All language subtitles for Impossible Engineering s10e08 US Military Hovercraft.eng

In today's impossible engineering.

It's the most advanced landing craft on
the planet.

The world's most cutting edge
hovercraft.

The ship to shore connector introduces a
capability that's like no other.

It's unparalleled.

It can do things that virtually no other
vehicle can do.

And the pioneering historic innovation.

This craft was a real trailblazer.

Look at this thing.

It's immense.

that made the impossible possible.

Making the transition from ship to shore
is one of the biggest challenges the

military faces.

Carrying troops and tons of equipment
across the ocean and into some of the

planet's most hostile environments.

presents a seemingly impossible problem.

We have to move vehicles, cargo,
personnel,

all the sustainment that we need.

We need to be able to do that at points
of our own choosing.

We need to be able to do it very
quickly.

In order to achieve these ambitions,
Engineers have built an all -new

of advanced amphibious vehicle.

This is the ship -to -shore connector.

Also known as the SSC.

The Navy's latest and greatest
hovercraft.

It's designed to carry some of the
military's heaviest cargo.

into locations that were previously
impossible to reach.

Welcome to the Navy's next generation
air cushion vehicle, ship -to -shore

connector.

The SSC is the most capable and cutting
-edge hovercraft on the planet.

Nothing can compete with the SSC.

The ship -to -shore connector can access
over 70 % of the world's coastline.

You can't do that in any other vehicle.

Piloted by a crew of four, this giant
hovercraft measures in at almost 50 feet

wide and over 90 feet long, about the
length of

three double -decker buses, making it
the U .S.

Navy's largest amphibious landing
vehicle.

It can carry some of the Marine Corps'
heaviest equipment.

and unload it in some of the planet's
most hostile coastal locations.

It's a vital tool that helps the
military overcome the challenges of

operations.

At a state -of -the -art manufacturing
facility in New Orleans,

Navy Captain Cedric McNeil is overseeing
the final stages of production of these

brand -new vehicles.

After years of development, they are
almost ready to deploy for the first

To say that we're excited to see that
the craft are delivering and starting to

get underway and we're starting to see
how they operate at sea, that's an

understatement. This is a culmination of
the efforts of many personnel over the

years to get to this milestone of an
accomplishment.

And at an experimental research base in
Florida.

Senior Chief Josh Pearsall and his crew
are preparing to evaluate one of the

first completed FSEs ever delivered to
the Navy.

Today's mission is operational test of
the thrust system over water.

We're going to be operating at high
weight and power.

Engineers have created a craft like no
other on the ocean.

The ship -to -shore connector is the U
.S.

Navy's latest and greatest amphibious
vehicle.

Built to conquer the planet's
coastlines, this versatile vehicle can

the sea and land to deliver troops and
cargo to remote locations.

Powered by four gas turbine engines that
produce an excess of 24 ,000

horsepower,

The ship -to -shore connector can reach
speeds of 35 knots in waves up to 4 feet

high and transport a payload of either
145 combat

Marines or 74 tons of equipment, enough
to carry the Abrams M1A1

tank fitted with a full -width mine
plow.

Once the finished vehicle enters active
service, it must be able to access

environments that would be impossible to
reach with other landing craft.

The uniqueness of the platforms that the
Navy and Marine Corps team are working

with industry to design have to be able
to be better than just a normal craft or

a normal boat.

So we talk about a deployed scenario and
the lack of infrastructure in a foreign

location. We absolutely have to provide
solutions that allow us to execute these

missions across a myriad of scenarios.

For inspiration, engineers must look to
the innovators of the past.

On the British coast, physicist Andrew
Steele has traveled to discover the

secrets of a historic military
innovation.

To you and me, this just looks like a
cold day at the beach. But to engineers

the military, this represents a
challenge.

How can you move seamlessly between land
and water and back again without having

to spend ages loading and unloading
boats? And if you're in the military,

basically being a sitting duck.

It's a problem English engineer Sir
Christopher Cockrell spent years

contemplating.

His solution.

A whole new type of vehicle eliminating
the boundary between sea and land.

The hovercraft.

This amazing machine is the SRN5, the
Saunders Row Nautical 5 hovercraft. And

it's the world's first production
hovercraft based on the pioneering work

Christopher Cockrell.

And isn't it beautiful?

It looks sort of retro and yet
futuristic at the same time.

