Marine Log February 2021

ARINE OG M L www.marinelog.com

R E P O R T I N G O N M A R I N E B U S I N E S S & T E C H N O L O G Y S I N C E 18 78

February 2021

TUGS & TOWBOATS

The Leisa Florence, Foss Maritime’s latest ASD-90 tug delivered in late January 2021.

VESSEL CONSTRUCTION Why Design Must Sync With Yard Capabilities

MARITIME TRAINING Coping with COVID Constraints

SPECIAL REPORT: Veteran Laker Goes Semi-Autonomous

Building Ships Now For The Future

Nelson Street Facility 2200 Nelson Street Panama City, FL 32401 Allanton Facility 13300 Allanton Road Panama City, FL 32404 sales@easternshipbuilding.com 850-763-1900

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CONTENTS

27

10

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Biden Administration’s Jones Act Affirmation Brings Wave of Relief

24

TUGS & TOWBOATS Electrification: Is the U.S. Ready to Adopt New Technology?

ABB gives us the lowdown on all things electric for tugs and towboats, talks about the world’s first LNG-hybrid tug in Singapore, and what’s to come for inland river towboats

27

VESSEL CONSTRUCTION Matching Ship Design Aspirations with Yard Capabilities Designing a ship to be easy to build from the outset can save a lot of later headaches—and possible delivery delays

30

MARITIME TRAINING Maritime Education Transforms During COVID-19 Era Educators are adapting to online learning, but what about the crucial hands-on learning experiences offered by so many maritime training centers?

32

SPECIAL REPORT: GREAT LAKES BULKER Veteran Laker Goes Semi-Autonomous The M/V American Courage is the largest ship ever to perform automatic dock-to-dock operations

4 INLAND WATERWAYS New Legislation and Funding Opportunities Benefit Inland Waterways 6 INDUSTRY INSIGHTS 8 WELLNESS The Untold Tale of Magnesium 9 VESSEL OF THE MONTH Enetai: First of Two BMT-designed Fast Ferries Joins Kitsap Transit 10 UPDATES • LNG Bunkering ATB Ready to Go • ABB to Power South Korea’s First ZeroEmissions Ferry 20 INSIDE WASHINGTON Flurry of Executive Orders as New Administration Sets New Priorities

Cover Photo Credit: Foss Maritime

34 NEWSMAKERS Beyko Named Senior VP Offshore Wind for Great Lakes Dredge & Dock 35 TECH NEWS Marine Corps Picks Metal Shark for LRUSV System 40 SAFETY Revisiting Near Misses with Canal Barge Company

February 2021 // Marine Log 1

EDITOR’S COLUMN Photo credit: Dominion Energy

MARINELOG FEBRUARY 2021 VOL. 126, NO. 2 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@stamats.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com

Biden Administration’s Jones Act Affirmation Brings Wave of Relief

A

s we report in both this month’s Inside Washington and Inland Waterways columns, the Biden administration has been loud and clear in its affirmation of the Jones Act. Secretary of Transportation Pete Buttigieg made his position clear at his confirmation hearing, telling long time Jones Act champion Sen. Maria Cantwell (D-Wash.) “Yes, I share your support for the Jones Act. It is so important to a maritime industry that creates hundreds of thousands of jobs and the shipbuilding industry here in the United States.”

Biden specifically endorsed the importance of the Jones Act when signing a “Buy American” executive order, saying the executive action “reiterates my strong support for the Jones Act and American vessels, and our ports, especially those important for America’s clean energy future and the development of offshore renewable energy.”

Offshore renewables, notably offshore wind, promise to provide a big boost for Jones Act operations, with the National Defense Authorization Act (NDAA) for Fiscal Year 2021 confirming that all American laws, including the Jones Act, apply to renewable energy development on America’s Outer Continental Shelf.

The NDAA also clarifies the terms and procedures that apply in those circumstances under which an emergency administrative Jones Act waiver can be issued. In particular, a national defense waiver must be tied to a

legitimate national defense need, non-defense waivers will be time-limited, and all waivers will now be subject to public reporting requirements by any foreign vessel using the waiver to operate in the American domestic market.

And as this issue went to press, BOEM, the Department of the Interior’s Bureau of Ocean and Energy Management had just welcomed a new director, Amanda Lefton.

In her first day on the job, she announced that BOEM will resume the environmental review of the Vineyard Wind Project and proceed with development of a Final Environmental Impact Statement.

All this is starting to translate into facts on the ground with Keppel AMFELS starting construction of the first Jones Act Wind Turbine Installation, Edison Chouest Offshore announcing plans to build and operate the first Jones Act wind farm Service Operation Vessel (SOV), and designs for a diesel-electric hybrid SOV being announced by Technology Associates Inc. of New Orleans.

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 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 Tracy Zea Waterways Council Inc.

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

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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2 Marine Log // February 2021

EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

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INLAND WATERWAYS Executive Action and Funding Opportunities Benefit Inland Waterways

President Joe Biden: Executive order “reiterates my strong support for the Jones Act and American vessels, and our ports.”

I

n signing his “Buy American” executive order shortly after his inauguration, President Joe Biden specifically endorsed the importance of the Jones Act, saying the executive action “reiterates my strong support for the Jones Act and American vessels, and our

ports, especially those important for America’s clean energy future and the development of offshore renewable energy.”

All of that has drawn strong praise from U.S. domestic maritime trade associations and maritime labor.

“For over a century, the Jones Act has been foundational to America’s economic success and national security,” said Ben Bordelon, Chairman of the Shipbuilders Council of America. “As a third generation shipbuilder, I’m pleased that the Biden administration is taking action to protect and ensure the continued success of the U.S. maritime defense industrial base.”

“As the national trade association for the American tugboat, towboat and barge industry, the American Waterways Operators commends President Biden for reaffirming his strong support for the Jones Act in the opening days of his administration,” said Jennifer Carpenter, president and CEO, the American Waterways Operators. “The Jones

Act is the foundation for every dollar AWO member companies invest in American-built vessels and every job they provide for Americans across the country. We look forward to working with the president and his team to strengthen the American maritime industry, which is crucial to our national, homeland and economic security.”

“While it is no surprise that the Biden administration supports critical American industries such as American maritime, this order is an extremely important and timely statement of the administration’s policy,” said American Maritime Partnership President Mike Roberts. “With this order, American maritime will have greater confidence for the next several years to make investments in American vessels and maritime infrastructure while furthering environmental stewardship, efficiency and support of our homeland and national security objectives. We are very grateful for the administration’s support.”

T

opeka, Kan.-based Custom Dredge Works (CDW) recently delivered a new 14-inch, electric powered, chain ladder dredge to Legacy Materials.

Located in Booneville, Iowa, just outside of West Des Moines, Legacy Materials is a new, women-owned and women-operated aggregate mining operation that will supply sand and gravel aggregate to concrete and asphalt manufacturers in the Des Moines metropolitan area.

The new dredge has two unique characteristics. It is electric powered, which will greatly reduce or eliminate air pollution, noise pollution, water pollution, and ongoing maintenance requirements.

Its chain ladder cutting system will allow the dredge to mine effectively and efficiently in the presence of large rock, cobble, and other debris indicative of aggregate deposits in this area of Booneville adjacent to the Raccoon River.

“Our focus was to design and deliver a world-class flagship dredge to Legacy Materials,” says Custom Dredge Works’ President John Jones. “We believe that we have achieved that, and we are excited to see how this aggressive and cutting-edge dredge will aid Legacy in its rise to be one of the top aggregate mining operations in Iowa.”

Keeping in line with the trend of U.S. dredging contractors expanding their 4 Marine Log // February 2021

fleets, Cashman Dredging and Marine Contracting Company LLC of Quincy, Mass., has executed a contract with IHC America Inc., Houston, Texas, for the design of a new 6,500-cubic-yard trailing suction hopper dredge.

The new vessel will complement Cashman Dredging’s current fleet of specialized dredging equipment and will primarily service the coastal protection and navigation maintenance markets when it enters service in 2024.

“Innovation has always been a driving force at Cashman,” said Jay Cashman, Founder and Chairman of the Board. “It’s

New 14-inch electricpowered dredge delivered to Legacy Materials

the key to the company’s continued success in creating the next generation of modern infrastructure, in revitalizing the nation’s ports and waterways, in preserving the environment, and in providing alternative sources of clean energy. This capital investment design announcement made today not only reflects Cashman’s unwavering commitment to this core principle but also demonstrates our dedication to supporting the nation’s infrastructure needs in partnership with the U.S. Army Corps of Engineers and to protecting U.S. economic and national security.”

Photo Credit: (Top) Screen capture from C-Span; (Bottom) Custom Dredge Works

And Let’s Not Forget Dredging

INLAND WATERWAYS Upper Ohio River Navigation Project Gets Funding Work continues at the floodrisk reduction project in Johnstown, Pa.

I

n other funding news, the Pittsburgh Engineer District reports that its FY 2021 Work Plan includes an additional $57.4 million for the civil works program.

Total appropriations for FY21 from all sources are expected to be approximately $166 million.

The plan provides $22 million to initiate construction for the Upper Ohio Na v i g a t i o n P r o j e c t , w h i c h e n c o m passes recapitalization of the Emsworth, Dashields, and Montgomery locks.

The funding will allow for more indepth design analysis, acquisition of real estate, and the ability to solicit and award the first construction contract at the Montgomery Locks, near Monaca, Pa. The

Upper Ohio project will replace the auxiliary locks at the three facilities with the construction of new 110-foot wide by 600foot long lock chambers.

“This is huge for the region,” said Col. Andrew Short, commander, Pittsburgh District. “Our Pittsburgh team is postured and ready to aggressively move forward with the design and construction at Montgomery Locks and Dam. Investment in this critical infrastructure will ensure this region remains a vital part of our country’s inland navigation system for decades to come.”

“The potential shutdown of our inland waterways system because of a failure of our aging system of locks and dams is very

real and would be catastrophic,” said Rep. Conor Lamb (D-Pa.). “It is critical that we invest in infrastructure projects to protect our economy and create good jobs. This award is an important first step, and I will continue to work in Washington to ensure that the funding is in place to complete this project.”

The district received $3.3 million in Operations and Maintenance funding to help ensure safe and reliable navigation along the Allegheny and Ohio rivers.

The appropriation includes $1.4 million to complete a significant rehabilitation report for the Pike Island Locks and Dam in Wheeling, W.Va. The report will assess the Pike Island locks’ major components to determine the feasibility and necessity of rehabilitating the locks to keep the facility in effective operating condition.

The work plan identified an additional $750,000 for Allegheny River Lock and Dam 4, located in Natrona, Pa., to address extensive sinkholes and voids caused by failed underground storm water drainage pipes that service the surrounding community there.

The work plan provides funding for pre-construction activities to develop a contract in the future that will permanently redirect storm water to a new location and restore the Allegheny River Lock and Dam 4 site to stable conditions.

