Hendrik Bruhns appointed as President of HEC

Hendrik Bruhns succeeds Spencer Schilling who will formally step down as President on July 1st, 2021. Spencer Schilling, who has worked for HEC for 38 years, 14 of them as President, is happy to pass the torch to the next generation. Spencer explained, “I have been privileged to work with a very talented team here at HEC and our wonderful clients trusted us with interesting and challenging work. We have capable and experienced staff and Hendrik is the perfect person to lead this group into a very exciting future and a continuation of the HEC legacy.” Spencer will remain as a member of the HEC Board of Directors and also remain active in the company, although at reduced levels, to further support Hendrik through this critical transition of management duties and client relationships.  

Hendrik Bruhns, a trained naval architect comes from an 11-year commitment as President of the HEC affiliate and maritime software firm, Herbert-ABS Software Solutions LLC. Hendrik was responsible for all aspects of marketing and operations and successfully improved the customer experience, reinforced the organization's financial strength, and guided investment in new digital capabilities. He started his professional career at MEC Marine Equipment & Consulting, working on container cell guides and lashing equipment. Later he joined the Stability Department of Germanischer Lloyd—heading the stability department from 2002-2008—where he was in charge of planning, approval, coordination, and implementation of ship safety and environmental protection projects, particularly intact and damage stability, ballast water management, fuel tank protection, and collision strength. 

Hendrik had been serving as an Executive Vice President and Manager of Business Development for HEC since January 1, 2021. This transition coupled with his service on the HEC board since 2009, and his time as President of Herbert-ABS, makes him well qualified for management at the highest level and for proper care and support of HEC’s strong client relationships that have developed over the years.

Hendrik Bruhns’ focus will be the continuation of HEC’s offerings in naval architecture, cutting-edge consulting services for ship-design and vessel acquisition, structural and ship stability analysis, and risk and repair assessments. Hendrik will also continue to serve Herbert-ABS Software Solutions LLC as a Board Director, and when necessary, will support Michael Newton, recently appointed as President of the software company. HEC’s 50% stake in Herbert-ABS Software Solutions make their relationship quite unique in the industry as a marine software and engineering firm.

Hendrik Bruhns says that “the success of Herbert Engineering Corp is due to the work culture driven by employee ownership, combined with the mentorship of its up-and-coming talent. These knowledge-sharing investments ensure the success of next generation leaders." 

Fifty-eight years ago, HEC was born from a pioneering spirit and is solidly positioned as a maritime authority with global offices that operate as a single entity with quality procedures and project management implemented on a company-wide basis. HEC’s global reach, with its headquarters in Alameda (San Francisco) and offices globally dispersed in Asia, Europe, Annapolis, and Houston, enables HEC to efficiently serve a diverse spectrum of clients. Maintaining leadership continuity is a key factor of HEC's success; therefore, Hendrik’s position as Chairman of the Board for HEC’s Shanghai company will also remain unchanged.

Hendrik notes that “HEC also offers great value in their ability to produce technically rational, cost-efficient energy solutions and emission-reduction measures to meet regulatory compliance.” Their participation in the International Maritime Organization—the United Nations' specialized agency for the safety of shipping and the prevention of pollution by ships—has also led HEC to their regulatory and technical solutions focus. "The devil is in the details, says Bruhns, so a strong regulatory knowledge in interpreting regulations and guidelines is another pivotal HEC strength.” Hendrik’s participation in the National Academy of Science and a past member of IMO delegations, holding numerous committee positions since 2002, also make Hendrik the informed, forward-looking leader ideally suited to Herbert Engineering.

Observations from the 4th IMO GHG Study

Background:

In July 2020, the IMO 4th GHG study was released, and the highlights and an executive summary were presented as a submission to IMO’s Marine Environmental Protection Committee for discussion at the upcoming MEPC 75 (virtual meeting scheduled on 16-20 November 2020). The study was conducted by an international group of experts from academia, Class societies, and non-governmental organizations, with data contributions from BIMCO, Maersk, the World Shipping Council, and others. Previous studies published in 2000, 2009, and 2014, have been used by IMO in addressing the GHG emissions from ships. Each subsequent study has improved on the methodologies used to quantify emissions to date and to project future GHG emissions. Previous, current, and future Studies are intended to promote reasoned debate at IMO and to measure the effectiveness of IMO regulations on GHG emissions.

