MaritimeReporter 2019 05

The World’s Largest Circulation Marine Industry Publication • www.marinelink.
com • Number 5 Volume 81
May 2019
MARITIME
REPORTER AND
ENGINEERING NEWS
S I N C E 1 9 3 9
IMO 2020 & the
Exhaust
‘Sniffers’
Norway to deploy drones to
sample ship emissions
Move to Methane
Hapag Lloyd embarks on a historic ship refit
Power Players
Marine power OEMs eye 2020 and beyond
Workboats U.S.A.
A deep dive into the U.S. market
COV1 MR MAY 2019.indd 1 5/6/2019 10:25:28 AM

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COV2, C3 &C4 MR July 2018.indd 3 6/19/2018 2:22:11 PM

COV2, C3 &C4 MR May 2019.indd 1 4/29/2019 1:55:21 PM
NUMBER 5 / VO LUME 81 / MAY 2019
Features
Cover Image Credit:
© Nightman1965/AdobeStock
Norwegian Maritime Authority/Nordic Unmanned (drone)
28 Emission ‘Sniffers’
Norway deploys drones to sample ship’s emissions.
By William Stoichevski
32 The Methane Move

Hapag-Lloyd embarks on a historic transition with MV Sajir.
©Hapag-Lloyd
By Peter Pospeich
40 Countdown to Zero
January 1, 2026 is D-Day for cruise ships on Norways fjords.
NCE Maritime Clean Tech
4 4 Power Players
Marine power OEMs eye 2020 and beyond.
Cummins Marine
By Greg Trauthwein
52 Workboats U.S.A.
A deep dive into trends driving the U.S. workboat market.
Kirby
By Barry Parker
MR #5 (1-9).indd 2 5/6/2019 10:26:35 AM

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MR #5 (1-9).indd 3 4/22/2019 4:29:29 PM

Authors & Contributors MARITIME
REPORTER
AND
ENGINEERING NEWS
MARINELINK.COM
ISSN-0025-3448
USPS-016-750
No. 5 Vol. 81
Bryant Burroughs Ewing Henderson Holloway

Maritime Reporter/Engineering News
(ISSN # 0025-3448) is published
monthly (twelve issues) by Maritime
Activity Reports, Inc., 118 East 25th
St., New York, NY 10010-1062. Peri-
odicals Postage Paid at New York, NY
and additional mailing offices.
POSTMASTER: Send all UAA to

CFS. NON-POSTAL AND MILITARY
FACILITIES send address corrections
to Maritime Reporter, 850 Montauk
Hwy., #867, Bayport, NY 11705.
Keefe Lerner Mulligan Parker Pospeich
The publisher assumes no respon-
sibility for any misprints or claims
Bryant or actions taken by advertisers. The
Dennis Bryant is with Bryant’s Maritime Consulting, and a regu- publisher reserves the right to refuse
any advertising. Contents of the
lar contributor to Maritime Reporter & Engineering News. publication either in whole or part may
not be produced without the express
Burroughs permission of the publisher.
William Burroughs is a Senior Principal Engineer at ABS re- Copyright © 2019 Maritime Activity
Reports, Inc.
sponsible for promoting environmental related services
Ewing Rusch Stoichevski

Tom Ewing is a freelance writer specializing in energy and envi-
ronmental topics. He has been a regular contributor to Marine- Mulligan
Link publications for the past two years. He has extensive expe- Tom Mulligan is Maritime Reporter’s science and technology
rience working on legislative and public policy issues, both at the writer based in Ireland. Mulligan earned a Master Degree in
state and federal levels. Industrail Chemistry from the University of Limerick in 1986.
Henderson Parker
Keith Henderson, based in The Netherlands, has been a con- Barry Parker, bdp1 Consulting Ltd provides strategic and tacti- SUBSCRIPTION INFORMATION
tributor to MR for a number of years. cal support, including analytics and communications, to busi- In U.S.:
nesses across the maritime spectrum. One full year (12 issues) $110.00;
Holloway & Lerner two years (24 issues) $190.00
Jon Holloway, is Head of Strategy, Danfoss Power Solutions; Pospeich
Rest of the World:
and Jim Lerner, is Vice President, Danfoss Drives. Peter Pospeich is MR’s correspondent in Germany. One full year (12 issues) $189.00;
two years $228.00 (24 issues)
Keefe Rusch including postage and handling.
Joseph Keefe is a 1980 (Deck) graduate of the Massachusetts Mathias Rusch, Director of the Marine business unit at SKF.
Email: [email protected]
Maritime Academy and lead commentator of MaritimeProfes- Web: www.marinelink.com
sional.com. Additionally, he is Editor of both Maritime Logistics Stoichevski t: (212) 477-6700
Professional and MarineNews magazines. William Stoichevski is MR’s correspondent in Norway f: (212) 254-6271
Departments
6 EDITORIAL 64 AUTONOMY Put to the Test
8 OPENING SHOT According to Keefe 66 TRAINING MarTID 2019
10 INSIGHTS Government Update 68 TECH FILES Products
12 INSIGHTS Digitalization 73 TECH FILES Scrubbers & Emissions
16 MARKET Offshore Wind 78 TECH FILES Ballast Water Tech Member
20 INSIGHTS Logistics 89 BY THE NUMBERS Norway
26 VOICES Dirk Balthasar, Thermamax 90 Buyer’s Guide
89
36 VOICES Dan Skjeldam, CEO, Hurtigruten 91 Classified
58 FERRIES Reporting from Bangkok 96 Advertiser’s Index Business Publications Audit
of Circulation, Inc.
4 Maritime Reporter & Engineering News • MAY 2019
MR #5 (1-9).indd 4 5/3/2019 9:52:46 AM

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MR #1 (1-9).indd 5 1/16/2019 4:48:44 PM

Editorial MARITIME
REPORTER
AND
John E. O’Malley: 1930-2019 ENGINEERING NEWS

MARINELINK.COM
HQ
118 E. 25th St., 2nd Floor
New York, NY 10010 USA
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John C. O’Malley
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Associate Publisher/Editorial Director

Greg Trauthwein [email protected]
Vice President, Sales

Rob Howard [email protected]
Web Contributor
Michelle Howard [email protected]
Editorial Contributors
Tom Mulligan - UK
The drive for January 1, 2020 and meeting the new IMO2020 fuel rules has RIP: John E. O’Malley Lisa Overing - Florida
Claudio Paschoa - Brazil
been, in a word, manic. I’ve covered many new regulations in my 27 years in this Last month John Edward Peter Pospiech - Germany
William Stoichevski - Scandinavia
job, and never before have I seen so much confusion and uncertainty in the market. O’Malley passed away at the age of Production
(OK, to be fair, the Ballast Water Technology rules and systems caused its own con- 88 at his home in Glen Head, NY. Irina Vasilets [email protected]
Nicole Ventimiglia [email protected]
siderable ruckus, but to be fair having seen it drag on for more than 15 years, the time Born in 1930, O’Malley was the son
lost effectively dulled my senses!). of John J. O’Malley, founder of Mari-
Corporate Staff
Mark O’Malley, Marketing Manager
There remains real and justifiable concern that when the clock strikes midnight on time Activity Reports in 1939. He Esther Rothenberger, Accounting
2019, there will be problems, big problems in efficient operation of ships globally. I proudly served in the U.S. Navy dur- Information Technology
Vladimir Bibik
am the polar opposite of a gloom-and-doom’ sort, but the rapidity of this rule from ing the Korean War, which is where
announcement to implementation is unprecedented. In regards to fuel, the availability, he discovered his passion for flying. Subscription
Kathleen Hickey [email protected]
quality and most importantly, price of a ship’s fuel to meet the new regulation is foggy An avid pilot throughout his life, he
at best. In the end, the optimist in me suggests that problems will arise, solutions will could often be found at the Bayport, Sales
Lucia Annunziata [email protected]
be offered and vessels will keep schedules traversing the world’s shipping lanes. The NY Aerodrome preparing his PT-26 +1 212 477 6700 ext 6240
big question: At what cost? From this seat no one seems to have an exact answer, and WWII army trainer for a flight. When Terry Breese [email protected]
+1 561 732 1185
if you do, please call. not barnstorming over Long Island
John Cagni [email protected]
This month’s ‘Green Marine’ coverage focuses on a myriad of connected issues to John enjoyed horseback riding and +1 631-472-2715
this main theme. Norway, soon to host the year’s biggest maritime event in the form classic cars. On March 6, 1952 John Frank Covella [email protected]
+1 561 732 1659
of NorShipping 2019, has never been one to shy from aggressively pushing envi- joined the publishing firm his father Mitch Engel [email protected]
ronmental mandate. So while everyone gnashes their teeth looking at 2020, consider founded in New York City, where he +1 561 732 0312
that Norway has set a January 1, 2026 deadline for “Zero Emission Fjord Cruising,” rose to the position of Publisher of Mike Kozlowski [email protected]
+1 561 733 2477
as William Stoichevski reports starting on page 40. As with any new emission rule, Maritime Reporter & Engineering
this will require an ample quantity of research and investment, bringing new think- News, leading the firm and growing International Sales
ing, new solutions to the maritime space. Looking closer in at the IMO2020 fuel rule, the publication to become the world’s Scandinavia & Germany
Roland Persson
Stoichevski delivers another insightful article starting on page 28 discussing how largest circulation magazine serving Orn Marketing AB, Box 184 , S-271 24
Ystad, Sweden
Norwegian authorities are amassing a fleet of flying drones to efficiently hover over the global maritime Industry. During t: +46 411-184 00
[email protected]
and sample arriving ship’s stacks – emission sniffers you can call them – to ensure that his career he was an outspoken and
each and everyone is in compliance with the new emission rules. The ‘Green’ cover- tireless supporter of the American Germany
Brenda Homewood
age is rounded out with Peter Pospeich’s report, starting on page 32, from Germany maritime industry and for decades he Tel: +44 1622 297123
[email protected]
where boxship major Hapag Lloyd is embarking on a world-first, the conversion of a was a member of The Society of Na- United Kingdom
15,000 TEU containership to methane fuel. val Architects and Marine Engineers. Paul Barrett
Hallmark House, 25 Downham Road, Ramsden
Health, Essex CM11 1PU UK
t: +44 1268 711560
m: +44 7778 357722
[email protected]
Classified Sales +1 212 477 6700
Founder:
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Editor & Associate Publisher Charles P. O’Malley 1928 - 2000
[email protected] John E. O’Malley 1930 - 2019
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@ShipNews
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MR #5 (1-9).indd 7 4/22/2019 4:30:11 PM

O
OPENING SHOT
Joseph Keefe
Joseph Keefe is a 1980 (Deck) graduate of the Massachusetts Maritime Academy, the editor of both Maritime Logistics Professional
and MarineNews magazines. He can be reached at [email protected]
INFRASTRUCTURE ‘101’ Part II

“… U.S. Infrastructure Needs More Impactful Money,
Not Just More of It.” – Fitch Ratings’ Cherian George.
I
t wasn’t too long ago – okay it was The Corps estimates that Olmsted will talking infrastructure with Capitol Hill, type of federal assistance. And, we need
at least three Marad Administrators produce average annual national eco- tabling a $2 trillion investment number. more of this. In a nutshell, the project,
ago – that a Marad staffer confided nomic benefits of more than $640 mil- Norman Anderson, CEO & Chairman of also sponsored by the Connecticut Port
in me about a U.S. DOT meeting lion. Operation and maintenance costs CG/LA Infrastructure, says, “Following Authority, involves the development of
that he had attended; one which was will be reduced. New locks mean fewer years of underinvestment one of the re- the Harbor Harvest “Farm-to-Harbor-to-
supposed to give government person- delays. Olmsted’s two 1200 x 110-foot port’s key conclusions is that we have a Market” service. The goal of the service
nel a sense of the progress that DOT locks will eliminate transit double-lock- massive opportunity to leapfrog into the is to provide a viable source of water-
was making when it came to developing ing. Whatever it cost, that was money future.” I couldn’t agree more. On the borne transportation for Connecticut and
the nation’s infrastructure. One by one, well spent. other hand, where we (might) differ is Long Island farmers and manufacturers
the modes were discussed and bench- Fast forward to a few weeks ago, and where and on what that money is spent. by connecting neighboring communities
marked; rail, trucking and air. Notably the Trump Administration, in concert in addition to creating produce markets
absent from the discussion was the wa- with Senate Democrats, agreed that they Real Progress in both Connecticut and New York. The
terfront. Our staffer had the temerity to would spend $2 trillion on roads, bridg- The recent U.S. Department of Trans- service will support a more sustainable
raise his hand and ask why. This was re- es, water, broadband and power grids. portation’s Maritime Administration and marketable transportation option,
portedly not well received. How they will pay for that is less clear, (MARAD) decision to award $6,790,000 drastically reducing highway congestion
A number of years later, I attended and the course line to reconciling legisla- in grants to three Marine Highway proj- while moving commodities from more
a logistics conference in Hong Kong, tion to make it all possible will no doubt ects is a sign that the federal government than 3,000 farms.
where, after I had recovered from the be choppy. Maybe it is best that we don’t finally understands where infrastructure In addition to expanding the use of
trauma of a 16.5 hour flight (they are still watch them stuff the sausage casing. On money should be spent – and more im- Jones Act-supported vessels in the re-
buffing my fingernail marks from the in- the other hand, someone has to. portantly, why. The funding, provided by gion, the project will also reduce ship-
side of the fuselage), I attended a panel Separately, and no less important, MARAD’s Marine Highway Program, ping costs and increase economic oppor-
session on logistics. The Canadian del- Washington, DC-based CG/LA Infra- will ultimately enhance existing shortsea tunities. It will also take countless trucks
egation gave an excellent talk. One by structure Inc. released its list of Top 50 services in Louisiana and Virginia, and off the road, reduce pollution (Kunkel’s
one, they got up in sequence – represen- strategic projects. Among these impor- support the development of a new proj- first vessel boasts groundbreaking hy-
tatives from trucking, marine terminals, tant tasks, thankfully, were maritime ect in New York. Maritime Administrator brid propulsion), and make the morn-
rail, port executives, etc. – and every one projects such as the Soo Locks Upgrade, Mark Buzby said it best, perhaps, when ing commute just a little easier for local
of them said the exact same thing: any the Corpus Christi Channel Improve- he explained, “America’s Marine High- residents. The so-called Baton Rouge
transport mode is only as good as the one ment project, a Rail Support Facility at way Program is dedicated to expanding – New Orleans Shuttle on the M-55
that immediately follows or precedes it the Port of Long Beach, California and freight movement on the water and this was awarded $3,155,622. This project,
the supply chain. the Calcasieu Ship Channel project at round of grant funding will go a long sponsored by the Port of New Orleans,
Port of Lake Charles, Louisiana. In total, way towards ensuring that our nation’s will support the Ports of Baton Rouge
Progress the four projects totaled about $3.2 bil- waterways continue to be utilized as ef- and New Orleans Container on Barge
It isn’t all bad news here in America. In lion in spend. fectively as possible.” In other words, it Service, allowing them to purchase pur-
fact, closer to home, and when it comes That Top 50 Strategic U.S. Infrastruc- isn’t necessary that you sit in traffic be- pose-built vessels that will increase the
to domestic infrastructure, the hits (late- ture Projects Report will be presented at hind scores of 53’ trailer trucks on long viability of the service. As Louisiana’s
ly) just keep on comin.’ Last year, and CG/LA’s Blueprint 2025 2X Leadership haul assignments, when that cargo can chemical industry continues to grow, the
after more than 30 years, the ribbon cut- Forum. That the waterfront was men- be on the water, utilizing only drayage demand for more inland transportation
ting to officially open the Olmsted Locks tioned in just 4 of 50 projects is disap- for that “last mile” delivery. has increased; the barges are essential to
and Dam took place on August 30. Sure, pointing, and, that this combined cost is Notably, the Harbor Harvest Long increasing the capacity of the shuttle, in-
it came with cost overruns that would a mere drop in the bucket in comparison Island Sound Service was awarded termodal efficiency and reducing costs.
make even the most experienced Wash- of what is proposed ($286+ billion) for $1,812,285. Shortsea shipping sub- According to Marad, the existing con-
ington politician blush, but at the same other modes of transport and infrastruc- ject matter expert Bob Kunkel’s dream tainer on barge service currently moves
time, and in many ways, the Olmsted ture, is even more depressing. of providing a greener and more effi- approximately 16,800 FEUs between
project was remarkable; arguably the According to CG/LA, the U.S. in- cient transport service for Long Island Memphis/Baton Rouge and New Or-
civil engineering equivalent to the Man- frastructure industry is at a moment of Sound farmers and their eager custom- leans, operating twice weekly to deliver
hattan project. transition, and President Trump is again ers is the perfect manifestation of this export cargo that will be loaded on deep-
MR #5 (1-9).indd 8 5/2/2019 10:25:53 AM

O
OPENING SHOT
draft container ships. ing on the Hill. But, we have to get it pendent, non-partisan infrastructure accepting the commission’s recommen-
In addition, the James River Expan- right, and we need to get our priorities commissions with experts, not a job for dations should be treated as mandatory
sion Project on the M-64 was awarded in order. To that end, Fitch’s Cherian politicians. Elected officials need to ac- not optional.” Let’s hope that vision be-
$1,822,093 by Marad. Sponsored by George insists, “This is a job for inde- cept that fact and that for this to work, comes our reality.
James River Barge Lines, the grant
funds will be used for the construction
of a third barge to expand the existing
service in order to accommodate an esti-
mated 27% annual growth on the M-64
corridor. Since its inception in 2008, the
64-Express barge service has seen sub-
You pull
stantial year-over-year cargo growth,
transporting a total of 27,626 contain-
ahead
ers in fiscal year 2018, an increase of
23% from fiscal year 2017. In case you
missed the point, that’s 27,626 trucks
that you didn’t have sit behind in traf-
fic in 2018. The addition of a third barge
would capitalize on previous Marine
Highway Program investments by in-
creasing the number of weekly trips to
DRASTICALLY REDUCED
seven days and carrying an average of FUEL COSTS AND EMISSIONS
170 containers per trip.
(Hopefully) More Progress to Come

The reality is that regardless of what
happens with the economy – long or
short term – the shipment of freight in WÄRTSILÄ HY
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In North America, the trucking crisis
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The reasons for that are many, but one
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have to be made ready to make that final
handoff a seamless one.
Last month’s Marad shortsea shipping
grants are a very good start. So, too, is
talk of $2 trillion in infrastructure fund-
www.marinelink.com 9
MR #5 (1-9).indd 9 5/3/2019 9:50:46 AM

I
INSIGHTS: GOVERNMENT UPDATE
Dennis L. Bryant
Dennis Bryant is with Bryant’s Maritime Consulting, and a regular contributor to Maritime Reporter &
Engineering News as well as online at MaritimeProfessional.com. [email protected]
AIS Data
T
he Automatic Identification System (AIS) was
developed with the sole goal of improving
maritime safety by allowing ships in proxim-
ity to one another to automatically exchange
information regarding their name, course, speed, type,
cargo, etc. The exchange of this information would al-
low conning officers on each ship to make better deci-
sions regarding the possibility of close encounters and
the need to change course and/or speed. It would also
make it easier for one ship to contact the other by ra-
dio-telephone to hopefully remove any doubt. To that
extent, AIS has largely worked as intended, although
collisions continue to occur.
It did not take long, though, for governments to get
Source: MarineTraffic.com
involved. They started installing shore-based receivers

to monitor AIS transmissions from approaching ships,
out to a point just beyond the horizon. Those govern-
ments could also monitor ships in harbors and transit-
ing off the coast or on inland waterways. The United
States incorporated this data into its maritime security information. The U.S. Coast Guard focuses primarily sion support tools for siting of offshore energy develop-
or maritime domain awareness programs. Govern- on coastal areas, ports, and harbors. The U.S. Army ment, aquaculture, and other activities.
ments also utilize the data to analyze marine casualties Corps of Engineers (USACE) focuses on AIS products Because AIS data is stored on the Electronic Chart
and to determine waterway usage. A large amount of for inland waterways. The Saint Lawrence Seaway Display and Information System (ECIS) devices car-
AIS data is collected by governments around the world, Development Corporation (SLSDC) focuses on the St. ried on most vessels engaged in international com-
which share much of that data amongst themselves. Lawrence Seaway and associated waters. merce, it has become the go-to location for marine ca-
There are also commercial companies that collect AIS Numerous other federal agencies utilize AIS data in sualty investigators and, in the event of litigation, for
data, including several that utilize satellites to collect furtherance of their missions. The National Oceanic legal counsel.
this data from ships on the high seas outside the range and Atmospheric Administration (NOAA) utilizes AIS Almost every marine casualty report published by
of land-based AIS receivers. data to monitor and analyze fishing activity; improve flag state or port state includes AIS data and an analysis
Governments are now using AIS in an innovative marine mammal protection; and prioritize charting and of the movements of all vessels involved in the casualty
manner by creating virtual aids-to-navigation that pro- surveying based on measured traffic volumes. The Bu- based on that data. Interviews of crew members are
vide an AIS signal to mark hazards to navigation in loca- reau of Ocean Energy Management (BOEM) uses AIS still important, but actual ship movements as recorded
tions where a physical aid-to-navigation does not exist. data to support its marine planning needs associated in the AIS data tends to be the dominating factor in the
The virtual aid appears on the electronic chart display with offshore energy development. analysis – and always prevails in the event of conflicts
and information system (ECDIS) of ships within range The Maritime Safety and Security Information Sys- between different sources of information. The AIS data
and they know (or should know) to avoid the location. tem (MSSIS) is a government-to-government data does not reveal why particular actions were taken, but it
By combining AIS data with other information, such sharing network operated by the Department of Trans- is almost always given full weight in determining what
as photos from surveillance aircraft or satellites, cor- portation. It combines AIS data from 74 participating actions were.
relations can be made between individual vessels and nations into a single raw-AIS data stream that collects AIS has expanded far beyond its original purpose
pollution incidents. Use of AIS data from commercial over 150 million vessel position reports per day from and it is hard to imagine maritime operations in today’s
services can allow traders and others to track vessels approximately 60,000 vessels. The combined data is complex environment without it. It is not, though, a
(and their cargoes) worldwide, making it difficult for available in several different formats to participating panacea. The Automatic Identification System is clear-
vessels to arrive unexpectedly and influence a market. governments and federal agencies. ly an important tool, but must continue to be used with
As we learned in a recent report of the U.S. Com- NOAA and BOEM jointly manage MarineCadestre. caution, recognizing its inherent limits, as well as fu-
mittee on the Marine Transportation System (CMTS), gov, a Geographic Information System (GIS)-based ture possibilities, including the increased prevalence of
three federal agencies generate terrestrial AIS-derived marine data viewer and repository that provides deci- automated ships.
MR #5 (10-17).indd 10 5/2/2019 5:32:47 PM

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MR #5 (10-17).indd 11 4/26/2019 12:08:27 PM

I
INSIGHTS: DIGITALIZATION
Mathias Rusch
Mathias Rusch, Director of the Marine business unit at SKF explains what trends are currently shaping the industry, what future
challenges are emerging and how operators can manage the flood of data that is coming out of the digitalization revolution.
Managing the digital data flood
T
wo major trends that shipown- Although digitalization in ship opera-
ers and operators are currently The SKF BlueMon tions is only just beginning to really get
monitoring system
dealing with are persistently off the ground, it has the potential to
informs the crew of whether
low freight rates, which have the ship’s emissions are
provide a range of advantages to ship
been significantly depressing shipown- within the locally permitted owners and operators. For example, con-
ers’ earnings for a number of years and limits. dition monitoring solutions and digitali-
the requirements concerning emissions zation can enable the remaining service
into both air and water that continue to Source: SKF life of components to be more accurately
grow. With new regulations introduced determined. This, in turn, allows for the
to reduce such emissions, ship operators prompt planning of servicing and avoids
must perform expensive retrofits to their machine failures.
fleets, increasing competitive pressure The trend in digitalization is towards
and ship operator running costs. cloud solutions, which connect ships and
Minimizing operating costs is the or- onshore offices together and make a fast
der of the day. To achieve this, the in- and straightforward exchange of data
dustry has been seeing consolidations possible. As a result of this, the crew on
among shipowners and ship operators board no longer has to make decisions
for a number of years. Although this alone, but can draw on the help of ex-
has allowed costs to be reduced, it has perts onshore. In addition, the operating
also increased the pressure on smaller parameters of sister ships are already
ship operators. While such consolida- being compared in order to identify in-
tions have helped reduce costs in some creased fuel consumption, for example,
areas, operating a fleet of ships is pri- and to define corrective measures. De-
marily about availability, service, spare pending on the data transmission rates
parts and finding the right time to replace which are intended to reduce ship fuel trends that is beginning to gain traction that are possible, this can already be
them. With this in mind, SKF has been consumption and make their operation within the industry - digitalization. At done in real-time. Intelligent systems
working with ship owners and operators, more environmentally friendly. In addi- present cruise ship operators are leading such as the SKF EcoMode software can
both large and small, to make this pro- tion, SKF’s BlueMon monitoring system the way and they are exchanging a large also help the crew to make the right deci-
cess smooth and cost-efficient. informs the crew if the ship’s emissions number of operating parameters with sions based on extensive and timely data
are within the permitted limits per its central control rooms. One example of evaluation.
The SKF approach locale. This also provides the crew with this is the Costa Group’s Fleet Operation
SKF has supported customers with certainty during inspections, because Center (FOC), which has been running The digital data flood
fleet contracts to help improve their the system continually tracks the ship’s since 2015. Data from different ships is Thanks to falling costs for sensor sys-
planning security with regard to the position and time, the emissions values pooled centrally in the FOC. Digitaliza- tems, an enormous number of operating
availability of spare parts. In addition to it has had and whether countermeasures tion has, indeed, already taken a big step parameters can be monitored and large
this, SKF condition monitoring and con- were taken when limits were exceeded. here, but other commercial owners of volumes of data generated. This how-
dition-based maintenance solutions have container ships, tankers or general cargo ever means that operators are suddenly
been used to great effect. SKF has de- Digitalization vessels have also done a lot in moving having to process a flood of digital infor-
veloped resource-saving products such At SMM 2018, the show’s tagline was towards digitalization and condition mation and draw the right conclusions
as Simplex BlueRun, SKF EcoMode ‘SMMart Shipping’. This reflected one monitoring. For the majority, however, from it.
and SKF Dynamic Stabilizer Cover, of the most potentially game-changing the topic is still in its infancy. To help overcome such challenges,
MR #5 (10-17).indd 12 5/2/2019 1:06:58 PM

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MR #5 (10-17).indd 13 4/23/2019 3:41:20 PM

I
SKF has developed targeted assistance with new, innovative ideas. Today, for also have a greater influence in the years
via simple dashboards. These have been example, increasing numbers of drones ahead and will entail a great deal of
achieved by defining what the end user and unmanned aircraft are being used for change. In fact, a number of companies
actually wants to know and for what ben- inspection tasks. are already looking at how spare parts
efit, to be able to both prepare the data Although autonomous shipping is of- can be manufactured on-site using this
on board and then to evaluate it onshore. ten discussed, operating a completely method, depending on the spare part,
However, a great deal of expertise in the unmanned ship is still a long way off. different raw materials are required for
areas of data analysis and guidance is However, the number of crew members printing. With this in mind, there will
required if the benefits of digitalization who travel with the ship will continue to need to be central locations for 3D print-
are to be maximized moving forwards. fall and there will be ever more onshore ing around the world. For example, 3D
The challenge for ship owners and op- control centers. This is because even to- printers located in a repair port such as
The new EcoMode software erators will be whether to build this up day it is becoming more difficult for op- Singapore, which, upon request, would
optimizes the use of fin stabilizers, internally, or turn to specialized service erators to find trained crew, and this is produce spare parts for ships due to call
helping to improve a ships’ energy
providers. where digitalization can help, too. Ship at the port. With this type of technology
footprint. The SKF Dynamic Stabilizer
Cover (for the aerodynamically ad- operations will become significantly to hand, all of the spare part strategies
vantageous covering of the stabilizer The future of shipping simplified, supported or even taken over that manufacturers and ship operators
‘parking bay’ in the hull) also contrib- Digitalization’s progression will mean by remote control technologies and digi- use today will be replaced – maybe not
utes to this. that job profiles within the maritime in- talization will help enormously in intel- in the next five years, but in the not too
dustry are set to change and internet con- ligently analyzing information from on distant future.
Source: SKF nections will need to continue to become board and providing instruction. For SKF, its no longer a matter of pur-
more stable. Alongside the established suing the optimization of a seal or bear-
providers, start-ups will also increas- 3D printing & repairs ing in shipping applications, but at look-
ingly push into the maritime market The 3D printing of spare parts will ing at the system as a whole. Alongside
2 Volume 81
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MR #5 (10-17).indd 14 5/2/2019 5:16:56 PM

