Marine Log July 2022

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

July 2022

UNCLE SAM:

KEEPING SHIPYARDS

BUSY

GOVERNMENT SHIPBUILDING There’s more to it than just Navy work

WHY YARDS ARE ADDING DRY DOCKS Ship repair demand looks set to grow

PAINTS & COATINGS Q&A: Sherwin Williams on its place in shipbuilding

CONTENTS

8 DEPARTMENTS 2 EDITOR’S LETTER Gap in offshore lease sales to continue?

4 INLAND WATERWAYS SCI Hosts 44th Annual Silver Bell Awards

22 FEATURES

20 22

6 WELLNESS A Better Brain Part II: A Smart Design 8 VESSEL OF THE MONTH M/V Dorado: fastest ferry in the WETA fleet 10 UPDATES • Austal USA wins OPC award with $3.3 billion potential • Ukraine to get over 20 Metal Shark military vessels

GOVERNMENT SHIPBUILDING Government Contracts Keep U.S. Shipyards Bustling Is the industry’s dependence on government work larger than numbers suggest?

U.S. SHIPYARD ACTIVITY U.S. Shipyards Get Set for the Next Uptick Yards are facing a challenging operating environment due to steel prices, COVID-19, supply chain disruptions and more

26

PAINTS & COATINGS Q&A: Sherwin-Williams on Marine Coatings Technology We discuss the latest technological developments in the world of marine paints, coatings and surface preparation

30

FLUOROPOLYMER COATINGS Standing the Test of Time Fluoropolymer coating technology has long been known for its enduring color and gloss retention

18 INSIDE WASHINGTON President signs Ocean Shipping Reform Act into law 31 NEWSMAKERS Grimaldi succeeds Poulsson as ICS Chairman

Cover Photo Credit: Austal USA

32 TECH NEWS Compact new Baudouin engine packs a lot of power 36 SAFETY A Century Of Fire Protection And Life Safety

July 2022 // Marine Log 1

EDITOR’S COLUMN

MARINELOG JULY 2022 VOL. 127, NO. 7 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

Photo Credits: Shutterstock/Lukasz Z

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Gap in offshore lease sales to continue?

arlier this month, the U.S. Department of the Interior released its proposed program for the National Outer Continental Shelf Oil and Gas Leasing Program for 2023-2028.

The proposed program includes no more than 10 potential offshore oil and gas lease sales in the GoM and one potential lease sale in the northern portion of the Cook Inlet Planning Area offshore Alaska, which is the same as in the five-year program finalized in 2016, according the Department of the Interior. These potential lease sales, including in the GoM, could be further refined and targeted, based on public input and analysis, prior to program approval. The final program also may include fewer potential lease sales, including no lease sales.

This is the second step in a three-step planning process to determine how many offshore oil and gas lease sales to hold over the next five years.

“The proposed plan puts forward several options from no lease sales up to 11 lease sales over the next five years,” said Secretary of the Interior Deb Haaland.

“Like the current program finalized in 2016, it removes from consideration the federal waters off the Atlantic and Pacific coasts while inviting public comment on 10 potential sales in the Gulf of Mexico

and one in the Cook Inlet off south-central Alaska. A proposed program is not a decision to issue specific leases or to authorize any drilling or development.”

In response to all this, National Ocean Industries Association President Erik Milito said, “The Biden administration must act swiftly to finalize and implement the offshore oil and gas leasing program.

We are in the middle of a substantial, unnecessary, and avoidable gap in offshore leasing that is having serious impacts for both near-term and long-term investment in U.S. energy production.”

This gap, said Milito, could continue for the foreseeable future until a final leasing program is in place and lease sales resume.

“The final offshore leasing program must include multiple, region-wide lease sales per year in the GoM to provide the flexibility necessary for companies to adapt to rapidly changing market conditions and to pursue the most promising geologic prospects of hydrocarbons,” said Milito.

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 SALES MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Gary Lynch glynch@sbpub.com CIRCULATION DIRECTOR Jo Ann Binz joann@qcs1989.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Maureen Cooney mcooney@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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 monthly by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005.

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PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only.

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2 Marine Log // July 2022

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com

ADVANCED

MARINE TRANSPORTATION SUPPORT

LEARN MORE TODAY www.eagle.org/government

INLAND WATERWAYS

Seamen’s Church Institute Hosts 44th Annual Silver Bell Awards Right Rev. Andrew M. L. Dietsche, Episcopal Bishop of New York, blesses vessels in parade of ships that preceded Silver Bell Awards dinner.

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n June 9, the Seamen’s Church Institute (SCI) gathered leaders in the shipping and maritime industry for its 44th Annual Silver Bell Awards Dinner (SBA) at Pier 60 in New York City. This year, the SBA honored Edmond J. (Ned) Moran— Director, Moran Towing Corporation—with the Lifetime Achievement Award and the U.S. maritime academies with the Silver Bell Award.

“We are proud to honor Ned tonight with our lifetime service award for his 40 years of distinguished service and commitment to our industry,” said SCI’s President and Executive Director, the Rev. Mark Nestlehutt. “We are also honored to present the Silver Bell Award to the U.S. maritime academies for their role in training a talented and diverse community of young

mariners, providing us with the next generation in maritime leadership.”

Originally slated to accept his award in person, Moran was called away on a lastminute family obligation: Ted Tregurtha, CEO of Moran Towing, accepted the Lifetime Achievement Award on his behalf.

Accepting the Silver Bell Award for the maritime academies were Vice Admiral Jack Buono—superintendent, United States Merchant Marine Academy, and Rear Adm. Dr. Michael Alfultis, president, SUNY Maritime College, along with representatives from California State University Maritime Academy, Maine Maritime Academy, Massachusetts Maritime Academy, Great Lakes Maritime Academy, and Texas A&M Maritime Academy.

The festivities featured a parade of vessels

on the Hudson River prior to the ceremony and a presentation of colors by the Coast Guard Sector New York. The Kings Point Mariner’s Choir was on hand for the hymn and National Anthem. The Right Reverend Andrew M. L. Dietsche, Episcopal Bishop of New York, opened the event with an invocation. The event’s 500 guests were led into dinner by the Port Authority Police Department pipes & drums band.

A highlight of this year’s event was the announcement of a $1.2 million gift by Richard du Moulin, SCI’s Board of Trustee Chair Emeritus and 2021 Silver Bell Award recipient. In his special video statement, du Moulin noted SCI’s outstanding work and innovation, and said his gift was “simple payback” to all the mariners and shoreside personnel who helped build his company over the years.

The Silver Bell Awards Dinner is an annual fundraising event for the Seamen’s Church Institute, supporting educational, advocacy, and pastoral care programs for seafarers and mariners.

The Seamen’s Church Institute advocates for the personal, professional, and spiritual well being of merchant mariners around the world. Through its Center for Maritime Education, Center for Mariner Advocacy, Port Newark International Seafarers’ Center, and Ministry on the River, SCI promotes safety, dignity, and improved working and living conditions for the men and women serving in the maritime workplace. Founded in 1834 and affiliated with the Episcopal Church—though interfaith and inclusive in terms of its trustees, staff, and service to mariners—the Seamen’s Church Institute is the largest, most comprehensive mariners’ service agency in North America.

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LS Environmental Solutions LLC repor ts that it has acquired Plaquemine Point Shipyard. Terms of the transaction were not disclosed.

Based in Plaquemine, La., the shipyard is located just outside of Baton Rouge and provides full-service barge cleaning and repair along the Mississippi River.

The shipyard will operate within the VLS Marine Services division.

Wade Grundmeyer, VLS regional vice president for Southeast Louisiana, will run

4 Marine Log // July 2022

the business reporting to Eddie Van Huis, VLS vice president of marine services.

“We are excited to expand our specialty cleaning and repair services with the acquisition of Plaquemine Point Shipyard,” said VLS CEO John Magee. ”We are excited to utilize our combined strengths to continue providing high quality service to our customers in the region.” “[The shipyard] is a strategic acquisition that expands the geographic offering of our marine services business.

