Marine Log November 2021

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

WHAT’S TRENDING

November 2021

in the Workboat World?

The Capt. Bob Moore pilot boat is Marine Log’s Vessel of the Month.

PATROL BOATS Churning Out at U.S. Yards

OFFSHORE SUPPORT VESSELS Will Promises Become Orders?

CREW CHANGE CRISIS Problems Continue Despite Vaccine

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CONTENTS

14 DEPARTMENTS 2 EDITOR’S LETTER Crew Change Crisis Persists Despite Vaccine 4 INLAND WATERWAYS Large Custom 24-Inch Dredge Under Construction 6 WELLNESS Fast Food & Mental Health 8 VESSEL OF THE MONTH Captain Bob Moore: New Chesapeake Class Pilot Boat 12 REGULATIONS What does U.S. Shipping Coordinating Committee Actually Do? 14 UPDATES • Concept Hydrofoil E-Ferry Designed for 100-Mile Range • Kirby Exits Hawaii, Takes Earnings Hit

32 FEATURES

26 32 34 40

PATROL BOATS American Yards Win Share of Rising World Patrol Boat Demand Amid increasing world tensions, American shipyards are getting a piece of the resulting world patrol boat action CEO SPOTLIGHT 10 Minutes with Brent Hutchings of North River Boats We talk to one of the largest U.S. builders of heavy-gauge aluminum in workboats OFFSHORE SUPPORT VESSELS Will Offshore Wind Promise Become Shipbuilding Reality?

All eyes are on the offshore wind sector, but thus far, that’s a market more full of promise than orders SALVAGE & EMERGENCY RESPONSE Salvage & Emergency Providers Upgrading and Diversifying Cooperation between companies has been key to overall success in the sector and is part of the under-told story of how COVID has been fought on many fronts

24 INSIDE WASHINGTON Letter to Buttigieg: Pause USMMA Sea Year, Fire Buono 45 TECH NEWS Enabling Hydrogen Adoption for a Brighter Tomorrow

Cover Photo Credit: Gladding-Hearn Shipbuilding, Duclos Corporation

48 NEWSMAKERS Biden Names Retired Admiral as Maritime Administrator Nominee 52 SAFETY When it Comes to Safety, Seeing is Believing November 2021 // Marine Log 1

EDITOR’S COLUMN

MARINELOG NOVEMBER 2021 VOL. 126, NO. 11 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 Photo Credit: IMO

Crew Change Crisis Persists Despite Vaccine

O

ngoing crew change crisis issues persist—despite the number of seafarers having been vaccinated—although it continues to receive little world media attention.

Back in April, at least 200,000 seafarers were still stuck onboard ships across the globe unable to leave due to tight COVID-19 restrictions that prevent crew changes.

Though the number of seafarers impacted has shrunk from its one time high, new variants of COVID-19 have brought new border control and travel restrictions that threaten to sharply increase the number of seafarers affected by the crew change crisis.

In addition to new travel restrictions, new national lockdowns, an increase in flight cancelations, and increasingly strict crew change requirements, especially in Asia, are preventing seafarers from going back home after completing their contracts. This is despite a strong increase in vaccine rates during the last month, ship managers report.

As we reported early this month, the latest Neptune Declaration Crew Change Indicator report shows that the number of seafarers onboard vessels beyond the expiry of their contract has decreased to 7.1% from 7.9% in the previous month, while the number of seafarers onboard vessels for over 11 months has remained the same, at 1%.

The most positive trend reported by the

November report is the 9.9% increase in seafarer vaccinations, from 31% in October to 41% in November. Despite limited access to vaccines in large seafaring nations, the number of ports that now provide vaccines to international seafarers has helped them gain access to vaccines.

However, with governments demanding seafarers be vaccinated with particular vaccines to ensure crew changes, some seafarers have ended up being over-vaccinated with different vaccines, says the report.

Despite what we know about the crisis, there’s more than meets the eye when it comes to the report.

As top ship managers are making significant efforts—and are often better placed—in facilitating crew changes, the Neptune Declaration Crew Change Indicator can’t be used directly to calculate the full numbers of seafarers impacted by the crew change crisis. Likewise, the calculated percentage of seafarers who have been vaccinated is likely to overestimate the actual proportion of vaccinated seafarers.

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com 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 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. 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.

COPYRIGHT © Simmons-Boardman Publishing Corporation 2021. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195.

For Subscriptions, & address changes, Please call (US, Canada & International) +1 (402) 346-4740, Fax +1 (847) 291-4816, e-mail marinelog@omeda.com or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 239, Lincolnshire IL 60069-0239 USA. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 239, Lincolnshire IL 60069-0239 USA.

2 Marine Log // November 2021

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

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INLAND WATERWAYS

At 371 feet LOA, the dredge will be one of the longest in the U.S.

R

eserve, La.-based DSC Dredge LLC is to build a custom 24-inch dual pump Marlin Class dredge, one of the largest of its kind in the U.S. for Muddy Water Dredging L.P., which will use it to maintain U.S. navigable waterways.

Michael Kerns, president and CEO of Muddy Water Dredging LP, and Bob Wetta, president and CEO of DSC Dredge, announced the project October 12.

Muddy Water Dredging (MWD) was established this year and has its corporate headquarters located in Orange, Texas.

Co-owners Kerns and Matthew Devall (of MWD) have over 40 years of experience in the dredging and maritime transportation industry.

They say that “MWD will engage a first principles approach by employing the latest technological advancements to the machinery and employees allowing for a truly unique and forward-thinking organization, we are incredibly excited to join a dynamic industry that is vitally important in sustaining U.S. navigable waterways.”

DSC Dredge says that, over the years, it has made its name in the industry for helping clients make “the right choice” when it comes to their dredging needs and MWD is a continuation of that client partnership.

Custom Dredge Specs The custom Marlin Class dredge will have an overall length of 371 feet, with the 4 Marine Log // November 2021

capability of dredging a 400 foot wide cut utilizing an 80-degree swing arc thus increasing the dredge’s swing/advance efficiency by 5.9%.

At a duty point of 28,236 GPM slurry

The custom 24-inch diesel-electric designed dredge, with a total installed 9,621 hp. and delivering 6,830 kW of electrical power, is expected to be completed October 2023.

volume, this new dredge will have the ability of filling an Olympic-size swimming pool with dredge slurry in only 23 minutes and can completely fill an area the size of the New Orleans Superdome in only 23 days.

The dredge’s customization includes a detachable carriage barge that allows it to

quickly convert from a wide cut format configuration to a shorter conventional dredge configuration for work in areas with limited space. It also has lay-down carriage barge spuds to facilitate transit under low clearance structures.

“The perfect balance of elegant design and outstanding function—this is the essence of design meets function,” says DSC Dredge.

The dredge will be equipped with DSC’s survey-grade DSC Vision package; DSC’s Dredge Rx remote monitoring package; and DSC’s Dredge Quality Management (DQM) system for automated Cor ps reporting. The dredge will also be fitted with three 12- by 12-foot offices, a 15- by 19-foot meeting/break room, restroom facilities, and a 20- by 27-foot lever room.

“I am extremely grateful to everyone involved for all the hard work over the last few months to make this a reality” said Devall.

Co-ow ner Michael Kerns added, “I am extremely proud to re-enter the U.S. D re d g i n g i n d u s t r y a s co - ow n e r a n d president of Muddy Water Dredg ing and fortunate to have an opportunity to incorporate my many years of dredging experience into the design of our new 24-inch cutter-suction dredge.”

“DSC is extremely excited to partner with Muddy Water Dredging on this new 24-ich dredge build,” said DSC’s Wetta.

“The specifications and overall design of the dredge will lend itself to the future of efficient dredge designs while still providing a beast of a dredge. Muddy Water Dredging has taken steps to bring a new dredge to the industry that will be designed for high production capacity, the latest in dredging technology and an efficient and practical design.

“It doesn’t get much better than partnering with clients that share the same vision and that is exactly what we have w ith Muddy Water Dredg ing . This is going to be fun.”

The custom 24-inch diesel-electric designed dredge, with a total installed 9,621 hp. and delivering 6,830 kW of electrical power, is expected to be completed October 2023.

DSC Dredge supplies equipment all around the world, including India, Africa, Bangladesh, Dominican Republic, United Arab Emirates, Mexico, Canada, and beyond.

Photo Credit: DSC Dredge

DSC Dredge Constructs Large Custom 24-Inch Dredge

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WELLNESS COLUMN

Fast Food & Mental Health

T

ransportation workers push long hours, slipping in snacks and meals w hene ver an opp or tune moment arises. Grabbing a quick bite of fast food can seem like a good option, but food choices are an aspect of mental health that are often under considered and misunderstood.

Fast foods and highly processed foods are quick to heat and come easily packaged to carry into the field. Their drawback is that they are often loaded with sugars, cheap flours, lab made chemicals, and fillers that can have a very real and negative impact on the mind. Poor nutrition, particularly the consumption of fast food, is a risk factor for mental health deterioration. Your thoughts and feelings are related to what you eat.

In the last 20 years, studies have drawn a clear picture of how fast foods and processed foods impact our mental health.

The Public Health Nutrition Journal in 2012 showed that those who ate fast food routinely were 51% more likely to develop depression compared to those who ate little to none of it.

Additionally, the research showed it was a dose-response relationship meaning as the amount consumed went up, so too did depressive symptoms. These researchers pointed out that the relationship between study participants and other factors existed beyond poor food quality, such as smoking, however mental health deterioration

6 Marine Log // November 2021

in relationship to the amount of fast food consumed was evident.

Depression can get better when food quality increases and direct intervention can help individuals make better choices.

