er’s health, wellness and resilience. The costs of these injuries can be calculated by risk departments, Occupational Safety and Health Administration (OSHA), insurance companies and many others, but the incalculable costs on a worker’s physical health of MSDs is extensive are very hard to quantify.
These costs rear their ugly head when workers continue to work while injured due to poor safety culture, fear of income loss, lack of insurance coverage or lack of claims coverage. Where repetition, force and/or poor body alignment deteriorate the musculoskeletal system, pain is sure to follow and that maybe the most incal culable cost of all.
with ibuprofen, 50% with diclofenac (Voltaren), 53% for naproxen (Aleve) and 58% for rofecoxib (Vioxx).
risk reduction is also a benefit of Omega-3s, especially important for those taking or who have taken NSAIDS. In the JAMA Internal Medicine (June 27, 2016), researchers reported that those with heightened lev els of Omega-3s in their blood or tissues were associated with a lower risk of fatal heart
Using a pain reliever can have ramifications on our health that we don’t often consider.
There are a few nutritional solutions that have proven historically useful to aid the healing process:
WELLNESS COLUMN 6 Marine Log // September 2022
Thisrecovery.process kicks off the healing of the injured area. When pain becomes unbearable, as can be the case with MSDs, and stopping does not feel like a good
1. Proteins (aka amino acids). Pro teins are what the body needs to re-pair broken parts. These building blocks come in the form of amino acids, and we all need 22 of them to rebuild over 50,000 parts and pieces of us daily, including muscles, bones, tendons, ligaments, cells, etc. Vegetables, such as broccoli, also have proteins in them though the balance of them is different than animal proteins.
Nothing in this article constitutes med ical advice. All medical advice should be sought from a medical professional.
The conclusion of the researchers was that “all NSAIDs, including naproxen, were found to be associated with an increased risk of acute myocardial infarc tion (heart attack).” Using an NSAID to “soldier on” over the long haul may be damaging in ways that will rarely be rec ognized by their user.
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Tobin: Custom-designed survey vessel from Silver Ships
With speeds that reach 28 knots, the hydrographic survey vessel allows research ers to acquire data quickly and prevent
The single Caterpillar C2.2 Tier 3 genset provides 25 kW of electric power for Tobin’s air conditioning, echo sounder and other electrical needs onboard.
The vessel is powered by twin Caterpil lar C18 Tier 3 engines, developing 800 hp.
8 Marine Log // September 2022
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each to reach optimal speeds resulting in the prevention of research delays, which is important considering the frequent changes in Mississippi River conditions.
arking the latest expan sion in its Endeavor range of workboats, Theodore, Ala.-based Silver Ships Inc. has delivered the Tobin, the largest marine surveying vessel in its series.
“Thompson CAT is proud to partner with Silver Ships for their power needs,” says Rich ard Tremayne, marine business manager at Thompson CAT. “Together our engineering teams have designed and built significant boats like Tobin over many years. High-per formance power installations are always fun puzzles to solve with talented companies like the Silver Ships team.”
This vessel’s name honors Thomas G. Tobin who worked for the U.S. Army Corps of Engineers New Orleans District for more than 30 years. As a capable engi neer and brilliant programmer, Tobin developed systems that automated the processing and mapping of daily naviga tion condition surveys collected. He was a part of the Engineering Division Channel Improvement team and achieved success with the automated design functions that ensure successful operations of the Missis sippi River. Tobin dedicated his skills to the Corps mission. He passed away in Febru ary 2016, at the age of 54, after a courageous battle with cancer.
The 49-foot vessel has been custom designed for the U.S. Army Corps of Engi neers Venice Sub Office in Venice, La., to hydrographically map the mouth of the Mississippi River.
Tobin’s features include MGX5136RV Twin Disc marine gears, Michigan Wheel propellers, Furuno navigation and com munication systems, Delta ’T’ Systems engine room ventilation, Arid Bilge Series 4 system and Ayres paneling.
The mission-specific hydrographic survey vessel will allow researchers to accu rately and effectively obtain and document data on the rapidly changing waters in the Mississippi River.
ShipsSilverCredit:Photo
With the intent of keeping waterways open and preventing obstructions to marine navigation, Tobin is equipped to handle challenging river terrain and will conduct condition surveys of the river to further the safety of marine operations, says Jason Powers, director of business development for Silver Ships.
inconsistencies caused by changes in the river bottom. Additionally, Tobin is equipped with state-of-the-art technology that includes an EchoTrac E-20 survey sys tem. They key component that allows the vessel to take survey measurements, the E-20 uses a single- beam transducer that charts river depths and monitors water changes that could be potentially hazard ous to marine navigation.
The Jones Act compliant Chartwell Ambi tious CTVs, certified under USCG Subchapter L, will be able to operate on any wind farm in the United States.
AWT currently operates the only two CTVs in the U.S. under long-term contracts, servic ing the Block Island Wind Farm and Coastal Virginia Offshore Wind Farm. AWT has seven years of operating experience in U.S. offshore wind with an impeccable safety track record, logging over 6,600 TP connections and 25,000 personnel transfers.
RHODE ISLAND headquartered U.S. offshore wind farm support pioneer Atlantic Wind Transfers (AWT) has ordered six Chartwell Ambitious-class crew transfer vessels (CTVs). They will be built by St. John’s Ship Building Inc. at its shipyard in Palatka, Fla.
The vessels will be the first U.S.-built CTVs to comply with the U.S. Environmental Pro tection Agency’s Tier 4 regulations, among the world’s most stringent emissions rules for marine engines.
“We’re pleased to strengthen our pioneer ing status in delivering another first for the U.S. offshore wind sector with these new Tier
IV vessel orders,” said AWT’s founder, Charles A. Donadio Jr. “Our goal is to build the most reliable, multi-purpose Jones-Act CTV fleet in the U.S., and provide our clients with cut ting edge technology while lowering our carbon footprint and meeting all Jones Act and USCG Regulations. This investment will enable us to have crew transfer vessels avail able for charter to support the demand over the next several years.”
AWT has a relationship with Chartwell that includes taking delivery of the first U.S.-built Chartwell CTV, Atlantic Endeavor, in Decem berAWT2020.says that, through its continued partnership with Chartwell Marine, it is dem onstrating its commitment to the growth of the U.S offshore wind market.
