M arine

The Information Authority for the Workboat • Offshore • Inland • Coastal Marine Markets
Volume 35 • Number 10

News OCTOBER 2024

www.marinelink.com

REPAIR &
CONVERSION
Breathing New Life
Offshore Energy
Feedering for the Win(d)

Electrification
Getting Real on Cost

US Elections
Results Have Major
Maritime Implications
Contents Marine News October 2024 • Volume 35 Number 10

Features

Vineyard Wind
26 Feedering for the Win(d)
By necessity, U.S. tug and barge spreads are 26
supporting foreign installation vessels in the build-
up of America’s growing offshore wind industry.
By Rhonda Moniz

32 OSVs Gain New Life

Faced with an aging fleet, the Woods Hole,
Martha’s Vineyard and Nantucket Steamship

Alabama Shipyard
Authority has turned to converted offshore
support vessels (OSV) to breathe new life into
its ferry operations.
By Eric Haun 32
4 Editor’s Note Vessel Electrification 36 Tech File:
By Michael Complita, EBDG Deck Machinery & Cranes
6 Authors
18 Navigating a Safe Future 38 Vessels
8 By the Numbers: Protecting People and the
Ferry Funding Marine Environment 42 People & Company News
By Kevin Williams, NOC
10 Insights: Lane Richards, 43 Products
20 Anchoring America’s Energy Future
VP of Service Sales, Nichols
The Vital Role of Offshore Energy 44 Editorial Calendar
Brothers Boat Builders and By Erik Milito, NOIA
Everett Ship Repair
By Eric Haun 23 Washington Watch 46 Classified Advertising
An Election Awash with
16 High Voltage, High Cost 48 Advertisers Index
Maritime Implications
Economic Challenges of By Jeff Vogel, Cozen O’Connor

On the Cover
Alabama Shipyard is currently converting a third offshore support vessel
into a passenger and freight ferry for the Woods Hole, Martha’s Vineyard
and Nantucket Steamship Authority.
(Photo: Alabama Shipyard)

2 | MN October 2024
Marine News October 2024 Volume 35 Number 10 Marine News
Editor’s Note (ISSN#1087-3864) (USPS#013-952)

New York: 118 E. 25th St., New York, NY 10010

tel: (212) 477-6700; fax: (212) 254-6271
Admittedly, “the media”, including the www.marinelink.com
maritime trade press, tends to devote much
CEO
of its focus to the latest and greatest. New John C. O’Malley • jomalley@marinelink.com
and shiny objects—novel designs, equip- Publisher & Editorial Director
ment innovations and vessel deliveries—of- Greg Trauthwein • trauthwein@marinelink.com

ten dominate the headlines. These things Editor

Eric Haun • haun@marinelink.com
are important, undoubtedly, especially in Tel: 212-477-6700
the context of the industry’s perpetual drive
Contributing Writers
to improve safety, efficiency and profitabil- Robert Kunkel, Rhonda Moniz, Barry Parker, Jeff Vogel
ity, but there’s much more to consider in PRODUCTION
Eric Haun, Editor, the broader picture. Production & Graphics Manager
Nicole Ventimiglia • nicole@marinelink.com
haun@marinelink.com Equally as important, if not more so,
are efforts to make best use of the fleets
SALES
already on the water, whether through Vice President, Sales & Marketing
Terry Breese • breese@marinelink.com
performance-boosting upgrades or conversions that breathe new life into Tel: 561-732-1185 Fax: 561-732-8414
existing assets. Great examples of this can be seen every day at ship repair
yards across the U.S., where vessels are routinely overhauled to maximize Advertising Sales Managers
Lucia Annunziata • annunziata@marinelink.com
their useful life. While these projects are rarely glamorous or exciting*, their Tel: 212-477-6700 ext 6240 Fax: 212-254-6271
significance is immense.
John Cagni • cagni@marinelink.com
In this issue, I’m excited to share several stories highlighting this theme. We Tel: 631-472-2715
begin with a conversation with Lane Roberts of Nichols Brothers Boat Build- Frank Covella • covella@marinelink.com
ers and Everett Ship Repair in the Pacific Northwest. This edition also show- Tel: 561-732-1659 Fax: 561-732-8063

cases a series of OSV conversions at Alabama Shipyard, which will produce Mike Kozlowski • kozlowski@marinelink.com
Tel: 561-733-2477 Fax: 561-732-9670
“new” passenger and freight ferries for the Woods Hole, Martha’s Vineyard,
and Nantucket Steamship Authority. Gary Lewis • lewis@offshore-engineer.com
Tel: 516-441-7258
*I find ship repair exciting, but I’m unusual.
CORPORATE STAFF
Manager, Marketing
Mark O’Malley • momalley@marinelink.com

Accounting
Esther Rothenberger • rothenberger@marinelink.com
Tel: 212-477-6700 ext 6810

Manager, Info Tech Services

Vladimir Bibik

CIRCULATION
Kathleen Hickey • k.hickey@marinelink.com
Tel: 212-477-6700 ext 6320

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4 | MN October 2024
Contributors Marine News October 2024 • Volume 35 Number 10

1 2 3 4

5 6 7 8
1 Michael Complita, 5 Rhonda J. Moniz
PE, PMP, is principal in charge and VP of strategic ex- is an expert in diving technologies, underwater forensics,
pansion at naval architecture and marine engineering and subsea systems, with a career spanning scientific div-
firm Elliott Bay Design Group. He has more than 30 ing, ROV/AUV piloting and underwater exploration
years of maritime industry experience. and conservation. She is also a seasoned journalist, film-
maker and podcast host.
2 Robert Kunkel,
president of Alternative Marine Technologies and First 6 Barry Parker
Harvest Navigation, served as the Federal Chairman of bdp1 Consulting Ltd provides strategic and tactical
of the Short Sea Shipping Cooperative Program under support, including analytics and communications, to
the DOT’s MARAD from 2003 until 2008. He writes businesses across the maritime spectrum. He is a free-
regularly for Marine News. lance writer and regular contributor to this magazine.

3 Edward Lundquist 7 Jeff Vogel

is a retired naval officer who writes on naval, maritime, is a shareholder in Cozen O’Connor’s Transportation &
defense and security issues. He is a regular contributor Trade Group. He focuses his practice on strategic and op-
to Maritime Reporter & Engineering News, Marine News erational matters affecting the United States maritime in-
as well as Marine Technology Reporter. dustry and on government contracts across all industries.

4 Erik Milito, 8 Kevin Williams

a veteran energy industry association executive, is has more than 25 years’ experience in the maritime indus-
president of the National Ocean Industries Association try, starting as a cadet, working at shipping and dredging
(NOIA), a trade group representing America’s offshore companies before joining NOC. He also has a business
energy industry. degree and a degree in engineering and management, is
a chartered engineer with the Naval Institute and is cur-
rently doing a MSc in Sustainable Maritime Operations.

6 | MN October 2024
www.marinelink.com MN | 7
By the
Numbers
US Awards Nearly $300 Million
to Support Ferry Upgrades
The U.S. Department of Transportation’s Federal Tran- “This historic funding for FTA’s Ferry Programs will en-
sit Administration (FTA) has unveiled nearly $300 million hance ways for people to travel by water,” said FTA Act-
in grants from President Biden’s Bipartisan Infrastructure ing Administrator Veronica Vanterpool. “We applaud ferry
Law aimed at transforming and expanding ferry systems agencies for taking the big step toward electrification, in-
across the United States. This substantial investment will creasing reliability, and bringing their aging ferry systems
support the modernization of ferry services, which are vital into a state of good repair.”
for millions of Americans. The funding is divided among three competitive grant
Each year, ferries facilitate approximately 56 million programs:
trips nationwide, playing a crucial role in transporting • FTA’s Ferry Service for Rural Communities
people and goods, bolstering local economies, and provid- Program: Allocates $194 million to four projects
ing essential connections for communities with limited in two states to improve ferry services in rural areas.
transportation options. • FTA’s Passenger Ferry Grant Program:
“Ferries serve Americans who depend heavily on this form Provides $56.3 million to eight projects in seven
of transit because of where they live—and the Biden-Harris states for new ferry services, and the repair and
Administration is making sure people have access to more modernization of vessels, terminals, and facilities
reliable, cleaner ferry service,” said U.S. Transportation Sec- in urban areas.
retary Pete Buttigieg. “These funds will make it easier for • FTA’s Electric or Low Emitting Ferry Program:
Americans to move about their day while also protecting the Grants $49 million to six projects in five states for
rivers and waterways they depend on economically.” the acquisition of electric or low-emission ferries,
The FTA’s grants will support 18 projects across 14 promoting cleaner alternatives and energy
states. These initiatives will focus on various improve- storage systems.
ments, including the replacement of outdated vessels with The projects selected for funding were chosen from 43
electric ferries that cut greenhouse gas emissions, expan- eligible proposals totaling $638.7 million in requests. This
sion of ferry fleets, and the construction of new terminals funding, part of the largest investment in public transit in
and docks. Notably, eight of the funded projects will ad- U.S. history, is set to enhance ferry services, modernize ag-
vance environmentally friendly propulsion technologies, ing infrastructure, and promote low-emission technologies
such as electric ferries and charging infrastructure. across the country, the FTA said.

FTA Ferry
State Project Sponsor Project Description Amount
Program
The Alaska Department of Transportation & Public Facilities will receive funding to install
Alaska Department of
sys-tem-wide wireless connectivity to its ferry ves-sels to allow access to the internet
Alaska Transportation & Public Rural Ferry $5,000,000
between ports. The project will enhance the travel experi-ence for customers and improve
Facilities (DOT&PF)
operational efficiency for the entire ferry system.
The Alaska Department of Transportation & Public Facilities will receive funding to build
Alaska Department of
a new ferry to replace a 60-year-old vessel. The new ferry, which will feature a diesel-
Alaska Transportation & Public Rural Ferry $106,418,096
electric propulsion system, will serve rural southwest Alaska, improving service, reducing
Facilities (DOT&PF)
greenhouse gas emissions, and preserving a vital transit life-line.

