Marine log August 2017

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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

August 2017


Vision European ferries aim for zero emissions

Green Technologies & Sustainable Shipping

Navigating Digitalization

New Research Vessel for OSU

Improving oil and hazardous materials spill prevention, preparedness and response for inland, offshore and coastal incidents.

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2E ditorial Time for Some Strategic Tinkering


4 Industry Insights 6 Marine Innovations 8 Inland Waterways


Let’s Get It Right

10 Wellness Column Ben’s Half Life Zombies 6 Update lock-Buy Could Help USCG B Icebreaker Program • Blount, EBDG Team to Build Governors Island Ferry • Gulf Island to Build OSU Research Vessel • Cleveland, France Put A Different Spin on Wind Energy


Cover Photo: Vision of the Fjords photo by Sverre Hjornevik -

17 Inside Washington cCain Gives “Thumbs Down” M to Jones Act, Too 31 Newsmakers Carleen Lyden Walker Joins Gibbs & Cox’s Board of Directors

Digitalization Navigating Digitalization How “digital ready” is the maritime industry—an industry notoriously slow to adapt new technologies? Special Supplement Green Technologies & Sustainable Shipping • Hurry Up and Wait • Beyond Green Shipping: The Broad Spectrum Route to Decarbonization • Environmental Insight from our Partners Ballast water Navigating Ballast Water Management in the U.S. Under the BWM Convention, all ships over 400 gross tons trading internationally will be required to implement a ballast water management plan and install an approved ballast water treatment system


Ferries A Natural Evolution The ferry market, particularly in Europe, is taking advantage of the latest developed technologies to save on costs, better operations, and reduce emissions


Patrol Boats Annual Patrol Boat Guide A quick overview of some of the latest patrol boat news and designs from U.S. boatbuilders

32 Tech News The Power of the Cloud

36 Safety First Danger from Above

August 2017 // Marine Log 1


MarineLoG August 2017 Vol. 122, NO. 8 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389 PRESIDENT Arthur J. McGinnis, Jr. PUBLISHER & EDITOR-IN-CHIEF John R. Snyder Associate Publisher Jeff Sutley MANAGING EDITOR Shirley Del Valle

Time for Some Strategic Tinkering


hile my father was a chemistry professor and researcher, he was a natural born tinkerer. As a Depression baby, “waste not, want not” was part of his DNA. His tinkering did yield some successes. During the 1973 Oil Crisis, for example, he rigged our 1968 Ford Country Sedan Station Wagon to drive in neutral with the engine shut off to save fuel. As a result, he squeezed another 5 miles per gallon out of its 390 cubic inch engine. Today’s cars employ a similar idea—stop-start technology—to improve fuel efficiency. But he also had some failures. He converted our refrigerator from air-cooled to water-cooled to improve efficiency and save energy. It worked a little too well, encasing the freezer shelves in a thick crust of ice. My mother was not happy. While he passed away almost 35 years ago, I think of him often, particularly when I’m faced with personal challenges or, as in this case, because of the challenges facing the maritime industry. Shipping rates are low, shipyard capacity is too high, growth in global seatrade is slowing, and, as we discuss in several articles in this month’s edition—our 13th Annual Green Issue—the industry is being challenged to walk a narrow environmental path. The traditional maritime business model is at a crossroads. It’s time for the industry to


strategically tinker. That’s where smart technologies, smart initiatives and smart people can help. Shipping companies, for example, can better manage their ships and fleets from ashore using improved broadband services in combination with shipboard sensors and cloud storage to collect and store big data for analysis to make informed management decisions. Additionally, there’s also a growing list of smart phone apps and fleet monitoring dashboards to improve performance and maintenance. We’ll be hosting Marine Log Smarter Ships 2017 Conference & Expo in Seattle, Sept. 11-12, where a number of presentations and panel discussions will explore smart technologies and initiatives that are being implemented and yielding significant realworld results. How can your business take advantage of increasing digitalization and automation? You’ll get to network, learn about and discuss how these initiatives and technologies are working and might be employed to improve your business.

WEB EDITOR Nicholas Blenkey Art Director Nicole Cassano Graphic Designer Aleza Leinwand MARKETING DIRECTOR Erica Hayes PRODUCTION DIRECTOR Mary Conyers INTERNATIONAL SALES DIRECTOR David Cocoracchio SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn CLASSIFIED SALES Jeanine Acquart CONFERENCE DIRECTOR Michelle M. Zolkos CONFERENCE ASSISTANT Stephanie Rodriguez Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: E-mail:

John R. Snyder Publisher & Editor

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 2017. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 3135, Northbrook, IL 60062-3135. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 3135, Northbrook, IL 60062-3135.

2 Marine Log // August 2017

Shutterstock/ Sashkinw w

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

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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month marks our 13th Annual Green Issue, which focuses on best operational practices and best technologies to meet ever stricter environmental regulations. Our infographic below spotlights operator spending on two key environmental compliance areas: ECO engines (IMO Tier II and Tier III) and Ballast Water Technology Systems. IMO’s BWM Convention is set to come into force on September 8, 2017 (although a revised schedule for installing an approved BWM system effectively pushes the date for compliance by two years to 2019).

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

Newbuilding in the First Half of 2017 By Vessel Type TANKER








10 LNG 4

48 59 54

2014 2015









0 Source: VesselsValue







Source: Baker Hughes

Green Progress Percentage of Vessel Types

Country Fleet

World Fleet,

with Ballast Water Treatment Systems

with Largest Percentage of ECO Engines

By Vessel Type with ECO Engines

17% Container

46% LNG

12% LPG

20% Bulker

12% LNG

14% Tanker

3% OSV

21% Container

10% Bulker

16% LPG

6% Tanker

Denmark 24%

Source: VesselsValue

Recent Shipyard Contracts, Launches & Deliveries, North America Qty



Blount Boats, Warren, RI



Trust for Governors Island


GD-NASSCO, San Diego, CA


330,000 bbl Product Tanker



Horizon Shipbuilding, Bayou La Batre, AL


6,770 hp Tug

McAllister Towing


Jesse Co. Metal Fab., Tacoma, WA


3,700 bbl Bunker Tanker

Maxum Petroleum


Nichols Bros. Boat Builders, Whidbey Isl., WA


8,000 hp ATB Tug

Savage Marine


RIBCRAFT USA, Marblehead, MA


30 ft Tour Boat

Four Seasons Hualalai Resort


RIBCRAFT USA, Marblehead, MA


30 ft Tour Boat

Aqua Adventure Tours


Vigor Ballard, Seattle, WA


45 ft RB-M C Patrol Boat




Source: Marine Log Shipbuilding Contracts

4 Marine Log // August 2017

Est. $

Est. Del.







INTERFERRY CONFERENCE SPEAKERS PROGRAM • OCTOBER 9–10 Interferry’s 42nd annual conference takes place this coming October in Split, Croatia, and promises to be another successful event where the industry comes together, networks and learns about the latest and best practices applicable to worldwide ferry operators. Customer Service, Ship Technologies and Safety are the key themes for the conference, and the glue that holds them all together is innovation – looking at new, different and better ways to conduct the daily business of ferry operations. Sessions will examine topics as diverse as changes to the industry through digital technology, use of big data, customer-facing communications, building the customer experience, new ship technologies and why safety makes good business sense. Mike Corrigan, CEO of Interferry, is responsible for putting together the conference speaker’s program and couldn’t be more pleased about the four keynote speakers he has attracted for the 2017 conference – Markku Mylly, from the European Maritime Safety Agency, Brent Perry from Plan B Energy Storage, David Rowan, WIRED magazine’s UK Editor, and John Wright of WrightWay. “To say that I am excited about the program we are putting together, would be an understatement,” said Corrigan. “Annually, the Interferry conference is an opportunity for our members, their staff and others to learn from our speakers, and from one another, business practices that move their companies and the industry forward.” In addition to talking about their areas of expertise, the keynote speakers will focus on what’s here now, and what’s coming next. They will use their considerable knowledge and time in their profession to flavour their presentations with the kind of stories that delegates will find are worth retelling.

John Wright, Managing Director of WrightWay is an expert in helping companies change their safety cultures. He has been instrumental working as a core member of BC Ferries’ team for almost a decade. Through his work with a number of companies over various industries, he has observed the relationship between the safest run companies being the best run and most financially successful. Wright will talk about what it takes to transform an organization into a "just" safety culture. Other sessions include: a Mediterranean Ferry Update panel with featured speakers Philippe Holthof, Alan Klanac, Spiros Paschalis, Guido Grimaldi and Matteo Cantani; a Ship Propulsion & Energy Technology panel featuring Panos Mitrou, Sokrates Tolgos, Andreas Witschel, Stephan Mueller and Paul Melles; and an Electrification panel with presenters Brent Perry, Jan-Helge Pile, Martin Dorchester, and Marcus Högblom. Up to date session and panel information, schedules and speaker biographies are available on the conference website.

Markku Mylly is Executive Director of the European Maritime Safety Agency (EMSA). He is responsible for overseeing the organization that arguably has one of the greatest impacts on current and future safety regulations and standards in the world. Mylly will speak about what’s new in vessel safety, what’s coming next, as well as provide a status update on current EMSA initiatives. With safety being one of Interferry’s top priorities, having such a qualified speaker on the subject will be a real draw for delegates. Brent Perry is a world leader in development and implementation of alternative, environmentally friendly fuel sources for the shipping Industry, and specifically the ferry industry. He started Corvus Energy in Vancouver in the late 2000's, turning it into one of the most successful companies of its kind in the industry. He left Corvus to start up PBES, a company with offices in Norway and Vancouver. Perry is a visionary regarding how ferries in the future might get their energy sources, and will share what he knows with conference delegates. With the recent recommitment by the majority of countries around the globe to the Paris Accord, Perry’s comments couldn’t be timelier. David Rowan, is Editor-at-large and founding Editor-in-Chief of WIRED’s UK edition. While new to the ferry industry, his talk will be remembered long after the conference is over. Rowan is a futurist and spends much of his time traveling the globe and talking with inventors, entrepreneurs and scholars in the technology space – people like the founders of LinkedIn, Google, Twitter, WhatsApp and more. He talks with them about what the next big thing is that will materially affect the way we live and work. Rowan will apply his knowledge and perspective to the ferry industry, which will help prepare delegates for a future they may not have yet contemplated. CEO

The Interferry conference speaker’s program is on October 9th and 10th, with a hosted welcome reception on Sunday, October 8th. Conference organizers have also organized pre-tours on Saturday October 7th and Sunday October 8th, with an Interferry Regatta scheduled for Sunday afternoon. Spouse and partner tours have been planned for the Monday and Tuesday. For complete confrence information and to register to attend the 42nd Annual Interferry Conference, visit and follow @InterferryOrg on Twitter. KEYNOTE SPEAKERS

• Mike Corrigan, Interferry • Markku Mylly, EMSA • Brent Perry, PBES • David Rowan, WIRED • John Wright, WrightWay CORRIGAN




Rijeka Q Hrvatska















Marine Innovations BMT SMART Launches SMART MOBILE Webpage for Access to Vessel Performance Data SMART MOBILE presents three views to the user: Fleet, Vessel and Maintenance. The Fleet View provides an overview of the fleet, indicating changes in speed, consumption, hull and propeller fouling and trim. The Vessel View provides vessel performance data relating to the current fuel consumption, speed, cost and trim performance, as well as wind, wave and ocean currents— identifying the cause of performance changes. And the Maintenance Page provides current status of the hull, propeller and main engine.

Cortec Corporation Protecting Electricals and Electronics from Corrosive Marine Environments Cortec’s VpCI-111 Emitters are easy to use devices that protect marine navigation, communication, and electrical equipment from corrosion. These small self-stick cups release Vapor phase Corrosion Inhibitors that form a protective layer on all metal surfaces inside an enclosed space, not interfering with electrical, optical, or mechanical surface properties. VpCI-111 provides long term protection against corrosion even in the presence of adverse conditions including salt, moisture, airborne contaminants, etc.

KOTUG Heating Savings Up with Zero-Emission Heat Recycling System KOTUG’s new zero-emission heat recycling system is a cost-effective, sustainable system that can store and regenerate heat on tugboats. Using the latest Phase Change Material (PCM) technology the Zero-Emission Heat Recycling System stores heat from the main engines and generators, and then redistributes the stored heat as energy when required. The solution, which is said to reduce shore power consumption by 50% and cuts CO2 emissions by half, has been nominated for Netherlands Maritime Technology’s Maritime Innovations Award.

Kymeta Keeping Your Business, the Industry, and World Connected Kymeta is looking to connect the world—and look good doing it. Its antennas and terminals deliver high-throughput communications for land, sea and air all from a thin, light-weight, flat panel that features no-moving parts. Its mTenna technology offers high-speed connectivity at sea. All systems on board the ship are connected and can be monitored by both those on the ship and management on shore, with live data available instantly—helping to improve ship efficiency, enhance safety and decrease operational cost.

Dye’s Dry Dock System A Unique Marine Invention After nearly 60 years in the maritime business Ken Dye says he can change the ship repair industry with his new drydock design—Dye’s Dry Dock system and Bottom Plating System. The design is comprised of small, all-steel tanks, with “off-the-shelf” parts and machinery, enabling quick assembly. Dye says, once assembled, the dock will feature a shallow tank that captures all materials from repairs, cleaning, blasting and painting the boat. Once work is completed all materials, including water, will be vacuumed through a filter system. 6 Marine Log // August 2017

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inland waterways

Let’s Get it Right

8 Marine Log // August 2017

operate and maintain the inland waterways in recognition that our rivers did not belong to one entity. The waterways are, and always have been, the nation’s treasure. The lock and dam system keeps channels navigable, offers benefits like hydropower for electricity, flood prevention, municipal and industrial water supply, national security, and recreational boating opportunities.