The first two are expected to be delivered in summer 2023 and January 2024 respectively, with four further builds in the pipeline.
“Our experience has proven our vessel model works for both the shipyard construc tion phase with on-time deliveries, and in-service uptime reliability for installation support and long-term O&M,” Donadio continued. “Chartwell is our go-to when it comes to CTV designs which are operating in multiple international markets. We see our partnership with both Chartwell and St. John’s Ship Building as a key cornerstone in our strat egy to build the capability and capacity of AWT to support the future growth of the off shore wind industry.”
September 2022 // Marine Log 9 UPDATE AWTCredits:Photo
The Ambitious is Southampton, U.K.based naval architect firm Chartwell Marine’s flagship CTV design; a 25.2-meter alumi num catamaran with capacity to transport 24 personnel to and from turbines with speed, safety, and stability. Orders for the Ambitious class design are now well into double-figures, with boats currently operating in Scotland, France, and Virginia.
inland waterway is presently very shallow, so we had to design a vessel that was as light as possible, no more than 195 dwt, with a draft not greater than 1.2 meters. So we have cre ated a super-efficient hull design that will operate brilliantly on shallow waters in Europe and around the world. Through trial and error using rigorous computerized fluid dynamic (CFD) testing, we have produced the smoothest possible hull resistance. We’re also using thin lighter steel, approved by class, to reduce weight while at the same time keeping safety of paramount importance. In addition, we have innovated the wheelhouse, using a jack up design made of aluminum, again to spread and reduce weight.”
produced at Buquebus’s own LNG plant. It will also incorporate shaft e-motors powered via the main engine gearboxes.
Lithuanianpropulsiondesigner
PendingAuthority.classApproval in Principle with Bureau Veritas, the Electric Eel is designed to have a range of 300 kilometers (about 186 miles) before needing to stop, the 26 meters long vessel is powered by three DNV approved batteries with a combined weight of 74 tonnes, two held in TEU containers on deck that can be replaced via crane at harbor, and one permanent battery below deck that can be charged at quayside.
Another innovation on board is the use of a wind turbine to generate 5 kW of addi tional electricity for lighting, the galley and crew facilities.
“The biggest challenge we faced was weight and draft,” says WBE’s head of sales and mar keting Egl Mikalauskien . “The Lithuanian
unveils plans for electric push boat
The vessel has a pushing capacity of 2,000 tonnes and a top speed of 22 km/h downstream at 85% engine load. The elec tric batteries deliver an engine power of 500 hp/400 kW compared to an equivalent diesel pusher’s 1,000 hp/800 kW.
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WÄRTSILÄ is to supply the engines, waterjets, and fuel storage and supply system for what will be the world’s larg est aluminum catamaran ferry, a 2,100 passenger/226 car vessel ordered at Incat Tasmania Pty by Argentinian ferry operator, Buquebus.
WBE(Bottom)Tasmania;Incat(Top)Credits:Photo
The 130- by 32-meter vessel will operate between Argentina and Uru guay with Wärtsilä’s 31 dual-fuel engine technology, using primarily LNG fuel
Ballast ManagementWaterSystems
T HE E UROPEAN U NION is seeking to move more cargo from roads to inland water ways using greener vessels. Lithuanian ship designer Western Baltic Engineering (WBE), part of the Western Shipyard Group, has come up with a solution to the “greener vessels” part.
World’s largest aluminum cat will have Wärtsilä
Wärtsilä’s full scope of supply com prises four Wärtsilä 31DF dual-fuel engines, four Wärtsilä WXJ1500SR waterjets, and two Wärtsilä LNGPac fuel storage, supply and propulsion control systems. The equipment will be deliv ered to the shipyard commencing in mid-2023.
It has unveiled plans for an electric push boat vessel it calls the Electric Eel. The first will be built next year for the Lithuanian Inland Waterways
10 Marine Log // September 2022 UPDATE
OFFSHORE LEASE SALES
hen President Biden signed the Inflation Reduction Act into law, among those com ing away from the ceremony with a signing pen as a souvenir was Sen. Joe Manchin (D-W.Va.), who cosponsored the legislation with Sen. Chuck Schumer (D-N.Y.).National Ocean Industries Associa tion (NOIA) president Erik Milito paid tribute to Manchin’s efforts in passing it.
• In order to issue an offshore wind lease, an oil & gas sale of 60 mil lion acres)must have been held in the prior year. This tie-in runs for 10 years.
• Extension of Production Tax Cred its (PTC) for offshore wind;
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• Lease sales 258, 259, and 261 must be held. Lease Sale 258 would occur no later than December 31, 2022, Lease Sale 259 would occur by March 31, 2023, and Lease Sale 261 by September 30, 2023.
The Inflation Reduction
“The Inflation Reduction Act puts in place a framework for continued devel opment of U.S. offshore oil and gas, mechanisms to advance offshore wind, and incentives to spur offshore carbon sequestration innovation,” said Milito.
September 2022 // Marine Log 11 INSIDE WASHINGTON
• The offshore wind leasing morato rium in the Southeastern U.S. and Eastern Gulf of Mexico is lifted;
• New tax credits for offshore wind vessels; and
• There is no direct pay for final 7 years except for nonprofits and coops, which can receive all 12 years.
Manchin’s office says that he also secured a commitment from Biden, Schumer and House Speaker Nancy Pelosi to move a comprehen sive permitting reform package before the end of the fiscal year on September 30.
OFFSHORE WIND:
• A new royalty minimum offshore of 16.66%, with a maximum of 18.75%; and
OFFSHORE OIL & GAS:
CARBON CAPTURE & STORAGE
Act includes several NOIA priorities that would strengthen the outlook for the American offshore energy industry:
• There is an increase in staffing money for BOEM and NOAA;
• Lease Sale 257 is reinstated and high bidders must get their lease;
• Direct pay is available for the first five years after the project is placed in service; and
• OCSLA is amended to allow for wind lease sales offshore U.S. territories.