8 | MN October 2024
 The Alaska Department of Transportation & Public Facilities will receive funding to improve
Alaska Department of
operations on the Alaska Marine Highway Sys-tem, which runs 3,500 miles and serves more
Alaska Transportation & Public Rural Ferry $66,050,400
than 30 communities with limited transporta-tion options. The federal support will add service
Facilities (DOT&PF)
to remote communities and improve the condi-tion and quality of passenger ferry service.
The Golden Gate Bridge Highway and Transpor-tation District will receive funding to buy a new
Golden Gate Bridge, Highway Electric/Low- low-emission ferry to replace an older vessel nearing the end of its useful life. The new ferry
California $4,900,000
and Trans-portation District Emitting will reduce emissions, enhance service and relia-bility for passengers, and relieve congestion
on Bay-area roads by providing a viable alternative to congestion.
The San Francisco Bay Area Water Emergency Transportation Authority (WETA) will re-
San Francisco Bay
ceive funding to build two, new electric ferry vessels to support the agency's emission
Area Water Emer-gency Electric/Low-
California free ferry ser-vice between downtown San Francisco, Treasure Island and Mission Bay. $11,514,000
Transporta-tion Authority Emitting
The project will reduce congestion and provide fast, clean, and reliable ferry service to
(WE-TA)
growing neighborhoods with limited street access.
The Delaware River Bay Authority will receive funding to buy a new diesel-hybrid ferry
Delaware River and Bay Electric/Low- to re-place a vessel originally built in 1981 as part of daily transit services on the Cape
Delaware $20,000,000
Authority Emitting May-Lewes Ferry route. Upgrading to a hybrid vessel will provide more environmentally
sustainable ferry service between Cape May, NJ and Lewes, DE.
The Jacksonville Transportation Authority will receive funding to buy a new diesel hybrid-
electric ferry to provide service between the city of Jacksonville and surrounding com-
Jacksonville Trans-portation Passenger
Florida munities. The new vessel will reduce greenhouse gas emis-sions, promote environmental $15,600,000
Authority Ferry
sustainability and provide a seamless, safe, reliable, and efficient connection for residents
and visitors to north-east Florida, including rural Nassau County.

Chatham Area Transit will receive funding to buy new electric charging stations to support
Electric/Low-
Georgia Chatham Area Transit its Sa-vannah Belles Ferry fleet. The project will im-prove the efficiency of the fleet, including $691,000
Emitting
two new diesel-electric hybrid vessels that are ex-pected to join the fleet later this year.

The Rock Island County Metropolitan Mass Transit District (MetroLINK) will receive funding
Rock Island County to buy a new a battery-electric ferry, charging equipment to support a zero- emission ves-
Electric/Low-
Illinois Metropolitan Mass Transit sel along the Mississippi Riverfront, and to make land-side improvements. The project will $8,000,000
Emitting
District (Me-troLINK) im-prove service, reliability, and state of good repair and improve air quality for passen-
gers taking the ferry across the Mississippi River between Illinois and Iowa's Quad Cities.
The Plaquemines Port Harbor & Terminal District (PPHTD) will receive funding to replace
two ferry landing barges on the Belle Chasse-Scarsdale evacuation route as well as a
Plaquemines Port Harbor & Passenger
Louisiana maintenance barge. The project will improve safety and gen-eral state of repair as the $4,732,022
Terminal District (PPHTD) Ferry
PPHTD provides vital east-west ferry service for Plaquemines Parish residents and com-
muters from St. Bernard and Jefferson Parishes.

The city of Quincy, MA, in partnership with the Massachusetts Bay Transportation Authority
Massachusetts Bay (MBTA) will receive funding to modernize the Squantum Point Park Ferry Pier with a new pier,
Massa- Passenger
Transportation Au-thority/City float and ramp system. The project aims to en-hance regional maritime transportation, con- $4,224,246
chusetts Ferry
of Quincy MA necting Quincy, Boston, Milton, Weymouth, Braintree, and other communities to downtown
Boston's employment, healthcare and other services.

Anne Arundel County will receive funding to buy electric vessels to initiate new ferry
Anne Arundel County, Electric/Low- service be-tween Annapolis, the city of Baltimore and Mat-apeake Park. The proposed
Maryland $3,895,000
Maryland Emitting service would ac-commodate workers, residents and visitors and use existing port facili-
ties at all three locations.

The Maine Department of Transportation will receive funding to modernize rural ferry
termi-nals in the towns of Lincolnville and Islesboro that were originally built in 1959. This
Maine Department of
Maine Rural Ferry project will provide the infrastructure needed to sup-port the future operation of a new $16,568,000
Transportation
hybrid elec-tric vessel that will service these communities. The improvements will include
expanded dock-ing space for safe and efficient boarding and charging equipment.

New Jersey Transit will receive funding to install new equipment that will build resilience
New Passenger at the New York Waterway Weehawken Ferry Mainte-nance facility. The wave attenuator
NJ TRANSIT $6,328,309
Jersey Ferry will play a critical role in preventing waves, high tides and floods from harming vessels
and impacting ser-vice.
County of Suffolk, NY, Passenger Suffolk County, in partnership with Cross Sound Ferry Services, will receive funding to mod-
New York $1,120,000
Department of Public Works Ferry ernize its ferry terminal to maintain passenger safety and ensure a state of good repair.

The New York City Department of Transporta-tion will receive funding to improve its
New York City De-partment of Passenger
New York mainte-nance capabilities at its Staten Island Ferry St. George Terminal. The funding will $5,750,000
Trans-portation Ferry
enhance pas-senger safety and improve state of good repair.

The Virginia Department of Rail and Public Transportation will receive funding to modern-
Virginia Department of Rail Passenger
Virginia ize the passenger ferry slips at its Jamestown Scot-land Ferry Facility to maintain pas- $5,048,650
and Public Transportation Ferry
senger safety and ensure a state of good repair.
Kitsap County Pub-lic Kitsap Transit will receive funding to buy a new ferry to replace an older vessel that operates
Washing- Passenger
Transportation Benefit Area between Kingston, WA and downtown Seattle. The project will improve service and reliability $13,500,000
ton Ferry
Au-thority on a critical route to jobs, schools, doctors, and other essential services.

www.marinelink.com MN | 9
 Q
Insights

Lane
A
Richards
&
VP of Service Sales,
Nichols Brothers Boat Builders and Everett Ship Repair
Lane Richards has worked in the maritime industry for 22 years. He
began his career in the trades prior to a successful transition to project
management and various sales management roles.
After a short but successful stint at Nichols Brothers Boat Builders,
Richards transitioned to head up the commercial sales effort at Puglia
Engineering’s Fairhaven Shipyard prior to returning to Nichols Brothers in
2019. There he began work with their team in planning and subsequently
standing up a dedicated repair yard on the Everett waterfront. Presently he
is focused on business development and strategic growth initiatives for both
Nichols Brothers and Everett Ship Repair as VP of Service Sales.
By Eric Haun

10 | MN October 2024
 Q&A
How has Everett Ship Repair evolved and ex-
panded its operations since opening in 2019?
Will you please give an overview of its current
facilities, equipment and capabilities?
ESR started out with a dry dock, its dockmaster and
a handful of folks and borrowed equipment from sister
company, Nichols Brothers. As we close in on five years
of operations, we’re 120+ heads strong with two dry
docks, a fully outfitted yard and an expanding footprint
within the Port of Everett. The previous tenant that op-
erated a yard only had about 500 feet of waterfront and
three or four acres of uplands. When we leased the site,
the existing footprint was not sufficient as our dry dock
was too large to operate where the previous dock sat, so
the port included the north side of Pier 3 as part of our
footprint. Today we have access to the south side of Pier
3 (800 feet long with deep water) as well as the 900 feet
of waterfront at the port’s newly minted Norton Termi-
nal for in-water service work.
Thanks to the award of a few small shipyard grants
and investment from our ownership, we have brand new
air compressors, UHP Waterjets, rolling stock and crane
capacity, along with every shop and associated equipment
All photos courtesy Everett Ship Repair you’d expect to find in a repair yard. Our large drydock
is 436 feet (loa) by 110 feet in between the walls and is
What motivated you to pursue a career in the rated at about 8,000 tons lifting capacity. The smaller
maritime industry? dock is 220 feet (loa) by 62 feet between the walls and
My dad built boats for just shy of 50 years, and I grew about 2,000 tons of lift.
up down the road from the yard where he spent the first
38 of those years. The comradery and work ethic at that How is the company investing—in technology,
place were strong. facilities, people, etc—to ensure future success?
I remember any time our dog went missing I’d go down We are currently looking at robots that work with our
to the yard and find her wandering around looking for blasting equipment to improve production rates and in-
him. For the most part, the yard crew knew me (and my crease safety in surface prep, automated welding equip-
dog) and if anyone saw me hanging out at the gate they’d ment and exploring laser ablation. Additionally, we just
send the dog up. I was in grade school with a lot of the commissioned a few new machines in our machine shop
other guys’ kids, and whether I was on summer break tak- and are looking at green energy initiatives like broad pow-
ing my dad lunch, or running around one of the new boats er monitoring for identify opportunities to reduce carbon
that had just been launched with a bunch of other shipyard footprint in our operations.
kids during a christening party, it just felt like a big family. However, the biggest investments that we have been
Shortly after high school I went to work for a supplier in making for the past couple of years are in our people and
the industry, and after about 12 years with that company processes. For a young yard that has grown fast, there is
I got an opportunity to work for a shipyard. I’ve loved this plenty of low hanging fruit in this area. Simply put, it is
industry from an early age, and in my opinion, the future smart, hard-working people that are all rowing in the same
is bright for anyone willing to put the work in. direction, to the same drumbeat that are going to take us

www.marinelink.com MN | 11
Insights
to the next level. We were recently lucky to have hired a How much of Everett Ship Repair’s workload
new general manager, Jon Shaton. Jon is a Navy veteran is commercial vs government projects, and
and has worked in commercial and government ship repair how does this balance shift? Where do you see
and new construction on every U.S. coast. His last stop greatest opportunity going forward?
was building frigates on the Great Lakes and he possess all In the first couple years of operation, we had to continu-
of the tools and knowhow to guide the yard in the direc- ally remind ourselves to “walk before we run”. But as we
tion we need to go. We have a talented group of project rounded our second year in business, the complexity of
managers, admin support, production management and work began to ramp up along with our capabilities. While
crafts people that continue to up their game as we grow. we are still probably heavier on commercial work, we just
The apprenticeship program we run in concert with our had an MSC ship on our pier for in-water service and cur-
sister yard, NBBB, feeds us a steady stream of young, hun- rently have a Navy Caisson in dock. We’d like to see a bit
gry up and commers. more government work in the yard, but our commercial
Our recently approved Master Ship Repair Agreement customers have always been and will continue to be critical
(MSRA) with the U.S. Navy, which governs process and to our business. We are confident that we can succeed in
facility standards, coupled with our various workforce de- this balanced approach, and we have a plan for executing
velopment initiatives has us positioned well to continue this mix with eyes wide open to the importance of how we
and expand on a path of rapid growth. segregate these business lines.

