Marine Log August 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

August 2021

PUSHING

AHEAD The tug Rock Hall recently joined the Vane Brothers fleet

WHAT'S AHEAD In a Net-Zero Future?

PORT CONSTRUCTION Taking Off in Texas

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CONTENTS

22 DEPARTMENTS 2 EDITOR’S LETTER Is the Criminalization of Seafarers on the Rise?

26 FEATURES

18

ENGINES—PART 2 What’s Ahead in a Net Zero Future?

The lower down the horsepower scale you go, the more likely it is that the engine of the future will be a battery or a fuel cell

22

PORTS & TERMINALS Terminals in the Crosshairs of Executive Order If the FMC is performing its regulatory functions, is there a need for an executive order?

26

CRANES & MATERIAL HANDLERS Crane Operations Busy at Ports Around the World The latest crane deliveries at international ports aim to support more sustainable lifting solutions

28

Q&A: PORT CONSTRUCTION FROM THE GROUND UP Sometimes, the Game Changes the Technology McCarthy has a long history of building port and terminal facilities, but right now, Texas ports are taking up its time.

29

HYDROGEN FUEL CELLS REVISITED What Advantages Exist for Hydrogen in Naval Applications?

Hydrogen can store an immense amount of energy in a very small package.

4 INLAND WATERWAYS Blue Skies at Dawn for Inland?

6 INDUSTRY INSIGHTS 8 WELLNESS The Heart of the Matter 9 VESSEL OF THE MONTH Rock Hall Tug Joins Vane Brothers Fleet 10 REGULATIONS New Small Passenger Vessel Risk-Based Inspections 11 UPDATES • Crowley Orders America’s First All-Electric Harbor Tug • Metal Shark Delivers First Fireboat in New Series 15 INSIDE WASHINGTON Legislation Seeks Financial Aid for Maritime in National Emergencies 31 NEWSMAKERS ABS names John McDonald Chief Operating Officer 32 TECH NEWS First Methanol-Fueled Box Ship Announced

Cover Photo Credit: Vane Brothers

36 SAFETY New Security Challenges Arise in Age of Digitalization

August 2021 // Marine Log 1

EDITOR’S COLUMN

MARINELOG AUGUST 2021 VOL. 126, NO. 8 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com Photo Credit: Mobilisation Nationale Wakashio/IMO

Is the Criminalization of Seafarers on the Rise?

F

or over a year now, the crew of the MV Wakashio has been held by Mauritian authorities following the grounding of the ship and the widespread pollution that followed.

At the end of July, The International Transport Workers’ Federation (ITF) called for the immediate release and repatriation of the crew.

David Heindel, ITF Seafarers’ Section chair, said the ITF and its affiliated seafarers’ unions have “deep concerns” about the treatment of the crew Mauritian authorities. He said the federation last week wrote to the president of the Republic of Mauritius, Prithvirajsing Roopun. In its letter, the ITF appealed for President Roopun’s support to see legal proceedings advanced and the expeditious conclusion of the now-year-long saga faced by the crew.

In the ITF’s letter, Heindel and ITF General Secretary Stephen Cotton appealed to Mauritian authorities to consider the human cost that delayed proceedings and unnecessary detention would have on the crew and their families.

The criminalization of seafarers is one of the most serious problems facing seafarers today—and it seems to be on the rise.

This has been seen not only with the Wakashio accident, but also with the crew of the Ever Given when it became wedged across the canal in March, bringing traffic in the vital artery to a halt for days and costing $5.1 billion a day in world

trade. After Egyptian authorities impounded the ship, its crew had to remain on board.

Seafarers are also sometimes getting snared when drugs are found aboard vessels. In one such case from three years ago, the crew of the bulk carrier UBC Savannah were arrested in Mexico and held without charge nor trial in poor conditions, when cocaine was found in the vessel’s cargo hold dispersed across 227 packages.

While most the crew were released shortly after their arrest in 2019, the captain was held until March 2021. According to the ITF, Mexican authorities claimed that he had been negligent in “failing to be aware that the ship he commanded may have been carrying prohibitive substances,” whereas in fact as soon as the packages were found, Lasota ordered an immediate halt to all cargo operations and notified relevant authorities.