On the Ohio River, funding was also provided to continue ongoing maintenance work at Emsworth Locks and Dams and to initiate design activities and purchase materials for future maintenance work on the main chamber of Montgomery Locks and Dam.

MARAD Announces Small Shipyard Grants

Photo Credit: Andrew Byrne

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he U.S. Depar tment of Transportation’s Maritime Administration (MARAD) last month announced the availability of $19.6 million in Federal funding for U.S. shipyards through the Small Shipyard Grant Program.

The grants, which are limited to no more than 75% of the estimated improvement costs, are available to U.S. shipyards with fewer than 1,200 production employees.

Since its inception in 2008, the Small Shipyard Grant Program has awarded more than $243 million throug h 268 grants to assist U.S. shipyards and their workers reap the benefits of increased

production capabilities.

“Small shipyards are a critical component of U.S. maritime operations and economic security, employing more than 100,000 Americans, fostering communities along and near our nation’s ports and waterways, and contributing tens of billions in gross domestic product,” says MARAD. The Small Shipyard Grant Program supports a variety of projects including capital and related improvements, and equipment upgrades that foster ship construction, repair, and reconfiguration in small shipyards across the United States. The grants also can be used to support maritime

training programs that improve technical skills to enhance shipyard worker efficiency and productivity.

“America’s shipyards are a vital foundation for both our national security and our nation’s economy. U.S.-Flag commercial vessels—built and maintained right here in the U.S.—carry not only military equipment and supplies, but many carry commercial goods in both contiguous and non-contiguous trade,” said Doug Burnett, who is the MARAD Chief Counsel and is acting in lieu of the Maritime Administrator.

Applications for the grants are due on February 25, 2021.

February 2021 // Marine Log 5

INDUSTRY INSIGHTS

Ammonia and Low-Emission Fuel Alternatives WELCOME TO INDUSTRY INSIGHTS, Marine Log’s quick snapshot of current trends in the global marine marketplace.

low-carbon ammonia plants. As the year went on, says the report, levels of ambition increased dramatically.

This month, we take a look at a new report, called “The Ammonia Report 2021,” released by Carbon Neutral Consulting LLC.

For individual companies, the transition will almost certainly upset the competitive dynamics they face.

While the maritime sector is facing a complex transition to fuels and propulsion systems that will comply with current and future IMO strictures, 2020 was the breakout year for low-carbon ammonia announcements.

The report considers ammonia as a bunker fuel, but does not cast it as an inevitable sector mainstay. Since ammonia does have the potential to dominate the propulsion-fuel transition, the report advises maritime players to determine whether and how it should shape their approach.

A variety of groups in a number of countries shared plans for

Sustainable

Available

Implementable

Bio LNG

Renewable LNG

Biodiesel

Hydrogen

Renewable Diesel

Medhanol-DME

Ammonia Among the fuels that clear the sustainability hurdle set by impending IMO mandates, the seven primary alternatives differ significantly across the four dimensions of evaluation.

Source: The Ammonia Report 2021, Carbon Neutral Consulting LLC

6 Marine Log // February 2021

Affordable

WELLNESS COLUMN

T

here are some vitamins and minerals so important to the human body that without their consumption over time, the body crashes and burns. Lesser known among these essential nutrients is the mineral magnesium. Magnesium is best known by its magical impact on muscle recovery.

Some old wives say that soaking pained muscles and limbs in magnesium sulfate salts would bring relief. Research spanning over 80 years shows far more compelling reasons to understand magnesium intake as chronic deficiencies can cause everything from brain deterioration to heart damage.

If you have never taken stock of your magnesium intake, you are not alone. Nutritionists and the medical community have largely ignored this mineral’s story since 1937 when it was discovered that low levels of magnesium in the body were a predictor of heart disease. Further studies in the 1950s demonstrated that low magnesium levels were actually a stronger predictor of heart disease than high cholesterol levels. This research fell out of favor due to the focused relationship between high dietary cholesterol intake and heart disease (a relationship that has now been largely dispelled). More recently, research on low magnesium levels has been associated with a higher risk of hypertension, high blood pressure, high cholesterol, age-related memory loss, depression, anxiety and lack of sleep.

One of the most impressive bodies of research on magnesium involves its impact on migraine headaches. About 50 million Americans suffer from some form of migraine, where altered neurotransmitter release and vasoconstriction are common.

8 Marine Log // February 2021

Magnesium appears to impact both conditions and research has shown that migraine sufferers have lower levels of magnesium in serum and tissue than non-sufferers. The American Academy of Neurology and the American Headache Society concluded that magnesium probably effective” for migraine prevention based on multiple studies.

Population studies show that three out of four adults are magnesium deficient.

Assessing magnesium deficiency is not an easy task. Most magnesium is trapped inside cells and bones where it helps to generate energy and perform metabolic functions like DNA and RNA synthesis. This means a common blood test is poor at assessing how much magnesium is present to do vital work in the body. Testing magnesium in red blood cells is a more accurate way to determine deficiency and supplementation needs. Tests are available through a medical provider.

Population studies show that three out of four adults are magnesium deficient, resulting in over 300 enzyme systems that will not function optimally. Hence the many studies showing the wide impact of magnesium deficiency on so many functions from broken hearts to tattered brains. Early signs of

chronic low levels of magnesium can be loss of appetite, fatigue, weakness, numbing/ tingling of limbs and nausea. As the intake deficiency gets worse over time, migraines and headaches, cramps, seizures, abnormal heart rhythms and coronary spasms can occur. While low dietary intake of magnesium can be a cause of its deficiency in the body, medications or the downstream effects of disease have impact too. Those with Type 2 diabetes, alcoholism and/or gastrointestinal issues may also find themselves subject to deficiency even though dietary intake may be in a normal range.

The National Institute of Health identifies that the daily recommended dose of magnesium should be a daily amount between 30 mg (a newborn) and 320 mg/420 mg (adult female/male age 31 and above). Plant foods are a primary source of magnesium in adult diets. Nuts and seeds, such as pumpkin, almond and chia, tend to have the highest contents of the mineral.

Leafy greens and your morning coffee (coffee and dairy have magnesium in them) can add to the daily tally.

Overabundance of magnesium in the diet can also occur, especially if you are supplementing. Regulating overages in supplementation is not hard. Most forms of magnesium cause the body to “speak” if an over abundance occurs. Forms of magnesium, such as magnesium citrate, have a laxative effect on the body, giving you every uncomfortable indication that its time to scale back.

The story of a happy and healthy body includes magnesium. Attention to it can help fill in gaps that may otherwise be overlooked or underlying. It should be noted that magnesium supplementation and common medications could interact poorly. Even magnesium in the most mundane of multivitamins can disrupt the action of common medications, including antibiotics.

Always speak to your doctor or heathcare professional about supplements.

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 credit: Shutterstock/ Pixelbliss

The Untold Tale of Magnesium

VESSEL OF THE MONTH

Enetai:

Photo Credit: BMT

R

First of Two BMT-designed Fast Ferries Joins Kitsap Transit

ecently delivered to Kitsap Transit of Bremerton, Wash., the Enetai is the first of two 140-foot (42.6-meter) highs p e e d c a t a m a r a n s bu i l t by Nichols Brothers Boat Builders (NBBB), Freeland, Wash., under a design and construction contract awarded in December 2018. NBBB par t nere d w ith BMT of Southampton, U.K., for the vessel design.

According to NBBB, the Enetai out-performed design expectations during vessel trials.

Kitsap Transit’s design requirements for t he pa ssenger-on ly Enetai a nd its sister vessel included a bow-loading conf iguration to utilize Washington State Ferries (WSF) existing Coleman dock in downtown Seattle. Speed requirements called for a minimum 35-knot cruising speed to allow for efficient route scheduling so as not to interfere with WSF’s existing schedule.

During vessel tria ls, t he Enetai exceeded 40 knots, bettering the speed expectations by three-knots bringing up

the cruising speed to 38 knots at full load.

The vessel’s Naiad active ride control system ensured a smooth comfortable ride at the high speed.

In addition to the 255-passenger capacity, the vessel accommodates 26 bicycles, a must for Seattle commuters.

Bui lt to U.S. Coast Guard subchapter K regulations, Enetai is powered by t wo MT U Tier I V 16 V40 0M65L ma i n eng i nes each put t i ng out 3,435 HP @ 1, 8 0 0 r p m , t h r o u g h Z F 9 0 5 0 g e a r s , turning Kongsberg S71-4 waterjets. It i s a mong t he f i r s t fe r r ie s to fe at u re a selec t ive c at a ly t ic reduc t ion (SCR) exhaust after treatment system.

“T h is new de sig n i ncor porate s t he latest in exhaust after-treatment technologies, leading to a significant reduction in the emissions of NOx and SOx, thus paving the way for more environmentally f r iend ly fast passenger ferries worldw ide,” said Sylvain Julien, director of naval architecture at BMT. The Enetai’s sister vessel, Commander, is due to be delivered later this year.

PRINCIPAL PARTICULARS Length overall: 42.6 meters Length waterline: 38.9 meters Molded beam: 11.2 meters Design draft: 1.5 meters CAPACITIES Passengers: 255 Bicycles: 26 Fuel: 14,320 liters Fresh water: 2,270 liters Black water: 2,270 liters PERFORMANCE Speed: 38 knots Service speed: 35 knots MACHINERY Main engines: 2 x MTU 16V4000M65L (EPA Tier 4) Propulsors: 2 x Kongsberg S71-4 Waterjets DESIGN STANDARDS Class: DNV HSLC Winter R3 Flag: USCG 46 CFR Subchapter K

February 2021 // Marine Log 9

UPDATE

LNG Bunkering ATB Ready to Go to Work Q-LNG TR ANSPORT AND SHELL TRADING (U.S.) COMPANY report that

the first offshore liquified natural gas (LNG) bunkering articulated tug and barge in the United States, the Q-LNG 4000, is now ready

for operations. This follows successful completion of sea and gas trials.

Designed to provide ship-to-ship transfers of LNG to vessels utilizing LNG as fuel and ship-to-shore transfers to small-scale

marine distribution infrastructure, the ATB is designed to be an integral part of the LNG infrastructure along the southeast U.S. coast.

“Shell has an ambition to be a net-zero emissions energy business by 2050 or sooner, in step with society, and we are working hard to deliver the kind of solutions our customers need now to help them decarbonize,” said Karrie Trauth, general manager for Shipping and Maritime, Americas, at Shell Trading Company. “LNG is an important part of the solution today, and I’m proud that this vessel will effectively double the number of LNG bunker vessels in the U.S. and make it possible for us to continue to help others accelerate their own transition.”

The vessel complements Shell’s existing global network of six LNG bunker vessels to meet the growing global demand for cleaner maritime fuels.

“I’m pleased to have taken delivery and to begin our long term service contract with Shell Trading,” said Shane Guidry, CEO of Q-LNG. “All of my companies, including Q-LNG, are focused on, and will continue to do our part to design, build and operate vessels that will assist with the quest to decarbonize.”

