Marine Log April 2021

ARINE OG M L www.marinelog.com

R E P O R T I N G O N M A R I N E B U S I N E S S & T E C H N O L O G Y S I N C E 18 78

April 2021

FREEING THE

EVER GIVEN

Tugs and dredges worked together to free the giant containership from the Suez Canal for six days as a backlog of ship traffic waited to transit the canal.

U.S. OFFSHORE WIND JUMP START Signals Boom for Offshore Vessel Demand

HYDROGEN FUEL ON WATERWAYS? It Could Be an Inland River Reality

CHOOSING THE RIGHT DECK MACHINERY A Naval Architect’s Perspective

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CONTENTS

10

18

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Ever Given Freed, But Seafarers Still Stuck

18

4 INLAND WATERWAYS NTSB Reveals How a Moored Towboat Flooded 6 INDUSTRY INSIGHTS

22

7 WELLNESS A “Tail” of Aging 8 VESSEL OF THE MONTH Gretchen V. Cooper: A Tier 4 Linehaul Towboat 10 UPDATES • Meyer Werft Wins Breakthrough Cruise Ship Order • Eastern Shipbuilding Launches Third Ollis Class Ferry 17 INSIDE WASHINGTON Funding for Port Infrastructure Program Revealed 30 NEWSMAKERS Biden Nominates Maffei as Chairman of the FMC 31 TECH NEWS Paraná River Push Boat Fleet Migrates to Thordon

24 27 29

OFFSHORE VESSELS U.S. Set for Boom in Offshore Wind Vessel Demand The Biden administration announced plans to jump-start the U.S. offshore wind industry, setting a target of generating 30 GW of electricity from offshore by 2030 HYDROGEN ON INLAND RIVERS? Is Hydrogen as a Marine Fuel an Inland Reality?

Despite its reputation for being hesitant to adopt new technology, the U.S. inland river industry may soon use hydrogen as a fuel FUELS & LUBES LNG Marks New Milestones, But What’s to Come?

March marked a big milestone when the world’s first LNGfueled Aframax received LNG from a Jones Act bunkering vessel DESIGNING THE DECK A Q&A with Naval Architects on the Process Elliott Bay Design Group answers our questions on what goes into the selection process for choosing a vessel’s deck machinery 10 MINUTES WITH …

Crowley’s Jonathan Zier Talks Offshore Wind Zier picks up where he left off at TTB 2021 and tells us more about maritime’s future in offshore wind and how Crowley is ready to play a role Cover Photo Credit: Satellite image ©2021 Maxar Technologies

36 SAFETY Desired Safe Outcomes Are Planned

April 2021 // Marine Log 1

EDITOR’S COLUMN

MARINELOG APRIL 2021 VOL. 126, NO. 4 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@stamats.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com

Ever Given Freed, But Seafarers Still Stuck

A

few short weeks ago, the entire world was transfixed by images of one of the largest containerships on the globe blocking the Suez Canal for six days, causing an estimated billions of dollars of expenses to the global economy.

Footage of tugs, dredges and excavators working tirelessly on the scene to free the Ever Given from the canal’s eastern wall was streamed across major news networks.

The coverage of the Ever Given incident was another example of the way in which shipping only finds itself in the spotlight when things go wrong.

What has received little world media attention, however, is the ongoing crew change crisis.

At the time of this writing, at least 200,000 seafarers were still stuck onboard ships across the globe unable to leave due to tight COVID19 restrictions that prevent crew changes.

Though the number of seafarers impacted has shrunk from its one time high, new variants of COVID-19 have brought new border control and travel restrictions that threaten to sharply increase the number of seafarers affected by the crew change crisis.

In March, the International Chamber of Shipping (ICS) said that thus far, only 55 countries and two associate members of the IMO have declared seafarers to be key workers and more work must be done to ensure crew do not once again become

collateral damage in the pandemic.

In a December 2020, ruling the International Labor Organization found that governments have failed to protect seafarers’ rights as set out in international law under the Maritime Labor Convention, 2006.

Concerns about prioritization for vaccination for seafarers must also be addressed.

Vaccine passports being considered by some governments threaten to pose a potential barrier to crew change as seafarers from developing nations are unlikely to have an opportunity to receive vaccines until July at the earliest.

“The crew change crisis is not resolved but has reached a situation where it has been more manageable,” says ICS Secretary General Guy Platten. One thing is certain, though. Shipping will be relied on to play a major part in plans for the worldwide rollout of COVID-19 vaccines. And, as Platten says, “Governments will not be able to vaccinate their citizens without the shipping industry or, most importantly, our seafarers.”

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com INTEGRATED ACCOUNT MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. Cody Sanders Canal Barge Company Inc.

HEATHER ERVIN Editor-in-Chief hervin@sbpub.com

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published 11 times per year, monthly with the exception of April which is a digital issue by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

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2 Marine Log // April 2021

EDITOR-IN-CHIEF Heather Ervin hervin@sbpub.com

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INLAND WATERWAYS

Moored Towboat Flooding Cause Determined by NTSB

4 Marine Log // April 2021

workers fill the two potable water tanks.

A pipefitter returned to the shipyard the following morning, on Saturday, May 16, and began reinstalling the bilge pumps with three other shipyard workers near 5 a.m. At about 10 a.m. after completing the pump installation, he started filling the potable water tanks from a shoreside water manifold that was connected to the vessel’s potable water fill pipe via a 2-inch hose through the open exterior engine room doors. He opened the supply (fill) valve at the shoreside manifold, and began filling the two tanks, which had a combined capacity of 13,233 gallons.

Unaware that the potable water tank access hatches were open in the rudder room, he left the shipyard about 10:30 a.m. with plans to return the next day. He intended to fill the tanks and then allow them to overflow onto the exterior main deck through their vents to flush out any residual debris inside before turning off the water supply.

Throughout the remainder of the day and throughout the night, the two potable water tanks continued to fill with fresh water on the unmanned Alton St. Amant. After the pipefitter left, no other shipyard workers boarded the vessel to check the water tank levels.

About 6:30 a.m. on Sunday, May 17, a shipyard worker walking past the Alton St. Amant noticed that the vessel was sitting

Probable Cause The NTSB determines that the probable cause of the flooding of the towing vessel Alton St. Amant was the absence of shipyard pre-inspection and monitoring procedures for water transfer, which resulted in potable water tanks overflowing through their open access hatches during an unmonitored transfer.

Photo Credit: U.S. Coast Guard

T

he National Transportation Safety Board (NTSB) has issued its report on a May 17, 2020, incident in which the Blessey Marine towing vessel Alton St. Amant was found by a shipyard worker to be partially submerged while moored at a shipyard in the Harvey Canal in New Orleans, La. There were no crewmembers or shipyard workers aboard the vessel. Approximately five gallons of diesel fuel were released into the water. Damage to the vessel was estimated at $1.5 million and no injuries were reported.

According to the NTSB report, on May 9, the vessel had been shifted from dry dock to a wet berth to complete outstanding maintenance items. Among the remaining work, two bilge pumps, that had been removed from the vessel for overhaul, were to be reinstalled; the sealing rings on several of the vessel’s tank access hatches were to be replaced; and the sealing surfaces of the hatches were to be cleaned.

On Friday, May 15, about 24,000 gallons of fuel were loaded onto the vessel.

The flush hatches to the vessel’s two potable water tanks located on the main deck in the rudder room had been opened for maintenance, but the covers were not reinstalled at the end of the day. That same day, the port engineer requested that the shipyard

low in the water and called the shipyard general manager.

On arrival, the general manager found the Alton St. Amant partially submerged and resting on the bottom of the canal alongside the pier. The engineroom was flooded, and the main deck was partially submerged. The U.S. Coast Guard, Blessey personnel, and a local salvage company were notified. While observing the Alton St. Amant, the general manager noticed the potable water hose connected to the vessel was charged; he then closed the potable water supply valve on the pier manifold.

After shipyard managers reported to the shipyard on the morning of the sinking, the potable water supply valve at the manifold ashore was found in the open position.

Later that day, during the post-salvage inspection of the Alton St. Amant, the access hatches to the potable water tanks in the rudder room were found to be open and the 2-inch hose supplying water to the vessel was still connected to the vessel’s fill pipe for these tanks. Fresh water had been filling the potable water tanks for over 20 hours.

The pipefitter was not aware of the open access hatches when he began filling the tanks. After he departed the vessel, no other persons came aboard to monitor the status of the tank levels, and there was no shipyard policy for monitoring the filling process.

Having been filled for several hours, the potable water tanks reached capacity, resulting in an overflow through the open hatches in the rudder room (rather than the tank vents as planned). After the rudder room flooded, the water spilled over the open doorsill onto the main deck of the engineroom and began flooding down into that space.

With the bilge system inoperable due to planned maintenance during the shipyard period and no one aboard the vessel to monitor the water transfer, the potable water continued to fill the aft spaces undetected and submerged the vessel until it came to rest on the bottom of the canal.

Source: The Swedish Club Main Engine Damage Report (figures quoted are average costs)

Use the QR Code to visit totallubmarine.com/TU

INDUSTRY INSIGHTS

The Ever Given is Free: A Timeline of the Suez Canal Blockage Crisis WELCOME TO INDUSTRY INSIGHTS, Marine Log’s quick snapshot of current trends in the global marine marketplace. At the end of March, the world became captivated by one ship, Ever Given. Evergreen’s 20,388 TEU ship, one of the world’s largest containerships, got stuck in the Suez Canal, where it blocked traffic in both directions for six days.

Below is a day-by-day timeline of the Suez Canal blockage crisis:

MARCH 23

MARCH 25

All traffic is suspended in the canal by the Egyptian government. Meantime, 48 vessels were waiting north of the blockage, 38 ships were waiting in the Great Bitter Lake midway of the canal, and 70 vessels were waiting south of the blockage at Port Suez Anchorage. A team from Dutch salvage company Smit, which operates under its parent company Boskalis, was on its way to the scene.

MARCH 28

More tugs show up on the scene as excavators continue to dig into the canal’s eastern wall to help free the ship.

MARCH 24

Dozens of ships are backed up as they wait on the canal to clear, causing expensive delays. Svitzer continued to provide support by pushing the vessel and assisting with refloating trials.

MARCH 27

A flotilla made a series of push and pull maneuvers in an attempt to free the vessel.

MARCH 29

Ever Given is finally freed and set adrift after more than 30,000 cubic meters of sand is removed. At that time, 193 vessels were waiting at Port Said for the southbound convoy and 201 were at Suez waiting to go north. Another 43 ships were waiting at Great Bitter Lakes.

6 Marine Log // April 2021

Photo Credits: Svitzer and Shutterstock/ Corona Borealis Studio

The Ever Given gets stuck in the Suez Canal.

Maritime companies, including Svitzer, respond to the scene that morning. Svitzer contributed to the multilateral effort to free the vessel with two tugs and four full crews operating in shifts, spanning some 20 people. Svitzer’s two vessels added to the total 13 tugs assisting in the salvage operation, alongside two dredgers.

WELLNESS COLUMN

A “Tail” of Aging

Photo credit: Shutterstock/ l i g h t p o e t

A

ging is a personalized tale that often includes stories of wrinkles and “silver” hair. Here is another unfolding tale of aging you may not have heard before and a few insights on ways to thwart it.

Cells in the body divide every second to constantly renew and rebuild you. As they divide, there is an end or “tail” on the cell called a telomere. Telomeres are small segments of DNA at the end of our replicating chromosomes that bind the end like a “cap” on a good set of bootlaces. They hold the genetic information together as it goes to the new cell.

With each replicating event, however, the telomere shortens and the “cap” eventually becomes too short to be effective, causing the original cell to age and ultimately die out of use.

