Marine Log October 2020

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

October 2020

PATROL BOATS EVOLVE

TO MEET NEW THREATS

The first look at Metal Shark's new line of 70-knot Fearless Super Interceptors

FERRIES 2020: A Virtual Event Preview

A Q&A WITH PVA’s John Groundwater

REMOTE SOLUTIONS: Here to Stay?

Source: The Swedish Club Main Engine Damage Report (figures quoted are average costs)

Use the QR Code to visit totallubmarine.com/TU

CONTENTS

12

26

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Long Awaited Sign that Offshore Wind is Taking Off

16

15 MINUTES WITH …

A Q&A with PVA’s John Groundwater What does PVA’s executive director have to say about how the passenger vessel industry is coping with COVID-19?

22

PATROL BOATS: PART I As Threats Evolve, So Do Patrol Boats In response to growing perceived risks, we are seeing a growing demand for patrol boats in every size and category

26

COMMERCIAL FISHING Sponson Projects, USDA Relief, and More While things seem quiet in the world of commercial fishing boats, some recent projects highlight the fact that the sector is alive and well

28

REMOTE SOLUTIONS Are Remote Working Solutions Here to Stay?

Innovative remote working solutions are finding their place in just about every area of the industry, including in education and training

31

OFFSHORE WIND SOV First Jones Act Offshore Wind SOV The SOV will be engineered, constructed and operated

by Edison Chouest Offshore as an integral part of three offshore wind farms

4 INLAND WATERWAYS WCI: Inland Information Upload 6 INDUSTRY INSIGHTS 8 WELLNESS Chemicals in Cosmetics: An Overlooked Health Danger 9 VESSEL OF THE MONTH CMA CGM Jacques Saadé: World’s Largest LNG-fueled Containership 12 UPDATES • Bollinger Shipyards Wins Two Significant Awards • Manson Orders Largest U.S. Self-Propelled Hopper Dredge 16 INSIDE WASHINGTON FMC Starts Cruise Line Rulemaking Process 33 NEWSMAKERS Tidewater Transportation Names Sperling VP and COO 34 TECH NEWS Ocean Infinity Orders “Armada” of Robot Ships

Cover Photo Credit: Metal Shark

40 SAFETY Leveraging Technology to Achieve Safety and Compliance Excellence

October 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG OCTOBER 2020 VOL. 125, NO. 10 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER GULF COAST & MIDWEST SALES Jeff Sutley jsutley@sbpub.com

Photo credit: Shutterstock.com/ Ian Dyball

Sign that Offshore Wind is Taking Off

A

much-anticipated indication that offshore wind is taking off in the U.S. came earlier this month when Edison Chouest Offshore (ECO), Ørsted and Eversource announced the execution of a longterm charter agreement for the provision of the first-ever U.S.-flagged Jones Act compliant wind farm Service Operations Vessel (SOV).

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

See the full story on page 31 of this issue.

Offshore Marine Service Association (OMSA) President Aaron Smith says the fact that the three companies are working together to invest in U.S. offshore vessels is proof that offshore wind will be an economic driver for the U.S. maritime industry and that the industry is capable of satisfying the needs of offshore wind.

Announcement of the SOV contract comes on the heels of the National Ocean Industries Association and OMSA’s three-day webinar series that brought together offshore energy leaders and elected officials to discuss the outlook for U.S. offshore wind.

While the offshore wind industry is relatively new to the United States, states in the Gulf of Mexico region, which have a long history in offshore related industries, stand to immediately gain from the high transferability of existing jobs over to offshore wind. In addition to jobs created

in Louisiana, the new SOV will operate from New York once in operation.

After America’s first offshore wind farm— Block Island Wind Farm off the coast of Rhode Island—went into operation in late 2016, several others were announced. Last year, Virginia Gov. Ralph Northam broke ground on the construction of the Coastal Virginia Offshore Wind project being developed off the coast of Virginia Beach. This is the first offshore wind project to be installed in federal waters, and it’s expected to come online by the beginning of 2022.

And off the coast of Atlantic City, Ocean Wind will be New Jersey’s first large-scale offshore wind farm, which is expected to be completed by 2024. Connecticut has also announced plans for offshore wind farm construction. The Revolution Wind project is expected to be commissioned in 2023.

While these expected dates of operation aren’t set in stone, nor do we know yet the impact COVID-19 has had on their construction, we are clearly moving closer to an American offshore wind farm boom.

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

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

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

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2 Marine Log // October 2020

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

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

INLAND WATERWAYS

Inland Information Upload

W

hen I was a professional staffer on Capitol Hil l, I—and so many of my colleagues—relied upon research and information to allow us to quickly understand an issue, since there were so many to deal with each day. To find a trusted source of information on a complex issue was at times difficult.

Waterways Council Inc. (WCI) has found that new trusted source of information that is worth sharing.

In August, the National Waterways Foundation (NWF) commissioned and released new waterways profiles for the states of Alabama, Arkansas, Illinois, Indiana, Iowa, Kentucky, Louisiana, Minnesota, Mississippi, Missouri, Ohio, Oklahoma, Pennsylvania, Tennessee, Texas, West Virginia, and Wisconsin.

NWF worked with Cambridge Systematics Inc. (CSI) on the waterways profiles using the National IMPLAN economic model to estimate the economic impacts of each state’s inland waterways system. The analysis included an evaluation of current economic and commodity flow information, inland waterways and waterways-dependent industries, top commodities, and the industries that most benefit from the inland waterways in each state. The profiles also include highlevel, national benefits of, and statistics for, the inland waterways.

CSI’s data-driven methodology and process leveraged analysis from reports and research published by the U.S. Army Corps of Engineers, U.S. Department of Agriculture, NWF, various state agencies, Federal Highway Administration, and Bureau of Labor Statistics, among other sources.

4 Marine Log // October 2020

So, for example, in 2018, the state of Pennsylvania’s ports, inland waterways and inland waterways-dependent industries supported nearly 248,000 jobs, generated $19.3 billion in personal income, $40.9 billion in Gross State Product, and $84.5 billion in total output, which gave rise to $4.3 billion in state and local tax revenue.

Pennsylvania has 260 miles of navigable inland waterways, ranking it 28th in the nation. In 2018, 26.7 million tons of freight valued at $15.8 billion moved on Pennsylvania’s inland waterways, which is equivalent to 667,000 trucks. Avoided truck trips translates into reduced roadway congestion, emissions, and crashes, lessening impacts on our highway infrastructure.

In Texas, nearly 399,000 jobs, $24.6 billion in personal income, $43.3 billion in Gross State Product, and $100.4 billion in total output meant $2.4 billion in state & local tax revenue. Texas has over 830 miles of navigable inland waterways, ranking it 13th in the nation. In 2018, 87.8 million tons of freight valued at $25.2 billion moved on Texas’ inland waterways, which is equivalent to over 2.2 million trucks.

The profiles also look at the overall benefits of inland waterways transportation, which is vital to our nation’s competitiveness and economic growth. The inland waterways efficiently, sustainably, costeffectively and safely transport critical commodities like agricultural goods, energy products, building materials and industrial chemicals to destinations within the U.S. and to deep-water ports for export.

According to the USDA, in 2018, 766.3 million tons of goods valued at $507.3 billion

TRACY R. ZEA

President/CEO, Waterways Council Inc.

Shutterstock/Robert Parnell

A towboat pushes a barge through Pittsburgh.

moved on the U.S. inland waterways system, and, by 2045, it is expected to increase by 23% to 942 million tons valued at $871 billion. Barge transportation is the safest, most environmentally friendly, economical, and fuel-efficient way to move our nation’s goods for use domestically and for export. On a single gallon of fuel, one barge can move freight more than four times farther than trucks, releasing 10 times fewer emissions.

Called “the backbone of the transportation logistics system,” the inland waterways are a key part of the United States’ transp o r t a t i o n s u p p l y ch a i n . T h e s y s te m includes a vast network of 12,000 miles of connecting waterways and 218 locks. However, the majority of locks and dams on the Mississippi River system, one of our largest waterway conduits, were constructed during the 1930s and are operating well beyond their 50-year design life. Modernizing the nation’s inland waterways system will support and create American jobs, increase U.S. exports, and inject billions of dollars into the U.S. economy to power our growth for the next 50 years.

As we approach harvest, agricultural products moving on our inland rivers will be vital. The USDA cites that over the next 10 years, constructing all authorized navigation projects and rehabilitating existing locks could have significant national impacts, leading to a 20% increase in jobs, 39% increase in Gross Domestic Product, and 40% increase in output.

These new waterways profiles have already proven to be an invaluable resource to our WCI members, to the news media, to state legislators, to members of Congress, and yes, to professional staff members on Capitol Hill. I hope you’ll help share this information using the resources below.

Sources: U.S. Department of Agriculture Inland Water way s Study (2019); U.S. Army Corps of Engineers Waterborne Commerce Statistics; Federal Highway Administration Freight Analysis Framework; U.S. Department of Labor Bureau of Labor Statistics Occupational Employment Statistics; IMPLAN.

2020 Building Momentum

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INDUSTRY INSIGHTS

Shipping Losses at Record Low, but COVID-19 and Political Tensions Cloud the Horizon WELCOME TO INDUSTRY INSIGHTS, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we take a look at the Safety & Shipping Review 2020 report published by marine insurer Allianz Global Corporate & Specialty SE (AGCS) in July. According to the report, large shipping losses are at a record low, having fallen by more than 20% year-on-year.

The report notes that the COVID-19 crisis could still endanger the longterm safet y improvement s in the shipping industry for 2020 and beyond,

The annual AGCS study analyzes reported shipping losses over 100 gross tons (GT) and also identifies 10 challenges of the coronavirus crisis for the shipping industry, which could impact safety and risk management.

In 2019, 41 total losses of vessels were reported around the world, down from fifty-three 12 months earlier.

This represents an approximate 70% decline over 10 years and is a result of sustained efforts in the areas of regulation, training and technological advancement, among others. More than 950 shipping losses have been reported since the start of 2010.

as difficult operating conditions and a sharp economic downturn present a unique set of challenges.

“Coronavirus has struck at a difficult time for the maritime industry as it seeks to reduce its emissions, navigates issues such as climate change, political risks and piracy, and deals with ongoing problems such as fires on vessels,” says Baptiste Ossena, global product leader hull insurance, AGCS. “Now the sector also faces the task of operating in a very different world, with the uncertain public health and economic implications of the pandemic.”