Built at the Halter Marine shipyard in Pascagoula, Miss., the Q-LNG 4000 barge has a carrying capacity of up to 4,000 cubic meters of LNG and dimensions of 324 by 64 by 32.6 feet, while the tug has dimensions of 128 by 42 by 21 feet.

AN INFR ASTRUC TURE UPGR ADE

project is underway on Christian Island, Ontario, Canada, and one of its main components is the construction of a “floating bridge,” in the form of new double-ended ferry.

Christian Island is located on Lake Huron’s Georgian Bay and Beausoleil First Nation (BFN) will be the owner and operator of the new ferry, which will be built at Fraser Shipyards Inc., in Superior, Wis., and will have two Voith Schneider Propellers (VSPs).

The ferry has a diesel-electric power plant, which means the VSPs are directly driven by an e-motor. The ferry design and VSP configuration take into account the most effective way to operate a vessel under many different environmental conditions— namely cold, icy conditions.

“To meet the needs of BFN, Voith worked very closely with the shipyard and designer during the project phase,” said Ivo Beu, director of sales, Marine Business Americas, 10 Marine Log // February 2021

Voith Turbo. “Together with our Research and Development department, we supported the optimization of the hull form in many ways to have an efficient overall concept which will meet BFN’s needs for decades to come.”

Voith Turbo’s project scope includes three size-18 VSP units, two installed in the ferry and the third held by BFN in case of a grounding, accident or maintenance issue.

The ferry has been designed so that a VSP can be exchanged while the vessel is still afloat, which saves cost and time during the exchange procedure.

The VSPs are reinforced for operation in icy water during the late autumn and early spring, and Voith Turbo’s scope of supply also includes the Voith electronic control system, which is used for safe navigation of the ferry.

Photo Credit: (Top) Q-LNG Transport; (Bottom) Fraser Shipyards Inc./Downey Engineering Corp.

Fraser Shipyards to Build VSP-propelled Double-ender

UPDATE

ABB to Power South Korea’s First Zero-Emissions Ferry SO U T H KO R E A’ S H A E M I N H E AV Y INDUSTRIES shipyard has awarded ABB a

contract to provide a complete power and propulsion solution for Busan Port Authority’s first all-electric passenger ferry.

The order for the ferry marks the first commitment by South Korean authorities to a plan that will see 140 state-owned conventionally powered vessels replaced with those operating on cleaner alternatives by 2030.

As the first system integrator chosen to support this initiative, ABB will deliver an end-to-end electric power and propulsion solution for the ferry, which is due for delivery in 2022. The 40-meter catamaran ferry will have the capacity to carry up to 100 passengers and five crewmembers and will operate between Busan’s North and South ports, taking about one hour to complete a round trip journey with an average operating speed of 13 knots (24 km/h).

The ferry will be powered by two 1,068kWh battery packs that will provide enough power for the ferry to complete up to four return journeys before charging from shore during the vessel’s overnight stops.

ABB’s Onboard DC Grid power distribution system will ensure that the battery

output is delivered to the vessel’s subsystems in the most optimal way, while ABB’s Power and Energy Management System will control the overall power distribution, increase fault tolerance and provide a high degree of reliability.

Once in operation, the ferry will be remotely monitored and supported by experts from ABB’s global network of ABB Ability Collaborative Operations Centers.

Remote support and connectivity, together

with advanced data analytics enabled by the ABB Ability Remote Diagnostics System, will further enhance the vessel’s operational safety and ensure optimal performance, while helping to promptly detect and correct faults on board.

Busan-based Haemin, which specializes in lightweight environmentally friendly vessels, and ABB have also signed an agreement to collaborate on further vessel in the future.

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New Orleans, Louisiana February 2021 // Marine Log 11

UPDATE

Cashman Awards Design Contract for New Hopper Dredge

COMING SOON: The ARC-TB-30K A new and improved tank barge with features not seen before!

Barge Available Late Winter 2021

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12 Marine Log // February 2021

(615) 792-8270

Photo Credit: Cashman Dredging and Marine Contracting

“Innovation has always been a driving force at Cashman,” said Jay Cashman, founder and chairman of the board. “It’s the key to the company’s continued success in creating the next generation of modern infrastructure, in revitalizing the nation’s ports and waterways, in preserving the environment, and in providing alternative sources of clean energy. This capital investment design announcement made today not only reflects Cashman’s unwavering commitment to this core principle but also demonstrates our

INNOVATION

U.S. DREDGING contractors continue to expand their fleets. In line with this trend, Cashman Dredging and Marine Contracting Company LLC of Quincy, Mass., has executed a contract with IHC America Inc., Houston, Texas, for the design of a new 6,500-cubicyard trailing suction hopper dredge.

The new vessel will complement Cashman Dredging’s current fleet of specialized dredging equipment and will primarily service the coastal protection and navigation maintenance markets when it enters service in 2024.

dedication to supporting the nation’s infrastructure needs in partnership with the U.S. Army Corps of Engineers and to protecting U.S. economic and national security.”

“We are very grateful to have been selected

by Cashman to design and engineer its new 6,500-cubic-yard hopper dredge,” said IHC America’s sales director Rafael Habib. “This IHC dredge design will not only be one of the most technologically advanced dredges in the country with the latest safety features, but it will also allow Cashman to easily maneuver in shallow draft areas, providing the company with greater dredge project versatility. We look forward to working closely with the Cashman team in the weeks and months ahead.”

In other Cashman news, New England’s busiest port is closer to welcoming larger containerships and growing the regional economy with the completion of Phase II of the U.S. Army Corps’ Boston Harbor Navigation Improvement Project by Cashman Dredging and its joint venture partner, the Dutra Group.

Completed last month, nearly one year ahead of schedule, Phase II of the project began in July of 2018 and focused on deepening the main ship channels.

UPDATE

Sweden Moves Ahead on Next Gen Stealth Corvettes SAAB and the Swedish Defense Materiel

Administration have signed two agreements relating to Sweden’s next generation of surface ships and corvettes. The agreements are worth SEK 190 million (about $23 million) in total. They cover the product definition phase for the mid-life upgrades (MLU) of Sweden’s five Visby-class corvettes and the product definition phase for the next generation Visby Generation 2 corvettes.

Photo Credit: Saab

Stealthy Desig ned for stealth, the Visby class corvettes are of composite sandwich construction, which reduces both their weight and their radar and infrared signatures. The ships’ distinctive angular design further reduces the radar signature.

The contracts mark the initial step for the start of the modification work of the five corvettes and the acquisition of the Visby Generation 2.

“The contracts are a major step forward for Sweden’s surface combat capability, with the upgrade of current corvettes and the creation of the next generation vessels,” said Lars Tossman, Head of Saab’s Business Area Kockums.

Generation 2 The Visby Generation 2 is a development of Visby-class version 5 and will be equipped with a modern anti-ship missile system, torpedo system and air defense missile system.

T h e f i rs t Vi s by - cl a s s cor ve t te w a s launched on June 8, 2000, and today five corvettes are in operational service. The

mid-life upgrades are aimed at making the five ships operationally relevant beyond 2040. In addition to modifying the ships’ existing systems, an air defense missile system will be added as a new capability.

The ships’ RBS15 anti-ship missile system will be upgraded to the latest version as will the torpedo system, with the new Saab lightweight torpedo.

February 2021 // Marine Log 13

UPDATE

Inmarsat Marks Fleet Xpress Milestone and Launches Data Academy IN YET ANOTHER SIGN of shipping’s

insatiable appetite for data, Inmarsat has completed the 10,000th ship installation of its Fleet Xpress maritime broadband solution. Simultaneously, it has launched a new “Fleet Data Academy,” with existing partners, shipowners and operators to enable available digital applications available to make the maritime industry safer, greener and more efficient.

Daily Download Rates Double Inmarsat reports that average daily download rates per vessel had reached around 8 GB as of December 2020. This compares to less than 4 GB at the mid-year point of 2020.

“The Fleet Xpress service continues to provide shipping’s gold standard for seamless, mobile broadband,” says Ronald Spithout, president, Inmarsat Maritime. “We are now entering a ‘Fleet Xpress 2.0’ era as it moves way beyond a connectivity pipe, and becomes a true digital platform with our Fleet Data service now integrated as part of Fleet Xpress with the basic level of Fleet Data free of charge. This allows access to an ecosystem of applications and value-added services available on demand.”

Inmarsat will also launch a series of

incentives over the coming weeks to celebrate the significant milestone.

The 10,000th ship installation landmark was reached the same month that Inmarsat’s most powerful satellite to date, GX5, entered service, providing additional capability to maritime customers of Fleet Xpress in Europe and the Middle East, and delivers approximately double the combined capacity of the entire existing GX fleet (GX1-GX4).

Maritime Digitalization “Now Unstoppable” “COVID-19 has brought a major spike in data demand for crew connectivity and our Fleet Hotspot wi-fi solution has gained exceptional traction, but the arrival of Fleet Data as maritime’s first secure and scalable ‘Internet of Things’ platform has also been pivotal,” says Spithout. “Using cloud-based data storage and interfacing easily with decision-making software, this has moved Fleet Xpress to a ‘2.0’ solution. This also delivers fully on the promise of smart shipping, fully-scalable for vessel operators, making maritime accessible for start-up application providers just as it is for established corporates.”

A “Digitalization Uncovered” survey of

370 ship owners commissioned by Inmarsat at the end of 2020 saw 71% of respondents citing cost reduction and operational efficiencies as a top three driver for digitalization, while compliance featured as a top three concern for 60%. Moves by classification societies to support remote surveys, wider adoption of telemedicine and shipyards building in smart capability to newbuildings have also been transformative.

“Maritime digitalization is now unstoppable,” says Spithout. “The market is becoming mature enough to support its own digital ecosystem with separate bandwidth channels for crew, applications and operations.”

Inmarsat’s fully-funded technology roadmap sees a further seven satellite launches over the next four years, with two in highly elliptical orbit to deliver the world’s only commercial Arctic mobile broadband service.

“We believe that reliable, seamless connectivity with a platform such as Fleet Xpress is now more vital than ever and will play a crucial role in the accelerated adoption of digital technology as the world emerges from COVID-19,” says Spithout. “Our partners and customers can confidently invest in longterm, transformational global digitalization.”

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UPDATE

All American Marine Books Another Research Vessel Contract BELLINGHAM, WASH. , shipbuilder All American Marine has won a contract to construct a research vessel for Bluetide Puerto Rico.

The 73-foot by 26.7-foot aluminum catamaran, will be constructed to USCG Subchapter T standards for use on both near coastal and ocean routes.

The twin-engine vessel will be Bluetide’s first vessel for its marine research, education, innovation, and conservation work.