In 2012, Catherine Schaefer, a director at Kaiser Permanente, studied 100,000 i n d iv i d u a l s a n d co m p a re d te l o m e re length. “We found that individuals whose telomeres were in the shortest 10% were about 23% more likely to die in the three years following measurement of their telomeres, when compared with individuals whose telomeres were longer.”

Joseph Lee, a geneticist at Columbia University, also found that “the shortening of telomeres is associated with a lot of diseases, including heart disease, Alzheimer’s and diabetes. Even mothers with children who have certain disabilities have been shown to, themselves, have shorter telomeres.”

One study published in December 2004 in the National Academy of Sciences

showed the relationship between stress and shortened telomere length. “Women with the highest levels of perceived stress have telomeres shorter on average by the equivalent of at least one decade of additional aging compared to low stress women,” said the study.

Research sheds light into events that shorten and grow telomeres. Here are a few bits of information from this wide body of writings.

St ress decre ases telomere length, exercise can rebuild it. Stress can reduce cellular function and shorten telomere tails. Tactics to reduce stress as we age may reduce the effects of aging.

Meditation is always a good option and covered extensively in past columns, but classic sitting styles can be a struggle. Mindful walking, yoga, sports play, dog petting, and activities such as coloring can all be used as stress reducing techniques.

While not studied as extensively as meditation for ev idence-based stress reduction, participating in activities that bring you joy is a stress reducer. Exercising your way to reduced stress has a research-based benefit.

In November 2017, the European Heart Journal published research from Germany examining telomere length during endurance and high intensity training.

B o t h e xe r c i s e t y p e s s l ow e d o r e ve n reversed cellular aging—telomere tails grew longer.

Sugar shortens telomeres, sugar ages you. An analysis published in the American Journal of Public Health (November

2014) of 5,309 adults in the National Health and Nutrition Examination Survey found that people who drank more sugary soda had shorter telomeres.

Drinking an 8 ounce daily serving of soda brought on an additional 1.9 years of aging and drinking a daily 20-ounce serving was linked to 4.6 more years of aging. The study concluded, “Regular consumption of sugar-sweetened sodas might influence metabolic disease development through accelerated cell aging.”

Eat like you’re aging. As we age our need for calories goes down while our need for nutrients goes up. This makes it critical to evaluate food for nutritional need and balance. Sticking with whole/non-processed foods and using vitamin supplementation where deficiencies exist can help assure nutritional balances are achieved.

Food insecurity (due to finances, access, etc.) and nutritional malabsorption effect large populations of the aging. According to a University of Manchester study published in Cambridge Journal, an aging population can be subject to low stomach acids causing a failure to absorb essential vitamins, like vitamin B12, iron, calcium and magnesium, and can even affect medication efficiency. Increased doses of these nutrients may warrant evaluation.

Protein loss with age is also a concern.

After age 30, humans lose 3% to 5% per decade of muscle with men losing about 30% of their muscle mass during their lifetime. Increasing protein to help muscles thrive as we age is also a component of maintaining healthy and ageless cells.

The correlation between the tail of a telomere and aging appears to grow stronger with the passing of time.

Focus on eating to maximize nutritional intake, reducing stress, and adding some mindful exercise are all great aspects of an aging tale to tell as the telomere “tail” continues to unfold.

Nothing in this article constitutes medical advice. All medical advice should be sought from a medical professional.

EMILY REIBLEIN

Director-Health, Safety, Security and Environment (HSSE) Crowley Logistics

April 2021 // Marine Log 7

VESSEL OF THE MONTH The 3,400 hp. towboat is 110 feet long and 33 feet wide.

R

ecently delivered to Cooper Marine and Timberlands (CMT)

by Blakeley BoatWorks, the M/V Gretchen V. Cooper is the first linehaul-towing vessel in the U.S. to be powered by Tier 4 Caterpillar high-speed engines with selective catalytic reduction to reduce NOx emissions. Blakely and CMT are both headquartered in the port of Mobile, Ala., and are wholly owned subsidiaries of Cooper/T. Smith.

The 3,400 horsepower M/V Gretchen V. Cooper is 110 feet long and 33 feet wide and is fully compliant with the latest United States Coast Guard regulatory requirements.

Tier 4 diesel engine emission standards are the strictest set by the U.S. Environmental Protection Agency emissions requirements for new engines, significantly reducing emissions of particulate matter, or black soot, and nitrogen oxides to near zero levels.

“Our customers expect Blakeley BoatWorks and CMT to drive industry innovation, and our building and operating one of the industry’s most environmentally friendly towboats marks our unwavering commitment to 8 Marine Log // April 2021

always exceed their expectations,” said Angus R. Cooper III, president, Cooper/T. Smith.

“Naming a boat after my wife Gretchen meant that we couldn’t just settle for building a standard towboat and therefore, the M/V Gretchen V. Cooper will be one of the most powerful towing vessels operating on the TennesseeTombigbee Waterway and will lead the way for a new industry standard for reduced emissions on towboats.”

CMT operates 20 towing vessels, more than 400 hopper barges, and one of America’s largest f leets of dry bulk gantry and f loating derrick cranes. The company’s marine footprint includes the TennesseeTombigbee River system, Gulf Intracoastal Waterway, and the Ohio, Illinois, Arkansas, Cumberland, Black Warrior, Tennessee, Tombigbee, Mobile, and Mississippi rivers.

Suppliers The towboat is powered by twin Caterpillar C3512E 3,400 HP Tier 4 marine diesel engines operating at 1,800 RPM and coupled to Twin Disc MGX5600 gears. Thompson Caterpillar also supplied two Caterpillar C4.4 Tier III

generators with RW Fernstrum Inc. keel coolers throughout.

A pair of Southeastern Propeller 88- by 74by 9-inch four-bladed stainless steel propellers provides thrust through two J & S Machine Works Inc. 9-inch ABS Grade two propeller shafts with Cutlass shaft bearings, Thordon rudder bearings, and Kemel shaft seals. Gulf Coast Air and Hydraulics supplied the steering system for the two 9-inch main and four 8-inch flanking rudders.

Hydra Force LLC provided a pair of Quincy reciprocating air compressors, with ventilation fans provided by Donovan Marine.

Schuyler Maritime LLC supplied varying sizes of rubber fendering around the perimeter of the vessel and push knees.

Stone Construction provided a Mitsubishi mini-split HVAC system in all interior spaces with Blakeley BoatWorks providing all custom woodwork and interior finishes. Bozant supplied aluminum and rubber-framed windows and Donovan Marine supplied a pair of Patterson 40-ton deck winches. Blakeley BoatWorks installed all electronics, communications, and an alarm system.

Photo Credit: Coopert/T.Smith

Gretchen V. Cooper:

3,400 hp Tier 4 Linehaul Towboat

UPDATE

Eastern Shipbuilding Launches Third Ollis Class Ferry LAUNCHED MARCH 26, the Dorothy Day

is the third of the three 320 foot long Ollis class Staten Island ferries being built by Eastern Shipbuilding Group’s Allanton shipyard in Panama City, Fla., for the City of New York Department of Transportation Staten Island Ferry Division.

T h e n o t - p ro f i t D i e s e l Te ch n o l o g y Forum (DTF) says that the ferries bring the latest in efficient and clean public transportation options to New Yorkers, as they are powered by the fourth and newest generation of advanced technology diesel engines.

Main propulsion power is provided by two pairs of Electro-Motive Diesel (EMD) 12-710 @ 900 rpm EPA Tier 4 marine propulsion engines with each pair driving a RV6 ECS/285-2 Voith Schneider Propeller via a Reintjes DUP 3000 P combining gear.

Electrical power generation is provided by three EPA Tier 3 marine continuo u s d u t y d i e s e l g en e r a to r s e t s , e a ch 10 Marine Log // April 2021

comprising a Caterpillar C18 driving a 480 V, 60 Hz, 3-phase generator rated at 425 kW at 0.8 PF @ 1,800 rpm.

The new Staten Island Ollis Class Ferries series are named after fallen soldier of the U.S. Army 10th Mountain Division Sgt. Michael H. Ollis, a Staten Island native killed in Afghanistan on August 28, 2013, at age 24.

He lost his life when he stepped into the path of a Polish officer, blocking him from the suicide vest of an insurgent.

At the launch ceremony, Congresswoman Nicole Malliotakis, representing New York’s 11th congressional district, served as the ship’s sponsor and broke the ceremonial bottle of champagne over the bow.

“Staff Sgt. Michael Ollis is our hometown hero who bravely gave his life for our nation,” she said. “His name is one that all Staten Islanders can be proud of as they view the best sites New York City has to offer.”

Meyer Werft Wins Breakthrough Cruise Ship Order GERMANY’S MEYER WERFT has become the first shipyard to win an order to build a new cruise ship since the outbreak of the COVID19 pandemic. The order has been placed by Japan’s NYK group and is for a 740-passenger, 51,950 grt. vessel that will be operated by NYK Cruises’ Asuka Cruises brand. It is the NYK Group’s first order at Meyer Werft.

Meyer Werft says the order is an important signal for its Papenburg, Germany, shipyard which has the world’s largest covered building dock.

Though the Asuka Cruises will be relatively small at 229 meters in length, Meyer Werft Managing Director Jan Meyer says the order is “another very important step towards securing the Papenburg site.”

He says the order has been won “with the best ship concept, innovations, quality and a very challenging price for us.”

The newbuilding for NYK Cruises will be LNG fueled and implements a range of customized solutions that include hydrodynamics optimized in accordance with the planned routes as well as on-board facilities adapted to the needs of Japanese passengers. As a result of the pandemic, there will also be innovations to the air-conditioning systems and contactless controls.

“This is the first order in the shipyard’s 226year history where all contract documents and plans were prepared and negotiated via video conferencing,” said Meyer. “The effort has paid off.”

Meyer Werft still faces challenges as it works through its backlog of existing cruse ship orders. Thus far, even with this latest order, it only has two ships on its books for the Papendrecht yard in 2025. Production at the yard is designed for an annual construction volume of 420,000 gt., but the two ships in 2025 have a total volume of only 182,000 gt.

The new cruise ship will operate for NYK Cruises’ Asuka Cruises brand.

Photo Credits: (Top) Eastern Shipbuilding Group; (Bottom) NYK Cruises

The Dorothy Day is the third of the three 320 foot long Ollis Class Staten Island ferries being built by Eastern Shipbuilding Group.

UPDATE

Norwegian Firms Plan Zero-Emissions Bulkers by 2024

Egil Ulvan Rederi design will pair rotor sails with a hydrogen-fueled combustion engine.

TWO SEPARATE NORWEGIAN PROJECTS aim to have zero-emission bulkers on

Photo Credits: (Top) Norwegian Ship Design; (Bottom) Viridis Bulk Carriers

the water by 2024, but they have different ideas on how to get there.

Family-owned shipowner Egil Ulvan Rederi, Trondheim, Norway, plans to do it with a design that incorporates rotor sails and a hydrogen fueled combustion engine.

Meantime, Viridis Bulk Carriers AS is developing a design using an ammonia-electric hybrid power solution.

Egil Ulvan has already been awarded a contract to build its ship. The 88-meter, 5,000 dwt self-unloading vessel will be used on a Norwegian route to transport aggregates from HeidelbergCement Norway in western Norway in one direction and grain from farmer-owned cooperative Felleskjøpet AGRI, in eastern Norway, on the backhaul.

Egil Ulvan was selected to develop, build and operate the ship in a tender process, facilitated by the Green Shipping Program, a public-private partnership.

Competition was strong, with 31 shipowners competing for the contract through a six-month long process.

