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arine oG M L


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

May 2017

FORWARD Thinking DNV GL’s Knut Ørbeck-Nilssen



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European Marine Tech The Future of Shipping Made in New York: Hybrid Vessels



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2E  ditorial Made in New York


4 Industry Insights

European Technology Entering the Digital Domain The shipping industry gears up for a period of unprecedented change in the maritime sphere

6 Marine Innovations

Plus: Who owns the data?

8 Wellness Column Time for a gut check 10 Update  astern confirms Staten E Island Ferry contract • Metal Shark’s new Stock Boat program • PPG has its eye on AkzoNobel • Vigor adds drydock to Harbor Island facility • New fish farm cat introduced by Tuco Marine • Viking Ocean orders two more •


CEO Spotlight Knut Ørbeck Nilssen A Q&A with DNV GL Maritime’s CEO


Thought Leadership The Future of Shipping The fourth Industrial Revolution, or Industry 4.0, is going to transform the traditional business model. We sit down with industry thought leaders to get their take on what’s on the horizon


Hybrid Vessels Humming Along A closer look at Derecktor Shipyards and its construction of hybrid aluminum catamarans— including one for Harbor Harvest, a farm-to-table marine transportation network


Special Section Shipbuilder’s Resources A handy source for selecting everything from press pipe fitting technology to firestopping equipment

18 Inside Washington GAO: Not so fast on frigate successor to LCS

38 Newsmakers Former FMC Chairman to lead the Port of Long Beach

39 Tech News Wärtsilä power for first LNG-fueled OCV

44 Op-Ed Ferries can save a city

May 2017 // Marine Log 1


MarineLoG MAY 2017 Vol. 122, NO. 5 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389 PRESIDENT Arthur J. McGinnis, Jr. PUBLISHER & EDITOR-IN-CHIEF John R. Snyder Associate Publisher Jeff Sutley

Made in New York

Photo: John R. Snyder


f you hail a cab in New York, odds are you are going to be picked up in a Toyota or Nissan hybrid vehicle. That’s because more than half of the city’s taxi fleet has hybrid technology. In fact, when it comes to hybrids, the U.S. is second only to Japan, with more than 4 million such vehicles humming along the highways. Hybrids on U.S. waterways, however, are a different story. Foss has two hybrid tugs in its fleet, while Hornblower has converted three vessels that use multiple alternative technologies including battery, wind, and solar power. Red and White Fleet ordered a 600-passenger boat earlier this year. But things are changing. As we report on page 32 this month, Marine Log got an exclusive look at a new hybrid research vessel built by Derecktor Shipyards in Mamaroneck, NY, for CUNY’s Brooklyn College and the Science and Research Institute of Jamaica Bay. Like the first hybrid built by the yard, the Spirit of the Sound, for the Maritime Aquarium of Norwalk, it is based on a catamaran hull designed by Incat Crowther that incorporates Corvus batteries and BAE HybriDrive systems. The yard is now preparing to build its third hybrid. This one will be based on the same hull, but will be configured to carry organic produce, meat and dairy products from local farms on the Long Island Sound

to Harbor Harvest, an East Norwalk, CT, farm to table market and deli. If successful, you could expect to see more of the zero emission cargo boats in the Tri-State area. What’s nice is that all of those boats could well have “Made in New York” tags. Still, the U.S. has a long way to go to catch up to Norway, which has been a pioneer in hybrid vessels and other technologies to lower shipping’s carbon footprint. We address it as part of a wide-ranging discussion on the future of shipping with DNV GL Maritime CEO Knut Ørbeck-Nilssen for this month’s CEO Spotlight. Industry 4.0 will transform traditional shipping and maritime practices. How will it change yours? That’s a question many will be asking, discussing and trying to answer next month in Oslo at Nor-shipping 2017. The conference agenda is packed with presentations and panel discussions that will look at how increasing digitalization and automation will disrupt the traditional shipping model.

John R. Snyder Publisher & Editor

PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2017. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 3135, Northbrook, IL 60062-3135.

2 Marine Log // May 2017


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

POSTMASTER: Send address changes to Marine Log Magazine, PO Box 3135, Northbrook, IL 60062-3135.


CONFERENCE DIRECTOR Michelle M. Zolkos CONFERENCE ASSISTANT Stephanie Rodriguez Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: E-mail:

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INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick graphical overview of the current trends in the global marine marketplace. Every two years, the global marine industry gathers at Norshipping to assess the current market and introduce and discuss new technologies to help with compliance or better the bottom line. Norwegian shipowners—who always have a strong presence at the show—have a leading global fleet and their offshore fleet is the second largest to the U.S. The infographic below provides a snapshot of the Norwegian fleet.

Norwegian-controlled Mobile Offshore Unit Fleet (As of Jan. 1 of respective year)

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


67 56

2011 2012



63 60

2014 2015




2014 2014

46 46 31 31 26 26

2017 2017



46 46

2016 2016



2013 2013

2015 2015



44 44

2012 2012




22 22

0 0


Source: Norwegian Shipowners’ Association

10 10

20 20

30 30

40 40

50 50

Source: Baker Hughes

A Closer Look at Norway’s Fleet Norwegian-controlled Foreign-going Fleet Number of Ships, By Flag

Norway: 200 NIS: 578 Foreign: 938

Newbuilds for Foreign-going Fleet Number of Ships

2010: 95 2011: 93

2012: 73 2013: 68 2014: 53

Average Age of Fleet By Flag

2015: 63 2016: 82

Norway: 9.0 NIS: 9.9 Foreign: 10.0

Source: Norwegian Shipowners’ Association

Recent Shipyard Launches, Contracts & Deliveries, North America Qty



Armstrong Marine, Port Angeles, WA


39 ft catamaran workboat

Badinotti Net Services Canada


Bollinger Shipyards, Lockport, LA


154 ft, 28-knot FRC

U.S. Coast Guard


Gladding-Hearn Shipbuilding, Somerset, MA


75.7 ft pilot boat

SW Alaska Pilots Assoc.


Horizon Shipbuilding, Bayou La Batre, AL


85 ft, 150 PAX ferries

NYC Ferry


Marine Group Boat Works, San Diego, CA


38 ft x 15 ft tug



Metal Shark, Franklin, LA


85 ft, 150 PAX ferries

NYC Ferry



Source: Marine Log Shipbuilding Contracts

4 Marine Log // May 2017

Est. $

Est. Del.

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Marine Innovations Gall Thomson Launches Advanced Petal Valve Marine Breakaway Coupling Marine Breakaway Coupling (MBC) technology provider, Gall Thomson, has launched an enhanced version of its Petal Valve MBC for the offshore hydrocarbon transfer market. The Petal17 is lighter, delivering improved buoyancy and handling advantages; and it features a full, uninterrupted bore, providing zero headloss and zero pressure drop during product transfer. Its robust design includes CNC manufactured precision Petals and improved low pressure metal seals for reliability and reduced risk of leakage on activation.

Massachusetts Marine Trades Educational Trust Kids in Boating Initiative Opens Grant Application With the goal of exposing youth to the maritime environment, getting kids on the water and enjoying the boating lifestyle—and perhaps simultaneously creating a potential opportunity for a career in the maritime industry, the Massachusetts Marine Trades Educational Trust (MMTET) has opened its grant application for its KIDS in BOATING initiative. The initiative, which was co-created with the Massachusetts Marine Trades Association, help support nonprofit youth boating programs.

Life Cell Marine Safety Debuts New SOLAS-Certified Throwable Device Life Cell Marine Safety’s new Life Cell Crewman is a SOLAS-certified throwable buoyancy device that could mean the difference between life and death. The innovative container holds usersupplied survival and signaling gear. The Life Cell, which features handles and lanyards to keep people together, can hold a full SOLAS kit within it, including rocket flares, flare gun, smoke, air horn, EPIRB, VHF and other safety gear. The device is made of durable impact, fire, fuel and UV-resistant material with stainless steel hardware.

MobileOps, Inc. Helping Operators Meet Industry Demand MobileOps, Inc. is on a mission to help customers comply with regulations. Designed to increase engagement, enhance workplace safety and centralize marine operations, the MobileOps platform gives its user a one-stop-shop source for dispatch, safety, compliance, timecards, analytics and maintenance information. The platform features a flexible and easy to use Vessel Maintenance Program; a Dispatch feature; and Revision History feature - where the company/ user know what work was performed, who it was performed by and when.

Twin Disc New Propulsion Control System Provides Superior Handling Twin Disc’s newest, commercial-grade EC300 Power Commander propulsion control system provides its users with superior transmission and throttle handling. The EC300 has a magnetic, contactless Hall Effect sensor for monitoring lever position, and outlasts other electromechanical/potentiometer type sensors, providing the longest shifting service life available. It provides active system monitoring, diagnostics and fault indication with event logging and optional data display. 6 Marine Log // May 2017

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Time For A Gut Check limited amounts of starchy veggies like potatoes, nuts, legumes, etc. are all great sources of this prebiotic fiber. A new study published in Frontiers in Behavioral Neuroscience reported that prebiotic fibers helped reduce stress and aided in the reestablishment of normal sleep patterns after an acute event.

Your Gut Your gut is inhabited by bacteria that outnumber our cells by nearly 10 to 1, and we carry trillions of these bacteria within us. The gut also provides a key barrier between genes and the environment they are exposed to. In recent years, scientists at the CDC have discovered that our genes are responsible for only about 10% of the diseases we suffer. In truth, 90% of our ailments are a result of environmental factors or exposures. One of the main ways the environment enters and impacts our body is through our gut; therefore, the trillions become the frontline defense in disease prevention.

