E-Magazine MarineLog JulyEdition2021

DEPARTMENTS FEATURES
2 EDITOR'S LETTER
Th e Resil iency of Shipbuilders 15 MILITARY SHIPBUILDING
What Does the Biden Budget Hold for U.S.
Shipbuilding?
4 INLAND WATERWAYS The annual budget request of the Navy-the biggest
Two New Deliveries to Inland Towboat Companies shipyard spender-is always the focus of intense scrutiny,
not least by Congressional committees
5 INDUSTRY INSIGHTS
6 WELLNESS 19 SHIPYARDS & REPAIR FACILITIES

Ship Repair Facilities Go Full Speed Ahead
A Ca nary in a Coal Mine There are significant opportunities in the commercial
space for shipyards versatile and hungry enough to go
7 V ESSEL OF THE MONTH after them
achael A llen : The First Autonomous U.S.-
ENGINES - PART 1
Flagg ed Harb or Tug
21 The Engine Evolution Never Stops
8 UPDATES Ship owners need to be sure that they can comply with
• Alfa Laval and Wallenius Aim to current and pending regulations throughout a likely
Put Wings on Car Carrier lifetime of around 20 years
• National Parks Service Vessel Will
PAINTS & COATING
Serve Ellis Island and Statue of Liberty
13 REGULATIONS
23 Reinventing Primer to Prevent Corrosion
Continual exposure to seawater and salty air is a
. Coast Guard : New Sub M Guidance Documents corrosive combination that shortens a vessel 's service life
14 INSIDE WASHINGTON
Offshore Wind Revenues May Be 25 HYDROGEN AS A FUEL
The Myths & Misconceptions of Hydrogen Explained
Sent to Coastal States Does hydrogen make sense now or in the future for fueling
your vessel? We help you decide with these six common
27 NEWSMAKERS hydrogen misconceptions
Biden to Nominate Del Toro
as Secretary of the Navy Cover Photo Credit: Shutterstock/ 'rawansak
28 TECH NEWS
Purely 3D Process Used to Deliver
Commercial Vessel
32 SAFETY
She ll: Safe, Healthy Work Environments
for Seafa rers is Critical
July 2021 II Marine Log 1

EDITOR'SCOLUMN
The Resiliency of Shipbuilders

ack in April of this year, Shipbuilder's shipyard grant program to nearly 300 ship-
B Council of America's Chairmen Ben

Bordelon penned an op-ed on the
resiliency of the U.S. shipbuilding industry.
yards in 32 states and territories to improve
infrastructure at U.S. shipyards.
The report says further that the U.S. ship-
In that op-ed, he stated that "continuing building industry has run a trade surplus in
to maintain, modernize and build out the six out of the last 10 years, with a cumula-
national security fleet will require a robust tive trade surplus of $7.3 billion over this
maritime defense industrial base." He added period. From 2015 to 2020 , U.S. shipbuild-
that "while government shipbuilding has ers delivered more than 5,000 vessels of all
remained the lone bright spot in the past few types, including tugs and towboats, passen-
years, now is not the time to stop." ger vessels, commercial and fishing vessels,
As you' ll read about in two feature sto- and oceangoing and inland barges, reaching
ries focused on shipbuilding in this issue 608 vessels in 2020. More than 60% of vessels
(see pages 15-20), the many hurdles faced delivered during the last six years have been
by shipbuilders have not slowed them down. inland tank and dry cargo barges.
Whether it is COVID-19 and the fall out that Can the shipbuilding industry continue to
followed, and, in some regards, continues to make the kind of economic impact reported
follow, the pandemic, or regulatory barri- by MARAD? Among the factors that will help
ers, shipbuilders remain among the resilient it do so is continued funding for programs,
movers and shakers of the marine industry. such as MARAD's Small Shipyards Grants
Last month, MARAD released a new report program. And with offshore wind requiring
entitled, "The Economic Importance of the a flotilla of new ships, it would make sense to
U.S. Private Shipbuilding and Repairing Indus- dust off the Federal Ship Financing Program
try," that says there are currently 154 private (Title XI ) as a source of funding for projects,
shipyards in the United States, spread across 29 such as Wind Turbine Installation Vessels.
states and the U.S. Virgin Islands, that are clas-
sified as active shipbuilders. In addition, there
are more than 300 shipyards engaged in ship
repairs or capable of building ships but not
actively engaged in shipbuilding.
Since 2008, the U.S. Department of
HEATHER ERVIN
Transportation has provided nearly $262.5 Editor-in-Chief
million in grant funding through its small [email protected]
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2 Marine Log // July 2021

MARINEIDG Offshore
New Deliveries for Inland Towboat Companies
the purchase , Metal Shark, best known
as a builder of welded aluminum vessels,
assumed ownership of a fully developed Ala-
bama shipyard and began its expansion into
steel shipbuilding, refit, and repair.
"The Metal Shark Alabama team has
enjoyed working with FMT, and we ' re
proud to conclude this three-vessel produc-
tion run with the delivery of the Gianna
Hull," said Doug Barrow, vice president of
Metal Shark Alabama. "The pandemic posed .,
some challenges, but we were able to keep
our projects moving forward by working
together and looking out for each other. I
believe that deep mutual respect and under-
standing were forged between our team and
FMT's representatives through our close
cooperation, and through continual pro-
cess improvement we were able to show an
&C Marine and Repair, Belle For additional crew safety, the Olive
C
increase in efficiency with each consecu-
Chasse, La., delivered the M/V Olive Parker is equipped with a Novec 1230 tive build. I know these vessels will serve the
Parker, its first vessel built for Tus- "Clean Agent" fire suppression system. The FMT fleet well, and we would gladly build
caloosa, Ala., headquartered Parker Towing fire detection and suppression system were with FMT again."
Company last month. both provided and installed by the Herbert "Today we celebrate the three-year anni-
Constructed based on a collaborative Hiller Company. versary of Metal Shark Alabama with the
design by Parker Towing and CT Marine "During our process of selecting ship- successful delivery of our third towboat for
LLC of Portland, Maine, the 4,400-horse- ya rds for our new vessel construction Florida Marine Transporters," said Metal
power towboat measures 147.5 by 34 by 10 program , C&C was one of the facilities Shark CEO Chris Allard. "I'd like to thank
feet, 9 inches and has a 33 foot high pilot- whose reputation for quality really stood FMT owner Mr. Dennis Pasentine for his
house eyeline. out in the industry," said Terah Huckabee, support and his trust in us as we launched
The vessel is powered by two owner-fur- Senior Vice-President of Parker Towing our newest shipbuilding facility. Over the
nished CAT 3516B main engines, paired Company. "They employ state of the art past three years we have seen our Alabama
with two Reintjes WAF 873 HL-HR reduc- processes in an all-weather facility with yard flourish with a succession of impres-
tion gears supplied by Karl Senner LLC. the majority of assembly being performed sive new builds and growing activity in the
Service power is provided by two John Deere within enclosed warehouse bays. The M/V refit, repair, and conversion business, as we
6068 AFM 85, 150 kW generators. The con- Olive Parker is our first project with C&C take on increasingly complex hull length-
ventional steering system hydraulic power and, we can say without a doubt, they cer- ening and vessel conversion projects. I'd
unit, along with the alarm and monitoring tainly lived up to their reputation." like to congratulate all of our Alabama
system, were provided by Eagle Control Sys- Also in June, Mandeville, La. , headquar- employees on their success and thank them
tems. The towboat's two 100-inch diameter tered Florida Marine Transporters Inc. for their commitment."
stainless-steel fixed pitch propellers were (FMT ) took delivery of its third 120- by
provided by Sound Propeller Systems Inc. 35-foot river towboat built by Metal Shark's
The towboat's accommodations offer a Bayou La Batre, Ala., shipyard.
total of 10 beds, with the complete joiner The four-decked, welded-steel, USCG
system being provided by Kern Martin Ser- Subchapter M-compliant towboat named
vices Inc. Gianna Hull was designed by John W. Gil-
The navigation and communication bert Associates Inc . Its twin CAT marine
package, provided by Wheelhouse Elec- diesel engines deliver over 2,000 hp. each
tronics, includes Furuno radar equipment, and turn 100- by 69-inch stainless steel pro-
transducer, satellite compass, AIS system pellers through Twin Disc reverse reduction
and loud hailer, as well as a Standard VHF gears with a 6.56:1 ratio. Sleeping accommo-
radio, Alphatron swingmeter, Young weather dations and facilities have been provided for
sensor, and Intellian Satellite TV antenna. a nine-person crew.
The vessel is also equipped with two Carlisle The new towboat is the third delivery in
and Finch 1,000-Watt searchlights. a three-vessel contract with FMT that was
The towboat is outfitted with a pair of announced in late 2018, following Metal The 120- by 35-foot inland towboat
Nabrico 60-ton winches, and a through-the- Shark's acquisition of the assets of Hori - Gianna H_u/1 just delive red to Florida
deck capstan from Schoellhorn-Albrecht. zon Shipbuilding earlier that year. With Marine Transporters in Lo uisiana.

INDUSTRY INSIGHTS
U.S. COAST GUARD

Vessel Types Inspected
PUBLISHES DOMESTIC
VESSEL ANNUAL REPORT
,.__ ,.__ ,.__ ,.__ ,.__
5,086 BARGE
THE U.S. COAST GUARD'S just-released "2020 Flag ,.__ ,.__ ,.__ ,.__ ,.__
State Control Domestic Annual Report" summarizes ,.__ ,.__ ,.__ ,.__ ,.__
statistics and information on inspections and enforcement
actions on U.S.-flagged vessels, including deficiency and
d etention rates .
.....
,.__ ,.__ ,.__ ,.__ ,.__
,.__ ,.__ ,.__ ,.__
,.__ ,.__ ,.__ ,.__ ,.__
In 2020, the Coast Gua rd conducted 18,414 inspections ,.__ ,.__ ,.__ ,.__ ,.__
on U.S.-flagge d vesse ls an d identified 27,087 deficiencies. ,.__ ,.__ ,.__ ,.__ ,.__
,.__ ,.__ ,.__ ,.__ ,.__
In compa riso n to the year prior, the number of vessel
inspect io ns d ec reased by 3,057. The average number of
def ic ie nc ies identifi ed per inspection decreased from
1.48 o 1.47.
,.__ ,.__ ,.__ ,.__ ,.__ ...
570 CARGO
Du e t o th e ongoing impacts of COVID-19, the overall
nu mber of inspections on the U.S. flag fleet decreased
by 14%.
Additionally, the number of deficiencies issued decreased

by more than 14% from the 2019 calendar year report .
We will examine the top casualty types next month .

........ ~_,, ...
6,556 PASSENGER
..,.iii\a,.....,.
.,,.,...,..,..,..,..,..,,
~.,...,,~_,._,,..,.~
.,...,_,,.,,.,...,.,.
.,..,..,..,,_,,.,...,.
Average Age of Vessel Fleets
17 Years 20 Years
.....................
...... .,,.,,.,..,...,.
.,.~_,,.,,.,,..,..,.
BARGE ocs ..,,.,,.,...,..,,..,..,.
28 Years 32 Years 522 ocs ' 56 RESEARCH
PASSENGER RESEARCH & SCHOOL
' & SCHOOL
1:l'!:;;!;~!;'-- T:tz&t Tth&f
29 Years 35 Years 1tnv, 1t ·vz 1'Jiiiii 41:Jo•~-:
CARGO TOWING
6,608 TOWING
.................................
............ .Ji.i-...............
27 Years
...............................
................... Ji..J..J..
............................
AVERAGE AGE OF
DOMESTIC FLEET
......................... J.. ....
Source: U.S . Department of Homeland

...............................
................................
Security and U.S. Coast Guard
Ji...Ji.i.
, ~~~ WELLNESS COLUMN
A Canary in a Coal Mine

5. Protect the Pan's Surface:
• Cook with silicone, wooden or rubber
utensils and never stack pans.
• Do not use cooking spray. This can get
caught on the coating and deteriorate it.
• Never use abrasives to clean the pan.
Need to Get New Pans?