The ship design concept was developed in close cooperation with Norwegian Ship Design and has the project name “With Orca – Powered by Nature.”

A significant part of the energy required to operate the vessel will be provided by two large rotor sails. The vessel’s sailing route will

Viridis Bulk Carriers AS is developing a design using an ammonia-electric hybrid power solution.

mostly be in open waters in the North Sea, where wind conditions are good for wind assisted propulsion. To counter drifting, the vessel will be equipped with a specially developed keel.

The vessel will also be equipped with a hydrogen-fueled combustion engine, with what, at this stage, are described as “add-ons for increased efficiency.” Hydrogen will be stored on board in compressed form.

The ship concept will be fully developed and optimized this year, with the aim being to place and order with a shipyard by the end of the year. Plans are for it to enter operation

in early 2024.

AMMONIA-ELECTRIC HYBRID Viridis Bulk Carriers AS is a joint venture between two Norwegian shipowners, Navigare Logistics and Mosvolds Rederi, and zero-emission ship project specialists Amon Maritime. It says that it is already in discussions with shipyards with a view to having ammonia fueled vessels on the water by 2024.

Together with Kongsberg Maritime, Viridis Bulk Carriers has developed a flexible, zero emission short sea bulk carrier concept that it says is simple, robust and cost-efficient.

“In order to reach large scale adoption, we believe zero emission ships need the same operational capabilities as conventional vessels,” says Viridis. “Therefore, our short sea bulk carriers will have range capacity exceeding 3,000 nautical miles.”

“Reciprocating engines will burn ammonia to generate propulsive power, and an exhaust gas after treatment system optimized for ammonia will eliminate any byproducts, ensuring that we do not replace CO2 emissions with other harmful pollutants,” says the company. “Batteries and shore power connection will be included for support, constituting an ammonia-electric hybrid power system, enabling silent maneuvering and cargo operations.”

Viridis is planning a range of different configurations of its flexible design to meet charterer’s requirements, including selfunloaders and project cargo variants such as wind turbine blade transporters.

April 2021 // Marine Log 11

UPDATE

Canadian LNG Terminal Will be Served by Eco-Friendly Tugs charging facilities at their berths between jobs, effectively reducing emissions to nearzero. Because of their battery propulsion, they are also expected to be exceptionally quiet, both onboard and underwater.

ElectRA 2800

THE RASTAR 4000 DF

HAISE A MARINE, A PAR TNERSHIP FORMED between Canada’s Haisla Nation

and North Vancouver, B.C.-based Seaspan ULC, has won a major contract with LNG Canada to build and operate escort tugs and harbor tugs at its export facility in Kitimat, B.C. The contract will see HaiSea Marine provide ship-assist and escort services to LNG carriers navigating Douglas Channel and approaches in Kitimat Harbor.

Designed by Vancouver-based naval architects and marine engineers Robert Allan Ltd. (RAL), the harbor tugs will be battery electric powered, while the larger escort tugs will be LNG dual-fueled.

battery power.

With ample clean hydroelectric power available in Kitimat, the harbor tugs will be able to recharge from dedicated shore

LNG Canada says the larger RAstar 4000 DF vessels will be the most powerful Azimuth Stern Drive (ASD) escort tugs on Canada’s west coast, and that they will rank among the world’s highest-performing escort tugs.

At 40 meters in length and with over 95 tonnes of bollard pull, they will generate indirect forces of approximately 200 tonnes.

The RAstar 4000 DF escort tugs will perform the majority of their missions using LNG as their primary fuel, with major emissions reductions compared to conventional diesel tugs of the same power.

They will be equipped for pollution response/oil spill recovery, fire fighting of marine terminal fires, person overboard response, and emergency towage of vessels.

RAsta 4000 DF

THE ELECTRA 2800 At 28 meters in length, with approximately 70-tonnes bollard pull and 5,240 kWh of battery capacity each, the first-of-class ElectRA 2800 battery-electric harbor tugs will perform the majority of their shipberthing and unberthing missions on

AT LEAST 10 OF THE SHIPS ordered in an ongoing newbuilding binge by Seaspan Corporation will be LNG dual-fueled.

Since December 2020, Seaspan has ordered 37 newbuild containers. Ten of them are 15,000 TEU ships destined for 12-year charters to Haifa, Israel-based ZIM Integrated Shipping Services Ltd. Samsung Heavy Industries (SHI) has confirmed an order with MAN Energy 12 Marine Log // April 2021

Solutions for ten 8G95ME-GI10.5 engines in connection to power the ZIM ships.

They are set for delivery in the first half of 2023 and will serve the U.S. East Coast trade.

Thomas Hansen, head of promotion and customer support, two-stroke business, MAN Energy Solutions, said: “This is just the latest order the well-proven ME-GI concept has won in recent months. Its service experience, low methane slip, high

efficiency, and fuel flexibility—whether running on fuel-oil or LNG—remain unparalleled in a market whose momentum towards a zero-car bon future is growing rapidly.”

The ME-GI engines will come with a newly introduced PVU (Pump Vaporizer Unit). The unit will ensure an optimal integration between the engine and LNGsupply system.

Photo Credit: LNG Canada

Ten Seaspan Newbuilds to have MAN Dual-fuel Engines

UPDATE

BIZ NOTES BOUCHARD TRANSPORTATION PAYS $375,000 IN RESTITUTION TO WHISTLEBLOWER The U.S. Department of Labor reports that Bouchard Transportation Co. Inc. and three former and current management officials have paid $375,000 in restitution to a seaman whose brother was one of two seamen killed in the October 20, 2017, Buster Bouchard/B. No. 255 explosion off Port Aransas, Texas.

The seaman alleged the company fired him for cooperating with investigators and reporting safety concerns to the U.S. Coast Guard.

In addition to the payment, Bouchard Tr a ns p o r t atio n a n d t he in di v id ual respondent s agreed to t ake other remedial actions in a settlement agreement with the U.S. Depar tment of Labor’s Occupational Safety and Health Administration ( OSHA) to resolve violations of the whistleblower protection provisions of the Seaman’s Protection Act.

Investigators for OSHA’s Whistleblower Protection Programs found that the employers’ actions constituted retaliation against the seaman for protected activity under the SPA and would dissuade a seaman from reporting safety issues. Reporting alleged violations of maritime safety laws and regulations, cooperating with safety investigations and furnishing information to the Coast Guard about facts related to any marine casualty resulting in death are protected activities under the SPA.

ASR TO REPRESENT HAMWORTHY PUMPS IN UNITED STATES New York-based American Ship Repair (ASR) has signed an agreement to represent Hamworthy Pumps in the United States.

ASR, which has 70 years of experience in technical solutions and products, will provide sales and life cycle support for the entire range of Hamworthy Pumps product and solutions line.

Singapore-based Hamworthy Pumps is a leading manufacturer of in-line pumps

for the marine and offshore industries, within the areas of engine room pumps, pump room systems, fire water pump packages, and scrubber pumps. A part of the Svanehøj Group along with sister brand Svanehøj, it has a strong presence worldwide.

SAFE BOATS TO RESUME PRODUCTION AT TACOMA FACILITY Bremerton, Wash., headquartered SAFE Boats International is to bring back production to its Large Craft Production Facility, located in the Port of Tacoma, which specializes in production of vessels over 65 feet in length.

This follows success in winning a $20 million U.S. Navy contract to purchase long-lead material and start pre-production planning for a series of 85-foot Mark VI patrol boats for the Government of Ukraine. A further $80 million ward is anticipated in June.

The contract will see 75 new jobs added to the shipbuilder’s Tacoma workforce.

April 2021 // Marine Log 13

UPDATE

Vard Wins Order for Hybrid Dogger Bank SOV Trio NORWEGIAN HEADQUARTERED FINCANTIERI GROUP COMPANY VARD has

Renewables, Equinor and Eni and when completed will be the world’s largest offshore wind farm.

One of the vessels will be built to Vard 4 19 design and the other two to Vard 4 12 design.

Two Vard Design concept designers, Thomas Brathaug and Stian Ona, spent many

Photo Credits: VARD

secured contracts for the design and construction of three hybrid Service Operation Vessels (SOVs) for Aberdeen, Scotland, based North Star Renewables.

The trio will operate on the Dogger Bank

Wind Farm in the North Sea, under 10-year contracts from Dogger Bank Wind Farm that were awarded to North Star in a broad international competition. The charters include options for three one-year extensions.

Dogger Bank is currently under construction by joint-venture partners SSE

14 Marine Log // April 2021

UPDATE man-hours turning specifications into reality.

“The Vard 4 19 design has been developed specifically to handle planned maintenance on the Dogger Bank A and B wind arrays,” said Brathaug. “It is tailored for operations in the harsh North Sea environment more than 130 kilometers off the northeast coast of England. Crew well-being is vital to ensure safe and efficient operations, so safety and comfort have been a strong focus throughout the process.”

Another cr ucial desig n dr iver was sustainability.

“The vessel’s environmental footprint and operability, hybrid battery solution and prepared for carbon-neutral operations in the future really pushes the envelope for this kind of specialized vessel,” said Ona. Another key design element was to ensure efficient logistics.

“All the vessels have a height-adjustable, motion-compensated gangway with elevator system, a height-adjustable boat transfer system, as well as a 3D-compensated crane for cargo transfer,” Brathaug said.

The 85-meter vessel has a beam of 19 meters and will be able to accommodate 78 crewmembers in single cabins.

Developed to perform corrective maintenance on Dogger Bank and based on the

same design philosophy, the Vard 4 12 pair will be 78 meters in length with a beam of 19 meters and accommodations for 60 persons in single cabins.

For optimal efficiency, the hybrid vessels will be equipped with a diesel-electric propulsion system, highly efficient main propellers, and tunnel thrusters with permanent magnet electric motors in combination with SeaQ solutions supplied by Vard Electro in Norway.

They will feature a fully integrated SeaQ ESS solution in combination with SeaQ IAS, SeaQ PMS, SeaQ EMS, and SeaQ Green Pilot (energy monitoring system) for improved operational performance and reduced environmental footprint. The set-up makes it possible to reduce fuel consumption and emissions, in addition to enhance responsiveness and safety.

North Star Renewables CEO Matthew Gordon said: “We’ve worked closely with the team at Vard for over two years on the development of our SOVs for Dogger Bank. I’m delighted to be able to say that the work which went into to designing the vessels to meet the optimal standards of workability, comfort, safety and sustainability has resulted in us securing the award of three vessels on long term charters, which is a huge step for North Star on our

journey to becoming a leading player within the SOV market.

“It’s exciting that these designs will now move into the construction phase and continuing that journey with Vard is a natural extension of our strong relationship.

We’re confident that we have a high-quality design and build partner that will support us in bringing these advanced new vessels to the market.”

The three SOVs are set for handover to North Star in 2023. They will be built at the Vard Vung Tau shipyard in Vietnam. Various suppliers within the Norwegian maritime cluster are also involved in the project.

Vard CEO Alberto Maestrini said: “At Vard, we continuously strive to deliver the best possible solution to our customers. Our dedicated team have had a close cooperation with North Star in developing these innovative ships for the Dogger Bank Wind Farm, and we look forward to continuing that good teamwork in developing future-oriented and environmentally friendly vessels for the renewables market. This market will continue to be one of the main pillars to support Vard’s growth.” served as a rail car ferry until 1990 when it was laid up for a year before being purchased and converted into a car ferry.