The waterways are, and always have been, the nation’s treasure.

However, these beneficiaries do not pay into a dedicated fund—the Inland Waterways Trust Fund (IWTF)—that only inland towboat operators transporting barges loaded with millions of tons of freight from American family farms, steel mills, coal mines, and manufacturing facilities do pay. Congress first imposed a tax on commercial towing operators in 1978 at 10-cents-pergallon of diesel fuel burned while operating on the system that is deposited into the IWTF. Those revenues today are matched by Federal Treasury dollars for lock and dam capital improvements. In 1986, those commercial operators, supported by shippers, agreed to pay 20-cents-per-gallon. In 2014, understanding that additional infrastructure

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

Shutterstock/David Byron Keener


ou wouldn’t think it would be the case, but as critically important as infrastructure is to our nation, it is one of the most overlooked. We pay attention if a bridge collapses or a pipe bursts or a sink hole swallows a car, but responding to emergency is not a strategy. On the waterways, lock and dam infrastructure is even less visible to the general public. But this system facilitates the U.S. waterways transportation supply chain, saves millions of dollars annually that benefits American farmers, coal miners, steel producers, energy suppliers, manufacturers, and consumers across the 12,000 miles of commercially navigable waterways that move commerce to and from 38 states. On June 7, President Trump came to the Ohio River to bring attention, for the first time in modern memory, to the great needs of inland waterways’ locks and dams that are, too often, out-of-sight, out-of- mind. We were gratified to hear him refer to the rivers as “critical corridors of commerce,” and an “American thoroughfare.” While it was perhaps the best pep rally for the waterways, the President offered no specifics on how to fund this critical infrastructure beyond suggesting partnerships between state and local governments, the federal government, and taxpayers. President Trump noted that of his Administration’s $1 trillion infrastructure investment plan, $200 billion of it would be direct Federal funds, but that leaves an $800 billion gap. The big question is who will fund that, and how? A history lesson is helpful as we examine the waterways. Prior to 1978, the Federal government paid 100% of costs to construct,

investment was needed, commercial operators successfully lobbied Congress to increase their tax by 45%, from 20-centsper-gallon to 29-cents-per-gallon. The President’s Fiscal Year 2018 budget request contained a proposal (again with no specifics) to double the amount commercial operators currently pay. But despite the many critical needs on the inland waterways system, this FY18 budget request only proposes to spend 12% of the total monies coming into the IWTF. It is fundamentally unfair to demand operators to pay double, while the government intends to direct 88% of the total amount being raised to pay for other government programs. And yes, commercial operators pay the tax, but it is the shippers (and ultimately consumers) who are actually footing the bill as reflected in the cost of their commodities. If, for example, lockage fees were to be imposed to fund the modernization of the waterways, American farmers would pay that toll transiting locks both coming and going, as fertilizer for spring planting moves North-bound, while grain for export moves South-bound. World buyers of agricultural products are looking for the best price and the United States’ transportation system is one of the reasons our nation currently competes successfully in the world marketplace. America could lose market share for corn, soybeans and other products if shippers lose access to the lower-cost transportation option, as well as capacity, that the waterways provide. Waterways Council Inc.’s members seek equitable, fair proposals to modernize our lock and dam system, not ones that handicap our farmers, coal miners, steel producers or manufacturers in the global arena. Unfairly burdening just one user of the system—the commercial navigation industry—with disproportionate system costs will result in declining business, lost jobs, lower wages, reduced state income taxes, and increased congestion on our roads and rails. Waterways modernization is important, but let’s get to it the right way.



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Ben’s Half-Life Zombies the house, or go up and down-bridge to the engine room a few times. Brain scientists and experience have proven that small wins toward an objective are important for building resilience and help motivate us to keep on track. According to Dr. Charles Duhigg, making a choice no matter how small, can help trigger the Striatum (in your brain) to fire off. This part of the brain allows for reward to be felt via dopamine firing and it feels good.

3. Moderation: A Sugar-Coated Lie

1. Align Core Values, Objectives and Goals Why do we fail at our goals? Answer: People set goals that do not align with their life 10 Marine Log // August 2017

objectives and core values. The core values we uphold in our life shape the objectives set in support of them. The goals then support the objectives to strengthen the walls around the core by aiming daily action. This critical alignment takes a bit of design, assessment and periodic reassessment. The core value changes very little over the years, meanwhile the objectives change by bit, and the goals

4. Planning is Not Doing

At some point in our life we have all lived a halflife ... the question is, how do we get ourselves out of this state? change drastically over time. They are the constant experiments we carry out; sometimes hits, sometimes misses, always flexible and ever adjusting as we learn more about the core and how to fortify it.

2. Motivation For Wholesale Changes Are Difficult People rarely make lasting wholesale change. Starting with the simple and small, building every day on the previous can be helpful. Instead of going for a 180-degree change, try for just 10 degrees. If your goal is to exercise 20 minutes a day and you keep failing, try a 7-minute purpose-driven walk around

I love planning BUT the research, the lists, the spreadsheets that predict the future; these are not results, they are just plans. We mistake the action of achieving our goal with the planning of the action. The planning makes us feel successful, however the reality is we forgot to board the ship and leave the dock. Accountability for our full life is about results, not about plans for results. The birth of Ben’s Half-life Zombie Mode can happen at any point in our lives, and digging our way out of that space takes effort. We can languish there for years if we’re not careful. Striving for something that makes our heart lighter, our body more agile and lights up our mind can help us understand and lead a full life. Purposeful steps defining our core values, objectives and goals can help us sail in rough seas, to ultimately arrive home safely, healthy and with a smile. Emily Reiblein

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

Shutterstock/Laura Pashkevich


en Franklin said “many people die at twenty five, but are not buried until they are seventy five.” He was describing a metaphorical zombie state that we have all experienced. At some point in our life we have all lived a half-life instead of a full one; our brain, cells and body working at limited capacity. The question is, how do we get ourselves out of this state and live more actively; meeting life goals. What qualifies as a full life? This riddle is different for each, but there are staples that can organize the process. There is usually some discovery of our basic core value. Why we live. What makes us beat and lights our heart and mind. Supporting that core are objectives and goals that govern daily action. When I coach people in personal goal setting and achievement, we discuss their previous goal pattern— unsurprisingly almost always the same. People set goals (without an objective or understanding of core value), sail around with them in heavy seas, until sometime later when the goals fade over into the distant horizon. The wake of the ride leaves them sea sick, depressed, failed, and marooned further away from their desire than when they started. Those who have been through this cycle, start the next cycle with their heart dimmed by defeat, but ever hopeful for success. When working with goals, objectives and core, there are a few things research and experience have brought to bear.

Everything in moderation is a lie. Moderation is a moving target that changes depending on addiction levels, relationships, sleep patterns, stress, etc. These circumstances and happenstances change our perception of what makes moderate. This is supported by scientific research published in 2015 by Spanish researchers ( where they tested “moderation” as an avenue of dietary change for those with obesity and diabetes. They concluded that moderation failed to make a positive change in the diseases being fought, and in some cases the diseases got progressively worse. Identify where moderation is not acceptable if you intend to strengthen your core and stick to it like glue.

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The Polar Star, built in 1976, is nearing the end of its useful life

Tanker, bulker orders rise despite down market

Block-Buy to Help USCG Icebreaker Program With the Arctic and Antarctic environments changing, the U.S. has no time to lose on increasing and strengthening its icebreaker capabilities. A new congressionally mandated letter from the National Academies of Sciences, Engineering, and Medicine, says the U.S. should build four polar icebreakers with heavy icebreaking capabilities to help minimize the life-cycle costs of icebreaker acquisition and operations. The building of four heavy icebreakers would allow the U.S. Coast Guard (USCG) to meet its statutory mission needs at a lower cost, and would provide three ships for a continuous presence in the Arctic— with one ship operating in the Antarctic. Four heavy icebreakers based on a

common design would reduce operating and maintenance costs over the life of the vessels, improve continuity of service, increase USCG’s icebreaking capability and improve operational effectiveness. The report states that by taking advantage of a block-buy strategy, the average cost per heavy icebreaker is estimated to be $791 million. The USCG currently has three multimission polar icebreakers in its inventory. However, only one, the Polar Star, which was built in 1976 and is nearing the end of its useful life in the next three to seven years, is capable of independently performing the annual breakout and resupply of McMurdo Station in the Antarctic.

New vessel orders may have been on the downward trajectory during the first half of 2017, but there is an albeit small silver lining: the number of bulkers and tanker orders rose, according to data supplied by VesselsValue. VesselsValue says that 245 newbuild orders were placed during the first half of 2017—nine less than the 254 ordered during the first half of 2016. One major difference between the two years is the number of orders placed for offshore vessels. The first half of 2016 saw 11 orders for offshore newbuilds while no such orders were placed during the first half of 2017. “This is especially obvious when comparing the 50 offshore vessels ordered in the first half of 2015 versus the absence of any offshore orders placed during the first half of 2017,” says VesselsValue. Clarksons Research repor ts that tanker newbuilding prices have fallen to lows that haven’t been seen since 2004.

Former MSC Contractor Gets Five-Year Prison Term The former owner of a government contracting company that serviced the Military Sealift Command (MSC) has been sentenced to 60 months in prison and to pay a $15,000 fine for his participation in a bribery conspiracy from 1999 to 2014. During the scheme, the guilty party, Joseph P. Allen, provided a contracting official at MSC with almost $3 million in bribes. Allen pleaded guilt to one count of conspiracy to commit bribery on April 19, 2017. According to court documents, Allen 12 Marine Log // August 2017

conspired with government contracting official, Scott B. Miserendino, Sr., to use his position at MSC to enrich themselves through the bribery scheme. Beginning 1999, Miserindo used his position and influence at MSC to facilitate and expand Allen’s company’s commission agreement with a third-party telecommunications company that sold maritime satellite services to MSC. Unknown to MSC or the telecommunications company, Allen paid half of the

commissions he received from that telecommunications company to Miserendino as bribes throughout the scheme. For his role in the scheme, Miserendino was charged in a five-count indictment on May 4, with one count of conspiracy to commit bribery and honest services mail fraud, one count of bribery, and three counts of honest services mail fraud. Miserendino is scheduled to appear for his trial before U.S. District Court Judge Rebecca Beach Smith on October 31, 2017.


Blount, Elliott Bay Design Group Team to Build Governors Island Ferry

The Trust for Governors Island

has awarded a contract to design and build a new passenger-only ferry to the team of shipbuilder Blount Boats, Warren, RI, and naval architectural firm Elliott Bay Design Group (EBDG), Seattle, WA. Starting in 2019, the new double-ended, passenger-only ferry will operate on a route between a slip at The Battery in Lower Manhattan and Governors Island. It will have a maximum passenger capacity of 400, with a length of 132 feet, beam of 40 feet and depth

of 13 feet. The boat will be built to meet U.S. Coast Guard Subchapter K. Located just 800 yards off the tip of Lower Manhattan, Governors Island has a long, storied history dating back to the first Dutch settlers in the 1600s. After serving more than 180 years as a U.S. Army base dating back to Colonial times and later as a U.S. Coast Guard installation, the 172acre island is now being redeveloped as an expansive public park. The National Park Service also administers a small portion of

the island. Blount Boats President Marcia Blount said the company was “honored to have been chosen by the Trust to build another iconic vessel for New York Harbor.” Blount Boats Vice President Robert Pelletier will serve as project manager for the construction. Meanwhile, EBDG Matt Williamson, PMP, Project Manager for Design, said the company looked forward to working with Blount and “designing a quality vessel for the Trust.” EBDG will supply the contract and detail design, along with vessel delivery support. Delivery of the boat is set for March 2019. The team of Blount Boats and EBDG brings together a wealth of passenger vessel and ferry design and construction experience. A number of Blount-built vessels already ply the waters of New York Harbor, including the 1954-built Miss Liberty, which is operated by Statue Cruises to Liberty Island and the Statue of Liberty. Besides the high-profile Governors Island fer r y, EBD G is also cur rently d e s i g n i n g t h e t h re e n e w O l l i s C l a s s ferries for the New York City Department of Transportation (NYC DOT), Staten Island Ferry that are being built by Eastern Shipbuilding Group, Panama City, FL.

Gulf Island Shipyards to Build OSU Multi-Mission Research Vessel

Top: Shutterstock/ Elzbieta Sekowska

Gulf Island Shipyards, LLC , a subsidiary of publicly traded Gulf Island Fabrication, Inc., has been awarded a contract by Oregon State University (OSU) to build a 193 ft x 41 ft multi-mission Regional Class Research Vessel (RCRV). The contract contains an option for the construction of two additional vessels. OSU received the largest grant in its history—$121.88 million from the National Science Foundation (NSF) for the construction of the first of three planned vessels approved by Congress for research in coastal regions of the continental U.S. and Alaska. When funding for the next two vessels is

authorized, the total grant to OSU could increase to as much as $365 million. The first vessel is to be operated by OSU for research missions focusing on the U.S. West Coast. The NSF will begin the competitive selection of operating institutions for the second and third vessels later this year—likely to universities or consortia for operations on the U.S. East Coast and the Gulf of Mexico. The first vessel will be delivered to OSU in the fourth quarter of 2020. This vessel will be ABS Ice-Class C0 and DPS-1, GreenMarine Certified, acoustically quiet, and

carry up to 16 researchers and 13 crew. It will have a cruising speed of 11.5 knots and top speed of 13 knots. The keel for the second research vessel will be laid in the winter of 2018, with a delivery in the spring of 2021. The keel for the third ship will be laid in the fall of 2020, with delivery in the spring of 2022.

