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What Is Happing World Shipyard
y since 1939
August 2015
MARITIME
REPORTER
AND
ENGINEERING NEWS
MARINELINK.COM
Ship Yards
Ballast Water Technology
The Time is Now
AWO
Working Hard for the
Domestic Workboat Market
Sea Machines
The Autonomous Workboat
Hour of Power
& Hybrid Propulsion
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100 Military Ocean Terminal Dock Yard P.O. Box 240 Bayonne, NJ 07002
P: 201.823.9295 / 9296 F: 201.823.9298
www.bayonnedrydock.com
Bayonne Drydock MR June15.indd 1
6/9/2015 9:07:14 AM
Copper
Copper Nickel
Black Iron
Polymer
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G L O B A L
L E A D E R
I N
P L U M B I N G ,
H E A T I N G
A N D
P I P E
J O I N I N G
S Y S T E M S
7/30/2015 2:12:00 PM
CONTENTS
12
Sea Machines
En Norge
46
16
ZF
NOAA
68
I N TH I S E D I T I O N
8
28
CYBER SECURITY
If the U.S. is serious about cadet training, then it must get serious
about funding modern ships for its maritime academies.
By Joseph Keefe
12
AUTONOMOUS WORKBOATS
46
Michael Gordon Johnson has created Sea Machines with the aim
of bringing autonomous workboats to a waterway near you.
While the world waits for oil prices to rebound, floating production
system owners work to shed costs.
By Greg Trauthwein
By William Stoichevski
16
OCEAN ACIDIFICATION
Scientists say that the worlds oceans are acidifying. This term is
correct, but somewhat misleading.
50
COMPETITIVE STIRRINGS
By Dennis L. Bryant
18
68
ZF TURNS 100
Why bother about a bit of spray? In mild climate latitudes, rain and
spray water is hardly a concern; it will run off and the ship happily
carries on. But going to the High North, its different.
By Albert Aalbers
20
70
By Greg Trauthwein
With the 2015 Rules for Building and Classing Steel Barges, ABS
has amended the rules to require the submittal of a steady state
temperature distribution for Oil Tank Barges that carry heated cargos at temperatures greater than 50C (122F).
82
BWMS PRODUCTS
By Joeseph Keefe
By Fritz Waldorf
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Contents
MARITIME
REPORTER
AND
ENGINEERING NEWS
MARINELINK.COM
TH E C OV E R
ISSN-0025-3448
USPS-016-750
No. 8 Vol. 77
Maritime Reporter & Engineering News spent some time with Germn Carlos
Surez Calvo, CEO, Astican & Astander shipyards, for insights on the ship
repair and conversion business at his shipyards. Story starts on page 42c
Ship Yard
Germn Carlos Surez Calvo, CEO, Astican &
Astander shipyards, is moving to make Astican a
one-stop-shop for the deepwater offshore industry in Western Africa.
Sea Machines
By Greg Trauthwein
22
6
12
14
16
18
20
28
76
78
80
83
84
86
88
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91
96
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Offshore Insights
Hybrid Propulsion
Hour of Power
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High quality new construction and repair of crewboats, towboats, tugs, barges, offshore supply
vessels and other specialty marine craft for domestic and international markets
ABS/FiFi1/DP
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9
4/1/2014 10:38:30 AM
8/7/2015 2:54:13 PM
V E S S E LS
Durbans
90-year-old
Dry Dock
Set for Repair
Horizon Delivers
Towboat to FMT
10
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YOUR SHIP,
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W E C A N DES I G N , B U I L D , M A I N TA I N A N D S E R V I C E Y O U R
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K N O W L E D G E A N D W I T H O U T C O M P R O M I S I N G O N S A F E T Y,
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N E WS M A KE R S
Sea Machines
Helping to usher in the age
of the Autonomous Workboat
While the topic of unmanned vessels has sparked vigorous
debate and grown vociferous skeptics in all four corners of
the world, Michael Gordon Johnson and his team at Sea Machines are intent on bringing an Autonomous Workboat to
full-scale real-world trials by the end of the year.
By Greg Trauthwein
Michael Gordon Johnson is and entrepreneur, founding two companies
and serving in various roles offshore,
heavy lift ocean transport and marine
salvage since graduating from Texas
A&M University with a BA in Marine
Engineering. Most recently he was a VP
of Business at Titan Salvage and a VP of
Projects at Crowley.