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• Increases the federal 45Q tax credit to $85/ton if wage/appren ticeship requirements are met and construction commences before January 1, 2033;
12 Marine Log // September 2022
By Nick Blenkey, Senior Editorial Consultant
the country would make a one-off injec tion of $100 million into defense this year and from now on will invest more than two percent of its gross domestic product in defense. There are already indications that this will include increased naval spending. Unwelcome as the wakeup call may be, these sorts of announcement are good news for European shipyards, which
ussia’s invasion of Ukraine is having repercussions in the Baltic. Already, Finland and Sweden have sought to join NATO. Now, long-time NATO member Denmark is planning to invest up to DKK 40 billion (about $5.4 billion) in new warships. Germany Chancellor Olaf Scholz, meanwhile, in July announced that
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continue to have a dwindling share of the world orderbook in tonnage terms—lag ging far behind Asian yards.
The statistics, of course, do not tell the whole story. The European ship building industry still has an annual production value of about $43 billion, and naval vessels and other complex and advanced vessels, notably cruise
FincantieriCredit:Photo ENGINES & PROPULSIONEUROPEAN SHIPYARDS
EUROPEAN Shipbuilding GETS A WAKEUP CALL
Cruise ship under construction at Fincantieri’s Genoa Sestri yard—one of 18 shipyards that Fincantieri operates worldwide
The most recent additions to the Royal Danish Navy, its three Iver Huitfeldt-class frigates, were constructed in blocks in Esto nia and Lithuania. These blocks were then towed to the Maersk Group’s Odense Steel Shipyard (OSS) where they were assembled. Following their delivery in 2012, the yard was closed and became an industrial park dedicated to the offshore renewables sector.
Something else to bear in mind is that, according to trade association SEA Europe, Europe is home to 22,000 big, small or medium-sized marine manu facturers and suppliers that hold a 50% share of the worldwide marine equipment market—and equipment can account for upwards of 40% of a ship’s cost.
Still, over the years, Europe has lost a significant share of its capacity to build large ships and this could present chal lenges as it looks to strengthen naval capabilities. Denmark has set up a gov ernment-industry partnership charged with addressing this problem.
The partnership must prepare an analysis that results in concrete recommen dations on how to best nationally support the Danish Armed Forces’ long-term needs for ship procurement—among other things by ensuring that Denmark has the skills to design, build and maintain warships.
Dr. Christoph Morgen of law firm Brinkmann & Partner was appointed insolvency administrator and lost lit tle time in getting things moving. The firm reported that two of MV Werften’s yards had been sold by March 5. The city of Stralsund acquiring the Stral sund yard, with plans to locate a large number of maritime companies at the site. Lloyd Werft in Bremerhaven was sold to a consortium of bidders con sisting of the Rönner and Zech Group, which plans to operate as a conversion and repair shipyard.
EUROPEAN SHIPYARDS
September 2022 // Marine Log 13
ships, account for much of it.
shipbuilding capabilities and capacity will be key. According to the Danish Ministry of Defense, the new, national partnership for the maritime area must ensure coordina tion across the state, industry, professional organizations and financial institutions. This applies, among other things, to the work to strengthen Denmark’s national shipbuilding capacity.
If frigates are in Denmark’s plans, don’t be surprised if part of the Odense yard finds itself back in the shipbuilding business.
Now, here’s where Germany’s plans to up its defense spending get interesting. Thyssenkrupp Marine Systems acquired
That industrial park is not all that’s left of the shipyard. Consultancy OMT (Odense Marine Technology) was spun off in 2010 to take the yard’s technology, expertise and experience into evolve into a lead ing international maritime consultancy. Not surprisingly, OMT is part of the team selected by the U.K. Ministry of Defense to develop the Type 31 general-purpose frig ate, which just happens to be based on the Iver Huitfeldt-class.
Meantime, in Germany, the problems of the cruise industry, and in particular of Genting Hong Kong and its Crystal Cruises subsidiary came home to roost this January when the Genting’s German shipbuilding subsidiary MV Werften filed for insolvency.
Two of the objectives set for the partner ship make it clear that beefing up Denmark’s
Cruise Ship Construction
EUROPEAN SHIPYARDS
MV Werften was set up as a late comer to the cruise ship construction scene when
A giant on the European shipbuilding stage, Fincantieri has 18 shipyards. Nine of these are in Italy, three in Norway (the Vard yards), two in Romania, one in Vietnam, one in Brazil—and, of course, three are in the U.S.
Another European player with a big global footprint is family-owned Damen. It has eight newbuilding yards in the Netherlands, two in Poland, two in Roma nia, and one yard each in Turkey, the UAE, Qatar, South Africa, and Vietnam. It also has two newbuilding yards in China. Then there’s its ship repair presence, with eight repair facilities in the Neth erlands, two in France and one each in Sweden, Curaçao, and the UAE.
German insolvency proceedings work very differently than U.S. Chapter 11 bank ruptcies and Dr. Morgen has a track record of successes in sorting out shipyard insol vencies under German law. These include helping shepherd one of the world’s lead ing specialist RO/RO builders Flensburger Schiffbau-Gesellshaft (FSG) into new own ership and back into production some two years ago. The yard is currently building an LNG-fueled RO/RO for Tasmania-based operator SeaRoad and just last month its managing director, Philipp Maracke, was in Canada signing an MoU with Newfound land-based Oceanex that could lead to the construction of a sustainable ConRo ves sel. FSG also has a track record in building naval vessels, notably logistics support ships
Interestingly, both Chantiers de l’Atlantique and Fincantieri are ulti mately owned by the French and Italian states, respectively, and both are signifi cant naval Fincantierishipbuilders.isalsoanother reminder of why shipbuilding statistics are some what misleading in showing Europe as ranking in the number five spot after China, South Korea, Japan and “other.” That’s because a significant chunk of that “other” is owned by European ship builders—among them Fincantieri.
While Europe may be pretty much out of the business of constructing big basic ships like tankers and bulk carriers, where its shipyards excel is in building special ized vessels and lately the offshore wind industry has been creating a need for any number of those. Likewise, the European ferry sector continues to create a market for ever-greener vessels.
the Wismar yard and could be producing submarines there by 2024. The yard could also be used to build naval surface ships if orders are received in that area. The fourth MV Werften yard, in Rostock, was sold to the German government on July 7. It plans use the yard as a naval supply and maintenance base.
European Yards Find Their Niches
14 Marine Log // September 2022
Dredging, too, is a sector where Neth erlands shipbuilders have long been leaders. Getting into the specifics of who is building what and where in these sec tors is beyond our scope here, but the bottom line is that European shipbuilding is alive and continuing to produce inter esting tonnage.