Felice Jacka, a dietary researcher, showed that changes in dietary patterns—even small ones—could change depressive outcomes. Adults with depression who received nutritional counseling and then made adjust ments to their diets saw depressive symptoms drop by 33%. They moved their dietary choices away from fast food toward more ¬nutrient-rich foods. This is compared to 8% of individuals who had their depression symptoms decrease in the control group with no dietary interventions (BMC Medicine, Vol. 15, No. 23, 2017).

Diets rich in fibrous foods can also decrease symptoms of depression. After analysis of the dietary patters of 16,000 Am er i c a n s , re s e a rch er s su g g e s t t h a t fiber intake lowered depressive symptoms. When dietary fiber intake averaged 21 grams daily, depression risk was substantially lower (Nutrition. 2018 Oct.).

While the mechanism of this reduction is unknown, it is speculated that inflammation may be a factor in depression and diets loaded with fiber lower gut inflammation and can also alter gut pH ultimately improving upon mental health (Nutr Rev. 2020 May 1).

Diets rich in healthy fats also help

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/GoodStudio

Poor nutrition, particularly the consumption of fast food, is a risk factor for mental health deterioration.

increase mental strength and decrease depressive symptoms. The American Psychiatric Association recommends the use of omega-3 fatty acids to complement the treatment of depressive disorders.

Their recommendation is supported by studies like the Hordaland Health Study published in 2006, which saw 21,000 participants showed the impact of consuming cod liver oil on depression. Those who regularly took omega-3 rich cod liver oil were about 30% less likely to have symptoms of depression than those who did not.

This study also revealed a doseresponse relationship noting that the longer one took the omega-3 fatty acid, the less likely they were to have high levels of depression. While cod liver oil was once known as something one had to choke down, it now comes with flavors and in caplets for easy consumption. It is one of many omega-3 rich foods that impact our mental health and are readily available on supermarket shelves.

All of the above research points to one inevitable conclusion: choosing real food! Consuming whole foods is a good first step. These are foods that come in their natural form, with nothing added to them. They are unprocessed and while they do require a bit of preparation, the benefit to long-term physical and mental health is undeniable. A good follow-up step is to limit processed food items to those with few ingredients that can be pronounced easily. With no added sugars, preservatives and artificial flavorings one’s physical and mental health can reach new heights.

Our good mental health is connected to what we put into our mouths. Choosing to eat whole and “real” foods, verses those that are prepackaged and brimming with fillers, can help secure aspects of our mental health for years to come.

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VESSEL OF THE MONTH The all-aluminum vessel features a deep-V hull designed by Ray Hunt Design.

T

he Associated Federal Pilots in Venice, La., recently took delivery of a new Chesapeake class pilot boat from Gladding-Hear n Shipbuilding , Duclos Corporation, Somerset, Mass.

Na med t he Captain Bob Moore, t he all-aluminum vessel features a deep-V hull designed by Ray Hunt Design and measures 52.6 feet overall, with a 16.8 foot beam and a 3.10 foot draft.

Main propulsion power is delivered by twin Volvo Penta D-16, EPA Tier 3-certified diesel engines, supplied by Power Products, Wakefield Mass. Each producing 641 bhp at 1,800 rpm, they turn 5-bladded Bruntons NiBrAl propellers via ZF500-1-A gearboxes to give the vessel a top speed of 26 knots.

A Hu mphree i nterceptor t r i m control system, w it h automatic trim

8 Marine Log // November 2021

optimization, is installed at the transom.

The launch is equipped with a 9 kW Northern Lights M773LW3 genset.

Kobelt steering system is installed at the helm in the wheelhouse and at the aft-deck control station. Each station is fitted with an electronic helm unit and SS destroyer-type wheel.

The wheelhouse, with a small trunk, is installed amidships on a f lush deck. With forward-leaning front windows and the helm station on center, the wheelhouse is outfitted with six Llebroc pilot seats, a bench seat behind them and built-in cabinetry. The forecastle includes a split upholstered settee/bunk, porta-potty, shelving and storage space for safety gear. The interior is cooled by two 16,000 btu reverse-cycle HVAC units.

The vessel is equipped with a comprehensive suite of Furuno navigation and

communications electronics supplied by MacDougals Marine Electronics, Falmouth, Mass., and installed by Gladding-Hearn.

Outside of t he wheelhouse are w ide side - de c k s a nd t wo r a i s e d b o a rd i ng platforms on t he bow. Ladders on t he sides of the wheelhouse lead to hinged boarding platforms on the roof. A control station is located near the stepped transom, along with a winch-operated rotat i ng dav it system over a recessed platform for pilot rescue operations.

For more t ha n 65 yea rs, Gladd i ngHearn Shipbuilding, Duclos Corporation, has built steel and aluminum commercial vessels. Located on the Taunton River in Somerset, the family-owned and operated shipyard has built more than 430 vessels, including pilot boats, patrol vessels, tugs, passenger vessels, and more.

Photo Credit: Gladding-Hearn Shipbuilding

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WELLNESS OP ED COLUMN

Pre-Planning of Crew Changes Remains Critically Important

H

opes for an easing of the crew change crisis have receded despite the best efforts of the maritime industry to have seafarers recognized as key workers. For well over a year, those involved in crew logistics have faced multi-faceted challenges as government instructions and medical advice change, sometimes daily.

What’s more, many seafarers still cannot access the vaccines that could help facilitate their passage to and from work. The latest figures from the International Chamber of Shipping indicate that, despite noted improvements in rates of vaccination for seafarers, only 25% are fully vaccinated, and most are not expected to receive a vaccine through their national programs until at least 2022.

Some IMO member states have worked to improve seafarer vaccination rates: the U.S., India, Germany, Cyprus, Belgium, Netherlands and Australia to name a few. Donations received through the Global Maritime Forum’s Neptune Declaration on Seafarer Wellbeing and Crew Change have also helped.

But while kudos is due to those that have made special effort to boost vaccine rates, more still needs to be done. Developed nations should use their vaccine stocks to boost dedicated vaccination programs for seafarers passing through recognized hubs such as Singapore, Rotterdam, UAE ports and Houston.

Regrettably, this is easier said than done, so pre-planning of crew changes remains critically important, as does the ability to adapt to changes in procedure at short notice.

Varied Global Challenges In Oman, the GAC team reports that authorities are closely monitoring crew change 10 Marine Log // November 2021

procedures and the precautions to minimize the risk of spreading COVID-19. GAC has earned their support, but crew changes are still managed on a case-by-case basis in light of updates to health and travel advisories.

In India, GAC has been successful in managing the preparation and coordination of crew changes, even when last-minute information and action has been required. In

Even a small mishap can delay vessel quarantine or free pratique approval ...

a recent case, GAC assisted in the urgent medical evacuation of a seriously ill COVIDinfected crewmember at an Indian port.

Maintaining strict sanitation and social distancing standards is critical. Even a small mishap can delay vessel quarantine or free pratique approval, so GAC’s offices globally have adapted quickly to ensure that the highest standards are maintained.

Over time, the development of checklists and standard requests for information from customers has helped GAC to ensure the offices have all the necessary information on hand when dealing with local authorities.

But requirements can vary. GAC Panama, for instance, notes the need for unified and digital

(not just scanned) information to satisfy the various needs of different local authorities.

In Europe, more coordination and closer contact with local immigration and health authorities is the new normal.

In Russia, crewmembers without a Russian visa face greater difficulties than locals or those from visa-free countries. GAC’s recommendation here is that seafarers should always obtain a visa, even if they hold a valid Seaman’s Book.

GAC Sri Lanka has worked closely with the authorities to perform direct bulk crew changes using exclusive charter flights. With special permission, they have conducted emergency disembarkations at the country’s ports, including a sick passenger from a cruise vessel, which was eventually granted on humanitarian grounds.

Solution for Security Teams The transfer of armed guards remains a challenge. In the past, security teams on board floating armories around the Red Sea, Western Indian Ocean and Gulf of Oman were not allowed to disembark due to stringent regulations, but when the number of COVID-19 positive cases onboard started to spike, GAC Sri Lanka invested in a villa complex as an accommodation solution for private maritime security companies and law enforcement.

Pressure Needs to be Maintained With crews remaining onboard beyond their contracted period, stress and fatigue continues to be an issue in parallel with the potential for serious illness because of the slow vaccination rollout. Further, with new variants of the virus emerging, the industry is unlikely to have experienced everything COVID-19 pandemic has to throw at it yet.

Efforts by the international shipping community to convince national governments and authorities to recognize seafarers as key workers have made a difference, but not enough. International pressure needs to be maintained. Out of a total of 174 IMO Member States, only 60 have recognized seafarers as essential workers.

IAN BOYD

Group Sales Director – Shipping GAC Group.

Photo Credit: GAC Group

Crew changes are still managed on a case-by-case basis in light of updates to health and travel advisories.

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REGULATIONS

What Does the U.S. Shipping Coordinating Committee Do?

The SCC is intended to give private sector players input on the U.S. position at IMO

O

n September 10, a Federal Register notice announced a teleconference meeting of the State Department’s Shipping Coordinating Committee (SCC) to be held September 30 “to prepare for the 104th session of the International Maritime Organization’s (IMO) Maritime Safety Committee (MSC 104) from Monday, October 4, 2021, to Friday, October 8, 2021.”

The meeting announcement refere n ce d a n a g e n d a w i t h a l e n g t hy l i s t of critical topics, from domestic ferry safety to goal-based new ship construction standards to piracy to navigation and search and rescue.

One particular SCC focus is to work in alignment with the IMO’s meeting schedule, as directly referenced in the SCC’s recent meeting notice. More broadly, the SCC is to provide private sector views on a range of technical issues connected with shipping safety, security, and environmental protection. In recent years it has met twice a year. It was chartered in 1964.