A Happy Gut As the Commander of your own personal army of trillions, you need to keep the troops happy. Your mental and physical well-being depend on it. Although we are just in our infancy of understanding how the gut populations can impact our long-term health, we know that diversity of microbiome (the gut bugs) is key, and that caring for the little 8 Marine Log // May 2017

critters can help. Here are a few tips to optimize and manage this relationship. 1. Eat Fermented Foods- In 2013, The Journal of Gastroenterology followed a fourweek human study on reactivity and the microbiome. In MRI scans, the study identified that subjects became more objective and less reactive, specially to fear when eating

Emotional response, brain development and proper functioning of our immune system reside in the gut. certain bacterial strains in yogurt. This study is one of a growing number that is showing a direct correlation between an increase in several species of bacteria in our gut, and how they impact our reactivity. As an added benefit, these foods are also high in Vitamin K2—known for having a vital impact on bone structure, staving off cardiovascular disease, reducing inflammation and controlling cell growth (vital to preventing cancer). 2. Eat Resistant Starch and Other Veggies- Prebiotic fibers are plant fibers that are non-digestible, and they help feed the trillions strong, so they grow diversely. Fibers from green bananas, asparagus,

4. Prioritizing Sleep-Studies show that the impact of stress on the gut is harsh. Our gut physiology gets destroyed by our stressful psychology. Sleep, being our chief mitigation strategy of stress, alters the response of our bugs. Melatonin production during sleep helps moderate the stress levels in the gut. So, turn off the TV, put down the smartphone, shut off the light, and get some sleep! For sailors in an unpredictable food environment, and travelers throughout our industry, probiotics and prebiotics are available in pill form. Additionally, there are drugs that disrupt the trillions too. Antibiotics and several other drugs kill-off the gut bacteria indiscriminately. If you need to take these pharmaceuticals, make sure you are repopulating the armies when the cycle is complete. You are the host of trillions that keep you healthy and impact how well you live, care for them and maintain them well. The above information is for educational purposes only. Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional. Emily Reiblein

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











recently told a group of sailors at a nutritional training workshop that they had a “second brain” in their body, and that it had significant control over their emotional state. Hilarity ensued. They thought I was heading for a below-the-waist joke (sailors!). Actually, I was referring to the gut. New research warrants a closer look at the care and maintenance of this area of the body. Depression, emotional response, genetic expression, brain development, proper functioning of our immune system, and much more reside not in the head, but in the gut.

3. Excess Sugars- Excess sugars can distort the populations allowing overgrowth of some, and undergrowth of others. Limit added sugars, and make sure you know where they are “hidden” in the foods you buy and eat. Organizations like the WHO and American Heart Association identify that added sugars should be no more than 6-9 teaspoons a day for women and men, and around 4 teaspoons for children daily. If a metabolic issue is present, that number decreases substantially. Check your labels and divide the grams of sugar listed by 4. (i.e. 36 g of sugar on a label is about 9 teaspoons of sugar; this is what is in a 12oz can of soda).

Update The new Ollis Class ferries were designed by Elliott Bay Design Group

Eastern Confirms Staten Island Ferry Contract

DUP 3000 P combining reduction gears. The Reintjes gears were supplied by Karl Senner, LLC, Kenner, LA. The new ferries will be built to comply w ith USCG Subchapter H and ABS +A1, Ferry Service, River Service, +AMS Notation. Once the Ollis Class boats join the fleet, the New York City Department of Transportation (NYC DOT), which operates the Staten Island Ferry, will retire the 52-year old John F. Kennedy and the 1980’s-built Andrew J. Barberi and S.I. Newhouse. The first Ollis Class vessel, the Staff Sgt. Michael Ollis, will be delivered in 2019.

Jones Act Settlement—Largest In History Furie Operating Alaska LLC will pay $10 million to settle a civil penalty against it by the U.S. Customs and Border Protection (CBP) Agency for violating the Jones Act. The settlement, according to the Justice Department, is the largest Jones Act penalty in the Act’s history. Furie, headquartered in Anchorage, Alaska, was penalized when it transported the Spartan 151 jack-up drill rig from the Gulf of Mexico to Alaska in 2011, using a foreign flagged vessel without acquiring a waiver of the Jones Act from the Secretary of Homeland Security. The 1920-passed Jones Act prohibits a foreign vessel from transporting merchandise between points in the United States. 10 Marine Log // May 2017

A waiver may be obtained in limited circumstances from the Secretary of the Department of Homeland Security when he or she believes it is in the interest of national defense, and following a determination that there is no U.S. vessel available to engage in the transport.

BIZ NOTES Frontline Chases DHT F r ontl i ne L t d . ’ s J o h n Fredriksen is no quitter. Last month, his efforts to take over DHT took a turn when Frontline filed a last minute suit in New York State Supreme Court seeking a preliminary injunction and temporary restraining order to block DHT Holdings, Inc.’s acquisition of BW’s fleet of 11 VLCCs. The acquisition, worth $538 million, would give BW a 33.5% stake in DHT as par t of the deal— making BW its largest shareholder. The judge rebuffed Frontline’s suit. The news of the foiled bid was followed by the delivery of the DHT Utik, the first of nine VLCCs and two VLCC newbuild contracts DHT acquired from BW Group Limited. Yet Frontline and Fredriksen were still holding out hope. As we were going to press, Frontline had delivered a new proposal to DHT—a proposal that was vehemently rejected. Frontline also took its legal case to the Marshall Islands where the high court also denied its request for a temporary restraining order relating to DHT’s acquisition of BW’s VLCCs.

Shutterstock/ hafakot

Panama City, FL -based Eastern Shipbuilding Group has confirmed that it has won the contract to build three 4,500- passenger capacity ferries for the Staten Island Ferry fleet. The three new Ollis Class ferries were designed by Elliott Bay Design Group, Seattle, WA. The Ollis Class will be double ended with an overall length of 320 ft, beam of 70 ft and draft of 13 ft at the design load of the waterline. Each vessel will be fitted with four Tier 4-compliant EMD 12-710 diesel engines that will drive two (one at each end of the ferry) Voith Schneider Propellers, model 36 RV6 ECS/285-2, via Reintjes

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BIZ NOTES PPG Eyes AkzoNobel

Metal Shark’s New Stock Boat Program In an effort to reduce wait time for

customers, Metal Shark is ramping up production on an inventory of stock vessels. The goal: To reduce lead-time and enhance service to its customers. Under the new program, the lead time for a single 38 Defiant pilothouse vessel— among the most popular in Metal Shark’s line up—could be reduced from 270 days after received order to as little as 30 days. Metal Shark CEO Chris Allard explains, “In other vehicle sec tors, customers can reasonably exp ec t immediate or

near-immediate deliver y, yet customers in our industr y must wait. We are significantly reducing this wait time by implementing a rotating inventory into our production mix.” In order to continue building custom vessels for its customers, boats in the program will be built to the “awaiting final fitout” stage. This will leave room for customization. Models in the program include the Defiant-class pilothouse models in 29, 38, and 45 ft, the 28-ft Relentless center console patrol boats, and 7m RIBs.

Last month, Pennsylvania-based PPG Industries announced that it had submitted a revised proposal wor th EUROS 26.9 billion ( $28.8 billion ) to take over competitor AkzoNobel. According to PPG, it believes its revised proposal is “vastly superior to AkzoNobel’s new standalone plan,” which would require a “substantial restructuring” and would involve the creation of “two smaller, unproven standalone companies with uncer tain mar ket valuation and substantial risks for reaching its 2020 guidance.” PPG says the “long-term value creation from a combination of the two” would be “significant for shareholders of both companies.” To subside any fears on AkzoNobel’s par t regarding possible Antitrust issues, PPG says it is confident that all required antitrust approvals can be obtained, and in backing its claims is willing to commit to a significant reverse breakup fee.

MARITIME Trivia­– Question #48: Who said, “When I’m playful I use the meridians of longitude and parallels of latitude for a seine, and drag the Atlantic Ocean for whales.” The first sailor or lubber that correctly answers the Maritime Trivia question will receive a color J. Clary collector print. Email your guess to March’s trivia question: What were the names of New Bedford’s (MA) last two whaling ships? No winning answer was submitted. Answer: The Wanderer and Charles W. Morgan.

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12 Marine Log // May 2017 860.536.0009 Barges, Dry Docks, & Work Boat Design

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BIZ NOTES Navios to buy Rickmers Maritime’s fleet owner and operator of dry-

Vigor Adds Drydock to Harbor Island Facility Vigor recently entered into an agreement

to purchase a drydock from a Korean seller. At 640 ft x 116 ft, the new drydock will be the third, and largest, at Vigor’s Harbor Island shipyard. The drydock has a lift capacity of 20,000 LT. The purchase “allows Vigor to better service valued customers like Washington State Ferries (WSF), the U.S. Coast Guard and U.S. Navy,” says Adam Beck, Vigor Executive Vice President of Ship Repair. “It also further strengthens our market position in commercial ship repair on the West Coast and supports our expansion into new markets.”

