It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Friday, July 28, 2023
Senate NDAA Bans Allied Manufacturing Base From U.S. Navy Shipbuilding
Foreign-manufactured equipment, like this French-made towed sonar system (above), could require a waiver request from the Pentagon (Thales file image)
The U.S. Senate has added an amendment to a must-pass defense appropriations bill which would ban foreign-made components from U.S. Navy shipbuilding by 2033 - even if the foreign manufacturers are in allied nations with longstanding defense technology ties.
Made-in-America requirements are common for defense contracting, and foreign defense manufacturers often license their technology to American partners or set up their own American factories to localize production. However, the amendment to the NDAA goes further. The text would:
- Gradually increase domestic source content for shipbuilding programs to 100 percent within the next ten years;
- Require all Navy shipbuilding R&D contracts to account for a 100 percent domestic content requirement in order to be considered compliant with “Made in America” policies;
- Require annual reports on country of origin tracking for Navy shipbuilding programs;
- Allow the Navy to request waivers from the Made in America Office for specific exceptions, like absence of a domestic product.
“Wisconsin has a proud tradition of shipbuilding, producing world-class products made by American workers that defend our freedom at home and abroad,” said Senator Baldwin. “By strengthening Buy America requirements for our shipbuilding industry, we can ensure that taxpayer dollars are not only going toward keeping us safe, but also supporting American jobs, growing our economy, and maintaining a defense industrial base that is critical to our national security.”
The provision would appear to prohibit content from allied-nation suppliers with a long history of sales to the U.S. Navy. Some of this content is high-profile, like the Norwegian-built Naval Strike Missile or the French-made CAPTAS-4 towed sonar array. Since the amendment would be subject to interpretation, and there is a procedure for obtaining a waiver, the impact on any specific program is unknown.
Planned tri-lateral acquisition for the U.S.-UK-Australia submarine program (AUKUS) could be impacted as well. The amendment would appear to prohibit some Australian- or British-manufactured items from new U.S. Navy sub hulls, despite plans for supply-chain integration and technology sharing.
In addition, skeptics warn that America's allies could retaliate and impose restrictions on U.S. defense exports, cutting into military cooperation and integration.
However, Sen. Baldwin's amendment has a broad exception: it allows naval shipbuilders to incorporate any foreign-made item made "wholly or predominantly" of steel, iron, or steel and iron. Subject to interpretation, "predominantly" steel and iron items could include foreign deck machinery or diesel engines. "Wholly" steel and iron items could include foreign shaftlines, preformed steel plate, precut scantlings or castings.
For new American-made merchant ships to pass muster for Jones Act trade, these rules are reversed: foreign-worked iron and steel hull components are nearly banned, while all foreign equipment is allowed.
The FY2024 Senate NDAA passed Thursday, including the amendment. The House version passed on July 14. The two versions still have to be reconciled in conference and then signed into law by the president.
US Citizen Shipowner Sentenced to Jail for Violating Iranian Sanctions
Businessman acquired two LPG tankers used to avoid U.S. sanctions on Iran (file photo)
An Iranian-American businessman who operated LPG tankers and a shipping company as a front company for illicit business with Iran was sentenced by a U.S. District Court to 41 months in jail along with forfeiture of millions of dollars in cash and property for violating U.S. sanctions. U.S. prosecutors are highlighting that the shipowner and importer knowingly conducted the business with Iran without the required licenses or permission from the U.S. Treasury Department’s Office of Foreign Assets Control.
Behrouz Mokhtari, age 72 of McLean Virginia, is an Iranian and naturalized American citizen who held management positions and/or maintained ownership control of numerous businesses in Iran and the United Arab Emirates. Prosecutors charged that he and his co-conspirators illegally provided services to Iranian entities between 2013 and 2020, including refining and transporting petrochemical products to and from Iran and conducting financial transactions through bank accounts in the UAE.
