arine oG M L www.marinelog.com
R e p o r t i n g o n M a r i n e B u s i n e s s & T e c h n o l o g y s i n c e 18 78
CEO Spotlight: ABS Chairman Christopher Wiernicki
Flip the switch: Autonomous Workboats on Horizon
The Jones Act and Puerto Rico
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4E ditorial It’s A Different World
Tug Design Reaping the Rewards of 3D Design A new ATB unit being built by Fincantieri Bay Shipbuilding could change the way designers and builders approach projects in the future
CEO Spotlight Keeping Pace with a Smart Future ABS Chairman, President and CEO, Christopher J. Wiernicki, discusses the role of class as we enter the era of autonomous shipping, with next generation of safety systems, components, software, data management and cybersecurity
Autonomous Shipping Flip the Switch The race to launch the world’s first autonomous vessel is on
Shipbuilding Looking for New Markets With offshore oil and gas slow, shipyards are turning to other opportunities
6 Industry Insights 8 Marine Innovations 10 W ellness Column
A Svelte Birthday Suit
ollinger Awarded NCDOT B Ferry Contract • USS John S. McCain Officers Relieved of Duties • The Maritime Response to Puerto Rico • Navy Orders Next Generation Patrol Boats from Metal Shark • Horizon Shipbuilding Files for Bankruptcy Protection •
21 Inside Washington
Legislation Aims to Exempt Puerto Rico from Jones Act
45 Newsmakers Harley Names New CFO 46 Tech News
Rolls-Royce and Google Team Up
52 SAFETY FIRST
Navigation Back Up: Ensuring Mariners Don’t Lose Their Way
2 Marine Log // November 2017
Deck Machinery Carrying the Tech Load A look at the integral role deck machinery plays in the advancement of research and technology at sea
Photo: Cover: SCA/Top, left: Wärtsilä/Top,right: Rolls-Royce
An oil that thrives under pressure. With Mobil Delvac 1â„˘ ESP 5W-40, your vessel can go up to 10 times* longer between oil drains. Engineered to provide superior protection, it helps extend service intervals and reduce waste oil. Learn more at mobildelvacmarine.com
ÂŠ 2017 ExxonMobil. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its subsidiaries. *Based upon field testing in high-speed, 4-stroke marine engines, compared with conventional heavy-duty diesel engine oil. Actual results may vary.
MarineLoG november 2017 Vol. 122, NO. 11 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389
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It’s A Different World
hile drilling in North America for oil and gas has picked up substantially since last year, all of the upturn has been onshore. Baker Hughes reported that at the end of October there were 1,100 rigs drilling in the U.S. and Canada—up from 710 this time last year—but only 20 of those were drilling in the Gulf of Mexico—one less than last year. U.S. shale oil drillers were expected to account for about two thirds of the U.S. daily production in September, according to data from the U.S. Energy Information Administration. While the Trump Administration is trying to pump up prospects offshore by offering leases on large tracts of land in the Gulf of Mexico and opening up the ANWR to drilling, it is not clear how much interest those areas will generate. For the near term, shipyards and suppliers that depend on activity in the oil patch have had to cast their nets wider, diversifying into other commercial marine markets. Who would have thought, for example, that Bollinger Shipyards, Lockport, LA, would be the winning bidder to construct a new car ferry for North Carolina? It will be the first ferry built by Bollinger Shipyards in its 60-year history. It led to one Linkedin follower commenting, “Chouest building ferries.” It is certainly a different world.
And there are emerging opportunities in both the commercial and government sectors. As we report in “Looking for New Markets” on page 37, the U.S. Navy and Coast Guard have issued a draft RFP for a new heavy polar icebreaker. The final RFP is expected to be issued in 2018 and a contract awarded in FY 2019. A natural diversification for oil patch shipbuilders and suppliers is the nascent U.S. offshore wind industry. Houston-based Zentech is already hard at work on a Jones Act-compliant wind farm installation vessel. It’s easy to imagine that some stacked vessels built for the GoM might be converted to support operations for offshore wind farms. And as our cover stor y hig hlig hts, autonomous vessels are on the horizon, with big players and small vying for quick commercialization. As ABS Chairman Chris Wiernecki writes in our CEO Spotlight this month, “Tomorrow is arriving very quickly.”
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Photo: U.S. Coast Guard
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 email@example.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 3135, Northbrook, IL 60062-3135.
4 Marine Log // November 2017
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Rule the Sea. Introducing MegaPress CuNi. ®
The most innovative, mechanically-attached fittings for the marine world. Let’s face it. With tighter deadlines, bigger budget constraints, and a rising tide of labor scarcity, traditional welding methods have gotten in the way of timely building and repair. Finally, there’s a faster, safer, simpler alternative that brings more certainty and success to the industry. MegaPress CuNi is a new press fitting system designed for copper nickel application aboard ships. It’s a sea change for the marine world. Those who harness it will be those who rule with confidence. Viega. Connected in quality. Learn more about how MegaPress CuNi can help you rule the sea at viega.us/RuleNow Visit us at International Workboat Show, Booth 1101 and register to win a $500 gift card.
INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Logâ€™s quick snapshot of current trends in the global marine marketplace. With oil hovering at $51 per barrel, North American shale drilling has been strong, with 940 rigs drilling in the U.S. for oil and gas as of October 1, up from 522 rigs at the same time last year. However, offshore oil and gas in the U.S. Gulf of Mexico remained flat, with only 22 rigs drilling as of October 1, up one from the same time last year. In Canada, there are only two offshore rigs drilling, up from one a year earlier.
Offshore Rigs Operating in U.S. GOM (on or about October 1 of respective year)
Spot Price of WTI Crude (on or about Oct. 1 of respective year) $120
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Source: U.S. EIA
Source: Baker Hughes
TANKER MARKET TRENDS Top Five World Tanker Fleet By Flag of Registry
Orders for Tankers By Country of Build
How much for a VLCC?
16% Marshall Islands
$80M VS. $84M
7% Hong Kong
(Percentage by dwt)
(Newbuild prices 2017 vs. 2016)
(First Half of 2017)
Source: Simpson, Spence, Young
Recent Contracts, Launches & Deliveries Qty
GD, Electric Boat, Groton, CT
377 ft Virginia Class submarine
Gladding-Hearn, Somerset, MA
Master Marine, Bayou La Batre, AL
67 ft Towboat
Metal Shark, Franklin, LA
149-Passenger Water Taxis
Potomac Riverboat Co.
Waiward Steel, Edmonton, CAN
98 ft Barge Ferry
Govt. of Northwest Territories
Source: Marine Log Shipbuilding Contracts
6 Marine Log // November 2017
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Marine Innovations ABB New Solution Cuts Through Maintenance Jungle ABB has added Fleet Intelligence to its ABB Ability Collaborative Operations software. The system provides marine customers with a single and complete overview of ship system maintenance needs rather than being faced with piecemeal, standalone reporting solutions. Fleet Intelligence delivers greater efficiency and more precise inspection scheduling, better spare parts availability, asset protection and prolonged equipment service lift. It also minimizes the requirement for service engineer visits, resulting in lower costs. www.abb.com
FCI Watermakers Bringing Fresh, Pure Water to Ships, Workboats and Platforms FCI Watermakers’ commercial grade Neptune+ is an ideal solution for the daily water needs of ship, workboat and platform crews. The system makes up to 9,500 gallons of fresh, pure water every day, without the commitment needed for constant monitoring and adjustments. It features a next-generation V4 controller and 7 inch marine-grade, Bridge Classified and NMEA2Kcompatible touchscreen display with intuitive menus and controls. The system is type approved by ABS, DNV GL, Lloyds’ Register EMEA, and more. www.fciwatermakers.com
Liberian Registry Launches Cyber and Ship Security Computer-Based Training (CBT) The Liberian Registry has launched a Cyber and Ship Security Computer Based Training (CBT) program that provides a comprehensive overview of cyber-security issues, including malware, network security, identity theft and risk management. The two-hour computer-based training program is divided into four modules—Cyber-Security Training; Stowaway Training; Anti-Piracy training; and General Security Training—with ongoing evaluation through a series of questions and fulfills the requirements of STCW security awareness training. www.liscr.com/CBT
Sherwin-Williams Zinc Clad 4100 Coating Enhances Project Efficiencies Sherwin-Williams Protective & Marine Coatings has launched Zinc Clad 4100, a new high-solids coating featuring recoat times as short as 30 minutes—allowing for accelerated shop throughput, enhanced project schedules and fast field project turnarounds. The coating eliminates the need for sweat-in time and its user-friendly packaging allows for applicators to mix components directly in the Part A container for faster and more accurate mixing. The coating is designed for use over properly prepared blasted steel. Protective.sherwin-williams.com
Vesconite Polymers for a Wide Range of Marine Applications Vesconite is coming to the aid of both brown water workboats and blue water ships. The company manufactures low-friction, long-lived polymers that are ideal for a wide range of marine applications, from deck gear to stern and rudder tubes. Its flagship products, Vesconite and Vesconite Hilube, are self-lubricating, don’t swell in water or have any stick-slip—delivering up to ten times the usable life of bronze, even in silty, grimy conditions. The polymers also deliver high compression strength and dimensional stability. www.vesconite.com 8 Marine Log // November 2017
LEADING THE WAY IN SUBCHAPTER M SOLUTIONS ABS provides fully integrated solutions to help owners and operators achieve and maintain Subchapter M compliance. As a USCG Recognized Organization and approved Third Party Organization, ABS offers auditing, surveys and USCG authorized plan review. The ABS Nautical Systems® software application NS Workboat supports all compliance options and comes pre-configured on a mobile tablet. With more than 30 locations in the U.S. supported by a seasoned team of surveyors, auditors and engineers, ABS has the geographic coverage and experience to help industry meet Subchapter M requirements. Contact us today to learn about or request ABS Subchapter M solutions: SubchapterM@eagle.org.
Visit ABS at Int’l WorkBoat Show Booth #2408
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A Svelte Birthday Suit
What Else Can Help Mold Our Svelte Suit? Cellular metabolism, how our cells accomplish their operation and give us energy, is a gamechanger when it comes to the fight for our long-term health. Neglect or abuse the cellâ€™s power producer (mitochondria) and your life will be shortened. Cellular metabolism gone array has been linked to many of the major diseases we fight in our population 10 Marine Log // November 2017
including diabetes, heart disease, and cancer. Studies show that short bouts of sprints can promote mitochondrial growth. With as little as 4 seconds each with 20 seconds break between them (3x over), the body signals to produce more mitochondria. The more mitochondria we have, the healthier we tend to be.
