Friday, August 30, 2024

Strategic Marine Delivers Two 42m Fast Crew Boats to ADNOC L&S

[By: Strategic Marine Group]

Strategic Marine is proud to announce the successful delivery of twoindustry leading 42m Fast Crew Boats (FCBs) to ADNOC L&S, reinforcing our commitment to supporting offshore operations with cutting-edge maritime solutions.

The 42m FCBs, meticulously crafted at Strategic Marine, represent the pinnacle of marine engineering and innovation. Designed to meet the rigorous demands of offshore operations, these vessels offer exceptional and industry leading performance, safety, and reliability. Equipped with advanced technology such as Gyro-stabilisation and hybrid systems for carbon reduction and increased efficiency , they are poised to set new benchmarks in the industry.

Key Features of the 42m FCBs:

Superior Performance: Optimized hull design for enhanced speed and fuel efficiency.
Hybrid System: Enable for reducing carbon emissions and increases overall efficiency.
State-of-the-Art Technology: Advanced navigation and communication systems for precise operations.
Crew Comfort: Ergonomically designed accommodations for improved comfort and safety.
Eco-Friendly Initiatives: Incorporation of green technologies to minimize environmental impact.
Gyro stabiliser: Dramatically reduce vessel rolling motion with gyro stabilizing torque.
Upgraded HVAC system meeting geographical conditions
Bespoke aft landing for specific operational requirements

Mr Mohamed Al Ali, Senior Vice President of Offshore Logistics for ADNOC L&S mentioned: “We are excited to receive these two class-leading vessels equipped with new technologies, and would like to thank Strategic Marine for this collaborative effort towards our similar goals of carbon reduction and enhanced operational safety catered for the maritime industry.”

Mr. Chan Eng Yew, CEO of Strategic Marine, commented on the delivery: "We are thrilled to deliver these cutting-edge Fast Crew Boats to ADNOC. These deliveries underscores our dedication to providing innovative solutions that enhance offshore operations."

Strategic Marine remains committed to driving innovation and excellence in maritime construction, supporting the global offshore industry with high-performance vessels.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Oregon’s Port of Portland Rescue Plan Calls for Doubling Container Volume

Portland Oregon port — Portland Oregon presented its plan as part of the governor's aid package for the container operations (file photo)

The Port of Portland, Oregon’s only ocean-going seaport, submitted its revised comprehensive business plan to Governor Tina Kotek as part of the state’s promise to lead a rescue of the financially troubled container terminal operations. The operation is currently losing more than $12 million a year but with state aid, they envision doubling container volume over the next five to seven years as the operation reaches financial sustainability and provides a vital service to Oregon’s businesses.

Governor Kotek required the revised plan as part of her pledge to provide financial support to maintain the container service. With mounting financial losses and the collapse of negotiations for a private operator, port officials in April said they faced no choice but to suspend container operations as of October 1. A month later, however, it reversed course after the governor promised to provide stop-gap funding and said she would include long-term investments and funding for channel maintenance in the state’s budget. In total, she is proposing $40 million in future support to the port for its container operations.

The port emphasizes the financial contribution it makes to the state and is a vital service to businesses primarily in the agricultural sector. Seafood, grain, animal feed, building supplies, tires, and more all move through the port. Many shippers prefer the nearby port versus sending their goods overroad to Washington state’s larger ports. However, like many smaller, regional ports, Portland found itself under pressure when the pandemic-induced shipping surge slowed.

The Port of Portland writes in its plan that it has sustained financial losses due to factors outside its control. It is more than 100 miles from the ocean and the Columbia River has limited depth to accommodate the largest vessels. In addition, it is a relatively small consumer market and port officials in the past said they were hurt by the loss of a rail service partner BNSF that had provided a connection to Seattle and Tacoma.

The port’s biggest problem however came from a long-running dispute between the International Longshore and Warehouse Union (ILWU) and then operator of T6 ICTSI. The operator ultimately ended its contract because of the jurisdictional labor dispute and the port assumed direct control of the terminal. The labor issues have been settled but it further chased away shippers.