VLS Marine has established itself as a leader along the Intracoastal Waterway, and we are excited to build upon that success with a location along the Mississippi River,” said Van Huis.

VLS Marine Services’ barge cleaning and repair facilities provide services for a wide variety of chemical solvents and downstream petroleum products.

In addition to Plaquemine Point, VLC Marine has two facilities in Port Arthur, Texas, and two in Sulphur, La.

Photo Credit: Seamen’s Church Institute

VLS Environmental Acquires Plaquemine Point Shipyard

WELLNESS COLUMN

A Better Brain Part II: A Smart Design disease. K2 is found in animal products, well fermented foods like pickles, cheeses like Brie, and can be made in your gut if you have the right bacteria down there.

Note that most multivitamins do not include K2 as it has only been recently discovered, so dietary intake for K2 is worthy of planning. Additionally, K2 works in synchronicity with Vitamin D3. Consuming them together makes K2 more absorbable. Foods like eggs, cod liver oils, and others possess both K2 and D3 in them, making them naturally smart by design for nutrient absorption!

Vitamin D3 Our bodies make Vitamin D from sunlight.

UVB strikes skin and reacts with a cholesterol substance called provitamin D3 to form Vitamin D3. Vitamin D3 activates the brain’s memory and learning pathways, and pushes signaling and growth in the central nervous system. Researchers at the University of Wisconsin School of Medicine and Public Health found that where Vitamin D levels are low, individuals performed weakly on tests of mental aptitude, being twice as likely to be cognitively impaired compared to those with optimum D levels. In second study at the University of Manchester, people with lower Vitamin D levels showed slower information-processing speeds.

Vitamin D Hiding in the Kitchen The amount of Vitamin D3 you have depends on sunlight exposure along with physical characteristics like body mass, food consumption, and even medications being taken. Blood testing for Vitamin D3 with a doctor is the best way to know how to optimize levels. Vitamin D3 is available in food. Where sunlight is not desired, or is not abundant enough. Foods like cod liver oil, beef liver, wild salmon, mackerel, 6 Marine Log // July 2022

sardines, herring, tuna, eggs, and some types of milk are all sources.

There are also many foods in the kitchen that are “fortified with Vitamin D”. Relying on these for daily dosage can be problematic because not all Ds are created equal. There are several types of Vitamin D, such as D2 (ergocalciferol) and D3 (cholecalciferol) used in fortification.

Research has shown that supplemental D3 is more active in the body than D2, and yet it is D2 is more frequently used to “fortify” foods.

Vitamin K1 & K2 Research on Vitamin K indicates that it has all sorts of benefits for the human body including a reduction in heart attack risk, nervous system support, and brain fortification. The Ks help metabolize a class of compounds found in brain cells that control motor and cognitive function. K1 and K2 are also associated with anti-inflammatory properties, helping to protect the brain and other parts of the body against damaged cells present in diseases like Alzheimer’s and Parkinson’s.

Vitamin Ks Hiding in the Kitchen Vitamin K1 (phylloquinone) and K2 (menaquinone) are the two main K categories that have bodies of research on them. Vitamin K1 acts as a coagulant and is present primarily in plant foods like spinach (this is the reason those on blood thinners are told not to eat such foods). Vitamin K2 is the one notably changing brain health by acting as a binder to calcium, regulating its circulation around the body. This potentially lowers the risk of building the arterial and brain deposits of calcium seen in diseases like Alzheimer’s and heart

The Fatty Acids Hiding in the Kitchen The body cannot produce Omega 3s, they must be eaten. Their dietary source is mainly fish and pastured/grass fed animals as well as plant sources such as nuts and seeds.

Plant sources like flax seeds and olive oil are also available, however not all Omega 3s are equal. Plant sources must go through a conversion process to become EPA and DHA for good brain fat to be available. Receiving your Omega 3s from a variety of sources both plant and animal can be a worthwhile effort.

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.com/ Lallapie

L

ast month we discussed brain shrinkage and its association with mental decline. This month we are looking at the big impacts of tiny micronutrients on brain health. These three nutrients stand out in the research as frontline brain builders: Vitamin D, The Ks, and fatty acids. Designing them into your life may be worth a little brain power.

Here is why …

Fatty Acids Your brain is 60% fat and fat intake is critical to its maintenance and functionality.

Research suggests that Omega-3 PUFAs (polyunsaturated fatty acids)-specifically DHA (docosahexaenoic acid) and EPA (eicosapentaenoic acid) have protective effects against age-related decline. DHA helps support developing brain structure and mental development and also acts to speed-up nerve messengers.

Research also supports the role of Omega-3s in reducing inflammation. This inflammation is not the type you feel daily, it happens on a cellular level and is the hallmark of many agerelated diseases. There is also a growing body of research showing Omega 3s have impact on conditions like anxiety and violent behavior. In prison studies where Omega 3s were supplemented to the population, violent behavior decreased by nearly 40%.

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VESSEL OF THE MONTH

he San Francisco Bay Area Water Emergency Transpor tation Authority (WETA), which operates the San Francisco Bay Ferry fleet, has taken delivery of M/V Dorado. It is the fastest vessel in WETA’s fleet with a service speed of 36 knots and is also the first boat built for WETA that can safely dock at any of the system’s 12 ferry terminals.

The 320-passenger catamaran is the first in a series of four ordered by WETA from the Mavrik Marine shipyard in La Conner, Wash. Designed by Australia’s One2three Naval Architects, construction management services were provided by Aurora Marine Design of San Diego.

WETA plans to rotate the vessel among its routes to collect operational data and allow passengers across the ferry system to experience the boat. The vessel offers ex pansive outdoor passenger space to allow more riders to experience a fresh-air trip across the Bay. 8 Marine Log // July 2022

Ve s s e l c o n s t r u c t i o n w a s f u n d e d t h roug h t he Federa l Tra n sit Ad m i nistration a nd t he State of Ca lifornia’s Proposition 1B in collaboration with the California Office of Emergency Services.

T he vessel is powered by t wo MT U 12V4000 waterjet engines, U.S. EPA Tier 4 certified.

M/V Dorado is the ninth U.S. Environmental Protection Agency (EPA) Tier 4 or Tier 4 equivalent passenger ferry in WETA’s fleet. In 2017, WETA commissioned the the first Tier 4 equivalent high-speed passenger ferry in the U.S., MV Hydrus. In 2019, WETA commissioned the nation’s first Tier 4 certified high-speed passenger ferry, M/V Pyxis. Last month, WETA re-entered M/V Pisces into service after a successful conversion project replacing the vessel’s Tier 2 engines with cleaner Tier 4 engines.

WETA is expected to begin work on the agency’s first two zero-emission passenger ferries this year.

“WETA is building a world class ferry system for the Bay Area and adding new vessels like M/V Dorado helps us get there,” said Jim Wunderman, Chair of the WETA Board of Directors. “This American-made ferry enhances the capacity of our fleet and provides additional flexibility for our operations, helping ensure we run the system as efficiently as possible. It also happens to be a beautiful ferry. We thank our local, state and federal partners for their investment in San Francisco Bay Ferry service.”

“We’re so grateful to our partners for helping us build out the San Francisco Bay Ferry f leet and system,” said Vice Chair Monique Moyer. “Ferry ridership is on the upswing. Our ability to serve those passengers relies on investment in new vessels and terminals and support for our highly skilled maritime labor force. M/V Dorado is another step toward building our ferry system out to its full potential while enhancing WETA’s emergency response capabilities.”