The key to unlocking the fat store is consuming more fat and less of everything else Sugar, Fat and Fat? When crafting our svelte suit, the kitchen is the place to start, and this is also where mitochondria can get their greatest boost. A little-known fact: Most cells and organs in the body can run on one of two fuel sources or a combination of the two: sugars and/or fats. Carbohydrates and excess proteins once in the body convert into sugar and sugar is what our cells and organs burn normally. Most fats are a slower burning. Some like coconut oil can go right to the liver and deliver a quicker boost of energy than others, and their power is sustaining over time. But, if our body can run on fat and/or sugar, why is our accumulated bulge not
Crowley Maritime Corporation, Labor Relations-Union Wellness Programs/ Operations Integrity
Shutterstock/ Valeriy Lebedev
hen we think about cardio work, we trend towards running sneakers, treadmills, heart-pumping, sweat-dripping activities. While taking to the treadmill or track is one way to do it, research shows us it is not the only way, and perhaps not even the most efficient way. In December 2012, the Journal of Applied Physiolog y, Nutrition and Metabolism reported that 30-minute treadmill users (at 85% max heart rate) showed less benefits to health than those doing 4-minute tabatas with activities like mountain climbers, jumping jacks, pull-ups, etc. A tabata is activity broken into 20-second intervals of work followed by 10 seconds of rest. Both groups worked for 4 days a week and showed an increased level of aerobic capacity of 7% and 8%, respectively. However, only the tabata group showed muscle endurance gains in astonishing percentages (leg extensions, +40%; chest presses, +207%; sit-ups, +64%; push-ups, +135%; and back extensions, +75%). This is one of several similar studies that show these short bouts of training, with cardio and weight-bearing load, can yield impressive benefits to the strength and muscular endurance quickly.
being used as energy when hunger strikes? The key to unlocking the energy in the waistline is decreasing sugars and proteins. The only macronutrient on your plate that does not convert into a sugar in the body is dietary fat. Ironically, the key to unlocking the fat store is consuming more fat and less of everything else. Research on High Fat/Low Carbohydrate Diets (meaning you eat more fat, and reduce sugar/protein intake) have identified the benefits of this type of diet at burning the fat around the waistline. At its most extreme, the Ultra-Low Carb-High Fat Diet (around 20 grams of carbohydrates consumed a day) the body starts to generate Ketone Bodies. With Ketones pumping, our cells metabolize energy and utilize oxygen more efficiently. Research out of the National Institute of Health has also identified that the heart and brain can run at up to a 25% higher capacity with a combination of ketones and sugars, than just sugars alone. Ketones can also re-power the cells in the brain to help reset conditions such as epilepsy, treat traumatic brain injury, fight brain tumors and cancers, and help stave-off mental decline in Alzheimerâ€™s Disease. The generation of ketones means the body is burning fat for fuel which equals a quick trimming down of the waistline. Of course, fear of eating fat can be the biggest showstopper for this method of enhancing cellular metabolism and etching out your abs. Honing your svelte Birthday Suit with focus on the cardiovascular system, muscles and cells can be a worthwhile project for long-term health. Research would indicate that we need to start thinking differently about how we exercise, about the fat around our waistline and the fat in our food. The battle we want to fight has us trimming the waistline, staying off medications, and get healthy, but we need to stop showing up with the wrong battlements. This article is for education purposes only. Nothing in this article constitutes medical adviceâ€” all medical advice should be sought from a medical professional.
Six NYC Ferries Delivered On or Ahead of Schedule
Between April and June 2017, Metal Shark delivered six 88’ 150-passenger ferries to the NYC Ferry System, with an average build time of under ten months.
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18-Vessel 45’ Patrol Boat Fleet Under Construction
13-Vessel 85’ Cutter Contract Just Awarded
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Update Bollinger Shipyards snagged its first ferry contract from NCDOT
Bollinger awarded NCDOT ferry contract In a surprising move to many, the North Carolina Department of Transportation awarded Lockport, LA-headquartered Bollinger Shipyards a $9.7 million contract for the construction of a new river class vehicle ferry for the North Carolina ferry division. The ferry is the first to be built by Bollinger in its 60-year history. The project, funded by State Transportation Improvement Project (STIP) money awarded by the Albermarle Rural Planning Organization, will see the new ferry delivered by March 2019.
The 183 ft ferry was designed by Elliott Bay Design Group (EBDG) and will have room for 38 regular-sized vehicles. The ferry will serve as a replacement for the 22-yearold M/V Thomas A. Baum, a Hatteras-class ferry that carries 26 vehicles. The ferry will mark the first new car ferry for NCDOT since the M/V Sea Level in 2012. “This is a great first step in phasing out our smaller boats...,” said Ferry Division Director Harold Thomas. “Eventually it will allow us to increase our capacity with the same number of scheduled trips.”
USS John S. McCain Officers Relieved of Duties The U.S. Nav y has announced that it has relieved the Commanding Officer and Executive Officer of the USS John S. McCain (DDG 56). The guided-missile destroyer was involved in the deadly collision with the 50,700 dwt tanker Alnic MC on August 21—resulting in the death of 10 sailors and injuries to five others. Vice Admiral Phil Sawyer, Commander of the Seventh Fleet said, both the Commanding Officer, Commander Alfredo J. Sanchez and Executive Officer, Commander Jessie L. Sanchez, were relieved “due to a loss of confidence.” The Navy said that while the investigation is ongoing, it is evident the collision was preventable, the commanding officer exercised poor judgement and the executive officer exercised poor leadership of the ship’s training program. 12 Marine Log // November 2017
Following the collision, the Chief of Naval Operations, Admiral John Richardson, took the unusual step of ordering an operational pause for all U.S. Navy fleets around the world. The pause would allow “leaders and their commands to ensure that we’re taking all appropriate actions to ensure safe and effective operations around the world.” Addit ional ly, Admir al Richardson announced that he “directed a more comprehensive review to ensure that we get at the contributing factors—the root causes— of these incidents.” The USS John S. McCain incident marked the second such accident involving a member of the U.S. Navy Seventh Fleet in the Pacific. The USS Fitzgerald (DDG 62) collided with the containership ACX Crystal on June 17, resulting in the death of seven.
BIZ NOTES ABB strengthens digital portfolio ABB Turbo Sys tems Ltd. will acquire Swit zerland headquartered Tekomar Group Ltd. The acquisition, set to close later this quarter, will extend ABB’s digital Portfolio, adding a propulsion performance monitoring solution targeted at two-stroke main engines and auxiliary engine applications. The Tekomar solution will be integrated into ABB’s vessel optimization—enabling ship management companies to know more about their vessel operations and achieve more from their fleets for better business performance. The solution also offers a platform for cooperation with the engine licensors and builders. “This newly acquired solution from Tekomar rapidly increases the pace at which ABB strengthens its digital marine services portfolio,” says Juha Kokela, Managing Director of ABB Marine & Ports. The acquisition is expected to increase customer productivity, profitability and competitive strength.
SEE US AT THE INTERNATIONAL WORKBOAT SHOW
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Harvey Gulf Takes Delivery of Second 340 ft MPSV, Harvey Blue-Sea Harve y Gulf International Marine Chairman and CEO Shane Guidry reports that the company has taken delivery of Harvey Blue-Sea, the second of two, large capacity 340 ft Multi-Purpose Support Vessels (MPSV) built by Eastern Shipbuilding, Panama City, FL. Harvey Gulf says the vessel is a “best in class” Jones Act-qualified vessel that has the
technical capabilities to efficiently, effectively and safely perform high quality field development activities. Harvey Gulf now owns and operates the two largest U.S. flag construction vessels in the U.S. Gulf of Mexico, having taken delivery of the sister vessel Harvey Sub-Sea in July of 2017. The company adds that the vessels “have the size, crane capacity, deck space,
HGIM’s two large MPSVs were built at Eastern Shipbuilding
accommodations, equipment, and station keeping capability that far exceeds any other vessels in this class.” The Harvey Blue-Sea can perform a broad spectrum of subsea installations and removals, inspection, repair and flotel services. It can be equipped to lay umbilicals and cables and perform well-intervention and hydrate remediation operations. If there is a MPSV job needed in the Gulf, the Harvey Blue-Sea and Harvey Sub-Sea will deliver. Harvey Blue-Sea is equipped with a 250-ton knuckle boom, active heave compensated crane equipped with 4,000 meters of wire. The crane’s winch is below deck, expanding her lifting capacity and enabling loads of 107 metric tons to be delivered to water depths of 12,000 ft. The Harvey Blue-Sea has 150 berths, all in one or two person rooms, 13,000 ft2 of deck space and a 24 ft x 24 ft moon pool. It has a S61 (Heavy) Helideck and meets ABS DP2, SPS Code and MLC 2006 certification requirements, among others.
Navy Orders Next Generation Patrol Boats from Metal Shark T h e U. S. N av y has awarded Louisiana-based shipbuilder Metal Shark with a contract to build the Navy’s next-generation patrol boat the PB(X). The Navy has placed an initial, immediate order for 11 of the new vessels. Under the terms of the award, potentially worth over $90 million, Metal Shark will build up to 50 PB(X) vessels for the Navy, along with trailers, spares and training packages, and technical support. The award is the culmination of a multi-year process by the Navy to select the replacement for the fleet of force protection boats currently in use with Navy
Barges Dry Docks Work Boats JMS-Designed
R/V VIRGINIA 93’ x 28’ x 9’-6” draft Accommodations for 12 Designed by JMS for Virginia Inst. of Marine Sci.
14 Marine Log // November 2017
Expeditionary Combat Command’s Coastal Riverine Forces (CRF). The winning design is a 40 ft, welded-aluminum pilothouse patrol boat designed by Metal Shark’s in-house engineering team. The PB(X), powered by twin diesel inboards and water jets, achieves sprint speeds of 35+ knots, and features a moderate aft deadrise, wide-waterplane, sharp-entry hull from, offering enhanced handling. Metal Shark has built a number of vessels in series for a variety of government agencies, including the U.S. Navy and U.S. Coast Guard. Earlier this summer, the yard was selected to build up to 13 Near Coastal
Patrol Vessels (NCPVs) for the Navy. These 85 ft patrol boats are being built at Metal Shark’s Franklin facility. “PB(X) was one of the most challenging and most sought-after U.S. military boat procurement opportunities in recent history; the result of a years-long process pitting Metal Shark’s engineering and manufacturing capabilities against multiple leading U.S. naval architect firms and nearly all our competitors,” said Metal Shark’s CEO Chris Allard. “The award of PB(X) to Metal Shark is the result of a tremendous team effort and I couldn’t be more proud of our people.”
Let’s make plans. Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009
SEACOR’s SEA-CHEM 1 at dock offloading diesel fuel into tanker trucks
Maritime Response for Puerto Rico Relief Puerto Rico is still reeling after the
deadly impact of Hurricane Maria—which left the entire island of 3.4 million U.S. citizens without electricity or clean potable water. At press time, 36 days after Hurricane Maria, 76% of the island was still without power and 26% were without water. While the mainstream media and even some lawmakers pointed to the Jones Act as one of the main hurdles in getting aid to Puerto Rico that notion died once images of containers sitting at ports proved shipments were in fact coming onto the island. In reality, it was the inability to distribute the goods throughout the island that was the real issue. Meantime, the maritime industry has stepped up its effort to help Puerto Rico get back on its feet—aiding in the relief and recovery efforts and helping to get operations up and running again. For Jones Act vessel operators thrown into the national spotlight, their next move following the hurricane was a no brainer. They not only continued to provide regular service to the island, but also ramped up their deliveries of relief cargo for Puerto Rico.
At press time, TOTE Maritime had delivered more than 9,300 containers of relief goods and cargo to the island. TOTE Maritime partnered with a variety of individuals, public figures, charities, and non-profit organizations to aid in the effort. “To be able to have the supplies shipped to the island in such a fast, safe and efficient manner means the world to me,” said Puerto Rican tennis player and Olympic Gold Medalist Monica Puig. Working with TOTE, made it “possible to hand out all these products to the people that needed it so badly.” TOTE Maritime’s sister company, Foss Maritime, is also helping support relief efforts. Foss was contracted by the Federal Emergency Management Agency (FEMA) to send three accommodation vessels to serve as floating hotels. The ships, which can hold a total of 729 people, will provide safe housing and warm meals for responders in both Puerto Rico and the U.S. Virgin Islands. “For Foss, this type of project is at the heart of what we do. We are glad to do our part to help the families affected by this devastating disaster by enlisting the skills of
our finest operators and providing needed equipment,” said Will Roberts, FOSS CCO. Crowley Maritime Corporation offloaded more than 9,500 loads of commercial and government relief cargo in the four week-span following Maria. The company increased capacity by 40%, adding six U.S.-flagged flat deck barges to its fleet. Crowley ships have been sailing daily to the island and the company has been working with FEMA to ensure retailers, manufacturers and business get what they need to resume operations—and get the island’s economy moving. “Given all that the island needs, we view all cargo—government and commercial— as vital to recovery,” said Jose Ayala, Crowley Vice President of Puerto Rico Services. Crowley has completed the transportation and logistics management of nearly 2,600 FEMA loads and will transport another 1,700 load over the next few weeks. Honolulu-based Pasha Hawaii is also providing its Horizon Spirit to ship hundreds of containers from the U.S. West Coast to Puerto Rico to support in the relief and rebuilding efforts. Partnering with Lipsey Mountain Spring Water, Crowley will bring about 800 containers filled with over 15 million bottles of water. SEACOR Holdings will too play a role in Puerto Rico and the Virgin Islands’ recovery. Three of its units were awarded contracts to expedite recovery efforts. Its shipping group’s SEA-CHEM 1 ship has delivered diesel fuel directly into trucks that then go on to take that fuel to hospitals and dialysis centers. Its CLEANCOR joint venture has assembled 21 tank-trailers with 120,000 gallons of potable water for distribution in local communities. And its Bahama Express landing craft, part of its SEACOR Island Lines fleet, will deliver generators and supplies to the Virgin Islands.