After making its debut flight in 1964,
the SRN -5 was the first hovercraft to

enter military service.

This craft was a real trailblazer.

It still got essentially all the same
technology as powers a modern

And this was the first commercially
successful hovercraft in the world.

The SRN -5 was the result of more than
five years of research and development.

Capable of floating across both land and
water,

Cockrell's game -changing technology
would go on to transform the nature of

amphibious operations.

Given that this vehicle can do something
that sounds miraculous, hover in midair

and move over almost any kind of
terrain, it's really based on some

simple physics.

One of the big innovations in the SRN5
was that enormous Rolls -Royce engine at

the top there, which is powering the
whole hovercraft. And what does it

Well, the first crucial thing is this
fan in here.

It doesn't look like a fan that you
might normally see.

Its blades are vertical.

It's something called a centrifugal fan.
And this fan acts as the lift fan. It's

the crucial thing that makes this a
hovercraft. It sucks air from the

and uses it to fill up this enormous
skirt underneath the vehicle and lift it

all up off the ground, reducing that
friction.

To make the hover work, air from the fan
is channeled into a thin curtain around

the perimeter of the vehicle, lifting it
off the ground and trapping a cushion

of air under the hovercraft.

The second critical part of this vehicle
is that there, the thrust fan, an

enormous set of rotor blades. And what
that does is it sucks air and pushes it

backwards, thrusting the hovercraft
forward.

Another critical innovation on the SRN5
is this thing, the hovercraft skirt.

It traps the air, meaning less of it can
escape.

And because it's made of this flexible,
rubbery material, it can adopt the

contours of whatever terrain it's moving
over, giving it incredible flexibility.

Cockrell's design revolutionized ship
-to -shore operations forever.

This beauty is basically a modern
version of the SRN -5, and it operates

exactly the same principles.

So how do those principles work in
practice?

They're just driving straight towards
the sea.

And how have engineers modernized the
design for the most

advanced ship -to -shore vehicle in
naval history?

We can make a landing almost anywhere on
the planet with this technology.

Engineer Christopher Cockrell developed
the concept behind the SRN -5 in the

1950s.

Its fan and skirt design allowed the
hovercraft to do what no other vehicles

the time could.

By flying on its air cushion, the craft
can transition between land and sea

without stopping, a game -changing
innovation that revolutionized landing

operations.

Physicist Andrew Steele is about to
experience this remarkable capability

hand.

So, let's get those fans going and fire
this baby up.

We're just driving straight towards the
sea, which is completely crazy.

That is bizarre.

Just driving smoothly from the beach
straight into the sea.

It's a chilly morning out here.

Now the holograph's up and running,
we've got that miffed fan blowing the

into the cushion underneath us. We're
just hovering out here.

More than 60 years after its
introduction, the hovercraft has helped

how the military moves from ship to
shore.

You can really see why the hovercraft is
such a breakthrough.

It's such a simple idea, but it's such a
powerful, versatile vehicle.

One of the most versatile on the planet.

All right, Ben, take us home.

By supersizing the air cushion
innovation pioneered by Cockrell,

made the SSC the most capable hovercraft
on Earth.

We can reach up to 70 % of the world's
coastline on the hovercraft.

We can make a landing almost anywhere on
the planet with this technology.

Today, pilot Josh Pearsall and his team
in Florida are preparing to put the

advanced air cushion to the test.

on one of this amazing vehicle's first
flights.

By flying six

feet above the surface, the SSC can
overcome obstacles that would make

impossible for traditional landing
craft.

It allows us to go Almost anywhere over
water and land itself, whether it's

sand, dirt, ice, you name it, it can go
there.

In Louisiana,

engineer Ryan Schaffernacher has access
to the impressive inner workings of the

oversized air cushion.

So I'm standing inside the bag of the
SSC.

Directly above me is where we install
the lift fan volute.

Inside that volute is the lift fan
impeller. The impeller drives air

this duct inside the bag and also drives
air upwards through the bow thruster.

And in order to enhance Cockrell's early
design, the SSC's engineers have

devised an updated take on the skirt
system.

So here we're installing the advanced
skirt for the SSC.

It is a vulcanized rubber over Kevlar
fiber reinforcement.

The air cushion works via the lift band.

So through our main engines, we
transform that power through the lift

drive air pressure into the skirt.