Stainless steel cookware is always a fine
choice, as well as cast iron and other uncoated
surfaces. If you have lived a life of non-stick
thought, it can be a dicey jump to uncoated
surfaces. The cooking rules of engagement
are different. Here are a few helpful hints.
1. Heat: Stainless steel or cast-iron pans
do well with medium to low heat to decrease
sticking. Cooking sprays do wonders as well.
2. Cooking Spray Application: Heat the
pan slightly above the temperature you want
to cook at, add the cooking spray and then
n 1945, a DuPont scientist developed The Environmental Working Group
I
turn the heat down to cooking temperature.
a chemical called polytetratluoroethyl- (EWG) an independent testing group further Metal expands when heated, and the non-
ene (PTFE) and what Americans used to tested gases emitted from the non-stick pans stick spray or cooking fat needs to be applied
cook with changed. throughout the heating process. After only when it is expanded to help prevent sticking.
This chemical was hard, slippery, stain a few minutes of heating, six different toxic 3. Pan Temperature: Know the tem-
repellent and prevented food from sticking chemicals were released from the surface of perature of your pan. Grab the chief's laser
to pans. Today we use this class of chemical in the pans. Pans with scratches on the surface thermometer when he is not looking and
everything from in raincoats to flooring and had amplified emissions. These gases not check your temperature. Pans accumu-
in cookware that we lovingly call "non-stick''. only absorb into food, but also affect the air late heat quickly and are usually hotter than
While these chemicals have been around for a quality of the person standing over them and you think. Cooking at higher heats requires
while, the long-term health and environmen- breathing in the fumes. higher heat cooking fats like coconut, butter,
tal effects are largely unknown. Users sho uld note documentation by bacon grease, etc. to help prevent sticking.
The spotlight on non-stick cookware manufacturers in the form of a warning on 4. Good Tools: Metal spatulas are king on
started in the late 2000s when a chemical in pans. Manufacturers note to remove birds non-coated surfaces. No worries about scrap-
PTFE- called PFAO-was noted to increase from the area in which cooking is taking the surface.
risk of cancer, strokes and have other health ing place. This is due to the high rate of 5. Freeing Debris: If food debris gets stuck,
effects on humans. The Environmental Pro- bird deaths from fumes emitted from heat- add water and baking soda to the hot pan and
tection Agency and others challenged the ing pans. Anyone remember the good old let it boil for a minute after you take the food
chemical manufacturers to voluntarily phase "Canary-in-the-Coal Mine" scenario- if the out. It will dislodge left over debris.
out the use of PFAO in non-stick cookware bird starts flailing, the human should evacu- Making an informed decision on what we
by 2015. They agreed and replaced the chemi- ate the space? cook on can be as important as what we are
cal with another of the same chemical class, cooking to support human health. The warn-
but these post-2015 replacement chemicals Safety Tips for Using Non-Stick ings of hundreds of scientists and one very
may also be of concern. Cookware : sensitive canary can now be a part of a deci-
The Environmental Health Perspectives 1. Pan Condition: Replace deteriorated sion-making process.
Journal reviewed the replacement chemicals and scratched non-stick pans.
for PFAO including an alarming statement 2. The Heat: When cooking with non-stick, Nothing in this article constitutes medical
signed by 200 lead in g scientists from 38 keep the temperature low. Leading manu- advice. All medical advice should be sought
countries that urged restrictions on the use facturers say a 500-degree Fahrenheit (260 from a medical professional.'
of the chemicals. Environmental and human degrees Celsius) limit for safe cooking, how-
health concerns such as liver toxicity, hypo- ever the EWG was seeing toxic gas release at
thyroidism, decreased response to vaccines, around 460 degrees F (238 C).
disruption of endocrine (hormone ) and 3. The Pre-Heat: Do not pre-heat a non- EMILY REIBLEIN
immune systems all made the list. In addi- stick pan. It adds to the accumulation of heat Director-Health,
tion, the World Health Organization also and is unnecessary. Safety, Security and
lists the chemicals as potential carcinogens. 4. Use a Range Hood: Make sure the fan Environment (HSSE)
Crowley Logistics
Research shows a relationship between tes- in the galley or kitchen is on when pans are
ticular and liver cancer and these chemicals. muse.

VESSEL OF THE MONTH
The First Autonomous

Rachael Allen: U.S.-Flagged Harbor Tug
ecently delivered to Foss Mari- visibility and acceptance from all opera- Rachael Allen and her three sisters are pow-
R time, the 100 foot long by

40-foot beam Rachael Allen is
the fourth of four 90-ton bollard
pull ASD 90 tractor tugs ordered
at Nichols Brothers Boat Builders by the
Saltchuk Group.
Distinguishing Rachael Allen from
tional stakeholders.
Capitalizing on Sea Machines ' remote
command and control capabilities, Foss
will use its existing Fleet Monitoring Cen-
ter personnel to monitor the tugboat's
systems and operating domain via stream -
ing video and sensor data . By having an
erful enough to escort the largest vessels
calling on ports on the U.S. West Coast and
built to USCG Subchapter M regulatory
standards, with ABS loadline certification,
and UWILD notation.
The vessels are equipped with two MTU
16V4000M65L EPA main engines, meet-
her sisters is that she will be the first extra set of eyes and hands with access ing Tier 4 emission standards, with a rated
U.S.-flagged harbor tug to integrate to vessel command and control, the Sea horsepower of 6,866 BHP@ 1,800 RPM and
autonomous systems in real-world com- Machines' system will allow Foss and the coupled to Kongsberg US255 P30 Z Drives
mercial operations. crew of the Rachael Allen to maximize pro - azimuth thrusters. The propulsion package
Foss Maritime has selected Sea Machines ductive time, safety and crew welfare. will produce over 90 tons of bollard pull
Robotics' SM300 autonomous command "Foss is leveraging Sea Machines' cut- giving the tugs exceptional pulling power
and control system for use on board the ting-edge technology to take on the routine and maneuverability.
vessel, which will be deployed in California work and allow crew to focus on higher- Deck gear includes a Markey DEPGF
to provide tanker escort and ship assists for level tasks and improve safety, while also 52R (Escort ) bow winch, 525 feet of
Foss Maritime's customers. increasing productivity and efficiency 9-inch circ . Plasma 12 by 12 bow line
While the Rachael Allen will be deliv- during harbor operations," said Foss presi- with 40,382 pound pull per 685,041
ered with the SM300 and supporting dent and CEO Will Roberts. "Foss prides pound brake capacity. The tow winch is
hardware fully integrated into the ves- itself on always offering customers safe and a Markey DEPC 32. The towline is 250
"'
ij
u
~ sel, the capability of the technology will innovative solutions, and this is one more feet of 6.5 inch 12 by 12 circ. synthetic
B
0
be activated in stepped phases over the way that we are delivering on that promise." line , with 17,000 pound pull per 216,936
-C
"-- course of six to nine months to ensure full Designed by Jensen Maritime, the pound brake capacity.

-
Alfa Laval and Wallenius Aim to Put Wings on Car Carrier
A NEW 50/50 JOINT VENTURE Marine Division. "Together with Wallenius, "Alfa Laval has sup ported th e marine
between Alfa Laval and Wallenius is to we will harness this abundant natural force industry's evo lution for more than 100
focus on the development and realization to meet both climate needs and those of years, but today there is new urgency," says
of technology for fully wind-powered ves- maritime business." Nielsen. "Wallenius shares our environmen-
sel propulsion, specifically the Oceanbird "Oceanbird wing sai l technology will tal momentum and th e determination to
telescopic wing sail. be not only an elegant solution, but also a find immediate, workable solutions. Having
Alfa Laval and Wallenius have partnered powerful driver of positive change," says Per once helped us explore our planet, wind can
before on developing groundbreaking tech- Tunell, COO Wallenius Marine and future now help us rescue it."
nology. They collaborated previously on Managing Director of newly formed joint Wallenius Marine has early 800 employ-
PureBallast, which has become one of today's venture company AlfaWall Oceanbird. ees, with two ship management offices in
leading solutions for ballast water treatment. "The wing sails are up to 80 meters tall Stockholm and Singapore. Since 1934, the
Though designed for wind propulsion, and have a telescopic construction," says company has designed and built more than
the Oceanbird technology has more in com- Nielsen . " Besides adjusting to catch the 70 vessels since the mid- '90s with a strong
mon with modern aircraft than traditional wind, they can be lowered to pass under focus on sustainable shipping.
sailing vessels. bridges, to handle harsh weather conditions
It comprises an array of rigid wing sails, or for maintenance. Because they will inter-
built from steel and composite materials, act with the hull in a sophisticated way, they
that generate forward movement instead will also require intelligent control."
of vertical lift. These wing sails will be able While IMO has set a goal of cutting CO2
to turn 360 degrees to make optimal use of emissions from international shipping by
the wind. 40% by 2030, Alfa Laval and Wallenius
are committing to decarbonization targets
Transatlantic Car Carrier beyond these levels, as, they say, are many
The technology will be valid for any vessel other companies and a range of countries.
type, but it will be implemented first on a "We cannot wait until the end of the cen-
transatlantic car carrier. Able to carry 7,000 tury to phase out fossi l fuels," says Tune!!.
cars, the vessel will be 200 meters long and "We must create realistic alt ernatives,
will cross the Atlantic in 12 days when sailing including the infrastructure for delivering
at an average speed of 10 knots. and supporting them. Wallenius is commit-
"Wind has a key role to play in decar- ted to wind propulsion, and we know from
bonizing the marine industry," says Peter the experience with PureBallast that Alfa
Nielsen, business unit president, Alfa Laval Laval can help us make it a global reality."