The port calls for negotiating new rates with the container shipping companies and says it has negotiated labor efficiencies with ILWU and fee reductions with the terminal’s stevedores for containers. They are now working on a new marketing plan but admit that volume is the most critical factor. Next year they believe they can add 10 percent to the current volume of just around 600,000 TEU annually. That would contribute nearly $1 million to operating income. They project cutting losses to around $10 million annually.

The port however says it cannot sustain the operation without significant investment from the state. Governor Kotek promised $5 million in immediate operational support from the state’s Joint Emergency Board which is due to meet in September. The governor also promised $35 million in her budgets between 2025 and 2027 which would provide an additional $20 million in investment capital and $15 million for dredging and improvements in the river. However, the governor’s plan says as much as $70 million would be required for the river with the state seeking to renew grants from the federal government.

The port says it has subsidized the container operations despite significant financial losses over many years. The business plan addresses the governor’s concerns and they point out it has received strong support from the business community including importers and exporters and major businesses including supermarket operator Kroger and Columbia Sportswear. Labor representatives are also vowing to support the efforts to rescue the port’s container operations.

Terminal 6 has berths for five vessels and seven container cranes, including four Panamax cranes. The bulk of the port’s volume is in RoRo and bulk cargo which would not be impacted if the container operations do not continue.

Second MARAD Training Ship Patriot State Completes Sea Trials

US training ship — Empire State with cadets at the rail during her first training cruise (SUNY Maritime College)

The program creating a new fleet of modern training ships for the U.S. Merchant Marine marked its next key milestone today, August 28, with reports that the second MARAD vessel completed its sea trials. The Patriot State, which will be assigned to the Massachusetts Maritime Academy, returned to Philly Shipyard reports construction manager TOTE Services.

The second ship of the class is due for delivery to MARAD this year and will be closely followed by the third vessel, State of Maine, which was launched in April 2024 and is currently fitting out. In June, Philly Shipyard highlighted the placement of the first of the two motors for the fourth vessel, Lone Star State. Each of the ships has two 4,500 kW motors driving a single shaft with a total of 9,000 kW. Work on the fifth and final vessel, Golden State, is also getting underway with the vessel for Texas scheduled for delivery in 2025 and for California in 2026.

“We’ve reached a historic milestone with the sea trials of the second NSMV, Patriot State, that will be used to train future cadets at the Massachusetts Maritime Academy,” said TOTE Services President Jeff Dixon. “We’re grateful for the widespread, bipartisan support the National Security Multi-Mission Vessel program has received to help make this significant investment in the U.S. maritime industry possible.”

The U.S. Maritime Administration hired TOTE Services in 2019 to oversee the construction project. The company was named Vessel Construction Manager, the first time the government used this approach for a newbuild program. TOTE selected Philly Shipyard and is managing the project for MARAD.

The five vessels are unique as they are the first custom-designed and built training ships for the U.S. state maritime academies which traditionally used obsolete commercial ships. Known as Multi-Mission Vessels (NSMV), each of the ships is approximately 8,500 dwt and 525 feet (160 meters) in length. They have total accommodations for up to 760 people and provide numerous instruction spaces, a full training bridge, RoRo capabilities, and modern equipment for the training program. They are also designed to support humanitarian and disaster relief missions in times of need with the capability to carry cargo and are outfitted with a helicopter landing area.

The first of the ships, Empire State for the SUNY (New York) Maritime College was delivered to MARAD by Philly Shipyard and TOTE Service on September 8, 2023. The vessel arrived at its homeport at Fort Schuyler in the Bronx and in January 2024 conducted its first training cruise. The ship carried 230 cadets and 100 crew, faculty, and staff for a trip that lasted most of January. Empire State sailed from New York to San Juan, Puerto Rico. Its return was briefly delayed by bad weather and a mechanical problem with one of the two propulsion drives.

