arine oG M L www.marinelog.com
R e p o r t i n g o n M a r i n e B u s i n e s s & T e c h n o l o g y s i n c e 18 78
EL FARO Lessons Learned
Cruise shipping: Monster Market
INSIDE Smart Ecosystems
Regulator Roundtable: Whatâ€™s Next?
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2E ditorial Uncovering lessons from El Faro
4 Industry Insights 5 Marine Innovations 6 Inland waterways State of the Waterways
8 Update hilly Shipyard Puts TOTE P Project on Hold • Baydelta Maritime Orders Hybrid Z-Drive Tug • NY and NJ Keep Offshore Wind Energy on the Horizon • Five Minutes with Resolve Marine’s Lindsay Malen-Habib
Plus: Optimarin targets markets in US and Canada
COVER: NTSB; Top left: Alvin Toro; Top right: Rob Kalmbach
ExxonMobil Rolls Out New Oil Analysis Program, Mobil Serv
40 Wellness Column Unraveling and Understanding Our DNA
Cruise Shipping Selling the Adventure Promising big thrills, cruise operators entice passengers on board with land thrills at sea, larger ships, and spectacular views Plus: Green Cruising on Deck A look at the LNG-powered cruise ships currently on the orderbook
35 Tech News
Maritime Safety The El Faro Tragedy: Where Do We Go from Here? Vanuatu Maritime’s Matt Bonvento and Michael DeCharles examine the NTSB’s recommendations to the U.S. Coast Guard, TOTE and classification society following the investigation into the El Faro accident Plus: What actions will the USCG take?
14 Inside Washington Hearing Focuses on Lessons from El Faro Ludovic Renou Named President of CMA CGM America
Regulations Regulator Roundtable Class societies weigh in on some of the regulatory compliance issues that should be on the radar for shipowners and operators
Disruptive Technologies Getting Smarter Every Day Paul Bartlett explores what a smart marine ecosystem is and how disruptive digital technology is changing business and the industry as a whole Plus: The Path Towards Remote and Autonomous Vessels
February 2018 // Marine Log 1
MarineLoG FEBRUARY 2018 Vol. 123, NO. 2 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389
Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: email@example.com PRESIDENT Arthur J. McGinnis, Jr. firstname.lastname@example.org PUBLISHER & EDITOR-IN-CHIEF John R. Snyder email@example.com
Uncovering Lessons from El Faro
hile it’s been more than two years, like many of you I’m still troubled by the loss of the steamship El Faro with all 33 crew aboard in Hurricane Joaquin. In testimony on January 30 before a House subcommittee, Rear Adm. John P. Nadeau, Assistant Commandant for Prevention Policy, made a pledge. “Not only do I want to express my sympathies for their loss, but I also want to convey that the U.S. Coast Guard will keep this tragedy in the forefront of our minds as we strive to make enhancements to our marine safety program to help the maritime industry avoid future preventable tragedies.” As a result of the investigation and recommendations in the report by the Marine Board of Investigation into the El Faro sinking, Rear Admiral Nadeau testified that the Coast Guard would take numerous actions to address safety recommendations. We take a closer look at what some of those actions might be in “El Faro Tragedy: Where do we go from here?” on page 22 in this issue. Capt. Matt Bonvento, Senior Manager, Safety, Security, Quality and Regulatory Compliance—and regular contributor to our Safety First column—and Capt. Michael DeCharles, Executive Vice President, of Vanuatu Maritime Services Ltd., dig deeper into recommendations made by the National Transportation Safety Board (NTSB) to extract some of the incident’s most crucial
maritime safety lessons. Environmental regulations always seem to top the list of compliance headaches for ship owners and operators. That’s pretty clear if you read our Regulator Roundtable on page 17, which includes insight from some of the world’s leading classification societies on current and impending regulations. Also discussed is the emergence of the Polar Code, which, in the years ahead, could be a more common notation for many ships. One of those is an icebreaking, hybrid, LNG vessel ordered for France’s Ponant. The ship also happens to be one of 91 oceangoing cruise ships that are currently part of a cruiseship orderbook valued at $57.2 billion. As we write in “Selling the Adventure,” cruise shipping is poised for another record year of growth. And, as we note in “Green Cruising on Deck,” some 18 of the new ships on order will be able to operate on LNG as a fuel, putting cruise ships in the forefront of adopting alternative fuel technology to meet the global sulfur cap of 0.5% by 2020.
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2 Marine Log // February 2018
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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, one of the things we highlight are shore-based maritime jobs held by women. According to HR Consulting from Spinnaker Global, 36% of shore-based jobs in the global maritime industry are held by women. Only 1 percent of those jobs are classified as “Director” level. Women also lag behind in global average salary, making 45% less than that of men. The report by Spinnaker is based on data captured as part of the Maritime HR Association 2017 salary survey. You’ll also notice below we highlight the value of vessel fleets worldwide. The valuation of the U.S. fleet is the fourth highest in the world.
Offshore Rigs Operating in U.S. GOM (on or about January 1 of respective year)
Women in Maritime (Job types in shore-based positions) SENIOR PROFESSIONAL
Source: HR Consulting/Spinnaker Global
Source: Baker Hughes
Top Global Fleets United States Fleet
Value of Top 10 Fleets
Top Five Fleets
$6.0 Bulker $16.1 Tanker $4.0 Container $0.1 Reefer $0.3 Small Dry $2.0 LNG $0.2 LPG $7.5 OSV $10.7 MODU
$99.6 Greece $89.1 Japan $83.5 China $47.0 United States $44.9 Singapore
(Value by Type, $ Billions)
(By Value, $ Billions)
Source: VesselsValue as of Jan. 2018
Recent Contracts, Launches & Deliveries Type
Eastern Shipbuilding, Panama City, FL
1 356 ft Trailing Suction Hopper Dredge
Weeks Marine Inc
Gladding-Hearn Shipbuilding, Somerset, MA
54 ft Pilot Boat
Horizon Shipbuilding, Bayou LaBatre, AL
60 ft Landing Barge
Sunset Key Trans. Corp
Nichols Brothers, Whidbey Island, WA
100 ft Hybrid Z-drive Tug
Washburn & Doughty, E. Boothbay, ME
Hybrid Z-drive 93 ft Tugs
Harbor Docking & Towing
Source: Marine Log
4 Marine Log // February 2018
Marine Innovations ABS Major Release of its NS Enterprise Fleet Management Software ABS launched its Nautical Systems (NS) Enterprise fleet management software that includes NS Insight, a new business intelligence module. NS Insight exposes hidden value in data; analytics provide visibility into safety, operational and financial trends. Vessel managers can create KPIs, generate reports, complete root cause analyses, and gain key insights on vessel operations across an entire fleet. The release also includes a new cloud-based NS Voyage Manager, an expanded NS Autologger and enhancements to NS HSQE Manager. www.eagle.org
CAMaster Introduces New Cobra Elite CNC Route U.S.-based manufacturer of fully integrated CNC routers, CAMaster has debuted its new Cobra Elite CNC Router. The Cobra Elite is built from a heavy, all-steel welded frame, a steel gantry and steel gantry supports that ensure maximum rigidity and durability. The system can cut wood, composites, plastics, foam and non-ferrous metals. It features an automatic tool changer, extended gantry heights, drill banks, vacuum tables, vacuum pod systems, aggregate heads, knives and more. www.CAMaster.com
Furuno VR7000S Simplified Voyage Data Recorder The Furuno VR7000S Simplified Voyage Data Recorder records all crucial data from interfaced sensors onboard and stores it safely in a tamperproof Data Recording Unit. When recovered its stored data may be used by authorities to replay information from all sensors, bridge audio and VHF, Radar and ECDIS data, and more, to investigate the cause of the accident. The VR7000S complies with the latest IMO standards and is capable of recording 48 hours of data and storing up to 30 days of data in the Data Collecting Unit. www.FurunoUSA.com
QuantiServ Robotized Laser Cladding Could Lead to Longer Piston Life A new robotized laser cladding technology promises to revolutionize the reconditioning of large bore pistons in two-stroke engines. Introduced by the Wärtsilä’s QuantiServ unit, the technology is said to minimize welding, cause less thermal shock to the base material and replace the old chromium layer’s galvanic application. The technology, which was field-tested for over 15,000 running hours, showed promising results with low piston wear rates—leading QuanitServ to believe the laser cladding technology can double the lifespan of a piston. www.quantiserv.com
Siemens Panel PC for Economical Implementation of Diverse Industrial Applications Siemens is now offering an economical, basic panel PC, Simatic IPC377E. Based on the Intel Celeron processor technology, the Simatic IPC377E, represents a new IPC platform specifically developed to optimize cost for PC based applications in industrial environments. The platform combines the openness and performance of an industrial PC with a long-lasting, robust display that has an anti-glare front, is analog-resistive with single-touch operation, and is scratchproof and resistant to chemicals. www.siemens.com February 2018 // Marine Log 5
uring the January 30, 2018 State of the Union (SOTU) address, President Trump said one word that has not been uttered at a SOTU address in modern memory: “waterways.” He said, “Together, we can reclaim our building heritage. We will build gleaming new roads, bridges, highways, railways, and waterways across our land. And we will do it with American heart, American hands, and American grit.” While it’s just a word, for the inland waterways transportation industr y, it reaffirmed that waterways remain an infrastructure priority. The President came to the Ohio River on June 7, 2017 to tout a “trillion dollar” target for an infrastructure initiative as he recounted deterioration and delay on America’s 1930s lock and dam system. He upped the figure to $1.5 trillion in the SOTU address – a lofty goal – but the question remains, “how will the infrastructure plan be funded?” It appears that the President’s $1.5 trillion concept to fund infrastructure is more realistically $200 billion in Federal investment that can be leveraged to attract state and local spending and possibly private sector investment. For inland waterways, this could portend tolls or additional fees on our locks, which WCI, the industry, and many in Congress vehemently oppose. Illinois Congressman Daniel Lipinski sent a letter last year (June 2017) to the House Appropriations Committee Chairman and Ranking Member noting a feasibility analysis by consulting firm Mercator International that determined that the use of tolls to finance a Public-Private Partnership 6 Marine Log // February 2018
(P3) to construct a new 1,200-foot lock in Peoria, Illinois would be economically infeasible. Mercator found that a lockage fee of 47 cents-per-ton would be required to provide a reasonable rate of return for project investors, which would equate to a toll of between $750 to $1,975 per barge, per lockage. Study authors concluded that such a
President Trump said one word that has not been uttered at a SOTU address in modern memory: ‘Waterways’ rate would drive traffic off the waterways to other modes. Lockage fees and tolls would ultimately make the waterways unaffordable to shippers of the nation’s bulk commodities, causing a modal shift and increasing traffic congestion on highways and railways. WCI believes that the inland industry already currently engages in a strong, viable P3 with the Corps of Engineers through the dedicated Inland Waterways Trust Fund (IWTF). Under this partnership, commercial users of the inland waterways system contribute substantial revenues (29-centsper-gallon) for system modernization and participate in making specific capital
investment decisions through the Inland Waterways Users Board. While there are multiple beneficiaries of the lock and dam system that facilitates navigation across the rivers, commercial barge operators are the only segment to pay for construction and major rehabilitation of locks and dams through their diesel fuel tax. At the end of 2014, the inland waterways transportation industry successfully advocated for a 45% increase to its fuel tax deposited into the IWTF that is matched with Treasury funds for infrastructure investment and improvements. This additional revenue facilitated the construction of four locks (Olmsted, Lower Mon, Kentucky Lock and Chickamauga) rather than just one (Olmsted). Among lock and dam beneficiaries, municipal and industrial facilities withdraw free water from pools created by dams. Recreational boaters transit the system at no cost, but actually put more wear-and-tear on the locks at some locations with more lockages than commercial operators. Hydropower dams generate more than $1.5 billion annually to the General Treasury, but zero to the rehabilitation of facilities they are housed in. There is a national security element as well that protects all Americans. Americans benefit significantly from the waterways in ways they are often unaware: Motor fuel in their vehicles, grain for food, chemicals for home cleaning supplies, salt to keep icy roads open for traffic to move, cement to build hospitals and houses, coal to power low-cost electricity, and NASA space shuttle components were all transported on the waterways. Whether the level is trillions or billions of dollars, it’s clear that the nation cannot afford to kick the can further down the river and not invest today. WCI urges the Trump Administration and Congress to fairly and equitably modernize and recapitalize our inland waterways over the next decade to provide the smartest return on investment and to ensure American competitiveness around the globe. Visit www.waterwayscouncil.org
Michael J. Toohey President/CEO, Waterways Council, Inc.