His new venture is Sea Machines, a
company created to design and provide
unmanned work boats and autonomous
control systems for the commercial marine and offshore markets. The idea was
conceived like a puzzle over the last five
years, piece by piece as I managed and
executed various marine projects, said
Johnson. Once the concept came together, I quickly realized that this is the
12
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future of marine operations and the 20year transition towards full adoption of
unmanned vessels for certain markets is
just about to commence.
Today, Sea Machines is nearing completion of its 24 ft. prototype steel work
boat, with the intent of having it on the
water in the Autumn of 2015.
The Age of Autonomy
The traditionally crewed boat has
certain limitations and a Sea Machine
combines a sound hull form with modern
sensors and control systems and can perform long duration, repetitive, or dangerous work boat tasks more efficiently
and more safely than a manned vessel,
summarized Johnson.
Version 1 (V1) Sea Machine will be
While the target markets for an autonomous vessel that can work efficiently
are many think surveying, dredging,
and oil spill skimming, to name just
three Johnson said any market that
utilizes small work boats in performing
repetitive tasks where care of the crew
actually reduces efficiency and adds liability
While the concept of autonomy has its
fair share of skeptics, Johnson and his
team believe the time is now, as technology has emerged to make the Sea
Machine a reality on the working waterfront.
Its the combination of smaller more
powerful and reliable computers and
sensors combined with the advances in
control theory and growth of the field.
8/9/2015 9:44:22 AM
www.marinelink.com
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13
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VESSELS
Bouchard
Christens ATB
14
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CGM Vasco de Gama is touted for its environmental signature. The CMA CGM
Vasco de Gama is the first 18,000 TEUs
containership ever built by a Chinese
shipyard. The CMA CGM Zheng He
and CMA CGM Benjamin Franklin, two
other vessels of the 18,000 TEUs series
from the CSSC shipyards, will be delivered on September and November.
8/9/2015 9:46:48 AM
www.marinelink.com
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15
8/6/2015 11:58:45 AM
G OV E R N ME N T U PDAT E
Ocean Acidification
BY D ENNI S BRYANT
(Image: NOAA)
16
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The Author
Dennis L. Bryant is with Maritime Regulatory Consulting, and a regular contributor to Maritime Reporter & Engineering
News as well as online at MaritimeProfessional.com.
t: 1 352 692 5493
e: [email protected]
7/30/2015 11:30:30 AM
Regulations Vary.
Our Commitment
Never Does.
2015 Cummins Inc., 4500 Leeds Ave., Suite 301, Charleston, SC 29405 U.S.A.
MR #8 (10-17).indd 17
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E YE O N DE SIGN
18
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that two mechanisms have to be considered: jet forming due to rapid immersion
of a bow section and jet forming due to
impacts.
Rapid immersion spray leads to a jet
breaking up due to vorticity formed by
friction along the hull, according to the
well-known Kelvin- Helmholz instability process. The break-up in droplets after an impact event is much quicker and
has a close resemblance to the Richtmyer-Meshkov instability process from a
shock wave.
The main step in the modelling process
is matching the ship motions in waves to
a jet generating process. For this, the hydrodynamic theory of wedge immersion
The Author
Albert Aalbers is Senior Researcher of
the R&D Department of MARIN, the
Maritime Research Institute Netherlands.
E: [email protected]
8/4/2015 9:32:54 AM
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R E G UL ATORY U PDAT E
BY F R I TZ WAL D O R F
20
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8/4/2015 9:33:59 AM
The Author
Fritz Waldorf is Director of Sales and
Marketing for Viking Systems International, Inc. Viking Systems has been
assisting shipyards and ship designers
worldwide with the efficient implementation of advanced analysis tools in the
floating vessel design process.
e: [email protected].
www.marinelink.com
MR #8 (18-25).indd 21
21
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WO R K B OAT U PDAT E
BY J ENNI F ER A .
C AR P ENTER
AWO
22
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out the industry. Securing the publication of and preparing AWOs members
to comply with the new regulations
known as Subchapter Mare AWOs
highest advocacy and safety priorities.