Genting Hong Kong saw the need for a fourth major European shipbuilder to meet its lofty newbuilding ambitions for Crystal Cruises. We plan to cover cruising in some depth in our next issue, but it looks like the three major European players in this area— the Meyer Group, Chantiers de l’Atlantique and Fincantieri—are successfully handling the transition to an order intake that’s still impacted by cruising’s recovery from its pandemic-induced shutdown.
MarineLog_HalfPage_Horizontal_Ad_outlns_.indd 1 8/28/22 5:28 PM
t one time, oil tankers were the mainstay of world ship building, at least in tonnage terms. Now, though, BIMCO reports that in the first six months of this year only 1.6 million dwt of crude and product tanker tonnage was ordered—the lowest half year onBetweenrecord. 1996 and 2021, the lowest halfyearly tanker contracting volume was 3.0 million dwt, recorded in the first half of 1999. Despite improved freight rates and a more positive market outlook, the first six months of 2022 ended with barely more than half that volume. Consequently, the order book to fleet ratio has fallen to 5.1% for crude and product tankers, a ratio,
may be gaining in popularity, especially in the container Interestingly,sector.though Japan’s Mitsui O.S.K. Lines, Ltd. (MOL) last month signed con tracts for the construction of four Capesize bu,lkers and two Very Large Crude Carriers (VLCCs) that will all use liquefied natural gas (LNG) as their main fuel.
The VLCC contract is also significant in that it appears to be the first VLCC order of any kind placed by anyone since June 2021. According to Poten & Partners, the VLCC that was ordered then cost $93 million. Poten assesses the current contract price for that vessel today would be $119 million. Add in a premium for LNG fueling, and it’s clear that the MOL order represents a sig nificant financial commitment.
TANKERS :
A
According to VesselsValue, a marine market intelligence company, there have been 54 newbuild orders in 2022 thus far, compared to 183 during the same period last year. Inflationary pressures, high raw material costs and uncertainties over fuel choice have led tanker owners to be cau tious over their ordering activity.
FortunerShutterstock/AvigatorCredit:Photo
which is also the lowest since 1996.
HOW LONG WILL STICKER SH OCK KEEP ORDERING LOW?
September 2022 // Marine Log 15
The highest newbuilding prices since 2008 and price increases of between 25% and 42% since November 2020 may have discouraged owners, and many may be waiting for more attractive prices. Uncer tainties about which fuel to choose may also have delayed some orders. So far, the favorite alternative fuel for orders has been LNG but it appears that methanol
MOL is not disclosing what it’s paying for any of the six ships, which will all be built in “UnlessChina.contracting picks up, it seems that we may see both the crude and prod uct tanker fleet reducing in size in the coming years,” says Rasmussen. “As 6-7% of both the crude and product tanker capacity is at least 20 years old and 20-21% is between 15 and 19 years old, annual demolition would normally reach around 3% of the fleet capacity, which would thus exceed planned deliveries.”
“Fleet growth is low due to muted ordering and expected increased scrap ping due to fleet age. Upcoming IMO decarbonization regulations will further reduce effective vessel supply, further tightening of market is expected for both crude and product tankers. Newbuilding prices are expected to remain at current or higher levels through 2023.”
Uptick in Earnings
Still, says Rasmussen, the fleet will even tually have to be renewed, not least in order to reduce greenhouse gas emissions,
TANKERS
and contracting will thus increase in the coming years.
In the longer term, demand prospects are a bit more uncertain as the Interna tional Energy Agency predicts that oil demand could peak between the mid2020s and mid-2030s.
16 Marine Log // September 2022
“Demandoutlook:for oil is improving postCOVID-19. High oil price, inflation and interest rate hikes may hold back its full potential,” says the company. “Tanker demand is strong due to low inventories, strong refinery margins, SPR releases, increasing crude production outside of Russia and redrawing of trade routes due to sanctions. However, uncertainties on sanction impact and duration.
Positive Outlook
Oil demand may have returned to pre-pandemic levels, and the shunning of Russian exports has led to increased ton-mile demand from further afield, sup porting elevated earnings.
Fleet growth is low due to muted ordering and expected increased scrapping due to fleet age.
but these have seen an uptick since the onset of conflict in Ukraine.
VesselsValueCredit:Photo
Values for all tanker segments on the second-hand market have improved consid erably as a result, shown opposite. These are the respective percentage changes in value for tankers since January 1, 2022.
With regards to future developments for the tanker sector, VesselsValue’s sister company, ViaMar, forecasts a pos itive
VesselsValue reports that the current state of the tanker market is particularly posi tive. It says that COVID-19 had affected earnings for products and crude vessels,
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In the short to medium term there appears to be a good case for more tankers to be ordered, says Rasmussen. This is because global oil demand has still not fully recovered from COVID and because 2023 is expected to bring increased tonne miles demand due to the EU ban on Russian oil and oil prod ucts being fully implemented.
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Jim Wunderman Board Chair, WETA CEO, Bay Area Council
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Building green ships of the future JAPAN:
Japan’s first LNG-fueled tug, the Sakigake, is to be converted to ammonia fueled operations.
JAPAN SHIPBUILDING
By Jonathan Hawes
propulsion horsepower by 20%, reducing carbon dioxide emissions while the ship is cruising. It enables the ship to be CO2-free during port operations, such as unload ing and loading freight, leaving or entering port, and pier docking and undocking.
Tokyo-based e5 Lab Inc., in part nership with Mitsubishi Shipbuilding Company Ltd., is providing a “Roboship” design for a 499-ton biomass fuel carrier that Honda Heavy Industries Co. Ltd. is building. This effort’s partners have said if the Roboship is widely adopted, it will reduce carbon dioxide emissions and lessen demands on Japan’s aging mari time
September 2022 // Marine Log 21 JAPAN SHIPBUILDING NYKCredit:Photo
Part of the emissions savings is achieved through using eco-friendlier fuels like hydrogen, biofuel, ammonia, liquefied natural gas and synthetic fuel.
It’s still unclear willcleaner-burningwhichfuelswininthebattletoreduceshipemissions,buttherearesomefavoritesemerging.
A
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ity storage batteries and generators. The ship’s design uses Mitsubishi Shipbuild ing’s high-performance twin skeg ship design, providing its own economies that benefit mariners.