While we could spend more time examining similar cases to these, what is outlined is clear.

The criminalization of seafarers is another nail in the hiring coffin for maritime.

SENIOR EDITORIAL CONSULTANT 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 SALES 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. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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 monthly by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005.

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2 Marine Log // August 2021

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

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INLAND WATERWAYS

T

wo top priorities for Waterways Council Inc. (WCI) in 2021 are to urge appropriators to provide full use of the Inland Waterways Trust Fund (IWTF) ($115 million) and to secure maximum additional federal funding in any comprehensive infrastructure package. Both priorities have seen considerable progress.

In the Biden administration’s Fiscal Year 2022 budget request, $6.8 billion is proposed for the U.S. Army of Corps of Engineers Civil Works program—the highest administration budget request ever for the Corps—an increase from the Trump administration’s FY21 request of $5.967 billion.

In the president’s FY22 budget proposal, $52.15 million was provided from the IWTF, with a match of $96.85 million from the general fund for a total of $149 million for a new construction start for the Three Rivers project to make modifications to the McClellan-Kerr Arkansas River Navigation System (MKARNS) that will ensure the longterm sustainability of reliable navigation on a major conduit for U.S. agricultural exports, and various inbound cargos such as fertilizers, fuels, and chemicals. Curiously, no funding was proposed in the budget for ongoing construction projects (Chickamauga, Kentucky, and Montgomery) for FY22.

The FY22 budget also proposed $4.29 billion for Operations and Maintenance (O&M), an increase from the FY21 request of $1.996 billion, and $235.3 million for the Mississippi Rivers &Tributaries (MR&T) account.

On July 16, the House Appropriations Committee approved, by a vote of 33 to 24, funding for the Corps of Engineers for Fiscal Year (FY) 2022 (FY22), with overall funding

4 Marine Log // August 2021

for the Corps’ Civil Works Mission at $8.66 billion, an increase of $863 million above FY21’s appropriated level, and $1.9 billion above the President’s FY22 budget request.

The Corps’ Investigations account funding received $155 million, $2 million above the FY21 enacted level and $49.2 million above the FY22 budget request. The Gulf Intracoastal Waterways’ Brazos River Floodgates and Colorado River Locks received $6.93 million in Pre-Construction Engineering & Design (PED) funds for FY22 from this account.

Funding for the Construction account is $2.6 billion, an increase of $799.4 million above FY22’s budget request.

The IWTF was appropriated $90 million.

The Three Rivers Project on the MKARNS received a new start and $149 million in construction funding, of which $52.2 million is provided from the IWTF. No funding was provided for the three ongoing construction projects: Kentucky Lock, Chickamauga Lock, and Montgomery Lock.

The Committee also approved the list of Community Project Funding items (commonly referred to as earmarks) that included $22.5 million in construction funding for the Navigation and Ecosystem Sustainability Program (NESP).

The project funding was requested by Representatives Bustos (D-Ill.), Hinson (R-Iowa), Graves (R-Mo.), and Luetkemeyer (R-Mo.).

Funding for Operations and Maintenance (O&M) is $4.8 billion, an increase of $967.3 million above FY21 and $500 million above the Administration’s request, of which $13 million was provided to finish six inland waterways major rehabilitation studies as follows: $1.5 million for New Cumberland Lock (Ohio River); $2.5 million for Marmet Locks

and Dam (Kanawa River); $2.5 million for Greenup Locks and Dam (Ohio River); $2.5 million for Meldahl Lock and Dam (Ohio River); $1.9 million for Kerr Lock and Dam (MKARNS); $1.7 million for Webbers Falls Lock and Dam (MKARNS).

Harbor Maintenance Trust Fund (HMTF) projects are to receive an estimated $2.05 billion, $370 million above the FY21 enacted level and an increase of $424.1 million above the Administration’s FY22 request.

The Senate has not set markup dates for FY22 appropriations.

In June, the U.S. Treasury Department reported that the IWTF brought in $11.9 million in diesel tax revenues for the month, bringing the revenue total for FY21 to $74.5 million. The FY21 total ($74.5 million) is right in the middle between where things stood at this point last year (FY20) ($58.2 million) and the year before (FY19) ($90.1 million).