For more than a decade, AWO and its
members have worked closely with the
Coast Guard to develop Subchapter M,
which is currently undergoing final review by the Department of Homeland
Security. The Coast Guard, with the
strong support of AWO, was directed by
Congress to establish a towing vessel inspection regime in the Coast Guard and
Maritime Transportation Act of 2004.
Since that time, the Coast Guard has engaged stakeholders in an inclusive and
thoughtful process to develop the rule
via the Congressionally authorized Towing Safety Advisory Committee. The
result is overwhelming support from the
tugboat, towboat and barge industry, the
public, and bipartisan members of Congress for finalizing the regulations.
When published, Subchapter M will
build on the safeguards that responsible
companies have already put in place
and ensure that all towing vessels meet
a minimum threshold of safety to pro-
8/4/2015 9:37:21 AM
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WO R K B OAT U PDAT E
Subchapter M
24
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8/4/2015 9:37:51 AM
7/29/2015 2:22:10 PM
WO R K B OAT U PDAT E
26
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Conclusion
This is a dynamic time for the tugboat, towboat and barge industry, a vital
industry pursuing an ambitious public
policy agenda aimed at safeguarding
and expanding its ability to provide safe,
efficient, cost-effective transportation
for the benefit of its customers and our
country. AWO is committed to leading
the industry in securing informed public
policy that supports its members in moving vital cargoes, making investments in
new vessels and equipment, and leading
the transportation industry in safety and
environmental stewardship.
The Author
Jennifer A. Carpenter serves as Executive Vice President of the American Waterways Operators (AWO), the national
trade association representing the U.S.
tugboat, towboat, and barge industry.
Ms. Carpenter joined AWO in August
1990. She served as Government Affairs Assistant, Manager-Regulatory Issues, Director-Government Affairs, Vice
President-Government Affairs, Senior
Vice President-Government Affairs and
Policy Analysis, and Senior Vice President-National Advocacy before assuming
her current position in December 2013.
From 1994 to 2007, she was a member
of the congressionally authorized Towing
Safety Advisory Committee (TSAC). Ms.
Carpenter has also served on the Committee on Inland Water Transportation of
the National Research Councils Transportation Research Board. She has received two Meritorious Public Service
Awards and a Public Service Commendation from the U.S. Coast Guard for her
contributions to the Towing Safety Advisory Committee and the Coast GuardAWO Safety Partnership.
8/4/2015 9:39:51 AM
www.marinelink.com
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27
8/6/2015 10:52:42 AM
M A R I T I ME SE CU R IT Y
Cyber Security
& the challenge to
Maritime Networks
BY ADRI AN H ARTMAN
tions where ships can connect their network from sea, cyber criminals can gain
access remotely without an insider on
board. Once cyber criminals have access
to systems controlling navigation, propulsion, fire suppression, fresh water or
electricit can be just like the situation
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The Author
28
BY PAUL R EMI C K
8/4/2015 2:35:52 PM
Damen Delivers
www.marinelink.com
MR #8 (26-33).indd 29
29
8/10/2015 1:02:32 PM
Ballast Water
Treatment:
Are You on Course for Compliance?
BY GEOFF TAYLOR PSM
INSTRUMENTATION
30
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8/4/2015 9:43:42 AM
2AVENSWOOD 2OAD 3UITE
&ORT ,AUDERDALE &,
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WWWMURRAYNACOM
PRICE...
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SCHEDULE...
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$ETAIL $ESIGN s 3TRUCTURE 0IPING ,OFTING s 0RODUCTION 3UPPORT
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31
8/5/2015 10:46:17 AM
Pictured above: A ClearView onboard display of the real-time BWT activity, an example of the BWT
Record Book printed for Port State inspection and historic BWT activity report transmitted onshore for
management reporting.
32
MR #8 (26-33).indd 32
8/4/2015 9:44:51 AM
An encrypted recording capability electronically captures all key data and provides secure archive storage onboard or
onshore, offering proof of correct operation and legal compliance during the
three year period required.
The Authors
Geoff Taylor has spent a large part of
his career in marine engineering and is
the founder of PSM, as a company dedicated to developing innovative technological solutions to improve operations
and safety on board merchant and navy
ships.