MARITIME Trivia­– Question #51: What is known as the “Doctrine of the last fair chance?” The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to July’s trivia question: In the early days of sail, what member of the crew as addressed as “doctor”? Answer: The cook. No winning answers were submitted.

August 2017 // Marine Log 13


Todd E. Prophet, Harley Marine Services CFO, Passes Away

Last month, Harley Marine Services, Inc. lost one of the pillars of strength in its company. Todd Prophet, the Senior Vice President and Chief Financial Officer of

the Seattle-based tug and barge operator, passed away following a long battle with lung cancer. In an e-mail on July 21 from Hamburg, Germany, Harley Marine Services (HMS) Chairman & CEO Harley Franco wrote, “It is with great sadness and displeasure that I inform all … that our friend, CFO, and inspiration Todd Prophet has lost his gallant battle with cancer. “I am told he passed away surrounded by his family and friends today about one hour ago. Even though we were told a day or so ago that his road to wellness had taken a turn for the worse, we remained hopeful for a miracle. “Todd never complained about his illness, he just fought it, and remained

determined,” said Franco. Just this past January, we reported that HMS had named a tug Todd E Prophet in honor of Mr. Prophet. At the time, Harley Marine Services said that Prophet, “has been a loyal, passionate company leader for 19 years. He has spearheaded financing and capital structures to allow for Harley Marine’s steady growth, expansion and construction projects. While Todd has battled lung cancer and has fought hard to overcome the enormous challenges, he has continued to work diligently for Harley Marine and steps up for a variety of the company’s many philanthropic pursuits. Despite his diagnosis, he has remained a pillar within the company and a rock for his family.”

Gulf of Mexico’s “Dead Zone” Grows The Gulf of Mexico’s “Dead Zone”

is growing and it’s the largest it has ever been—relatively the size of New Jersey— according to a team of scientists. The current Gulf of Mexico’s “Dead Zone,” is an area of 8,776 square miles and

14 Marine Log // August 2017

has low oxygen that can kill fish and marine life. It is the largest measured since dead zone mapping began there in 1985. Back in June, the National Ocean Atmospheric Administration (NOAA) had estimated its size at 8,185 square miles.

The annual forecast, generated from a suite of NOAA-sponsored models, is based on nutrient runoff data from the U.S. Geological Survey. Both NOAA’s June forecast and the actual size show the role of Mississippi River nutrient runoff in determining the size of the dead zone. This large dead zone size shows that nutrient pollution, primarily from agriculture and developed land runoff in the Mississippi River watershed is continuing to affect the nation’s coastal resources and habitats in the Gulf. These nutrients stimulate massive algal growth that eventually decomposes, which uses up the oxygen needed to support life in the Gulf. This loss of oxygen can cause the loss of fish habitats or force them to move to other areas to survive, decreased reproductive capabilities in fish species and a reduction in the average size of shrimp caught. The Gulf dead zone may slow shrimp growth, leading to fewer large shrimp, according to a NOAA-funded study led by Duke University. The study also found the price of small shrimp went down and the price of large shrimp increased, which led to shortterm economic ripples in the Gulf brown shrimp fishery. A team of scientists led by Louisiana State University (LSU) and the Louisiana Universities Marine Consortium collected data to determine the size of the dead zone during a survey mission from July 24 to 31 aboard the research vessel Pelican.


Cleveland, France Put A Different Spin On Wind Energy The construction of the first floating wind turbine got underway in Bouygues Travaux Publics in Saint Nazaire Port in early June. And Bourbon has already completed the mooring installation on the first floating wind turbine for Ecole Centrale de Nante (ECN) as part of the FLOATGEN at the SEM-REV experimental test site, off Le Croisic.

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Picture © Marquette

Becker Marine Systems USA, Inc. Mr. Mike Pevey, Tel. +1-844-BMS USA 1,


to step back, think outside the box, and open yourself up to possibility. While much of the discussion about offshore wind farms in the U.S. has focused on the Eastern Seaboard, one developer is moving forward with a project on Lake Erie near Cleveland. Lake Erie Energy Development Corporation (LEEDCo) recently requested bids from suppliers to support the development of Project Icebreaker, a demonstration project that will have six Vestas 3.45 MW wind turbines in water depths of 60 feet about 8 to 10 miles offshore from the Port of Cleveland. The project would be the first freshwater offshore wind farm in the U.S. When it goes on line sometime in the next few years, the project would have a capacity of 20.7 MW— enough power for up to 7,000 homes. LEEDCo is working with Fred. Olsen Renewables USA on the project. Last year, the Department of Energy (DOE) selected Project Icebreaker to receive $40 million over three years. One of the technical challenges for a fresh water offshore wind farm on the Great Lakes is surface icing. The six 3.45 MW directdrive turbines would be in Mono Bucket foundations. The Mono Bucket foundation was selected through significant engineering analysis, and is expected to reduce installation time, costs, and environmental impacts compared to traditional foundations that require pile driving. The Mono Bucket not only is a solution for the Great Lakes, but also has broader national applicability for offshore wind installations off the Atlantic and Gulf Coasts, says the DOE. The Port of Cleveland would serve as the staging and assembly site for the project. Construction would begin by 2019. Meanwhile, over in France, offshore wind is finally a buoyant topic. The country, unlike its European counterparts, hasn’t embraced offshore wind energy just yet, but that’s all about to change thanks to FLOATGEN. FLOATGEN is an innovative project that will feature a wind farm of floating wind turbines 22km off the coast of Le Croisic. The floating wind turbine will use a ringshaped floating foundation developed and patented by Ideol. Paris-headquartered Bourbon will provide the mooring installation for FLOATGEN. The use of floating wind turbines will speed the project development since foundations will not have to be fabricated and set as is the case for fixed wind turbines. Instead, the floating wind turbines will be moored to the seabed.


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BIZ NOTES Port of Los Angeles on track for another record year The Port of Los Angeles has set a record-breaking year for containers. The port reports that it closed its 12-month fiscal year with total cargo volumes of 9.2 million TEUs—a volume increase of 8.1 percent in June compared to the same period last year. This marks the second busiest June in the Port’s 110-year history. During the 2016 Calendar Year, the por t was the top container port in North America, handling 8.86 million TEUs. This June, loaded impor ts at the Port increased 4.7 percent to 372,272 TEUs. Loaded expor ts rose 3.5 percent to 145,527 TEUs. Along with an 18.6 percent rise in empty containers, overall June container volumes were 731,032 TEUs.

Horizon Shipbuilding Launches Second McAllister Tug; Will Build Third While much of the media attention at Horizon Shipbuilding Inc., has focused on its construction of a series of passengeronly ferries for NYC Ferry, it is also building for another New York City customer. The Bayou La Batre, AL, shipbuilder recently launched the Rosemary McAllister, the second in a series of two Azimuth Stern Drive (ASD) escort/rescue tugs for McAllister Towing & Transportation, New York, NY. The tug is named for the wife of company chairman Brian A. McAllister. The first tug in the series, the Capt. Brian A. McAllister, was delivered early this year by Horizon Shipbuilding and joined McAllister Towing’s New York Harbor fleet. Propulsion for the 100 ft x 40 ft Rosemary McAllister is supplied by two EPA-compliant Tier 4 Caterpillar 3516E diesel engines and Schottel SRP4000 FP azimuth thrusters. Classed by ABS as Maltese Cross A-1 Towing, Escort Service, FiFi 1 and Maltese Cross AMS, the 6,770 hp Rosemary McAllister will deliver 80 tons of bollard pull. Designed by Jensen Maritime, Seattle, WA, the tug will provide enhanced ship

docking as well as direct and indirect escorting for new post-Panamax and ultra-large vessels operating to the U.S. East Coast. The tug’s towing machinery includes a Markey asymmetric render-recover winch on the bow and a Markey tow winch with a spool capacity of 2,500 ft of 2-¼ in wire on the stern. Horizon Shipbuilding has also been contracted to build a third tug for McAllister Towing, as well as an 88-foot-long bunker barge for an undisclosed client, and a 60-foot-long landing barge for Sunset Key, FL. It is also continuing production on the passenger-only ferries for NYC Ferry.

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McCain Gives “Thumbs Down” to Jones Act, Too



nited States Senator John McCain (R-AZ) is not one to shy away from controversy nor be cowed by pressure from fellow legislators or the President. Last month, of course, he bravely returned from surgery where doctors removed a blood clot and later diagnosed him with brain cancer, to literally give the thumbs down to the“skinny repeal” legislation that would have repealed parts of the Affordable Care Act. McCain also wadded into the middle of another controversial repeal legislation. Earlier on July 13, he introduced legislation S.1561 called the “Open America’s Waters Act

of 2017,” which would repeal parts of the collective laws known as the Jones Act. At the time introducing the legislation, Senator McCain said, “I have long advocated the repeal of the Jones Act, an archaic and burdensome law that hinders free trade, stifles the economy, and ultimately harms consumers. My legislation would eliminate this regulation, freeing American shippers from the requirement that they act against their own business interests. By allowing U.S. shippers to purchase affordable foreign-made carriers, this legislation would reduce shipping costs, make American farmers and businesses more competitive in the global marketplace, and bring down the cost of goods and services for American consumers.” The American Maritime Partnership (AMP)—a coalition of American shipping companies, shipbuilders, and

mariners—says the 40,000 vessels operating under the Jones Act support more than 500,000 workers and have an economic impact of $92 billion. The Jones Act, which regulates maritime commerce in U.S. waters and between U.S. ports, requires good transported between two U.S. ports be transported on U.S.-flag vessels that are built, owned, and crewed by U.S. citizens. Repealing the Jones Act would deal a devastating blow to U.S. shipowners, operators, mariners, and shipyards. McCain counters that “The protectionist mentality embodied by the Jones Act directly contradicts the lessons we have learned about the benefits of a free and open market. Free trade expands economic growth, creates jobs, and lowers costs for consumers. I urge my colleagues to support this bill and finally repeal the outdated and protectionist Jones Act.”



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he maritime industry is just beginning to scratch the surface of leveraging the disruptive power of the Internet of Things (IoT). Drones are being deployed by classification societies to conduct inspections, reduce cost and increase safety; fleet monitoring systems are being used to gain new operational insight and improve vessel performance and efficiency; and unmanned and remotely operated vessels are being used or tested for port security and point-to-point routes. So, you might ask, how “digital ready” is the maritime industry—which is notoriously slow to adapt new technologies? Companies such as Rolls-Royce and Wärtsilä are aggressively transforming themselves to support the maritime industry’s journey into the digital age by focusing on smart initiatives and technologies, such as artificial intelligence, data analytics, block chain and cyber security. “Digital disruption is already affecting the energy and marine sectors and will do so increasingly in the future,” said Wärtsilä’s Chief Digital Office and Executive Vice President Marco Ryan. “We are building on decades of expertise in digital development and accelerating the pace at which we build new digital solutions, services and opportunities for our customers.” 18 Marine Log // August 2017

One of several initiatives underway at Rolls-Royce is the creation of an open source digital platform for use in the development of new ships. Working with The Norwegian University of Technology Science, SINTEF Ocean and DNV GL, Rolls-Royce plans to create a “digital twin” platform—a virtual model of the ship—that will allow any aspect of an asset to be explored through a digital interface, creating a virtual test bench to assess the safety and performance of a vessel and its systems, both before its construction and through its lifecycle. Asbjørn Skaro, Director Digital & Systems, Rolls-Royce – Marine said, “The platform will enable us to build digital twins of real ships, which in turn will form the basis for novel ways of designing, constructing, verifying and operating new maritime concepts and technology.”

How Ready is the Industry? A critical part of digitalization and automation will be reliable broadband services and networks. A study conducted earlier this year tried to assess the current state of satcom and IT services at shipping companies. Conducted by Lloyd’s List Intelligence and Ovum on behalf of satcom services companies Marlink in association with iDirect and Intelsat, the Maritime Industry at the Dawn of Digitalization study says that two-thirds

of those surveyed had standardized satellite communications and IT solutions and 81% of the companies had more than five staff members in ICT positions. However, only about 30% of the maritime companies interviewed believed that they were “well advanced” or “in progress” with their digital transformation strategies. The maritime industry is lagging behind companies in other industries, where about 60% of companies believe they are on the path to digital transformation. That’s based on data from Ovum’s annual ICT Enterprise Insights Survey of 7,000 CIOs. The Maritime Industry at the Dawn of Digitalization study also points out that the most common digital solutions that are already deployed on vessels are navigation/ECDIS, on-board wireless networks, standardized vessel IT-infrastructure and software and maintenance, monitoring, analytics, and remotemanagement solutions. Generally, VSAT is more common in shipping companies with larger fleets—80%, for example for fleets of 450 vessels or more. On the other hand, navigation/ECDIS is more common among the smaller shipping companies—ones with fewer than 20 vessels—that participated in the survey. . About half of the shipping companies surveyed rank new and better connectivity ship to shore as the most valuable technology.