WCI continues pressing forward to secure the maximum federal funding in a comprehensive infrastructure package. This year there have been several major infrastructure packages released by Congress and the Administration, and inland waterways are included in all of them.

The first package, the “American Jobs Plan,” released by the Biden Administration provided $17 billion to be divided among, inland waterways, coastal ports, land ports of entry (border crossings), ferries, and the Healthy Ports initiative.

A Republican counter proposal also included funding of $17 billion but designated this just for inland waterways and coastal ports. This counteroffer to the Biden Administration’s “American Jobs Plan” would provide a significant increase in funding for inland waterways and coastal ports.

The third plan was released by the House Problem Solvers Caucus of 56 Members of Congress evenly split between Democrat and Republican Members committed to finding common ground. This group developed a plan that did not include specific funding amounts, but they have recommended: “…federal investment should continue to be strengthened in our inland waterways. …”

TRACY R. ZEA

President/CEO, Waterways Council Inc.

Photo Credit: Shutterstock/ Danita Delimont

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INDUSTRY INSIGHTS

WHAT ARE THE TOP CASUALTY TYPES IN THE U.S. DOMESTIC FLEET? WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace.

Last month, we examined a small portion of the Coast Guard’s 2020 Flag State Control Domestic Annual Report.

The report summarizes statistics and information regarding inspections and enforcement of regulations on U.S.-flagged vessels. Included in this report are deficiency and detention rates for each type of inspected domestic vessel.

This month, we will look at the top three marine casualty types for four vessel fleet types and the percentage that each represents compared to the marine casualty total for the type. There were 1,644 reportable marine casualties reported in 2020, involving 1,956 inspected vessels.

As you can see below, for example, 52.9% of all barge reportable marine casualties were defined as collision, allision or grounding.

Top Three Casualty Types

BARGE

CARGO

MATERIAL FAILURE/ MALFUNCTION

52.9%

19.3%

MATERIAL FAILURE/ MALFUNCTION

PERSONNEL CASUALTY (INJURY OR DEATH)

LOSS/REDUCTION OF VESSEL PROPULSION STEERING

14.0%

13.4%

PERSONNEL CASUALTY (INJURY OR DEATH)

COLLISION, ALLISION OR GROUNDING

58.1% PASSENGER

PERSONNEL CASUALTY (INJURY OR DEATH)

COLLISION, ALLISION OR GROUNDING

MATERIAL FAILURE/ MALFUNCTION

38.8%

24.7%

TOWING COLLISION, ALLISION OR GROUNDING

MATERIAL FAILURE/ MALFUNCTION

42.1%

21.6%

8.0%

13.4%

LOSS/REDUCTION OF VESSEL PROPULSION STEERING

15.7%

Source: U.S. Department of Homeland Security and U.S. Coast Guard

6 Marine Log // August 2021

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WELLNESS COLUMN

The Heart of the Matter

8 Marine Log // August 2021

of Arkansas - Fayetteville demonstrated that just mild dehydration caused impairment to vascular function nearly as much as smoking a cigarette.

2. The Big Fat & Cholesterol Reversal: The 1950’s hypothesis that saturated fat and cholesterol should not be consumed due to their poor impact on heart health is no longer supported by research. While cholesterol (saturated fat’s partner in foods) is a concern

... We do know that if we address the general risk factors, we can minimize or even eliminate the effects of the disease. for those with heart disease it is the cholesterol the body makes on its own that is the concern.

Despite popular belief among doctors and the public, the conceptual model of dietary saturated fat clogging a pipe is just plain wrong. … studies showed no association between saturated fat consumption and (1) all-cause mortality, (2) coronary heart disease (CHD), (3) CHD mortality, (4) ischemic stroke or (5) type 2 diabetes in healthy adults,” according to the LDL cholesterol is

EMILY REIBLEIN

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

Photo Credit: Shutterstock/ udra11

H

eart disease is running rampant throughout the United States.

While over 600,000 people die of it annually, there are millions more who live “with” heart disease. These individuals fight every day to uphold the quality of their lives that the disease adversely impacts. Studies show that heart disease sufferers have higher instances of depression and those who live through a heart failure reported an 80% decrease in their quality of life.