The drydock is expected to be fully operational by late fall 2017. That’s especially good news for WSF. “Washington State Ferries is greatly relieved and appreciative to hear of Vigor’s important investment in a new drydock for its Harbor Island/Seattle location. We have been concerned about the shortage of drydock availability for the maintenance and repair of our fleet,” said Matt Von Ruden, Director of Vessel Engineering and Maintenance, WSF. “Regular maintenance is critical to our ability to achieve the expected service life of our vessels and keep them operating well for our customers.”

bulk and container vessels, Navios Maritime Par tners L .P. ( Navios Par tners) is expec ted to acquire Rickmers Maritime’s entire container fleet for $113 million. Navios will acquire the vessels through its wholly owned subsidiary, Navios Partners Containers Inc. Vessel deliver y is expected to start later this month. Financing for the acquisition i s c o m i n g f r o m a $ 2 0 m i ll i o n equit y inves tment by Navios Partners and a secured loan facility under discussion. The fleet, which has an average age of 9.5 years old, is comprised of 14 container vessels, 11 of which are 4,250 TEU vessels and three of which are 3,450 TEU vessels. Five of the 4,250 TEU vessels are currently employed on charters that have expirations in 2018 and 2019. Nav io s Par t ne r s als o re ce ntly announced the acquisition of a 2010 - built, 178,132 dwt Capesize vessel for $27.5 million.

ABS Breaks Ground on New Headquarters Classification society ABS has bro-

ken ground on its new global headquarters in Houston, TX. The new world headquarters will be a 10-story, 326,800 square foot building that will house employees from ABS and its affiliated companies.

“This is an important milestone in our 155-year-young history and reaffirms our commitment to Houston,” said ABS Chairman, President and CEO Christopher J. Wiernicki. “Working with our project partners, we have designed this building to

Your Bottom Line Is Our Top Priority. © 2017 Bank of Texas, a division of BOKF, NA. Member FDIC. 14 Marine Log // May 2017

create a collaborative environment that will facilitate communication and promote innovation in direct support of our safety focused mission.” Completion of the new headquarters is expected to take place by end of 2018.

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New Fish Farm Cat Introduced by Tuco Marine The fish farm industry is about to be revolutionized. Denmark’s Tuco Marine has introduced a new 14.99 m catamaran for the market. The ProZero catamaran is constructed from composite materials making the vessel light, which enables it to operate at higher speeds and provide greater performance—all the while reducing operational costs. “The heavy steel boats generally run at a lower speed of approximately 9 to 11 knots, where as the new boat runs at over 20 knots, and this is possible even with a 30% reduction in fuel consumption compared to the heavier and slower steel alternatives,” says

Jonas Pedersen, Managing Director, Tuco Marine. “This of course leads to substantial operational savings for the active operators on these boats,” adds Pedersen, as well as a reduction in emissions and other pollutants. The ProZero catamaran is equipped with a ballast tank system that will help the vessel with stability during heavy lifts at breeding facilities. The heavy work will include replacement of nets on smaller cages and handling of heavy equipment. The boat will primarily serve the fish farming industry as a platform for work and crane operations. Tasks will include replacement of nets, feeding, underwater

inspection, research, dredging, installation, repair and maintenance of structures. The vessel will feature a workshop in immediate connection with the forward cabin.

Edison Chouest Offshore and BP Extend Alliance Agreement Edison Chouest Offshore (ECO)

has announced a 30-month alliance agreement with BP. The agreement includes a three-year extension for utilization of BP’s Gulf of Mexico Preservation and Maintenance facility. The facility was designed and built by Chouest and is located at the intersection of Highway 90 and LA 311, northwest of Houma, LA.

Chouest and BP have had a business alliance for over eight years—and the new alliance will continue to include Chouest affiliates ECO, C-Port, and C-Logistics. ECO President and CEO Gary Chouest says ECO will continue “to uphold the superior standard of service and safety culture that both companies have adopted, and is second to none in our industry.”


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The vessel alliance will also include a new 312 ft new generation, purpose-built platform supply vessel (PSV). The PSV is currently under construction at Chouest’s Houma shipyard, LaShip, and scheduled for delivery within the next few months. The vessel was specifically designed for the delivery of supplies to BP’s Gulf of Mexico production platforms.

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May 2017 // Marine Log 15


Desgagnés Takes Delivery of Dual-Fuel Asphalt Carrier Q u e b e c C i t y- b a s e d D e s g a g nés has taken delivery of the M/T Damia

Desgagnés, a state-of-the-art asphalt bitumen-chemical tanker. The vessel, the first in a series of four oil carriers, is based on an original design by Desgagnés and built at Besiktas Shipyard, Yalova, Turkey. The Damia Desgagnés is also the first dual-fuel powered Canadian-flagged tanker and the first ever asphalt carrier of its kind. The tanker features a double hull and is fitted with a Wärtsilä 5RT-flex 50DF engine

generating 5,450 kW of power. It can run on either heavy fuel oil, marine diesel oil or liquefied natural gas (LNG). Its also equipped with a variable pitch propeller, a 750 kW bow thruster, a 550 kW stern thruster and dynamic positioning system, ensuring exceptional maneuverability and increased safety. Damia Desgagnés’ tanks offer a carrying capacity of 14,950 m3 when filled at 98%. The vessel also holds a Polar 7 certification, confirming its capacity to navigate in iceladen waters.

Whistleblower in Princess Cruises Case Awarded $1 Million A w h is tleblow er in the Princess Cruises “magic pipe” case was recently awarded $1 million by a U.S. District Court judge in Miami. The British engineer reported that a “magic pipe” had been used on board the Caribbean Princess on August 23, 2013, to illegally discharge oily waste off the coast of England without the use of required pollution prevention equipment. According to papers filed in cour t, the Caribbean Princess had been making illegal discharges through by pass


equipment since 2005—one year after the ship began operations. Last December, Princess Cruise Lines Ltd. pleaded guilty to seven felony charges stemming from the incident(s)—and will now pay a $40 million penalty, the largestever criminal penalty involving deliberate vessel pollution. Ten million will go to community service projects that benefit the maritime environment. The August 2013 discharge, approximately 23-miles off the coast of England,


involved about 4,227 gallons within the country’s Exclusive Economic Zone. Beyond the $10 million earmarked for community service projects, $3 million will go to environmental projects in South Florida; $1 million will go to marine environment projects in the UK and an additional $1 million will be deposited into the Abandon Seafarer’s Fund— a fund established to provide humanitarian relief and support to seafarers who are abandoned in the U.S. and are witnesses to maritime-related crimes.


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Viking Ocean Orders Two More From Fincantieri Viking Ocean Cruises has quickly

become the world’s largest small ship ocean cruise line. And it doesn’t have plans to stop growing anytime soon. The company and shipbuilding giant, Fincantieri, have signed a memorandum of agreement for the construction of two additional ships, with an option for two more to add to its growing fleet. The new ships will be based on the same design as the six ships currently operating, or on order, for Viking—and will join the fleet in 2021 and 2022, respectively. The first ship built for Viking Ocean Cruises, Viking Star, was delivered by Fincantieri’s Marghera shipyard in spring 2015. The second and third ships, Viking Sea and Viking Sky, were delivered from Fincantieri’s Ancona yard in 2016 and early 2017. The fourth ship, Viking Sun, will be delivered later this year, while the fifth ship, the Viking Spirit, will be delivered in 2018, and the sixth ship, currently unnamed, will be delivered in 2019. The cruise ship sector is experiencing an unprecedented growth and Viking Ocean Cruises says it is hoping to be a part of it. In fact, Viking is forecast to have dominant market share of the luxury ocean industry in 2020 of 23.9% on a per berth basis. “We set out to bring the destination back to cruising, and the cruising public has responded,” said Torstein Hagen, Chairman of Viking Cruises. “These additional ships are needed to meet the demand we are experiencing. Once only known for being the leading river cruise line, we are now equally known for upscale, inclusive ocean cruise experiences. As we celebrate our 20 th year of operation in 2017, we are pleased to continue innovating and to introduce even more guests to the Viking Way of exploration.”

Maximum View & Control Innovative bridge ergonomics AlphaBridge on the Robert Allan Ltd designed hybrid RotorTug© RT Evolution May 2017 // Marine Log 17

inside washington

GAO: Not So Fast on Frigate Successor to LCS


he Littoral Combat Ship (LCS) has been one of the most controversial Navy shipbuilding programs in recent memory, with critics trying to derail the ship at every opportunity. Last year, you might recall, Senator John McCain (R-AZ) and Senator Jack Reed (D-RI)— no friends of the LCS—blasted the program in a letter to Navy Admiral John M. Richardson, Chief of Naval Operations. The latest salvo comes from a report released by the Government

Accountability Office (GAO). The title of the report pretty much spells out its message: “Littoral Combat Ship and Frigate: Delaying Planned Frigate Acquisition Would Enable Better Informed Decisions.” 
 GAO says that, today, with 28 LCS delivered, under contract, or funded, the Navy plans to wind down the LCS program—with the last contract awards expected in 2017—and pivot to the acquisition of the frigate. In 2018, the Navy plans to select one of the two LCS shipbuilders [Lockheed Martin, which builds the Freedom variant at Fincantieri Marinette Marine, Marinette, WI, and Austal USA, Mobile, AL, which builds the Independence variant] to construct the frigate, and will ask Congress this year to authorize acquisition plans for 12 frigates and funding for construction of the lead ship. The GAO report points out that the Navy’s current acquisition approach

for its new frigate requires Congress to make significant program decisions and commitments this year without key cost, design, and capability knowledge. In particular, the Navy plans to request authority from Congress in 2017 to pursue what the Navy calls a block buy of 12 planned frigates and funding for the lead ship, which the Navy intends to award in 2018. Approval of these plans would effectively represent the final decision for the entire planned buy of 40 LCS and frigates. According to the Navy’s approved acquisition strategy, the frigates would still require annual appropriations, so Congress would maintain its oversight through its annual appropriation decisions; however, any decision to reduce or delay the program could nevertheless be more difficult as the Navy may point to losses in favorable block buy prices, as has been done with the LCS.

