Marine Log November 2020

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November 2020

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CONTENTS

9

37

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Decarbonization Can’t Be Delayed

22

SHIPBUILDING Shipbuilding Boosted by Flurry of Orders, Especially Dredges As an essential industry, shipbuilding has kept working through the pandemic—even though it has not been easy

26

POWER & PROPULSION The Tech Driving Propulsion Advances As groundbreaking propulsion designs power new vessels across the globe, what impact does it have on operating efficiency, power and fuel consumption?

30

PATROL BOATS PART II States and Municipalities Continue Patrol Boat Buys We look at the continued demand from U.S. state and local authorities for basic, hardworking boats for patrol and related duties

34

CEO SPOTLIGHT A Q&A with The Shearer Group’s Greg Beers and Cory Wood In recognition of its 10th anniversary, Beers and Wood gave us the low down on what’s been going on at the company and what’s yet to come

37

FUTURE OF WORKBOATS What’s Ahead for the Workboat Industry?

These days, the future of the offshore services industry is very much in offshore wind and the offshore services industry is stepping up to the challenge

4 INLAND WATERWAYS As Coal Shipments Decline, Inland Terminals Diversify 6 INDUSTRY INSIGHTS 8 WELLNESS The “Fat Jacket” — An Update 9 VESSEL OF THE MONTH Michigan Trader, a Great Lakes SelfUnloading Barge 12 UPDATES • IMO CO2 Reduction Plan for Existing Ships: Too Weak to Work?

• Giant Heavy Lift Arrives at Golden Ray Wreck Site • NTSB Calls for Big Improvements in Small Passenger Vessel Safety 21 INSIDE WASHINGTON FMC: Canceled Cruise Season Hitting Alaska Hard 40 TECH NEWS America’s First Cargo Hybrid to Add Autonomy 43 NEWSMAKERS Cathrine Marti Steps into CEO Role at Ulstein Group

Cover Photo Credit: Shutterstock/Bogdan VASILESCU

48 SAFETY Near Miss Today, Loss Prevention Tomorrow

November 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG NOVEMBER 2020 VOL. 125, NO. 11 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com

Photo credit: Shutterstock.com/ GLF Media

Decarbonization Can’t Be Delayed

I

t’s hard to believe there are still so many climate change deniers out there after this year’s hurricane season. Whatever their skepticism, there is a growing consensus that action to reduce carbon emissions can’t be delayed, while world-shipping emissions remain in the cross hairs of regulators around the world.

Over the last few years, the maritime industry had been hoping to avoid having to comply with a patchwork of national and regional regulations around the world by having IMO come up with a plan. IMO has a plan, or at least a draft of a plan, to reduce emissions from existing ships. It came after a week of wrangling and was far wimpier than the proposal with which the meeting kicked off. That puts the industry at risk of more places like the EU setting their own regulations.

It’s not just regulators who want to see shipping clean up its act. So do its customers and its lenders.

Cargill, one of the world’s top charterers of ships, is continuing to put its considerable weight behind efforts to decarbonize shipping. In its latest move in this direction, it has partnered with BAR Technologies of the U.K. and Finnish naval architect firm Deltamarin to bring cutting edge wind propulsion technology derived from America’s Cup yacht racing to commercial shipping.

The project will see BAR Technoloies’ WindWings fitted to the deck of bulk cargo ships to

harness the power of the wind and reduce CO2 emissions by as much as 30%.

Meantime, new analysis from the SEA-LNG coalition demonstrates how ships that are fueled by LNG, rather than conventional fuels, can benefit for up to eight years of emissions compliance for preferable asset financing from lenders using the Poseidon Principles.

SEA-LNG says that LNG fuel delivers up to 28% lower CO2 profile from tank to wake, which favors LNG vessels under the Poseidon Principles’ funding criteria.

This extended runway provides owners of LNG-fueled ships with advantages that include the time needed to extend compliance through the use of fuel options that reduce emissions further, such as bio-LNG or liquefied synthetic methane—both of which are interchangeable with LNG. As the global shipping community does its best to keep up with often changing and confusing regulations on emissions, we will continue to give decarbonization and related topics coverage in every issue of Marine Log and nearly every day online.

PUBLISHER GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER US EAST/WEST COAST & INTERNATIONAL David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation

HEATHER ERVIN Editor-in-Chief hervin@sbpub.com

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2 Marine Log // November 2020

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Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray John Wooldridge Michael J. Toohey Waterways Council, Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

INLAND WATERWAYS Hendricks River Logistics Restructures Terminal Services

BL Duke River Terminal Prepares for Illinois Waterway Reopening

Hendricks River Logistics has 16,000-plus feet of private industry track, fleeting for more than 80 barges, and the new multimodal transloading terminal.

A

s coal shipments on U.S. inland waterways continue to decline, terminals at which coal was a primary commodity are having to diversify their business. Hendricks River Logistics, located at Keokuk, Iowa, at Mile 371 on the Mississippi River, recently announced its plan to transform its coal-handling facility into a multimodal terminal that can handle various commodities, including fertilizer, grain, lumber, steel and other dry bulk cargoes via barge, train and truck.

Hendricks River Logistics has 16,000plus feet of private industry track, fleeting for more than 80 barges, and the new multimodal transloading terminal. The facility also

has a 24/7 harbor boat.

The terminal, formerly Orba-Johnson Transhipment, was built in the late 1970s and has since transloaded more than 50 million tons of cargo on 33,000-plus barges and over 435,000 rail cars.

“While we will continue to serve our coal customers’ needs here at Hendricks River Logistics, we are also looking at our future after coal,” says Shawn Duer, general manager.

“We feel with the almost 300 acres of available land combined with the basic infrastructure we have in place when it comes to rail and barge, we can transform our business into a premier multimodal transloading facility on the Upper Mississippi River.”

Callan Marine Wins Gulf Intracoastal Dredging Contract

G

alveston, Texas-based Callan Marine has been awarded the U.S. Army Corps of Engineers contract for maintenance dredging of the Gulf Intracoastal Waterway, from Rollover Pass to the Galveston Causeway.

This project will include the removal of 1,500,000 cubic yards of sediment from the area. The material will be placed at a designated Dredge Material Placement Area (DMPA) along the channel as required by the contract.

Dredging is anticipated to commence this Dredging is anticipated to commence this month, utilizing Callan Marine’s fleet dredge, the General Pershing.

4 Marine Log // November 2020

month, utilizing Callan Marine’s fleet dredge, the General Pershing. Dredging is anticipated to be completed early to mid-2021.

“Callan Marine is proud to provide this dredging service for the U.S. Army Corps of Engineers right in our own back yard,” said Maxie McGuire, president of Callan Marine.

“Ensuring efficient transport on our nation’s waterways is part of Callan’s mission and we are honored to maintain this significant piece of the Gulf’s navigation.”

he BL Duke River Terminal, a division of BL Duke, is planning to resume normally scheduled business as repairs to the Illinois Waterway near completion. Northbound traffic from the Port of New Orleans to destinations above La Grange Lock resumed in early October, and southbound traffic from Chicago to destinations south of La Grange Lock was expected to resume early this month.

In anticipation of the reopening, BL Duke River Terminal, a barge and rail terminal located in Joliet, Ill., has been coordinating projects with existing and new clients as well as improving infrastructure, including upgrading climate control in its 250,000-square-foot warehouse, improving its customer portal, and performing needed maintenance on critical equipment.

“We’re looking forward to picking up where we left off with existing customers, growing existing business, and welcoming new customers. We don’t anticipate the market going back to pre-pandemic/pre-closure levels, but we’re looking forward to adjusting to a ‘new normal,’” said Vice President of Business Development Bri Binnie.

In addition to market demand pressures and COVID-19 impact, the scheduled closures to these locks have significantly affected recyclers and terminal services companies.

As the Midwest is a hub for U.S. manufacturing, barges are relied upon for cost effective, efficient flow of goods. One 15-barge tow can transport the equivalent of 216 railcars or 1050 truckloads—and for a fraction of the freight expense.

Although the work occurred from July through October, the flow of goods stopped at the beginning of June in order to get vessels off that portion of the river and goods will not actually arrive into the Chicagoland area until mid-to-late November. However, while there’s short-term impact, the repairs come with longterm benefits that will improve the future flow of business.

“It’s exciting that the Army Corps is rebuilding the lock and dam system on the Illinois River. Updated infrastructure and technology will make barge freight more efficient and reliable by decreasing lock-through times and closures. These improvements are long overdue,” said BL Duke President Lou Plucinski. The reopening signals a new chapter in the business.

Parent company BL Duke is celebrating a big milestone this month—its 20th anniversary.

“We’ve seen cycles like this before. But we’re resilient. Our innovative, forward-thinking team has worked hard to welcome back customers and bring new ones into the fold,” he added.

Photo Credit: (Top) Hendricks River Logistics; (Bottom) Callan Marine

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INDUSTRY INSIGHTS SEAFARERS HAPPINESS INDEX

REFLECTS COST OF COVID-19 TO MARINERS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we take a look at the recently published Seafarers Happiness Index (SHI) and how responses varied from those working on different types of vessels and in varying age ranges from July to September 2020.

SHI, in association with the Shipowners’ Club and Wallem Group, is a live barometer of the key issues facing those at sea today.

The average SHI score showed overall happiness at 6.35/10, up from 6.18 in the second quarter, although the scores declined as the quarter continued. General happiness levels took a rather surprising upturn this time round which appears to have been very much driven by the expectation of easing travel restrictions.

being stretched as they continue working 12 hours a day, 7 days a week amid the crew change crisis.

When examining the ship type, the highest number of respondents served on tankers, though bulk carriers came in a close second. The report saw a steep drop in the number of responses from containerships and, as expected, cruise ship numbers were drastically diminished. The low figure of 4.8 coming from a respondent employed on a cruise ship is the lowest ever recorded on the SHI.

According to the report, there were signs of mental, emotional and physical burnout. Crews reported that their tolerance is

As for the age range of respondents, 25-35 was the best represented. However, there was an increase in the number of responses from more senior seafarers. The younger age ranges were consistent in their responses and ran close to average across the SHI. Those at the senior end of the spectrum reported enhanced happiness levels over their younger peers as seen below.

Ship Type

Age Range

6.8

10 9 8 7 6 5 4 3 2 1 0

Happiness Score

6.6 6.4 6.2 6 5.8 5.6 5.4 16-25 25-35 35-45 45-55 55-56

65+

Ca

Co

Bu

lk

Ca rr b le ie r Sh nt ain ip er Sh Cr ip uis eS hip Dr ed ge r Ge Fe ne rr y ra lC ar go Of f sh Ro o -R o V re e sse Su pe l ry ac h Su t rv ey Ta nk er

5.2

6 Marine Log // November 2020

Source: The Seafarers Happiness Index

WELLNESS COLUMN

The “Fat Jacket” — An Update This totals at least 13.5 teaspoons of added sugars, which exceeds the allotment for men, women and children during breakfast alone.

While there may be nutrients in the instant oatmeal or juice that are healthier than candy, the benefit of daily consumption probably does not outweigh the risk of long-term sugar damage from that heightened daily dose.