As part of the scheme, they established a front company in Panama called East & West Shipping, which acquired two LPG tankers for approximately $38 million. Between at least February 2013 and June 2017, they conducted shipments of the petrochemical products including using the U.S. financial systems to facilitate the shipments in violation of the sanctions. Another shipping company, Greenline Shipholding, was later created to further conceal the activity.
One of the LPG carriers in approximately 2017 was transferred to yet a third company, Russel Shipping and later sold for scrap at a value of more than $3.1 million. Mokhtari received more than $2.8 million from the proceeds of the sale and used more than $1.5 million to acquire a home in California. After the sale of the tanker, from 2018 to 2020 he continued to do additional business deals on behalf of Iran.
“This defendant knew that he was prohibited from engaging in business with Iran, but did so anyway and attempted to conceal his actions through his control of businesses and financial entities in Iran and the United Arab Emirates,” said United States Attorney Erek Barron. “Now, he will not only serve time in federal prison, he will forfeit cash and property purchased with his ill-gotten proceeds.”
U.S. District Judge Lydia Griggsby sentenced Mokhtari on July 25 to spend 41 months in federal prison, followed by three years of supervised release. In addition, he was ordered to forfeit over $2.8 million in proceeds derived from the activities as well as the home purchased in California. He had been facing a maximum of 10 years in jail.
Mokhtari pleaded guilty in January 2023 to two counts of conspiracy to violate the International Emergency Economics Power Act. At the time, he admitted that he knew that, as a U.S. citizen, engaging in business with Iranian entities without first obtaining a license or permission from OFAC is prohibited. He further knew that it was illegal to engage in transactions intended to evade Iranian sanctions, or to engage in transactions related to goods and services of Iranian origin or export.
ECOCIDE
Grimaldi Con/Ro Runs Aground on Coral Reef Off Yucatan
Grande Senegal's voyage around the Bay of Campeche to Arrecife Madagascar, top right (Pole Star)
The Grimaldi Lines con/ro Grande Senegal has gone aground on a reef off the Yucatan Peninsula, according to local media and AIS data.
On the evening of July 20, Grande Senegal got under way from the port of Altamira, north of Tampico. She was headed for Brunswick, Georgia, according to operator Grimaldi - but instead of setting a northeasterly course on the shortest route, she headed south instead and hugged the coastline of the Bay of Campeche.
In the early hours of July 22, as she rounded the northern end of the Yucatan Peninsula, she went from a speed of 18 knots to a full halt at Arrecife Madagascar, a reef about 20 nm off the small port of Sisal. She has not moved since, according to data provided by Pole Star.
Photos of the site published by local outlet Yucatan Ahora show the top of the vessel's propeller above the water. In other images, the majority of the bulbous bow is clearly visible.
The water depth at the site of the grounding is in the range of 15-20 feet, according to local outlet Milenio. The ship's current reported draft via AIS is 27 feet.
The reef is known to fishermen and divers as a breeding ground for fish and a destination for tourists. The extent of any damage along the ship's entry track into the reef is not yet fully known, and local stakeholders are concerned that the process of refloating the ship may cause additional damage.
Miguel Ek Pech, port commissioner for the community of Sisal, told Milenio that his office will file a complaint with the Secretary of Environment and Natural Resources (Semarnat) for the ecological damage. "When they are going to remove the ship that is stranded practically on all coral, there is going to be a massive destruction," warned Ek Pech.
Dive assessments are reportedly under way for the preparation of a salvage plan, and the anchor handler Atlantic Osprey is attending the ship. No oil pollution or injuries have been reported, according to Grimaldi, and the responders are currently working on a salvage plan.
Arrecife Madagascar is part of the Campeche Bank Reef complex. In addition to corals and marine life, it is home to much older shipwrecks from the 1700s-1800s, a period when Sisal was a busy seaport. In that era, the reef was considered enough of a hazard to navigation that a lighthouse was installed to warn shipping (it has long since subsided under the sea).
Reflecting its long-known status, Arrecife Madagascar is charted, and it is described in detail in the NGA sailing directions. According to NGA, Arrecife Madagascar is the same color as the surrounding water, and seas do not break on it, rendering missing two of the typical warning signs of a shoal ahead.