I
bearings, seals and lubrication systems,

the team is working on enhanced com-
ponents for condition monitoring, in or-
der to facilitate on-board operations, the
monitoring of systems and emissions
and to support the crew.
These are exciting times and with so
many challenges and opportunities be-
ing faced by ship owners and operators.
The trend in digital condition

monitoring solutions is towards
cloud solutions, which connect ships
and onshore offices with one another.
As a result of this, the crew on board
no longer has to make decisions
alone, but can draw on the help of
experts onshore.
Source: SKF
MR #5 (10-17).indd 15 5/2/2019 1:12:51 PM

M
MARKET: OFFSHORE WIND
Tom Ewing
Tom Ewing is a freelance writer specializing in energy and environmental topics. He has been a regular contributor to MarineLink
publications for the past two years. He has extensive experience working on legislative and public policy issues, both at the state
and federal levels.
California Dreamin’
IN CALIFORNIA, OFFSHORE WIND HAS UNLIMITED POTENTIAL
W
hen it comes to states about 1.5 times the state’s electric en- project in the Humboldt Bay area (near merged cabling infrastructure will ex-
promoting renewable, ergy consumption based on 2014 EIA Eureka, CA). tend for miles, from offshore platforms
non-fossil electricity figures” (italics added, EIA = the US En- Last October BOEM issued a Call to landside connections.
generation, California ergy Information Administration). The with a broader scope, focusing on three This demands a close look at marine
surely leads the list, from utility-scale NREL study is based on six likely Pa- Outer Continental Shelf sites (which and maritime impacts. The Pacific Mer-
regional grids to individual rooftop solar cific wind energy areas, from Crescent were within the NREL study referenced chant Shipping Association, for exam-
panels. City, in the north, near Oregon, to Port above): the Humboldt Call Area off ple, recommends that BOEM, upfront,
In fact, a December 2018 update from Hueneme, just north of LA. the north coast and the Morro Bay and eliminate WEAs that overlap with ship-
the California Energy Commission CA’s offshore process started in ear- Diablo Canyon Call Areas, both off the ping lanes. PMSA Vice President John
(CEC) estimates the state may already nest three years ago when a wind energy central coast. These areas cover ap- Berge advises that this would “avoid
have exceeded an initial renewable company then called Trident Wind – now proximately 1,073 square statute miles wasting unnecessary time and resources
generation goal of 33% by 2020. CEC Castle Wind – submitted an unsolicited (687,823 acres). Comments – and nomi- pursuing projects that conflict with mari-
estimates that in 2018 that generation request to BOEM (Bureau of Ocean En- nations – were due January 28, 2019. time traffic routes.”
number was already 34%. You can note ergy Management) to lease a site in the Indeed, there is strong demand for Pa- Floating platforms are not yet in wide-
(below) that wind accounted for 29% of Pacific near Morro Bay (about half-way cific wind energy areas (WEAs)! BOEM spread use. However, wind energy com-
the almost 100,000 GWh of renewable between LA and San Francisco). received nominations from 14 compa- panies believe these platforms, in vari-
electric generation in 2018. Castle’s filing started a federal-state nies expressing interest in all three pro- ous configurations, are on the cusp of
None of those 27,838 GWh comes from effort to determine best ways to move posed areas. being market ready.
offshore wind – yet. As in other states, forward. Officials from the California Concurrent to BOEM’s Calls, the There is one project – called Hywind,
CA’s offshore wind is still to come, still Energy Commission teamed up with BOEM/CA Task Force has been in a de- built by Equinor – in Scotland using
on the horizon; or more likely, just over BOEM to form the California Inter- velopmental mode – meeting with stake- platforms; it’s small, just five turbines.
the horizon, keeping wind towers out of governmental Renewable Energy Task holders, creating a new California Off- Equinor is one of the companies which
sight from CA’s postcard shorelines. Force (Task Force) which first met in shore Wind Energy Gateway to facilitate responded to BOEM’s Call. Equinor
It’s important to note that unlike some October 2016. development and documenting and pre- writes that it will utilize the “compe-
Atlantic coast states, e.g., New York, After Trident’s “nomination” – that’s senting how wind energy could impact tence, lessons learned, and experiences
California has not set a specific demand BOEM’s term for when a company sug- coastal, fishing and tribal communities. gained from these Hywind projects in
for offshore wind. In CA, offshore wind gests or proposes a project – BOEM is- This outreach is important. Offshore the development of larger scale floating
will result from merchant projects, not sued a request for comments (referred wind in California is much more difficult projects in California.”
utility policies. But, of course, this is to by BOEM as a “Call”) on the mer- than the “average” ocean-based wind Some companies are working together
California, with an almost insatiable its of the Morro Bay site and to check project. The Pacific Ocean slopes off to build an offshore project. In the Hum-
demand for electricity – especially as competitive interests, i.e., to check for more suddenly from the shore compared boldt Call Area, for example, the Red-
electric vehicles are mainstreamed. If “nominations” from other wind energy to the Atlantic coast, getting deep very wood Coast Energy Authority (RCEA),
you have renewable energy to sell, CA’s companies. quickly. a consortium of local governments, has
buying. Indeed, Equinor responded with inter- Pacific projects will require wind tur- been working to develop a wind project
CA’s offshore wind could be an energy est in Morro Bay – an important signal bines built within or on floating plat- since 2017. Humboldt Bay has some of
gusher. In 2016 DOE’s National Renew- regarding markets and project viability, forms, cabled to the ocean floor, possi- the best Pacific wind resources, although
able Energy Laboratory (NREL) pub- not just for CA ratepayers but also for bly in waters 800-1000 meters deep. An that is offset by challenges with land-
lished a study: “Potential Offshore Wind US taxpayers since Uncle Sam collects area with dozens or hundreds of floating based connections.
Energy Areas in California: An Assess- rent from the leased sites. In September platforms becomes a very different sea- RCEA selected an energy team that
ment of Locations, Technology, and 2018, BOEM received another unsolicit- scape, laced with underwater cabling, includes Principle Power Inc. (PPI),
Costs.” One conclusion: CA’s offshore ed nomination from the Redwood Coast both for infrastructure stability and founded in 2007 in Emeryville, CA. PPI
wind resource potential “corresponds to Energy Authority (RCEA) for a possible power transmission. Some of that sub- has developed the WindFloat, a floating
MR #5 (10-17).indd 16 5/6/2019 10:27:59 AM

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MR #5 (10-17).indd 17 4/22/2019 4:37:52 PM

M
MARKET: OFFSHORE WIND
Above:
lla Weinstein, CEO, Castle Wind, a joint venture with EnBW North America.
Left:
The California offshore 90-m height wind map and wind resource potential estimates
are provided. Areas with annual average wind speeds of 7 m/s and greater at 90-m
height are generally considered to be suitable for offshore development. The National
Renewable Energy Laboratory has produced these estimates of the gross (not
reduced by environmental or human use considerations) offshore wind potential ex-
pressed in “installed capacity.” This is the potential megawatts (MW) of rated capacity
that could be installed at offshore areas with mean annual wind speeds of 7 m/s and
greater at a 90-m height, assuming 5 MW of installed capacity per square kilometer
of water. The offshore wind potential tables PDF present the resource broken down
by annual wind speed, water depth, and distance from shore.
Sources: Castle Wind & NREL
foundation for offshore wind turbines, opment of a wind energy supply chain, that, after three years, is just now at the affiliated activities are under state and
being readied for operation in Europe like in NY and Virginia, the spokesper- starting point. Romero concurred that even local jurisdictions.
in 2021. RCEA also selected Aker So- son said, “it’s too early in the process” to this is not a quick process, but he added Weinstein was asked about alignment
lutions, the Norwegian company expert focus on that. that people in energy businesses know between regulatory timelines and private
in oil and gas platforms. RCEA’s third The BOEM/Task Force work, of that BOEM has to work equitably and sector challenges regarding financing,
partner is EDPR, Portugal’s largest gen- course, is preparatory. In reality, all of transparently among all parties. He said project planning and a business plan.
erator, distributor and electric supplier this background work positions BOEM that President Trump’s recent Executive “Of course, we’d like for the process to
and the fourth largest operator of wind to officially start its prescribed wind en- Order on regulatory streamlining is caus- move as quickly as possible,” she said.
energy based on net installed capacity in ergy evaluation process. BOEM’s next ing a fresh look at ways to work faster. “The sooner we can begin development
the US. task is “area identification,” likely taking Alla Weinstein is CEO of Castle Wind, and truly launch the offshore wind indus-
BOEM and CA Task Force officials about six months, then come decisions a joint venture with EnBW North Ameri- try, the sooner we can help contribute to
were to update their activities since the about specific areas, taking another 18 ca. Recall it was Weinstein’s WEA lease California’s clean energy mix and begin
December Task Force meeting and the months. BOEM anticipates conducting request, in 2016, that started BOEM’s to bring costs down. Not to mention the
close of the comment period, January 28, a lease sale in 2020. CA activities. Weinstein was asked for local and regional economic benefits
for BOEM’s October Call. Site assessments and surveys and tech- her perspective on BOEM’s timeline and that these new projects will drive.” She
John Romero, a BOEM public affairs nical reviews, taking 6 – 7 years, would timeliness. would like to see an auction in early
officer, said BOEM has reviewed 118 follow a lease sale. Project work could “We believe BOEM is moving as 2020, a date that lines up with BOEM’s
public comments, which cover a range start after that. fast as they can, realizing that the cre- schedule.
of opinions about offshore wind: strong- Six or seven years, of course, is a long ation of an offshore wind industry in Still a lot of work ahead. But now
ly supportive, supportive but cautionary, time for a business to have to keep the California requires significant time and the focus starts to change: it’s no longer
and, of course, some in opposition. faith among investors, employees and investment,” she said, noting the “un- whether there should be offshore Cali-
A CA Task Force spokesperson said suppliers that a good idea will – eventu- precedented number of agencies and fornia wind energy. Rather, it’s figuring
staff continues to work on “outreach, ally – come to fruition. stakeholders” involved. She pointed out the best ways to make it work. Re-
data collection and working with state John Romero was asked whether his out that wind farms will be installed in member, things happen first in Califor-
and federal agencies.” Regarding devel- team senses impatience about a schedule federal waters, but interconnection and nia.
MR #5 (18-25).indd 18 5/2/2019 1:58:45 PM

MR #5 (18-25).indd 19 5/1/2019 4:41:18 PM
I
INSIGHTS: LOGISTICS
Advancing Digitization
CMA CGM BECOMES THE FIRST OCEAN CARRIER LISTED ON FREIGHTOS.
GLOBAL FREIGHT MOVES TOWARDS THE ‘ONE-STOP SHOPPING’ STANDARD.
By Tom Mulligan
C
MA CGM Group and global to additional lanes planned in the near ity. CMA CGM rates can now be found tain guaranteed prices within seconds,”
online freight marketplace future. free of charge on the Freightos website, said Mathieu Friedberg, Senior Vice
company Freightos have es- For its part, CMA CGM says that it has www.freightos.com. President – Commercial Agencies Net-
tablished an ambitious pilot reinforced its position as a digital leader work at CMA CGM Group. “This ini-
agreement whereby CMA CGM has within the industry and taken yet another Real Change for Industry tiative demonstrates our commitment
become the first ocean carrier listed on step towards its customer-centric strat- “This development represents a real to customer centricity. We’ve been on a
Freightos. Online bookings, guaranteed egy, offering importers and exporters of change for the industry because, for the journey to provide our customers with
pricing, and secured capacity on CMA all sizes direct access to instant pricing, first time, global shipping on key trade innovative offerings to ensure them the
CGM China-US trade lanes are available routing, and concrete sailing information lanes functions like passenger travel or best shipping experience. This partner-
on the platform, with further extension in seconds, as well as guaranteed capac- e-commerce, where customers can ob- ship raises the bar for ourselves, and the
Source: CMA CGM
MR #5 (18-25).indd 20 5/2/2019 2:01:12 PM

I
INSIGHTS: Logistics
industry, with this important step into the marketplace for the trillion dollar inter- booking and management of air, ocean technology that empowers carriers and
digital era, selling directly to shippers on national shipping industry. The Freightos and land shipments from top logistics logistics providers around the world to
Freightos.” Marketplace is designed to help import- providers to book international shipping automate freight sales. With Freightos
Zvi Schreiber, CEO and founder of ers and exporters reduce logistics spend as smoothly as booking a flight online. AcceleRate and Freightos WebCargo
Freightos, added, “This is a true win-win and save time with instant comparison, Freightos also provides patent-pending power rate management, automated
for the industry and a major step toward
improving the customer experience.
With CMA CGM selling on Freightos,
smaller shippers now have direct access
to a major carrier with competitive pric-
ing. Additionally, shippers of all sizes
will have access to guaranteed prices
and capacity. This aligns with our goal
to help logistics providers drive more
value for customers, enabling smoother
global trade, and ensuring more reliable
and affordable supply of goods to end
consumers.”
CMA CGM is a worldwide shipping
group with 506 vessels calling at more
than 420 ports on five continents and in
2017 the company carried almost 19 mil-
lion TEUs. The company has a presence
in 160 countries and, through its 755
agencies network, the Group employs
34,000 people worldwide, including
2,400 in its headquarters in Marseilles,
France.
Freightos’ mission is to make global
trade frictionless with the world’s online
MR #5 (18-25).indd 21 5/2/2019 2:01:58 PM

I
INSIGHTS: LOGISTICS
“FREIGHTOS RESEARCH
SHOWS IT TAKES AN AVER-
AGE OF THREE DAYS FOR
A SHIPPER TO RECEIVE
A SIMPLE PRICE QUOTE
EVEN ON A MAJOR TRADE
LANE. TWENTY-FIVE
PERCENT OF CONTAIN-
ERS DON’T MAKE IT ON
TO THE SHIP YOU EX-
PECT THEM TO GO ON.
EIGHTY-THREE PERCENT
OF SHIPMENTS DON’T
HAVE PROPER TRACK AND
TRACE VISIBILITY DOOR
TO DOOR.”
ZVI SCHREIBER,
CEO AND FOUNDER,
FREIGHTOS
pricing and online freight sales are made avail- platform, Freightos AcceleRate, does rate man-
able for more than 1,000 logistics service pro- agement, instant freight quoting, business intel-
viders and carriers, including multi-billion dol- ligence and tender management. Additionally,
lar companies such as Panalpina and Nippon Freightos acquired Freightos WebCargo with
Express. Freightos has accumulated the world’s the world’s largest database of air cargo rates.
largest global database of multimodal freight
rates, providing industry transparency with its Instant, door-to-door international
Freightos Baltic Index. air & ocean freight quotes
Once the company reached the milestone
An ‘Expedia’ for Freight where dozens of forwarders such as Hellmann
Freightos was founded in 2012 by Schreiber, Logistics, CH Robinson and CEVA Logistics,
a serial entrepreneur who has sold companies to to name a few, were managing their rates in
General Electric, IBM and others. At his previ- Freightos, it began building the supply side.
ous company, Schreiber shipped regularly from Freightos Marketplace launched in the summer
China to the United States and was “shocked” of 2016 for small and mid-size shippers on a
at the inefficiency he experienced as a shipper few trade lanes. On a weekly basis, more than
every time he needed to ship goods. a thousand shippers use the platform, and it
He said his experience wasn’t unique: is growing rapidly. The service offers instant,
“Freightos research shows it takes an average door-to-door international air and ocean freight
of three days for a shipper to receive a simple quotes and small and mid-size businesses can
price quote even on a major trade lane. Twenty- log in to ship.freightos.com, search and com-
five percent of containers don’t make it on to pare freight quotes from forwarders, and now
the ship you expect them to go on. Eighty-three also direct from CMA CGM, the third-largest
percent of shipments don’t have proper track ocean carrier in the world, which is offering its
and trace visibility door to door.” And so he de- rates on the marketplace, enabling shippers to
cided to create an ‘Expedia’ for freight. compare freight quotes and book online.
Between 2012 and 2015, Freightos focused Once booked, Freightos also helps manage
on digitizing the supply via a solution for lo- the shipments. Documents, tracking and pay-
gistics service providers to use internally. This ments are all managed digitally on the Freightos
MR #5 (18-25).indd 22 5/3/2019 8:37:38 AM

I
INSIGHTS: LOGISTICS
Source: Freightos
website, while logistics service providers can the next 20 years; but everything around how
use the Freightos Marketplace as a sales chan- the industry manages them has started to change
nel. Large providers are also happy to receive and needs to continue changing in a big way.”
new orders from new shippers with a very low
cost of sale, an easy quoting process and a low Expanding user base
customer acquisition cost. Schreiber also added that as Freightos evolves,
One benefit of the system is that Freightos is a broader range of importers and exporters tend
partnering with incumbent carriers, forwarders to use the system “The initial user base centered
and shippers to bring digitization. around the long tail of smaller importers and
“The benefits are lower cost, better transpar- exporters,” he said.” E-commerce stood out as
ency and a superior modern customer experi- a key market, belaying a rapidly growing mar-
ence,” said Schreiber. “Our independent re- ket of first-time importers that were graduat-
search shows that 86 percent of forwarders see ing from local sourcing to international sourc-
technology as their biggest lever for growth ing and, with time, Freightos has expanded to
– this is way above the other tactics they’ve significantly larger volumes. While ease of use
discussed in the past, such as mergers and ac- and education was a hallmark value for smaller
quisitions. shippers, we now attract larger shippers who
“Freightos has been talking about online now benefit not only from a digital experience
freight forwarding for years,” he added. “A but also from more aggressive pricing. The in-
shipper should be able to get his/her freight troduction of CMA CGM’s secured capacity is
quote automatically online, self-service, just a game-changer; reliability is often more im-
like you can book a hotel online. And for years portant than pricing for larger importers and ex-
it has been just talk; but today you now have porters and marrying public reviews with guar-
several big logistics providers offering price anteed capacity and competitive pricing means
quotes on major trade lanes on their websites. increased interest from top-tier companies, al-
This is a big change, all within the span of one beit centered on their spot shipment volume.
to two years, and proof the big players under- “A good digital platform is never complete,”
stand the freight experience must be online. he continued. “For our roadmap, we’re guided
“Containers probably won’t be changing in by the need to provide an exceptional customer
MR #5 (18-25).indd 23 5/2/2019 2:04:11 PM

I
INSIGHTS: LOGISTICS
experience, while remembering that as a two-sided “We’re continuing to make headway on creating a Improving global digital infrastructure
marketplace, we also need to provide an outstanding, better shipment management experience, with more Schrieber stated that Freightos is working on improv-
secure environment for our sellers. direct integrations into seller TMS systems and other ing its underlying global digital infrastructure. “While
data resources, facilitating better proactive we’ve already automated freight pricing and sales for
exception management and user life cycle op- over 1,200 logistics providers globally, this internal
erations.” automation must be augmented with increased agility.
Schreiber also knows that reliability is also Nearly every major global industry leverages dynamic
a key parameter when selecting providers. He pricing based on real-time metrics to make smarter, au-
adds, “As we increase the number and qual- tomated decisions.”
ity of the Freightos sellers, we are also put- To that end, Freightos, in partnership with the Baltic
ting systems in place to track reliability and Exchange, provides indexes of container shipping pric-
customer service levels, and then feed those es, the Freightos Baltic Index (FBX). “We are working
back into rate selection. Expanding the types on a number of solutions, including derivatives, to help
of sellers on the marketplace to include even reduce pricing risks and improve stability. This isn’t
more carriers, as well as ancillary services that just talk either; we’re in the process of exploring imple-
drive value for importers in a one-stop plat- mentation with major multinational corporations,” he
form is also an exciting direction that we’re concluded.
pursuing.”
Source: CMA CGM
MR #5 (18-25).indd 24 5/2/2019 2:08:22 PM

I
INSIGHTS: LOGISTICS
Image: Freightos
“A SHIPPER SHOULD
BE ABLE TO GET
HIS/HER FREIGHT
QUOTE AUTOMATI-
CALLY ONLINE,
SELF-SERVICE, JUST
LIKE YOU CAN BOOK
A HOTEL ONLINE.
AND FOR YEARS IT
HAS BEEN JUST TALK;
BUT TODAY YOU
NOW HAVE SEVERAL
BIG LOGISTICS PRO-
VIDERS OFFERING
PRICE QUOTES ON
MAJOR TRADE LANES
ON THEIR WEB-
SITES. THIS IS A BIG
CHANGE, ALL WITHIN
THE SPAN OF ONE TO
TWO YEARS.”
ZVI SCHREIBER,
CEO AND FOUNDER,
FREIGHTOS
MR #5 (18-25).indd 25 5/2/2019 2:08:40 PM

V
VOICES: DIRK BALTHASAR, PRESIDENT, THERMAMAX, INC.
Dirk
Balthasar
President, Thermamax, Inc.
What is the Thermamax offering to the maritime indus-
try?
Thermamax is a specialist in the design and manufac-
ture of thermal and acoustic insulation solutions for die-
sel engines, spark ignited engines, exhaust aftertreatment
systems and electric storage systems. Our markets include
automotive, on- and off-highway sectors, power sports
vehicles, stationary power generation, ships, and oil plat-
forms, both on land and at sea. For the marine industry,
Thermamax is a solution provider for SOLAS-compliant
insulation solutions for engine rooms. We supply highly
effective insulation claddings for most of the leading en-
gine and turbocharger OEMs. In addition, Thermamax is
able to design, manufacture and install SOLAS- compliant
retrofitting insulations also for engines that are already in
service for a longer period of time and that eventually do
not meet latest safety standards. This is relevant for cruise
ships and offshore vessels, but really for any commercial
ship.
What percentage is to the maritime and offshore seg-

ment?
About 20% in 2018.
When you look at your range of products to the mari-

time sector, what is the top driver?
The number one driver certainly is safety. According
to IMO SOLAS the surface temperature of modern ma-
rine engines must not exceed 200°C. In addition, engine
builders are striving for better fuel efficiency, mainly by
increasing the engine`s power density what typically leads
to higher exhaust gas temperatures. Due to higher charge
air pressures even the area of the compressor outlet of
the turbocharger becomes a concern in terms of surface
temperatures. Consequently, every new engine has to be
equipped with a highly efficient insulation system. But as
already mentioned, higher levels of safety are also impor-
tant for older engines that do not meet latest SOLAS re-
quirement. For these engines, Thermamax is able to design
MR #5 (26-33).indd 26 5/2/2019 2:29:12 PM

V
VOICES: DIRK BALTHASAR, PRESIDENT, THERMAMAX, INC.
custom made retrofit solutions and to install

them on board.
Do Thermamax products have a role in

helping vessel owners achieve reduced
emissions?
Thermamax insulation systems are often
Tmax-Retrofit
used for exhaust after treatment systems. In the engine room temperatures are tal 3D models. ers the maximum surface temperature
highest and reliable fire prevention is 2. Reverse Engineering: Based on below 220°C and even below 100 °C,
Let it be the pipes between the turbocharger
vital. As 3D details are often not avail- the scanned 3D profile, Thermamax de- depending on requirements.
outlet and the SCR, or the SCR itself. Our
able for older engines, retrofitting with velops a CAD model of the engine. For
insulations keep the heat in the system and
SOLAS-compliant high-performance this it first generates a polygon network 4. Manufacture: First, Thermamax
temperatures at a level that is required to en-
insulation systems has only been pos- in STL format from the available data. produces a prototype. In its own test
sure proper catalytic reaction in the SCR.
sible to a limited extent until now. This is converted into standard geom- lab, it performs various tests on all ma-
With Tmax-Retrofit, older marine en- etries and free-form surfaces. From terials and components to ensure high
We understand that Thermamax is also in-
gines can now also be upgraded with these attributed surface models and quality in practical applications.
vesting in product development to support
increased electrification and batteries on high-temperature insulation systems own on-site photos, we can then cre- The individual Tmax-Insulation Clad-
ships. which exceed SOLAS guidelines. The ate a CAD model in the STEP or IGES ding is now ready to use and can be
Recently Thermamax developed housings all-in-one package provides all services format. installed.
for battery modules to support electrifica- – from the preparation of the engine’s
3D profile to the thermography of the 3. Design and Simulation: Now starts 5. Installation: Thermamax installs
tion, beside others, for marine application.
developed and installed insulation sys- the classic design process. On the basis the exhaust gas/turbocharger cladding
Also, on board ships electrification is be-
tem – all from one source. of a 0D/1D thermal calculation Therma- – first the prototype – on your engine.
coming more and more important. Ther-
max defines material and thickness of
mamax battery housings can be used for
1. A 3D-Scan of the engine to ensure the insulation. The detailled constrution 6. Thermography: To ensure that
on-board energy storage systems, replacing
the best fit of the exhaust gas and tur- is made in Creo, a specialized software. the new insulation system performs as
conventional Diesel generators. Our battery bocharger cladding. Results of the scan The result is a durable exhaust gas/tur- required, Thermamax performs a ther-
housings ensure effective fire protection and are used as the basis for preparing digi- bocharger cladding which reliably low- mography test.
extend the battery range by balanced thermal
management.
Maritime Medical
Assistance Worldwide
• Medical services for crew members in the Ports of Call
• Evacuation and repatriation services for crew members and passengers,
including doctor’s escorts on commercial flights/air ambulances
• Home country treatment for crew members
• Medical health checkup services (PEME, REME)
• Medical claims management
• Claims Cost Containment and Fraud Investigation
• Medical services for seafarers’ families
www.ap-companies.com
+ 34 931 702 286
[email protected]
Armenia, Albania, Austria, Azerbaijan, Belgium, Belarus, Bosnia, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark,
Estonia, Finland, France (including Corsica), Georgia, Germany, Gibraltar, Greece, Hungary, Iceland, Ireland, Israel, Italy
(including Sicily and Sardinia), Jordan, Kazakhstan, Kosovo, Kyrgyzstan, Latvia, Lithuania, Luxembourg, Macedonia, Malta,
Moldova, Monaco, Mongolia, Montenegro, Netherlands, Norway, Poland, Portugal, Republic of South Africa, Romania, Russia, Serbia,
Slovakia, Slovenia, Spain, Sweden, Switzerland, Tajikistan, Tunis, Turkey, Turkmenistan, United Kingdom, Ukraine, Uzbekistan
MR #5 (26-33).indd 27 5/2/2019 2:31:13 PM

GREEN MARINE • Technology
Norway prepares to ‘send in the drones’ as maritime
MR #5 (26-33).indd 28 5/2/2019 2:39:41 PM