November 2017 // Marine Log 15
Cruise Lines Aim to Spur Economy in Hurricane-Impacted Caribbean
Cruise lines have kicked off a multi-million-dollar campaign to let travelers know that more than 90 percent of all Caribbean destinations are “open for business,” following a very active hurricane season. In a conference call last month, Michele Paige, President of the Florida Caribbean Cruise Association (FCCA), said the organization and its members had “been working tirelessly on hurricane relief including donating millions of dollars to recovery efforts and delivering much needed emergency relief supplies across the region.” Paige, however, said that the industry wanted the general public to know that a vast majority of the Caribbean was unaffected by the September storms.
She added that a single cruise season in the Caribbean generated as much as $2.4 billion on top of creating 55,000 jobs and $842 million in wages. Meaning that cruising would help support in the region’s recovery. Paige was joined on the conference call by Adam Goldstein, President & COO, RCCL, and Arnold Donald, President & CEO, Carnival Corporation & plc. Goldstein said only four ports that RCCL operates to were impacted by a hurricane: St. Martin, St. Croix, St. Thomas, and San Juan. RCCL’s first cruise to San Juan, Puerto Rico, took place on October 7. “The recovery is happening very quickly in the affected areas,” said Donald. He expected every destination to be up and running in the next few weeks. Donald said that Carnival was largely booked in the fourth quarter and “fundamentally strong.” In announcing the company’s third quarter results in late September, he did say that several temporary port closures in the Caribbean associated with the storms led to voyage disruptions which are expected to result in an estimated $0.10 to $0.12 per share reduction in earnings in the fourth quarter.
Guests aboard the ships will have a far different experience than residents of the islands—especially in Puerto Rico—76 percent of the island is still without electricity and 26 percent without water. Carnival Cruise Line was contracted by the Federal Emergency Management Agency (FEMA) on October 11 for a fourmonth charter of the cruise ship Carnival Fascination. The ship will be docked in St. Croix, U.S. Virgin Islands and will provide housing and meals for relief workers. The duration of the charter is from October 15, 2017 to February 3, 2018. As a result, Carnival cancelled cruises that were scheduled to operate on Carnival Fascination. Those guests will receive a full refund along with a future cruise discount for the disruption in their vacation plans. Donald said there were 31,000 guests booked on the Carnival Fascination during the period. Once its charter is complete, the Carnival Fascination will return to normal cruise service sailing year-round from San Juan, Puerto Rico to the Southern Caribbean on February 18, 2018, following a drydock at the Grand Bahama Shipyard.
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16 Marine Log // November 2017
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Viking Cruises Navigates its Way to Zero-Emission
The world’s first cruise ship with zero-emission technology could soon be on the horizon. Viking Cruises’ project manager Serge Fossati unveiled plans for a hydrogen-fueled ship at the Norwegian Maritime Authority Safety at Sea conference
in Haugesund last month. The ship, according to Fossati, would be modeled after the operator’s newest member of the fleet, the Viking Sun. “At Viking, we have always endeavored to look forward and to be at the forefront with regard to green shipping,” said Viking Cruises Chairman, Torstein Hagen. “As a Norwegian and with Norwegian ships, we want to lead the way to zero-emission ships through fuel cell technology. The road to that point is still long, but here at Viking we want to be ahead of the game.” The ship, which is expected to be about 230m long and accommodate more than 900 passengers and 500 crew, will fly the Norwegian flag.
Fossati explained to the crowd that while hydrogen is not produced in large scale in Europe, Viking is in dialogue with Statoil in order to find a solution based on a Norwegian refinery. A fuel cell would convert the hydrogen into electricity for propulsion and electric power on board. Thus far, the use of liquid hydrogen as a marine fuel hasn’t happened yet (although some, such as Hornblower, have tried). Among the challenges would be maintaining the fuel at minus 253 degrees C to keep it from evaporating. There’s also the fact that hydrogen is an explosive gas, so protecting against potential gas leaks would be of the utmost importance.
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Horizon Shipbuilding Files for Bankruptcy Horizon Shipbuilding, Inc., Bayou La Batre, AL, filed last month a voluntary petition for bankruptcy protection under Chapter 11 in the U.S. Bankruptcy Court, Southern District of Alabama, Mobile Division. Travis Short, President, Horizon Shipbuilding, told Marine Log in a statement, “Horizon along with its customers and suppliers have contributed to bringing good value to the marine industry through its products and services. On October 24, 2017 in order to continue those efforts, [Horizon Shipbuilding] had to file for Chapter 11 reorganization due to recent contract issues. With the sector level as it is we anticipate a moderate recovery.” Horizon Shipbuilding was one of two shipyards selected to build a fleet of 150-passenger catamaran vessels in an unprecedented
expansion of ferry service for New York City. The initial batch of Incat Crowther-designed boats for NYC Ferry by Hornblower were delivered in a compressed timeline and are in operation on the new ferry system that connects Manhattan with the Rockaways and the boroughs of Brooklyn, Queens, and the Bronx. While the new ferry system has proved extremely popular—it recently welcomed its 2 millionth passenger since the service started in May 2017—Horizon Shipbuilding suffered “revenue shortfalls” on the newbuilding program. Horizon Shipbuilding Vice President Lance Lemcool, said in a statement issued on Sept. 21, “Through the unparalleled commitment of Horizon’s boat builders, subcontractors and suppliers, all of the 2017 ferries” for the NYC Ferry project were delivered. “However, project revenues were not sufficient for Horizon to continue normal day-to-day operations. The forecasted shortfalls were brought to the forefront early in the project and discussions have been ongoing since then without resolution. Horizon will now take the time to reorganize its current projects and make every effort to regain its reputation with the vendors and subcontractors that help make up the Horizon Team.” Meanwhile, the other builder selected by NYC Ferry to build six of the catamaran ferries for the service has prospered. From its new shipyard at Franklin, LA, Metal Shark delivered those six 150-passenger ferries on time between April and June of this year and was awarded another round of contracts by Hornblower in August for five additional ferries. The new ferries include four 97 ft, 350-passenger USCG Subchapter K boats—the Rockaway Class—and another 150-passenger catamaran ferry. All will be delivered in 2018.
When Jeffrey M. Platt elected to retire last month from his role as CEO, President and a Director at Tidewater, the Board of Directors turned to a familiar name to lead the way—Larry T. Rigdon. He will act as Interim CEO and President while the Board’s search committee identifies a permanent successor. Rigdon is no stranger to Tidewater, having prior experience with the company dating back to 1992 until he retired as Executive Vice President in 2002. Without missing a beat, that same year, Rigdon founded Rigdon Marine Corporation, where he served as its Chairman and CEO. He grew Rigdon Marine Corporation to include a fleet of 20 state-of-the-art diesel-electric platform supply vessels and eight crew boats and fast supply vessels. He successfully arranged $205 million in financing to design and build the fleet of Rigdon Marine. On July 1, 2008, the equity interests in the company were sold for $275 million and GulfMark Offshore assumed $269 million in debt of the Rigdon Marine Corporation. He joined the GulfMark Offshore board as a director the same year and served until he resigned in 2010. After his resignation, he served as a lead director for offshore marine support services company Jackson Offshore, which was founded in May 2011. He currently serves as Director of Professional Rental Tools, LLC. Thomas R. Bates, Jr., Chairman of Tidewater’s Board said, “Balancing revenues with operating costs to reach cash flow breakeven is one of the most important” of the challenges facing the company. “I am pleased that Larry will be able to bring his vast operating history to Tidewater to lead us in the continuing evolution of the company.” 18 Marine Log // November 2017
Michael Appleton/Mayoral Photography Office
Tidewater Names Larry Rigdon Interim CEO, President
Charging Power: Ferry Goes Wireless Wärtsilä is bringing the wireless rev-
olution to the maritime industry. The technology provider recently announced that it successfully tested its automatic wireless induction charging system on a hybrid powered coastal ferry. The tests were carried out on the Norledowned 85 m MF Folgefonn. Designed to maintain efficient power transfer at distances of 50 centimeters between the two charging plates found on the side of the vessel and the quay, the system eliminates the need for cable connection, securing and facilitating safe connections and disconnections. The MF Folgefonn is the first commercial ferry in the world operating with high-power wireless charging capabilities for its batteries. The Wärtsilä system is based on inductive power transfer and is capable of transferring more than a MW of electrical energy. The innovative project was partly funded by Innovation Norway—a Norwegian funding institution. “The main benefits for customers are up to 20 percent more utilization of the available charging time, increased operational safety, and greater system reliability,” says Ingve Sørfonn, Senior Technical Officer E&A, Wärtsilä Marine Solutions. “There is an ongoing trend to equip coastal ferries with battery powered and hybrid propulsion since they are particularly affected by environmental regulatory demands. Wireless charging will, therefore, create considerable value for operators of hybrid ferries.”
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Legislation Aims to Exempt Puerto Rico from Jones Act
he humanitarian crisis in Puerto Rico following the devastating effects of Hurricane Maria gave an opening to critics of the Jones Act to blame the law for hindering the island’s relief and the recovery efforts. It led to the introduction of two bills in Congress that would either exempt or provide a moratorium of the Jones Act in Puerto Rico. Two maritime attorneys at the well-respected law firm of Blank Rome LLP, Washington, DC, see little chance of either bill making
headway in Congress. In discussing the Jones Act at the NAMEPA Annual Conference & Awards Dinner last month onboard the Hornblower Infinity in New York, Jeanne Grasso, Partner, and Joan Bondareff, of Counsel, both of maritime law firm Blank Rome LLP, said “We suspect that the Jones Act waivers during the hurricanes may have been partly politically motivated. But once DoD requests them, they have to be issued.” Added Grasso, “I really don’t think we are going to see any changes” in regards to the Jones Act. Waivers to the Jones Act can only be requested by the DoD in the interests of national security. One of the bills introduced on Oct. 10 by Congressman Gary Palmer (R-AL) and Congresswoman Nydia Velázquez (D-NY) was H.R. 3966, the “Puerto Rico Humanitarian Relief Act,” which would place a five-year moratorium of the Jones Act on any
goods shipped to Puerto Rico from the U.S. mainland. H.R. 3966 was referred to the House Subcommittee on Coast Guard and Maritime Transportation, chaired by Rep. Duncan Hunter (R-CA), a long-time proponent of the Jones Act. Meanwhile long-time Jones Act critic Senator John McCain (R-AZ) joined Senator Mike Lee (R-UT) in introducing S. 1894 in the Senate, which would permanently exempt Puerto Rico. The legislation followed a 10-day waiver of the Jones Act in Puerto Rico issued by the Trump Administration. McCain called the Jones Act, “an antiquated, protectionist law that has driven up costs and crippled Puerto Rico’s economy.” During various times since 1998, the Senator has introduced legislation to either modify or repeal the Jones Act.