Shutterstock/ Action Sports Photography
State of the Waterways
MEC Develops New Lashing Bridge System For Container Stowage On Barges MEC Container Safety Systems GmbH was commissioned by a U.S. maritime logistics provider with development of a high-performance container stowage system for use in barge shipping. MEC came through with the desired results, creating an innovative 2-tier lashing bridge system with increased stowage capacity for 45/40/20 ft shipping containers and increased upper-tier payload capacities. Designed and dimensioned specifically for the clientâ€™s barge fleet, the system enhances stack stability by applying the container lashings from the upper tier of the bridges. A key feature of the new system is the novel mounting technology developed for force transfer from the cargo and lashing bridges to the barge deck. The system (patent pending) employs above-deck frames which transfer 97% of the overall weight to the deck and below-deck reinforcing elements which support the remaining 3 %. The results speak for themselves. The new lashing bridge system provides 40 % more weight capacity than the conventional methods used to date. Major benefits are offered in the area of safety as well. Using proprietary software and engineering know-how from decades of experience in the cargo securing sector, MEC was able to calculate all permissible stacking weights and obtain the required class approvals for the client.
For more than 30 years, MEC has made a name for themselves in development and design of lashing bridge systems, container cell guides, lashing platforms and other solutions for carriers and shipbuilders in Europe, the U.S. and Asia. In the area of fixed and loose container lashing equipment as well, MEC is one of the leading providers worldwide. MEC recently opened a new service center in Miami for quick-response service and parts supply to North American customers, significantly strengthening their presence in this important market. And the year 2018, although only a few weeks old, has started well for the Hamburg/Germanybased cargo securing specialists. Adding to their already well-filled order books, they have received purchase orders from U.S. customers for 6 more OEM seafastening systems this year as reported by MEC President Matthias Horstmann. In the U.S. and worldwide, maritime decision-makers looking to upgrade capacity and enhance cargo safety on new and existing ships are increasingly turning to MEC and their expertly engineered products and solutions. For more information please contact MEC Container Safety Systems GmbH in Hamburg / Germany or visit www.mec-seafastening.com.
Aerial view of Philly Shipyard
Wärtsilä Eyes RollsRoyce’s Commercial Marine Business
Philly Shipyard Puts TOTE Project on Hold As a result of its Phase 1 technical review of Piers 1 and 2 at Honolulu Harbor—which showed that the site’s infrastructure required upgrades and improvements—TOTE Inc. has put its plans to enter the Hawaii to Mainland service on hold, and will not renew its letter of intent (LOI) with Philly Shipyard. In response, Philly Shipyard put its plans to build up to four Jones Act containerships for TOTE on hold. The LOI, signed by TOTE and the shipbuilder in July 2017, was for the construction of up to four 3,700 TEU eco-friendly vessels, with planned deliveries of each pair for 2020 and 2021. Due to the hold in plans, Philly Shipyard has suspended substantially all construction-related activities on these vessels, including design, planning and procurement work. The shipyard had already placed orders for all major long-lead items for the
first pair—it has since canceled the orders. The yard says “it intends to resume this project when there is more clarity regarding the new order situation and related capital requirements” and that it is “exploring alternatives in order to secure contracts and financing for these vessels.” In September 2017, the Hawaii Department of Transportation (HDOT) allocated Piers 1 and 2, along with 40+ acres of adjacent land to TOTE for its access and use beginning in 2020—in order to accommodate TOTE’s new Hawaii service. TOTE says that it remains open to working with HDOT to update plans as well as a timeline for access to a deep water terminal in Honolulu Harbor that will allow TOTE to launch its new Hawaii service. Meanwhile, Philly Shipyard is currently constructing two 3,600 TEU containerships for use in the Hawaii trade for Matson.
Following the news coming from Rolls-Royce that it was looking at the “strategic options” for its commercial marine operation, many wondered who would swoop in to take on the business. We may now have an answer. During a news conference to release Wärtsilä’s 2017 financial s tatement s bulletin, President and CEO Jaakko Eskola said the company might consider acquiring Rolls - Royce’s co mmercial marine business should it fit within Wärtsilä’s strategy. “If we see any interesting player in the market, who would fit well to our strategy… we would definitely look at it,” said Eskola. He added, in regards to Rolls-Royce, that Wärtsilä would “need to look at what is available there and what is going to be their final plan.” According to Rolls-Royce Chief Executive, Warrant East, now is the right time to “evaluate the strategic options for the Commercial Marine operation. The team has responded admirably to a significant downturn in the offshore oil and gas market... At the same time, we have carved out an industry-leading position in ship intelligence and autonomous shipping and it is only right that we consider whether its future may be bet ter ser ved under new ownership.”
Former U.S. Nav y Commander Troy Amundson has pleaded guilty to federal bribery charges making him the latest U.S. Navy official to plead guilty in the wideranging corruption and fraud investigation known as the “Fat Leonard” case. Amundson pleaded guilty to one count of conspiracy to commit bribery, admitting that he conspired with foreign defense contractor Leonard Glenn Francis and others to receive things of value, including entertainment expenses and the services of 8 Marine Log // February 2018
prostitutes, in exchange for taking official acts for the benefit of GDMA and violating his official duties to the U.S. Navy. According to admissions made as part of his guilty plea, from May 2005 to May 2013, Amundson served as the officer responsible for coordinating the U.S. Navy’s joint military exercises with its foreign navy counterparts. As part of his duties, Amundson was responsible for building and maintaining cooperative relationships with the U.S. Navy’s foreign navy exercise partners.
Amundson admitted that from September 2012 through October 2013, Francis paid for dinner, drinks, transportation, other entertainment expenses and the services of prostitutes for he and other U.S. Navy officers. As part of his plea agreement, Amundson admitted that he deleted all of his private e-mail account correspondence with Francis following his interview with law enforcement agents in October 2013. His sentencing is scheduled for April 27, 2018.
Philly Shipyard, Inc. (PSI)
Former U.S. Navy Official Pleads Guilty in Fat Leonard Case
Foss Brings Puerto Rico Power Restoration One-Step Closer If it feels like the power restoration
on Puerto Rico has been “Despacito” (slow moving) its’ because it has. At press time, more than 130 days after Hurricane Maria hit Puerto Rico, only 80% of the island had power generation— with only 70% of folks having working electricity. While work on the island is ongoing, so too is the help coming from the maritime industry. Last month, Foss Maritime arrived at the Port of Ponce on the southern tip of the island with seven barges loaded with 498 electric company utility trucks. The shipment came from a coalition of 19 U.S. electric companies and included bucket
trucks, line trucks, pickups, aerial lifts, CAT skid-steer loaders, digger derricks, and pull trailers. More than 1,000 line workers and other personnel from participating electric companies have flown in to meet the trucks and start work supporting the Puerto Rico Electric Power Authority and the U.S. Army Corps of Engineers to restore power. Foss made the deliveries from the Port of Virginia in Norfolk and the Port of Lake Charles in Louisiana to Ponce, safely, in under two weeks, with five barges and two ocean-going tugs. “It’s been an amazing collaboration between Foss and the utility companies to
help restore the power grid in Puerto Rico,” said Capt. Peter Roney, Project Manager for Foss. “A lot of people are still without power, so we’re glad that we have the crews and vessels at the ready to help deliver these much needed resources to the island.”
Baydelta Maritime Orders Hybrid Z-Drive Tug Jensen Maritime, Crowley Maritime
Corp.’s Seattle-based naval architecture and marine engineering firm, is providing the design for a new 100-foot, Z-Drive hybrid tugboat to be built by Nichols Brothers Boat Builders for San Francisco headquartered Baydelta Maritime. The vessel will be the first hybrid tug designed by Jensen to enter the construction
phase and its hybrid system, which will use Rolls-Royce technology, will be the first installed by the Nichols Brothers shipyard. Set for delivery in the first quarter of 2019, the tug will feature the same ship assist and tanker escort capabilities as the existing Valor class harbor tugs that were delivered by Nichols to Baydelta from 2006-2010, but with the addition of multiple operational
modes. The Rolls-Royce hybrid system allows for the vessel to operate direct-diesel, diesel-electric or fully-electric while assisting the large containerships and tankers that operate in U.S. West Coast ports. This concept will save fuel and reduce emissions, while supplying Baydelta with the same power and vessel characteristics needed for their operations.
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Alvin Toro, Foss Maritime
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February 2018 // Marine Log 9
Vigor to Build Pioneering Wave Energy Converter Buoy Vigor is taking on a project that could
generate power for thousands and reduce CO 2 emission. The Oregon-based shipbuilder was recently contracted by Irish company Ocean Energy—the Irish government agency for the advancement of innovation, entrepreneurship and international business by Irish firms— to build its
pioneering OE Buoy wave energy convertor. Once completed, the OE Buoy will be deployed at the U.S. Navy’s Wave Energy Test Site on the windward coast of the Hawaiian island of O’ahu in the fall of 2018. The contract, valued at $6.5 million out of a total project value of $12 million, is the first of its kind grid scale project at the U.S. Navy Wave Energy Test site. “We are thrilled to be participating in this project with Ocean Energy toward the ongoing goal of a cleaner energy future for our planet,” said Frank Foti, CEO of Vigor. “This project represents a solid step forward in developing a commercially viable product to help move us in that critical direction.” The 826-ton OE Buoy will have the
potential rated capacity of up to 1.25 MW in electrical power production. Each deployed commercial device could reduce CO2 emissions by over 3,600 tons annually—which for a utility-scale wave farm of 100 MW could amount to over 180,000 tons of CO2 in a full year. It is estimated that a 100 MW wave farm could power up to 18,750 American homes. The $12 million project is partly funded by t h e U.S. Depar tment of Energ y’s Office of Energy Efficiency and Renewable Energy (EERE) and the Sustainable Energy Authority of Ireland (SEAI), under and agreement committing the American and Irish governments to collaborating on Marine Hydrokinetic Technologies.
NY and NJ Keep Offshore Wind Energy on the Horizon The Tri-State area is inching its way
closer to offshore wind energy. At his 2018 State of the State address, New York Governor Andrew M. Cuomo released a comprehensive New York State Offshore Wind Master Plan, which will serve as a guide to the development of 2.4 GW of offshore wind by 2030—enough to power up to 1.2 million homes. To meet that goal, the New York State Energy Research and Development Authority (NYSERDA) has
filed an Offshore Wind Policy Options Paper with the New York State Public Service Commission. The Governor has committed $15 million to NYSERDA for workforce training and to develop port infrastructure. Governor Cuomo said the state will issue solicitations in 2018 and 2019 for a combined total of at least 800 MW of offshore wind power. Over in New Jersey, newly sworn in Governor Phil Murphy signed an Executive
Order (EO) directing the New Jersey Board of Public Utilities to fully implement the Offshore Wind Economic Development Act (OWEDA) and kick start the process of moving the Garden State towards a goal of 3,500 MW of offshore wind energy generation by 2030. The EO directs the Board of Public Utilities to begin the rulemaking process to fill in the gaps of the current regulations governing the state’s Offshore Wind Renewable Energy Credit (OREC) program.