Emission ‘Sniffers’
Norway is growing its arsenal of military grade drones for missions
that will take them into the exhaust stream of ship’s funnels.
With the IMO now supporting the 0.05 percent sulfur cap on marine fuel from Jan.
2020, and with southern Norway below the 62nd parallel officially a European
Emissions Control Area, or ECA, the Norwegian Maritime Authority, the NMA, is
cracking down on illegal sulfur emissions.
O
slo’s NMA and its domestic enforcement allies — it already had the vessels and could look after the drones. The
the Norwegian Coast Guard (Kystvakten), the Nor- coastal guard already inspects “50 to 100” ships each year inside
wegian Coastal Administration and the police — will the ECA, although that number is expected to rise sharply, and
share the burden of making shipping to and from in 2018, ship inspections in all regions reached over 200. The
Norway compliant with EU, IMO and new Norwegian rules on IMO is now in on the sulfur cap, and from the beginning of
emissions of sulfur, or rather sulfur-oxide. Checking for illegal 2026, Oslo begins enforcing a zero-emissions regime for cruise
levels of SOx is the job of NMA principal surveyor, Svein Erik ships in the fjords. Until then, the IMO-recognized sulfur cap
Enge, who we meet in Haugesund, a sleepy town in Western rules apply below 62 degrees North latitude, and after January
Norway being transformed into Norway’s “clean-tech” cluster. 1, 2026, the area above will be subject to the sulfur cap. In 2030,
Enge in June of 2018 coordinated and supervised the NMA’s the entire Norwegian littoral — an area as long as the West Coast
test drone project at the entrance to Bergen Harbor. For a week, of the United States — will be “emissions free.”
a sensor-laden drone operated from the bridge of Kystvakten’s So, Enge and the Kystvakten’s new R-70 Sky Ranger drone
KV Tor was flown into the vapor stream of several ships to take are law enforcement pioneers at the dawn of a new low-emis-
samples of SOx. The exhaust’s electronic sulfur count was in- sions age. Like other trailblazers before them, they’ll build on
stantly transmitted to the KV Tor’s computer screens. Though existing experience. The Kystvakten is understood to have al-
the drone had kept its safe distance of 50 meters from the ves- ready used a Lockheed Martin Indago drone equipped with in-
sels, illegal levels of sulfur were detected. The Kystvakten con- frared and 30x200 cameras to spot and chart oil spills during
tacted the NMA ashore, and a ship inspection was the day and at night. The new R-70s are from FLIR company
planned. “We use it like a police breathalyzer test,” Aeryon will also rely on fitted sulfur sensors, for now, while
Emission inspection:
The old way (bottom left Enge says, adding, “But we still go onboard.” Still, other sensors for other environmental elements are developed
inset), and the new way, the test inspections were a total success. The drone and procured in anticipation of further environmental tighten-
via drone. was “impressive.” It took five minutes for the ing. “With IR for the first time, we could see how deep the oil
drone to analyze samples using the leased chemi- was in the sea. You could locate the oil spill on a chart. It made
Image: Norwegian Maritime cal sensors it carried. The possibilities were end- it much, much easier,” Enge says. Now, ease was also being
Authority/Nordic Unmanned less: “You can notify the next port. You can issue a cited in that first sulfur inspection of a ship’s funnel exhaust:
fee, or you can ask for a (fee payment) guarantee.” “You could see the drone lift off from the deck and follow the
The highest fee issues to date has been to the tune ship. It was better than a toy,” Enge says, an apparent reference
of 650,000 kroner, or $75,000. It is understood to have gone to a to Aeryon’s vessel-tracker. Other stately first responders wanted
cruise ship operator. Since that fateful 2018 test, the Kystvakten one, too, so in 2018, five new R 70’s were ordered, their sen-
has grown its fleet of drones from one to three and is reportedly sors unique to services that included the Norwegian Radiation
ready to buy five new ones each year: or five sensors. The infor- Protection Authority; the Coastal Administration; the NMA and
mation we get from different sources seems contradictory. Enge the Kystvakten.
says, “We only buy the sensors (not the drones),” while another In April 2019, Norse Asset Solutions, or NAS, delivered the
source says the sensors are rented out from commercial players Sky Rangers’ sulfur sensors and GIS, and the drones with sniff-
and Norway’s research institutes, like AMOS, who have devel- ers became a 14 million kroner contract in March 2019. Canadi-
oped their own “chemical-sniffing” spectral cameras. an company Aeryon Labs (owned and now called Oregon-based
FLIR) built the drones and supplied Aeryon Mission Control
Zero-emissions Systems originally made for the military market. The R-70’s are
The Kystvakten was ideal for the job of inspection because man-portable at 80 centimeters wide; fly at speeds of up to 50
MR #5 (26-33).indd 29 5/6/2019 10:28:46 AM

Inspection: The Norwegian

Coast Guard, or Kystvakten,
disembark and check forms fol-
lowing a vessel inspection.
Image: The Norwegian Coast Guard
Complete sulfur-sniffer package:

A NAS emissions inspection drone made
from a modified Aeryon Labs R70 drone;
below the original R70. Image: NAS/The
Norwegian Coastal Administration
Image: NAS/The Norwegian Coastal Admin
MR #5 (26-33).indd 30 5/2/2019 2:38:21 PM

km/h for 50 minutes to five kilometres chroniclers as saying. “Before this, we sions from vessels.” manufacturer’s note says. And Enge and
away. They can handle 70 km/h winds did not have the opportunity to inspect One thing is certain: Enge was “ex- the NMA will also use a point-and-click
and, during sulfur inspections, will “ide- vessels that are sailing, but now we’re tremely pleased” with the navigation and XRF pistol that scans fuel and can deter-
ally” be followed by a support craft, au- the first in the world to systematically use flight control of the Sky Rangers from mine sulfur content within 30 seconds —
tonomous or not. drones for this type of work. The drone the KV Tor’s deck, with its camera con- or about as long as the Sky Ranger has to
But as with all drones, it’s payload, will therefore ensure that we make more trols. “The touch screen system allows remain in the exhaust stream of a ship’s
payload, payload. The 2.5 kilogram effective the way we inspect sulfur emis- the execution of dynamic flight plans,” a funnel.
drone can carry a 2.5 kg camera and sen-
sor payload. The NAS sulfur sniffer is
tiny, but only needs to suck in a minis-
cule air sample to replicate the analysis
trained surveyors have always done in
NMA labs.
“We can change out the sensor, and
you can check for other gaseous ele-
ments as well,” said Enge, who admits,
“We’re still working on the software for
this one.” Indeed, the new drones the
NMA will procure come with Aeryon
Labs secure Application Development
Kit and Payload Development Kit “to
enable rapid third-party software inte-
grations and payload developments”,
and that’s exactly what happened.
When the Sky Ranger was introduced
in 2015, TrellisWare Technologies, Da-
tron, Aeryon Labs and Black Diamond
Advanced Technologies reportedly pre-
sented the SkyRanger to the US Marine
Corp with a TSM radio that enabled
real-time streaming and thermal imaging
over a mobile ad-hoc network, or MA-
NET. It’s not known whether any of this
technology is being used in Norway.
Super drones
Drone sales for maritime applications
have been a big hit in Norway, although
structure integrity missions have been
the main draw. Since 2015, Stavanger-
area outfit, Nordic Unmanned, struck a
distribution deal with Lockheed Martin
for their Indago VTOL drones.
Since then, Nordic Unmanned has
earned contracts pulling hydro power pi-
lot lines and dropping objects for electric
grid operators as well as surveys for the
national railroad. Kongsberg Maritime
Broadband Radio, a satellite-indepen-
dent system, is at least aboard the Indago MODERN CLASS FOR
drones, one of two types tested, since a
deal exists between Nordic Unmanned SMARTER OPERATIONS
and Kongsberg. The MBR also streams
real-time surveillance video in real-time
Today’s market needs smarter solutions – and a modern classification partner. Find out
between ground, air and marine assets.
The new NMA orders of Sky Ranger
how our modern classification solutions can turn possibilities into opportunities – and make
drones are understood to be R70’s that can your operations safer, smarter and greener.
operate from -30 degrees Celsius to 50
C. They’re intuitive enough that the sur- Learn more at dnvgl.com/maritime
veyor need not be an engineer, although
they will receive training from NAS and,
or Nordic Unmanned and FLIR.
“This drone is the first of its kind that’s
being combined and integrated as a fin-
ished package,” NAS operations leader,
Joachim Hovland, was quoted by stately
MR #5 (26-33).indd 31 5/2/2019 3:34:59 PM

GREEN MARINE • Propulsion
From coal to oil to natural gas
MV Sajir Moves to Methane

By Peter Pospeich
I
n its more than 170 years the propulsion system of its 15,000 TEU ship will be carried out by Huarun Da- date, provides for the conversion of an
of existence, the Hamburg- container vessel MV SAJIR to use natu- dong Dockyard Co., LTD, Shanghai, in existing MAN B&W 9S90ME-C engine,
based Hapag Lloyd has ral gas (methane), a world-first. 2020. which was previously operated with
used all kinds of solid and The contract for the conversion was The conversion of the main engine to heavy fuel oil, to a MAN 9S90ME-GI
liquid fuels to generate en- signed with Hudong Hondhoa Ship- natural gas operation will be carried out dual fuel engine with gas injection.
ergy for the propulsion of its building (Group) Co, Ltd., a contract by MAN Energy Solutions based on a “With the conversion of SAJIR, we are
ships. And now the shipping which also includes the conversion of contract recently signed with the com- the first shipping company worldwide
company has announced the auxiliary diesel engines to natural pany. to convert a container vessel of this size
that it intends to convert gas. The conversion of the five-year-old The pilot project, which is unique to to natural gas propulsion,” said Richard
The 15,000 TEU

megaboxer MV SAJIR
to be converted to
methane for operation.
Image: © Hapag-Lloyd
MR #5 (26-33).indd 32 5/2/2019 2:41:14 PM

von Berlepsch, Managing Director Fleet opportunities to convert part of its fleet conversion costs of around 25 to 30 mil- The new propulsion system
Management at Hapag-Lloyd. “It is a for the use of natural gas. There is talk lion dollars per ship, this would result in The 368 x 51 m SAJIR, which was
unique pilot project from which we hope of a further 16 container ships that have a total investment of around 400 million put into service in 2014 and comes from
to learn for the future and pave the way already been built “LNG-ready.” With dollars. the fleet of the Arab shipping company
for the conversion of large ships to this
alternative fuel.”
SAJIR is one of 17 “LNG-ready” ves-
sels in Hapag-Lloyd’s fleet already de-
signed during the newbuilding phase.
With the conversion of the SAJIR,
Hapag-Lloyd is implementing a techni-
cal option for reducing the exhaust emis-
sions of large ships. The company is thus
reacting to the tightened sulfur limits in
fuel which will come into force next year
and lead to considerable additional costs
for all shipping companies.
The conversion of two-stroke engines
for the use of natural gas enables consid-
erable emission reductions. According
to MAN ES, the CO2 emission reduc-
tions are between 25 and 30% compared
to HFO and MDO. NOx reductions are
around 30% (far below the TIER II lim-
its). The most significant reductions are
in sulfur dioxide and particulate emis-
sions, at more than 90%.
The shipping company thus sees good
MR #5 (26-33).indd 33 5/2/2019 2:41:36 PM

UASC (United Arab Shipping Com- JIR to be converted is the “progenitor”
pany), still has a slot capacity of 14,993 of the DF engine 9S90 ME-GI, the two
TEU. The ship is currently powered by variants differ in essential components
a MAN 9S90 ME-C 10.2 engine with “WITH THE CONVERSION OF SAJIR, and systems. For example, the cylinder
an output of 37,630 kW at 72 rpm. This head of the ME-GI engine is equipped
engine is to be converted into a 9S90
WE ARE THE FIRST SHIPPING COMPANY with two valves for gas injection and two
ME-C 10.5-GI dual-fuel engine with the WORLDWIDE TO CONVERT A CONTAINER conventional valves for the pilot fuel oil.
same power and speed. The two engine types, ME-C and ME-
VESSEL OF THIS SIZE TO NATURAL
MAN SE has already been able to GI, are largely the same and have the
present several engine conversions from GAS PROPULSION.” same efficiency, the same power and the
its portfolio (see MV WES AMELIE and same main dimensions. In comparison
others) as a reference, but the Hapag- to the ME-C engine, the ME-GI engine
Lloyd project is nevertheless the first RICHARD VON BERLEPSCH, has a modified exhaust system, a modi-
ship-side retrofit project for the Augs- MANAGING DIRECTOR FLEET fied cylinder head with the necessary gas
burg engine manufacturer. The conver- supply lines and attached gas control de-
sion of a ship to methane operation is MANAGEMENT, HAPAG-LLOYD vices.
highly complex. Even though the nine- On the gas supply side, space must be
cylinder in-line diesel engine of the SA- found for the LNG tank and vaporization
Images: Starting left:
The MAN B&W engine type ME-GI.
Sectional view gas injection of ME-GI.
The 300-bar high-pressure pump vaporator unit

(VPU system) from MAN SE to be installed at the
SAJIR.
All images: © MAN ES
MR #5 (34-41).indd 34 5/2/2019 3:01:46 PM

equipment in the ship without losing too LNG tank filling cannot yet be specified essary engine and selected system com- trolled via control of hydraulic oil flow
much container capacity. As Hapag- precisely. According to statements, the ponents for the conversion in order to to the pump, ensuring a very quick and
Lloyd reports, with the additional gas SAJIR will re-bunker LNG twice - the adapt the engine, which is currently still precise control of the LNG supply to the
storage system certified by DNV-GL, locations will depend on the availability suitable for heavy fuel oil, for operation engine. Separate control of each pump
around 350 container sites will theoreti- of the fuel and the price. with liquid and gaseous fuels. head provides full redundancy.
cally be lost in the space provided during The ME-GI (Gas Injection) engine “We offer a fully integrated complete Operation with low-sulfur fuel (LSFO)
the construction of the ship. has already established a new indus- solution. In addition to the conversion of is also possible as back-up.
try standard for two-stroke propulsion the engine, this also includes the entire On the engine side, as far as possible
The engine technology engines with well over 200 machines gas treatment system for supplying gas all components of the combustion cham-
The vessel normally serves the Far ordered and delivered and is used on to the main engine, including the pilot ber and their attachments are replaced.
East route from Asia to Northern Europe LNG carriers, container ships and bulk oil module, and the auxiliary engines In addition, the injection components for
through the Suez Canal. The LNG tank carriers. According to the company, the from MAN Cryo and a 300 bar high- gas injection are re-placed or added. In
capacity will be 6,500 cu. m. A mem- two-stroke technology also solves the pressure pump vaporator unit (VPU sys- particular, the pilot oil system required
brane tank (GTT design) will be installed problem of the unwanted methane slip. tem) from MAN SE,” said Wayne Jones, for gas operation will be completely re-
at the designated location in one of the The engine combines the ad-vantages of Chief Sales Officer MAN SE. built. The control of the ME-GI engine
holds, just in front of the engine room. multi-component combustion with the The ME-GI PVU is designed to pres- is more complex than the original con-
Membrane tanks allow an optimal adap- reliability of the established ME engine. surize and vaporize the LNG fuel to the trol of the heavy fuel oil engine. This re-
tation to the existing ship shape. From MAN Energy Solutions supplies the exact pressure and temperature required quires a conversion of the engine sensors
today’s point of view, the range with one necessary engineering as well as all nec- by ME-GI engines. Gas pressure is con- or a new instrumentation.
MR #5 (34-41).indd 35 5/2/2019 3:02:18 PM

GREEN MARINE • Ship Owner Profile
Hurtigruten’s CEO
Dan Skjeldam: “bullish”
about the expedition
cruise sector’s pros-
pects.
Image: Hurtigruten
MR #5 (34-41).indd 36 5/2/2019 3:02:59 PM

Dan Skjeldam
Smaller, Greener, More Specialized:
Hurtigruten drives the future of the cruise travel sector
Building on its 125-year heritage, Norwegian shipowner Hurtigruten has become a lead-
er in exploration travel offering voyages to more than 200 unique destinations in more
than 30 countries ranging across the globe from the Arctic to the Antarctic and including
cruises in Norway, Greenland, Svalbard, Iceland, Western Europe, and the Americas. In
an exclusive interview with Maritime Reporter and Engineering News, Dan Skjeldam, the
company’s CEO, emphasizes the need for the cruise industry sector to be more environ-
mentally aware and to operate responsibly in order to take advantage of the new business
opportunities represented by consumer demand for new travel experiences.
By Tom Mulligan
N
orwegian cruise operator into cities – this practice could have a position by the company’s largest share- its first positive earnings in nine years. It
Hurtigruten has a mission to negative effect on the industry’s reputa- holder, Trygve Hegnar, in 2012. At the has traded successfully since.
offer on- and off-ship expe- tion. The other major issue is that pollu- time Skjeldam stated that “Hurtigruten Skjeldam holds or has held director-
riences that enable its guests tion from cruise ships needs to be dealt remains the real thing in a world that ships on several company boards includ-
to “connect with their inner explorers.” with: HFO is no longer an acceptable is increasingly dominated by big white ing those of Spitsbergen Travel AS, the
When asked how he felt about pros- fuel and scrubber technology isn’t the cruise ships and will regain Scandinavia oldest travel and tour operator in Sval-
pects for the cruise industry market, Dan answer. Hurtigruten has placed itself at and Asia, as well as extend the season bard, where he has been Chairman of
Skjeldam, the company’s CEO, said, the forefront in dealing with these issues for British tourists chasing the North- the Board since 2012; Norwegian Finans
“extremely bullish”. And when asked by refusing to engage in ‘over-tourism’ ern Lights”, immediately making major Holding ASA; Call Norwegian AS, a
about expedition cruises in particular, and by tackling pollution through the use changes to the company: its headquar- Norwegian VoIP phone service provider;
he stated: “It’s currently a small part of of green technologies and hybrid power ters moved to Tromsø and non-strategic and Tereda Holding AS. He has previ-
the total sector but I expect to see a lot systems.” assets were sold off. These and other ously been on the board of ferry com-
more growth.” However, he added that structural changes enabled Hurtigruten panies Fjord1 MRF and Fjord1 Fylkes-
there were some caveats to these state- Headhunted to make an annual saving of more than baatane.
ments: “We need to tackle the effects Skjeldam became CEO of Hurtigruten $10 million, with the result that in May He holds an MBA from the Norwegian
of the cruise industry ‘dumping’ people after being personally headhunted to the 2013 the company was able to announce School of Economics.
MR #5 (34-41).indd 37 5/2/2019 3:03:43 PM

Experienced operator Fleet expansion growth. There will be a lot more ships
Hurtigruten was established by in 1893 The current Hurtigruten fleet consists added to the Hurtigruten fleet in the next Above: An impression of the MS Roald
by government contract to improve com- of a number of 12 coastal vessels and 10 years, we’ll be operating in new areas Amundsen cruising in the fjords of
Norway.The ship is due for delivery later
munications along the coast of Norway, four expedition ships, the MS Fram, MS of the world, and there will be a lot more
this year.
the first round-trip journey taking place Nordstjernen, MS Midnatsol and MS newer, greener technology on board,” he Image: Hurtigruten
from Trondheim to Hammerfest in the Spitsbergen, and three expedition ships asserted. “We can deliver on these ideas
summer of that year. This was a difficult on order: the MS Roald Amundsen, due through our 125 years of acquired op- Inset: Hurtigruten’s new cruise ships
trip to make in the then poorly-charted for delivery this year; the MS Fridtjof erational experience and our experience are hybrid-powered by four main en-
waters, especially in winter, and the ad- Nansen, being delivered in 2020; and an in operating in ecologically pristine ar- gines backed by two 627 kWh batteries
vent of Hurtigruten was a major devel- as-yet-unnamed vessel, due for delivery eas. We have seen the effects of pollu- that charge and discharge at
1750 kW each.
opment for the isolated communities in 2021. tion elsewhere on the planet and, as the
Image: Tom Mulligan
along the route. It now took only seven Being constructed by Norwegian ship- CEO of the world’s greenest cruise line,
days to deliver mail from central Nor- builder Kleven Verft and classified by I have to express my concern about the
way to Hammerfest, as opposed to the DNV GL, the new ships are based on way some companies operate, especially
previous three weeks in summer and five the most advanced and greenest cruise those with larger vessels carrying large
months in winter. From the 1980s, partly ship technology available today, being numbers of passengers. Hurtigruten be-
due to the introduction of a local airport hybrid-powered by four main Bergen lieves in keeping its operations small:
network and an improved road system, B33:45 engines running on MGO fuel smaller cruise vessels and lower num-
the role of Hurtigruten changed and the backed by two 627 kWh batteries charg- bers of passengers per ship – the maxi-
company began to concentrate more on ing and discharging at 1750 kW each. mum number of passengers we carry on nies need to be of a certain size to oper-
tourism, although it still caters to routine The engines have an output of 3600 kW a ship is around 500.” ate effectively and I am quite sure that
passenger and cargo needs. Following each, powering two azimuth propulsion there will, sadly, be some bankruptcies
the merger of Ofotens og Vesteraalens motors with a propulsion power of 3000 Evolving business in the cruise industry simply because
Dampskibsselskab (OVDS) and Troms W, enabling a service speed of 15 knots. Because of the new demands be- the smaller operators cannot afford to
Fylkes Dampskibsselskap (TFDS) in The ships are also equipped with two ing placed on the cruise industry sec- purchase the modern vessels required to
2006, the company became the Hurti- bow thrusters with 1500 kW output each tor, and in particular on the expedition serve the market. The older ships, dat-
gruten Group, and shortly afterwards and have two fin-type stabilizers. They cruise market, Skjeldam expects to see ing from the 1960s, are now so out of
Hurtigruten ASA. It was delisted from are capable of carrying 681 people: these considerable consolidation in the sec- date that they are simply not up to the
the Oslo stock exchange in 2015 fol- comprise 530 passengers and 151 crew. tor over the next decade: “At present, job and are not suitable for use in to-
lowing its acquisition by private equity overall there are a lot of smaller opera- day’s business and natural environment
group TDR Capital and now operates Big plans tors, “ he said. “However, technological – the cruise industry has moved on, it’s
expedition cruises to Greenland, Iceland, This isn’t all, however: “We’ve big pressures, driven mainly by ecological a much more professional business than
Svalbard, the Americas, the Arctic and plans for the future,” said Skjeldam. and environmental factors, will result in it was 10 or 15 years ago and there will
Antarctica in addition to its cruise and “Based on our assessment of the po- there being a lot of consolidation in this be even more advances in the future,” he
other services in Norway. tential of the industry and its room for currently fragmented industry – compa- concluded.
MR #5 (34-41).indd 38 5/2/2019 3:04:04 PM

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MR #5 (34-41).indd 39 5/1/2019 4:25:09 PM

GREEN MARINE • Batteries & Hybrids
Zero Emission Fjord Cruising

Norway on January 1, 2026, will begin a ban on cruise ships powering through the Unesco-listed
heritage fjords on anything but zero-emissions propulsion. For now, that means battery power,
but few of the 190 cruise ship calls to these fjords are made with that kind of electro-chemical
fuel on board. From now until 2026, you can still cruise the fjords on a closed-loop, or in-line,
scrubber system, but few cruise ships have these installed. The new rules mean cruising else-
where, finding suppliers of energy storage systems or accepting novel zero-emissions solutions.
Sail, Solar & Battery power:

A frontrunning design for a
fjord-going, zero-emissions
cruise ship.
Image: NCE Maritiime Clean Tech
MR #5 (34-41).indd 40 5/2/2019 3:04:31 PM

W
estern Norway’s UNES- aboard, including scrubbers. Most are cruise ships entering the protected fjords debate on the embarrassing fjord clouds
CO-designated Gei- on cleaner, low-sulfur distillate fuels for were built, on average, 20 years ago and that led to the new zero-emissions ban
ranger and Naeroy fjords main and auxiliary engines, and about lack the newer, greener tech. on fossil fuels in passenger ships over
start at the sea and ter- 10 percent run on bunker; 70 percent of It was a 2018 Norwegian government 1,000 GT. The Norwegian Maritime Au-
minate in picturesque villages, where
a cloud of exhaust from visiting cruise
ships tends to hang. The plumes of
visible emissions of particulate matter,
carbon-dioxide, sulfur dioxide, nitrogen
oxide and water vapor have been studied
at length, and now the Norwegian gov-
ernment has had enough: The polluting
ends Jan. 1st, 2026, and by 2030, the re-
maining Norwegian fjords will be made
emissions-free zones.
The studies by DNV GL, Marinetek
and Sintef reveal that just 25 percent of
cruise ships entering the fjords are run-
ning low-SOx and low-NOx systems
MAKE SMARTER ENVIRONMENTAL

COMPLIANCE DECISIONS
SAFETY LEADERSHIP
www.eagle.org/environmentalcompliance DRIVING SUSTAINABILITY
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Avigat
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ga orr Tha
hail
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and/
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d/S
d/Shut
Shu
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MR #5 (34-41).indd 41 5/6/2019 10:29:35 AM

New shore routine: zero-

emissions planning covers
battery and service contain-
ers, or backs, exchanged
quayside.
Image: NCE Maritime CleanTech
thority in coastal town Haugesund that rows of batteries stacked aboard an out- concept envisages a novel exchange of too large for cruise, “because you’d have
will enforce the requirement that cruise of-work, off-shore oil-and-gas, anchor- power and service containers for each to remove a casino or a pool”.
calls in the fjords are electric-only. The handling, tug-supply vessel, or AHTS, onboard process: “packs” for energy So, the Fjords clean-up may be strict-
NMA will also enforce the use of closed- that’ll tow a retrofitted cruise ship as it (batteries); kitchen waste; potable water; ly about marine batteries. Retrofits of
loop exhaust scrubbers until 2016. Until pulses through the eastern and southern passenger waste; recycling and luggage. these, at least for AHTSs, can seem as
then, too, European Emissions Control ends of the heritage fjords. All would be emptied or exchanged sho- simple or as configurable as a Kongsberg
Areas rules for NOx and SOx will apply Visuals presented at the Miami trade reside and replaced with fresh packs — Maritime battery “container” connected
above Norway’s 62nd parallel of latitude show in April suggest the battery-laden energy or service. The energy packs are to a hub. The no-emissions rule (which
(including the half of Geiranger fjord “fjord pilot” could be the interim solu- key, as battery, hydrogen and ammonia includes “grey water” and waste), will
nearest the sea). tion for fjord-going cruise vessels: bat- fuel cells are envisaged. It is hoped the turn an ugly problem into a unique op-
“It’ll definitely impact the (cruise in- teries aboard the AHTS ship by 2026 energy “cycle” of containerized ESS, portunity for the local shipping cluster
dustry),” says the NMA’s head of del- ahead of new battery and other designs solar and sail power provide 14 days of and allied in-ternational partners to take
egation to the IMO, Lars Christian Es- for cruise by 2030. The aim is to have “clean sailing” through the fjords. a market lead.
penes. “It could be difficult for cruise the cruise ship in hotel mode, with hotel In the six-and-a-half years before the The NMA affirms this: “We take a very
ships, as only a handful are compliant.” power streamed over from the AHTS. zero-emissions deadline, cruise vessels strong role in creating international reg-
He confirms that it’ll be battery power Technology now used to charge batteries will only be allowed into the inner fjords ulations,” says NMA spokesperson, Car-
only or hybrid from 2026 on, admitting at harbor would effect the power transfer if they’re running closed scrubber tech- oline Stensland. The 350-strong agency
that “few are prepared” for the changes. under new harbour systems, now on the nology, or tech that doesn’t dip or release headquartered in Haugesund works with
That’s great news for Norway-based drawing board, are developed. into sea water or surrounding air to do industry on new tech much like DNV GL
power-system in-tegrators like Siemens, The sail-equipped cruise ship would be the job. Norway-based exhaust scrubber does, and their own engi-neers and sci-
ABB, Kongsberg Maritime (formerly ready by 2030. It’s designer, understood makers offer open and closed scrubber entists work alongside maritime cluster
Rolls-Royce Marine) and a range of to be industrial designers, Eker Design, systems in the run-up to the Heritage participants.
others with containerized or compart- have developed the concept in coopera- Fjords deadline. “That sets us apart from other national
mentalized energy storage systems, or tion with cruise heavyweights, Carnival Last year saw a ramp-up of systems maritime authorities,” she says. “We see
ESS, a battery or hybrid ships power and and Royal Caribbean. Other Maritime production that failed to meet demand, ourselves as partners for technology de-
propulsion solution. Integrating battery Cleantech suppliers have also got-ten as it surges ahead of the IMO’s Jan. 1st, velopment.”
power is also great for Canada-rooted onboard. The key to these “sale-and- 2020 deadlines for getting the SOx in Key to that development are the system
battery outfit, Corvus Energy, a newly solar” designs is ESS, with batteries this emissions down to 0.5 parts per million. integrators, “clustered” and incubated by
integral part of western Norway’s maritime charged by photovoltaic cells im- “As far as we know, the regulation Maritime CleanTech and government.
time clusters. bedded in 5,000 square meters of sails. concerns the so-called Heritage Fjords, As we went to press, the NCE was
One of those industrial fora is NCE All passengers are envisioned having where a zero-emission policy will be im- showing the Cluster’s zero-emissions
Maritime Cleantech, proponent of lo- their own balconies surfaced with solar- plemented from 2026,” says a maker of concepts to conferencegoers at SeaTrade
cal zero-emissions designs that includ- filmed glass. scrubbers for ocean-going tankers, cargo Cruise Global in Miami.
ing two key frontrunners: a sail-rigged vessels and cruise ships. “This means no “The world’s first zero-emissions zone
cruise ship and a temporary cruise-ship- Clean sailing fossil fuels can be used by any vessel in- (Norway’s heritage fjords)” and the
in-tow solution. While we’ve seen and walked around side these fjords … (cruise vessels) all heavyweights of cruise will have their
the containerized ESS from three dif- use fossil fuels (so) they simply cannot first zero-emissions, solar-sail-ESS be-
Business boost ferent suppliers and power-system inte- enter these fjords from 2026”. Another tween by 2030. Until then, it’s cruise
The second of these envisions fitting grators, the sail, solar and battery cruise scrubber maker says their systems are ships in-tow.
MR #5 (42-49).indd 42 5/6/2019 10:30:29 AM