The first full training cruise for Empire State departed in June 2024 and she made stops in Port Canaveral, Florida and Nassau in the Bahamas. However, at the beginning of July, as she was sailing toward Portsmouth in the UK, she experienced a problem with the redundant fuel system including her fuel oil purifiers. The ship was able to maintain operation without a loss of propulsion but the decision was made to remain in U.S. waters so that the construction manager, shipyard, and original equipment manufacturer could troubleshoot the problem and provide maintenance repair support.

The training cruise was completed at the beginning of August with SUNY Maritime College reporting Empire State had covered more than 10,000 nautical miles. The ship returned with 466 cadets as well as 31 legacy students and its teachers and staff. It spent a total of 51 days at sea.

Massachusetts Maritime completed the final training voyage of its 1967-built training ship Kennedy which was recently transferred as an interim replacement to Texas A&M Maritime Academy until its new training ship is delivered in 2025. Maine Maritime also completed the last training cruise of its 1990-built State of Maine and is awaiting the delivery of its new training ship. The ships represent a significant advancement for training in the U.S. Merchant Marine.

Incat to Double Shipbuilding Capacity with New Facility in Tasmania

Incat shipbuilding yard — Incat's new facility will operate as a satellite of the existing facility to construct hulls and decks for assembly at the current yard (Incat)

Tasmania-based shipbuilder Incat, a pioneer in aluminum catamarans, is doubling its production capacity with the acquisition of a second site located northwest of Hobart. The expansion is part of the company’s anticipated demand for sustainable shipping as it develops the world’s largest electric ferry.

The new facility is part of a planned major economic hub in Southern Tasmania. Incat reports it acquired a 12-hectare site as part of the 565-hectare Norske Skog Boyer Mill site in Boyer, Tasmania. The additional facility will permit Incat to double its workforce and production capacity and will include a 240 by 120 meter (790 by nearly 400 foot) production facility. It will give the company the capacity to build three large ships at one time and with nearly 30,000 square meters of undercover production area. Combined with the original facility, the new yard will mean Incat has around 100,000 square meters of production space.

“The new site, which already has the appropriate industrial zoning, will allow us to construct hulls and decks for our vessels at Boyer and then transport the structure down the River Derwent to our existing Prince of Wales Bay shipyard to be completed,” explained Stephen Casey, CEO of Incat. “This will streamline our vessel construction process and enhance our ability to produce multiple ships per year for the market.”

The company which delivered its first aluminum catamaran in 1990 highlights it has been at the forefront of maritime innovation for more than 40 years. They look at the expansion as a key part of a strategy to leverage their expertise over the next five to 10 years to develop the market for large electric ships.

“I predict more than 1000 new sustainable ships will be needed to satisfy the global market over the next decade,” said Incat Chairman Robert Clifford. “Domestically there will be a need for more vessels in locations such as Sydney Harbor, and in Europe, there will be a need for much larger vessels of up to 170 meters in length with the capacity to carry up to 1000 passengers. Incat is one of the few shipyards in the world capable of constructing large, lightweight, electric ships to meet that demand.”

They expect to begin vessel construction at the new facility in 2026. Norske Skog Boyer Mill will use a portion of the area for its manufacturing of paper products including newsprint and magazine-grade stock. They also hope to attract new industries such as renewable energy and advanced manufacturing as part of the economic development of the region.

THE JETSONS GO JET SURFING

USCG Clears Regent’s Wing-in-Ground Craft for Full-Scale Human Testing

wing-in-ground glider — Regent received USCG approval for testing of a full-scale prototype with humans onboard (Regent)

The application of wing-in-ground technology is a step closer to reality as the U.S. Coast Guard approved the application from Regent, a manufacturer of the craft, to test its full-scale prototype including with humans on board. This comes just two years ago Regent successfully proved its WIG approach called a Seaglider using a quarter-scale prototype.

Regent promotes the Seaglider as a sustainable form of maritime mobility combining the speed of an aircraft with the convenience of a boat. It can be used for coastal transportation replacing regional aircraft and as a new form of ferry. The concept has drawn strong interest from airlines with Japan Airlines and Lockheed Martin among the investors. Mitsui O.S.K. Lines became an investor and Brittany Ferries is exploring using the craft for its service across the English Channel.