MARITIME Trivia – Question #56: WHO SAID, “life is not so short, BUT THAT THERE IS ALWAYS TIME FOR COURTESY?” The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to email@example.com.
December’s trivia question: Who was the only pirate believed to have died in bed? Winning Answer: Captain Thomas Goldsmith, submitted by Charlie Phippen, Harbor Master, Town Bar Harbor
10 Marine Log // February 2018
PRPD Takes Delivery of Defiant Class Patrol Boat from Metal Shark Metal Shark has delivered a new patrol
boat to the Puerto Rico Police Department (PRPD)—the boat is also the first to enter service with the PRPD since Hurricane Maria devastated the island in September. The 35 ft Defiant class patrol vessel joins another 36 ft Metal Shark Fearless Class high performance center console patrol boat delivered to the PRPD a year ago. Built at Metal Shark’s Jeanerette, LA, production facility, the new vessel features a fully-enclosed, climate-controlled pilothouse and is outfitted with Shockwave shock-mitigating seating for a crew of four. Triple Mercury 300 HP Verado four-stroke outboards push the vessel to speeds in excess of 45 knots. A Wing urethane-sheathed, closed-cellfoam collar provides maximum impact protection during docking, boarding, or other alongside maneuvers, while port and starboard dive reliefs facilitate water access. “Metal Shark is honored to support the
Puerto Rico Police Department with the most advanced, capable, and durable law enforcement boats on the market,” said Henry Irizarry, Metal Shark’s Vice President of International Business Development, during crew familiarity training aboard the new vessel in San Juan. “These boats are
a vital part of the PRPD’s efforts. They are operated in open-ocean conditions, around the clock, for up to 3,000 hours per year, so safety and reliability are crucial. It’s a testament to the quality of these boats that the PRPD continues to choose Metal Shark for its fleet modernization efforts.”
CMA CGM’s New 20,600 TEU Flagship Makes Its Debut
Top photo: PRPD; Bottom photo: CMA CGM
France’s CMA CGM Group recently took delivery of the 20,600 TEU CMA CGM Antoine De Saint Exupery, the first of three mammoth containerships being built for the
operator in the Philippines. As the new flagship of CMA CGM’s fleet, the 400m x 59m CMA CGM Antoine De Saint Exupery is the biggest containership sailing under the French flag and one of the largest ever built. CMA CGM signed a contract in April 2015 for the trio of Ultra Large Container Vessels (ULCVs) with Hanjin Heavy Industries & Construction – Philippines. The ship was built under the technical supervision of classification society Bureau Veritas. The CMA CGM Antoine De Saint Exupery was launched in August 2017. The ship is equipped w ith the latest advanced technology, including a new
ur Drydock yo ship here!
generation engine that significantly reduces both oil and fuel consumption; and a ballast water treatment system. Additionally, to improve the boxship’s environmental performance and efficiency, the CMA CGM Antoine De Saint Exupery is fitted with a Becker Twisted Fin. The Becker Twisted Rudder improves the propeller’s performance, helping to reduce energy consumption and CO2 emissions by 4%. The CMA CGM Antoine De Saint Exupery will enter into service on the FAL 1 service (French Asia Line 1), which connects Asia to Northern Europe—offering a weekly service to 16 ports of call for a duration of 84 days.
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Laid Up PSVs Get New Lease on Life
Rolls-Royce Commercial Marine has
released more details on an order it received to deliver battery-powered energy systems for six Platform Supply Vessels (PSVs), built by China’s Cosco Guangdong Shipyard. Under the contract, Rolls-Royce will deliver Energy Storage Container Systems (ESSUs); an upgrade of the existing Rolls-Royce ship design engineering packages to match the new features; upgrade the Dynamic Positioning systems (DP) and the ACON control systems; and supply new Rolls-Royce Energy Monitoring systems, which will provide a complete overview of energy usage onboard. Recently SEACOR Marine Holdings announced that they have entered a joint venture with China Cosco Shipping Group.
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The new venture, SEACOSCO, has taken over eight PSVs currently laid up at the shipyard. The goal is to give the ships, which were ordered in 2013 and 2014, an environmental upgrade, and get them to work as fast as possible. SEACOR, which has its head office in Louisiana, will take full operational responsibility for the vessels and add them to their current fleet. In a press release, John Gellert, President, CEO and Director, SEACOR, said: “Combining a proven and advanced design, best in category accommodations, and the innovative Rolls-Royce battery system, these vessels will be highly marketable across all major offshore energy regions worldwide.” The vessels are of Rolls-Royce UT 771 WP design, and have the characteristic Wave Piercing bow. The bow reduces wave resistance during rough conditions, resulting in a smoother ride, reduced fuel consumption and increased onboard safety. Asbjørn Skaro, Director Digital & Systems – Commercial Marine, Rolls-Royce, said, “These are advanced and modern ships, and we strongly believe that the new energy system onboard will make them stand out.”
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Lindsay Malen-Habib This month we chat with Lindsay Malen-Habib, Resolve Marine Group’s Manager of Client Services and the first woman elected to the American Salvage Association (ASA) Leadership Committee. • How did you get started in the maritime industry? A year after completeing university, where I studied Psychology and Chemistr y, I tore my ACL, requiring knee surgery. During my recovery I returned home to New York. My mother, Christina DeSimone, CEO of Future Care, insisted I have a job while I healed. My first job was answering the tele-medical advice call line for crewmembers at sea. Eventually I worked my way up, becoming the company’s Director of Business Development and opened their office in Athens. During the last six years, I’ve been in the Salvage, Emergency Response and Wreck Removal industry. And honestly, I would not want to be anywhere else. • W hat ’s yo ur new role at Resolve and with the ASA? My goal is to grow the company’s client base by bringing all we have to offer as a full spectrum salvor—from compliance to global salvage/emergency response and wreck removal, to training—to the rest of the industry. I was recently elected Secretary Treasurer. I am thrilled and look for ward to expanding the ASA t h r o u g h m e m b e r s hi p g r o w t h throughout the Americas. • What advice would you give your younger self? Don’t be intimidated; not by men, not by women, not even by CEO’s.
Major U.S. Gulf of Mexico Deepwater Findings Announced The month of January ended with major oil discoveries in the deepwater of the U.S. Gulf of Mexico by Shell and Total. Shell Offshore Inc., announced what it called “one of its largest U.S. Gulf of Mexico exploration finds in the past decade” from the Whale deepwater well. The well, which is operated by Shell and co-owned by Chevron U.S.A. Inc. (40% share), encountered more than 1,400 net feet (427 meters) of oil bearing pay. Drilling operations for the Whale well were completed June 2017 to a depth of approximately 22,947 ft. Shell currently has three Gulf of Mexico deepwater projects under construction — Appomattox, Kaikias and Coulomb Phase 2. Additionally, it has investment options for additional subsea tiebacks and Vito, a potential new hub in the region. The Shell group expects its global deepwater production to exceed 900,000 boe per day by 2020. “Deep water is an important growth priority as we reshape Shell into a worldclass investment case,” said Andy Brown, Upstream Director for Royal Dutch Shell. The announcement, he adds, “shows how, through exploration, we are sustaining a strong pipeline of discoveries and future projects to sustain this deep-water growth.” Meanwhile, Total says its major discovery took place in the Ballymore prospect located deep offshore in the eastern U.S. Gulf of Mexico—120 kilometers from the Louisiana coast. The Ballymore well was drilled to a final depth of 8,898 meters and found 205 meters of net oil pay in a high quality Norphlet reservoir—the largest discovery by Total in the Gulf of Mexico. Total’s acquisition of a 40% working interest in Ballymore was part of an exploration agreement with Chevron (60%, operator) signed in September 2017. The acquisition includes seven prospects covering 16 blocks in the Norphlet (Eastern GoM) and the Wilcox (Central GoM) plays. The Chevronoperated Ballymore well, in which we have a 40% interest, has been drilled to a final depth of 8,898 meters. We encountered a little over 205 meters of net oil pay in a very high quality reservoir. “This discovery will give us access to the Norphlet play in the Eastern Gulf of Mexico (GoM), which until now was known primarily for the Appomatox discovery,” explained Bruno Courme, Total’s Vice President Exploration, Americas. “We are currently drilling a sidetrack well to further assess the stakes of this discovery, which may be higher than
anything we’ve seen so far in the GoM. This year, we’re also planning an exploration well at another Norphlet prospect located near Ballymore,” added Courme. Total has a strong presence in the GoM. “We’ve currently got interests in two producing fields: 17% in Tahiti, operated by Chevron, and 33.33% in Chinook, operated by Petrobras. As part of the Maersk
Oil acquisition, we will soon have a 25% stake in the Chevron-operated Jack field, which is also in production. We are also present in two major discoveries of the last few years, with a 40% interest in North Platte, operated by Cobalt, and our very recent 12.5% interest in Anchor, operated by Chevron.” Total also has interests in 160 exploration leases.
February 2018 // Marine Log 13
Hearing Focuses on Lessons Learned from El Faro
he House Subcommittee on Coast Guard and Marine Transportation heard testimony from the U.S. Coast Guard and the National Transportation Safety Board (NTSB) on January 30 concerning the lessons learned from the El Faro Marine Casualty. T h o s e a p p e a r i n g b e f o re t h e House subcommittee included Rear Adm. John Nadeau, Assistant Commandant for Prevention Policy, U.S. Coast Guard, and the NTSB’s Hon. Earl Weener, Board
Member, and Brian Curtis, Director, Office of Marine Safety. Following the marine casualty, Rear Adm. Paul F. Zukunft, Commandant of the U.S. Coast Guard, convened an independent Marine Board of Investigation (MBI). Following three public hearings, at which 76 witnesses testified over 30 days, and review of transcripts from 10 hours of conversations captured by the El Faro’s Voyage Data Recorder (VDR), the MBI issued its Report of Investigation (ROI) on October 1, 2017. The report included 34 recommendations. The Commandant’s Final Action Memorandum on the report emphasized the need for a strong and enduring commitment at all levels of the safety framework—vessel owner/ company, Recognized Organizations (ROs) and Authorized Classification Societies (ACS), and the Coast Guard, as well as a series of actions taken on MBI’s recommendations.
The Memorandum also includes 29 specific actions to address safety recommendations, four actions to address administrative recommendations, and one enforcement action. Among them: Supplemental flag State guidance regarding the development, implementation, and verification of Safety Management Systems; Changes, updates, and improvements to Coast Guard management of the Alternate Compliance Program and accountability of Authorized Classification Societies, including establishing a Third Party Oversight National Center of Expertise; Potential regulatory actions related to high water alarms and open lifeboats. In “The El Faro Tragedy: Where Do We Go from Here?” on page 22, Matthew Bonvento and Michael DeCharles go more in-depth into the recommendations made by the NTSB to the USCG, ABS, TOTE, and others.
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Regulator roundtable Class societies weigh in on some of the regulatory compliance issues that should be on radar for shipowners and operators By John R. Snyder, Publisher & Editor in Chief
hip owners and operators are under ever increasing regulatory pressure, particularly on the environmental side. The global sulfur cap of 0.5% in fuel will enter into force by January 1, 2020—less than two years away—and operators must quickly decide upon a strategy to comply that makes operational and economic sense. Existing Emission Control Areas (ECAs) will also tighten their grip, and Ballast Water Management (BWM) will continue to supply its own special headaches. We asked a group of classification society experts to weigh in on the current regulatory landscape, as well as provide some practical advice for ship owners and operators on different compliance options. Below is an overview of what they had to say.