I

t is time to have another frank discussion about those cookies and cakes on the galley snack table and in the cupboard. Just dreaming of these tasty nubbins causes the brain to embark on a dreamy voyage of delectable sweetness, but this voyage has long-term consequences if not navigated carefully.

This journey can lead to deteriorating health and chronic disease. Sugar consumed in too high of a dose is a liver toxin, hormone disrupter, organ damager, brain crippler, and cell destroyer. Sugary foods contain high carbohydrate content that processes into glucose and fructose once they hit your internals. The glucose powers all of you as it gets distributed by blood throughout the body to operate the brain, muscles, and organs. When every cell is full with glucose/energy, the pancreas releases insulin, which stores the excess energy in fat cells for later use. It is a brilliant storage system that keeps humans able to sustain times of nutritional uncertainty, famine, and starvation. Stored energy releases when food is scarce, but where we add more then we use or release, fat just keeps accumulating. When a body cannot keep up with storage needs, glucose stays in the blood and sickness ensues.

Think of your fat cells as a life jacket or lifesaving “fat jacket,” only designed to save your life for a certain period of time in seas of excess.

After bobbing around for too long in adverse conditions, the jacket starts to deteriorate. A failing fat jacket means insulin pumps give out, vital hormones, such as testosterone, decrease and change production. The fat jacket becomes like another organ and starts producing its own hormones, hijacking your ability to feel satiety, and damaging the function of other systems like the immune system. This is where chronic 8 Marine Log // November 2020

metabolic diseases like heart disease, diabetes, pre-diabetes and metabolic syndrome creep in.

All of these are now correlated with increased blood glucose. It is the ultimate sign of a failing fat jacket.

How much sugar is too much? The American Heart Association and the World Health Organization say a “normal” male can process about six to nine added teaspoons of sugar

The CDC puts 70% of the U.S. population at a BMI that is above normal. per day, women at less than six added teaspoons, and children at less than four added teaspoons. Added teaspoons of sugar are those not inherent to a product. Here is the rub though; most of us are not normal. The Center for Disease Control puts 70% of the U.S. population at a Body Mass Index that is above normal. “Normal” is a fallacy, making the amount of sugar tolerated far less than the above for almost all Americans.

Soda is the largest contributor of added sugars in the U.S. diet, but sodas are not the lone offender. Sugars hide in unexpected places. A single serving of instant oatmeal can contain on average 32 grams of added sugar per serving (more than a candy bar); A cup of orange juice can add about 22 grams of added sugar).

Identify Added Sugars in a Product: Nutrition labels identify “added sugars” (sugar, honey, molasses, brown sugar, etc.) or grams of sugar/carbohydrate in a product. Grams are converted into teaspoons by dividing them by four. Steer away from products with added sugars beyond the recommended dose and balance consumption of them throughout the day.

Check the Dietary Fiber Content in a Product: Fiber extends the length of time that sugar digests. This explains why you get a lower blood sugar spike from eating an orange then from drink orange juice. The juice is metabolically similar to eating pure sugar because it lacks fiber. Dr. Robert Lustig, a nutrition expert and advocate, of University of California San Francisco says that the dietary fiber content on a nutrition label should be 3 grams or above. The average adult needs about 25-38 grams of fiber a day according to the Institute of Medicine.

Watch for Added Sugar: Research at the National Institute of Health shows that sugar has addictive properties akin to alcohol, drugs, or tobacco. If you stop sugaring-up “cold turkey,” you many not feel very well. The good news is the symptoms of withdrawal diminish over time and taste buds eventually regulate when you abstain from sugar.

Small moves to decrease sugar intake can make big changes in long-term health.

While your fat jacket can likely sustain one night of wild cake eating, the daily dose of sugar-ladened foods will eventually break the fat jacket that is trying desperately to save you from yourself.

Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional.

EMILY REIBLEIN

Director-Health, Safety, Security and Environment (HSSE) Crowley Logistics

Photo credits: Shutterstock/ beats1

Considerations:

Source: The Swedish Club Main Engine Damage Report

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VESSEL OF THE MONTH

The barge has a 265 foot long unloading boom and capacity for up to 37,000 long tons of cargo.

Michigan Trader

a n E n ke vo r t Tu g & B a r g e , Escanaba, Mich., has taken delivery of a new self-unloading barge from Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis. Named Michigan Trader, the barge measures 740 feet in length, 78 feet in beam, and 45 feet in depth. It has a 265 foot long unloading boom and capacity for up to 37,000 long tons of cargo.

“This Michigan Trader will be the fourth self-unloading barge in our Great Lakes fleet, and we couldn’t be happier to welcome her into service,” said David Groh, president of VanEnkevort Tug & Barge Fleet.

The Michigan Trader will be the 10th barge in the VanEnkevort Tug & Barge fleet, which provides services on the Great Lakes, Mississippi River, and Gulf of Mexico.

“Fincantieri Bay Shipbuilding has always provided repair services to VTB and built the hull for their first new tug the Joyce VanEnkevort,” said Fincantieri Bay Shipbuilding’s Vice President and General Manager Todd Thayse. “The completion and delivery of the Michigan Trader to Dave Groh and his VTB team is another proud event for [us] and our 10 Marine Log // November 2020

talented shipbuilding team.”

“The repair work that Fincantieri Bay Shipbuilding has completed for us over the years has been good,” Groh said. “We are happy to have partnered with them for this new vessel and are thrilled to support the Great Lakes region and its industry.

Our growing customer base has supported our vision and we have responded with this new build barge. We are happy to have been able to bring this opportunity to FBS and work with their talented workforces on this project.”

Utilizing materials and parts from suppliers across the Midwest, the project’s supply chain has played a major part in the vessel’s completion. Key suppliers include: • Broadwind Heavy Industries of Manitowoc, Wis., built the Michigan Trader’s massive 265-foot tubular boom; • Northern Machine & Repair Inc. of Escanaba, Mich., provided the hatch covers; • Marine Travel Lift in Sturgeon Bay, Wis., manufactured the cargo hatch crane;

• Fabick Cat of Greenbay, Wis., supplied the barges Caterpillar auxiliary engines; • Applied Hydraulics of Chicago, Ill., supplied the hydraulic unloading system plus winches of its own design; and • Matrix Technologies of Maumee, Ohio, supplied all automation.

“We are happy to have supported the Great Lakes economy during the challenging times of the COVID-19 pandemic,” Thayse said. “From boom to hatch crane, and everything in between, this vessel shows the greatness of Wisconsin and Midwest manufacturing and our Fincantieri Bay Shipbuilding employees.”

Founded in 1967, VanEnkevort Tug & Barge Fleet is an established leader in the Great Lakes marine logistics industry. A family-owned company, it can trace its history back more than 50 years on the Great Lakes.

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Photo Credit:Trey LeBlanc

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UPDATE

IMO CO2 REDUCTION PLAN FOR EXISTING SHIPS: TOO WEAK TO WORK?

that met virtually last month has produced a proposed package of additional CO2 reduction measures for the existing global shipping fleet.

The draft text will now be forwarded to the IMO’s Marine Environment Protection Committee (MEPC), scheduled for November 16-20, where its recommendations are expected to be adopted.

While industry groups have welcomed the agreement, they have been slammed by environmentalists, which could intensify pressures for unilateral action in places such as the European Parliament.

According to the ICS, the agreement includes legally binding measures to ensure a 40% reduction of carbon intensity across the global fleet by 2030, compared to 2008, and is a key stepping stone in achieving 100% decarbonization as soon as possible after 2050.

ICS says that, importantly, the agreement includes a mandatory A-E rating system that will greatly incentivize shipowners to improve their carbon efficiency—ships’ charterers being far more likely to offer business and pay a premium for highly rated ships, while ships with a D or E rating will face serious negative consequences unless they improve their performance.

The IMO agreement follows publication, in August 2020, of the fourth GHG study which shows that carbon intensity of international shipping improved by about 30% between 2008 and 2018. Total GHG emissions from shipping in 2018 dropped by 7% compared to 2008, despite a 40% growth in 12 Marine Log // November 2020

maritime trade over the same period.

The ICS says the new agreement “demonstrates the ability of IMO, as the industry’s global regulator, to achieve binding targets to reduce ship emissions in line with the Paris Agreement.”

According to the ICS, the new IMO agreement provides a global regulatory framework for a suite of technical and operational CO2 reduction measures supported by a system of global enforcement via amendments to Annex VI of the MARPOL Convention: • The Energy Efficiency Existing Ship Index (EEXI), a goal-based technical measure similar to the Energy Efficiency Design Index (EEDI) which has been mandatory for new ships since 2013.

• The “Super SEEMP” concept, originally proposed by ICS in 2019, whereby use of the already mandatory Ship Energy Efficiency Management Plan will be subject to rigorous external audit and statutory certification. Similar to the philosophy of the International Code for the Safe Management of Ships and Pollution Prevention (ISM Code)—which has been mandatory throughout the industry for the past 20 years—ships will be required to demonstrate that everything possible has been done, as set out in the SEEMP, to improve operational fuel efficiency.

• Agreement to develop Carbon Intensity Indicators (CIIs) for the different types and sizes of ship, as a complement to the EEXI and the “Super SEEMP,” using an A-E rating system of operational

efficiency that will be applied to existing ships from 2023.

Only Cosmetic Changes?

However, influential European environmental group Transport & Environment and several other environmental advocates see things somewhat differently.

According to Transport & Environment, the agreement “waters down the already weak compromise proposal that the meeting started with” in three important ways: • No carbon intensity target, and a weakened EEXI: The proposal still contains no carbon intensity target, and somehow, reduces the stringency of the required EEXI for many ship types. (The EEXI requires ships to reduce their engine power to make them more efficient.) This means the proposal would, at best, now curb GHG by only 0.65% to 1.3% by 2030 compared to business as usual pathway without IMO regulation. Business-as-usual pathway is +15% above the industry’s 2008 baseline.

• Loopholes: non-compliant ships will be able to continue underperforming for three consecutive years before they even have to file a plan to make improvements, and can easily game underperformance indefinitely by ensuring one compliant year every three years.

• No actual enforcement: All clauses that would create consequences for non-compliance—such as increased EEXI stringency or ultimately revoking a ship’s statement of compliance—have been removed.

Photo Credit: IMO

AN INTERNATIONAL MARITIME ORGANIZATION (IMO) working group

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UPDATE

Giant Heavy Lift Arrives at Golden Ray Wreck Site

heavy lift vessel ever built in the U.S., the twin-gantry, twin-barge catamaran VB10,000, has now arrived in St. Simons Sound, Ga., where it will play a key role in the salvage of the capsized car carrier Golden Ray. The vessel capsized more than a year ago on September 8, 2019. That began a drama that included cutting into its hull to free four crew members who were trapped inside. Salvage experts determined that the ship could not be safely righted and refloated, but would have to be disassembled in place.

Preparations have included lightering the ship of fuel and lubricants, placing an

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environmental protection barrier around it and removing large, heavy components such as the rudder and propeller.

The VB-10,000, which is operated by Versabar, will now be used to cut the wreck sequentially into eight sections that it will lift to be placed on barges and dry docks inside the environmental protection barrier around the wreck site.