April 2021 // Marine Log 15

UPDATE

BIZ NOTES INTERNATIONAL SEAWAYS AND DIAMOND S TO MERGE

ROCKPORT TERMINALS ACQUIRED BY JONES CAPITAL

The boards of International Seaways Inc. and Diamond S Shipping Inc. have unanimously approved a definitive agreement to a merger in which Seaways shareholders will hold approximately 55.75% of the stock in the merged company and Diamond S shareholders 44.25%.

Douglas Wheat, Lois Zabrocky and Jeffrey Pribor will continue to serve as the chairman of the board of directors, CEO and chief financial officer of the International Seaways, respectively, and the current CEO of Diamond S, Craig Stevenson Jr., will join its board of directors, and also act as a special advisor to the CEO for a six-month period to ensure a smooth transition.

The merger will create the second largest U.S.-listed tanker company by vessel count and the third largest by deadweight. The combined company will have 100 vessels, shipping revenues of over $1 billion.

Houston headquartered Jones Capital has acquired Rockport Terminals, one of the largest private intermodal terminals on the Texas Gulf Coast.

Though strategically located within 28 miles of the Port of Corpus Christi, Rockport Terminals is outside of the port’s tariff zone.

With more than 250 acres of industrial land, it offers access to the Intracoastal Waterway, nearby railways, and many major highways.

Today, the terminal specializes in bulk liquids storage, bulk and break bulk, and bulk liquids product handling.

Jones has named Ross Stevenson as Rockport Terminals president and CEO. Most recently with Phillips 66, Stevenson has nearly 15 years of experience in executive management, business development, and project management. He will work closely with the existing Rockport Terminals management team.

The acquisition is the third in two years for Jones Capital, a provider of private capital

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ALL AMERICAN MARINE SOLD TO BRYTON MARINE GROUP All American Marine owner Matt Mullett has completed the private sale of the Bellingham, Wash.-based aluminum vessel specialist to family-owned Bryton Marine Group, whose member companies include Brix Marine, EagleCraft, Duckwor th, KingFisher, Northwest and Weldcraft boats.

All American holds exclusive North American building rights from New Zealand’s Teknicraft Design Ltd., whose design incorporates the use of a cuttingedge hull shape and an optional hydrofoil system in catamarans to create lift and enhance performance.

Byron Bolton assumes the role of CEO along with Mullett aboard in an advisory role. Ron Wille, All American Marine’s president, together with his management team will lead the business.

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16 Marine Log // April 2021

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2/7/18 2:06 PM

INSIDE WASHINGTON

Port Infrastructure Development Grants Revealed offshore wind energy programs.

Over the past two years, 12% of Port Infrastructure Development Program grant applicants included the anticipated development of wind energy facilities and the movement of wind energy components as part of their project proposals. This year’s grant funding will bolster these efforts.

The Port Infrastructure Development Program supports the efficient movement of commerce upon which the U.S. economy relies. The grants are awarded on a competitive basis to support projects that strengthen and modernize port infrastructure and support the nation’s long-term economic vitality.

In keeping with the priorities of the Biden-Harris administration, the department’s review process will also consider how proposed projects address climate change and environmental justice impacts and advance racial equity, reduce barriers to

opportunity, and meet challenges faced by rural areas.

Previous grants have supported projects, such as infrastructure resiliency and shoreside improvements to facilitate wind energy projects.

The Consolidated Appropriations Act 2021, made $230 million available for the Port Infrastructure Development Program, with $205 million reserved for grants to coastal seaports and Great Lakes ports.

The minimum award size is $1 million, with a federal cost-share not to exceed 80%. The federal cost share can be higher for certain categories of projects. To provide technical assistance, the department will host a series of webinars during the Port Infrastructure Development Program grant application process.

Details and registration information regarding these webinars will be made available at www.transportation.gov/portgrants.

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“Our nation’s ports are a key part of our critical infrastructure,” said U.S. Secretary of Transportation Pete Buttigieg. “They create jobs and make our economy more resilient and sustainable. This funding will build upon local investments in infrastructure to deliver long-term economic benefits to American workers and communities, while also addressing climate and equity.”

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April 2021 // Marine Log 17

OFFSHORE VESSELS

U.S. SET FOR BOOM IN

T

he Biden administration last month announced plans to jump-start the U.S. offshore wind industry, setting a target of generating 30 gigawatts (GW) of electricity from offshore by 2030, unlocking a pathway to 110 GW by 2050. To put that in perspective, the U.K.—which has been investing heavily in offshore wind for quite some time— is targeting 40 GW of offshore wind by 2030, including 1 GW from floating wind.

Kicking things off, the Bureau of Ocean Energy Management (BOEM) announced a new priority Wind Energy Area in the New York Bight—an area of shallow waters between Long Island and the New Jersey coast—with plans for a lease sale in late 2021 or early 2022.

Meantime, projects that have long been in the pipeline now seem to be facing fewer regulatory and bureaucratic hurdles.

All of this is good news for shipyards and 18 Marine Log // April 2021

offshore services providers that have been hard hit by the now years-long decline in U.S. offshore oil and gas exploration and production. The Biden administration’s goals can’t be met without the use of an armada of high-end specialist vessels to be carried out within the parameters set by the Jones Act.

BIG PLANS, BIG TURBINES While the U.S. may be late to the offshore wind party, it has the advantage of being able to deploy the largest, most productive wind turbines almost from the get go. Installing them will require appropriately sized wind turbine installation vessels (WTIVs).

The plan outlined by the White House meeting of cabinet members and top officials last month foresees the building of four to six specialized WTIVs in U.S. shipyards, each representing an investment between $250 million and $500 million. Some of the funding

for these could come from access to $3 billion in debt capital being made available to support offshore wind development through the Department of Energy’s Loan Programs Office. Equally important, though, will be long-term charter commitments from offshore wind developers.

The only such vessel currently under construction in the U.S., Dominion Energy’s GustoMSC NG-16000X design WTIV, represents an investment at the top end of the spectrum, and it’s hard to see vessels of equivalent capability coming in at a substantially lower price.

The Dominion WTIV is designed to handle current turbine technologies as well as next generation turbine sizes of 12 megawatt or larger and will also be capable of the installation of foundations for turbines and other heavy lifts. Dominion Energy expects the vessel to operate continuously for several years

Photo Credit: Dominion Energy

Offshore Wind Vessel Demand

OFFSHORE VESSELS contractor for the offshore transport and installation of the turbines.

DEME Offshore is teaming up with Foss Maritime Company to provide Jones Actcompliant feeder vessels to transport the wind turbines from the port of New Bedford, Mass., to a specialized DEME jack-up WTIV.

FEEDER VESSELS According to ABS, for Jones Act compliance, the feeder vessel, which may be a jack-up vessel, barge, or ship, is brought to the project site, where the foreign WTIV may lift the components off the feeder vessel onto the foundation without moving.

2nd Wind Marine LLC, Galliano, La., has plans to build a pair of purpose-built super feeder jack-up vessels to assist in the rapid and cost-effective construction of U.S. offshore wind projects. Each will be capable of transporting one full set of wind turbine components from a U.S. marshalling port to the wind farm site. The vessels would also have maintenance capabilities in the post-installation stage of wind farm development.

OFFSHORE SERVICE VESSELS

The first Jones Act Wind Turbine Installation Vessel is under construction at Keppel AmFELS.

For many current players in the offshore services sector, the biggest opportunities may lie in the supply and operation of the vessels that will be required to maintain and service the wind farms once they are commissioned.

A recent “Drill Down” briefing from the U.S. Coast Guard’s Outer Continental Shelf National Center of Expertise (OCSNCOE) notes that offshore wind energy is considered an “offshore energy resource” as specified in the regulatory definition of an OSV (offshore supply vessel), and that although the vessels required for offshore wind support have differences in their designs and operations, they can be inspected

under the same regulatory schemes as vessels serving the oil and gas industry.

The key equipment systems onboard the vessels have been used safely in the oil & gas industry for decades, says the OCSNCOE, noting that, in regard regulatory applicability and compliance, “the ships are not substantially different from the current domestic OSVs operating in the U.S.”

SERVICE OPERATION VESSELS A vessel type that will become a staple of the U.S. offshore service fleet is the wind farm Service Operation Vessel (SOV), described in a recent ABS report. as “a is a unique purpose-built vessel for the deployment and accommodation of offshore support and maintenance engineers” that is “highly adaptable, operating not only as a means of transport but also as a hotel, a warehouse, and a workshop, transporting large quantities of supplies, equipment, and tools.”

“An SOV has on-site work and storage facilities plus accommodations for maintenance personnel, management, and crew, and it must be able to undertake voyages and also stay on station for several weeks at a time using DP,” says ABS. “It will also be equipped with a motion-compensated transfer gangway to allow maintenance personnel to walk between the vessel and the offshore structure.”

In comparison to using crew transfer vessels (CTVs) or helicopters says ABS, “an SOV promises a range of operational benefits for both wind farm operators and service teams, including enhanced safety and comfort for technicians, accelerated on-site service, increased weather availability, and improved productivity for the project.”

The ability to include modular accommodation modules on the deck area, makes SOVs suitable for multiple offshore

through contracts with offshore wind projects in the U.S. That one Dominion WTIV won’t be the only Jones Act vessel of its type and shipyard sources tell us that another contract for a similar scale vessel is out there with a number of yards bidding for it.

Photo Credit: 2nd Wind Marine

VINEYARD WIND CONTRACTS WITH DEME/FOSS With no Jones Act WTIVs yet in existent, Vineyard Wind will use a foreign-flag installation vessel serviced by Jones Act-compliant feeder vessels, to install the GE Haliade X wind turbines it has selected for its Vineyard Wind 1 project off the coast of Martha’s Vineyard, Mass.

The GE turbines have a 220-meter diameter rotor and 107-meter blade and Vineyard Wind, has selected DEME Offshore US LLC, a subsidiary of Belgium’s DEME Group to serve as its

2nd Wind Marine has plans to build a pair of jack-up super feeder vessels.

April 2021 // Marine Log 19

OFFSHORE VESSELS construction projects.

The SOV’s “walk to work” gangway system (which employs a motion compensation system to keep it in a fixed position relative to the turbine) reduces the risk in crew transfers, can operate in almost any weather conditions, and can cope with high wave heights.

CHOUEST’S FIRST JONES ACT SOV In October last year, Edison Chouest Offshore (ECO), Ørsted and Eversource

announced the execution of a long-term charter agreement for the provision of the first-ever U.S. flagged Jones Act compliant wind farm SOV. The SOV will be engineered, constructed and operated by ECO as an integral part of the operation and maintenance of the planned Revolution Wind, South Fork Wind and Sunrise Wind offshore wind farms in the northeast United States.

The ABS-classed vessel is being built

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It will be built at a combination of Edison Chouest’s shipyards in Florida, Mississippi and Louisiana, creating well over 300 new construction jobs.

“The offshore wind energy industry is generally well developed and understood, particularly in Europe where an enormous industry has developed over decades, but this industry is in an initial stage in the U.S.,” said Gary Chouest, president of Edison Chouest Offshore, noting that planned U.S. offshore development will “require an incredible array of vessels, resources, knowledge, and capital commitment to install, operate, and repair.”

The vessel will be over 260 feet long and capable of housing 60 passengers. Crew will enjoy access to passenger staterooms with private bathrooms, an exercise room, cinema/training room, internet café and multiple lounges. The SOV will include a below deck warehouse to palletize storage for wind farm tools, components and supplies with step-less access to an elevator. A daughter craft, with associated launch and recovery system and hydraulic height-compensating landing platform, will also be installed for infield turbine repair operations.

In keeping with the environmental goals of the offshore wind industry, this vessel will operate on diesel electric power that meets EPA Tier 4 emission standards and will feature proprietary ECO Variable Frequency Drive to reduce greenhouse gas emissions.