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European Tech


DIGITAL DOMAiN By Paul Bartlett, European Contributing Editor

Shipping to play catch up and transform its business models


n a few months’ time, a stretch of water off the coast of Finland is likely to be earmarked for a series of trials involving increasingly automated ships and the testing of ‘intelligent fairways’. The two initiatives are related and intended not only to raise safety standards and increase efficiency, but also to establish Finland’s position as a pioneer of shipping’s digital transformation. The country has plenty of competition. Last September, a significant area of Norway’s Trondheimsfjord was designated as a testing site for autonomous shipping—the world’s first. Kongsberg, headquartered in Norway, is closely involved in the project and is using the site to test a range of components and software that will pave the way for greater autonomy and remote control. There may be plenty of people who still regard this process with suspicion or complete disbelief, but you won’t find many of these among companies who are 20 Marine Log // May 2017

spearheading the maritime digitalization drive in northern Europe. Even some senior government figures are already on board. Announcing the intelligent fairways testing a few months ago, Finland’s Minister of Transport and Communications, Anne Ber-

The marine business is in for a huge change. ner, declared: “Testing of intelligent fairways is a great leap towards autonomous vessel traffic, based on intelligent automation. In my view, intelligent automation is the key to enhancing maritime safety, reducing

emissions and improving productivity.” Kongsberg is just one of a number of European companies that have business models based on digitalization, more automation, the new era of real-time ship-shore communications, and a fully integrated global supply chain in which “maritime” is no longer the disconnected link. As usual, shipping has more than its fair share of resistors and there are plenty of ship managers and operators who cannot imagine life without noon reports. But the advocates of the digital journey point to other industries where technology and the new opportunities it presents have been wholeheartedly embraced. Take the dirty and dangerous mining business. BHP Billiton is using robotic drills and driverless trucks in its Australian iron ore mines. Rio Tinto has commissioned more than 70 giant trucks, the size of small houses, to shift huge volumes of iron ore


autonomously. Driverless trains ship the rock to the coast. Canada’s energy company, Suncor, is testing driverless trucks on Alberta oil sands. Against this backdrop, Europe’s technology companies and original equipment manufacturers are determined to drag shipping into the present day. ABB, Rolls-Royce and Wärtsilä are among Europe’s pioneers at the forefront of a new and transformational era in maritime transport.

Rolls-Royce Spearheads Vessel Autonomy Drive “Marine business is in for a huge change,” declared Mikael Mäkinen recently. The President of Rolls-Royce’s Marine division was in London to reveal how the company is preparing for a period of unprecedented change in the maritime sphere. Mäkinen has already overseen some serious company restructuring and has continued with a 25% reduction in headcount since 2012 and the divestment of non-core

facilities – from 27 to 15. But the company has also recently announced a series of major R&D initiatives and Mäkinen stresses that the focus will continue to be on high-end technology which is often found in expensive locations including northern Europe. Rolls-Royce Marine’s President deserves a good hearing. Prior to his present appointment, he was President of MacGregor and, before that, he held a number of senior positions at Cargotec and Wärtsilä. He conceded that Rolls-Royce may not have been very good at adjusting to today’s market but he insisted that he had never seen a downturn on this scale … where both the shipping and energy industries plunge into recession at the same time. Coping with this, and preparing for a new era of real-time connectivity and autonomy in shipping will require a set of completely new business models, Mäkinen believes. “Shipyards need to restructure and shipowners need to restructure,” he said. Mäkinen expects the arrival of a new type of ‘marine asset’ owner and thinks that shipping could well follow other transportation business models with the large-scale leasing of assets. Amazon, for example, announced last year that it would lease 40 aircraft to fly packages around the world. This may not sound like many planes compared with the hundreds operated by courier firms like DHL and UPS, but it marks an important shift in business strategy. In fact, Mäkinen believes that shipping has a lot to learn from aerospace and is keen to point out that the company’s unique system for the remote monitoring of aero engines, TotalCare, was introduced 20 years ago. Since then Rolls-Royce has gathered two complete decades of engine data, covering an average of 18 hours’ flying time each day across thousands of engines. Now the company is working w ith Microsoft to combine the best of aerospace engineering technology with cloud computing on the Microsoft Azure platform. This, Rolls-Royce claims, will mean that TotalCare will become even more efficient as a tool to reduce cost, improve on-time performance and provide more value. The company is not shouting about it in today’s troubled offshore market, but it is quietly rolling a similar business model in the offshore support vessel arena. In just the same way as TotalCare is designed to keep aeroplanes flying, Rolls-Royce’s powerby-the-hour package, available on a range of different service levels, is designed to maximize uptime, make use of big data in predictive maintenance, and minimize the risk of unforeseen business interruptions.

Container Feeders Scope for More Autonomy A completely new approachScenic to containership The 228-passenger Eclipse, design construction could ownsetand to debut in 2018, willenable be built at ers to Uljanik “future-proof ” their investment, says in Croatia and feature two Oskar Levander,3MW Rolls-Royce Marine’s of Azipods fromVP ABB concepts and innovation. A naval architect by background, he believes that shipowners have never faced a more complex decisionmaking process. A combination of emission regulations, future fuel uncertainty and greater ship control from shore make the commitment to a 20-year investment more daunting than ever before, he says. The solution? Stop building ships effectively as prototypes and standardize them through flexible modular design. Put machinery, fuel tanks, batteries, permanent magnet electric motors, the bridge and crew quarters into containers which can be lifted on or off, replaced, upgraded, or removed completely to free up more space for cargo. Build a fleet with standard interfaces, components that can be swapped, power pack sharing and minimum maintenance at sea. The “electric blue” container design for an 1,100TEU container feeder, Levander insists, is the way in which the next generation of vessels can be made to last long enough to make the initial investment worth considering in the first place. It also paves the way for greater shipboard autonomy and even the transfer of ship operation to shore-based control centers. Locating the bridge below cargo at the stern might initially seem like complete madness. But ship intelligence has the potential to offer a far safer operating mode than can be provided by error-prone human beings. Automatic look-outs don’t get tired and data from sensors, radar, lidar (light detection and ranging), infra-red cameras can be integrated to provide a far more comprehensive picture than a human eye and brain can put together. How would navigating officers react? Levander says that master mariners who have seen a prototype of this bridge concept were astonished at the clarity of view.

May 2017 // Marine Log 21

European Tech

By Charles Bartlett, Contributing Editor

Who owns THE DATA? IP cyber security is vital consideration


ne of the major developments over the past year has been the emergence of a number of new (and competing) digital platforms for shipping. Last year, Inmarsat released its own, followed by Bureau Veritas (Veristar AIM3D) and DNV GL (Veracity) this year. GE has also elected to run marine apps via its GE Predix industrial internet platform. Consolidation might seem inevitable in such circumstances, with the “best” cloudbased platform—although nearly all of them are based on the same Microsoft Azure software— likely to win out and absorb others. But ABB’s VP of Digital Services Kenneth Nakken would disagree. His company’s new platform, Ability, is predicated

22 Marine Log // May 2017

on the assumption that there will be ‘intercloud’ connectivity. “I don’t believe in one big platform that will solve everything for a customer, and where every OEM needs to make their own apps. I don’t think that will work—I think that will increase the cost. Our own platform, Ability, will collect the data and we will do the analytics, and that will fit some of the purposes from the customer’s perspective.” There is a lot of discussion about “ecosystems. On board, we have our Octopus diagnostics software, calculating, [and] giving you advice. You can also send this data to the [ABB Ability] cloud. The next thing is how can you share this data [to other cloud platforms]—if the customer allows it—in a kind of inter-cloud solution.”

But Nakken highlights one of the possible and cynical motivations as to why some firms might be considering such platforms—and, one of the risks if such a consolidated cloud-monolith were to arise. “There are a lot of questions about who owns the data,” he explains. “Many customers are hesitant to join these services because they have their own intellectual property (IP)—fleet analytics, algorithms and performance teams. Their fear is that if they share this with an OEM, they will steal it, package it, and resell it to their other customers.” As well as competing owners, OEMs might also try to get their hands on a competitors’ analytics data. IP protection, therefore, is a vital consideration for

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European Tech

shipowners, managers and OEMs weighing in on the decision of whether to join such services. “ABB has a very high requirement for cybersecurity – this is very important,” says Nakken. “In the service-level agreement, the customer will allow us to use the data, but it is their data, not ours.” He adds, “All projects, software and

services on the ABB platform have a high minimum cybersecurity requirement.”