Back in late June, the Unified Command (USCG, Georgia Department of Natural Resources, Gallagher Marine Systems) handling the response announced a delay in plans for the arrival of the heavy lift due to concerns about the hurricane season, although work at the wreck site on preparing a mooring system went on. Those

preparations, in turn, had to be paused in early August as Gallagher Marine Systems implemented its Heavy Weather Plan to account for Hurricane Isaias. Then, early last month, the Unified Command announced a further delay when one of the arrays of five anchors for the VB-10,000 failed its pull test.

The Unified Command came up with a solution that involved installing three pilings to complete the anchor array and said that VB-10,000 would begin transiting to St. Simons Sound after the first piling was installed.

That solution evidently worked because

by October 27, the VB-10,000 was at the wreck site.

Let’s make plans.

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Photo Credit: U.S. Coast Guard District 7 PADET Jacksonville

AFTER A SERIES OF DELAYS, the largest

UPDATE

Photo credit: DNV GL

DNV GL Opens Second Op Center to Support Remote Surveys

TWO YEARS AFTER its fleet wide roll out of remote surveys, classification society, DNV GL - Maritime has opened a new state-of-the-art Operational Center in Hamburg, Germany, to support the delivery of remote services to maritime customers.

The center’s launch comes as DNV GL marks the milestone of 20,000 remote surveys delivered.

This is DNV GL’s second Operational Center dedicated to the delivery of remote services; the first was launched in Oslo in 2019.

“The launch of this cutting-edge facility is a clear demonstration of our commitment to

making our experts even more accessible to our customers, whenever they need them,” said Geir Dugstad, DNV GL – Maritime Director Ship Classification and Technical Director. “We could never have foreseen the pandemic, but our significant experience with remote services has meant we have been able to meet its challenges head-on, while ensuring that our customers receive the same level of quality and assurance as an onboard survey.”

DNV GL – Maritime first piloted remote surveys in October 2018 and their popularity with customers has increased ever since, with customers benefiting from greater

flexibility and efficiency in an increasingly challenging operating climate. The COVID19 pandemic has intensified the demand of remote surveys and inspections. Since February, DNV GL has seen a 33% increase in the number of remote surveys delivered—300 a week on average since the pandemic’s outbreak—with 35% of all survey requests now being undertaken remotely.

“With the pandemic ongoing, it’s vital that our customers can continue to operate and deliver without disruptions to class services,” said Matthias Galle, DNV GL – Maritime Senior Vice-President, Fleet in Service Hamburg and Technical Support Germany.

The new center will feature six connected 55-inch screens with integrated software.

These screens will enable DNV GL remote surveyors to view the live stream from a ship located anywhere in the world, while having simultaneous access to a dashboard containing all the relevant vessel information. Using the same interface, surveyors can also maintain simultaneous communication with the customer in real time throughout the process.

November 2020 // Marine Log 15

UPDATE

NTSB Calls for Big Improvements in Small Passenger Vessel Safety

THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) is calling for major

safety improvements to small passenger vessels after its investigation of a 2019 California dive boat fire that killed 34 people.

The 75-foot recreational diving vessel, Conception, operated by Truth Aquatics, with 33 passengers and six crew aboard, was anchored in Platts Harbor, off Santa Cruz Island, when it caught fire in the early morning of September 2, 2019. All 33 passengers and one crewmember died of smoke inhalation after they were trapped in the berthing area while a fire raged on the deck above. Both exits from the berthing

area led to the fire- and smoke-filled enclosed area above.

The NTSB wants all vessels similar to the Conception with overnight accommodations to be required to have interconnected smoke detectors in all passenger areas.

It also recommends that a secondary means of escape lead into a different space than the primary exit, in case a single fire blocks both escape paths.

The NTSB is also calling on the U.S. Coast Guard to develop and implement an inspection program to verify that roving patrols are conducted—as required—for the safety of sleeping

passengers and crew. NTSB investigators found the absence of a required roving patrol on the Conception likely delayed the initial detection of the fire, allowed for its growth, precluded firefighting and evacuation efforts and directly led to the high number of fatalities in the accident.

“The Conception may have passed all Coast Guard inspections, but that did not make it safe,” said NTSB Chairman Robert Sumwalt.

“Our new recommendations will make these vessels safer, but there is no rule change that can replace human vigilance.”

The recommendations to the Coast Guard would apply to vessels, like the Conception, that are under 100 gross tons and have overnight accommodations for 49 or fewer passengers that fall under Subchapter T of federal marine regulations. The NTSB’s recommendation on interconnected smoke detectors, meaning when one smoke detector alarms the remaining detectors also alarm, also would apply to larger Subchapter K vessels.

The NTSB also reiterated its call for small passenger vessels to be required to implement a safety management system to improve the safety culture of vessel owners and operators.

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16 Marine Log // November 2020

Photo Credit: Ventura County Fire Department

CHARTING SHIPPING’S PATH TO DECARBONIZATION

UPDATE

Four Charged in Fake Merchant Mariner Credential Conspiracy BIZ NOTES THE U.S. DEPARTMENT OF JUSTICE

reports that four individuals have been charged for their roles in a conspiracy to sell phony U.S. Coast Guard merchant mariner credentials.

According to allegations in an unsealed i n d i c t m en t , L a m on t G o d f re y, 4 2 , of Portsmouth, Va., Eugene Johnson, 45, of Norfolk, Va., Shunmanique Willis, 43, of Texas, and Alonzo Williams, 45, of Louisiana, acted in concert to create counterfeit certificates from the Mid-Atlantic Maritime Academy in Norfolk and sell them to merchant mariners for a profit.

The Mid-Atlantic Maritime Academy is a private state-of-the-art maritime training center, offering mariners over 100 U.S. Coast Guard approved deck and engineering courses needed for merchant mariners to hold various positions on

certificates and involved over 150 mariners purchasing fraudulent qualifications.

Godfrey, Johnson, Willis, and Williams are charged with conspiracy, mail fraud, wire fraud, and aggravated identity theft.

If convicted, they face a mandatory minimum of two years in prison.

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The conspiracy netted over $200,000 in profits from the production of these counterfeit MAMA certificates .

merchant vessels. Godfrey worked for the Mid-Atlantic Maritime Academy as the school’s chief administrator.

According to the indictment, says the Depar tment of Justice, Godfrey used this position to create fake Mid-Atlantic Maritime Academy course certificates for mariners who had never taken the MidAtlantic Maritime Academy courses, in exchange for thousands of dollars in payments. The mariners would receive the fake certificates along with instructions on how to load them in the Coast Guard systems and be credited with a fraudulent Coast Guard qualification. Johnson, Willis, and Williams worked with Godfrey as brokers to find additional mariners willing to buy the fake certificates.

In exchange for their efforts, Johnson, Willis, and Williams all received a cut of the illicit proceeds from the scheme. In total, the conspiracy netted over $200,000 in profits from the production of these counterfeit Mid-Atlantic Maritime Academy

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November 2020 // Marine Log 17 ANZ_Marine Log_114x190mm_2020-10-28_V1.indd 1

28.10.20 08:45

UPDATE

CDC Releases Framework for Phased Resumption of Cruising

CRUISE SHIP STOCKS got a boost last

month as the Centers for Disease Control and Prevention (CDC) released a framework for a phased resumption of cruise ship passenger operations.

The full framework runs to 40 pages of pretty detailed conditions of what cruise lines must do to get a “COVID-19 Conditional Sailing Certificate” that needs careful study, but there’s evidently enough in the executive summary issue to excite Wall Street.

Considering the continued spread of COVID-19 worldwide and increased risk of COVID-19 on cruise ships, says CDC, a

careful approach is needed to safely resume cruise ship passenger operations.

CDC is establishing requirements to mitigate the COVID-19 risk to passengers and crew, prevent the further spread of COVID-19 from cruise ships into U.S. communities, and protect public health and safety.

After expiration of CDC’s No Sail Order on October 31, 2020, CDC will take a phased approach to resuming cruise ship passenger operations in U.S. waters.

The initial phases will consist of testing and additional safeguards for crew members.

CDC will ensure cruise ship operators have

adequate health and safety protections for crewmembers while these cruise ship operators build the laboratory capacity needed to test future passengers.

Subsequent phases will include simulated voyages to test cruise ship operators’ ability to mitigate COVID-19 risk, certification for ships that meet specific requirements, and a phased return to cruise ship passenger voyages in a manner that mitigates COVID-19 risk among passengers, crew members, and U.S. communities.

These phases are subject to change based on public health considerations and cruise ship operators’ demonstrated ability to mitigate COVID-19 risk. CDC will issue additional orders as needed that will be published in the Federal Register and technical instructions that will be subsequently posted on CDC’s website.

The CDC order additionally announces requirements for the initial phases relating to crew testing. CDC considers adequate crew safeguards as demonstrated through laboratory testing for SARS coronavirus 2 (SARS-CoV-2), the virus that causes COVID19, an integral part of the initial phases prior to resuming passenger operations.

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Mass Maritime Adds Cloud-Based Simulation

WÄRTSILÄ VOYAGE is to supply two of its

advanced cloud-based simulation solutions to Massachusetts Maritime Academy (MMA) under a one-year agreement that marks the first application of Wärtsilä’s cloud simulation technology in the U.S. The technology will allow cadets at the academy to continue receiving safe and effective navigational training, despite restrictions imposed because of the COVID19 pandemic.

By adding cloud simulation, MMA

can maintain total class volume but offer the same instruction either in the physical classroom or online, by shifting to a blended method of delivery as needed. The online simulator utilizes the same content as deployed in the on-campus classroom, allowing for quick implementation, while providing the flexibility needed to help in overcoming scheduling challenges. The cloud infrastructure also provides a readyto-go solution as part of contingency planning in case of heightened restrictions

Photo Credit: Massachusetts Maritime Academy

OUR GREEN IS

being necessitated in the future.

“Wärtsilä’s cloud simulation solution solves our immediate needs to offer expanded online content due to COVID-19,” said John Belle, associate professor at the academy. “It also gives us a long-term platform for simulation in blended learning that will allow MMA to continue leading the industry with innovative technologies for our students.”

“Remote learning is a growing trend that is especially valuable in times like these, and it is important that the training of future maritime officers can continue with or without classroom attendance,” said Neil Bennett, director of global simulation sales, Wärtsilä Voyage. “The approved courses can carry on just as before, the only difference being the delivery method.

This is a prime example of Wärtsilä’s success in developing smart technologies that enhance the efficiency and safety of maritime operations.”

The Wärtsilä scope of supply under this agreement includes the company’s NaviTrainer Professional Marine Navigation Cloud Simulation software, two classrooms and TADS navigational charts.

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November 2020 // Marine Log 19

UPDATE

BIZ NOTES GREAT LAKES DREDGE TO MOVE CORPORATE HEADQUARTERS TO HOUSTON

J.F. BRENNAN GAINS ISO CERTIFICATES IN THREE KEY AREAS

America’s largest provider of dredging services, Great Lakes Dredge & Dock Co. (GLDD), is moving its corporate headquarters to Houston, but will maintain a business and operations support center in the Oak Brook, Ill., area. It says that the move puts it closer to key regional customers and new markets, especially along the Gulf Coast and the Mississippi River. GLDD has also recently opened strategic regional offices in Jacksonville, Fla., and Staten Island, N.Y. The Houston headquarters, scheduled to open in early 2021 with its executive leadership team, will be staffed gradually over the next 12 months. The company is initially searching for 20,000 square feet of of fice space in the Energy Corridor, between the Galleria and Beltway 8.