The skirt is a bag and finger type
system.

The fingers direct that air pressure to
the exterior of the craft, providing

it's lift.

By powering two giant fans.

The enormous skirt is filled with air in
a matter of seconds.

Hundreds of individual fingers wrap
around the perimeter to create a curtain

air that lifts the SSC off the ground.

Each finger can move independently,
allowing them to flex when traveling

uneven surfaces to improve ride quality
and handling.

And the small cross -section of each
finger helps reduce friction to enable

increased speeds.

The skirt is the key for the craft. It's
what makes this an air -cushion

vehicle, right? It's what makes it fully
amphibious.

Without this technology, it wouldn't be
able to perform mission.

But the SSC requires more than just its
advanced skirt to operate effectively.

A key factor in enabling us to be able
to transport people and cargo to the

beach is speed.

We're in a contested environment
oftentimes.

We're against an adversary, and we need
to be able to quickly maneuver so that

we can support and execute our mission
in a timely and efficient manner.

And the key to achieving this objective
is plenty of power.

What we have before us here is the Rolls
-Royce MT -7 gas turbine engine. There

are four of these on the SSC platform,
which provide propulsion.

These impressive engines drive a pair of
thrust propellers that measure in at

almost 12 feet across and push the FSC
forward at high speed.

So let's look at the performance overall
for the craft.

We're looking at a top speed somewhere
between 30 to 40 knots.

This engine was selected because of its
lightweight and its pound -for -pound

punch in the way of power.

At the experimental test base in
Florida,

Senior Chief Josh Pearsall is one of the
few people to have experienced the

speed of the SSC firsthand.

I am very impressed by what I've seen of
it so far.

The advantages of being able to move
fast that allows us to rapidly deploy

forces around the world and build up the
force that we need in any terrain.

As part of today's test flight, Josh
gets to put these powerful engines

their paces.

All right, here we go.

Start in one and two, Bravo.

Start in one and two, Bravo.

Combined, the SSC's engines produce
around 40 ,000 pounds of thrust, the

equivalent of an F -35 jet.

Got rotation all around.

Roger.

And with such mighty mechanical muscle
at its disposal, this all -new

powerhouse will be able to accomplish
its mission at previously impossible

speeds.

It's a critical element of the SSD's
design.

But the demands of the military's
mission pose more challenges for

You have to make design selections that
are both lightweight to allow the craft

to fly.

but also rigid enough to perform a very
heavy payload transition from the ship

to the shore.

To find a solution, they must turn to
the great innovators of the past.

You can imagine soldiers getting ready
to fly this plane into battle.

To move some of the U .S. military's
most heavy -duty equipment.

In some of the planet's hardest -to
-reach locations, engineers have created

awe -inspiring amphibious vehicle.

The ship -to -shore connector.

Designed to be deployed from transport
ships known as sea bases, the SSC can

fly at high speeds across the open
ocean.

and deliver a payload weighing the
equivalent of 11 African elephants to

any terrain.

But the need to launch its operations
from far offshore can create challenges

that the Navy's engineers and the
manufacturing team in Louisiana need to

overcome.

We're typically looking at going from
ship... that are over the horizons

anywhere between 10 to 20 miles.

And then allowing cargo and Marines and
personnel to get from the ship to the

shore.

Typically, this can be in a contested
environment, so we have to be agile.

All hovercraft of this type must be able
to launch from mothership, transition

across the water, and navigate a range
of obstacles on the way to shore,

potentially including hostile fire.

There's absolutely no room for
compromise.

Agility is a core feature of design for
this platform.

To maximize maneuverability, engineers
have equipped the SSC with a trio of

steering solutions.

The SSC platform is designed with three
primary effectors for maneuverability.

Those components are the controllable
pitch propeller, the rudders, and the

thruster.

What you see before you are six
controllable pitch propeller blades.

The two rudders you see on the port and
the starboard side provide maximum

steering capability for the platform.

80 % of the craft's maneuverability
factors are controlled right here with

rudders and the controllable pitch
propeller blades.

By adjusting the pitch of the propeller
blades, the amount of thrust generated

can be varied.

When the blade angle is increased, more
thrust is produced.

And when the blade angle is decreased,
thrust is reduced.

The rudders then interrupt the airflow
coming from the propellers pushing the

stern of the craft in the desired
direction.

The bow thrusters provide that fine
-tuning aspect of maneuverability.