MAJOR LOSSES: 2019 LARGEST SHIPS LOST 10 Largest Vessels Lost From January 1, 2019, to December 31, 2019 (showing approximate location of loss and type of vessel)

TRIAS

JIA DE

JI SHUN 16 VIETSUN INTEGRITY

GRANDE AMERICA GOLDEN RAY VOLGO-BALT 214

LONDON

MEI CHANG 886

BULK CARGO SOLO

CONTAINER BARGE RORO

Vessels over 100GT only Source: Lloyd’s List Intelligence Casualty Statistics Data Analysis & Graphics: Based on Allianz Global Corporate & Specialty

6 Marine Log // October 2020

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WELLNESS COLUMN

Chemicals in Cosmetics: An Overlooked Health Danger

8 Marine Log // October 2020

toxic exposures. We wash them out in waste streams and hide them away for storage in fat cells where their impact is minimized (until you lose weight). At some point, the exposures may grow beyond what can be washed, hidden, or stored. With these overflows, any number of internal malfunctions from effects on organs, to a decrease in cell function and even cancer.

Our bodies are actually quite good at expelling and minimizing the effect of toxic exposures.

There are a few top offenders that appear over and over again in products that may be worth a label check.

1. Sodium Lauryl Sulfate (SLS) and Sodium Laureth Sulfate (SLES) are emulsifiers estimated to be in over 90% of the shampoos on the market, as well as toothpaste, laundry detergent, hand soaps, and cleaning products. Thousands of studies on this ingredient have identified the potential damage it can do to the human body, including damage to the skin, eyes, and lungs. In more extreme cases, hormone disruption and changes to cell functionality have been documented. While individual

EMILY REIBLEIN

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

Shutterstock/ WAYHOME studio

I

n 2014, the U.S. cosmetics industry reported sales statistics, which topped $55 billion dollars, from products such as shaving cream, skin cream, deodorant, shampoo, and makeup. This proves that Americans—including guys—love applying products from sun up to sundown.

Before the first cup of coffee goes down, the toothpaste, soaps, underarm glop and creams are applied by the multitudes and we rarely ask the question: Is the use of these products safe?

In the United States, the Food and Drug Administration (FDA) regulates the ingredients in cosmetics and related products, but this regulation does not provide an evaluation of product safety. Safety evaluation is left up to those who make and use the products. Ultimately, this system of management may have a few safety gaps in it. Individual products get combined by consumers, making the sum of the products hard to evaluate for safety purposes and toxic load.

Many products contain chemicals that when combined with the chemicals in other products, take them beyond their individually regulated limit. One study found that more than 250,000 women, and one out of every 100 men, use an average of 15 products a day. If each product contains 10 to 20 chemicals, an exposure can add up to over 100 in one day. The long-term safety of compounding these products is unknown.

Only an individual consumer would be able to evaluate its potential risk, and most of us lack the perception of risk and expertise to analyze it.

Our bodies are actually quite good at expelling and minimizing the effect of

variations appear in the studies, long-term repeated exposure may be something to consider limiting.

2. Mineral Oil (petrolatum) is most often found in creams and is used as a skin softener. It has long been touted as a product to put on a baby’s bottom for healing, but you might want to hold o on that. It is a product derived from petroleum that builds up on the skin and can block the normal respiration process of cells. A 2008 study published in Green Med noted that mineral paraffins might be the largest contaminant our body is exposed to ranging on average from 1 gram per person and reaching up to 10 grams in extreme cases. The Journal of Investigative Dermatology also published a 2009 study in which mice with long-term exposure to creams containing mineral oil raised their risk of tumors on the skin by 69%. Mineral oil and other petroleum related products used on our skin and in our diets should be decreased.

The enormity of our cosmetic-type exposures can be daunting to analyze for dangers and excessive load. Effects differ from person to person depending on genetics and dozens of other human variations. If there is concern about chemical load from skin care and cleaning products, there really is only one option to enhance their safe use: become an educated consumer. Find out what chemicals are in your products.

The Skin Deep Database exists on the Environmental Working Group website (EWG.org). On the site, over 70,000 products have been independently evaluated for chemical load and detrimental effects relating to cancer, skin irritants, respiratory irritants, etc. This can help the average person understand the risk associated with using a product. If the risk exceeds tolerance, products can be changed out. Manufacturer labels identify when chemicals like SLS are present, and substitute products can be teased out of the Skin Deep Database.

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

VESSEL OF THE MONTH The ship’s name honors Jacques R. Saadé, the group’s founder and a pioneer in the container shipping industry, who passed away in June 2018.

CMA CGM Jacques Saadé: WORLD’S LARGEST LNG-FUELED CONTAINERSHIP

Photo Credit: CMA CGM

T

he CMA CGM group recently took deliver y of the f irst in a series of nine LNG-fueled 23,000 TEU containerships. In a first-of-its-kind digital naming ceremony linking the CSSC Shanghai shipyard in China and the CMA CGM Group’s Marseille, France, headquarters, the ship—the world’s largest container vessel to be powered by LNG —was named CMA CGM Jacques Saadé.

The name honors Jacques R. Saadé, the group’s founder and a towering presence and pioneer in the container shipping industry, who passed away in June 2018.

Measuring 1,312 feet (400 meters) long, 200 feet (61 meters) wide, 256 feet (78 meters) tall, and with a 52-foot (16-meter) draft, the ship’s LNG-fueled propulsion is based on a 12X92DF WinGD engine developing 63,840 kW and driving a 32.8-foot (10-meter) diameter propeller. But that’s only the start of the story. The innovations literally stretch from stem to stern. At the front, the bulb has been completely integrated to the vessel’s profile: the bow is straight and tapered, a first for a vessel of this size. At the stern, the propeller and the

rudder have been redesigned for optimized performance and the propeller is equipped with a Becker Twisted Fin system to optimize water f low and significantly reduce energy consumption.

LNG Storage and Management A key part of the vessel is its GTT-designed 18,600-cubic-meter LNG tank and its associated systems. Its huge capacity allows full round trips between Asia and Europe.

Construction of the tank required the assembly of 1,649 stainless steel panels.

The tank insulation operation required a high level of technical expertise and lasted approximately nine months. It consists of manufacturing a thermal cocoon that allows the natural gas to be maintained in a liquid state, i.e. at -161°C. Two layers of insulation and a second membrane envelop the tank and are equipped with sensors to ensure that the LNG storage conditions remain optimal and meet all safety requirements.

The process of gasification and pressurization of the gas is complex, as it must be adjusted in accordance with the engines’ consumption, which depends on the speed

of the vessel and the electricity consumption on board. The vessel ’s crew of 26 includes a gas management officer.

Shipping 4.0 CMA CGM says that the digital applications onboard the CMA CGM Jaques Saadé are taking the industry int the shipping 4.0 era.

Au g me nte d re a l it y s c re e n s on t he bridge providing real-time information to officers such as the vessel’s rate of turn, distance from the quay and even transverse speeds while a tactical screen provides for a better view of the charts and dynamic navigation briefings. A “path prediction” system, enables the location of the ship to be predicted with a high degree of accuracy within the next three minutes, taking into account the current rate of turn and speed, as well as helm and speed orders. This facilitates docking maneuvers and allows the master to better understand the ship’s movements. Additionally, a “smart eye” projection system (a set of cameras) allows for a 360-degree view of from the vessel.

Previously unheard of on a containership, it is a valuable tool for all port operations, says CMA CGM. October 2020 // Marine Log 9

UPDATE

BOLLINGER SHIPYARDS WINS TWO SIGNIFICANT AWARDS booked two major awards. The largest came from the U.S. Coast Guard that exercised a contract option with the shipbuilder, worth just over $222 million, for production of four more Sentinel-class fast response cutters (FRCs) and associated deliverables. The other came from General Dynamics Electric Boat and covers construction of a floating dry dock to support the construction and maintenance of the new Columbia Class of ballistic missile submarines.

This option exercised by the Coast Guard brings the total number of FRCs under contract with Bollinger to 60 and the total value of the contract to approximately $1.48 billion. The FRCs built under this option will be delivered beginning late-2023 into mid-2024.

modiThe FRC contract was recently modi fied to increase the maximum number of cutters to 64 FRCs and total potential value to $1.74 billion if all options are exercised. The Co ast Guard says this change was needed to maintain the domestic program of record of 58 FRCs while also providing for the replacement of six 110-foot patrol boats assigned to Patrol Forces Southwest Asia.

“It’s a great honor to have the confidence of the U.S. Coast Guard to continue the work we’re doing,” said Bollinger Shipyards President and CEO Ben Bordelon.

“The FRC program is something we’re all proud of here in Louisiana. Delivering vessels on schedule and on budget to the Coast Guard during these challenging times shows the determination and

resiliency of our workforce.”

All four FRCs will be built at Bollinger’s Lockport, La., shipyard.

Floating Dry Dock News of the FRC award came within days of Bollinger reporting that it is to construct a state-of-the-art, floating dry dock for Electric Boat, the prime contractor on the design and build of the Columbia Class submarine.

The detail design engineering will be performed at the Bollinger facility in Lockport, La. The concept and contract design for the 618- by 140-foot dry dock was performed by the Bristol Harbor Group in Rhode Island.

The dry dock is scheduled to be delivered to Electric Boat’s Groton Connecticut shipyard in 2024.

Manson Orders Largest U.S. Self-propelled Hopper Dredge MANSON CONSTRUCTION COMPANY, SEATTLE, WASH., has contracted with Kep-

pel AmFELS to build a 15,000-cubic-yard self-propelled hopper dredge at its Brownsville, Texas, shipyard, that will be the largest in operation in the U.S. To be named Frederick Paup, the dredge has been designed in collaboration with Hockema Whalen Myers Associates, Inc. of Seattle and has a length of 420 feet, breadth of 81 feet and draft of 28.5 feet.

The dredge is slated to be fully operational by spring 2023 and marks Manson’s single biggest investment in its 115-year history. A U.S. bank-led syndication is providing financing.

“We are pleased to be partnering with 10 Marine Log // October 2020

Keppel AmFELS, due to their impressive vessel construction capabilities,” said John Holmes, Manson Construction Co. president. “Their value proposition is strengthened by our shared focus on safety.”

“This dredge is the culmination of years of work by our dedicated team and I am honored

to bear its name,” remarked the dredge’s namesake, Manson’s chairman of the board, Frederick Paup. “We are proud that it will be U.S. built, U.S. flagged, and U.S. crewed, and will support the U.S. Army Corps of Engineers’ mission of keeping the marine transportation highway open throughout the United States.”

Dredge will be named Frederick Paup

Photo Credit: (Top) Bollinger Shipyards; (Bottom) Manson Construction Co.

BOLLINGER SHIPYARDS LAST MONTH

UPDATE

OceanX Unveils New Exploration Vessel deployment systems that will allow for independent launch and recovery of piloted and autonomous underwater drones; and oceanographic sensor platforms.