Corvus’ Cruise Offering

Corvus Energy’s batteries are understood to be at already have half the market for marine battery
the heart of the solar-sail cruise concept and a tem- power. Now, moving operations from Canada to
porary plan to use retired anchor handlers packed Scandinavia and securing a network of Norwegian
with batteries to tow passenger vessels through owners has proved prescient. Competitors have
Norway’s fjords. Halvard Hauso, executive VP at fallen away. It was the logistical costs and bans on
Corvus Energy, confirms the ESS outfit is ramp- air-lifting tenable chemicals that had padded the
ing up for the cruise segment. “We’re launching logic of setting up in Norway.
a battery system for each vessel type,” he says, New Corvus product launches for specific ship-
confirming that batteries let owners shrink engine ping segments are being rolled out named for
sizes. Hauso’s comment is timely — a cruise ves- ocean mammals that denote scale: cruise is under- Corvus Energy EVP Halvard Hauso.
sel recently thundered through the nearby fjords on stood to be called the Blue Whale package. Orca
main engines packing 120 megawatts of power. is understood to be for adventure cruise or yachts.
Already, Corvus Energy’s ESS is slated to be “We decided on the (blue) whale format of ESS and coms controls moved to the cabinet, are being
aboard vessels of the cruise ship operator, Havila because it was too big for yachts and too small for offered to the cruise market with unique chemistry
Kystruten. The liners will operate from Bergen in rigs,” Hauso says, admitting that quietly, Corvus made by different suppliers.
Western Norway to Kirkenes in the near arctic. has had 190 energy storage projects on the go, in- Blue Whale marine ESS will roll out to the cruise
That success, the largest marine battery order ever, cluding 13 in the cruise and yacht segment. market in earnest by 2021, or just in time for Nor-
is being followed up with a new series of battery The newest Corvus ESS are solid-state rather way’s 2026 Fjords rules and a year after MARPOL
packs expected to launch at Norway’s Nor-Ship- than gelatinous, and that has reduced the size of emissions rules kick in. As Hauso says, power con-
ping expo in June 2019. the company’s new Orca system for ferries by half. figurations for cruise will mean ESS becomes “as a
With 200 MWh of installed power, Corvus may The Blue Whale system, which will have power fuel, with more batteries.”
MR #5 (42-49).indd 43 5/2/2019 3:15:47 PM

MARINE PROPULSION • THOUGHT LEADERSHIP
Power Players By Greg Trauthwein With new fuel rules courtesy of

IMO2020 quickly approaching
and emissions reduction and elim-
ination on the agenda for the next
30 years, marine engine OEMs are
MAN B&W on the front line, working with ship
ME-LGIP engine. owners, marine fuel and lube com-
panies and research institutions to
deliver machinery to
meet ever stricter en-
vironmental mandate.
We recently were
able to visit with a
number of leaders in
marine power field for
their insights on the
‘next chapter’ in ma-
rine propulsion. This
month ‘thought lead-
ership’ participants
are Kjeld Aabo, Di-
rector New Technolo-
gies, Sales and Pro-
motion Two Stroke Marine, MAN
ES; Sebastiaan Bleuanus,
General Manager of Research Co-
ordination and Funding, Wärtsilä;
Edmonds Brown, Commercial
Marine Segment Leader, Cum-
mins, Inc.; and Rolf Stiefel, Vice
President Sales, Winterthur Gas &
Diesel Ltd.
Image: MAN ES
MR #5 (42-49).indd 44 5/3/2019 1:43:31 PM

“I think it is very early to project what

will be the fuel of the future.
I think that it will be much more clear in Janu-
ary 2020 (when the new IMO fuel rules enter
force) and we see the direction of fuel costs.”
Kjeld Aabo,
Director New Technologies,
Image: MAN ES
Sales and Promotion Two Stroke Marine,
MAN ES
To start, put in perspective the Brown, Cummins When I started in the marine in- Bleuanus, Wärtsilä The last 15 years have seen
current pressure to reduce emissions dustry, my primary focus was working to achieve a shift in legislative focus in two main areas; a tighten-
in the maritime industry. certification of Cummins’ marine engines for U.S. ing of the air quality related emission limits first near
Environmental Protection Agency (EPA) Tier 1 and densely populated areas (the Emission Control Areas)
Aabo, MAN ES It all really started at the begin- International Marine Organization (IMO) Tier I stan- and now also globally through the introduction of the
ning of the 1990s when the world started discussing dards. Back then, there was a single solution to meet sulfur cap. The second area is of course the limitation
that something needed to be done on exhaust gas emis- all the regulations. This was not only easier on engine of the impact of shipping on global climate change, and
sions from marine vessels. We stayed in contact with manufacturers, it was easier on the fleet owners, too, we have seen many measures put in place for the new-
various regulatory authorities, as we tried to be a part providing them with only one system to implement and build of vessels (EEDI) but also for vessel operation
of the conversation in the creation of rules. Today the maintain. (SEEMP). And of course last year, the IMO initial strat-
path to making exhaust gas cleaner is going much more Since then, not only have emissions regulations got- egy on greenhouse gas emissions was approved, setting
smoothly. From an operator’s perspective, the biggest ten more stringent, but they are also increasingly siloed, ambitious goals for reducing the impact of shipping on
issue is when rules are made and enforced locally, not making it difficult to scale research and development climate change.
internationally. Today, overall, we have much more ef- across platforms. On the surface, today’s emissions
ficient vessels, much more efficient propulsion systems. regulations appear to have similarities. But in reality, What technologies or ‘lessons learned’
they are very different. At the same time, the landscape from other industries are you applying
Stiefel , WinGD When I started in the marine in- is continuing to diverge, with more regulations, such as to maritime solutions?
dustry (coming from the power generation markets) China stage 1 and 2, taking effect. Each regulation is
back in the early 2000’s, the main focus was to achieve distinct and challenging, which, from a solutions per- Stiefel , WinGD In the power generator industry
higher outputs at affordable capex. Fuel consumption spective, means each requires a lot of work. we had already introduced the lean burn Otto cycle
slowly gained importance with increasing energy pric- We have also seen the cycle between regulations de- Wärtsilä four- stroke engines back in the late 90`s.
es over the years, which became even more important creasing, meaning that once you meet current regula- There, through regulation like TA-Luft and so on, the
after the 2008 financial crisis. Emissions where not as tions, you already need to focus on developing solu- limitations especially on NOx and SOx where already
relevant, they were just required to be IMO compliant. tions to meet the next standards. in place and were more stringent than the IMO rules we
Today we are facing a totally different situation. Be- This isn’t unique to engine manufacturers. Fleet own- have now for 2020 onwards. The introduction of the
sides the rules and regulations around NOx, SOx, we ers and operators also feel the challenge. As regulations LNG burning engines to the marine market was, from
are now also very aware of CO2, GHG, Black Carbon change, ship designs must also be adapted. This means that perspective, absolutely no surprise. Basically, we
and particulates, well ahead of the regulations! The the fleet isn’t standardized and it’s difficult to consider are applying technologies which have existed for quite
awareness of this industry on our impact on the envi- lessons on emissions from previous generations of ves- a long time to a new market. And of course, the engines
ronment has dramatically grown. sels. have been marinized and made fit for application on
MR #5 (42-49).indd 45 5/3/2019 1:44:10 PM

“The traditional definition of an autono-

mous vessel piloting itself across the
ocean means very little to the engine. But
when you look at the broader need for less hu-
man interaction for maintenance, diagnostics
and repairs, this is where Cummins has been
working with customers to adapt, develop, and
implement technology.
Edmonds Brown
Commercial Marine Segment Leader,
Cummins, Inc.
Cummins
Marine X15
Image: Cummins MArine
MR #5 (42-49).indd 46 5/3/2019 1:44:36 PM

board of a ship. to further reduce the emissions of our X Another focus area is around the digi-
Stiefel , WinGD The major area of Series Diesel engines and our X-DF Se- tization n of our engines and preparing
Aabo, MAN ES The marine indus- our investments is in three new engine ries LNG burning engines. These testing them to be able to operate in “unmanned
try is quite unique because of the breadth testing facilities in Winterthur and in platforms will also be used to research ships” of the future. These are the signif-
of the vessels and the ownership. Over- China. Focus of the development is to alternative future fuels like Hydrogen, icant areas of development not only for
all, it is definitely not more simple to op- further increase engine efficiency and Ammonia, Methanol and Bio fuels. WinGD but for our industry as a whole.
erate vessels today. In the last few years
there has been increasing (environmen-
tal regulation) pressure, and the choice
has largely focused on fuel choice. What
we have done is we have kept the diesel
principle for the engine itself, meaning
that we can run on almost anything. It is
only dependent on the fuel injection sys-
tem.
In tandem with the change the com-
pany’s R&D efforts have changed and
grown, particularly in the study of dif-
ferent fuels and NOx reduction systems,
which takes a lot of testing.
Bleuanus, Wärtsilä In all our

business areas we see and support a
strive for achieving the lowest possible
impact of operations. One great example
is the utilization of gas as a fuel. Already
a workhorse in on-shore power genera-
tion, LNG is now also rapidly gaining
traction in marine transportation and
with good reason.
Brown, Cummins Cummins is a di-

versified business that participates in
many market segments. This allows
us to leverage significant investments
across numerous segments and plat-
forms and benefit from knowledge and
experience gained over thousands of
product launches. Being involved in so
many diverse segments on a global scale
is a strength when looking at how we
can adapt solutions for use in the mari-
time industry. For example, Cummins
has been involved in meeting complex
on-highway emissions for more than 20
years. Our early adaptation of aftertreat-
ment solutions for the on-highway mar-
ket, whose strict emissions regulations
are ahead of most, has carried over to our
marine solutions.
In addition, our Cummins Emission
Solutions business delivers products not
just for Cummins’ engines, but for en-
gines built by other companies, too. The
technology they develop really distin-
guishes us. Even some of our competi-
tors use these products in different seg-
ments.
While I’m certain that your

organization’s investment in
R&D is broad and continu-
ous, can you point to an area
where you are investing most
heavily, explaining why?
MR #5 (42-49).indd 47 5/3/2019 1:45:05 PM

“The next big thing on fuels is LNG.

We are a long way from identifying a fuel
which offers the same viability, in terms of in-
frastructure, beyond LNG at the moment. LNG
is the necessary bridge which is getting us
closer to a carbon neutral future.
Already today about 30% of all new engines
ordered to propel deep sea vessels are using
LNG as fuel.”
Rolf Stiefel
Vice President Sales,
Winterthur Gas & Diesel Ltd.
Brown, Cummins Emissions control, across our quality benefits today which improves people’s health. Brown, Cummins Diesel continues to be the most
business, is an area where Cummins is investing time, And there is a significant reduction in climate impact as viable fuel right now and probably in the foreseeable
energy, and money. Four to five unique regulations well. Not enough to meet the IMO strategy by itself, but future for our marine customers. While there are on-
drive work on our marine engine platforms alone. When the beauty of LNG is that it is the perfect transition fuel. going discussions around alternative fuel sources, such
you look at how many engine platforms Cummins has Fossil LNG can be seamlessly mixed and replaced by as natural gas, LNG, methane, and electric, there is no
across all its business segments, and multiply that by Bio-LNG and in the future also Synthetic LNG made one standout among them. For the industry to switch,
the unique emissions regulations that we need to meet, from renewable hydrogen. A key aspect in this is that mariners will want to see that a new fuel is a viable and
you begin to see how expansive and all-encompassing the supply chain for LNG is rapidly maturing. There dependable option, and that the global infrastructure
meeting emissions regulations can be. are of course other options, but for a large scale imple- exists to support it. If diesel prices were to increase, it
mentation a supply chain, mature fuel storage technol- could possibly open the market to wider adaptation al-
Bleuanus, Wärtsilä Efficiency (and thus emis- ogy, safety rules and experience and also economical ternatives such as LNG. But it would require a massive
sions) and also flexibility. Even if the future of shipping aspects play a vital role. What is not to like about large updating in infrastructure within the shipping industry
sometimes seems less clear today than it did 10 years benefits today and a clear path towards near-zero cli- for alternatives to be used on a wide scale.
ago, operational and fuel flexibility remains one of the mate change impact?
key elements to reduce investment risks in cutting edge Put in perspective ‘Autonomous Ma-
technology. We need to ensure that our solutions work Stiefel, WinGD The next big thing on fuels is rine Operations’. What is your defini-
as well in the future as they do today. Flexibility is key LNG. We are a long way from identifying a fuel which tion, and is it a real conversation with
in meeting that promise. offers the same viability, in terms of infrastructure, be- your clients today, or a topic far in the
yond LNG at the moment. LNG is the necessary bridge future?
There is (justifiably) vibrant discussion which is getting us closer to a carbon neutral future.
surrounding fuel choice. From your dis- Already today about 30% of all new engines ordered Aabo, MAN ES It is difficult to say; to me it seems
cussions with your clients, do you see to propel deep sea vessels are using LNG as fuel. The quite unrealistic to have completely unmanned ships
one fuel emerging today as the ‘next reasons are compelling: lower emissions, less CO2 and for the safety factor alone.
big thing?’ offered at a very attractive price compared to 0.5% igi- Today we from time-to-time see issues happens with
tiz fuels. As an entire industry, we need significant col- the electronic and mechanical equipment on board have
Aabo, MAN ES I think it is very early to project laboration in order to bring the next future fuel to the to fixed on the spot … is it realistic to think that every-
what will be the fuel of the future. I think that it will be same level of availability. The uptake of alternate fuels thing can be fixed remotely?
much more clear in January 2020 (when the new IMO such as hydrogen and ammonia in short-distance routes
fuel rules enter force) and we see the direction of fuel are exciting, progress is happening. But the viability Stiefel, WinGD The WiDE (WinGD Digital Ex-
costs as a fuel for ocean-going vessels is just not there yet. pert) system we offer improves the way operational
That’s why LNG is the right choice now. data on a day to day basis is analyxed to improve op-
Bleuanus, Wärtsilä LNG. It brings large air erations and predict maintenance. Nevertheless, such
MR #5 (42-49).indd 48 5/3/2019 1:45:42 PM

a system is still far away of enabling an “autono-

mous shipping” if this should mean a vessel “with-
out a crew”. For the moment for the deep sea ship-
ping this advancement looks to be still far away.
Supporting crews to be better able to deal with the
complex systems on board and to improve opera-
tional excellence is our primary target.
Brown, Cummins The traditional definition of

an autonomous vessel piloting itself across the
ocean means very little to the en-
gine. But when you look at the
broader need for less human in-
teraction for maintenance, diag-
nostics and repairs, this is where
Cummins has been working with
customers to adapt, develop, and
implement technology.
An engine controlled remotely,
running longer between service in-
tervals, performing standard main-
tenance on itself and diagnosing
its own problems. Cummins is al-
ready deploying this kind of tech-
nology across various platforms.
I think there are pockets where
autonomous marine operations
make sense today, but as far as
widespread adoption in the marine
industry goes, there are still many
factors to consider.
What do you count as the biggest

challenge to produce innovative,
next-generation propulsion plants
that meet or beat emission regula-
tion.
Stiefel, WinGD For the next decade or so

the case is clear: There is still so much capacity
to grow LNG as fuel across our industry. We are
really just at the beginning with LNG so there is
room for further improvement of efficiency and
emissions. Further developing our X-DF engine
series is a high priority.
Going beyond 2030 there needs to be a strong
potential “non fossil” fuel which can be applied for
deep sea shipping in order to reach the IMO 2050
GHG targets. The biggest challenge for us here is
to know which fuel will be the one to be chosen.
This does not only depend on what we (as engine
designers) consider to be the best choice but what
Image: Winterthur Gas & Diesel Ltd
will be “left over” for shipping considering the

needs of Power markets, road transportation, and
air traffic, all facing the same challenges. We can’t
all compete for the same clean fuel – there needs to
be an increased capacity across the board.
WinGD X92DF Engines Power CMA CGM’s Largest Containerships

MR #5 (42-49).indd 49 5/3/2019 1:46:11 PM

“Even if the future of shipping some-

times seems less clear today than it did
10 years ago, operational and fuel flexibility
remains one of the key elements to reduce in-
vestment risks in cutting edge technology. We
need to ensure that our solutions work as well
in the future as they do today. Flexibility is key
in meeting that promise.”
Sebastiaan Bleuanus
General Manager of Research Coordination
and Funding, Wärtsilä
Brown, Cummins We believe tough but fair regula- that marine is everywhere. Differing, local and national and synthetic LNG, utilized in the same supply chain
tions can be a key factor in driving innovation. Regu- regulations make it a challenge. and vessels as today’s fossil LNG is one of the key fuels
lations can create clear goals and a level playing field for this and also the one that meets all targets in the
for companies to innovate. But the regulations must be The IMO last year dropped the gauntlet most economically feasible way.
enforced. If enforcement is inconsistent, the only loser to reduce maritime emissions 50% by
is the one who complies. 2050. Is that target achievable, and if Same Question as above, but comment
As the potential impacts of emissions on our envi- so, which fuels or technologies will be on the prospects of zero carbon
ronment becomes increasingly clear, more countries key to success? emissions?
are embracing tougher standards. In areas other than
marine, we’re seeing more consistency and that bodes Stiefel, WinGD Yes, the target is achievable. It Bleuanus, Wärtsilä Same answer; in practice
well for innovation and the future. But even more con- will need broad collaboration in the industry looking we believe that on an average vessel level, an 80% cut
sistency would make it easier for companies in our in- at the entire ship and the full logistic chain. To some in emissions is actually needed to meet the -50% on a
dustry to innovate. extent, non-fossil fuels will be needed in this equation. fleet level. This is because the fleet is set to grow sig-
nificantly out to 2050, and it also means that a certain
Bleuanus,, Wärtsilä System integration. Besides Brown, Cummins Cummins is working on its own amount of ships already need to be zero emission to
using low net-carbon emission fuels, we need to in- environmental sustainability plan right now tied to compensate for (older) vessels that cannot economi-
crease ship efficiency in any way we can. Not just dur- 2050 that will be announced later this year. So, it’s cally make such deep cuts. Moving to net zero for the
ing seatrials, but even more in actual operation. This a topic getting a lot of attention at every level of our entire fleet then simply means removing these (older)
calls for greater system integration, system flexibility, company. In addition, technical innovation is happen- vessels from the fleet, which will happen as and when
robustness and intelligence. ing faster now than maybe at any time in our company’s newbuilt replacements are made.
100-year history. So, it’s hard to predict what technol-
Aabo, MAN ES When you operate on low sulfur ogy we’ll use or the fuels that will get us where we want Aabo, MAN ES We can reach it if we had “white”
fuel oil you need a low BN lube oil, and it can be dif- to go. Ammonia or hydrogen produced by sustainable sourc-
ficult to get a lube oil with the needed detergency. For es available but if using the more traditional carbon
engines operating on low Sulphur Fuels , including, Bleuanus,, Wärtsilä These targets are definitely fuels we can reach some in that direction. But it is im-
gaseous gases LNG, Ethane and liquid gases as LPG, achievable. Efficiency measures and technologies on a portant to realize that It is not just the engine, it is the
Methanol, NH3 LVOC lube oil detergency is quite im- vessel level are key to reduce the fuel consumption. It shape of the hull, it is the speed that the ship operates.
portant. looks like such technologies can take us roughly to the In the lates 1980s AP Moeller adopted a Waste Heat Re-
As emission regulations get stricter, in regards to 2030 target of 40% less emissions per average vessel covery system, a move that resulted in a 10% efficiency
Particulate Matter (PM) and Nox, really the biggest compared to 2008. Beyond that, low net-carbon emis- boost just by using waste heat. But the installation cost
challenge when we talk about the marine industry is sion fuels are absolutely needed and we believe bio- is high..
MR #5 (50-57).indd 50 5/3/2019 1:47:56 PM

Stiefel, WinGD Quite a challenge Also in 2018, Cummins announced that fishing and passenger transport. The ma- between 450 horsepower (336 kW) and
and raising the bar. I believe a “carbon a version of its popular X15 engine was rine X15 is designed to withstand high 600 horsepower (447 kW), while meet-
neutral” future is more realistic for ship- available for commercial marine markets hour, continuous duty operation, offering ing EPA Tier 3 and IMO Tier II emission
ping. That in and of itself will be a great including inland waterways, commercial variable speed and fixed speed ratings standards.
achievement.
Please discuss a re-

cent product (or service) SAAB AT NOR-SHIPPING 2019 IN OSLO
introduction(s) that you see
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Visit us in Stand B03-31
Securing positions.
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cial ships and boats.
Aabo, MAN ES Last year we

launched the LPG engine and we already
have a number of orders and retrofits for
LPG carriers.
Stiefel, WinGD The introduction $VDSLRQHHUDQGDORQJWUXVWHGSDUWQHULQWKHƮHOGRIPDULWLPH

of the WinGD X-DF low pressure gas navigation and AIS technology, Saab has the know-how,
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stroke DF engines are selected. We un- PHDQVIRUVDES,QQRYDWLYHVROXWLRQVKHOSLQJRXUFXVWRPHUV
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Brown, Cummins Earlier we men-

tioned Enhydra, the large excursion boat
now based in San Francisco. Some are
calling the 600-seat vessel one of the
The LEADER Since 1939

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generators powered by 410-horsepower
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Also, in March of 2018, Cummins an-
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MR #5 (50-57).indd 51 5/3/2019 1:48:28 PM

WORKBOATS: INSIDE THE U.S. WORKBOAT MARKET
Workboats
A deep dive into the
trends driving the U.S.
Workboat Market.
By Barry Parker
T
he towing and tug business, shows domestic commerce on the water The Major Players and cargo transfers with one of the new
with 5,500 boats and more than of 873 million short tons (s.t.), which in- Along the coasts, Articulated Tug ATBs in California ports.
31,000 barges, is an economic cludes 164 million s.t. coastwise, 535 s.t. Barges (ATBs) continue to gather share. The movement to the West Coast saw
juggernaut. A 2017 study com- million internal (on the rivers and ICW), Vane Brothers, long a mainstay in the a Panama Canal transit for its ATB As-
missioned jointly by the U.S. Maritime and 91 million s.t. intra-port. The busi- bunkering trades and in clean and dirty sateague (4,400 horsepower, paired with
Administration (MARAD) and the ness, often mischaracterized as tradition- fuels transportation along the U.S. East the 80,000 bbl barge DS-801), working
American Waterway Operators (AWO) al and slow-to-change (perhaps because Coast- what the USACE would call in Los Angeles, the first of three units
by consultant PriceWaterhouseCoopers of its reticence for publicity), is moving coastwise and intraport, provides an ex- built at the Conrad yards in the U.S.
(PWC) estimated a total impact on U.S. briskly on a forward course, respond- ample of the industry’s direction. With a Gulf. The third unit, ATB Wachapre-
GDP of $33.8 billion, using 2014 data. ing to regulatory mandates, technologi- fleet of more than 50 tugs and 75 barges, ague, working in the fuel trades from the
Cargo statistics reflect vast quantities cal innovation and to broader economic including three new ATB units, the com- U.S. Gulf refineries into the East Coast,
of materials moving. U.S. Army Corps challenges. pany has recently expanded to the West was delivered in early 2019.
of Engineers (USACE) data for 2017 Coast with bunkering in Puget Sound, Reinauer Transporation, well known
Inland pushboat and barge.

Image: Kirby Corp.
MR #5 (50-57).indd 52 5/6/2019 10:31:18 AM

The U.S. towing and tug business is 5,500 boats, more than 31,000 barges with an
estimated total impact on U.S. GDP of $33.8 billion (using 2014 data).
in the Northeast, recently completed its
8,400 hp Bert Reinauer at its owned
SOLUTIONS
yard, Senesco, paired with a 160,000
bbl barge. Bouchard Transportation,
another stalwart along the East and
Gulf Coasts, has also added ATBs to
its fleet. In March, 2019, the New York TO OPTMIMZE
area based company linked together its
4,000 hp Evening Breeze/B. No. 252
(55,000 bbl) from the VT Halter yard
RELIABILITY
(tug) and Bollinger (barge). The 50,000
bbl size is an important niche for move-
ments along the East Coast. Vane has
fitted two tugs (Jacksonville – already
working around New York, and the
soon to be delivered Charleston, built
at St. Johns) with coupling systems to
handle barges in this size class.
The figurative 800-pound gorilla in Project management, consultancy, engineering,
the room is Kirby Corporation (NYSE: ĐŽŶǀĞƌƐŝŽŶĂŶĚƌĞƚƌŽĮƚƐĞƌǀŝĐĞƐ͘
KEX), which is also active in this sec- DĂŶĂŐĞŵĞŶƚŽĨŇĞĞƚƵƉŐƌĂĚĞ͕ĚƌǇĚŽĐŬŝŶŐĂŶĚ
tor on all coasts, with a deep sea fleet of ŶĞǁďƵŝůĚƉƌŽŐƌĂŵƐ͘
50 boats and 53 barges (with more than
Ballast Water Management Systems and
1/3 in the 80 kbbl- 90 kbbl sizes) at end
ƐĐƌƵďďĞƌƐƌĞƚƌŽĮƚƐ͘
2018. Crowley Maritime, also a major
ATB owner, is also a big participant in >E'ĂŶĚŽīƐŚŽƌĞĐŽŶǀĞƌƐŝŽŶƐ͘ TESTING & ANALYSIS
the coastwise. Its 18 ATB fleet includes ŝŶĨŽΛĂůďŝŽŶŵĂƌŝŶĞ͘ĐŽŵ
a trio with barge capacity of 330,000 +1 778 994-9993 ALIGNMENT
barrels. ǁǁǁ͘ĂůďŝŽŶŵĂƌŝŶĞ͘ĐŽŵ MACHINERY SERVICES
On inland river system Kirby is the
leader in the liquid segment (with ap- PRODUCT SOLUTIONS
proximately 26% of total inland capac-
ity), Q4 2018 results indicated a firming
marketplace. With a fleet of more than
1000 tank barges barges (total capac-
ity on the order of 23 million barrels)
and more than 300 inland towboats pro-
jected at the end of 2019, fleet growth
has been fueled by consolidation (rath-
er than through newbuilds). Early in
2018, Kirby acquired Higman Marine
Inc. with 159 inland tank barges and
75 boats. Also, 27 additional barges
joined the KEX fleet in late 2018 in a
deal with CGBM, and in January 2019
announced a $244 million acquisition
of Cenac Marine Services and its 63 “AME did a great job on the laser alignment check and I’m
barges (30,000 bbl) and 36 boats.
happy to report the vessel sailed on time and with good
Other carriers in this segment include
reports once underway. “ Port Engineer, Commercial Towing
privately owned Canal Barge Company
(also active in dry), Magnolia Marine, & Transportation Company
Florida Marine Transporters (also ac-
tive in dry) and Southern Towing. The
dry sector, where privately held In-
gram Barge, based in Nashville, has the
largest fleet, has seen restraint on new
ordering in recent years. Other large
players include American Commer-
cial Barge Line, and American River Advanced Mechanical Enterprises, Inc.
Transportation (linked to agribusiness
MR #5 (50-57).indd 53 5/3/2019 9:16:40 AM

Ardmore Seamaster & RTC 102
Image: Karatzas Maritime
Crowley response tug.