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TUG DESIGN Fincantieri Bay Shipbuilding has delivered several ATBs, including this one for Kirby
Reaping the Rewards of
Using FORAN in Class/Basic Design stage pays off on ATB project
U Photo : Fincantieri Bay Shipbuilding
Based on a paper by Jeffrey Matson, FBS, and Veronica Alonso and Antonio Valerrama, SENER
sing a 3D approach for the Initial Design, Detail Design, and Production Design phases of a new vessel construction project is nothing new. However, ship designers have been reluctant to use that same 3D approach during the Class/Basic Design stage. Most of that work in the past was performed in 2D. However, the design and construction of a new Articulated Tug Barge (ATB) unit being built by Fincantieri Bay Shipbuilding in Sturgeon Bay, WI, may well change the way ship designers and shipbuilders handle Class/Basic design in the future. In a paper presented at the SNAME Annual Convention held in Houston last month, authors Jeffrey Matson, Fincantieri Bay Shipbuilding, Veronica Alonso, and Antonio Valerrama, both of engineering firm and software developer SENER outlined their findings in a case study. The paper, “Innovative 3D Approach for the Basic/Class Design in a Remote Engineering Environment,” describes how a ship design project was developed in 3D during the basic/class design, detail and production,
generating the required class drawings as mere outputs from the 3D model generated by CAD/CAM/CAE system FORAN. FORAN was used to develop an ATB unit that was designed by naval architecture firm Guarino & Cox, LLC, Covington, LA. Being built for Wawa/AMA Capital Partners, the ATB unit consists of a powerful oceangoing tug that is mated to a tank barge via an Intercon coupling system. The 130 ft x 42 ft x 20 ft oceangoing tug has two 4,000 hp GE V250MDC diesel engines that drive two 134 inch Nautican ducted propellers. The double-hull tank barge, with a length of 578 ft, beam of 78 ft, and depth of 42 ft, has a capacity of 185,000 barrels. A major benefit of FORAN is that it allows users to collaboratively work in the 3D design model simultaneously, including from offsite locations, while maintaining configuration control over the process. For the project, servers with the FORAN database were located at Bay Shipbuilding in Sturgeon Bay. Fincantieri Bay Shipbuilding (FBS) employees were able to access FORAN from their workstations to modify and manipulate the database.
Meanwhile, more than 1,000 miles away in Covington, LA, Guarino & Cox designers used a Citrix connection to access the FORAN database stored in Wisconsin from their workstations. In the past, Fincantieri Bay Shipbuilding relied on 3D models generated by subcontractors. While this provided FBS with a completed model, it did not allow the shipyard the opportunity to review or modify it. This potentially lead to issues where shipyard standards weren’t properly employed or lessons learned were not incorporated in the 3D model for the benefit of subsequent sister vessels.
Creating Two Separate Models in FORAN For the Wawa/AMA Capital Partners ATB, the tug and the barge were created as two separate projects within FORAN and utilized the software in distinct ways. The tank barge was based on an existing design, with much of its regulatory/preliminary design available in 2D drawings. As such, the barge took the “traditional” modeling path in FORAN where 2D drawings were November 2017 // Marine Log 23
TUG DESIGN Structural drawings were created from the model for review by regulatory authorities and ATB owners. Piping one line drawings were created in FORAN and once approved were linked to the 3D routing to give the system intelligence.
Seamless Handoff As the project progressed and the structure and major piping systems wrapped up, the design team at Bay Shipbuilding took over where Guarino & Cox left off by modeling outfitting items and auxiliary piping systems. This transition was seamless, say the authors, as there was no model to transfer or reincorporate. Once the functional design drawings had been approved, Fincantieri Bay Shipbuilding started to add production details to the model (e.g. build strategy, bevels, stock, seams) before creating work packs. Plates were nested, work packs were created, and CNC G-code was all generated from within FORAN. Pipe was broken down into spools (with help from the pipe production department) and arrangement and spool drawings were created using FORAN. As production on the tug was under way, lessons learned were rolled back into the model to be captured for future sister vessels. Ultimately, access
to the model was controlled by FBS, while distributing and removing access as the project matured. As units were completed and reviewed, the rights of FORAN users were modified to give them read-only access as a way to keep the model from changing after production artifacts were extracted. The reverse was also true that as systems were being worked, planning and lofting personnel’s access was turned off to prevent the release of incomplete information. If a change was required a request (with accompanying valid reason) was sent to the project engineer for review and approval. Once the change was implemented, the access was again restricted. FORAN allowed FBS to control access by user, by SWBS, and by unit. Having the ability to grant read-only, read/ write, or no access at all allowed complete configuration control of the design while still maintaining the ability to not interfere with progress.
Reviewing in Real Time Saves Rework Having the ability to review progress of the design in real time saved engineering rework time as well as time in production by ensuring that the product being developed by Guarino & Cox met the shipyard’s standard practices. In the past FBS had to
GNE ESI D I
50 YEARS OF INNOVATION
taken from the design agent and then turned into a 3D model. Then, 2D work packages were extracted from the model to bring the information to production. While the tug, too, was based on an existing vessel, it required the development of its own regulatory design package. FORAN’s full abilities were used for the tug in its initial design, while its regulatory design drawings were completed from a product of the model. 2D work packages were still employed to supply information to the work force. The tug had contract drawings (general arrangement, outboard profile, hold plan, and electrical one line) already in place at the time of the award. This was a “tonnage” tug where the naval architects already knew the general framing and structural methodology to follow to meet the tonnage requirements. Guarino & Cox had a hull shape defined from the parent vessel that was the starting point for the FORAN modeling effort. Work began in Louisiana when Guarino & Cox started to develop the internal structure of the vessel followed closely by routing of the major piping systems. During this process, FBS had live access to review the model, but also utilized electronic model reviews with both companies to improve on the model.
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TUG DESIGN Beacon Finland Expands Range of JAK ATB Coupling Systems Articulated Tug Barge (ATB) units are an extremely popular design in the United States. An ATB unit consists of a barge and tug that is positioned in a notch in the stern of the barge. Using retrac table pins, the tug is mated to the barge in a hinged or “articulated” connection. Founde d 30 year s ago, Be a co n Finland Ltd. Oy, Rauma, Finland, produces one of the most popular barge coupling systems for ATBs called the JAK coupling.
The JAK ATB Coupling Systems have been installed aboard numerous ocean and inland ATB units operating in both North and South America. Most of the ATBs fitted with the JAK coupling units operate within harsh ocean environments. However, Beacon Finland has introduced JAK units also for the Inland Waterways and Inshore operating areas. The JAK-series versions 100-, 200-, 400- and 700-series are all pneumatically operated, but can be equipped with the HYDRALOCK attachment. The hydraulic pressure is produced by a separate hydraulic power unit (HPU). All JAK-units are exceptionally tough, durable, and reliable, even when operating in ice conditions. The JAK-1000 is hydraulically operated and is intended for tugs with main engine power of 5,000-10, 000 hp. Typically, JAK-1000 series coupling systems are used for offshore and coastal ATB applications. Beacon Finland has now expanded its
range of the JAK ATB Coupling Systems to include the JAK-2000 and JAK-3000. These t wo new applic ations are intended for even bigger tugs and barges, which are used in most demanding operational areas.
BENEFITS of the JAK ATB Coupling System For the vessel operator and owner, the main benefits common to all versions of the JAK ATB Coupling System are as follows: • C ost saving: Less maintenance, less spare parts, fast and easy to use, less energy consumption; • Compact size and lightweight. For pusher/barge crew, the JAK coupling systems are: • E asy to use, safe and reliable and easy to maintain. F o r s h i p y a r d s , t h e JA K c o u p l i n g systems are: • C ost saving: Require less steelwork and are quick and easy to install.
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What’s on the horizon for 2018 January
• Navy Shipbuilding & Repair What Will the Budget Look Like? • Passenger Vessels Fuel Cells for Cruise Ships and Ferries • Ports The Top 10 Ports of North America • CEO Spotlight Exclusive Interview with a Thought Leader • Bonus Distribution: ASNE Day, Technology, Systems & Ships (TSS) 2018 Feb. 6-8, Washington, DC
• Cleaning Up Emissions Focus on New Propulsion Technologies • Enabling The Connected Ship Leveraging High Speed Connectivity for Operational Efficiency • Maritime Finance Roundtable Looking for Capital to Renew & Rebuild • CEO Spotlight Exclusive Interview with a Thought Leader • Annual Readership Survey • Bonus Distribution: Posidonia 2018, Jun 4-8, Athens, Greece Electric & Hybrid Marine World Expo 2018, Jun 27-29, Amsterdam, The Netherlands Clean Pacific, Jun 19-21, Portland, OR Marine Money Week, Jun 18-20, New York, NY
February • Inside Cruise Ship Design Examining the Newest Ships & Features • Regulator Roundtable What Regulations Pose the Biggest Challenges? • Disruptive Technologies Leveraging the Internet of Things (IoT), NAV/COM, Apps, Software and more • Arctic Technologies Next Generation Icebreakers • Bonus Distribution: Seatrade Cruise Global, Mar. 5-8, Fort Lauderdale, FL CMA Shipping 2018, Mar. 12-14, Stamford, CT
March • Inland Waterways: New Technology & Regulations: How They are Changing the Market Plus: The Renaissance of Riverboat Cruising • Seafarer Training: The Changing Role of the Mariner in the Digital Age • Engines: Cutting Emissions • CEO Spotlight Exclusive Interview with a Thought Leader • Bonus Distribution: Clean Waterways, Apr. 4-5, St. Louis, MO
June • Annual Yearbook & Maritime Review Exclusive Sector-by-Sector Coverage • World & U.S. Shipbuilding • Environment • Offshore • Navy • Tugs & Barges • Ferries & Cruise Ships • Notable & Quotable What Leaders are Saying about the Year Ahead • Maritime Cares Making a Difference Through Charitable Work
July • Gulf Coast Headliner Reporting on Marine Business in the U.S. Gulf of Mexico (Distribution at the Workboat Show) • Ship Repair & Maintenance Examination of the Current Market • Training Ships & Research Vessels Rebuilding the Fleet • CEO Spotlight Exclusive Interview with a Thought Leader
April • Tugs & Barges Industry Roundtable • Offshore Energy Report Getting Back to Work Plus: The Top 10 OSV Company Snapshots • Offshore Wind Promising Developments, Promising Opportunities • Shipyards: Safety is Paramount • Bonus Distribution: Marine Log Tugs & Barges 2018, May 2018, TBA OTC 2018, Apr. 30-May 3, Houston, TX American Wind Energy Association, May 8-10, Chicago, IL
• 14th Annual Green Issue Ballast Water Management • Emissions • Waste Water Management • Propulsion Efficiency • Hybrid Technology • LNG & Alternative Fuels • Green Technologies & Sustainable Shipping Supplement Environmental Insight from our Partners (Distribution at the Workboat Show) • Naval Architecural Roundtable The Evolution of Design • Noise Emissions The Move Toward Silent Waters • Bonus Distribution: SMM 2018, Sept. 4-7, Hamburg, Germany Marine Log Smarter Ships 2017, Sep 2018, TBA SNAME 2018, TBA
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95% September • Great Lakes Regional Roundtable • Ferries Top 10 Ferry Operators • Ferry Safety Lessons Learned & Emerging Regulations • CEO Spotlight Exclusive Interview with a Thought Leader • Bonus Distribution: Interferry 2018, Oct 6-10, Cancun, Mexico Canadian Ferry Association Conference 2018, Sep 30-Oct 2, Whistler, BC, Canada
October • Ferry Operator Roundtable • Modernizing The Fishing Fleet • Patrol Boats: What’s New? • Electric & Hybrid Propulsion • Bonus Distribution: Marine Log FERRIES 2018, November 2018, TBA Pacific Marine Expo, November 2018, Seattle, WA Clean Gulf, Nov. 13-15, New Orleans, LA
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TUG DESIGN rely on a third party engineering firm to take functional drawings and turn them into a valid model and deliver the shipyard complete work packs. The drawbacks to this method are obvious; the shipyard lacked oversight and the ability to modify the design. The ability to have multiple people working within the model compressed the overall design cycle to meet the schedule of the shipyard. This benefit was easily extended to pick up short-term spikes in
workload, Bay Shipbuilding contracted with other design firms overseas. FORAN and Citrix gave the shipyard the ability to give someone controlled access to the database; by sending them the correct credentials and a well-defined scope of work FBS was able to keep up with the demand of the production schedule without incurring unnecessary expenses such as travel, lodging, or per diem as was the case when contract workers had to be on site to support these tasks.