CROWLEY TEAMS WITH ESVAGT Jacksonville, Fla.-based Crowley Maritime and Danish company Esvagt are partnering in a joint venture to bolster the supply of purposebuilt Jones Act vessels to support the emerging U.S. offshore wind energy market.

Consistent with Jones Act requirements, Crowley will own and operate the vessels with its highly trained U.S. mariners, while Crowley and Esvagt will share in the economics of the venture.

Esvagt, a leading SOV op er ator in Europe, will provide technical advice on the design, construction, and operation of the vessels, based solidly on its past performance with this specific vessel type. The venture will work to develop a best-in-class design and deliver its first wind-dedicated, U.S.-flagged SOV.

CREW TRANSFER VESSELS The CTV is the basic workhorse of the offshore wind industry. In Europe, vessels have been increasing in size and speed as wind farms 20 Marine Log // April 2021

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OFFSHORE VESSELS come into operation further offshore.

While there are large numbers of CTVs in operation in Europe, the number in operation in the U.S. can be counted on the fingers of one hand. Clearly, this is a market with huge growth potential.

Operated by North Kingston, R.I., headquartered Atlantic Wind Transfer, the 62-foot, 16-passenger, Atlantic Pioneer is the first U.S.-built CTV. Delivered in 2016, it is in operation under a 20-year contract with Ørsted providing transfer and service to Block Island Wind Farm.

Atlantic Wind Transfer took delivery of its second CTV, Atlantic Endeavor, from Blount Boats in January this year.

Delivered to the Dominion Energy Coastal Virginia Offshore Wind Farm, it is a specialized model of the Chartwell 24, designed by Chartwell Marine Ltd. of the U.K., and was modified to comply with American environmental and Coast Guard regulations, including legislation protecting the migration route of the protected Right Whale.

The 65-foot catamaran is manned by a crew of 2-4 and has the capacity to transport up to 24 wind farm technicians.

Equipped with MAN engines, Cummins generators, ZF Transmissions, HamitonJet waterjets and Humphree USA Interceptors, its service speed is 22-24 knots, with a sprint speed of 29 knots. On deck, the CTV has 10-metric tonnes cargo capacity, cargo securing points, a Palfinger crane, and a Nabrico anchor winch.

Reinauer Group member Windserve Marine ordered two catamaran CTVs in 2019 to construct in the group’s Senesco Marine shipyard in Rhode Island. The first, Windserve Odyssey. will join the closeout of construction and commissioning of the Coastal Virginia Offshore Wind project, however, the vessel has been built specifically for Ørsted’s and Eversource’s Revolution Wind project located off the southern New England coast, expected to be commissioned in 2023.

Designed by BMT, the 64-foot, 7-inch catamaran, can carry 20 passengers and has a 302-square-foot forward cargo area and a 110-square-foot aft cargo area. Powered by four 800 hp Scania diesels and with four Hamilton HM461 waterjets, it has a service speed of 27 knots and sprint speed of 29.9 knots.

further, and rapidly, but it’s interesting to note that leading engineering, construction, and project management company Bechtel recently announced a partnership with Stockholm, Sweden-based floating wind farm pioneer Hexicon to deliver large-scale offshore floating wind projects along the British coastline and internationally.

Hexicon develops wind power projects in deep water areas based on a patented technology that features a floating

platform that holds two turbines. The platform aligns with the wind, resulting in significant increase in energy capacity per area at sea while at the same time reducing the required electrical cable.

In addition to demonstrating a 35 to 40 MW floating wind project, the Bechtel/Hexicon team will also establish how the technology could be brought to market, and explore the roles that local suppliers could play in shipbuilding, mooring, and installations.

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FLOATING WIND FARMS The ABS report sees California and Hawaii as likely candidates for floating offshore wind farms. Thus far, the only two floating offshore wind farms in the world are the 30 MW Hywind Scotland project in the U.K. and the 24 MW Windfloat Atlantic project in Portugal.

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April 2021 // Marine Log 21

U.S. INLAND RIVERS

HYDROGEN FUEL CELL TECHNOLOGY is a Step Closer to Becoming an Inland River Reality

22 Marine Log // April 2021

to materially lower carbon emissions in the near-term and provides a clear path to achieving a zero-carbon footprint. Importantly, we believe this technology is currently cost competitive with diesel internal combustion engines.”

The new company will have a worldwide remit for the marketing, development, licensing and sale of E1’s hydrogen generation systems for the marine industry, including shipping, refrigerated containers, offshore energy, renewable energy, passenger and leisure, and certain port infrastructure and related applications.

“We are very pleased to establish a strategic relationship with E1 and Maritime Partners to deliver this unique hydrogen delivery system to the marine sector,” said Ardmore CEO Anthony Gurnee.

“We are excited about the market opportunity for E1’s methanol-to-hydrogen technology,” continued Gurnee. “We believe it is safer and cheaper than other alternatives for onboard hydrogen delivery and, when using standard methanol, is operationally cost competitive with diesel engines even today, while emitting zero particulates, zero NOx, zero SOx, and 30-50% less carbon than

a diesel engine of the same power rating.”

The E1 system is carbon-neutral when run on renewable methanol, says Ardmore, and should prove to be cost competitive with other alternatives, and, if desired, can be built or retrofitted to run on ammonia.

“Element 1 is delighted to ally with Ardmore and Maritime Partners to deliver commercial solutions for the marine sector that will significantly reduce the carbon intensity as well as other harmful emissions (particulate matter, NOx, and SOx) traditionally associated with burning fossil fuels,” said Dr. Dave Edlund, co-founder and CEO of Element 1 Corporation.

He added that while fuel cell technology has matured substantially over recent decades, the supply of hydrogen as feedstock to fuel cells has lagged considerably, resulting in significant logistic and economic challenges to the wide-scale deployment of fuel cells.

“E1’s methanol-to-hydrogen technology offers a broad solution to this challenge,” said Edlund. “Importantly, Ardmore and Maritime Partners provide unique access to existing markets in international shipping and inland waterways.”

Photo Credit: ABB

D

e s p i te i t s re p u t a t i o n f o r being hesitant in adapting to emerging technology, the U.S. inland river industry may soon call our bluff as hydrogen as a fuel becomes a possibility for use in modern towboats.

Last month, chemical and tanker specialist Ardmore Shipping Corporation, Maritime Partners in New Orleans, La., and advanced hydrogen generation system developer Element 1 Corporation in Bend, Ore., announced that they had collectively formed a joint venture called E1 Marine that aims to bring fuel cells using advanced methanol-to-hydrogen technology to the marine sector—including the inland waterways market.

“We are pleased to partner with E1 and Ardmore to drive the adoption of E1’s hydrogen purification technology across the global maritime landscape,” said Bick Brooks, cofounder and CEO of Maritime Partners, which owns nearly 550 towboats, barges and other maritime assets on long-term charter.

“We are particularly excited about the applications for this technology within the inland marine industry, as it offers the potential

By Heather Ervin, Editor in Chief

U.S. INLAND RIVERS Future Of Hydrogen The future of the inland rivers throughout the United States certainly includes hydrogen as a fuel according to ABB Marine & Ports.

In fact, says David Lee, manager of new sales for ABB Marine & Ports, hydrogen is a good fit for vessels that have sustained transits. “One thing of note is that the current hydrogen fuel cell technology also requires an adoption of batteries with hydrogen fuel cells,” adds Lee. “The hydrogen fuel cells are not very dynamic in operation, so the times that the vessel needs to make more dynamic moves, the batteries will take over.

An operator will get many benefits from the fuel system compared to the vessels in operation today.”

As far as how soon will inland shipping see the adaptation of hydrogen technology on its vessels, Lee says it all depends on its availability in a given area.

“We see on the West Coast with the new hydrogen ferry in San Francisco that the vessel will remain in the Bay,” he says. “As well with the hydrogen fuel cell towboat that ABB is integrating in France as it will be a shuttle boat and operate between two specific points.

Between the two vessels, there is not a need for a large distribution system of hydrogen. This would most likely start in the U.S. market in places, such as the Gulf or Upper Mississippi River system. This is where a small distribution system would be the easiest with an opportunity of high volumes of vessels that can share the resources.”

France As An Example In 2019, ABB announced that it would enable the world’s first hydrogen-powered river towboat in France due for delivery this year.

The world’s first hydrogen-powered river towboat in France due for delivery this year. ABB is a partner on the project.

ABB will provide a fuel cell-based power and propulsion solution for a newbuilt push boat for Sogestran Group’s subsidiary Compagnie Fluviale de Transport (CFT).

With hydrogen for the fuel cells sourced from shore-based renewable energy, the complete vessel energ y chain w ill be emission-free.

“CFT has been an inland waterways innovator for more than half a century,” said Matthieu Blanc, COO at CFT. “Powering river transport in a sustainable way is a new type of challenge, but it has become vital that we cut emissions on Europe’s inland waterways and specifically in the city centers. With this project, we aim to highlight that emission-free operation is both feasible and commercially viable.”

The project objective is to demonstrate that fuel cells are a practical and deliverable propulsion solution for owners and builders of mid-sized vessels carrying more than 100 passengers or the equivalent freight volumes inland or coastally.

For this reason, the scope of FLAGSHIPS, the EU-funded initiative to deploy commercially operated zero-emission vessels for inland and short sea operations, also includes assessing the operational impact of the switch to hydrogen as a fuel.

Once the fuel cell power plant has been fitted, the plan is to run the vessel daily, with special attention being paid to the refueling procedures needed to meet the operating schedule. Trials will therefore also provide insights into developing and optimizing the refueling infrastructure needed for hydrogen fuel cells in marine operations.

Fuel cell technology is widely considered as one of the most promising sustainable energy solutions for reducing marine

emissions worldwide. Fuel cells turn the chemical energy from hydrogen into electricity through an electrochemical reaction.

They convert fuel directly to electricity, heat and clean water.

Barriers To Access In terms of the obstacles to making all of this a reality for inland vessels, Lee says the largest barrier is the available energy to volume comparison of hydrogen to diesel for a vessel.

“Hydrogen gas for fuel cells needs about three times the volume of diesel, as well as cylindrical tanks so it is not very easy to get enough hydrogen gas volume to operate the same trade,” he says. “Now, if you look at liquid hydrogen, which has less volume, there are other hurdles, such as cryogenic requirements to keep the liquid cool enough.”

As ABB looks further down the marine fuel timeline, it sees that fuels such as methanol along with on-vessel reforming to hydrogen that could step in.

“Methanol is much easier to carry than liquid or gas hydrogen as many operators already push methanol around on the river system in barges today,” adds Lee. And like those involved in the E1 Marine partnership concluded, ABB sees hydrogen as a necessary step to carbon-free shipping on the inland rivers and around the world.

“We need future fuels and power generation that powers our vessels without consuming the Earth,” says Lee. “This vision and path matches well with the long awaited U.S. offshore wind market coming online.

There will be an opportunity to generate true green hydrogen that could be a complementary step to carbon-free shipping.”

Fuel cells turn the chemical energy from hydrogen into electricity through an electrochemical reaction.

April 2021 // Marine Log 23

& LUBES FUEL FUEL & LUBES Landmark bunkering in March saw world’s first LNG-fueled Aframax fueled off Port Canaveral by first Jones Act LNG bunkering ATB.

LNG Marks NEW Milestones, But What’s Over the Bridge?