Photo courtesy Everett Ship Repair

12 | MN October 2024
www.marinelink.com MN | 13
Insights
In the short term, we see opportunities to support both advancements, but I believe the advantages in higher value
commercial and government customers with the addition to our customers, quality of life for our trades people and
of deepwater pier space as well as remote work at Naval the shipyards bottom line are only going to increase in the
Station Everett. We are watching NSE’s growth closely and coming years and decades.
believe that our proximity to the base and strong value
proposition rooted in commercial ship repair positions us What are the biggest challenges currently fac-
well to support the government as the number of ships ing the Everett Ship Repair, or even the ship
grows there in the coming years. repair industry in general, and what is the com-
pany doing to address these challenges?
How are recent technological advancements For most businesses employing blue collar trades, ship
impacting the ship repair industry? Are ad- repair included, the biggest challenge is finding the people
vances in areas such as digitalization and auto- willing to do the work. We address this issue in many ways,
mation, for example, having any impact? but namely through engaging with the numerous work-
While ship service, repair and major conversions have force development organizations in the Puget Sound area,
always and will always rely on skilled trades people, digita- our own in-house apprenticeship program, paying com-
lization and technological advancements certainly provide petitive wages and generally providing an environment
advantages. As front-end planning has evolved from physi- which enables rapid upward mobility to employees in a
cal templates and drafting tables to CAD and 3D scans of positive, forward thinking and operating environment.
existing structures, the improvements in a shipyard’s abil-
ity to detail out every aspect of a job has advanced by leaps As ESG continues to grain greater focus across
and bounds. If you fail to plan, you plan to fail. all industries, what steps is Everett Ship Repair
Out on the dock floors, our trades people are learning taking to promote sustainability and reduce en-
to run robotics, and by doing so, are reducing injuries and vironmental impact?
improving quality and efficiencies. As the youngest shipyard on the US West Coast, regu-
Yes, there has been positive impacts from technological lated by the stringent Washington State Department of
Ecology along with the latest regulations
administered by federal EPA/Clean Air we
are likely one of the cleanest yards on the
waterfront. Regulators will, over time, get
some of the older legacy yards/permit hold-
ers up to snuff, but we have, from day one,
been set up to meet a higher bar regarding
ESG when compared to our competitors.

Can you share a recent success

story or project that exemplifies
your company’s capabilities?
While I do not comment on specific
customers or vessel names, it always feels
good to deliver projects early and under
budget. We recently did this on a complex
project for a large fishing vessel owner as
well as an early delivery for a major ferry
operator with a pressing need to get their
vessel back in service.
All photos courtesy Everett Ship Repair

14 | MN October 2024
www.marinelink.com MN | 15
Column
Electrification
High Voltage, High Cost:
The Economic Challenges of Vessel Electrification
By Michael Complita, PE, Principal in Charge & VP Strategic Expansion, Elliott Bay Design Group

Over a half-billion gins with a discussion to explore together the approach that
will best meet their needs and budget. In our experience,
(yes billion) dollars of seemingly free money is being offered the following are essential questions that every operator
by the Federal Transit Authority through 2026 to update should consider when evaluating an electrification grant:
and expand passenger ferry service across the United States. • How much are you willing to spend out of pocket?
Additionally, significant funding is available specifically for Grant funding typically requires a “cost share”. In other
construction or conversion to electric propulsion. Whether words, you will need to put some skin in the game. De-
you are a public or private operator, this may seem like a pending on the program this can be 50% or more of the
once-in-a-lifetime opportunity to upgrade your fleet, and total construction cost. It is not uncommon for a grant
since someone else is paying for it, surely it makes sense to funded electrification project to end up costing the owner
embrace the trend toward battery power. Before you com- significantly more out of pocket than self-funding a similar
mit, buyer beware that free money comes with a cost, and vessel powered by modern clean diesel.
electrification will undoubtedly be very expensive. • Have you considered the shoreside infrastructure
Over the past decade, Elliott Bay Design Group (EBDG) you will need to charge your new vessel? An electric ferry
has supported operators on dozens of electrification and hy- will typically run 30 to 60 minutes on a full charge. As such,
bridization projects ranging from tour boats and small pas- it will need to be recharged between each trip. To “fast-
senger-only harbor ferries to the nation’s largest passenger charge” during a normal unloading and reloading cycle will
vehicle vessels. We work closely with our clients to ensure require a high-capacity charging system including large and
they understand both the pros and cons of electrification expensive components on the dock to manage the power
and potential grant funding options. Each new project be- transfer. Permitting and installation of this equipment will

© George Cole / Adobe Stock

16 | MN October 2024
 Column
Electrification
add 30% or more to the total project cost. Charging time State Ferries is in the process of revising both the design
may also require changes to your current scheduling. and their contracting approach to close the budget gap
• Does your local power grid have capacity? Many on the nation’s largest electrified passenger vehicle ferries.
routes well suited to electrification have been stymied by Projects in both the Gulf and Northeast Regions are also
the lack of available grid capacity. Power providers may moving ahead based on recent budget validation.
also be unwilling to invest in the additional infrastructure Through thoughtful planning and careful consideration
necessary to meet your vessel’s demand. of the total cost including shoreside charging infrastruc-
• Have you factored in the “fuel” cost? A gallon of ture, on-shore battery energy storage and modern vessel
diesel costs the same regardless of what time of day you propulsion technologies, electrification is a viable and en-
burn it. In regions with surge power pricing models, peak vironmentally considerate option for many ferry opera-
energy cost hours are also usually peak ferry operating tions. Other options that should be given equal consider-
hours. Though an electric ferry won’t require fuel in the ation before beginning any newbuild or conversion project
conventional sense, you may ultimately not see a signifi- include hybrid systems and state-of-the-art advancement
cant reduction in operating cost. in clean diesel emissions reduction. Before committing to
• Do you have the budget for a grant writer? A suc- any approach, it is also important to understand and con-
cessful grant pursuit will likely require a significant invest- sider the true cost of seemingly free money.
ment of both time and money up front and there is no
guarantee that your application will be selected. If you are
successful, you will also need to be prepared to invest ad-
ditional effort over the course of construction to document
and apply for progress payment.
• Other long-term cost considerations include spares
and maintenance for both the vessel and dock side systems,
battery bank replacement and crew training.
The appeal of a quiet, clean and efficient new electric
boat at little to no out-of-pocket expense is universal, and
most short-run ferry and tour routes are ideal candidates
from a technical perspective. In reality, when all factors are
considered, integrating an electrified power system can in-
crease the costs as much as two or more times compared
with a conventional diesel-powered vessel. As an example,
a new build electric ferry project in the Pacific Northwest
was put on hold earlier this year due to a projected short-
fall of approximately $13 million in total program budget
based in part on shipyard bids for vessel construction ex-
ceeding the anticipated cost of $26.6 million. Additionally,
a regional operator EBDG is working with is reconsidering
a conventional diesel replacement despite their desire for
an electric boat based on similar funding concerns.
In other cases, an electric or hybrid system is an ideal
alignment of both need and resources. In California, new
regulations require all short-run ferries to be electrified by
2026 and operators are leveraging significant additional
State level funding to support their transition. Washington

www.marinelink.com MN | 17
Column
Sustainability
Navigating a Safe Future
for Us and Our Marine Environment
By Kevin Williams, Head of Research Ships Engineering at the UK’s National Oceanography Centre

Navigating our oceans safely risk to island communities from rising sea levels and more
is always at the center of our maritime operations, wheth- extreme weather events, resulting from climate change.
er it’s while deploying instrumented moorings, weighing As an institute, we’re here to understand these complex
up to tens of tons and measuring multiple kilometers in dynamics to help protect the ocean and its ability to con-
length, or working in remote, ice-packed regions. tinue to sustain us, whether that’s as a route for more than
World Maritime Day 2024 (September 26) – 50 years 90% of global trade, as a major source of food or as the
since the SOLAS convention was adopted – is reflecting engine of our climate systems.
on how we continue to navigate a safe maritime future. It’s It’s a wider challenge that all in the maritime sector face
a course we need to chart together, as an industry. as we seek to reduce the environmental impact of our ves-
As a research organization focused on understanding and sels and vessel systems.
protecting our ocean, a key part of that safe maritime fu- At the National Oceanography Centre (NOC), we’ve
ture is keeping the environment we operate in safe. Coming a goal to have net zero emission operations by 2040, 10
from a small British island, St Helena, I’m very aware of the years ahead of wider UK net zero goals. It’s a tough chal-
lenge but one that we’re keen to tackle.
In collaboration with the UK’s Natural Environment
Research Council (NERC), we’ve been conducting trials of
hydrotreated vegetable oil (HVO) as an alternative fuel for
our two research vessels, the RRS James Cook (delivered
2006) and the RRS Discovery (delivered 2013).
The fuel we use is a major part of our carbon footprint.
But there are challenges to finding alternatives. One is cost.
HVO is a great alternative to the low sulphur marine gas oil
we otherwise (LSMGO) use. It’s one of the more stable bio-
fuels under the conditions we operate in, which range from
high temperature regions to the Arctic. HVO, by the way it is
processed, removes moisture and, therefore, reduces bacteria
growth, so it doesn’t degrade over time. It’s also a “drop in”
fuel, so we don’t need to alter our engines at all. While there’s a
small drop in calorific value, we have found it to be negligible.
But HVO costs substantially more than the LSMGOs
we otherwise use. We’re talking almost three times as much.
There’s also a wider challenge. We’re a small part of the
global maritime fleet, one which is more likely to dock in a
remote port like Punta Arenas or Nuuk in Greenland than a
National Oceanography Centre