Photo Credit: WETA

T

M/V Dorado:

Fastest ferry in the WETA fleet

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UPDATE AUSTAL USA WINS OPC AWARD WITH

$3.3 BILLION POTENTIAL

THE COAST GUARD HAS AWARDED AUSTAL USA, MOBILE, ALA., a contract

to produce up to 11 Offshore Patrol Cutters (OPCs). The initial award is valued at $208.26 million and supports detail design and long lead-time material for the fifth OPC, with options for production of up to 11 OPCs in total. The contract has a potential value of up to $3.33 billion if all options are exercised.

The Coast Guard revised its OPC acquisition strategy after the original prime contractor for the whole of the OPC program, Panama City, Fla.-based Eastern Shipbuilding, submitted a request to the Coast Guard’s parent agency, the Department of Homeland Security for extraordinary contract relief after its facilities sustained significant damage resulting from Hurricane Michael, a Category 5 storm, that struck in October 2018. In response, then Acting Secretary of Homeland Security Kevin McAleenan made the decision to grant the requested relief, but limited to the first four hulls.

Follow ing that, the Coast Guard

established a new competition for OPCs five and through 15, designated as Stage 2 of the overall program. In additional to Austal USA, companies that bid for it included Eastern, Bollinger and Huntington Ingalls Industries.

The Coast Guard aims to build 25 OPCs in total, suggesting that at some point there will be a Stage 3 of the program.

The Coast Guard says its requirements for OPC Stage 2 detail design and production were developed “to maintain commonality with earlier OPCs in critical areas such as the hull and propulsion systems, but provide flexibility to propose and implement new design elements that benefit lifecycle cost, production and operational efficiency and performance.”

That indicates that externally, the Austal-built OPCs will look a lot like the Eastern-built ships.

In a stock exchange announcement, Austal USA’s parent Austal Limited said that construction of the 110-meter OPCs would take place at Austal USA’s new $100 million steel shipbuilding facility in Mobile. CEO Paddy

Gregg said the new contract was the third steel shipbuilding program awarded to Austal USA and acknowledged the expanded capability of the shipyard.

“This contract award is the result of our continued investment in our people and our facilities,” said Austal USA President Rusty Murdaugh. “We are thrilled for the opportunities this will bring to our local community and our tremendous supplier base, as this program will provide our shipbuilding team the stability for continued growth.”

U.S. Senator Marco Rubio (R.-Fla.) was less thrilled.

“Today’s decision is short-sighted,” Rubio said when the award to Austal was announced. “When I visited Eastern Shipbuilding last year, I saw first-hand their commitment to building reliable, state-ofthe-art ships. They have proven they can do the job and do it well. This decision will cost taxpayers more money and slow down the delivery of these critical vessels.”

For more information, visit: wsdot.wa.gov/ construction-planning/major-projects/ ferry-system-electrification.

REQUEST FOR INFORMATION COMING SUMMER 2022 10 Marine Log // July 2022

Photo Credit: USCG/Austal

Washington State Ferries to seek proposals for construction of 5 hybrid-electric Olympic class vessels

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UPDATE

Ukraine to get over 20 Metal Shark military vessels

TO HELP UKRAINE DEFEND ITS COASTLINE, waterways, and ports, the

United States is providing it with a range of defense assets that includes 23 weldedaluminum military vessels built by Louisianabased shipbuilder Metal Shark.

Six U.S. Navy Metal Shark maritime combat vessels are among 18 boats being sent to Ukraine under a $450 million security assistance package announced last month.

Meanwhile, at Metal Shark’s Franklin and Jeanerette, La., shipyards, production is well underway on 17 additional vessels for Ukraine, including ten 38-foot Defiant pilothouse patrol vessels, four 38-foot Defiant center console patrol vessels, and three 36-foot Fearless high-performance military interceptor vessels.

Each of these vessels is proven military platforms optimized for the Ukraine mission.

The boats are being built and delivered as

part of a long-range foreign policy strategy years in the making, but recent events in Ukraine have caused an acceleration of the timelines. As a result, vessels will begin shipping immediately.

“Metal Shark has been working closely with the U.S. Embassy in Kiev since 2019 to develop the strategy now being implemented to support Ukraine’s maritime capabilities, so it is fulfilling to see that the vessels will arrive when they are most needed,” said Henry Irizarry, Metal Shark’s vice president of international business development. “Metal Shark provides next-generation, proven platforms to partner nations, but most importantly, we create long term partnerships with end users to train boat crews and provide seamless technical support to assure 24/7 operational readiness.”

“We have built an efficient production machine capable of delivering high quality, nextgeneration military vessels, faster, and at higher volume, than anyone else in the business,” said Metal Shark’s CEO Chris Allard. “Metal Shark stands ready and able to support our warfighters with game-changing lethality, delivered via conventional or unmanned platforms, anywhere in the world, whenever needed.”

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UPDATE

New agreement expands FMD’s turnkey services BELOIT, WIS.-BASED FAIRBANKS MORSE DEFENSE (FMD) has finalized an

related equipment are installed on naval ships worldwide. Under the agreement, FMD will provide maintenance and global field services for Ideal Electric motors and generators that are already installed, or are to be installed, on naval ships worldwide.

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agreement that will see it serve as the exclusive naval field service provider for The Ideal Electric Company of Mansfield, Ohio.

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seeking new opportunities to expand the range of turnkey services that we can offer our marine defense customers and teaming up with the Ideal Electric Company to service their motors and generators while we’re already on board servicing our engines and other equipment makes this a great value add for the Navy,” said Jamie McMullin, president of FMD Services.

The agreement reinforces FMD’s ability to build, maintain, and service naval power and propulsion systems worldwide through six strategically located domestic centers and resources deployed globally.

For more than 100 years, FMD has provided products and services to the Navy. Today, FMD powers more than 80% of the Navy’s ships with medium-speed applications. Similarly, Ideal Electric, a 119-year-old company, has installed generators that are connected to FMD’s backup power engines on many Navy ship classes.

In recent years, FMD has expanded its array of best-in-class marine technologies, OEM parts and turnkey services through expansion and the acquisitions of companies that include Federal Equipment Company (FEC), Hunt Valve, Maxim Watermakers, Research Tool & Die (RT&D), Ward Leonard, and Welin Lambie.

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Jacksonville, Fla.-based Crowley Maritime and Esbjerg, Denmark-headquartered Esvagt have executed additional joint venture agreements related to their commitment to support purpose-built, Jones Act vessel development and availability for U.S. offshore wind production.

The new agreements, which follow one reached in 2021, will support the two companies’ joint efforts for service operation vessels (SOVs). The latest additions focus on the financial and development efficiencies in the vessel development process between the companies.

The venture was created to develop a best-inclass design and deliver wind-dedicated, U.S flag SOVs. Crowley will own and operate the vessels crewed with U.S. mariners, while Crowley and Esvagt will share in the financials of the venture.

“The enhancement of this venture will help bring these important service operation vessels to the U.S. offshore wind market to meet the nation’s clean, sustainable energy demands,” said Jeff Andreini, vice president, Crowley Wind Services. “As we increase our organizations’ shared capabilities, we will help propel the continued growth of maritime and logistics solutions to help solve the nation’s vessel capacity demands in a responsible and sustainable way.”

UPDATE

St. Johns Ship Building under new ownership AMERICRAFT MARINE, a maritime subsidiary of the Logothetis family’s Libra Group, has announced the acquisition of St. Johns Ship Building.

Based in Palatka, Florida near Jacksonville, the shipyard specializes in the new construction and repair of a wide variety of steel and aluminum vessels, including ferries, tugs, deck and tank barges, landing crafts, and general cargo vessels. Its most recent orders include two 30-meter, hybrid-ready Incat Crowther designed offshore wind CTVs. Americraft Marine is part of the privatelyowned Libra Group, whose subsidiaries own and operate assets in more than 50 countries. It says the acquisition “comes at a time of significant need for Jones Act-compliant vessels” and that “significant shipbuilding capacity will be needed over the next 10-15 years to support the upcoming demand for vessels that construct and service renewable energy infrastructure.”