By directing a stream of pressurized air
from the SSC's lift fan through

rotatable nozzles, the bow thrusters
move the craft in the opposing

Off the coast of Florida.

Just enough to get through the bridge.

Senior Chief Josh Pearsall is testing
out the SSC's agility.

Under his direction, the pitch
propellers, rudders, and bow thrusters

tandem to precisely maneuver the craft.

All right, here we go.

Roger.

Capable of seamless transitions between
forward, reverse, and lateral movement.

The SSC can even turn 360 degrees inside
its own footprint, allowing it to

navigate through congested terrain with
ease.

But agility alone is not nearly enough
for the SSC to meet its mission.

A key consideration in the design
process for SSC... There's weight and

savings. We have to ensure that there's
a balance between what each component

weighs with how much payload we can take
ashore.

The bottom line for SST is every pound
matters, whether we're talking that from

the perspective of weight savings or how
much payload we can take ashore.

For a light but tough hovercraft, the
SST's engineers must look to the

of the path.

Engineer Dan Dickrell has traveled to
the Military Aviation Museum in Virginia

Beach to discover an incredible piece of
aeronautical history.

This is the Yonkers 52.

It was the first cargo plane made out of
aluminum.

Look at this thing.

It's immense.

It feels like modern aviation has
arrived.

Designed by Ernst Zindel, the Junkers 52
made its maiden flight in 1930.

And its revolutionary all -metal
construction meant it could carry an

6 ,000 -pound payload.

A huge upgrade from wooden airframes.

You get a sense of how much space is in
here, all of this volume. You can

imagine. All of the supplies that could
fit in here and the soldiers getting

ready to fly this plane into battle.

A key factor in making this aircraft
capable of carrying all that cargo is

skin.

On the side of the aircraft, we can see
this unusual corrugated shape. That's

because... This aircraft is made almost
entirely out of aluminum alloy called

Duralumin, which was discovered by
Alfred Wilm.

Wilm was a German metallurgist, and his
breakthrough alloy would go on to

revolutionize aviation engineering.

When you look at this inspection panel,
you get a good sense of how this

aircraft is constructed.

You can actually see the structural
elements that compose.

the aircraft, and then also you can see
the skin. This is all made of duralumin,

that really, really strong material that
enables the plane to carry as much

cargo capacity as possible.

By manufacturing from a metal that was
both light enough for flight and strong

enough to hold heavy payloads, the
Yunkers proved that airborne cargo

was possible.

This plane, as big as it is, only weighs
about 5 ,600 kilograms or about six and

a half tons.

It's a remarkable airplane.

Ville's development of aluminum alloy
was crucial to aviation history, but it

was not a smooth process.

It's still quite bendable, and this was
very disappointing to Ville.

To build the Navy's lightest and
strongest hovercraft of all time.

The engineers behind the shift -to
-shore connector will need to use Wilm's

-won innovation in a modern and massive
way.

Collection of this material is critical
to the success of this vehicle.

When the Junkers 52 debuted in 1930, it
was an aviation wonder.

Lighter and tougher than previous
planes, the massive carrying capacity

courtesy of Duralumin, an aluminum alloy
discovered by German metallurgist

Alfred Wilm.

Engineer Dan Dickrell is demonstrating
how this revolutionary material came to

exist. What I have here is a regular
piece of aluminum.

Nothing special about it. It's not very
strong. It's quite bendable.

This is not very well suited for use in
aircraft.

Will knew this, and so what he did is he
tried to employ the same techniques

that were used to strength -harden
steel. So how we do that is

we create...

An intense source of heat.

In this case, I'm going to use this
blowtorch.

And I'm going to heat treat this piece
of aluminum.

If we were going to do this on steel,
the same technique would be to heat it

to around 700 degrees Celsius.

And then you quickly quench it.

And then we check and see how the
strength properties of this aluminum

It's still quite bendable. And this was
very disappointing to film.

He had left his laboratory, his tools,
and he came back a few days later and re

-examined the aluminum. And what he
discovered was this.

It looks the same, but this is age
-hardened aluminum.

When I try and bend it, it's a lot
tougher.

And this was the magic behind age
-hardened aluminum.

That over time, the atomic structure had
changed, enhancing its mechanical

properties. And that's what makes this
material brilliant.

for aircraft usage is because it is very
light and it is very strong.