18 | MN October 2024
 Column
Sustainability
major hub where alternative marine fuels are more available. itations on what we can do, which is another challenge
That lack of access to infrastructure is a challenge that many others face.
limits our ability to use these fuels. We have been able to Of course, it’s not just all about our ships and maritime
take on HVO in Aberdeen, Scotland, as well as via pipeline operations. Across our wider organization, other initiatives
and other locations by road tankers but for our next UK include converting the roof of our Southampton site to
visit, which will be to Southampton, we have had to con- Zinc, enhancing the energy efficiency of the building, us-
sider options including, again, road tankers to get the fuel ing 100% recyclable materials, increasing the number of
to us or a bunker barge to bring it round from the Thames. electric car charge points, improving the efficiency of our
In addition to that, there are a number of alternative fuel laboratories and gaining IOS14001 environmental man-
options – LNG, ammonia, methanol, hydrogen – but no agement accreditation.
clear indication which will prevail, this again limits what is Overall, we have a commitment to sustainability and
available where. These fuels are also for retrofits or new builds. environmental responsibility and we are fully committed
We’re also looking at a hybrid battery solution which to the journey we are on to decarbonize shipping, under-
would enable us to run on just one engine efficiently, at, for pinning how we operate in a way that’s safe towards the
example 90% load, instead of two at 60%, while holding environment we aim to help preserve.
station using dynamic positioning and performing science
activities. Running one engine would reduce the fuel load,
increase the time between engine overhauls for the less
used engines, and reduce component wear as the engines
would be running at a more optimal load. When we’re de-
livering more power than we need, that excess power can
then be banked back into our batteries in a virtuous cycle.
To install batteries comes with challenges, one being
finding the space for them and the second being their
weight and how that impacts stability. Our studies so far
suggest it’s feasible.
However, long-term certainty over our ability to invest
and what we invest in, whether that’s types of fuel or al-
ternative power sources, are challenges that we and many
– including those with the ability to build refueling infra-
structure – face in this environment.
It’s not just hardware that impacts our footprint. Marine
planning, or where we go and when, can also help. We
look at our science expeditions and make sure we have few-
er stops between them, that one ends where another can
start, but also weather routing, so we’re more efficient and
the ship is concentrating on science days not transit time.
There are other quick wins we’ve already taken, like
converting to LED lighting onboard, using frequency con-
verters to reduce load use on items like pumps, and even
having bicycles on board that staff can use when dockside
for lower-footprint travel. The science teams also ensure
freezers and laboratories are turned off when not in use.
But with vessels that are 10-15 years old, there are lim-

www.marinelink.com MN | 19
OpEd
Offshore
Anchoring America’s Energy Future:
The Vital Role of Offshore Energy
Amidst sensational headlines oil and gas lease sale in the Gulf. Only three lease sales are
and questionable policy decisions from Washington, D.C., scheduled over the next five years.
the U.S. offshore energy sector stands resilient. This vital in- These policy decisions are inconceivable given the Gulf ’s
dustry not only powers our nation with reliable energy but role as a wellspring of stable, affordable and lower-carbon
also enables hundreds of thousands of jobs across all 50 states energy that drives economic growth and generates billions
and strengthens national security. From the Gulf of Mexico to in government revenues.
the burgeoning offshore wind farms along the East Coast, the The recent ruling by the U.S. District Court for the
resilience and innovation of this sector are critical to driving District of Maryland, siding with environmental activists
economic growth and ensuring our nation’s energy security. against the Gulf of Mexico Biological Opinion (BiOp),
The Gulf of Mexico has long been a cornerstone of U.S. poses significant challenges. By vacating the BiOp effective
offshore oil and gas production, recently safely producing December 20, 2024, the court has nullified a crucial regula-
close to 2 million barrels of oil per day with a small foot- tory framework, potentially leading to potential permitting
print. Yet, recent developments from Washington have cast slowdowns, operational delays and overwhelmed agencies.
a shadow over the region. This decision could open the door to an unpredictable
2024 marks the first year since 1958 without an offshore regulatory environment, deterring investment and jeopar-

Chevron

20 | MN October 2024
dizing economic growth, tax revenues
and jobs. Without an active BiOp,
nearly every permit or plan would re-
quire individual Endangered Species
Act (ESA) consultations, which could
significantly slow down, and poten-
tially halt, the process.
Additionally, it risks increasing en-
ergy prices and forfeiting geopolitical
advantages to countries like Russia
and Iran by limiting domestically pro-
duced energy.
Industry is also closely watching
the anticipated December 2024 re-
lease of the expanded Rice’s whale
critical habitat. Previous attempts to
bypass regulatory processes and limit
public input have cast doubt on this
decision, supported by incomplete
and flawed science.
The designation could reintroduce
mitigation measures that harm en-
ergy, industrial, commercial and every
marine activity in the Gulf of Mexico
without providing meaningful protec-
tion for the whales. These restrictions
could also impact ships bringing fuel
to Florida’s Gulf Coast, cargo ships
from Houston and food exports from
the Mississippi, disrupting vital sup-
ply chains and economic activities.
Despite these challenges, the Gulf
of Mexico continues to innovate and
produce the energy that lifts society.
New projects in the deepwater Gulf
are advancing with groundbreaking
techniques. Chevron’s Anchor proj-
ect, which achieved its first oil in Au-
gust 2024, exemplifies the industry’s
commitment to innovation, safety,
and efficiency. As the first deepwater
high-pressure development to begin
production, Anchor uses 20,000-psi
subsea technology to tap into reser-

www.marinelink.com MN | 21
OpEd
Offshore
voirs at depths of 34,000 feet. built, owned and crewed offshore wind service operations
This achievement required the collaboration of numer- vessel (SOV), constructed by Edison Chouest. This vessel
ous companies. For instance, Chevron contracted Trans- will play a pivotal role in the operation and maintenance
ocean’s newly built Deepwater Titan, an eighth-generation of wind farms, serving as a base for technicians and equip-
drillship, to drill and complete the project’s subsea high- ment. Built by over 600 workers across shipyards in Loui-
pressure production wells. The Deepwater Titan and its siana, Mississippi and Florida, and sourcing components
sister ship are the first rigs in the world equipped with a from 34 states, the ECO Edison exemplifies the significant
1,700-ton hoisting system, a 20,000-psi well control sys- financial investments and collaborative efforts driving the
tem and a 10,000-psi mud system. U.S. offshore wind industry forward.
Other frontier HPHT projects, like Beacon Offshore Furthermore, there is an additional pipeline of more than
Energy’s Shenandoah Project and bp’s Kaskida Project, are $14 billion in proposed additional investments to ports, man-
poised to follow and build upon the Gulf region’s impres- ufacturing, vessels, workforce development, and research.
sive resilience and status as a premier global energy basin. As the U.S. gears up for another election cycle, the po-
There has also been progress in developing new offshore litical landscape casts a long shadow over the future of
wind projects in the U.S. The South Fork Wind project, offshore energy. However, offshore energy policy does not
a joint venture between Ørsted and Eversource, is New need to become a contentious issue with debates polarized
York’s first offshore wind farm and the first commercial- along party lines.
scale offshore wind farm in federal waters. With 12 tur- Offshore oil and gas and offshore renewable energy proj-
bines generating 132 MW of renewable energy, South ects offer significant benefits, including job creation, energy
Fork Wind will power approximately 70,000 homes. security, and environmental stewardship and conservation.
While the power generated from offshore wind projects It is crucial for policymakers to recognize the importance of
may be local, the economic significance, including the sup- a stable and supportive regulatory environment for offshore
ply chain, has a national footprint. States like Louisiana, energy. By pursuing federal policies that prioritize all-of-
Texas, North Carolina and Florida have already realized jobs the-above energy sources and enable innovation and invest-
and investments from supporting offshore wind projects. ment in offshore oil and gas and renewable energy, the U.S.
Consider the ECO Edison, the first-ever American- can ensure a lasting and secure energy future.

Ørsted

22 | MN October 2024
Column
Washington Watch
An Election Awash with Maritime Implications
By Jeff Vogel, Shareholder, Cozen O’Connor’s Transportation & Trade Group

With a critical election with no new agreement in sight. ILA’s leadership has made
it clear that their members are prepared to stop work at
fast approaching – in which the Executive Branch, House ports along the East and Gulf Coasts if an agreement is not
and Senate are all up for grabs – it is essential to consider reached before the October 1 deadline.
the election’s potential impact on the maritime industry The potential ILA strike places the Biden Administra-
before heading to the voting booth. tion – and in turn the Democratic nominee, Vice President
Kamala Harris – in a challenging position. As the deadline
Maritime impact on the election approaches, the Administration is increasingly faced with
At the time of writing, we are two weeks away from the question as to whether they will invoke the Taft-Hartley
the expiration of the current six-year master agreement Act. Under the Act, the President can direct the Attorney
between the United States Maritime Alliance (USMX) General to obtain an injunction from federal court, arguing
and the International Longshoremen’s Association (ILA) that the ILA strike could imperil national health or safety.