The vessel’s semi-displacement catamaran hull was developed by Nic de Waal of Teknicraft Design in Auckland, New Zealand, and is based on the R/V Shearwater, also designed by Teknicraft and built by All American Marine in 2020 for Duke University Marine Lab. This design integrates the signature Teknicraft symmetrical and asymmetrical combined hull shape, bow wave piercer, and a patented hydrofoil-assisted hull design. The hull and its components are designed to break up wave action and ensure reduced drag while enhancing passenger comfort.

The advanced hull shape was custom designed using digital modeling and Computational Fluid Dynamics analysis testing.

The vessel’s semi-displacement hull is based on that of R/V Shearwater delivered in 2020.

For the operator, the most valuable feature is the excellent fuel economy, which consumes approximately the same gallons per nautical mile throughout the estimated cruising speed of 18-24 knots, with a fuel-efficient survey

Photo Credit: All American Marine

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February 2021 // Marine Log 15

UPDATE

BIZ NOTES DNV GL REBRANDS AS DNV From March 1, DNV GL will change its name to DNV. The DNV GL name has been in place since the 2013 merger between classification societies DNV (Det Norske Veritas) and GL (Germanischer Lloyd). “We merged two leading companies with complementary strengths and market positions, and combining the two names was the right solution in 2013,” said Remi Eriksen, Group president and CEO.

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FAIRBANKS MORSE ACQUIRES WARD LEONARD Beloit, W is.- headquar tered Fairbanks Morse has acquired Ward Leonard Operating LLC, Thomaston, Conn., a leading provider of motor and control solutions for military applications. The acquisition will expand the scope of power and propulsion equipment and af termarket ser vices that Fairbanks Morse, a por tfolio company of Arcline Investment Management, provides to its core cus tomer s, including the U.S. Navy, U.S. Coast Guard and the Canadian Coast Guard.

This latest acquisition by Fairbanks Morse follows that of Hous ton - bas e d dies el engine repair and rebuilding service provider Breco Inter national Inc., which we reported last month.

Ward Leonard has approximately 150 employees based in Connecticut. In addition to Ward Leonard’s Connecticut operations, the company also has affiliated locations in Texas and Louisiana that Fair banks Mor se will not acquire. Fair bank s Mor se will retain the Ward Leonard name.

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16 Marine Log // February 2021

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GLOBAL DRONE INSPECTION TAKES ON RIMS BV DRONE AND ROV SERVICES FROM RIMS BV Delft, Netherlands-based RIMS ( Robotics in Maintenance Strategies) BV, has now set up a sister company to focus on the drone and ROV elements of its business. Called Global Drone Inspection, the new company will provide all ser vices related to inspections of assets by drones and ROVs, including 3D modeling, while RIMS will continue to support clients with the development and integration of new technologies within their maintenance strategies. GDI will be looking to strengthen its portfolio in line with future trends through partnership creation.

UPDATE

BIZ NOTES ROYAL CARIBBEAN SELLS AZAMARA BRAND Royal Caribbean Group has entered into a definitive agreement to sell its three-ship Azamara brand to private equity firm Sycamore Partners, a private equity firm specializing in consumer, retail and distribution investments, in an all-cash carveout transaction for $201 million.

Sycamore Par tners will acquire the entire Azamara brand, including its three-ship fleet and associated intellectual property. The transaction is subject to customary conditions and is expected to close in the first quarter of 2021.

Subsequently, Sycamore Partners reported that it would add a sister ship to the current fleet of Azamara Journey, Azamara Quest and Azamara Pursuit. Following a full-ship renovation, the fourth ship is scheduled to sail for its inaugural season in Europe in 2022 and is understood to be Pacific Princess, sold by Princess Cruises in line with parent company Carnival Corporation’s plan to accelerate the removal of less efficient ships from its fleet.

CIT SERVES AS SOLE LEAD ARRANGER OF $56 MILLION FINANCING FOR CONTAINERSHIPS CIT Group Inc. reports that its maritime finance business served as sole lead arranger on a $56 million senior secured financing on behalf of Seamax Container Shipping II LLC. The loan is secured by four containerships operated by Seamax Shipping, an existing CIT client. Seamax currently operates a fleet of 12 modern containerships in major trade lines worldwide.

“We were impressed by CIT’s agility and industry knowledge as we worked to secure financing for these core assets of our fleet,” said Ron Petrunoff, managing par tner, Seamax Capital Management LLC.

SCORPIO BULKERS TO BECOME ENETI INC. Emanuele Lauro led Scorpio Bulkers Inc. intends to change its name to Eneti Inc. The company is transitioning away from the business of dry bulk commodity transportation and towards marine-based renewable energy, including investing in the next generation of wind turbine installation vessels.

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February 2021 // Marine Log 17

1/26/21 1:47 PM

UPDATE

Shipping Leaders Move to Resolve Crew Change Crisis IN A WORLDWIDE CALL TO ACTION

to end the crew change deadlock caused by COVID-19, over 300 companies and organizations have joined forces to help resolve the crisis on the world’s oceans.

Seafarers have been stranded aboard ships beyond the expiry of their contracts. As the frontline workers of the maritime industry carrying 90% of global trade, seafarers play a vital role in ensuring the global flow of goods that the world depends on.

Among the signatories to a new Neptune Declaration on Seafarer Wellbeing and Crew Chang are A.P. Møller – Mærsk, BP,

BW, Cargill, COSCO, DOW, Euronav, MISC Group, NYK, Rio Tinto, Shell, Trafigura, Unilever and Vale.

The Neptune Declaration defines four main actions to facilitate crew changes and keep global supply chains functioning: • Recognize seafarers as key workers and give them priority access to COVID-19 vaccines; • Establish and implement gold standard health protocols based on existing best practice; • Increase collaboration between ship operators and charterers to facilitate crew

changes; and • Ensure air connectivity between key maritime hubs for seafarers.

The Neptune Declaration has been developed by a task force of stakeholders from across the maritime value chain including A. M. Nomikos, Cargill, Dorian LPG, GasLog, Global Maritime Forum, International Chamber of Shipping, International Maritime Employers’ Council, International Transport Workers’ Federation, ONE, Philippine Transmarine Carriers, Sustainable Shipping Initiative, Synergy Group, V. Group, and World Economic Forum.

ABS in Joint Study on Potential for Ammonia as a Marine Fuel in Singapore ABS IS COLLABORATING with Singa-

pore’s Nanyang Technological University and the Ammonia Safety and Training Institute on a study of the potential of ammonia for Singapore, exploring supply, bunkering, and safety challenges with the use of ammonia as a marine fuel.

The joint study, “Ammonia as a Marine Fuel in Singapore – Supply Chain, Bunker Safety, and Potential Issues,” will look

CROE_MarineLog_halfPgAd_outlines.indd 1

18 Marine Log // February 2021

at safety protocols and possible gaps in the supply chain of ammonia as a marine fuel, specifically bunkering for marine vessels.

Initial project partners include ExxonMobil, Hoegh LNG, MAN Energy Solutions Singapore, Jurong Port, PSA Singapore and Itochu Group. They will contribute technical information about marine fuel handling, vessel to vessel transfer and bunkering in the Port of Singapore.

“Ammonia is a fuel with significant potential for marine applications and ABS is leading the way in understanding challenges in the safe design and operation of ammonia-fueled vessels,” said Panos Koutsourakis, ABS Director of Sustainability Strategy. “It is also clear that Singapore has the potential to play a critical role as a strategic downstream location to receive, store, consume or bunker ammonia.”

8/6/20 8:32 PM

UPDATE

Autonomy Doubles Productivity of Galveston Bay Survey Boat D E A M A R I N E SE RV I C E S , a division

of Vancouver, Wash.-based David Evans and Associates Inc. (DEA) is using a Sea Machines Robotics SM300 autonomouscommand and remote-helm control system as it carries out a National Oceanic and Atmospheric Administration contract under which it is now surveying more than 3,500 nautical miles of the Western Galveston Bay, near the Houston Ship Channel.

The SM300 has been installed aboard the DEA survey boat Sigsbee, which is serving as an autonomous daughter craft for the project.

Sigsbee is effectively doubling coverage by operating without an onboard crew, while collaboratively following another DEAstaffed hydrographic survey vessel, which serves as the mothership.

DEA oper ators located aboard the mothership are commanding the autonomous Sig sbee as it conduc ts sur ve y missions seven days per week, effectively doubling the conventional productivity of this type of survey.

Sea Machines’ technology and DEA’s technical advances enhance the value of vessel operations by:

• Increasing productivity with collaborative autonomy for force-multiplication; • Shifting recurring and repetitive operations from manual to autonomous, which enables personnel to focus on higher-level tasks; • In ter f a c i n g a uton om o u s n av i g a tion systems w ith sur vey software, including Hy pack, enabling direc t communication and optimizing the combined capabilities of both platforms; and • Improving vessel-tracking precision over planned lines to reduce cross-track error and excessive data overlap.

Autonomy the Future of Hydrography “DEA is committed to the advancement of technology and being on the leading edge,” said DEA Marine Services senior vice president and director Jon Dasler. “We see autonomy as the future of hydrography and have enjoyed working with Sea Machines and additional software vendors for continued improvements in autonomous operations and the use of artificial intelligence in data processing.”

“Deploying the SM300 system for this mission is allowing DEA to conduct marine surveys with improved predictability, speed of data collection and at-sea safety,” said Sea Machines Sales Director Phil Bourque. “The integration with systems like Hypack are streamlining operations for surveyors and demonstrating our commitment to being a best-in-class technology provider. Sea Machines is pleased to support DEA and NOAA during this critical mission and others like it in the future.”

In May 2020, Sea Machines reported that Deep BV of the Netherlands would upgrade operations with the SM300 to conduct unmanned hydrographic surveys.

Developed with the same high standards as our Navy approved Mil-Spec systems

Photo Credit: DEA

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February 2021 // Marine Log 19

INSIDE WASHINGTON

Executive Orders as Administration Sets New Priorities

T

o the delight of the U.S. domestic maritime industry, the Biden administration has made its support for the Jones Act very clear.

President Biden’s choice for Secretary of Transportation, Pete Buttigieg, put his support plainly on record at a confirmation hearing, telling Sen. Maria Cantwell (D-Wash.): “I share your support for the Jones Act. It is so important to a maritime industry that creates hundreds of thousands of jobs and to the shipbuilding industry here in the United States.”

A few days later, in signing a “Buy American” executive order, President Biden specifically endorsed the importance of the Jones Act , saying the executive action “reiterates my strong support for the Jones Act and American vessels, and our ports, especially those important for America’s clean energy future and the development of offshore renewable energy.”

As noted in our Inland Waterways coverage elsewhere in this issue, that drew praise from trade associations such the American Waterways Operators and the Shipbuilders Council of America.

Business leaders praising the move included Tom Crowley, chairman and CEO, Crowley Maritime Corporation, who said: “We applaud President Biden and his administration for moving aggressively to grow the U.S. maritime industry. Working together we will put America on a road to recovery and prosperity.”