Facilities at St. Johns Ship Building include a storm-protected 100-acre inland campus with an 850-ton floating dry dock. Americraft Marine intends to further bolster capacity through workforce trainings, leveraging the yard’s proven expertise with the goal of creating a best-in-class future-focused shipyard.

“As a group that has over 45 years of maritime heritage through our original subsidiary Lomar Shipping, as well as significant renewable energy experience through four global clean energy subsidiaries, we are proud to invest in the future of U.S. competitiveness and energy security,” said Libra Group chairman and CEO George Logothetis. “With seasoned leaders who have decades of experience in the maritime industry and existing client relationships, Americraft Marine and St. Johns Ship Building will build upon and bolster the U.S. fleet, meeting government and

customer needs while supporting the nation’s economic and clean energy future.”

“Americraft Marine is proud to acquire St. Johns Ship Building, which has the right leadership and skilled workforce to accelerate the future of U.S. shipbuilding and advance the urgent need for Jones Act-compliant,

future-focused U.S. vessels,” said Omear Khalid, CEO of Americraft Marine. “Our goal is simple: to build a best-in-class Jones Act-compliant shipyard. Americraft Marine will provide stable industrial jobs, invest in workforce training, and leverage St. Johns’ proven expertise as well as the historical maritime heritage of the Libra Group.”

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July 2022 // Marine Log 15

6/21/22 2:04 PM

UPDATE

Sailing ship will turn ocean plastic pollution into energy

CLASSIFICATION SOCIETY BUREAU VERITAS has awarded its Approval in Principle

(AiP) to an innovative sailing vessel designed to not only collect floating ocean plastic pollution waste but to process it.

Called the Manta, the 56 meters long, 26 meters wide and 62 meters high sailing ship will scoop in the waste between the manta-like jaws of its catamaran hull. It will process it in

an on-board factory that includes a waste-toenergy conversion unit.

Due to set sail at the end of 2025, the vessel will be built to a design developed by Manta Innovation, the engineering design office of the SeaCleaners NGO, with the support of naval architects at France’s Ship-ST and Sembcorp Marine’s Bergen, Norway-based subsidiary, 2014 WM LMG Marin AS

&

The Manta will be powered by a combination of renewable energy technologies to minimize its carbon footprint and achieve 50 to 75% energy autonomy. It will also serve as a scientific laboratory for the observation, analysis and understanding of ocean plastic pollution and as an educational platform open to the public.

Bureau Veritas reviewed the overall structure, stability and security plans of the Manta, based on risk mitigation in relation to new technologies and requirements.

The SeaCleaners was founded by its president, Yvan Bourgnon, a veteran yacht skipper who is the holder of several world sailing records.

“Marine plastic pollution is a global ecological disaster which requires urgent action now both on land and at sea,” he says. “We are grateful that the Manta was awarded the AiP from Bureau Veritas Marine & Offshore. This represents a major milestone for us and shows the solidity of our approach to tackle plastic pollution as we are about to enter a new development phase of the Manta with the upcoming BC Ship.pdf 1 for 06-26-14 PM launch of the call tenders to12:51 shipyards.”

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Hydrogen-powered autonomous containership project gets funding SEASHUTTLE, a project that aims to build

two hydrogen-powered, remotely controlled and autonomous-ready containerships for delivery by 2025, has secured NOK150 million (just over $15 million) in funding from Norwegian state enterprise ENOVA. The project, led by Rotterdam multimodal transport and logistics group Samskip and marine robotic ship specialist Ocean Infinity, plans to put two SeaShuttle ships into emissions-free operation between Oslo Fjord and Rotterdam. Each will be powered by a 3.2 MW hydrogen fuel cell.

The Samskip-Ocean Infinity partnership covers both the construction and operation of the ships, in a collaboration seeking to push forward towards zero-emission, efficient and safe, multimodal logistics.

“Securing this funding provides a platform to make emissions-free container shipping a reality,” said Are Gråthen, CEO, Samskip Norway. “Together, Samskip and Ocean Infinity will also accelerate their plans to advance autonomous ship technologies, and remote operation of ships and cargo handling equipment. These ships are the first part of an

exciting collaboration with Ocean Infinity.”

In line with commitments made in the COP26 Clydebank Declaration, SeaShuttle would create what amounted to one of Europe’s first zero-emission “green corridors,” he added.

“Ocean Infinity’s enabling technologies can facilitate green corridors but also the broader decarbonization and transformation of maritime operations,” said Christoffer Jorgenvag, CCO at Ocean Infinity. “The emphasis today is on the SeaShuttle vessels, which are just part

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July 2022 // Marine Log 17

INSIDE WASHINGTON

President signs Ocean Shipping Reform Act into law

P

resident Joe Biden last signed the Ocean Shipping Reform Act of 2022 (OSRA) into law. The measure expands the authority of the Federal Maritime Commission (FMC) to police ocean carriers in a number of ways.

President Biden, who is no fan of the major container shipping lines, turned his attention to them again in remarks made at the signing ceremony, “Nine major shipping companies consolidated into three alliances control the vast majority of ocean shipping in the world and each of these carriers is foreign-owned,” he said.

“During the pandemic these carriers increased their prices by as much as 1,000%. ... These carriers made $190 billion in profits in 2021, seven times as the year before.

“In addition, these foreign-owned carriers have also been refusing to carry American made products back to Asia …

I knew that something

had to be done …”

So, what does the Ocean Shipping Reform Act actually do? Specifically, the legislation aims to: • Expand safeguards to combat retaliation and deter unfair business practices; • Clarify prohibited carrier practices pertaining to detention and demurrage charges and vessel space accommodation; • Establish a shipping exchange registry through the FMC; • Expand penalty authority to include refund of charges; and • Increase efficiency of the detention and demurrage complaint process.

FMC Chairman Daniel Maffei said that lawmakers had heard clearly the calls for help from American manufacturers, farmers, and companies that rely on access to international ocean cargo services.

“This bill provides needed and overdue updates to the laws the

FMC enforces,” said Maffei. “These changes will have a beneficial effect on how U.S. shippers are served and will bring more accountability to how ocean cargo services are provided.”

World Shipping Council Fires Back The WSC statement went on to reference the FMC’s recent Fact Finding 29 investigation conducted over the past two years and cited it as saying: “Our markets are competitive and the high ocean freight rates have been determined by unprecedented consumer demand, primarily in the United States, that overwhelmed the supply of vessel capacity. Congestion further constrained available capacity.”

“Until the import congestion is remedied, export congestion will persist,” the statement noted. “The WSC will continue to work with federal and state policymakers, as well as other parties, to pursue the necessary lasting solutions ... “

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GOV SHIPBUILDING

GOVERNMENT CONTRACTS

N

o doubt about, the U.S. government is the U.S. shipbuilding industry’s biggest customer.

According to a MARAD report on the industry’s economic impact, military shipbuilding and repairs accounted for 78.7% of industry revenues and commercial work for just 21.3% in 2019.

There is no reason to suppose that the way the pie is divvied up has changed much since then. In fact, the industry’s dependence on government work is likely larger than those numbers suggest. Federal agencies order a significant number of non-military vessels. States and local governments are also significant buyers (think ferries at one end of the scale and police and fireboats at the other).

The biggest federal spender is the Navy.

Right now, the Navy’s budget request is churning through Congress. The Navy’s shipbuilding procurement request is $27.9 billion in FY 2023 and includes eight battle force ships.

20 Marine Log // July 2022

As this was written, the House Committee on Armed Services Subcommittee on Seapower and Projection Forces had just released its proposals for the FY 2023 National Defense Authorization Act (NDAA).

Among other things, this year’s proposal from the panel “directs the Maritime Administrator to carry out a program to complete the design and construction in United States shipyards of up to 10 sealift vessels for use in the National Defense Reserve Fleet.”