J.F. Brennan Company Inc., La Crosse, W i s ., h a s r e c e i v e d I n t e r n a t i o n a l Organization for Standardization (ISO) certification to three separate international standards: ISO 45001— Occupational Health and Safet y Management; ISO 9001—Quality Management; ISO 14001— Environmental Management. Accreditation followed successful completion of certification audits by external auditor and registrar British Standards Institution (BSI).

GIBBS & COX ESTABLISHES A HOUSTON OFFICE Naval architec ture and mar ine engineering firm Gibbs & Cox ( G & C ) Inc. is opening an office in Houston, Texas.

Todd Carrico, who joins the company from SBM Offshore, will lead it. The firm intends on opening a physical location once the COVID-19 pandemic recovery is

underway. In the near term, the G&C office will continue to be virtual, with a growing number of staff working from home in Houston.

PILOT LNG AND GAC BUNKER FUELS TO SUPPLY LNG MARINE FUEL FROM GALVESTON Texas-based Pilot LNG LLC has reached a preliminar y agreement with GAC Bunker Fuels (GAC) covering the supply of Liquefied Natural Gas (LNG) as a marine fuel from its proposed Galveston LNG Bunker Port terminal project, which will be the first dedicated LNG bunker terminal in the region. he agreement prepares the ground for Pilot to provide LNG marine fuel to GAC on a Delivered Ex-Ship (DES) basis for its customers in the Galveston Bay Port complex, including the por ts of Houston, Galveston and Texas City, as well as Galveston Offshore Lightering Area, on a longterm basis.

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FMC: Canceled Cruise Season Hitting Alaska Hard

C

o n s i d e re d o n a p e r c a p ita basis, there may not be another state in the nation paying as high a cost from passenger ships not sailing as Alaska. That is one of the findings in an interim report

by Federal Maritime Commissioner Louis Sola as part of the FMC’s Fact Finding 30 investigation, “COVID-19 Impact on Cruise Industry.”

The interim report examines 16 Alaskan ports, as well as ports in Seattle, Wash., and Astoria, Ore. Alaska’s economy rests on three key industries: energy, fishing, and tourism. The last category has been a growth industry for the state, with the number of visitors increasing 45% from 1.5 million in 2010 to 2.2 million in 2019. Cruising is an important part of the tourism sector, in 2019, 1.3 million people traveled on cruise ships.

“In 2019, twice as many people than

the number who live in the state came to Alaska and took a cruise,” said Sola. “With the suspension of the cruise season, the economic activity of 1.3 million visitors was wiped out of the Alaskan economy for the year.”

Some Alaskan port facilities and terminals exist solely to support passenger vessels. There is a segment of the hotel sector that specializes in serving cruise vessels, building lodging facilities only accessible to passenger vessels. Like other locations in the U.S., cruise passengers spend on a variety of activities such as dining, lodging, transportation, and shopping that support the local economy and infrastructure.

The economic impact to municipalities and the state is also significant, and not only because of the loss of tax revenues to the general fund. Cruise ships operating in Alaska waters, and passengers

aboard those vessels, are subject to a variety of fees that finance necessary cruise industry infrastructure as well as environmental conservation efforts that protect areas in which the ships operate.

The nature of the Alaska cruise industry ties that state to Washington and Oregon. The Port of Seattle is the homeport for many cruise ships and more than one million individuals fly in and out of the Seattle-Tacoma International Airport to take cruises voyages. The hotel, ground transportation, and tourism sectors have all been affected by the cessation of cruise operations.

Similarly, the Port of Astoria has weathered an economic impact as a result of lost cruise business.

“The Alaska cruise season is short, lasting approximately only five months,” said Sola. “While the 2020 season is lost, there is hope for the 2021 season.”

November 2020 // Marine Log 21

SHIPBUILDING

As the Navy Gears Up,

U.S. SHIPYARDS

HIRE To gear up for constellation-class frigate production, Fincantieri Marinette Marine has signed a contract with Pearlson Shiplift Corp. to design and build a state-of-the-art shiplift system that will be the largest in the U.S.

W

orldwide, the Asian shipyards that account for the bulk of the world’s merchant tonnage are acing depressed demand, with Oslo-based Fearnley’s reporting ordering activity as “slow” across the board. In contrast, there are a lot of indications that the overall state of U.S. shipbuilding is pretty healthy. One of these is the number of shipyards looking to increase the size of their labor forces both in the short term, by holding events such as job fairs, and in the longer term by partnering with institutions such as community colleges to ensure a supply of qualified entry-level recruits going forward.

Two things are helping. One, notably, is the likelihood that Navy shipbuilding expenditure will continue to grow. The other is, of 22 Marine Log // November 2020

course, the Jones Act market, where orderbooks have lately been boosted by a flurry of orders for dredges.

The case for increased Navy shipbuilding expenditure going forward is compelling and is seen as a necessary response to China’s recent expansionist behavior in the Pacific and stated future naval ambitions, with the Russians also being no angels.

In remarks at the Center for Strategic & Budgetary Assessments on October 3, Secretary of Defense Mark Esper gave details of the Navy’s planned Battle Force 2045, which calls for a more balanced Navy of over 500 manned and unmanned ships by 2045. That plan is a product of Pentagon, not political, thinking and is highly likely to be a pretty good road map for what American military shipbuilders will be busy with over the next

several years, As proposed, Battle Force 2045 will have characteristics that start with a larger and more capable submarine force, with a need to rapidly increase the number of attack submarines to the range of 70 to 80 in the fleet.

“If we do nothing else, the Navy must begin building three Virginia class submarines a year as soon as possible,” said Esper.

“Additionally, we intend to refuel the seventh Los Angeles class submarine and continue investing in the future attack submarine SSN(X). Meanwhile, we will continue to modernize the undersea strategic deterrent, the most survivable leg of the nuclear triad.”

Esper said that, while nuclear powered carriers will remain America’s most visible deterrent, “at the same time, we continue to

Photo Credit: Fincantieri Marinette Marine.

By Nick Blenkey, Web Editor

SHIPBUILDING potential to perform a wide range of missions from resupply and surveillance to mine laying and missile strikes these are another (key enabler) of distributed maritime operations. Moreover, they will add significant offensive and defensive capabilities to the fleet at an affordable cost in terms of both sailors and dollars.”

And, in another likely highly competed sector, the fourth component will of the future fleet will be more and smaller surface combatants. “Study results indicate the introduction of 60 to 70 smaller combatants into the fleet will not only increase capacity to conduct distributed maritime operations, but it will also free other critical assets for more efficient mission distribution,” noted Esper. By smaller surface combatants, Esper referred to vessels like the new Constellation-class frigates.

The fifth component of the future fleet will be sufficient strategic lift and logistic vessels, with initial estimates identifying the need for 70 to 90 combat logistic ships.

The Future Starts with a Frigate

examine options for light carriers that support short takeoff or vertical landing aircraft.”

“While we anticipate that additional study will be required to assess the proper highlow mix of carriers,” said Esper, “eight to 11 nuclear powered carriers will be necessary to execute a high end conflict and maintain our global presence, with up to six light carriers joining them.”

While it’s pretty clear whom the likely builders of those submarines and aircraft carriers will be—think Huntington Ingalls and General Dynamics, the next category mentioned by Esper could open the door to some interesting competition.

“Third,” continued Esper, “our future force will comprise between 140 to 240 unmanned and optionally manned surface and sub-surface vessels of all types with the

Some of this thinking is already translating into what’s happening in shipyards, starting with a couple of repercussions from the Navy’s decision to switch from two variants of the Littoral Combat Ship (LCS) and opt for one design of guided missile frigate, The competition to build the frigate was won by the builder of the Independencevariant LCS, Fincantieri Marinette Marine (FMM). To gear up for frigate production, the Wisconsin shipbuilder has signed a contract with Pearlson Shiplift Corp., Miami, Fla., to design and build a state-of-the-art shiplift system. On completion, the shiplift system will be the largest in the U.S., with a length of approximately 500 feet and width of 82 feet wide.

FMM says the multi-million dollar project, as well as additional capital expenditures, delivers on the commitment it made to continue to modernize and expand the shipyard in support of the Constellation class frigate program and vessels larger than the Littoral Combat Ships currently being built at yard.

According to Pearlson, the shiplift provides a more controlled and gentle launch method and allows ships to be outfitted to near completion and tested inside climatecontrolled facilities before being launched into the Menominee River.

Although the other LCS builder, Austal USA, may have been beaten out in the frigate competition, it has sufficient faith in its future to be planning an expansion. It is being helped by a $50 million Defense Production Act Title III agreement with the

Department of Defense that is intended to maintain, protect, and expand U.S. domestic production of steel shipbuilding capability and capacity through capital projects that will be executed over the next 24 months, beginning in June 2020.

With the help of this funding, Austal has completed the purchase of waterfront land, buildings, and an existing dry dock along the Mobile River (previously owned by World Marine of Alabama). The purchase includes the 20,000-ton Pete B Panamax-class floating dry dock, 100,000 square feet of covered repair facilities, and 15 acres of waterfront property.

Austal USA says the acquisition “further increases its steel and aluminum business portfolio that includes U.S. Navy multi-ship contracts for the Independence-variant LCS and the Expeditionary Fast Transport (EPF), research and development on unmanned and autonomous surface vessels.”

Lifeline for Philly One of the most at-risk builders of large commercial ships in the U.S. has been Philly Shipyard. After the delivery of the second of two 3,500 TEU containerships for Matson last year, the yard was without work and took the decision to gear up for government orders. Salvation came in April this year in the shape of the award of a contract by TOTE Services LLC for the construction of up to five National Security Multi-Mission Vessels (NSMV). TOTE was selected by the U.S. Department of Transportation’s Maritime Administration (MARAD) as the vessel construction manager for the NSMV program in May 2019. TOTE placed an initial order with Philly Shipyard for the first two vessels (NSMVs 1 and 2), with deliveries in spring and Winter 2023, and retains options for the next three vessels (NSMVs 3, 4 and 5).

The initial award is valued at approximately $630 million and supports non-recurring engineering and detail design of the NSMV class as well as procurement of equipment and materials and construction of the first two ships.

These are, of course, another instance of the industry’s biggest customer being the government. However, commercial customers have placed some interesting orders over the past year. And while the Jones Act produces a steady stream of demand for tugs, towboats, ferries, pilot boats and the like, it is interesting to look at some of the less run of the mill tonnage that’s currently under construction.

Dredges One sector that has produced a flurry of orders this year is dredging. In April, Weeks Marine, November 2020 // Marine Log 23

SHIPBUILDING this year is dredging. In April, Weeks Marine, Cranford, N.J., inked a contract with Eastern Shipbuilding Group, Panama City, Fla., covering construction of a sister ship to its TSHD Magdalen, a twin-screw trailing suction hopper dredge built by Eastern and placed into service in 2018. With dimensions of 356 feet overall length by 79 feet, 6 inches beam and 27 feet, 3 inches depth, it is the third major capital construction shipbuilding project in as many years for Weeks Marine.