Federal advisory committees (FACs), and there are about 1,000 of them, are an important part of the U.S. regulatory process. The SCC is a State Department committee, but it appears to function as something of a hybrid. The U.S. Coast Guard is an important player, and, in fact, Coast Guard staff is listed as the contact for the September meeting.

While most adv isor y meeting s are largely routine, this recent SCC meeting is hard to bring into focus. Consider two basic questions: (1) what top SCC issues 12 Marine Log // November 2021

emerged from the September teleconference and (2), regarding those issues, what were the Committee’s recommendations to carry forward to the IMO? Those are rather basic action items.

Not for the SCC, which is either part of the Deep State or it’s been deliberately marginalized. Questions about the September 30 meeting sent to the Coast Guard were referred to State. Email answers from State, “on background,” were vague to the point of being non-answers.

Who is on the Committee? The official answer is: Government personnel “normally interested in shipping matters” and public representatives from maritime, labor and environmental groups. The Chair? Answer: “Director of the Office of Ocean and Polar Affairs.” Uh … the State Department website lists an acting director. Is that person the chair? No answer.

When asked about the Committee’s discussion and action items State kicked the can back to the Coast Guard, which never replied to any questions. State did say that two items were “highlighted:” domestic ferry safety “and the work program.”

The September meeting was a final op p o r t u n i t y f o r Am e r i c a n co n ce r n s to be included in the MSC’s deliberations; written comments to the IMO, for the October agenda, were due in midAugust. State’s spokesperson explained, “information from the SCC meetings is considered by the U.S. delegation.”

Interestingly, though, “no written correspondence is transmitted directly from the SCC public meeting to the IMO.”

Neither State nor the Coast Guard said whether U.S. participants, at least i n d i s c u s s i o n , f o l l owe d u p a n d p re sented the SCC’s “highlighted” concerns about ferries or the work program to MSC. Neither agency would provide any information about the September 30 teleconference discussion.

The SCC does not have its own website.

That’s unlike many advisory committees where a website lists members’ names, affiliation and contact information as well as the chair and a designated federal officer and usually links to meeting summaries and announcements about upcoming meetings.

T he G en er a l S er v ice s Administ r ation (GSA), however, does maintain a FAC database. A review of SCC’s information, provided by GSA, forces a basic question: is the SCC even a committee or are a few people just going through t h e m o t i on s ? Accord i n g to G S A , for 2021, the SCC has three members: • Jeremy Greenwood, State Department, Chairperson; • Admiral Karl Schultz, Commandant, US Coast Guard; and, • James Rocco, International Association of Drilling Contractors.

Was it Adm. Schultz who was concerned about domestic ferry operations or the “work program?” It seems highly unlikely, disturbing really, that concerns from the commandant of the Coast Guard might, or might not, advance to the IMO just based on informal notes from a teleconference.

GSA shows no current membership on the SCC from other trade associations, labor or environmental or academic groups, as referenced by State. There’s no reference to the Director of the Office of Ocean and Polar Affairs. In fact, the Committee has shrunk - last year it had four members. Interestingly, the SCC was reauthorized in March for another two years!

The announcement of the September meeting was more like a pro forma, check-the-box move. The teleconference wasn’t a meeting, at least in the sense that peoples’ time is organized and focused on particular results. It provided a chance to comment on critical IMO topics, just as critically, likely to advance to new regulations. Here’s hoping that for whoever called in, it wasn’t a waste of time.

Photo Credit: Shutterstock/Sheila Fitzgerald

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UPDATE

CONCEPT HYDROFOIL E-FERRY DESIGNED FOR 100-MILE RANGE

The ferry is designed to have a range of up to 100 nautical miles and a cruising speed of 40 knots.

AL AMEDA , C ALIF.- BASED MARINE TECHNOLOGY startup Boundary Layer

Technologies has released a concept design for a zero-emission, all-electric ferry said to have twice the speed and range of existing e-ferries.

Called Electra, the ferry is designed to have a range of up to 100 nautical miles and a cruising speed of 40 knots using Boundary Layer Technology’s proprietary hydrofoil technology and podded propulsion system.

Compared to fossil fuel alternatives, Electra’s battery electric propulsion significantly reduces cabin noise by up to 20dB compared to conventional ferries. Its foiling system also

offers excellent seakeeping and ride comfort.

“Hydrofoil technology is the key to enabling electrification of passenger ferries,” says Ed Kearney, CEO of Boundary Layer Technologies. “By reducing the drag of the vessel by a factor of two, the powering requirements are also halved, which increases the speed and range of what an electric ferry can do. This opens the door to electrification of the majority of ferry routes across the world.”

The Electra ferry is said to offer OPEX reductions of up to 35% compared to fossil fuel burning fast ferry alternatives while helping operators de-risk the future cost

uncertainties of carbon taxes and emissions trading schemes.

Someone who is impressed with the concept is Patrick Murphy, president of Blue & Gold Fleet, the contract operator of San Francisco’s 15 high-speed ferries.

“We think Electra is an exciting development of ferry technology and shows promise for decarbonizing ferry operations and adding to the customer’s experience,” he says.

B o u n d a r y L aye r Te ch n o l o g i e s h a s already developed the hydrofoil and control systems required for Electra and plans to have the first vessels in operation by first quarter 2024.

A 4 2 -Y E A R - O L D PA S H A H AWA I I CONTAINERSHIP, the 2,400 TEU Hori-

zon Reliance, is to be conver ted from steam propulsion and converted to dual fuel—presumably LNG—propulsion.

The ship is one of four Jones Act containerships acquired when Pasha acquired the Hawaii trade lane operations of the now defunct Horizon Lines back in 2014.

News of the planned conversion emerged when Tønsberg, Norway-based Høglund, reported it had been awarded a contract to deliver automation and fuel 14 Marine Log // November 2021

gas supply system (FGSS) for the vessel. and said that in partnership with China’s COSCO Shipyard Group, it will deliver a total integrated solution on the vessel, including the installation of FGSS, power management system (PMS), ship performance monitor and digital solutions for data collection, as well as the full automation of all the new systems on board the ship.

“Rather than recycling this 274- by 30-meter ship built in 1979, owner Sunrise Reliance LLC’s choice to entirely retrofit

and refurbish the ship signals the company’s commitment to environmentally conscious action,” says Høgland. Sunrise Reliance LLC is a Pasha subsidiary.

Høglund says it will design, engineer, manufacture, supply and deliver a fully integrated automation solution to support the vessel’s transition from steam propulsion power to a dual-fuel vessel.

This includes a high-pressure FGSS— w ith a design supply pressure of 320 bar—and Høglund’s signature PMS and ship performance monitor.

Photo Credit: Boundary Layer Technologies

Pasha to Repower Box Ship to LNG Dual Fuel

UPDATE

BIZ NOTES Møkster Explores Use of Ammonia in Existing Engines Can you burn ammonia in existing LNG dual-fuel engines? Stavanger, Nor way- based of f shore suppor t ves sel specialis t Simon Møks ter Shipping aims to find out.

The family-owned company has entered a collaboration agreement with Wärtsilä Norway AS for a project that involves a feasibility study on utilizing ammonia as main fuel in dual-fuel engined vessels operated by Møkster that today operates mainly on LNG. Ammonia releases no CO2 when burned. By using a blend of ammonia and LNG, the emission of CO2 from the combustion process will be considerably reduced.

The aim of the project is to demonstrate that conversion of dual fuel powered vessels is feasible and that operation of ammonia- LNG vessels can be done in a safe and efficient way.

Møkster says it is excited to join forces with Wär tsilä for the project, which may continue for several years to come.

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16 Marine Log // November 2021

Kirby Exits Hawaii, Takes Earnings Hit TANK BARGE GIANT KIRBY CORPORATION reported results for the

quarter ended September 30, 2021, that included a net loss of $264.7 million, or $4.41 per share, compared with earnings of $27.5 million or $0.46 per share for the 2020 third quarter.

David Grzebinski, Kirby’s president and CEO, commented, “Kirby’s third quarter results were impacted by a one-time noncash impairment charge related to our exit from Hawaii and the restructuring of our coastal marine business.”

Kirby’s decision to get out of Hawaii was signaled in a WARN notice filed with the Hawaii Department of Labor and Industrial Relations on October 8 in which the company said it would be closing the Kirby Offshore Marine LLC operations in Hawaii and that employees were receiving 60 days notice of the closing with 72 being laid off.

Grzebinski said “during the quarter, we decided to exit Hawaii and the coastal wire tank barge market, incurring a one-time non-cash impairment charge. This decision focuses our coastal business on attractive markets, eliminates significant future capital outlays, and removes our exposure to marketing coastal wire assets with poor market acceptance.

Through these actions, we expect our coastal business will improve its performance in 2022 and is now positioned for long-term success.”

Kirby says it completed the sale of its Hawaii marine transportation assets including four coastal tank barges and seven coastal tugboats for cash proceeds of $17.2 million.

In addition, the company retired 12 coastal wire tank barges and four coastal tugboats, which, it said, “had limited customer acceptance in today’s market.

Fincantieri Bay to Build Second Polaris LNG Bunkering Barge STURGEON BAY, WIS. , based Fincant-

ieri Bay Shipbuilding has agreed to partner with PNE Marine Holdings, an affiliate of Polaris New Energy to build a second 5,500 cubic meter LNG bunker barge. This new barge will be a sister vessel to the LNG bunker barge Clean Canaveral, which is set for delivery to Polaris later this month.

Demand for LNG as a marine fuel is growing rapidly, with over 400 new LNGfueled vessels set to enter service over the next several years. Polar New Energy is a unit Northstar Midstream and the new

barge adds to Northstar’s growing fleet delivering LNG to cruise ships, container vessels, bulk carriers, car carriers, and tankers that are in service or on order today.