Katie Davage is the Sales Manager at
CTG responsible for developing and promoting Chelseas ballast water monitoring capabilities. Katie is a member of the
Ballast Water Expert Group and IMarEST.
www.marinelink.com
MR #8 (26-33).indd 33
33
8/7/2015 11:14:37 AM
Nor-Shipping Notebook:
Ballast Water Treatment
34
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Modular magic
Unlike metal mesh systems, the Ecomarine system starts by circulating ballast water through a non-woven filter
system that feels like a strong, papery
fabric in the hand. An image of the filtered water at 50 micrometers appears to
show no sign of zoo- or phytoplankton.
By January 2016, ships have to manage the aquatic life in that water to the
Satellite treatment
As we walk around, its clear not all filter systems are created equal. Some percolate. Some boil. Some poison. Some
zap. One newcomer to the Norwegian
8/4/2015 9:50:53 AM
show uses satellite communication to relay to and pinpoint for owners, operators
and port authorities which vessels need
ballast treatment or treatment help ahead
of entering port.
KraftPowercon offers portable power
for electrostatic ballast systems, where
a small portion of ballast water is sent
to an electrolysis cell to generate sodium
hypochlorite. In these systems, that portion of water is mixed with seawater and
sent to the ballast tank during ballasting or to a neutralizer to lower sodium
hypochlorite concentrations during deballasting.
The consumption of power has been
the problem in the end, echo Mr. Andersens words. When we last spoke, Optimarine was waiting for type approval of
a cable intended to make the installation
and powering of its system easier.
One of KraftPowercons cards in the
Ballast Water Championships are its references, which include coast guard vessels and navy submarines. And like Ecomarines filters, its rectifiers are modular
and small.
Like Ecomarine, KraftPowercon appears to be venturing into a new market:
any vessel using an electrolysis system,
especially those waiting to enter Shanghai harbor. KrafPowercon produces its
solution in Sweden, India and China, yet
the ace up KraftPowercons sleave is a
satellite signal from its kit that tells its
service people and clients when a section needs to be lifted out and changed, a
process any crew can do without special
training.
TIME TO GIVE
SOMETHING
BACK
Tense market
All this is sweet news for fleet owners
contemplating compliance and its costs
ahead of enforcement in January 2016.
Rules extras the Coast Guard appears to
be compiling seem to add even more insecurity.
The IMO would mean fewer acronyms, Andersen said. The USCG
might recognize that the IMO is the only
way to go. Why wait while we pollute as
much as we can.
Yet, it is understood DNV GL, the German-Norwegian class society, has been
contributing to the USCGs growing list
of ballast water rules. In an interview
with Maritime Reporter on the central
stage of a Nor-Shipping conference,
Commandant of the USCG Admiral Paul
Zukunft tells us even stricter standards
are sought on ballast water and securing
consensus and compliance is one of the
biggest challenges right now.
Many states in the U.S., for example,
want very stringent standards where the
technology doesnt exist. So, were also
www.marinelink.com
MR #8 (34-41).indd 35
35
8/4/2015 9:51:08 AM
By Greg Trauthwein
36
MR #8 (34-41).indd 36
nealing, engine line boring, metal stitching of damaged blocks and bedplates as
well as surface machining of upper and
lower landing surfaces. Beyond that, we
provide a full range of larger scale boring and surface milling and machining in
support of new build and repair activities
in shipyards all over the world.
Our newest business line, Goltens
Green Technologies, was started in 2011
to provide vessel owners with a cost efficient and non-invasive process to comply with pending environmental ballast
water and emission control legislation.
Looking back, what do you count as
your companys biggest contribution to
this market?
Goltens in-situ crankshaft grinding
tooling and repair process are really
what drove the global brand recognition
and early growth of the company and is
still one of the factors that differentiates
us from other engine repair companies
and makes us a go to partner for major
engine casualties.
Goltens was the first company to grind
8/6/2015 11:30:12 AM
LEAD, FOLLOW,
OR GET OUT OF
THE WAY
Hyde Marine has provided leading technology, equipment, and services for the
maritime industry for more than 150 years. While other companies have followed
in our wake, we still lead today with our Hyde GUARDIAN Gold Ballast Water
Treatment System, trusted by vessel owners around the world for its proven
reliability and performance.
See why the Hyde GUARDIAN Gold BWTS is the worlds most used ballast
water treatment system at hydemarine.com/leading.
www.marinelink.com
MR #8 (34-41).indd 37
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8/6/2015 4:59:14 PM
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