Image: Crowley Maritime
MR #5 (50-57).indd 54 5/2/2019 3:44:01 PM

A Foss Tug.
giant ADM). Grain major Bunge Corp,
through an arrangement with Seacor
Holdings Inc. (Seacor), controls a large
dry barge fleet and Marquette Marine
(also active in grain trades).
“Our inland marine transportation
business experienced robust levels of
activity, which resulted in tight market
conditions and barge utilization levels
for our fleet in the low to mid-90%
range,” KEX President and CEO David
Grzebinski told investors, on its con-
ference call detailing 2018 Q4 results.
“With these tight market conditions
spot market rates increased in the mid
to high single digit range compared to
the third quarter.”
KEX says that roughly 65% of busi-
ness is tied to “term” contracts.
The Role of Regulation
Image: Jensen Maritime, a unit of Crowley Maritime.

Much like all maritime sectors, regu-
latory mandates are driving some of the
changes underway in the towing sphere.
Subchapter M rules, enacted in 2016
with a compliance date of July, 2018,
have mandated inspections (by the U.S.
Coast Guard, by third parties such as
American Bureau of Shipping or other
recognized auditors, through AWO’s
“Responsible Carriers Program” or
“RCP”). According to AWO, which
worked on the program with the USCG
since 2003, “Subchapter M is the most
important rulemaking ever to affect the
tugboat and towboat industry.”
The initial issuance of actual Certifi-
cates of Inspection (COIs) for towing
vessels will be phased in through 2022
(where a phase-in schedule requires
25% of fleets should be inspected by
July 2019, one year into the program).
Some of the first COI’s issued were is-
sued to well-known names; Endeavor,
in the fleet of Dann Marine Towing,
based in Tampa, and Vane Brothers
6,000 hp vessel Brandywine (built 2006 Make sure your crew is equipped to
for ATB service, coupled with a 140,000 perform maintenance at any time!
barrel barge) were early COI recipients.
Subchapter M also impacts equipment
serving the inland waterways; the tow-
boat Sacred Heart (built 2007) owned
by Marquette Transportation gained its
COI around the same time.
The industry is now on a path to Sub-
chapter M compliance. USCG spokes-
person, Lt. Amy Midgett, told Maritime Ultrasonic Cylinder pressure Fuel injector Cylinder liner
Reporter & Engineering News: “In cleaning monitoring testing maintenance
accordance with Subchapter M regu-
lations, owners and operators of more
than one towing vessel are responsible Innovative engineering since 1962
for ensuring that 25 percent of their
fleet has received a COI before July 22,
2019. Owners of a single towing vessel www.chris-marine.com
have until July 2020 to obtain a COI.“
MR #5 (50-57).indd 55 5/2/2019 3:44:27 PM

The sidebar (see related story on page were drawn from both the RCP, but also and Bouchard’s Evening Breeze both escort services, Crowley Marine Servic-
XX) provides further detail on COIs is- from the International Safety Manage- meet the EPA restrictions on NOx and es, told Maritime Reporter, “At a macro
sued thru late April, 2019. ment (ISM) code, also using ABS as a particulates. Bouchard has another ATB, level, the bigger ships are causing down-
The changes wrought by Subchapter third-party organization. Evening Stroll, due to be delivered later ward pressure on the ship assist business
M were evolutionary not revolutionary Environmental regulations also loom this year from VT Halter. Early on, in because there are fewer ship calls given
for many larger veterans of the business large, with newbuild tugs now transi- advance of the Tier 4 requirements for the increased capacity of these vessels.
that had already implemented safety tioning to EPA Tier 4 emission stan- mid-sized engines, inland powerhouse However, certain ports have seen tre-
programs, including the RCP. Consider dards. ATB newbuilds Bert Reinauer Ingram Barge retrofitted three of its mendous growth, based on strategic
remarks by Bruce Reed, Vice President/ boats with kit provided by GE Marine location and infrastructure investments
Chief Operating Officer at Tidewa- Solutions (using exhaust gas recircula- that have attracted these larger ships
ter Barge Lines who explained in
an AWO webinar regarding Sub-
“At a macro level, the bigger tion), which were also the vendor to
Reinauer.
and been a net plus for these areas.” She
explained further: “When these bigger
chapter M implementation: “… ships are causing downward ships do reach their destination, they
we used the RCP as our play- Bigger Ships Demand generally either need a tug with higher
book…” for developing req- pressure on the ship assist business Bigger Workboats bollard pull than usual or an additional
uisite Safety Management The increasing sizes of deep tug to help maneuver to berth. Crowley
System (SMS), working because there are fewer ship calls given sea vessels are dictating the is active all along the West Coast (which
with ABS. Rick Iolucci,
General Manager at the increased capacity of these vessels. need for highly maneu-
verable but more power-
has seen calls by containerships han-
dling as many as 18,000 TEUs).
Vane Brothers, where
operations extend
However, certain ports have seen tremendous fulFuhrman, harbor boats. Kate
Director,
McAllister Towing, active in ship as-
sist and docking all up and down the
to the blue water,
explained that SMS
growth, based on strategic location and Business Develop-
ment, ship assist and
East Coast, has recently seen upgrades
to its fleet, built to Tier 4 specifications
infrastructure investments that have
attracted these larger ships and been a net
plus for these areas.”
Kate Fuhrman, Crowley
Marine Services
Image: Karatzas Maritime
Moran Tugs with NYC’s World Trade Center in the background.

MR #5 (50-57).indd 56 5/2/2019 3:54:10 PM

with Caterpillar engines. Two 6,700 hp tractor tugs Monitoring the Energy Markets America’s Marine Highway grants, announced in April
have already been delivered and are now stationed in Developments in the energy markets are set to impact 2019, included $3.2 million for a container on barge
New York and Norfolk. the tug business in the harbors, in addition to the in- service, operated by Seacor AMH (part of Seacor),
Another two, Ava M. McAllister and Capt. Jim McAl- creasing Jones Act ATB moves along the coasts. Crow- between New Orleans and Baton Rouge, with the two
lister, are set for delivery from Eastern Shipbuilding, ley’s Fuhrman said “we are certainly seeing more activ- ports receiving the grants.
later in 2019. In early 2019, Moran Towing, based in ity and interest in terminal tug agreements as
southern Connecticut and active on the East and Gulf midstream/downstream players are attempt-
coasts, announced that it had ordered a design contract ing to build out dedicated export terminals
(to Jensen Maritime, a unit within Crowley Corpora- on the Gulf Coast. While only a handful of HOW TO MAKE A
tion) for Tier 4 tugs with Rolls Royce Z drives, to be those announced will likely make it to mar-
equipped with Caterpillar engines, that would be used ket, those that do will require dedicated tug GOOD MOVE FORWARD
for ship assist and escort work. resources ensure timely loading and depar-
On the West Coast, Foss Maritime (which closed its tures and will create a new, niche market for
own West Coast yard in late 2018) has placed a four tug providers in this region.” Since 2000, Steerprop has delivered more
vessel order (with options for six additional vessels) for Still another trend worth watching is the than 750 azimuth propulsors to arctic, offshore
tractor tugs to be built at Nicholls Brothers, also us- role of Americas Marine Highways (AMH), and passenger vessels. Our solid track record
of references includes over 85 ice-class units
ing a Jensen Z-drive design. The boats, which would an effort spearheaded by the U.S. Maritime
and deliveries to 8 icebreakers.
be used, similarly, for harbor towing work, will be Administration to shift surface transporta-
Here are 16 reasons why customers choose us.
equipped with MTU engines. tion onto the waterways. The latest round of
A good move to design the best vessel
Coast Guard: Stay Ahead of Inspections

“If you have not already done so, the Coast applications currently being processed.”
Guard highly encourages you to make contact
now with the local OCMI that will be conduct- 1st District: 36
ing the vessel’s initial COI and schedule an in- 5th District: 27 A good move to successfully build a ship
spection date,” said Lt. Amy Midgett. “While we 7th District: 29
understand the dates may shift due to operational 8th District: 377
obligations, a tentative date will help the Coast 9th District: 17
Guard manage resources to ensure a marine in- 11th District: 5
spector is available. When scheduling an inspec- 13th District: 32
tion, indicate whether the vessel will be using the 14th District: 5
Coast Guard or TSMS option. Total COIs issued 17th District: 6
as of April 22, are 534-sorted by Coast Guard Total COIs issued: 534 A good move for efficient operation and
district, follow. In addition, there are 371 COI profitable ownership
A good move for your future

re
www.steerprop.com
Meet us at
Image: USCG
our booth
D04-24a
MR #5 (50-57).indd 57 5/6/2019 10:31:57 AM

FERRIES: FERRY SAFETY & SECURITY
Ferries
A look inside the fragmented ferry industry,
which recently held a Ferry Safety & Security
event in Bangkok.
Alan Haig-Brown reports from Thailand
“Death Toll in Phoenix Boat Accident Rises to 44” ... “Deadly Fire fire and explosion and bottom damage
all contributing to the total. It has been
Aboard Ferry Norman Atlantic” ... “Lake Victoria, Tanzania: Dozens ascertained that the most important pre-
ventive actions will include training and
drown in ferry capsize” ... “Ferry Capsizes in Mosul, 80 Feared Dead” education of the ship’s crew and im-
proved aides to navigation.
A Different Approach
Such headlines have become all too kok’s Chao Phrya Express Boat Com- structure. The World Bank is currently
A very different, albeit more focused,
familiar in the world of marine ferries pany, Manila-based Archipelago Fer- working on a project to promote this for
approach to ferry safety for developing
from small passenger only boats to large ries, Vesseltracker.com, along with the the area.
nations, was explained by Seattle based
RoPax vessels. They occur from Asia to Damen Group, FRS, EA Mechanics Without making excuses for the poor
naval architect John W. Waterhouse, of
the Americas and Africa to Europe. A and McLaren Engineering. With a tight safety record of Bangladeshi ferries,
Elliott Bay Design Group. Waterhouse
significant number of experts are work- agenda over a day and a half the confer- the country’s Director-General of Ship-
and some associates were looking for
ing to reduce the headlines while in- ence limited official introductions and ping, Commodore Syed Ariful Islam,
an African project. Noting the lack of a
creasing the safety of ferries. got down to work with a panel of pre- explained some of the challenges. For
maritime navigation culture around the
Dr. Roberta Weisbrod, Executive Di- senters titled “Good News About Ferry those who have not read Amitav Gosh’s
huge Lake Victoria, they researched the
rector and founder of the New York- Systems”. great novel The Hungry Tide, set in the
needs of an offshoot, the Winam Gulf.
based Worldwide Ferry Safety Associa- Two presenters went to the heart of Indian Sundarbans, the mangrove forest-
Entirely in Kenya, this body of water is
tion has long been a leading activist in ferry safety for Indian and Bangladesh. ed area extending from India into Ban-
about 35 miles long and 15 miles wide.
the cause. This past February she spear- World Bank Transport Specialist Rajesh gladesh, Islam catalogued the challenges
Road conditions in the area are bad in
headed a conference on Ferry Safety and Rohatgi explained how the inland wa- of maintaining an infrastructure for fer-
the dry season and virtually impassable
Security held in Bangkok Thailand. terways offer potential for economic in- ries. This is an area of incessant tidal and
in the rainy season. A ferry crossing of
It was sponsored by tegration of Bangladesh, Bhutan, India, weather changes to the mud banks of the
the Gulf will take 60 minutes. By road to
Bang- and Nepal. However, he explained there islands that make up much of southern
go around the Gulf, even in the dry sea-
is a huge need for the further develop- Bangladesh along the Bay of Bengal.
son, will take 155 minutes. The key to
ment of public and private ferry fleets, The causes of 3,633 ferry related
a successful operation will be control of
terminal infrastructure with “last- deaths between 1991 and 2018 have
as many variables as possible. Beginning
mile” connections, as well as been investigated. Among them are, col-
with a main depot and waiting room, toi-
navigational aides and infra- lision, overloading, inclement weather,
lets and fueling, the company will ini-
Photo Courtesy Alain Haig-Brown
Dr. Roberta Weisbrod, Executive Director of the Worldwide

Ferry Safety Association, was did much to spearhead
the Ferry Safety Conference in Bangkok.
MR #5 (58-65).indd 58 5/3/2019 12:29:58 PM


One of the fleet of Archipelago’s Australian-designed FastCat ferries.
tially have only one secondary terminal ferry for Scandlines. But he had a num- ships of 500 gross tonnage and upwards satellites will dramatically improve the
with a third to be added. ber of other interesting observations: a not engaged on international voyages current system of offshore coverage.
The first of two 23.8 by 6.25-meter designer should know an owner at least and all passenger ships irrespective of Utilizing nano-satellite technology they
boats capable of operating at 23 to 24 two years prior to embarking on a major size. These requirements have been in will make global coverage affordable
knots with a pair of 339 kW engines and design-build project; diesel-electric fer- effect since 2004. and, unlike present systems, rapid and
jet drives, to avoid the lake’s water hya- ries can be designed to take advantage of US Coast Guard Captain Kevin Kiefer accurate. Using a combination of satel-
cinth, will be ordered from an Australian energy saving when going downstream, explained how the addition of weather lite and ground stations he promised a
builder in March of 2019. Delivery of the that can them be used when going up- and navigation information via enhanced 1.5 second latency and an eight second
first two ferries is planned for the fourth stream; given currents and other vessel AIS messaging had been beneficial on update rate.
quarter of 2019 with the start of service traffic, ferries do not travel in a straight the Ohio River. The Coast Guard main- David Hewson from Vessel Tracker
in the first quarter of 2020. Additional line between ports A and B; diesel-elec- tains 129 towers on the inland water- together with IMO expert Nurur Rah-
boats and up to five routes are planned. tric propulsion can be an important asset ways. These each have a range of about man explained that AIS, in combina-
Safety of operations is built in with crew in meeting the Paris Accords on global 24 nautical miles. In this manner it has tion with Vessel Tracker’s antenna sys-
training and certification handled by the warming. been possible to cover the entire river tem, is already making a contribution to
company. Similarly operating and main- and to deliver, not only locational data, ferry safety worldwide and specifically
tenance procedures will be designed and Tech Focus but also weather and navigational infor- in Bangladesh. Rahman, who is also on
managed in house. AIS, the automatic identification sys- mation such as high and low water notes the board of the Worldwide Ferry Safe-
Another naval architect presenting to tem for marine vessels, received exten- to towboats and other vessels using the ty Association, said that, “through our
the conference was Anders Ørgârd of sive attention at the conference. The waterway. A similar system is being de- growing collaboration over the last three
the Danish firm OSK-ShipTech A/S. system is mandated by the IMO for all veloped for coastal Alaska. years, we have come to believe that AIS
Ørgârd’s interest was in the development ships of 300 gross tonnage and upwards Karsten Pedersen, CEO of Aerial Mar- technology is one of the most powerful
of the world’s largest battery-operated engaged on international voyages, cargo itime, explained that his firm’s proposed and cost-effective tools available to im-
MR #5 (58-65).indd 59 5/3/2019 12:32:10 PM

One of the new Hop-On-Hop-Off Tourist boats approaches a pier on Photo Courtesy Alain Haig-Brown
the Chao Phraya River while one of the wooden Express Boats departs.
Ralf Lange, Director of Safety and Security for the international

ferry firm FRS, explained some of the faults that he finds behind appar-
ently benign surface appearances when he inspects ferries.
MR #5 (58-65).indd 60 5/3/2019 12:30:56 PM

John Waterhouse of Elliott Bay Design Group was conference MC

and presented on a ferry project that he is involved with for Lake Victoria.
prove worldwide ferry safety, especially In recent years Thailand has been trou- will be developed, and
in developing countries.” bled by drowning of passengers travel- ship survey regulation
Hewson added that of the five top ing to the islands in overloaded tourist relating to structure, dam-
causes of ferry accidents, three; human boats. Khun Thanatip of the Thai Marine age stability, ballasting, and
error, weather, and navigational issues Department pointed out that a series of crowd management will be re-
can be corrected by use of enhanced AIS. conditions caused one such accident. vised. Policing and enforcement
With regard to human error, he pointed The vessel Phoenix was returning to of the improved regulations remains
out that monitoring of the AIS encour- Phuket when it rolled and sank in heavy a challenge.
ages safe and responsible behavior, and weather. Resulting in 47 people drown- RoPax vessels, routinely carry trucks
helps shore-based operations teams sup- ing of a total of 89 onboard. loaded with unknown cargos as well as While
port vessel crews. Weather information Four measures have been taken to re- cars with dubious electrical systems. In- not all fires
can be gathered from tracking other ves- duce the chance of such disasters in the donesia and the EU continue to review originated on the car deck, it
sels, or the AIS is used to transmit real future. Vessel Traffic Management will fires aboard such vessels in their wa- was those that caused the most damage
time weather reports. Real-time aware- issue twice daily weather forecasts, the ters. In a comprehensive presentation, and loss of life. He cited failure to iden-
ness of navigational issues helps avoid Marine Department and related agen- Aleik Nurwahyudy, of the Indonesian tify the source or type of fire, limited ac-
collisions, and grounding. Long–term cies will promulgate navigation and National Transportation Safety Commit- cess to the fire origin site, tight vehicle
analysis helps identify risks in busy wa- weather warnings, vessel owners and tee, showed a graph of RoPax accidents stowage, ineffective suppression sys-
terway as has already been done in the operators will be required to set up a in Indonesian waters between 2007 and tems and unskilled crew as some of the
Bosporus, New York Harbor, and Jack- safety management system, a training 2018. Of 32 investigations carried out 17 contributing factors to fatal fires. Aleik’s
sonville, Florida. syllabus for domestic ferry passengers involved fires. analysis and recommendations were
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MR #5 (58-65).indd 61 5/3/2019 12:31:32 PM

Adam Schwetz of the Australian firm Schwetz Design explains the

finer points onboard the new Chao Phraya Tourist boat.
comprehensive and detailed. ference a presentation by the IMO’s Irfan

In a similar vein, Gianluca de Rosa, Rahim explained the his organization is
of the Italian Ministry of Infrastructure currently surveying domestic ferry op-
and Transport, gave a breakdown of two erators for examples of best practices. He
RoPax fires. The M/V Norman Atlantic stressed the limitation of IMO in regulat-
caught fire in Otranto Strait on December ing domestic ferries that are not governed
28, 2014. There were 18 fatalities. Just by SOLAS or MARPOL regulations. Ra-
88 passengers and crewmembers escaped him has been tasked with collating feed-
the burning ship by lifeboat. The open back and presenting a set of guidelines
for domestic ferry operations by June of
2020. He can be contacted at the London
IMO offices,
Mary Ann Pastrana of the Archipelago
The causes of 3,633 ferry related deaths between 1991 and 2018 have Philippine Ferries gave a delightfully
enthusiastic description of the fleet of
been investigated. Among them are, collision, overloading, inclement weather, fire FastCats that she and her husband have
created. They currently have 12 of the
and explosion and bottom damage all contributing to the total. It has been ascer- Australian-designed, China-built RoPax
tained that the most important preventive actions will include training and
vessels in their fleet and are expecting
eight more this year. Plans call for 10
education of the ship’s crew and improved aides to navigation. sister-ships by 2020 to bring the fleet up
to 30 vessels. Although all will be cata-
marans, they will range in size from 50 to
54 meters in length.
Interestingly, in spite of the Philippines
being the largest sources of deep-sea
ship’s crews, they have trouble recruit-
sides on the car deck fed oxygen and ing experienced crew. Although they pay
caused the fire to spread rapidly. 30% more than most domestic lines, “we
The M/V Sobrrento caught fire of Pal- are left with young people or the less
ma di Majorca on April 28, 2015. There committed older ones,” she said, adding
were no fatalities or injuries and all crew that, in regard to safety and maintenance,
and 196 passengers escaped the burning “There is a tendency to say, ‘It is only
vessel by lifeboat. The cause of the fire domestic’ and neglect safety and mainte-
was traced to a faulty plug in on a reefer nance.”
truck. Lessons learned from both fires are To counteract this, the company has de-
included in a report to IMO and are being veloped a sophisticated set of strategies
included in new regulations for RoPax to attract and develop excellent crews.
vessels. “We wear uniforms,” she explained, “We
On the second and final day of the con- provide dormitory housing, no one sleeps
Mary Anne Pastrana, EVP of Archipelago Philippine Ferries,

explained the rapid growth and staffing challenges for its
FastCat ferries.
MR #5 (58-65).indd 62 5/3/2019 12:32:46 PM

Mrs. Supapan Pichaironarongsongkram, Chairperson of the Chao

Phraya Express Boat and related companies, explained the three gen-
eration history of her firm.
on the boats, We build pride with our velop an aluminum catamaran tourist marks a long-term commitment to
motto: ‘Ferry fast, Ferry safe, Ferry con- boat. With the metal cut and shipped to progressive ferry design and safety
venient.”” Thailand in kit form, the first boat is in by the members. Looking to the future,
Most importantly the company has de- service and a second is being assembled the Worldwide Ferry Safety Association,
veloped a relationship with Seaversity. in the Express Boat’s Ayutthaya Ship- under Executive Director Roberta Weis-
This institute has developed sophisticat- yard. This, and subsequent boats under brod, continues to sponsor safe ferry de-
ed training programs that rely extensive- construction, provides “hop-on-hop-off” sign completions amongst maritime de-
ly on digitized representation of the ferry service for those who buy a day pass to sign schools. The 2019 competition was
and mechanical components. “Before explore the river. The newest 190-pas- to design a safe and practical commuter
taking then onboard, we give a virtual senger craft is a contrast to much of the ferry for Manila’s Pasic River. The top
tour,” explained Seaversity’s Ephrem classic wooden vessels that work on the three competing teams were brought to
Dela Cerma, Jr. “When we want to train river, but it is also a significant step by a the conference to present their designs
on servicing a specific component like a well respected firm to maintain contem- and to receive awards, with the Singa-
generator, rather than have 20 students porary standards of service and safety. pore Institute of Technology team pick-
crowded around a single generator, we The packed agenda of the 2019 Ferry ing up top honors. This was an impres-
recreate it digitally and all 20 can have Safety and Technology Conference sive show all around.
their own to work and learn on.”
As one of the final presentations, the
group was given an overview of the three
generations of women who have operat-
ed the Chao Phraya Express Boat Com-
pany. Khun Supapan’s grandmother, an
aristocrat originally from Chaing Mai
was given a charter to operate a cross-
river ferry in Bangkok. Over time she,
her daughter and now her granddaugh-
ter have built that cross-river ferry busi- STOCK (Purchase and Rental):
ness into a fleet of 90 boats. The core of s!NCHORS!LL4YPES
this business is the Chao Phraya Express s!NCHOR#HAINAND&ITTINGS.EWAND5SED 'RADES2AND2
boats, sleek wooden-hulled boats central s-ARINE&ENDERS0NEUMATICAND&OAM&ILLED
to many workers’ daily commune avoid- s3MIT4OWING"RACKETS4OW0LATES4OWING3HACKLES4OWING
ing Bangkok’s traffic clogged streets. #HAINSAND4OWING7IRES
Khun Supapan explained that the river, s,"./4OWING3HACKLES/VAL0IN !NCHOR,INE(OOKSh0EE7EEv
with it burgeoning restaurants and shop- 3OCKETS(AWSER4HIMBLES-!$%).4(%53!
ping malls, is increasingly a destination s(EAVY,IFT3LINGS,IFT$ESIGNAND%NGINEERING3ERVICES
for Bangkok’s citizens seeking entertain-
ment, shopping and food. The river, lined
with spectacular temples, also attracts
a lot of tourists. To meet these diverse
needs, her firm has developed subsidiar-
ies to convert classic wooden boats to
water taxis to deliver people to high end
restaurants, other boats are contracted to
move shoppers from a sky-train termi- www.dcl-usa.com
nus to hotels and shopping centers. Email: [email protected]
Most recently Khun Supapan has 0H s&X
contracted Adam Schwetz, of Schwetz !VAILABLE
design in Freemantle Australia, to de-
MR #5 (58-65).indd 63 5/3/2019 12:51:16 PM

A
AUTONOMY: PUT TO THE TEST
Keith Henderson
Keith Henderson has been a contributor to New Wave Media publications for a number of years. Since 2001,
he has been active in the Unmanned Surface Vessel business and is currently a Manager at Robosys Automation.
Put to the test: Autonomous Navigation
G
lobal activity on the subject ations with the second target vessel add- that isn’t sufficient. AIS is not generating misleading infor-
of unmanned vessels is gath- ing complications e.g. by “crowding” Assuming a perfect Collision Avoid- mation. For smaller vessels overall safe-
ering momentum as we read the test area. At all times the SeaZip re- ance System is available, are the other ty would increase if AIS was required for
almost weekly of new devel- acted to the scenarios in a safe manner, systems of the vessel offering 100% reli- these vessels.
opments in this field. In March, on the although more time would allow better ability? Last month we saw the Norwe- In congested waters, a VTS (Vessel
North Sea off the Netherlands coast, an “tuning” of the system for optimum per- gian cruise ship Viking Sky drifting near Traffic System) is often the solution, act-
autonomous navigation system supplied formance. the shore when her four engines sud- ing as an ATC (Air Traffic Control) on
by Robosys Automation underwent Looking at the subject of autonomous denly stopped. We are expecting CAS the water. While VTS is a major, if not
a two day sea trial choreographed by shipping. What are the limiting factors to behave perfectly yet it can only do essential way to reduce accidents, it still
MARIN under the auspices of a Neth- holding back the acceptance/availability so if the vessel’s propulsion and autopi- relies on the human element and humans
erlands Maritime Technology Joint In- of autonomous vessels? Once a vessel is lot systems offer the same reliability. If do make mistakes. The aero industry has
dustries Project. The live test on board clear of port and on the high seas can the autonomous ships are to become more had it’s fair share of accidents and to pre-
the 26m Damen Fast Crew Supply Ves- destination track be set and the vessel common, the existing systems must im- vent mid-air collisions, their TCAS has
sel SeaZip3, used two other ships, to test left alone until it nears its destination? prove their reliability. been standardised and improved with
and verify collision avoidance and COL- Of course not, but why not? There must Commercial vessels and many recre- great effect.
REGS compliance. The two other colli- be a navigation system that will avoid ational vessels are equipped with AIS. TCAS (Traffic Collision Avoidance
sion avoidance target ships, were Octans, all static and dynamic hazards, prefer- This is a useful navigational aid and al- System) is a stand alone situation aware-
a 30m Research Vessel and Guardian, a ably a weather input to avoid storms lows the details of other vessels in the vi- ness system that sets off an alarm when
66m Anchor Handling Tug Supply. and take into account currents and tidal cinity to be plotted. Together with ARPA there is a danger of collision and more
Two months previously, the autono- factors. Then there needs to be observa- these tools go far in offering a solution importantly instructs both aircraft what
mous system was successfully tested tion of COLREGS and the Law of the to the dangers of collision at sea. How- maneuver to make to avoid the collision.
against 11 potential collision scenarios Sea. Although much of the navigational ever as with many things, “garbage-in” The instruction is paramount and (tem-
on MARIN’s ship simulator: the safe data can by pre-programmed, updates equates to “garbage-out,” in other words porarily) overrules any ATC instructions.
behaviour of the software for the same can be fed during a voyage using RF or when the AIS is transmitting false infor- It is self contained and operates world-
scenarios would then be trialed live on satellite, the major assumption being that mation, the alarms built into the bridge wide. It introduces the novel concept of
the North Sea. there are no other vessels in the area. But systems will not work and can mislead to machines talking to each other, a concept
The tests covered head-on, crossing, what if there are? It’s not just a question such an extent that a collision can occur. that we will see more and more on land
failing to give way and overtaking situ- of sticking a video camera on the bridge, Procedures must be introduced to ensure and sea with the increasing introduction
Autonomy Put to the Test:

The two collision avoidance
target ships were Octans
(R), a 30m RV and Guardian
(L), a 66m AHTS.
Guardian image courtesy:

Netherlands Maritime Technology
Octans image courtesy: Robsys
MR #5 (58-65).indd 64 5/3/2019 12:36:55 PM

A
AUTONOMY: PUT TO THE TEST
of unmanned systems.
An important advantage ships have
over aircraft, is that their radar can see
and track other vessels (ARPA) while
aircraft cannot. Ship speeds are relative-
ly slow, so hazardous situations (usu-
ally) develop slowly. Intership and VTS
communications are usually by voice
over VHF, offering opportunities for
misunderstandings due to language pro/
de-ficiencies, accents, dialects etc.
The establishment of communica-
tions to be available direct to ships in
the area, in an electronic format that
can be inputted to the ship’s navigation
systems would be a major improve-
ment and would be of immediate use by
CAS whether on manned or unmanned
vessels. A global standard is needed so
shore and ship can interact with each
other, otherwise there is the danger that
a plethora of incompatible proprietary
formats will develop.
The COLREGS compliant Collision
Avoidance Systems developed for au-
tonomous navigation systems such as SeaZip 3 and Octans during
offered by Robosys, can also serve as autonomous trials on the
a “navigation aid” for manned vessels, North Sea, March 2019.
providing not only a collision warn-
Image courtesy:
ing alarm but suggesting a safe heading Netherlands Maritime Technology
correction to avoid the collision. Fortu-
nately on a ship things do not move as
fast as in aircraft, so it could be setup so
that after the collision alarm is sounded,
if not cancelled or an avoiding action not
detected, after for example a 60 second
Thrustmaster’s patented T-Pod, electric podded
delay, the CAS would instigate avoiding
ĂǌŝŵƵƚŚŝŶŐƚŚƌƵƐƚĞƌ͕ŝƐƚŚĞŵŽƐƚĞĸĐŝĞŶƚĂŶĚƌŽďƵƐƚ
action automatically. A suitable AIS text
ƚŚƌƵƐƚĞƌ ƐŽůƵƟŽŶ ĨŽƌ ǇŽƵƌ ŚǇďƌŝĚ ĂŶĚ ĚŝĞƐĞů ĞůĞĐƚƌŝĐ
and/or voice message could be transmit-
ted on VHF to warn other vessels.
vessel projects.
Present rules and regulations were de- With its permanent magnet motor in the pod
signed for manned vessels, so inevitably ĚŝƌĞĐƚůǇĨŽƌǁĂƌĚŽĨƚŚĞƉƌŽƉĞůůĞƌ͕ƚŚĞŶĞĞĚĨŽƌ
some rules will need changing. Who is ƌŝŐŚƚĂŶŐůĞŐĞĂƌƐ͕ĂƐƐŽĐŝĂƚĞĚƐŚĂŌƐĂŶĚďĞĂƌŝŶŐƐ
the master of the vessel, is he on board ĨŽƵŶĚŝŶŽƚŚĞƌĂǌŝŵƵƚŚƚŚƌƵƐƚĞƌƐŝƐĞůŝŵŝŶĂƚĞĚ͘
by telepresence, in other word he is else- dŚŝƐƌĞŵŽǀĞƐŐĞĂƌůŽƐƐĞƐĂŶĚŝŵƉƌŽǀĞƐƌĞůŝĂďŝůŝƚǇ
where but in command by radio link? ĂŶĚ ƌĞƐŝƐƚĂŶĐĞ ƚŽ ĚĂŵĂŐĞ ĚƵĞ ƚŽ ĨŽƵůŝŶŐ Žƌ
And if the link is lost and the vessel sail- grounding. The large propeller diameter and
ing fully autonomously with the onboard ƐůĞŶĚĞƌŚǇĚƌŽͲĚǇŶĂŵŝĐĂůůǇƐŚĂƉĞĚƉŽĚĨƵƌƚŚĞƌ
computer(s) driving the ship? ĞŶŚĂŶĐĞ ƉĞƌĨŽƌŵĂŶĐĞ ŝŶ ƚĞƌŵƐ ŽĨ ĞĸĐŝĞŶĐǇ
Ultimately who is responsible? As and thrust.
with the recent Boeing 737 Max crash-
es, is it the pilot for not (knowing how
ĚŝĞƐĞůͲĞůĞĐƚƌŝĐ ƉŽǁĞƌ ƚƌĂŝŶ ĂůůŽǁƐ
to) switching off the erronous software, ƚŚĞƵƐĞŽĨŵƵůƟƉůĞdŝĞƌϯŐĞŶĞƌĂƚŽƌƐ
or Boeing, or the software designer, or ĂŶĚĨƌĞĞĚŽŵŽĨůŽĐĂƟŽŶĨŽƌŽƉƟŵĂů
the airline? This is a legal area that will ǁĞŝŐŚƚ ĚŝƐƚƌŝďƵƟŽŶ ĂŶĚ ƐƉĂĐĞ
have to be thought through as more sys- ƵƟůŝǌĂƟŽŶ͘
tems and ultimately the whole vessel is Learn more at:
unmanned. The first unmanned vessels www.Thrustmaster.net
are with us and will multiply. It offers
great improvements in safety, efficiency Contact:
and convenience and will open up many WĂƵůZĞŵďĂĐŚͲ,ǇďƌŝĚ^ǇƐƚĞŵƐDĂŶĂŐĞƌ
new possibilities that are yet to be dis- ƉĂƵů͘ƌĞŵďĂĐŚΛƚŚƌƵƐƚŵĂƐƚĞƌƚĞǆĂƐ͘ĐŽŵ WŚŽŶĞ͗ϳϭϯͲϵϯϳͲϲϮϵϱ
covered.
MR #5 (58-65).indd 65 5/3/2019 4:21:06 PM

S
SURVEY • MarTID 2019
Maritime Training Insights Database (MarTID) 2019

Budgets Rise, Safety Rules, Autonomy Impacts
The second annual global Maritime Training Insights Da-
tabase (MarTID) survey recently closed, and full results will
be published in the June 2019 edition of Maritime Reporter
& Engineering News, and will be made freely available on
www.martid.org.
MarTID is a non-commercial, joint initiative of the World
Maritime University, Marine Learning Systems and New
PLANNING FOR AUTONOMY
Wave Media, publishers of Maritime Reporter & Engineering Autonomy is not a priority for the
News. The 2019 report offers a few new features in the follow majority of vessel operators, but for (an
up to the 2018 report. To start, the 2019 report was themed to impressive) 26.7%, it is.
examine more closely the impact autonomy in the maritime
space will have on training initiatives for current and future
seafarers. In addition, the 2019 survey features three sections
dedicated to insights from ship owner/operators, seafarers
and marine training institutions.
While the full survey results are analyzed and finalized,
here we offer a sneak look at some of the defining trends that ‘FULL AUTONOMY’
have emerged: is more than a
generation away.
• Autonomous operations for vessel operators: Today: It is a fair bet that
‘full autonomy’ will
62.5% are at no autonomous function; while 20 years from
be the exception
now 20% expect to reach AL4 (Human in the loop - Operator/ for the coming 20
supervisory) and approximately 7% expect fully autonomous years.
operations.
o More than 70% of operators do not have plans
to increase their level of autonomy, and a similar
percentage have not been having any discussion
surrounding training needs for an autonomous fu-
ture.
• The top three drivers for training for:

o Vessel operators: Reducing accidents, complying
with regulations and managing crew competency
o Maritime training institutions: Complying with E-LEARNING,
regulations, improving safety and improving crew VIDEO ON THE
competency, and for RISE
o Seafarers: Safety, ship operations and security. Face-to-Face training
will take a hit as
• Maritime training budgets continue to trend upwards, technology evovles.
compared to the year before: more than 52% of vessel opera-
tors reported an increase in training budget, while over 62%
of METI reported a larger budget for training. Around 60%
of operators and 68% of METIs expect further increases in
their training budget for the coming year.
• Interestingly, more than 68% of seafarers have in- RISING TRAINING

creased their personal seafarer training expenditure over BUDGETS
the last five years, and more than 55% expect their personal Increasing focuses
training expenditures to grow in the upcoming year. on safety and meet-
ing regulatory man-
date means more
All charts courtesy MarTID 2019
• For vessel operators and training institutions, only face-

money spent on
to-face classroom teaching anticipate a significant decrease
training.
in usage. Taking a look at operators in particular, a majority
plan to increase their usage of e-learning, both internet-
based and video-based. A majority of vessel operators also
plan to increase their employment of mentoring and coaching.
MR #5 (66-73).indd 66 5/3/2019 1:50:20 PM

ROUGH SEAS OR SMOOTH SAILING?
Navigating the changing compliance tides in Ballast Water
Management / Treatment has never been easy. With systems
approved and deployed worldwide, compliance issues
will continue as system components and sub-assemblies
need replacement or updating. Retlif’s engineering staff is
especially well suited to help BWMS manufacturers navigate
unpredictable seas with 40 years of maritime regulatory
and compliance testing experience. As a sub laboratory to
numerous IL’s and active industry participation, Retlif is well
positioned to help define the route to compliance, whether
it be USCG approvals or a full IMO G8 approval.
RICHARD REITZ
Director of Engineering
Retlif Testing Laboratories
Retlif is staffed and fully equipped

for BWMS component testing.
You would expect that from the
first USA sub-laboratory approved
by the USCG for evaluation and
testing of onboard ballast water
management components.
What you might not expect is Retlif’s

40 years of experience in maritime
environmental testing. Or the extensive
engineering and compliance expertise
we bring to every test.
Retlif takes the stress out of stressing

your onboard BWMS components.
Undesirable organisms and invasive
species beware!
BWMS TESTING SHOULD STRESS

YOUR PRODUCT– QVibration QTemperature QInclination
NOT YOU. QHumidity QHeavy Seas

Ingress Protection
QVoltage
Variations
SMOOTH SAILING WITH RETLIF.

795 Marconi Avenue Ronkonkoma, NY 11779 USA New Hampshire • Pennsylvania • Washington DC
Tel: (631) 737-1500
www.retlif.com Above & Beyond. 40 YEARS OF TESTING EXCELLENCE
MR #5 (66-73).indd 67 5/2/2019 4:32:17 PM

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TECH FILES
DESMI BWMS
EARNS USCG Wärtsilä: Energy Storage on a ‘Giant’
APPROVAL A benchmark installation of three out in February 2018 onboard the ating cost savings, and a total reduction
DESMI Ocean Guard A/S energy storage systems by Wärtsilä North Sea Shipping AS owned subsea in annual fuel consumption of 528,344
said its CompactClean Ballast onboard an offshore construction ves- construction vessel North Sea Giant. In gallons. The estimated annual reduc-
sel features energy and load sharing a second phase of the project, Wärtsilä tion in exhaust emissions is 5.5 million
Water Management System capability. The system combines a commissioned an electronic bus link, kg of CO2, 30 tons of nitrogen oxides
(BWMS) received U.S. Coast diesel-electric configuration with bat- a newly developed module that allows (NOx), and 1,200 kg of sulfur oxides
Guard Type Approval, which teries, and is designed to deliver fuel the ship to share load and energy op- (SOx).
comes a few months after it savings for the ship of as much as 50 timally between the three Wärtsilä en- Another benefit of the energy storage
percent, given optimal operating con- ergy storage systems. This technology system: reduced load fluctuations on
received IMO type approval. ditions. The installation was carried is expected to generate additional oper- the ship’s diesel generators.
The approval is valid for all
salinities and sea water tem-
peratures, and has no require-
ment for a special operating
mode in the U.S. In fact,
the stringent U.S. require-
ments are met everywhere
in the world by running the
Image: Desmi
system in its normal mode.
© NCE Maritime Clean Tech

This means the system is
fully approved and certified
for discharge of ballast wa-
ter anywhere in the world,
no matter if it is fresh water, Wärtsilä energy storage systems onboard the ‘North Sea Giant’ will deliver significant fuel cost savings.
brackish water, marine water,
cold water or warm water, the
comapny says. Parntnership Sets Sights on Zero Emission Cruise Ships
The USCG Type Approval
includes a requirement for a
minimum holding time be-
The Age of Hydrogen Fuel Cells
tween ballast and de-ballast GE’s Power Conversion business native that truly meets the needs of concept for a multi-megawatt hydro-
operations of 24 hours. Ad- and Nedstack, a fuel cell manufac- tomorrow’s cruise industry.” gen power plant for passenger ves-
ditional testing has been turer, are collaborating on developing GE and Nedstack envisage using sels.
hydrogen fuel cell systems for pow- this technology on passenger ships, “Ships are increasingly being re-
performed to demonstrate that
ering zero-emission cruise vessels. replacing traditional diesel engines quired to shut down their engines in
the minimum holding time “Existing clean power solutions with fuel cells, and heavy fuel oil port. We’ve seen this in California,
requirement can be reduced are focused on reducing emissions. (HFO) with hydrogen. for example, and China has intro-
to close to zero hours. The Eliminating emissions altogether To date, Nedstack and GE have de- duced an emission control area in the
demands a paradigm shift,” said Ar- signed the concept for a two mega- Yangtse delta.
CompactClean BWMS comes noud van de Bree, CEO of Nedstack. watt hydrogen fuel cell power plant However, the trend is shifting from
in 14 different flowrate sizes, “Hence why GE and Nedstack have on an expedition vessel, and report- emissions reduction to total elimina-
from 35 cu. m./hr. to 3,000 been working extensively on the edly the review result has been high- tion,” said Azeez Mohammed, Presi-
cu. m./hr. ‘marinization’ of fuel cell technology ly positive and plausible. dent and CEO, GE’s Power Conver-
to create a total zero-emission alter- Nedstack and GE have designed a sion business.
MR #5 (66-73).indd 68 5/3/2019 1:51:30 PM

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TECH FILES
CAT Targets Cruise for its Multi-Engine Optimizer

Caterpillar is touting its Multi-Engine
Optimizer (MEO) as a solution for ex- Cat’s MEO
isting cruise ships to burn less fuel, run
cleaner, keep uptime and reliability high
while keeping costs down.
Caterpillar’s MEO is designed to lay
over the top of a vessel’s existing power
management system, using proprietary
performance maps and control algo-
rithms to advise the system on which
engines to operate and at what load. The
second, Asset Intelligence (AI), is a total
Images courtesy Caterpillar
vessel monitoring solution that collects

and analyzes data from onboard systems,
then provides recommendations on when
and how to take action. Specifically Cat
contends that MEO and AI can:
1. Decrease fuel consumption

and costs. operation, resulting in fewer actual en- scheduled downtime — or in some cas-
It takes a lot of fuel to power today’s
gine hours over the same time span. That es, even scheduled downtime — runs the
ships — more than a billion dollars
2. Lower emissions extends maintenance and overhaul inter- risk of losing a voyage. Engine reliability
worth annually for some larger cruise
The current cruise ship order book vals. You can also use MEO to balance is more critical than ever. AI uses pattern
lines. A 2-3 percent saving on a fuel bill
includes a number of new vessels with engine use by hours or fuel, either to syn- recognition to learn about your ships’
could mean saving tens of millions of
liquified natural gas (LNG) as their pri- chronize overhaul intervals (so you can systems so it can predict failures before
dollars without making a change to en-
mary fuel source to reduce emissions. do all the work during one shutdown) or they happen. That means your crew can
gines or vessel operations. MEO is de-
That doesn’t help existing vessels, as stagger intervals (so you can continue take action immediately to fix an issue,
signed to make that possible by using
repowering a cruise ship is difficult due cruising without needing a shutdown at and if any parts are needed, you can have
fuel maps to determine the best combi-
to the location of the engines, and con- all). AI is designed to allow owners to them waiting in the right port. In addi-
nation of engines and enabling dynamic
verting to LNG is even more of a chal- move from hours-based to needs-based tion to the data and alerts it provides on
asymmetrical load allocation: simply
lenge because of the need for tanks to maintenance schedules. It tracks all the board, AI also sends additional analytics
put, the ability to operate those engines
store the liquid. MEO is designed to help data generated by a ships’ systems, and ashore, where an engineering team can
at independent load factors. Precise fuel
cruise owners run current engines more can tell when maintenance and repairs review to get ahead of problems.
flow measuring for each individual en-
efficiently or AI to monitor and improve are actually required.
gine results in the lowest possible fuel
consumption for the entire system. AI
fuel burn — or both — to decrease fuel Discover MEO on MR TV
consumption. For every liter of diesel 4. Improve reliability Caterpillar executive Dra Wiersema
helps reduce fuel burn by analyzing fuel
fuel saved, 2.68 kg of CO2 is eliminated. The days of ships operating with two discusses the MEO value proposition on
and energy performance on board your
or three additional main engines are long MR TV:
ships, identifying operational practices
3. Optimize maintenance gone. Due to cost pressures, most cruise www.marinelink.com/videos/video/
and component maintenance issues that
MEO is designed to help owners con- lines no longer carry as much redundant the-big-virtual-engine-100173
conspire to increase fuel consumption
solidate more power into every hour of power on board. That means any un-
MR #5 (66-73).indd 69 5/3/2019 1:52:17 PM

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TECH FILES
ALFA LAVAL
PUREBALLAST 3 Sanmar, CAT: Hybrid Collaboration
Alfa Laval PureBallast 3
received an updated type ap- Sanmar Shipyards was selected by
proval from the U.S. Coast Caterpillar Marine to build the first
tug to incorporate its hydraulic hybrid
Guard. Alfa Laval PureBallast propulsion system. Construction is cur-
3 was awarded an updated rently under way with delivery sched-
certificate from the USCG on uled for October 2019. The Cat Marine
Advanced Variable Drive (AVD) is
April 4, granting the system
a patented system and Sanmar is the
type approval with zero-day largest tug builder in Turkey with more
holding time in all water sa- than 40 years of experience, with no-
linities. PureBallast 3 owners table accomplishments such as being
the world’s first builder of LNG pow-
in U.S. waters now have the ered tugs as well as the builder of the
option of discharging ballast world’s first commercial remotely op-
Image: Sanmar
erated vessel.
The model chosen for the AVD sys-
tem from CAT is Sanmar’s Boğaçay
Series, and when completed it will be chanical propulsion system. Different
the 38th of this class to enter service. from a typical Power Take-In (PTI)
Image: Alfa Laval
This class is designed exclusively by solution, the AVD incorporates a plan-

RAL for Sanmar. While it is the 38th etary gear set allowing seamless clutch
the series, it will be the first hybrid ver- engagement of main engines, auxiliary
sion. Optimized for harbor tug opera- engines, or both to provide a scalable
tions, this compact tug design provides power installation to meet any cus-
70 tons of bollard pull and full firefight- tomer need in terms of maximum ves-
water just 2.5 hours after tak-
ing (Fi-Fi 1) capability. sel speed, power, or bollard pull. This
ing it on. The holding time of The AVD system is designed to pro- allows propeller speed independent
2.5 hours, which is due solely vide significant improvements in both of engine speed so optimal engine ef-
to a technical testing proce- fuel efficiency and vessel performance ficiency can be achieved, leading to a
through a fully integrated hydro-me- projected fuel savings of 15% to 20%.
dure, is only applicable if the
vessel crosses over into an-
other Captain of the Port Zone
within this time. The reason
UV treatment systems have
had holding times in U.S. wa-
GEA CatFineMaster
ters is the difference in testing The fine-grained, hard, brittle and ity of varying two essential process
methods used by the IMO and highly abrasive catalyst residues in parameters. On the one hand, the sep-
fuels, known as cat fines, can cause aration temperature can be changed.
the USCG to verify biological
considerable damage to marine en- Hot separation at temperatures of up
disinfection performance. But, gines. Under extreme conditions, to 110°C reduces the viscosity of the
the recent signing into law of they even lead to the total failure of fuel, making it even easier to separate
the Vessel Incidental Dis- the main engine. GEA offers Cat- the very small cat fines in particular.
FineMaster as a countermeasure, and The second process variable is the
charge Act (VIDA) paves the to date it has received an order for 20 flow rate, which is controlled by the
way for the USCG to reevalu- CatFineMaster from the largest ship- feed pump to optimally adjust the
ate the IMO-endorsed method. building company in China, two to flow rate of the fuel to the respective
be installed in each of 10 tankers of a sponding process requirements. The process requirements. This not only
If the USCG decides to accept
Danish shipping company to be built system is completed by the GEA IO contributes to an additional increase
the same testing principle by 2020. The GEA CatFineMaster control system and optional measure- in efficiency, but also saves energy
used by IMO, suppliers of UV consists of a heavy fuel oil separa- ment and analysis equipment. at the same time. The CatFineMaster
treatment systems will likely tor as the core and a feed pump. This ensures an effective reduction of cat
pump can be controlled during opera- How it Works fines, which in detail means a target
be able to reapply for USCG tion in such a way that an optimally To achieve optimum separation concentration of less than 5 ppm and
type approval based on the adjusted heavy fuel oil flow is guar- behavior with cat fines of different separation of all particles larger than
IMO testing methodology. anteed, taking into account the corre- sizes, the system offers the possibil- 3 μm.
MR #5 (66-73).indd 70 5/3/2019 1:53:01 PM

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TECH FILES
AUSTRALIAN PUMP INDUSTIES
Sea Skipper High-Pressure Fire and Salvage Pump

After working with the Royal Australian Navy for several years, a
small Australian pump manufacturer – Sydney-based Australian Pump
Industries – which works on both the naval and commercial side of ma-
rine, developed a high-pressure fire and salvage pump dubbed the Sea
Skipper, designed specifically for seawater applications.
While engaged in maintenance work on Australia’s FFG fleet, Aussie
Pumps’ Chief Engineer, John Hales, saw workboats using commercial
grade, agricultural style, self-priming centrifugal diesel powered pumps
for seawater applications.
“You can imagine the condition the pumps were in,” said Hales.
“Some of them had cast iron impellers and aluminum bodies. Fasteners
were cad plated steel. Engines were not specially treated in any way to
protect them from rust,” he said.
After a short time at sea, the pumps suffered severe
corrosion and were unserviceable for one reason or
another. The pumps with cast iron impellers and vo- John Hales has work
lutes, even though they may have had marine grade extensively with the Royal
aluminum bodies, were never flushed out with fresh Australian Navy on major ship
water after use. availabilities. The Sea Skipper
is his idea of being able to
After two or three months of being idle, those
solve real firefighting at sea/
pumps had their impellers and volutes ‘joined at salvage issues where lives are
the hip.’ “In an emergency, that’s the last thing you at stake.
need,” said Hales.
The company moved into high gear to figure out Aussie Pump’s has devel-
how they could take their own commercial agricul- oped corrosion free high
tural high-pressure fire pumps, and turn them into pressure fire and salvage
seawater pumps. The standard product was devel- pumps specifically designed to
handle seawater applications
oped for fighting bushfires in Australia’s sweltering
(ideal for tugs, barges, trawlers
summer seasons. and even patrol boats).
First, the company started working with powder
coating the bodies inside and out. Finally they real- Image: Australian Pump Industries
ized that the only way to provide a solution, was to
go to cast bronze impellers and volutes, 316 stainless
steel fasteners and fitting zinc anodes.
The project evolved over a period of years, step by step, until the com-
pany had produced the final version of what they christened the Sea
Skipper Fire Chief.
The pump delivers a 450 lpm flow and heads of up to 50 meters, equal-
ing 100 psi pressure The pumps, already proven in bushfire fighting
with Australian National Parks and firefighting authorities, are designed
to have excellent self-priming characteristics.
The hydraulics of the big belly body on the pump allows a vertical
suction lift 7.6m (25 ft.). Compared to other diesel pumps, they are light
weight so are a two man lift, and they come with hot dipped galvanized
carry frames, available in both recoil and electric start.
The L48 4.8hp Yanmar diesel provides loads of power and the pumps
are remarkably efficient. Not only the Australian government uses the
Aussie Pump product range but, other navies throughout the world, in-
cluding the French, Indian, Bangladesh and Sri Lankan are gradually
standardizing on the Sea Skipper range.
The Fire Chief Sea Skipper is the flagship product and is designed for
firefighting at sea and salvage rescue work. The company is working
on the production of bigger pumps in the Sea Skipper configuration that
will handle flows of up to 1,800 lpm and suction lifts of over 8m.
“We’re getting enquiries now from around the world for a bronze
Images: Aussie Pumps
impeller and volute trash pump that can be used for cleaning out oily
bilges. That’s a new project for us and we’re just trying to evaluate the
market potential,” said Hales.
www.aussiepumps.com.au
MR #5 (66-73).indd 71 5/3/2019 1:53:50 PM

MR #7 (26-33).indd 28 7/5/2018 12:06:10 PM
E
EMISSION REDUCTION: Technology Report
IMO 2020
Scrubbers: The Clock is Ticking

By Ishaan Goel, Project Manager, Albion Marine
R
egulatory bodies around the of the low sulfur fuel oil post 2020, the a decade, which is enough time for the stable in an otherwise very volatile and
world are trying to address payback period can even be less than a payback for almost any vessel and that fragile looking marine fuel market post
the impacts 2020 sulfur cap year for some ships. can make the operations of vessels very 2020.
would have post implemen- The new fuel will come with old prob-
tation. New challenges and issues are lems. As much as we are questioning the
emerging as the date is coming closer. capabilities of refineries to meet the de-
With under nine months left to imple- mand of the new fuel, the larger question
mentation, there is no time now to to manage the safe and reliable operation
plan for the installation of Exhaust Gas of ships on new fuel still remains unan-
Cleaning Systems to meet the regula- swered. The new blended fuel is likely
tions right from January 2020. The ma- to bring out serious quality issues with
jority of shipowners have no choice but increased risk of instability and incom-
to choose low sulphur fuel oil to comply, patibility. This incompatibility issue is
hoping the suppliers will deliver. not new to the industry with a lot of les-
Technical and contractual issues re- sons learnt in the past. Shipowners need
main unaddressed for long and the di- a Fuel Management Plan and they need
lemma among the shipowners resulted it now! The other alternate fuel, Liqui-
them to wait to gain clarity as to what fied Natural Gas (LNG) has far more
is going to come. Some believed that challenges. LNG would require special
the date of implementation might get storage tanks and heavy retrofitting work
delayed while some wanted to see what on ships to handle and burn LNG. Crew
the ‘competitors’ are going to do, while would need to be trained to operate and
some think that the compliant fuel will maintain machinery running on com-
soon be cheaper than high sulfur fuel pletely new fuel. On top of that, the bun-
oil. The silence from the refineries and kering infrastructure although improved
the bunker suppliers did not help either, is not yet robust enough and availability
but it is safe to say that the expected de- still remains uncertain.
mand of low sulphur fuel will not be Scrubbers have been termed as ‘out-
matched in 2020. dated technology’ and many articles
“With LNG infrastructure not ready have concluded that scrubbers might
and about 15 months of lead time for not even be required in the long run. All
some scrubber equipment, it is now these conclusions are based on assump-
practically impossible to consider these tions that the alternate fuels will be made
as options for compliance on January 1, available in abundance and for cheaper
2020,” said Sergiy Yakovenko, Director within one to two years from the date of
at Albion Marine Solutions. implementation. The very fact that these
Considering the time at hand, only a are just assumptions of what is to come
minor percentage of shipowners will does not mean that an existing technol-
have scrubbers installed onboard their ogy with attractive payback period be
vessels by January 2020. They will en- termed ‘obsolete’. However, some port
joy the benefits right from day one as states banning the discharge of scrubber
their ships will not only attract more effluents in port regions has complicated
business, they will be less prone to de- the design a bit, as hybrid ready scrub-
lays due to fuel related breakdowns and bers are the first choice for many ship-
fines due to non compliant fuel. With the owners now. It is time for the shipown-
present difference in fuel oil prices, the ers to review their strategy and spare a
payback period for scrubbers is very at- thought to a possibility that scrubbers
tractive and with certain rise in the price might be the best solution for next half
MR #5 (66-73).indd 73 5/3/2019 3:24:27 PM