In May, Dutch shipbuilder and dredging equipment specialist Royal IHC was awarded a contract for the design and build of a water injection dredge for the North Carolina State Ports Authority that will perform maintenance dredging in the seaports of Wilmington and Morehead City.

“The construction, procurement of the main components, assembly and testing will be performed in the United States (following the Jones Act regulations) and is being

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managed by the local IHC operations team based in Houston,” said Projects & Services Director Rafael Vorcaro. That means that the ship will be built in an American shipyard, but as this was written, the selected yard had yet to be disclosed.

Also late this summer, Great Lakes Dredge & Dock Corporation had contracted with Conrad Shipyard, Morgan C i t y, L a . , f o r t h e co n s t r u c t i o n o f a 6,500-cubic-yard-capacity trailing suction hopper dredge. Delivery is expected in the first quarter of 2023 and the contract contains an option for a second vessel.

Conrad will perform the detail design and construct the dredges at its Amelia, La., shipyard based on a regulatory-level design provided by Great Lakes’ in-house engineering department in collaboration with C-Job Naval Architects.

The dredge will be equipped with a direct high power pump-ashore installation, dredg ing system automation, dynamic positioning and tracking, U.S. EPA Tier IV compliant engines, and additional features designed to minimize the impact of its dredging process on the environment. Best-in-class accommodations feature single-occupancy staterooms, a workout room, and an innovative movie theater with raised seating that doubles as a training facility.

C-Job says the TSHD design was developed for beach nourishing and channel maintenance activities. With hopper capacity of 6,500 cubic yards, the vessel will be approximately 346 feet in length, 69 feet in breadth, 23 feet in depth and will have a total installed horsepower of 16,500.

Dredging contractor Callan Marine, Galveston, Texas, reports that construction is underway on the General Bradley, a new 28-inch dredge that will join the fleet in 2021. The news came within weeks of the entry into service of the company’s new 32-inch dredge, General Macarthur following its delivery from Belle Chasse, La.-based C&C Marine and Repair.

At press time, the most recent dredge order to be announced was placed in late September at the Keppel AmFELS shipyard in Brownsville, Texas, by Seattle, Wash., based Manson Construction Co. and covers the construction of a 15,000-cubic-yard selfpropelled hopper dredge. With a length of 420 feet, breadth of 81 feet and draft of 28.5 feet, it will be the largest dredge of its type in operation in the U.S. To b e n a m e d F r e d e r i c k Pa u p , t h e dredge has been designed in collabor at ion w ith Ho ckema Whalen Myers Associates Inc. of Seattle.

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And how fuel alternatives are paving the way to decarbonizing shipping

26 Marine Log // November 2020

drive and steering and retraction power unit.

The APU package will be designed and built to MIL-STD-901E Grade-A shock qualification.

Thrustmaster’s auxiliary propulsion unit is designed and manufactured at its Houston, Texas, facility.

The FFG 62 program is the second U.S. Navy vessel class to be outfitted with Thrustmaster’s APU technology. The LCS Independence variant vessels are equipped with an 850 hp APU. The ability to operate the vessel at slow speed while providing extreme maneuverability and the fuel savings that the Thrustmaster APU have delivered to the LCS Independence variant vessels will be a great complement to the FFG 62 program, although its primary function is to provide a back-up means of propulsion in the event of failure of the main propulsion system.

Caspian Sea Tugs Get Schottel Units Back in September, propulsion specialist Schottel, based in Spay, Germany, reported that it was

to supply a total of eight propulsion units to Turkey’s Atlas Shipyard. They will be installed in two anchor handling tug supply vessels, ordered by affiliates of Russia’s Ark Shipping and Adamant Cargo.

Designed by Turkey’s VDenge Technology, the 240 feet (73.3 meters) long and 55.4 feet (16.9 meters) wide vessels are intended for operation in the Caspian Sea and will have a minimum draft of approximately 8.2 feet (2.5 meters) to enables them to operate in shallower parts of the Caspian.

Named Polar and Polus, each will be propelled by three powerful Schottel type SCP 65 4-XSG, controllable pitch propellers, each with an input power of 1,740 kW. They have a propeller diameter of 6.9 feet (2.1 meters) and an optimized hub for full feathering mode, are powered by diesel engines.

The vessels will be able to achieve a free sailing speed of 12 knots and an expected bollard pull of 70 tonnes.

Photo Credit: Thrustmaster of Texas Inc.

A

s the marine industry comes under increasing pressures to lower GHG emissions, progress is happening on two fronts.

In research centers, progress is being made on burning future fuels that only a few years ago would have seemed impossibly difficult to harness, and in the meantime, operators are looking for solutions for both main and auxiliary power that are available now and can be specified in vessels currently being ordered.

Late last month, Thrustmaster of Texas Inc. announced that it had been awarded a contract from Fincantieri Marinette Marine (FMM) for the design, development and manufacture of the auxiliary propulsion unit (APU) on the U.S. Navy’s future guided missile frigate (FFG 62). Thrustmaster will be supplying the complete APU package consisting of the 1MW retractable azimuthing thruster, controls, prime mover electric motor, variable frequency

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To achieve maximum maneuverability, the new shallow-water vessels will each be fitted a 400 kW Schottel type STT 1 FP Transverse Thruster. The bow thrusters will also provide full dynamic positioning to DP 1 standards.

In another win for Schottel, it was awarded a contract to supply Royal Niestern Sander with thrusters for a new shallow-draft vessel.

The Dutch shipyard is currently building a 249 foot (75.9 meters) long and 46 feet (14 meters) wide walk-to-work vessel commissioned by a joint venture between the Russian companies Mercury Sakhalin and Pola. The new vessel is considered to be the world’s first shallow-draft ice-breaking walk-to-work vessel.

Power Backup for Electric Ferries Turkey’s Sefine Shipyard recently won an order to supply Norwegian operator Boreal with five electric ferries. Designed by Multi Maritime, they will operate to-and-from the islands in the inner Oslo fjord and run scheduled services throughout the day. Each will have a length of 115 feet (35 meters), a beam of 26.2 feet (8 meters), and will be capable of accommodating up to 350 people onto passenger decks capable of accommodating up to 350 people.

Although designed to operate primarily using dockside battery charging, they will be able to fall back upon range-extending power, thanks to an IMO III diesel solution from Volvo Penta that will ensure schedules and passenger safety are never compromised.

Each ferry will be equipped with two Volvo Penta D13 MG IMO III generator sets. These connect to the ferries’ own control systems and are approved to run on hydro-treated vegetable oil, a fossil-free fuel that reduces carbon dioxide emissions and particulate matter by up to 90%.

Ammonia-Fueled Engines Ammonia is widely seen as a fuel with the potential to decarbonize the marine industry. MAN Energy Solutions is working on a project that aims to demonstrate—at fullscale—a large marine engine running on ammonia at its Research Center Copenhagen, making a commercially viable, zero-carbon, ammonia-fueled marine two-stroke engine a reality by as soon as 2024.

That is the goal of the AEngine project, a consortium set up with the support of Innovation Fund Denmark, the Danish investment agency.

The project aims to specify and demonstrate an entire, marine propulsion system that will pave the way for the first commercial order for an ammonia-fueled vessel.

MAN Energy Solutions will lead the consortium, whose other members are fuel system supplier Eltronic FuelTech, the Technical University of Denmark (DTU); and

Photo Credit: Volvo Penta

Each ferry will be equipped with two Volvo Penta D13 MG IMO III generator sets.

POWER & PROPULSION classification society DNV GL.

Decarbonizing with Ammonia Adding to the pro-ammonia mix of voices in the industry is Jan Flores, vice president of NETSCo based in Cleveland, Ohio, and Tampa, Fla., who says that while ammonia is not a smoking gun, it’s a very promising zero-carbon fuel.

“The energy density per unit volume of diesel is higher when compared to ammonia, LNG, and methanol,” says Flores. “That makes a comparison between them always challenging.”

Flores adds that retrofitting ships or creating new designs that would accommodate ammonia in a way that will make it a viable fuel for the shipping industry could soon be realized.

“Recently, an industrial ammonia producer indicated that they see marine fuel for propulsion as one of the best applications for ammonia,” he says. “MAN and Wärtsilä, two of the world’s largest marine diesel engine manufacturers, are focusing a tremendous amount of research and development into this effort, which indicates to me that they believe in the future of ammonia as a fuel.”

While NETSCo says it doesn’t subscribe to the theory that there is a single best fuel for every vessel, it does believe that the benefits of ammonia are advantageous in regard to development and supply since it can ultimately be derived as a renewable source using only nitrogen and water.

that Core Power is developing use a fluid fuel in the form of very hot fluoride or chloride salt infused with a “hot” fissile material, instead of the solid fuel rods which are used in conventional pressurized nuclear reactors.

The m-MSRs have no moving parts, operate at very high temperatures under only ambient pressure and can be made small enough to provide “micro-grid-scale” electric power for energy hungry assets, like large ships. Core Power says that they can be mass-manufactured

to bring the cost of energy down below that of gas, diesel and even renewables.

Over the next few decades, as many as 60,000 ships must transition from combustion of fossil fuels to zero-emission propulsion. Core Power says the MSR technology being developed by the consortium could achieve that goal, not only by providing onboard electric power for large ships but also by powering production of green sustainable fuels for smaller ships.

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Atomic Batteries Something else the maritime world is looking at again is nuclear power. Even as the U.S. Maritime Administration continues the long running decommissioning of the world’s first nuclear merchant ship, the NS Savannah, London-based Core Power (UK) Ltd. is developing “atomic battery packs” for ships that are very different from the fuel rods that were used in the Savannah.

Core Power is getting powerful backing.

It has partnered with TerraPower, a nuclear innovation company founded and chaired by Bill Gates to develop the Molten Salt Reactor (MSR) atomic technology on which its atomic batteries are based. Also in the partnership are leading U.S. energy company Southern Company and Orano USA, a major player in nuclear fuel cycle products and services.

The team has submitted an application to the U.S. Department of Energy to take part in cost-share risk reduction awards under the Advanced Reactor Demonstration Program to build a prototype MSR, as a proof-of-concept for a medium-scale commercial-grade reactor.

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PATROL BOATS Armor Marine says its latest patrol boat design “even stopped a single .300 Winchester Magnum round no problem!”

STATES AND MUNICIPALITIES CONTINUE

PATROL BOAT BUYS

By Nick Blenkey, Web Editor

30 Marine Log // November 2020

the buying power of the federal government.

One of the many boat builders listed on the GSA schedule, North River Boats based in Roseburg, Ore., reports that business has been buoyant. Founded in 1974, North River makes both recreational and commercial boats— with demand for recreational vessels soaring in recent months as awareness grows that being afloat is an attractive option for social distancing. Meantime, demand for patrol and other commercial vessels stay steady.

Two of its product lines, the Valor, in lengths ranging from 25 feet to 42 feet, and the Liberty, in lengths from 21 feet to 40 feet, feature a hybrid construction in which the aluminum hull and superstructure is complemented by a high-density Ethafoam 220

fender over longitudinal inflatable bladder.