The heart is about the size of an adult fist and is best known for its pumping action that circulates nearly 2,000 gallons of blood daily bringing water, nutrients and oxygen to every part of the body. The heart is also a part of an electrical system that manages the rate and rhythm of a heartbeat. When the heart gets sick or malfunctions, it generally falls into two types of problems: one where blood cannot reach the heart due to blockage or when the electrical system shorts out. We generally define these problems as different types of heart disease.

While we do not always know the direct causes of heart disease, we do know that if we address the general risk factors, we can minimize or even eliminate the effects of the disease. Modifiable risk factors, such as high blood pressure, smoking, obesity, high triglyceride levels and changing lifestyle behaviors to reduce risk can alter all diabetes.

Many potential lifestyle alterations like quitting smoking are widely discussed, yet there are others that are lesser known.

1. Hydrate: Your blood is about 94% water. Without water, blood gets thick and less viscous. A 2016 study conducted at University

not associated with cardiovascular disease and is inversely associated with all-cause mortality.” The statement is supported by UCLA David Gaffen School of Medicine (2009), where they found that 75% of heart attack victims have “normal” levels of LDL. Saturated fats can be a part of a heart healthy diet, and can decrease the risk of heart disease. Nuts, seeds, avocados, fish, whole eggs, quality meats and quality oils, such as extra virgin olive oil and coconut oil are worth another look.

One risk factor for the largest subset of heart disease sufferers (those with coronary artery disease) is the consumption of sugar.

This has been shown to raise triglycerides, LDL, blood pressure and produces fat in the body. Eliminating added sugars and those items that produce high sugar levels in the blood might be a great move toward protecting your heart.

3. The Heartbeat Variation: A normal resting heart rate depends on age, but generally lies between 50-100 beats per minute. The lower side of that number is an indication of stronger heart health. Wearables with heart rate monitoring are a great way to track this simple metric or you can calculate it manually by placing fingers on your neck pulse and counting beats per minute. Rapid fluctuations and elevations over time in resting heart rate can be discussed with your doctor.

The heart also strengthens with rate variation. Targeting your heart rate into a healthy zone while exercising can help ignite muscle growth. Target numbers vary between 180 minus your age (Example: At 21 years of age, your target zone is 159) all the way up to 220 minus your age, giving you the upper end of the heart rate zone. A heart monitor watch or device can give you close to real time feedback on heart rate to help you hone in on heart health. If you are new to varying your heart rate, get some help from a professional trainer and target activities that will help you build strength with enjoyment.

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

VESSEL OF THE MONTH Vane Brothers’ 3,000-horsepower push tug Rock Hall, delivered in July 2021.

Photo Credits: Vane Brothers (top), Ray Hoffman (bottom)

B

Rock Hall:

a l t i m o re , Md . , h e a d q u a rt e r e d Va n e B r o t h e r s h a s taken deliver y of the Rock Hall, the third of four 3,000-horsepower Salisbury Class push tugs under construction for the company by Chesapeake Shipbuilding and Naval Architects in Salisbur y, Md. Vane’s newest addition is the 19th Maryland-built towing vessel to join the company’s fleet since 2008.

Chesapeake Shipbuilding has delivered si x teen 3,000-horsepower, model bow tugs and three 3,000-horsepower squarebow push boats. Two of the Rock Hall ’s sister tugs, the Salisbury and the Annapolis, were delivered in 2019 and 2020, respectively. One more 3,000-horsepower Salisbur y Class push boat, the Charles Hughes, is scheduled for delivery from Chesapeake later this year.

Wit h a le ng t h of 94 fe e t , w idt h of 34 feet, molded depth of 10.5 feet, and working draft of 8.5 feet, the Subchapter

Third 3,000-hp Push Tug Joins Vane Brothers Fleet

M-compliant Salisbury Class of push tugs is especially well-suited for working in confined, shallow-draft areas along the U.S. East Coast’s inland waterways.

Chesapea ke nava l a rch itec t Joh n Wom ac k c ol l a b or ate d on t he de sig n w it h Va ne Brot hers por t c apt a i n Ji m Demske, who has overseen construction of nearly 50 tugboats for Vane over the last two decades.