OFFSHORE WIND In other Executive Orders, President Biden has followed through on a commitment to take aggressive action on climate change that began on his first day in office with rejoining the Paris Agreement.

On a global scale, it is clear that the Biden administration will be fully onboard with international efforts to combat climate change, including those relating to decarbonizing shipping.

Closer to home, one of the E x e c u t i v e O rd e r s s i g n e d recently directs the Secretary of the Interior to

20 Marine Log // February 2021

identify steps that can be taken to double renewable energy production from offshore wind by 2030. But it also directs the secretary to pause on entering into new oil and natural gas leases on public lands or offshore waters to the extent possible and to launch a rigorous review of all existing leasing and permitting practices related to fossil fuel development on public lands and waters, and identify steps that can be taken to double renewable energy production from offshore wind by 2030.

That was greeted with enthusiasm by the Business Network for Offshore Wind.

“President Biden’s actions today confirm the critical role that offshore wind energy will play in creating a clean U.S. energy grid and achieving White House commitments to combat climate change,” said Liz Burdock, the Business Network’s president and CEO. “His call to double offshore wind production in U.S. federal waters sends a clear signal of support to our industry, which will generate billions in new investments. Over the next few years, the offshore wind industry will dramatically scale up development of the U.S. supply chain, growing tens of thousands of new jobs in the process. Offshore wind has been on the precipice of significant growth thanks to states’ bold leadership and President Biden’s executive order further pushes the industry to new heights with a new sense of urgency.”

OFFSHORE OIL & GAS Though there may be a pause on new lease sales, that doesn’t spell an immediate end to offshore drilling.

A f a c t s h e e t re l e a s e d b y t h e Department of the Interior on the Executive Order notes that offshore, of the more than 12 million acres of public waters under lease, over 9.3 million (or 77%) of those acres are unused and non-producing. It also notes that, under the previous administration, more than 78 million acres were offered for lease to oil, gas, and mineral development offshore, and

only 5 million acres were purchased.

Still, nobody in the offshore oil and gas sector, including those in the offshore support business, is likely to be happy with the idea of a moratorium on new leases.

Offshore Marine Service Association (OMSA) President and CEO Aaron Smith, said: “OMSA understands that the offshore oil and gas production in the Gulf of Mexico is a vital component of our national and economic security.

“A ‘pause’ in leases and permits for offshore energy projects is also a pause in opportunities for the 345,000 Americans working in offshore energy. It is disappointing to see the Administration risk these good-paying jobs just as we started to see glimmers of hope following the COVID-19 pandemic.

“By stopping U.S. offshore oil and gas leasing and permitting, the Biden Administration stands in sharp contrast to our international competitors, even environmentally conscious competitors like Norway, that are opening new territories to drilling and doubling down on the support they provide their oil and gas industries.

“Offshore oil and gas development also supports domestic shipyards and suppliers. These same shipyards and suppliers build vessels for our Navy and Coast Guard, thus a pause in oil and gas activities can directly impact the men and women who construct our national security assets.

“While the Executive Order talks about increasing offshore wind goals, the vessels and mariners necessary to construct tomorrow’s wind projects are the same ones harmed by today’s moratorium on the oil and gas industry. If this continues, these assets won’t be around when the wind industry moves from a goal to a reality.

“While we look forward to working with the Biden Administration to enhance our shared priorities of advancing the domestic maritime industry and domestic offshore wind industry, today we are disappointed in this big step backward on both accounts.”

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Owners’ Supervision of Newbuilds: The Process Michael Complita, Elliott Bay Design Group

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Lee presents on the electrification of vessels at a maritime industry event.

Electrification of Tugs and Towboats: Is the U.S. Ready to Adopt New Technology?

a r i n e L o g ( M L ) : The world’s first LNG-hybrid tug is being built in Singapore. How long before we start seeing hybrid tugs

here in the U.S.?

Dave Lee (DL): The idea of hybrid tugs has been around for some time, with Foss Maritime adopting batteries over a decade ago. Then ABB saw a pause in the push for advanced vessels until 2019. It is now apparent that the next generation of newbuild advanced propulsion tugs in the U.S. has officially started. In 2019, tugs were built with small electric motors to still assist the main engines for part of the propulsion, but the power for the electric motors still come from diesel generators, so they are diesel electric assisted in the design sense. This is the most common first step that we have seen around the world as owners are cautious about how much new technology they want to adopt. The downside to a cautious approach is that the owners are pretty much tied to the main diesel engines for the life of the tug. The upgrade to electric is still possible, but it is not an easy upgrade. This 24 Marine Log // February 2021

is compared to operators who built their tug with an electric motor as the main propulsion.

I have operators contacting me all the time when considering hybrid tugs in any newbuild program as oil majors and ports are applying pressure to reduce the carbon footprint.

In doing so, they have future-proofed their tug as different power sources will quickly come to

the market in the next 30 years.

The current time we are in has slowed newbuilds around the world. I have operators contacting me all the time when considering hybrid tugs in any newbuild program as oil majors and ports are applying pressure to reduce the carbon footprint.

So, as the U.S. climbs out of the pandemic over the next year or so, I strongly feel that we will see operators looking past systems that rely on diesel engines and look for more advanced power systems that will allow them to be prepared for years to come.

ML: Last year, a PTO/PTI tug came out and is being adapted differently around the world. Can you explain what this tug is and how it could eventually be adapted for the U.S. market?

DL: South Asia’s first LNG hybrid tug utilizes LNG main engines along with smaller electric motors to assist the main engines, such as the systems I discussed prior. The added twist is two-fold in this tug compared to what we have seen in the U.S. thus far. First, the tug will utilize LNG engines,

Photo Credit: ABB

M

A Q&A with Dave Lee, Senior Account Manager – ABB Marine & Ports

TUGS & TOWBOATS which is a step forward to reduce emissions compared to a diesel engine. Second, the tug will utilize a battery system as a true hybrid assist. LNG engines are typically slow to respond compared to high-speed diesel engines, so the batteries will be utilized to respond to the high dynamic demands a tug sees during operation.

One item to point out is that in South Asia, there is a reliable source of LNG in the port. This is not something that is available broadly in the U.S. I do see tug operators having interest in this style of hybrid tug but only as the LNG availability increases throughout ports. With LNG availability being limited or nonexistent from one port to another, operators can’t move tugs around from port to port as they do today. With any new fuel, if the infrastructure is developed then the operators will gain more interest.

ML: We’ve been talking about tugs, but what about towboats? Are there any new technologies being put into use now on towing vessels? If not, will there be soon?

DL: I am always happy to discuss towboats, as I am a product of the inland towboat world, where I spent almost a decade in the inland market. My experience has made me very aware of the drivers in this market. There is a lot of competition in the inland market, thus there is a lot of pressure on equipment cost and the amount of operational risk that an operator wants to take (a towboat must reliably leave and show up on time or another operator could sneak into an operator’s business). With these factors in mind, the towboat world is slow to adopt to new technology in the U.S. Throughout the rest of the world, towboat operators are adopting new technology.

In Brazil, I start the conversation with diesel electric propulsion systems for inland operators that operate on the Amazon River system. Diesel electric is the common propulsion system throughout Brazilian river systems. As another example, in France, ABB is part of a team that will have the first inland towboat with hydrogen fuel cells for propulsion power this year.

With other parts of the world adopting advanced propulsion systems, along with some of the same pressures (customer and regulatory) that the tug market is seeing, towboat operators are gaining more interest. We are seeing operational savings on all the towboats that have been built with advanced systems (maintenance, fuel, urea, etc.) and as U.S. operators realize these savings, they are gaining even more interest. I would like to say we will have a diesel electric

or hybrid on the water soon, but the inland world is feeling another time of low demand.

Boat builds are currently very slow because of this down time; however, as boat builds start again, I know diesel electric systems will be part of the conversation with operators.

ML: Anything else ABB would like to comment on in terms of tug and towboat technology we should keep our eyes peeled for in 2021?

DL: At ABB, we are always looking to the next step in the marine world. Diesel electric and hybrid systems are already being adopted around the world and ABB Marine & Ports was one of the pioneers in this market. I tell everyone to just look at what is happening around us as we are in our cars driving down the road.

This is the future for the marine industry; however, the marine world is a decade behind the technology we see on the road.

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February 2021 // Marine Log 25

TUGS & TOWBOATS

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Low Submergence Requirement Small Hull Penetrations

The other item [ABB] sees taking off in the transportation market is autonomous and semi-autonomous operations.

With that in mind, we are seeing more and more electric cars on the roads as well as the development of the infrastructure to adapt to customers’ needs. We will see tugs and towboats start to move to these systems as the benefits can’t be ignored.

The other item that we see taking off in the transportation market is autonomous and semi-autonomous operations. At ABB Marine & Ports, we are part of a project in collaboration with Singaporean shipyard Keppel Offshore & Marine to convert an existing tug to have the capability of fully autonomous operations this year.

As operators continue to see pressure on insurance rates as well as pressure from customers (tug and towboat operators see requirements to report incident rates), they will see the benefit from systems that make the captain’s job easier and safer every day.

I would definitely keep my eyes open to identify where these digital systems are going and where they are adopted in the marine industry.

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26 Marine Log // February 2021

Photo Credit: (Top) ABB; (Bottom) Sembcorp, Image Courtesy of LMG Marin

Electric propulsion systems are available to help towboat owners tackle environmental challenges and reduce fuel consumption while still meeting the basic operational needs.

VESSEL CONSTRUCTION Fincantieri Marinette Marine will install the largest ship lift in the U.S. for production of Constellation class frigates.

Matching Ship Design Aspirations

WITH YARD CAPABILITIES

By Nick Blenkey, Web Editor

Photo Credit: Pearlson Shiplift Corporation

O

n closer inspection, photographs of newly delivered ships sometimes look somewhat different from the slick renderings produced when those vessels are first announced as concepts.

That’s because real life vessels have to be built in real life shipyards—and that means tailoring the design accordingly. It’s quite usual, therefore, for the owner’s initial design contract for a vessel to be followed by a shipyard contract for the detail design.

Designing a ship to be easy to build from the outset can save a lot of later headaches— and possible delivery delays.

An interesting project currently underway at Conrad Shipyard is a trailing suction hopper dredge (TSHD) ordered by Great Lakes Dredge & Dock. 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 Netherlands-headquartered C-Job Naval Architects.

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.

The TSHD has two suction pipes and has been specifically designed to be easy to build.

The hull shape was kept relatively simple while incorporating hydrodynamic design optimizations. This will make the vessel easy to build while still being fuel-efficient. In addition, the design is ballast-free which will reduce investment and operational costs.

We asked C-Job, what’s involved in making a vessel easy to build.

“There are a great many elements to consider when optimizing a design for buildability of the vessel,” says C-Job founding partner Job Volwater. “However, there are three aspects that apply every time, namely, hull shape, material dimensions, and layout and geometry of a ship.