Environmental Regulation Still Tops the Agenda “Continuing a recent trend, the highest regulatory impact on shipping in the near
future will come from environmental legislation,” Andrew Sillitoe, Lead Specialist, Regulatory Risk Assessment, Regulatory Affairs, Lloyd’s Register. Comments Sillitoe: “The ongoing political and technical drive to reduce air emissions from ships is being focused on both greenhouse gases, specifically CO 2, and locally hazardous gases, most notably SOx. “At an international level, the IMO is still finalizing its greenhouse gas reduction strategy, but it has already taken immediate steps to address CO 2 emissions from new and existing ships with the introduction of the data collection system requirements, under MARPOL Annex VI.” Sillitoe points out that from January 1, 2019, ships will need to monitor their fuel consumption, ready to report the year’s data to their flag state. Flags will contribute to a global data collection exercise in order to give a clear picture of the scale of CO 2 emissions from the world’s ships. Shipowners need to consider each ship in their fleet
and develop a plan, documented in their Ship Energy Efficiency Management Plan (SEEMP), which reflects the most appropriate method of monitoring fuel consumption for that vessel. “At the moment,” he says, “this is the extent of the regulatory requirements, but we can expect that over the longer term the data gathering exercise will be a step towards introducing more targeted CO 2 emission reduction measures for the world fleet, including new and existing vessels. These will bolster the steps which have already been taken, and continue to be, to improve the fuel efficiency of new ships at the design stage through compliance with the Energy Efficiency Design Index (EEDI). “At a regional level, the EU has introduced its own scheme a year ahead of the IMO’s requirements. The Monitoring, Reporting and Verification (MRV) regulation requires ships, which trade in EU waters to report their CO2 emissions. Again, this will enable a clearer understanding of the scale of CO2 February 2018 // Marine Log 17
emissions originating from ships within Europe. However, in contrast to the IMO regulation, the EU’s scheme is not anonymous and an individual ship’s emissions will be identifiable. This reflects a desire to direct societal pressure on the industry in the expectation of encouraging improvements. “While public pressure may be intangible, all shipowners will be fully aware of the commercial pressure that is mounting from unpredictable fuel costs and a highly significant regulatory change coming into force in 2020. The drastic reduction to the sulfur content limit allowed in fuel oil used globally affects all ships, new and existing. Emission control areas (ECAs), with an even lower limit, will remain in force and perhaps be supplemented by more new ECAs in the future, but the significance of the global limit is that it will affect all ships regardless of their trading area. “Compliance with the 2020 SOx regulation is challenging, and particularly because there is no single answer on the best way to comply. Various factors need to be considered before committing to run ships on a low sulfur fuel oil, or an alternative fuel such as Liquefied Natural Gas (LNG), or to burn higher sulfur fuel with an exhaust gas cleaning system to bring the emissions down to allowable levels. Different solutions will suit some ships better than others, but the choice will require balancing the technical restrictions with financial forecasts over the timescale of the ship’s planned life.”
Ballast Water Management Convention: Financial Decisions Ahead
Adds Sillitoe: “Hanging over this same calculation is the significant impact of the Ballast Water Management (BWM) Convention. In addition to the air emission controls, new and existing ships are faced with the need to manage their ballast water appropriately. Existing ships have their own timetable for compliance based on their survey cycle. This allows consideration of what is technically and financially feasible for that ship, but the calculations cannot stand alone, and the combined effect of the BWM Convention and SOx 2020 deadlines will inevitably spell the end of some ships’ cost-effective life earlier than originally expected,” says Sillitoe. “This will create the capacity for new ships with new designs and new systems to enter the world fleet. “
Also on the Green Agenda: Ship Recycling James Bond 18 Marine Log // February 2018
Another green issue shipowners need to keep on their radar is ship recycling. Junichi Hirata, Ship Recycling Project Manager,
ClassNK, says that the industry may come under increasing pressure if the Hong Kong Convention (HKC) comes into force early, as well as the application of EU Regulations. Hirata recommends that players in the industry should “develop the Inventory of Hazardous Materials (IHM) as soon as possible and select the verified ship recycling facilities.” Hirata says that back in the mid2000’s, ClassNK engaged in the verification of the Green Passport initiative, developing a list of hazardous substances at the very beginning stage, and involving its experts closely in IMO discussions. The idea of IHM superseding Green Passport was brought up at MEPC56 in 2007, whose development method has been well organized so that the industry can transmit the necessary information with common forms, Material Declaration (MD) & Supplier’s Declaration of Conformity. The concept of MD certainly gave a clear understanding of what should be reported and streamlined the entire process. However, ships consist of thousands of products, which makes cataloguing no easy task. The shipbuilder has to request the MD from hundreds of suppliers and monitor its collection status. Then, if the product contains hazardous materials, its location on board and calculated mass by each location should be recorded to the IHM. Also, as a class society, our approval process is far from simple and straightforward. To grant approval, ClassNK must examine each MD to see if they are accurately reflected on the IHM. Along with the IMO guideline development, ClassNK carried out IHM development trials to better understand challenges faced by both the classification society and the shipbuilder. As a result in 2008, ClassNK released a software solution enabling shipbuilders to collect MD from suppliers electronically and generate the IHM just by inputting the product location. Later the software was upgraded to the web-based “PrimeShip GREEN/SRM” service, which has been in operation since 2010. Currently, more than 80 shipyards and 2,800 suppliers are registered users of the service, making it the de-facto service for the industry. PrimeShip-GREEN/SRM provided ground-breaking “from cradle to grave” functions for the IHM, supporting the development, maintenance, and finalization just before the recycling. This allows ClassNK to complete the examination quickly as checkers do not have to be concerned with the consistency of IHM with the original MD, concentrating only on the details, thus streamlining the process.
REGULATIONS The Polar Code has Entered into Force: How to Comply The new IMO Polar Code came into force on January 1, 2017 with a set of new mandatory minimum requirements for all SOLAS vessels entering the geographical area defined and limited as polar waters by IMO. The overall goal for the code is to ensure the safety for the people entering these areas and to minimize the impact on the pristine polar environment, explains Morten Mejlænder-Larsen, Head of Polar Code implementation, DNV GL. The code is the outgrowth of the increased shipping activity in in polar waters. The structure of the Polar Code is based on the IMO goal-based standard and includes specific requirements to enhance maritime safety and environmental protection in the polar regions. The philosophy behind the Polar Code is that vessels transiting polar waters will face increased and even novel technical and commercial challenges and hazards along the route. The Polar Code requires that these hazards are identified, the associated risk evaluated and finally that possible mitigating measures are implemented to minimize or exclude these additional risks. The Polar Code consists of two parts, each of which includes both mandatory and recommendatory sections. Part I addresses safe design, construction and operation. Part II addresses environmental protection. Both parts apply in relation to their parent conventions. Part I follows the Safety of Life at Sea (SOLAS) convention – generally covering large international cargo ships over 500gt and passenger ships carrying more than 12 passengers on international routes. Part II follows the annexes to the MARPOL. The environmental provisions apply to a much broader class of vessels, (also fishing vessels), which are described in the applicability sections for MARPOL’s Annexes I, II, IV and V. Part II includes limitations on operational discharges, such as zero discharge of oil and oily mixtures and of liquid noxious substances. Regarding the discharge of sewage and garbage, for the limited cases where discharge is currently allowed, added restrictions were put in place to increase the distance from ice where they may be discharged. The environmental requirements also include additional design and construction restrictions – such as added tank protection and increased resistance to damage – to reduce the chances of spilling oil or liquid noxious substances. Training and certification for crew members working on polar ships are described
in Part I of the code, with detailed training requirements provided in amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).
The Main Challenges of the Code A goal-based standard allows for new and innovative solutions, but can be a challenge for owners, yards and designers to agree on the minimum solutions to fulfil the actual requirements in the code. There is a need for new test standards for equipment exposed to temperatures well below what is covered by the standards today. The requirements to Life Saving Appliances (LSA) to support protect all persons after a potential evacuation under polar conditions for the required minimum five days, are also a challenge. The LSA code today is prescriptive, while the Polar Code requires additional mea-
A goal-based standard allows for new and innovative solutions.
sures, without being specific. “DNV GL was the first Classification Society to develop a Winterized Notation a decade ago, and based on our long experience we can offer support during the process to comply with the code and to find the best cost/benefit solutions adapted to the planned operation.”
Specialized Tools also Help Mitigate Risk in Polar Regions James Bond, Director, Safety and Risk, ABS Advisory Services, says, “Ship owners and operators are busy weighing up the cost of preparing existing ships – or building ‘Polar-ready’ new ones – against the routes’ potential to reduce seasonal operating expenses by exploring regulatory requirements, new data-driven tools and techno-economic modelling. “What’s clear,” says Bond, “is that opportunities for polar transit are growing as the areal extent and volume of the Arctic’s sea ice shrinks. Fabled northern shipping routes are opening as the summer’s minimum ice coverage, which typically occurs a few days either side of mid-September each year, trends downwards.” B on d p oi n t s o ut t h a t t h ere a re a n
assortment of tools and services that owners can use to navigate the risks. The IMO’s Polar Operational Limitation Assessment Risk Indexing System, or POLARIS, helps operators to evaluate limitations for operating in ice. Standardized ice reporting, provided by government agencies and disseminated by the World Meteorological Organization, improves the forecasting of environmental conditions and related data-mining efforts that inform decision-making. Further, continually improving satellite coverage of the Arctic is facilitating better and more frequent reporting of ice conditions and the transfer of that information to ships. Finally, the awareness of the overall Arctic-shipping environment is blossoming through the work of the IMO, Arctic Council, Arctic nations and the media. With deeper information streams available, ship owners are now able to achieve compliance based on the specifics of their assets (the ship, its equipment and crew), the regions of the Arctic and time of year during which they intend to operate. The fundamental first step is to establish the environmental boundaries for the operations in terms of air temperature (means and lows) and ice presence. Arctic environs are highly variable; as a result, as a broad range of historical data is used to establish “typical” conditions. This data is used during the IMO-mandated Operations Assessment that is conducted by qualified people, those preparing for the voyage(s) and end users of the Polar Waters Operation Manual, the document that is derived from the assessment. The assessment is vital to understanding safe and practical boundaries. It can be applied to support decisions for building new ships or for chartering. For existing ships, the assessment can reveal any changes required for regulatory compliance, and it may also highlight areas of investment that could reduce the operational limitations of specific assets, thereby extending their operating windows and/or reducing the associated risks. ABS offers data-driven tools such as ABS POLARIS (which adopted the IMO methodology), ABS Temperature Profiler and ABS Ice Accretion to support compliance, deepen owner understanding of the operating conditions and risks, promote safer operations and assist voyage planning. There are many new tools at the shipowner’s disposal. As the operational windows for polar operations open, owners are finding a similarly expanding range of new tools and solutions to help them meet the challenges and realize the potential rewards of the newest frontier for maritime trade. February 2018 // Marine Log 19
REGULATIONS Optimarin Targets Markets in U.S. and Canada Op timarin A S’ Optimarin Ballas t System (OBS) is based on a combination of filtration and ultra-violet water treatment and was the first system to receive U.S. Coast Guard type approval. The company is big on employee participation — most of its personnel own a stake in the business. Unlike many other manufacturers, ballast water treatment systems and related service agreements are the company’s only source of revenue. Also unlike many others, Optimarin is profitable and has no debt. The company’s latest bold initiative is rocking the ballast water boat. Tore Andersen, CEO, recently announced that the company is now offering a five-year parts and servicing guarantee, a clear sign of confidence in its system. This is in sharp contrast to many other system manufacturers who have been faced with a backlash from ship operators amid claims that approved systems are simply not fit for purpose. The OBS, which can be skidmounted or t ailored for
specific projects, has notched up more than 330 installations so far, about 150 of which are retrofits. The company has another 190 systems on order and is poised to announce a series of new deals. OBS is suitable for flow rates ranging from 50-3,000 m3 /hour. A key target market is the U.S. and Canada, a region in which Birgir Nilsen, son of the company’s founder, is spearheading the sales drive. Nilsen believes the offer of a service guarantee will be particularly appealing to his potential customers, many of whom have been faced with the challenges of compliance when only a handful of systems have been type-approved by the Coast Guard. As of November, only five systems had received USCG type approval. Many operators have chosen to apply for five-year extensions under Alternative Management System rules. However, there is no cer taint y that an AMS approved system will gain type approval either during this five-year period, or at the end. This could mean that AMS
installations will have to be taken off ships and replaced with type-approved products at some point in the future. . By choosing the Optimarin system, Nilsen points out that ship operators can put their minds at rest, particularly now that it is the only system that is available with the assurance of a fiveyear guarantee. Crucial for the U.S. market, Nilsen explains, is approval to install systems on Jones Act vessels and, for tankers, ‘EX’ certification, both of which Optimarin already has. The first systems on board an ar ticulated tug barge unit which ships gasoline for WaWa Inc, have been installed at Fincantieri Bay Shipbuilding.