E
EMISSION REDUCTION: TECHNOLOGY REPORT
Jon Holloway & Jim Lerner

Jon Holloway (left) is the Head of Strategy for Danfoss Power Solutions, based in Hamburg, Germany.
Jim Lerner (right) is Vice President of Sales, Eastern US, for Danfoss Drives in Houston, Texas.
Preparing for IMO 2020:

Marine Emission Solutions
PART I: ENHANCING ENGINES & FUELS
A
round 80 percent of global content 86 percent by the year 2020. A initial capital cost, they can retrofit their course to follow, ship operators and
trade is carried by sea. With component of acid rain, sulphur oxide engine systems with scrubbers to re- owners are advised to consider how
more than 125,000 com- (SOx) emissions contribute to ocean move SOx from emissions in conven- regulations will affect the cost and avail-
mercial and naval vessels acidification that harms marine habitats tional fuels. ability of LSFO, the value of using im-
operating around the world, ship-engine and ecosystems. To comply with IMO 2) Use alternative propulsion sys- proved engines and fuels, and the value
emissions are projected to rise by 250 2020, commercial vessel operators and tems: Operators can convert to alter- of employing hybrid/electric drive tech-
percent by 2050 unless controls are im- owners have two routes to take: native propulsion systems, such as nologies as an alternative to a 100 per-
posed. Pollution from ship engines is so 1) Enhance engines and fuels: Com- liquefied natural gas (LNG) or modern cent fossil-fueled ship.
significant that in 2016 the International mercial vessel operators can purchase electric systems that adopt hybrid tech-
Maritime Organization (IMO) issued higher cost low sulphur fuel oil (LSFO) nologies which integrate energy storage. Regulations, fuel costs & availability
“IMO 2020 Rule” to cut fuel sulphur or marine gasoil (MGO)—or for a high To gain an understanding of the best The IMO 2020 Rule requires ships to
use MGO fuel with no more than 0.5
percent sulphur content compared to
the current limit of 3.5 percent. In ships
operating in Emission Control Areas
(ECAs), which in North America extend
200 nautical miles from U.S. coasts, the
sulphur content limit remains at the 2015
standard of 0.1 percent.
Sulphur and sulphur compounds natu-
rally occur in petroleum, and special
processing or low-sulphur feedstock is
required to produce fuel with low sul-
phur content. Due to tight supplies and
strong demand as the year 2020 draws
near, there is no guarantee that LSFO
supplies will be sufficient. To be confi-
dent in achieving the reduction from 3.5
percent to 0.5 percent, operators will
need to do significant planning to ensure
fuel is available for their vessel or fleet
to avoid penalties.
Possible shortages could lead to sig-
nificant price swings, making budget-
ing and investment scenarios complex.
Industry analyst Wood Mackenzie fore-
casts a 25 percent increase in price for
Source: Danfoss
lower sulphur content fuel based on a

SOx scrubber adoption rate of about two
percent, but some scenarios could cause
LSFO prices to spike by as much as 60
MR #5 (74-81).indd 74 5/2/2019 4:06:08 PM

MR #2 (1-9).indd 7 2/11/2019 9:59:04 AM
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EMISSION REDUCTION: TECHNOLOGY REPORT
WOOD MACKENZIE FORECASTS A 25 PERCENT INCREASE IN PRICE FOR LOWER SULPHUR

CONTENT FUEL BASED ON A SOX SCRUBBER ADOPTION RATE OF ABOUT TWO PERCENT,
BUT SOME SCENARIOS COULD CAUSE LSFO PRICES TO SPIKE BY AS MUCH AS 60 PERCENT.
percent. The price premium per metric gas cleaning systems. (SCR) and exhaust gas recirculation tems. (Using LNG and “hybrid” or low-
ton of fuel has averaged $225 between 2. Use available LSFO and MGO (EGR) (Figure 2). These two technolo- sulphur-content fuels can also be done
2012 and 2017. As of October 1, 2018, at higher variable cost, but which avoids gies significantly reduce nitrogen ox- with Tier 3 engines to meet Emission
the Houston bunker price was $465 for capex investment for scrubbers or ex- ide (NOx) emissions for compliance in Control Area requirements.)
intermediate fuel oil (IFO380 = 3.5% haust gas solutions NOx Emission Control Areas such as the 4. Using a combination of all
sulphur) and $745 for marine gasoil 3. Use liquefied natural gas North Sea. available technologies while promoting
(MGO = 0.5% sulphur), a price gap of (LNG), a fuel that is virtually sulphur To achieve marine-engine emission EGR as a way to use smaller SCR.
$280. free. LNG prices are generally equiva- reductions, engine manufacturers are
In another scenario, an analysis by lent to or lower than HFO, but distribu- employing several different approaches, Emissions sensors are critical compo-
Stillwater Associates indicates that Rot- tion facilities are not widespread due to such as: nents used in engine exhaust systems to
terdam LSFO to high sulphur fuel oil limited demand today and high infra- 1. Using modular exhaust after- track and prove emissions compliance.
(HSFO) spreads will increase from $2 structure development costs. As such, treatment system (EAT) to meet Tier 4 One example of an in situ emission sen-
in mid-2018 to $19 per barrel at the the extent of future LNG availability is for workboats, allowing flexible com- sor technology is the marine emission
end of 2019, representing a percentage questionable. Some ports are willing to ponent placement for ship designers. sensor MES 1001 offered by Danfoss
spread increase from 3 percent to 35 per- invest, but LNG will not be available An SCR system coated with vanadium IXA. The MES 1001 ensures that fuel
cent over 18 months, in anticipation of everywhere. Furthermore, the switch to is used for greater sulphur resistance, switching and systems are working by
a sharp spike in demand for compliant LNG requires conversion to a different allowing the use of high sulphur diesel combining continuous emission moni-
fuel. fuel management system that employs fuel. toring and data collection for authori-
Foreseeing more complexity, analysts large refrigeration units to keep the gas 2. Using Tier 4 SCR technol- ties. The sensors can also deliver data
cited by Wood Mackenzie posit that the in liquid state. ogy for lower fuel and urea consump- to control SCR urea dosage, improving
very low adoption rate of scrubbers used As an alternative to being exposed to tion compared to Tier 3 engine types, resource utilization and system perfor-
to remove SOx could lead fuel suppliers the variable costs of LSFO, owners and while achieving high engine efficiency mance.
to jettison HSFO supply overall, disin- operators can meet 2020 emission stan- and emissions performance. Moreover, For vessel owners interested in reduc-
centivizing further adoption of scrub- dards by investing in various technology weight is 50 percent lower, full power ing fossil fuel consumption, hybridiza-
bers. Overall, these scenarios indicate options that can utilize HFO. For ex- acceleration is faster and engine perfor- tion and electrification technologies
the uncertainty surrounding LSFO prices ample, advanced marine engine designs mance is not derated if the SCR system complement or offer an effective alterna-
and availability. If supply chains for the are available that conform to the U.S. fails. tive with many benefits. Look for Part II
necessary quantities and types of fuel Environmental Protection Agency’s Tier 3. Using engines ready for LNG of this article in a the June 2019 edition
are not ready, global marine operations 4 engine standards. Tier 4 engines incor- in addition to electric and hybrid propul- to learn more about the value of using
could be disrupted. porate several advanced technologies— sion systems that incorporate analytics, alternative propulsion systems to meet
From a global perspective, Nordic including selective catalytic reduction automation and emissions control sys- IMO 2020.
standards and markets are the most pro-
gressive in moving to low sulphur MGO,
as evidenced by rapid adoption of zero-
emission technologies in several water- Emission-reducing technologies to make even efficient
ways. These developments serve as an
example for how the rest of the world
engines operate more cleanly
may respond. Type of Technology SCR: Selective Catalytic Reduction
Leading the way in North America, the Configuration An “after-treatment” system placed off the engine to process engine exhaust.
Port of Long Beach (PLB) is targeting Function Injects urea into the exhaust stream where a catalyst converts NOx into harmless diatomic nitrogen, car-
zero emissions by 2035. Starting now, bon dioxide and water vapor. Urea and water are known as diesel exhaust fluid (DEF), which costs less
substantial changes are already under- than diesel fuel and improves efficiency, so the added cost of the process is balanced by the savings.
way that will affect equipment purchases
to meet emission standards. Other ports Type of Technology EGR: Exhaust gas recirculation
on the West Coast also have bold strate- Configuration Diverts some of the exhaust gas into the engine’s fresh intake air
gies, following the lead of PLB. Function Raises the engine temperature to burn off more particulate matter.
Fuel & engine improvements Type of Technology DPF: Diesel particulate filter
When considering compliance with Configuration Located in the exhaust system to catch particulate matter (PM) in exhaust gas using precious metal cata-
IMO 2020, most operators naturally lysts
think about adapting their vessels and Function Burns off PM automatically or through a regeneration cycle. Eventually DPFs need to be replaced when
engines to use whatever fuels may be they accumulate ash. (EGR systems typically need DPF as well.)
available. Taking this track, ship owners
have three options: Type of Technology DOC: Diesel oxidation catalysts
1. Use technology options that Configuration Also located in the exhaust system and may be located before an SCR mixing tube
can utilize low-cost high sulphur fuel Function Changes diesel particulates to CO2 and H2O.
(HFO) with SOx scrubbers or exhaust
MR #5 (74-81).indd 76 5/2/2019 4:08:45 PM

SCRUBBERS: Special Advertorial
MR #5 (74-81).indd 77 5/3/2019 11:52:11 AM

B
BALLAST WATER MANAGEMENT: TOWARD COMPLIANCE
William Burroughs
William is a Senior Principal Engineer at ABS responsible for promoting environmental related services and providing guidance in
support of international, national and regional marine environmental regulations. Bill’s previous experience includes Product Line
Manager for the BALPURE BWMS manufactured by De Nora Water Technologies.
Global Ballast Water Treatment

TRENDING TOWARD COMPLIANCE
A
new state-of-the-industry re- trends to better understand the system
port has identified the path- design limitations can help the crew to
ways to the successful opera- predict the challenges of the vessels’ op-
tion of ballast water treatment erational routes, and
systems, as well as the complex chal- • Working closely with the ven-
lenges that lay ahead for owners who dor’s after-sales support team helped to
seek compliance with new and emerg- achieve an uninterrupted operation of
ing regulations. The report, published by the system, globally.
ABS, was compiled from information- In general, the process of retrofitting
sharing workshops in some the world’s BWM systems proved more complex
primary maritime centers, and a survey than installing systems on new ships,
of more than 60 shipowners and about one that required careful planning to
500 vessels with installed ballast-water fully integrate with existing water ballast
management (BWM) systems. systems. For example, because retrofit-
While the report showed an industry ting systems can be more time-intensive
Source: ABS
broadly trending towards compliance, than installation on a newbuild, the re-
it also revealed concerns among own- quirements of the engineering contractor
ers about the operational reliability of and class approval needed to be carefully
the treatment systems, insufficient crew Seven types of systems were examined for most problematic areas – installa- considered to keep plans on track.
training and post-sales technical support in the survey, including those using: tion, crew training, commissioning, To save time, pre-packaged compo-
from vendors. • Filtration + Side-stream Electro- operations, maintenance and repair – nents and some equipment for the system
The survey, which was conducted Chlorination (EC) + Neutralization improved the chances of efficient and should be, if possible, pre-manufactured
throughout December last year and Janu- (used by 29% of respondents) compliant operation for whatever BWM locally, closer to the shipyard. The engi-
ary this year found the proportion of sys- • Filtration + UV Treatment (20.7%) technology an owner chose. The work- neering of the retrofit process needed to
tems that were ‘operationally problem- • Ozone Treatment + Neutralization shops identified best practices to support be carefully planned – and the installa-
atic’ to have doubled, to 59% from 29% (19.9%) smooth systems integration and operation rehearsed – before dry-docking the
a year ago. While the trend may cause • Filtration + Full Flow (In-line) EC + tion, including post-operational experi- vessel.
concern, it could also show the effect of Neutralization (17.8%) ences with problems that arose during
a rush of new BWM systems coming on- • Full Flow (In-line) EC (7.5%) retrofitting. Key Insights included: Industry Concerns:
line to meet compliance. • Filtration + Chlorination via chemi- • The importance of advance plan- Operational Reliability
About 35% of the BWM systems were cal addition (5%) ning, including the creation of detailed Aside from compromising regulatory
deemed to be fully operational at the • Filtration + Deoxygenation (0.2%) timelines that anticipate delays, to help goals of preventing the transfer of in-
time of the survey, suggesting that the The survey and workshops examined control the cost of retrofits vasive species in ships’ ballast tanks, a
majority of owner/operators were hav- a wide range of vessel types, including: • Incorporating ship-specific contin- lack of dependability of any BWM sys-
ing reliability-related challenges. Feed- bulk carriers, container ships, gas carri- gency measures into the BWM plan to tem could result in non-compliance and
back from the workshops – held in New ers, general cargo carriers, heavy load help avoid in-service downtime and fi- financial penalties, port state detentions
Orleans, Athens, Hong Kong and Shang- carriers, LNG carriers, product carriers, nancial penalties or commercial losses for the owner.
hai – indicated that the inability of some tankers and vehicle carriers (see chart • System-specific training for shore- Operational reliability was influenced
vendors to respond globally to technical below). side support and ships’ crews proved by many factors, such as software prob-
issues had caused prolonged system out- critical for effectively operating and lems, using equipment or components
ages, in some cases compromising char- Finding the Path to Compliance maintaining any system not supplied by the original manufactur-
ter opportunities. In general, strict attention to plans • Monitoring data and operational er (items such as filter elements, sensors,
MR #5 (74-81).indd 78 5/2/2019 4:09:20 PM

BWMS: Special Advertorial
How to Engineer a Reliable

Ballast Water Management System
By Pete Thompson, V.P. of Operations, Ecochlor
Electrical engineer performs FAT on the Ecochlor treatment system generators at the new ProFlow manufacturing factory in North Haven, Connecticut USA.
T Reliability is a Growing Concern with Shipowner/Operators

he ability of Ballast Water Management Systems (BWMSs) to operate reliably
over the lifetime of the vessel is not something that happens by accident. In In March, the American Bureau of Shipping (ABS) released the 2019 Best Practices for
fact, reliability comes down to the choices that engineers make when designing Operations of Ballast Water Management Systems Report, a culmination of feedback from
and specifying a new BWMS. It’s no secret that minimizing equipment failure and shipowners and operators with installed BWMS who participated in three conferences
maximizing long-life means using high quality components in the build and simplifying over a span of two years. The report is based on a survey, discussions and workshops
the system operation so that there are fewer moving parts. that were used to review the “industry’s progress toward compliance and identified best
However, creating a well-constructed BWMS that will operate trouble-free over the practices that supported successful BWMS installation and operation.”
long term means additional production costs – costs that manufacturers must justify so Through these channels, BWMS operational reliability was recognized as growing
that shipowners fully understand the value of reliability against the very real risks and problem. Their concern was based on a history of system failures and the hardened
costs associated with breakdowns and non-compliance. stance of regulators in the enforcement of BWM compliance.
Some of the reliability issues addressed in the report were “the use of unreliable or non-
Build for the Life of the Vessel OEM equipment or components (filters, sensors, sampling pumps, valves, actuators,
“When we consider equipment design, the first criteria we look at is quality. We work electrolytic cell assemblies, dosing sub-systems, UV reactors, etc.).”
with our supplier network and our customers so that we have the relevant operational Other common problems included: “fluctuating and unstable TRO sensor and
data to ensure that the equipment will hold up to our strict durability and endurance monitor readings that are sensitive to environmental conditions…; frequent outages
standards,” says Leif Melhus, Ecochlor Engineering Manager. Melhus continues, “We and replacement of UV lamps and clogging of filters that require frequent or continuous
make sure that our suppliers understand the ship operators’ requirements and the nature back-flushing operations…; [the] inability to operate EC-based BWMS in freshwater or
of the environment that the equipment must operate within. In this way we can ensure low salinity water conditions, requiring alternative arrangements to carry salt water or
that our systems are ‘fit for purpose’ all the way down to the component level.” brine solutions…; and, predicting low UV transmittance challenges (affecting all UV-
based BWMS) caused by weather (seasonal) or other variables… .”
Engineered Reliability Overall, as summarized from 487 installations using seven BWMS treatment
This attention to detail has a downside in increased costs, with the final system prices technologies on a variety of vessel types – 65% were either inoperable or had problematic
potentially a little higher than the lowest market expectations. Melhus counters this by ballast operations and only 25% ballasted regularly with a testing protocol for efficacy
adding, “While cost is a consideration, it is not the primary factor when we are choosing in place.
components. This means that sometimes our production costs might be a bit more,
but we know that our customers will see the benefit of the choices we make through Planning for Reliability
increased reliability and the dependability of the Ecochlor BWMS to operate for years to Reliability can be determined by looking at the time between equipment breakdowns
come. This ‘engineered reliability’ ensures that our customers maintain compliance with and system operation. At a minimum, BWMS manufacturers should be able to reference
the ballast discharge standards.” how many of their systems are operational at any given time. Ecochlor goes the extra
Unfortunately, not all BWMS manufacturers have followed this principle. Some mile with this thinking, using real-time data analysis to ensure that reliability and system
systems have been built with cost rather than quality in mind, and whilst these might uptimes are maintained at the highest possible levels.
have been the least expensive option in the market many ship operators have found out Ecochlor Service Manager, Max Hasson said, “The ongoing monitoring of every
the real costs when they turned them on. Not only did these systems not work, but in Ecochlor system that is installed on a vessel, wherever it is in the world, is an important
some cases the manufacturer didn’t have the capacity to service the equipment to bring factor in helping us keep their system fully operational. The crew sends us operational
it back on line. In other cases, the manufacturer has left the industry completely! It data after every ballast operation and that information is incorporated into a weekly
has been a costly lesson for shipowners to replace these systems with more dependable internal fleet update charting the vessel position, next port of call, last ballast operation,
options. chemical tank levels, operational concerns, requested parts, and a preventative
“The Ecochlor system was built to last the life of the vessel,” shared Tom Perlich, maintenance schedule. We don’t sit back and wait for the next service call; we plan our
Ecochlor founder. In 2006, we retrofitted the Moku Pahu, a U.S. flag, Jones Act bulk way to increased reliability for the ship’s crew.”
carrier with a route from Hawaii to San Francisco. With ballast operations in California,
this vessel encountered some of the strictest regulations in the world. For 13 years this Conclusion
ship ran ballast operations using the original installed system until her last voyage in There are many factors that come under consideration when engineering a BWMS
January of this year. As our longest continuously operated BWMS we enjoyed not only for longevity, durability and reliability. With financial penalties, shipowner’s reputation,
a highly collaborative relationship with the crew but also the ability to gather valuable port state detentions/barred entry or charter losses as consequences of BWM non-
data on the system’s components over the years. That experience has been fed right back compliance, securing a reliable system is paramount to good business practices.
into the systems that we deliver to customers today.” Reliability costs money, but the unreliability of a BWMS will cost you even more.
MR #5 (74-81).indd 79 5/2/2019 11:36:18 AM

B
BALLAST WATER MANAGEMENT: TOWARD COMPLIANCE
sampling pumps, valves, actuators, UV Both workshop and survey feedback fied cases where faults in control-system Crew Training and Competency
lamps, etc.), or the improper installation indicated that there was inconsistent software and hardware failures caused Crew training to support reliable op-
of a system by the shipyard. Common global after-sales support from vendors. unexplained alarms and interrupted the erations, maintenance, troubleshooting
problems revealed by the report are: The limited ability of some vendor’s to operation of the system, affecting cargo and repairs has proven problematic, ac-
• Fluctuating and unstable readings attend technical issues caused prolonged operations. cording to workshop attendants. Trans-
from total residual oxidant (TRO) sen- system outages, and caused problems Some vendor-service technicians were ferring any experience with a specific
sors and monitors that are sensitive to with charter opportunities. Waiting for unable to verify the authenticity of the BWM technology from one crew to
environmental conditions. These sen- service technicians to correct small prob- control software or prove that the soft- another was challenging; training often
sors are used for active-substance-based lems raised the prospect of interrupted ware updates for the systems had been proved not to be transferable between
BWM systems to control the chemical cargo operations. Too often, technicians approved by the USCG or the required systems.
dosing during treatment (some makes) attending the vessels had to order spare Type Approval Administration.
and to control neutralization chemical parts to restore the system; sometimes, There were problems downloading Operation, Maintenance
injection during de-ballasting to reduce the attending technician was unable to electronic logs (i.e., data retrieval). Of- and Safety Manuals (OMSM)
the TRO for compliance with local regu- conduct all troubleshooting require- ten, operators were unaware of software There was found to be a real lack of
lations ments, or resolve software problems. problems until the vendor attended the consistency among OMSMs, with some
• Frequent outages and replacement vessel, or until they were challenged by proving to be less useful than others; in-
of UV lamps and clogged filters that re- Software and Hardware Challenges a port state control officer. structions regarding routine maintenance
quire frequent or continuous backflush- Feedback from the workshops identi- and troubleshooting were not always
ing (particularly in high turbidity water well defined. The manuals were found
conditions), causing reduced throughput to be either too complicated (operators
from the ballast pumps struggled to understand the vendor’s in-
• Inability to operate EC-based sys- structions) or too generic (not ship-spe-
tems in fresh or low salinity water condi- cific enough). Operators were unable to
tions, requiring alternative arrangements use them quickly to detect malfunctions,
to carry salt water or brine solutions to leading to prolonged outages.
achieve the minimum salinity require- The manual’s shortfalls limited trou-
ments for the system’s feed water bleshooting capabilities, potentially
• Predicting low UV transmittance making operators more reliant on a lim-
challenges (affecting all UV-based sys- ited number of vendor’s technicians to
Source: ABS
tems) caused by weather or other vari- resolve in-service systems problems.
ables (i.e., shipping density or dredging Other issues included that manual lists
operations, etc.). for spare parts and consumables were
impractical or insufficient for in-service
Selecting the Right Technology operations, potentially resulting in:
Another technical challenge for retro- • Urgent requests for the delivery of
fitting is that no single BWM treatment spare parts, and
technology met the demands and op- • Inconsistent systems operation if
erational needs for all types of vessels. the spares and consumables are not de-
Indeed, there is ‘no silver bullet.’ The livered to the vessel fast enough
selection of the most suitable system de- • Insufficiently consolidated periodic
pended on several factors, including: maintenance schedules, and
• Vessel configuration, ballast capac- • Manuals not being written in the
ity and pump sizes working language of crew, making it
• Trade routes and vessel-operating harder for the crew to comprehend the
profiles instructions
Source: ABS
• Differences between high and low Overall, and across all technologies,
ballast dependent vessels (i.e., retention about one third of owner/operators were
times) happy with the reliability of the systems
• Ability of the system to support they had installed; the owners them-
gravity ballasting or de-ballasting opera- selves bore some of the responsibility for
tions the underperformance.
• Ballast water treatment rated ca- The skill sets of the crews operating the
pacities (TRC), the maximum continu- systems were found to be insufficient; it
ous capacity (expressed in cubic meters is noteworthy that some the highest lev-
per hour) for which the system is type- els of dissatisfaction came from owners
approved whose personnel had received training
• Available space for installation and on the fly during commissioning, as on-
excess power capacity, and board-acceptance testing was conducted.
• Equipment installation and design Finally, only about 40% of owners con-
issues when integrated with the vessel’s sidered their systems to be ‘user friend-
machinery and piping systems ly,’ a measure that spoke volumes about
Source: ABS
the industry’s present overall comfort

Vendor Support & After-Sales Service with the technology.
MR #5 (74-81).indd 80 5/2/2019 4:10:05 PM

Wastewater Treatment Systems: Special Advertorial
MR #5 (74-81).indd 81 5/3/2019 3:09:09 PM

TECH FEATURE • PROPELLERS
Prop Tech to Cut Underwater Noise
Left:
Tip vortex cavitation from
unmodified propeller.
“PressurePores has a
major mitigating effect on
propeller cavitation and URN,”
says David Taylor
Image courtesy:
Strathclyde University and
Oscar Propulsion
Propeller technology has traditionally been the holy pulsion. “Increased levels of shipping noise, especially “It’s not a case of simply drilling holes into the blades,
grail of efficient, effective marine propulsion, and a in the low-frequency range, disorientate marine fauna as this will affect the propeller’s thrust capability. CFD
new technology developed by Strathclyde University and disrupt their communication signals, leading to modelling at Strathclyde allows us to know exactly
and Oscar Propulsion promises to “substantially reduc- behavioral changes or local extinction. We now have where to place the holes for maximum efficiency and
ing the underwater radiated noise (URN)” generated by a cost-effective, easy-to-apply solution to prevent this optimum noise reduction.” Taylor added.
ships’ propeller cavitation. from happening. Introducing holes in propeller blades Professor Mehmet Atlar, the Research Director of the
During the development at Strathclyde using com- to reduce root cavitation, for example, is not in itself Department of Naval Architecture, Ocean and Marine
prehensive computational fluid dynamics (CFD) mod- new, but achieving high levels of noise reduction by Engineering at the University of Strathclyde, said: “For
elling and cavitation tunnel tests, it was demonstrated strategically placing relatively few holes, while main- a ship with non-cavitating propellers, the dominant
that the PressurePores system can reduce cavitation taining efficiency, is new.” URN is associated with the hull and propeller flow, as
volume by almost 14% and underwater radiated noise The results were further verified in separate tests on well as the ship’s machinery and electrical sources. As
(URN) by up to 21dB. the sub-cavitating propellers used by the Princess Roy- soon as the propeller incepts cavitation, the dominant
The patented Oscar PressurePores system is designed al, a 19m research catamaran operated by Newcastle source becomes propeller cavitation, whilst these other
to reduce propeller tip vortex cavitation by applying a University. The original, unmodified model propeller sources still contribute. As a result, a series of periodic
small number of strategically bored holes in the pro- was tested and used as a reference. Then CFD analysis tones at discrete blade rate (low) frequencies and its
peller blades. The addition of these pressure-relieving and model tests were carried out on two propellers of multiples, takes place. This is accompanied by a spec-
holes is designed to allow ships to operate with a more the same design, one with 33 strategically-introduced trum of broadband (high) frequency noise due to cavi-
silent propeller with a minimum of compromise on its holes in each blade, another with 17 holes. tation and its complex dynamics”.
efficiency. The outcome showed that PressurePores technology It is interesting to note that propeller cavitation can
“Underwater radiated noise is one of the most adverse substantially reduced tip vortex cavitation and URN. generate as much as 180dB of underwater radiated
environmental by-products from commercial shipping, “Remarkably, it was found that the optimum number noise and can be heard by marine life 100 miles away.
yet unlike other forms of marine pollution, there is no of holes could be as few as 17 per blade tip so long as Oscar Propulsion is now looking to partner with ship-
legislation yet in place to prevent this type of environ- they were placed in the most effective positions,” said ping companies and propeller designers or manufactur-
mental damage,” said David Taylor, CEO, Oscar Pro- Taylor. ers to commercialize the PressurePores concept.
MR #5 (82-89).indd 82 5/3/2019 2:13:01 PM

2019 Editorial Calendar
AD CLOSE: JUN 23 AD CLOSE: JUL 25

JULY AUGUST
Cruise Vessel Design & Outfit The Shipyard Edition
MARKET Expedition Cruise Vessel MARKET Heavy Lifting: Cranes, Winches,
FEATURE: FEATURE:
Construction Windlasses & Capstan
TECHNICAL TECHNICAL
FEATURE: Training and Simulation FEATURE: Icebreakers
PRODUCT PRODUCT
FEATURE: Autonomy, Robotics & Drones FEATURE: Welding & Cutting Equipment
THOUGHT THOUGHT
LEADERSHIP: Maritime Software Solutions LEADERSHIP: Energy Efficiency Systems
EVENT DISTRIBUTION
Offshore Europe: Sep 3-6, Aberdeen, Scotland
Seatrade Europe: Sep 11-13, Hamburg
NEVA 2019, Sep 17-19, St. Petersburg
Seatrade Offshore Marine & Workboats:
Sep 23-25, Abu Dhabi, UAE
AD CLOSE: AUG 24 AD CLOSE: SEP 22