Big Cost Savings for Shipyard Moving to FORAN and incorporating the benefit of Citrix has been a big cost savings for the shipyard, as well as a big step for the technological improvement at Fincantieri Bay Shipbuilding. In the future, say the authors, it is not unrealistic to expect to eliminate the need for any 2D artifacts. Through industry panels and professional organizations, the conversation has already begun to have regulatory agencies review and approve 3D models. Other shipyards, through research grants, have begun experimenting with a 3D work pack that eliminates the paper, but also bundles ancillary information on a tablet. This is one of the next logical steps for those that embrace the benefits of FORAN and other similar CAD/CAM systems.
A Significant Evolution
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28 Marine Log // November 2017
The authors say that the implementation of the FORAN system at the shipyard was a significant step in the evolution of ship design and construction in the U.S. For a couple of decades, most U.S. shipyards have had functional designs developed in a 2D approach. Later on, for the detail design, a 3D model of structure was done with a minimum definition of machinery and outfitting. This implied different sets of information that required manual intervention for purchasing and planning documents. FORAN allowed most all of the design stages to be developed or added to the 3D model providing in a single database with all the design and production information fully accessible by the shipyard. This strategy of work increased the efficiency while reduced the costs, from contract to production. Some of the most remarkable advantages are: Improvements in the design quality; Quick evaluation of design alternatives; Automation of repetitive tasks; Early estimation of materials, weights, welding and painting; Virtual Reality early review; Finally, it also facilitates the definition of the early outfitting (general layout and layout of critical compartments) and improves the coordination between disciplines.
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KEEPING PACE WITH A SMART FUTURE By Christopher J. Wiernicki, Chairman, President and CEO, ABS
n the past year, the maritime industry has taken some significant steps on the journey to autonomous shipping: we have moved from the theoretical realm into a commercial world of wellresourced projects. Publicly funded ventures are underway in the U.S., Japan, Singapore and China, while the public and private sectors are leading similar initiatives in northern Europe. Tomorrow is arriving very quickly, as evidenced by the shorter cycle times between the announcement of new projects and the technologies to support them. Smarter ships are already here and we will see their ‘intelligence’ grow in the next few years. This will give rise to the next generation of safety systems, in which cyber and software stand side by side with traditional systems for structures and machinery. In our central role as the industry’s technical connector, class will be required to issue new rules, guides and advisories for cyberenabled systems and components, software and data management and security. The rise of new technologies and the pace of change will gain velocity as the emergence of data-driven and performance-based systems and regulations increasingly drive our
30 Marine Log // November 2017
decisions. Class will be central to these discussions, helping to ensure that our industry has the technical support it needs to optimize asset performance and continue to strengthen our collective safety record. As ships get smarter, owners will expect the incremental increases in operating efficiency to reduce costs and emissions. In turn, this will further promote safety; any steps that improve operational reliability will have safety benefits. At ABS, safety is in our DNA. We take great pride in being at the top of all the most recent Port State Control (PSC) tables compiled by the independent maritime authorities in Tokyo, Paris and the U.S. As an organization that is relied upon by industry to offer timely technical support in an era when the pace of technological change is rapidly accelerating, the PSC tables illustrate that our class-centric strategy is paying safety and performance dividends for our clients. As a result, market confidence in ABS continues to provide us with the biggest order book for new ships among class organizations. Maintaining that trust, and our strong commitment to safety, will continue to motivate us as we support the industry’s
transition towards smarter ships. From a technical perspective, we have entered the initial stages of an era that Klaus Schwab called the Fourth Industrial Revolution (Industry 4.0). Industry 4.0 is all about connectivity. It is an era that promises realtime enterprise as machines and devices communicate with each other, providing the type of instant information that will allow for an immediate response to demand. At its core is the Internet of Things, a network of physical devices embedded with electronics, software, sensors and connectivity-enablers that allow these objects to collect, exchange and analyze data. From a marine perspective, these technical trends are giving rise to the creation of unprecedentedly connected cyber-physical systems that blend information and operating technologies. We are just beginning to understand the potential of Industry 4.0; but we know the learning curve will see fully automated shipping develop in stages, with the first pilot projects held in regional/national waters until global regulation catches up. Initially, ships will operate with reduced crews—and remote support—while functions such as the monitoring of operational health and performance are automated. To varying degrees, the development of these “smart” capabilities has already begun. Embedded sensors are collecting and reporting data, supporting the auto-analytical management of system functions and ship processes. As the maritime industry continues along its journey to full autonomy, it will slowly begin to rely on robotics to supplement or complete simple and then complex functions, albeit with direct human oversight. As the systems and regulations mature, the automation of complex functions will become more commonplace, initially with remote human oversight and control. Eventually, the technology and systems will be developed to reliably support the autonomous control of complex functions in complete independence. On the water, each stage of this journey will be represented by the phased emergence of: remotely operated ships in local jurisdictions; remotely controlled but unmanned ships in coastal waters; remotely controlled, unmanned ocean-going ships; and finally fully autonomous ocean-going vessels. At each step, the technology introduced will be disruptive to various degrees.
Christopher J. Wiernicki Already, the increased connectivity of the systems of IT and operating technology is forcing ship owners and industry regulators to reassess the way they view risk management and systems engineering. The holistic systems connectivity that will be required to operate and monitor autonomous ships will drastically change the way in which we design and engineer our marine assets. The aperture through which our industry views risk must widen to include software, cyber-enabled and smart networks and technologies. When safe operations depend on full systems connectivity, every incremental advance in technology, functionality and capability—as well as each software upgrade —can introduce new entry points for error, ill intention and dysfunction.
What Does This Mean for Class? Class has always been the technical connector for our industry, a role that has supported the development of practical regulation, technical rules and industry standards. As connected systems add complexity, we must evolve to expand beyond our traditional comfort zones—hull structures, mechanical and electrical engineering, and hydrodynamics—into entirely new domains, adding a new dimension to our traditional safety structure (see graphic below). We are already developing new software and sensorial tools to support systems engineering, compliance and performancemeasurement activities. However, shipping’s transition from automated through smart to autonomous will require class to develop new rules and technical capabilities that support emerging regulation and help the industry to transition from monitoring the health of individual systems to, eventually, optimizing the performance of fully connected networks. Part of that transition will need to be achieved through an escalation of collaborative research (with industry, academia and government) where the development of advanced analytical tools will further unlock the power of data. Digitization is changing the way the world operates. Foundational to that change is our ability to understand data, how it can be connected, collected and interpreted. Asset owners and operators in a smarter maritime industry simply must have access to realtime information to assure safety, systems security and optimize performance.
In some respects, this will not require a complete re-invention of the wheel; much can be learned from other industries. For example, before data analytics, periodic maintenance of airplane engines was the norm in the aerospace sector. Today, certain industries, such as aerospace, have transformed their operations by combining technology and analytics to improve condition monitoring. With 100 sensors embedded in each engine, real-time performance data – on vibration, pressure, temperature and speed, etc.— is streamed to global monitoring centers. There, the application of advanced predictive algorithms allows fewer people to monitor more engines and prevent technical failures before they occur. Not everything we need to support the maritime industry’s transition to autonomy can be borrowed, however. Resources will need to be continuously allocated to create what we at ABS refer to as “centers of excellence,” the interactive hubs of collaborative R&D that spur innovation. One such example is the Global Ship Systems Center unveiled in Athens this summer. Aligned with some of the world’s top maritime universities and independent research institutes, the GSSC takes a systems-based approach to technical innovation to advance the present strategies in disciplines such as cyber safety, control and automation, monitoring vessel performance and emission control. At present, 40 projects are underway. Our industry’s commitment to technical innovation will clearly dictate how quickly ships get smarter, with all the inherent benefits. But I believe the way organizations develop talent will prove to be the most important measure of progress. As a trusted industry advisor operating at the frontier edge of technology, the most important asset on our balance sheet is our
people. People are the engine that drives ABS, just as talent is the energy source that propels us forward. As we work our way through the fourth industrial revolution, we will need to develop the type of integrated skillsets that cut horizontally across technical areas. Career trajectories will no longer be solely dictated by linear equations such as age + experience + skills + training. The next generation of talent must have the type of convergent mindsets that will allow them to combine traditional naval engineering with software knowledge and the ability to interpret data. The skills of civil and mechanical engineers and naval architects will have to be blended with those of systems, cyber and risk engineers, data analysts and computer scientists. For academia and technical-training institutions such as ABS, this will require educational programs that encourage students to go beyond existing engineering silos to anticipate and exploit rapidly emerging technologies and emphasize integration. Future naval architects will need to supplement strict technical disciplines with non-traditional areas such as architecture and sustainable design, information systems, as well as data security and management. To encourage convergent thinking across ABS, we are actively hiring people with non-traditional skills from non-traditional sources and blending them with our traditional knowledge of structures, machinery, mechanics and electrical systems to support the next generation of safety systems. We are creating a culture that recognizes the importance and value of data, one that rewards continuous adoption, adaptation and relearning. We are changing the way we identify talent by creating a leadership culture that promotes analytical capability, fast learning, convergent thinking and the ability to manage and exploit disruptive technologies. And we are committed to fulfilling our responsibility to industry to invest in a continuous program of in-house training and development that emphasizes systems thinking and data-driven decision-making. As we enter the era of smarter ships, it would be easy for casual observers to assume that the value of human input will decline. But, at ABS, we understand that technology lacks institutional knowledge, social skills and common sense, so nothing could be further from the truth. November 2017 // Marine Log 31
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AUTONOMOUSSHIPPING SHIPPING AUTONOMOUS
switch U.S.-based start-up in the thick of the race to launch the first autonomous vessels
Photo: Sea Machines Robotics, Inc.
By John R. Snyder, Publisher & Editor in Chief
he race to launch the world’s first autonomous vessel is on, with a number of European marine technology companies jockeying for the lead. Rolls-Royce, for example, struck a deal last month to use Google’s Cloud Machine Learning Engine to train its Artificial Intelligence (AI) based object classification system to detect, identify and track potential hazards that a vessel might encounter while its at sea (read more about it in Tech News on page 46).