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The El Faro
here are no words to comfort the loved ones and friends of those lost in the sinking of the steamship El Faro during Hurricane Joaquin on October 1, 2015. The only thing we can do as a maritime community to honor those that perished that day is to learn from the tragedy to prevent future incidents from occurring. A good place to start is the summary of the findings recently issued by investigators at the U.S. National Transportation Safety Board (NTSB) on December 12, 2017. While the NTSB does not make rules, their suggestions are taken very seriously. The NTSB had 81 findings in the Executive Summary, with more specific recommendations to the Coast Guard, ABS, TOTE, and other interested parties. Prior to the release of the findings, we did 22 Marine Log // February 2018
our best to analyze the incident to determine what new laws, regulations or standards might emerge in the wake of the incident
The company’s failure to ensure implementation of bridge resource management contributed to the sinking. (The Tragic Loss of the El Faro, ML March 2017, page 24). While once again the NTSB doesn’t promulgate any rules, their findings
will help us determine which way the wind might be blowing. The NTSB’s Finding 52 is of particular interest. “The company’s lack of oversight in critical aspects of safety management, including gaps in training for shipboard operations in severe weather, denoted a weak safety culture, in the company and contributed to the sinking of the El Faro.” This finding is supported by many of the findings referencing the lack of implementing safety standards on board the vessel by the company. In our March 2017 article, we discussed a “Nautical Expert.” This term was used by the investigators during the hearings. The following findings are supportive evidence that the industry will have to accept the need for a true Nautical Expert in their offices. Other findings of interest:
Findings of NTSB investigators provide roadmap for improving maritime safety
Where Do We Go from Here? By Matthew Bonvento, Senior Manager, Safety, Security, Quality, and Regulatory Compliance, and Michael DeCharles, Executive Vice President, Vanuatu Maritime Services Ltd.
12. If the company had provided guidance to the engineers about the list-induced operational limitations of the engine as well as about raising the level of lube oil in the main engine sump before or during heavy weather, the additional quantity of oil in the sump would have kept the suction pipe submerged at greater angles of inclination and increased the likelihood of maintaining propulsion. 14. The crew was most likely unaware of the operational limitations on the main engine from a sustained excessive list. 15. If the ship’s officers had known the maximum static list angle at which the main propulsion engine would operate, they would most likely have attempted to reduce the initial list sooner and possibly avoided the loss of propulsion. 35. Although there is no direct evidence
that the company applied pressure regarding the vessel’s schedule, inherent pressure could have influenced the captain’s decision to continue on despite the weather. 41. The concepts of bridge resource management were not implemented on board the El Faro. 42. The company’s failure to ensure the implementation of bridge resource management contributed to the sinking. 43. The company’s safety management system (SMS) was inadequate and did not provide the officers and crew with the necessary procedures to ensure safe passage, watertight integrity, heavy-weather preparations, and emergency response during heavy-weather conditions. 44. The company did not have an effective process for evaluating the performance of its officers.
El Faro Tragedy: What actions will the USCG take? The cause of the sinking and loss was not the result of a single event, but rather a series of events. That is clear after you read the final ac tion memo by U.S. Coast Guard Commandant Paul Zukunf t, following the completion of the investigation by Marine Board of Investigation (MBI) into the sinking and loss of the El Faro on October 1, 2015. The memo faults the master, TOTE Services, Inc., ABS, and the Coast Guard itself saying that the three organizations in particular “must learn and move with a sense of urgency” to rectify and strengthen the safety framework. The Commandant also lays out several ac tions that the Coast Guard will take based on 31 safety recommendations made by the MBI. Among the regulator y initiatives that could result from the recommendations: • The placement of high water audio and visual alarms on the bridge and in cargo holds of dry cargo vessels to alert the crew; • The phase out of open lifeboats in the oceangoing ships; • Indicators for watertight closures on bridge alarm panels; • The use of CCTV cameras to monitor unmanned spaces (such as cargo holds and steering compartments) from the bridge; • Approval and review of software for cargo loading and securing and stability software; • A f l o at- f r e e Voy a g e Dat a Recorder that is possibly equipped with an EPIRB; • Requirement that all Personal Flotation Devices be fitted with Personal Locator Beacons; and • The periodic transmission of elec tronic records and data to s hore f rom oceangoing com mercial ships. This requirement would include records such as bridge and engine room logs, STCW records, significant route changes, and fuel/ oil records.
February 2018 // Marine Log 23
45. The company did not have an effective training program for the use of the CargoMax stability instrument, including its damage stability module. 46. Training in heavy-weather operations, including advanced meteorology and advanced shiphandling, from which the captain was exempt, might have provided him with additional information to consider while evaluating options and might have resulted in a different course of action. 47. The company did not have an effective officer training program for the use of the ship’s Bon Voyage System weather information software. 48. The company did not ensure that El Faro had a properly functioning anemometer, which deprived the captain of a vital tool for understanding his ship’s position relative to the storm. 49. The company subscribed to the Rapid Response Damage
Assessment service, although not required, but did not train the crew in its use. 50. The company did not monitor the position of El Faro relative to the storm and did not provide the captain with support for storm avoidance and heavy-weather preparations during the accident voyage. 51. The company failed to assess the risk posed by Hurricane Joaquin to El Faro. 52. The company’s lack of oversight in critical aspects of safety management, including gaps in training for shipboard operations in severe weather, denoted a weak safety culture in the company and contributed to the sinking of El Faro. These findings point to one significant flaw that the industry has been ignoring for some time now—and that is the employment of Master Mariners and Chief Engineers.
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24 Marine Log // February 2018
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Launching of El Coqui Picture Courtesy of Crowley & VT Halter Marine
maritime safety Master Mariners and Chief Engineers with significant experience should have a voice on shore with management as full time employees or, at least, as consultants able to provide advice and assistance on a 24 hour basis. These persons should have direct access to the owner of the vessel, even bypassing the corporate officers, who in some cases never sailed or if they sailed, did not make it beyond the level of 3rd officer or engineer. Only a Chief and a Master experienced on a particular vessel type can evaluate the effectiveness of an officer serving on board in a management capacity. Finding 69 states: “Providing all persons employed on board vessels in coastal, Great Lakes, and ocean service with personal locator beacons would enhance their chances of survival.” This echoes my thoughts in Personal Locator Beacons, ML December 2017, page 26.
Other Factors Not all blame should be placed on the company. The Master too played a significant role in the tragedy—as NTSB Chairman Robert L. Sumwalt points out, “We may never understand why the captain failed to heed his crew’s concerns about sailing into the path of a hurricane, or why he refused to chart a safer course away from such dangerous weather.” Unfortunately this is a systemic issue within the industry whereby the voice of Junior officers is often overlooked. We are taught in Bridge Resource Management to take into account all team voices, and yet as an industry this is easier said than done. Experience often overrides the voice of others, but false bravado does as well. Ship design is also to blame. NTSB Recommendation 7 to the Coast Guard: “Propose to the International Maritime Organization (IMO) that any opening that must normally be kept open for the effective operation of the ship must also be considered a downflooding point, both in intact and damage stability regulations and in load line regulations under the International Convention on Load Lines.” Logically this makes perfect sense, and as mariners we should know to close all downflooding openings in the event of extreme weather. But if these openings had been closed, how quickly would have systems shut down? Perhaps we need to begin rethinking the way that vessel’s are designed for safety in extreme circumstances. We will try to address this in a future article. Recommendation 23: “Require that open lifeboats on all U.S.inspected vessels be replaced with enclosed lifeboats that meet current regulatory standards, and freefall lifeboats where practicable.” The recommendation really should strike out the words “where practicable.” There is no reason that in this day and age where the IMO forces electronic revolutions in navigation that vessels should be sailing with open lifeboats anywhere in the world.
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Learning From The Past Back on February 12, 1983, the SS Marine Electric sank in a fierce storm off the coast of Virginia. That accident resulted in some critically important safety reforms, including the tightening of ship inspections and requirements for survival suits. The El Faro tragedy will be no different. There will be further repercussions and changes to our industry in the years to come. We can expect to see a pushback from vessel owners and regulators alike citing cost prohibition, negative impact on business, downtime, etc. But most of this pushback will come from those who are not on board ships for any significant period of time. Change is difficult, but if we are to work towards avoiding more tragedies such as El Faro and Marine Electric, we must overcome the desire to resist change. And more importantly, we must remember to focus first and foremost on the Safety of Life at Sea. February 2018 // Marine Log 25
Passengers continue to flock to new cruise ships that offer land thrills at sea
y any measure, cruise shipping is booming. Over the last five years, the passenger demand for cruising has increased by 20.5%. That steady climb is expected to continue this year with some 27.2 million passengers expected to cruise according to the 2018 State of the Cruise Industry Outlook, released by Cruise Lines International Association (CLIA). CLIA points to growing consumer interests, an increased awareness of the cruise
26 Marine Log // February 2018
industry as a whole, sustainability practices, new ships, inclusive experiences, and brand new markets (Asia in particular) as the key drivers for growth. To meet growing passenger demand, operators are ordering larger ships—promising more adventure, dining delights, sunshine and relaxation on board. According to the most recent Seatrade Cruise Orderbook (January 31, 2018), there are 91 confirmed ocean cruise ships on order with a total order book value of $57.2 billion through 2025. This year alone, 16 new cruise ships will make their debut ushering in a new era of excitement and adventure at sea. The goal: Make the cruise ship itself the destination, the place for pleasure and adventure, and not just a mode of transportation—think of it as an all-inclusive resort on the move.
The largest of this year’s newbies is Royal Caribbean’s Symphony of the Seas. Upon its delivery this Spring, the 230,000 grt Symphony of the Seas will be the largest cruise ship in the world measuring 1,188 ft long and 215.5 ft wide with a 30 ft draft. The ship will carry 5,500 guests at double occupancy on board with an international crew made up of 2,175. Built by STX France, Symphony of the Seas, like its Oasis class sister ships, will be a floating city, featuring seven neighborhoods including the ever popular Central Park, the Royal Promenade, Pool and Sports Zone, and Boardwalk. Symphony of the Seas, similar to its predecessor Harmony of the Seas, promises “Big Time Thrills” at sea from the FlowRide surfing simulator, to a rock climbing wall, and even an “Escape the Room” spin off.
Top: Chad Ress / Bottom: Rob Kalmbach ; Courtesy of Royal Caribbean
Cruise Shipping announce that it would award its 66,000 employees with a five percent bonus of their 2017 salaries in an $80 million program called “Thank You, Thank You Bonus.” Talk about thrilling.