Additionally, the subcommittee’s proposal: • Recommends to the full committee that the Navy procure eight battle force ships: two Virginia-class submarines, two guided-missile destroyers (DDG), one guided-missile frigate (FFG), one landing platform dock (LPD) Flight II, one fleet oiler (T-AO), and one towing, salvage, and rescue ship (T-ATS); • Recommends to the full committee an additional $250 million in Advanced

•

•

• • •

•

Procurement, Shipbuilding and Conversion, Navy, toward a Landing Platform Dock (LPD) that will be procured in fiscal year 2024; Authorizes the Secretary of the Navy to enter into a multi-year procurement contract for up to 15 Guided-missile Destroyers (DDG); Authorizes the Secretary of the Navy to enter into a block-buy contract for up to 25 Ship-to-Shore connector crafts; Sets a statutory floor of 31 L-class amphibious ships; Prohibits retirement of the USS Vicksburg (CG-69); Prohibits early retirement of all four amphibious vessels proposed for fiscal year 2023 divestiture including: USS Germantown (LSD-42), USS Gunston Hall (LSD-44), USS Tortuga (LSD-46), and USS Ashland (LSD-48); Requires the Secretary of the Navy to

Photo Credit: HII

Keep U.S. Shipyards Bustling

GOV SHIPBUILDING Underscoring the point that not all Navy vessels have guns on them, Conrad Shipyard’s order book includes an order for Yard, Repair, Berthing, and Messing (YRBM) barges, worth a potential $143 million if all options are exercised, and Austal USA has just been awarded a $128 million NAVSEA contract for the detail design and construction of an auxiliary floating dry dock medium.

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Another day, another bottle break on a ship built for a U.S. government customer — in this case the Coast Guard.

consult with the Commandant of the Marine Corps on all major decisions directly concerning amphibious force structure or capability; • Authorizes appropriations for the Maritime Administration and recommends full funding for the Maritime Security and Tanker Security Programs; • Directs a Comptroller General review of the Navy’s amphibious warfare fleet; and • Directs a Comptroller General review of the Navy’s guided-missile Frigate (FFG) program.

Notably absent from the panel’s recommendation is any reference to the Navy’s proposal to decommission nine Freedomclass littoral combat ships far short of their expected service lives.

While other House and Senate panels will produce their responses to the budget request, what will engage many mid-range shipbuilders’ attention in the Seapower

subcommittee’s proposals is that one about “directing MARAD” to build up to 10 Sealift ships in U.S. yards.

Most of the big-ticket items will be divvied up among the industry giants: Huntington Ingalls Industries (Newport News and Ingalls) and General Dynamics (Electric Boat, Bath Iron Works and NASSCO).

Things like Sealift ships open up opportunities for the rest of the industry. One recent program that’s an example of this is the $1.5 billion NSMV (National Security Multi-mission Vessel) program now under way at Philly Shipyard that is building replacements for the state maritime academies’ aging training ships.

How much of the Seapower panel’s wish list gets into the eventual bill passed by the House remains to be seen, as does whatever the Senate comes up with. However, the lesson of history is that projects like those Sealift ships tend to come up year after year until they eventually get adapted.

Another significant military customer, of course, is the Coast Guard. Its budget request includes $650 million to support construction of its fifth OPC (offshore patrol cutter) and long lead-time materials for OPC 6. It also requests $167.2 million to fund long lead-time materials for the third Polar Security Cutter (PSC). The first of these heavy polar icebreakers is set to start construction this year at Halter Marine, which was also awarded a contract modification for the second ship in the series in December of last year.

With the first PSC not set to deliver until 2025, the Coast Guard’s budget request includes $125 million to “fund the acquisition of a commercially available domestic polar icebreaker as an effective strategy to increase near-term presence in the Arctic until the PSC fleet is operational.”

As we reported last month, there is just one candidate vessel that meets that requirement: Edison Chouest Offshore’s M/V Aiviq.

Somewhat down the vessel size and complexity scale, the Coast Guard is asking for $77 million for the Waterways Commerce Cutter (WCC) program. The funding would support program management activities and the initial detail design and construction contract award to recapitalize the current fleet of inland tenders and barges including the inland construction tenders; inland buoy tenders; and river buoy tenders.

Though the Navy, Coast Guard and MARAD maybe the biggest Government buyers of ships, they are not the only ones.

NOAA (the National Oceanographic and Atmospheric Agency), for instance, just celebrated the laying of the keel of the first of two oceanographic research ships that it has under construction at Thoma-Sea Marine Constructors. The U.S. Army Corps of Engineers is also in the market from time to time for some highly specialized vessels.

And, of course, the reason that America’s dredging contractors have been adding to their fleets is the prospect of winning major Corps contracts.

With all these federal dollars flying, all in all, it’s not surprising that so many shipyards have offices in Washington D.C. July 2022 // Marine Log 21

U.S. SHIPYARD ACTIVITY

Another busy day at Detyens Shipyards in Charleston, S.C.

U.S. SHIPYARDS

GET SET FOR THE NEXT UPTICK

By Jonathan Hawes

22 Marine Log // July 2022

Kerr, director of sales and marketing for Deytens Shipyards, in Charleston, S.C. “We’re just seeing a lightening in activity now.”

“The foreign-flagged vessel [jobs] we used to do are few and far between now,” Kerr said. “We’ve had other opportunities… But then we saw more dredging boat activity.”

As usual, a majority of the work in the sector (maybe 60%) is comprised of Department of Defense contracts. Those contracts tend to be very large and take several months per job.

One of Deytens Shipyard’s interesting recent contracts has involved the former USS Robert G. Bradley, a decommissioned U.S. Navy frigate. Detyens’ contract involved readying the vessel use by the Bahrain Navy, including training Bahraini sailors to maintain and care for their new ship.

“They’re getting on-the-job training,” Kerr said.

Deytens Shipyard also recently had an interesting quick-turnaround project in providing maintenance on the HMS Protector, a U.K. Royal Navy ice patrol ship.

“They had some ongoing maintenance issues.

It was a fast-paced project that had to be done fast so they could make it to Fleet Week in New York City. “We’re always happy to have the British Royal Navy come to Charleston,” Kerr said.

DoD Driving Innovation “As the U.S. military fleets age, there is opportunity for shipbuilders in new construction and repair services to earn business. Our shipyard is optimized for multi-hull construction of the Offshore Patrol Cutter and dedicated to supporting the U.S. Coast Guard in the construction of their future fleet,” said Joey D’Isernia, president of Eastern Shipbuilding Group Inc. (ESG), headquartered in Panama City, Fla. ESG has positioned itself to capitalize on such future work, by investing in itself.

“We made many infrastructure investments from $50 million in state appropriations and grants, including an aluminum fabrication facility,” D’Isernia said. “We completed launch way upgrades, upland bulkhead upgrades, construction platen expansions, and waterway deepening projects to further enhance our capability to launch and deliver two OPC vessels per year, which is the USCG’s program of record peak construction pace.”

On the new construction side, ESG recently completed two new 4,500-passenger Staten Island Ferry vessels for New York City and is currently finishing building a third one for New York City. The newly built ferries are the SSG Michael H. Ollis, delivered in Aug. 2021, the Sandy Ground, delivered in

Photo Credit: Detyens Shipyards

O

ne piece of good news from America’s mid-range shipbuilders and repairers is that investments made in infrastructure are better positioning the industry for an expected uptick in demand.

Meantime, many yards have been experiencing what Conrad Industries described in its first quarter 2022 financial report as “a challenging operating environment,” including challenges associated with the COVID-19 pandemic, continued high steel prices, inflationary price increases in other materials and equipment, supply chain disruptions and a tight labor market resulting in difficulties in retaining and hiring direct labor.

In its filing, Conrad — which has yards in Morgan City and Amelia, La., and Orange, Texas — reported that it continued to see a soft market in new construction, where it believed that, largely as a result of the pandemic and rising steel prices, many customers had delayed new orders.

Still, many in the industry are heartened by such things as signs of an uptick in activity in the Gulf of Mexico.