SEPTEMBER OCTOBER
Satellite Communications Marine Design Annual
MARKET MARKET
FEATURE: Containership Technology FEATURE: Alternative Marine Fuels
TECHNICAL Marine Firefighting, Safety & TECHNICAL
FEATURE: FEATURE: Coatings: Deck, Hull and Tank
Salvage
PRODUCT PRODUCT
FEATURE: Controls & Bridge Automation FEATURE: Software Solutions: CAD/CAM
THOUGHT THOUGHT
LEADERSHIP: Maritime Port & Ship Security LEADERSHIP: Ship Classification Societies
EVENT DISTRIBUTION EVENT DISTRIBUTION
Shipping Insight: Stamford, CT SNAME: October 29 - Nov 2, Tacoma, WA
Clean Gulf: Houston, TX Europort: Nov 5-8, Rotterdam
Interferry 2019: Oct 5-9, London, UK Blue Tech Week: Nov 4-8, San Diego, CA
KORMARINE: Oct 22-25, Busan, Korea
AD CLOSE: OCT 25 AD CLOSE: NOV 22

NOVEMBER DECEMBER
Workboat Edition Great Ships of 2019
MARKET MARKET
FEATURE: Propulsion, Thrusters & Gears FEATURE: Top 10 Shipbuilders
TECHNICAL Multi Mission Boats; Patrol, Es- TECHNICAL Digitalization in Ship Design &
FEATURE: FEATURE:
cort, Fire and Search & Rescue Construction
PRODUCT
FEATURE: Deck Machinery Product Guide PRODUCT Bridge Electronics and
FEATURE:
THOUGHT Communications
LEADERSHIP: Offshore Wind Power
THOUGHT
LEADERSHIP: Maritime Emission Reduction
EVENT DISTRIBUTION
Workboat Show: Dec 4-6, New Orleans, LA EVENT DISTRIBUTION
Marintec China: Dec 3-6, Shanghai China SNA 2020 - Crystal City, VA
INMEX China: Dec 12-14, Guangzhou, China
Information may be subject to change
MR #12 (42-49).indd 49 12/5/2018 2:48:01 PM

V
VESSELS
Squid: The All-Electric Dolphin Watcher

Deep in the blue waters of Key West, Hon-
est Eco’s founding captain, Billy Litmer,
said its dolphin watching tours help their
guests “understand and interact with wild-
life from a curious yet courteous proximity.”
In creating his eco touring company, Lit-
mer invested in everything he needed to
guarantee an unforgettable experience for
his guests; knowledge, custom boats and
quality gear.
His boat is called Squid, and Litmer built it
from the hulls up. He asked David Walworth,
an MIT educated boat designer and builder,
President of Walworth Yacht Designs, to de-
sign the perfect boat for the dolphin watch-
ing excursions. Walworth suggested that the
multihull boat would be a great platform for
going electric. The combination of the Sun-
flare panels and the lithium batteries make
electric propulsion possible—and accom-
plishes much more than the usual 12-volt
battery that runs the lights and radio and
other small onboard electrical needs. Squid
has two BMW i3 batteries. That’s about
1200 pounds of lithium ion battery. That
meant the solar panels themselves had to be
light. The12 custom-sized modules produce
2000 watts of power and weigh as little as
Honest Eco’s founding captain, Billy
120 pounds combined; or 25% of the weight Litmer (right) asked David Walworth,
of traditional solar panels.
Squid is a one-of-a-kind vessel. It’s the
an MIT educated boat designer and
first of its kind plug-in, lithium ion battery- builder, President of Walworth Yacht
powered, hybrid charter boat with purely
electric motors. Electricity is stored in the Designs, to design the perfect boat for
batteries, which can be recharged from shore
power, the Sunflare panels, or when the dol-
the dolphin watching excursions.
phins are hard to find, a top EPA tier diesel
range extender generator. When the dolphins
are easy to find the boat will often not re-
quire any use of the generator on the second
trip of the day, running purely on battery and
solar.
The design ensures that on the longest
days on the water, the boat burns only 3 gal-
lons of diesel fuel per trip compared to 14
gallons per trip. Since the Squid can carry
just over twice the passenger load of the old
boat, the per person fossil fuel consumption
drops from 2.3 gallons per guest to 0.25 gal-
lons per guest.
It’s also one of the first near-coastal hybrid
All image courtesy Honest Eco and Sunflare
catamarans to make it through the challeng-

ing United States Coast Guard certification
process. Litmer said, “there was not much
precedent for getting this boat certified.
There was no rule book.” He said on a few
occasions they’d work for weeks on the boat
just to have the Coast Guard ask him to re-
build what they’d thought they had finished.
MR #5 (82-89).indd 84 5/3/2019 4:07:55 PM

MR #5 (82-89).indd 85 5/2/2019 4:45:59 PM
V
VESSELS
Vard Delivers Ponant Cruise Vessel

Vard delivered Le Bougainville, its third
expedition cruise vessel for Ponant. The
131m long, 184-passenger vessel, is the third
in the series designed and built by VARD,
following on from the delivery of Le Lap-
erouse in June 2018 and Le Champlain in
October. Vard Søviknes is now working on
a fourth sister ship, Le Dumont-d’Urville,
scheduled for delivery to French-owned
PONANT in June this year.
Created to be intimate in nature, with just
92 state rooms and suites, all of which boast
balconies or private terraces, the ships bal-
ance environmental care with cutting edge
design and passenger-centric innovation.
Le Bougainville, as with all the vessels
from this series, is fitted with the Blue Eye, a
multi-sensorial underwater salon will allow
guests to discover and experience the under-
water world via two portholes in the form
of a cetaceous eye looking out on to the sea
bed, non-intrusive underwater lighting, and
hydrophones integrated into the keel retrans-
mitting the natural symphony of the deep
water, as well as
Le Bougainville has started its first sailing
from Malaga, Spain, from where she com-
menced her maiden voyage.
The vessel build project was defined by
close cooperation throughout the Vard and
Fincantieri network and with Ponant itself.
Le Bougainville’s hull was built at Vard Tul-
cea in Romania, before being towed to Vard
Søviknes in Norway for equipping and final
outfitting. Vard Electro conducted equip-
ment and electrical system installation work,
while Vard Design in cooperation with Ster-
ling Design have developed and designed
the vessel. The vessel was delivered from
Vard Søviknes on 5th April 2019.
Vard became part of Fincantieri in 2013,
and is headquartered in Norway, with 9,000
employees spread across nine strategically
located shipbuilding facilities and several
specialized subsidiaries.
© PONANT Philip Plisso
MR #5 (82-89).indd 86 5/3/2019 4:08:32 PM

REAL TIME ANALYTICS & REPORTS FOR
THE FLNG/FSRU MARKETS
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THE 2019 ANNUAL OUTLOOK

FLNG Projects Tracked
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MR #2 (1-9).indd 5 2/11/2019 9:58:23 AM

P
PRODUCTS
Shell Launches Alexia 40

Shell Marine is introducing Shell Alexia 40 –
with a Base Number of 40 – a new two-stroke
engine cylinder oil specifically for use with en-
gines running on 0.5% sulfur content Very Low
Sulphur Fuel Oil (VLSFO). Shell Alexia 40 has
undergone thousands of hours of trials on board
ZF Marine
four ships with the latest engine types, using rep-
resentative IMO 2020-compliant fuels, to verify
performance at sea. The new product will be
Shutterstock
ZF: New CBM Tech for available for use in Singapore from June 1, 2019
Thruster Systems and will be gradually introduced to other main
ZF Marine Krimpen recently debuted its Condi- supply ports within the Shell Marine global net-
tion Monitoring System designed to help ship- work such as the U.S., China, United Arab Emir- FuelTrax Works with Opsealog
ping companies and fleet operators maintain the ates and the Netherlands before January 1, 2020. FuelTrax, a pioneer for electronic fuel monitoring
safety and efficiency of their ships. It is equipped The launch of Shell Alexia 40 will coincide with systems (EFMS), has formalized compatibility
with various sensors and an intelligent electronic an introduction of the new Shell Alexia two- with data integration service provider, Opsealog.
evaluation unit. The system measures vibrations stroke engine oils portfolio. Opsealog works in partnership with customers to
which indicate the condition of the bearings and www.shell.com integrate with FuelTrax data and to generate ad-
gears in the thruster’s upper and lower gearbox. ditional analysis and controls for upstream level
The measurement results help the operators management. Opsealog and FUELT FuelTrax
identify early on which components need to be RAX currently work together on three vessels,
replaced or maintained, meaning repairs can be and through formalizing this compatibility, both
planned in advance. It also is designed to help ex- organizations expect this number to expand
tend the service life of the monitored systems and amongst their mutual client base.
components. www.fueltrax.com
www.zfmarinepropulsion.com
Shell
Hougen Magnetic Drill Kit New Pumps for Exhaust Gas

Hougen Manufacturing released a new portable Cleaning Systems
magnetic drill kit: the HMD2MT Fabricator’s For on-board exhaust
Kit. This kit features the HMD2MT #2 Morse gas cleaning systems
Taper magnetic drill bundled with a number of KSB ITUR Spain S.A.
accessories to give steel fabricators the ability to developed its ILN type
tackle more jobs by using less tools. The new all-
CMR Group
series of vertical in-line

in-one Fabricator’s Kit combines the HMD2MT centrifugal pumps with
magnetic drill along with the 83000 tapping kit, closed impeller and me-
08821 drill chuck adapter and a ½-in. Hougen chanical seal. With its
CMR E-Pulse Designed drill chuck. redesigned hydraulic
to Extend Engine Life www.hougen.com system, the pumps meet
As the technology development cycle continues the tough requirements
to accelerate, CMR Group claims its new tech can specified by the authori-
last a generation. CMR Group has reportedly de- ties regarding operating
veloped a new approach to extending the life cy- behavior and efficiency.
cle of engines: E-Pulse. E-Pulse is a new control The water-tight rolling
system built around an integrated touch screen- element bearings require
operated local operating panel, main control cabi- neither re-lubrication
net and junction box microprocessor package. It nor maintenance. The
is designed to reduce the requirement for future casing materials are alu-
control system refit, providing advanced opera- KSB SE & Co. KGaA
minum bronze and super
tional functionality alongside comprehensive en- duplex steels. The maximum flow rate of the (60
gine alarm and monitoring, safety, control opera- Hz) pump sets is 3,700 cu. m./hr., and the maxi-
tional capabilities for 20 years. mum head is 160m.
www.cmr-group.com
www.ksb.com
Hougen
MR #5 (82-89).indd 88 5/3/2019 4:09:09 PM

N
BY THE NUMBERS: NORWAY
The Norway Way

While Norway is small in terms of population – with an
estimated 5,372,191 inhabitants as of 2018, ranking
#120 in the world – it is a true giant in the maritime
world, ranking #5 in the world with 2,058 vessels at a
cumulative value of $44.24 billion. When evaluating
Norway, though, one must look beyond the sheer num-
bers as ‘maritime’ is tightly woven into the Norwegian
DNA. It’s companies and organization form an envi-
able cluster of maritime wealth and knowledge, and
collectively it is a world leader in the advancement of
efficient, sustainable shipping technology and practices
(see pages, 28, 36 & 40 of this edition).
Sources: U.S. CIA World Factbook, VesselsValue
© Andrey Armyagov/AdobeStock
MR #5 (82-89).indd 89 5/3/2019 2:11:13 PM

This directory section is an editorial feature published in every issue for the convenience of the readers of MARITIME REPORTER. A quick-reference readers’
BUYER’S DIRECTORY guide, it includes the names and addresses of the world’s leading manufacturers and suppliers of all types of marine machinery, equipment, supplies and ser-
vices. A listing is provided, at no cost for one year in all issues, only to companies with continuing advertising programs in this publication, whether an advertise-
ment appears in every issue or not. Because it is an editorial service, unpaid and not part of the advertisers contract, MR assumes no responsibility for errors. If
you are interested in having your company listed in this Buyer’s Directory Section, contact Mark O’Malley at [email protected]
AUTOMATIC IDENTIFICATION SYSTEM Bristol Harbor Group, Inc., 99 Poppasquash Road Unit [email protected] contact: Carol VACUUM TOILET SYSTEM
Saab AB (publ) TransponderTech, SE-589 41 Linkoping , H, Bristol, RI , USA , tel:(401) 253-4318, Gorenflo Jets Vacuum AS, Myravegen 1 6060 Hareid , tel:47 700
tel:46 13 180000, fax:46 13 182377, [email protected] PUMPS 39 100, fax:47 700 39 101, [email protected] ,
[email protected] The Shearer Group, Inc, 3118 Harrisburg Blvd., Suite Aussie Pumps, 7 Gladstone Road, Castle Hill 2154 , www.jetsgroup.com
BARGE FABRICATION 100, Houston, TX , USA , tel:(281) 532-2080, Australia , tel:+61 (2) 88653500, WATER JET CLEANING
McDonough Marine Service, 3500 Causeway Blvd., [email protected] [email protected] contact: Melinda Aussie Pumps, 7 Gladstone Road, Castle Hill , Australia
Suite 900, Metairie, LA , USA , tel:(504) 780-8100, PASSENGER AND COMMERCIAL Jansen, www.aussiepumps.com.au , tel:+61 (2) 88653500,
fax:(504) 780-8200, [email protected] VESSEL REPAIR, MAINTENANCE, Aussie Pumps, 7 Gladstone Road, Castle Hill 2154 , [email protected] contact: Melinda
COMMUNICATIONS DRYDOCKING Australia , tel:+61 (2) 88653500, Jansen, www.aussiepumps.com.au
Blohm+Voss B.V. & Co. KG, Hermann-Blohm-Strasse 3, [email protected] contact: Melinda WATER JET SYSTEMS
David Clark Company (Wireless Headset
20457 Hamburg, Germany Germany , tel:+49 40 3119 Jansen, www.aussiepumps.com.au Aussie Pumps, 7 Gladstone Road, Castle Hill 2154 ,
Communication Systems), 360 Franklin Street,
Worcester, MA 77060, USA , tel:(800) 298-6235 , 2110, [email protected] , SECURITY Australia , tel:+61 (2) 88653500,
www.davidclarkcompany.com/marine www.blohmvoss.com Sisco Identification Solutions, 3595 Fiscal Court WPB, Fl. [email protected] contact: Melinda
EXHAUST PIPING SYSTEMS FOR SHIP REPAIR & 33404 Jansen, www.aussiepumps.com.au
NEW CONSTRUCTION STORAGE, DOCKAGE & REPAIRS Aussie Pumps, 7 Gladstone Road, Castle Hill 2154 ,
Marine Exhaust Systems of Alabama, 757 Nichols Ave.
Fairhope, Alabama 36532 , tel:(251) 928-1234, Tube-Mac Piping Technologies Ltd., 853 Arvin Ave. Jacksonville Marine Center, 1901-C HILL STREET Australia , tel:+61 (2) 88653500,
[email protected] Stoney Creek, Ontario Canada L8E 5N8 , tel:(905) 643- JACKSONVILLE, FL. 32202 , tel:904-559-1020, [email protected] contact: Melinda
8823 Ext. 119, [email protected] contact: [email protected] contact: Lisa Snyder, Jansen, www.aussiepumps.com.au
INERTIAL SENSING SYSTEMS
Chris Peitchinis, www.tube-mac.com www.jaxmarinecenter.com WINCHES & FAIRLEADS
Silicon Sensing Systems Ltd, Clittaford Road Southway,
PORT SECURITY SURFACE PREP TOOLS JonRie InterTech, LLC, 982 Whispering Oak Circle,
Plymouth, Devon PL6 6DE United Kingdom , UK ,
Sisco Identification Solutions, 3595 Fiscal Court WPB, Fl. Water Cannon, 4300 West Lake Mary Blvd. Units 1010- Manahawkin, NJ 29501, USA , tel:(609) 978-3523,
tel:+44 (0) 1752 723330, [email protected]
33404 424 , USA , tel:321-800-5763, [email protected] , fax:(609) 978-4959, [email protected]
MEMS MOTION SENSING www.watercannon.com
PROPULSION - HYBRIDRIVE
Silicon Sensing Systems Ltd, Clittaford Road Southway, TANK MEASURING SYSTEMS
Plymouth, Devon PL6 6DE United Kingdom , UK , SOLUTIONS
BAE Systems - HybriDrive Solutions, 1098 Clark Street, Hart Systems, 4911-71st ST CT NW, Gig Harbor, WA ,
tel:+44 (0) 1752 723330, [email protected]
Endicott, NY 13760 , tel:(607) 770-2083, USA , tel:(253) 858-8481, fax:(253) 858-8486,
NAVAL ARCHITECTS, MARINE [email protected]
ENGINEERS
Buyers Directory MR May19.indd 90 5/3/2019 1:34:23 PM

MR
Employment www.MaritimeJobs.com
Class MR May2019.indd 91 5/2/2019 9:50:31 AM

MR
Professional www.MaritimeProfessional.com
813-654-9800
[email protected]
BOKSAMARINEDESIGN.COM
DESIGN • NAVAL ARCHITECTURE • ENGINEERING
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(904) 221-7447 s www.laypitman.com
s.$43ERVICES
s6IBRATION NOISE STRUCTURALMODALANALYSIS
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Established in 1854
C R A N D A L L
DRY DOCK ENGINEERS, INC.
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For Quotes on License Insurance or Mariners’ Disability Insurance
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R.J. MELLUSI & CO.

29 Broadway, Suite 2311
GILBERT ASSOCIATES, INC. New York, N.Y 10006
Naval Architects Ph: (212) 962-1590
and Marine Engineers Fx: (212) 385-0920
[email protected]
100 Grossman Dr. Suite 205 1DYDO$UFKLWHFWVDQG

0DULQH(QJLQHHUV
Braintree, MA 02184
'HVLJQDQG$QDO\VLV)($&)'
T: (781) 740-8193 • F: (781) 740-8197
E-mail: [email protected] &DXVHZD\%RXOHYDUG1HZ2UOHDQV/$
www.jwgainc.com ZZZPLQRPDULQHFRP

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Professional www.MaritimeProfessional.com
SABINE SURVEYORS, LTD. Technology Associates, Inc.

MARINE SURVEYORS AND CONSULTANTS Bringing Engineering to Successful Fruition
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Visit our website at www.sabinesurveyors.com ■ www.TAIEngineers.com ■
Seven Locations - 24 Hour Phone: 504-831-9100 (504) 282-6166
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Products & Services www.MaritimeEquipment.com
3D INSPECTION AND ALIGNMENT OF MACHINERY AND HULLS. Working, Fishing,

USING LASER TRACKERS, CMM ARMS, TOTAL STATIONS, Towing,
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Subchapter M
AIMAN ALIGNMENT

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Vessels, Barges & Real Estate for Sale/Rent
Paul E. Saperstein Co., Inc

144 Centre St., Holbrook, MA 02343
617-227-6553 – Office
www.pesco.com
Specializing In Barges
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MR MAY 2019 Ad Index:Layout 1 5/3/2019 4:59 PM Page 1
ADVERTISER INDEX
Page# Advertiser Website Phone # Page# Advertiser Website Phone #
41 ABS Americas . . . . . . . . . . . . . . . . .www.eagle.com/environmentalcompliance . .(281) 877-6774 61 International Registries, Inc. . . . . . . . . . .www.register-iri.com . . . . . . . . . . . . . . . . .(703) 620-4880
53 Advanced Mechanical Enterprises . . . .www.amesolutions.com . . . . . . . . . . . . . .(954) 764-2678 15 Louisiana Cat . . . . . . . . . . . . . . . . . . . .www.LouisianaCat.com/Marine . . . . . . . . .(866) 843-7440
63 Air Products AS . . . . . . . . . . . . . . . . . . .www.airproducts.no . . . . . . . . . . . . . .Please visit us online C2 Lubriplate . . . . . . . . . . . . . . . . . . . . . . .www.lubriplate.com . . . . . . . . . . . . . . . . . .(800) 733-4755
53 Albion Marine Solutions . . . . . . . . . . . . .www.albionmarine.com . . . . . . . . . . . . . .(778) 994-9993 3 MAN Energy Solutions SE . . . . . . . . . . .www.man-es.com . . . . . . . . . . . . . . . .Please visit us online
17 Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . .www.alfalaval.com . . . . . . . . . . . . .Please visit our website 43 Motor Services Hugo Stamp, Inc. . . . .www.mshs.com . . . . . . . . . . . . . . . . . . . .(954) 763-3660
69 Anchor Maine & Supply, Inc . . . . . . . . . .www.anchormarinehouston.com . . . . . . . .(800) 233-8014 21 Oberlin Filter Company . . . . . . . . . . . . .www.oberlinfilter.com . . . . . . . . . . . . .Please visit us online
27 AP Companies Global Solutions LTD . . .www.ap-companies.com . . . . . . . . . . . . .34 931 702 286 1 Pacific Green Marine Technologies . . . .www.pacificgreenmarine.com . . . . . . .Please visit us online
33 BAE Systems - HybriDrive Solutions . . .www.hybridrive.com . . . . . . . . . . . . . . . . .(607) 770-2083 47 Poseidon Barge, LTD . . . . . . . . . . . . . . .www.poseidonbarge.com . . . . . . . . . . . . .(866) -99-BARGE
53 Carver Pump . . . . . . . . . . . . . . . . . . . . .www.carverpump.com . . . . . . . . . . . . . . .(563) 263-3410 C4 R.W. Fernstrum & Company . . . . . . . . .www.fernstrum.com . . . . . . . . . . . . . . . . .(906) 863-5553
55 Chris-Marine AB . . . . . . . . . . . . . . . . . . .www.chris-marine.com . . . . . . . . . . . .Please visit us online 67 Retlif Testing Laboratories . . . . . . . . . . .www.retlif.com . . . . . . . . . . . . . . . . . . . . .(631) 737-1500
39 Cimolai Technology S.p.A . . . . . . . . . . .www.cimolaitechnology.com . . . . .011 39 049 940 4539 47 Rutter . . . . . . . . . . . . . . . . . . . . . . . . . .www.rutter.ca . . . . . . . . . . . . . . . . . . .Please visit us online
35 Class NK . . . . . . . . . . . . . . . . . . . . . . . .www.classnk.com . . . . . . . . . . . . . . . .Please visit us online 51 Saab TransponderTech AB . . . . . . . . . .www.saab.com/norshipping . . . . . . . .Please visit us online
73 CR Ocean Engineeriung LLC . . . . . . . . .www.croceanx.com . . . . . . . . . . . . . . . . .(973) 455-0005 C3 Scandinavian Micro Systems Inc . . . . . .www.scansys.no . . . . . . . . . . . . . . . . . . . .(954) 583-5700
11 Damen Shipyards . . . . . . . . . . . . . . . . .www.damen.com . . . . . . . . . . . . . . . . . . .(281) 974-1050 13 Schottel GmbH . . . . . . . . . . . . . . . . . . .www.schottel.com . . . . . . . . . . . . . . .Please visit us online
63 DCL Mooring and Rigging . . . . . . . . . . .www.dcl-usa.com . . . . . . . . . . . . . . . . . . .(800) 228-7660 81 SCIENCO/FAST SYSTEMS Bio-Microbics, Inc. . .www.SciencoFast.com . . . . . . . .(314) 756-9300
61 Detyens Shipyards, Inc. . . . . . . . . . . . . .www.detyens.com . . . . . . . . . . . . . . . . . . .(843) 308-8000 39 Stearns/Newell . . . . . . . . . . . . . . . . . . .www.stearnsflotation.com . . . . . . . . . . . . .(316) 832-2981
31 DNV GL . . . . . . . . . . . . . . . . . . . . . . . . .www.dnvgl.us/maritime . . . . . . . . . . . . . . .(281) 396-1000 57 Steerprop . . . . . . . . . . . . . . . . . . . . . . .www.steerprop.com . . . . . . . . . . . . . .Please visit us online
19 Eastern Shipbuilding Group . . . . . . . . . .www.easternshipbuilding.com . . . . . . . . . .(850) 763-1900 77 The Viswa Group . . . . . . . . . . . . . . . . . .www.theviswagroup.com . . . . . . . . . .Please visit us online
79 Ecochlor . . . . . . . . . . . . . . . . . . . . . . . .www.ecochlor.com . . . . . . . . . . . . . . . . . .(978) 298-1463 65 Thrustmaster of Texas . . . . . . . . . . . . .www.thrustmaster.net . . . . . . . . . . . . . . . .(713) 937-6295
22,23 Electronic Marine Systems . . . . . . . . .www.emsmarcon.com . . . . . . . . . . . . . . .(732) 382-4344 5 Total Lubmarine . . . . . . . . . . . . . . . . . . .www.totallubmarine.com . . . . . . . . . . .Please visit us online
24,25 Electronic Marine Systems . . . . . . . . .www.emsmarcon.com . . . . . . . . . . . . . . .(732) 382-4344 41 W&O Supply . . . . . . . . . . . . . . . . . . . . .www.wosupply.com . . . . . . . . . . . . . . . . .(904) 354-3800
35 Fincantieri Marine Systems N.A. . . . . . .www.fincantierimarinesystems.com . . . . .(757) 548-6000 51 Walz & Krenzer . . . . . . . . . . . . . . . . . . .www.wkdoors.com . . . . . . . . . . . . . . . . . .(203) 267-5712
7 Furuno USA, Inc. . . . . . . . . . . . . . . . . . .www.furunousa.com . . . . . . . . . . . .Please visit our website 9 Wartsila Marine Solutions . . . . . . . . . . .www.wartsila.com . . . . . . . . . . . . . . . .Please visit us online
69 Hougen Inc. . . . . . . . . . . . . . . . . . . . . . .www.hougen.com . . . . . . . . . . . . . . . . . . .(810) 635-7111 87 World Energy Reports . . . . . . . . . . . . . .www.worldenergyreports.com . . . . . . . . .(212) 477-6700
The listings above are an editorial service provided for the convenience of our readers. If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]
96 MARITIME REPORTER & ENGINEERING NEWS • MAY 2019

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The World’s Largest Circulation Marine Industry Publication • www.marinelink.

com • Number 5 Volume 81

IMO 2020 & the

COV1 MR MAY 2019.indd 1 5/6/2019 10:25:28 AM

ATB BIOBASED EP-2 GREASE

BIO-SYNXTREME HF SERIES HYDRAULIC FLUIDS

COV2, C3 &C4 MR July 2018.indd 3 6/19/2018 2:22:11 PM

32 The Methane Move

MR #5 (1-9).indd 2 5/6/2019 10:26:35 AM

Marine system expertise

Integrated system solutions raise your

MR #5 (1-9).indd 3 4/22/2019 4:29:29 PM

Bryant Burroughs Ewing Henderson Holloway

POSTMASTER: Send all UAA to

Ewing Rusch Stoichevski

4 Maritime Reporter & Engineering News • MAY 2019

MR #5 (1-9).indd 4 5/3/2019 9:52:46 AM

MR #1 (1-9).indd 5 1/16/2019 4:48:44 PM

John E. O’Malley: 1930-2019 ENGINEERING NEWS

Associate Publisher/Editorial Director

Vice President, Sales

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6 Maritime Reporter & Engineering News • MAY 2019

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Ultra High Definition Radar

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INFRASTRUCTURE ‘101’ Part II

8 Maritime Reporter & Engineering News • MAY 2019

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(Hopefully) More Progress to Come

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involved. They started installing shore-based receivers

10 Maritime Reporter & Engineering News • MAY 2019

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RSD TUG® 2513 TF®

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Managing the digital data flood

12 Maritime Reporter & Engineering News • MAY 2019

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German quality engineering trusted since 1921

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0$5,7,0( Business news you can trust and

blaze the trail

The Maritime Media Network’s diverse portfolio of publications includes:

Audited and Veriﬁed by BPA

14 Maritime Reporter & Engineering News • MAY 2019

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bearings, seals and lubrication systems,

The trend in digital condition

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16 Maritime Reporter & Engineering News • MAY 2019

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Alfa Laval PureSOx continues to lead the way

Come join us at:

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Sources: Castle Wind & NREL

18 Maritime Reporter & Engineering News • MAY 2019

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20 Maritime Reporter & Engineering News • MAY 2019