RIBS or RHIBS? What’s the difference between a RIB (rigid inflatable boat) and RHIB (rigid hull inflatable boat)? And what makes them a popular choice for many law enforcement and similar applications?

According to Ribcraft, Marblehead, Mass., RIBs and RHIBs are simply different terms for the same type of boat.

It says “a RIB (specifically a Ribcraft RIB) offers unique advantages over hard-sided boats” that include rough water performance, stability, safety, buoyancy, efficiency, and durability.

The 21-foot Ribcraft 6.5 is a popular

Photo Credit: ARMOR Marine Inc.

I

n last month’s issue, we took a look at the top end of the patrol boat size scale, but in addition to vessels in that category, there is a continued demand from U.S. state and local authorities for basic, hardworking boats for patrol and related duties. Where purchasing officers in states and municipalities will most likely start shopping for this type of vessel is on the U.S. government’s General Services Administration (GSA) Schedule. Government agencies, including most municipal fire departments and law enforcement organizations, can use GSA Schedule contracts—which contain pre-negotiated prices, delivery terms, warranties, and other terms and conditions—to streamline the purchase process and leverage

PATROL BOATS Recent deliveries from Silver Ships include this Freedom 26 delivered to the Tampa, Fla., police department.

model designed and built specifically for patrol and rescue operations and providing excellent control and performance in the confusing and rough seas found along coastlines and high traffic waterways and is ideal for marine patrols, port security, and rescue operations. The pronounced bow sheer, full length lifting strakes, and signature deep V hull combine for unsurpassed handling.

With options for a T-top, antenna arch, dive ladder, tow posts, dive tank storage, stokes basket systems and more, the Ribcraft 6.5 can be customized to any mission requirement.

Bulletproof?

Most maritime patrol operations are peaceable enough. If, however, your patrol boat operations put you in the category of people who might get shot at, Armor Marine based in Mount Vernon, Wash., may well have the kind of boat for which you’re looking.

To develop its boats, Armor Marine works closely with end users and operators to seek feedback. Its sales director, Ryan Heard, spent 19 years as a Special Warfare Combatant Craft Crewman and has extensive experience as a boat operator on a number

of platforms and environments. Additionally, the company works closely with key partners, such as Ullman Dynamics on design aspects including biomechanics and shock mitigation.

Armor says that with its system it is essentially expanding the displacement volume of the chine and side sheet, filling it with foam modules, and paneling over the interior. The result is the security of reserve buoyancy in the advent of an emergency scenario. Armor also looked at the problem of the lack of defensive protection on traditional patrol boats.

To address these challenges, Armor has given its boat a good bit more freeboard than traditional collared boats and developed its own ballistic armor paneling system to protect the entirety of the occupants on board.

Recent Deliveries MetalCraft Marine reports that its U.S. yard in Watertown, N.Y., has just delivered two of its 34-foot high performance patrol RIBs to the Mississippi Department of Natural Resources Police.

The boats can reach 64 mph, with their triple Suzuki 300 hp outboards. The hull has a very fine entry, which makes the boat quiet and easily parts the waves.

The boat has a very robust T-top and

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PATROL BOATS The Coast Guard is evaluating a Metal Shark 29 Defiant equipped with Sea Machines Robotics SM300 autonomous-command and remote-helm technology.

The 21-foot Ribcraft 6.5 is built specifically for patrol and rescue operations.

Command for six Riverine Patrol Boats.

Awarded under the Foreign Military Sales program, the 40-foot vessels are being built to an extremely rugged, center console design and are powered by twin Yanmar 440 hp engines and waterjets. They are armed, armored and have been designed to carry 20 personnel, or a typical crew of six with 14 additional troops and cargo.

Autonomy Ahead Last month, we reported Chris Allard, CEO of Metal Shark Boats, Jeanerette, La., as seeing autonomous operation as an important

coming patrol boat trend.

“On the federal side, we are seeing a dramatically increased focus on autonomy,” he told us. That focus has now sharpened. The U.S. Coast Guard has now selected Metal Shark and Boston-based autonomous technology developer Sea Machines to supply an autonomous test vessel to the USCG Research and Development Center.

The new vessel offers a full range of advanced capabilities including transit autonomy, collaborative autonomy, active ride control and collision avoidance, and remote control vessel monitoring.

Photo Credits: Metal Shark (Right); Ribcraft (Left)

supporting structure, which is designed to ISO 12215 Category B, (12- to 17-foot waves).

Recent deliveries from Silver Ships Inc., Theodore, Ala., include customized Freedom 26 series vessel that is now in operation for the Tampa Police Department Marine Unit.

And recently, the Detroit Fire Department has taken delivery of a customized Silver Ships Explorer 26 series vessel that features a ¼-inch hull plate with bleaching plate doubler for protection in Detroit’s icy water conditions.

The Silver Ships order ship has just been boosted with the award of a contract worth $6.12 million from the Naval Sea Systems

November 2020 // Marine Log 33

CEO Spotlight

Q & A WITH

THE SHEARER GROUP’S Greg Beers and Cory Wood

By Heather Ervin, Editor in Chief

S

INCE THE SHEARER GROUP is celebrating 10 years of being in business this year, who better to feature in the CEO Spotlight than two of its head guys—Gregory Beers and Cory Wood. Back in 2010, both men purchased the assets of Shearer & Associates Inc. from Ed Shearer to form The Shearer Group Inc., which provides naval architecture, marine engineering, and marine surveying services.

Prior to establishing The Shearer Group, Beers and Wood had been working together for 15 years. They formed Bristol Harbor Group Inc., a full-service naval architecture, marine engineering, and consulting firm in Bristol, R.I., out of their college house at the University of Michigan in 1993. They took that experience and applied it to what Ed Shearer built at Shearer & Associates when they formed the company.

Today, Beers and Wood continue to run both companies, although the two are separate legal entities. The sister companies work together in terms of resource

34 Marine Log // November 2020

allocation and mutual support. We talked to The Shearer Group to find out what Beers and Wood are up to today and what we can expect from them in the near future.

Marine Log (ML): Would you say that your particular focus is on the inland sector? If so, how specialized are its demands?

Greg Beers and Cory Wood (TSGI): Yes, The Shearer Group Inc. (TSGI) focuses on the inland sector. We also own Bristol Harbor Group Inc., which focuses on the bluewater sector and government clients. The inland sector does require some unique skills and knowledge. One of the most obvious challenges is that inland operators always want to push as much power through a propulsor as possible.

This is due to the fact that inland vessels are draft limited and thus can’t turn as big a wheel as might be optimum for the situation. This requirement, combined with the shallow-water hydrodynamic effects on the propulsor and appendages as well as on the

Greg Beers examining a vessel

Photo credits: The Shearer Group Inc.

Greg Beers reviewing blueprints out in the field

hull itself, can be a very difficult problem to solve.

The inland sector is composed of many diverse and smaller companies. Design and engineering support projects tend to be shorter in duration and are scheduled with less lead time as compared to our typical projects at Bristol Harbor Group. Maintaining sufficient flexibility in our project scheduling to allow for known projects as well as the “known unknown” projects is certainly a challenge.

The inland marine market encompasses more 15,000 U.S. flagged vessels (barges, towboats, ferries, marine construction equipment, etc.), so each design has its own unique sets of challenges and requirements. The Shearer Group specializes in custom designs to meet any unique challenge an operator may need to overcome.

ML: Tell us some more about how The Shearer Group and Bristol Harbor Group interact.

TSGI: We own 100% of both companies.

The companies are separate legal entities, but we try to develop as much synergy as possible between the two. The support goes in both directions. It is not uncommon for Bristol Harbor Group personnel to be working on The Shearer Group projects at the same time as The Shearer Group personnel are supporting Bristol Harbor Group projects. Between the two companies, we have a wealth of experience and

Greg Beers & Cory Wood skill sets and we try to apply the best fit to every project.

ML: The Shearer Group Inc. is celebrating its 10-year anniversary this year. Can you both speak on some company milestones you experienced in that decade?

TSGI: Working with Ed Shearer, P.E., over the last 10 years has been wonderful both professionally and personally. Ed has been a great partner and friend, which is more than we could have reasonably expected. Ed has 50-plus years of knowledge, experience, and contacts in the inland market that we try to pass along to our younger employees as much as possible.

Promoting Joshua Sebastian, P.E., as The Shearer Group’s engineering manager was a fortuitous decision. He had previously worked with us at Bristol Harbor Group Inc., so he had a head start in implementing our corporate ethos here. He knows how we do things and has done a wonderful job steering The Shearer Group. In addition to his engineering chops, Josh also has a strong interest in business development. Under his day-to-day leadership, The Shearer Group has grown significantly, adding employees and growing a diverse clientele that includes operators, shipyards, and government entities.

ML: The Shearer Group recently delivered a 23,000-bbl tank barge b u i l t b y S o u t h w e s t S h i p y a rd i n Houston, Texas. What made this project unique, and can you touch on some other significant projects you have in the works or that you’ve recently completed?

TSGI: This was a custom design that did not fall into the typical inland tank barge designs. The vessel had very strict draft and capacity requirements to enable it to function in the areas required while delivering the necessary amount of jet fuel. The barge has a unique manifold and recirculation system installed, along with a climate-controlled operators station.

Additionally, the trunk top height had to be minimized while at the same time the length, breadth, and operating draft were restricted by local conditions.

In 2017, The Shearer Group was awarded a design contract for a 70-vehicle, 500-passenger ferry for the State of Texas Department of Transportation (TxDOT).

Our design incorporates a diesel electric propulsion system with 1.4MWhr of energy

Cory Wood

storage. The vessel is currently under construction and The Shearer Group continues to support TxDOT by providing construction oversight services. When this ferry is delivered in 2021, it will have the largest energy storage capacity of any U.S.-flagged ferry in operation.

The Shearer Group continues to be a leader in introducing Z-drive towboats to the inland sector. Ed Shearer designed his first Z-drive for Southern Towing Company in 2008, and they are still building The Shearer Group-designed towboats.

SCF was the first triple-screw Z-drive on the U.S. rivers, and when delivered, had the most horsepower of any Z-drive on the rivers at 6,600 hp. of installed power. This design was the product of extensive Computational Fluid Dynamics (CFD) analysis to optimize the hull shape for improving flow characteristics for the center propeller while improving overall hull efficiency as compared to typical inland towboat designs.

SCF originally took delivery of three of these vessels and had a fourth delivered in 2019.

SCF has also recently engaged The Shearer Group to develop a dual-fuel LNG/ diesel Z-drive conversion package for two of their existing vessels that are operating in the marine highway operations on the Lower Mississippi River. The Shearer Group built off its experience (and that of Bristol Harbor Group) to work with the U.S. Coast

Guard to develop guidelines based on the IGF Code with considerations provided for inland towboats and the current state of NG fumigation technology.

The Shearer Group has always had a strong backlog of barge design work and that continues. During the past year, we have completed the designs of multiple dump scows, dredge barges, and dry docks. These projects typically incorporate advanced structural analysis (including FEA).

ML: Finally, what do you expect to see happen in the industry and at The Shearer Group Inc. over the next 10 years?