NGA cautions mariners transiting this region that Campeche Bank Reef is poorly surveyed overall, and that "it is reasonable to assume that many more dangers exist than are shown on the charts."
The 2010-built Grande Senegal is the second Grimaldi Lines con/ro involved in a major marine casualty in less than a month. On July 5, a fire broke out aboardGrande Costa d’Avorio at the port of Newark, New Jersey. Two firefighters were killed in the early phase of the response, and the blaze burned for five days.
Three Grimaldi vessels caught fire in 2019, including the con/ro Grande America, which ultimately went down off the coast of France.
Taiwan Detains Officers of Sunken Containership as Cleanup Proceeds
Taiwan believes over 400 boxes were left floating in the ocean and now oil is leaking from the ship (TIPC)
Taiwan has orders that three of the officers from the containership Angel that went down last week off the port of Kaohsiung should be barred from leaving the country while the investigation and environmental cleanup is underway. Officials are citing the cost of retrieving the hundreds of containers scattered in the ocean as well as the oil leaking from the vessel.
The Angel, a 21-year-old containership registered in Palau, had been anchored off the port for most of July with media reports saying the vessel had not indicated any troubles but had inquired about docking the day before the incident was reported. The 20,000 dwt vessel, which was 564 feet in length, was loaded with what has now been determined to be 1,349 empty containers.
The master of the vessel told the port authority on July 20 that the vessel was taking on water and that the 19 crewmembers were abandoning ship. The vessel’s list continued to grow and despite efforts to stabilize the ship, it heeled over overnight and sank approximately 2.8 nautical miles outside Kaohsiung harbor. In addition to the containers, the port authority reports there were nearly 500 tons of low-sulfur fuel and light diesel aboard.
Taiwan’s Ocean Affairs Council Minister Kuan Bi-ling reported that an order has now been issued by the Immigration Department to retain on Taiwan the master of the Angel, along with the first mate and chief engineer. Their departure is being restricted under the island’s Marine Pollution Law.
The minister pointed out that the law requires ships to avoid and prevent damage to the marine environment and the ship’s owners to pay for removal, remediation, and damage. She reports that Taiwan is incurring large expenses for the retrieval of the containers left floating along the coastline and that the oil leaking from the Angel is unstoppable. The available equipment can only remove 120 cubic meters per hour and further with Typhoon Doksuri impacting the area, they fear the oil spill will be washed across a broader area. In addition, fisherman the minister said will also need to be compensated for the damage caused to the industry.
The Kaohsiung Port Authority estimates that 766 of the containers sunk with the ship and a further 160 sunk during the drifting process. A further 233 have been towed away in the salvage operation that is retrieving boxes in and around the harbor’s entrance channels. An additional 60 containers have been identified washed up on the shoreline in the area between Nansing and Fengpitou.
A further 130 containers are believed to be missing and likely floating in the ocean creating navigational hazards. Minister of Transport Wang Guocai expressed concern that some of the boxes currently trapped on the concrete constructions along the shore could also be washed out to sea as Typhoon Doksuri churns up the coastal waters. The container retrieval operation has been suspended due to the typhoon.
Taiwan has been calling for the owner of the ship to take prompt action. The Equasis database lists the owner as Navramar Shipping and a management company based in Azerbaijan. The vessel’s class society and insurance status are unclear with the Equasis database not listing a Port State inspection since 2018.
Fremantle Highway Fire Lessens as Vessel Continues to Drift off Dutch Coast
A tow line is being used to hold the burning vessel about 10 miles offshore and out of the shipping lanes (Dutch Coast Guard)
Dutch authorities report that the situation is stable as the car carrier Fremantle Highway continues to burn. As of late on Thursday, they are reporting that it appears that the fire might be lessening in intensity but they can only wait until the fire dies down and it becomes safe to board the ship to start a salvage operation. The fire, which began around midnight on July 25, is expected to burn for days.