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milestone in LNG-fueled shipping was marked in March when the world’s first LNGfueled Aframax, Sovcomflot’s Gargarin Prospect, received 1,075 cubic meters of LNG from Q-LNG’s Jones Act ATB bunkering vessel, Q-LNG 4000, outside Port Canaveral, Fla. The Q-LNG 4000, which is on charter to Shell NA LNG LLC, is based in Port of Canaveral, ready to serve the next generation of LNG-fueled cruise ships. The Gargarin Prospect was en-route from Corpus Christi, Texas, to Europe and its bunkering off Port Canaveral underscored the rapid expansion of LNG bunkering infrastructure globally.

The deviation from the tanker’s usual voyage route amounted to less than 150 nautical miles and the bunkering time was 11 hours, says Sovcomflot, noting that LNG can now be supplied ship-to-ship on the principal transatlantic tanker trade routes between Europe and the U.S. Gulf, and the U.S. Gulf and East Coast 24 Marine Log // April 2021

Canada, which have seen traffic increasing rapidly as a result of the growth in crude exports from the U.S. Gulf.

“LNG is the choice today for newbuilds to help slow the rate of global greenhouse gas (GHG) emissions while we work hard at developing zero-emissions fuels,” said Karrie Trauth, general manager, Shell Shipping & Maritime Americas.

Shell underscored its commitment to LNG on March 11, signing agreements to charter 10 new crude tankers powered by LNG dual-fuel MAN B&W ME-GI engines.

They will be built in South Korea by shipbuilder DSME, with the first being operational from 2022, and will be on charter to Shell for seven years. Backed by those charters, four of the VLCCs are being built for Switzerland based Advantage Tankers and three each for Singapore based AET and New York City headquartered International Seaways Inc. Shell says that the main engines and vessel design chosen for the ships will mean these tankers have the lowest possible methane slip

and highest fuel efficiency including on average 20% less fuel consumption compared to eco VLCC vessels currently on the water.

LNG is also making inroads in the containership sector, with CMA CGM making a major statement of faith in LNG fueling back in November 2017 with an order for nine 23,000 TEU LNG-fueled ships. The following month, CMA CGM and Total signed an agreement covering the supply of around 300,000 tons of LNG a year for 10 years starting in 2020.

Subsequent orders mean that, at the last count, CMA CGM will have 32 LNG-fueled containerships of varying sizes on the water by 2022. Among these will be six 15,000 units that will call the Port of Los Angeles.

Meantime, Total continues to sign up further customers. Last month it signed an agreement to supply MSC Cruiser with around 45,000 tons LNG per year for the five new LNG fueled cruise ships it has on order at Chantiers de l’Atlantique.

Interestingly, the MSC ships will include a 50

Photo Credit: Sovcomflot

By Nick Blenkey, Senior Editorial Consultant

FUEL & LUBES kW, LNG-powered solid oxide fuel cell technology solution that offers a potential to further reduce significantly greenhouse gas emissions compared to a conventional LNG engine.

To t a l w i l l b u n k e r M S C C r u i s e s ’ LNG-powered cruise ships sailing on Mediterranean routes by ship-to-ship transfer, using its second LNG bunker vessel currently under construction. This vessel will itself use LNG as propulsion fuel and integrate a complete reliquefaction of the boil-off gas back into its fuel supply.

By 2022, Total will operate two 18,600-cubicmeter LNG bunkering vessels in Rotterdam and Marseille and share the use of a third bunker vessel in Singapore, where it recently received an LNG bunkering license

LNG, a Bridge Fuel Why the accelerating uptake of LNG? Let’s just remind ourselves that the efficiency goal that has been agreed by IMO Member States for shipping as a whole call for a 40% reduction in carbon intensity by 2030, compared to 2008, and a 50-70% improvement by 2050.

To reach this goal and to make the transition to full decarbonization possible, it is widely accepted that commercially viable zero-emission vessels must start entering the global fleet by 2030, with their numbers needing to be radically scaled up through the 2030s and 2040s.

Given that the average life of a ship in the world fleet is around 25 years and that, in practical terms, no zero-emission designs for large vessels are yet on offer, LNG is an ever more attractive for ships ordered today.

Indeed, Peter Keller, chairman of the multisector SEA-LNG, says that owners face a binary choice for newbuilds in 2021: using LNG now, or retrofitting later.

And although LNG is still but a bridge to actual zero-emission ship, there may be a way for that bridge to be extended.

According to SEA-LNG, bio-LNG is a “prime pathway to carbon neutrality,” and its gradual introduction alongside synthetic LNG, or bio-LNG, will incrementally decarbonize shipping towards the IMO’s 2050 targets.

The SEA-LNG coalition says that a new analysis shows that for every 10% of bio-LNG dropped in and blended with LNG as a marine fuel, a vessel can achieve two extra years’ compliance with the Annual Efficiency Ratio curve used under the Poseidon Principles.

This extends the average seven-year additional competitive advantage for Poseidon Principle loans achieved using LNG alone.

Methanol’s Powerful Proponent A series of announcements earlier this year underscore the growing attention being made to methanol as a fuel of the future.

In February, A.P. Moller–Maersk announced that it will launch of the world’s first carbonneutral liner vessel in 2023—seven years ahead of its initial 2030-ambition. That ship will be a methanol-fueled feeder containership with a capacity of around 2,000 TEU and be deployed one of Maersk’s intra-regional networks. While the vessel will be able to operate on standard VLSFO, the plan is to operate the vessel on carbon neutral e-methanol or sustainable biomethanol from day one.

“It will be a significant challenge to source an adequate supply of carbon neutral methanol within our timeline to pioneer this technology,” says Henriette Hallberg Thygesen, CEO of Fleet & Strategic Brands, A.P. Moller–Maersk. “Our success relies on customers embracing this groundbreaking product and strengthened collaboration with fuel manufacturers, technology partners and developers to ramp up production fast enough.”

Maersk said it continues to explore several carbon neutral fuel pathways and expects multiple fuel solutions to exist alongside each other in the future. Methanol (e-methanol and bio-methanol), alcohol-lignin blends and ammonia remain the primary fuel candidates for the future.

Methanol—CH3OH—is four parts hydrogen, one part oxygen and one part carbon and, on an industrial scale, methanol is predominantly produced from natural gas by reforming the gas with steam and then converting and distilling the resulting synthesized gas mixture to create pure methanol. The result is a clear, liquid, organic chemical that is water soluble and readily biodegradable.

While e-methanol may be a fuel of the future there is also a case for using conventionally produced methanol as an alternative to conventional fuel.

Methanol does not produce any sulfur oxide (SOx) emissions and it can reduce GHG emissions by about 8% in comparison with current heavy fuel oil. As a liquid fuel, notes Sumitomo, it is easier to handle than gas fuels such as LNG and hydrogen.

Green Ammonia As noted above, Maersk sees ammonia as among its prime fuel future options. It is a party to a joint feasibility study on establishing a supply chain for ship-to-ship green ammonia bunkering in the Port of Singapore. Also involved are Keppel Offshore & Marine, the Maersk Mc-Kinney Moller Center for Zero Carbon Shipping, Sumitomo Corporation and Yara International ASA. Emitting zero CO2 when combusted, ammonia has long been considered as one of the most promising alternative marine fuels.

Green ammonia has particular potential as it is

produced from only renewable electricity, water and air with no CO2 emission. (Blue ammonia is carbon-neutral ammonia produced from natural gas, with the CO2 produced from the processes being captured and prevented from entering the atmosphere. Brown ammonia is conventional ammonia produced from natural gas).

The study aims to cover the entire endto-end supply chain of ammonia bunkering, which includes the development of a costeffective green ammonia supply chain, design of ammonia bunkering vessels, as well as related supply chain infrastructure.

“Alongside methanol, at A.P. Moller-Maersk we see green ammonia as an important future fuel for the decarbonization of our fleet,” said Morten Bo Christiansen, vice president and head of decarbonization at A.P. MollerMaersk. “A dual-fuel ammonia engine is currently under development, but for green ammonia to fuel our vessels in the future we also have supply, infrastructure and safety related challenges to solve, not least when it comes to bunkering operations.”

Hydrogen The other future fuel getting major attention is hydrogen. Two recently unveiled designs featuring hydrogen in their answers to GHG reduction include the InfinityMAX concept bulk carrier from Swedish tanker operator Stena Bulk.

Its biggest innovation is the use of standardized and modular cargo units that can carry dry bulk, liquid bulk or liquified gas products, designed to be able to be dropped off outside of ports and picked up by tugs, avoiding congestion and reducing call times.

Its approach to emissions reduction includes the use of hydrogen as fuel with wind turbines generating further energy. Collapsible wing sails and a sharkskin hull have also been incorporated. With the right level of matured technologies, Stena Bulk believes that an InfinityMAX vessel could come into service between 2030 and 2035.

Even before then, Norwegian familyowned shipowner Egil Ulvan Rederi has plans to put the world’s first zero-emission bulk carrier into operation.

The 88-meter, 5,000-dwt self-unloading vessel will be used on a Norwegian route to transport aggregates from HeidelbergCement Norway in one direction and grain from farmer-owned cooperative Felleskjøpet AGRI, in eastern Norway, on the backhaul.

Egil Ulvan Rederi was selected to develop, build and operate the ship in a tender process in which 31 shipowners competed. Egil Ulvan’s winning design concept was developed in close cooperation with Norwegian Ship Design.

April 2021 // Marine Log 25

FUEL FUEL & LUBES & LUBES

26 Marine Log // April 2021

Facing the Decarbonization Challenge

By Erik Hånell, President and CEO of Stena Bulk

While engine manufac turers are developing engines that can burn fuels, such as methanol, ammonia and hydrogen, lubricant specialists are working on solutions that will keep those engines running smoothly.

But what about the current e n g i n e s o p e r a t i n g i n t o d ay ’s ocean-going vessels?

While advancements in the chemistry of lubes ensures engines can run cleaner and are optimized for better performance, says Total Lubmarine, any adaptation of an engine lubricant is influenced by two parameters both of which are aimed at minimizing emissions and to reduce fuel consumption: 1. The increase of the constraints in engine operation, e.g. increase of peak pressure, increase of temperature, and the recirculation of exhaust gases; and 2. The diversity of the fuels available at the point of purchase, existing or renewables, and the way to use them in marine engines.

At a recent conference, Jean Philippe Roman, project manager at Total Lubmarine, said that the company’s experts are always focused on identifying performance issues relating to the fuel and lubricants used by each ship operator in their engines.

“We assess their chemical nature and base assessments on the engine operating condition reported by the engine manufacturer, and we work closely with the OEMs on all elements of lubric ant development and options by sharing insight and knowledge on our produc t chemistr y, engine

inspections and recommendations,” he said. “Our product chemists address performance issues through the formulation and chemistry of the lubricant.”

Meantime, Total is working on technically advanced engine lubrication solutions and services that are helping optimize engines of the future.

“This process is complex because the lubricant has a critical role to play in achieving engine cleanliness in all conditions,” says Roman. “Our approach applies to any engine design (with any OEM) and to any engine technology (diesel or dual-fuel) —engine lubricants must handle the potential issues related to each fuel mix available to the operator, and they must also provide a level of qualification in the reliability of the emission treatment systems that are coupled to the engine.”

To achieve IMO’s goals for 2030 and beyond, Roman says, it will require all the stakeholders in a project to work in cooperation.

“The collec tive mindset of all the lubricant manufacturers including our own, is set on the ambition to develop viable technologies and to test it at scale,” he adds. “As an industr y, we must also look to change our paradigm and thinking. Lubricants are not just for a unique fuel type —the conventional fuel oils of the market—but for engines of various technologies, flexible enough to run on many different fuel types, from the ‘here and now’ solution of LNG to the future fuels such as biofuels, synthetic fuels, ammonia, or on mixtures and combinations of these fuels that at the end of the day, aim to match the IMO targets on GHG emissions of vessels running internal combustion engines.”