Shutterstock/ Sashkinw w

Navigating Digitalization

Green Supplement

August 2017

Green Technologies & Sustainable Shipping ENVIRONMENTAL INSIGHT FROM OUR PARTNERS

Navigating towards a greener future

Green Supplement

By Charlie Bartlett, European correspondent

Hurry Up and Wait Ballast Water Management Convention delayed further, while hybrid applications speed up


ince the beginning of the year, many have suspected that implementation of the IMO’s Ballast Water Management (BWM) Convention would be further delayed. Those suspicions were confirmed last month when IMO agreed to extend the timeline by another two years. The announcement followed the 71st session of the Marine Environment Protection Committee (MEPC71) in early July. Despite prior speculation to the contrary, the IMO did not elect to decouple implementation from the International Oil Pollution Prevention (IOPP) certificate renewal survey, decreeing that owners would instead have to retrofit a system on board their vessels following their first IOPP renewal after September 8, 2019. Despite the delay, the BWM convention will be considered to have entered into force in September 8, 2017, and therefore vessels constructed after that date would still need to be compliant with immediate effect. As a result, there was a surge of shipowners who G2 Marine Log // August 2017

rushed to complete an IOPP renewal just before September 8, 2017, in order to give themselves a five-year reprieve from installing a BWM system (BWMS). MEPC71, in a move appearing to be a nod towards this tendency, agreed that for vessels that completed surveys between September 8, 2014 and September 8, 2017, the vessel would need to fit a system at its first IOPP renewal after the latter date. Meanwhile, if a vessel’s first IOPP renewal takes place between September 8, 2017 and September 8, 2019, and none was conducted in the three years prior to 2017, it will need to have a system fitted on or after its second IOPP renewal after 2017. This means the vast majority of vessels won’t have to fit systems until at least 2019, a staggering 15 years after the adoption of the BWM Convention in 2004, and vessels which do not need IOPP renewal certificates will not be required to install anything until 2024. The result was a blow to BWMS manufacturers, who have had to rely on “very patient

investors” to stay afloat, as Optimarin CEO Tore Anderson commented at a press conference this past May. “It is extremely disappointing that the IMO has accepted the proposal of these member states to push compliance with the BWM Convention two years further out and retain its link to the International Oil Pollution Prevention Certificate issued every five years,” said De Nora spokesperson Susanna Wyllie, in July. “Two years may not sound like a long extension, but with many owners choosing to renew their five-year IOPP certification on the cusp of entry into force the reality is that this pushes industry compliance out by up to seven years. “This brings the adoption of the convention, a clear recognition of the damage being done by invasive species and the need to tackle it, and industry-wide compliance with the environmental protection practices the IMO deemed necessary to 20 years. “Over 50 ballast water treatment systems have IMO Type Approval,” Wyllie continues.

“Several systems already have USCG approval with many more, including BALPURE, going through the approval process and certified under the USCG AMS. It is evident that the industry is well prepared to meet the entry into force deadline with full compliance. “As the IMO has now made it clear that compliance with the convention is required from the next IOPPC date after September 2019, we hope that we will see significantly more preparation from owners and operators in the next two years than we have seen in the 13 years since the adoption of the convention.”

Battery-Hybrid Market Share Increases Shipowners and operators are dealing with more than just BWM regulatory compliance. With concerns rising over the availability of 0.5% sulfur fuel when the IMO’s global sulfur cap deadline arrives in 2020, it is little surprise that many shipping segments are looking at propulsion alternatives to meet regulatory compliance. One of those alternatives is hybrid propulsion. In Norway, for instance, shore power facilities are plentiful, and provide energy from the domestic grid, 98% of which is derived from renewables. Batteries enable this power to be captured and stored on board; in some cases, as with a growing number of the Scandinavian country’s domestic ferries, entire voyages are fueled with this power, charging when in port. In others, battery-hybrid installations are used for load-levelling, technology that can save a great deal of expensive fuel for offshore assets in the Baltic Sea. There are a number of ways to achieve this. Since batteries can charge and discharge at different times and speeds, it is possible to charge steadily using the generators’ healthiest, most efficient RPM range, in order to later to provide short bursts of power. As well as maximizing generator efficiency, this can reduce the amount of time they need to spend in operation; in dynamic-positioning or towage scenarios, vessels might require more power than one generator can provide but less than two generators-worth. Here, a battery can make up the difference. Corvus Energy has been involved in a number of projects to equip offshore vessels in Norway with its lithium-ion Orca ESS. In one, in conjunction with Wärtsilä, an LNG genset on Eidesvik Offshore’s Viking Princess was replaced with a 533 kWh battery system, saving 1 tonne of fuel per day. It was the second time Corvus’ systems had been installed on an Eidesvik OSV.

“The first Eidesvik ship powered by a Corvus ESS, the Viking Lady, has become a well-known industry case study of a hybridelectric vessel,” said Halvard Hauso, SVP of Business Development at Corvus Energy. “We are excited to demonstrate on the Viking Princess that the well-documented benefits of an ESS on offshore vessels can be achieved at a lower cost to ship owners, thereby improving the economic rationale for such deployments.” In July, the company announced it would supply another Orca ESS, a 500kWh model, to Solstad Farstad-owned Far Sun, due to be integrated by Vard Electro later this year. Of course, hybrid propulsion isn’t the

We hope to see significantly more preparation from owners and operators in the next two years right choice for every ship operator. Others have opted for using alternative fuels, such as Liquefied Natural Gas (LNG) or installing exhaust gas cleaning systems. Japan’s NYK Group, for example, will install scrubbers from Wärtsilä in two new 56,000 dwt Handmax bulk carriers under construction at Oshima Shipbuilding Co., Ltd. The scrubbers will enable the ships to comply with IMO’s SOx regulations that come into force in 2020. The first of the ships will be delivered fourth quarter of 2018, followed by the second in the first quarter of 2019.

China’s ECA Experiment Continues Emission Control Areas (ECAs) have been in place in the North and Baltic Seas, North America, and the U.S. Caribbean for a number of years. And now, as of January 1 of this year, new regulation came into force in China forcing vessels to burn low-sulfur fuels while berthed at various key ports, in order to cut down shipping’s contribution to poor air quality in the nation’s urban areas. The legislation covers core Chinese ports in the Pearl River Delta, Yangtze River Delta and Bohai Sea. Until the end of this year, vessels calling at these ports will be able to burn ordinary fuels up to one hour after berthing, whereupon they will have to switch over to fuel of less than 0.5% sulfur content. Vessels can resume burning HFO one hour before their departure. As of January 1, 2018, however, new legislation will come into force requiring vessels to burn 0.5% sulfur fuel throughout the entire berthing procedure. This will increase the amount of low-sulfur fuel which needs to be burned, since the fuel will need to be used for propulsion and maneuvers rather than merely supporting the hotel load while the vessel is at rest. Thus far, at least one vessel has been penalized under the new legislation by the Maritime Safety Administration. According to a report by The American Club, the foreign-flagged vessel was found to be burning fuel with a sulfur content of 0.866% while calling at Tianjin Port. The project will be evaluated before the end of 2019, during which time China’s government will decide whether or not to reduce the allowed sulfur content to 0.1% or less. In the meantime, the government has elected to help the project along by trialing shore power at a number of container terminals as well as fostering plans for around 20 bunkering stations along the Yangtze River.

August 2017 // Marine Log G3

Green Supplement

By James Mitchell, Finance Lead – Maritime, Carbon War Room


he conversation around reducing GHG emissions in the shipping industry is often a difficult one to translate into a single vision. From ship efficiency to digitalization, to vessel oversupply, industry conversations and operations are siloed. To decarbonize successfully, silos that stifle collaboration and innovation must be torn down. The industry is under growing pressure from its customers, key industr y organizations and shareholders, while the regulatory framework that will shape the decarbonized future is beginning to take shape at IMO. However, with no regulation set to enter into force before 2023, and with a 50% reduction in total GHG emissions needed by 2050 for shipping to keep step with the rest of the world, business must take steps now to both accelerate decarbonization and position themselves for future low-carbon profitability. While the journey to a decarbonized industry will be challenging, it is achievable with a range of changes to vessel operations, technologies, and fuels. Innovation and investment in the development and installation of low-carbon technology and fuels is needed. In fact, decarbonization can start today with simple changes in decision-making.

G4 Marine Log // August 2017

Charterers and owners can collaborate to reduce operational emissions, and financiers can incorporate climate risk into lending decisions. With $355 billion of global shipping debt, financiers have their own stability and profitability to consider. The stringency of climate policies set to be implemented by

The industry must take steps now to both accelerate decarbonization and low carbon profitability the IMO by 2023 is today unknown. But, we do know that if a newbuild financing decision is made today, that vessel will have to be competitive under either an IMO or EU carbon price before its first dry-dock. Even with targets that are less ambitious than a 50% reduction in GHG emissions by 2050, impacts on owner cash flow and

vessel valuation will remain significant. These are the climate transition risks faced by asset owners and the banks that finance them. In some cases, the changes to the regulatory framework and subsequent market dynamics could lead to assets suffering unanticipated or premature write-downs, devaluations or conversion to liabilities – the “stranded assets” that are now becoming a common concern within financial circles. The first step to mitigating this risk is understanding where the risks lie and which assets in a bank’s shipping portfolio are in danger of becoming stranded. In a low-carbon market, there will also be a need for significant capital investments in efficiency technologies to keep vessels competitive. Actions taken now by financiers, owners, and shareholders will position assets, companies and wider industry for greater long-term profitability. The financial sector within the industry is critical to achieving decarbonization in a manner that ensures profitability and resilience in the market. Assessing climate risks in lending decisions and ensuring their portfolios are resilient by carbon stress testing them against future policy and market scenarios should be the first port of call. To support this, Carbon War Room (CWR) is working with leading ship financiers to refine and implement best practices around integrating climate risk assessment into lending decisions. The industry has the tools and technologies to achieve higher operational and technical efficiency, while digitalization provides the capability to quantify and communicate those savings accurately and effectively. What is needed is the transparent sharing of this information. The transparent collection, monitoring and evaluation of data will support the mobilization of capital needed by owners and operators to invest in innovation. As shipping digitalizes, how it collects, uses, and shares data will have a significant impact on the profitability of the industry in a decarbonized future. Industries that share best practices and information on the effectiveness and profitability of emission reduction strategies create a level playing field, allowing the industr y to navigate towards a prosperous future collaboratively.

Shutterstock/ Dennis van de Water

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August 2017 // Marine Log G5

Green Supplement

Shipowners are preparing for a new phase of environmental regulations which present a crowded timeline of deadlines and significant compliance, reporting and operational challenges. C l a s s o rg a n i z a t i o n A B S i s s u p porting the industry as it prepares for the Ballast Water Management Convention, the European Union’s Monitoring Reporting and Verification (MRV) regulation, and the 2020 limit on sulfur levels in bunker fuels. Working closely with shipowners, ABS offers fleet strategies to meet the deadlines for compliance with the IMO’s Ballast Water Management (BWM) Convention brought by MEPC 71. Our environmental and regulatory specialists will review the survey histories for each ship and identify the compliance options, including those which will need to be coordinated with Flag administrations. Once owners have identified the installation date for their new BWM systems, ABS offers a service to help owners identify which system is best suited for each ship. The BWM Technology Evaluation Service is a multi-step process that begins with the examination of the vessel’s design characteristics, trading patterns and specific regulatory requirements. This information is G6 Marine Log // August 2017

matched to ABS’s extensive database of BWM systems and original manufacturer support networks, ultimately resulting in identification of systems that best align with the regulatory and installation requirements for specific vessel designs. The EU’s MRV requirement is a regulation focused on collecting CO2 emission data from shipping. This requires that a great deal of data be captured, managed and reported on fuel type and consumption or direct emission measurements. As a third-party organization, we verify that owners have a compliant plan in place. To simplify and support greater accuracy of this process, ABS recently launched NS Voyage Manager, a software solution that supports MRV and other environmental compliance requirements. Data is captured through noon reports or can be captured automatically through the NS AutoLogger to improve accuracy and reduce the burden on the crew. NS Voyage Manager is an intuitive, web-based application. ABS is a leading provider of classification services to the global marine industry and is guided by its mission to promote the security of life, property and the natural environment. As a technology leader, ABS offers

practical standards for the design, construction, operation and maintenance of marine and offshore energy and transport assets. From its headquarters in Houston, Texas, ABS delivers solutions to clients through a network of local representatives across 70 countries, providing various services within the core competencies of survey and engineering. These representatives are backed by a commitment to research and development that is carried out at the organization’s three global innovation centers and coordinated by the Technology Center in Houston. ABS leverages a global network of e n v i ro n m e n t a l p e r f o r m a n c e s p e cialists to support the maritime industry’s growing demand for energy e ff i c i e n c y, p e r f o r m a n c e v e r i f i c a tion and environmental compliance. By combining its experience and world-class development of technology, ABS is able to provide vessel owners and the operators with s o l u t i o n s f o r e n v i ro n m e n t a l a n d operational challenges.

© Ahmet Ihsan Ariturk /123rf

Advancing Solutions for Environmental Compliance

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LEADING THE WAY IN SUBCHAPTER M SOLUTIONS ABS provides fully integrated solutions to help owners and operators achieve and maintain Subchapter M compliance. As a USCG Recognized Organization and approved Third Party Organization, ABS offers auditing, surveys and USCG authorized plan review. The ABS Nautical SystemsÂŽ software application NS Workboat supports all compliance options and comes pre-configured on a mobile tablet. With more than 30 locations in the U.S. supported by a seasoned team of surveyors, auditors and engineers, ABS has the geographic coverage and experience to help industry meet Subchapter M requirements. Contact us today to learn about or request ABS Subchapter M solutions:

Visit ABS at CFA Booth #17


Hybrid and electric solutions delivering, power, performance, and payback. Why look to purchase hybrid-powered vessels, is it worth it? It all comes down to your needs. Some operators are buying our hybrid and electric solutions to save fuel, emissions, or space in their engine room. Some are more concerned with the environment and are looking to decrease noise and wetstacking. With others, it’s about meeting emissions standards, creating redundancies, and decreasing maintenance and operational costs. We have a range of solutions to increase your power, your performance, and your payback. What types of hybrid marine solutions are available? BAE Systems offers several marine solutions depending on the vessel, its application, and the users’ needs. We offer hybrid-electric power for accessory loads, hybridelectric propulsion, or both.