Kongsberg’s Kognifai Meanwhile, Kongsberg has launched its own cloud-based platform called Kognifai. Kognifai, like ABB’s system and others, will provide customers with real-time analytics and calculate KPIs, harvesting data

and exchanging it with the cloud for more complex calculations. With Kognifai, Kongsberg is launching “an open eco system” that will create value for our customers by allowing them to harness the power of their data on their own terms,” says Hege Skryseth, Executive Vice President, Kongsberg and President, Kongsberg Digital. “ This way, they w ill reap the benefits of the digital transformation in an easier and more efficient way, and we will collaborate with them to drive the business outcomes that they are seeking.” Kongsberg, however, is taking its initiative a step further by placing greater emphasis on the ability of its system to provide immense computing power where it is needed. “The elasticity of the cloud means computing power on demand. You could be on your laptop, your phone—it doesn’t matter,” says CTO Christian Møller. “All you need is a device, and a browser. In the old days, you would have to say to your IT guy, ‘Okay, I need 250 computers by next week.’ But [with] cloud technology, you can press a button, and have the combined computing power of 250 computers available to you, instantly.” Kongsberg envisions using such vast amounts of on-demand computing power

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24 Marine Log // May 2017

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European TECH EUROPEAN Tech for extremely complex machine-learning calculations, similar to the methodology of modern-day computational fluid dynamics (CFD) in ship design. “Try to imagine a digital twin, a fully synthetic representation of your ship,” Møller continues. “Stick that into your simulator and now you have a full digital representation. Now you can do your machine learning

in a fully synthetic environment—you don’t have to hope it goes well. Now you can safely do it in the simulator. You can say, ‘What if I lose engine power? What if there is a fire? What if I lose communications?’ and click deploy.” Because cloud computing transcends the boundaries of what might be possible with a tangible, on-site desktop or server setup,

it presents the possibility for limitless iterations of the same basic voyage to take place at the same time; risking no real assets, and shortening the testing cycle for new equipment to weeks, rather than months. “Now imagine you set off with your ship, and something goes wrong. You know how it’ll behave,” says Møller. “You know exactly what needs to be done.”

Navtor Back-Of-Bridge Navstation Streamlines Bridge Operation The s taggered ECDIS adoption period is now almost over. By the end of 2018, the last of the cargo vessels over 10,000 gt will have to be fitted. But the system is not without its problems. Information overload, training challenges and software glitches make it imprudent to rely on ECDIS alone. With this in mind, some vessels carry an emergency por tfolio of char ts as backup. But to do so adds stacks—trolleys, in fac t— of paper work to the process. Navtor’s back-of-bridge solution, NavStation, is a digital chart table with a 46-inch

touchscreen retaining ECDIS functions, but customizable to the vessel’s own needs. “Talking to the users, they said they want a split screen. One of the concerns about ECDIS is that it’s a small screen. So we came up with a 46-inch touch screen, capable of operating in split screen mode.” “The Kernel of the software behind this is ECDIS, but we are in control of it,” says Navtor’s Tor Andreas Svanes. Using standard ECDIS information as a ‘base layer’, the NavStation can incorporate weather routing, piracy and iceberg updates, radar and AIS data. “We don’t

want the presentation style to be too standard, because then we’re locked in. Now, we can do what we like. We can use the colors and symbols we like.”

May 2017 // Marine Log 25

CEO Spotlight

Q & A With

KNUT ØRBECK-NILSSEN CEO, DNV GL Maritime By John R. Snyder, Publisher & Editor-in-Chief


arine Log had the opportunity to sit down with Knut Ørbeck-Nilssen, CEO of DNV GL Maritime, to discuss how the increasing use of digitalization and automation are not only reshaping shipping, but class as well. ML: How did you get started in the industry? KØN: Back when I was 12 or 13 years old, I was out boating with my friends. I could see the DNV office from the seaside and I thought that that would be a fantastic place to work. At that time, all the boats had DNV certification labels. I didn’t really think about it much afterward. I always intended to go into civil engineering, but there weren’t many jobs. By contrast, the offshore market was quite hot. So, I applied for jobs and got an interview with DNV. That was 27 years ago. I never planned my career. I’ve always been open to opportunities and taking on new challenges. I think it has turned out pretty well so far. ML: The shipping industry has been under a lot of stress. The industry is not only in a downturn, but it faces quite a number of environmental compliance challenges. How is DNV GL supporting its clients? KØN: Let’s take a step back for a moment.

26 Marine Log // May 2017

Society at large has different expectations. IMO is trying to balance international regulations against regional political pressures. This is not an easy job for IMO; it’s trying to create sensible regulations and sensible timelines for compliance. We’ve seen regional regulators take an active role in this, thinking that the IMO is not moving fast enough. This has created an extremely difficult situation for shipping. Regional specific regulations are not a very effective way of getting things done. I think the industry realizes that shipping needs to improve its environmental footprint. However, it’s also fair to say, all things considered, that shipping is still the most environmentally friendly way of transport. What is also a big challenge now is that regulatory pressures to reduce the environmental footprint are coming at a time when shipping is in one of the longest downturns ever. There are companies that are fighting for survival. Having to address these issues now is a real strain on them. The world fleet of vessels that need to be fitted with ballast water treatment technology is about 70,000 to 80,000 vessels. This is a huge undertaking. The actual world fleet stands at 115,000

sea-going vessels, but not all of them (only > 400 GT require BWT). So when you talk about ballast water management—leaving aside regional specifics—there are now almost 70 IMO type approved systems. Now it is a matter of implementing and installing them on board. For us, we have about 8,000 vessels in our class that need to be fitted with a ballast water treatment system. That’s not only a huge undertaking for each owner, but also for surveyors who come onboard to test it and class societies to approve it. But we have an extensive advisory portfolio to help owners develop their ballast water management plans. We also introduced an app that assists owners in developing a ballast water management plan. ML: Are you going to add surveyors to handle the surge? KØN: No, we have enough capacity in the organization. We have planned for this carefully and knew this was coming. We are having a sensible dialogue with owners and are ready and prepared. ML: Another environmental challenge is IMO’s 0.5% Global Sulfur Cap. KØN: Yes, that is big! We realized after having so many conversations with owners that there is no real ‘one solution that fits all.’ Some owners will use heavy fuel oil with scrubbers, others will go for gas, while others will opt for distillates. The oil majors and the downstream activities are in the best position to answer as to whether there will be enough low sulfur fuel available. As for LNG, there are more than 100 vessels on the order book and another 100 in operation. There are also quite a few owners that have chosen the Gas Ready notation. That will let them make the preparations on the vessel to later install LNG tanks, piping and systems— a good sign that they are building with the future in mind. We revised our forecast to between 400 to 600 gas-powered vessels by 2020 from our [initial] bold predictions in our Shipping Outlook 2020 (published in 2011). At that stage we estimated that there would be about 1,000 vessels by 2020. Things, however, have taken more time and there has been a lot of discussions about the infrastructure. This has slowed the uptake. Now, though, several key ports are offering or developing LNG bunkering capabilities. There is quite a lot in the planning stage, so our 400 to 600 vessels is a reasonable estimate depending on the

Knut Ørbeck -Nilssen development of the ECA areas. ML: Hybrid propulsion is gaining traction. What is DNV GL doing in that area? KØN: It is still in the early stages in the marine industry. What we see is knowledge from the automotive industry transferring over to the marine industry. It is developing fast. Batteries not only have zero emission characteristics, but also offer power instantly to DP systems, equipment, cranes, etc. Operators not only have the option to use batteries in the harbor, but also the possibility of optimizing their gensets. You can take the peaks in the power demand from the battery. We already have a fully electric ferry operating in Norway. It gives valuable operational experience for the class, the flag, owners, and suppliers. We have quite a few ongoing projects with batteries and we have also initiated a battery forum which brings together all of the interested parties. We remain in close contact with the “battery cluster.” ML: Talk about research into fuel cells. KØN: We are involved in a pilot project on the Viking Lady, an offshore supply vessel. It allows us to get hands-on experience in a real-world situation. Cruise operators are also beginning to develop fuel cells. Cruise is also an area that emissions are not only a matter of compliance, but also a matter of differentiation in the market. ML: The Internet of Things, digitalization of shipping, big data. Certainly classification societies have access to a wealth of data. What is DNV GL doing in this area? KØN: Our strategy is to become more data smart. Digitalization is the way forward across all of the business areas of DNV GL. We are also putting drones to use for service—enabling us to perform surveys, safely, quickly and efficiently. With high definition cameras you can stream the imagery right down to your laptop. It has great advantages in that you can avoid a lot of costly staging and potential damage to the tanks and coatings. These are small practical steps, but it offers a lot of opportunities. That is one area where we’ve taken technology that has been extremely popular among the public and put it into hardcore, old-fashioned inspection technology. You can easily imagine when we have all the dimensions of the vessel—the geometries— there’s no real reason that you will need someone to fly the drone. For me, it is more about trying to make data smartness and digitalization into

something of practical use. Everyone is talking about it, but how do you make it into something that is concrete and useful and makes operations more efficient? We also have a number of apps to help our customers comply or assess their risks in a much easier and better way. For example, there are some owners that are very much aware of their cyber risks. There are others that don’t really know that much about it. For our customers, they can

Digitalization is the way forward across all of DNV GL’s business areas. — Knut Ørbeck-Nilssen use the app to assess their total risk picture. Awareness is a big thing. The crew on board and on shore personnel are aware of the risk that they are exposed to. That’s why we also introduced the e-learning module. Looking a little bit further ahead, the next generation of vessels will have sensors onboard that will provide lots of data. It is

important that the information meets a certain quality standard. We must be able to digest the data that’s being generated and be able to make sense of it. We are putting a lot of effort on this on our end. That’s why we introduced the data platform Veracity. Our ambition with Veracity is to provide a platform where customers can store their data and collaborate with anyone they want, not only the maritime industry. They will be the owner of the data. The shipowner will decide who they want to cooperate with. It is important for us that they manage the data. For example if they only have a couple of vessels classed with us and the rest of their fleet was with another class, they could bring all of the data onto the Veracity platform. ML: Do you see more sharing of information between classification societies? KØN: I think transparency will naturally develop from this process. Just take AIS data, for example. The time a vessel takes to be unloaded used to be something that nobody knew apart from the ship manager, owner and port. Now you can monitor it via AIS data. We are heading towards a future where transparency becomes a more obvious fit. It’s going to be very interesting. There will be a lot of changes in the way we do things. I’m challenging the way we are doing things in DNV GL. To quote data scientist W. Edwards Deming, “Without data you are just another guy with an opinion.” The more data you have the more insight you have.