“Shipbuilding and repair had been doing very brisk business for a few years,” said Bradley

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December 2021, and the Dorothy Day, slated for delivery this summer.

“The new ferries are larger, reflect modern technology, and will operate more safely in extreme weather conditions. They have more comfortable seating, phone-charging outlets, and an oval upper-deck promenade that’s an outdoor walking-track for ferry riders,” D’Isernia said.

ESG has recently opened a third shipyard to provide repair services to both government and commercial clients.

Across the industry, Mystic, Conn., based JMS Naval Architects is helping with sectorwide upgrades that includes a steady demand for new floating dry docks. This is in part thanks to MARAD’s Small Shipyard Grant Program, said JMS President Blake Powell.

“We’ve provided several concept designs for shipyards submitting applications as well as complete contract level designs once the grant has been awarded,” Powell said. “Shipyards have requested our designs not only to replace aging dry docks, but to expand their capacity or target specific markets such as mega yachts or small tugs.”

One sign of healthy ship repair demand is the activity at Austal USA’s Austal West Campus (AWC), a 15 acre waterfront facility adjacent to its current new construction facilities. It was bought by Austal in 2020 primarily to add steel shipbuilding to its capabilities and, in addition to 3,000 linear feet of waterfront pier space, included a Panamax-class floating dry dock, that Austal had long rented to launch new construction ships.

Almost instantly, Austal USA was in the 24 Marine Log // July 2022

commercial ship repair business.

The expanded workspace has been abuzz with activity lately.

“Work at this repair yard (the Austal West Campus AWC), has included several large contracts for topside repairs, inspection and repair dockings of hopper dredges, and inspection and repair docking to place an ATB tanker back in class with ABS,” said Michelle Bowden, media

Now, Austal USA is expanding its repair services to the West Coast.

and marketing manager for Austal USA. “These projects have involved steel renewal, pipe replacement, gearbox replacement, rudder repair/replacement, anchor and chain maintenance, and pump removal and service. Other capabilities provided by the AWC team include conversions and upgrades, ship repair, and electrical, pipe, and machine shop services.”

The dry dock is 629 feet long and 122 feet wide, and features a 20,000-ton lift capacity.

It’s outfitted with large capacity cranes on both the north and south wing walls.

Now, Austal USA is expanding its repair services to the West Coast. Late last year, it established a repair facility in the Port of San Diego that includes 17 acres of waterfront property in National City, Calif., adjacent to Naval Base San Diego.

“The site will focus on ship repair for U.S. Navy, Military Sealift Command, and U.S. Coast Guard ships and will be fully operational in the summer of 2023, with the arrival of a newly-built dry dock,” Bowden said. “The dock will have a 9,000 light ton lifting capacity and be designed to efficiently dock small surface combatants and similar sized ships. The West Coast service team has been busy fulfilling several U.S. Navy service contracts for topside work as well as securing the newly acquired facility and waterfront access to enable safe mooring for Naval and Coast Guard vessels.”

In the Pacific Northwest, Everett Ship Repair has just added a second floating dry dock at its Everett, Wash., facility.

The company started operations in 2019 with just one floating dry dock, the 492- by 148-foot Faithful Servant, formerly located in Bellingham, Wash. Now it has acquired the former Zidel 220 and renamed it the Emerald Lifter.

The Emerald Lifter has a lifting capacity of 2,000 tons and a working deck of 220 feet by 62 feet.

Everett Ship Repair recently brought in a crane barge from sister company Nichols Brothers Boat Builders. The 150-ton link belt crane is positioned on a 180- by 49-foot barge and will service both dry docks.

Photo Credit: Austal USA

Repair business has been brisk at Austal USA’s Austal West Campus with its Panamax-size floating dry dock.

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PAINTING & COATING The 200 foot long NDC #261 deck barge will support Norfolk Dredging Company’s mechanical and clamshell division.

hat are the latest technological developments in the world of marine paints, coatings and surface preparation? Are there more environmentally friendly options when it comes to painting or repainting a vessel or barge? Which companies, including shipyards, have new or updated blast and paint facilities? We ask these questions and more to Matt Heffernan, commercial marine business manager of North America for Sherwin-Williams Protective & Marine.

Marine Log (ML): Sherwin-Williams has a long history of being involved in the marine shipbuilding process. Can you tell us more about what the company provides to shipyards?

Matt Heffernan (MH): The Sherwin-Williams Company has a long, proud history as a trusted coatings manufacturer in the maritime industry. Our product offerings, business 26 Marine Log // July 2022

SHERWIN-WILLIAMS ON MARINE COATINGS TECHNOLOGY

service model and a dedicated marine team intently focused on solving our customers’ most pressing challenges set us apart. Our solutions are geared at serving customer needs, especially in time-sensitive situations, such as during dry dockings or pier side availability. Operating within a dedicated marine division of the company, our team is keenly aware of vessel owners’ requirements from product performance and availability to timely local distribution and delivery, and the technical service and oversight required to ensure sound surface preparations and product applications.

We work closely with the vessel owner to determine the scope of work that will be performed during maintenance and new construction activities. That means first writing a detailed coatings specification that outlines key factors such as surface preparation, application timelines and application thickness for each coat. A strong coatings specification ensures a focused scope of work and helps eliminate unexpected costs. Next, we ensure products get to the shipyard on

time. Sherwin-Williams stores are located no more than 20 miles from most shipyards.

Next, we work with shipyards and fabricators to confirm the written specification with our dedicated local team of NACE-trained technical service reps surveying the vessel and ensuring the scope of work and specification are accurate. Thereafter, our team is on site for critical hold points, including surface preparation, product application and a final walk-through. This thoroughness gives the asset owner the peace of mind that the coating system will perform as expected.

ML: Sherwin-Williams recently worked on the Norfolk Dredging Company projects NDC #260 & NDC #261. What services did you provide to those projects and what can you tell us about the dredge?

MH: Both the NDC #260 and NDC #261 turned out fantastic. The two assets are true workhorse showpieces. LAD Services, a full-service marine fabrication, repair and construction

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ML: Sustainability is a huge topic of concern for the maritime industry at the moment. How has Sherwin-Williams addressed “going green” and are there new technologies coming online to help facilitate more eco-friendly paints and coatings processes?

MH: Sustainability has always been at the heart of Sherwin-Williams efforts to protect the environment and the communities in 28 Marine Log // July 2022

which we operate. One key way Sherwin-Williams Protective & Marine demonstrates this is by manufacturing, specifying and supplying coatings with low to zero levels of volatile organic compounds (VOCs) and hazardous air pollutants (HAPs). A not-so-evident example of our efforts to reduce environmental footprint is our commitment to extending vessel service lives, which helps to reduce the total amount of coatings used on a vessel over the course of its service life. Extended service life coatings, such as Sherwin-Williams Fast Clad ER and Sherplate PW allow for ballast and potable water tank service lives of 15-20 years in marine environments.

For exterior service, using Sherwin-Williams Sher-Loxane 800 will extend the color and gloss of an exterior asset for multiple years beyond what traditional polyurethane offers, while also providing corrosion protection. Extended coating service lives reduce the number of times an owner or captain must paint to keep a vessel free of corrosion and looking well maintained.

From a pollution perspective, the use of these extended service life products and systems reduces the amount of hazardous waste generated, including used and contaminated blasting media, used paint buckets, throwaway plastic trays and brushes, and solvent generated from application and cleaning activities. Such waste adds up with frequent blasting and coating intervals required when using standard coating systems with just fiveto seven-year service lives.

ML: Is the bulk of your marine work in the government shipbuilding sector or are you fairly spread out in terms of the types of vessels you frequently work on (i.e. ferries, tugs, towboats, barges, cargo ships, etc.)?

MH: Sherwin-Williams Protective & Marine has been a strong supplier to the government marine sector—both in the U.S. and abroad.