TSGI: We assume that there will be a fair amount of consolidation in the towboat space due to Subchapter M. We believe this will continue the demand for new, Subchapter M-compliant towboats, and we stand ready to answer that need.

We have been on the cutting edge of applying marine technology to the inland marine industry by being a leader on subjects like diesel electric, energy storage, and LNG as a fuel, while also applying the latest in engineering technology, such as FEA and CFD. The Shearer Group will continue to grow and evolve over the next decade. Our talented staff is always bettering themselves, and we look forward to watching them grow with our growing company.

November 2020 / Marine Log 35

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Your lens into the Maritime World MARINE LOG offers coverage of the entire maritime market.

From blue to brown water, domestic to international news, vessel design, operation and construction in the commercial, naval and government sectors, Marine Log offers whole market coverage in one magazine.

TECH SPOTLIGHT

The first U.S.-flag Jones Act-compliant CTVs are being built in the yard that built the first BoTruc, Blount Boats in Warren, R.I.

WHAT’S AHEAD

FOR THE WORKBOAT INDUSTRY?

Photo Credit: Blount Boats

N

othing has better encapsulated the idea of the “workboat” better than the BoTruc, the first of which was designed and built by industry legend Luther Blount back in 1956.

Among the first cabin-forward, steel hulled offshore supply vessels ever built, this versatile, multipurpose vessel type became the “pickup truck” of the oil patch.

These days, the future of the offshore services industry is very much in offshore wind. As it gears up for that transition, Aaron Smith, president and CEO of the Offshore Marine Ser v ice Association (OMSA) gave some insights into what this involved in testimony he gave September 22 at a hearing of the U.S. House Committee on Natural Resources’ Subcommittee on Energy and Mineral Resources. Interestingly, in his testimony, he evoked the story of Luther Blount’s BoTruc.

“While traditionally most OMSA members have constructed, maintained, repaired, and supplied the offshore oil and gas industry, OMSA members deeply support the offshore wind industry,” said Smith. “As

By Nick Blenkey, Web Editor a testament to the vision of that vessel’s design, most offshore energy vessels found in the Gulf of Mexico, and any other energy port around the world have a look similar to that first BoTruc. And just as Luther brought that first OSV from Rhode Island to Louisiana to work in the burgeoning offshore oil industry, OMSA members now seek to take the modern iteration of the BoTruc from Louisiana to Rhode Island and the rest of the Northeast to develop offshore wind fields.”

Another First for Blount One workhorse of the offshore wind industry is the crew transfer vessel, or CTV. The first U.S.-flag, Jones Act-compliant CTVs are being built in the yard that built the first BoTruc, Blount Boats in Warren, R.I. It delivered the first of these vessels, the Atlantic Pioneer, in 2016.

The Atlantic Pioneer, which went into service at the end of May, was built for Atlantic Wind Transfers to serve Deep Water Wind’s Block Island Wind Farm.

The 69-foot (21-meter) aluminum vessel was designed by South Boats IOW, Cowes, Isle of Wight, U.K., and a twin-hulled, all

aluminum catamaran, dual certified to USCG Subchapter T to carry up to 47 passengers and Subchapter L (OSV) to carry up to 16 offshore workers.

The propulsion system consists of two MAN V12-1400 hp engines, ZF Marine 3050 gears, and Hamilton Jet HM571 waterjets. On trials, the vessel exceeded the contractual performance reaching sprint speeds in excess of 30 knots, with the ability to cruise (80% power) at 26 knots when in a light condition.

A Cummins Onan 17 kW generator provides AC power to the air conditioning system, a heating system and small galley.

A PTO driven hydraulic system powers a deck crane, fire pump, fuel transfer pump, and a salt-water pressure washing system. All other equipment is fed DC power through house batteries.

The vessel was specifically designed to carry up to 12 tons of cargo in the bow and 3 tons of cargo in the stern. The forward and after decks are outfitted with cargo lashing and container sockets. A knuckleboom crane is outfitted onto the bow area.

The bow has a bow boarding/loading November 2020 // Marine Log 37

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platform to allow offshore workers to make the transition from the vessel to the wind turbine. The vessel connects to the turbine base by use of a special bow fendering system. The specified fender is the latest generation in proven fendering systems being installed in the European fleet.

The vessel is capable of making transfers in 5-foot (1.5-meter) significant wave heights.

The interior of the deckhouse is outfitted with a head, a small galley area with settee seating, 12 suspension seats, storage lockers, entertainment system, Wi-Fi, and sound absorbing decking.

Second Order Earlier this year, Atlantic Wind Transfers won its second long-term CTV contract to provide offshore marine support services for the Siemens Gamesa offshore wind turbines to be installed for the first offshore w ind project in U.S. federal waters. The project is being developed by Richmond, Va.-based Dominion Energy, and the CTVs will be based in Virginia’s Hampton Roads region.

For this contract, Atlantic Wind Transfers has ordered two 78.7-foot (24-meter) Chartwell 24 CTVs. The boats have been designed by U.K.-based Chartwell Marine t a k i n g en d u s er con s i der a t i on s i n to account to provide a CTV incorporating all the advances gained from operation of Chartwell-designed vessels, but modified to comply with American environmental regulations and operational conditions.

First U.S. SOV Contract Up the size scale from CTVs in offshore wind service vessels are the Service Operations Vessels (SOV)s utilized during the operation and maintenance (O&M) phases of the wind farm projects, serving as an at sea base of operations to accommodate and transfer technicians, tools and parts safely to and from the individual wind turbine generators.

A number of U.S. companies have previously announced an interest in operating these vessels but the first to be successful in winning a contract has been Edison Chouest Offshore, which, as we reported last month, has executed a long-term charter agreement with Ørsted and Eversource for the provision of the first-ever U.S.-flagged Jones Act-compliant wind farm SOV. The SOV will be utilized during the O&M phases of the wind farm projects, serving as an at sea base of operations to accommodate and transfer technicians, tools, and parts safely to and from the individual wind turbine generators.

The SOV will be engineered, constructed, and operated by Edison Chouest as an integral part of the operation and maintenance of the planned Revolution Wind, South Fork Wind, and Sunrise Wind offshore wind farms in the northeast United States.

The vessel is being built to a special-purpose design with focus on passenger comfort and safety, enhanced maneuverability and ship motions, extended offshore endurance and reduced emissions.

The vessel will be built at a combination of Edison Chouest’s shipyards in Florida,

Photo Credit: Blount Boats

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“The offshore wind energy industry is generally well developed and understood, particularly in Europe where an enormous industry has developed over decades, but this industry is in an initial stage in the U.S.,” said Gary Chouest, president of Edison Chouest Offshore. “There is an unprecedented opportunity, with 12 offshore wind projects planned, an additional ten offshore wind leases signed, and another six wind leases awaiting award. In aggregate, there is a pipeline of well over 25,000 megawatts of power to be produced by over 1,700 wind turbines, across 13 states, and in various stages of development that will require an incredible array of vessels, resources, knowledge, and capital commitment to install, operate, and repair.”

The vessel will be over 260 feet long and capable of housing 60 passengers. Crew will enjoy access to passenger staterooms with private bathrooms, an exercise room, cinema/training room, internet café and

multiple lounges. The SOV will include a below deck warehouse for wind farm tools, components and supplies with step-less access to an elevator.

In keeping with the environmental goals of the offshore wind industry, the vessel will operate on diesel electric power that meets EPA Tier 4 emission standards and will feature proprietary Edison Chouest’s Variable Frequency Drive to reduce GHG emissions.

Special Vessels for Special Tasks Clearly, the signs are that offshore wind support vessels have the promise to be a game changer for many U.S. operators and shipyards. However, another kind of workboat worth paying attention to are those oneof-a-kind vessels designed to meet very particular purposes. An example of this is a new diesel-electric hybrid vessel that the Philadelphia Engineer District intends to procure for the New York Engineer District support of its drift collection and emergency response missions. It will replace current the DCV Driftmaster, which is used in the New York and New Jersey harbor to remove debris and obstructions from highuse navigation channels to provide clear and safe channels for general navigation and to ensure that life and property is protected.

The naval architecture for the vessel was provided by the Bristol Harbor Group Inc., and, like the current Driftmaster, the 148- by 39-feet replacement vessel will have a catamaran hull design enabling it to effectively trap floating debris between its hulls.

The vessel will have a 3.4 MWh Energy Storage System (ESS) providing six hours endurance to a combined all-electric 3,000 hp main propulsion system utilizing permanent magnet motors and two 150 hp bow thrusters.

The vessel is supplemented by four Cummins diesel generator sets driving permanent magnet generators yielding a 50% reduction in emissions during operation. The systems have been designed and will be built to meet all American Bureau of Shipping (ABS) and USCG regulatory requirements.

Another one-of-a-kind delivery, again built to a Bristol Harbor Group Design, is the Breaker II. The 56- by 18.5-foot shallow-draft tug has a reinforced hull for breaking ice efficiently and was recently delivered by Blount Boats to the Robert Moses Niagara Power Plant, operated by New York Power Authority, where it will operate in seasonal ice on the upper Niagara River. The vessel will prevent ice flow from clogging the intakes to the hydroelectric power plant and facilitate the installation and removal of ice booms.

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November 2020 // Marine Log 39

TECH NEWS

THE FIRST HYBRID CARGO VESSEL TO BE BUILT IN THE U.S., THE CAPTAIN BEN MOORE, the third in a series of 65-foot hybrid catamarans featuring BAE HybriDrive technology to be built by Derecktor Shipyards, Mamaroneck, N.Y., is about to notch up another first. Its operator, Norwalk, Conn.-based First Harvest Navigation, has selected Boston-based Sea Machines Robotics to add autonomous functionality to the vessel.

By installing Sea Machines’ SM300 autonomous command and remote-helm control system, the Captain Ben Moore will become the first hybrid cargo vessel to feature remote crew-assist technology.

Installation of the SM300 aboard the vessel will take place in November 2020.

Once complete, the vessel’s new intelligent capabilities will offer First Harvest Navigation redundancy and flexibility for crew shifts, with the capability to autonomously command the vessel from the company’s land-based control station.

In addition to autonomous control and remote vessel monitoring tools, the SM300 system also features obstacle detection and collision avoidance technology for added operational safety.

Captain Ben Moore has been designed to operate across Long Island Sound

between Norwalk and Huntington, N.Y., to deliver food and other cargo faster, more reliably and more affordably than truck transportation to East Norwalk’s Harbor Harvest food market, while also reducing regional highway congestion.

Comparable trucking services require a near nine-hour round trip to deliver on the route. First Harvest Navigation completes the terminal-to-terminal voyage in approximately 35 to 45 minutes.

“Part of our transportation goals are to develop autonomous, hybrid catamarans to move farm products across Long Island Sound,” said Bob Kunkel, president, First Harvest Navigation. “The Sea Machines SM300 autonomous navigation system will help us achieve many of our goals because it enables shipping movements to be completed very reliably and efficiently in a seamless and sustainable delivery system.”

“Sea Machines and First Harvest Navigation are aligned in our commitments to innovation to bolster the U.S. marine highway system and in our support of family farms,” said Michael Johnson, founder and CEO, Sea Machines. “The SM300 ensures predictable and performance-based vessel operations while providing a 24/7 crew support system that is always on watch.”