Some Highlights from the 4th GHG Study:

• Between 2012-2018:

o   GHG emissions from shipping increased 9.6%, but are slightly down from the 2008 ‘baseline’

o   shipping’s share of global GHG emissions increased slightly from 2.76% to 2.89%

o   the carbon intensity (GHG emissions per ton/mile of cargo transported) decreased by about 30%., with most of this reduction happening in the 2012-2015 period mainly attributed to larger and slightly slower ships.  The pace of decrease in emission intensity slowed between 2015-2018.

• Without additional regulations, BAU – business as usual, the projections are that the emissions will range from flat to a 50% increase by 2050 as compared to 2018, primarily dependent on world trade growth

• Emissions in 2020 and 2021 will be lower due to the impact of COVID and reductions in shipping volumes, but this is not expected to impact the long-term trends and results

• LNG as a fuel saw an 87% increase between 2012 and 2018 with new LNG fueled ships coming online

• Even with ECAs, the SOx and PM emissions from ships increased globally and this is believed to be based on a gradual increase in sulfur content in HFO fuel through 2019

• This study is the first that claims to distinguish between domestic and international shipping

• Unsurprisingly, the large ships are 80-100% on international voyages and the smallest category ships are only 20-40% international

Some observation and comments from Herbert Engineering:

IMO efforts to date have made improvements in the overall fleet efficiency due to EEDI for new ships. This combined with the commercially driven general efficiency improvements gained from larger ship sizes, along with somewhat slower ships speeds, has resulted in holding overall maritime GHG emission levels relatively constant since 2012 despite a very significant 40% growth in seaborne trade.

In the future as further efficiency gains become increasingly more difficult to realize, the long-term IMO GHG targets will need to be primarily met by adopting alternative low or zero carbon fuels. Early short-term contributions to overall GHG reductions can still be made for the existing ship fleet, while they remain in service, by further speed reductions. Mid-term contributions can be made by the adoption of bio-diesel fuels or early scrapping of existing ships replaced with newer more efficient designs. There are some worthy, but minimal, additional contributions to be had from further efficiency improvements or adopting hybrid and renewables (wind and solar).

If IMO is to make good on their on their pledge to reduce the GHG emissions from the marine sector to 50% of 2008 values by 2050, then ship owners and operators can expect ever increasing IMO GHG regulations for both new and existing ships. Upcoming regulations for new ships will likely continue the current EEDI pathway with ever increasing GHG reduction phases, eventually requiring alternative low-carbon fuels to comply. Because of the working life of a ship, the target GHG emissions cannot be met without also addressing existing ships. Upcoming regulations for existing ships are likely to incentivize further speed reductions, biofuel adoption, conversion to other low carbon alternatives, or early scraping.

At Herbert Engineering we are closely following the development of all practical low carbon technologies and have recently completed a series of proposed 2030 build, low and zero carbon ship designs of containerships, bulk carriers, tankers, and product carriers for ABS in their low carbon Shipping Outlook. We currently anticipate that the short and mid-term designs will focus on biofuels, LNG, and hybrid designs; but for the mid to long-term solutions we think hydrogen/ammonia powered fuel cells or ammonia powered ICE’s are strong candidates for future deep-sea long-haul cargo transport.

Maritime 2030 - Navigating the Future of Alternative Fuels and Hybrid Power

On November 1st, Herbert Engineering President, Spencer Schilling, participated in a panel session reviewing future fuel options for ships in 2030, at the SNAME Maritime Convention in Tacoma WA - Panel Session.

Spencer reviewed out the ambitious IMO 2030 and 2050 goals for GHG emissions, and presented some of the positive and negative aspects of some of the potential lower-carbon fuels such as LNG, Methanol, Ammonia, Hydrogen, Biofuels, Synthetic Fuels, and also Battery/Hybrid as well as solar, wind, and carbon capture. It is important not to just consider GHG produced onboard, but to include all the equivalent GHG emissions considering the full ‘well-to-wake’ emissions. Many future fuels have potential to contribute to the GHG reductions for ships, but currently many of these fuels are produced with methods and non-renewable energy generating significant GHG during their production.