The vessel continues to drift along the Dutch coast with a line attached in an effort to keep it from interfering with the busy sea lanes in the North Sea. The ship drifted westward during the day but back toward the east later with the Dutch Coast Guard saying they were monitoring the current and wind direction to determine the most favorable drift direction. Later in the day, a stronger tow line was strung from the tugboat Fairplay 30 to the Fremantle Highway.
While the fire is still raging on the vessel, the Coast Guard also reports that the decision was made to suspend cooling efforts are the intensity of the fire diminished. The vessel is already showing a list and concerns are growing over the stability of the vessel.
“We are working with all our might to prevent the ship from sinking,” Rijkswaterstaat, the Dutch water authority, said in its update. “We also are doing our utmost to limit the damage to people and the environment, as much as possible.”
The water authority’s oil recovery vessel Arca continues to stand by near the wreck in case of a fuel release. Dutch and German coastal authorities are also preparing for different scenarios including a release of contamination or the possibility that the vessel will sink. Environmental groups are highlighting the dangers to sensitive areas as well as popular tourist destinations along the North Sea coast. The current position is approximately 10 miles north of Terschelling in The Netherlands.
A salvage team continues to stand by the vessel and is analyzing the exterior and pictures as they work to formulate potential plans. The images released by the Dutch Coast Guard show blistering and peeling paint at multiple places along the sides of the vessel with smoking continuing to pour out of the vessel. They however are no longer show flames and the Coast Guard points out that no cracks or holes have been observed so far in the vessel.
Analysts are already beginning to calculate the potential financial impact. The Mercedes-Benz Group confirmed that it has approximately 350 vehicles aboard the ship. London-based data and analytics company Russell Group estimated that the car company could incur an economic loss of at least $13 million from the fire.
“If the cause of the fire turns out to have been started by an electric vehicle, this will be a similar scenario to the Felicity Ace incident. The incident again raises questions surrounding the perils of shipping electric vehicles (EVs), and the flammable nature of EVs that contain lithium-ion batteries,” said Suki Basi, Managing Director of the Russell Group.
The Dutch Coast Guard however is continuing to caution about speculation and various local media reports. The number of vehicles aboard the vessel has come into question with the original manifest showing 2,857 but some media reports are citing numbers as much as 1,000 vehicles higher. The Dutch Coast Guard also asked that while well-intentioned that people stop calling their emergency line with questions and suggestions, saying that it was hampering its operations.
GOOD DRONES
Next Stop for Saildrone Surveys: Lake Erie
Saildrone 1080 towed out to begin its fisheries survey on Lake Erie (USGS)
The Saildrone autonomous surface vessel has operated on scientific and military missions around the world, from the Bering Strait to the Eastern Pacific to the Persian Gulf. Saildrones have even braved the full force of hurricanes to collect unpredented data for the National Oceanic and Atmospheric Administration. This summer, they can be spotted in a new location: Lake Erie, where the U.S. Geological Survey is using saildrones and underwater vehicles to conduct fisheries surveys. It is the first time that wind-powered autonomous boats will be used on the lake.
On July 14, USGS launched a Saildrone Explorer in Erie, Pennsylvania. This unit - in trademark safety orange - is equipped with sensors above and below the waterline, and will make extensive use of a hull mounted fish-finding echosounder. Saildrone will operate the wind-driven, solar-powered boat on behalf of USGS. Saildrone hull 1080 will make a circuit around Lake Erie for the next two months, carrying out a complete regional survey.
Monterey Bay Aquarium Research Institute (MBARI) will also deploy a long-range underwater autonomous vehicle for a weeklong survey off Fairport Harbor, Ohio.
“Monitoring Lake Erie fish populations is integral to sustainable management of the recreational and commercial Lake Erie fishery, but fish community changes and dynamic habitat conditions often create monitoring challenges. We are excited to collaborate with the USGS to explore the use of autonomous vehicles for monitoring Lake Erie fish populations and fisheries," said David Nihart, the state of Pennsylvania's fisheries chief and the chair of the Lake Erie Committee for fisheries management.