UPDATE I
MEPC 76: No Moon Shots

best efforts by some 40 countries like Mar-
shall Islands, Solomon Islands, Tuvalu and the
United States."
Short Term Measures

Meantime the short-term measures agreed,
which will be mandatory measures under
MARPOL Annex VI, will bring in:
Attained Energy Efficiency Existing Ship
Index (EE)(I)
EEXI is required to be calculated for ships of
DISAPPOINTING THO SE WHO NAIVELY Nordseth. "We are now continuing our efforts 400 gt and above, in accordance with the differ-
SUPPOSED it capable of b older things , and must now focus on the requirements in the ent values set for ship types and size categories.
the 76th meeting of !MO'S Marine Envi- medium and long term, so that international This indicates the energy efficiency of the ship
ronment Protectio n Co mmittee (MEPC) shipping is not left in doubt that the reduction compared to a baseline. Ships are required to
concluded yesterday after passing a package of targets must be met:' meet a specific required EEXI, which is based
measures to cut the carbon intensity of inter- That moon shot initiative? on a required reduction factor.
national shipping that have been widely seen "Unfortunately, the proposal did not receive
as inadequate. Decisions on such things as the the support that the Danish side had hoped Carbon Intensity Indicator (CII)
ind ustry-supported "moon shot" plan for a for;' says the DMA. The CII determines the annual reduction
$5 billion green technology R&D fund were The official IMO version says that "The factor needed to ensure continuous improve-
kicked down the road. Committee had a non-exhaustive consider- ment of the ship's operational carbon intensity
Commenting on the meeting, the Danish ation of a proposal to establish an International within a specific rating level. The actual annual
Maritime Authority (DMA) says the agree- Maritime Research Board, funded by a tax on operational CII achieved (attained annual
ment reached at MEPC implies that from 2023 oil fuel used by shipping. The discussion will operational CII) would be required to be doc-
to 2026 ships must reduce their greenhouse gas resume at the Committee's next session." umented and verified against the required
emissions by a total of 11 %. The question of Other commentators have been less mea- annual operational CII.
how much further ships should further reduce sured in their assessment than the DMA. This would enable the operational carbon
emissions from 2027 to 2030 remains open, intensity rating to be determined. The rating
and could be decided in 2025. Opportunity Missed would be given on a scale---operational carbon
Denmark went to the negotiations with a "This week the IMO showed us the limits of intensity rating A, B, C, D or E-indicating a
clear goal that the IMO's climate strategy and its ambition by failing to take action for the major superior, minor superior, moderate,
its goal of at least a 40% reduction by 2030 climate or our ocean," said Ocean Conser- minor inferior, or inferior performance level.
must be met, and that the short-term rules vancy Shipping Emissions Campaign Manager The performance level would be recorded in
should show a clear path to achieving this. Dan Hubbell. "It had a rare opportunity to the ship's Ship Energy Efficiency Management
"Unfortunately, it was not possible to reach strengthen a short-term climate measure to Plan (SEEMP).
an agreement on that ambition. It is positive, reduce greenhouse gas emissions this decade, A ship rated D for three consecutive years,
however, that despite difficult negotiations act on black carbon pollution, adopt a robust or E, would have to submit a corrective action
with very different views on the matter, we plan for mid-term measures including a car- plan, to show how the required index (C or
managed to land an agreement that sticks to bon levy on CO2, improve a ban on the use above) would be achieved.
the 2030 target and leaves traces for the first of heavy fuel oil and engage in discussions on Administrations, port authorities and other
years- although not with as high ambitions scrubber discharges. Yet on aU these issues what stakeholders as appropriate, are encouraged to
as we wanted," says DMA Director Andreas we have is delay or little better, in spite of the provide incentives to ships rated as A or B.
'-'
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July 2021 I I Marine Log 9

CJ BIZ NOTES
FRASER INDUSTRIES HAS A NEW OWNER
One of America's best-known Great Lakes shipbuilders
has come under new ownership. Superior, Wis. - based
Fraser Industries LLC has been acquired by Infrastructure
Acquis ition Partners LLC, a joint ve nture between Norway's
Clea ves Invest AS and Foundry Mountain Infrastructure
Partners LLC.
"As a Great Lakes maritime company, Fraser Industries
has a terrific 133-year legacy on which to build," said Patrick
Kelly, incoming CEO of Fraser. " Under the leadership of the
Capstan Corporation since 1977, it has broadened its scope
to include Lake Assault Boats and the Northern Engineering
Company. We thank Todd Johnson for his stewardship and
for the enviable footprint bu ilt at Fraser Industries. We look
forward to continuing the expansion of capabilities at Fraser
in ship repair, boat building and related maritime infra-
structure as we prepare for the innovation of new markets,
including the emerging offshore wind industry."
Cleaves Invest is a privately owned ship brokering and
independent financial services group of companies with a
40-year history focusing on shipping, offshore infrastruc-
ture, energy and financia l services.
Chicago-based Foun dry Mountain Infrastructure Partners
is a North American -focused infrastructure firm with a long
duration approach to infrastructure investing .
KEPPEL O&M AND SEMBCORP MARINE

MERGER TALKS TO START
Singapore maritime mega merger that has been the subject
of speculation for years looks like it's finally going to happen.
Keppel Corporation Limited and Sembcorp Marine
Ltd . have entered in to a non-binding Memorandum of
Understanding (MoU) to enter into exclusive negotiations with
a view to combining Keppel O&M and Sembcorp Marine.
The companies say the objective is to create a stronger
combined entity in response to dramatic changes in the
global offshore and marine engineering and energy sectors.
While the outlook for oil exploration and related activi-
ties remains uncertain, the outlook for energy transition is
robust, including areas such as offshore wind and hydrogen.
"As peers orientate themselves to capture these oppor-
tunities, so too must Keppel O&M and Sembcorp Marine,"
the companies say.
Concurrent with the MoU on the potential combination,
Keppel has also signed a non-binding MoU with Kyanite
Investment Holdings Pte Ltd . for Keppel O&1'.1's legacy
rigs and associated receivables to be sold to a separate
asset company t·h at would be majority owned by
external investors.
Kyanite is a wholly owned subsidiary of
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COATINGS

New NPS Vessel Will Serve Ellis Island and Statue of Liberty
The vessel has seating for 40 passengers,
and a galley on the main deck. A knuckle
boom crane is provided for loading/unload-
ing of palletized cargo.
The NPS named the all-steel passenger
and utility vessel after the 15-year-old Irish
girl who was the first immigrant to sign the
Ellis Island register.
The USCG Subchapter-T inspected vessel
was built jointly by TAI and its subcontractor
Aluma Marine at its facilities in Harvey, La.
It is designed and built to American Bureau
of Shipping (ABS) Rules. The ice belt and
the bow structure of the hull are designed to
ABS Ice class CO rules and the vessel includes
ice strengthened reduction gears, propulsion
shafting, rudders, and propellers. The vessel
is equipped with twin Caterpillar Cl8 pro-
pulsion engines.
The U.S. Army Corps of Engineers,
Marine Design Center (MDC ) supported
TAI ENGIN EERS LLC, NEW ORLEANS, wide vessel to transport VIPs, official passen- NPS by providing project management,
LA., has completed the detailed design gers, supplies and equipment to Ellis Island engineering, and contract management sup-
and construction of a new utility vessel, from Battery Park, New York, N.Y. One of port for the new vessel.
the Annie Moore, for the National Park its duties will be to transport national and This is TAI's fifth vessel design and build
Service (NPS). international dignitary guests to the Statue contract for the U.S. Army. All were com -
NPS will use the 74 foot long by 24 foot of Liberty. pleted within contract schedule and budget.
.;
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July 2021 // Marine Log 11

UPDATE
New Crowley Tugboat is Small but Powerful

CROWLEY MARITIME CORPORA - will continue to make harbor escort and "With Apollo, we have a rare mix of high
TION ' S SH I P assist and harbor escort ship assist efficient for ship operators while performance with an efficient design with
services group has taken delivery of Apollo, meeting and exceeding-current demands for lower carbon foo tprint," he added. "It's lead-
a powerful and maneuverable 78 foot long sustainability," said Crowley Vice President ing the way in California and showing the
tugboat that delivers an estimated 94 tons Paul Manzi. "Maneuverability improves industry what's possible in light of the sus-
of bolJard pull and will operate on biofuel. safety and allows for more efficient service." tainability push that's taking place."
The tugboat has completed final outfit-
ting at shipbuilder Diversified Marine Inc.
in Portland, Ore., and will deploy soon to
serve the San Francisco Bay. The Apollo,
and sister tug operated by Crowley, Hercu-
les, were designed by Robert Allan Ltd. to be
the most powerful tugs in the U.S. under 80
feet long.
As sustainability requirements become
more important in California and other
ports while container ships become larger,
Apollo will be well-suited for the Bay Area
market. Operating on biofuel, the vessel's
fuel-efficient and lower carbon footprint
results from a pair of Caterpillar Marine
3516 Tier IV-compliant engines that meet
federal mandates and the State of Califor-
nia's environmental regulations.
"With all the congestion in the ports
of California, performance is a No. 1 con-
cern for customers. Crowley's newest tug

REGULATIONS
Coast Guard: New Sub M Gu idance Documents

By C.F. St. Clair
practices important to industry and the
USCG. At issue is whether these common
concerns are aligned.
Recall that this guidance is for marine
inspectors, either the USCG's Officers in
Charge, Marine Inspections ( OCMI) or
TPO personnel.
Regarding doublers , the USCG writes
that the use of doubl ers is common in
industry. However, the Guidance notes that
a doubler plate repair can lead to increased
stress concentrated near the repair. A patch-
work of doublers makes it difficult to assess
the true condition of the hull.
The guidance instructs inspectors that
"new doubler plates should not be per-
mitted for permanent repairs," with a few
exceptions, a nd that a doubler consid-
ered permanent will require inspection by
he U.S. Coast Guard (USCG) issued this n ew guidance is important and worth a "appropriately qualified " personnel and
T three guidance documents in May

pertaining to Subchapter M towing
vessel safety regulations:
close review.
The guidance provides expa nded infor-
mation about the specific material required
additional testing and reporting.
Doublers considered temporary need
to be removed ASAP, no later than t he
Towing Vessel COI Inspections under within TSMS reports . It includes a color- next drydock, but an inspector can order
TSMS Option; coded timeline- denoting who has to do removal sooner.
Enforcement Guidance for Harbor what and when-to keep TSMS activiti es Existing doublers can stay unles s an
Assist Towing Vessels When Operating aligned with the CO I five-year ren ewal. inspector decides otherwise. The USCG is
Beyond the Boundary Line; and A vessel owner and TPO may want to considering additional policy development
Guidance to Concerning the Use of double-check their coordination and on doublers.
Doubler Plates for Repai rs Involving understanding. No one wan ts to face a situ- The Boundary Line Guidance deals with
Towing Vessels Subject to 46 CFR Sub- ation in which the USCG judges five years th e USCG's concern that harbor-assist ves-
chapter M. of work to be inadequate or otherwise off sels may be traveling so far from home port
the mark for a COI renewal. that they are required "to cross the Bound-
Inspections Under TSMS Option The guidance text expands on the direc- ary Line," and traveling farther than a COI
The "TSMS Option" (Towing safety man- tives in the chart. For example, the char t permits.
agement system ) compliance option within makes clear that a COI application is due 30 The Boundary Line varies depending on
Subchapter M allows a third party opera- days in advance of a desired inspection date. coastal regions; again, so mething a vessel
tor (TPO) to oversee a company's Sub M The text then details the information neces- owner will want to review.
requirements. The other is the USCG option, sary for a complete application, particularly This distant work is not prohibited, but
in which the Coast Guard is more directly for an initial COI, which requires work to it is conditional , and the guidance lists the
involved, particularly regarding annual ves- start six months prior so that an application requirements.
sel inspections. is grounded in relevant safety indicators. They include, for example:
With TSMS, a vessel undergoes a USCG Renewal also requires a 30-day advance A 12-hour voyage limit;
inspection just once every five yea rs. How- filing. Again, th e guidance text lists infor- Starting and ending in one OCMI;
ever, the TSMS option requires that annual mation the USCG will require at inspection. The owner/operator must be approved
surveys and audits be submitted to the USCG For example, the guidance requires "objec- for out-of-boundary operations;
to document compliance. Fundamental to tive evidence" of external or internal survey Adequate crew and sufficient lifesaving
Sub M and the und erlying reason for th e progra ms and "objective evidence" of dry equipment and capabilities; and
inspections and reports is receipt of a USCG- dock and internal structural exams. Sub Adva nce 24-hour notification to the
issued Cer tificate of Inspection (CO I ), M is a complicated and dynamic program. OCMI.
without which a vessel cannot operate. This new COI Guidance can lower compli-
Sub M phase-in started in 2019 and con - ance risks. It 's worth noting that right n ow this
cludes July 19, 2022. Many TSMS vessels boundary guidance expires January 1, 2023,
now operate with CO is, requiring vessel Use of "Doubler Plates" and and the Coast Guard refers to this guidance
owners (or TPOs ) to submit the required Beyond "the Boundary Line" as interim. It's a policy required by the most
annual survey and audit reports. If this These two guidance docum ents are more recent National Defense Authorization Act,
describes your Sub M program and status, limited in scope, referencing concerns and which included that expiration date.