“The hull shape is kept relatively simple in the design. The more complicated it is, the more difficult it will be to build and the

longer it will take. In real terms this means incorporating single curved paneling in complex hull shapes.

“Another key aspect to consider is the building material used in the vessel. C-Job checks what is available for the shipyard building the vessel and ensures the design features these as they are easily sourced.

Simultaneously, you also want the design to feature a minimum amount of ‘exotic’ materials. No need to weld flat bars together if we can arrange the design to use flat bars instead of hp-profiles.

“Lastly, the layout and geometry of a ship.

There are certain areas of ship that should be easily accessible after it has been build. The engine room is an example. It is important to note these areas and create a design which takes this into account, ensuring easy building strategy.”

SHIPYARD UPGRADES Another part of the puzzle, particularly when building a new class of vessel, involves preparing the shipyard for the ship.

February 2021 // Marine Log 27

VESSEL CONSTRUCTION With the Coast Guard’s Polar Security Cutter (PSC) rapidly progressing through the detailed design phase, shipbuilder Halter Marine is actively preparing for its construction.

There’s a reason why the PSC is classed as a “heavy” icebreaker. The 460-foot ship is the heaviest vessel per foot of length that Halter Marine has constructed at its Pascagoula, Miss., shipyard and, in July 2021, it will complete upgrades to the launch way area where the PSC will be constructed, fortifying it to accommodate the PSC’s 19,000-ton launch weight. The Crowley Taino and El Coqui were the heaviest vessels previously to launch from the company’s dock. These two vessels are 720 feet in length, providing a greater distance to leverage their weight.

“Based on weight per foot, the PSC outweighs those vessels,” said Bob Merchent, president and CEO of Halter Marine. “The PSC needs 22 tons of capacity per linear foot of rail line, and we have designed the new launch way to accommodate 27 tons per linear foot. We are preparing for our newest vessel while also looking forward to future, larger vessels.”

The upgrade project began in July by removing 11 launch way rail lines. Next, crews dug 1,283 holes that were filled with grout and concrete to serve as new piles.

These piles will transfer the PSC’s heavy load to a deeper level than previously possible.

The launch way upgrade project is funded with the help of a grant from the Mississippi Development Authority.

Other preparations at the shipyard for construction of the PSC includes the acquisition of new technologies that include robotic welding machines and a Lincoln Electric PythonX plasma cutter that will replace the traditional hand-cut method of cutting steel. Now, those parts will be cut via computerized numeric control; the shipyard’s 3D production design models drive the CNC process.

This machine will be used to cut sheets of steel used for the PSC’s inner bottom, which must be strong enough to withstand polar temperatures and breaking through tons of ice. Previously, shipbuilders with acetylene torches made cuts manually.

small-to-medium-sized constructions. The system is based on the PEMA WeldControl 200 system that enables easy weld path creation and robot programming.

Thanks to the station’s compact size, the commissioning and ramp-up can be completed within one week, whereas training takes another week.

LaShip is currently the largest Chouestaffiliated shipyard and is equipped to accommodate a wide range of new construction projects, as well as repairs, conversions, and refits. Delivery of the PEMA VRWPC follows earlier installation at the yard of Pemamek’s PEMA Panel line and PEMA VRWP robot welding station designed to weld open blocks and double-bottoms.

“LaShip has a competitive edge with our state-of-the-art facility, streamlined panel line and robots for new construction, and large drydock for modifications and repairs,” said Wally Naquin, LaShip general manager.

Chouest and Pemamek have a long relationship with ECO’s Navship, Tampa Ship, Gulf Ship, and North American Shipbuilding all being equipped with PEMA shipbuilding automation solutions.

GETTING READY FOR THE FRIGATE Wisconsin shipbuilder Fincantieri Marinette Marine (FMM) 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.

F M M s ay s t h e m u l t i - m i l l i o n d o l lar project, as well as additional capital expenditures, delivers on the commitment it made to continue to modernize and expand its shipyard in support of the FFG(X)—now renamed 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.

The shiplift will give FMM the capability to launch and retrieve larger vessels that will be produced in the shipyard. This more controlled and gentle launch method allows future ships, like the Multi-Mission Surface Combatant (MMSC) and the recently named Constellation Class Frigates to be outfitted to near completion and tested inside climate-controlled facilities before being launched into the adjacent Menominee River.

Pearlson Shiplift Corp. has a technical team with over 60 years of experience in design, engineering and development of shiplift and transfer systems.

“The shiplift is one of our most important infrastructure projects,” said Dario Deste, president and CEO of Fincantieri Marine Group. “We are impressed with Pearlson’s capabilities and record of performance. They are an innovative American company who has pioneered the shiplift.”

The new shiplift system is scheduled to be complete in 2022.

Finnish welding automation specialist Pemamek has delivered a PEMA VRWP-C robotic welding station to Edison Chouest Offshore’s LaShip shipyard in Houma, La., Pemamek’s local service team in the U.S commissioned the station.

The PEMA VRWP-C robot station is a compact solution for automation of micro panel welding that can also handle other 28 Marine Log // February 2021

Operator at control panel of PEMA VRWP-C robotic welding station

Photo Credit: Pemamek

WELDING AUTOMATION

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FEATURE

STAYING AHEAD OF THE LEARNING CURVE

Maritime training transforms during the era of COVID-19

Delgado Maritime and Industrial Training Center: New Deckhand Building Rendering and Plans

Rendering of a new deckhand building in the works for students at Delgado Maritime Center.

30 Marine Log // February 2021

brought about significant changes for its training center.

“For the first time in 25 years, our entire training schedule had to be canceled for over a month, as the facility was shutdown because of the governor’s lockdown mandate,” says Schwab. “Corporate partner training programs were put on hold, as well.”

During the shutdown, Schwab said the college put into place several safety precautions to ensure its staff and students could attend classes safely. Smaller class sizes, social distancing, temperature checks, mask mandates, and hand sanitizer were put into place ahead of a hopeful return to school.

Another well known maritime college, the Maritime Training and Technology Center at San Jacinto College Program located just outside of Houston, Texas, had its own set of hurdles to overcome despite not enduring a shutdown like the one Delgado Community College underwent last year.

“We left for spring break in March 2020 with the expectation of returning as we do every spring, but we didn’t,” says John Stauffer, associate vice chancellor of maritime for the school. “We had to launch a business learning program with a partnership called Learn America, and that’s how we operated for incumbent workers.”

Stauffer says the school received U.S. Coast Guard authorization to conduct its Maritime Credit Program courses as a hybrid experience, where students have both online and offline (in-person) educational experiences. The school has been operating under a cautious eye and with a hybrid offering ever since.

It’s not all doom and gloom for these schools, though. Both have new and exciting training applications and courses to offer its students in 2021.

The Delgado Maritime Center has adapted to the new norm of working with corporate partners and mariners by building a few newly designed programs. Like San Jacinto, the school received Coast Guard approval to create hybrid courses with real-time lectures occurring through the Zoom platform.

“The Coast Guard courses approved for this hybrid learning were Basic & Advanced Firefighting and Advanced Firefighting,” says Schwab. “We also created a new deckhand training program for new hires, and we’re breaking ground on a new $1.4 million deckhand building with a barge set up for training new industry employees, giving them the opportunity to learn the ropes of the maritime industry.”

Schwab says the new building is expected

Photo Credit: (Top) San Jacinto College; (Bottom) Delgado Maritime Center

I

t’s been almost one year since the deadly pandemic known as COVID-19 started spreading across the globe and companies are still feeling its effects and will perhaps for years to come. In response, most educators have had to adapt to online learning as an alternative, but what about the crucial handson learning experiences offered by so many maritime training centers?

Rick Schwab, senior director of the Maritime and Industrial Training Center at Delgado Community College in New Orleans, La., says, unsurprisingly, that COVID-19 has

By Heather Ervin, Editor in Chief

MARITIME TRAINING

Photo Credit: (Left) San Jacinto College; (Right) Silver Ships Inc.

to open in 2022.

As the bulk of courses move online, it’s important that maritime students still have access to hands-on training when possible.

San Jacinto, which was awarded a grant in October 2020, recently announced that it would be launching a new firefighting course in the next month or two using the funds it received. A new fire field was opened on campus, and the school says it will be conducting firefighting training classes off campus at various locations as well.

The new fire field includes a new natural gas-fed tank barge fire trailer provided to students in partnership with tank barge equipment provider ERL Commercial Marine Inc., New Albany, Ind. According to Amy Arrowood, director of the Maritime Credit Program at San Jacinto College’s Maritime Technology & Training Center, the new tank barge trailer includes all of the typical equipment one would find on a tank barge. “The hands-on trainer for both accredited and commercial classes for tankermen,” she adds.

The tank barge trailer has functional high-level and overfill alarms with cutaways for students to see how they operate and pressure and vacuum valves. The expansion truck has a cut away that shows a gauge tree, reach rods, gate valve, rising stick gauges, a spill rail with three different examples of scupper plugs, and a mockup of a deep well pump with a discharge flange.

San Jacinto College recently announced a new firefighting field training course for future mariners.

Trends in Mariner Education

Workboats and the Classroom

As new courses and ways of conducting maritime training are underway, there is a need for seasoned mariners to continue their education and undergo refresher trainer, especially for Coast Guard courses. In response, Delgado Community College has invested in simulation training in several areas.

“We have three full-mission simulators for wheelhouse training,” says Schwab. “We have a new Dynamic Positioning Simulator to run assessments. We also have invested in engineering classes for the other side of mariners’ careers.”

Schwab says the school has also invested in state-of-the-art virtual reality simulation software for Coast Guard-approved advanced firefighting that eliminates all field firefighting exercises to focus only on command and control simulated exercises.

“This is advanced training for advanced mariners that meets refresher requirements for licensed personnel,” adds Schwab. “This is competency training that highlights the advanced skill sets of mariners. It’s a new concept for 2021.”

Stauffer at San Jacinto College says that while simulation and virtual reality training existed before COVID-19, the technology will continue to be an important opportunity for virtual learning experiences.

“That technology was the ‘new thing’ in maritime training prior to COVID, and I think that will continue,” he says.

In other maritime education news, the Maine Maritime Academy (MMA), Castine, Maine, has partnered with SailPlan, a maritime technology startup based in Reston, Va., to accelerate the development of an intelligent vessel’s development navigation platform and shoreside vessel control.

MMA will equip its fleet, including the R/V Quickwater, an autonomous 41-foot workboat, with SailPlan’s intelligent navigation platform.

And taking maritime education offshore, in mid-January, Silver Ships Inc., Mobile, Ala., announced that it had delivered an 11-year-old, 48-foot refurbished workboat to the University of Southern Mississippi (USM). The workboat will be used as an offshore research vessel to support the university’s School of Ocean Science and Engineering.

The vessel in its original state was an Endeavor 45 built by Silver Ships in 2008 for the State of Mississippi Department of Marine Resources (DMR).