USGS asks boaters and mariners to keep 1,500 feet clear of the saildrone as it works its way slowly around the lake. The U.S. Coast Guard his issued notices to mariners about the saildrone's operations to give advance warning of its passage.
The reason for using a Saildrone in this application is unique. Traditionally, fisheries surveys have been done with diesel-powered research vessels. The noise of the engines and propellers affects fish behavior, and the researchers hope that the near-silent Saildrone may spot fish that a research vessel would miss.
AST Joins Space East Cluster to Accelerate Innovation in Space Exploration
Applied Satellite Technology (AST), a leading full-service communications integrator, is delighted to announce it will be part of Space East, the influential cluster group creating a regional community around the use of space technology.
This collaboration aims to combine the expertise and resources of both entities, pushing the boundaries of space exploration and fostering breakthrough innovations within the industry.
The alliance between AST and Space East marks a significant milestone in the pursuit of scientific and technological advancements in space exploration. Together, these organisations share a belief in knowledge sharing and research to develop a community of businesses that will drive groundbreaking research and unlock new opportunities for space technology.
As part of this collaboration, AST and Space East will collaborate on several key initiatives:
Transforming the East of England into a leader in space technology: Our collaborative efforts will support and accelerate innovation. We will drive exciting opportunities and breakthroughs to establish the East as a leading player within the UK space sector.
Fostering technology exchange and research collaboration: Space East will forge vital connections between industry and academia, in the mission to pool resources and share expertise. This approach will combine resources, expertise, and assets, leveraging funding and enabling organisations to enhance their capabilities for deep space.
Talent development and education: AST and Space East are dedicated to the critical role of education and talent development in shaping the future of space exploration. Joint initiatives from both organisations will invest in educational programs and internships to inspire and nurture the next generation of space sector experts.
Andrew Peters, CEO of Applied Satellite Technology says: "I take great pride in being a member of Space East and contributing to our aligned mission of positioning East Anglia as a prominent force within the UK space industry. AST was first established in Norfolk back in 1992, and our deep roots and rich heritage will forever be firmly intertwined with this region. For numerous years, we have operated on a global scale, yet our foundation and head office remain in Norfolk. Our collaboration marks the foundation for innovation in the East for a new era of cooperation and progress in space exploration."
Stuart Catchpole, Cluster Manager of Space East says: "I am delighted that AST has joined Space East. Together, our cluster will have a transformational impact on the space sector of the East of England. We are delighted to welcome AST into our ranks as a visionary organisation with a long history of pioneering work in global satellite communications. Their expertise will be indispensable for collaboration between our members in business and academia. I’m excited to see what we can collectively achieve in the coming months and years."
The products and services herein described in this press release are not endorsed by The Maritime Executive.
S. Africa Picks Three Groups to Bid for New Manganese & Hydrogen Port
The new port will serve manganese mines in the Northern Cape region, and a massive hydrogen export plant is on the books as well (file image courtesy Kudumane Manganese)
South Africa has achieved another milestone in its ambitions to become a major producer and exporter of green hydrogen. A state owned logistics company has identified three consortia that will present proposals for a new port and railway infrastructure for manganese ore and green hydrogen exports.
Transnet National Ports Authority (TNPA) said it has identified three competing groups to submit proposals for the design, funding and construction of the planned deepwater port of Boegoebaai and associated rail links. The estimated project cost is $785 million during the first phase.
The new port and rail networks are critical in serving the country’s proposed new Boegoebaai hydrogen production hub. The port would serve mines in the Northern Cape province, particularly the export of manganese ore, which is constrained due to high transport costs and insufficient capacity on existing export corridors. TNPA said the development of the new port and associated rail infrastructures will significantly improve connectivity to the Northern Cape, and provide the necessary logistics for manganese, green ammonia and other commodity exports in the province.
The Boegoebaai port will be built on a greenfield site to handle up to 17 million tonnes of dry bulk commodities a year, as well as containers, break-bulk commodities, diesel fuel and hydrogen.