The 5,500-cubic-meter ATB barge will be fitted with four 1,375-cubic-meter IMO Type C tanks.

It will utilize a cargo handling system designed and developed by Wärtsilä. Upon completion, the vessel will be 340 feet in overall length, 66 feet in beam, and 32 feet 10 inches deep. It will be an Oceans Classed ABS barge.

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UPDATE

Amazon Brings in the Boxes on a Bulker The G2 Ocean vessel Star Lygra arriving in port with a cargo of Amazon boxes.

WITH THE CLARKSONS CONTAINERSHIP PORT CONGESTION Index reaching a new

COCA-COLA GOES FROM BOXES TO BAGS Meantime, Coca-Cola, too, has been shifting some goods to bulk carriers, but not in containers, in bags.

“When you can’t get containers or space due to the current ocean freight crisis, then we had to think outside the box (or the container),” Alan Smith, procurement director – global logistics at the Coca-Cola Cross Enterprise Procurement Group in Meath, Ireland, said in a recent LinkedIn post, noting that the company was loading three bulk vessels that week with 60,000 tonnes of material to keep its production lines running across the world.

“This is the equivalent of 2,800 TEUs that traditionally would have shipped with the shipping lines,” he wrote, “The first of many we hope over the coming months and a prime example of excellent collaboration between our procurement teams, our supply chain partners and our suppliers.”

Photo Credit: Port of Houston

high last month, the trend for shippers to switch goods from container vessels to bulk carriers looks to be picking up pace. Among those taking that route is Amazon. The Port of Houston recently tweeted images of the G2 Ocean vessel Star Lygra arriving in port with a cargo of Amazon boxes.

Though the Star Lygra is officially classed

as a general cargo ships, most people would characterize it as an open hatch bulker. Bergen, Norway headquartered G2 Ocean, a joint venture between Gearbulk and Grieg Maritime, is one of the world’s largest operators of open hatch vessels and its Managing Director-Atlantic Scott Krantzcke says that, due to the ongoing global supply chain challenges, G2 Ocean has carried a greater number of containers in 2021.

“We are expecting this trend to continue well into 2022,” he says. “By doing so, we hope to ease the situation for customers and provide them with the reliability they need.”

18 Marine Log // November 2021

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UPDATE

Autonomous Tug Completes 1,000 Nautical Mile Journey THE NELLIE BLY, A DAMEN TUG

outfitted with a range of Sea Machines Robotics solutions, last month arrived in Hamburg after completing a 1,000+ nautical mile autonomous “Machine Odyssey” around Denmark. The tug completed its journey in just 129 operational hours over 13 days, while commanded by U.S. Coast Guard-licensed mariners, many of them AMO union members, remotely stationed 3,000 miles away in Boston.

The Nellie Bly employed first-of-its-kind AI-enabled, long-range computer vision and a sensor-to-propeller autonomy system, the Sea Machines SM300. Its technical features allowed for path-planning, active domain perception, dynamic obstacle, and traffic avoidance and replanning, depth sensing, and fusion of vectored nautical chart data.

Sea Machines says that 96.9% of the 1,027mile journey was accomplished under fully autonomous control and the SM300 successfully executed 31 collision-avoidance and traffic separation maneuvers.

Using multi-sensor fusion, the system digitally perceived over 12,000 square miles of ocean space more accurately and comprehensively than comparable human operators.

Throughout the voyage, the tug averaged a speed of 7.9 knots. Sea Machines gathered 3.8 TB of essential operational data showcasing how ships can readily connect as IOT systems into the cloud economy.

The SM300 also provided the remote commanders in Boston with an active chart of the environment and live augmented overlays showing the progress of the mission, state of the vessel, situational awareness of the domain, real-time vessel-borne audio, and video from many streaming cameras.

“The completion of this voyage marks the catalyst for a new era of at-sea operations,” said Michael Johnson, CEO of Sea Machines. “Over the last two millennia it’s estimated that around one-hundred million vessels have transited these same Danish waters. Though vessels, cargos, nations and destinations have changed, the way these great ships are commanded has remained virtually constant, with humans onboard making navigational decisions, undertaking manual control actuation, and communicating person to person. Only now are we revealing a new method of operation. Remotely commanded autonomous vessels provide the

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Sea Machines says that 96.9% of the 1,027-mile journey was accomplished under fully autonomous control.

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20 Marine Log // November 2021

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Floating Wind Innovator Opens U.S. Office MIL-PRF-24635E, Type V Single Component Polysiloxane

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system specialist Gazelle Wind Power is opening a U.S. office in Austin, Texas. The company claims to have “reinvented the floating wind platform to be lighter, flexible, and more stable” with a platform design that is a hybrid of semi-submersible and tension leg platform designs. Lighter than conventional platforms, it uses approximately 70% less steel and is one-third the weight of other floating platforms. It has a tilt of less than 1 degree and has 80% less mooring tension load than tension leg platforms.

Gazelle says its platform is more compact and simpler to build, deploy, and maintain than other floating platforms, which translates to dramatically lower levelized cost of energy.

Reaching offshore wind energy production targets will require developing wind farms in waters deeper than 60 meters with substantially larger turbines. At these depths, it’s harder to build, secure, and maintain fixed platforms on the seafloor.

Gazelle’s innovative, hybrid attenuated mooring platform is designed and engineered to enable floating offshore wind production in deeper waters farther out at sea. Its unique platform design is a hybrid of the semi-submersible and tension leg platform designs, incorporating all their advantages.

The system has received a statement of feasibility from classification society DNV. “Gazelle’s innovative mooring system is a completely new concept,” said Claudio Bittencourt Ferreira, business development director at DNV. “Achieving the statement of feasibility as part of the concept assessment defined in DNVGL-SE-0422 is a confirmation that Gazelle has demonstrated technical feasibility of the technology to deliver its targets in line with the requirements of our service specification that was developed to enable innovation in the marine renewables market.”

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22 Marine Log // November 2021

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INSIDE WASHINGTON

Letter to Buttigieg: Pause USMMA Sea Year, Fire Buono

T

he chairs of six key congressional committees are demanding action following the allegation of rape aboard a U.S.-flag merchant ship recently made by a female cadet at the U.S. Merchant Marine Academy (USMMA), Kings Point, N.Y. In a letter to Secretary of Transportation Pete Buttigieg, the six note that following the cadet’s disclosures of her experiences during the USMMA’s Sea Year program, “countless other brave individuals have come forward to share their personal stories” of similar experiences. They say the incident “sheds light on the toxic culture not only at USMMA, but within the maritime industry where cadets and mariners are in danger and have no escape from their perpetrators.”

The letter is signed by Rep. Peter DeFazio, chair of the House

24 Marine Log // November 2021

C o m m i t t e e o n Tr a n s p o r t a t i o n a n d I n f r a s t r u c t u re ; S e n . M a r i a Cantwell, chair of the Senate Comm i t t e e o n C o m m e rc e , S c i e n c e , and Transportation; Adam Smith, chair of the House Committee on Armed Services and the chairs of three House subcommittees.

They note that in 2016, the Department of Transportation (DOT) stood down the USMMA Sea Year program to implement changes to better protect students. “But those changes clearly did not work,” they say, “and we are concerned that the cadets remain in danger.

“Despite the recent allegations, it has come to our attention that DOT is considering sending cadets back to sea on commercial vessels in a matter of weeks with few meaningful changes or safeguards in place. While we understand that improved communication devices would be provided to each student,

this course of action on its own falls short and is unacceptable. Since the department has given no indication that meaningful and necessary steps have been taken to ensure the safety of cadets in the Sea Year program, we believe the USMMA should not proceed with Sea Year this term. Prior to the resumption of Sea Year, we request the USMMA develop a public written action plan that includes detailed steps that will be taken to ensure the safety of cadets at sea.”

The Congress members say they “believe there needs to be a change in the leadership of the USMMA” and that Superintendent Vice Adm. Joachim Buono, “has failed to take seriously the safety of his students and has not demonstrated a commitment to change the toxic culture at the Academy and during Sea Year.” They say he must be removed from his position.

TTB

TUGS TOWBOATS BARGES

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Readying the Fleet and Workforce for the Future Marine Log’s TTB—Tugs, Towboats & Barges—is back in person in 2022.

TTB is the only event dedicated exclusively to the tug, towboat and barge segments of the maritime transportation industry.

Shifting market and regulatory demands mean that the tug, towboat and barge industry is navigating many challenges and opportunities—from addressing a shortage in skilled labor, to maximizing productivity, to keeping up with the latest technology available to the market. To help take on these priorities and more, Marine Log’s TTB, in partnership with The American Waterways Operators, will bring tug and towboat owners, operators, builders, designers, and stakeholders together to network and gain inside knowledge on how to address these critical topics. Registration opens November 2021.

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PATROL BOATS SAFE Boats will supply Mark VI patrol boats to Ukraine under state department approved agreement.

AMERICAN YARDS WIN SHARE of Rising World Patrol Boat Demand

T

h e w o r l d d o e s n’ t g e t a ny s a f e r, c r e a t i n g a g r o w i n g demand for pat rol vessels worldwide. Evidence of that came last month with news that private Turkish shipyard Ares has begun mass production of a batch of 122 fast patrol boats for the country’s Coast Guard Command and the General Directorate of Security.

Turkey is a main transit route for illegal immigration into the European Union and has a co astline along the Black, Aegean and Mediterranean seas of almost 5,000 miles. Other countries have different problems, but the bottom line is that if a country has a coastline, it needs patrol craft to protect it, whether the problem be migrant flows, fisheries protection or the threat of direct military aggression.