In the U.S., we work closely with the U.S. Navy, U.S. Coast Guard, U.S. Army Watercraft Inspection Branch, the National Oceanographic and Atmospheric Administration (NOAA) and the U.S. Army Corps of Engineers. Working with and suppling these entities has allowed us to demonstrate that our coatings perform under the most critical requirements. We then leverage these successful applications from the government marine sector to benefit the commercial marine industry. Not surprisingly, many fleet managers and owners that have served in the armed forces or have attended maritime academies are familiar with our coatings from their time in service.

In the commercial marine industry, we are

trusted experts for a wide array of vessel owners, shipyards and application contractors. For example, lately we have become true subject matter experts in the dredging industry. This industry has found that our coatings perform well for its specific needs, and we now service some of the largest companies in the market.

The dredging industry encompasses all types of vessels—tugs, scows, barges and specific types of dredges, such as hydraulic, hopper, cutter suction and mechanical. We also service some of the largest passenger ferries, cruise vessels and entertainment vessels in the country.

Providing this dynamic range of vessels with both products and support gives us excellent knowledge that positions us as a leader in maritime coatings.

ML: What are the latest trends in the world of marine paints and coatings, and how do you see that changing over the next five years?

MH: The industry is constantly developing better products for the environment without sacrificing any performance. We are in fact increasing performance. And therefore, owners and fleet managers can take advantage of coatings that extend the service life of their assets, which in turn makes for less costly downtime, all while keeping their assets protected from corrosion and looking good.

One technology example of note is the growing use of Sherwin-Williams SeaVoyage Copper-Free Antifouling Paint, which protects against both soft and hard fouling using a combination of biocides that are non-persistent in the environment. The biocides simply degrade into non-toxic components in 24 hours in seawater, preventing heavy metal accumulation in ports and harbors. This copper-free coating is in use on a wide array of vessels, including Spearhead-class high-speed expeditionary fast transport vessels.

Matt Heffernan

Photo Credit: Sherwin-Williams Company

company based in St. Mary Parish, La., did great work in fabricating the vessels, and it was a pleasure working with them on these projects for Norfolk Dredging Company (NDC). The NDC #260 and NDC #261 will be primarily used as dredging operation support platforms. The NDC #260 is a 200- by 60-by 12-foot deck barge that will support the dredging company’s pipeline and hydraulic division. The NDC #261 is a same-size deck barge that will support the company’s mechanical and clamshell division.

Coastal areas should also keep an eye out for the NDC #262, which is expected to be launched near the end of 2022. The Norfolk Dredging Company has been a great partner over the past couple of years, and we look forward to our continued relationship.

In working with Norfolk Dredging Company and LAD Services, the new vessel fabrication project started with Sherwin-Williams Protective & Marine developing a coatings specification for the dredges, followed by technical representatives being on site for critical hold points and later overseeing the final walk-throughs. Steel plates for new vessel fabrications and shipyard repairs typically arrive at the shipyard already blasted per the SSPC-SP 10 Near-White Metal Blast Cleaning method and primed with a pre-construction zinc primer (PCP), such as Sherwin-Williams Zinc Plate Ultra II PCP. Preparing the steel panels offsite in a controlled environment provides a more uniform surface preparation, profile and near exact primer application. Following on-site vessel fabrication work for the NDC #260 and NDC #261, our team worked with the shipyard to ensure the new steel was ready to coat for Norfolk Dredging.

Once application started—both internally for voids and externally for the underwater hull and topsides—we measured both the wet film thickness and dry film thickness of the applied coatings to ensure they were within specifications. Keeping an eye on those parameters helped to ensure the coatings will perform as intended. We also monitored the weather and environmental conditions, as they can drastically impact coating applications.

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ENGINESCOATINGS MARINE & PROPULSION

Fluoropolymer Coatings luoropolymer coating technology from paint manufacturers like Tnemec Company has long been known for its enduring color and gloss retention, especially when compared to the traditional urethane finish coats most marine vessels have used over the last few decades.

Utilizing fluoroethylene vinyl ether (FEVE) chemistry, these ambient-cured topcoats are easily applied by brush, roller, or spray, either in the shipyard or by the vessel’s crew while underway. The chemistry in fluoropolymer coatings creates an exceptionally durable chemical chain that withstands the damaging effects of ultra-violet light and allows a vessel to look fresh and new while other topcoats are left to fade and chalk rapidly, sometimes even before the vessel has even left the shipyard.

The aesthetic benefits provided by fluoropolymer technology greatly outperform those of traditional polyurethanes or polysiloxane coatings while also inhibiting topcoat chalking, a visual indication a coating film is deteriorating. By maintaining the coating’s film integrity for an extended period, a fluoropolymer topcoat protects the primer and intermediate coats within the coating system to prolong the vessel’s corrosion defense system.

30 Marine Log // July 2022

While appearances may be the most obvious benefit, there are other advantages to using a fluid applied fluoropolymer topcoat on your vessel.

That strong chemical bond derived from the FEVE chemistry, combined with the extended gloss retention, allows for reduced amounts of corrosion and coating fail-

Utilizing a fluoropolymer finish coat will limit topside repairs and painting conducted at the dry dock ... ures throughout the lifespan of the vessel.

As mentioned earlier, most common topcoats, like urethanes, tend to lose their gloss, leading to what’s generally referred to as “chalking,” after only a year or two.

You can expect to see up to 10 times lifespan with a fluoropolymer coating. Color change, or “fading,” is an obvious visual indication that both the pigments and binder are

being attacked by ultra-violet light. Besides a noticeable change in color, the coating’s glossy finish is often degraded and can lead to a severely altered aesthetics that can also negatively impact the coating system’s corrosion protection. Once this occurs, elements begin attacking the vessel’s substrate and corrosion begins. A coating that maintains a higher gloss for longer will ultimately protect the asset for an extended period of time.

Tnemec says that a well-built fluoropolymer coating can maintain color, gloss, and appearance for up to 15-20 years, even in dark colors! This allows the vessel to be protected longer, and even possibly skip that full “shave and haircut” every three to five years.

Utilizing a fluoropolymer finish coat will limit topside repairs and painting conducted at the dry dock, allowing an inspection and a quick coat of an anti-foul paint before getting the vessel back to work. This saves both time and money while still maintaining that newly painted appearance.

The technology advancement of paints and coatings over the last 20 years has been incredible. Fluoropolymers have now been lab tested, field applied, and well proven over this time to be far and away the coating that can stand the test of time and hold up to the harsh environments many of these vessels see every day.

Photo Credit: The Tnemec Company

F

STAND THE TEST OF TIME

NEWSMAKERS

Grimaldi succeeds Poulsson as ICS chairman The board of the International Chamber of Shipping has appointed EMANUELE GRIMALDI, president and managing director of Grimaldi Euromed SpA, as its chairman. He succeeds ESBEN POULSSON, executive chairman of Enesel Pte. Ltd., who has served as ICS chair since 2016, and who steps down after serving three terms of office.

C-Job Naval Architects cofounder BASJAN FABER is stepping down as CEO to become chief financial officer, while the firm’s other cofounder, JOB VOLWATER, will move from his position as chief commercial officer and take on the CEO role.

Hornblower Group reports that BRENDAN SMITH, formerly VP of engineering at NYC Ferry, has been named president of Seaward Services Inc. He will report to SCOTT THORNTON, chief operating officer of Hornblower Group’s Ferries and Transportation Division and succeeds JOHN KEEVER, who has retired after 50 years in the industry.

Middletown, R.I.-based KVH Industries Inc. has appointed BRENT BRUUN as president and CEO and a member of the board.

Bruun has served as KVH’s interim president and CEO since March 2022. He first joined KVH in 2008 and has played a critical role in the growth of the company’s mobile connectivity business.

Liverpool, U.K., headquartered consultancy Brookes Bell has appointed KARLEY SMITH as its first female master mariner consultant. Smith, who joins Brookes Bell after 16 years at sea, will be working with the firm’s master marine team to investigate and help solve maritime disputes and provide advice for legal cases.