By Shirley Del Valle, Managing Editor
But perhaps the most impressive onboard activity is the Ultimate Abyss, a 10-story slide that begins on the top deck of the ship, 150 feet above sea level. Described as an epic and thrilling ride by several critics, the dry-slide (you grab a mat and down you go) launches riders down 216 ft of twisting tubes, spiraling 450 degrees, with a light show, sound effects and music playing in the background. You get to the end of the slide in just 13.14 seconds. The launch of the Oasis class back in 2012 catapulted Royal Caribbean Cruises Ltd.’s (RCL) popularity in the mainstream. That rise has translated into RCL having a record setting year in 2017, enabling the brand to achieve its three-year Double-Double goal of double earnings per share, and recording a double-digit return on invested capital. The result of this achievement led RCL to
With a fleet of 25 “fun ships” already in its lineup, Carnival Cruise Line is pushing forward a branding message to entice new riders: “Choose Fun.” Its new ad agency, Anomaly, has created a campaign connecting activities vacationers would typically choose on land, with those offered by the cruise line at sea. The message, says Carnival, is to entice and connect with those who have never cruised before but can closely identify with Carnival’s values and passion of being their truest self, being positive, and having fun. Aligning itself with that message, the operator is set to debut its second ship in its Vista Class this year. The Carnival Horizon, built by Fincantieri, will bring loads of fun to passengers once it debuts this coming April. The 133,500 grt, 1,062 ft long ship with capacity for 3,960 passengers and an additional 1,450 crew on board, will include Carnival’s SkyRide—a bike-ride-in-the-sky attraction that debuted on its sister ship, Carnival Vista; the first Dr. Seuss-themed water park at sea, the line’s first teppanyaki venue Bonsai Teppanyaki, and an IMAX theater. The Carnival Horizon will be the 26th ship in Carnival Cruise Line’s fleet. Last month, Carnival held the traditional keel-laying ceremony for the Carnival Panorama. The ship will be the third ship in the Vista Class. Delivery from Fincantieri is scheduled for autumn 2019.
MSC’s New Sunny View The world’s largest privately owned cruise line, MSC Cruises, is on a path to growth. The cruise operator is currently in the midst of a major $9 billion ship expansion. With eight confirmed ships slated for delivery between 2018-2024, the cruise line currently has the most ships on order. MSC Cruises closed out 2017 with the christening of its newest ship, the MSC Seaside. The first in its new Seaside class, the MSC Seaside ushers in a new era of an enhanced cruising experience for the brand. According to the cruise operator, the Seaside prototype was designed for those who love the sun. The ships in the class have the “highest ratio of outdoor space per guest at sea” and “boasts generous outdoor public spaces so that guests can make the most of the sunshine” all the while bringing guests
closer to the ocean and the environment that surrounds them. MSC Seaside’s sister ship MSC Seaview, which is under construction at Fincantieri and scheduled for delivery this summer, features an identical “condo on the beach” design with 76% of the ship’s 2,006 staterooms offering an ocean view or a balcony. The Seaside class ships are RINA classed, 1,060 ft long and 154,000 grt, with a capacity for 5,179 guests. Additionally, MSC Cruises ordered two Seaside EVO Ships from Fincantieri shipyard. The operator says the Seaside EVO class will carry 5,646 passengers, and will be larger than the Seaside class at 169,389 grt and a length of 1,112 ft. They will be delivered in 2021 and 2023.
On Track On track to add more exhilarating thrills to its fleet later this year is Norwegian Cruise Line (NCL). The brand’s new Norwegian Bliss will feature exclusives that will let passengers get their “game on” with the largest racetrack at sea—a two level, electric race track that will let passengers compete on the top deck of the ship; and an open-air laser tag course. And with a 180-degree Observation Lounge, featuring 3,500 ft2 of floor to ceiling windows, passengers will be able to take in the spectacular views offered during the ship’s Alaska or Caribbean sailings. Being built by Meyer Werft, the 329.8m ship will have a passenger capacity of 4,004.
Creating a Voyage Not to be outdone, Sir Richard Branson’s Virgin Voyages brand—set to debut in 2020—is already adding a bit of spark to the industry, promising the first “Adults Only” ship at sea. The ship, under construction at Fincantieri, is expected to begin operations in 2020. Its homeport for its inaugural sailing season will be PortMiami.
February 2018 // Marine Log 27
Cruise Shipping Cruise line
Est. Cost ($ in Mil)
AIDA Cruises AIDA Cruises Carnival Cruise Line Carnival Cruise Line Carnival Cruise Line Carnival/CSSC/CIC Capital Celebrity Cruises Celebrity Cruises Celebrity Cruises Celebrity Cruises Costa Asia Costa Asia Costa Cruises Costa Cruises Coral Expeditions Cunard Crystal Cruises Crystal Yacht Expeditions Crystal Yacht Expeditions Disney Cruise Line Hapag-Lloyd Cruises Hapag-Lloyd Cruises Holland America Line Holland America Line Hurtigruten Hurtigruten Lindblad MSC Cruises MSC Cruises MSC Cruises MSC Cruises MSC Cruises MSC Cruises Mystic Cruises Norwegian Cruise Line Norwegian Cruise Line Norwegian Cruise Line Oceanwide Expeditions P&O Cruises Ponant Ponant Ponant Ponant Princess Cruises Princess Cruises Regent Seven Seas Cruises Ritz-Carlton Yacht Collection Royal Caribbean International Royal Caribbean International Royal Caribbean International Royal Caribbean International Royal Caribbean International Saga Cruises Saga Cruises Scenic Seabourn Silversea Cruises Star Clippers Star Cruises SunStone/Aurora Expeditions SunStone TUI Cruises Viking Cruises Viking Cruises Viking Cruises Virgin Voyages
AIDAnova LNG -powered ship Carnival Horizon Carnival Panorama 2 LNG-powered ships 2 unnamed ships Celebrity Edge Celebrity Flora Celebrity Beyond 2 Edge Class Ships Costa Venezia unnamed Costa Smeralda LNG-powered ship Coral Adventurer unnamed Diamond-Class Crystal Endeavor 2 Endeavor Class ships 3 LNG-powered ships Hanseatic Nature Hanseatic Inspiration Nieuw Statendam Pinnacle 3 Roald Amundsen Fridtjof Nansen unnamed MSC Seaview MSC Bellissima MSC Grandiosa Meraviglia Plus 2 Seaside EVO Class ships 2 World Class Ships World Explorer Norwegian Bliss Breakaway Plus 4 Project Leonardo Ships Hondius 2 LNG-powered ships Le Laperouse Le Champlain Le Dumont Dâ€™Urville LNG-powered ship Sky Princess 2 Royal Class Ships Seven Seas Splendor unnamed Symphony of the Seas Spectrum of the Seas Quantum 5 Oasis 5 2 Icon Class ships Spirit of Discovery Spirit of Adventure Scenic Eclipse Seabourn Ovation Silver Moon Flying Clipper 2 Global Class Ships Greg Mortimer 3 Ships 2 Mein Schiff Ships Viking Orion Viking Jupiter 5 ships 3 ships
Meyer Werft Meyer Werft Fincantieri Fincantieri Meyer Turku Shanghai Waigaoqiao STX France De Hoop STX France STX France Fincantieri Fincantieri Meyer Turku Meyer Turku Fincantieri/Vard Vung Tua Fincantieri MV Werften MV Werften MV Werften Meyer Werft Fincantieri/Vard Fincantieri/Vard Fincantieri Fincantieri Kleven Werft Kleven Werft Ulstein Verft Fincantieri STX France STX France STX France Fincantieri STX France WestSea Yard Meyer Werft Meyer Werft Fincantieri Brodosplit Meyer Werft Fincantieri/Vard Fincantieri/Vard Fincantieri/Vard Fincantieri/Vard Fincantieri Fincantieri Fincantieri Astillero Barreras STX France Meyer Werft Meyer Werft STX France Meyer Turku Meyer Werft Meyer Werft Uljanik, Croatia Fincantieri Fincantieri Brodosplit MV Werften China Merchants HI China Merchants HI Meyer Turku Fincantieri Fincantieri Fincantieri Fincantieri
180,000 180,000 133,500 133,500 180,000 133,500 117,000 5,739 117,000 117,000 135,500 135,500 180,000 180,000 5,000 113,000 65,000 25,000 25,000 135,000 16,100 16,100 99,500 99,500 21,000 21,000 12,300 154,000 167,000 177,000 177,000 169,380 200,000 9,300 167,800 167,800 140,000 5,590 180,000 10,000 10,000 10,000 30,000 143,700 143,700 54,000 24,000 230,000 168,000 168,600 227,000 200,000 55,900 55,900 16,500 40,350 40,700 8,770 204,000 8,000 8,000 111,500 47,800 47,800 47,800 110,000
5,000 5,000 3,954 3,954 5,200 4,000 2,900 100 2,900 2,900 4,200 4,200 5,000 5,000 120 3,000 800 200 200 2,500 230 230 2,650 2,650 530 530 126 4,140 4,500 4,900 4,900 4,560 5,400 200 4,200 4,200 3,300 180 5,200 184 184 184 270 3,560 3,560 738 298 5,497 4,180 4,180 5,497 5,000 972 972 228 604 596 300 5,000 180 180 2,894 930 930 930 2,800
November 2018 Spring 2021 March 2018 Autumn 2019 Spring 2020/2022 2023, 2024 Autumn 2018 Spring 2019 Spring 2020 Autumn 2021/2022 Winter 2019 Winter 2020 October 2019 Winter 2021 Winter 2019 2022 Winter 2022 Summer 2020 2020, 2021 2021, 2022, 2023 April 2019 October 2019 November 2018 2021 July 2018 Summer 2019 Winter 2020 May 2018 March 2019 October 2019 September 2020 2021, 2023 2022, 2024 October 2018 April 2018 Autumn 2019 2022, 2023, 2024, 2025 Spring 2019 Spring 2020, 2022 June 2018 September 2018 September 2019 June 2021 October 2019 2020/2022 Spring 2020 Autumn 2019 April 2018 Spring 2019 Autumn 2020 Winter 2021 Spring 2022, 2024 June 2019 August 2020 August 2018 April 2018 Autumn 2020 Summer 2018 Spring 2020, 2021 August 2019 2020, 2021 Spring 2018, 2019 June 2018 February 2019 2021, 2022, 2023 2020, 2021, 2022
$1,000 $1,000 $780 $676 $1,100 $750 $875 $60 $875 $792/$830 $676 $676 $1,000 $1,000 $65 $830 $456 $200 $200 $900 $200 $200 $518 $518 $130 $130 $135 $953 $1,032 $850 $850 $1,071 $1,125 $80 $1,087 $1,087 $851 $85 $1,100/$1,222 $130 $130 $130 $270 $676 $676 $479 $210 $1,400 $1,010 $970 $1,425 $1,590 $330 $330 $142 $270 $371 $110 $1,000 $100 $100 $515 $308 $308 $308 $690
Total Ships: 91
Total Lower Berths: 233,316
28 Marine Log // February 2018
Total Orderbook Value: $57.2 Billion
Green Vessel Name: LNG Powered Source: Seatrade Cruise Orderbook/Marine Log
Green Cruising On Deck
f there was one sector that was an early adopter of Liquefied Natural Gas (LNG) as a marine fuel, it was passenger shipping. Currently there are up to 18 cruise ships on the orderbook slated to operate on LNG power. Leading the “green cruising charge” is AIDA Cruises, one of ten brands under the Carnival Corporation & plc umbrella, which will take delivery of the AIDAnova, the world’s first LNG powered cruise ship later this year. The ship will be powered by four dual-fueled engines from Caterpillar. AIDAnova is being built by Meyer Werft Shipyard in Papenburg, Germany. Meyer Werft’s group of shipyards, which include Meyer Turku and Neptun Werft, are at the head of the pack when it comes to building LNG-powered cruise ships. A total of 13 LNG cruise ships are currently confirmed and on order with the group—with eight of those ships falling
under Carnival Corporation brands: two for AIDA Cruises, two for Costa Cruises, two for P&O Cruises UK and two for Carnival Cruise Line. On its end, AIDA Cruises has dabbled with LNG in the past. In 2016 the company signed an agreement with Shell NA LNG, LLC (Shell) to supply its AIDAprima cruise ship with LNG. The LNG fuel was used to power the ship while it was docked—leading to a major reduction in emissions. The success of the pilot project gained AIDA Cruises’ confidence and ensured Shell’s position as the LNG marine fuel provider for AIDA ships. Furthermore, the partnership with Shell proved to be so valuable, it was extended to reach other brands within the Carnival Corporation lineup. Late last year, Carnival Cruise Line signed an agreement with Shell to be the LNG fuel power provider for the two new
LNG-powered cruise ships it will launch in 2020 and 2022. The 180,000- ton ships, which will be the largest ships in Carnival Cruise Line’s fleet upon delivery, will be the first fully LNG-powered cruise ships to operate in North America. And just as we were going to press, Carnival Corporation announced that it had signed a contract for a second next-generation cruise ship for its P&O Cruises UK brand with Meyer Werft. Like its sister ship due in 2020, the ship will be powered by LNG and will be the largest cruise ship built for the British market. The 180,000 grt ship will accommodate 5,200 guests and be delivered in 2022. Disney Cruise Line and Royal Caribbean Cruises Ltd., too, have LNG-powered cruise ships on order at Meyer Werft. Last summer, Disney announced it would nearly double the size of its fleet adding three new ships to its lineup. February 2018 // Marine Log 29
The ships, said Disney, would be slightly larger than the Disney Dream and Disney Fantasy, at 135,000 gross tons with room for 1,250 guest staterooms. Meanwhile, Royal Caribbean Cruises Ltd.’s (RCL) new Icon Class ships will not only integrate the use of LNG as a marine fuel, but also fuel cell technology. To be built at Meyer Turku, the ships will be delivered during the second quarters of 2022 and 2024, giving RCL a long lead time to work with the shipyard to test and adapt the fuel cell technology. The 5,000-passenger Icon ships will run primarily on LNG fuel but also will have the capability to operate on distillate fuel.