Theworkforce.Roboship has a standard system package outfitted with electric propulsion hardware (including propellers, motors, switchboards, batteries and generators), as well as the accompanying software to safely control the system. The Roboship
The prefix “robo” conjures the image of a self-propelled, self-guided machine, and the Roboship fits that bill. The ves sel’s hybrid system propels both the ship forward and propulsion systems in general ahead by way of large-capac
The Roboship design also promises more comfortable travel. Its batterypowered system is quieter in operation and vibrates less than other systems, giv ing a more enjoyable ride for the crew. The ABB-made modularized electrical propulsion package of the vessel also pro vides better steering for easier docking and undocking.
It’s still unclear which cleaner-burning fuels will win in the battle to reduce ship emis sions, but there are some favorites emerging.
package is suitable for cargo ships of up to 749 grt.
These vessel upgrades serve a variety of purposes, including addressing fuel efficiency and the problem of an aging workforce, to name just two benefits.
That vessel design lowers necessary
s one of the world’s most technologically advanced nations, Japan is an old hand at developing and marketing “futuristic” ships. These days, state-of-the-art ships emerging from Japan are modeling many innovations, including technology that lighten crews’ workloads and reduce car bon dioxide emissions.
Ammonia is among them since it doesn’t emit CO2 when it is burned. When CO2free hydrogen is used as the raw material for ammonia, it is possible to achieve zero emissions over the fuel lifecycle.
LNG is widely seen as a “bridge fuel”
Cool Conversion
to ammonia and hydrogen. In one recent development, Japan’s NYK Line made a move to cross that bridge when it signed a contract with the Keihin Dock Co. ship yard, an NYK Group company, to modify a tugboat to ammonia fuel specifications. The vessel chosen for the conversion is Japan’s first LNG-fueled tug, the Sakigake , a tugboat delivered in 2015 and operated in Tokyo Bay by NYK Group company ShinNippon Kaiyosha Corporation.
The decision to go ahead with the Sagigake conversion follows last month’s granting of an AiP for an ammonia-fueled tugboat — the A-Tug — by ClassNK. In the development process, there were various design chal lenges to using ammonia as fuel, but the two companies say they overcame these without changing the size of the conventional tugboat.
Roboship will feature a completeelectricalmodularizedpropulsionpackagefromABB.
The initiative is part of a larger Japanese project to develop vessels equipped with a domestically produced ammonia-fueled engine initiated in October 2021 by NYK and IHI Power Systems Co., Ltd., whose subsidiaries include engine manufacturer Niigata Power Systems.
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NYK will begin the modification in fis cal 2023 with the aim of carrying out demonstration operations in the Port of Yokohama in fiscal 2024.
22 Marine Log // September 2022 JAPAN SHIPBUILDING ShipbuildingMitsubishiCredit:Photo
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Marine Log (ML): What are the most important things a shipowner should look for when choosing a ballast water management system (BWMS)?
Shipowners should also take a careful look at the ballast water management System Design Limitations (SDL) that are listed on Type Approval Certifications to make sure that the system is compatible with vessel’s trade routes in regard to water type and condition. For example, you wouldn’t want to choose a UV system if your ship is ballasting in muddy or turbid waters, and an Electro-chlorina tion system in fresh water or other less than optimal conditions could cause a lot of tech nical headaches with the sensors and dosing calculations for the crew. (This is probably a good time for me to mention that the Eco chlor ClO2 treatment is effective anywhere in the world with no limitations when it comes to temperature, salinity or turbidity, plus we don’t have any TRO sensors.)
Andrew Marshall, CEO of Ecochlor
Ecochlor generator
Last spring, we introduced our EcoOne BWMS system, which is available in filter less and hybrid variants. These systems are very simple to operate and have the same
W
strong record of reliability, that it’s simple for the crew to operate and that the manufacturer has worldwide service coverage in place.
The new variants have been very popular with shipowners and now accounts for 94% of our sales.
ANDREWITH W MARSHALL of Ecochlor
ITH MORE THAN 30 YEARS’ EXPERIENCE in developing and launching emerging tech nologies in the maritime industry, Andrew Marshall, is a seasoned executive.
By Heather Ervin, Editor in Chief
Prior to Ecochlor, he served as the owner of Marshall Global Consulting Ltd., the CEO of Coldharbour Marine, and the COO of Spectral Fusion Technologies. Today, Mar shall is the CEO of Ecochlor, a developer of proprietary ballast water treatment systems.
Andrew Marshall (AM): I would say that the key items a shipowner should be consider ing in their selection is that the system has a
Ecochlorcredits:Photo
So, if I had to give you one takeaway for shipowners that are choosing a BWMS, it would be, “do the research.” Check out the system’s reliability, talk to seafarers who have actually used the system to see how hard it is to operate, and look at the SDL in relation to the vessel’s trade route as well as ask the hard questions regarding OPEX when operating in less-than-optimal water conditions for that particular treatment technology. Often times, power consumption or maintenance costs increase significantly when the BWMS is operating in challenging circumstances.
CEO Spotlight 24 Marine Log // September 2022
reliability and inherent benefits of our tra ditional BWMS—no TRO sensors, gravity ballasting options, very low power consump tion—but they now have fewer components, requiring less maintenance, whilst installation costs are dramatically reduced.
M L: What can shipowners expect as far as BWMS and regulations go in the near future? Any insight into how regulations might impact it in five to 10AM:years?
In this edition of Marine Log’s exclu sive CEO Spotlights, Marshall shares with us some things shipowners should consider when it comes to selecting ballast water treatment or management systems for their vessels, what regulations might impact them related to these systems, and more.
Energy efficiency is a critical component to decarbonization and the regulations will be even stricter in the near future. Ship owners should be looking at a number of different paths in their efforts to meet future carbon reduction targets.
There are a number of environmen tal regulations that shipowners are dealing with right now – ballast water management, scrubbing, biofouling and CO2 emission reductions to name a few.
Q & A
One simple route to lowering fuel con sumption and emissions is to ensure that the
Let me give you an example, the EcoOne BWMS has very low energy requirements, per haps the lowest in the industry. Our system, without a filter, with ballast flow rates between 500 to 3000 m3/hr., has power requirements that range from an astonishing 5 to 7 kW and with flow rates between 3,000 to 10,000 m3/hr. the power requirements still remain low at a range of 10 to 15 kW. These power requirements are a fraction of what some of our other competitors need for their BWMSs, making it an important benefit for owners that want to protect them selves from future environmental regulations.