© rawpixel / Adobe Stock

www.marinelink.com MN | 23
Column
Washington Watch
Under such injunction, the USMX and ILA would be sub- As such, the next Congress – undoubtedly including many
ject to an 80-day colling offer period during which time rookie Congressmen whose views of the U.S. maritime in-
ILA workers would be required to continue working, giv- dustry are unknown – may be tasked with considering the
ing the sides additional time to reach an agreement. Presi- most important maritime support bill since the Merchant
dent Bush invoked the Taft-Hartley Act in 2002, following Marine Act of 1970. It took 54 years support bill of this
an 11-day International Longshore and Warehouse Union magnitude to develop, and another bill of this importance
strike, following the expiration of the union’s master agree- may not develop for another 54 years. As such, this elec-
ment with the Pacific Maritime Association. tion will have lasting impacts for maritime stakeholders, as
Invoking the Taft-Hartley Act is strongly opposed by the bill’s success could lead to a revitalization of the U.S.
the ILA, and would be viewed as an action against labor maritime industry and its failure could result in the in-
union interests. On the other hand, a strike could impact dustry’s continued neglect lamented in the Congressional
the U.S. economy, including the flow of consumer goods, Guidance for a National Maritime Strategy.
depending on how long it lasts. Moreover, a strike would
likely create negative media coverage, and validate voter
perceptions of weakened economy, potentially costing
House and Senate balance of power
Directly related to the consideration of the Senator Kelly’s
Vice President Harris critical votes. As such, the ongoing
bill is the potential rebalancing of power in both chambers
USMX-ILA negotiations have increased in importance,
of Congress. Democrats are seeking to retake control of the
going far beyond the waterfront to potentially impacting
House that they lost two years ago, while Republicans seek
the votes of numerous Americans.
to regain a majority in the Senate for the first time in four
years. Of greatest interest are control of the committees with
A new Merchant Marine Act direct jurisdiction over the maritime industry - the House
In the background of the election is perhaps the most im- Transportation and Infrastructure Committee (House T&I)
portant piece of maritime legislation in the last fifty years. and the Senate Committee on Commerce, Science and
Led by Senator Mark Kelly (D-AZ), the bill aims to re- Transportation (Senate Commerce). Both committees have
build the U.S. maritime industry (literally and figuratively) jurisdiction over the U.S. Coast Guard (USCG), Maritime
through the investment of billions of dollars in U.S. ship- Administration (MARAD), Federal Maritime Commission
building and support for U.S.-flag vessels in international (FMC) and certain aspects of the U.S. Army Corps of Engi-
trade, amongst numerous other provisions. The legislation neers, among numerous other federal agencies.
builds upon the April 2024 bipartisan, bicameral Congres- If the Senate were to flip, Senator Ted Cruz (R-TX),
sional Guidance for a National Maritime Strategy, issued would likely assume the role of Chair of Senate Commerce
by Senator Kelly, Senator Marco Rubio (R-FL), Rep. Mike (assuming he wins reelection). Sen. Cruz’s record of sup-
Waltz (R-FL-6) and Rep. John Garamendi (D-CA-8). In porting the U.S. maritime industry is spotty at best. While
the guidance, the Congressmen asserted that “[d]ecades of he has strongly supported streamlining MARAD’s review
neglect by the U.S. government and private industry has process for deepwater ports, to increase crude oil exports,
weakened our shipbuilding capacity and maritime work- he has advocated for defunding MARAD’s Port Infrastruc-
force, contributing to a declining U.S.-flag shipping fleet ture Development Program, which provides critical federal
to bring American goods to market and support the U.S. funding to improve the safety, efficiency and reliability of
military during wartime.” the movement of cargo through U.S. ports. Similarly, Sen.
Sen. Kelly’s legislation takes direct aim at reversing this Cruz’s record on the Jones Act is concerning, including his
neglect, to help counterbalance the strategic influence of support for an amendment to the Coast Guard Reautho-
the People’s Republic of China in the maritime domain. rization Act of 2019, which would have greatly expanded
While Senator Kelly is looking to introduce the bill in the the availability Jones Act waivers.
current Congress, it is unlikely that any action will be taken If the Democrats seize control of the House, leadership
until after the election in the next Congressional session. of the House T&I Committee is less clear. Ranking Mem-

24 | MN October 2024
ber Rep. Rick Larsen (D-WA-2) may
seek the chairmanship, which would
be welcome news for the U.S. mari-
time industry. Rep. Larsen has been a
staunch advocate for all sectors of the
maritime industry, providing vocal
support for the Jones Act, and critical
support programs, such as the Mari-
time Security Program.

Presidential impact
Of course, any discussion of the
election’s impact would be incom-
plete without consideration of the
next President’s impact on the mari-
time industry. Vice President Harris
received early support from the Seafar-
ers International Union and has been
working steadily to build support from
the rest of the maritime base. Toward
the end of his term, President Trump
similarly courted maritime interests,
as his Administration’s Buy American,
Hire American report issuing before
the election stated that the Jones Act
“helps ensure America has a robust do-
mestic shipbuilding capability, which
is a critical element of our defense in-
dustrial base” and “helps ensure our
nation has a merchant marine work
force sufficient to serve both our com-
mercial and military needs.” However,
the real impact of the next President
on the maritime industry will not be
revealed until they begin the nomina-
tion process, filling critical positions
that impact maritime stakeholders on
a daily basis, such as the Secretary of
Transportation, Secretary of Home-
land Securit, and the U.S. Maritime
Administrator. Accordingly, even when
the election ends, numerous questions
about its ultimate impact on the mari-
time industry will remain unanswered.

www.marinelink.com MN | 25
Feature
Offshore
Vineyard Wind

OFFSHORE:
Feedering for the Win(d)
By Rhonda Moniz

26 | MN October 2024
 Feature
Offshore

W
ith clean energy projects maturing in U.S. and Vineyard Wind have relied on American tug-and-barge
waters, the nation’s offshore wind indus- companies that ferry wind turbine components from U.S.
try is poised to grow substantially, requir- ports, where they’re staged, to WTIVs stationed offshore. For
ing a robust industrial base. A feedering Vineyard Wind, Foss Maritime tugs and barges transported
model using domestic tugs and barges to transport tur- GE turbines to DEME Offshore’s installation vessel.
bines to offshore wind sites, is positioned at the heart of The all-in-one approach being employed in Europe,
this emerging growth. in general, reduces logistical complexities, lowering costs
Currently, the entire global fleet of wind turbine instal- and decreasing onsite installation times. The ability to
lation vessels (WTIV)—except for Dominion Energy’s perform transport and install tasks using a single pur-
Charybdis currently under construction at the Seatrium pose-built vessel creates economies of scale and simpli-
AmFELS yard in Brownsville, Texas—is flagged, owned fies logistics while eliminating the need for multiple extra
and operated outside of the U.S. Because of the Jones Act, vessels and the associated cost.
which limits the transport of marine cargos from U.S. Analysts have said the feedering model, on the other
points to vessels that are domestically built, owned and hand, creates additional logistical challenges and expenses,
crewed, foreign WTIVs are unable to pick up wind turbine and it can even hurt productivity. More vessels are involved
components from shore to install them offshore. in completing a single installation, which can add cost and
During the construction of the United States’ first com-
mercial wind farm off Block Island, the installation ves-
sel used for the project picked up its components from
Canadian ports. In the years since, the feedering model
has emerged as perhaps the best viable method of deploy-
ing America’s offshore wind infrastructure. The model in-
volves a close partnership between U.S. and foreign play-
ers. From U.S. ports, domestic tugs and barges carry wind
turbine components to WTIVs stationed offshore.

US vs. Europe: Cost and efficiency

While there are commonalities between offshore wind
installations in Europe and the U.S., they also differ mark-
edly in regulatory regimes and operational models.
In Europe, where offshore wind has been maturing for
a much longer period of time, installation projects benefit
from integrated vessels that are specially equipped to han-
dle the transport and installation of turbine components
in one go. Instead of having to anchor multiple vessels and
deal with the logistical complexities of a wider spread of
vessels, WTIVs can receive turbines from land and then
install their cargo at sea. European firms have invested in
a large fleet of custom-made WTIVs—primarily built at
Asian yards—to handle the increasing scale and complex-
ity of commercial offshore wind farms.
By contrast, the U.S. offshore wind industry is much
younger and is relatively constrained. To comply with domes-
tic maritime regulations, recent projects such as South Fork
Vineyard Wind

www.marinelink.com MN | 27
Feature
Offshore
reduce overall efficiency. In addition, feeder vessels are it allows WTIVs to remain on-site, maximizing their time
more prone to weather disruptions, present additional risk spent installing components and reducing the idle time wait-
in terms of stability and collisions, and increase the han- ing for parts to be delivered. In addition, under certain cir-
dling (and exposure to damage) of delicate components. cumstances, it can serve as a workaround for port restrictions
In the U.S. context, where no U.S.-built WTIVs are or the challenge of transporting unique foundation designs.
presently available, the added costs and challenges associ- As such, the U.S. offshore wind industry, although it faces
ated with feedering are unavoidable—for now. Once op- many ongoing challenges ahead, has a business-critical path
erational, likely in 2025, the U.S.-built WTIV Charybdis available for implementation: the feedering model. Although
will be able to both transport and install turbine compo- this model is more complex, typically more expensive, and has
nents. But there will be challenges, including port infra- a higher risk than the traditional energy supply model used
structure limitations that prevent access for large WTIVs. for decades in many other areas of the world, it is necessary.
In addition, a sole Jones Act installation vessel cannot meet
the needs of an entire industry that sees its project pipeline Advancements in technology
growing. Feedering will still be a necessity. One of the biggest bottlenecks in the U.S. offshore wind
It’s worth noting that the feedering method also presents its industry is the availability of the right kind of vessels. In par-
own set of unique advantages. In fact, the model has been ex- ticular, as offshore installation activity continues to ramp up
ecuted to great success for foundation installation for jackets, over the coming years, more high-power offshore tugs and
monopiles, suction bucket jackets and gravity-based struc- large deck barges will be needed. According to Spinergie, the
tures. The model also helps to build up a U.S. maritime work- current fleet of Jones Act compliant barges suitable for off-
force, creating new jobs and keeping mariners employed. And shore wind is 167, most of which is aged at 20 years and up.