Rolls-Royce, which is involved in a number of joint projects to develop autonomous vessels, teamed with Svitzer this past June to demonstrate the remote control operation of the 28m harbor tug Svitzer Hermod in Copenhagen Harbor. The tug, which is designed by Canadian naval architect Robert Allan Ltd., was controlled from a Remote Control Center (ROC) at Svitzer headquarters, which docked the tug pierside, undocked, turned 360 degrees, and then was sailed to Svitzer headquarters. There was a
captain and crew on the tug at all times during the demonstration. Commenting on the demonstration, Kristian Brauner, Chief Technology Officer, Svitzer said: “Disruption through innovation is happening in almost every industry and sector and technology will also be transforming the maritime industry.” The Svitzer Hermod is equipped with a Rolls-Royce Dynamic Positioning System, which is the key link to the remote controlled system. November 2017 // Marine Log 33
AUTONOMOUS SHIPPING The tug also has a range of sensors that collect data inputs using advanced software that are transmitted to the captain at the ROC to provide an enhanced understanding of the vessel and its surroundings. The ROC does not mimick an existing wheelhouse design. Rather, it was designed with feedback from experienced captains to place the different system components in the optimum place to give the master confidence and control. The aim is to create a
future proof standard for the control of vessels remotely. Two years ago, Robert Allan unveiled its own concept for a remotely controlled workboat called the RAmora as a first step towards autonomous vessels. In September, Wärtsilä demonstrated remote control navigation of the 80m Highland Chieftain in the North Sea—from more than 5,000 miles away in California. Wärtsilä has joined with Rolls-Royce, Cargotec, Ericsson, Meyer Turku, and Tieto in a
project aimed at bringing autonomous shipping to the Baltic Sea by 2025. In late September, Yara International, a Norwegian fertilizer producer, took the wraps off of the model of the Yara Birkeland, a $25 million autonomous zero emission 120-TEU container feeder vessel. Teaming with Kongsberg, Yara International expects to launch the feeder vessel in the first quarter of 2019. Not to be ignored in the scramble for the top spot is a small U.S.-based start-up Sea Machine Robotics, Inc. A Boston-based venture-backed company established in 2014, Sea Machines announced the release of its Sea Machines 300 Autonomous Control System for commercial marine vessels at Marine Log’s Smarter Ships 2017 conference in Seattle, WA, this past September. Initially aimed at the workboat market, the system is described as the world’s first autonomous vessel control standardized on industrial grade hardware. Phil Bourque, Director of Business Development, Sea Machines Robotics, Inc., says the company has been testing its system in workboats that are less than 15 meters. He points out that the system, however, is scalable. “We typically use Broadband radio or Super High Frequency (SHF) radio to control the boat to a range of about five miles, but that can be enhanced to about 30 miles. For oceangoing vessels, Ka band or L band would be used. “All our testing is done with minimal crew on board. The onboard crew can take over the vessel with a flip of a switch.” Bourque says the company has a pilot project in New Jersey with a vessel equipped with inboard diesels operating in spill response, and another with a “daughter vessel” that has inboard diesels that is operating in Denmark.
U.S.- Flag Ship to be Tested Next month, Sea Machines Robotics will go a step further. It has been contracted to begin engineering on a pilot program for a 200m containership under construction in the U.S. for the Jones Act in the U.S. Classification society DNV GL is a partner on the project. The ship is expected to be commissioned next year. “Who would’ve thought the little company like ours might be the leader in this race,” says Bourque. Sea Machines CEO Michael G. Johnson, says, “We are making autonomous and remote command a standardized product that soon will be as commonly deployed as radar or chart plotter systems.” The Sea Machines 300 is built on marine 34 Marine Log // November 2017
AUTONOMOUS SHIPPING industrial Siemens components and computers. It interfaces with vessel instruments and systems and can integrate with an array of propulsion configurations. The system takes data from typical navigation sensors —including DGPS, AIS, and radar— for real-time awareness and perception. A l l a u to n o my s y s te m co m p o n e n t s are mounted in a mar ine IP67-r ated electrical enclosure. The system is supplied with a user interface, called Sea Machines TALOS, that provides computer-controlled autonomy options, or direct joystick control. TALOS can also control multiple vessels from a single station. In autonomy mode, the user can select from prog r ammable commands such as: planned way point tracking/gr ids, collaborative navigation with other vessels, all while incorporating multi-objective decision-making. The Sea Machines 300 features embedded collision avoidance algorithms and abides by parts of IMO’s COLREGs navigation rules. The Sea Machines 300 has an advertised pricetag of $98,500.
The Yara Birkeland will set sail in the first quarter of 2019
Tuco Marine Tests Autonomy System One company Sea Machines is working with is Denmark’s Tuco Marine Group, which offers a wide range of workboats in composite materials. Jonas Pedersen, Managing Director, Tuco Marine, says, the company has received inquiries for autonomous vessels in three distinct sectors: Defense & Security, Offshore, and Workboats. Pedersen founded Tuco Marine with his childhood friend, Jakob Frost. Pedersen says that he believes that true commercialization of autonomous vessels won’t come for “quite sometime, but saying that doesn’t mean that I won’t sell any boats. I think I will sell boats shortly. Many companies are looking into using an autonomous vessel and keep themselves in the forefront.” Pedersen believes there is interest in evaluating the operational potential and value that can be derived from autonomous vessels. “When they purchase a boat from us, it will have dual capability. It will be able to be manned or unmanned,” he says. Tuco Marine expects to complete testing on a 12m light patrol boat in mid-November. Once the testing is complete, Tuco Marine will start offering its boats with this equipment. Clients will be able to test autonomy using the 12m demonstrator vessel. “It will enable the clients to see and fully understand the commercial possibilities and see the value,” says Pedersen.
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By Jim Romeo
Photo: Shipbuilders Council of America
With offshore oil and gas flat, shipyards are looking to other opportunities
t’s been a tough year for offshore supply vessel operators in the U.S. Gulf of Mexico and, by extension the shipyards and suppliers that depend on the oil patch to support their businesses. While the number of rigs drilling for oil and gas in the U.S. jumped to 909 as of the end of October 27—up from 557 the same time last year—the number of offshore rigs slipped by one, from 21 to 20, during the same time period. That’s because the shale oil and gas boom remains strong in North Dakota, Texas and Oklahoma. And that trend is expected to continue in the near term. The U.S. Department of Energy reports that it expects American drillers in shale oil regions to increase their output another 81,000 barrels per day in November for a total of 6.12 million barrels per day. That’s about two-thirds of the total domestic daily oil output. The depressed number of offshore drill rigs operating in the GOM means that there are limited opportunities for OSV operators. In a presentation to investors this past September, for example, publicly traded Hornbeck Offshore Services (HOS) said it had stacked 41 new generation OSVs and had plans to stack another four OSVs in the third quarter of this year. Vessel stacking reduces operating expenses between $500 and $1,500 per day per vessel and allows the company to defer cash outlays for vessel dry-dockings until market conditions improve. Matthew Paxton, President of the Shipbuilders Council of America (SCA), the lobbying arm for the shipyards, says the industry has seen a slowdown but, from his perspective, there are new and exciting opportunities in commercial shipbuilding.
Modernizing the Fishing Fleet “We are especially interested in the opportunities to recapitalize the fishing fleet of the Pacific Northwest,” he says. “These vessels are more complex than their predecessors and are absolutely integral to the commercial fishing industry. Such demand is welcomed, particularly on the tail of a downturn in the oil and gas industry.” A study prepared for the Port of Seattle and Washington Maritime Federation, suggests that $1.6 billion in modernization projects for the North Pacific fishing fleet will be completed within the next 10 years. Modern freezer longline vessels can cost upwards of $34 million, while a factory trawler could be as much as $130 million. “The downturn in the oil and gas industry has led to a dramatic drop-off in demand for offshore supply and support vessels,” says Jamie Smith, President of ABS Americas. “Looking ahead, we would expect this sector’s future to remain intimately tied to the evolution of energy demand.” Smith says that recent orders for tugs and barges have been relatively steady for shipyards in the GOM when compared to the previous two years. Also, he notes an upturn in work for governmental entities. “Specifically, there has been an increase in ferry orders for local and state authorities, oceanographic research vessels and non-combatant USN and USCG vessels,” says Smith. “The present market conditions have compelled many owners to put vessel-repair projects on hold, electing to lay-up vessels until the market improves rather than conduct dry-dock surveys and repairs for ships whose utilization rates may be less than ideal.” November 2017 // Marine Log 37
SHIPBUILDING the first of three 193 ft Regional Class Research Vessels. The grant to OSU by the National Science Foundation (NSF) could increase $365 million if approved by Congress, clearing the way for the construction of two more research vessels.
Heavy Polar Icebreaker Draft RFP
Artist’s rendering of the Army’s new MSV(L)
OPC Among Notable Orders Notable among the recent non-U.S. Navy orders placed at shipyards are: Pasha Hawaii’s $400-million order for two LNG-fueled, 2,525 TEU containerships from Keppel AmFELS; the U.S. Coast Guard’s Offshore Patrol Cutter (OPC)—potentially worth more than $10 billion—and New York City Department of Transportation’s $300-million-plus Staten Island Ferry contract, both awarded to Eastern Shipbuilding Group, Panama City, FL. The U.S. Army selected Vigor, Portland, OR, for the replacement of its Maneuver Support Vessel (Light) that will see 32 vessels built at a cost of about $980 million. Gulf Island Shipyards was awarded a $121.88 million contract by Oregon State University (OSU) for the construction of
This past February, the U.S. Coast Guard awarded five firmfixed-price contracts for design studies for a new Heavy Polar Icebreaker. The contracts, totaling about $20 million, were awarded to Bollinger Shipyards, Lockport, LA, Fincantieri Marine Group, Washington, DC, GD-NASSCO, San Diego, CA, Huntington Ingalls Inc., Pascagoula, MS, and VT Halter Marine, Pascagoula, MS. On Oct. 19, the U.S. Navy in collaboration with the U.S. Coast Guard under its Integrated Program Office, took the next step and released a draft Request for Proposals (RFP) for the Heavy Polar Icebreaker Program. The draft RFP is for the Detail, Design, and Construction of one heavy polar icebreaker, with options for two additional ships. Interested parties will have to respond by December 11, 2017. The final RFP will be released in 2018, with a contract award expected in FY 2019—subject to appropriations. Any delay in the contract award could potentially cause a delay in the delivery of the first heavy polar icebreaker, presenting a capability gap for the Coast Guard. For now, the Coast Guard has the aging Polar Star (WAGB-10) as its only heavy polar icebreaker. According to a report by the Government Accounting Office (GAO), the Coast Guard plans to extend the service life of the Polar Star to bridge a potential heavy icebreaker capability gap, but has not completed assessments to determine the cost of the plan.
our y k c o d y Dr ! ship here
Customer before company, employee before owner, family before self, safety above all Charleston, South Carolina 38 Marine Log // November 2017
SHIPBUILDING According to Coast Guard planning documents, the Coast Guard faces a potential heavy polar icebreaker capability gap of up to three years between the end of the Polar Star’s service life and the scheduled delivery of the lead replacement heavy icebreaker in fiscal year 2023. While the Coast Guard considered various options to bridge this potential heavy icebreaker gap, in a January 2017 study the Coast Guard reported that it was planning for a limited service life extension of the Polar Star to keep it operational until fiscal year 2025, at an initial cost estimate of $75 million. However, the Coast Guard has not completed a formal cost estimate for this effort and we have previously reported that the $75 million estimate may be unrealistic. An analysis by the Navy and the Coast Guard estimated that the lead ship of the new heavy polar icebreaker program could cost $1.15 billion. That’s a lot of cold hard cash. Johan Sperling, Vice President for Jensen, Crowley Maritime’s new construction group, says the new construction market has slowed down significantly in the last 12 to 15 months, and he does not see a large bounce back in the near-term. “There are projects out there, but they will not employ everyone,” says Sperling. “If the government ends up beefing up the marine infrastructure, then that would certainly help the U.S. shipbuilding industry in the near term. There are some indications that the repair market could be in much better shape short-term than the new construction market. For example, Jensen has adjusted its structure to better serve the repair demand. We have taken what we have learned through Crowley’s work and can now offer a more comprehensive product to our customers.” Be it repair or new construction, the U.S. shipyard industry relies heavily on bringing the best technology to each project, with the
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right mix of skill and labor. “Many of our shipyards are taking this opportunity to diversify and reinvest in their facilities,” says Paxton. “Capital investment in manufacturing buildings, machinery equipment and shipyard infrastructure in addition to workforce development investments will continue to make U.S. shipyards more competitive and capable to respond to upcoming opportunities.” The U.S. Maritime Administration recently awarded $9.8 million to 18 shipyards under its Small Shipyard Grant program to help in capital investments for new dry docks, CNC equipment, cranes, Marine Travelifts, bending equipment, etc. “The management offices of many of our members have been especially good at recognizing the change in market, internally restructuring and making the proper investment in personnel, training, equipment and shipyard infrastructure to expand operations, product lines and customer bases,” says Paxton. “This type of investment can also result in companies drastically cutting their lead times—saving clients and this shipyard money on labor and materials and making them more attractive to potential customers.