INSIDE WASHINGTON
Offshore Wind Revenues May Be Sent to Coastal States

urrent U.S. law requires all rev- Brian Schatz (D-Hawaii), Angus King coastal restoration, hurricane pro-
C enues generated from offshore

wind leases and production
beyond state waters be deposited in
(I-Me.), Chris Van Hollen (D-Md),
Jeanne Shaheen (D-N . H .), and
Roger Wicker (R-Miss;) have signed
tection, or infrastructure; to mitigate
damage to fish , wildlife, or other
natural resources, including through
the U.S. Treasury. Now a bipartisan on as original co-sponsors. fisheries science and research; and
group of U.S. senators has introduced Gulf of Mexico energy royalties are to implement a marine , coastal, or
leg islation that would see a share of currently shared by four Gulf energy- conservation management plan .
that money go to coastal states. producing states (Alabama, Louisiana, In addition, 37 .5% of offshore wind
Intro duced by U .S. senators Bill Mississippi, and Texas), conservation revenues would serve as a further dedi-
Cassidy, M.D . (R-La .) and Sheldon programs, and the U.S. Treasury. cated funding source for the National
Whiteh ouse {D-R.I.) the Re investing The RISEE Act , sends 50% of Oceans and Coastal Security Fund.
in Shoreline Economies & Ecosys- offshore wind revenue to states This fund provides payments to states
tems (RISEE) Act would amend the adjacent to where offshore wind based on a formula and also p rovides
Gulf of Mexico Energy Security Act farms are developed. competitive grants to coastal and
(GOMESA) and would create a new The bill amends GOMESA in mul- Great Lakes communities to respond
dedicated stream of funding from tiple ways, some of which include to coastal erosion and sea level rise,
future offshore wind development for eliminating the state revenue sharing restore coastal habitat, and make
coastal protection and resiliency. cap, currently at $375 million; increas- improvements to coastal infrastructure.
This, say the senators, would allow ing the amount of GOMESA revenues In addition to many environmental
for more equitable resource shar- shared with states from 37 .5% to 50%; protection and conservation groups,
ing between states, the federal lifting the Land & Water Conservation among those supporting the RISEE
government and conservation Fund 's state side funding cap of $125 Act are 0rsted, the American Clean
programs . Senators Cindy million; adding the National Oceans Power Association , and the National
Hyde-Smith (R.-Miss .), and Coastal Security Fund as a fourth Marine Manufacturers Association .
Chris Coons {D-Del.), GOMESA equity (12.5%); and more. A more in-depth dive into this bill
Tim Kaine (D-Va.), The state funds can be used for can be found on www.marinelog.com.

By Nick Blenkey, Senior Editorial Consultant
here's a reason why the larger by Congressional committees . That 's goal was made U.S. policy in the FY2018
T
U.S. shipbuilders have gov- happening right now and among the National Defense Authorization Act.
ernment relations offices, resources members of those commit- Until Congress changes, it striving for
usually staffed up with a tees, and their staffers, have available are 355 ships is a legal requirement.
goodly number of retired Congressional Research Service ( CRS ) " The Navy and the Department of
U.S. Navy admirals. The U.S. government reports. As this was written, the CRS had Defense ( DoD) have been working
is the U.S. shipbuilding industry's larg- just released its latest "Navy Force Struc- sinc e 2019 to develop a successor for
est customer and the biggest part of the ture and Shipbuilding Plans: Background the 355-ship force-level, goal," says the
federal government's shipyard spending and Issues for Congress" report. CRS report, ' the new goal is expected to
is done by the Navy. A recent U.S. Mar- introduce a new, more distributed fleet
itime Administration report says that How Many Ships architecture featuring a smaller propor-
78.7% of total 2019 revenues for the U.S. Dated June 16, it notes that in December tion of larger ships, a larger proportion
shipbuilding and repairing industry came 2016 , the Navy released a force-structure of smaller ships, and a new third tier of
from military shipbuilding and repairs . goal that calls for achieving and main- large unmanned vehicles (UVs )."
So, not surprisingly the Navy ' s taining a fleet of 355 ships of certain "On December 9, 2020," continues
annual budget requ est is always the types and numbers. Politicians like sim- the report, "the Trump administration
focus of intense scrutiny-not least ple numbers like that and the 355-ship released a document that can be viewed

.,
as its own vision for future Navy force industrial base pivot points required to out of the budget and, thus, violate the
structure. The document presents an support future platform development current multi-year procurement con-
envisioned Na vy force-level goal for and the industrial base development tract the department has with the two
achieving by 2045 a Navy with a more needed for these future planned plat- shipbuilders. Multi-year contracts repre-
distributed fleet architecture, including forms, such as the next generation attack sent an agreement between Congress and
382 to 446 manned ships and 143 to 242 submarine (SSN (X) ) and the future large the DoD that we will both stay commit-
large UVs. The Eiden administration can surface combatant (DDG(X) ), including ted to the fielding and funding of said
choose to adopt, revise, or set aside this land-based testing to enable success in weapon system . I have often said that I
document." these future programs. am not overly concerned with the num-
With the President Biden's nominee for bers of ships we are striving to build
Secretary of the Navy yet to be confirmed, Eight New Ships but more about the capabilities those
it can be assumed that things are not yet The Navy's proposed FY2022 budget ships will bring to the fleet. The Flight
set in stone. All we know thus far is what's requests the procurement of eight new III destroyer that fell out of this budget
in the Navy budget request. And what's ships, including two Virginia-class attack is the very capability that the Navy needs
in a recent a "Report to Congress on the submarines (SSNs ); one Arleigh Burke now and in the future .. . This committee
Annual Long-Range Plan for Construc- (DDG-51 ) class destroyer; one Constel- will consider all options for restoring that
tion of Naval Vessels for Fiscal Year 2022" lation (FFG-62) class frigate ; one John destroyer in this year's NDAA."
a slender substitute for the long awaited Lewis ( TAO-205) class oiler ; two TATS Rep. Joe Courtn ey, Chairman of the
complete 30-year shipbuilding plan . One towing, salvage, and rescue ships; and one House Subcommittee on Seapower and
is promised to accompany the President's TAGOS (X) ocean surveillance ship. Projection Forces, echoed that concern.
budget for FY2023. The request for but a single Arleigh "Just like last year," he said, "we have
"Meantime," says the submission, "the Burke is already getting push back. a tough job ahead of us -this budget has
department is conducting analysis to In his opening remarks at a June 17 some positive elements and it has some
refine understanding of the readiness hearing on the Navy's FY2022 request, problems that we have to solve.
and performance of the fleet against House Armed Services Committee Chair- "Once again, our panel is tasked with
a future near-peer competitor capa- man Rep . Adam Smith said that "on the making sense of an unexpected reduction
ble of global operations. Furthermore, concerning side of the budget request, I in steady rate production of one of our
the DON continues to evaluate the was disappointed to see a destroyer fall highest priority combatant vessel with

MILITARY SHIPBUILDING !
the proposed reduction of one DDG-51 and presence are increasing. has presented a b udget t hat removes a
destroyer. I am deepl y concerned that "Whatever the ultimate goal is for the planned major combatant vessel only to
sudden course change threatens the sta- size of our fleet, the basic fundamen - list it as its top underfunded requirem ent.
bility of the industrial base, undermines tals of successful shipbuilding remain That is not a trend any of us here on this
confidence in multi-year procurement the same: stable ano predictable require- committee want to see continued into a
agreements, and threatens our ability to ments that industry can plan towards and third year."
meet our defense strategy.
"At the same time, the budget proposes Add Eight, Delete 15
''
an increase in ship retirements- nearly The FY2022 request proposes the decom-
double the number of new ship construc- missioning of 15 ships, including seven
tion proposed- including an increase in The FY2022 request Ticonderoga class cruisers and four lit-
the retirement of cruisers planned for toral combat ships. Add eight, delete 15,
modernization. Cruiser modernization is proposes the doesn't sound like fleet growth .
an issue that this subcommittee has grap- "The total of eight new ships requested
pled with for many, many years. I hope dee om missioning for FY2022 is one more than the total of .,
seven new ships that were projected for
our witnesses today can provide more
detailed insight into the analysis behind
of 15 ships. FY2022 under the Navy's FY202 l budget
t his proposal and how it fits into t h e submission," says the CRS report, noting
Navy's overall efforts to meet its opera-
tional requirements.
"Led by our subcommittee, Congress is
clearly on record in bipartisan support of
a 355-ship Navy due to the need to grow
''
rely on, steady rate production that facil-
itates effective workforce development
and cost reduction, and an underlying
that this is "about two less than steady-
state replacement rate for a 355 -ship
Navy (which is about 10 ships per year)."
Looking at the mone y, the CRS
report says that "the Navy's proposed
the fleet and capabilities needed . Whether long-term strategy that the Navy, Con- FY2022 budget requests $18.1 billion for
it's the fleet of 2022, 2032 or 2042, the gress, and industry can work from . construction of new ships within its ship-
fact remains that the investments we "Too many recent budgets have fallen building budget (the Sh ipbuilding and
make today dictate the fleet we will have short of these fundamentals only to rely Conversion, Navy, or SCN, appropriation
tomorrow. And that the fleet we have is on Congress to fill the gaps. For example, account), compared wi th $17.8 billion
aging and becoming more costly to oper- this is the second year in a row, under two for construction of new ships within the
ate while demands for Navy capabilities different administrations, that the Navy SCN account projected for FY2022 under
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MILITARY SHIPBUILDING
the Navy's FY2021 budget sub mi ssion, industry, including both shipyar ds and numbers of small multi -miss ion combat-
$22.8 billion in FY2022 for construction supplier firms, have adequate capacity for an ts, such as Constellation Class Frigates
of new ships within the SCN acco unt in executing the Navy's shipbu ilding plans? " (FFG 62 ), enab le more efficient distribu-
the December 9, 2020, document, and an Hmm. tion of missions across the sur face fleet,
enacted FY202 l total of $20.1 billion for freeing up more capable assets (CGs and
the construction of new ships within the Big Shake Up Ahead? DDGs) for critical high-end missions and
SCN account." In addition to a change in the occupancy of that the FNFS (Future Naval Force Study)
" The issue for Congress," says the the White House, one reason why the Navy indicated that growi n g the small surface
report, " is whethe r to approve, reject, or is still developing its analysis is that a major combata nt force enables reductions in
modi fy t h e Navy's force-level goal, its change in thinking is taking place. the quantity of large surface combatants
proposed FY2022 shipbuilding program , On December 9, 2020, the Trump admin- while yie ldin g a more d ist ribut ed and
and its longer- term shipbuilding plans. istration released a document presenting an lethal force .
Key questions for Congress include the envisioned Navy force- level goal for achiev- "Next generation ships and submarines
following: Is the Navy's force-leve l goal ing by 2045 a Navy with a more distributed are in the early stages of requirements
(either the exis tin g 355-s h ip goal or a fleet architecture. While the Biden adm inis- definition, an d their cost uncertainty
possible su ccessor goal ) appro priate for tration may not go along with everything in compo unds further in the out years of the
supporting U.S. national sec urity strat- that document, th e CRS report noted that plan," says the submission . Costs are being
egy and U.S. defense strategy? Is the more the general idea of shifting the Navy toward estimated and the impact on overall force
distributed fleet arch itecture envis ioned a more distributed force arc hitecture th at mix will be determined within the on go-
by the Navy the most cost effective fleet includes a sma ll er proportion of larger ing work of ... future fle et architecture
arc hite ct ure for meetin g future mis sion ships, a larger proportion of smaller ships, analysis and associated experimentation."
needs? Are the Navy's proposed FY2022 and a new third tier ofla rge unmanned ves- As things look right now, the shap e of
shipbuilding program and (if submitted) sels may remain, because supp ort for this th e future Navy will be determined in
its FY2022 five-year and 30 -yea r ship - change has been developing within Navy a push and pull between the admirals,
building plans consistent with the Navy's planning for years as a consequence of industry a nd Congress . Those r etir ed
force-leve l goal? Give n finite d efe n se changes in technologies and the capabilities admirals now working for shipb uilders
resources and competing demands for of potential adversaries. will be kept busy.
de fense funds, what is the prospective The just su bmitted not-so -long-range Next month, we ' ll take a look at all
affordability of th e Navy's shipbuild- shipbuilding plan gives hin ts of what may those ships ordered by government agen-
ing plans? Does the U.S. ship buildin g be to come. It notes that _that, In crease d cies other th an the Navy. ,,t
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GO FULL SPEED AHEAD
By Maura Keller
hile major government commercial new construction vessels as well vessels for other markets, such as fishing, will
W newbuilding and repair