May 2017 // Marine Log 27

Thought Leadership

Thought leaders provide insight into what’s on the horizon

The Future of Shipping

We are in the midst of the fourth industrial revolution. At the heart of Industry 4.0 is the push toward increased automation and data exchange in the manufacturing sector. Cloud computing, value-added manufacturing, 3D printing, big data analytics, and the Internet of Things are all disrupting traditional industry business models—including shipping. Marine Log met with thought leaders to get their take on how Industy 4.0 will transform the shipping industry. 28 Marine Log // May 2017

FRANK COLES Chief Executive Officer, Transas I like to distinguish shipping and maritime as two separate things. Shipping is the carriage of goods. Maritime is the ships and the ship operations. I see the shipping side of the industry—the cargo carriers and the logistics—driving change. It is happening with Maersk, Amazon, and with all the logistics carriers that are trying to make their supply chains more efficient. They have done it ashore with trucks and planes and now maritime is the last piece of the puzzle that needs to become more efficient. That’s why Amazon and Alibaba, for example, are signing deals with Maersk that will make the supply chain of containers more efficient. Also BHP has put up a ship portal so that shipowners can bid directly to carry the cargoes—that precludes the freight forwarder. So on one end I see the actual cargo owners demanding more of the waterside of transportation. The role that Transas will play will be providing a platform for effective, safe, efficient maritime operations. Transas needs to build a software platform that everyone else can run on. We can provide services that the shipowner might want to use or the maritime industry might want to use to make

their decisions. A simulator that is used for training, but also decision support. Like an ECDIS that is used for navigation operations, but the data is also used ashore to work on fleet operations. Transas’ role will be to help in business decisions based on software solutions. Shipping and the maritime industry were the last pieces that needed addressing in the e-commerce chain. The supply chain of retailers and the supply chain of the world is a $2.1 trillion business. Maritime is not the biggest part of it. The biggest part of it happens on the shore. The Amazons of the world focus on the last mile to get to the consumer. So we are just the last piece that needs to be addressed. Because of that there hasn’t been the drive to require it to change. We’ve talked about the e-commerce side, but there is also the climate change and shipbuilding cycle, and the general shipping side. Climatic change and the regulators are going to play a huge role in shaping shipping. It is another stream of change if you will. The regulators are going to force the shipowners to make changes that are going to force them to be more efficient. The whole area of sulfur regulation (IMO’s Global 0.5% sulfur cap) starting in 2020 is going to make a

Thought Leadership

Shipping and the maritime industry were the last pieces that needed addressing in the e-commerce chain. Frank Coles

massive change and I’m not sure that everyone is paying attention. If you look at the industry from the 40,000 foot level, you see LNG coming in, you see batteries coming in, you see advanced communications coming in and you say to yourself, okay, the next generation of ships are going to be built by robots in a much more automated environment, and also they are going to be more automated themselves and efficient. It won’t just be the main engine—it will be the whole package. The realignment of global trading into much more regional focus trading is likely to have a big effect on our industry as well, which will mean more smaller ships. When I became the CEO of Transas 18 months ago, we had ECDIS and bridge solutions, simulation as a training tool, VTS, and coastal surveillance services, fleet operation tools fuel optimization, but they were not joined up; they were not operating in an eco environment. We had fleet operational tools that really didn’t communicate with the ship and the ship didn’t really communicate with navigational operational data. THESIS was about harmonizing them and connecting them and creating an ecosystem. It is about creating an environment that looks like the aviation model, with air traffic control, the training and the communication between the airline and the aircraft. That’s the way I see the future going. We are already seeing it happen. MARK DARLEY President-Americas Marine, Lloyd’s Register Marine & Offshore With shipping increasingly looking at digital solutions to transform their traditional business models, classification societies have to go well beyond just the safe integration of cyber technology. Historically, class has had a role to play in assurance and inspection of physical assets, but now

needs to provide the same level of assurance for digital assets. That goes to the core of our mission of safety, security and of being environmentally sound. We are really focusing on developing Lloyd’s Register’s cyber capability. To do this, we’ve undertaken a number of pilot projects with key clients. It gives us an opportunity to gain key insights into what they are seeing and experiencing, whether it is from an operational, technical, or maintenance perspective. Most people assume when you are talking about cyber security, you are referring to external threats such as a malicious attack on a ship. We have found, however, that the biggest threat to a ship comes from the interdependencies of systems. The ship is really a collection of systems, equipment and components that come from different OEMs. Sometimes, those systems don’t properly “talk” to each other. LR has been quietly building its portfolio of cyber capabilities through a series of acquisitions and strategic partnerships to bolster its capabilities for Industry 4.0—the current trend towards increasing digitalization and automation in industry. Those

investments include the acquisition of Hanseaticsoft, a German ship management software provider and SEASAFE, a portfolio of software solutions geared for real-time data management of onboard loading and stability of vessels and offshore platforms. On top of those acquisitions, through its Global Technology Centers and its collaboration with QinetiQ—which has extensive experience supplying cyber services to the defense and infrastructure industries—LR has been developing a robust set of cyber services for the maritime industry. The investment in Industry 4.0 software company, QiO, allowed LR to create a digital platform that is agnostic of OEM. It will be able to take data from various OEMs into a central repository, over top of which we will be able to do our data analytics. We will be able to send our recommendations back to either the OEM or the shipowner—whoever owns the data. This will enable us to still leverage our long-standing independence in developing effective apps. Last February, LR created a road map to understanding the safety risk implications of the cyber-enabled ship when it issued its first guidance on cyber-enabled ships: “Deploying Information and Communications Technology in Shipping – Lloyd’s Register’s Approach to Assurance.” This was followed by the rollout of its ShipRight procedure, which details LR’s framework for accepting cyber technology at varying levels of autonomy—from ships with the most basic decision support tools to vessels that are fully autonomous— identifying the assessments, processes and considerations that need to be followed. Cyber security is addressed as one of the six risk areas studied for connected ships and requirements are included within the ShipRight Procedure; without meeting these requirements it is not possible to certify the level of autonomy as safe.

The biggest threat to a ship comes from the interdependencies of systems. Mark Darley

May 2017 // Marine Log 29

Thought Leadership

The challenge is creating new value for the industry, while maintaining our rigorous standards. Hayato Suga

HAYATO SUGA GM, Natural Resources and Energy Department, ClassNK With more than 30 years in classification, ClassNK executive Hayato Suga recently broadened his responsibilities with his appointment as Director of the Society’s Plan Approval and Technical Division. One of ClassNK’s foremost experts on tankers, Suga will continue as the General Manager of ClassNK’s Natural Resources and Energy Department (NED), where his primary focus has been Liquefied Natural Gas (LNG) and Liquefied Petroleum Gas (LPG) shipping technology. NED works mainly on projects involving gas carriers, chemical tankers, and oil tankers, where design requirements vary and depend on the type of cargo being carried. Since starting his career at ClassNK in 1986, Suga has contributed to the safety of LNG and LPG carriers and tankers through the inspection of vessel drawings and the creation of technical guidelines. As Operating Officer from 2012, he took charge of ClassNK’s offshore oil and gas field activities. Furthermore, Suga served as Chairman of the Tanker Structure Co-operative Forum. The new Divisional Director sees efficient and reliable plan approval as his priority, and sees feedback from customers as a vital part of improving ClassNK’s level of service. “Another important objective is to continue making technical contributions to the industry. I suppose you could say the challenge is the creating of new value for the industry, while maintaining our rigorous standards.” An excellent example of those rigorous standards is ClassNK’s work on the Sayaendo Class LNG carrier series—built by Japan’s Mitsubishi Heavy Industries— which includes its LNG tanks under one continuous cover. The Sayaendo Class has a hull shape that evolved from LNG carriers 30 Marine Log // May 2017

with Moss-type hemispherical tanks, and it offers improvements in fuel consumption and maintainability. These 155,000m3 capacity LNG vessels retain the reliable configuration and sloshing resistance of spherical tanks while integrating the continuous tank cover to improve the carrier’s overall structural efficiency. “Integrating the cover in the hull reinforces the ship’s overall structural strength while reducing weight. The aerodynamic cover also substantially reduces longitudinal wind forces that create drag on vessels, contributing to reduced fuel consumption during actual operations at sea.” Other recent value-added projects involving ClassNK have included technical support for a liquid hydrogen carrier and new guidelines for alternative fueled vessels. “Alternative fuels represent a very effective step forward in environmental protection, and I believe use of this technology will increase in the future. However, the pace of its uptake will really depend on the supply of each type of fuel, as well as the economic viability of implementing such a system.” For the moment, LNG is the only one of the new alternative marine fuels to have