OceanX’s new research vessel, OceanXplorer, in the fjords of Norway

New Discoveries

Photo Credit: OceanX/Taj Howe

NON-PROFIT OCEAN EXPLORATION AND MEDIA production company OceanX

has taken the wraps of its new exploration vessel, the R/V OceanXplorer. Designed and built to be the most advanced combined marine research and media vessel in existence, OceanXplorer is both a floating, integrated marine research platform and a Hollywoodcaliber media production studio.

The vessel has been created by the complete rebuild at Damen Shiprepair Rotterdam of the Volsted Surveyor, a Skipsteknisk ST-25 design advanced ROV survey vessel delivered from Spain’s Freire shipyard in 2010.

Nearly 286 feet in length, the ship, says

OceanX, will bring the same boundary-pushing excitement to ocean exploration that audiences have grown accustomed to seeing on space expeditions.

“I believe that ocean exploration is both more important and more exciting than space exploration and that OceanXplorer will show the world that this is true,” says Ray Dalio, co-Founder of OceanX and president of Dalio Philanthropies.

OceanXplorer’s features include a 40-ton, man-rated A-frame crane strong enough to launch submersibles, towed sonar arrays, and other heavy equipment; a resident helicopter and climate-controlled hangar; dedicated

The ship also features two manned Triton submersibles, each of which can dive to depths greater than 1,000 meters (3,280 feet) for up to eight hours, and a Remotely Operated Vehicle (ROV) and an Autonomous Underwater Vehicle (AUV) that can explore depths up to 6,000 meters (19,685 feet)—exploring locations in a way no human has before.

OceanXplorer’s under water optical modem allows livestreaming video and data from untethered submersibles in the depths of the ocean to social media feeds and classrooms in real time.

New discoveries will be made onboard using state-of-the-art molecular biology and imaging laboratories that allow onboard DNA sequencing.

The ship is currently in the Red Sea, where it will host scientists from leading institutions around the world to study global-warmingresistant super corals.

October 2020 // Marine Log 11

UPDATE

Sulfur Sniffing Drone Patrols Strait of Dover

THE EU IS GETTING TOUGH ON ENFORCING IMO 2020 sulfur limits. To

tighten control of ship emissions, France’s Ministry of the Sea is deploying a sniffer drone in the Pas-de-Calais region, bordering the Strait of Dover, the world’s busiest area for ship movements. The European Maritime Safety Agency (EMSA) is making the drone available to France.

Operations started on September 23 and will continue for a period of three months

with flights taking off from the Regional Surveillance and Rescue Operational Center (CROSS) Gris-Nez, which will serve as logistical base and will coordinate followup on the flights.

Another EMSA drone is conducting general maritime surveillance over waters under French sovereignty and jurisdiction in the Mediterranean Sea. This one is being used in support of coast guard functions—maritime safety and security, supporting further maritime domain situational awareness, fisheries control and law enforcement—and for oil spill detection and characterization along with identification of possibly connected targets. This drone is operating from a French Air Force base and is being controlled by the French Navy and Customs.

The unmanned aircraft will fly above the Dover Strait Traffic Separation Scheme, which is part of the North Sea Sulfur Emission Control Area. Ships navigating in this area must not use fuel with a sulfur concentration higher than 0.1%, whereas in other areas, the limitation is set at 0.5%.

The information collected from the drone (sulfur concentration, images, flight trajectory and gas measurements) will be transmitted live and recorded in EMSA’s RPAS data center. The RPAS Data Center is linked to THETIS-EU, a European database used by authorities around Europe responsible for ship inspections. If the emissions measurement taken by the drone indicates a breach of the concentration limit, a subsequent ship inspection may be triggered at the next port of call.

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Photo Credit: (Left) EMSA/Nordic Unmanned; (Right): EMSA

Discover The Difference

UPDATE

BIZ NOTES BOUCHARD FILES FOR CHAPTER 11 BANKRUPTCY Privately-held Bouchard Transportation Co. Inc., the largest independently-owned ocean-going petroleum barge company in the U.S., and some of its subsidiaries last month filed voluntary petitions to restructure under Chapter 11 of the U.S. Bankruptcy Code in the U.S. Bankruptcy Court for the Southern District of Texas.

Bouchard s ays intends to f und the Chapter 11 process with debtor-in- pos ses sion financing, which will provide it with the necessar y liquidity to maintain normal operations while it undertakes certain key operational restructuring initiatives, including ensuring that its fleet is in full compliance with all operating regulations, and will emerge as a stronger enterprise positioned for long-term success.

As part of its operational restructuring, the company will fill several key open executive management positions. It says that it intends to pay employees, suppliers, and other trade vendors in full in the ordinary course of business.

LABORDE NAMED NEW DISTRIBUTOR FOR SCANIA USA Scania USA has selec ted Laborde Products as the new distributor for Scania Marine Engines along the U.S. Gulf Coast and in Midwest markets.

Beginning November 1, Laborde Products will offer Scania Engines to its current and future marine operator customers.

Scania Marine provides a range of engines for both propulsion and auxiliary applications including 9-, 13and 16-liter engines. Scania Marine engines offer a minimum horsepower of 220 to a maximum of 1,150, with RPMs ranging from 1,600 to 2,300, meeting the U.S. EPA Tier 2 and Tier 3 requirements.

business. The decision is in line with its plans to unlock value from SGD 3-5 billion (about US$2.1-7.3 billion) of assets in the next three years.

These assets include non-core assets, such as Keppel O f f shore & Marine’s (Keppel O&M) oil rigs. They do not include

Keppel’s key business platforms and fixed assets such as Keppel O&M’s shipyards, which include Keppel AMFELS in Brownsville, Texas.

Keppel says its strategic review of its offshore and marine business will explore both organic and inorganic options.

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October 2020 // Marine Log 13

9/16/20 12:52 PM

UPDATE

World’s Largest Civilian Hospital Ship Nears Completion

INTERNATIONAL CHARITY MERCY SHIPS reports that its second hospital ship,

Photo credit: Mercy Ships

Global Mercy, is on track to join its first, Africa Mercy, in bringing desperately needed medical services to Africa.

Though smaller than the two U.S. Navy hospital ships, the 900 foot long USNS Mercy and USNS Comfort, the 571-foot Global Mercy will be the world’s largest civilian hospital ship and will soon to be ready to leave the Tianjin Xingang shipyard in northern China.

Stena RoRo has been responsible for the design, contracting and construction

oversight of the complex vessel “We have applied one of our concepts on a ship from the RoPax-class, which are passenger and freight vessels for international voyages, and modified her into a pure passenger ship with hospital capabilities,” says Per Westling, CEO of Stena RoRo AB. “Instead of a car deck, we’ve built operating rooms and hospital wards. The ship will have space for about 950 persons with everything needed for both patients and those who work on board, including grade schools and nursery schools for the children of staff.”

Ho s p i t a l op e r a t i o n s re qu i re l a r g e

spaces—the ship will have six operating rooms—and have specific requirements, which have affected both the hull design and the layout of the interior. The ventilation system has been specially adapted to hospital requirements and focus has been placed on minimizing vibration and noise.

Four Wärtsilä 32 engines will power the ship. These are double resilient mounted, and comply with the DNV VIBR vibration classification. This smooth running capability is of special importance for a hospital ship with onboard surgical operations taking place.

Part of Mercy Ships’ mission is training local health professionals and the Global Mercy’s facilities, including equipment for virtual reality training and other simulations of care and methods for use in environments with limited resources.

The ship is equipped with large cranes in order to be able to take on containers with provisions, vehicles and other equipment as the ship is to be used for long periods in port.

The 174 foot long Global Mercy is the organization’s first newly built hospital ship and will more than double the capacity of Mercy Ships to deliver aid.

14 Marine Log // October 2020

INSIDE WASHINGTON

Chao’s Historic Message on America’s Freight System

U

.S. Secretary of Transportation Elaine L. Chao last month announced the release of the first-ever National Freight Strategic Plan (NFSP). Aimed to strengthen U.S. economic competitiveness, the plan lays out a vision for long-term investments in infrastructure, the workforce, and other essential parts of the freight system.

The growth in freight demand due to increasing use of e-commerce and global supply chains in recent years has strained the system, and could threaten the competitive advantage of American businesses. The Department developed the NFSP plan through a multi-agency effort involving extensive consultation with freight stakeholders in both the public and private sectors.

The Department will use it to guide national freight policy, programs, initiatives, and investments. The

plan will also be used to inform State freight plans and identify freight data and research needs. Additionally, it provides a framework for increased cross-sector, multijurisdictional, and multimodal coordination and partnerships. This plan meets the requirement of the FAST Act to develop a strategic plan to implement the goals of the new National Multimodal Freight Policy.

Federal Role The following principles can be used to guide U.S. DOT’s strategic leadership to support safe, efficient, and reliable goods movement: • Modernize or eliminate unnecessary or duplicative regulations that inhibit supply chain efficiency, reduce incentives to innovation, delay project delivery, or raise costs to shippers and consumers; while protecting safety and environmental outcomes.

• I m p r o v e c r o s s - s e c t o r,

multijurisdictional, and multimodal collaboration to enhance intermodal connectivity and first-and last-mile connections, streamline interstate policies and regulations, and support multi-state investment.

• Provide targeted Federal resources and financial assistance to support freight projects that provide significant benefits to the national economy.

• Invest in freight data, analytical tools, and research to enhance the abilities of State, regional and local agencies to evaluate and address freight issues.

“This plan establishes a clear vision for the future of our nation’s freight transportation system, and it outlines how the United States can maintain our competitive edge across major industries like agric u l t u re , m a n u f a c t u r i n g , e n e rg y production, and e-commerce,” said Chao in a video.

October 2020 // Marine Log 15

Q&A

JOHN R. GROUNDWATER, EXECUTIVE DIRECTOR, PASSENGER VESSEL ASSOCIATION

S

ince 1971, the Passenger Vessel Association (PVA) has represented the interests of the U.S. passenger vessel industry. In addition to monitoring federal agency activity and proposed rules, PVA provides the latest guidance on safety, regulatory compliance, funding and finances, and more to its members.

As we prepare to launch our first virtual FERRIES event November 9 through 10, we wanted to find out what PVA Executive

16 Marine Log // October 2020

Director John Groundwater had to say about how the passenger vessel industry is coping with COVID-19.

Marine Log (ML): The entire maritime industry is feeling the effects of COVID-19, and the passenger vessel sector is no exception. What volume of business is PVA seeing now in terms of passengers carried compared with “normal� times?

John Groundwater (JG): The U.S.

ML: Have ferry and other passenger vessel operations had issues with people refusing to wear masks?