World Class on the Way While its Seaside Class of ships make their
debut, MSC Cruises will add a series of brand new LNG-powered cruise ships. The operator has signed a contract with STX France to build up to four LNG-fueled cruise ships for its every growing fleet. The two confirmed ships have deliveries set for 2022 and 2024, while the options are tentatively set for 2025 and 2026. The ships will be part of MSC’s World Class. The World Class ships will measure 330m x 47m and will have the capacity to carry 6,850 guests—making them the highest passenger capacity ships yet. The ships will also feature a futuristic “Y” shape structure that enables panoramic sea views, and increases the proportion of balcony cabins, as shown in the inset photo.
vessel will be able to accommodate 270 passengers and a crew of 187. To be classed by Bureau Veritas, the icebreaker will have Wärtsilä dual fuel engines, with powerful Azipod propulsion units supplied by ABB. Its 4,500 m 3 capacity LNG storage tanks will be supplied by GTT. Developed by Ponant, France’s Stirling Design International, and Finland’s Aker Arctic and Vard, the vessel will be built to Polar Class 2 (PC2)—year-round operation in moderate multi-year ice conditions. The PC2 hull has been designed with Aker Arctic to combine forward sailing modes through compact ice and reverse sailing in extreme ice conditions, using the Double Action principle (Aker Arctic DAS).
An Extraordinary Tool
Starting in 2021, French luxury cruise line Ponant, will operate what will be the world’s first cruise icebreaker with electric hybrid dual fuel propulsion, featuring high-capacity batteries and LNG storage on board. Ponant has placed a NOK 2.7 billion (about $323 million) order with shipbuilder Vard for the ship. It will be about 30,000 gross tons, about 140 meters long, 28 meters wide, with a draft of 10 meters, and will have a cruise speed of 15 knots in open water. The
“With this extraordinary tool for exploration we are going to have available, we are working with a brand new concept in travel,” says Nicolas Dubreuil, Head of Expedition at Ponant. “The Ponant Icebreaker is going to enable us to visit places previously unexplored until now due to their extreme remoteness. I’ve already imagined winter expedition cruises across the Nunavut ice field, and to Greenland, to get within close proximity of the Inuit camps.”
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30 Marine Log // February 2018
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every day By Paul Bartlett, European Contributor
hose at the forefront of shipping’s digital revolution speak a new language that is unfamiliar to many in shipping. But the impact of digital technology and the business outcomes for the whole of the maritime sphere are very real. Finland’s Wärtsilä, which now describes itself as a “smart technology group,” is the latest of the marine machinery heavyweights to introduce a “smart marine ecosystem,” which the company unveiled at a London press conference late in November. The ecosystem concept, which has been adopted by other main players in the maritime sphere including ABB, DNV GL and Rolls-Royce, is based on widescale industrial collaboration and knowledge-sharing in all digital aspects, for everyone’s benefit. T h i s m ay s o u n d r a t h e r n e b u l o u s , particularly to seafarers for whom connectivity at sea remains, even today, a remote concept. The vast majority of ships’ masters are still accustomed to once-a-day noon 32 Marine Log // February 2018
reports and very little other routine shipshore communication. However, when Wärtsilä unveiled its new ecosystem, the company’s Marine Solutions President, Roger Holm, went out of his way to give some helpful day-to-day examples of what could be achieved as a result of greater collaboration, data and knowledge-sharing, via the new ecosystem. The company has already opened one Digital Acceleration Center (DAC) in Helsinki, a facility which is intended “to speed up innovation to co-create with customers a range of new business models and solutions”. A second DAC was due to open in Singapore in December, and two more—one in Central America and one in North America—in 2018. Holm explained that shipping’s inefficiencies today, which are still largely taken for granted, are a waste of the sector’s resources. Yet a future that is more and more connected offers lots of opportunities for more effective operation through smart technology.
He defined the three main areas of ‘waste’ as overcapacity, inadequate port-to-port fuel efficiency, and time wasted when entering ports and other high-traffic areas. Eliminating this waste is the basis of Wärtsilä’s ecosystem thinking, Holm continued, and he outlined four ways in which the shipping industry will be re-shaped. Shared capacity will achieve higher load factors and reduce shipping costs per unit; big data analytics will optimize ship operation and energy management; intelligent vessels will incorporate greater automation and optimized processes; and smart ports will be able to offer faster and more efficient cargo handling and intermodal transfer. Two real-life examples demonstrating the results of this new thinking were discussed. In one, Wärtsilä has worked with Teekay Offshore on new technology for shuttle tankers, which has the potential to reduce fuel consumption by up to 20% and emissions by 40%. Supported by a $16 million g r a n t f ro m No r w e g i a n G ove r n m e n t
Wärtsilä’s new ‘ecosystem’ demonstrates practical results
disruptive tech The Path Towards Remote and Autonomous Vessels Various European smart technology companies such Wärtsilä, Siemens, Kongsberg, and Rolls-Royce, just to name a few, see a future where autonomous and remotely operated ships are a regular part of the maritime landscape. Rolls - Royce, for example, recently opened a new autonomous shipping R&D facility in Turku, Finland. Called the Research & Development Center for Autonomous Ships, the new facilit y includes a Remote and Autonomous Experience Space aimed at showcasing the autonomous ship technologies Rolls-Royce has already introduced as well as those in the development stage. Research at the new facility will focus on autonomous navigation, the development of land-based control centers, and the use of Artificial Intelligence (AI) in future remote and autonomous shipping operations. Norway’s Yara International plans to launch an electric coastal autonomous container vessel, Yara Birkeland, by 2019 that will transport fertilizer from its plant in Porsgrunn to the ports in Brevik and Larvik. One of Europe’s largest ferry operators, Stena Line,
enterprise Enova SF, the two companies have devised a system, which captures volatile organic compounds (VOCs) from crude oil during cargo operations and storage, and mixes the VOCs with LNG as additional fuel for main engines. The shipowner originally ordered two, optioned two, Suezmax-sized shuttle tankers with Wärtsilä 34DF engines at Samsung Heavy Industries in July, and declared its option for the second pair of vessels in late November. The diesel electric vessels, which will also incorporate battery packs each comprising two 250kWe batteries in their power systems, will also have waste heat recovery systems for additional energy savings.
Groundbreaking Agreement with Carnival Corporation A second example of the type of collaboration envisaged by Wärtsilä is the company’s 12-year performance-based agreement with Carnival Corporation to oversee engine maintenance and monitoring on board no fewer than 79 of the cruise company’s vessels. The contract, worth about $1.07 billion,
has committed to using AI across all its ships by 2021. “We started our digitalization and transformation journey two years ago and it is a central part of our strategy that will take us into the future and increase our competitiveness. It’s all about working with automation in our ports and digital experiences onboard and the exciting possibilities that AI and machine learning brings,” says Jari Virtanen, Chief Transformation Officer at Stena Line.
Remote Controlled and Autonomous Workboats There is real progress in remotely operate d and au to no mo us wor k b oat s. Last year Tuco Marine launched one of the first commercially available lines of remote controlled and autonomous workboats using technology developed by Sea Machine Robotics, Inc. Using Sea Machines technology, Tuco is now offering both remote controlled and autonomous operation as an option in all of its ProZero vessels. The ProZero boats are already available in multiple versions, each designed to meet unique cus tomer specific ations — including autonomous operating capability.
is designed to incentivize both parties with the aim of achieving the very highest levels of operating efficiency across the fleet. While this agreement relates directly to the effective operation of the ships’ propulsion systems, this clearly has other implications for the safety of the cruise vessels, their operational efficiency, their uptime and their accurate itineraries. This, in turn, has a direct impact on ships’ stores, spare parts and victualling supply chains, and the ports at which they call. “In the past, an agreement such as this connected the contractor with the shipowner regarding the overall maintaining of the equipment,” says Walter Reggente, Wärtsilä Vice President Services Americas. “Today, this is a new level of agreement, with commonly shared targets and incentives. By improving the efficiency and the reliability of the vessels, we are making our customer more profitable.” Adds Reggente, “We are using our remote centers 24/7 around the clock to monitor their ships. We are always available. That is extremely valuable for a customer moving ships around the world.” February 2018 // Marine Log 33
Ludovic Renou Named President of CMA CGM America Container shipping giant CMA CGM has appointed Ludovic Renou as President of CMA CGM America. Renou will lead an organization of 900 associates managing annual volumes well over two million TEUs. Seafarer’s House, Port Everglades, has named The Reverend Sanford Raymond Sears as its new Port Chaplain. Father Sears, who is an ordained priest in the Anglican Church, is a retired U.S. Coast Guard Officer. Hurtigruten has appointed Angel Moledo as Vice President, Customer Sales & Services for the Americas.
Foss Maritime has named Bryceon Sumner as Chief Financial Officer. He will oversee all aspects of the organization’s financial function and performance with an eye toward the company’s long-range strategic goals. Prior to joining Foss, Mr. Sumner was Chief Financial Officer of Academic Partnerships—a Dallas, TX-based educational technology provider. Edison, NJ, headquartered Jones Act operator U.S. Shipping Corp. has announced changes to its senior management team—including promoting Sam Cermack to Senior Vice President, Business Strategy and Development; and Raymond Marquardt to Senior Vice President, Chief Operating Officer.