• HybriGen® power and propulsion provides electric power and electric propulsion for the vessel. We’re finding this solution is resonating with those interested in marine life education since our system creates less disruption to the environment in which they are studying. Passenger ferries, research/survey vessels, and expedition yachts are seeking this technology. • Our Hybrid Assist solution provides electric power or propulsion depending on needs. At low speeds Hybrid Assist can provide electric propulsion in sensitive areas, such as a port and if a boost of power is required at high-speeds, our system can supplement the main engine. Why look to BAE Systems for hybrid systems?

HybriGen® Zero is currently being used by the inland tow market to save fuel, emissions, and space while decreasing maintenance and operational costs. Our genset shaves off a small amount of fuel from the main engine to power all the accessory or house loads of the vessel eliminating the need for a large diesel generator. Without the use of a diesel generator, ongoing maintenance and the cost associated with it are removed. Some have expressed interest in this solution since it can prevent under-loading of the main engine.

When implementing new technology into your fleet, it’s important to consider organizations with proven products and solutions. BAE Systems has more than 7,000 hybrid bus systems operating all over the world. We have taken these components that withstand the rugged, heavy-duty transit market and brought them to the marine market. Our systems include productionquality components that are tried and tested and we have several vessels operating successfully with our hybrid power and propulsion systems.

Where can I learn more about your solutions? Visit to see videos, download brochures, and specification sheets or feel free to contact me at

Business Development Manager, BAE Systems Hybrid & Electric Marine Solutions

David Adamiak G8 Marine Log // August 2017

Marine advertorial 17-G11 .indd 1

8/7/2017 7:48:08 AM


We’re saving much more than fuel. BAE Systems’ HybriGen® electric power and propulsion system is saving fuel, emissions, engine hours, and marine life with its patented technology. HybriGen® variable speed gensets provide propulsion and auxiliary power on demand for ferries and service vessels. Ask us how to further improve fuel savings and reduce engine maintenance with HybriDrive® marine solutions.


Green Supplement

Your Equipment Lubricant is an ASSET – Select it Wisely!

F i r s t, l e t ’ s d e f i n e w h a t a n Environmentally Acceptable Lubricant (EAL) must do: 1. It must have minimal effects on marine life; therefore, it must biodegrade (not be persistent); 2. It must have minimal toxic effect and; 3. It must not bioaccumulate in the organs of marine life, being transferred (and concentrated) up the food chain.

industrial oils and related products) adds HEPR to the other three lubricant types, as ISO 15380 is not involved with environmental performance of lubricants, only with technical properties and conversion recommendations from mineral based oils. The Polar Code is also concerned with pollution issues in the Polar Regions. In enforcement since the January 1, it sets out the mandatory International Code for Ships Operating in Polar waters

The EAL must (undoubtedly!) also perform well in the machinery it is lubricating. From an environmental perspective, the U.S. Environmental Protection Agency (EPA) led the way, classifying three lubricant types as meeting “biodegradability” requirements: 1. Triglycerides (HETG, otherwise known as Vegetable oil) 2. Polyalkylene Glycol (HEPG, otherwise known as PAG); and 3. Synthetic Esters (HEES).

EALs must have minimal effects on marine life, minimal toxic effect, and must not bioaccumulate.

Polyalphaolefins (HEPR, otherwise known as PAOs, or Synthetic Hydrocarbons), are not included in the EPA list of Biodegradable Base Oils in their Environmentally Acceptable Lubricants document EPA 800-R-11-002 Section 2, of November 2011, or in their Presentation “Overview of the Final 2013 VGP“ of November 6, 2013. However, technically, the International Standard ISO 15380 (Lubricants,

for the Safety of Life at Sea (SOLAS) and the Prevention of Pollution from Ships (MARPOL). With climate change making the Northern Sea Route from Asia to Northern Europe more attractive in fuel and time savings, the propulsion, steering and particularly the deck machinery manufacturers in Europe, are evaluating the low temperature operational performance of EALs for the harsh, prevailing sub-zero

G10 Marine Log // August 2017

operating conditions. So, how does an Original Equipment Manufacturer (OEM) and consequently, a Vessel Owner, choose the right EAL for their equipment and vessel? Marine propulsion system OEMs, Shipyards and Ship Owners have been gathering information over the past few years about the performance issues surrounding the use of EALs. Many OEMs are still issuing letters of Technical Infeasibility to allow continued use of mineral oils while still gathering the information, but some in Europe are sufficiently advanced to be making decisions on (at least) which base oils are inherently suitable for use in the marine environment in their equipment. Issues, such as: • Increasing oil viscosity – due to poor thermal stability; • Decreasing oil viscosity – due to shear instability ; • Slime and bad smells - due to water contamination and oxidation; • Varnish and gumming of the system – due to thermal degradation; • Corrosion of equipment internals – due to the hygroscopic nature of the lubricant; • Overheating of propulsion systems – questioning oil film thickness and frictional characteristics; • Difficult filterability; and • Difficult change-over from mineral oils ...have become evident with some types of EALs. All these problems cause more frequent system/lubricant monitoring, lubricant top-up, maintenance, system draining and re-filling, transport/disposal of used oil and costs of replacement parts. These are the obvious direct costs of using inferior performing/life oils – not to mention the hidden costs of the paperwork to administer all these monitoring/inspection/testing/re-ordering/ logistics operations, and lost revenue due to equipment downtime/failure. Reliability and long-life come from the combined high performance of the base oil and the additives selected and are a result of: • The stability of the base oil viscosity and shear – with no need for viscosity improvers that can be broken-down

• Its resistance to ageing - oxidation and thermal stress – not depositing varnish, or gumming; • The stability of the dispersion of the additives and not separating, or being filtered-out; • The compatibility with seals, metals and protective coatings, to not cause component degradation, failure or corrosion; and • The stability with contaminants – other oils and water – to not cause emulsions that cannot readily separate the water, that can lead to bacterial growth, bad smells and corrosion. Currently, fully Saturated Synthetic Esters are leading the way in reliable, high performance and long-life marine lubricants; with the benefits of being environmentally considerate and reducing a vessel’s Carbon Footprint. Documented monitoring of “real-life” use of PANOLIN Saturated Synthetic Esters shows that in all areas of fluids/ lubricants use: mainly hydraulics and gearboxes, up to 10 times the life of

mineral oils can be achieved. Major OEMs such as Bosch-Rexroth and Emerson Process Management have rigorously tested the high performance fully saturated synthetic esters of PANOLIN and use/specify PANOLIN where the use of EAL is required. BoschRexroth have for many years specified PANOLIN HLP SYNTH for their pumps and motors. PANOLIN HLP SYNTH 32 is the first and only bio hydraulic oil that has passed the demanding new high-pressure pump test RDE 90235 of Bosch Rexroth. PANOLIN ATLANTIS is the only EAL oil recommended by Emerson for their Damcos ‘Green Oil Technology’ hydraulic and electro-hydraulic Valve Remote Control Systems. Ship equipment manufacturer Navalimpianti also recommends PANOLIN lubricants for their extensive range of ships’ equipment such as lifeboat davits, loading ramps, pool covers, bow doors, etc. It is the lubricant manufacturer’s job

to tell you all about the key performance indicators of their lubricant(s) – consult them! PANOLIN, Switzerland, makes fully Saturated Synthetic Ester (HEES) lubricants, all U.S. EPA VGP compliant, for all vessel application lubrication requirements - with availability around the world. The U.S.-based subsidiary of PANOLIN International, is located in Ventura, CA, and Technicians are available to guide ship owners/operators through the maze of available EALs, to ensure the appropriate hydraulic fluid/lubricant is chosen for their particular vessel application, for optimum performance/life/value. Yo u r e q u i p m e n t l u b r i c a n t i s a n ASSET – select it wisely! For more information on Environmentally Acceptable Lubricants from PANOLIN, visit:

Environmental Acceptable Lubricants Stern tube and gear oils, hydraulic and control line fluids and greases for a responsible marine/offshore industry

• Compliance with EPA VGP 2013 requirements for biodegradability, toxicity and bioaccumulation • No residual sheen or slick on water surface • Selected products pass the survival and growth testing of Mysid shrimps (Gulf of Mexico) • Reduces operating costs through long lubricant life • Can contribute to CO2 reduction • Approved by leading manufacturers of propulsion systems and sealing materials • Very polar, protects metal surfaces • Non-emulsifying

PANOLIN HLP SYNTH 32 First and only EAL approved by Bosch Rexroth RDE 90245

PANOLIN America Inc. Ventura, CA 93003 805-676-1193

Marine Log – ½ page horizontal, 117 mm high x 178 mm wide, CMYK, NW&F 2017.08.07 August 2017

// Marine Log G11

Green Supplement

The Power and Reliability of the M40C3F capability and improved availability. The new M40C3F exhibits the same high quality components that built Northern Lights’ reputation – a rugged, welded steel base frame, captive vibration isolation mounts and a belt guard for operator protection. Northern Lights’ innovative simplifies and removes unnecessary components - if it isn’t there it can’t break. The M40C3F is fully compliant with U.S. EPA Tier III emission standards. All Northern Lights products are backed by 350+ worldwide dealer network so you never have to worry about losing valuable time on the water due to maintenance. Northern Lights was founded on the principles of reliability, durability and simplicity. Our marine generators are engineered to perform in the harshest of conditions with minimal maintenance. This philosophy is demonstrated in our new M40C3F model – a true 40kW

commercial generator designed for the commercial marketplace. This remarkable generator has industry leading features designed to power the commercial operator - a particulate filter for a clean burn, re-connectable for single or three-phase, better transient load


> Each unit is thoroughly factory tested to ensure reliability. > Innovative engineering simplifies and removes unnecessary components if it isn’t there it can’t break! > High quality components are used to provide long life & durability. > Northern Lights is backed by a worldwide 350+ dealer network.

G12 Marine Log // August 2017

40 kW

Not Yet Compliant With New Ballast Water Management Systems (Bwms) Requirements? We Can Help. The U.S.Coast Guard recently passed their final ruling to reduce the introduction of invasive species from ballast water exchanges in U.S. ports, requiring ship owners and operators to install, operate, and maintain approved ballast water management systems (BWMS). This new rule applies to seagoing vessels over 1,600 GRT and to coastwise vessels over 500 GRT, that transit more than one Captain of the Port Zone. Additionally, supplemental rules and exceptions by multiple states u n d e r s c o re t h e i m p o r t a n c e o f a partner like Jensen Maritime Consultants who understands requirements and can develop cost-effective compliance solutions. Jensen has 56-years of vessel design and engineering experience, and an astute technical understanding

of changing requirements on vessel operability. As a subsidiary of Crowley Maritime, they have direct responsibility for the design and installation of these very systems on many of the vessels within the company’s fleet, as well as experience with hundreds of other vessels varying in size and function. Jensen experts can: • Evaluate BWMS obligations and determine the best personalized solution • Develop a cost estimate • Evaluate interface requirements including vessel stability, systems, operations implementation, and “what if” scenarios • Develop equipment purchase technical specifications, the solicit and evaluate vendor proposals • S u b m i t a n d o b t a i n c l a s s a n d regulatory approvals including

development of functional design drawings • Develop detailed working drawings, including pre-fabrication details • P r o v i d e s h i p y a r d c o n s t r u c t i o n management • Develop operational procedures, training, manuals, and sea trial management. For a free consultation, call Jensen today at 206.332.8090 or visit us at

Environmental Compliance Doesn’t Have to be Complicated. Jensen Can Help.



When it comes to designing and retrofitting vessels to reduce their environmental impact, Jensen Maritime has the comprehensive expertise to ensure winning project outcomes. With successful designs of ballast water containment and management systems for a wide variety of vessels, including fishing boats, tugs, tankers, ATBs and container ships, our industry-leading naval architects and marine engineers can ensure your vessel is efficient to build, extraordinary to operate and environmentally compliant – for a cleaner Mother Earth. To bring Jensen on board for your next project, contact us at 206.332.8090 or visit our website at

Beautiful Designs. Efficient to Build.

Naval Architects & Marine Engineers

Extraordinary to Operate.

OPERATIONAL EXCELLENCE August 2017 // Marine Log G13

Green Supplement

Committed to Customers and LNG

Pivotal LNG, a wholly owned subsidiary of Southern Company Gas, is committed to providing customers with liquefied natural gas (LNG) 24 hours a day, 365 days a year. • Assets – Pivotal LNG and Southern Company Gas operate a network of

LNG production facilities with the capacity to produce 554,000 gallons of LNG per day and the ability to store more than 96 million gallons. Our fleet of tankers allows us to deliver environmentally friendly LNG directly to our customers’ locations.