STEVEN LAKIN has joined Danfoss North America as director of public and industry affairs. Lakin was most recently, deputy commissioner of labor and industry for the State of Maryland (2016-2022). Previously, he served in leadership roles for several contracting associations and worked for two members of Congress, two governors and one U.S. president.

Offshore Insights into the evolving offshore market

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Marine Log will also host a podcast and webcast series focusing on the latest in offshore wind farm development, policy and regulation and the implications for U.S. shipyards and vessel operators.

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July 2022 // Marine Log 31

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TECH NEWS

Compact new Baudouin engine packs a lot of power FRENCH DIESEL MANUFACTURER BAUDOUIN, whose U.S. references include the NYC Ferry fleet, has launched a new engine on the international marine market.

Baudouin’s new 6F21 is the most compact marine engine in the company’s history, but has an impressive power density With dimensions of 1,470 by 1,100 by 1,075 mm (57 7/8 by 43 5/16 by 42 5/16 inches) it delivers outputs of up to 735 kW (1,000 hp).

The 6F21 includes a strengthened engine structure to withstand high torque and a higher cylinder pressure of well over 200 bar. A two-stage turbocharger system is fitted, along with two intercoolers, and a high-end common rail system, operating at 2.200 bar.

The 6F21 is a genuine marine design with marine components, such as individual cylinder heads that make maintenance easy even in small engine rooms. The fuel filters are mounted in the front to allow easy and quick maintenance, and there is no need to dismantle any part of the engine in order to reach a component.

To keep overall weight down, cast iron and steel are only used when stress and temperature demand it. Flywheel housing, the

oil sump, covers, brackets, supports, and even heat exchanger bodies are all constructed from light alloys.

Sea Machines takes wraps off next-gen nav system

Photo Credit: (Top) Baudouin ; (Bottom) Sea Machines Robotics

BOSTON-BASED SEA MACHINES ROBOTICS INC. has just unveiled a new marine computer vision navigation system designed to improve safety and performance while vessels are underway.

Called AI-ris, (Artificial Intelligence

Recognition and Identification System) it uses digital cameras and AI-processing. It detects, track, classifies and geolocates objects, vessel traffic and other potential obstacles in the majority of operational conditions, day or night, to equip crew with best-in-class

situational awareness. Computer vision helps improve safety for vessels and is also a critical technology for the advancement of autonomous command and control systems.

Vessels operate in the planet’s most dynamic environment and the limitations of conventional navigation sensors leave the bulk of perception work to the human eye and brain for continuous scanning of the waterway. Fatigue, distraction, and confusion can lead to misses and mistakes.

Sea Machines says it has designed AI-ris to be ever-alert, with the ability to deliver predictable operational results that can improve vessel reliability, as well as eliminate liabilities caused by human error.

“AI-ris is always scanning for obstacles and can alert the operator to potentially dangerous situations. It also labels objects very small in size, like swimmers, kayakers or animals, to those very large, like another ship,” said Trevor Vieweg, CTO at Sea Machines. “With the ability to detect, classify and geolocate such targets via optical sensors, AI-ris augments and surpasses the capabilities of existing marine sensor technologies, like radar and automatic identification system (AIS), enabling greater performance and achieving the highest levels of safety. In the future, this technology may also help responders detect marine oil spills.”

July 2022 // Marine Log 33

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AD INDEX

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July 2022 // Marine Log 35

SAFETY FIRST

M

arine chemists have a combination of academic knowledge and professional expertise. The marine chemist is required to quantitatively and qualitatively determine the severity of the hazards that are present in the tanks or compartments where work is to occur and the adjacent spaces. These hazards include oxygen deficiency, flammable gas or toxic vapor associated with cargo or fuel products, or combustible materials that may be present at the time of the inspection.

As the National Fire Protection Association (NFPA) Technical Committee on Gas Hazards votes on the First Draft of the next edition of NFPA 306, Standard for the Control of Gas Hazards on Vessels, the NFPA Certificated Marine Chemist Program will mark 100 years of fire protection and life safety on marine vessels, in shipyards, marine terminals and waterfront facilities.

What started a century ago as an industry effort to prevent fires on vessels under repair has never been more important. According to a 2007 report of the U.S. Bureau of Labor Statistics, approximately 25% of fatalities in shipyards result from fires and explosions caused by hot work (welding, cutting, burning, abrasive blasting, and other heatproducing operations).

Following the First World War, numerous fires and explosions occurred when ships were being converted from troop transport vessels to their original purpose as bulk carriers and 36 Marine Log // July 2022

cargo vessels. Vessel owners, shipyards and marine insurers all recognized that something had to change. Marine industry representatives including the American Bureau of Shipping (ABS) asked NFPA for assistance in the development of a fire prevention standard specific to the hazards found on marine vessels while being repaired in shipyards. In 1922, the Regulations Governing Marine Fire Hazards, Appendix “A”, Having to Do with the Freeing of Tanks of Flammable and Explosive Vapors Previous to Making Repairs, was adopted by the NFPA. From the beginning, the unique feature of the Regulations was the requirement for the tanks that were the subject of hot work to be tested and inspected by a certified competent chemist whose ability and reliability was attested to by the ABS. These chemists were for the most part employed in the laboratories of petroleum refineries. So, they understood the properties and characteristics of the petroleum products that were carried as fuel and cargo on marine vessels.

The ABS certified the “gas chemists,” until 1963 when the NFPA agreed to assume full responsibility for marine chemist training and certification. To accomplish this mission the NFPA established the Marine Chemist Qualification Board (MCQB). The board is comprised of representatives from the marine insurance industry; tank vessel operators; shipbuilding or vessel repair industry; Marine

Chemist Association; a practicing Marine Chemist; Occupational Safety and Health Administration (OSHA); U.S. Coast Guard and U.S. Navy.

The MCQB is responsible for establishing the NFPA Rules for the Certification and Recertification of Marine Chemists. The Board acts on applications for certification and recertification of marine chemists and the registration of trainees. It also reviews accident reports that involve marine chemists and when necessary, takes disciplinary action, which can include the suspension, cancellation, or the revocation of a marine chemist’s qualification documents.

NFPA 306 is the document that a marine chemist is required to use when he or she performs this job-site hazard analysis (JHA).

This standard provides minimum requirements and conditions that are necessary before a space can be entered or before work can be started, continued, or started and continued on any vessel under construction, alteration, or repair, or on any vessel awaiting shipbreaking. The requirements of the current edition of NFPA 306 can be traced back to 1922 and Appendix A of the Regulations Governing Marine Fire Hazards.

Upon completion of the JHA, the marine chemist will issue a Marine Chemist’s Certificate that documents the results of the survey.

Both OSHA and the US Coast Guard require a Marine Chemist’s Certificate is posted for hot work in, on or adjacent to tanks, spaces or compartments that contain or previously contained combustible or flammable liquids or flammable gas. Presently there are 93 NFPA Certificated Marine Chemists located in ports throughout the continental U.S., Hawaii, Alaska, and Guam. Together, these marine chemists write about 31,000 Marine Chemist’s certificates each year.

It’s fitting that NFPA 306 has entered the revision cycle for the 2024 edition just as the marine chemist program enters its second century. The first draft of the next edition of NFPA 306 became available on the NFPA website for public review and comment on March 22.

LAWRENCE RUSSELL, Principal Specialist NFPA GUY COLONNA, P.E. NFPA

Photo Credi: Shutterstock/muratart; Headshots NFPA

A Century of Fire Protection and Life Safety

A Family of Companies.

A Century of Service.

24-Hour Contact 912 236 1331 ext 7100 mgosales@colonialfuels.com www.ColonialOilIndustries.com Morehead City, NC | Wilmington, NC | Georgetown, SC | Charleston, SC Savannah, GA | Brunswick, GA | Jacksonville, FL | Cape Canaveral, FL