Often with the help of Foreign Military Sales (FMS) and associated programs, American shipyards are getting a piece of the resulting world action. Under FMS, the U.S. uses DoD’s acquisition system to procure defense articles and services on behalf of foreign partner nations. Eligible

26 Marine Log // November 2021

countries may purchase defense articles and ser vices w ith their ow n funds or with funds provided through U.S. government-sponsored assistance programs.

In certain cases, defense articles may be obtained through grants or leases. The program helps par tner nations boost their defenses in many ways, including patrol vessels.

Just recently, U.S. Secretary of Defense Lloyd J. Austin III visited Georgia, Ukraine and Romania as part of NATO efforts to counter Russia’s aggressive posture in the region. In Ukraine, Austin met with Ukrainian President Volodymyr Zelensky and with Defense Minister Andriy Taran.

A senior defense official speaking on background to reporters traveling with Austin reminded them that, in 2018, Russia seized three Ukrainian vessels trying to transit to the Sea of Azov.

“Russia has continued to harass shipping going into the Sea of Azov, creating a real … negative economic impact for Ukraine, and throughout the Black Sea,” he said.

“With Ukraine, we’ve had a real growth

in what we’re doing in the mar itime domain in the past few years,” the official said. “We have committed to provide nine Mark VI patrol boats, and seven Island-class patrol boats. They are being provided through our excess defense article program.”

Wi t h i n d ays of t h a t s t a tem en t , Bremer ton, Wash.-based SAFE Boats International reported that it has been awarded an $89,717,984 firm-fixed-price modification to a previously awarded contract for design, construction, outfitting, reactivation, and training for six Mark VI Patrol Boats with an option for two additional vessels.

This contract will provide Mark VI Patrol Boats to Ukraine via a U.S. State Department-approved agreement utilizing Building Par tner Capacity and Foreign Military Financing funds. Work will be performed in Washington State and SAFE Boats expects to increase their workforce by creating up to 75 new positions, primarily at their Tacoma facility.

Final delivery on the contract is slated for March 2025, or March 2026 if the

Photo Credit: SAFE Boats

By Nick Blenkey, Senior Editorial Consultant

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28 Marine Log // November 2021

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option for additional vessels is exercised.

“This award is the culmination of hard work and collaboration by the SAFE Boats Team, our supply chain partners, and the U.S. government,” said Richard Schwarz, CEO of SAFE Boats International. “We are excited to be part of this important program and to have the opportunity to expand our workforce; no small feat in

Manufactured to your specific needs!

First 15 vessels in Metal Shark’s Fearless Interceptor series were for overseas customers.

Among American shipyards with patrol craft in service worldwide is Jeanerette, La., headquartered Metal Shark Boats, which says it delivers nations worldwide.

The company says it delivers new military boats on a weekly basis, with a number of programs active at any given time.

Today, Metal Shark military vessels patrol the waters across North America, Latin America, the Caribbean, Africa, Asia, and the Middle East.

One highly successful model, Metal Shark’s 38 Defiant now patrols waters of U.S. partner nations across the Caribbean, Latin America, Africa, and Asia.

With a proven hull design, and a wide range of propulsion options including diesel inboard water jets, pods, conventional straight shafts, or outboards, the 38 Defiant offers the versatility to operate in virtually any marine environment.

Troops benefit from Metal Shark’s signature pillarless glass pilothouse and other mission-enhancing features such as a rugged urethane-sheathed closed-cell foam collar.

In 2016, Metal Shark delivered the first six 45 Defiant patrol boats of an eighteen-boat order from the U.S. Department of Defense,

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PATROL BOATS providing advanced technology to stabilize U.S. interests in South Asia. These very nimble and capable military patrol vessels are configured for coastal and nearshore patrol, search and rescue, and interdiction.

For military patrol the 45 Defiant has been configured with a durable Wing foam collar, and a large climate-controlled pilothouse with shock-mitigating seating for six crew.

Metal Shark continues to innovate and last year introduced an offshore-capable, ultra-high-performance military patrol vessel delivering 70-knot top speeds.

Production of the first of these new we lde d - alu m inu m 5 2 Fe a r l e s s Sup er Interceptor vessels began with 15 vessels on order for overseas military and law enforcement interests.

Legendary Name A legendary name in the patrol boat sector is Morgan City, La.-based Swiftships, founded in 1942 and the producer of the majority of the Vietnam era Swift Boats.

The company’s vessels are now in service in more than 50 countries—and continue to surprise defense writer by showing up in places they were unaware of, including in Bahrain, where two of eight vessels

30 Marine Log // November 2021

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commissioned by the Bahrain Naval Force in February this year were two 35-meter Fast Patrol Vessels that were the first of a new type developed by Swiftships.

Another company w ith a long history in this market sector in Theodore,

Meantime, Silver Ships Inc. has just booked an $8.2 million delivery order from Naval Sea Systems Command that could be worth $51.6 million if all options are exercised.

Ala.-based Silver Ships, which reports that it has two multi-hull foreign military patrol boat projects underway. Set for deliveries in 2022 and 2023, the vessel

types are a 40-foot Riverine Patrol Boat that will serve in the navy of a Western Pacific nation and a 43-foot Coastal Fast Response Boat that will serve in both a European and Central American navy.

Both boats are armed and have inboard diesel propulsion with waterjets.

Underscoring that U.S. domestic demand for law enforcement vessels remains strong, Silver Ships says it has seen very steady demand for law enforcement and fire and rescue vessels over the years, noting that this has been an important focus for its business development efforts.

Meantime, Silver Ships Inc. has just booked an $8.2 million delivery order from Naval Sea Systems Command that could be worth $51.6 million if all options are exercised.

It covers the construction and delivery of up to 110 Naval Special Warfare Surface Support Craft and U.S. Coast Guard Special Purpose Craft, Law Enforcement vessels, in addition to other accessories, parts and training. There are five vessel variants all based on Silver Ships AMBAR series RHIBS. Silver Ships produces aluminum boats for military, federal, state and municipal government as well as commercial applications through collaboration with highly skilled design, engineering and production resources.

9/23/21 1:28 PM

CEO Spotlight

Marine Log (ML): First off, how did you get started in the boat design and manufacturing business and what brought you to North River Boats?

Brent Hutchings (BH): I have been in manufacturing for a long time, but had no experience in the marine industry before buying the company 9 years ago. What attracted me to North River were the awesome people and the strong brand. I feel very fortunate to have both an incredible team at North River and wonderful customers.

ML: North River Boats is one of the largest heavy-gauge aluminum boat manufacturers in the U.S. Can you tell us more about your customer base and what types of workboats are trending as orders come in?

BH: North River Boats has a very diverse portfolio of workboats along with a vast customer base penetrating several market segments. These segments include, but are cer tainly not limited to: Fire departments, law enforcement patrol, hydrog raphic sur vey, char ter fishing industr y, pilot boats, federal government work boats, and more. In addition to our diverse workboat portfolio, we are a highly customized builder designing many new models from the keel up.

A recent example of this was a pair of 44by 14-foot quad outboard Offshore Voyager boats built for private owners.

Q & A WITH

Brent Hutchings, CEO of North River Boats

A

s we head off to shows, such as Pacific Marine Expo in Seattle, and the International Workboat Show in New Orleans, La., two ty pes of vessels will have prominence at both events—pilot and patrol boats.

We wanted to sit down and talk to one of the largest heavy-gauge aluminum boat manufacturers in the U.S., which specializes in those types of vessels and other workboats.

North River Boats of Roseburg, Ore., has a diversified customer list that includes

32 Marine Log // November 2021

the U.S. Navy, U.S. Coast Guard, Trinidad Pilots Association, Authority Canal de Panama, dozens of commercial customers, and numerous state and county municipalities. The company also produces an extensive line of heavy-gauge recreational boats, and claims to be the fastest growing manufacturer of these vessels in the Western United States.

In this CEO Spotlight feature, we talk to Brent Hutchings, the current CEO of North River Boats, to get the latest on what the company has in the works.

ML: A lot of our readers are interested in pilot and patrol boats. Do you have some recent projects you can highlight in this arena?

BH: We are in the final stages of outfitting a new 38- by 12-foot pilot boat for Western Great Lakes Pilots Association. This new twin outboard powered boat will be based out of Sault Ste. Marie, Michigan to be used on Lake Michigan. The boat will be used all the way up to the freeze, requiring some customization. An onboard generator provides 120 VAC power to the vessel. Installed are a series of heated non-skid mats on the deck to keep ice from forming.

These mats draw a lot of electrical power and must be rotated in use based on the available generator power and how long they need to operate in order to keep the deck free of ice. To do this, North

Photo Credits: North River Boats

Brent Hutchings, CEO

Brent Hutchings

River has installed a C-Zone digital electrical system specifically for the heated mats. This allows the user to program how long the mats operate and in what order. In addition to the heated non-skid deck mats, the boat has heated railing and heated Diamond Seaglaze windows.

Washington Depar tment of Fish & Wildlife has been a long-term Nor th River customer. Recently, we delivered a new 30- by 10-foot North River Sounder patrol boat for their fleet. We are currently building a new Dungeness crab inspection / patrol vessel that will be completed before the end of the year. Based on the North River Liberty platform, this boat is a combination of RIB technology and traditional hard sides.

The front portion of the boat, in the general boarding areas, has a Wing Inflatables Air-D sponson. The aft portion of the boat has a Delrin lining installed on the sides for pulling crab pots. A stand-alone hydraulic power unit is installed for the hydraulic Warren Junes crab davit that is integrated into the aft portion of the walk around cabin. Powered by triple Yamaha 300 hp four stroke outboard motors, the new boat will be a unique patrol craft specifically designed for the job to be done.

ML: Have there been recent changes in the technologies and vessel design of these types of boats?