To recap our latest news, the launch of our filterless EcoOne with hybrid options to shipowners was an unprecedented success. At the end of the year, we will be bring ing our EcoOne Container Unit to market, offering a unique solution for ballast water treatment to the offshore industry.
AM: Well, of course the EcoOne range is a major step forward towards our sus tainability goals. Fewer materials and components, 40% less installation resources needed and even lower power consumption and maintenance requirements in operation are all positives in this regard. Also, during the pandemic we worked hard to streamline our engineering, manufacturing and logistic processes to produce and ship systems in a more efficient, cost-effective manner.
About two years ago, we could see the “writ ing on the wall” relative to any future supply chain issues. We quickly started researching multi-sources for some key components, espe cially outside of locations where deliveries were impacted by manufacturing shutdowns. Additionally, as our abilities to control our pur chasing options increase, we were able to ensure maximum attention was given to reduce the lead-time for deliveries in order to better assist clients meet their installation timelines.
for their pipework, so our research resulted in two vendor options (approved by the relevant regulatory agencies) being selected and it has now been integrated into the Ecochlor Gener ator engineering designs. As an added bonus, the change to CPVC pipework also realized a reduction in material costs as well as offering easier assembly.
And last but certainly not least, we are diversifying our portfolio of environmen tal products and services with increased collaborations and partnerships as well as in-house development in other environ mental technologies. Whilst we will keep a steady focus on offering our clients a BWMS that keeps their vessel compliant both now and into the future, we are transitioning Ecochlor into a “Green Marine” environ mental service and technology company.
A routine ballast operation underway.
Additionally, our Service, Chemical Sup ply and Spare Parts teams are endlessly researching locations for our in-house ser vice engineers and expanding upon our network of highly trained Authorized Ser vice Partners around the globe.
ML: As you’re well aware, the maritime world has been faced by ongoing global supply chain disruptions. Has this challenge impacted your line of work?AM:
As I mentioned before, we have worked hard to integrate improvements to our processes, including our supply chain man agement programs. During the pandemic and the ongoing Russian-Ukraine war, we have dealt with restricted travel issues, lock-downs and manufacturing closures as well as port congestion, longer transport periods and the ever-worsening problem with crew shortages.
We will continue to increase upon our first-in-class Service team expanding to new locations as our client’s needs grow.
ML: Can you tell us what approaches Ecochlor takes toward achieving its sustainability goals and how can it help shipowners achieve their own and stay compliant?
equipment on board the vessel has low energy requirements. Whilst energy efficient products may cost more to purchase initially, they typi cally save money over the long run. Why? It’s simple. When you lower the energy demands on your vessel, you reduce the fuel consump tion and lower the CO2 footprint, decreasing your operating costs.
Finally, Ecochlor is diversifying and investing a substantial amount of time and resources into researching some of the most innovative “green marine” technologies that are available (or soon to be available) in the market. We believe that Ecochlor is uniquely positioned to assist the shipowner to be
Currently, in R&D, we are working on a con tainerized design for a filterless EcoOne BWMS for the offshore drilling industry. The EcoOne Container Unit is expected to be available for installation by the end of 2022 and has the unique benefit of only needing one BWMS to handle 4 quadrants for semi-submersible rigs as well as service all sub-systems for jack-up rigs.
September 2022 / Marine Log 25 Andrew Marshall
AM: Yes. Trust me when I say you should keep your eye on Ecochlor as we move toward our new, exciting, all-encompassing “green marine” maritime environmental platform. We will have a lot of news to share over the next couple of years!
compliant with these new environmental marine regulations through our collabora tions, partnerships and in-house R&D.
ML: Finally, what’s new at Ecochlor for our maritime readers? Is there any thing we should keep an eye out for?
A perfect example of this approach was with our use of GRE materials for pipework inside and outside of the chlorine dioxide (ClO2) treatment generator. During the pan demic there were occasional issues with delays for this component. Our engineers investi gated the options for alternatives should the supply of GRE materials be problematic. At the time, it was well known that land-based ClO2 Generator suppliers were using CPVC
JEFF ANDREINI, Vice President New Energy At Crowley Marine Services
JOEY D’ISERNIA, President, Eastern Shipbuilding Group
ERIK MILITO, President, National IndustriesOceanAssociation
CHARLIE DONADIO, President and Founder, Atlantic Wind Transfers
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September 2022 // Marine Log 27 NEWSMAKERS
TEO ENG DIH , currently Deputy Secretary of the Singapore Ministry of Defense, succeeded QUAH LEY HOON as CEO of the Maritime and Port Authority of Singapore when she stepped down September 5. TEO’s responsibilities have included serving on the Jurong Port board of directors.
Jones is a 12-year veteran of the construction and maritime industry.
Austal USA has appointed KRUGERMICHELLEas vice president of global services and support. A marine engineer with more than 25 years of maritime industry experi ence, Kruger is a U.S. Merchant Marine Academy, Kings Point, N.Y., graduate and prior to joining Austal USA most recently served as the vice president of operations at GD Bath Iron Works
HERNANDEZMIGUEL , formerly gen eral manager of sales atmarketingand
Karl to lead new Crowley wind services business unit
Crowley appointedhasBOB KARL as senior vice president and general man ager of its new business unit, Crowley Wind Services. A long-time energy industry leader, Karl served more than two decades in roles at General Electric
Dredging and marine construc tion specialist Callan Marine Ltd. has promoted CHRIS DEARING to vice president of engineering and production and OLIVER JONES to vice president. Dearing will continue to lead the development and training of Callan’s engineer ing personnel assigned to field- and office-based roles.
West P&I has appointed GINA PANAYIOTOU as its environmen tal, social and governance (ESG) manager, responsible for reviewing the P&I club’s approach to sustainability, people, and governance, and for developing and implementing a strategy that supports its commitment to ESG.
MODEC , has been named senior vice president of offshore business development at ABS . In that role, he is leading ABS’s global offshore services business, including in the FPSO, FPU and floating offshore wind sectors.
“We see there is potential for both sav ings and reduction of greenhouse gas emissions, and if the result from the pilot vessels is as expected, we anticipate that this will be installed on a larger part of our fleet”, says Arnstein Kløvrud SVP Technol ogy and integrated solutions at DOF.