The transformation from an Endeavor 45 constructed as a cabin patrol vessel for Mississippi DMR to an Endeavor 48 research vessel involved careful strategy, design and reconstruction. The vessel needed to be updated and refitted to serve as an offshore research vessel to support the USM School of Ocean Science and Engineering’s deep ocean underwater surveys using various Uncrewed Underwater Vehicle systems (UUVs).

Silver Ships Inc., Mobile, Ala., announced that it has delivered an 11-year-old, 48-foot refurbished workboat to the University of Southern Mississippi for offshore research.

February 2021 // Marine Log 31

GREAT LAKES BULKER

Lakes Bulker Automates:

T

he M/V American Courage, a 636-foot, 10-inch long Great Lakes self-unloading bulker, is the largest ship ever to perform automatic dock-to-dock operation. This follows a decision by its owner—American Steamship Company, a subsidiary of Rand-ASC Holdings LLC— to fit the 1979-built ship with Wärtsilä SmartMove solutions for hands-off transit along the Cuyahoga River in Ohio.

Dave Foster, CEO of Rand-ASC Holdings, says the company “strives to have a safer, more consistent operation across our entire fleet and entire organization.”

With the SmartMove solution, he says, “we don’t see an empty wheelhouse, we see officers monitoring automated equipment that are navigating our vessels, all to a consistent standard.”

The Wärtsilä solution has been

32 Marine Log // February 2021

s u cce s s f u l l y te s te d o n t h e Am e r i c a n Courage since March 2020, making it the largest ship ever capable of performing automated docking and dock-to-dock sailing operations.

The winding, often narrowing Cuyahoga River can be heavily congested, making it by far the most challenging of shipping routes for any vessel using automated sailing and docking technology.

One requirement that American Steamship had and that Wärtsilä delivered, says Foster, was for a “very reliable terrestrial system that would back up and take control when the satellite system ‘ghosted’ around bridges and buildings.”

“American Steamship Company chose to partner with Wärtsilä Voyage based on its ability to bring to bear its diverse subject matter experts into a cohesive team to deliver comprehensive solutions to

complex challenges,” says Pierre Pelletreau, vice president of engineering, Rand-ASC Holdings LLC. “The complete Voyage Smart technology package addresses the Ame r ican Courage’s rest r ic te d water maneuvering profile requirements including a position margin of less than two meters and transit under bridges. Wärtsilä adeptly familiarized itself with our business sensitivities to drive adjustments throughout the project to benefit American Steamship Company. One example of this is the versioning of the technology that utilizes the surrounding environment for vessel positioning making it ship-based rather than on shore. The resulting impact was a further reduction of the American Courage’s operating costs.”

T he Wär tsilä Smar tMove solut ion for semi-autonomous sailing features advanced sensors and high-accuracy ship

Photo Credit: Rand-ASC Holdings LLC

Largest Ship to Perform Automatic Dock-to-Dock Operations

GREAT LAKES BULKER M/V American Courage, a 636-foot Great Lakes selfunloading bulk carrier, is the largest ship ever capable of performing automated docking and dock-to-dock sailing operations.

The M/V American Courage is the largest ship to date to operate the Wärtsilä SmartMove Suite.

The Wärtsilä SmartDock User Interface was developed using usercentered design principles.

control systems that, says Wärtsilä Voyage, effectively take the concept of automated dock-to-dock operations to the next level.

Fully retrofittable, the SmartMove Suite can give existing vessels next-generation capabilities to improve safety, efficiency and productivity on the water. The technolog y enables navigation officers to perform at a higher level.

“Advanced decision support systems, such as Wärtsilä SmartMove, bring value because they can automate the repetitive tasks, such as docking on repeated itineraries, allowing the navigation officers to focus their bandwidth on the parts of the operation,” says John Marshall, senior business development manager, Automation & DP; Americas, Wärtsilä Voyage. “This is not about going captainfree, rather, enhancing the capabilities of onboard crew as they traverse shuttle

routes, congested or restricted areas. When vessels must operate twenty-four hours a day, seven days a week, we are pleased to offer an automated dock-to-dock transit solution that ensures every trip is conducted safely.”

HOW IT WORKS Wär tsilä Voyage prov ides a standard hardware setup with redundant controllers and displays, along with a sensor suite (comprising gyro, MRU, wind, and GNSS sensors). This is connected to a single digital platform through which five software produc ts are available: SmartDock, SmartTransit, SmartEntry, SmartPredict, and SmartDrive.

The core blocks of software (including controllers, sensor processing, Thruster Allocation Logic and track follow) are sourced from Wärtsilä Voyage’s Dynamic

Positioning portfolio, which has been in use over many years in some of the world’s harshest environments.

“To understand the challenges and true innovations of these technologies, you have to grasp the complexities of modern vessels with all of the components conducting specific functions independently,” says Thomas Pedersen, director, Automation & Dynamic Positioning, Wärtsilä Voyage. “We are effectively making each component ‘smart’ so that the ship itself becomes the sum of the parts and is capable of working as efficiently and smartly as possible. Decades of research and maritime data, multiple unrivaled technologies, real-world testing, engineering, and data have gone into this solution, and we’re pleased to be celebrating a new era of smart navigation together with American Steamship Company.”

February 2021 // Marine Log 33

NEWSMAKERS

GLDD Makes Key Offshore Wind Appointment Great Lakes Dredge & Dock Co. (GLDD), has appointed ELENI BEYKO as senior vice president offshore wind.

She comes to the company with more than 20 years experience in program engineering, business leadership and project management in the automobile and offshore oil and gas markets.

Ports of Indiana reports that IAN HIRT has resigned after four years as port director of Ports of IndianaBurns Harbor, effective May 3, 2021, to return to the private sector. The Ports of Indiana executive leadership team has commenced plans to hire a new port director and the job description is now listed on the company’s website.

Houston attorney Capt. REGINALD MCKAMIE has been appointed to serve as chairman of the board of Pilot Commissioners for Harris County Ports. A member of the U.S. Navigation Safety Advisory Council, McKamie is also a board member of the National Academy of Science Transportation Research Board in Washington, D.C. FRANK COLES has resigned as CEO of Hong Kong headquartered Wallem Group. Coles has been active in highlighting the plight of seafarers during the COVID-19 pandemic. He now wishes to become more involved in promoting their welfare and pursue other opportunities.

He joined Wallem in 2019, stepping down as Transas Leader at Wärtsilä.

In what looks to have been one of her last official acts before stepping down from the Trump administration, then Secretary of Transportation ELAINE CHAO promoted U.S. Merchant Marine Academy Superintendent, Rear Adm. JACK BUONO, to Vice Admiral in the U.S. Maritime Service. Buono will continue to lead at the academy, where he has been stationed since joining it in November 2018.

WILL ROBERTS has been appointed as president of Foss Maritime. He joined Foss in 2017 as chief commercial officer and was named COO in 2018. Prior to joining Foss, he served as Senior Vice President, Customer and Services–Americas, for Rolls-Royce.

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1/11/18 2:20 PM

TECH NEWS ABS Joint Study on Potential for Ammonia as Marine Fuel

Photo Credit: Metal Shark

Marine Corps Picks Metal Shark for LRUSV System SHIPBUILDER METAL SHARK, Jeanerette, La., has been selected to develop and implement the Long Range Unmanned Surface Vessel (LRUSV) System for the United States Marine Corps.

The LRUSV System will deploy a networ k of unmanned vessels t r aveling autonomously for extended ranges and transporting loitering munitions to address targets at sea and on land.

The tiered, scalable weapons system will provide the ability to accurately track and destroy targets at range throughout the battle space. While fully autonomous, the vessels may be optionally manned and they will carry multiple payloads, which they will be capable of autonomously launching and retrieving.

Metal Shark has enlisted autonomous technology developer Spatial Integrated System (SIS), recently acquired by Huntington Ingalls Industries, to provide the autonomy solution for the LRUSV system. SIS is a leader in the development of multi-vessel

collaborative “swarming” autonomous capabilities, sensor fusion and perception.

Under its agreement with Marine Corps Systems Command, Metal Shark will design, build, test, and implement the vessels and will handle the integration of the autonomy system and an advanced Command and Control (C2) software suite.

Metal Shark will also produce manned support vessels for the LRUSV system utilizing its 40 Defiant military patrol craft platform, which the builder is currently producing to create the U.S. Navy’s new “40 PB” patrol boat fleet. “ The LRUSV program represents a significant milestone for autonomous technology, for the defense world, and for the entire shipbuilding industry,” said Metal Shark CEO Chris Allard. “We are thrilled to be integrating advanced autonomy and command and control capability into these highly specialized surface vessels to provide the Marine Corps with a nextgeneration system.”

ABS is collaborating with Nanyang Technological University Singapore and the Ammonia Safety and Training Institute (ASTI) on a study of the potential of ammonia for Singapore, exploring supply, bunkering, and safety challenges with the use of ammonia as a marine fuel.

The joint study, “Ammonia as a Marine Fuel in Singapore – Supply Chain, Bunker Safety, and Potential Issues,” will look at safety protocols and possible gaps in the supply chain of ammonia as a marine fuel, specifically bunkering for marine vessels.

Initial projec t par tners include E x xonMobil, Hoegh LNG, MAN Energy Solutions Singapore, Jurong Por t, PSA Singapore and Itochu Group. They will contribute technical information about marine fuel handling, vessel to vessel transfer and bunkering in the Port of Singapore.

“Ammonia is a fuel with significant potential for marine applications and ABS is leading the way in understanding challenges in the safe design and operation of ammonia-fueled vessels,” said Panos Koutsourakis, ABS Director of Sustainability Strategy. “It is also clear that Singapore has the potential to play a critical role as a strategic downstream location to receive, store, consume or bunker ammonia. We are proud to be able to utilize our industryleading experience with ammonia to contribute to understanding the opportunities and challenges presented by ammonia to the Port of Singapore.

“This joint study is timely as it is a l i g n e d w i t h N T U S i n g a p o r e’s Mar itime Energ y & Sus t ainable Development Centre of Excellence’s focus on alternative fuel research for the maritime industry, and ammonia is a key potential marine fuel,” said Professor Jasmine L am Siu Lee, Director, Maritime Energy & Sustainable Development Centre of Excellence, NTU Singapore. “We look forward to working together with ABS and ASTI, in a collaboration supported by the Singapore Maritime Institute, to jointly deepen the understanding on various aspects of ammonia’s maritime applications.”

February 2021 // Marine Log 35

TECH NEWS Advanced Water Treatment Technologies Enhance

36 Marine Log // Febraury 2021

DESMI Ocean Guard Bulker BWMS Solution Gains USCG and IMO Type Approvals SHIPBUILDER METAL SHARK, Jeanerette, La., has been selected to develop and implement the Long Range Unmanned Surface Vessel (LRUSV) System for the United States Marine Corps.