JG: PVA member operators are strictly following local and state coronavirus guidelines and rules. PVA member ferry operators are requiring that their passengers wear masks while waiting to board ferry vessels and while on board. These operators have reported that, for the most part, their passengers are complying with mask requirements, but they also have

Photo Credit: Shutterstock.com/ Diego Grandi

Q&A

WITH

p a s s e n g e r ve s s e l i n d u s t r y h a s b e e n ravaged by the ongoing coronavirus pandemic. In fact, no segment of this diverse industry has been spared. Ferries, dinner boat operators, excursion boats, sailing vessels, whale watch boats, etc., have all been affected. In many cases, these operators are seeing decreases in ridership by as much as 90%. Other seasonal operators have made the painful decision to shut down completely this year, with an eye towards reopening in the spring of 2021.

Vendors and suppliers to the passenger vessel industry have also been affected as a result of this industry shutdown.

Q&A

Control and Prevention (CDC). It also highlights cleaning protocols and policies to protect passenger and crew. Not only are U.S. passenger vessel operators practicing social distancing, they are requiring crew to wear masks, shields and gloves, while also implementing stringent vessel sanitation and disinfection regimes on high-touch surfaces, in common areas, and in passenger spaces.

reported incidents where passengers have taken their masks off after boarding to skirt the rules. This requires vessel crew to intervene in these instances to enforce the rules.

Nonetheless, we are hearing that “No Mask, No Ride” policies for ferries are, for the most part, working.

ML: Besides enforcing masks and spacing passengers out onboard a vessel, are there other things operators can do to ensure the safety of their passengers and crew by way of technology?

JG: Early in the coronavirus pandemic, the PVA Safety and Security Committee, whose members have far-reaching experience in passenger vessel operations and safety matters, decided that guidelines needed to be developed to assist U.S. passenger vessel operators safely reopen their operations when that time came. As a result, the committee developed “Reopening Guidelines: Getting the Domestic Passenger Vessel Industry Back Underway.”

This important document relies heavily on information and practices that have been recommended by Centers for Disease

ML: PVA has recently called on Congress to provide emergency relief for transportation service providers due to the downturn in operations during COVID-19. Can you tell our readers more about this effort and, if passed, how it will help the passenger vessel and ferry boat market?

JG: Since the beginning of the coronavirus pandemic, PVA has actively urged Congress and the administration to provide needed emergency funding for U.S. passenger vessel operators and for industry suppliers and vendors. PVA welcomed programs, such as the Paycheck Protection Program (PPP) as it provided needed relief early in the pandemic. Recognizing that PPP would not be a sufficient long-term solution, PVA vigorously advocated for more funding that would allow those who had received PPP funding, which had run out, to essentially “double dip” for more funding. This feature has been included in subsequent Congressional legislation, which has not been passed. Unfortunately, Congress has made little progress in agreeing on a new stimulus package moving forward. There have been rumblings, however, that the House leadership and the White House are now open to negotiations prior to the November elections.

The PVA Board of Directors has endorsed e n a c t m e n t o f t h e Co ro n av i r u s E co nomic Relief for Transportation Services (CERTS) Act, which is sponsored by Senators Reed (D-R.I.) and Collins (R-Maine).

The CERTS Act would provide $10 billion in emergency economic relief funding, in the form of grants and other economic assistance, through the Department of the Treasury, to U.S.-flagged passenger vessels operators, motor coach operators, and school bus companies. PVA is working with a broad coalition of transportation lobbyists to promote passage of this legislation.

In addition, the U.S. House of Representatives has already approved the Maritime Transportation System Emergency Relief Act (MTSERA). It is included

as part of the Defense Authorization Bill.

The bill authorizes the U.S. Maritime Administration, in the event of a natural disaster or pandemic, to provide grants, contracts, or other financial assistance to entities engaged in marine transportation of cargo or passengers, to shipyards, and to companies that provide goods or services to marine transportation operators.

While this legislation is a step in the right direction, it needs improvement. Its eligibility section covers U.S.-flagged ferries, water taxis, and overnight cruise ships, but it excludes vessels that do not typically transport passengers from point A to point B. Unfortunately, as the amendment is currently written, operators of dinner cruise vessels, sightseeing boats, and whale watching vessels would not be eligible for financial assistance. PVA is lobbying to amend the eligibility language to include all types of vessels operated by PVA members.

ML: COVID-19 aside, what other issues are passenger vessel operators facing at the moment and in the months to come, and how can PVA help walk members through these challenges?

JG: It is extremely difficult to put COVID-19 aside because of the debilitating effect that it has had upon the U.S. passenger vessel industry. To support PVA members—both vessel and associate— recover and get up-and-running, the PVA Board of Directors has approved the development of a national digital marketing program that will promote all segments of the passenger vessel industry to the travelling public. A special advisory committee has been formed and plans are forthcoming to launch this new program in the spring of 2021. We hope that this digital marketing program will successfully evolve and grow over time.

John R. Groundwater October 2020 // Marine Log 17

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CAMERON CLARK HORNBLOWER GROUP Technology: Ticketing & API-coherence

DICK BALZANO MARAD Grants for Passenger Ferries

GREG FAUST WASHINGTON STATE FERRIES WSF: Updates to 2020 COVID Response Plan & Electrification Program

JOSH SEBASTIAN, P.E. SHEARER GROUP Progress with TxDOT Ferry

KASEY ECKSTEIN WIMOS / ATLAS MARINE Women in the Wheelhouse: Passenger Vessels

MICHAEL GORDON JOHNSON SEA MACHINES ROBOTICS Can U.S. Ferry Operators Start to Take Advantage of Autonomy Advances?

CRIS DEWITT CYBER MARINER Cybersecurity Demystification for Small Fleets

WILL MOON, P.E. GLOSTEN The Glosten/Bieker Boats Foil Ferry: Ultra-Efficient & Low Wake

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November 9-10, 2020 FERRIES PROGRAM Moderator: Bob Lennon, Business Development Manager – Americas, Rexnord | CENTA

{ MONDAY, NOVEMBER 9 }

{ TUESDAY, NOVEMBER 10 } th

th

12:30pm

Conference Portal Opens

12:30 pm Conference Portal Opens

1:00 pm

Conference Begins Entering the Ferry Market–An Operator’s Perspective

1:00 pm

1:25 pm

Women in the Wheelhouse: Passenger Vessels • Kasey Eckstein, Executive Director, WIMOs; Director of Business Development, Atlas Marine • Allison Baley, American Queen Steamboat Company Additional panelist to be announced

Conference Begins Grants for Passenger Ferries • K. Jane Williams, Deputy Administrator, FTA • Dick Balzano, Deputy Administrator, MARAD

1:20 pm

DNV GL Case Study Presentation

1:30 pm

The Glosten/Bieker Boats Foil Ferry: Ultra-Efficient & Low Wake Will Moon, P.E., Senior Naval Architect, Glosten

1:50 pm

The Technology & Business Case for Ferry Electrification, with Case Studies Bruce Strupp, Senior Account Manager, New Sales – Ferry, ABB

2:10 pm

Establishing a New Normal Amid COVID-19 Drew Orvieto, Senior Manager, Commercial Fast Craft & Engineering, ZF Marine Propulsion Systems

2:30 pm

Current USCG Regulations Impacting Ferries and Passenger Vessel Operations LT Kimberly Gates, Risk Analysis and Assessment, U.S. Coast Guard

2:50 pm

Progress with TxDOT Ferry Joshua Sebastian, P.E., Engineering Manager, The Shearer Group, Inc.

3:10 pm

WSF: Updates to 2020 COVID Response Plan and Electrification Program Greg Faust, Director of Marine Operations, Washington State Ferries

3:30 pm

Small Operator’s Perspective

3:50 pm

Closing Remarks

4:00 pm

Adjourn

2:00 pm

Technology: Ticketing and API-Coherence Cameron Clark, Senior Vice President, Hornblower Group

2:20 pm

SCR & DPF Emission Retrofit Systems for Ferries Dana Brewster, Regional Sales Manager, HUG Engineering

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Sponsor Case Study

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Cybersecurity Demystification for Small Fleets Cris DeWitt, Co-founder, Cyber Mariner

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Can U.S. Ferry Operators Start to Take Advantage of Advances in Autonomy Now? Michael Gordon Johnson, Founder, Sea Machines

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E-Ferry Project: The Case for Zero Emissions Pace Ralli, CEO, SW/TCH Maritime

3:50 pm

Closing Remarks

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Program subject to change.

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V I RT UA L CO N F E R E N CE SPONSOR PREVIEW

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ELLIOTT BAY DESIGN GROUP Elliott Bay Design Group is a fullservice naval architecture and marine engineering firm committed to the ferry industry. We have designed more ferries than any other firm in the United States including water taxis and large passenger-vehicle ferries. www.ebdg.com

recent years, Glosten has emerged as an industry leader in the design of hybrid and electric-propelled passenger vessels, with two such vessels already in operation. The firm’s electrically powered designs include both catamarans and monohulls, ranging from 70 to 160 feet in length. www.glosten.com

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NCP COATINGS INC. NCP Coatings Inc. in Niles, Michigan, develops and manufactures technologically advanced primers, enamels, textured coatings, topcoats, reducers and marking paints. Since 1948. Used for OEM manufacturers – recreational marine/commercial shipbuilding, heavy truck/trailer, offroad equipment – and maintenance facilities. Other industries served include naval shipbuilding, military weaponry, ground force equipment and aerospace. www.ncpcoatings.com

THE SHEARER GROUP, INC. The Shearer Group Inc. is a full-service naval architecture, marine engineering and marine surveying firm specializing in commercial vessel design, engineering and analyses, with a focus on the inland sector. www.shearer-group.com

October 2020 // Marine Log 21

ENGINESBOATS PATROL At 360 feet long, the Coast Guard’s Offshore Patrol Cutters are at the top end of the patrol vessel size scale

AS THREATS EVOLVE,

SO DO PATROL VESSELS

22 Marine Log // October 2020

the size spectrum, these include the U.S. Coast Guard’s Offshore Patrol Cutters (OPCs), the first of which are now being constructed by Eastern Shipbuilding in Panama City, Fla. With a length of 360 feet and beam of 54 feet, the OPCs are being built to a Vard Marine Inc. design and will provide the majority of offshore presence for the Coast Guard’s cutter fleet, bridging the capabilities of the 418-foot national security cutters, which patrol the open ocean, and the 154foot fast response cutters, which serve closer to shore. Capable of a sustained speed of 22.5 knots and with a range of 10,200 nautical miles at 14 knots, the OPCs will have an endurance of 60 days and will conduct missions including law enforcement, drug and migrant interdiction, search and rescue, and other homeland security and defense operations. Each OPC will be capable of deploying independently or as part of task groups and serving as a mobile command and control platform for surge operations such as hurricane response, mass migration incidents and other events. The cutters will also support Arctic objectives by helping regulate

and protect emerging commerce and energy exploration in Alaska.