The first design is for an all-electric 12-passenger vessel that can travel at 180 mph. It would have a range of 180 miles on a single charge of its batteries. The company also looks to a larger 100-passenger version as battery technology advances.

Because WIG crafts operate skimming the water and within one wingspan of the surface, U.S. law treats them as maritime vessels. As such, the regulation is led by the U.S. Coast Guard with technical support from the Federal Aviation Administration.

“U.S. Coast Guard approval of REGENT’s Navigational Safety Risk Assessment marks a significant step in bringing us closer to seaglider prototype testing with humans on board,” said Ted Lester, VP, of Certification, Regent.

The company reports the USCG formally accepted its Navigation Safety Risk Assessment with no modifications. The assessment included a third-party risk analysis of navigational safety and a review of environmental concerns and economic impacts from testing. Regent says it consulted more than 20 local stakeholders, including the Rhode Island Department of Environmental Management, harbor masters, marine pilots, the U.S. Navy, the Federal Aviation Administration, sailing organizations, and environmental groups, to ensure their concerns were addressed.

After review at the sector, division, and national level, the U.S. Coast Guard issues its approval. The company believes this assessment and approval will also act as a model for future commercial seaglider approvals in other U.S. waterways and around the globe.

With the approval, Regent will proceed toward its full-scale prototype tests. They previously completed float, foil, and flight tests with the smaller prototype. They plan to start testing the full-scale version later this year with humans aboard. They are approved for Narragansett Bay and Rhode Island Sound. The first flight is planned for early next year.

Regent has previously said its target is to bring the first commercial model to market by mid-decade. The company reports over 600 orders valued at more than $9 billion from airline and ferry operators.

Panama Canal New Modifications to the Transit Reservation System Tariffs

[By: Panama Canal Authority]

In its ongoing commitment to providing efficient and reliable service to its customers, the Panama Canal Authority is implementing modifications to the Transit Reservation System tariffs as part of the Complementary Maritime Services Tariffs.

These adjustments introduce the new Long-Term Slot Allocation method (LoTSA), a new scheme designed to enhance our business model and service quality, offering certainty, predictability, and reliability.

The main objectives of these modifications to the Transit Reservation System tariffs are to improve service levels, better manage supply and demand, and optimize transit operations. The tariffs related to the new LoTSA scheme will take effect on September 1, 2024.

Additionally, as of January 1, 2025, adjustments to charges, changes in the tariff structure, and the introduction of new tariffs will be implemented.

The modifications were designed to create flexibility in swapping and substitution slots services. They also include charges to discourage last-minute cancellations and provide transit alternatives to vessels that have not secured a slot and have already arrived in Canal waters, with the aim of optimizing the waterway's capacity and minimizing waiting times.

These changes will provide a better experience and convenience for customers while ensuring the efficient use of Canal resources.

The tariffs can be consulted at: https://pancanal.com/en/oms

With these actions, the Canal reinforces its commitment to improve service levels and promoting sustainable practices in the maritime sector.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Japan Wants to Build the World's Largest Coast Guard Cutter

Japan mega-cutter — Courtesy Japan Coast Guard

The Japan Coast Guard wants to build the largest cutter in the world, a 30,000-tonne behemoth that would dwarf the China Coast Guard's monolithic CCG 5901, the current titleholder.

The Japan Coast Guard will include a $24 million line item in its next budget for the start of construction of a 200-meter mega-cutter. The vessel is intended to take on a much larger mission set than the typical coastal patrol ship, and would have many of the capabilities of a small-deck amphib.

The giant "maritime base" cutter would have room to accommodate up to 1,000 people in the wake of a natural disaster, deck space for three helicopters for emergency response operations, and arrangements for launching and recovering small craft. In the event of a mega-quake or a national defense situation, it would have substantial capacity to intervene. It would also be large enough to dominate confrontations with the China Coast Guard and with illegal fishing operators, but the Japan Coast Guard says that the vessel will not carry a deck cannon and will not be used in the Senkaku Islands, the area where the agency most frequently encounters Chinese forces.