Dr. Kirsi Tikka

seen specific rules enter into force covering its use at sea. “We will use our technical expertise to contribute to the development of rules for other fuels. Also, we are working to further strengthen our expert risk assessment services.” “As far as gas fuel in general is concerned, there are various studies being carried out on bunkering technologies, with communal facilities also being proposed, but everything is decided on a project-by-project basis. Today, the biggest challenge in applying these technologies is uncovering all of the associated risks and getting the approvals, although much the same could have been said about conventional oil-based fuels.” DR. KIRSI TIKKA ABS Executive Vice President for Global Marine Current market conditions coupled with an evolving regulatory environment are introducing new complexities in the global marine industry. Recent regulatory developments, including ballast water management requirements from IMO and the U.S. Coast Guard, IMO’s 0.5% Global Sulfur Cap and the EU’s Monitoring, Reporting and Verification (MRV) scheme, are all forcing owners and operators to make adjustments to their fleets to comply with requirements while still meeting operational objectives. As new requirements come into place, owners and operators must balance environmental and operational performance goals by making decisions about the future of their fleets. This is where ABS comes in. Acting as a trusted advisor, ABS can help industry weigh their options and make smarter environmental compliance and operational decisions. At ABS, we are providing solutions that incorporate sound engineering principles and the latest technology. Through its Ballast Water Technology Evaluation service, ABS

Data quality, cyber security, regulatory changes and cost are some of the hurdles that industry will have to overcome.

Thought Leadership supplies owners with a like-for-like technology comparison to help better inform their ballast water treatment system selection process. ABS is also helping industry prepare for IMO’s Global Sulfur Cap by advising on fuel strategy options that fit their unique fleet profile and providing guidance on LNG Ready and Scrubber Ready designs. EU MRV compliance is another area where ABS is helping owners meet requirements by assessing monitoring plans for compliance with applicable requirements and verifying that emissions reporting is prepared in conformance with the accepted monitoring plans. At ABS, we are always looking ahead at what is coming and providing industry with best-in-class guidance to tackle new challenges. The shipping industry is in a period of transition and will continue to evolve as we connect more systems and harness the potential of data. This transition will drive automation and digitization in the shipping industry, spurring the need for new approaches to safety. Tomorrow’s ships will have more automation, sensors and control systems, all leading to more data that, if used effectively, can improve efficiency and safety. Remote monitoring, remote maintenance and autonomous operations (not necessarily

unmanned) are the three evolutionary phases that result from the “smart shipping” trend. We already have begun this evolutionary journey, with more data being transmitted to shore for use in condition monitoring and understanding environmental and operational performance. This transition is exciting for shipping, but it does not come without challenges. Data quality, cyber security, regulatory changes, gaps in skill sets and cost are some of the hurdles that industry will have to overcome. With a focus on technology and a commitment to safety, ABS is developing a framework for the future of class that builds on our history of class leadership and leverages data and technology to provide less disruptive and more predictive class services. Using this framework will help industry leverage data throughout the service life of a vessel to enhance safety, efficiency and environmental protection. At ABS, we are excited about what is in store for the future of shipping and are dedicated to advancing technology and introducing innovations that support safety as the industry undergoes transformation. As ships become more connected and automation expands in the shipping industry, ships are exposed to new risks and cyber

vulnerabilities. Automation is driving ships to become host to a complex “system of systems,” which can be threatened by malevolent actions or lack of change management. Increases in control system integration, connectivity to onshore monitoring and dependence on software is forcing more industry attention on cyber security and cyber safety challenges. Class has a role in supporting cyber safety for Operational Technology (OT) and Information Technology (IT) systems. Through the ABS CyberSafety program, ABS is providing a comprehensive risk-management solution for vessels and shore-based facilities. The ABS CyberSafety program takes a comprehensive approach, connecting IT and OT, that will provide a more complete understanding of vulnerabilities and system gaps and allows for the development of a comprehensive risk profile that can help owners tackle new threats as they emerge. The stepped approach starts with a set of basic procedures that cover corporate organization and governance and then progresses into a detailed capability and task-assessment cycle. ABS CyberSafety is a testament to ABS’ dedication to providing solutions that address some of today’s toughest and most technologically advanced challenges.

Hatches are small, doorways narrow, and space limited. So we combined filtration + UV in a single unit, and engineered a compact system that is up to 50% smaller than others.

May 2017 // Marine Log 31




By John R. Snyder, Publisher & Editor-in-Chief


ore than 4 million hybrid vehicles quietly hum along on U.S. roads, zipping past gas stations as they pile up the miles. That’s the most of any country except for Japan. But when it comes to hybrid commercial marine vessels, the U.S. is still in the earliest stages of adopting this eco-friendly technology, with only a handful of coastal vessels built or in operation. But a relatively small U.S. shipyard with a long history of innovation is quietly doing its part to help change that. Marking its 70th anniversary this year, Derecktor Shipyards in Mamaroneck, NY, is set to deliver its second hybrid research vessel. Built for the City University of New York, Brooklyn College, and Science and Resilience Institute at Jamaica Bay (SRIJB), the 65 ft x 21 ft aluminum catamaran will be used to carry out multi-disciplinary research in Jamaica Bay, as well as in other bays and estuaries around the metropolitan New

32 Marine Log // May 2017

York area. This summer, you might see it in New York Harbor, near Breezy Point, NY, or close to Sandy Hook, NJ. The CUNY research vessel is based on the same Incat Crowther design as Derecktor’s first hybrid newbuild, the R/V Spirit of the Sound, built three years ago for the Maritime Aquarium at Norwalk (Connecticut). The new cat incorporates some of the lessons learned from the R/V Spirit of the Sound, as well as some owner-driven changes, according to Derecktor Shipyards General Manager Micah Tucker and Project Manager Joe Goodspeed. “While it has the same technology as the previous boat,” says Tucker, “we’ve made some advancements. The new hybrid vessel has a Siemens PLC controller for vessel alarm and monitoring, as well as the hybrid system controls. It is a touchscreen display that shows everything from tankage to fire alarms to bilge pumps.” Tucker says the hybrid system has a force

engine off mode (completely silent), auto mode where the engine stops and starts as needed, and a force engine on mode—which you use to charge up the batteries or keep the engines on for testing. “To start the system up, you literally just turn a key. That’s it,” says Tucker. The heart of the hybrid system is supplied by BAE Systems. BAE Systems cut its teeth on hybrid propulsion technology in buses. Some 7,000 transit buses are powered by the company’s HybriGen technology. The catamaran has two BAE HybriDrive Marine Systems, with ISG variable speed AC generator sets, and two traction motors. The lithium-ion battery system is supplied by Corvus Energy. When using battery power alone, the boat will be able to operate at full throttle of 15 knots for about an hour, but can operate for up to 6 hours when cruising at 8 to 10 knots. The new boat pulls 170 kW of power out of each side from the electric motors.

Photo: John R. Snyder

Derecktor Shipyards builds second hybrid aluminum cat, gets ready to construct a third

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“We’re also switching out to Wärtsilä props to try and optimize the available power,” says Goodspeed. There’s a control station aft to allow the captain to control the vessel while he operates the A-frame, which will be used to lift up to 1,500 pounds of research gear. There’s great visibility from the climatecontrolled pilothouse, which has its own AC. “We are technically the first Subchapter T hybrid vessel with a lithium ion battery system,” says Tucker. The structure is designed to DNV GL rules, but it is not classed. “Hybrid technology still has to go through class approval process. The next challenge in the U.S. is to get a classed (hybrid) vessel type approved,” says Tucker. Some of the customer-driven changes, says Goodspeed, were the motorization of the A-frame, as well as the addition of a through hull collection tube for easy sampling. This also has larger capacity batteries, and Cummins diesels. “Cummins has a robust engineering team,” says Tucker. “They customized their engines to work with the hybrid system.” The idea behind the hybrid vessel is to minimize its impact on the environment while it conducts its research. That not only

34 Marine Log // May 2017

means being emission-free when it is running on batteries. The boat is also fitted with keel coolers to minimize the use of seawater to cool equipment and, by extension, limit waste-water discharge. JMS Naval Architects, Mystic, CT, served as Owner’s Representative for CUNY during the construction, outfitting, system tests, and sea trials of the hybrid cat. Derecktor’s next hybrid vessel will be for a visionary organic food farm-to-table marine transportation network that will ferry produce, meat, fish and dairy products from local farms along Long Island Sound. The inspired project is the brainchild of Bob Kunkel, who along with Eddie Marsan, are the owners of the organic market and deli Harbor Harvest in East Norwalk, CT. Once again, Derecktor will use BAE Hy b r i D r i ve t e c h n o l o g y, w i t h Cu m mins QSB6.7 engines in a low-wake Incat Crowther-design aluminum catamaran hull. Unlike the two research vessels, however, the house will be configured to carry 9,000 pounds of protected cargo and another 3,000 pounds of cargo on deck. The vessel is projected to be able to run about three voyage hours without recharge. Charging will also be available along the vessel’s trade route, which has been determined

based on organic farm locations. O n t h e We s t C o a s t , All Amer ican Marine, Bellingham, WA, recently secured a cont r ac t to build a 600-passenger, Subchapter K hybrid monohull boat for the Red and White Fleet of San Francisco. Due for delivery in 2018, the Enhydra will also feature a BAE HybriDrive system with a Cummins diesel engine.