EcoAdvisor is an outcome of a joint “Intel ligent Efficiency” research project between Kongsberg Maritime, vessel operator DOF Subsea AS (DOF), research institutes Sintef and NORCE, and Innovation Norway, with the aim of developing technologies to moni tor and reduce the GHG (greenhouse gas) emissions during vessel operations.
EcoAdvisor works by collecting and ana lyzing real-time data from various systems onboard. These include dynamic positioning (DP), integrated automation systems (IAS), navigation and power management systems (PMS). This data is passed through a non-lin ear optimization solver to find the optimal set up of the power plant for the current environ mental conditions, considering the demand from various consumers including thrust ers, mission equipment and hotel loads. The optimal load reference for engines and state of charge reference for batteries are computed based on their efficiency and power loss.
Based on this analysis, operational advice is provided to the captain, DP operator and chief engineer on what machinery (engines, batteries and thrusters) can be stopped to run the vessel more efficiently and sustainably. This advice is dynamic—if a change in the mean weather conditions (wind, wave and current), power plant system or DP system settings is detected, EcoAdvisor’s recommen dations will be revised accordingly. All advice is backed up by a system overview indicat ing why these changes are desirable, how any steps will alter the balance between efficiency and redundancy margin, and what the realtime effect of the measures are.
EcoAdvisor includes a Voyage Energy Cal culator feature for transit operation. This helps the operator to determine the total energy con sumption for varying speed profiles including added resistance due to wind, wave and cur rent for selected routes based on the weather forecast. This allows operators to decide the optimal speed with minimum fuel energy con sumption for a specific trip, according to their departure/arrival time requirements.
DOF Subsea currently has two vessels piloting Kongsberg Maritime’s EcoAdvisor solution
KONGSBERG MARITI ME has launched an intelligent and dynamic decision support system for optimizing a range of vessel opera tions. Called EcoAdvisor, the system monitors the vessel operation and its environment, including power generation, propulsion, environmental forces and control system dynamics. This enables operators to achieve reductions in fuel, emissions and maintenance costs, without compromising vessel redun dancy margins or vessel operational efficiency.
Kongsberg Maritime launches vessel performance optimization tool
28 Marine Log // September 2022 TECH NEWS Maritime/DOFKongsbergCredit:Photo
ship owners can reduce their carbon foot print whilst at the same time reducing OPEX.
Utilizing EcoAdvisor’s innovative fea tures on the optimization of the use of generators, thrusters, and the setup of the power plant, while maintaining and ensuring safety during DP operations, DOF currently has “Intelligent Efficiency” pilot schemes running on two vessels ( Skandi Vega and Skandi Africa ) and is expecting positive data from these.
“EcoAdvisor demonstrates clearly how a decision support tool relying on the power of digitization can help vessel oper ators remain competitive in a growing green market,” says Odd Hagen, vice pres ident-offshore sales, Kongsberg Maritime. “Several factors contribute to inefficiencies in maritime operations, such as multiple engines running at low utilization, load variations, and large power fluctuations due to mission equipment and thrusters. Vessel owners have found it challenging to achieve sustainable operations due to conservative requirements from charterers and a lack of a holistic overview of their operations.”
“EcoAdvisor creates an intelligent and comprehensive overview of all these fac tors, delivering advice that enables efficient, cost-effective and sustainable solutions to be made without compromising vessel
redundancy margin,” says Hagen. “Further, the history log and reporting functions in EcoAdvisor can be used to determine the Energy Efficiency Existing Ship Index (EEXI) the Energy Efficiency Operational Indicator (EEOI) and Carbon Intensity Indicator (CII) to ensure compliance with IMO regulations.”
With stricter regulations and a global need for industry to operate as sustainably as pos sible, EcoAdvisor provides live advice on how
Serco is working on the MUSV project with Beier Integrated Systems LLC, Caterpil lar, DRS Naval Power Systems Inc., Nichols Brothers Boat Builders, Metron Inc., Serco Inc. (div Maritime Engineering Operations), Submergence Group LLC, and Thrustmaster of Texas Inc. on the project.
A key philosophy of NOMARS is “graceful degradation.” This allows individual equipment to fail over time by having enough system-level redundancy to meet full system requirements at speeds of at least 15 knots after one year at sea.
“NOMARS plans to demonstrate a nextgeneration completely unmanned ship that will enable entirely new concepts of opera tions,” said Gregory Avicola, program manager in DARPA’s Tactical Technology Office. “We will enable methods of deploying and maintaining very large fleets of unmanned surface vessels that can serve as partners, across the globe, for the larger crewed combatants of the U.S. Navy.”
DARPA enters next phase of unmanned surface vessel project
The goal is to achieve ultra-reliability objec tives by integrating distributed hybrid power generation, podded propulsors, and highcapacity batteries.
By eliminating all constraints and require ments associated with humans, NOMARS opened up the design space to novel ship con figurations and capabilities that could never be considered for crewed vessels.
board the MUSV to perform maintenance, NOMARS required new approaches for power generation, propulsion, machinery line-up, and control schemes to ensure continuous functionality throughout a long mission in all weather, temperature, and sea states.
The agency selected a design from Serco Inc. to move forward. In Phase 1, Serco devel oped a new Design Space Exploration (DSX) toolset that can evaluate spaces with a variety of parameters and outputs millions of ship designs to meet a diverse set of performance objectives and constraints. It used its DSX tool to create a set of ship designs ranging from 170-270 metric tons, and then refined those into a single ship, which the company dubbed Defiant, for the preliminary design review.
The first of its kind 210-tonne MUSV-class ship aims to maximize performance, reliability, and maintenance efficiency while still carrying significant payload at tactically useful ranges.
DARPA says the NOMARS program took a clean-sheet approach to ship design, holding firmly to the requirement that there will never be a human on board the vessel while it is at sea—including during underway replenish ment (UNREP) events.
DARPA says that the major system com ponents of the selected MUSV design are modularized, so repairs can be conducted with equipment typically found in yacht yards worldwide. This maintenance philosophy supports rapid turnaround, allowing the ships to spend a majority of their lifetime at sea per forming missions.
MEE T ING T HE G R OWING R EQUI REM EN TS for offshore wind W2W (walk-to-work) vessels to operate efficiently and reliably, Schottel, has introduced the SRPD, a new rudder propeller optimized for DP (dynamic positioning) use. Meeting the grow ing requirements for W2W (walk-to-work) vessels to operate efficiently and reliably, the new SRP-D is a further improved rudder propeller variant for highly demanding DP operations by service operation vessels.