• Experience – Southern Company Gas has over four decades of experience in the production & delivery of LNG. • Flexibility – Pivotal LNG will provide a complete, turn-key solution tailored to help you achieve your goals. Pivotal LNG has partnered with Northstar Midstream, LLC, to construct a new, state-of-the-art LNG facility located at Dames Point near Jacksonville, Florida. The partnership, JAX LNG, will operate North America’s first small-scale coastal LNG facility commissioning in Q4 2017. The project includes an initial liquefaction capacity of 120,000 gallons of LNG per day, 2 million gallons of on-site LNG storage, with room to expand. For more information visit or contact us at 713.300.5116 or

Photo © Tote Maritime

Firm supply. Flexible solutions. Pivotal LNG and JAX LNG are committed to providing customers with liquefied natural gas supply 24 hours a day, 365 days a year. Contact us to design a flexible, cost-effective fueling solution for your fleet. Visit us at booth 313 at the 2017 HHP Summit in Jacksonville, Florida. | 713.300.5116 | |

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© 2017 Southern Company. All rights reserved. Do not reuse text or graphics without written permission. PLNG-16213

G14 Marine Log // August 2017

Marine Keel-Cooling Solutions: Zero Discharge is Part of Our DNA

A s a l e a d i n g m a n u f a c t u re r o f marine keel-cooling technologies, for almost 70 years, R.W. Fernstrum understands the regulatory challenges that owners and operators face to reduce their environmental footprint. W h e t h e r i t ’s E PA o r I M O re g u l a tions, R.W. Fernstrum is committed to providing the best technologies available to help meet those regulatory

challenges. We engineer marine keelcooling solutions that will not only meet the specifications of the vessel, engine, and operating conditions, but also offer an environmentally responsible solution. Fernstrum’s marine keel-cooling systems are engineered to be energy efficient and zero discharge solutions. A GRIDCOOLER® Keel Cooler and WEKA Boxcooler® are closed-circuit cooling systems installed below the vessel’s waterline. Engine coolant circulates through the cooling system, transferring heat from the coolant before it returns to the engine. The cooling system is in constant contact with seawater to efficiently transfer heat. Compared to open circuit, inboard heat exchangers, a closed-circuit cooling system offers several advantages. It eliminates the need for seawater

to enter the hull, raw water pumps, strainers, or seawater piping. From an environmentally friendly perspective, keel cooling provides a zero-discharge solution eliminating the possibility of contaminants entering the seawater. Through strategic partnerships with WEKA Boxcoolers and Tranter Heat Exchangers, Fernstrum continues to provide the latest in cooling solutions. Products that are engineered to cool engines, generator sets, reduction gears, bow thrusters, air conditioning, and electrical equipment. Contact Fernstrum for expert advice on cooler sizing, placement, installation, and service.


Photo courtesy of Foss Maritime



R.W. Fernstrum is committed to providing long-lasting, quality cooling systems. Our sales and engineering team will work with you to custom design a solution that meets the needs of your vessel and operating conditions.

WEKA Boxcooler®

Tranter® Heat Exchangers | 906.863.5553 | August 2017 // Marine Log G15

Green Supplement

Reducing Your Vessel’s Environmental Impact Without Compromising Power of fuel is taken care of in the cleanest and most economical way possible.

Scania Centrifugal Oil Cleaner A proven and dependable solution for making oil filtration more effective. The oil cleaner combined with the maintenance-free CCV centrifuge reduces wear and costs for downtime. Used with the recommended Scania oil, this solution contributes to the outstanding durability and service life that boat owners all over the world have come to associate with Scania. Scania embraces every effort to reduce the effects on climate and the environment. This is why emission control goes hand-in-hand with reduced fuel consumption without compromising power output and torque. Irrespective of engine size, you can rest assured that every cubic millimeter


Scania Fuel Injection Systems Scania has 2 fuel injection systems: Scania PDE and Scania XPI (extra high pressure injection), which is a Scaniadesigned, common-rail fuel injection system. Both systems make continuous, precise adjustments to ensure optimal fuel delivery in all conditions


ORK Engines for prop ulsion Engines for auxilia ry applic Tailored ations transmis sions Type-app roved in strumen tation

Complete and Committed. THE SCANIA MARINE SOLUTION. Out there, confidence in performance, reliability and operating economy are the only things that count. With this in mind, we created the Scania marine solution: An array of flexible products paired with guidance and installation support from Scania. Whatever your specification, we will provide you with the optimal Scania marine solution. Power at work, every inch of the way.

G16 Marine Log // August 2017

without restricting torque build-up and step-load handling. With Scania XPI, pressure can be set independently of engine speed with exceptional precision, meeting performance demands ahead of legislation.

Scania Saver Ring The Scania saver ring is a good example of our in-house developed technologies. Fitted inside the c y l i n d e r, t h e S c a n i a s a v e r r i n g re m o v e s s o o t a n d o t h e r re s i d u e from the upper part of the piston. A unique feature that reduces wear and extends engine life, thus cont r i b u t i n g t o S c a n i a ’s r e n o w n e d dependability and operating economy.


Navigating Ballast Water Management in the United States



By Boriana Farrar and Danielle Centeno, The American Club

he International Convention for the Control and Management of Ship’s Ballast Water and Sediment (BWM Convention) will enter into force on September 8, 2017. Under the Convention, all ships over 400 gross tons trading internationally will be required to implement a ballast water management Plan, carry a Ballast Water Record Book and carry out ballast water management procedures to standards as set forth by the Convention. These standards include requirements on ballast water exchange and require the installation and operation of an approved ballast water treatment system (BWTS). Although the United States is not a party to the Convention, all ships calling at U.S. ports and intending to discharge ballast water must carry out ballast water exchange or treatment as well as anti-fouling and sediment management. U.S. legislation requires that the BWTS is type-approved by the United States Coast Guard (USCG). Specifically, vessels sailing in U.S. waters will be required to comply with USCG ballast water discharge standards and the U.S. Environmental Protection Agency (EPA) Vessel General

Permit (VGP), in addition to individual U.S. state ballast water regulations. The revised USCG regulations on ballast water management entered into force on the June 21, 2012. The regulations require compliance with the treatment standard at the first scheduled dry-docking after January 1, 2016 for existing ships and at the time of delivery for newbuildings. Before any type-approved systems were available, the USCG allowed shipowners to apply for an extension of their compliance date, on the basis of a lack of type-approved systems available in the market. As of July 2017, there are four USCG type-approved systems. The USCG has not removed the extension option for shipowners. Obtaining on an extension due to lack of type-approved systems will now be more difficult because shipowners must prove that none of the currently approved BWTSs are suitable for their vessel. Previously, vessels could receive an extension to the regulations for five years by employing an Alternative Management System (AMS) such as a type-approved system which had received approval from foreign administrations. At the end of the five-year period, if the AMS has not received USCG

type-approval, any further AMS extension will not be automatically renewed. Another option to comply with the regulations is to use potable water from a U.S.-based public water system. In such cases, the ballast tanks need to be cleaned and sediments removed beforehand. The USCG regulations require the same discharge standards as the International Maritime Organization (IMO) regulations but the USCG regulations also contain some additional requirements regarding a ship’s operational procedures that go beyond the IMO’s requirements. They include: • cleaning of the ballast tanks regularly; • rinsing of anchors and chains when the anchor is retrieved; • removal of fouling from the hull, piping and tanks on a regular basis; • maintenance of a BWM Plan that includes the requirements just noted above; • maintaining records of ballast and antifouling management; and • submitting a BWM Report form 24 hours before calling at a US port.

EPA—Vessel General Permit In addition to the U.S. Coast Guard requirements, the U.S. EPA, under their August 2017 // Marine Log 19


Boriana Farrar Vice President-Counsel Bus. Dev. Director- North America VGP requirements have imposed additional requirements related to monitoring and sampling of ballast water. They include: • calibration of sensors; • sampling of biological indicators; and • sampling of residual biocides. The records of the periodical sampling must be retained on board the vessel for three years. The VGP rules will affect all vessels — U.S. and foreign — which operate in U.S. waters, are bound for ports or places in the U.S., and are equipped with ballast tanks. These vessels are required to install and operate a USCG type-approved treatment system before discharging into U.S. waters. The USCG type-approval process is more stringent and rigorous than the IMO process. As a re s u l t o f t h i s , m a ny e x i s t i n g IMO type-approved systems may not meet USCG requirements, and will require retesting or redesign.

Exchanging Ballast Water in U.S. Waters T h e Na t i o n a l B a l l a s t I n f o r m a t i o n Clearinghouse (NBIC) is the first agency to receive a vessel’s intention to ballast in the United States. The NBIC collects and interprets data for the U.S. Coast Guard on the ballast water management practices of commercial ships that operate in U.S. waters. The intention of this research is to analyze these reported figures to determine the effectiveness of ballast water management practices on commercial vessels for reducing damage caused 20 Marine Log // August 2017

by species invasion over the long term. Submission of a NBIC Ballast Water Management Report (BWMR) Form is mandatory for all vessels (unless exempted) bound for ports in the U.S. The form is available in both PDF format and in a Web App BWMR form (at http://invasions. which has many user-friendly benefits including retaining vessel static information and offering automatic updates. Vessels equipped with ballast water tanks and bound for ports or places in the U.S. must submit this form to the NBIC regardless of if they intend to ballast or not. Generally, reports are submitted within six hours after arrival at the port or place of destination, or prior to departure from that port or place of destination, whichever occurs earlier. For some ports in the U.S. the requirement varies. For example, vessels transiting outside the U.S. Exclusive Economic Zone (EEZ) bound for the Great Lakes (via Saint Lawrence Seaway) a report is required no later than twenty-four (24) hours prior to arrival in Montreal, Quebec. An NBIC BMWR is also required within twenty-four (24) hours before entering the port of New York, NY for any vessel bound for the Hudson River north of the George Washington Bridge entering from outside the EEZ. Once a submission is made, the submitter should receive an electronic confirmation of a successful reporting form submission, which should not be considered an approval to conduct ballasting. It is important to note that the NBIC has no authority over a vessel’s ballasting operations. The vessel operator is obligated to conduct ballast water operations in accordance with the U.S. Code of Federal Regulations (CFR) relevant to vessels carrying ballast water (33 CFR 151), and any specific state requirements. In addition, if there were any changes to the actual ballast operations and the NBIC pre-arrival report, an “amended report” must be submitted. Beware, due diligence does not stop there! State ballast water regulations and reporting requirements must also be considered for any U.S. port call to Arizona, California, Connecticut, Hawaii, Illinois, Indiana, Maine, Michigan, Minnesota, New York, Ohio, Oregon, Rhode Island, Vermont, Washington, and Wisconsin. Prior to the entry into force of the USCG and EPA federal requirements, many U.S. states imposed their own regulations for the control and management of ballast water, with each state applying differing measures and reporting requirements. These specific measures apply only in the waters governed by the state and relevant enforcement authorities.

For example, California and Washington require ballast water exchange in near coastal waters, if the ballast water was taken in a coastal port outside of the state’s common water zone. In Rhode Island, ballast water exchange is required regardless whether the vessel operates its BWTS equipment. Prior to the requirement for ballast water transfer systems, the most common method of ballast water management was ballast water transfer in open sea in accordance with an approved ballast water management plan. This method is no longer acceptable for vessels beyond the compliance dates specified in the USCG implementation schedule (as per33 CFR 151.1512 & 151.2035), unless the vessel was issued a valid extension. Vessels beyond their compliance dates and without a valid extension can only employ one of the following ballast water management control methods when operating in U.S. waters: • operating a USCG approved ballast water management system (BWMS); • using only water from a U.S.- based public water system; • using an Alternate Management system; • absolutely no discharge of ballast water in U.S. waters (12 nm from the baseline); or • discharging ballast water to a facility onshore or to another vessel for purposes of treatment; Non-compliance with U.S. ballast water regulations can result in costly penalties and vessel delays. Ensuring all aspects of U.S. ballast water regulations and requirements are complied with requires very detailed attention.

Danielle Centeno A.V.P. Loss Prevention Survey Compliance

North America’s Premier Ferry Event Nov. 9–10, 2017 Marriott at the Brooklyn Bridge, NYC REGISTER NOW: BOOK A ROOM: $269/night at




EVOLUTION European operators continue to invest in new technologies and natural gas, energizing the ferry market


erries are at the forefront of implementing new technologies in the maritime industry—leading the way towards greener, more efficient operations. Ferry operators in Europe, particularly in Norway where the government provides incentives for “going green,” are investing in a new class of ferries—ones meant to save on costs, zero out emissions, improve efficiency, and reduce a company’s environmental footprint. This past June MARINE LOG had a chance to go onboard the Vision of the Fjords (pictured above). The 40m x 15m, 400 passenger ferry, which won a number of accolades last year including Ship of the Year at the 2016 SMM exhibition, has an electric-hybrid propulsion system developed by ABB that enables the ferry to switch between diesel power, provided by MAN diesel engines, and electric power supported by batteries from ZEM during operations. The event, which coincided with the NorShipping exhibition, was used to announce 22 Marine Log // August 2017

a new vision from operator The Fjords DA—a 50/50 venture between the Fjord1 Group and Flam AS. That new vision takes the form of the Future of the Fjords. The 42m ferry, currently under construction at Brødrene Aa, will be slightly different from its sister ferry—featuring an 100% electric propulsion system comprised of two 300kW electric motors and producing zero emissions. The new DNV GL classed “light craft” will operate at a cruising speed of 16 knots and is to be delivered April 2018. Zero-emission ferries are a growing trend in Norway. Take for instance the ZeroCat ferry MF Ampere. Built for Norled by Norwegian shipyard Fjellstrand AS in 2014, the 80 m all-electric ferry was a pioneer in the market—operating solely on batteries and producing zero emissions, making it the first all-electric car ferry in the world. Siemens provided the all-electric propulsion technology for the ferry, while Canada’s Corvus Energy supplied the energy storage system (batteries).