In Search of the ‘Digital Thread’ Douglas Macdonald, Product Marketing Director for the Aras Corporation—a developer of product development software—sees the shipbuilding industry continuously searching for the best technology to provide the right ingredients to compete globally. The right technology not only expedites and improves production, but also improves quality and workmanship. “Shipbuilders have focused on streamlining their internal processes and establishing a common IT toolset across the organization to work much more efficiently and effectively,” says Macdonald.
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For more information, visit crowley.com/government 40 Marine Log // November 2017
“The result is that some have been able to enter more competitive bids and ultimately win more contracts. This is precisely what it takes to be successful in shipbuilding today.” Huntington Ingalls Industries, an Aras customer and builder of ships for the U.S. Navy and Coast Guard and commercial enterprises, proactively embraces the latest IT technology and tools to compete and deliver. Macdonald cites them as a “great example of a U.S. shipbuilder that’s deftly navigating the challenges of the current reality.” Macdonald says, “Shipbuilders like Huntington Ingalls recognize that the use of technology is a significant competitive advantage, and are pursuing a digital transformation of their IT environment. To be successful they must leverage their legacy IT architecture while introducing new technology to connect disparate systems and position themselves to embrace future requirements. The result is simplified process workflows, and one version of the truth that ensures every part of the business has the right data at the right time to make informed decisions throughout each stage of the design/construction process.” Macdonald says the next phase for shipbuilders is enabling complete through-life product traceability, also known as the Digital Thread. It is the ability to trace all decisions, parts and product data from initial requirements to the actual hull number. “From there, they have the ability to develop the Digital Twin, the complete set of digital information that represents the configuration of the ship as built and maintained,” says Macdonald. “The Digital Twin creates new opportunities to improve ship maintenance, and to optimize ship performance and operation in the field.” The right technology helps create the value that results in a reliable and operational vessel. Technology also aids the implementation of innovative designs and better ways of building and repairing ships. Ships are being constructed with many new design requirements - be they environmentally compliant, more fuel efficient, or of greater tonnage in response to the Panama Canal’s widening. “Technology in shipyards, like in most industries, can unlock potential value and create opportunities to streamline processes and speed in construction of vessels,” says Paxton. “Many of our shipyards are constantly reviewing their operations to unlock any potential value. U.S. shipyards are hungry for these technological opportunities, which resulted in one of our members building the world’s first LNG-powered container vessel, now servicing the Puerto Rico trade.” There are so many facets to the benefit that smart technology provides. Not to be under-emphasized, is the importance technology plays in making the shipyard—an industrial environment with one of the highest risks—a safer place to work and operate. “Technology can also empower the shipyard workforce in ways not seen before – including for safety in the shipyard,” says Paxton. “Some of our member shipyards are leveraging the natural presence of smartphones and available data to allow workers to photograph potential safety hazards or design changes which can be immediately be run up the chain for corrective action. This type of technology not only betters the workforce, but the products of our workforce and ultimately our industry.” Technology and efficiency will always be watchwords in the industry, as success relies heavily upon them. “Technology and project management will be key drivers going forward for successful shipyards,” says Jamie Smith. “Due to the industry downturn, competition for the new building and repair contracts is relatively fierce. Shipyards and service providers need to be innovative and to maximize their operational efficiencies to ensure competitiveness and profitability.
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DECK MACHINERY Feature
TECH LOAD Compiled by Marine Log Staff
The integral role deck machinery plays in the advancement of research and technology at sea
Photo: Oreon State University/Glosten
eck machinery, from Stern A- F r a m e s t o w i n c h e s , i s essential to the success of research vessels worldwide. Back in 2015, Allied Marine Crane, designed and equipped two cranes, an A-frame, one davit, two handling systems and two hydraulic power units for two Neil Armstrong Class research vessels built for the U.S. Navy and operated by the Woods Hole Oceanographic Institution and Scripps Institution of Oceanography at UC San Diego—the R/V Neil Armstrong and R/V Sally Ride, respectively. Both ships were designed by Guido Perla Associates, Inc., Seattle, WA, and built by Dakota Creek Industries, Anacortes, WA. The need for over-the-side and onboard handling gear is vital to deploying and retrieving equipment, scientific instruments and tools to make research possible. Oregon State University’s new Regional Class Research Vessel (RCRV) will be a
state-of-the-art multi-mission ship that will be able to conduct research in any ocean and “in areas from shallow coastal bays and estuaries to and beyond the continental shelf and slope.” The regional class vessel, currently under construction at Gulf Island Shipyards, LLC, Houma, LA, will be ABS Ice-Class C0 and DPS-1, Green-Marine Certified, acoustically quiet, and carry up to 29 crew and scientists. Funded by a $121.88 million grant from the National Science Foundation—the largest grant in the University’s history— the vessel will be equipped with EPA Tier IV Caterpillar C32 main generators and Schottel thrusters. If OSU opts for an additional two vessels, the grant total could increase to nearly as much as $365 million. At the time of the contract announcement, OSU President Edward J. Ray said: “Oregon State University is extremely proud to lead this effort to create the next generation of regional ocean-going research vessels
funded by NSF. Our exceptional marine science programs are uniquely positioned to advance knowledge of the oceans to seek solutions to the threats facing healthy coastal communities—and more broadly, global ecological well-being—through their teaching and research.” Tapped to help bring the vessel’s research capabilities up a notch is Rapp Marine— who has previously supplied electric deck machinery for oceanographic research to UNOLS’ (University National Oceanographic Laboratory System) Global Class vessel R/V Sikuliaq operated by the University of Alaska Fairbanks; electric drive winches to five NOAA Fishery Research vessels, including the latest, R/V Reuben Lasker; and machinery to a number of research vessels operating internationally. Rapp says that under the contract with Gulf Island Shipyards it will provide an overboard handling system that will be comprised of an oceanographic winch November 2017 // Marine Log 43
and hydrographic winch systems, the stern A-frame, portable side frame, main crane, overboard handling apparatus and Launch and Recovery System (LARS). OSU’s Regional Class Research Vessel Project Manager (RCRV-PM) Demian Bailey, tells MARINE LOG that these “handling systems and controls will be at the core of these highly capable next generation research vessels. The winches, frames, cranes, and their controls are what enable the ships to conduct the majority of their at-sea science.” He adds, “Without the overside handling systems, scientists could just as well use AUVs or buoys to collect their science data. But these systems are what allow them to
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44 Marine Log // November 2017
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Bailey. “Similar to an electric car that uses braking power to charge batteries, the brakes on Rapp’s winches will feed into the ship’s DC bus in order to provide a bit of power to the ship thereby lessening the demand on the variable speed generators.” Rapp Marine will deliver the handling systems in 2019. The new vessel will feature Siemens BlueDrive PLUSC Diesel Electric Propulsion (DEP) system. Reducing noise and vibration on the water during research activities is critical, and the BlueDrive PLUSC is capable of reducing varying engine loads to optimize operations. The vessel, the first in what could potentially be a series of three, is to be delivered to OSU at the end of 2020.
Advancements in Traction Winch Systems For Seattle’s Markey Machinery, its involvement in Ocean University of China’s research and training vessel DONG FANG HONG 3 project has led to greater developments in its deep-sea traction winches—making way for a more powerful, high-performance system. Markey Machinery, which won the contract to supply five winch packages for the research and training vessel, notes that one of the key project requirements was to provide a traction winch capable of working with synthetic fiber lines at significant line loads and speeds. But having dealt with synthetic lines with its hawser winches in the past, Markey knew there were possible drawbacks, including shock loading of synthetic lines—which can cause synthetic ropes to fail early. To eliminate that possibility, Markey incorporated its proven Render-Recover automatic line control, an automatic compensation technology, into its traction winch system design to ensure long rope life and improve depth position stability. The technology helps protect synthetic hawser lines. The advancements weren’t done there. Markey also addressed the issue of line spooling by increasing level wind speed so that successive layers cross over the preceding one at a relatively acute angle. This, says Markey, prevents upper layers from pulling down lower layers when under tension. Markey’s new traction winch also features a new synthetic line, where both the rope and durable cover are made of braided synthetic fiber and is torque-balanced—making it ideal for bottom sampling at depth. Markey’s new machinery can handle cables with breaking strengths up to 44,000 kg and its traction winches have 20,000 kg rated line pulls and light line speeds of up to 120 meter per minute.
Photo: Markey Machinery
Markey Machinery’s new traction winch
actually sample and view the ocean in various ways that no automated systems can remotely match. Rapp’s heave compensating and auto-render systems will allow our ships to conduct safe over the side operations in rougher conditions meaning we’ll be able to get more data per dollar with less at-sea down time. This increased efficiency will benefit both the science community and the public who ultimately benefits from their research.” Rapp says the oceanographic winch will be used for towing scientific devices, coring, and deploying and recovering large surface buoys or heavy packages to the seafloor. The hydrographic winch system will be used for instrument handling and towing as well as CTD/rosette casts. The portable winch system will be used for lighter tows or casts. The load handling systems will employ state-of-the-art features for smooth operation, a few of them including Electric Variable Frequency Drives and Active Heave Compensation for all the winch systems, wireless control chest packs with CCTV display feeds and Rapp Marine’s Pentagon PLC Control System. One of the more exciting aspects of Rapp Marine’s support is the “plan to have regenerative braking on the winches,” says Mr.
Harley Marine Appoints New Chief Financial Officer Harley Marine Services has announced the appointment of Sterling Adlakha as Chief Financial Officer. Adlakha, who previously served 10 years in the U.S. Coast Guard, held positions in investment banking and equity research before returning to his maritime roots. Bristol Harbor Group has named John Hunter, P.E. as a Senior Naval Architect. Hunter brings with him 40 years of experience in design and construction. Mark Price has joined the Port of Longview as Director of Marine Terminals. He will manage cargo operations, ensuring the Port operates at a high volume.
Damen Shipyards Group has appointed Andrea Trevisan as Sales Director Cruise New Building. The new position is a result of Damen’s expansion in the expedition and cruise vessel market.
Evac Group has named Tomas Michelsson President, Offshore and Merchant—effective January 18, 2018. He will succeed Claes Rudling who retired this summer. The Shearer Group, Inc. has added a new member to its team. Anne Hasuly, P.E. has joined TSGI as a naval architect. She holds a B.S. in Naval Architecture & Marine Engineering from the University of New Orleans.
The Women’s International Shipping and Trading Association (WISTA) has elected Despina Panayiotou Theodosiou, CEO of TOTOTHEO Maritime, to the position of International President. WISTA also named the Ports of Auckland’s Diane Edwards as International Secretary. The Greenbrier Companies, Inc. has announced the passing of A. Daniel O’Neal, former Director of Greenbrier’s subsidiary Gunderson.
Absolute Outdoor, Inc. has named Len Nelson as Director of Sales, Commercial and Industrial. Mr. Nelson will direct the global sales endeavors of Kent Safety Products and manage the brand’s efforts in the marine channel.