Components are
transported out for Vinyard
Wind 1 construction.
Barge Master

28 | MN October 2024
 WTIV availability is also expected to present potential bot-
tleneck challenges in the U.S. as well as European and Asian
markets. Charybdis’ arrival to the Jones Act market could bol-
ster the U.S.’s transition to a new sustainable energy sector by
scaled-up offshore wind capacity, but it is only a single vessel,
and many more will be needed to meet projected demand.
As the U.S. begins to scale up its domestic offshore wind
energy sector, it will need to increase its fleet and ensure ad-
equate technology is available. For example, motion com-
pensation equipment—like the kind developed by Barge
Master and used in support of Vineyard Wind 1 construc-
tion—is essential to prevent large components of wind tur-
bines from becoming unstable when lifted from a barge to a
WTIV, especially in a harsh offshore environment.
To help address the challenge of lifting turbine compo-
nents from a moving barge, Friede & Goldman has devel-
oped the BargeRACK concept. The ABS-approved system
uses a trussed rack fitted to the transom of a self-elevating
vessel to lift feeder barges out of the water, thereby elimi-
nating motions between the installation vessel and the
barge while lifting and installing wind turbine compo-
nents, reducing risk and increasing safety. COSCO Ship-
ping has reportedly entered into an agreement to build a
WTIV compatible with this technology.
Another new concept has emerged that allows purpose-
built barges to connect into a specially designed jackup
WTIV via a locking mechanism that stabilizes the barge.
Leveraging this innovation, the Maersk Sturgeon WTIV
will be built by Seatrium in Singapore and used in turbine
installation in the U.S. Northeast. According to Maersk,
the solution can delivery up to 30% productivity gains.

Environmental considerations
With the growing scale of the offshore wind market,
there is an increasing focus on reducing the industry’s en-
vironmental impact. Although wind farms produce zero-
carbon energy, building and installing them still take their
ecological toll. Once again, the higher carbon footprint of
the feedering model – involving numerous vessels – con-
trasts sharply with the European design, which is closely
integrated and utilizes fewer ships.
To keep it cleaner, offshore wind developers are also look-
ing into greener technologies for tugs, barges, and WTIVs
– namely, hybrid or electric propulsion systems, and alterna-
Feature
Offshore
tive fuels such as methanol for the installation vessels – and projects competing for a limited number of vessels increases.
how those can help drive down the emissions associated with The U.S. needs to invest in domestic shipbuilding and a fleet
ferrying components out to the wind turbines. Moreover, de- (tugs, barges and WTIVs, among other vessels) to match.
velopers are also starting to consider emissions over the whole In the near term, the feedering model will continue to
lifecycle of a wind farm. This means considering the energy be a vital component in the U.S. offshore wind supply
(as well as materials and manpower) required to sustain wind chain. With only one WTIV currently under construction
farms year after year. The industry will need to invest in in the U.S., offshore wind developers can expect to rely
greener technologies and more efficient vessel operations to on feedering with a foreign-flagged WTIV for installation.
make a significant dent in its environmental footprint. While the cost and efficiency challenges of the feedering
model are high and urgent, the financial and operational
Lessons learned and expanding capacity levers to address these issues and to improve the model are
Early U.S. offshore wind projects have offered invalu- just as numerous, and targeted investments in vessel capac-
able lessons about planning for the future: how vessels ity, new technologies and environmental sustainability will
(and their drivers) and installation teams communicate be critical to the continued success of the rapidly growing
and react to unforeseen weather and timing delays, mis- U.S. offshore wind industry.
communication or equipment failures. Meanwhile, in the longer term, as more U.S.-built WTIVs
Among the more challenging of these issues is the availabil- potentially come online, the U.S. may eventually migrate to-
ity of vessels. It is one of the areas in which Europe has advan- ward a more vertically integrated model similar to Europe’s.
tages over the U.S. due to its decades of experience developing To date, there have been no further WTIV builds announced
offshore wind. The U.S. currently has a fraction of the WTIV in the U.S. So, for now, feedering is likely to be the backbone
and barge capacity it will need. With each new project sched- of U.S. offshore wind development, helping to bring the
uled to open, the risk of bottlenecks associated with multiple country’s ambitious clean energy targets within reach.

Blades are
installed at
the South Fork
wind farm.
Ørsted

30 | MN October 2024
 Maersk’s new
Sturgeon WTIV
concept promises
efficiency gains.
Maersk

www.marinelink.com MN | 31
Feature
Repair & Conversion
All photos courtesy Alabama Shipyard

OSVS GAIN NEW LIFE

By Eric Haun

32 | MN October 2024
 Feature
Repair & Conversion

F
aced with an aging fleet, the Woods Hole, Mar- Authority (CCRTA) yielding $28.1 million in additional
tha’s Vineyard and Nantucket Steamship Authori- federal funding becoming available to the Authority.
ty has turned to converted offshore support vessels “The purchase and conversion of available OSVs is the
(OSV) to breathe new life into its ferry operations. most efficient, rapid and cost-effective path to upgrade our
The operator announced its purchase of the OSVs HOS fleet and best serve the vehicle and freight transport needs
Shooting Star and HOS Lode Star from Hornbeck Off- of island residents and visitors,” Steamship Authority gen-
shore Services in 2022, to replace its open-deck freight ves- eral manager Robert B. Davis said in a statement back in
sels Gay Head and Katama, and several months later, the 2022. “The similar design of the vessels also promotes
operator exercised an option to acquire a third OSV, HOS economies of scale through interchangability of vessels for
North Star, to replace its vessel Sankaty. service needs, inventory of spare parts and crew training.”
A study commissioned by the Steamship Authority iden- The Steamship Authority is already familiar with the
tified the existing freight vessels as having an expected useful OSV conversion model. Gay Head, Katama and Sankaty,
life of less than five years, while the newly purchased OSVs like the three sister vessels that are being converted to re-
have an estimated remaining useful life of at least 25 years. place them, came to the U.S. Northeast following previous
Initial cost estimates for the acquisition, conversion and lives as OSVs supporting the offshore oil and gas industry
re-activation of the first two OSVs is approximately $30 in the U.S. Gulf of Mexico.
million, the Steamship Authority said when it announced The first two of the current conversions are nearing the
the deal. The third OSV purchase was made possible finish line at Alabama Shipyard and will soon be delivered
through an agreement with the Cape Cod Regional Transit to their new owner under the names Aquinnah and Mono-

www.marinelink.com MN | 33
Feature
Repair & Conversion
moy. The third OSV, to be renamed Barnstable, entered Upon arrival to Alabama Shipyard in August, the OSV
the yard in August to officially commence its planned was transferred to land, enabling initial work to begin.
11-month conversion journey. “The vessel will undergo significant modifications,
Built by Atlantic Marine, Inc. in Jacksonville, Fla. in starting with the removal of a 24-foot midbody section to
2008, the vessel is 240 feet long and 54 feet wide in its shorten its length,” Schnoor said. “It will then be length-
current state, offering a substantial platform for its new ened with the addition of a stern deck extension to align
role as a passenger and freight ferry, said Ryan Schnoor, with existing ferry landings.”
senior project manager at Alabama Shipyard. The result will be a vessel that is about 14 feet longer
“Its original design and ample deck space are ideal for its and 10 feet wider; its final dimensions will be 245 feet in
conversion into a ferry,” Schnoor said. “The existing infra- length and 64 feet in breadth. The vessel will also be fit-
structure provides a solid foundation for modification and ted with deck sponsons on both port and starboard sides
the vessel’s flat aft deck makes it suitable to accommodate for the accommodation of seven lanes of vehicles, and its
a range of vehicles and passengers.” public lounge area will be redesigned to include restrooms

Alabama Shipyard,
in Mobile, is a full-
service ship repair
facility serving
both commercial
and government
customers. The
yard features a
787- by 164-foot
floating dry-dock,
DD Alabama—
one of the largest
in the U.S.—and
five pier locations
to accommodate
vessels up to 1,000
feet in length.

All photos courtesy Alabama Shipyard

34 | MN October 2024
 Feature
Repair & Conversion
and seating for passengers.
Schnoor added that the propulsion The Woods Hole, Martha’s Vineyard and Nantucket
and steering systems will be thor- Steamship Authority has served as the transportation
oughly overhauled, and the controls, lifeline to the islands of Nantucket and Martha’s
navigation and emergency equip- Vineyard year-round since 1960, and today is the
ment will be upgraded to meet cur-
rent regulations.
largest ferry service to the islands. It transported
After all structural modifications are more than 2.9 million passengers and more than
complete, the vessel will be relaunched 690,000 vehicles to and from the islands in 2023.
and final outfitting and through test-
ing will begin ahead of final delivery
in the second half of 2025.
“The challenges of this project are
primarily related to the complex co-
ordination that is required for the
various modifications. Sequencing
the structural, electrical, piping and
outfitting changes in a precise order
to ensure the vessel meets the custom-
er’s requirements is a key challenge,”
Schnoor said.
“Another challenge is the confined
working environments within the ves-
sel,” he added. “Much of the work
takes place in tight spaces, where only
a limited number of personnel can
operate simultaneously.”
To overcome these challenges, Ala-
bama Shipyard is employing detailed
planning and coordination strategies,
Schnoor explained. “This includes
developing a comprehensive project
schedule that sequences each project
phase and ensure that resources are al-
located properly.”
“Alabama Shipyard’s ongoing con-
version projects underscore how
traditional maritime practices can
be adapted to meet contemporary
needs,” Schnoor said. “By successfully
transforming OSVs into ferries, the
shipyard has demonstrated its exper-
tise, adaptability and proficiency at
repurposing vessels for new roles.”