At the other end of the size spectrum, the Coast Guard’s 45-foot response boat-medium (RB-M) program revitalized the Coast Guard’s shore-based boat fleet. The Coast Guard acquired 174 RB-Ms to replace the 41-foot utility boat class, which was in service from 1973 to 2014, delivering improved speed, maneuverability and ergonomics and, says the USCG Acquisitions Directorate, has proven effective in performing Coast Guard missions, including search and rescue; ports, waterways and coastal security; law enforcement; and drug and migrant interdiction.

The boats feature all-aluminum construction and twin-diesel engines with waterjet propulsion, eliminating propellers beneath the boat to protect engines from debris and make it safer to retrieve someone from the water. With self-righting stability (intact), they have a maximum speed of 42.5 knots and a range of 250 miles at 30 knots.

They were built by Team RB-M, with Fincantieri Marinette Marine as prime contractor and Vigor fabricating the vessels at

Photo Credit: Eastern Shipbuilding Group

P

atrol boat” is a term used to cover a vessel category ranging from near frigate size down to boats just about big enough to float a couple of sheriff’s deputies. What they all have in common is that, in one way or another, they address perceived risks. And, as the world isn’t getting to be any safer or cleaner, in response we are seeing a growing demand for patrol boats in every size and category.

“Internationally, the patrol boat market continues to evolve based on changing maritime threats,” explains Chris Allard, CEO of shipbuilder Metal Shark, Jeanerette, La. “Recreational boats are getting significantly larger, faster, and more capable. As these faster boats become more common, with hundreds of new, 60-plus knot, offshore-capable vessels sold each year, they pose a growing challenge, as any of these vessels could easily pose a maritime threat.”

We’ll look at Metal Shark’s current and planned patrol boat offering in more detail later, but first let’s take a look at some significant programs currently in production at some other U.S. shipyards. Notably, at the top end of

By Nick Blenkey, Web Editor

PATROL BOATS ENGINES

24 Marine Log // October 2020

configured for the Navy, the vessel features six MK 16 weapons foundations plus a large forward foundation for stabilized, remote operated, optically guided MK 49 / MK 50 weapons systems.

Ballistic protection enables the 40 PB to sustain extended firefights, allowing crews to respond with overwhelming force to asymmetric threats such as swarm attacks while remaining secure and protected from hostile fire.

The armored, climate-controlled pilothouse has been configured to accommodate a crew of five in SHOXS 4800-series whole-body isolation suspension seats.

The vessel delivers enhanced situational awareness and fleet connectivity through an advanced communications and sensor suite. “ The need for more advanced and capable vessels, designed to discourage asymmetric threats and to respond to them with overwhelming force, has led to the development of this radically different patrol boat platform,” says Allard. “While we designed the 40 Defiant to meet the U.S. Navy’s PB-X mission requirements, this vessel is driving the evolution of our entire military patrol boat line-up and offers a glimpse into the future direction of military patrol.”

Up the size scale a notch, Metal Shark has introduced an offshore-capable, ultra-highperformance military patrol vessel delivering 70-knot top speeds (as shown on the cover of this issue).

With an overall length of nearly 58 feet (17.5 meters), a beam of over 11 feet (3.5 meters) and an operational displacement of up to 8 tons, the vessel is large and visually imposing with the same chiseled and menacing lines that

come from the faceted hull initially developed

by Metal Shark for the U.S. Navy.

“Customers from around the world have asked for a blue water-capable interdiction vessel with 60-plus knot capabilities,” said Henry Irizarry, Metal Shark’s vice president of international business development. “With the 52 Fearless Super Interceptor, we have exceeded that requirement by a significant margin, with a multi-mission high-performance vessel delivering unmatched speed, handling, and sea keeping while also leveraging over a decade of parent craft Fearless-class past performance.”

The new offering is a highly optimized version of Metal Shark’s 52-foot Fearless highperformance center console vessel, utilizing the proven Stepped Vee, Ventilated Tunnel (SVVT) running surface designed by naval architect Michael Peters.

The first 15 Super Interceptors—already under production for overseas military and law enforcement customers—are being built in a center console configuration with seating for six crew in Shockwave shock-mitigating seats beneath an integrated aluminum hard top.

Twin 1,650 hp MAN 12-cylinder diesel inboard engines mated to Arneson ASD14 surface drives via ZF transmissions will power the vessels. With this power package, the Super Interceptor will reach a projected top speed in the 70-knot range. The vessel’s flexible configuration allows for a maximum fuel capacity of 1,000 gallons, which results in an impressive 12.5 hours endurance at 50 knots.

Law Enforcement Metal Shark is also booking increased orders from law enforcement agencies. Back in April

Next month, we’ll look more closely at some of the advantages of RIBS and RHIBS in patrol applications.

Photo Credit: MetalCraft Marine

its Seattle, Wash., facility using high temp resistant aluminum.

Recently, Team R-BM delivered the first three of a six-vessel RB-M contract to the Coast Guard as part of a Foreign Military Sale (FMS) sale to the Bahrain Coast Guard.

Hulls four through six are expected to ship in 2020. However, with the expiration of the original U.S. Coast Guard contract under which Team RB-M was formed, Vigor is now working directly with the U.S. Navy FMS office for additional RB-M sales abroad. Vigor reports that it is also seeing great interest in the Vigor Fast Interceptor, a 21-meter multi-mission craft developed specifically to meet the needs of government agencies around the world. At a sprint speed of 70 knots, it is well suited for high-speed interdiction, search and rescue and addressing swarm threats in an efficient manner.

In another indicator that autonomy is very much a part of the future of the patrol crafts’ future, Vigor has teamed with Lockheed Martin on a study for a proven, integrated and capable payload ship, able to patrol for extended durations, as part of the U.S. Navy’s Large Unmanned Surface Vessel (LUSV) competition.

Metal Shark, too, sees autonomous operation as an important coming patrol boat trend.

“On the federal side, we are seeing a dramatically increased focus on autonomy,” says Allard. “A few years ago, I thought ‘crew reduction’ is where the autonomous revolution would begin. Instead, we are seeing entire missions planned for fully autonomous solutions.

We are reaching the tipping point faster than expected, and I believe this trend will only continue to accelerate.”

Meantime, Metal Shark’s current Navy portfolio includes readying for the start of production of up to 160 replacements for up to 160 patrol vessels deployed worldwide with Navy Expeditionary Combat Command’s Coastal Riverine Forces (CRF). Metal Shark’s 40 Defiant design was selected in late 2017 as the successor design from a field of seven competing shipbuilders.

The 40-foot, welded-aluminum monohull pilothouse boats mark a radical departure from the current, more conventional Navy CRF patrol boats. Designed to address the vulnerabilities of traditional patrol boats while expanding the mission role of the 40 PB platform over its predecessor, the 40 Defiant delivers substantial increases in capabilities and firepower.

Metal Shark satisfied the Navy’s visualdeterrent requirements with a futuristic design featuring a chiseled and menacing profile and unique faceted hull. The vessel flaunts its capability and bristles with armament. As

PATROL BOATS it reported that it had recently added 20 new law enforcement customers recently added and had over 35 welded aluminum law enforcement vessels either recently delivered or currently in production.

“Domestically, we are seeing a strong drive towards economy in both acquisition and in operation,” says Allard. “As budgets are impacted by COVID and non-COVID factors, we see a continued focus on simple, rugged, reliable platforms that can increase both operational uptime and visual presence/deterrence for law enforcement agencies. We do see a trend where, despite the economy, agencies are looking for mission-specific purpose-built platform, and increasingly we are seeing that agencies are growing more reluctant to utilize adapted recreational boats.”

Among its many new builds, Metal Shark is producing five custom 23-foot Relentless center console patrol boats for the Ohio Department of Natural Resources, while continuing to deliver 26-foot and 28-foot Relentless center console vessels for Florida Fish and Wildlife Conservation Commission, the largest conservation law enforcement agency in the U.S. The company attributes its growing success in the sector to the many missionenhancing features it has incorporated into

its LE-focused lineup.

“We integrate weather-tight compartments with 12-volt USB outlets into consoles for laptops and printers, we employ nonreflective blackout matte coatings that eliminate glare to improve low-light visibility, and we provide easily accessible, lockable dry storage compartments adequately sized to fit Pelican cases,” said John Hotz, Metal Shark’s senior account manager specializing in law enforcement sales. “Through numerous enhancements, these vessels have been mission-optimized to an extent not seen on the industry’s legacy patrol boat designs.

The result is a boat that is more comfortable, practical, and safer to use during long hours spent policing our nation’s often crowded inland waterways.”

Major Navy Order for Lake Assault Boats Lake Assault Boats, part of Fraser Shipyards, has been chosen to supply up to 119 Force Protection-Medium (FP-M) patrol boats to the U.S. Navy. The five-year indefinite delivery indefinite quantity (IDIQ) contract carries a maximum value of $56 million, and the first deliveries will begin in November 2020.

The FP-M patrol boats will provide security for U.S. Navy ships and personnel from

waterborne threats in and outside of Navy ports around the world.

An operational requirement for the boats is to provide Anti-Terrorism/Force Protection patrols for U.S. Navy installations. This includes; patrol, interrogation of other waterborne assets, and escorting large vessels in and out of port in various weather and water conditions throughout the year, day and night.

Each of the 33-foot long craft will have a 10-foot beam and feature a full cuddy cabin.

Twin 225-hp outboard motors will power each boat, which will carry four weapon mounts capable of accommodating up to .50 caliber machine guns. A polyurethane foam collar wrap protects the aluminum V-hull boats.

The program is currently on track, with pre-delivery inspections—including on the water performance testing—set to be completed later this year at Lake Assault Boats engineering and manufacturing facilities in Superior, Wis. The first craft will be delivered to the Navy in January 2021. Subsequent deliveries will be regularly scheduled over the five-year contract term.

In part two of this feature next month, we’ll look in more detail at what patrol boats are in the works at other yards, and, in particular, the advantages RHIBs (and RIBS) offer in many patrol vessel applications.

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COMMERCIAL FISHING The Aleutian Ballad

COMMERCIAL FISHING ROUNDUP: SPONSON PROJECTS, UDSA RELIEF TO FISHERMEN, AND MORE

26 Marine Log // October 2020

with four coats of paint.

“The entire hydraulic system on the main deck will be replaced with new piping,” says Garcia. “Giddings will make the needed repairs to the hull if any steel is to be renewed.”

Giddings also renewed the firefighting piping on the main deck to the fire pump in stainless steel pipes, and went into the voids and ballast tanks.