How so?

specifically tailored so that they could easily swap test seats in and out using Shoxs’ patented track system. We know the boat will be abused. It is built for testing shock mitigation so the hull structure was beefed up considerably.

To test and monitor the hull, Shoxs’ new Kinetix monitoring system was installed.

Not only can they monitor and record forces acting on the crews, vessels, or equipment of high-speed watercraft, they can use that information to provide warnings to the crew that their operation is either within proper limitations or exceeding those limitations. Data can be reviewed by engineers which will help further improve on hull designs overall.

ML: When ordering a pilot, patrol or other type of workboat or rescue craft, what should the owner keep in mind when choosing features of the design?

BH: Our team has decades of experience in this industry and has successfully designed and built hundreds of pilot, patrol, fire, and other types of work boats and rescue craft. After a few quick email exchanges or phone calls, we can quickly determine the

best model to fit their needs and provide ROM pricing. We work closely with our customers to ensure that all of their needs are met. Knowing what the boat will be used for and how it’s going to be used is critical in getting this right. The last thing you want is to have a department procure a boat that doesn’t meet their needs. Most of our business is repeat or referral based.

We also have the best after sales support in the industry.

ML: What are the biggest challenges facing boat manufacturers right now?

BH: The biggest challenges facing most builders are finding skilled labor and overcoming shortages of certain components.

That said, North River has a significant advantage in hiring due to its competitive compensation and benefits package and the fact that employees will each own a piece of the company through the North River Employee Stock Ownership Plan (at zero cost to the employee). North River also has an advantage in securing scarce materials, components, motors and trailers as it maintains excellent relationships with the supplier community.

Hawaii Pilots boat built by North River Boats, with a containership seen in the background.

BH: The trend is certainly larger boats with more horsepower, more options, and a wide variety of electronics to be integrated.

In order to continually improve our designs and to meet the needs of our customers, we are increasing the number of hull models, lengths, beams, bottom widths, etc. When needed, we seek the guidance of Boksa Marine Design, Lithia, Fla., to review hulls for structural and stability to ISO, USCG Sub Chapter T, and other standards.

We comply with ABYC and have staffing certified in these systems with ongoing continual education to ensure North River is always on the cutting edge of technology.

Another new vessel we are in the process of completing is a new test boat for Allsalt Maritime. Allsalt is the leading supplier of Shoxs shock mitigating seats in the USA. Their new 29- by 9-foot, 6-inch North River Sounder is not your standard off the shelf boat. The entire design was November 2021 / Marine Log 33

OFFSHORE SUPPORT Mayflower Wind has announced plans to build an advanced hybrid crew transfer vessel at Gladding-Hearn.

Will Offshore Wind Promise Become

A SHIPBUILDING REALITY?

1) To stimulate supply of American vessels, focus on demand. “A crucial next step is for business people—wind developers and U.S. maritime companies—to get together and talk specifics: here’s what I need, here’s when I need it, how can you help me do this as safely, efficiently, and cost-effectively 34 Marine Log // November 2021

as possible? Those conversations are happening now and we need to have more of them, because eight and nine figure investment decisions get made when there’s a letter of intent, a contract, ‘take-to-the-bank’ assurance that demand exists to recoup investment in a long-lived asset.”

Continental Shelf, Carpenter noted: “The Jones Act governs the transportation of merchandise between U.S. points. … One important way to stimulate the construction of offshore wind vessels is to get busy talking with U.S. vessel owners about how they can build a U.S. vessel to meet your needs.”

3) Share and spread business risk.

“The simplest way to share business risk is a long-term contract,” Carpenter noted.

Unless the offshore wind sector takes [AWO’s] advice on board, it could face some major problems in bringing projects in on time.

2) Understand and acknowledge the ground rules, including the Jones Act. Explaining that legislation passed earlier this year explicitly clarifies that all U.S. laws, including the Jones Act, apply to renewable energy development on the Outer

4) Collaborate to foster certainty and efficiency in the market. “A big part of creating the demand that stimulates investment in new vessels is getting offshore wind projects approved in a timely way, and I encourage you to think of the domestic maritime industry as your partners not only in developing vessel solutions to meet your logistics needs, but in bringing about this important new American market.”

Unless the offshore wind sector takes this advice on board, it could face some major problems in bringing projects in on time.

Building the types of specialized vessels needed to install and then maintain offshore wind farms takes time. With more offshore wind projects clearing the regulatory pipeline, the pressure is going to be on to secure not only the Wind Turbine Installation Vessels (WTIVs) needed to install them but also for the crew transfer vessels (CTVs) that are the

Photo Credit: Mayflower Wind

W

hile the bread and butter work of many U.S. shipyards, particularly on the Gulf Coast, was long offshore service vessels to support the oil and gas industry, that work petered out quite a while ago. Though we can expect to see the existing fleet of these vessels continue to generate repair and maintenance work, so far as newbuilds go, all eyes are on the offshore wind sector. Thus far, though, that’s a market more full of promise than orders.

Jennifer Carpenter, president and CEO of the American Waterways Operators (AWO), had some advice to offer offshore wind industry stakeholders last month. Speaking on a panel at the American Clean Power Offshore Wind Power event, she said that the U.S domestic maritime industry is “ready, willing, and able” to partner with offshore wind developers to build and operate vessels to support all phases of the offshore wind project lifecycle.

She highlighted four key steps to accelerate the process:

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pick-up trucks of the industry and the SOVs needed to keep the wind farms working.

American shipyards are perfectly capable of building these vessels, just as it previously built those needed by the offshore oil and gas industry. But clocks are starting to tick. If wind farm operators think that they are going to be able to get a slew of Jones Act waivers, they are not only inviting a disappointment but ignoring the reality that, with offshore wind development taking place worldwide, the specialized vessels they need will also be in short supply globally.

Meantime, a handful of orders have been placed that may give us some signs of what could come and some deliveries have already been made. The CTV Atlantic Endeavor, owned and operated by Quonset Point, R.I.-based Atlantic Wind Transfers (AWT), was recently delivered to support Dominion Energy’s Coastal Virginia Offshore Wind wind farm.

Built by Blount Boats, Warren, R.I., the vessel was designed by Southampton, U.K.based Chartwell Marine, which oversaw the vessel’s construction, despite COVID-19 travel restrictions, using data-driven analytics to foster an open and collaborative process with the owner and the shipyard.

Chartwell says that the versatile Chartwell 24 design chosen by AWT can keep pace as project requirements change.

AWT also opted to equip the vessel with advanced surveying equipment to prepare for future operations in the region, supporting wind farm owners and operators, such as Dominion Energy, as additional generation capacity comes online.

“This is our second CTV entering into service, and Chartwell Marine has been a responsive partner throughout the design and build process, adapting its proven vessel formula to ensure we continue to provide the highest levels of service for our current and future clients,” said Charles Donadio, CEO of AWT. “The Chartwell 24 has set the benchmark for effective vessel performance in the U.S., and we look forward to continue working with Chartwell on improvements to future designs as the U.S. East Coast offshore wind farms build out.”

Another recently delivered U.S. built CTV is the Windserve Odyssey, now in service with WindServe Marine LLC, a member of the Staten Island, N.Y.-headquartered Reinauer Group, and built to a custom design from U.K.-based BMT Group, at its affiliate shipyard, Reinauer Group member Senesco Marine, in North Kingstown, R.I. An interesting development last month was the announcement that wind farm developer Mayflower Wind has signed an

Photo Credit: Vard Marine Inc.

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contract under the latest Massachusetts procurement for offshore wind.

The design utilizes technologies that will provide significant fuel savings and emissions reductions, including the use of lithium-Ion battery energy storage to create a hybrid vessel that will be a bridge to full electrification.

“Mayflower Wind aims to develop the most innovative, fuel-efficient CTV built in the United States,” said Michael Brown, CEO of Mayflower Wind. “Ensuring that this vessel

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WTIVs and SOVs Thus far, the only Jones Act-compliant WTIVs in the works is the massive Charybdis under construction for Dominion Energy at the Keppel AmFELS shipyard in Brownsville, Texas, at a reported overall project cost of $500 million. Though designs and concepts for Jones Act WTIVs keep popping up, no one yet has ordered any of them. Meantime, reports continue of shipyards getting inquiries.

Similarly, while a number of designs for Jones Act SOVs have emerged, the only one actually on order on order is the vessel that Edison Chouest is to build and operate under a long term-charter agreement with Ørsted and Eversource to service the planned Revolution Wind, S o ut h For k Wi n d a n d Su n r i s e Wi n d wind farms. According to an application for a Title XI loan guarantee filed with MARAD, the cost of building the vessel will be $81.2 million.

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Could one way to meet the need for Jones Act SOVs be to convert existing platform supply vessels? That’s something that’s long been talked of in Norwegian North Sea circles. Now, someone is actually moving on it. Norwind Offshore, a start-up backed by some well known oil and gas players, has gone to Fincantieri’s Norwegian subsidiary Vard for the design and construction of two commissioning SOVs (CSOVs), with options for two more, plus the acquisition and conversion of one platform supply vessel to an SOV. The first delivery, set for second quarter 2022, will be the SOV created by the conversion of a Vard 1 08 design PSV with a length of 81 meters and a beam of 18 meters. It has been in operation in Asia and Australia and will now sail to Vard Brattvaag in Norway for an extensive conversion and outfitting.

An interesting WTIV design that’s out there waiting for a buyer is a hydrogenready vessel designed by Ned Project Inc. Ned Project is working with GPZ Energy to develop WTIV projects for the U.S. market and its NP20000X ULAM design is intended to be Jones Act compliant.

The design is equipped with a leg encircling heavy cargo crane with a working load of 3,500 metric tons capable of handling turbines of 240-meter rotor diameter and 150-meter tower height.