Proposed layout for the new port and industrial park complex (TNPA)
Boegoebaai Port & Rail Consortium, Boegoebaai Development Consortium and Project Elephant Consortium will submit proposals for the design, funding and construction of a planned port and rail infrastructures. The three companies were shortlisted from a list of eight groups made up of local and international companies that responded to the request for qualification issued in August last year. The shortlisting of the companies puts TNPA on course to start up the first phase of the Boegoebaai port by 2026.
The development of the port is part of South Africa's hydrogen strategy. The country intends to become a major producer and exporter of green hydrogen, capturing at least four percent global market share by 2050. This will be achieved by deploying 10 GW of electrolysis capacity in the Northern Cape region by 2030 and producing about 500 kilotons of hydrogen annually by 2030.
The Boegoebaai hub is central to the nation's hydrogen ambitions because it would host the core of the H2 export infrastructure. This would including an electrolyzer park, a green ammonia production plant, and associated supporting operations. The mega project is expected to create 6,000 direct jobs.
Apart from hydrogen, the port and associated railway infrastructures are expected to unleash substantial economic benefits in the Northern Cape province. All of the region's export commodities are transported out of the province overland for export through ports in other provinces, creating supply chain bottlenecks and high transportation costs.
UAE’s Overarching Role in African Ports Development
The DP-managed terminal at Port of Dakar (Government of Senegal)
Since 2013, China has bankrolled an infrastructure boom in Africa under the BRI (Belt and Road Initiative) banner. However, the economic contraction occasioned by the Covid-19 pandemic has led China to restructure the BRI, cutting funding for most of its projects in Africa.
But there appears to be a new benevolent investor taking China’s cue. During the past few years, United Arab Emirates (UAE) has expanded its investment footprint in Africa thanks to major infrastructural projects, especially in the ports sector.ds
In 2021, UAE celebrated the 50th anniversary of its founding. This came with the launch of the Principles of the 50 document, which plots UAE’s development trajectory for the next 50 years. One key focus area is a renewed foreign policy that puts Emirate’s economy first.
Indeed, this inspiration could be traced in the mega-deals that Emirati companies are striking in Africa. Thanks to billions of dollars’ worth of port projects, UAE is now the fourth largest investor in Africa after China, Europe and the U.S.
The Dubai-based DP World and Abu-Dhabi’s AD Ports, both owned by Emirati royal families, have greatly expanded their influence in African ports in the past decade. For instance, Africa represented 10 percent of DP World’s revenue as of 2021, through major port operations in seven African economies at the time.
This share has definitely gone up after DP World acquired the South Africa based Imperial Logistics. As one of the leading transport companies in Africa offering logistical support across 26 African and European countries, the Imperial acquisition cemented DP World’s position as a “Gateway to Africa.”
Meanwhile, AD Ports’ first international acquisition last year involved buying a controlling stake in Egypt’s Transmar Shipping and Transcargo International Company (TCI). The deal gives AD Ports a market-leading position in port operations in North Africa and the Red Sea region.
DP World and AD Ports Groups currently operate 12 port facilities in Africa, including a logistics platform in land-locked Rwanda. UAE’s port operations in Africa are structured under port concessions averaging over 20 years. The deals have made UAE a top rival to China in competing for port concessions in Africa.
“This string of ports strategy allows the UAE to access African economies and markets, with the Jebel Ali Port in Dubai playing the role of a super hub linking Africa and Asia. It is a One Port, One Node Strategy, with each African port representing a node connecting the Gulf with Africa,” says Eleonara Ardemagni, a Senior Research Fellow at the Italian Institute for International Political Studies.
But how is UAE’s development approach in Africa different from that of other foreign players?
One notable distinction is how UAE has built its Emirati brand in Africa using port investments as its core area of competency. UAE’s African policy seems to leverage on ports as fulcrums of influence.