 There is no real ‘silver bullet’ for alternative fuels and it is likely that multiple fuel and powering technologies will immerge over the next 10-20 years. Bio-fuels and synthetic fuels would be the least disruptive to current ship technology and ship designs as they do not require any substantial technical innovation for adaptation, but alternative carbon-neutral and low-carbon fuels like Ammonia & Hydrogen have potential for long-haul ships but will require significant development in their shipboard adaptation.

There does not appear to be a clear ‘winner’ between ‘carbon-neutral’ biofuels and near ‘zero-carbon’ fuels like Hydrogen and Ammonia. The economics and world-wide scalability will likely be dominated by non-maritime transport and shoreside power production, since maritime is a fairly minor player in overall world energy demand. Battery, hybrid, solar, and wind all have their niches especially for smaller and short-haul vessels, but all are likely to play a limited and supplemental role in the future long-haul deep-sea transport business.

Future containership designs of a 2000 TEU feeder ship and a 14,000 new-Panamax containership are presented in their current 2020 configurations, as well as in their possible 2030 biofuel and hydrogen fuel cell variations. 

Spencer Schilling presenting at SNAME in November 2019.

LNG World News Article Featuring HEC

LNG World News published an article about us entitled, “Herbert Engineering Corp. Designs LNG-fueled Jumbo Ethylene Carrier “. Click to see the whole article.

Join the HEC Team - Employment Opportunity for Marine Engineer - Annapolis, MD Office

Join the HEC Team – Marine Engineer – Annapolis, MD office

This position requires a good working knowledge of all machinery and mechanical systems on commercial vessels. A full understanding of the demands of the marine and shipboard environment, international equipment and operating standards, and current industry practice is expected. The successful applicant will support vessel owners/operators with designs for new vessels, vessel construction programs, lifecycle maintenance and repair, major and minor modifications, energy efficiency measures, and regulatory approvals. A working knowledge of Naval Architecture would be a benefit as some projects combine elements of Naval Architecture and ship structure with Marine Engineering. It is planned for this position to be located in the HEC Annapolis, MD office.

Duties and Responsibilities

• Prepare designs for new main propulsion and auxiliary machinery systems installations, including appropriate calculations, and obtain regulatory approvals

• Prepare both conceptual and details designs of ballast water treatment and exhaust scrubber systems, including structural modifications and supports

• Prepare designs for both liquid and dry cargo handling systems

• Troubleshoot and solve mechanical system problems that may arise in shipboard machinery or related cargo or cargo systems

• Design repairs and upgrades to existing equipment and systems

• Oversee installation of machinery and mechanical equipment on board ship

• Able to give guidance on the proper operation of machinery and ensure functionality at optimum levels

• Act as consultant and advise clients on the general nature of electrical systems and materials including what alternatives are available

• Perform shipboard energy surveys and make recommendations on improving energy efficiency in equipment and operational procedures

Skills and Capabilities

• Proven experience in the design of new propulsion and mechanical systems and modifications to existing systems

• Experience with trouble shooting existing systems and M&R issues

• Have demonstrated knowledge and experience with energy savings measures, high efficiency components, and operating procedures

• Knowledge of AutoCAD, Rhino and/or other 3D modeling and design tools. Good knowledge of Excel. Pipe flow calculations knowledge also a benefit

• Experience with relevant Class Rules and US and International regulations and codes

• Practical operating and/or Shipyard design office experience a plus

• Working knowledge of marine electrical power generation and distribution systems

• Working knowledge of naval architecture and ship structure design

• Able to work as a member of a group and independently in support of client

requirements

• Have good written and spoken communication skills

• Able to develop projects from concept to completion

• Able to estimate work scope, make budgets and schedules, and manage projects

• Able and willing to travel internationally from time to time

• Able and willing to perform inspections and supervise work on board ships and in

shipyards from time to time. This may involve strenuous activity, proper use of PPE, and

exposure to industrial workplace hazards

• Able to think creatively to solve complex problems

Education and Qualifications

• A PE or Marine Engineer license or equivalent is preferred

• BS Degree in Marine Engineering or closely related Mechanical Engineering specialty

• At least 5 years of related experience, however, someone with 10 or more years of

experience will also be favorably considered. Compensation to suit experience and

capabilities

For additional information or to submit an indication of interest please email Spencer Schilling at

staffopportunities@herbert.com.