Delivered in 2015 and in operation the last two years, the MF Ampere has proven to be a stepping-stone towards greater hybrid mobility. Since it began operations, the ferry has afforded the industry a chance to observe how a 100% electric ferry operates, enabling observers to gather information and with that new knowledge further enhance zero emission technology. In fact we may already be on the cusp of the ZeroCat’s evolution. This past May, Norwegian ferry operator Fjord1 signed a contract with Fjellstrand for a fully electric, battery-powered ZeroCat type ferry—think of it as the MF Ampere on steroids. Expected to be larger and “more developed” than the MF Ampere, the new ferry will be 87.5m x 20.8m. It will carry 120 cars, 296 passengers in the saloon space, and operate at higher speeds. The addition of the vessel to its lineup is just the latest in a string of newbuild orders for the operator. Fjord1, which carried nearly 21 million passengers in 2016, is one

Vision of the Fjords photo by Sverre Hjornevik -

By Shirley Del Valle, Managing Editor


of the largest transport companies in Norway, as well as one of its greenest. Back in 2000, the company was the first in the world to operate a gas-powered ferry, the Glutra, leading to the development of rules for gas-fueled vessels, according to DNV GL. Most recently, Fjord1 ordered five ferries from Havyard Group, the contract is worth NOK 1 billion. Designed by Havyard’s design arm Havyard Design and Solution, the ferries will be built to meet strict energy and emission requirements. Havyard says the five 111m x 17m ferries will carry 120 cars each and will be all-electric operating with zero- and low emission technology. Vessel equipment, says Fjord1, will be set up for battery operations. Delivery is expected throughout 2018 and 2019. The five ferries are in addition to the three Multi Maritime-designed ferries being built by Havyard for Fjord1. The contract for the series, awarded last year, calls for the construction of three 199-passenger, 50 car ferries based on the firm’s MM62FD

EL design. The trio, designed with energy efficient hulls, equipment and systems, will feature an all-electric operation, according to Multi Maritime, with diesel engines capable of providing pure bio-diesel operation as backup, enabling plug-in-hybrid operation. The ferries are to be delivered in 2018. Lars Conradi Andersen, Sales Director, Newbuilding, for Havyard Group, explains to MARINE LOG, that all eight ferries “will operate their routes fully electric and will only be equipped with small diesel engines for back up. They will be charged at quay while offloading and on-loading cars in approximately five minutes.” Havyard subsidiary Norwegian Electric System will deliver the hybrid electric systems, including batteries, for all the ferries. Multi Maritime also designed two battery ferries being built for Fjord1 at Tersan Shipyard in Turkey. The all-electric ferries will feature Siemens’ propulsion systemBlue Drive PlusC. The system is comprised of lithium-ion batteries (energy storage), an energy management system and an integrated alarm and monitoring system. Each ferry, based on the MM 103 FE EL design, will carry 120 cars, 12 trailers and 349 passengers across the 2.4 km E39 Anda-Lote route (west coast of Germany). The ferries will be equipped with two Rolls-Royce Azipull AZP 85CP-F thrusters—one at each end of the vessel—to help with maneuvering and acceleration—all the while increasing thrust and saving on energy. In an effort to further optimize operations, Rolls-Royce will provide its AutoCrossing system to the two Anda-Lote route bound ferries. The system, says Rolls-Royce, helps during the vessel’s transit—automatically controlling the vessel’s acceleration, deceleration, speed and tracking. While the captain maintains control of the vessel at all times—he alone is in charge of docking and maneuvering the ferry—during transit the system takes over ensuring that only the necessary amount of energy is used per trip.

The ferries will be delivered later this year and are expected to start operations January 2018. Rolls-Royce and Multi Maritime have also teamed up on a new series for Torghatten Nord As. Multi Maritime has designed the series of five ferries for the Norwegian ferry company. The ferries, based on the Multi Maritime’s MM125FD LNG design will operate in Western Norway and will be equipped with a gas electric propulsion system provided by Rolls-Royce. Rolls-Royce will provide 15 Bergen C26:33 series gas engines—three for each of the 134m passenger/car ferries. The engines are nine-cylinder in-line in C26:33L9AG gensets, producing 2,430 kW of power at 1,000 rev/min. Two of the ferries are being built at Norway’s Vard Brevik shipyard, while the remaining three are under construction at the Tersan Shipyard. The vessels will enter into service January 2019.

Color Hybrid Already Winning Recently, a steel cutting ceremony was held for Norway-based Color Line AS’ new ferry, tentatively called Color Hybrid. The ferry, being built by Ulstein Group’s Crist S.A./Ulstein Verft shipyard in Poland, will be the largest plug-in hybrid vessel in the world. Its plug-in capabilities will enable the ferry’s batteries to be recharged via a power cable with “green electricity” coming either from shore facilities or recharged onboard by the ship’s generators, says Ulstein. About 99% of all power production in oil-rich Norway comes from renewable hydropower. T he 16 0m Colo r Hy b r id w i l l ca r r y 2,000 passengers and 500 cars. The vessel, which will be classed by DNV-GL, will be delivered May 2019. And even though its still under construction the ferry is already making a splash in the industry having recently won the Ne x t G e n e r a t i o n S h i p Aw a rd a t t h e Nor-Shipping exhibition.

August 2017 // Marine Log 23

FERRIES MTU Gas Engine on Car Ferry Over in Germany, the City of Constance has tapped Rolls-Royce Power Systems to begin testing an MTU gas engine on a car ferry. The ferry is expected to begin operations on Lake Constance in 2019—and if all goes according to plan, will become the first inland waterway passenger vessel in Europe to operate on LNG propulsion. The ferry, says Rolls-Royce, will be fitted with two 8-cylinder Series 4000 gas engines from MTU, each delivering 746 kW. The two-year trial covers the propulsion system undergoing continuous service conditions while both partners collect the data.

Scotland’s First LNG Ferry Last month, a milestone took place at the Ferguson Marine Engineering Ltd. shipyard in Glasgow when the 88-tonne LNG tank was delivered for Scotland’s first LNG ferry. The 102 m ro/ro passenger ferry, the MV Glen Sannox, is the first in a pair of two dual fuel ferries being built by the yard for Caledonian Maritime Assets Limited (CMAL). The ferry will be able to operate on both LNG and marine gas oil (MGO). “The Scottish Government, like many governments around the world, has ambitious commitments to cut emissions,

meaning we have to explore greater use of greener options for all future ferry requirements,” said James Anderson, Director of Vessels, CMAL. Wärtsilä will provide the propulsion machinery package for the ferry—including the recently delivered 147 m3 LNG tank. Under its contract, Wärtsilä will supply each of the ships with two 6-cylinder 34DF main engines, two 6-cylinder 20DF auxiliary engines, its Wärtsilä Energopac optimized propulsion and maneuvering system and the Wärtsilä LNGPac storage and supply system. The ferry is expected to go into service during the second half of 2018, with the second to follow a few months later.

BC Ferries’ Fleet Renewal Canada’s BC Ferries is on a mission to renew its fleet. The ferry operator currently has two Spirit Class ferries, the Spirit of British Columbia and the Spirit of Vancouver, lined up to undergo conversion to LNG power at Poland’s Remontowa Shipyard. The Spirit of British Columbia will head to the yard this fall, returning to service Spring 2018, while the Spirit of Vancouver will undergo conversion fall 2018, and return Spring 2019. Meanwhile, on the newbuild front, BC Ferries recently took delivery of the final

ferry in its brand new Salish Class of ferries, the Salish Raven. The 107m Salish ferries are each powered by three Wärtsilä 8L20DF engines, generating speeds of up to 15.5 knots; and can each carry 600 passengers/crew and 145 cars. The class marks BC Ferries’ entrance into the LNG world. BC Ferries also recently awarded a contract to Damen Shipyards Group’s Galati Shipyard for the construction of what it calls two minor vessels. The ferries will carry 300 passengers and crew, and at least 44 vehicles. The 81m ferries will be powered by a hybrid-diesel-electric propulsion package, comprised of battery power, electric propulsion and engines that operate on ultra-low sulfur diesel fuel. The ferries are expected to enter service in 2020.

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24 Marine Log // August 2017

5/26/17 8:50 AM


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The versatility of small, high-speed patrol boats makes them ideal for a variety of tasks, including law enforcement, border patrol and rescue operations. Our guide provides a quick overview of some the latest designs from U.S. boatbuilders. SEA RIB Aluminum (SRA)

(SRA) is built for demanding profe s s i on a l us ers and designed to be strong and reliable. The aluminum hull is capable of facing the hardest sea conditions

This 31-foot Lake Assault craft for the Rockland County Sheriff’s Dept. is the ultimate patrol boat for water duty. Capable of more than 45 mph, the boat features dual Mercury 300 hp Verado outboards, stainless steel props, and hydraulic power steering. It showcases the Mercury Joystick Piloting and Skyhook Digital Anchor systems for unmatched boat cont rol a n d e n ha nce d s afet y a n d quality performance.

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and the inflatable D-shape collar technology increases significantly the usable deck area. The new Zodiac Milpro’s SRA range is fully versatile and benefits from many deck configuration and options thanksto the Milpro deck track technolog y, allowing rapid reconfiguration to suit every mission. August 2017 // Marine Log 25

PATROL BOAT GUIDE RHIB – IMPACT D-COLLAR Brunswick Commercial & Government Products

Response Boat - Medium Commercial (RB-M C)

Vigor (Formerly Kvichak Marine) The RB-M C is the commercial variant of

the Response Boat - Medium (RB-M), a 45 ft self-righting patrol boat developed for the U.S. Coast Guard. In total, 174 RB-M’s have been delivered to the U.S. Coast Guard. The commercial variant offers more crew comfort and amenities while maintaining the capabilities needed for maritime security. The NYPD Harbor Unit, Seattle Police

Harbor Patrol Unit and L.A. County Sheriff ’s Department have the RB-M C in service. The boat, which can exceed speeds of 40 knots, was designed by Vigor in partnership with Camarc Design for high speed and high performance, including tactical handling and specialized mission capabilities. A full cabin is equipped with a robust navigation system, heating and air conditioning, and shock mitigating seats.

B r u n s w ic k C o mm e rcia l & G ov e r n m e n t Pr o d u cts (BCGP) recently delivered a 10m Impac t RHIB to Flor ida Fish & Wildlife Commission (FWC). The custom hard-sided RHIB features an aluminum cabin that has been equipped to handle a multitude of missions, from port security to dive ops and recreational boating safety. The new 1000 IMPACT D-Collar features a solid fiberglass gunnel with a hybrid air/foam filled collar. Instead of a fully circular tube, the updated IMPACT D-Collar boat allows for more space on deck as well as added maneuverability and versatility for the crew.


SAFE Boats International S A F E B o ats I n t e r n ati o n a l , Bremerton, WA, is an industry leading aluminum boat manufacturer and a global leader in providing the most reliable and effective boat platform systems and solutions to defense, security, and first responder customers to accomplish their missions. SAFE Boats’ Multi-Mission Interceptor (MMI) is desig ned around SAFE

North River Valor – 31 x 10

North River Boats North River Boats has been build-

ing heavy gauge aluminum boats since 1974. North River offers many different Patrol Vessel designs to choose from, the most popular being the Valor and Liberty models. North River has carved a niche in the market by working directly with 26 Marine Log // August 2017

the end users to effectively build working platforms that specifically meet their particular mission requirements. The Valor and Liberty models are available in sizes from 23 to 45 ft, with three different beam widths and many propulsion options.

Boats proven, commercially available Interceptor family. The 35 ft MMI has a maximum speed of 55+ knots and is capable of high-speed, open-ocean transits, extreme velocity maneuvers and unmatched cornering performance in close proximity to other vessels.

PATROL BOAT GUIDE NCPVs for Foreign Military Sales Program

Metal Shark

Metal Shark was recently selected by the U.S. Navy to build Near Coastal Patrol Vessels (NCPVs) for U.S. partner nations through the Department of Defense Foreign Military Sales program. Under the terms of the award, potentially worth upwards of $54 million, Metal Shark will build up to thirteen 85-foot patrol cutters for the Dominican Republic, El Salvador, Honduras, Costa Rica, Guatemala, and other U.S. partner nations. The vessels will be built at Metal Shark’s Franklin, Louisiana waterfront shipyard, which recently completed and delivered the

Coastal Interceptor Vessel Fincantieri Marine Group

first six of 18 patrol boats to the Vietnam Coast Guard. The 45-foot Defiant-class military patrol boats are being provided to Vietnam by the United States in a historic move that underscores the increased security cooperation between the two nations. The vessels will be employed by the Vietnam Coast Guard on law enforcement missions focused on smuggling, i l l i c i t t r a f f i ck i n g , p i r a c y a n d a r m e d robbery against ships, and illegal fishing. Other noteworthy Metal Shark builds include ongoing construction of the 500boat Response Boat – Small contract for the U.S. Coast Guard and 80-boat Force Protection Boat – Medium (FPB-M) contract for the U.S. Navy, four passenger vessels currently being built for the Potomac Riverboat Company, two high-speed passenger ferries for the New Orleans Regional Transit Authority, and nearly 200 vessels either in production or delivered over the past three years to the militaries of over 20 U.S. partner nations.

With three Great Lakes shipyards, Fincantieri Marine Group (FMG) is the U.S. division of Fincantieri, one of the world’s largest shipbuilders. FMG of fers proven, tac tically superior Coastal Interceptor Vessel (CIV) designs for federal, state and local law enforcement agencies that optimize speed, endurance, maneuverability, and crew comfort. FMG has high-capacity serial manufacturing capabilities. Learn more at:


Ribcraft The RIBCRAFT 6.5 answers the call for a

functionally diverse and rugged agile performer. Providing excellent control and performance in rough seas found along coastlines and high traffic waterways this 21 ft RIB is ideal for marine patrols, port security, and rescue operations. The pronounced bow sheer, full length lifting strakes, and the signature RIBCRAFT deep V hull combine for unsurpassed handling. It can be customized to any mission requirement.

August 2017 // Marine Log 27

Conference & Expo


Transformative Technologies: Safer, Greener, More Efficient OPENING REMARKS: SMART SHIPPING Howard Fireman, ABS


HYBRID PROPULSION TECHNOLOGY Mark Wilson, British Columbia Ferry Services Inc.