T he s pac iou s S a l i sbu r y C l a s s t u g s feature mu lt iple independent ly opera t i n g h e a t i n g a n d a i r- c on d i t i on i n g systems to enhance crew comfort, and robust f ire-containment capabilit y in c a s e of e me r ge nc y. T he t u g s r u n on two 1,500-horsepower Caterpillar 3512 engines, while service power is provided

by John Deere 99 kW generators.

“Vane Brothers has once again taken deliver y of a vessel constructed to the highest standards demanded by our customers,” says Vane Brothers President C. Duff Hughes. “Powerful, practical and

purpose-built to maximize maneuverability where it is needed most, the Rock Hall is another exciting addition to the Vane f leet.”

The tug Rock Hall is named for a waterfront town located on Maryland’s Eastern Shore. The town is known as “The Pearl of the Chesapeake.”

The Annapolis, delivered in 2020, is a sister tug to Rock Hall.

August 2021 // Marine Log 9

REGULATIONS

New Small Passenger Vessel Risk-Based Inspections

T

he Coast Guard is now using a computer-based risk model to guide its small passenger vessel (SPV) inspection program. The model assesses a vessel’s “potential risk for an undesirable outcome.” SPVs are assigned to three Tiers I, II and III, reflecting varying degrees of risk or hazard. Each Tier sets the scope of an SPV’s inspection requirements, and possibly expanded inspections.

The inspection program is part of the larger requirement for a vessel to obtain a five-year Certificate of Inspection (COI), required for commercial operation. The process requires numerous regulatory compliance responsibilities and activities.

This new program has been in development for a few years, since at least 2013. This active phase was announced in January 2021.

A new, official Guidance document—Small Passenger Vessel Risk Based Inspection Program—was published June 14.

Risk assessment and risk management are not new to the Coast Guard, of course. This new “data analytics” tool, however, provides a “modernized approach to the marine inspection program to prioritize marine inspection resources.” Vessels with higher risk characteristics or operations may receive greater Coast Guard oversight than corresponding vessels that pose a lower risk.

The model evaluates numerous factors, including compliance history, number of passengers carried, vessel type, vessel age, route, and history of peer vessels. The Tier level then corresponds to an inspection’s required scope and procedures. The tier assignment does not necessarily reflect the

10 Marine Log // August 2021

owner/operator’s performance or condition of the vessel, but instead “reflects the potential outcomes based on an analysis of both the specific vessel and vessels with similar activity,” according to the Guidance.

Here’s how the program will work: Every year, the Office of Commercial Vessel Compliance will evaluate the new model’s results. Next, it will send a vessel list, with associated Tier levels, to internal Coast Guard contacts. The Coast Guard will then notify owners of vessels ranked as Tier 1 because Tier 1 vessels are subject to “a follow-on inspection” that evaluates crew and vessel performance while passengers are on board.

Capt. Matt Edwards is chief, Office of Commercial Vessel Compliance. He explained that over the last few weeks the Coast Guard has notified approximately 870 vessel owners that their vessel was assigned “a tier status that required a follow up inspection approximately six months after the annual inspection.” There are 7,400 vessels in the small passenger fleet.

Edwards said that previously Coast Guard units could voluntarily use a risk model to assess their inspection program. Now, the new risk program mandates the minimum level of items that must be inspected and the experience of the primary Marine Inspector. Edwards commented that “this promotes a more consistent approach to vessel inspections and helps the Coast Guard manage Marine Inspector time.” The model is based on a “number of undesired outcomes,” Edwards said, including deaths, fire, or flooding. These outcomes, he added, “focus on serious incidents rather than all reportable

marine casualties.”

Two other policy issues are critical within the June SPV Guidance document.

One is that Officer in Charge, Marine Inspection (OCMI) “shall ensure that the appropriate MI (marine inspector) is assigned to the vessel based upon the tier level and inspection required.”

Inspectors have considerable latitude. They can, at their discretion, identify vessels that should “receive an expanded annual inspection.” The OCMI is to be briefed on the results from each Tier I inspection. And the OCMI can expand the scope of the inspection to “verify the vessel does not pose a threat to people, property, or the environment.”