In some instances, UAE’s maritime ambitions in Africa have existed long before China came calling. Take the case of Maputo Port in Mozambique, which DP World has been managing since 2006. China only started working with Mozambique to renovate Beira Port in 2017. Similarly, DP World has been operating the Port of Dakar in Senegal since 2008. China’s infrastructure projects in the country started to be visible in 2018, ten years later.
VisuDREDGE on DC Dredging Vessels for Visualization of Dredging Process
Visualization of dredging is essential to gain insight into the dredging process. But this is only the beginning of the whole dredging story. To complete that story, we meet with Diederik van Halsema of DC Dredging today. He is the fleet manager of the entire DC Dredging fleet, including the vessels DC Ostend, Margaret Ann and Rio. These vessels have a lot of things in common, including MSA- Service's VisuDREDGE dredge visualization system, which is installed on each of these three vessels. In this article he explains what detailed insights into the dredging activities are provided and which developments will make the reporting of the dredging process even better. Introduction: the vessels
First, a brief introduction to the dredging vessels. What exactly are we talking about? Diederik explains: ‘The big difference between the DC Ostend, Margaret Ann and Rio is the type of ship. Margaret Ann is an inland vessel and with its 9 meters the narrowest of the three. DC Ostend is unique because this ship can also suck up gravel. A wear-sensitive and intensive process. The abrasion of the dredging plant on a gravel hopper dredger is three times higher than on a normal trailing suction hopper dredger. Cycle times for gravel hopper dredgers are also different from those of the sand dredger’s dredging process because they are longer. Consequently, a lot can be gained from good reporting. Based on this, we carry out analyses and we can optimize the dredging process.’
Pay off: Visualization of the dredging process is essential ‘Although dredging is more of a hobby for me than work, it is important that the work pays off,’ Diederik continues. ‘First, we use VisuDREDGE to visualize and log the data. We then process this data in Excel in order to extract analyses from it to optimize the processes. In the dredging sector you mainly work under water. It is therefore all the more important for our sector to have accurate information about the dredging process, which after all is our business. That visualization can also easily be made with VisuDREDGE’.
Diederik continues: ‘In addition, we also work a lot for governments. We are currently working with the ship Rio on beach nourishment for the Belgian government. We are expected to be able to accurately display how much we dredge, and this implies a complex measuring method. A technique that MSA-Service masters well and displays in an appealing way on the screen on the bridge. As we can accurately display this information, the authorities can, if required, closely monitor our activities.’
VisuDREDGE: ‘Appealing visualization of important parameters’ Diederik started at DC Dredging five years ago. The systems that ran on the dredgers were outdated. ‘I know MSA-Service from the time I worked for Van Oord and Boskalis. I am pleased about the quality of the systems they provide. When I saw VisuDREDGE, I was immediately interested. I especially liked the customization options. Depending on the equipment on board of the ship, the visualization is fully customizable. The screen displays all parameters that are important to us in an appealing way.’
Unique data insights: better for the people on board and for the management Diederik sees lots of opportunities to improve the dredging industry even further: ‘Currently, the dredging sector is still working a lot with logs and exports to Excel which is already an improvement compared to the past, when everything was still entered manually. Yet, entering and merging information manually is still rule rather than exception - a job prone to error, while a system like VisuDREDGE can already be easily combined with programs that run automatic analyses, such as Multiped.’
Diederik adds: ‘These exact analyses are of enormous added value in making the dredging process effective. This method relieves the work of the people on board and gives a better insight to the management. First, about the people on board: they simply find all the administration and reports related to the dredging activities tedious. And there are already tools available that can take over this work. As far as I'm concerned, we should embrace those opportunities as soon as possible so that the people on board have time to do what they really do best. Combine this data with real-time information and we are talking about true innovation.
About the management, the use of VisuDREDGE provides a good insight into the performance of the ship. The way in which data analyses can be done with this system is unique and certainly also provides a better insight into the performance of the people on board and ultimately of the entire company.’
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Army Corps Awards Contract for Design and Construction of New Dredge
The Dredge McFARLAND is one of four oceangoing hopper dredges owned and operated by the Army Corps of Engineers.