The total cost of construction is projected to come to about $470 million, and work would begin as early as next year if funded. Delivery is scheduled for 2029.

If built, the Japan Coast Guard would have the largest cutter in the world by a wide margin, dwarfing the U.S. Coast Guard's Legend-class National Security Cutter, the Japan Coast Guard's Shikishima-class cutter and the China Coast Guard's Zhaotou-class series (known abroad as the "monster" cutters). However, if the new giant vessel lacks autocannons, it may not technically qualify for the list of "armed" cutters.

Hanwha Ocean Wins South Korea’s First U.S. Navy Maintenance Contract

South Korean shipyard Hanwha Ocean announced that it has won its first maintenance contract from the U.S. Navy as it looks to expand its role in the global naval market. Hanwha Group highlights that the former Daewoo Shipbuilding & Marine Engineering acquired in 2023 built destroyers and it looks to leverage this expertise into the worldwide maintenance and repair market which it values at $60 billion annually.

The first project will involve the overhaul and regular maintenance of an unspecified 40,000-ton U.S. Navy logistics support ship. Hanwha Ocean said it will involve work both in its dry dock at the plant in Geoje, South Korea, as well as onshore maintenance. No timing or value was announced for the project, but they are promoting it as the first domestic naval repair contract for a South Korean shipbuilder.

The win comes just a month after Hanwha Ocean received certification and entered into a Master Ship Repair Agreement for the U.S. Navy. The company highlighted that it was able to complete the certification process in just seven months and that it was now entitled to bid for maintenance, repair, and overhaul work for the next five years. Hanwha Ocean entered the program just weeks after its rival HD Hyundai also received certification.

The U.S. Navy has been awarding overseas maintenance contracts as part of the U.S.’s larger diplomatic efforts. India, for example, undertook its first repair project for a U.S. MSC vessel in 2022 and now three Indian shipyards are certified for maintenance projects.

Hanwha Ocean says this maintenance project is a pilot project for the U.S. Navy to further expand its maintenance and repair efforts in Asia. The company sets the value of the U.S. portion of the market at $15 billion annually.

The company reports the order was achieved with the active support of the Ministry of National Defense and the Defense Acquisition Program Administration. They said it is considered a result of close defense industry cooperation between Korea and the U.S.

Since the acquisition of DSME, Hanwha has been moving to expand its role in naval shipbuilding. The company earlier this year also agreed to acquire Philly Shipyard in the United States. Recently, management from Hanwha Ocean met with members of the U.S. Senate’s Armed Services Committee and the U.S. Ambassador to Korea to discuss the naval shipbuilding and maintenance opportunities. They discussed the pending issues and sought Senate support to expedite the approval process required to build ships at Philly Shipyard. The shipyard is currently undertaking work for the U.S. Maritime Administration and Matson and other commercial companies.

U.S. Navy Secretary Carlos Del Toro had visited the South Korean shipbuilders earlier this year. He has encouraged the companies to take a more active role in the U.S. shipbuilding sector and to make investments. He also recently visited with shipbuilders in Europe as part of his Maritime Statecraft initiative designed to bolster the sagging capabilities and capacity in the U.S. industry.

Shipbuilder HD Hyundai is Making Investments in Hydrogen Fuel Cells

Hyundai Korea shipbuilding — Hyundai is investing in hydrogen and fuel cells to lead future green shipbuilding (file photo)

Working to develop its long-term position in the shipping industry, HD Hyundai is stepping up its focus on hydrogen fuel cells and their potential both in industry and the maritime sector. The group is setting up a new division and reports it is acquiring a majority stake in a Finnish company that is a leader in the emerging technology.

The company says it believes that the global market outlook for hydrogen fuel cells and electrolysis technologies is “promising.” They believe the initial strong growth will come from stationary power generation markets followed by electrolysis and the marine fuel cell market.

Hydrogen fuel cells, so far, remain largely experimental but have some promising early applications for example with cruise ships. MSC Cruises, Viking, and Silversea Cruises are among those that have fitted experimental systems on their newbuild cruise ships while shipyards including Fincantieri report they are working toward large capacities. One of the early applications is to power cruise ships while they are alongside in ports as an alternative to shore power or where shore power is unavailable.