A second issue in the Guidance centers on specific types of inspections, briefly summarized here: • COI and Expanded Annual Inspection: All SPVs require inspection for the 5-year COI, whether initial or renewal. An expanded annual inspection will be done on vessels that are Tier 1 or sail an international route. These inspections are to be done by a qualified Advanced Journeyman. If that rank is unavailable, the OCMI will select a lead inspector.

• Follow-On Inspections: Required annually for Tier I vessels. The focus is on the performance of crewmembers and operational condition of the vessel with passengers on board. This is not a surprise inspection. The focus includes crewmember knowledge of emergency procedures, watch standing and operation of engineering and safety systems. An inspector may require the crew to conduct a drill or otherwise demonstrate capabilities. Follow-on inspections are required annually for Tier I vessels approximately 5-7 months after receipt of a COI or an annual inspection.

• Annual Inspection: This covers basic SPV program demands, but the inspection can be expanded at the inspector’s discretion.

For Tier III vessels, this annual inspection is not really “annual,” rather, it occurs on the third year after receipt of the COI. For the other years, Tier III vessels are subject to a final type of inspection: • Focused Annual Inspection: This is related to lifesaving, firefighting and watertight integrity. Again, though, if a “serious deficiency” is noted, “the inspection shall be expanded.”

Photo Credit: Shutterstock/ Shelly Bychowski Shots

By C.F. St. Clair

UPDATE

The eWolf will operate at the Port of San Diego.

Credit: Crowley Maritime

Crowley Orders America’s First All-Electric Harbor Tug “ THE e WOLF REPRESENTS everything Crowley stands for: innovation, sustainability and performance,” said Chairman and CEO Tom Crowley, as Crowley Maritime announced that it is to build and operate what will be the first fully electric harbor tugboat in the U.S.— and only the third of its kind to enter operations worldwide.

The 82-foot eWolf, with 70 tons of bollard pull, will operate at the Port of San Diego’s Tenth Avenue Marine Terminal and will be operational by mid-2023.

The tug will be built at the Master Boat Builders shipyard in Coden, Ala., with the design and on-site construction management being prov ided by Crow le y Engineering Services and its recently integrated Jensen Maritime naval architecture and marine engineering group.

The tug’s battery system will be charged at a specially designed, shoreside station developed with Cochran Marine.

The eWolf will feature an integrated electric propulsion system and advanced vessel control technology package from ABB. “We chose ABB on this project because future-proof ships will be built on the foundation of an electrical backbone, integrated with control systems that provide more efficient and safer operations,” said Ray Martus, vice president, Crowley Engineering Services. “ABB has deep expertise

and recent, relevant experience related to battery systems on vessels and the corresponding regulatory framework with U.S. Coast Guard. The ABB solution provides intelligent maneuvering and control systems that enable safer, more efficient ship operations, and reduce the workload on masters and the crew to focus holistically on the overall control and positioning of the vessel.”

“As many sectors of the marine industry are searching for new technology they have to recognize that the foundation of the marine world is changing,” said David Lee, senior account manager-commercial vessels, ABB Marine & Ports. “The eWolf tug is the start of this transition for the workboat industry where the emissions will be greatly reduced through energy storage, the operation will be connected through ABB’s Remote Diagnostic Services, and safer for the crew through utilization of ABB Ability Marine Pilot Vision and Control.”

ABB Electric Propulsion System Under a contract with Master Boat Builders, ABB is supplying the end-to-end electric propulsion system. The solution will include a six-megawatt-hour energy storage system (ESS), allowing the eWolf to achieve 70 short tons of bollard pull emissions-free. The battery allows the tug to

complete a full day of typical work before there is a need to charge.

Achieving lower operational costs on a through-life basis than an equivalent vessel running a conventional engine, the all-electric propulsion solution holds the potential to eliminate the equivalent of over 100 cars worth of CO2 pollution every year, according to ABB. Systems on board will also feature products from the ABB Ability Marine Pilot family for enhancing crew safety and reducing workload. ABB Ability Marine Pilot Vision situational awareness solution will provide 360-degree visibility from the pilot’s station, and ABB Ability Marine Control will enable maneuvering support and future remote operations.