The latest sponson project Giddings has in the works is a practical rebuilding of the F/V Miss Pacific, which suffered fire damage while docked last December in Brookings, Ore. At the time of this writing, the vessel had received a new pilothouse, new main engines and gen sets. The previous main engines and gen sets were running when the vessel caught fire, causing them to suck in a lot of smoke.

Garcia says that a full build of the pilothouse, piping, wiring, and carpentry is underway, too.

USDA Supports Seafood Industry U.S. Secretary of Agriculture Sonny Perdue announced September 9 that the U.S. Department of Agriculture (USDA) will provide approximately $530 million to support the U.S. seafood industry and fishermen impacted by retaliatory tariffs from foreign governments. The funding will be provided through the Seafood Trade Relief Program and funded through the Commodity

Credit Corporation (CCC), administered by USDA’s Farm Service Agency (FSA).

The Seafood Trade Relief Program funding will support the following seafood types: • Atka mackerel • Crab, Dungeness, King, Snow, Southern Tanner • Flounder • Geoduck • Goosefish • Herrings • Lobster • Pacific Cod • Pacific Ocean Perch • Pollock • Sablefish • Salmon • Sole • Squid • Tuna • Turbot Fishermen can sign-up for relief through the program through December 14. Fishermen should apply through their local USDA Service Center.

Prawn Trawler Nataarnaq Outside of the United States, the commercial fishing industry has a little more going on in the way of actual newbuilds. In August, the newbuilding of IceTrawl A/S launched the ship in Bilbao, Spain. The vessel, which

Photo Credit: Giddings Boat Works Inc.

W

hile much of the fishing vessel sector has been laying low in terms of construction and refurbishment work, Giddings Boat Works Inc., Charleston, Ore., has a couple of large projects in its yard at the moment.

During season two of “Deadliest Catch,” the F/V Aleutian Ballad was damaged by a rogue wave. Back then, Giddings was tasked with a retrofitting the 96.8-foot vessel, which was then transformed into a chartering boat for crab tours in Ketchikan, Alaska.

Fast forward to present, and the Aleutian Ballad is getting a new 50-hp. dual-blade Wesmar bow thruster and tube inserted into the forward hull. But that’s not all.

According to Wayne Garcia, general manager of Giddings, two new Fernstrum main engine keel and cofferdam mounts are being installed to the inside of the engineroom.

New piping systems from the main engine to the cofferdams and keel coolers are also being fitted.

“We have removed all of the fuel from the vessel and gas freed all of the vessel’s tanks,” he says. “Giddings will remove 14 manhole hatches on the main deck. Some will be inserted and some will receive new hatches.”

Additionally, Giddings is in the process of blasting the bottom underwater hull and will paint five coats to finish. The entire main deck will be sandblasted and finished

Photo Credit: Damen

COMMERCIAL FISHING will be named Nataarnaq, will be completed in the summer of 2021, and will replace the prawn trawler of the same name in the Greelandic fishery, according to Royal Greenland, a fishing company in Nuuk, Greenland.

Royal Greenland is part of the ownership group of the company IceTrawl A/S with a shareholding of 50%, while 30 private investors together own the remaining 50%.

Furthermore, Royal Greenland is responsible for the daily operation as well as the practicalities during the construction.

In contrast to previous launches, due to COVID-19 travel restrictions, only a few people from Royal Greenland and IceTrawl A/S were present. Technical Manager Brian Thrysøe had, however, taken the trip to Spain and says, “Even though it was the third time in just 1.5 years, it was just as great a joy to see the ship glide in the water for the first time.”

Nataarnaq is the third factory trawler delivered by the Spanish shipyard to Royal Greenland’s operations. At the beginning of the year, the combination trawler M/TR Avataq entered into the Greenlandic fishery, and in the summer of 2019 it was, as the first ship, the fishing trawler M/TR Sisimiut.

The first two trawlers are well underway in their respective fishing areas and are showing good results.

“We are very satisfied with our first two ships from Astilleros de Murueta, so it naturally creates great expectations that the third ship will also create good value for the owners from the start,” says Lars Nielsen, executive vice president-production.

Nielsen explains that the Nataarnaq is based on the experience from the two Royal Greenland ships and will, like the Avataq, be 270 feet (82.3 meters) long and 59 feet (18 meters) wide.

The loading capacity will be as much as 2,950 m3, which will allow for longer fishing trips with full focus on fishing, and port calls with unloading will be possible in less than 24 hours. With room for 30 crewmembers in single-person chambers, good common areas, exercise rooms and other facilities, the ship also fulfills the goal of being a modern workplace and comfortable free space at sea.

“The cooperation between the other shareholders, crew and staff on land has worked really well, and it makes me proud that we can again say that it will be a ship that is precisely adapted to the task that it will solve for many years to come,” says Nielsen.

brothers Rense and Johannes de Boer. The new vessel is the LT 295 Jonge Johannes.

The LT 295 marks Maaskant’s third delivery to the brothers. In fact, the relationship goes back still further—Maaskant having built a cutter vessel for the brothers’ father over 25 years ago.

The yard has worked with Vripack on the design of the LT 295. The aim has been to create a vessel that can operate with a gross tonnage of less than 400 tonnes and one that trims as naturally as possible with a full hold.

The brothers De Boer were looking for a future-proof vessel that could be passed on to the next generation.

In this case, the vessel is ideally named for one of the sons of Johannes de Boer. The brothers considered a number of shipyards outside the Netherlands, but ultimately decided to go, once again, with Maaskant.

“This is the Maaskant quality we are used to,” Rense de Boer says. “Colleagues who have been onboard agree. This is a solid vessel with an eye for detail. And whenever there was something we did not like, Maaskant found a way to resolve it neatly. We are delighted with the result.”

“It’s always a confirmation that we are doing something right when customers return to us,” says Erik Moerkerk, director

The twin-rig fly shooting trawler, Jonge Johannes, marks Damen Maaskant Shipyard’s third delivery to the De Boer brothers. of Damen Maaskant Shipyards Stellendam.

“We were very pleased to welcome Rense and Johannes back to Maaskant with this order.

Working together with our suppliers we have delivered a well-functioning vessels that meets their requirements. Our relationship stretches back over a quarter of a century and we look forward to continuing our collaboration in the future.”

Maaskant Shipyards Stellendam is mainly focused on building fishing vessels. In addition, it’s involved in the design and construction of seagoing workboats.

Damen Delivers Jonge Johannes Damen Maaskant Shipyards Stellendam (Netherlands) has recently delivered a twin-rig fly shooting trawler to Urk-based October 2020 // Marine Log 27

REMOTE OPERATIONS

Remote Working Solutions:

HERE TO STAY?

A

round the maritime world, companies and organizations are learning to deploy remote technologies to deal with the challenges presented by COVID-19 related restrictions on travel and face-to-face meetings.

What’s interesting is that a number of the solutions that are now being used look to have been available almost off the shelf. Truth is, that bringing them to market hasn’t taken any kind of “Operation Warp Speed” akin to what’s been going on with vaccine development. The industry’s leading technology companies have been developing them for a

28 Marine Log // October 2020

number of years. “Digitalization” has gone from being a buzzword to becoming the way we have work. Necessity, in this case, has gone from being the mother of invention to being the mother of real-life application.

One instance of this that we’ve mentioned in a previous issue came during the sea trials of Silversea Cruises’ Silver Origin when the ship, which was in the North Sea had to be briefly operated by an engineer in St. Petersburg, Russia, to commission and tune the software controlling its DP system.

However, innovative remote working solutions are finding their place in just about every area of the industry, including

in education and training, where Abu Dhabi Maritime Academy has been able to continue providing its training despite ongoing social distancing and travel restrictions thanks to a new Wärtsilä Voyage cloud-based simulation solution.

Comprising a combination of cloud-based solutions, including navigational, engine room and liquid cargo handling simulators, the online installation was deployed in early July, allowing the academy to continue providing its training despite ongoing social distancing and travel restrictions.

Abu Dhabi Maritime Academy is the leading maritime training provider in the

Photo Credit: Wärtsilä

Abu Dhabi Maritime Academy is using Wärtsilä Voyage tech to take simulation beyond the boundaries of the physical classroom to provide location and device independence and to deliver simulation-based training wherever, whenever, and however the user needs it.

REMOTE OPERATIONS region. The addition of the online installations of NTPro (Navi-Trainer Professional) and TechSim solutions will broaden the simulation-based training offering available at the academy.

Wärtsilä is the first company to offer classification society approved cloud-based simulation technology to the maritime industry. By being on the cloud, the technology takes simulation beyond the boundaries of the physical classroom, to provide location and device independence, and to deliver simulation-based training wherever, whenever, and however the user needs it.

Remote access to training allows students and instructors to reach various Wärtsilä Voyage simulation models on their personal devices, away from the classroom and without the need for specific Wärtsilä software.

Both the TechSim and NTPRO platforms in the cloud provide a classroom configuration with trainer and multiple student stations for familiar instructor-led training.

“We are excited to be at the leading edge of this technology in the maritime industry and enable trainees to acquire a wide range of navigational and engineering skills, without the need to physically attend the training center,” says Torsten Büssow, director, Wärtsilä Voyage. “By having remote access to the simulation library and any classroom-based exercise, instructors can easily manage the application and deliver the training.”

“We are very pleased to have this nextgeneration of blended-learning solutions delivered by Wärtsilä Voyage,” says Capt.

Clive Hotham, head of Marine Shor t Courses and Simulator, Abu Dhabi Maritime Academy. “The bespoke training that this solution allows to deliver will undeniably enhance the training experience of our students. The Wärtsilä Voyage distance learning application will surely open up many new training opportunities inside and outside the physical classroom.”

Remote learning is, of course, just a part of what’s been going on across the industry.

For years now, ships have been increasingly plugged into their shoreside home offices.

Evidence of this is the industry’s seemingly insatiable demand for satellite communications bandwidth and for IoT connectivity solutions such as Inmarsat’s Fleet Data platform extracts the data from onboard sensors and uploads it to a secure central cloud-based database for easy access with no additional airtime cost.

So, has the pandemic catapulted shipping into long-predicted digital future?

“There used to be an undefined worry about connected equipment onboard ships, which would provide massive benefits

beyond remote support. Same case for cloud computing, as opposed to software run on premises,” says Wärtsilä Voyages Torsten Büssow. “This worry has somewhat evaporated with COVID-19. New ways of working were coming anyhow but with much less speed than we are seeing now and with many more discussions and assessments taking place before a decision was taken.”

How secure are these new solutions against cyber intrusion?

“For the whole cybersecurity subject, it is important to have standards that we as technology providers can benchmark against,” says Büssow. “Class has this task in shipping, so it’s very important to us.”