contracts account for the
overwhelming proportion
of U.S. shipyard revenues,
there are still significant opportunities in the
commercial space for shipyards versatile and
hungry enough to go after them.
as topside repairs.
Eastern recently completed a $6 million
infrastructure improvement project at the
faci lity to allow for vessel outfitting to com-
mence and have embarked on a $50 million
15,000 ton dry-dock project in order to pro-
vide full vessel sustainment services. This dry
happen sooner rather than later.
Of course, the topic of COVID-l 9's effect
on industries has been talked about for months
and the marine industry is no exception. From
safety and health restrictions to entire shut-
downs of non-essential businesses, companies
of all sizes took the required steps to keep their
One shipbuilder that has shown it has the dock has been specifically designed to be able customers and employees safe and healthy. As
flexibility to perform commercial work along- to service both government and commercial such, even for businesses considered "essential:'
side a major government program is Eastern ships and can haul deep draft vessels as well. this has wreaked havoc on many companies'
Shipbuilding Group based in Panama City, Fla., The Eastern Shipbuilding team is seeing bottom lines.
with three main facilities. the repair market trending positively for the One of the biggest repairs Eastern Ship-
As such, the company has significant foreseeable future, which was the impetus for building has recently completed was the
capacity, including 300 acres at its Allanton the company's new drydock project. With second build of the North Star fishing vessel
shipyard and 40 acres at its newest shipyard in many of the newbuild projects requiring following its capsize during C~tegory 5 Hur-
Port Saint Joe, Fla., for commercial contracts, docking prior to delivery, Eastern Shipbuild- ricane Michael.
repairs and conversions as well as other gov- ing saw this as a way to also reduce costs and You could call this a conversion, as the
ernment contracts. potential schedule disruption for its new entire vessel was gutted right down to the
Eastern Shipbuilding's Port Saint Joe construction projects as well. steel; every piece of equipment, every foot
C: facility encompasses 1,000 feet of deep- Eastern says it has seen some interest in of cable, every piece of elec tronics, every
:r
water bulkhead, with unrestricted access to converting stacked oilfield supply vessels to inch of pipe 2 inches and smaller, from
ii
~ the Gulf of Mexico test and trials grounds offshore windfarm vessels. What's more, the the keel to th e mast. The entire vessel was
u
0
0
only a few short miles away. This facility is Eastern Shipbuilding team thinks projects pressure washed in~ide and out and then
t dedicated to final outfitting and testing of for the conversion of stacked oilfield supply water blasted and new coatings applied. All
July 2021 / / Marine Log 19

SHIP REPAIR
machinery, electrical, equipment, and elec- enhanced production for the shipyard and spring-mounted superstructure for addi-
tronics was then purchased new, installed, lifecycle cost reduction for the Coast Guard. tional crew comfort.
tested, and commissioned. Eastern Shipbuilding is also currently well Also in the towing vessel category, in mid-
The North Star was delivered in April and is underway on a $45 million facility optimi- June, 2021, Metal Shark's Bayou La Batre,
now being outfitted for its future in the Bering zation project at its Nelson Street Facility Ala., shipyard delivered its third inland tow-
Sea fishery. that is fully permitted and funded . The com- boat t to Florida Marine Transporters (FMT).
Eastern Shipbuilding also recently pany has partnered with city, county and Measuring 120 by 35 feet, the four -decked,
launched the third ferry of the Ollis-class, the state governments to secure grant funding welded-steel towboat, named Gianna Hull
latest vessels in Staten Island Ferry's modern- for a portion of this project and have also boasts nine-person crew accommodations
ized fleet. Eastern Shipbuilding says that it has partnered with Triumph Gulf Coast to be and is Subchapter M compliant. More info
been a tremendous honor to build this class awarded economic development grants as on the Gianna Hull can be found on page 4.
and deliver state-of-the-art, maritime vessels well. These facility improvements are 100% This towboat is the third delivery in a three-
to New York's harbor and the world's busiest in support of the OPC project. vessel contract with FMT since 2018, following
passenger-ferry route. The Eastern Shipbuilding team says it Metal Shark's acquisition of the assets of Hori-
Eastern Shipbuilding says it is also proud sees a lot of opportunities for repair and zon Shipbuilding earlier that year.
to be the prime builder for the U.S. Coast conversion projects, which is why the According to Doug Barrow, vice presi-
Guard Offshore Patrol Cutter (OPC) pro- company has invested in a third facility dent of Metal Shark Alabama, "the pandemic
gram, and the company recently held the specifically for those projects. Once its dry posed some challenges, but we were able to
keel authentication for the second vessel, the dock is in operation, Eastern says it will keep our projects moving forward by work-
cutter Chase. In June, Eastern Shipbuilding become a full-service vessel sustainment ing together and looking out for each other.
submitted its Stage II proposal for the pro- facility that can accommodate both com- "I believe that deep mutual respect and
gram and anticipates the Stage II award in mercial and government customers. understanding were forged between our
2022, which will mean over 10,000 cumula- As Gary Eymard, owner of Eymard Marine team and FMT's representatives through our
tive jobs for the next 15 years. Construction & Repair Inc. and L&G Towing close cooperation, and through continual
In addition, Eastern is building an in Harvey, La., explains, the level of work at process improvement we were able to show
8,550-cubic-yard twin-screw trailing suction his (and many others) remained steady dur- an increase in efficiency with each consecu-
hopper dredge for Weeks Marine Inc. This ing the COVID pandemic. tive build. I know these vessels will serve the
is the second large hopper dredge built for "We still worked every day," Eymard FMT fleet well, and we would gladly build
Weeks Marine. says. "O ur crew stayed healthy and we were with FMT again."
Eastern Shipbuilding is also investing in able to keep going. As in many other indus-
the newest technology to be environmen- tries, the biggest impact has been supplies. Regulations to Monitor
tally responsible as the industry is rapidly Steel prices went up 30% and delivery One thing that the towing sector is still
moving into zero emissions and reduced delays have been difficult." coming to grips with is Subchapter M.
footprint across the board. As such, the Eymard Marine Construction & Repair Released in 2016, the regulation "builds on
shipbuilder has invested in equipment, doesn't typically do retrofit or conversions the industry safeguards already in place and
processes, and procedures to minimize the projects in its yard. Along with a bit of repair establishes new training protocol and vessel
impacts to the environment. work, the majority of its work involves new compliances based on qualitative risk assess-
All of the facilities are ISO 14001 compli- construction of push boats. ment and risk management standards."
ant, which means that the company adheres Last November, the company completed As Robert Keister, vice president at
to processes and procedures designed a 1,500 hp. towboat named the M/V Caleb Sabine Surveyors explains, Subchapter M
specifically to miwnimize the overall envi- Eymard for sister company Eymard Brothers has brought nearly 6,000 vessels into a new
ronmental footprint whether it is carbon Towing Company. The towboat build was a regulatory compliance and will require
emissions, keeping waterways clean, or reduc- five-year project, completed during gaps in each vessel to be drydocked at least once
ing waste through recycling initiatives, to the shipyard's work for outside clients. every five years.
name a few. In November 2020, C&C Marine and "The drydocking will be a much more
Additionally, the company has invested in the Repair in Belle Chasse, La., delivered the M/V intense inspection of the vessel than they used
country's first-ever on-site production facility Scarlett Rose Furlong, the first in a three boat to have:' Keister says. "Towing vessels will need
to support the CSISR system testing for OPCs. series to Hines Furlong Line Inc. in Nashville, more work done to them, thus tying up a
The co-location of the PF with vessel construc- Tenn. C&C designs and builds towboats, drydock for a longer period of time. The dry-
tion ensures the CSISR systems are seamlessly dredges, barges, offshore supply vessels, docking of each towing vessel will take longer
integrated into government vessels and reduces along with a variety of other marine vessels. than previous drydocks, causing backlogs, par-
schedule and cost risk for customers. The completed triple-screw 6,600 hp. ticularly in the rivers system."
towboat measures 170- by SO-feet, with the The real first wave of Subchapter M required
Offshore Patrol Cutters pilothouse eyeline measuring at 39 feet, 3 ,drydockings will begin early in 2022 and will
Eastern Shipbuilding Group has also dedi- inches. CT Marine LLC, based in Portland, roll on from there.
cated its Nelson Street Facility to the OPC Maine, designed the Scarlett Rose Furlong. "Subchapter M has affected us the most,"
project to ensure continuous and uninter- The towboat is outfitted with three 100-inch says Eymard. "Building a new vessel requires
rupted construction of those critical national diameter stainless-steel fixed pitch propellers a bit more time and money having TPOs and
security assets and have tailored that facil- and features double steering rudders. PEs involved:'
ity specifically to the needs of OPCs. This The vessel's design includes accom- Shipyards Like Eymard Marine are paying
OPC-specific facility allows the company modations for 11 Offshore Patrol Cutter attention to these and other regulations to meet
to optimize processes that have resulted in crew, plus one guest, as well as a floating, the required compliance measures. ll,