In addition to systems integration, engineering and automation on the newbuilding, ABB will supply its Onboard DC Grid power distribution system platform for optimized energy use. Onboard DC Grid enables seamless integration of battery for zero-emissions operations by using renewables as an energy source. The full scope of supply also includes propulsion motors, low-voltage switchboards, transformers, li-ion batteries mechanical L-drive thrusters and the ABB Ability Remote Diagnostics System for Marine for continuous equipment monitoring and predictive maintenance.

August 2021 // Marine Log 11

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UPDATE

Metal Shark Delivers First Fireboat in New Series JEANERETTE, LA., headquartered ship-

builder Metal Shark has introduced the 38 Defiant NXT, a next-generation welded-aluminum monohull pilothouse model based on the company’s popular 38 Defiant platform. The first new vessel, Fire Boat 2, has been delivered to Orange Beach Fire Rescue in Alabama.

Since 2011, well over 100 legacy model 38 Defiant vessels have been delivered in a wide range of configurations. The new 38 Defiant NXT utilizes the same proven hullform but with an entirely new topsides arrangement. As with the previous generation model, in addition to fireboats, the 38 Defiant NXT is also offered in configurations optimized for law enforcement or military use and can be equipped with autonomous capability through Metal Shark’s Sharktech Autonomous Vessels division.

“Redesigning one of our best-selling models at the peak of its popularity was not a task we approached lightly, but through our efforts we made significant improvements to an already outstanding platform,” said Metal Shark CEO Chris Allard. “Orange Beach Fire Rescue’s new 38 Defiant NXT fireboat and the multiple other fireboats now in production are a direct result of our goal to consistently offer the industry’s most advanced designs through ongoing product evolution.”

The 38 Defiant NXT boasts an innovative new pilothouse design. The use of Metal Shark’s signature “Pillarless Glass” significantly reduces blind spots, while a reverse-raked windshield with prominent brow shade reduces heat load and glare. An overhead skylight array offers unobstructed upwards views.

Large, quickly-sliding side windows and an extra-wide cabin door facilitate communication to crew members in the cockpit and allow quick and easy ingress and egress by firefighters wearing full gear.

A “no-nonsense” deck layout allows firefighters to perform their work more safely and

efficiently. Wide-open workspaces facilitate safe and surefooted movement from bow to stern, even while wearing heavy firefighting gear.

Wide, non-skid-walkways feature low-level LED lighting for night missions, while all rails and grab handles are ruggedly constructed and placed within easy reach. A WING urethanesheathed, closed-cell foam collar provides

impact resistance during alongside maneuvers, a robust bow-pusher knee provides added utility, and a large dive platform and aft cockpit scuba tank racks have been added for divers.

The 38 Defiant NXT is available with a wide range of propulsion types and can reach top speeds of 50+ knots when powered by triple outboards.

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August 2021 // Marine Log 13

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BIZ NOTES

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SEAWAYS AND DIAMONDS COMPLETE MERGER New York City headquartered International Seaways Inc., already one of the world’s largest tanker operators, is now even larger. Last month, it completed of its previously announced merger with Diamond S Shipping Inc. The combined company will continue to operate as International Seaways and trade on the New York Stock Exchange under the symbol INSW. It says it expects to achieve cost synergies in excess of $23 million and revenue synergies of $9 million, fully realizable before the end 2022. Following the completion of the merger, International Seaways is now the second largest U.S.-listed tanker company by vessel count with over 100 vessels and the third largest by deadweight, aggregating approximately 11.3 million dwt. Seaways says the merger enhances its capabilities in both the crude and product markets and creates “power alleys” for it in the large crude—VLCC and Suezmax—and LR1/Panamax and MR markets.

SALTCHUK HOLDINGS MAKES OFFER FOR OSG Jones Act tanker and ATB operator Overseas Shipholding Group Inc. (OSG) is evaluating a non-binding indication of interest from privately held Saltchuk Holdings to acquire all of its issued and outstanding shares for a price of $3.00 per share (a premium of 43% to the closing price per share of $2.10 as of June 29, 2021). At the time of the offer Saltchuk already owned 17.5% of OSG’s shares. In a letter to OSG, signed by its chairman, Mark Tabbut, Saltchuck said, “By its nature, shipping has multi-decade investment cycles and shorter-term economic cycles, both of which are better supported by a privately held family business versus being traded in the public markets. Saltchuk has the benefit of having significant experience and great confidence in the future of the Jones Act and the benefits it serves our country.