www.marinelink.com MN | 35
Tech Files
Deck Machinery
& Cranes
New Foldable Knuckle Boom Crane from Palfinger dertaking modifications of both tugs, and replacement of
Palfinger Marine in September unveiled its new PFM the hydraulic winches aboard was seen as the wisest decision.
2100 heavy-duty foldable knuckle boom crane developed “Brandon has done well with everything he’s undertak-
specifically for use on workboats and other service vessels en,” said Martin “Marty” Costa, veteran engineering man-
as well as in the aquaculture industry. ager at McAllister Towing, a reference to Brandon Durar,
Equipped with the company’s patented P-Profile, the president of JonRie Division at Markey Machine in Se-
PFM 2100 is both compact and lightweight yet still heavy- attle. “The entire fleet had been outfitted with JonRie not
duty, combining a strong lifting capacity with a wider so long ago. JonRie winches are familiar, readily operable,
outreach and high working speeds. It has nine boom ex- and easy to troubleshoot as well,” he added.
tensions, offering an outreach of up to 29 meters. At this Durar also recalls his McAllister winch business fondly.
maximum outreach, the PFM 2100 provides a load capac- “In the early 2000s, we outfitted McAllister’s Navy YTB
ity of over 4,000 kilos. Additionally, the PFM 2100 fea- tugs with hawser winches. After these three conversions,
tures a high-end flow control valve, enabling the simulta- we provided all the hawser winches for McAllister’s new
neous use of multiple hydraulic functions and facilitating tug-build program down at Eastern Shipbuilding in Pan-
swifter, smoother, and more accurate crane movements. ama City, Fla.”
Following an intensive test phase with the PFM 2100 pro- “Later, we went back to outfitting McAllister’s YTB con-
totype including a lifetime endurance test, Palfinger Marine version program but now the conversions were for twin-
said it received the first orders even before the crane had been engine 4,000HP ASD tugs, installing our 230 series hawser
officially launched. “We see a growing demand for larger winches on the bow. McAllister also converted two YTBs
cranes with greater outreach and we are proud to be once for the US Navy in Tacoma, Wash., an effort headed up by
again using our expertise to set the standard in the field of Marty Costa. These tugs the YT-800 (Manhattan) and YT-
marine technology,” said Johannes Nußbaumer, global prod- 801 (Washtucan) are still in service up in Bremerton, Wash.”
uct manager for marine and wind cranes at Palfinger Marine. Since that time, JonRie winches have appeared on a
number of other McAllister tugs, both new and old.
JonRie Escort Winches Ordered for Two McAllister Tugs The JonRie Series 240 Escort Winch delivers 15 tons of
McAllister Towing recently placed an order for series 240 bare-drum line pull at 75 feet/min. line speed, with speed
JonRie Escort Winches to be installed aboard the tugs Vicki increasing to 150 ft/min. at mid-drum. The model ac-
M. McAllister and Janet M. McAllister. The company is un- commodates 600 feet of 8.5” circumference synthetic line.

Palfinger Marine JonRie

36 | MN October 2024
Brake-holding capacity is a robust 300 tons bare-drum. port personnel,” said Joseph Gabriel, Ampelmann’s business
Supplied with the winch is a skid-mounted HPU with a developer for U.S. wind. “We are excited to see this system
60HP/460VAC electric motor. The HPU includes a coun- operating in the U.S. for the first time and we are particu-
terbalance valve to prevent motor overspeeding; the unit larly thankful to be working with Seaway7 on this project.”
has both a foot pedal and joystick for operation; safety fea-
tures include an emergency-release button. MacArtney’s All-electric eLARS
The winches will be delivered in 2025. MacArtney has delivered the world’s first all-electric
Launch and Recovery System (eLARS), in collaboration
Ampelmann E5000 Gangway for Subsea 7 with Jan De Nul, who is focused on advancing sustain-
Ampelmann earlier this year signed a contract with Sea- able energy solutions. The eLARS was developed for Jan
way7 to supply an E5000 gangway to support the con- De Nul’s offshore support vessel Symphony and its cable
struction of a major U.S. offshore wind project. trencher, Swordfish, marking a significant departure from
The E5000 is the biggest motion compensated system conventional hydraulic systems.
in the world, Ampelmann said. With a lifting capacity of The eLARS, built on MacArtney’s proven technology,
4,600kg, it can enable both safe and efficient personnel offers reduced downtime and increased efficiency, while
transfers as well as cargo operations in variable sea states. its design minimizes maintenance costs by eliminating the
Based on the proven technology of the E1000, it can switch need for spare parts, regular hose changes, and filter replace-
between crane and gangway mode in less than a minute. ments, according to the manufacturer. Additionally, the
Because of its high cargo bearing capacity, the E5000 is par- absence of pressurized oil over water improves safety and
ticularly well equipped to lift heavier generators, including environmental sustainability. Its compact design optimizes
fuel and cables, that are required for larger turbines. deck space for more effective installation and operation.
The project supporting Seaway7, which marks the first A standout feature of the eLARS is its intelligent self-as-
tour of duty of the E5000 outside of Europe, is also a con- sessment capability, which allows for preventive maintenance
tinuation of Ampelmann’s involvement in the emergent by alerting users to potential failures before they escalate.
U.S. offshore wind market on the heels of recent engage- The system also includes a high level of redundancy, ensur-
ments in South Fork and Vineyard Wind. In fact, amid ing continuous functionality even if some electrical systems
growing demand in the region, Ampelmann—headquar- fail. Moreover, the integrated control system can be operated
tered in the Netherlands—has been expanding its local remotely from shore, streamlining operations further.
presence with trained operators and new offices in Provi- The eLARS package consists of an eA-Frame, Docking
dence, R.I. and Boston. Head, and Winch, with the eA-Frame reaching a leg height
“Over the past year the company has invested in hiring of 14 meters and a safe working load of 50 tonnes, sup-
and training local operators as well as other operational sup- ported by advanced PLC technology for full remote control.

Ampelmann MacArtney

www.marinelink.com MN | 37
Vessels

Gulf LNG Tugs

Gulf LNG Tugs—a joint venture comprised of Bay-
Houston Towing, Moran Towing Corporation and Su-
derman & Young Towing Company—said the new high
horsepower, highly maneuverable RApport 2800 tug-
boats have been designed by naval architect Robert Allan
Ltd. specifically for the Port Arthur LNG export facility.
The new 92- by 40-foot tugs feature a compact design
providing increased maneuverability in ship handling
and escorting through waterways and will offer a bollard
pull capacity of more than 85 metric tonnes. Each will
feature EPA Tier-4 emission standard Caterpillar 3516
E main propulsion engines connected to Kongsberg US-
Gulf LNG Tugs 255 FP-Z drives. Additionally, the tugs will be outfitted
Gulf LNG Tugs of Port Arthur has ordered four new with a Markey DESF-48-100 Electric Class III hawser
escort tugs to serve the Port Arthur LNG export facility winch, including a Render Recover feature for full bol-
in Texas. Two will be constructed by Master Boat Build- lard pull capacity. Each tugboat will be equipped with
ers in Coden, Ala., and two by Sterling Shipyard in Port firefighting capabilities that exceed ABS Fire Fighting
Neches, Texas. Vessel 1 (FFV1) classification.

Patriot State
Patriot State, the second vessel in a series of new train-
ing ships for the U.S.’ state maritime academies, was
christened during a ceremony at Philly Shipyard ahead of
scheduled delivery to Massachusetts Maritime Academy
in the coming weeks. The newbuild will replace TS Ken-
nedy, a 1960s-built break bulk cargo freighter converted to
a training ship in the early 2000s.
The vessel is the second of five being built by Philly
Shipyard under the U.S. Department of Transportation
Maritime Administration’s (MARAD) National Security
Multi-Mission Vessel (NSMV) program, designed to pro-
vide a purpose-built, state-of-the-art training ships for the
nation’s state maritime academies.
Each new NSMV is built with instructional spaces, a TOTE Services
full training bridge and space for up to 600 cadets. In ad-
dition, each ship features hospital facilities, a helicopter SUNY Maritime College in 2023, and Philly Shipyard is
pad and the ability to accommodate up to 1,000 people in currently constructing the final three ships in the NSMV
times of humanitarian need. The NSMVs can also provide series, State of Maine (Maine Maritime Academy), Lone
needed roll-on/roll-off and container storage capacity for Star State (Texas A&M Maritime Academy) and Golden
use during disaster relief missions. State (California Maritime Academy), for scheduled deliv-
The series’ first ship, Empire State, was delivered to ery in 2025 and 2026.

38 | MN October 2024
 Vessels
Resilience
help PNNL sustainably expand its research activities in the
Sequim Bay region of Washington state.
Resilience’s 28 m2 main deck is equipped with an A-
Frame, boom crane and movable davit in addition to a
foldable swim platform. Designed to support the work of
six scientists, the USCG Subchapter T vessel also features
multiple research workstations and convertible sleeping ar-
rangements for multiday assignments.
While RV Resilience can travel at speeds of up to 23
knots on its two Volvo Penta D8-510 main diesel engines,
Snow & Company it can quickly transition to a silent, all-electric mode capable
of speeds of up to 7 knots. The vessel is equipped with 113
Resilience, a new hybrid research vessel designed by In- kWh of Spear Trident batteries, Danfoss electric motors
cat Crowther and built by Snow & Company in Seattle, and Twin Disc gearboxes. This silent, all-electric mode will
has been delivered to the U.S. Department of Energy’s allow the PNNL researchers to conduct their activities with
Pacific Northwest National Laboratory (PNNL). The minimal noise pollution, allowing for enhanced research
15-meter hybrid electric-diesel aluminum catamaran will capabilities when taking sensitive acoustic measurements.

WindServe Frontier
has been built as hybrid-ready, mean-
ing it has been constructed with extra
space on board to accommodate a ret-
rofitted battery pack in the future.
The USCG Subchapter L vessel is
built to ABS class and features a pair of
Kohler Marine generators, Toimil T-
12505M/2 forward deck crane, Her-
cules AAW-150 anchor windlass, First
Electric automation system, Reygar
Senesco Marine
BAREFleet vessel monitoring system,
Senesco Marine held a launch and Starlink internet, DirecTV satellite
christening ceremony for WindServe television and KPM suspension seat-
Marine’s new Jones-Act-compliant ing. The vessel has capacity for up to 6
crew transfer vessel (CTV), WindServe crew members and 24 passengers.
Frontier. The BMT-designed alumi- WindServe Fronteir is the fifth
num catamaran is 29 meters long with CTV in the WindServe Marine fleet,
a 9-meter beam and 1.7-meter draft. following the 19.7-meter WindServe
It is equipped with Volvo Penta D13 Odyssey delivered in 2020, and the
main engines (515kW at 2,300 RPM) 27-meter CTVs WindServe Genesis
and a Volvo Penta IPS 900 propulsion and WindServe Journey delivered in
system. Its service speed is 24.5 knots, 2023, and the WindServe Explorer
with top speed capabilities of 27 knots. launched earlier this year. The com-
Notably, WindServe Frontier is the pany also has another 29-meter-long
first CTV in the WindServe fleet that CTV, WindServe Spartan, on order.

www.marinelink.com MN | 39
Vessels

Raven
According to the builder, Raven is designed to enhance
the whale-watching experience in Alaska’s waters, focus-
ing on passenger comfort, safety, and sustainability. The
vessel features a 48-foot hull, a 17’ 6” beam, and a light-
ship weight of approximately 31,000 pounds. It is pow-
ered by four 450-horsepower Yamaha outboard engines
and has a 600-gallon fuel capacity. The vessel can accom-
modate up to 49 passengers and three crew members.
BRIX Marine said Raven’s advanced features designed
to enhance the passenger experience include graphite
carbon fiber interiors, low-glare marine paint, and non-
skid deck coatings. The vessel also features an advanced
BRIX Marine
HVAC system, custom galley, Freedman Glitz seating,
Aluminum boatbuilder BRIX Marine has launched a and comprehensive electronics and navigation systems.
new custom-built whale watching vessel for Allen Marine Safety features include a USCG-approved safety package,
Tours, in Alaska. The new vessel, Raven, a 4818-HTC 20- and 35-person life rafts, and Fireboy tank room fire
passenger catamaran, is the second vessel BRIX Marine suppression systems. Entertainment and connectivity are
has developed for Allen Marine, following the launch of provided through a Fusion stereo system, a wireless PA
the Eagle in September 2023. system, and Garmin navigation electronics.