The U.S. Army Corps of Engineers (Corps) has awarded Eastern Shipbuilding Group, Inc. of Panama City, FL, a contract worth $256.9 million for the design and construction of a Medium Class Hopper Dredge (MCHD) to replace the Dredge McFARLAND of the Corps’ Philadelphia District.
The Dredge McFARLAND is one of four oceangoing hopper dredges owned and operated by the Army Corps of Engineers.
The new MCHD will play a critical role in enabling the Corps to continue to deliver its navigation mission and provide for safe, reliable, effective, and environmentally sustainable waterborne transportation systems for vital national security, commerce, and recreation needs. The new dredge is estimated to be placed into service in 2027 and replaces the 57-year-old McFARLAND.
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Biden Uses Steel Cutting of Wind Vessel to Promote Offshore Energy Progress
Biden speaking at Philly Shipyard to mark construction of the first rock installation vessel for the U.S. wind industry (Business Network for Offshore Wind)
President Joe Biden visited the Philly Shipyard in Pennsylvania to attend the steel-cutting ceremony for the first U.S. rock installation vessel being built for Great Lakes Dredge & Dock Corp. to support the burgeoning offshore wind power industry. Biden used the visit to the shipyard to also highlight the advancements in the U.S. offshore wind industry and announce the next lease auction, the first to be conducted for the Gulf of Mexico.
During his speech, the president highlighted that companies have announced 18 offshore wind shipbuilding projects as well as investments of nearly $3.5 billion across 12 manufacturing facilities and 13 ports to strengthen the American offshore wind supply chain. The vessels range from the first Jones Act-compliant installation vessels to a SOV, and crew transfer vessels. They are being built at shipyards ranging from Florida to Louisiana, New York, Massachusetts, Michigan, Rhode Island, Wisconsin, and Pennsylvania.
The visit was timed to coincide with the construction of Arcadia, a 461-foot long vessel that becomes the first offshore wind rock placement vessel and will be used by Great Lakes Dredge & Dock to enter the offshore wind sector. The vessel was designed by Ulstein and the construction contract, which is valued at $197 million, was awarded to Philly Shipyard in November 2021 along with an option for a second vessel.
The Subsea Rock Installation Vessel is designed to carry up to 20,000 metric tons of rock and will transport and strategically deposit the material to the ocean bottom, laying a foundation for the monopiles which serve as the prevailing support structure for offshore wind turbines. Delivery for the first vessel is expected in Q4 2024, and if awarded the second would be delivered in Q4 2025.
Biden was shown a model of the rock installation vessel being built at the yard (Great Lakes Dredge & Dock Corp.)
Biden toured the shipyard and used the visit to highlight new data that shows there are more than 4,100 companies in all 50 states that are looking to support the U.S. offshore wind industry. He said the industry already includes nearly 1,500 contracts for work.
Installation of the offshore foundations is now underway for the first two large, commercial-scale wind farms in the United States. Located off New York and Massachusetts both are targeted to complete construction by the end of this year while the Bureau of Ocean Energy Management has moved forward with the review of the next two Construction and Operation plans. BOEM reports that it expects to review at least 16 Construction and Operation Plans for offshore wind farms by 2025, which would represent more than 27 GW of energy.
Biden and BOEM also today announced the next wind energy lease auction, which will be the first for the Gulf of Mexico. The areas will be auctioned on August 29 and will have the potential to generate approximately 3.7 GW and power almost 1.3 million homes. One area is over 102,000 acres offshore of Lake Charles, Louisiana. Two other areas are offshore Galveston, Texas comprising a total of approximately 200,000 acres.
In less than a year, BOEM has conducted lease auctions for the New York Bight, Carolina Long Bay, and northern and central California. BOEM has also completed another step in reviewing a potential offshore wind research lease in the Gulf of Maine and is moving forward with plans for a lease area off the coast of Oregon.
Biden has committed the United States to 30 GW of offshore wind energy by 2030.