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November 2017 // Marine Log 45
TECH NEWS John Deere Adds New Engines to Lineup
Up in the Clouds: Rolls-Royce and Google Team Up Rolls-Royce has joined forces with Google to further develop its intelligent awareness system and inch its way closer smarter autonomous ships. The agreement will enable Rolls-Royce to use Google’s Cloud Machine Learning Engine to further train the company’s artificial intelligence (AI) based object classification system for detecting, identifying and tracking the objects a vessel encounters at sea. “While intelligent awareness systems will help to facilitate an autonomous future, they can benefit maritime businesses right now making vessels and their crews safer and more efficient,” says Karno Tenovuo, RollsRoyce SVP, Ship Intelligence. “By working with Google Cloud we can make these systems better faster, saving lives.” Rolls-Royce will use Google Cloud’s software to create customized machine learning models that can interpret large and diverse
marine data sets created by Rolls-Royce. Machine learning is a set of algorithms, tools and techniques that mimic human learning to solve specific problems—recognizing patterns in training data and making prediction from previously unseen data. The larger the data set—the more accurate the predictions. Rolls-Royce’s expertise will be used to prepare the data to train the models. By accessing this software through the Cloud, the models can be developed from anywhere in the world and can be accessed immediately worldwide—an essential piece to the autonomous ship puzzle. The two companies also intend to undertake joint research on unsupervised and multimodal learning. Additionally, they’ll test whether speech recognition and synthesis are viable solutions for human-machine interfaces in marine applications. www.rolls-royce.com/marine
Torqeedo Acquired by DEUTZ A market leader in electric mobility, Torqeedo was recently acquired by DEUTZ, a manufacturer of innovative drive systems. “As part of DEUTZ, Torqeedo will realize substantial opportunities in the areas of industrialization, supply chain management, sales and service,” said Torqeedo’s CEO Cristoph Ballin. “We will use these to further accelerate the development of sustainable and modern mobility on the water. Since its introduction into the market in 2006, Torqeedo has achieved an average annual growth rate of 35%. Under the acquisition agreement, Torqeedo 46 Marine Log // November 2017
will operate as an independent subsidiary and continue to develop its high-tech marine products under its established Torqeedo brand and with its current leadership. Meanwhile DEUTZ will bring Torqeedo’s sustainable electric and hyrbrid technologies to its existing product lines. Torqeedo’s leadership will also assume top management roles at DEUTZ AG. Mr. Ballin will act as Head of Strategy; Torqeedo’s COO, Dr. Ralf Plieninger, is Head of Electrification and Torqeedo’s CFO, Hieko Brambach was appointed to the management board. www.torqeedo.com
John Deere Power Systems has introduced a pair of new marine auxiliar y engines to its PowerTech line. The new engines are specifically designed for radiator-cooled marine gen-set and auxiliary applications. H eat h e r Balk , Mar i n e Mar ket Pl a n n e r f o r J o h n D e e r e Po w e r Systems says “The range of engine options allow our customers to select the best product for a variety of generator and auxiliary application needs including pumps, winches, cranes and hydraulics.” The PowerTech 6090HFM85 is rated for variable speed at 242 kw (325 hp) at 2,000 rev/min and for generator drive and constant speed auxiliar y at 262 kW ( 351 hp ) at 1,800 rev/min. While the PowerTech 6135HFM85 is rated for variable speed at 373 kW (500 hp) at 2,000 rev/min and for a generator drive and constant speed auxiliary at 458 kW (614 hp) at 1,800 rev/min. Both engines have received ABS type approval, meet US EPA Marine Tier 3 emissions regulations, and are compliant with IMO Tier II standards for commercial applications. The new engines will be available for order early 2018 and can be purchased through authorized John Deere marine engine distributors and marine dealers. John Deere has also introduced a new 4.5 liter PowerTech 4045SFM85 engine that offers high power to weight ratio for repowering and new boat construction, and is well-suited for planing and semi-displacement hulls.
Corvus Energy Lands Multiple Contracts, Wins DNV GL Approval Rolls-Royce has selected Corvus Energy to supply its lithium ion based energy system (ESS) for the OV Ryvingen, the Norwegian Coastal Administration’s new multipurpose vessel. The ship is the second in the Norwegian Coastal Administration’s fleet to combine diesel power with battery-driven operation. The OV Ryvingen is the fourth in a series of 6 to 8 vessels being built as part of the Administration’s renewal program. Under the contract, Corvus will supply its Orca Energy ESS with capacity of 2,938 kilowatt hours (kWh). This, says Corvus, will provide the 46.6 m long ship with several operational hours via battery use alone. Additionally, the batteries—which will provide power while the vessel is docked without the need to run the engines—will be recharged from an onshore power supply in ports. Recently, classification society DNV GL awarded approval to the Orca Energy ESS for use in battery-powered or hybrid vessels and offshore units. The Orca Energy ESS, says Corvus, is ideal for applications that are primarily energy capacity driven, moving large amounts of energy at an inexpensive
Dual-Frequency Single Beam Sonar Klein Marine Systems, Inc. Salem, NH, System 3000 Side Scan Sonar is an industry proven workhorse. The system provides advanced signal processing with transducers producing superior imagery at a cost-effective, affordable rate. The simultaneous dual-frequency operation is based on new transducer design and high-resolution circuitry recently developed for Klein’s multi-beam focused sonar. The Klein System 3000 has a long range operating frequency of 100 to 500 kHz and is capable of identifying objects and the seafloor up to 1,500 meters deep. The system can be used to conduct survey applications in shallow and deep waters, including hydrographic and geological surveys, pip-line surveys, cable detection and route surveys. It features a simple, small and lightweight design that makes it easy for the user to operate and maintain. The System 3000 is easily adapted to ROVs and custom towfish, and meets IHO and NOAA survey specifications.
lifetime cost per kWh. It’s designed for pack voltages up to 1200VDC, is scalable beyond 10Mwh and its power connections are contained within rack—enhancing reliability and increasing safety. Corvus Energy will also supply Orca Energy ESS to two Havila platform supply vessels (PSVs) being retrofitted with hybrid power systems. The 94 m Havila Foresight and the 93 m Havila Charisma will each be fitted with a 650 kWh Orca Energy ESS. The two vessels are part of a larger group of PSVs that were awarded long-term charter contracts by Statoil, under the condition that they
convert to hybrid power using batteries. And just as we were going to press, Corvus Energy announced that it would be supplying battery power for the industry’s first hybrid fish farm process and transportation vessel. Wärtsilä, which has been contracted to deliver the ship design and hybrid propulsion system for the vessel, selected Corvus Energy to supply its Orca ESS for the vessel’s propulsion system. The ship is currently under construction at Balenciaga Shipyard in Spain for Norway’s Hav Line AS, and is to be delivered in the summer of 2018. www.corvusenergy.com
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www.kleinmarinesystems.com November 2017 // Marine Log 47
Going in: SCHOTTEL Delivers ProAnode Propulsion and steering systems manufacturer SCHOTTEL has developed the first Rudderpropeller featuring its newly patented ProAnode. According to SCHOTTEL, the ProAnode’s new form and position sets higher standards in corrosion protection, extending the thruster’s lifecycle. The change in design is expected to yield benefits for operators hoping to lower fuel consumption and operating costs. The anodes, which are traditionally positioned in the outer surface of the nozzle, are now positioned in the tail of the nozzle, where they will be shielded and protected from being knocked off by any object, such as wood or ice, and even ground contact—reducing corrosion. Additionally, ProAnode also enhances operational potential as it optimizes the hydrodynamic flow of the nozzle and reduces flow interference, meeting customer needs for a highly efficient propulsion system. SCHOTTEL says the ProAnode will now be a standard with all SCHOTTEL Rudderpropellers, but will make conventional anode arrangements available upon request. www.schottel.de
Beacon Finland Helps Develop the World´s Largest FLNG Facility Beacon Finland put its special solutions manufacturing skills to good use while bringing Shell’s floating liquefied natural gas (FLNG) facility, the Prelude FLNG, to fruition. Beacon designed and manufactured a large portion of the construction and equipment involved when it came to the facility’s thrusters. One vital aspect for the project’s success, was coming up with a new concept on how to lift each of the Prelude FLNG’s three 5,000 kW thrusters from the bottom of the service trunk into the service area—which is 23 m higher— for inspection and scheduled maintenance work. The 488 m x 74 m x 44 m Prelude FLNG will operate on the Brown Basin gas field approximately 400 km from the Coast of Australia. The firm has a history of designing thruster solutions. It pioneered the Thruster Canister Concept in the 90’s — used in a variety of offshore vessels and enables the retraction of the thruster inside the vessel for maintenance and inspection. beaconfinland.com
48 Marine Log // November 2017
Furuno USA Inc
Alphatron Marine USA
JMS Naval Architects
Beacon Finland Ltd Oy
Conrad Shipyards LLC
Marine Art of J Clary
Metal Shark Boats
Dellner Brakes AB
R W Fernstrum & Co
Eastern Shipbuilding Group, Inc.
Scania USA Inc
Schuyler Rubber Co Inc
Fairbanks Morse Engine
Fincantieri Marine Group
Smith Berger Marine
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November 2017 // Marine Log 49
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Navigation Back Up: Ensuring Mariners Don’t Lose Their Way
6. A receiver for a global navigation satellite system or a terrestrial radio navigation system, or other means, suitable for use at all times throughout the intended voyage to establish and update the ship’s position by automatic means;
Meanwhile IMO Resolution MSC.232(82) goes on to say Adequate back-up arrangements should be provided to ensure safe navigation in case of an ECDIS failure; 1. Facilities should be enabled for a safe take-over of the ECDIS functions to ensure that an ECDIS failure does not result in a critical situation.
SOLAS Chapter V, Regulation 19 states: All ships, irrespective of size, must have: 1. A properly adjusted standard magnetic compass, or other means, independent of any power supply, to determine the ship’s heading and display the reading at the main steering position; 2. A pelorus or compass bearing device, or other means, independent of any power supply, to take bearings over an arc of the horizon of 360°; 3. Means of correcting heading and bearings to true at all times; 4. Nautical charts and nautical publications to plan and display the ship’s route for its intended voyage and to plot and monitor positions throughout the voyage. An ECDIS is also accepted as meeting the chart carriage requirements of this subparagraph; 5. Back-up arrangements to meet the functional requirements of subparagraph 4, if this function is partly or fully fulfilled by electronic means; 52 Marine Log // November 2017
Adequate back-up arrangements should be provided to ensure safe navigation in case of an ECDIS failure 2. A back-up arrangement should provide means of safe navigation for the remaining part of a voyage in the case your ECDIS fails. The consideration of backup systems is not solely a function of cost. Vessels at all times must navigate with caution and due regard for their surroundings. Therefore this Administration has considered alternate suitable back up arrangements for owners to consider.
2. Alternate Satellite Navigation Systems There are other available, but limited, satellite navigation systems out there. Both the BeiDou Navigation Satellite System (BDS) and GLONASS are, however they are only available in limited geographic regions. 3. E-Loran Radio navigation is a system that is not susceptible to spoofing and is making a comeback regionally in certain areas of the world. Use of this system would constitute a backup means of navigation. 4. Paper charts with Piloting and Celestial Navigation The use of paper charts in conjunction with traditional piloting techniques (visual bearings) and the use of RADAR for near shore and in shore navigation, and celestial navigation while at sea, are a well-founded and reliable forms of navigation. These methods rely on simplistic equipment (except RADAR), but practice is needed to ensure that reliable positions are recorded. These methods are required training under STCW Table A II/1 and Table A II/2 for both navigation officers as well as management level officers. Navigators are also reminded to update their charts and publication using the Notice to Mariners for their operational areas. Matthew Bonvento Senior Manager, Safety, Security, Quality and Regulatory Compliance, Vanuatu Maritime Services Ltd. Captain Patrick Michael DeCharles II Executive Vice President, Vanuatu Maritime Services Ltd.
n the digital age we sometimes find ourselves lost in technology. Cell phones now have GPS, creating an entire generation that is unable to read a map. Navigators, too, are starting to find themselves caught in the same trap, with an over-reliance on ECDIS. Although the rules are now leaning towards a predominantly digital bridge navigation system, it is important to be reminded of what SOLAS and STCW require of vessels and mariners alike. Companies should ensure that their onboard vessel procedures and Safety Management System cover not just the minimum of requirements, but also contingencies in case their vessels fall victim to primary navigation system failure.
1. Secondary ECDIS unit The secondary ECDIS unit must meet SOLAS requirements for being stand alone. However it is recommended that the secondary ECDIS unit be of a different make than the primary unit. This will help avoid instances where corrupted updates sent to a primary unit also affected the secondary unit of the same make and model. Type specific training for ECDIS units is required to be provided in order for navigation officers to fulfill their STCW requirements. Its important to remember that ECDIS systems are fed off of GPS, and if that vulnerability is exploited, the ECDIS systems will fail. Additionally ECDIS systems are vulnerable to malware and viruses if not properly monitored.
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Published on Nov 8, 2017