American Liberty
American Liberty, the third new Coastal Cat in American
Cruise Lines’ series of 100-passenger ships, was christened
in Newport, R.I. Built by Chesapeake Shipbuilding in Salis-
bury, Md., American Liberty is the newest ship in American’s
ongoing Project Blue series of 12 new small ships for river
and coastal cruising in the U.S. Several more ships in the
series are already under construction, including the fourth
Coastal Cat, American Legend, which is set to begin cruising
in November 2024, plus four more Patriot Class ships.
Accommodating 100 passengers, American Liberty has
four decks and showcases the same catamaran bow as previ-
ous sister ships. It features private balcony accommodations,
including single and double-occupancy staterooms as well
as suites. American Liberty also offers indoor and outdoor
lounges, a main restaurant, casual café and fitness center. American Cruise Lines

40 | MN October 2024
 Vessels
Coast Guard MLBs
the 47’ MLB is an all-weather fast response vessel used to
patrol vast areas of the country’s coastline. These vessels are
designed to operate in surf up to 20 feet, heavy weather
with seas of 30 feet combined with 50 knot winds, and are
rollover capable, meaning that if capsized, the vessels self-
right and can continue operations.
In 2019, Birdon America was awarded a 10-year con-
tract to perform a 20-year service life extension for the
Steve Strohmaier / U.S. Coast Guard U.S. Coast Guard’s 47’ MLB fleet and extend the useful
The U.S. Coast Guard exercised an option to extend its life of the fleet through 2047.
contract with Birdon America for a program to upgrade its The company, a subsidiary of the Australia-based Birdon
fleet of 47’ Motor Lifeboats (MLB). The modification, an- Group, has since established full-rate production facilities
nounced on July 25, extends the term of Birdon’s 47’ MLB in Bellingham, Wash. and Portland, Conn. to facilitate a
Service Life Extension Program (SLEP) contract through bi-coastal delivery process, and to date has delivered nine-
Order Years 6-10 and will allow up to another 72 MLBs to teen MLBs to operational units, with another nineteen
receive significant overhauls and upgrades. currently undergoing SLEP. With the July 25 modifica-
The Coast Guard’s primary search and rescue platform, tion, up to 117 total vessels can be delivered through 2029.

www.marinelink.com MN | 41
People &
Companies

Titan Names Valente CEO New Leadership at Cadmatic

Titan, a ship repair and fabrication Software solutions firm Cadmatic
company with yards on the U.S. West appointed Dr. Detlef Schneider as its
Valente Marcotuli and East Coasts, appointed Francesco new CEO to succeed Jukka Rantala,
Valente to replace CEO Jim “Marco” who has led Cadmatic for 23 years.
Marcotuli, who is retiring after five
years leading the company. EBDG Hires Hudspeth
Joe Hudspeth has joined naval ar-
Burch Takes Control of chitecture and marine engineering
Burch Lafleur
Gunderson firm Elliott Bay Design Group as di-
Dee Burch is now the sole propri- rector of sales.
etor of shipbuilder Gunderson Ma-
rine & Iron. Recently acquiring all Lutoff-Perlo Named Board
shares of GM&I, Burch assumes the Chair at Hornblower
role of president, managing day-to- Hornblower Group has appointed
day operations. Lisa Lutoff-Perlo as Chairwoman of
Binion Landen-Greene
the Board.
Lafleur Named
Davie President Young Joins SEACOR Board
Canadian shipbuilder Davie has ap- SEACOR Marine appointed Lisa P.
pointed Maxie Lafleur as president, Young as an independent member of its
bringing in a business executive from board of directors, expanding the board
Schneider Rantala outside the shipbuilding sector to help from five to six members.
drive growth.
NBBB/ESR Hires Goedhard
Binion Tapped to Lead Bart Goedhard was named director
Rand Logistics of sales and marketing for shipbuilder
Rand Logistics has named Greg Nichols Brothers Boat Builders and sis-
Hudspeth Lutoff-Perlo Binion interim CEO after CEO Dave ter company Everett Ship Repair.
Foster announced his retirement fol-
lowing a 40-year career in the mari- Flack Joins WSC
time industry. Trade group the World Shipping
Council has appointed Tamekia Flack
Landen-Greene to Head as its new Director of U.S. Govern-
Young Goedhard C-Job Houston ment Relations.
C-Job Naval Architects has appoint-
ed Heidi Landen-Greene as president NOLA Terminal
of C-Job Houston, overseeing sales Hires Turkmen
and engineering teams located in the NOLA Terminal announced it has
company’s office in the city and overall hired Taylor S. Turkmen as its new
Flack Turkmen U.S. operations. business development manager.

42 | MN October 2024
Products
1 VETUS Maxwell 2 In-Mar Solutions

3 Scania

4 MAN

1. Heavy Duty DI13 marine engine for propulsion 5 Kongsberg

Windscreen Wiper and auxiliary use. The IMO Tier III Maritime
Heavy-duty wiper has a thermal cut- engine delivers up to 8% improvement
out in case of excessive operating tem- in fuel consumption compared to the
perature. Self-parking on either side, current generation at the same power
2 speeds/2 shaft lengths. Fully adjust- output; that translates to a potential
able wipe from 62º - 92º. Stainless saving of up to 6.7 liters of diesel per
steel parts and meet EMC require- engine hour at full load. It is compat-
ments. 12 or 24 VDC. ible with biodiesel blends and HVO
https://vetus.com/usa/ fuels. It has increased maximum power
and capability to perform with tough
2. In-Mar Solutions: heavy loads but is also prepared for
Wynn Marine Type C light or medium duty or hybrid use.
& Type D, HeavyDuty
4. MAN D3872 LE432 Engine
Straight Line Wipers
MAN Engines has launched the MAN 5. RD-AZ-2300 Thruster
Wynn Type C (internal motor) and
D3872 LE432 workboat engine, a V12 Kongsberg Maritime has launched a
Type D (external motor) Straight
powerhouse with a 30-liter displacement new Rim-drive Azimuth Thruster, the
Line Wipers offer the most advanced
and an output of 1,213 kW at 2,100 RD-AZ-2300. The RD-AZ-2300, with
design of linear action window
rpm, ideal for medium-duty applica- a propeller diameter of 2,300mm, sits
wiping systems for marine and other
tions like wind farm supply vessels and between the existing RD-AZ-1900 and
specialized applications. Optimum
ferries. Production has begun on higher- RD-AZ-2600 models and is suited for
window coverage can be achieved
output variants (1,471 and 1,618 kW) vessels operating in demanding envi-
and enhanced by utilizing a twin-
for lighter applications. The engine fea- ronments such as offshore wind farms,
bladed or dual-arm/blade design.
tures a redesigned cylinder head for op- where precise maneuverability and low
www.inmarsystems.com
timized flow, improved coolant delivery, noise levels are crucial. In adherence to
3. Scania DI13 Engine and a new common rail injection system DNV’s Silent R classification, the RD-
“This is our most advanced marine for low fuel consumption and emissions. AZ-2300 also provides significant ad-
engine so far,” said Fredrik Järild, Sca- With a high power density, the top vari- vantages to underwater research vessels
nia’s head of sales for power solutions, ant, the D3872 LE433, delivers 1,618 by reducing underwater radiated noise
describing the company’s new 13-liter kW while weighing just 2,720 kg. (URN) below sea levels.

www.marinelink.com MN | 43
Marine Marketplace Powered by www.maritimejobs.com

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46 | MN November 2024
 Marine Marketplace
NEW PRODUCTS

www.marinelink.com MN | 47
 ADVERTISER INDEX
Page Company Website Phone#
25 All American Marine www.AllAmericanMarine.com (360) 647-7602

35 Appleton Marine, Inc www.appletonmarine.com (920) 738-5432

19 Bristol Harbor Group www.BristolHarborGroup.com (401) 253-4318

7 Caldwell Lifting Solutions www.caldwellinc.com (800) 628-4263

39 Creative Systems www.ghsport.com (360) 385-6212

C2 David Clark Company www.DavidClarkCompany.com (800) 900-3434

21 Detyens Shipyards Inc. www.detyens.com (843) 308-8000

21 Environmental Marine Inc. www.ENVMAR.com (606) 271-2711

17 Gladding Hearn www.gladding-hearn.com (508) 676-8596

3 Marine Systems, Inc www.marinesystemsinc.com (985) 223-7100

41 McDonough Marine Service www.mcdonoughmarine.com (504) 780-8100

46 NOAA/Eastern Region Acquisition Division MarinerHiring.noaa.gov (833) 724-5872

C4 R.W. Fernstrum & Company www.fernstrum.com (906) 863-5553

13 Schoellhorn Albrecht www.schoellhorn-albrecht.com (314) 965-3339

1 SHIPPINGInsight 2024 www.SHIPPINGInsight.com (203) 255-4686

29 Society of Accredited Marine Surveyors www.marinesurvey.org (800) 344-9077

The listings above are an editorial service provided for the convenience of our readers.
If you are an advertiser and would like to update or modify any of the above information, please contact: nicole@marinelink.com

48 | MN October 2024