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34 Marine Log // February 2018
Norway-based fleet management software system provider, BASS, has appointed Fernando Lehrer as its Vice President of Sales for the North American market. Previous management experience includes serving as Vice President of Product Development for ABS Nautical Systems (ABS). John Truschinger has been appointed Chief Information Officer for Speedcast. He will assume global responsibility for IT, supply chain, QHSE and facilities. McDermott International, Inc., has named Ian Prescott Vice President, Asia. He brings with him more than 28 years of operational, marketing and business experience.
TECH NEWS Another Step Closer to Autonomy
ExxonMobil Rolls Out New Oil Analysis Program, Mobil Serv At last year’s International Workboat Show in New Orleans, ExxonMobil launched a new used oil analysis program called Mobil Serv that will allow operators to use their mobile devices to monitor the condition of the vessel’s lube oil and engine. Mobil Serv, says J.R. Hand, ExxonMobil’s Marine Field Engineer, Marine Lubricants, replaces ExxonMobil’s previous generation used oil analysis program, Signum. “It is a lot more intuitive, user friendly and cloud based,” explains Hand. The aim of the program is simple, he says. “First, you are saving money by getting the maximum life out of your lubricant. The analysis checks the viscosity, TBN, and additives. It is going to tell you if you can extend your oil drains. Second, you are identifying an issue with your engine before it becomes a catastrophic problem that could lead to unscheduled downtime.” In addition, a new scan-and-go capability allows operators to scan a code on the oil sample bottle before they send it to the lab, eliminating paperwork. “For what you get out of it,” says Hand, “it is inexpensive. If you extend out your oil drain to the double, triple or, in the case of
our synthetic Delvac One, up to 10 times its normal period, there is substantial savings.” At the Mobil Serv lab, technicians can conduct tests such as Detecting Asphaltene Contamination and Ferrography, which are based on years of experience researching and developing marine lubricants. The technicians can use the most appropriate tests to specific equipment applications and set limits based on a comprehensive database of engines and equipment. The next step in the Mobil Serv program will be building in the analytics, where the operator will be able to check trends and compare vessels in his fleet. Adds Hand, “Do you see more transparency across the marine industry? We do. We work with OEMs quite a bit and have our own engine builder group. I see the OEMs really wanting that relationship. The customers like the idea, too. It is only going to result in improving engine and lubricant performance, as well as the productivity and bottom lines of our customers. That’s what we are doing with the used oil analysis—we’re reducing that total cost of ownership.” www.exxonmobil.com
Dellner Group Continues Expansion In an effort to become the leading supplier of brakes and related power transmission products, Dellner Group, Sweden, along with its subsidiary Dellner Brakes, has signed an agreement to acquire German industrial braking manufacturer Pintsch Bubenzer. The acquisition comes just four months after Dellner Brakes acquired U.S. brake and clutch company Gummi USA. Pintsch Bubenzer employs some 300 individuals and manufactures brakes for harbor container cranes.
The acquisition is expected to “facilitate major global expansion for both companies and will also enable us to build the Dellner Brakes and Pintsch Bubenzer brands in the industrial market sector,” said Dellner Brakes CEO Marcus Aberg. Dellner and Pintsch Bubenzer share a strong focus on innovation, technological leadership, high-quality products and customer service and both offer custom solutions alongside their standard product ranges.
Rolls-Royce has long predicted that autonomous and remotely operated ships are the next step in in the evolution of the industry, and foresees a future where these highly intelligent ships are a part of the norm. In 2012, the company launched its first-ever autonomous ship development project, UXUS (User Experience for Complex Systems) and now, six years later, Rolls-Royce has opened a new autonomous shipping R&D facility in Turku, Finland. The Research & Development Center for Autonomous Ships includes a Remote and Autonomous Experience Space aimed at showcasing the autonomous ship technologies Rolls-Royce has already introduced, as well as those already in the development stage. Re s e a r c h a t t h e n e w f a c il i t y will focus on autonomous navigation, the development of land-based control centers, and the use of AI in future remote and autonomous shipping operations. The Experience Space includes sever al inter ac tive tables where Rolls-Royce can showcase existing and future technologies while aiding the development and introduction of new rules and standards for autonomous shipping. “The center allows us to more accurately communicate our capabilities, what we have available today and what will be available tomorrow,” explains Karno Tenovuo, Rolls-Royce Senior Vice President of Ship Intelligence. “It will completely focus on the development of solutions capable of smoothing the maritime industry’s transition to the digital age. An autonomous maritime ecosystem will open up unprecedented opportunities.”
www.dellner-brakes.com February 2018 // Marine Log 35
TECH NEWS Inmarsat Boosts Connection for OSVs
BASSnet’s First Implementation in Oil Platform Market ERP software solution provider BASS, Lysaker, Norway, has implemented six modules from its BASSnet Fleet Management System in Jadestone Energy (Australia) Pty Ltd’s (Jadestone) office and Stag Oilfield in the Carnarvon Basin, 60km offshore Western Australia. Working closely with Jadestone, BASS installed five modules—BASSnet Maintenance, Procurement, Safety Information Reporting (SAFIR), Document Manager, and Reviews & Improvement—on a fasttracked project schedule that kicked-off in February 2017 and was successfully implemented on April and July respectively. The sixth module was added-on by Jadestone in May and went into operations in November. According to a BASS spokesperson, BASSnet provides a more intuitive and userfriendly single platform system and interface that helps Jadestone to manage and integrate its Asset Management, Safety, Procurement and Financials more efficiently.
This allows a more seamless and secure flow of data within the organization and between its office and stag oilfield through the use of a single database. This helps to minimize human error and prevent data duplication. Jadestone Energy, formerly known as Mitra Energy, is engaged in exploration, appraisal and pre-development activities in South East Asia. It is BASS’ first customer to implement BASSnet on an oil platform. This successful implementation is a testament of BASSnet’s capability in serving the oil platform market and will prove to be a catalyst for future projects in the industry. BASSnet Fleet Management System is a single platform and modular-based ERP software solution that allows its users the flexibility in implementing solutions that meet their immediate needs, with the option of adding other modules over time. Certified by five leading classification societies, it has been chosen by over 100 customers and implemented in over 2,000 vessels worldwide. bassnet.no
Inmarsat has launched a new set of Fleet Xpress plans designed specifically to meet the technical and commercial requirements of offshore support vessels (OSVs). The new plan exploits the technical capabilities inherent to Fleet Xpress, such as high-speed connections and guaranteed per formance, to offer vessel operators levels of flexibility. Supported by a 1m antenna, Fleet Xpress for OSVs delivers committed information rates of up to 3Mbps for uploads and 6Mbps for downloads with a standard antenna—those numbers climb up to 5Mbps and 10Mbps respectively with an enhanced antenna. When off-hire, a more economic 128Kbps link can be used to keep the core operational data exchange going. Recognizing the frequent changes in data usage on OSVs, Inmarsat Fleet Xpress plans for OSVs also allow for free upgrades and downgrades in service levels during a 36-month contract period. Eric Griffin, VP Maritime, Offshore Energy and Fisheries, Inmarsat says, “Successful and timely completion of a contract is increasingly dependent on a highly resilient, highcapacity data link. The technology behind Fleet Xpress has the capacity to meet these demands and our new plan sets a precedent in joining the dots between the technical requirements and commercial realities of OSV operation and highlights how Fleet Xpress can be used in the energy sector.”
WinGD Debuts WiDE System for Smarter Shipping
36 Marine Log // February 2018
support through live troubleshooting and diagnostic advice to the crew. The system collects data via the Data Collection Monitoring (DCM) unit—now installed as standard on all new engines contracted as of January 2018. WiDE is based on the DCM unit for collecting and visualizing the engine and ship date, as well as the Engine Diagnostic System (EDS) software. WiDE analyzes the data and with it creates value and insight. All these capabilities are integrated into a user-friendly, on-board
system comprising state-of-the-art hardware, expert software and efficient data analytics techniques. www.wingd.com Top image: Jadestone Energy
With the Goal of setting the industry standard for reliability, efficiency and environmental friendliness, developer of two-stroke low-speed gas and diesel engines for the shipping industry, Winterthur Gas & Diesel (WinGD), has launched a new comprehensive, integrated system for creating value from engine and ship data. WiDE (WinGD Integrated Digital Expert) allows for the collection and analysis of ship and machinery data to proactively predict engine component malfunctions and offer
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Unraveling and Understanding our DNA
40 Marine Log // February 2018
actually changing the hard coding of DNA. It is like a light switch that turns our genes on and off. Observations in epigenomics started in early 2000, and have grown into the newest frontier of medical science. Take the cancer questions from earlier for example; is cancer a mutation on the hard-coded DNA or a change to the epigenome? Answer: Cancer can be either. We know that changes in the epigenome can activate growth-promoting genes in stomach cancer,
DNA is still an unfolding story...There is a myriad of influences that play a role in how our genes express themselves colon cancer and the most common type of kidney cancer. In some other cancers, changes in the epigenome silence genes that normally serve to keep cell growth in check. Environment also impacts the epigenome. This is dramatically seen in the post World War II environment in the Netherlands, where children exposed to a mother’s famine during early pregnancy had increased rates of coronary heart disease and obesity. More recent studies have shown that maternal exposure to pollution increases a child’s risk for asthma. Further research
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ecently a rash of questions about genetic testing have come up. People want to know, if mom’s breast cancer or dad’s colon cancer will become the fight of their life too? Does genetics identify the future state of our health? The science of human genetics exploded into v iew in the mid-1900s w ith the discovery of DNA (Deoxyribonucleic acid)— a chemical compound found inside every human cell. It contains the genetic instructions for building, running and maintaining our body. An understanding of DNA grew by leaps and bounds in 1990 with the Human Genome Project. The Project’s goal was to map the complete genetic code of human beings; all attributes and combinations attached to our 23 chromosomes (long strands of DNA that carry our genetic data). The Project ultimately sequenced over 3 billion letters or bits of human genetics. The promise of these bits was that they would bring about a medical revolution and help us design our fate. The Project isolated over 1,800 disease markers and over 2,000 genetic tests have been developed to read them. Fifteen years after the project’s completion, the medical revolution based on DNA is still an unfolding story. However, disease turns out to be far more complex than our 23 chromosomes could speak to at the time. There is a myriad of influences that play a role in how our genes express themselves. One of these knots to be unraveled is the epigenome. The chemical bath that surrounds our DNA is a newer known influencer. These chemicals appear to prompt genes to modify their action, without
at the German Center for Neurodegenerative Diseases (DZNE) found that fathers who consumed excessive amounts of certain supplements could epigenetically harm their offspring. The study showed that they altered their children’s memory and learning ability. What we have come in contact with in our lives changes the expression of our diseases and can dramatically alter the outcome. As for the question of DNA testing, there are now very easy options largely thanks to the work of the Human Genome Project. One way is to visit your doctor who can prescribe testing. Health insurance may cover testing and the cost of interpretation by a genetic councilor. There are now also direct to consumer tests that will identify your whole individual genetic code. This might appear to be an easier answer, but consumers need to be aware that when choosing this option, not all companies process their testing through certified labs. Additionally, tests don’t always meet FDA criteria for clinical validity. If you are looking for disease data from this test, clinical standards may be important. Information on whether you have the gene for breast cancer or colon cancer is not immediately clear from a home test. Tests need to be taken to a genetic councilor or you need to know what you are looking for in the raw data. Keep in mind, it’s a complex, multi-layer picture to determine risk and not all the influencers are presently know. We discover more daily. Mom and dad’s DNA is not a straight line toward understanding our future disease state. The great strides in DNA testing and the potential it shows for disease prevention, finding where we came from and understanding aspects of how to optimize our health, are amazing and complex. Knot after knot is being discovered, and needs to be unraveled before we have straight rope. Tune in to the next article for the science of manipulating the epigenome. Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional.
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Published on Feb 13, 2018