Engine Design Part 1:
EVOLUTION NEVER STOPS
0
wners ordering ships today with that percentage rising to 18.5% of new- Their major issue is "methane slip;' the com-
need to be sure that they buildings ordered between January and April paratively small amount of methane not
will be able to comply this year. burned during an engine's combustion cycle.
with current and pending An insight into what's prompting the order Methane has a global warming effect around 25
IMO emissions regulations uptick is provided by Hapag-Lloyd. It has just to 30 times that of CO2.
throughout a likely lifetime of around 20 ordered another six 23,500 TEU ultra large Hapag-Lloyd calls LNG a medium term
years, and they also want to be able to build container vessels of 23,500+ TEU at Daewoo solution because for shipping to meet even
them on favorable green financing terms. Shipbuilding & Marine Engineering that, it IMO's current GHG reduction goals, LNG can
For an ever-increasing percentage of says, will be outfitted with a state-of-the-art only be seen as a bridging solution to future
owners, the only way to achieve that with cur- high-pressure dual-fuel engine that will be carbon-free fuels such as ammonia and hydro-
rently available technology is by opting for extremely fuel-efficient. gen. This is keeping marine engine designers
liquefied natural gas (LNG) fueling. With Hapag-Lloyd says it is focusing on LNG as and researchers busy on two fronts. Develop-
all the press that LNG as a marine fuel has a medium-term solution, as it reduces CO2 ing engines that will run on future fuels is one
received, its useful to remind ourselves that emissions by around 15 to 25% and emissions of them. The other, less talked about outside of
the switch from conventional fuel to LNG is of sulfur dioxide and particulate matter by industry circles, is cleaning up their act when
still in its infancy. In 2020, for example, LNG more than 90%. it <;omes to methane slip, which is a particular
only accounted for 1.2% of fuel sales in Rot- "Fossil LNG;' says the company, "is currently problem with low-pressure Otto Cycle engines.
terdam, Europe's leading bunkering port, the most promising fuel on the path towards
while Singapore, the world's leading bunker- zero emissions. The medium-term goal is to Wartsila Has Already Reduced
ing hub, carried out its very first ship-to-ship have ships that operate in a climate-neutral way Methane Slip
LNG bunkering this May. using synthetic natural gas (SNG)." Wartsila says that there are various ways to
According to DNV, while less than 1o/o of Hapag-Lloyd's choice of the words "fossil reduce the amount of methane released by
the existing world fleet is running on alterna- LNG" is interesting in that its a term mostly LNG-fueled ships, from adjusting the timing
tive fuels, 16% of the 2020 shipbuilding order used by environmental groups that have prob- of gas admission and reducing overlap time to
book was accounted for by LNG-fueled vessels, lems with LNG's overall reductions of GHG. improving the design of engine combustion

ENGINES PART 1
chambers, and adding hydrogen to the com- than 500,000 hours operating experience and conditions. Based on these results, the cerium-
bustion process. The company has cut the market leadership in many key vessel seg- manganese catalyst will be further optimized.
methane slip from its dual-fuel engines by ments," said Galke. "Our next-generation Currently work is underway to trial the catalyst
85% since 1993. X-DF2.0 technologies will prepare our engines on an actual engine. Stay tuned.
"In 1993, the methane slip was 16 grams for even better performance, both with LNG
per kilowatt hour, but by optimizing engines and with the future fuels to come:' Japan Targets Hydrogen Engines
and leakages, we have been able to take that The first vessels to be equipped with Though its use in fuel cells has received
slip down from 16 to between two and three WinGD's X-DF2 .0 iCER main engines will much attention, hydrogen can also be
grams today," said Kaj Portin , Wartsila's be four LNG-fueled PCTCs (Pure Car/Truck burned in internal combustion engines and,
general manager of fuel and operational flex- Carriers) just ordered by Japan's NYK Line. at the end of April, Kawasaki Heavy Indus-
ibility, in an article published last October. Measuring 199.9 meters long by about 38 tries, Ltd. , Yanmar Power Technology Co.,
He added that Wartsila is currently meters beam, the vessels will have a capacity Ltd., and Japan Engine Corporation formed
working on a range of methane-reducing of about 7,000 cars and will also be equipped a consortium to pursue joint development of
solutions, which include figuring out "how with battery hybrid technology to further hydrogen fueled marine engines for ocean-
to get gas into the cylinder; how to design improve fuel efficiency. going and coastal vessels.
the cylinder so there is no place for the gas The ships will be built at China Merchants The companies say that, by cooperating on
to hide; how to optimize the combustion Jinling Shipyard (Nanjing) Co. Ltd. and will common fundamental technologies such as
room so that combustion is •fast and com- be delivered from 2022 to 2023. They and basic experiments and analysis on hydrogen
plete; how to improve fuel injection so the are planned to be assigned to transport vehi- combustion, materials, and sealing techniques,
pilot fuel is stable and spread around in the cles mainly to/ from Europe and/ or to the as well as classification society requirements,
best way; and having the right air-fuel ratio." Middle East. each company aims to bring hydrogen-fueled
With these innovations, Portin is confi- engines to the market by 2025.
dent Wartsila's next combustion concept Methane Catalyst Kawasaki Heavy Industries will develop
can take down the methane slip by more MAN Energy Solutions is exploring the use of medium-speed four-stroke engines, Yanmar
than 50% to roughly 1 gram per kwh, while catalysts for methane reduction as a partner Power Technology will focus on medium-
keeping the NOx, SOx and other particu- in the Fraunhofer Institute project "IMO KAT and high -speed four -stroke engines, and
lates at the same level. - Development of an innovative methane oxi- Japan Engine Corporation will embark on
dation catalyst to reduce exhaust emissions the development of low-speed two-stroke
Winterthur Launches iCER from ships operating on gas." engines . All three simultaneous develop-
Meantime, the leading designer of low pres- The focus has been on developing an ments will enhance the product lineup of
sure, Otto-cycle two-strokes, Winterthur exhaust gas catalyst based on cerium and propulsion and auxiliary (generator) engines
Gas & Diesel (WinGD ) has launched a new manganese as catalysts containing precious for a wide range of vessels. In addition, a
technology designed to reduce methane slip metals react with the sulfur contained in hydrogen fuel storage and supply system will
emissions and cut fuel consumption in its fuel and engine oil and are therefore limited be developed as part of the integrated hydro-
X-DF dual-fuel engines. Called iCER (Intel- in their effectiveness. Secondly, the costs of gen fuel system.
ligent Control by Exhaust Recycling, ) the precious metals are difficult to calculate and For.more information on hydrogen, please
system delivers enhanced combustion con- have risen sharply in recent years. see our feature on page 25.
trol through the use of inert gas. The result, Tests on a laboratory scale showed that In Engines Part 2, we will take a look at new
says WinGD, is a reduction in methane slip the cerium-manganese catalyst is suitable for developments in medium speed four-stroke and
emissions of up to 50% when using LNG and methane oxidation under ship-specific process high-speed marine engines. i:t
a significant reduction of fuel consumption,
of 3% in gas mode and 5% in diesel mode.
"By adjusting the recirculation rate of
inert gas and controlling parameters like
fuel admission and ignition timing, we can
increase compression ratios for greater effi-
ciency," said Volkmar Galke, WinGD global
director of sales. "The result is optimized
combustion through closed-loop control
regardless of ambient conditions and load."
Like all future X-DF2.0 technologies, iCER
will be available for all new X-DF engines. It is
currently completing trials at one ofWinGD's
dedicated test engine facilities-the final step
in a two-year testing program. The company
is also finalizing plans for a pilot installation.
As well as using fossil LNG, X-DF
engines will also be able to burn carbon-
neutral synthetic or bio-derived LNG when
Wartsila and RINA have developed a novel propulsion arrangement based on
it becomes available.
using two four-stroke dual-fuel engines, with options for electric power back
"Our highly efficient and reliable X-DF
engines are already widely used, with more up from batteries or a small dual generator when the ship is idle.

Advanced primer converts rust into a protective layer and can be
applied by any method, without the need to sandblast first
By Martin Lawrence, Managing Director, NanoRust X LLC
or the shipping industry, pre - primers only encapsulate rust until the paint/ from prior technologies by using a non-toxic,
F venting corrosion is a critically

important operational and safety
iss ue for fleets, whether tanker,
container, dry bulk, general cargo,
passenger, or RO/RO vessel.
The continual exposure to seawater and
salty air is a corrosive combination that can
primer is scratched, chipped, or breached and
moisture and oxygen migrate under the film,
allowing the corrosion to spread.
As a result, maintenance perso nnel or
coating applicators must repeatedly utilize
costly, time-consuming and environmen -
taUy hazardous surface preparation methods
ultra-low VOC water-based acrylic polymer
solution that can be applied with minimal
surface preparation and without the need to
sandblast steel substrates.
Primer Pitfalls Allow Corrosion

One of the main reasons that maritime vessels
shorten the service life of everything made such as sandblasting to prepare surfaces for are so susceptible to corrosion is that tradi-
of steel such as hulls, decks, cargo and ballast priming and repainting. However, not all tional primers have serious deficiencies in this
tanks. In addition, corrosive cargoes, as well environments can withstand sandblasting, area. A common failure of primers is not suffi-
as cargo and equipment damage can acceler- which can damage critical surfaces and be ciently protecting against under-film corrosion.
ate corrosion, while increasing maintenance impractical for reaching hard-to-access areas According to New Jersey-based NanoRustX
cost and safety risk. such as cracks and crevices. LLC, a supplier of advanced ,primer technol-
Because the corrosion of steel is such a con- Now, however, more advanced primers have ogies, a primer must first form an effective
cern in a marine environment, it is common been formulated that set a higher performance chemical bond to the metal substrate. Without
for a full re-priming and re-painting to occur bar in corrosive environments. These reac- this, rust promoters like salty sea spray, oxygen
during dry docking every five years or so, with tive primers go beyond encapsulating rust to and humidity will creep underneath the primer
touch up occurring on a continual basis. instead convert it to a protective material (iron causing further corrosion. Most primers only
Marine primers represent a critical founda- phosphate) to minimize the risk of further cor- encapsulate the iron oxide, which is not 100%
tion for paints and coatings in harsh maritime rosion. The chemical bond provides superior effective in preventing further corrosion.
"U
!' environments. However, they have historically adhesion and corrosion protection, while elim- Another reason that so much marine
u
0
0
been unable to effectively deal with the eventual inating under-film corrosion. shipping industry infrastructure is prone to
L
Q. formation and recurrence of rust. Traditional The rust conversion formulation also differs rust when utilizing typical primers is that a