Photo Credit:Stena Bulk

Two large rotor sails will provide a significant part of the energy required to operate the vessel. Though the vessel’s sailing route favors wind assisted propulsion it will also be equipped with a hydrogen-fueled combustion engine, with what, at this stage, are described as “add-ons for increased efficiency.”

The hydrogen will be stored on board in compressed form.

Thus far, though, most interest in hydrogen fueling has centered on its use in fuel cells—and one recently formed joint venture aims to bring fuel cells using advanced methanol-to-hydrogen technology not only to the deep-sea sector but also the inland waterways market.

It sees well known American waterways player and international product tanker specialist Ardmore Shipping Corporation team with Bend, Ore.-based Element 1 Corp., a leading developer of advanced hydrogen generation systems used to power fuel cells. The three parties are taking equal shares in a partnership to form “E1 Marine.”

“Element 1 is delighted to ally with Ardmore and Maritime Partners to deliver commercial solutions for the marine sector that will significantly reduce the carbon intensity as well as other harmful emissions traditionally associated with burning fossil fuels,” said Dr. Dave Edlund, Co-Founder and CEO of Element 1 Corp.

He added that, while fuel cell technology has matured substantially over recent decades, the supply of hydrogen as feedstock to fuel cells has lagged considerably, resulting in significant logistic and economic challenges to the widescale deployment of fuel cells.

“E1’s methanol-to-hydrogen technology offers a broad solution to this challenge,” said Edlund.

“Importantly, Ardmore and Maritime Partners provide unique access to existing markets in international shipping and inland waterways.”

According to Ardmore CEO Anthony Gurnee, the E1 system is carbon-neutral when run on renewable methanol, should prove to be very cost competitive with other alternatives, and if desired can be built or retrofitted to run on ammonia.

“We are pleased to partner with E1 and Ardmore to drive the adoption of E1’s hydrogen purification technology across the global maritime landscape,” said Bick Brooks, co-founder and CEO of Maritime Partners LLC. “We are particularly excited about the applications for this technology within the inland marine industry, as it offers the potential to materially lower carbon emissions in the near-term and provides a clear path to achieving a zerocarbon footprint. Importantly, we believe this technology is currently cost competitive with diesel internal combustion engines.”

DECK MACHINERY

DESIGNING THE DECK: A Q&A with Elliott Bay Design Group

Photo Credit: Shutterstock/ Tawansak

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lot goes into deciding on which deck machinery to choose for your ship, whether it be the winch system, a deck crane, the length of wire needed, and so on.

We thought it would be interesting to know how naval architects work with owners and operators in selecting the appropriate machinery for a vessel.

On top of that, Reg Wren, senior marine engineer, and John Reeves, director of business development—both with Seattle headquartered Elliott Bay Design Group— outline some common mistakes owners make in choosing deck machinery and more.

Marine Log (ML): When it comes to deck machinery, how does a naval architect go about selecting the types of machinery to install on a

vessel? Is it largely up to the vessel owner/operator?

Elliott Bay Design Group (EBDG): The owner and/or operator always has significant input and influence on selection of deck machinery, and, a large percentage of the time, they have specific preferences for types and manufacturers or have already made contacts with deck machinery representatives before a naval architecture firm becomes involved.

If this is the case, the naval architecture firm is typically tasked with a detailed review of the owner preferences and development of the details required for installation of the “pre-selected” equipment.

The type of deck machinery selected is primarily and fundamentally driven by the mission requirements and operational needs of the vessel. For new construction,

vessel support system requirements for deck machinery are handled in the early concept design phase. Retrofitting new deck machinery onto an existing vessel with existing hydraulic or electric capabilities requires evaluation of existing structure, arrangements, electrical and hydraulic systems.

Equipment cost, the owner’s budget, “Buy American” and other regulatory requirements also factor into the selection of the type of machinery to install.

ML: What are the basic criteria for selecting deck machinery?

EBDG: The basic criteria are primarily performance and cost. This includes: • Mission Requirements—essentially, what does the machinery absolutely have to do?; • [ A d d i t i o n a l ] O p e r a t i o n a l April 2021 // Marine Log 27

DECK MACHINERY

• • • •

Requirements—what other features are needed and desired by the crew? What are the performance requirements that need to be met?; Purchase cost; Reliability and serviceability; Availability of technical support when needed; and Maintenance costs.

ML: What are the most common mistakes owners make?

EBDG: In our experience, they include: • Purchase decisions overly weighted on initial purchase price; • Not understanding the full picture of modification and installation costs; • Over or under specifying mission and operational requirements; and • Not considering long-term maintenance requirements.

ML: What are the pros and cons of electric versus hydraulic systems?

EBDG: Different systems have different advantages, so the owner’s priorities are important in selecting the right energy source for a particular installation. New 28 Marine Log // April 2021

The type of deck machinery selected is primarily and fundamentally driven by the mission requirements and operational needs of the vessel, says EBDG. construction provides the opportunity to select an optimized system, whereas system modifications or retrofitting may be constrained by the existing vessel structure, arrangements, electrical system, etc.

Electric Pros: • Cleaner; and • Lower overall installation cost.

Electric Cons: • Serviceability by crew is typically pretty limited; and • Higher capital equipment costs.

Hydraulic Pros: • Serviceability by both crew and vendors—there are hydraulic repair shops in almost every sea port; and • Availability of parts.

Hydraulic Cons: • Higher life cycle costs (more wearing and moving parts); and • Cleanliness and potential for oil spills/leaks.

ML: I imagine that different vessels require different types of deck machinery. How does the machinery vary from vessel type to vessel type?

EBDG: Widely. Commercial towing vessels require completely different types of

winches than do research vessels, than do fishing vessels, etc.

Passenger ferries typically require little to no deck machinery, whereas research, salvage, and other specialized work vessels typically have many various pieces of deck machinery. The length of wire and spool speed varies by the purpose. Lifting machinery is also different and all may have varying degrees of load or motion compensation.

ML: Has the technology in deck machinery changed much over the last few years?

E B D G : The answer to this question is largely dependent upon the type of deck machiner y being discussed, but generally these have been some of the recent trends: • Heavier reliance on electrical power and controls with increased utilization of Variable Frequency Drives; • More emphasis on safety; • More use of sensors and micro-processor based monitoring and controls ; and • More emphasis on and incorporation of technology that minimizes adverse impacts on the environment.

Photo Credit: Elliott Bay Design Group and Shutterstock/ Jan Miko

Reg Wren, senior marine engineer for Elliott Bay Design Group, on the deck of a ship.

Q&A of parts and personnel to the field onboard our SOVs. Together with Esvagt, we will build and operate SOVs that will spend extended periods of time out in the field supporting maintenance and repair, which will operate out of the offshore wind logistics hubs. We have already stood up our operating platform called “New Energy Division” that is led by our Vice President Jeff Andreini, who will be responsible for the execution of the aforementioned services.

ML: Is anyone in the North Sea offshore wind industry using tugs and deck barges to support wind farm construction? What role do Crowley’s tugs and barges play in its offshore services?

Q&A

10 MINUTES

WITH

CROWLEY’S JONATHAN ZIER

A

t last month’s TTB 2021, Jonathan Zier, manager-business development of offshore services for Crowley Maritime, spoke on tug and barge opportunities for U.S. offshore wind installations.

This month, Zier tells us more.

Photo Credit: Crowley

M a r i n e L o g ( M L ) : C ro w l e y h a s recently partnered with Watco and Esvagt on U.S. offshore wind related projects. Can you tell us more about these partnerships and Crowley’s plans for offshore?

Jonathan Zier (JZ): Crowley is taking a “cradle-to-grave” approach with respect to offshore wind in the U.S. This entails offering various support services from installation and commissioning, to operations and maintenance, and finally with eventual decommissioning. As part of this broad approach, we have made strategic partnerships with respect to specific service offering with Watco for terminal management and material handling and

with Esvagt for SOV operations.

Both of our partners align well with Crowley’s core values of safety, integrity, and high performance and augment Crowley’s strength in logistics, Jones Act-compliant vessel fleet and offshore marine project expertise.

Together with our partners, we are positioned to become the leading U.S. offshore wind service provider by combining shared expertise and resources. Supporting the offshore installation phase is a natural progression of our current offshore services that support the oil and gas industry.

A major component of the installation phase will be the terminal handling and marshalling of the large and heavy monopiles and WTG units. This is where Watco will play a key and integral role by ensuring the efficient and safe handling of cargo and supporting load out operations of the feedering barges.

Beyond installation, we envision operating offshore wind logistics hubs for the operation and maintenance phase. This entails an operations center, warehousing including track and trace, and timely and efficient dispatch

JZ: Currently in the North Sea, components are typically transported to the field by the installation vessels themselves. We do not see the use of tugs and barges as prevalent in European offshore wind farms installations. This, however, is not a workable model for the U.S. market, particularly due Jones Act restrictions as there are currently no Jones Act qualified installation vessels. The National Defense Authorization Act of 2021 recently clarified and confirmed the applicability of the Jones Act with respect to development and production of wind energy. As such, transportation of wind components (merchandise) from a U.S. port to a location on the outer continental shelf would need to be accomplished by a Jones Act qualified vessel.

Dominion Energy’s Charybdis will be the first Jones Act wind turbine installation vessel when launched; however, a s i n g l e i n s t a l l at i on v e s s e l w i l l n ot have the capacity to meet the development goals that the U.S. government has est ablishe d. We wi l l cont inue to s e e a ne e d for fore i g n f l ag i nst a l l a tion vessels to meet the development targets. The most logical solution in t he ne ar ter m is to de velop a fe e der ser vice to transp or t the components utilizing the existing tug/barge fleet.

Crowley owns and operates the largest Jones Act fleet of 400-foot high deck strength barges, which we see as the right platform to transport the heavy monopiles and WTG components, matched with sufficiently powered offshore tugs.

Our offshore tug fleet with dynamic positioning capability and highly experienced crews adds another layer of safety and reliability to the offshore feedering operations, that we feel will be critical in order to maintain the very high operating tempo that is expected.

April 2021 // Marine Log 29

NEWSMAKERS

Biden Nominates Maffei as Chairman of the FMC President Biden has nominated Commissioner DANIEL B. MAFFEI as chairman of the Federal Maritime Commission. Maffei is a sitting member of the FMC and replaces Michael A. Khouri in the role of chairman. A native of New York, Maffei was a Member of the U.S. House of Representatives for two terms.

Ports of Indiana reports that PHIL WILZBACHER, who has led operations at Ports of Indiana-Mount Vernon for 19 years, will retire effective April 20. Wilzbacher is the longest-serving port director in the statewide port authority’s 60-year history and is planning to take some personal time and find his next professional challenge.

One Magazine, The Entire Market

Crowley Maritime Corporation has promoted ALISA PRASKOVICH to vice president of sustainability.

In this role, she will orchestrate Crowley’s environmental, social responsibility and governance activities across its business offerings and operations. Based in Jacksonville, Fla., she reports to Chief Operating Officer RAY FITZGERALD. Thordon Bearings has appointed SCOTT GROVES as vice president– sales, with a mandate to “grow profitable sales” and build upon the company’s position in the pollutionfree bearings and seals markets.

In his 19-year career with Thordon Bearings, Groves has held a number of senior sales roles starting in 2002.

GEORGE NUNGESSER has been promoted to vice president of program management at Huntington Ingalls Industries’ Ingalls Shipbuilding division, effective April 1. Nungesser will have profit and loss responsibility for all elements of program execution, and will serve as the principal liaison to the Navy and Coast Guard for all platforms in the Ingalls portfolio.