The Captain Ben Moore

40 Marine Log // November 2020

Harvey Gulf Opts for Wärtsilä for Latest PSV Battery Retrofits

The Wärtsilä Energy Storage System will enable the Harvey Gulf PSVs to operate solely on battery power when stationary at sea or in port.

NEW ORLEANS HEADQUARTERED HARVE Y GULF INTERNATIONAL Marine has selected Wärtsilä Energy Storage Systems (ESS) for four further Harvey Energy class dual-fuel platform supply vessels it is to retrofit with batteries. A fifth vessel in this class was earlier fitted with a Wärtsilä ESS. When the upgrade project is completed, all five vessels will be capable of full tri-fuel operation. The boats will be capable of closed bus dynamic positioning (DP) operation running only one engine augmented by the Wär tsilä Energy Storage System. When stationary in the field or in port, the boats will be able to operate on battery power only, thereby greatly reducing both fuel consumption and exhaust emissions.

“Wärtsilä is very pleased and proud to par tner with Har vey Gulf in yet another ground-breaking project bringing technological advancement to the North American marine market,” says Bill Amundsen, key account manager for Wärtsilä Marine Power.

“The conversion to tri-fuel technology is a tremendous addition to our already successful Harvey Energy class PSVs,” said Shane Guidry, Harvey Gulf president and CEO. “Wärtsilä’s advanced technology and its unwavering commitment to service support were extremely important factors in our decision to select them for this project.”

The four vessels, the Harvey Power, Harvey Liberty, Harvey Freedom, and Harvey America, will each be fitted with a Wärtsilä ESS comprising a closed bustie 1,360 kW drive with 746 kWh 1,100 VDC Batteries. The retrofitting project will be commenced in 2021 and will be completed in early 2022.

Credit: (Left) First Harvest Navigation; (Right) Wärtsilä Corporation

America’s First Cargo Hybrid to Add Autonomy

TECH NEWS

Viega Brings Marine Products in Metric Sizes to North American Market COMPLEMENTING ITS EXTENSIVE STANDARD PRODUCT OFFERINGS VIEGA LLC, BROOMFIELD, COLO., is introducing three marine pipe-pressing systems in metric sizes to the North American market.

Now carrying over 400 marine metric products in North America, Viega will make construction, maintenance and repairs easier for customers working on vessels which use metric piping. These Viega metric products have proven themselves in Europe and other markets for decades and carry certifications from the U.S. Coast Guard, ABS, DNV GL, Lloyd’s Register, Bureau Veritas and RINA. “Ships have tight windows in port or dry dock for maintenance to be done and need product in hand to get underway,” said William Dutcher, Viega’s product manager, Metals IPS. “The best way for us to meet our customers’ needs is to have our most requested metric products in stock and ready when needed. Now our North American marine customers can enjoy the efficiency, safety and reliability of Viega pipe fitting systems, regardless of which sizing they work with.”

The product lines being introduced are: Raxofix—This is an innovative, form-stable PEX piping system that optimizes flow rates, allowing for reduction of pipe sizes and topside weight. Raxofix is available in sizes from 16 mm to 63 mm. Most commonly used for potable water.

Sanpress INOX—These 316 stainless steel system valves and fittings come in metric sizes from 15 mm to 54 mm and are available with EPDM or FKM sealing elements. Comparable to Viega’s ProPress Stainless 316.

Profipress—These copper and bronze fittings are available in metric sizes from 15 mm to 54 mm and offer the option of EPDM or FKM sealing elements. Comparable to

Viega’s ProPress.

Viega will continue to carry: SeaPress—These 90/10 copper nickel fittings are for seawater applications, including fire main and cooling systems. They are available in sizes from 15 mm to 108 mm with metric and standard adapters and offer the option of EPDM, HNBR and FKM sealing elements.

Viega’s press systems are faster and safer than brazing or welding while eliminating the need for a fire watch. Connections can be completed in tight spaces, under the most difficult situations and repairs and modifications can be carried out while a vessel is underway.

Viega’s Raxofix is an innovative, formstable PEX piping system that optimizes flow rates, allowing for reduction of pipe sizes and topside weight.

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Photo credit: Viega

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WARREN, RI November 2020 // Marine Log 41

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NEWSMAKERS

Cathrine Marti Steps into CEO Role at Ulstein Group CATHRINE MARTI has been named CEO of Norway’s family-owned Ulstein Group, succeeding GUNVOR ULSTEIN, who has decided to step down from her operational role on November 2 and, with her brother, TORE ULSTEIN, concentrate on longer term possibilities for the group. She has worked in the maritime industry throughout her whole career and has previously worked at Höegh Autoliners and DnB Shipping & Offshore.

INGRID UPPELSCHOTEN SNELDERWAARD is to become global COO at Maersk Group towing operator Svitzer A/S, reporting to CEO KASPER FRIIS NILAUS. She joins Svitzer from Maersk and takes over from Svitzer’s current COO, LEONARDO SONZIO, who will be moving on to become Maersk’s head of fleet operations.

Fairbanks Morse has named JAMES MCFADYEN as vice president and general manager of aftermarket.

McFadyen has more than 30 years of experience in the marine, defense and aerospace industries with leading global companies, including Rolls-Royce, GE, and most recently as vice president for Leonardo DRS-Naval Power Systems. As senior vice president-ship intelligence at Rolls-Royce, he was responsible for the development and delivery of digital strategy.

Harvey Gulf Subsea Solutions has appointed LADAWN LOUNSBURY to its business development team. In a 12-year career that includes positions with Helix, Ranger Offshore, Oceaneering International and, most recently, Bayou Companies deep-water flow assurance and coating and insulation business. Lounsbury has gained extensive subsea background and well-established relationships with clients, which she now offers to Harvey Gulf Subsea Solutions.

AARON DEGODNY has joined the executive leadership team of Tidewater Transportation and Terminals as the company’s new vice-president and COO. He will have direct oversight and responsibility for business development, sales and marketing, public relations and media. Additionally, he will help lead Tidewater Environmental Services, and work closely with Island Tug and Barge, a Tidewater subsidiary located in British Columbia. Prior to joining Tidewater, Degodny was the president and COO at Great Lakes bulk shipping operator Rand Logistics Inc.

November 2020 // Marine Log 43

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44 Marine Log // November 2020

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November 2020 // Marine Log 45

Innovations NCP COATINGS INC. NCP develops and manufactures technologically advanced primers, enamels, textured coatings, topcoats, reducers and marking paints. Headquartered in southwest Michigan since 1948, NCP employs more than 100 people at its primary manufacturing facility.

Clients include OEM manufacturers in industries like marine/commercial shipbuilding and maintenance, heavy truck/trailer, infrastructure and off-road equipment.

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PHELPS INDUSTRIAL PRODUCTS Phelps was established in 1945 and is a major manufacturer, fabricator, and distributor of industrial gaskets, compression packing, pumps, valves, ship ramp doors (LST, LSD, LCU) hatch covers, hatch seals, barge seals, door seals, container doors and several other sealing products used in the marine industry at competitive prices globally.

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46 Marine Log // November 2020

AD INDEX

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BAE Systems

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November 2020 // Marine Log 47

SAFETY FIRST

I

f executed properly, a shipowner’s near miss reporting system can be the most valuable training tool available. The volume of near miss reports submitted are also seen to be a good representation of the maturity of an organization’s safety management system and is evidence of “buy-in” from staff and seafarers.

So, what is it that makes near miss reporting so effective for safety? Humans are known to learn best through active learning direct participation, increased engagement, creative thinking, and real problem solving. Learning from mistakes is the hands-on, active engagement learning through experience that not only makes it easier to absorb complex material, but also makes it easier to remember. Let’s face it, the best way to learn a lesson permanently is to royally mess up and experience a terrible outcome that spurns actions to ensure it doesn’t happen again. That type of experience results in having a greater cause for doing things the right way and gratification for executing tasks safely.

P&I clubs, like the American Club, take a particular interest in encouraging near miss reporting mainly for its benefits in identifying, assessing and mitigating risks.

Our loss prevention team is dedicated to promoting near miss as an opportunity to learn from real incidents, without the devastating consequences of tragic and costly insurance claims. Traditionally defined as “a narrowly avoided incident,” damage, or close call, near misses are a much more acceptable outcome to an accident.

Companies can, and do, encourage and even incentivize reporting of near 48 Marine Log // November 2020

misses. Reporting procedures should be clearly communicated, non-punitive and may be anonymous.

Despite this, many safety minded companies are still struggling with the quantity of miss reports obtained within their organization. From my experience, many of these companies promote and uphold a “no-fault” safety culture, as required, guaranteeing no penalties for close calls. I have found that while seafarer’s dutifully take the time to read about other vessel incidents and near misses, they tend to be hesitant to report their own “in-house” near miss incidents. In our new loss prevention initiative, we look to highlight solutions for managers to promote more near miss reporting in their company.

Ditching the “fear of penalty” narratives and other negative factors allow companies to focus on positive motives to report. For example, in an American Club questionnaire distributed earlier this year, one of our members shared how they had a bulletin board on their ship where they post photos of their families as an incentive for a positive onboard working safety culture.

Paperwork Burden In a 2013 Danish Maritime Authority survey, it was reported that 30% of international seafarers feel that they spend too much time on tasks that can be considered administrative burdens and paperwork.

Paperwork is now conceivably a more accepted fact of life at sea, despite how hands on and sometimes demanding work at sea can be.

Report writing might seem like the last

of a seafarer’s priorities during a busy workday, so it’s best to keep the process for reporting brief. Instead of a long and complicated reporting system, pictures are just as valuable a training tool and take a lot less time to attain and explain, as people tend to remember 10% of what they read, but 30% of what they see.

Another way to make it easy on seafarers to report near misses is to encourage verbal reporting. The seafaring profession continues to be an internationally diverse profession, resulting sometimes in communication barriers onboard. Divisions exist on vessels between licensed and unlicensed seafarers, stewards, deck and engineer staff, nationalities onboard, and even between sports team fans. To promote reporting, allow for seafarers to verbally report near misses to whomever they feel most comfortable onboard. If necessary, the reports can even be made anonymous.

A near miss scenario does not necessarily have to be current or to have even occurred on the present ship. Any interesting incident or near incident can be shared, even if not witnessed by the person reporting it. If we can tap into the past experiences of our crews, despite experience level or position onboard, we can broaden the parameters for seafarers to report.

A near miss can be identified in every scenario that did not result in injury, illness, or damage, but had the potential to do so. For instance, a person fetches the wrong tool for a repair or a tool is dropped from heights unwitnessed. Even for as common an occurrence as these, it is worthwhile to take the time to discuss the potential consequences that could have occurred. These types of scenarios are commonplace and most go unreported. There is an opportunity to investigate all incidents and near misses, no matter how small.

Safety management, when implemented for the right reasons, will successfully prevent accidents and incidents. Putting a positive spin on near misses by calling them “good catches” is a small but effective way to promote a positive spin on safety.

DANIELLE CENTENO, Vice President of Loss Prevention and Survey Compliance, The American P&I Club

Photo credits: Shutterstock/ Sirtravelalot

Near Miss Today, Loss Prevention Tomorrow

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