high level of surface preparation is required surface preparatio n is required other than a and is still effectively protecting the deck after
because most corrosion primers are sensitive water wash. The water-based acrylic polymer is two years, according to the Ro/Ro carrier. It is
to chlorides. not sensitive to chlorides or rust and can actu- now used as a simple, effective maintenance
Even a minute amount of chloride on the ally neutralize them. Unlike initial generations solution while the vessel is underway.
steel can cause coating system failure. This is of rust converting primers, the primer per- In a different application, a marine towing
why leading coating manufacturers demand forms equally well on clean, partially corroded vessel in Staten Island, N.Y., used for petro-
extreme levels of surface cleaning (sandblast- and heavily rusted surfaces. leum transport was undergoing maintenance
ing) and chloride removal to a level of 5 mcgr/ Typically, a power wash (240 bar/3500 psi) in port when the vessel captain sought a
m2, which is nearly impossible to achieve. Even is all that is needed before applying to steel more durable corrosion coating that could
when sandblasting is used for surface prepara- (clean or corroded), galvanized steel or alu- withstand working damage. The starboard
tion, flash rusting will occur. minum in order to remove loose paint, dirt side of vessel had rusted gashes and holes
In response, the search for more endur- and grease. The primer can be applied to a from damage that had not been recoated ,
ing corrosion protection for maritime vessels corroded surface by hand brush, roller or and the sea spray in the vessel's work envi-
an d infrastructure has involved the devel- airless spray gun on the substrate. After the ronment had accelerated corrosion.
opment of long-lasting primers that correct application of the primer, a single coat of a Again, the emphasis was on providing
traditional deficiencies. low voe topcoat will complete the job. an effective corrosion coating easily applied
The primer has successfully been used on without interrupting a busy operating sched-
Lasting Corrosion Protection a wide variety of shipping vessel applications ule. The solution, it turns out, was to use a
NanoRustX (NRX) NanoPrime, for exam- to quickly and cost effectively deter corrosion 5000 PSI high pressure water blast to remove
ple, works by chemically reacting with iron without extensive surface preparation. loose paint, rust and any other contaminants;
and iron oxide (rust) to form iron phosphate In Baltimore, Md., when a major RO/RO then to spot prime heavily rusted areas, fol-
and creates a Nano bond with both metallic carrier providing end-to-end, international lowed by applying two coats of the advanced
and painted surfaces. The chemically bonded transport of heavy vehicles and equipment primer. The crew then applied a black Inter-
layer is insoluble and extremely corrosion was experiencing rusting and pitting on the national Interthane 990 topcoat.
resistant. This "bonding" process also pro- upper deck of a vessel due to offshore condi- The combined system has provided pro-
vides superior adhesion and flexibility and tions, the vessel engineer sought new coating tection against offshore conditions, while
stops under-film corrosion that occurs when methods that could be easily applied for preventing under-film corrosion in case of any
conventional coatings are damaged. maintenance, even during operation. further working damage that breaches the coat-
The non-toxic, ultra-low voe primer con- Due to its properties, NRX NanoPrime ing. After two years, the towing vessel captain
tains nano-polymers for added strength and was selected. An electric deck scaler was used has reported that the coating is a significant
durability and has been tested to success- to remove existing paint and rust, followed by improvement over previous methods.
fully coat surfaces from rust-free to up to 700 an electric wire brush machine and a 3200- While the marine shipping industry has long
microns of rust. The elasticity of the advanced psi water blast. Heavily rusted and pitted areas battled corrosion, the use of advanced primers
primer makes it very durable in temperature were spot primed, and two coatings of primer that convert rust into a protective layer, applied
variations from -67e to +20oe (-90F to 400F). were applied. The crew then applied a JOTUN by any method, promises to help keep vessels in
Because the advanced primer actually chem- Pioner topcoat. The combined system has pro- good working order far longer, with less costly
ically reacts with galvanized steel surface, no vided protection against offshore conditions, maintenance, than traditional methods. ,:t,

By Dr. Joseph Pratt, CEO/ CTO of Zero Em ission Industries
elcome to the first of a and water, which gives them high fuel effi- fantastic steaks on our hydrogen barbecue!
W series of columns about

the latest and greatest
technologies for marine
power. We will cover
everything from alternative fuels, such as
renewable diesel, LNG, hydrogen, and ammo-
nia, to on-board power generation with wind,
ciencies. But hydrogen is a fuel and can be
burned in combustion engines designed for
its use-both turbines and reciprocating
engines-and can also be used to gener-
ate heat for industrial processes and even
for home use. At ZEI, we've cooked some
Misconception 2:
Hydrogen is too expensive.
Rea lity:
Hydrogen is a commodity in the industrial
solar, fuel cells, and combustion engines.

In this kick-off column, we're excited to be
talking about a fuel that seems to be making
headlines each week: hydrogen. In particular,
we're going to address six commonly-held
misconceptions in order to provide more
understanding about this fuel and whether it
~
(I>
could make sense for your vessels now or in
-~ the future. In future columns, we will explore
~
"O
E some of these in more depth.
C
0
·~
E Misconception 1:
UJ
e Hydrogen can only be used in a fuel cell.
~
1i" Rea lity:

0
~ Fuel cells are great devices because they chem-
a': ically convert hydrogen directly to electricity
July 2021 // Marine Log 2S

Hydrogen fuel cells directly convert hydrogen to power
with zero emissions.
sector primarily used in refining crude oil NOx. On the production side, hydrogen is the fusion bomb is so difficult to ignite that it
and making ammonia for fertilizer, where primarily made from natural gas, and that must use a conventional fission/atomic bomb
it is made for around $1.50 per kilogram. process generates pollutant and greenhouse as its detonator! So unfortunately for fans of
Through a coincidence of energy and vol- gas emissions. However, hydrogen can also "Terminator 3," neither a fuel cell nor a tank
ume conversions this is roughly equivalent to be made by electrolyzing water, which is zero of hydrogen is physically capable of explod-
paying $1.50 for a gallon of diesel. However, emission when the electricity comes from ing like a hydrogen bomb.
pressurizing or liquefying and then trans- renewable sources. As mentioned above, it is This is not to say that there are no safety
porting the hydrogen to your boat from the expected that 100% renewable hydrogen will concerns with hydrogen. It is a fuel with com-
hydrogen plant adds cost, and that is highly actually become less expensive than natural- bustion properties very similar to natural gas
variable depending on how much you are gas produced hydrogen within the next 10 and like any fuel precautions must be taken
purchasing at a time, how far you are from years, partly due to the economics of the pro- to handle it safely. Fortunately, the hydrogen
the plant, and other factors . We have seen duction and partly due to policies which give industry has developed best practices over the
prices of delivered hydrogen anywhere from credits to these green fuels. last 80+ yea rs that make this straightforward
around $5.50/kg to more than $30/kg. for competent system engineers.
The good news is twofold. First, when Misconception 4 :
using hydrogen in a fuel cell, you only use Hydrogen is not available near me. Misconception 6:
about half of what you would in a diesel The U.S. Coast Guard (USCG) will not allow
engine, meaning that $5.50/kg price is about Reality: hydrogen on passenger vessels.
equivalent to paying $2 .75 for a gallon of die- Hydrogen is produced all throughout North
sel. Second, the cost of producing hydrogen America, and can be transported anywhere Reality:
from renewable energy is dropping rapidly as on the continent. As mentioned above, the The USCG has been working with indus-
wind and solar power continues their price transportation aspect affects the cost, but rest try since at least 2013 on understandin g the
drops, and the cost of transporting hydrogen assured that it can get to anywhere you are. safe use of hydrogen as a fuel, and members
is also decreasing as the transportation net- And a second alternative is to make your own of CG -ENG have been contributing to the
work expands. The expectation is hydrogen hydrogen at yo ur dock. In some cases this can development of the IM O's regulations that
will reach a stable cost of around $4.00-$5.00/ be more cost effective and with easier logis- cover this. While that regulation is in develop-
kg within 10 years, which means that even for tics than hydrogen delivery. This ability to ment, vessels can still be certificated under the
vessels placed into service today the total cost generate yo ur own vessel fuel and the energy Equivalents clauses that exist in the various
of ownership will end up being less than die- independence that comes with that is unique subchapters of the CFRs, that is, by designing
sel-powered boats over the vessel's life. to hydrogen. the hydrogen system to have an equivalent
level of safety to a vessel designed to the CFRs,
Misconception 3: Misconception 5: and that is in fact how our syste m is on the
Hydrogen is made from natural gas, so it's not Stored hydrogen is a hydrogen bomb waiting first USCG-certificated hydrogen-powered
really zero emission. to happen. passenger vessel right now. When the IMO
regulation is finalized and adopted by USCG,
Reality: Reality: the certification pathway will be even easier.
Emissions from any fuel come from two First of all, did you know that thermonuclear Hopefully this clears up some of the confu-
places: fuel production and fuel use . On weapons (aka "fusion" or "hydrogen" bombs) sion around hydrogen! Please drop us a line
the use side, hydrogen is always zero emis- don't actually contain any hydrogen? They at [email protected] if you have any
sion when used in a fuel cell, producing only contain hydrogen isotopes (triti um, deute- questions about hyqrogen that you'd like to see
water. If hydrogen is burned, it also produces rium, or Lithium deuteride ). Additionally, answered in the future. It

NEWSMAKERS
Biden to Nominate Del Toro as Secretary of the Navy

Pres ident Biden • The board of MARK
announ ced the Women's VANDROFF
his intention International w ill be taking
to nominate Shipping over as CEO
retired U.S . Navy & Trading of Fincantieri
Cmdr. CARLOS Association Marinette
DEL TORO as (WISTA) , Marine effective
Secretary of the Navy. Born in appo inted SORIANA FARRAR , July 7, succeeding JAN ALLMAN ,
Havana, Cuba, Del Toro immi- vice president and chief legal who has led the Wisconsin ship-
grated to the U.S. w ith his fam ily as officer of Patriot Contract Services yard since 2014 and who has been
refugees in 1962. He is t he founder LLC, as president . Farrar promoted to a corporate role at
.,
and CEO of SBG Tec hnology takes over the pres idency from parent Fincantieri Marine Group.
Solutions In c. PARKER HARRISON, senior vice
president and general counsel , CORRIN SOUDERS has joined the
Co l. KIMBERLY PEEPLES has taken Crowley Marit ime. Shearer Group Inc. (TSGI) as a
co mmand of the Great Lakes naval arch itect. A graduated of the
and Ohio River Division of the Harvey Gulf International Marine U.S. Coast Guard Academy, with
U. S. Army Corps of Engineers . has hired JON HOLVIK, formerly with a B.S. in naval architecture and
Peeples, who previously served Siemens Energy, as executive vice marine engineering , she comes to
as commander for the Joint Base president-business development. In the fi rm w ith si x yea rs of ex peri-
Myer-Henderson Hal l and Fort this role, he will enhance the market- ence as a USCG Lieutenant and
McNair located in Arlington, ing capabilit ies of the company and f ield marine inspector. Befo re
Va ., assumed command Harvey Gu lf Subsea Solutions, Harvey work ing at TSGI , she was the Chief
from Maj. Gen . ROBERT Fuel and its Offshore W indfarm of Inspections at the Marine Safety
WHITTLE JR. Vessel Support d ivision . Unit in Lake Charles, La .