Vilm's discovery went on to totally
transform the aviation industry.

And many modern aircraft are still built
with age -hardened aluminum today.

Without the invention of this amazing
material, the idea of cargo -carrying

flight would still be impossible.

At the experimental test base in
Florida,

Colonel Paul Morita knows that the
ability to move more cargo can be key to

success of an operation.

A lighter landing craft is an increased
payload.

That means more troops, more vehicles,
more combat power, and more sustainment

ashore. The reason that's important is
because the quicker that we can get our

combat power ashore, the faster we can
prosecute operations.

Once we hit the beach.

By adopting Vilms Aluminum Innovation,
the SSC is both strong and light enough

to transport a payload almost 22 times
greater than the Yonkers.

A staggering 74 tons.

The SSC allows us to carry extremely
heavy loads, like some of our heavier

trucks, some of our artillery systems,
and some of our armored vehicles.

At fully loaded capacity, this
exceptional hovercraft can move the

weight of 30 Humvees, an essential
ability that empowers the troops on the

lines.

These vehicles are important to our
operations because it gives us mobility,

gives us speed, and inherent in that is
extra firepower as well.

At the factory in New Orleans.

The engineering team is working with
this amazing metal as they prepare

vehicle to roll off the production line.

So to construct the hull and the above
-deck modules, we use 5083 aluminum.

It's a choice that's undoubtedly
influenced by Junker's pioneering cargo

Aircraft and the SSD share a similar
design.

They're both very, very sensitive to
weight.

The way that aircraft are constructed
using aluminum, just very similar to

the same kind of structural engineering
approach, the same type of materials.

But the demands placed on the SSE means
strength is just as important as weight.

The SSE is designed so that you can
carry very, very heavy payloads,

the Abrams M1A1 tank.

That tank needs to be able to roll on
top of the SSE.

The modules that we designed for the SSE
need to be able to withstand those

kinds of loads.

In this cell, we're building up the
fixed and deployable ramps for the SSE.

You can see the stiffeners that are used
to strengthen up the module.

We use 5083 aluminum plate and extrusion
to build these and then install them on

the craft.

Collection of this material is critical
to the success of this vehicle.

Engineers have designed an amphibious
vehicle more capable than any other.

But working in destructive offshore
conditions presents plenty more

When you look at the different
environments that we're called upon to

in, it's some of the harshest
environments on the globe.

To find answers, they must turn to the
great innovators of the past.

I'm just kind of in awe of my
engineering ancestors.

The Ship to Shore connector is the most
advanced hovercraft on the planet.

Built to deliver U .S. troops and heavy
cargo into hard -to -reach locations,

it's the ultimate amphibious vehicle.

Driven by a pair of propellers that
measure almost 12 feet across,

the SSD can hover on a six -foot cushion
of air and fly across the water

straight on to 70 % of the planet's
coastlines to deliver its outsized

an achievement unmatched by any other
landing craft.

But if this brand new vehicle is to
achieve its objectives once deployed, it

to be tough enough to survive the rigors
of military operation.

When you look at the different
environments that we're called

upon to operate in, it's some of the
harshest environments on the globe.

And SSC has to deliver, has to be able
to take Marines and their cargo from the

ship to the shore.

To function in near -impossible
conditions characterized by corrosive

water, abrasive sand, and punishing
temperature extremes, the SSC must be

to last.

We have to consider our ability to
maintain the craft as it operates over

-year service life. We're talking about
wear and tear on the vehicle, individual

components. how long they last, how
durable they are.

Each component has to have that factor
of consideration before we install it or

incorporate it into the design of FSC.

For inspiration on marine durability,
engineers must look to history's great

innovators.

In Evansville, Indiana.

Hi, Rick.

Hello, Mark. I've got to put this on.

Okay. Professor Mark Valenzuela is about
to take a once -in -a -lifetime ride on

an icon of military engineering.

Just thinking about 36 men kind of
anticipating their arrival onto Omaha

Beach in a boat like this is kind of
amazing.

This is an LCVP.

or a landing craft vehicle personnel,
one of the most important vessels of

War II.

Built

to

navigate the challenges of shallow
waters and land troops directly on the

of Europe,

The LCVP was a game -changing
innovation, but its design was far from

The original ones were made out of wood
and wood panels, so that would need to

be pieced together using screws and
bolts.