DESMI Ocean Guard A/S, Nørresundby, Denmark, reports that both the U.S. Coast Guard and the Danish Maritime Authority have approved a new configuration of its well-known CompactClean BWMS. Named CompactClean Bulker, it is additional product line to the existing CompactClean product lines that is designed for higher flow rates during deballasting, solving one of the main operational issues faced by bulk carriers in complying with ballast water regulations.

Some vessel types, in particular bulk carriers, often experience a need to be able to discharge ballast water faster than the time they spend on ballast water uptake. This is related to the speed of cargo loading, which is for some cargo types and ports much faster than the speed with which they can unload cargo. The ballast water uptake and discharge speeds need to match this in order not to become obstacles to the operation of the vessel.

So far, typical ballast water management systems have been approved with just one maximum flow rate, which is the same during

ballasting and deballasting operations. DESMI Ocean Guard’s CompactClean Bulker solution enables the CompactClean system to be configured with any combination of its approved filters and UV units. As the filter is by-passed during deballasting, selecting a higher rated UV unit than filter can accommodate the need for higher deballasting flow rate.

“A recent example of DESMI Ocean Guard being able to provide a solution to a customer that solves this issue is for a series of bulk carriers,” says Rasmus Folsø, CEO of DESMI Ocean Guard. “These vessels operate today with cargo loading being twice as fast as cargo offloading.

By selecting a CompactClean BWMS with a filter with max flow rate of 750 cubic meters per hour and a UV unit with max flow rate of 1,500 cubic meters per hour, the vessels have been able to continue their current operation, conducting ballast water uptake at 750 cubic meters per hour and ballast water discharge at 1,500 cubic meters per hour. It may sound simple, but such solutions can make a world of difference for the customer, and therefore, we are ready to go the extra mile to ensure that this is fully approved. And with the issuance of an updated USCG Type Approval on January 5, this CompactClean solution is now approved globally.”

Photo Credit: (Bottom) Valmet; (Top) Desmi Ocean Guard

FINNISH-BASED VALMET says it is enhancing emission control with its patented and fully automatic water treatment solution for the marine scrubber system and exhaust gas recirculation system.

The Valmet marine water treatment system consists of four different modules that can be easily fitted in different vessel layouts for both newbuild vessel and retrofits.

The system needs no chemicals to treat the effluent and daily cleaning of the unit is carried out with seawater. For the required weekly cleaning, fresh water and a small chemical dose is needed. Low chemical consumption, little fresh water consumption, as well as minimal maintenance needs save both costs and the environment.

The Valmet marine water treatment unit has been designed to handle high total solids contents without the risk of clogging the membranes. The bleed-off water from closed loop circulation is concentrated, and when high, approximately 10 to 15% total solids content is reached. The concentrated sludge is pumped into the sludge tank.

“With the help of Valmet DNA automation system, the water treatment solution ensures flexibility and reliability in optimizing the water treatment proces s,” says Lishan Wu, Product Sales Manager, Marine Emission Control, Pulp & Energy business line, Valmet.

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COMPANY

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Hyde Marine-Calgon Carbon UV Tech

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Lignum Vitae North America

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Louisiana CAT

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Omnithruster Inc.

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Panolin America Inc

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San Jacinto College Maritime

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C2

Syndeck Marine

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TTB: Tugs, Towboats & Barges

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Volvo Penta of the Americas

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22-23 C4

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HIRE THE BEST

MARITIME TALENT

Recruit and hire the best maritime talent with Marine Log’s online job portal

To place a job posting, contact:

JENNIFER IZZO P: 203-604-1744 F: 203-857-0296 jizzo@mediapeople.com

February 2021 // Marine Log 39

SAFETY FIRST

Revisiting Near Misses with Canal Barge Company knowing their experiences will be used to prevent future incidents.

Reporting is a foundational pillar of a Near Miss Program. Correcting the behavior or conditions that caused the near miss is equally, if not more important, than the report itself. If a near miss is observed, the individuals involved should be made aware of the potential consequence of what almost occurred. Once an appreciation for the severity of the consequence is instilled in the employee, they should be coached on exactly what went wrong, why, and how to avoid it in the future. Lastly, without a commitment to adopt the safe behavior to avoid repeat occurrence in the future, the hazardous behavior is likely to continue.

40 Marine Log // February 2021

Knowing Your Mariners miss exist, if no harm to people, environment, assets, and/or reputation has occurred, it is generally agreed upon that it is not an incident, but rather a near miss.

What is a Near Miss Program?

A Near Miss Reporting Program allows organizations to be intimately involved with its people and operations. This is especially important to the maritime industry as it is forever striving to bridge the “vessel-to-shoreside” gap that can exist. Add a worldwide pandemic to the already complex situation and it makes it that much easier to lose touch with the mariner. With vessel visits limited for shoreside staff due to COVID-19, it is now more important than ever for the mariner to be the eyes and ears of the organization. In order to learn from these near misses or “free lessons,” the mariner must have an avenue to report them.

Getting Better Through Reporting A mature Near Miss Program with rich analytics is desirable. Data obtained from near-miss reports arm an organization with the information needed to make fact-based decisions.

This highlights the importance of the structure and ease of use of the near-miss report form itself. Capturing information in such a manner gives an organization the capacity to effortlessly analyze it when needed.

Details, such as time, location, weather conditions, etc., should be studied to determine if trends exist, and if they do, what actions should be implemented. The nearmiss report form empowers the mariner to share stories from onboard. A quality Near Miss Program gives mariners confidence,

Data does no good if not utilized properly. It may be easy to dismiss near misses. After all, no one got hurt. However, we must look at each near miss as the potential for loss. Don’t get numb to the numbers. Does this mean that all near misses must be investigated in full detail? Not exactly.

A good practice would be to utilize a risk assessment matrix to determine the likelihood and consequence if the near miss was to have resulted in an actual incident. If both likelihood and consequence are high, the organization, in theory, should determine an appropriate level of action to be taken.

After all, those near misses are of high learning value.

Near Miss Programs are proven to reduce loss in the workplace. Some studies show organizations that report a higher number of near misses reduce the number of actual incidents.

Reporting at a high-level is only possible if employees trust that the near misses reported will not be used in a punitive manner.

In addition to trust, people want value.

If information is siloed and lessons learned are not shared, employees are likely to report less or not at all. Punitive responses or a lack of any response will likely erode the trust and credibility of the near-miss program.

Get to know your organization’s near misses, and get to know your mariners.

CODY SANDERS Safety and Quality Specialist Canal Barge Company Inc.

Photo credits: Canal Barge Company Inc.

A

driver glances down at his phone to send a text message while heading down the highway in an automobile. He looks up only to find himself staring at the rear end of a vehicle that is no longer moving—dead stopped. An accident is imminent, but fortunately, the approaching driver looks up just in the knick of time and is able to correct course and avoid a collision. No one is hurt and the vehicles have not a scratch. The driver continues along on his journey and despite their luck, begins texting again just a few miles down the road.

The behavior continues, as lessons were clearly not learned. Maybe next time the driver will not be so lucky.

While distractions on the road are a bit different than on the water, the same lesson applies. Organizations and safety professionals should not rely on luck. Work should be planned out in advance to allow the employee to arrive at a safe outcome.

Many organizations implement robust Safety Management Systems and controls to reduce risk, prevent incidents, and injuries.

None of these controls, however, are invincible. In fact, they are fallible; and when those controls are pierced, incidents occur.

Organizations have the responsibility to determine cause and implement actions to prevent recurrence. Unfortunately, this is still “after the fact,” and the business has suffered a loss in some capacity. Getting in front of incidents can be as simple as learning from the near ones. Doing so can prevent actual incidents. One way to accomplish this is by taking advantage of the learning opportunity, or near miss. While several competing fundamental theories as to what constitutes a near

Atlantic Detroit DieselAllison Lodi, NJ 732-309-3410 Servicing: CT, NJ, NY, V T

PROVEN SUCCESS

The power to navigate the mighty Mississippi

Cullen Diesel Power, Ltd. Surrey, BC (604) 888-1211 Servicing: Alberta, British Columbia, Manitoba, Northwest Territory, Saskatchewan, Yukon Territory Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: Al, FL, LA, MS, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Interstate Power Systems Minneapolis, MN (262) 783-8701 Servicing: IA, IL, IN, MI, MN, WI Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, Eastern PA, Bermuda

The crews of the Belle Chasse Marine Transportation ships need the power to navigate tough weather, debris and the rough currents of the Mississippi every day and every night, so they chose to repower with Volvo Penta. It was a choice they didn’t make lightly. They looked at all the top engines and did two years of research. They explored all the engine choices and noticed Volvo Penta’s maintenance schedule, great service and availability of parts.

“The big thing for us is downtime,” said Dillan Entrekin. “When a boat’s down, you can’t make your run. You can’t operate.”

Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: MA, ME, NH, RI Star Marine San Carlos, SO (800) 999-0356 Servicing: Mexico Stewart & Stevenson Houston, TX (713) 751-2700 Servicing: TX Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: GA, KY (Eastern), NC, OH, PA (Western), SC, TN (Eastern) VA, WV

With a 25-year marine transport career on the Mississippi River, Entrekin knows what he wants in a marine diesel engine. Volvo Penta offered more reliability and more horsepower at lower RPMs than the other engines.

Belle Chasse’s satisfaction with results from the first repower led to four subsequent repowers in additional vessels and the installation of Volvo Penta D13 400s in a newly-built vessel as well.

Power & Reliability It’s power and reliability that the Belle Chasse crew really needs, since they complete anywhere from 10 to 100 runs a day, often in congested waterways and dangerous conditions.

Volvo Penta Power Centers Contact one of our Power Centers for applications guidance and engine quotes.

2021_VPA_JAN_WorkBoat_Print_FP_FINAL.indd 1

Quick response and maneuverability of the engines are crucial for the captains to navigate the mighty Mississippi River.

According to Entrekin, the operators like the Volvo Penta powered boats because they feel an increased sense of safety and control at the helm.

“Everyone likes the speed, power and performance of the engines as they navigate through the Mississippi’s tough currents. The customers know our operators will be able to smoothly shift the boat with power and speed to get out of the way if needed,” says Entrekin.

Fuel Savings Volvo Penta’s focus on fuel economy also affects the bottom line. Compared to the old engines in the 47-foot crew boats that run about 2,000 hours per year, Volvo Penta’s D13s consume seven gallons less fuel per hour — providing over $35,000 a year in savings.

“With less fuel consumption, the savings will pay for the engines in a couple of years,” says Entrekin.

With the fuel savings, safety and performance factors, Belle Chasse plans to continue replacing their older engines with Volvo Penta in the future.

Their fleet numbers more than 40 boats, including push and store/supply boats, as well as oil barges located in Houston, Texas.

Belle Chasse Marine Transportation looks forward to the future fleet of Volvo Penta powered boats to keep their business running at full capacity.

volvopenta.us

1/28/21 3:02 PM