Catamaran Tour Boat Saves
on Fuel with Advanced Hull
Coating
SEWARD, ALASKA- BASED MAJOR

MARINE TOURS took de livery of
the 150-passenger hydrofoil -assisted
catamaran Spirit of Matushka from
Bell ingham, Wash ., shipbuilder A ll
American Marine (AAM) back in Apri l.
AAM recently reported a 5% per-
cent fuel savings thanks to the use of
Houston-based Seacoat SCT LLC's Sea -
Speed V 10 X Ultra Clear hull coating.
"A genera l rule of thumb for compar-
ing hu ll paint rough ness to fuel con-
sumption is that for every 20 microns of
roughness that equates to 1% fuel sav-
ings or increase depending on whether
the coating is smoother or rougher,"
says John Bowlin, director of engi-
neering and product development at
Seacoat. "Our Sea-Speed V 10 X Ultra
Clear is usually in the 5 to 10 micron
roughness range . That means if you
Purely 3D Process Used to Deliver were to measure from peak to valley
from a cross section of the paint, there
Commercial Vessel is distance of maximum 10 microns."
Bowlin says that with conventional
AN ADVANCED ROTORTUG (ART) vessels;' said Mike Fitzpatrick, CEO of Rob - antifouling bottom paint the roughness
designed for escort duties at the Port of Cor- ert Allan Ltd. "We believe that delivering 3D could vary between 90 to 175 microns
pus Christi is the first U.S. commercial vessel models instead of tra ditional 2D drawings from peak to valley.
to be designed, built and verified using an benefits all stakeholders- us as the designer, "Another quality of the Sea-Speed
end-to-end 3D design process. The project class societies, clients, shipyards, and equip- is that it is very hydrophobic and actu-
is a cooperation between ABS, Robert Allan ment suppliers. 'Direct design' of structure ally repels water, which reduces drag,"
Ltd., Signet Maritime Corporation (Signet) in 3D not only streamlines the transition to adds Bowlin. " The vessel owner also
and the U.S. Coast Guard. production design modeling for the ship- wanted a non-toxic and non-leaching
Designed by Robert Allan Ltd ., the ves - yard, b ut also gives us as naval architects hull coating on the hull due to t he work-
sel will receive its Certificate of Inspection earlier estimates of weights and centers, steel ing environment of the vessel to el imi-
from the Coast Guard and will be built and quantities as well as the means to check for nate environmental impact. Sea-Speed
operated by Signet to ABS Class, making it structural interferences." V 10 X Ultra Clear is durable and will
the first commercial vessel in U.S. history to "The understanding and fidelity of this hold up wel l in Alaskan waters . The
be produced using only 3D models in design construction model represents a major oceans around Alaska have very high
and construction for all structures. milestone in the histor y of the U.S. mari- levels of granite silt that comes from the
A purely 3D process reduces costs and time industry," said Timothy McCallum, glaciers. The granite silt is abrasive and
time investment, while streamlining inter- vice president, engineering and dynamics at will remove most ordinary hu ll paints
action between all stakeholders throughout Signet Maritime. "3D design review ensures quite quickly."
the design, verification and construction the designer, engineer, production manager,
phases, without compromising safety. fitter, welder, and surveyor all work from
"This landmark achievement sets the bar the same complete model. Each individual Spirit of Matushka
for future projects both in the U.S. and inter- has access to both the micro (component)
nationally;' said Christopher Wiernicki, ABS and macro (complete assembly) with which
chairman, president and CEO. "Together they are working to better understand the
with our forward-looking partners, we have bracket, frame, or bulkhead as it relates to
realized a long-held dream of the industry the module, section , and ship. Providing
to leave behind 2D paper plans and move to that level of awareness to all participants in
the next generation of vessel production." the process will give ABS, Robert Allan, and
"As naval architects , we find ourselves Signet a superior finished product and con-
developing ship structure in 3D more than tribute to an overall safer waterway through
ever, even at the basic design stage for new technological advancement."

TECH NEWS
Viega Fittings Earn Navy Approval
a longtime goal ofViega;' said Viega's Direc- makes it unnecessary to post a fire watch or to
tor of Marine T.J. Tracy. "It's an affirmation of prepare job site for hot work.
just how reliable and durable our fittings are in The second benefit is cost and labor savings.
even the most demanding circumstances:' Pressing can reduce installation time by 70%
Pressing pipe offers the Navy, shipyards and over traditional methods of joining pipe. When
contractors two major benefits. coupled with savings when testing the systems,
The first is mitigation of fire. Fire is one of due to n ear zero leaks, the cost and schedule
... the greatest dangers in ship construction, repair advantages easily outweigh the investment .
and maintenance. There were more than 600 Studies carried out by NASSCO show that test-
shipboard fires documented between 2017 and ing pressed pipefittings costs less due to fewer
2020. A recent analysis by the Society of Naval leaks, repairs and retesting.
Architects and Marine Engineers found more "Viega has been helping commercial marine
than half of the fires were caused by hot work, and other industries benefit from pressing for
such as welding and soldering. years and we're excited to bring that technol-
In July 2020, welding sparks ignited small ogy to our defense partners;' said Tracy. "We're
NAVAL SEA SYSTEMS COMMAND fires on Navy ships at two separate shipyards. proud and confident that our fittings will make
(NAVSEA) has approved the use ofViega Though they were quickly extinguished, the pipe joining safer, faster and more efficient on
MegaPress CuNi mechanically attached fittings fires prompted work shutdowns while safety Navy ships:'
in sizes ½ inch to 2 inch in surface combatants measures were reviewed. That same month, the The primary NAVSEA-approved fitting is
for a variety of systems, including chilled water, amphibious assault ship Bonhomme Richard Mega.Press CuNi, a 90/10 copper nickel alloy
potable water, electronic freshwater cooling, burned for four days while pierside in San Diego. specifically designed to withstand harsh marine
seawater cooling, washdown countermeasures, Repairs were estimated to take six years and cost environments. It can be used on Schedule 40
drainage and others. Viega's ProPress copper $3 billion so the Navy was forced to decommis- and Class 200 90/10 copper nickel pipe. The
½-inch fittings were also approved for potable sion the ship 18 years ahead of schedule. second is the ProPress copper fitting system,
water and various drains. Because pressing does not require heat, which offers more than 400 di fferent config-
"NAVSEA is arguably the toughest standard flame or an external power source, it eliminates urations and three different sealing elements:
in the world and earning that approval has been the danger of fire when joining pipe. It also EPDM, FKM and HNBR.
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SAFETY FIRST
Building Safe, Healthy Work Environments for Seafarers

training and learning not by rote, but by
engagement through small er, reflective
groups learning from each other. There
should be a priority to empower all voices of
the crew to share and learn together under-
standing no one person has all the answers;
all collective resources are needed to reach
the goal of zero injuries and fatalities. When
you make a true commitment to safety it
shows. Stemming from the commitment to
a "Zero Incident Industry" from Shell, tan- .,
gible results were proven moving from one
serious marine incident, globally, every seven
days to one serious marine incident every 62
days in 2020.
Regionally, the value of collaboration can
be seen in reducing man overboard inci-
dents and fatalities in the US inland barging
sector. Although improvements have been
s the shipping industry continues to following intervention strategies, several of
A
made through training and soft controls,
grow, it is currently facing some of which have proven results in other safety- as an industry, we see a statistical floor that
its biggest obstacles in history from critical industries: we collectively haven't broken through yet
the critical race against time to decarbonize • Peer support mechanisms; consistently and far from the overall improve-
and address the widespread impact of the • Simulation exercises; ments in safety outcomes across the sector.
ongoing pandemic. • Line management training and Safety within the industry is not some -
Even so, the most pressing issue is not one development; thing one organization can tackle alone. As
that is new, but rather one that has contin- • Employee assistance programs and coun- an integral part of the supply chain for most
ued to be at the forefront of the industry's selling helplines; industries, shipping and maritime is highly
mind: safety. Whether based in an offshore • Telemedicine; collaborative and therefore will require all
facility or in the inland barging industry, it • Training regarding the importance of stakeholders to ensure safety is interwoven
is often acknowledged that shipping is a haz- good nutrition and physical exercise; and into all operations. Effective change requires
ardous occupation that is both mentally and • Methods to improve crew/team intentional, cross-industry engagement to
physical trucing in one of the most dangerous socialization. develop a thriving culture of care to drive
work environments. In the long run, by prioritizing their improvements that support maritime safety
workforce, carriers will see vast benefits as and wellbeing. One the most impactful areas
Physical and Mental Wellbeing a healthy workforce leads to more motiva- of collaboration for Shell is the Maritime
To truly build healthy work environments for tion, innovation, success, engagement, and Partners in Safety Program that focuses on
mariners, companies must account for both resourcefulness. In fact, research shows that visible leadership, reflective learning methods
their physical and mental needs. For exam- when mariners are in good physical and and care and resilience.
ple, a recent report from Shell Shipping and mental health, there are fewer accidents, After all, it is about recognizing that no one
Maritime, "The journey from health and incidents and adverse events, plus a more has all the answers, understanding the impor-
safety to healthy and safe;' acknowledges that motivated crew who want to do a great job tance to collaboratively participate in the
along with the risk for physical harm, more for their company. process and creating a culture where people
attention is now being paid to the psycho- look out for each other and intervene where
logical risk of having a career in the maritime Advancing Vessel Safety necessary. When the industry comes together
industry. Greater concern is being given by When compromised, mental health and to focus on an obstacle, there will be a positive
employers as a result of the reported preva- wellbeing impairs an individual's ability to impact. We need continued and even stron-
lence of common mental health problems like perform at their best and as such could result ger partnership in shipping and maritime to
anxiety and depression, as well as the elevated in an increased risk of incidents occurring. prioritize safety and collaborate on creating
risk and incidence of suicide for mariners. In As vessel equipment has become more tech- healthy work environments for workforce.
fact, the report cites research that found more nically advanced, mariners are expected to
than 20% of respondents were "feeling down, be familiar with more complex navigation,
depressed or hopeless every daf' cargo and engineering systems, thus poten- KARRIE TRAUTH
Furthermore, five key themes were iden- tially adding to levels of stress and anxiety. Genera l Manager
tified that influence mariners' wellbeing Additionally, the continued evolution of Shell Shipping and
such as fatigue, the work environment, the automated systems and digital data gather- Maritime Americas
nature of the role, socialization and leader- ing has led to further efficiencies and updates.
ship. To address these, the report offers the We must place an importance around

MarineYellowPages.com
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DEPARTMENTS FEATURES

6 WELLNESS 19 SHIPYARDS & REPAIR FACILITIES

July 2021 II Marine Log 1

The Resiliency of Shipbuilders

B Council of America's Chairmen Ben

2 Marine Log // July 2021

4 Marine Log // July 2021

U.S. COAST GUARD

Additionally, the number of deficiencies issued decreased

We will examine the top casualty types next month .

Source: U.S . Department of Homeland

A Canary in a Coal Mine

Need to Get New Pans?

6 Marine Log // July 2021

The First Autonomous

R time, the 100 foot long by

July 2021 II Marine Log 7

8 Marine Log // July 2021

MEPC 76: No Moon Shots

Short Term Measures

July 2021 I I Marine Log 9

KEPPEL O&M AND SEMBCORP MARINE

10 Marine Log // July 2021

July 2021 // Marine Log 11

New Crowley Tugboat is Small but Powerful

12 Marine Log // July 2021

Coast Guard: New Sub M Gu idance Documents

T three guidance documents in May

July 2021 II Marine Log 13

Offshore Wind Revenues May Be Sent to Coastal States

C enues generated from offshore

14 Marine Log // July 2021

July 2021 // Marine Log 15

16 Marine Log // July 2021

Service stations on all 3 U.S. Coasts. 17 highly skilled and

SIMPLEX AMERICAS 24/7/365 Services

July 2021 II Marine Log 17

18 Marine Log // July 2021

W newbuilding and repair

July 2021 / / Marine Log 19

20 Marine Log // July 2021

July 2021 // Marine Log 21

22 Marine Log // July 2021

F venting corrosion is a critically

Primer Pitfalls Allow Corrosion

July 2021 // Marine Log 23

24 Marine Log // July 2021

W series of columns about

solar, fuel cells, and combustion engines.

1i" Rea lity:

July 2021 // Marine Log 2S

26 Marine Log // July 2021

Biden to Nominate Del Toro as Secretary of the Navy

July 2021 // Marine Log 27

SEWARD, ALASKA- BASED MAJOR

28 Marine Log // July 2021

Viega Fittings Earn Navy Approval

SUPPLIER OF CLEAN ENERGY SOLUTIONS

ENGINEERS & ARCHITECTS

Crane Barge + Liebherr LH M 600 .,