SALVAGE & RESPONSE

WEATHERING CALM AND STORM: Salvage & Emergency Providers Upgrading and Diversifying

D

espite difficulties in the years-long cleanup of the large wreck of the Golden Ray, which could go down as one of history’s priciest maritime catastrophes, industry-wide in salvage and emergency response, things are moving forward. The sector is still making progress, on many fronts.

S o, i s i t s t e a d y a s s h e g o e s ? T h a t depends upon the source.

How salvage operators are navigating busier markets for work like after big storms, and how they handle lulls when salvage activity is slower, is a sort of foresight that is helping some salvage operators weather any kind of market.

It shows self-confidence in their competence, and in the market.

While salvage and emergency response operations are changing somewhat, it is not occurring so quickly that changes cannot happen gradually. Mostly, folks i nv o l v e d i n s a l v a g e a n d e m e r g e n c y response are reacting to the flow of business w ith ready tools and personnel, heading wherever it leads for whatever task is needed, and upgrading tools as needed, too.

40 Marine Log // November 2021

Updated Tools, Techniques Some methods are becoming more standard, as seen with the work on the Golden Ray. The wreck of the car carrier and the rescue of crew members, then the fire and salvage operations resulting, presented their own challenges. At one point in the operation, when other cutting tools wouldn’t do the job due to steel that was heat damage from the onboard fire, explosives were used. That particular process is now becoming routine, at least for some.

“Low hazard flexible linear-shaped charges are another industry-standard, high-precision cutting tool,” T&T Salvage President Mauricio Garrido told Marine Log at the time of the work. “We’ve added it to our list of approved pre-cutting methods in order to sever any heavilyreinforced steel obstructions from the cutting chain path on an as-needed basis.”

Being a complex mix of many expertise types, including maritime, engineering, environmental and others, salvage and emergency operations is quite specialized itself. So, the level of technical knowledge needed by workers is always going up.

And being aware of the need to perform

as safely and efficiently as possible, companies are recognizing opportunities to use new technology for various tasks.

“I think now you are seeing more use of Artificial Intelligence, ROVs, and drones,” said Lindsay Malen-Habib, president of the American Salvage Association (ASA), adding that historic wrecks are having their fuel removed with such technology as ROVs. “Drones also are being used for putting out hotspots [on wrecks].”

Other than the concentration of work in the Gulf area that resulted from Hurricane Ida, there’s been no concentration of salvage sector activity in any specific place. The work is happening all over the country, from Florida to San Francisco to Alaska, and elsewhere.

The boost in work provided to salvage operations as a result of Hurricane Ida was significant, though. Most of that work is done now, but the catastrophe was unusual in that it hit New Orleans, which doesn’t usually get the brunt of a big storm. In a way, the recent hurricane represented almost a seasonal occurrence of a big storm or storms bringing salvage work in the southern U.S. over the past few years.

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SALVAGE & RESPONSE One common factor for all of those working in the sector, though, is that strictures resulting from the government response to the COVID epidemic have sometimes strained response times. Those [mostly] temporary rules also changed operations—at least temporarily. “[The COVID epidemic] has especially affected emergency response operations,” Malen-Habib said, adding that since COVID, it’s been sometimes difficult to get emergency response personnel to a specific site.

Cooperation between companies has been key to overall success in the sector, and is part of the under-told story of how COVID has been fought on many fronts. “ W h a t ’s g r e a t a b o u t t h e A m e r i can Salvage Association is that we work together—we work with different memb e r s t o p r o v i d e t h e b e s t r e s p o n s e ,” Malen-Habib said, noting that new procedures were used for COVID, and that ASA members readily instituted them. She said they set up groups of “employee pods” comprised of workers who stayed together for periods at a time in order to not break up the pod. The idea was to limit chances of infection between employees.

42 Marine Log // November 2021

The approach was very successful for the industry, Malen-Habib noted. “The majority of people in the salvage and emergency response industr y are now vaccinated [against COVID infection].

Cooperation between companies has been key to overall success in the sector, and is part of the under-told story of how COVID has been fought on many fronts.

The U.S. Coast Guard will soon be issuing a vaccination mandate,” she said.

For George Leavell, executive vice-president and co-owner of Kentucky-based

Okie Moore Diving and Salvage, upgrading to ols of the t r ade is a somew hat constant process. It’s not necessar ily software or drones for him, but more trad i t i on a l to o l s i n t h e i r m o s t m o der n renditions that matter.

“The technology we use hasn’t changed that much, but we’re constantly upgrading cranes” and other tools, he said.

There has been a heightened sense of safety evident industry-wide, due at least partly to COVID, industry pros say. How this increased vigilance will affect the salvage industry long-term is unclear.

“People are taking safety very seriously, but accidents still happen… I think all of the [salvagers] are committed to working safely, and to doing it environmentally correctly,” Leavell said.

Since salvage and emergency operations can be rather seasonal, with more activity at certain times of the year, the small cadre of salvage operators in the U.S. market have to be versatile to survive.

With salvage, repair and construction company Big River Shipbuilders, Vicksburg, Miss., whose work used to be about 90% salvage, becoming more of a maintenance provider, as well as primarily a

SALVAGE & RESPONSE salvage company, made sense.

“Our primary business was cleaning up accidents, but we’ve evolved. We do more maintenance for customers, now [than in the past],” said J.O. Smith, owner of Big River Shipbuilders, who noted that even in the past, ebbs and flows of work kept the company partly idle for periods.

“With that much idle time, you have to diversify,” he added.

These days, Big River Shipbuilders’ business is compr ised of 75% of the wor k coming from salvage, and 25% being maintenance jobs performed for its customers.

Big River Shipbuilders’ ow ners are grateful for the flow of work that came from the recent hurricane.

“Most of our business is somebody else’s accident—we’re on the salvage side of the business,” Smith said.

Others working in the industry also have kept busy due to the spurt of work from that storm. “ Hu r r i c a n e Id a ce r t a i n l y ch a n g e d things this year,” Leavell said. “With partly sunk barges and barges stuck on the levees, it was the first big storm to hit New Orleans in years.”

Since salvage and emergency operations can be rather seasonal, with more activity at certain times of the year, the small cadre of salvage operators in the U.S. have to be versatile to survive.

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TECH NEWS

ZEI is working on another pilot project to design and build a hydrogen fuel cell harbor craft that will show off technologies that create new hydrogen technology adoption pathways.

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Small Fast Hydrogen Fuel Cell Passenger/Patrol Vessel

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Enabling Hydrogen Adoption for a Brighter Tomorrow

By Ricky Elder, Special Projects Manager, Zero Emissions Industries IN A WORLD moving toward cleaner emission requirements, regulators are implementing standards needed to decarbonize the global fleet and clean up the air we breathe. These regulations mean vessel owners and original equipment manufacturers (OEMs) must develop and adopt solutions that meet stronger emission reduction requirem e n t s . Wh i l e r e p ow e r i n g t o c l e a n e r combustion engines and carbon capture devices help meet these regulations in the near term, they are only temporary solutions that do not achieve the ultimate goal of decarbonization.

To meet these goals, a future-proof solution needs to be made readily accessible. This technology must be proven in various applications, have the operational flexibility to support the long run times and dynamic power ranges needed for practical use, and have a path to economic viability.

Photo Credit: ZEI

Hydrogen Fuel Cells Today, the best technology that checks all the boxes is hydrogen fuel cells.

The maritime industry has begun to experiment with the transition to hydrogen fuel cells through the development of multiple commercial vessel projects in countries across the EU, North America, East Asia, South America, and Australia.

In the U.S., Zero Emission Industries (ZEI) and partners designed and built the world’s first commercial hydrogen fuel cell ferry, the Sea Change, which is currently undergoing commissioning and sea trials in Bellingham, Wash. Pilot projects like this provide a platform to show off the capabilities of zero emission hydrogen fuel cell systems.

These fuel cell powertrains can achieve the range and operational flexibility of industry-standard internal combustion engines (ICEs) while providing added benefits. A fuel cell system is modular and flexible which allows for completely reimagined hull designs, eliminating the need for an engine room, and providing the ability to redistribute weight for more optimal performance.

Hyd ro gen f u e l ce l l s ys tem s a l s o re d u ce op e r a t i n g co s t s a n d m a i n te nance downtime thanks to few moving parts compared to the hundreds found in ICEs. Fuel cells can be hot swapped while the system is underway: In the event of failure of one module, the rest of the system can continue to run.

In a d d i t i o n to b e i n g a ze ro - e m i s sion fuel when run through a fuel cell, hydrogen is the most abundant element in the universe and as a result, can be pro duce d anyw here, by anyone, in a number of ways.

Taking Advantage of a Fuel Cell System Cur rently, the most popular form of hydrogen production is via natural gas steam reformation, which is cheap, but not a zero-emission process. As a future looking alternative, electrolysis allows hydrogen producers with access to water and a renewable energy source (ex: solar, wind, or hydro power) to make hydrogen with no impact on our planet’s ecosystems. This advantage enables hydrogen production on a company or individual level eliminating our current reliance on oil conglomerates and foreign oil.

If we want to take advantage of all the benefits a fuel cell system has to offer it is important that we make them economically viable. The key that unlocks this opportunity is utilizing hydrogen fuel and fuel cells at scale.

To d ay, a t l ow vo l u m e s , t h e s e s y s tems can be prohibitively expensive, but developing novel technologies that will enable end users to implement hydrogen simply and safely into their supply chain w il l dr ive up adoption, and in tur n, reduce costs.

In recognizing the need for hydrogen use at scale, ZEI is working on another pilot project to design and build a hydrogen fuel cell harbor craft that will November 2021 // Marine Log 45

TECH NEWS show off technologies that create new hydrogen technology adoption pathways.