Offshore services major Tidewater Inc. has named SAM RUBIO as chief financial officer and DAVID DARLING as chief operating officer. Rubio has served as the company’s chief accounting officer since its 2018 merger with GulfMark Offshore. Darling began his offshore career in 1984 and first joined Tidewater in 1991.

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TECH NEWS

A Thordon SXL rudder bearing replaces a rubber bearing on an Atria Logistics UABL vessel.

Photo Credit: Thordon

Paraná River Push Boat Fleet Migrates to Thordon ATRIA LOGISTICS UABL, one of South America’s leading push boat operators, is on its way to completing a fleet-wide retrofit to Thordon’s water lubricated tailshaft and rudder bearings.

Atria operates a fleet of push boats on the Paraná River, a waterway characterized by its abrasive nature, resulting in high wear rates for conventional rubber tailshaft bearings.

In 2014, Atria installed Thordon’s RiverTough tailshaft bearings to its first push boat, the 41 meter (135 foot) long Concepcion.

In 2020, six more vessels in the company’s 26-vessel fleet were converted.

Egnard Bernal, Thordon Bearing’s Business Development Manager, Marine, Latin America, said, “Atria Logistics’ decision to continue the conversion process is based on the success of its first installation back in 2014.

When Concepcion was inspected in 2020, the RiverTough bearings were still in good condition and considered operational for at least five more years of service. We have now completed a number of retrofit installations to vessels in the Atria fleet.”

Taking advantage of the dry season and the lower river traffic, Atria drydocked Cavalier IV, Cavalier X, Cavalier XII, Titan, Pluton and San Martin at the Atria-owned Pueblo Esther Shipyard, in Santa Fe, Argentina.

Other vessels that have been retrofitted with Thordon include Misiones, Zonda, Chaco X, Pluton, Urano, Saturno, Neptuno,

Santa Maria and Titan.

When Cavalier X was retrofitted with ThorPlas-Blue linkage and jockey arm bearings, Atria Logistics’ noticed a significant improvement in operations, said Bernal. “Without even asking, they said ‘it is a relief to have them. The [bearings] don’t have to be greased anymore and operation is very smooth’. Even the captain asked what we did to reduce vibration and friction. They are delighted.”

During the drydocking period, Marine Logistics, Thordon Bearings’ Buenos Airesbased distributor supplied, installed and commissioned the vessels’ RiverTough tailshaft bearings along with Thordon’s SXL grease-free rudder bearings. These vessels previously had stainless steel rudder shafts with greased rubber or bronze bearings.

“The Atria push boats vary in power between 7,200 hp and 8,200 hp, with tailshaft diameters varying between 200 mm (7.87 inches) and 305 mm (12 inches).

The fact that the Thordon products can be machined to suit non-standard housings is a further advantage over the other competitive bearings,” said Bernal.

“RiverTough bearings can help deal with misalignment,” said Marine Logistics’ Hernan Lopez. “Some of the rubber bearings had up to 10mm (0.4 inches) clearance, which led to unacceptable levels of vibration.”

“The longer life and reduced clearance of

the Thordon products plus zero pollution were a few of the key Thordon benefits,” added Lopez. “Although the main benefit for our customer is the robustness of the bearing material and Thordon’s level of service.”

“Atria’s largest push boats can handle up to 42 barges on some stretches of the river, equivalent to a load capacity of more than 1,900 trucks,” said Lopez. “The change from rubber tailshaft bearings to the Thordon system means that the company’s vessels can remain working for longer periods without drydocking. With Thordon and Marine Logistics, Atria now has a ‘one-stop shop’ solution for all of its bearing requirements.”

According to Lopez, Atria intends to continue the bearing replacement program with SXL rudder bearings and thrust washers, Pucker Seals, and RiverTough propeller shaft bearings. The company is also considering Thordon’s award-winning TG100 shaft seal.

Thordon’s RiverTough tailshaft bearing retrofit done on one of the many vessels in the Atria Logistics UABL fleet.

April 2021 // Marine Log 31

TECH NEWS

Air Lubrication System Demonstrates 5.1% Energy Savings DURING TESTING on Grimaldi Group’s newbuild RO/RO vessel Eco Valencia, the Silverstream hull air lubrication system developed by London-headquartered Silverstream Technologies reports that its hull air lubrication system (ALS) has demonstrated significant fuel and emissions savings on ships.

The Silverstream technology produces a thin layer of micro-bubbles over the flat bottom of the hull that reduces the frictional resistance between the water and the hull.

Since the Eco Valencia entered service in the Mediterranean, continuous performance testing has taken place, with savings figures of 5.1% being measured.

During this process, the Silverstream System was comprehensively tested at various vessel speeds and in a range of sea states, to calculate and prove fuel and emissions savings.

Eco Valencia is the first of nine Grimaldi Green fifth Generation (GG5G) hybrid RO/ RO ships to be installed with the technology. Four vessels with the system onboard have already been built at China Merchants Group Limited’s Jinling Shipyard.

“We are delighted to have reached this latest milestone in our continued partnership with Grimaldi Group,” said Noah Silberschmidt, CEO, Silverstream Technologies. “The recorded savings figure of 5.1% exceeded initial predictions and 32 Marine Log // April 2021

shows that Grimaldi’s vision to install our air lubrication technology as a fuel and emissions reduction solution has paid off.” “ The successful trial of the Silverstream System and the CO2 reduction that it generates is an important step in Grimaldi Group’s aim to lead on shipping sustainability,” said Alberto Portolano, Project Manager of AirLub Design and Integration, Grimaldi Group. “The trials conducted with the ship in fully loaded service showed the air bubbles covering the entire hull bottom. We are looking forward to continuing to work closely with Silverstream to benefit from their technology on more of our market-leading RO/ RO vessels.”

As well as the nine vessels contracted to be built for Grimaldi Group with the Silverstream System installed, Silverstream is also installing systems on Grimaldi Group subsidiary Finnlines’ three newbuild GG5G RO/RO vessels and two newly ordered RoPax vessels.

Established in 1947, Grimaldi Group is a fully integrated multinational logistics group specialising in maritime transport of cars, rolling cargo, containers and passengers. The Grimaldi Group comprises seven main shipping companies, including Atlantic Container Line, Malta Motorways of the Sea, Minoan Lines, and Finnlines.

BOS TO N - BA SE D S ea Mac hine s Robotic s and Chris tchurch, New Zealand-based HamiltonJet are to develop a new pilot-assist product for waterjet vessels that utilizes computer vision and autonomous command and control technologies. By combining the capabilities of Sea Machines’ autonomy platform with HamiltonJet propulsion systems and vessel controls, the par tners aim to offer a helm-based system that reduces manual workload, automates navigation control, increases safety and manages many aspects of routine while allowing crew to focus on complex and high-value activities.

“HamiltonJet and Sea Machines have developed a concept that utilizes onboard autonomy with enhanced situational awareness in a way that is highly desirable in many manned applications.

But we knew it had to be well integrated at the helm and easy for mariners to use,” said HamiltonJet managing director Ben Reed. “The skipper experience is foundational to our products, so we saw that by partnering, we could deliver a HamiltonJet-branded solution that feels like a native part of our controls.”

“We are joining forces to marry proven autonomous-command and situational-awareness technologies with front-running waterjet propulsion systems and vessel controls to ultimately enhance and modernize the pilot experience,” said Sea Machines’ CEO Michael Johnson.

Currently under development, the innovative pilot-assist product is slated to be operational in 2022. In the near future it will be fully embedded in HamiltonJet’s Advanced Vessel Control program.

I n 2 019, S e a M a c h i n e s a n d HamiltonJet successfully commissioned an SM300 autonomous control system aboard a HamiltonJetpowered workboat in New Zealand.

HamiltonJet continues to trial this marine technology and provides on-demand customer demonstrations in the Southern Hemisphere.

Photo Credit: Grimaldi Group

HamiltonJet and Sea Machines to Launch Integrated Pilot-Assist Product

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April 2021 // Marine Log 35

SAFETY FIRST

Desired Safe Outcomes Are Planned for in Advance orders to build a 10-barge tow. Before the crewmembers lace their boots and hit the deck plate, they need a proper plan if they want to complete it safely.

The plan should include who does what.

What is each deck crewmember’s role and responsibility during this work evolution?

What tools are needed? What is the appropriate PPE for the job? Are there any hazards associated with the tow building? If there are, how will they be mitigated?

If any hazards came about that weren’t identified in the pre-task huddle, we need to utilize “stop work obligation” to re-plan.

Tow building for mariners on the inland waterways is a routine task, but one that should be planned for given the risk associated with it.

36 Marine Log // April 2021

planning, tool utilization, and task execution. Let’s look at each.

Gone are the days of attempting tasks without proper planning. Just as a football team prepares for a winning season, mariners too must plan for safe hitches. Poor planning will likely lead to poor execution that results in incidents and injuries.

When mariners plan their work, they are preventing incident and injury and allowing them the opportunity to arrive at a safe outcome.

Safety huddles, pre-job meetings, or whatever an organization may call them, are vital. Employees give themselves a much greater opportunity to arrive at a safe outcome if they leverage safety huddles and pre-job meetings to plan the work at hand.

However, this tool is only effective if there is a high-level of commitment from the crew that goes into quality planning.

These forums should ensure that employees identify their roles/responsibilities (who does what?) and hazards that may be associated with the upcoming task (what can hurt us: equipment or the environment?). As an example, say a crew onboard a towboat has

Executing the Task When an adequate work plan exists, mariners can move forward with task execution, a fragile part of the work cycle. Often, employees may feel so confident with their work plan, that when conditions or the environment changes, they blindly continue to work without pausing to correct the change.

Executing a task safely may mean stopping it entirely. This may seem counterproductive, and, quite likely, it is. Stopping work doesn’t necessarily mean never resuming it, although it can if the problem cannot be resolved.

If something doesn’t go as planned or an unmitigated hazard is identified during the execution of a task, the work must be stopped and may only resume if all hazards are mitigated and the task re-planned.

Capable mariners move tons of varying cargoes throughout the inland waterways system every single day. Each mile achieved matters and is just as critical as the last.

Our industry prides itself on being one of the safest, greenest, and most reliable modes of transportation in the world. Fortunately, the opportunity to plan the work is in our control.

When mariners plan their work, they are preventing incident and injury and allowing them the opportunity to arrive at a safe outcome, the product of safe work.

CODY SANDERS Safety and Quality Specialist Canal Barge Company Inc.

Photo Credit: Shutterstock.com/ Igor Kardasov

E

very decision on a job has some degree of consequence or outcome.

This is especially true in work environments, such as the maritime industry, that have a heightened level of risk associated with their operations.

Desired safe outcomes must be adequately planned for in advance. Unfortunately, many organizations dedicate a great deal of time and resources reviewing incidents and after-action reports, lagging indicators, rather than investing in tools and techniques that enable thorough planning.

Of course, organizations should learn from their incidents and injuries (the result of an unsafe outcome) and investigate them to determine cause and implement controls to prevent recurrence. These investigations may indicate that a partial work plan existed, or even none at all.

As safety and operational leaders, our time is best served coaching mariners on how to adequately plan their work for safe outcomes, preventing the undesired ones.

Jobs can be completed day in and day out incident free. Our industry can undoubtedly achieve its goal of zero incidents and injuries. It’s proven daily by every watch completed safely.

Another hitch gone by without incident.

These are all real instances that prove time and time again that work can be planned, but is some level of luck associated?

Some workers may exhibit unsafe behaviors, narrowly escaping danger due to pure luck. Men and women working on waterways can’t afford to gamble and rely on luck; the stakes are far too high. We can, however, combat this reliance on luck with work