Photo: John R. Snyder


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Shipbuilder’s Resources Cranes Allied Marine Crane For almost four decades, Allied Marine Crane has been designing and manufacturing the highest quality cranes, davits and handling systems. These products serve a broad range of applications in the commercial workboat, salvage, government, rescue boat launch and recovery, oceanographic research and offshore oil industries. Allied holds an API-2C certification. In addition to API, Allied has expertise in designing and manufacturing to a broad range of agency standards including ABS, Lloyd’s Register, DNV, USCG, SOLAS, IMO, ASME, CFR and CCS. Allied provides full lifecycle support from customized designs, installation, and training to routine maintenance, rebuilds and complete overhaul.

Equipment Hougen Manufacturing The new HMD130 Ultra Low Profile Portable Magnetic Drill is a small compact unit for making holes in confined spaces and for use in general steel fabrication. With a height of only 6-11/16” the HMD130 is small enough to fit in places even hand-held electric drills can’t go. Lightweight and easy to carry at only 23.8 lbs yet powerful enough to drill up to 1-3/8” diameter holes through 1” thick material. The HMD130 uses Hougen’s RotaLoc Plus™ Annular cutters which require no tools to change sizes. Made in the USA.

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In order to stay competitive, shipbuilders will have to invest in infrastructure, tools and technology to keep up with the competition. MARINE LOG’s Shipbuilding Resources highlight products that can help improve a shipyard’s safety, productivity and bottom line.

EZ-Path® Cable Transits are the only maintenance-free cable transit for use in fire-rated bulkheads and decks. These easy-to-install transits are welded or screwed to the division and contain a self-sealing fire and smoke sealing system. They are faster to install, allow for future cable changes, and provide greater performance reliability for the ship owner. IMO FTP 2010, Part 3 tested with complete Type Approvals.

Press Pipe Fitting Technology Viega Marine Systems Viega received approvals from the American Bureau of Shipping and U.S. Coast Guard for marine and offshore applications for the Viega MegaPress® and MegaPressG piping system and couplings. With the new approvals, Viega MegaPress and MegaPressG products can be specified throughout an ABS-classed and USCG-governed vessel for several marine and offshore applications. May 2017 // Marine Log 37


Former FMC Chairman to Lead the Port of Long Beach Former Federal Maritime Commission Chairman, Mario Cordero has been named the Executive Director of the Port of Long Beach. Cordero has worked with the FMC since 2011 and was Chairman until January 2017.

Louis Martel has taken over as President and CEO of Canada’s CSL Group, the world’s largest operator of selfunloading vessels. Martel, who succeeds Rod Jones, began his career at CSL in 1997 as a naval architect.

Retired General James F. “Jim” Amos has joined the Vision Technologies Systems, Inc.’s (VT Systems) Board of Directors. Amos served as the 35th Commandant of the Marine Corps before retiring in 2014.

Angeliki Frangou, Chairman and CEO of the Navios Group, will receive an honorary Doctor of Science degree from SUNY Maritime College.

Andrew Semprevivo has been promoted to Chief Operating Officer at Seakeeper, Inc., California, MD. Semprevivo has been with the company since 2008.

The NAPA Group has appointed Ilmo Kuutti President. Kuutti will take over the role from Juha Heikinheimo.

Diving contractor, U.S. Underwater Services, LLC, President and COO Bryan Nicholls has been elected President of the Association of Diving Contractors International (ADCI).

Egil Kvannli has been appointed Chief Financial Officer for offshore and engineering consultancy firm, Global Maritime. He joins the company after 20 years of senior financial and management experience in the oil & gas industry.

Bristol Harbor Group, Inc., recently welcomed Daniel Eling, P.E. to its naval architecture and marine engineering practice. He joins the team as a Senior Naval Architect. Prior to joining BHGI, Eling worked as a Lead Naval Architect for Alion Science & Technology.

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38 Marine Log // May 2017

TECH NEWS McDermott Takes On New Software Approach

Wärtsilä Power

for First LNG-Fueled OCV Wärtsilä will power Orion, a new 210 m offshore construction vessel (OCV) under construction at Cosco Shipyard. The vessel, the first of its kind to be fueled by liquefied natural gas (LNG), is being built for Belgium’s Dredging International (DEME). Under the scope of the contract, Wärtsilä will provide four 9-cylinder Wärtsilä 46DF dual-fuel electric propulsion engines, and two 6-cylinder Wärtsilä 20DF dualfuel engines. Wärtsilä will also supply two custom made retractable thrusters, four underwater demountable thrusters, the

Wärtsilä LNGPac storage and supply system, and propulsion systems. The IMO Tier III Compliant Wärtsilä 46DF is a four-stroke dual-fuel engine that can be run on natural gas, heavy fuel oil (HFO) or marine diesel oil (MDO) and produce an engine speed of 600 rev/min. Upon delivery in 2018, Orion will perform offshore windfarm installations around the world. Wärtsilä is also expected to provide commissioning, site supervision and extended project management services.

Thordon Bearings Seals-in Ferry Market New Zealand operator Fullers Group’s new 34.9 catamaran ferry Korora features Thordon Bearings’ TG100 seal as part of its water-lubricated propeller shaft arrangement based around a Henley Integrated Propulsion System. The aluminum-hulled fast ferry is the first of its kind to feature Thordon’s TG100 seal. The seal, introduced in 2013, is suitable for propeller shaft diameters of 100mm (4 in) to 305 mm (12 in), and combines hard-wearing silicon carbide seal faces with Thordon’s proprietary elastomeric polymer bellows. The TG100 features a unique emergency seal that permits standalone operation to allow the vessel to safely return to the nearest port, preventing permanent seal damage. Thordon also supplied an SXL tail shaft, strut and rudder bearings along with its

ThorPlas-Blue bearing, which was used as an “isolator” between the bronze seal’s housing and the aluminum hull—an arrangement that would be the optimum solution for corrosion prevention. George Morrison, Thordon Bearings’ Regional Manager of Western Europe, Africa, Australia and New Zealand, said the TG100 seal’s successful installation on the fast cat opens up a new market for the company. Morrison says, “The fast ferry market is experiencing considerable growth as older tonnage is being renewed and replaced with more energy and environmentally efficient technologies. We are seeing an increase in enquiries from ferry operators, particularly in the southern hemisphere, for our water lubricated tailshaft bearing systems as a way of optimizing operations.”

H o u s to n - b a s e d M c D e r m o t t International, Inc. will implement the use of a new software platform to deliver bes t in indus tr y EPCI solutions for project lifecycle. The advanced data solution is expected to improve schedule cer tainty for its customers, and will standardize and simplif y work process to one common platform—thus improving efficiency and productivity. The platform, based on Dassault Systèmes’ 3DEXPERIENCE, enables McDer mot t to digitize and standardize it s processes — driving down costs, and simplif ying work processes into a single integrated, software-agnostic engineering platform. The digital documents will create a more transparent approach, enabling a more open exchange of information and improved productivity and collaboration. Additionally, it creates the industry’s first digital twin which combines an integrated 3D model to marry the as-built physical state with a living, up-to-date 3D model combined with data and analysis for the facility. “This initiative will transform engineering in the oil and gas industry and enable McDermott to provide its customers with our full suite of ser vices for the life of the project via an integrated and easy to use software and 3D-centric platform,” said Vaseem Khan, McDer mot t ’s Vice President, Engineering. “Our customers will also benefit from a ready-to-use platform for big data analy tic s as a component of the digital twin, which will serve as the single source of truth for operations and maintenance.” May 2017 // Marine Log 39

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May 2017 // Marine Log 41


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May 2017 // Marine Log 43


Ferries Can Save A City

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ith the launch of NYC Ferry, it’s important to recognize that ferries can be a lifeline in citywide contingencies. In the last 20 years, New York City has weathered a number of disaster events and in each case, ferry operators were called to carry out emergency response and maintain regional mobility. On 9/11, when connection to Lower

aboard. Ferries once again came to the rescue. Everyone on board survived. And in 2012, in the days following Superstorm Sandy, commuters became reliant on ferries to access Manhattan.The city created new routes and landings to facilitate water mass transit. For coastal cities, a robust ferry system is critical to emergency management. That’s

Photo Credit: Michael Appleton/Mayoral Photography Office

As the first citywide ferry network in nearly 100 years, NYC Ferry will keep New York moving in good times and bad. Manhattan was cut off, thousands of people attempted to evacuate via waterborne transportation. Vessel operators and the U.S. Coast Guard improvised the 9/11 Boatlift, involving over 100 vessels­. New York Waterway deployed its entire fleet to transport 250,000 passengers. In 2003, a historic blackout paralyzed transit above and below ground and New Yorkers again turned to ferries. Afterward, ferries were recognized as “an increasingly important component” of New York’s disaster planning. On January 15, 2009, the event that would come to be known as Miracle on the Hudson occurred when US Airways Flight 1549 ditched into the Hudson River, with 155 44 Marine Log // May 2017

why NYC Ferry is a sound investment in future resiliency: creating new routes boost inter-borough transit redundancy; building more landings creates docking points for maritime evacuation; a new fleet increases the availability of vessels for rapid response. As the first citywide ferry network in nearly 100 years, NYC Ferry will keep New York moving in good times and bad.

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