“We mostly see two elements of the business which have been affected by this lockdown,” says Vladimir Ponomarev, solutions director at Wärtsilä Voyage. “The first is related to onboard system installations and customer support. So, what we have managed to do is to really adapt our operational structure to perform these sorts of activities using system connectivity. We do this for remote diagnostics of a system’s problematic areas— it allows us to understand what is going on with the customer remotely and then in quite a few cases, we have been able to fix the problems remotely.”

“When it comes to onboard systems and remote installations, we have, in many cases, provided remote guidance to the local engineer when he or she is performing very complicated technological operations,” Ponomarev continues. “So, if the engineer is not quite skilled enough, we have managed to maintain high-standards and control over a situation using remote guidance.”

Ponomarev says customers have been pleased and happy with how reliable Wärtsilä Voyage services have been during the pandemic and how projects have been executed with minimal disruption.

“I believe that, in general, the market is very ready for remote-supported services. At least users are quite keen and see the value there,” he says. “Of course, there are some concerns related to cybersecurity. However, assuming that we are addressing it in the right way, the industry already sees the benefit. Because what the industry is looking for, in my opinion, is increased operational efficiency—so the more reliable the system is, the less effort required to provide the lifecycle support—the better it is for the owner.”

“This lockdown provided us with very good prerequisites to show and prove to the market that this new approach can make a difference,” he continues. “Through overcoming the challenges posed by the pandemic and subsequent lockdown, you could say we

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30 Marine Log // October 2020

got buy-in. Maritime in general is quite conservative. People do not like to change. This pandemic has pushed maritime players into doing things differently and to see that this new way of working is highly beneficial.”

Ponomarev says that the case of cloud simulation is a little bit different from remote support and remote installation.

“We came up w ith the solut ion to help academic institutions overcome the implications of regional lockdown,” he continues. “When there was no possibility to travel to a training center, we gave trainer and trainees remote access to our pre-existing simulator products. They were the same solutions but now with no geographical limitations. Through Cloud Sim, we provided more flexibility.”

Does this mean maritime academies can think about saying goodbye to their bricks and mortar establishments?

“I don’t foresee e-training becoming the default modus operandi in shipping,” says Ponomarev. “Assessments will still need to be undertaken at a physical location so that verification is legitimate. With the evolution of cloud sim, we are moving towards blended learning; whereby training is delivered using a combination of services provided both remotely and onsite.”

“When it comes to remote services, access to the real-life operational environment and class approval pertaining to cybersecurity, I would say that there should be reasonable terms put in place by the industry regulators,” notes Ponomarev. “Unfortunately, if we look at the way ships are presently designed and constructed, we have a key challenge to overcome. How can you regulate cybersecurity when ships’ systems are not designed and installed in an aligned and integrated way? So, most ships today comprise a set of fragmented systems provided by multiple manufacturers, which are all supported in different ways. At the same time, the culture of IT services within big management companies is not necessarily very strong. So that is something we must consider.”

Ponomarev notes that cybersecurity is a set of measures and consists of multiple components and does not simply depend on the one supplier of a specific piece of equipment.

However, he says that “the remote services we offer are highly cybersecure because we’ve designed them this way by default.”

For example, he adds, “in the spring, Wärtsilä Voyage was awarded a DNV GL type-approval certificate and cybersecurity certification by the International Electrotechnical Commissions for our Translink solution, which is part of our connected ECDIS concept.”

OFFSHORE WIND SOV

Chouest Unveils First Jones Act Offshore Wind SOV

E

dison Chouest Offshore (ECO), Ørsted and Eversource have executed a long-term charter agreement for the provision of the first-ever U.S.-flagged Jones Act compliant wind farm Service Operations Vessel (SOV).

The SOV will be engineered, constructed and operated by ECO to serve the planned Revolution Wind, South Fork Wind, and Sunrise Wind offshore wind farms in the northeast United States, in which Ørsted and Eversource are 50/50 partners.

The SOV will be utilized during the o p e r a t i o n a n d m a i n te n a n ce ( O & M ) phases of the wind farm projects, serving as an at sea base of operations to accommodate and transfer technicians, tools and parts safely to and from the individual wind turbine generators.

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

The vessel will be built at a combination of Edison Chouest’s shipyards in Florida, Mississippi, and Louisiana, creating well

over 300 new construction jobs. Its construction will also have a broader economic impact on other U.S. states hosting suppliers of major components, with notable beneficiaries said to be North Carolina and Illinois for steel and main engines, respectively.

While the offshore wind industry is relatively new to the United States, states in the Gulf of Mexico region, which have a long history in offshore related industries, stand to immediately gain from the high transferability of existing jobs over to offshore wind.

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Photo Credit: ECO/ Ørsted/Eversource

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October 2020 // Marine Log 31

OFFSHORE WIND SOV transferability of existing jobs over to offshore wind. In addition to jobs created in Louisiana, the vessel will operate from New York once in operation.

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

“We’re unique in the U.S. offshore marine vessel industry with our own in-house engineering group, our own shipyards, and a wealth of expertise in the offshore industry putting us in a dominant position in the industry with the unique capability to engineer, construct and operate specialized vessels for this market,” he added.

The vessel will be over 260 feet long and capable of housing 60 passengers. Crew will have access to passenger staterooms with private bathrooms, an exercise room, cinema/training room, internet café and multiple lounges. The SOV will include a below deck warehouse to palletize storage for wind farm tools, components and supplies with step-less access to an elevator. A daughter craft, with associated launch and recovery system and hydraulic height-compensating landing platform, will also be installed for infield turbine repair operations.

In keeping with the environmental goals of the offshore wind industry, this vessel will operate on diesel electric power that meets EPA Tier 4 emission standards and will feature proprietary ECO Variable Frequency Drive (VFD) to reduce greenhouse gas emissions.

“This is an incredible moment for the American offshore wind industry,” said Thomas Brostrøm, CEO of Ørsted North America, Offshore. “It is hard to state what this moment means for this new, multi- billion-dollar industry. The SOV is not only a crucial part of our plans to build out and operate our northeast wind farms, but it represents just how far

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reaching the economic impacts of offshore wind can be; offshore wind means massive investments for U.S. companies and jobs for American workers, even those in states without active projects.”

“Today’s news represents a key moment in the advancement of the offshore wind industry in the United States,” said Joe Nolan, executive vice president at Eversource Energy. “Not only is this new vessel a critical component of our plans to build and develop the next generation of clean energy in our country, it’s a testament to how far the industry has come in such a short time and what we can achieve moving forward. This new state of the art vessel will help us deliver on the promise of creating jobs, driving economic growth, and combating climate change and will play a key role in our efforts to support states in meeting their commitment to decarbonization.”

“The Offshore Marine Service Association (OMSA) is thrilled that Ørsted and Eversource are investing in U.S. vessels,” said Aaron Smith, president of OMSA. “This is proof that the offshore wind will be an economic driver for the U.S. maritime industry and the U.S. maritime industry is fully capable of satisfying the needs of offshore wind.”

NEWSMAKERS

Tidewater Transportation Names Sperling VP and COO JOHAN SPERLING has joined Tidewater Transportation and Terminals as its new vice president and chief operating officer. Previously, Sperling was vice president, marine services at Crowley Maritime Corporation. He led ship assist and tanker escort services and oversaw the ocean-class tug and flat-deck barge fleets.

Fullen Dock & Warehouse, a full-service Mississippi River terminal, warehousing, trucking, aggregates supply and logistics company, has appointed GREG HUTCHISON as president of the company. In this role, Hutchison will be responsible for leading all commercial activities and the operations of the Memphis, Tenn.-based company.

Huntington Ingalls Industries (HII) has made two new appointments within its law department. JEFFREY BAUER was recently promoted to corporate vice president of litigation and investigations, while PAUL HARRIS will join the HII legal team as corporate vice president and chief compliance and privacy officer.

Wärtsilä’s board of directors has appointed HÅKAN AGNEVALL, currently president of Volvo Bus Corporation, as the new president and CEO for Wärtsilä Corporation.

He will take up his new role no later than in April 2021, succeeding JAAKKO ESKOLA, who will continue as a senior advisor to the Board and executive team until he retires on June 30, 2021.

Danish headquartered coatings specialist Hempel has appointed DORTHE SCHERLING NIELSEN as head of sustainability and government affairs. In this role, she will lead the development and implementation of Hempel’s global sustainability and government affairs agendas, with primary focus on Hempel’s value chain and a more proactive approach to government affairs.

New York Cruise Lines Inc., operator of Circle Line Sightseeing Cruises, New York Water Taxi, World Yacht, and maritime restaurant, North River Lobster Company, has appointed JOHN BANKS as its new chairman of the board of directors, succeeding SAMUEL COOPERMAN, who is stepping down after 17 years with the company.

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TECH NEWS

OCEAN INFINITY ORDERS

MARINE ROBOTICS COMPANY Ocean Infinity, which specializes in seafloor analysis and oceanography services, has placed an order with Norwegian aluminum workboat specialist Grovfjord Mek. Verksted (GMV) for what it calls “an armada” of large, cutting-edge robot ships. The initial order is for up to 13 vessels.

Capable of completely robotic operations, each can be equipped with remotely operated underwater vessels (ROVs) and autonomous underwater vessels (AUVs), as well as a variety of other sensors or equipment. They will be remotely controlled from one of three global control centers in Austin, Texas, Southampton, U.K., and a still to be determined location in Asia.

The unmanned underwater vessels carried by the robot ships will reach depths of up to 6,000 meters and carry out surveys on pipeline routes as well as collect seismic data. Currently, ROVs need to be tethered to manned research vessels. The new fleet of autonomous surface vessels will mean that ROVs can be operated— without a nearby host vessel—via satellite from the shoreside control centers.

GMV has already started the construction of Ocean Infinity’s first four 21-meter autonomous vessels and says it is near completion of the design work on 36-meter autonomous vessels, with the same advanced technology but with increased payload capability.

The robots, designed to be transported worldwide by air, have been specifically designed to include highly efficient propellers, engines, and batteries, to reduce the CO2 emissions during the operation.

Dan Hook, Ocean Infinity, managing director said, “We are ahead of the rest of the world in terms of our commitments and ambitions for delivering low environmental impact maritime services. We spent a long time deciding 34 Marine Log // October 2020

who to select to build these first of a kind vessels for our armada fleet and are incredibly excited about working with the team at GMV who bring many years of experience building highly efficient vessels for operations in the harshest of conditions.”

Volvo Penta and Danfoss Editron Power Solution GMV has selected Volvo Penta and Danfoss Editron to power the vessels.