HD Korea Shipbuilding & Offshore Engineering announced several steps starting with a $100 million-plus commitment to establish a new business unit named HD Hydrogen. The company will provide the structure for the group as it aims to set up a complete value chain for the production, transportation, storage, and utilization of hydrogen.

The company also reported that it recently made a $81 million investment taking a majority stake in Convion, a Finnish company. Started in 2012, the company is a developer commercializing solid oxide fuel cell systems for distributed power generation in industrial and commercial applications.

Convion’s expertise and track record are seen as a key advantage. HD Hyundai points to the high level of difficult and lengthy timeline for developing SOFC and SOEC technologies. The company said in announcing its investment that Convion’s proven and proprietary system technology facilitates cell stack and fuel flexibility providing a scalable approach to meet industrial demand.

HD Hyundai also made an investment announced last year in an Estonian company, Elcogen, which produces core components and stacks for SOFC applications.

Convion will focus on technology development and marketing in Europe. HD Hydrogen plans to expand the global reach while HD KSOE will focus on the applications for shipping. The company says this is part of its larger focus on developing future energy sources which also includes sources such as small modular nuclear reactors. HD KSOE says it plans to become the front-runner in the future green shipbuilding industry.

Norway Sets Phased-in Dates for Zero Emission Shipping in Fjords

cruise ship in Norway fjord — Large cruise ships will have to operate with zero carbon emissions by 2032 to sail in Norway's World Heritage fjords (Flam port)

The Norwegian government has finalized the dates for its planned regulations to require zero-emission shipping at its World Heritage sites in the Norwegian fjords. The aggressive regulations are delaying the date for the largest cruise ships but are the next step in efforts that have also included a ban on heavy fuel oil in the Arctic.

The proposal for the requirement for zero emission shipping at the World Heritage locations, including five fjords, Naerøyfjorden, Aurlandsfjorden, Geirangerfjorden, Sunnylvsfjorden and Tafjorden, was first promoted in 2018. At the time, the government set 2026 as a target while admitting that the technology would still need to be developed.

The Storting (Norway’s Parliament) finalized the rules this week setting a phased-in schedule. Cruise ships and ferries under 10,000 gross tons will have to operate with zero emissions by January 1, 2026. For the large ships, the implementation is delayed until January 1, 2032.

Norway’s Climate and Environment Minster Andreas Bjelland Eriksen says the regulation will “both drive technology and contribute to the development of zero-emission solutions.” The Norwegian government has been taking an active role in support of the development of new technologies and alternative power including hydrogen and high-capacity batteries.

The phased-in approach and delay for the largest ships however is a recognition that “sufficient technology does not yet exist for the largest ships.” As part of the regulation, Norway will permit ships to use biogas to meet the emission requirement while operators such as Havila which runs coastal cruises are already testing batteries. In June 2022, the 15,800 gross ton Havila Castor set a new record operating for three hours entirely on batteries in Geirangerfjord.

As a second part of the requirement, Norway is also adopting rules for the use of shore power where it is available. The Storting decided that the state must ensure the establishment of onshore power in Flam, a popular destination for the ships at the innermost part of the Aurlandsfjord, a tributary of Norway's longest and deepest fjord, the Sognefjord. The government will contribute to the funding for establishing shore power at the port.

Starting in 2024, Norway ended an exemption for cargo ships traveling in the Arctic region from a 2022 ban on heavy fuels. They imposed the first penalties on the rules this summer. Although the purpose is to prevent the danger of oil spills in the sensitive region, the ban on carrying or using heavy fuels however also contributed to a reduction in emissions in the region.

This comes as Norway has experienced a surge in cruise ship calls. Like most destinations, after the pandemic, the number of cruise tourists has grown dramatically. The association Cruise Norway said the country topped six million cruise passengers in 2023 up by a third from 2022. They forecasted a further four percent growth in 2024 while noting the number of ship calls is also growing.

LA REVUE GAUCHE - Left Comment