This endeavor, funded by a $2 million grant from the California Energy Commission, will demonstrate a truly unique fuel cell power train, a simplified fueling solution, completely reimagined safety systems, and an emergency fuel tank that responds to a gap in our present-day hydrogen ecosystem.

These innovations will not only be applicable to harbor craft but can be rearranged to meet the operational requirements for ski boats, special ops military craft, or even massive containerships.

First of Its Kind Project Now, a new technology project, such as a fuel cell vessel, requires a subject matter expert to check available compatible components and develop an end-to-end system from the ground up. The firstof-its-kind fuel cell power system to be showcased on ZEI’s new harbor craft gives everyone with the ability to hook up wires and connect hoses an easy way to install a similar system.

The harbor craft’s unique refueling system centralizes and automates all fueling

safety procedures to allow an individual with limited training to complete previously sophisticated and highly technical bunkering procedures w ith ease. The safety system found on the harbor craft improves upon traditional systems by p re e m p t ive l y re m ov i n g a n d a c t ive l y detecting common hydrogen specific failure points, minimizing the costly regulator y back-and-forth found on new hydrogen projects, not to mention creating a safer operating environment for passengers.

A portable emergency hydrogen tank will be developed for the harbor craft w hich w il l g ive hydro gen a dopters a safet y net to supply readily available hydrogen in the event of fully depleting their storage tanks, providing comfort in knowing that running to empty won’t leave them stranded.

With most indust r ies hav ing little to no hydrogen regulation or practical experience, ZEI has made a concerted effort to design these innovative solutions to be intuitive and regulatorfriendly across any industry looking to adopt hydrogen technology.

Transitioning to a hydrogen dominant energy market has massive economic,

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environmental, and societal implications.

For example, today there are roughly 12 million recreational boats such as ski boats and pontoons registered in the United States. If only 5% of those vessel owners transitioned to a hydrogen fuel cell system, we would reduce the amount of gasoline consumed by over 185,000,000 gallons a year removing over 2,500,000 metric tons of greenhouse gas emissions a year.

Outside of emissions, jobs and businesses would be created; aquatic ecosystems would never again be subjected to fuel spills (leaking hydrogen naturally evaporates away); low income and disadvantaged communities would no longer be exposed to carcinogens produced at ports; and businesses, governments, and individuals alike could utilize clean and reliable energy to power their future. In our view, enabling this future starts with cost effective, simple solutions that everyone can adopt.

Zero Emission Industries, formerly G ol den G a te Zero E mis s ion Mar ine, launched in 2017, is a cutting-edge hy d r o g e n t e c h n o l o g y c o m p a ny t h a t develops and sells power systems for a range of applications.

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46 Marine Log // November 2021

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TECH NEWS Competition Matrix (“+” is more favorable, “-” is less favorable, and “o” is neutral) Comparable Attribute

Hydrogen fuel cells

Diesel and gasoline ICEs

Battery electric

Lower total cost of ownership

+

o

+

Feasibility for a wide range of vessel types and uses

+

++

--

Maintenance cost and downtime

+

--

++

Modularity and flexibility of arrangement

++

-

++

Sales/marketing benefit

++

--

++

Low noise

++

-

++

Vessel speed and power

+

++

o

Vessel endurance

+

++

--

Energy efficiency

+

-

++

Provides health benefits for crew or passengers

++

--

++

Operational flexibility

+

++

--

Capable of producing drinking water onboard

+

--

--

Fuel/energy future price stability

+

--

+

Zero emissions onboard

++

--

++

Zero emissions “well-to-waves” potential

+

--

+

System volume

-

++

--

System weight

o

+

--

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November 2021 // Marine Log 47

NEWSMAKERS

Biden Names Retired Admiral as Maritime Administrator Nominee President Biden has announced his intention to nominate retired U.S. Navy Rear Adm. ANN PHILLIPS as Administrator of the United States Maritime Administration at the Department of Transportation. Phillips currently serves as the first Special Assistant to the governor of Virginia for Coastal Adaptation and Protection.

Ecochlor Inc. appointed ANDREW MARSHALL as CEO, succeeding STEVE CANDITO, who will continue to support the company as a senior advisor to the Ecochlor board and leadership team. Marshall joined Ecochlor in 2019 as vice president of business development.

After serving as interim CEO since the January 2021 resignation of FRANK COLES, JOHN-KAARE AUNE has now been appointed CEO at Hong Kongheadquartered Wallem Group.

Prior to that, Aune, who joined Wallem in 2019, had been serving as managing director, shipmanagement.

WAYLON HUMPHREY has been selected to serve as the new Operations Division Chief for the Louisville Engineer District, effective November 22. He will have responsibility for overall direction, staff management, and program management of the Louisville District’s Operations Division.

ERIK VARELA has been named executive director of the Illinois International Port District. Varela, who will be the port’s first Latino leader, most recently served as senior director of public affairs for Union Pacific Railroad.

TREVOR VIEWEG has joined Boston-based Sea Machines Robotics as chief technology officer, reporting to the company’s CEO Michael Johnson.

In this new position, Vieweg has responsibility for the company’s overarching technology strategy, as well as for continuing to develop a high-performing team focused on the development of advanced marine technology.

48 Marine Log // Novemeber 2021

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November 2021 // Marine Log 51

SAFETY FIRST

When it Comes to Safety, Seeing is Believing

I

n the marine environment, and especially aboard a ship, there are potential hazards that require attention, both at sea and in port. That’s why proper lighting becomes a necessity to be compliant with regulations, provide an efficient work environment, and ensure mariners can see what they’re doing and spot any safety issues before someone gets injured or something gets damaged. What you don’t or can’t see can hurt you.

Refueling, cargo handling, boat launch and recovery and towing operations—especially at night or in bad weather--are just a few of the evolutions where all participants need to have full visibility as to what’s happening, and to spot possible dangerous situations that might arise.

Whether it’s a new installation, routine replacement or upgrade, ensuring the proper operation of all lighting is a necessity.

By not providing adequate lighting, resulting injuries can incur a costly liability.

As lighting specialists, we at Phoenix can’t overemphasize the fact that lighting solutions must be tailored for the requirement.

A floodlight optic on a tugboat may not be ideal for a cargo handling deck or ferry.

Lighting fixtures must be rugged to withstand the harsh conditions and heavy seas, and power distribution must meet classification society specifications for reliability and safety. Exterior and navigation lights should be designed and engineered specifically for the rigors of the marine environment, including moisture, vibration and corrosion and ambient temperature extremes. This ensures dependable, long lasting, and safe illumination for navigation, as required by 52 Marine Log // November 2021

maritime law and regulations.

Ships—including lighting installations and illumination levels—are built to specifications provided by classification societies, such as the American Bureau of Shipping to meet industry standards from Underwriters Laboratory. Exterior and navigation lighting must meet the requirements established by the International Maritime Organization’s Convention on the International Regulations for Preventing Collisions at Sea, known as the COLREGs.

LED lighting today lasts longer and consumes less energy.

Don’t replace lighting with whatever is on hand, and remember, cheaper is not necessarily better. Trained lighting designers should design lighting placement and selection because more uniform illumination benefits operations and activity on deck. Understanding some of the key design considerations for lighting—such as glare, brightness, or color temperature, can lead to safer operations. Selecting the ideal color temperature impacts the ability to see objects. Lighting selections and placement shouldn’t be too bright for the application, flicker, or cast distracting shadows, not because It’s annoying, but it creates unsafe

RYAN HERTEL VP of Business Development Phoenix Lighting

Photo Credit: Phoenix Lighting

Light fixtures seen onboard a marine service vessel ensure safe lighting for nighttime work on deck.

working conditions.

Frequency and ease of replacement are also important. Lights designed to be modular and easier to replace offers benefits to operators in the form of long-term cost savings and ease of maintenance. Sending a mariner up a ladder on a moving ship to reach a burned-out lamp can be a hazardous and unsafe situation. And lights that last longer obviously have the benefit of being replaced less often, and that reduces the size of the inventory that must be carried onboard. Replacing fluorescent lights with LED lighting eliminates the disposal problems inherent in fluorescent bulbs.

The National Shipbuilding Research Program (NSRP) is a public-private partnership that seeks to reduce costs and increase capabilities of U.S. government owned and flagged ships and shipyards. The Advanced Topside Lighting System is one of the NSRP projects examining advanced lighting technologies on new constructions and inservice ships to provide ease of installation, long life, low maintenance, self-monitoring, and parts commonality.

LED lighting technology continues to improve, with developments in digital controls and self-monitoring lighting. LED lighting today lasts longer and consumes less energy. Quality, marine-rated LED lighting for vessels of all sizes is now available without the increased in cost of the past.

For any new-build or retrofit, it’s important to understand the benefits of new shipboard lighting technologies and the cost-effectiveness of rugged, durable construction. And it’s important to partner with a reliable lighting vendor and manufacturer with transparent certifications and ratings.

Lighting design is more complicated than just installing the cheapest light. Reputable marine lighting manufacturers should provide lighting designs for you and be willing to verify those before the boat returns to service. Quality lighting results in a safer and more productive working environment, all while delivering a lower life-cycle cost.

That’s important. Because what you can’t see can hurt you.

Offshore

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Insights into the evolving offshore market

The Biden administration’s just announced plans to jump-start U.S. offshore wind will generate a boom in demand for specialized Jones Act-compliant vessels and services. To help give you the insights needed to meet the needs of the new market, we have launched a new weekly newsletter, Marine Log Offshore.

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.

www.marinelog.com/offshorenewsletter

Marine Fuels

TM

Ex-Pipe, Truck, and Barge Deliveries mgosales@colonialfuels.com www.ColonialGroupInc.com 24/Hr: 912-236-1331 ext 7100

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