“Volvo Penta is delighted to be part of this groundbreaking project in cooperation with Danfoss Editron,” says Johan Inden, Head of the Marine Segment at Volvo Penta. “Together, we will deliver an optimized power solution— to the autonomous Armada fleet—designed for ultimate performance while reducing the environmental footprint. ” “This is the first time that a commercial autonomous fleet is being developed, rather than just being a prototype,” says Erno Tenhunen, marine director at Danfoss Editron.

“We are very proud to have been chosen for powering it.”

These fully hybrid-electric vessels will be powered by Volvo Penta DC gensets and Danfoss DC grid controls. Danfoss will provide the energy management system and propulsion control for each vessel while the engines behind the power management will be variable speed gensets delivered by Volvo Penta.

The Volvo Penta D8 MH variable-speed engine will power the marine generator sets on board. This all-new D8 engine is a perfect match for the autonomous vessels due to its compact size and high power to weight ratio. Additionally, the engine’s low fuel consumption plays a big role in the significant CO2 reduction.

One of the key objectives for a project like

this is to deliver a reliable and efficient product.

These vessels will be in the open ocean far away from land and maintenance providers. Ocean Infinity needs to know that its vessels are meeting peak performance.

Danfoss Editron, Volvo Penta, and GMV are working in close collaboration to enable the Danfoss control system to optimize the use of the Volvo Penta D8 engine for the most efficient power/consumption performance and consequently an optimal environmental footprint. The engine, the generator, and the control system work in perfect harmony.

The generator set is also designed around maximum weight savings and the incorporation with the Volvo Penta genset outlet Powerhouse has added an additional element of flexibility to ensure the delivery of the power package suitable for the vessel.

This streamlined approach to commercial deep-sea exploration will help deliver efficient operations, cut costs significantly, and reduce the harmful environmental impact sometimes associated with traditional operations.

“This contract is a fantastic opportunity for us,” says GMV’s CEO Bård Meek-Hansen. “The fact that a world-leading company—like Ocean Infinity—would choose to partner with us is a great honor, and it highlights that our focus, on design and technology development, in recent years has been right. We look forward to cooperating with Ocean Infinity, Danfoss Editron, and Volvo Penta for the development and construction of these vessels.”

The first four vessels in the Armada fleet are due to be delivered to Ocean Infinity in 2021, with the remaining robots completed in the next months.

Photo Credit: Ocean Infinity

“ARMADA” OF ROBOT SHIPS

TECH NEWS

Gibbs & Cox Wins DARPA Sea Train Award freedom between the vessels, or vessels sailing in collaborative formations at various distances between the vessels.

Gibbs & Cox, the largest independent and privately owned naval architecture and marine engineering firm in the U.S., says it will leverage its capabilities to integrate advancements in integrated system design, robotic controls, autonomy, and hydrodynamic optimization. This new technical approach, which the firm calls ARMADA (Articulated Resistance Minimized Autonomous Deployment Asset), seeks to reshape maritime vessel capabilities, enabling long-range deployments of medium-sized autonomous surface vessels without the need for either in-port or at-sea refueling.

The firm says that its selection by DARPA for the Sea Train program, combined with other recent awards, illustrates its rapid expansion in the Unmanned Surface Vehicle industry.

BeHydro Unveils 1 MW Hydrogen-Fueled Engine WHILE MANY OBSERVERS THINK THAT THE MOST likely role for hydrogen as a future marine fuel is in fuel cells, Belgian shipping giant Compagnie Maritime Belge (CMB) has long seen it as viable for use in internal combustion engines. Now BeHydro, a joint venture set up by CMB and engine builder ABC, has unveiled the first hydrogen dual-fuel internal combustion engine with a power output of 1 MW. The engine has been developed, produced and tested over the past three years.

BeHydro says that, based on the technology, larger engines of up to 10 MW can be produced.

The company has already received orders for two 2 MW dual-fuel engines to power a dual-fuel HydroTug ordered last year by the Port of Antwerp.

In a first phase, BeHydro says it can produce up to 100 hydrogen-powered dual-fuel engines per year. In addition, a mono-fuel hydrogen engine will be ready by the second quarter of 2021.

Alexander Saverys, CEO of CMB says that other potential applications are in trains and electricity generators for hospitals and data centers.

Photo Credit: CMB; DARPA

T H E D E F E N S E A D VA N C E D RESEARCH PROJECTS AGENCY (DARPA) has awarded Gibbs & Cox, Inc. a multi-phase contract to develop and demonstrate a Connectorless Sea Train concept.

DARPA has exercised the base development phase for $9,450,339.

According to DARPA, the Sea Train program aims to demonstrate long-range deployment capabilities for a distributed fleet of tactical unmanned surface vessels. The program seeks to enable extended transoceanic transit and long-range naval operations by exploiting the efficiencies of a system of connected vessels (Sea Train).

The goal, says DARPA, is to develop and demonstrate approaches that exploit wavemaking resistance reductions to overcome the range limitations inherent in medium unmanned surface vessels. DARPA envisions sea trains formed by physically connecting vessels with various degrees of

October 2020 // Marine Log 35

TECH NEWS

USCG Approves OneTank Ballast Water Management System THE COAST GUARD MARINE SAFETY CENTER has issued the 35th U.S. Coast Guard Ballast Water Management System Type Approval Certificate to Glosten spin-off oneTank LLC after a detailed review of the manufacturer’s type approval application determined that the system met the requirements of 46 CFR 162.060.

The treatment principle of the oneTank system consists of in-tank chemical injection, with in-tank neutralization prior to discharge. The USCG approval covers models with maximum treatment volumes up to 4,000 cubic meters.

According to the manufacturer, oneTank has low power consumption and is simple to operate and maintain.

The company offers a unique “do-ityourself ” model that, it says, allows vessel operators to install and commission their own systems, without a custom engineering process or class society technical approval.

The system treats ballast water within the vessel’s ballast tank, which provides the flexibility to uptake, treat, and discharge ballast water to meet the ship operator’s

CROE, Oberlin on Scrubber Washwater Filtration

schedule, and neutralize at an optimal time to prevent organism regrowth.

Treatment is achieved throug h the a ppl i ca t i on of a bul k chemic a l dos age that is circulated through the ballast tank. It is rated to treat up to 4,000 cubic meters in less than 30 hours, and requires no filtration of the ballast water stream, minimizing fragile components and maintenance requirements.

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CR OCEAN ENGINEERING (CROE), Parsippany, N.J., has formed a strategic partnership with Pewaukee, Wis.headquartered Oberlin Filter Company to provide an automatic, low-maintenance washwater filtration system to supplement CROE’s closed loop and hybrid exhaust gas scrubber systems.

The Oberlin filter is an advanced cleaning system that cleans the closed loop washwater and removes the sludge in a dry/solid form, allowing for reduction in volume and lower disposal cost. For clients requiring “wet/pumpable sludge” disposal, CROE may continue to use more standard alternate technologies.

The new Oberlin filter processes 100% of the closed loop washwater, eliminating the need for a secondary dirty water collection/storage and sludge tank. It is now being offered for worldwide marine applications exclusively through CROE.

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October 2020 // Marine Log 39

SAFETY FIRST

A

s we get closer to the end of 2020, the maritime industry continues to work through a unique and challenging time.

Globally, we continue to face the ongoing COVID-19 pandemic, and managing how best to keep our families, vessel crews, shoreside employees, and business partners safe and healthy.

For towing vessel operators, July marked the halfway point of the U.S. Coast Guard Subchapter M implementation timeline, requiring owner/operators to have at least 50% of their active vessels undergo inspection and issuance of a Certificate of Inspection (COI).

As the maritime industry works to manage compliance needs under an ever-growing array of regulatory requirements (of which Sub M is a sector-specific example) owners are finding that many software offerings are available to help them. The ongoing effects of the pandemic have further highlighted the need for alternative approaches in developing comprehensive compliance solutions.

One of these solutions is vessel management software. Many products currently offered in the market are a form of cloudbased software. Comprised of several modules, these may include maintenance, compliance, personnel, inventory, and vessel log functions. This software can be accessed traditionally through a website or the software may be installed locally on vessel computers, which allows data to be entered offline. When the vessel regains internet connectivity all saved data is then uploaded to sync with the cloud.

One of the key benefits of vessel management software is its ability to maintain 40 Marine Log // October 2020

documentation in an online platform, which provides access to both onboard and remote users in real time. This component of vessel management software can be a critical part of a successful maintenance and compliance program, particularly for operators with large and geographically diverse fleets.

Vessel management software may be utilized in the performance of internal audits, as well as third party vessel audits, such as COI inspections. Documentation for, and verification of, many audit items can be performed remotely. This coupled with other forms of technology (such as pictures and videos) significantly reduce the time required onboard in the performance of traditional audits.

Although still in a learning curve, virtual or remote audits may see increased use in the future as the maritime industry continues to navigate the pandemic crisis.

Reporting functions are another powerful tool of vessel management software. These programs allow searchability on all manner of information that is being submitted by vessel crews. When was the most recent fire drill performed and what training topics were covered? How many repairs have been done on an engine in the past six months?

Is there a problem with a bad run of faulty parts from the manufacturer, or is it an issue of technical knowledge and crew training that needs to be addressed?

These are all questions that can be addressed through use of vessel management software. Reports can be created and exported in file formats such as .csv and PDF. Software may also offer options to link report results into data analytics programs, such as Microsoft’s Excel and Power BI programs.

From there, information can be displayed in dashboards showing KPIs (Key Performance Indicators) to share with senior management, vessel crews, and other stakeholders in order to track performance-based metrics.

Safety and training programs are another area that has benefited from the increasing availability of online platforms through technology. As with solutions that are offered for vessel management software, Learning Management Systems (LMS) can typically be set up to be accessed with or without full time internet connectivity.

This gives crewmembers the flexibility to complete training requirements regardless of connection or location. Crewmembers may wish to schedule their assignments during their rotation while off the vessel, during travel time, or awaiting crew changes.

With virtual training programs these added options become available.

LMS programs also have the capability to create and publish custom training content, including updates to a company’s safety management system or other organizational level policies. The LMS may also be used for items, such as submitting safety suggestions, near miss reports, and hazard risk assessments.

Being an online-based program allows these training records to be available in real time, so both vessel crews and shoreside personnel see up-to-date training requirements and course completions. As with vessel management software, these safety and training programs have the capability to produce reports and couple with analytic programs to provide meaningful assessment on the status of vessel and crew training compliance.

2020 has presented the maritime industry with several unique challenges. As we continue to face increasing regulatory requirements along with the tasks of remotely managing safety and compliance functions, the ability to leverage technology solutions to accomplish goals has become increasingly critical. Through use of solutions such as vessel management software and LMS platforms, owners and operators can realize more successful outcomes in meeting their safety and compliance objectives.

RAY RICHMOND Safety & Compliance Specialist SCF

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Technology Meets Safety and Compliance Challenges

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