Anytime you create that hole in the
material, you're really compromising the

integrity of the material.

To improve the durability of the LCVP,
military engineers needed a new

Luckily, an inventor by the name of
Gaines Slater had made a discovery that

could help solve the problem.

By bonding glass fibers inside a
hardening resin, Slater invented a

plastic known as fiberglass.

Stronger and lighter than steel, and
highly resistant to rot and extreme

temperatures.

It was an ideal solution for building a
new and improved generation of this

iconic landing craft.

Here it is, the fiberglass LCVP, and it
is a magnificent boat.

First deployed during the Korean War.

The redesigned LCVP is the earliest
known military vessel to be mass

from fiber -reinforced plastic.

We can kind of get that sense of that
fiberglass, that hollow thumping sound.

This is in beautiful shape.

The introduction of this incredible
composite material offered the new LCVP

number of advantages.

In terms of that manufacturing with
fiberglass, we can make it as big as we

to. So we aren't limited by the size of
the planks that we would use in regular

plywood.

And so because we can fabricate it in
fewer pieces and fewer joints, there's

going to be fewer weaknesses associated
with all of those joints.

The radical new strength available via
fiberglass produced a more durable,

-hitting LCVP than ever before.

To build on its remarkable success, the
engineers behind the ship -to -shore

connector will need to take Slater's
lead.

Using composites allows us to achieve
some very complex arrow shapes.

And adapt his innovative idea for the
21st century.

In order to build the most capable and
durable hovercraft the U .S. Navy has

ever seen, engineers need the right
materials.

the team is looking to their forefathers
for inspiration.

When military engineers needed to
redesign the Landing Craft Vehicle

or LCVP, in the 1950s, they turned from
plywood to fiberglass.

So we can kind of imagine plywood panels
that would be used to form the shape of

this hole. These two pieces of paper
just kind of butted against each other.

We need some way to be able to hold
these panels together.

What we could do is kind of simulate
these mechanical fasteners just using

staples. But once I start to introduce
these staples, those holes then become

these points of weakness in this
material.

It might actually be easy for us to be
able to... break them open like this,

especially along those joints. And so
you'll notice that the failure is

all along that.

So this is one of the weaknesses that we
see with the use of plywood.

The advantage, of course, with
fiberglass is to be able to use one

sheet that doesn't have to rely on any
of these joints or any of these

mechanical fasteners.

Thanks to the introduction of reinforced
plastic, many fiberglass LCVPs are

still seaworthy, while none of their
plywood predecessors are.

Taking a look at this marvel of
engineering from the 1950s, and I'm just

in awe of my engineering ancestors.

Today, at the production facility in New
Orleans, Ryan and the team are relying

on fiber -reinforced plastics for key
components of the SSC.

So we're using composite technology, the
latest epoxy and carbon fiber. We use

that for our lift band volute, the bow
thruster, our drive shaft, the prop

the rudders, as well as the propellers
themselves.

Composites are very corrosion resistant
by their nature, so they're able to

withstand the very difficult operating
environment, for instance, salt water

those kind of heavy humidity
environments.

And just like the pioneering landing
craft of the past, the SSC's durability

improved through its use of these
innovative materials.

Using composites allows us to reduce the
total part count on this craft and also

allows us to achieve some very complex
arrow shapes, such as the lift band

balloon that you see behind me. And
we're allowed to do that with fewer

We were able to achieve these shapes by
molding the parts all in one.

So with having fewer parts, that's less
parts that you have to maintain, so that

improves the lifetime of the craft.

Thanks to the impressive engineering
behind this amazing machine, the

of moving from ship to shore can be
easily conquered.

The SSC is absolutely one of the most
amazing vehicles on the ocean, or the

for that matter. This vehicle can do
things that no other vehicle can do.

The capability of the SSC is amazing.
It's definitely in a league of its own.

It's next generation, and it's going to
allow the Marine Corps to get combat

power ashore much, much more quickly
than currently.

By looking to the pioneers of the path
for inspiration, adapting

their ideas,

updating their designs, and overcoming
huge challenges,

The Ship to Shore Connectors team has
built a boundary -pushing piece of

amphibious engineering and succeeded in
making the impossible

possible.

The Ship to Shore Connector platform is
absolutely one of the most amazing

platforms you'll ever see at sea.

It's simply in a class of its own.

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