September 2022 // Marine Log 29 TECH NEWS
“Based on the proven principle of the Schottel RudderPropeller, a cost-efficient yet powerful solution has been devel oped that greatly improves the positional accuracy of the vessel for the special DP requirements of these applications,” says Manfred Heer, vice president-technol ogy at Schottel. In developing the SRP-D,
extensive CFD simulations and calculations were taken into account.
Despite its integrated design, the LE-Drive allows a free choice of motor for vessels
Schottel introduces new DP-optimized rudder propeller
SRP-D has an extremely low profile, vertically integrated LE-Drive and an additional eight-degree tilt of the lower gearbox.
Schottel(Bottom)DARPA;(Top)Credit:Photo
The new SRP-D variants are characterized by reduced propeller acceleration/decelera tion times. In combination with a high-speed azimuth steering system with reinforced gear components, the SRP-D enables faster thrust allocation than conventional rudder propel lers. With shorter response times, it is possible to react faster and in a more targeted man ner to external forces from wind, weather and currents, thus achieving a higher positional accuracy of the vessel. At the same time, fuel consumption is reduced.
In Phase 2, Serco will finalize ship design, build the ship, and work through a series of
THE DEFENSE ADVANCED RESEARCH PROJECTS AGENCY (DARPA) is moving into Phase 2 of the No Manning Required Ship (NOMARS) program. The aim is to build and demonstrate a revolutionary new medium unmanned surface vessel (MUSV) that can go to sea and perform missions with unprecedented reliability and availability, while carrying a significant payload.
rigorous testing activities before taking it to sea for a three-month demonstration event.
In addition, the SRP-D has an extremely low profile, vertically integrated LE-Drive and an additional 8-degree tilt of the lower gearbox.
NOMARS is also pushing the boundaries on ship reliability. Because there is no crew on
with an electric, ideally battery-supported, energy supply. Due to its compact design, the LE-Drive opens up more freedom in vessel design. The SRP-D is optionally also avail able with the drive train in Z-configuration.
Concept design for NOMARS Defiant unmanned ship.
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• 2330: Discharged 265 cars, loaded 359 cars
Due to the size of ships, this constant weight can be huge. During recent contain ership groundings, salvors discovered the following constants:
· -100 metric tons on a 1,300 TEU ship
• 1857: Loading complete
Don’t wait for a disaster to check stability
Stability and loading calculations are not normally verified during inspections, sur veys, or audits. They are also not a required drill or training activity onboard. Despite the crew’s best intentions and interest, the cal culations are often inaccurate when the ship goes to Whensea.calculating the loading on a ship, the math sometimes doesn’t add up. The total weight of the ship (displacement) can be calculated and observed using the draft marks. But what if the displacement doesn’t match the drafts? The chief officer uses a “constant” weight to force the total weight of the ship to match the apparent draft.
Lack of time in port compounds the prob lem of stability calculation by ship crews. Efficiency of the supply chain requires fast turnaround time in port. Containerships and Car Carriers are designed for fast loading and unloading. These ships carry thousands of individualized pieces of cargo, (contain ers or vehicles). The cargo often has different weights and sizes. Stowage plans provide the ability to load this cargo almost anywhere onboard. The chief officer is responsible for loading and securing the cargo, adding and removing ballast, and calculating vessel sta bility all before (quickly) departing port.
Ships must comply with stability regu lations and stability should be calculated after loading and prior to departure. How ever, there isn’t a rule requiring a time when stability must be calculated. The car carrier incidents discussed are not iso lated. In fact, the 2021 CIC revealed that 2% of inspected ships (79 total) did not have accurate or correct data for a depar ture stability check.
• 0053: Departed port
Port captains, operations manag ers, auditors, surveyors, and port state control officers can help chief officers ensure their vessels are stable. The chief officer must have accurate loading infor mation. Stability calculation results must match the actual draft of the ship (with a reasonable constant). Don’t wait for a disaster to check stability calculations and procedures.
According to investigators, the chief offi cer made errors calculating the amount of ballast in both cases. Estimated weights for vehicles were used during planning. Both vessels departed before finalized weights could be entered into the loading computer. In one case, the chief officer intended to finalize stability calculations after departure. In the other, the chief officer performed cal culations but the final load plan was emailed to the ship two hours after it capsized.
• 0621: Loading vehicles in port
• 0137: Listed to 60° and grounded
SAFETY FIRST 32 Marine Log // September 2022
Stability Calculations.” However, magnitude of the weight is only one clue used to judge if the constant weight is reasonable.
Drafts are not checked against calcula tions at all in some cases. The Paris and Tokyo Memorandum of Understanding on Port State Control conducted a Concen trated Inspection Campaign (CIC) in 2021. This CIC found that 5.4% of the 4,212 ships inspected had no evidence that calculated displacement and trim corresponded with observed drafts.
ANDREW LAWRENCE Principal Naval Architect U.S. Coast Guard Salvage ResponseEngineeringTeam
O
· 500 metric tons on a 12,000 TEU ship
Car Carrier 2:
· 1,600 metric tons on a 20,000 TEU ship
In each of these three cases, the magni tude of the constant weight is about 0.5% of the displacement of the vessel. This is within the 2% tolerance allowed by the Interna tional Association of Classification Societies (IACS) for “Computer Software for Onboard
• 2006: Departed port
The UK’s Marine Accident Investiga tion Branch (MAIB) and the U.S.’s National Transportation Safety Board (NTSB)
recently investigated separate Pure Car and Truck Carrier stability failures that revealed strikingly similar accident timelines.
• 1736: Arrive in port, being partial unload and loading
How much constant weight is too much? Where should it be applied? These questions aren’t answered. A mariner’s license training typically includes neither draft surveys nor loading computer usage. Rules for ships do not limit the magnitude or center of gravity of constant weights.
• 2109: Listed to 40° and grounded
Shutterstock/tclyCredit:Photo
n most ships, the chief officer calculates stability without any sec ondary validation, until a casualty occurs. When stability failures and ground ings happen, salvors and investigators pore over each detail of the ship’s loading. Naval architects may evaluate stability for the first time since design or modification.
Car Carrier 1:
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