CYBER SECURITY: BEST PRACTICES Sean Kline, Chamber of Shipping of America

AUTONOMOUS AND UNMANNED VESSELS Philip Bourque, Sea Machines Robotics, Inc.

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Cyber Security: Best Practices Sean Kline, Dir. of Maritime Affairs, Chamber of Shipping of America

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Coffee Break | Expo Open How It Works Interactive Exhibit Sponsored by Siemens

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Panel: Batteries for Commercial Shipping Stanley V. DeGeus, Mgr., Defense Sales (Maritime), Saft America Anthony Teo, Technology & LNG Business Dev. Dir., Region North America, Maritime, DNV GL

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Panel: Hybrid Propulsion Technology Mark Wilson, VP, Engineering, British Columbia Ferry Services Inc. William L. Moon III, PE, Sr. Naval Architect, Glosten Joe Hudspeth, VP, Business Dev., All American Marine

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The Connected Ship: Digitalization and Data on the High Seas David Grucza, Dir., Drilling & Marine, Siemens

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Fleet Management Tools Michael Armfield, Co-Founder & CTO, MobileOps 10:00 AM Coffee Break | Expo Open

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Fuel Cells for Commercial Shipping

12:00 PM

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Autonomous Ships: Regulatory Challenges Sean T. Pribyl, Associate, Blank Rome LLP

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3:00 PM Adjourn

Program subject to change.

3:30 PM

Panel: Enabling the Connected Ship Will Kraus, Director, Product & Service Marketing, Iridium Speaker from Cobham Mathieu Cros, Director of Sales, Americas, Marlink

5:00 PM

Cocktail Reception | Expo Open

30 Marine Log // August 2017



Carleen Lyden Walker Named to the Board of Gibbs & Cox Gibbs & Cox, Inc., Arlington, VA, has announced the election of Carleen Lyden Walker to its Board of Directors. She is the Founder and CEO of Morgan Marketing & Communications, LLC, as well as Co-Founder of NAMEPA.

Naval architecture and marine engineering firm Robert Allan Ltd. has announced the accreditation of Jianbo Zhang as a Registered Professional Engineer with APEGBC. He was worked with the firm since 2010 as a Naval Architect.

Bouchard Transportation Co., Inc., has named Shawn Garry Vice President of Regulatory compliance and inspections. In this role, he will ensure Bouchard meets all regulatory compliance, including Subchapter M requirements.

Thrustmaster of Texas has named Leonard Hill and Jason Hill to its waterjet team. Combined, the two bring with them over 65 years in waterjet design, manufacturing and sales experience.

DNV GL has named Ulrike Haugen its new Chief Communications Officer. Most recently, she served as the Group VP Marketing and Communications at ABB Marine & Ports.

Jan K. Grude has been elected to the Board of Directors of British Columbia Ferry Services Inc. Currently he is President and CEO of Pacific Blue Cross and British Columbia Life & Casualty Company.

Tony Teo has been named LNG Consultant to Sembcorp Marine (Singapore). Teo is President of LNGaSolutions, an LNG & Gas technical and business consultant.

The Shearer Group, Inc., Houston, TX, has announced the appointment of Ryan Rendall as Naval Architect. He recently worked as a naval architect and marine engineer at Metal Shark.

Viking SeaTech has appointed Kiran Chandrasekharan as Naval Architect at its base in Aberdeen. Prior to joining the company he worked for London Marine Consultants Ltd.

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August 2017 // Marine Log 31

TECH NEWS Fincantieri and GE Power Team Up to Go Green

MOSS-Type LNG Tank Design Receives AIP Classification societies, ABS and DNV GL have granted Approval in Principle (AIP) to a new MOSS-type LNG tank design concept developed by Japan’s Kawasaki Heavy Industries. The IMO Ty pe B independent tank increases the use of space on board an LNG carrier. While it has the same reliability as a spherical MOSS Tank, the non-spherical design comes with an increased cargo capacity—up to 15 percent more. According to Kawasaki Heavy Industries, the non-spherical tank enables

Panamax-size carriers to expand carrying capacity to 180,000m 3 (180km 3 )—a 25,000m3 volume increase. “As the Panama Canal expands and LNG demand increases, owners and operators are looking to gain efficiencies without compromising safety,” says Kawasaki Heavy Industries’ Ship & Offshore Company General Manager, Engineering Division, Hideaki Naoi. “This new concept adds 15% more carrying capacity while maintaining the size of the new Panamax tankers.”

The Power of the Cloud Cloud-based applications, smartphones and tablets are proving to be powerful tools for helping vessel operators improve the management of their fleets. One company working this space is MobileOps, Inc., which recently signed an agreement with San Francisco-based tug and barge operator Westar Marine Services to use its cloud-based solution MobileOps across its fleet to augment the company’s safety, quality and maintenance initiatives. The MobileOps platform assists maritime businesses with regulatory compliance,

32 Marine Log // August 2017

increases engagement and promotes safety. “The ease of flexibility of MobileOps has provided us with the ability to integrate several programs into one platform,” says Westar Marine Vice President Dave Morrow. The MobileOps platform, for instance, is helpful in assisting companies comply with the U.S. Coast Guard’s Subchapter M regulations, as well as the AWO’s Responsible Carrier Program, ISO, and ISM. It also supports operator’s vessel maintenance activities and makes it easy to setup and track personnel documents, manage jobs and tap into the data needed to make operations run smoothly. The MobileOps platform is a cloud-based subscription solution that includes both the Web Application and an offline-capable iPad application called Voyager. The Voyager app allows data to be input, stored, and then synced with the MobileOps platform once within cellular range, allowing for seamless and efficient communications with shoreside personnel.

Two heavyweights are joining forces to help save the environment. Fincantieri and GE Power will codevelop a new emission control solution that will help reduce pollution in the marine environment. The Shipboard Pollutant Removal System will help control emissions in compliance with MARPOL’s stringent emissions limits directive that go into effect by 2020. The system will control SOx and particulate emissions in cruise vessels but can also be installed on vessels using heavy fuel. According to the Cr uise Ship Orderbook, as of July 2017, Fincantieri has 24 cruise ships on order—with deliveries expected through 2025. “We are proud to announce this one - of- a - k ind agreement,” s aid Guiseppe Bono, CEO of Fincantieri. “This strategy, having cutting-edge research and innovation at the forefront, will allow us to fur thermore raise the bar of technology … which is so significant for our customers.” Sandro Poli, President and CEO of GE Italy adds, “To develop the Shipboard Pollutant Removal System, we will combine Fincantieri’s expertise and GE’s deep domain experience in air quality technologies for the reduction of pollutants in different fields, such as power, aluminum, iron and steel and waste to energy.” Under the agreement, Fincantieri will define the necessary technical requirements to design an emission control system for a vessel, including constrains and improvements to develop a competitive product. Meanwhile, GE Power will define the features that are necessary for an emission control system that can meet target performances.

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2/10/17 10:39 AM


Danger from Above the use of weighted monkey fists? I believe that there are a few reasons:

1. Horizontal Distance from the Ship to the Pier Vessels in a rush are now throwing heaving lines to the pier from as great of a distance of 15 meters. In the past you could expect a monkey fists to be thrown from about 7-8 meters horizontal distance. The lines require added weight to make the distance.

2. Skill of the Crew

36 Marine Log // August 2017

That’s not to say coating with paint is a bad idea—but instead, perhaps consider using a spray glue or spray paint to help preserve the shape, and at the same time not add extra weight. In fact not only is the use of overly weighted heaving lines bad practice, in some ports, such as the Port of London (where its illegal), it is being banned and enforced with strict penalties.

It has become a common practice for monkey fists to contain weights and be coated with paint And rightfully so, I might add. I remember working for a tug company here in New York for a period of time after graduating from SUNY Maritime. As a deckhand I had the chance to practice many of the skills that I preach the importance of today. One skill that I learned quickly was to dodge the grappling hook being thrown at my head from the bargeman. And this was not a solitary incident, it was repeated time and again. In 1997, in County Cork, Ireland, a dock hand was hit in the head with a weight heaving line requiring him to get stitches. But why are we now seeing an upsurge in

3. The Instructions Say So The modern instructions in our own manuals mention the use of weighing the line down. The American Merchant Seaman Manual is one of the most widely used reference and instruction book for mariners. So what can be done? As an industry we need to have a safety stand down and evaluate this as we would any safety problem. Can this hazard be avoided? The answer is YES! Alternatives include purchasing pre-made heaving lines or monkey fists made of rubber or fiber, using soft weighted sand bags or other such alternatives. On deck crewmembers need to remember to work with those on the dock—and warn them of the oncoming missile hazard coming their way. Meanwhile, Masters and Chief Officers need to look at the equipment that they have on board and make sure that it is safe for use. If not, the weight should be discarded and the crew should create another. Nothing wrong with a little nautical art hanging in the bosun’s locker. As an industry it is our responsibility to not only safeguard our seafarers, but all of those who make their living by the sea. Matthew Bonvento Senior Manager, Safety, Security, Quality and Regulatory Compliance, Vanuatu Maritime Services Ltd.

Shutterstock/ Wan Fahmy Redzuan


ftentimes when we think of the dangers we face at sea, we forget that as seafarers we can be a danger to not just ourselves and our shipmates, but to those on the pier as well. I am talking about the dangers of heaving lines and monkey fists. These tools of the trade, recognizable in the industry, have made their way into the landlubber culture through the use of monkey fist keychains—available at almost any nautical-themed souvenir shop. Monkey fists are weights, attached to the end of a heaving line. The purpose of the heaving line is to serve as a smaller, lighter line that is used to pull or heave the heavier mooring line, or hawser, ashore or to the tug. Once a well-taught and practiced skill, this is now falling into disuse through the purchasing of monkey fists, sand bags, grappling hooks, etc., through the chandler instead of the crew tying their own monkey fist. It has become a common practice for monkey fists to contain weights and be coated with paint. In fact, the American Merchant Seaman’s Manual, Seventh Edition, much to my chagrin, describes the construction of a monkey fist as including nuts, bolts, and other such items in the center in order to add weight. The knot is then coated with paint to prevent separation of the line and to preserve it against weather. Any sailor worth their salt knows that about the only things belonging in a monkey fist are items that can provide enough substance to allow the fibers to retain their shape upon the tightening of the knot— items such as handballs, tennis balls, etc.

It is no secret that we have an age gap in the industry, with a decline in younger crew joining the industry and the average age of those in the business increasing. Younger crew members that do join the industry, don’t necessarily have the skillset our traditional seafarers have.

Seaspan Chair/Professorship

THE FACULTY OF APPLIED SCIENCE at The University of British Columbia (Vancouver campus) seeks an outstanding individual for a tenure-track or tenured position at the Assistant, Associate, or Full Professor level, who will occupy a named position in association with Seaspan (https:// The successful applicant will hold an appointment in one or more of the following Departments: Mechanical Engineering, Materials Engineering, and Civil Engineering. We welcome applications from individuals who have expertise in any of the following areas: marine systems engineering, mechatronics, design, additive manufacturing, clean energy, and autonomous vehicles. The starting date of the appointment will be July 2018, or as soon as possible thereafter. Candidates should be able to develop an outstanding research program, enhance further existing facilities, and lead a group of graduate students, technicians, and faculty members. Owing to the need for close cooperation with industry and government, a track record of successful industry experience would be an asset. The successful candidate will be expected to conduct research in collaboration with the marine industry. Applicants must either have demonstrated, or show potential for, excellence in research, teaching, and service. They will hold a Ph.D. degree or equivalent in Naval Architecture and/or Marine Engineering, Mechanical Engineering, Civil Engineering, Materials Engineering, or a closely related field, and will be expected to register as a Professional Engineer in British Columbia. Successful candidates will be required to apply for Natural Sciences and Engineering Research Council (NSERC) grants in partnership with the marine industry. The mission of the Faculty is to serve society through innovation and excellence in teaching and research. Accordingly, candidates must demonstrate a commitment to students, teaching and learning. The ideal candidate will be eager to join an engaged and welcoming academic community, and will complement our existing research strengths. With the support of their colleagues, the successful candidate is expected to develop an internationally-recognized, externally-funded research program, and will be encouraged to seek collaborative research opportunities in diverse application areas.

The University of British Columbia consistently ranks among the top twenty public universities in the world. Current strategic priorities include: student learning, research excellence, international engagement, sustainability, and creating an outstanding work environment. Please see for more information on employment in the Faculty of Applied Science. Equity and diversity are essential to academic excellence. An open and diverse community fosters the inclusion of voices that have been underrepresented or discouraged. We encourage applications from members of groups that have been marginalized on any grounds enumerated under the B.C. Human Rights Code, including sex, sexual orientation, gender identity or expression, racialization, disability, political belief, religion, marital or family status, age, and/or status as a First Nation, Metis, Inuit, or Indigenous person All qualified candidates are encouraged to apply; however Canadians and permanent residents of Canada will be given priority for the position. The position is subject to final budgetary approval. Applicants are asked to complete the following equity survey: The survey information will not be used to determine eligibility for employment, but will be collated to provide data that can assist us in understanding the diversity of our applicant pool and identifying potential barriers to the employment of designated equity group members. Your participation in the survey is voluntary and anonymous. This survey takes only a minute to complete. You may self-identify in one or more of the designated equity groups. You may also decline to identify in any or all of the questions by choosing “not disclosed�. Canadians and permanent residents of Canada will be given priority for the position. The position is subject to final budgetary approval. Applicants should submit a curriculum vitae, a (4 pages or less) statement of research interests and a research plan, part of which should be a plan for engagement with the marine industry, a (1-2 page) statement of teaching interests and accomplishments, and names and contact information for four referees. Applications are accepted only through, and must be submitted by October 15, 2017.

JOB CODE: 27089

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