In fact, over the last 20 years, Saltchuk has invested well over a billion dollars in new Jones Act vessels.” Saltchuk Group’s maritime operations notably include TOTE, which includes TOTE Maritime and TOTE Services, and Foss Maritime.

MCALLISTER TO MANAGE LNG BUNKERING ATB

American VULKAN Corporation 2525 Dundee Road | Winter Haven | FL – 33884 Phone +1 863 324 2424 | info@vulkanusa.com 14 Marine Log // August 2021

McAllister Towing LNG Services LLC is to be technical manager for the Polaris New Energy LNG bunkering operation in Florida. It will operate the articulated tug barge (ATB) Polaris/Clean Canaveral for Polaris New Energy. The Polaris is a 4,000-horsepower tug fitted with a JAK-400 coupling system that is being built at Master Boat Builders, Inc. It will be paired with the 5,500-cubicmeter LNG bunkering barge Clean Canaveral, which is being built at Fincantieri Bay Shipbuilding. Polaris New Energy has constructed the ATB for coastwise transportation of LNG and to deliver LNG as a clean maritime transportation fuel.

INSIDE WASHINGTON

MTSERA Bill Seeks Relief for Maritime

T

he Chair of the House Committee on Transportation and Infrastructure, Peter DeFazio (D-Ore.), and the Chair of the House Subcommittee on Coast Guard and Maritime Transportation, Sean Patrick Maloney (D-N.Y.) yesterday introduced The Maritime Transportation System Emergency Relief Act (MTSERA). The legislation is designed to provide relief to those in the maritime industry during a national emergency such as the ongoing COVID-19 pandemic or natural disasters.

The legislation comes on the heels of a Subcommittee hearing May 29 at which maritime community members testified on the unprecedented challenges the industry is facing in the global pandemic.

The MTSERA would estab lish a comprehensive maritime emergency relief authority to enable the Maritime Adminis -

tration (MARAD) to provide financial assistance to stabilize and ensure the reliable functioning of the U.S. Maritime Transportation System (MTS) in the event of a national emergency or disaster, including, the current COVID19 public health emergency.

This new emergency relief authority is designed to help eligible state entities and other eligible maritime supply chain entities engaged in vessel construction, transportation by water, or other maritime support activities (e.g., harbor pilots, assist tugs, stevedores, etc.).

MARAD would be authorized to provide grant assistance to pay for repairing and/or replacing equipment, facilities, and shore infrastructure that have suffered serious damage during a major natural disaster such as floods, hurricanes, or tsunamis.

MARAD also is authorized to reimburse or provide assistance to cover the operating and overhead costs

involved with emergency response operations, cleaning, sanitization, janitorial services, staffing, workforce retention, paid leave, procurement of protective health equipment and training for employees and contractors, debt service payments, infrastructure repair projects, and other MTS operations before, during or after an emergency necessary to keep the MTS operating reliably and efficiently.

“The men and women who work within the Maritime Transportation System are part of our nation’s essential workforce that has been key to keeping critical goods moving during the global pandemic, and for that, we owe them a debt of gratitude,” DeFazio said. “But our thanks are not enough. We must also ensure that stakeholders across our maritime industry have the resources and equipment they need to keep the global supply chain moving and stay safe while doing so.”

August 2021 // Marine Log 15

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ENGINES GREEN ENGINES TECHNOLOGY

What’s Ahead for

HIGH SPEED ENGINES hile most manufacturers of medium- and slowspeed marine engines are eager to talk about their research on engines that will burn sustainable or zero-carbon fuels, those in the high-speed sector are a little more coy. Could that be because the lower down the horsepower scale you go, the more likely it is that the engine of the future will be a battery or a fuel cell?

One company that has been taking a hard look at this question is Rolls-Royce Power

18 Marine Log // August 2021

Systems, best known to Marine Log readers for its MTU brand. Its Chief Technology Officer and COO Dr. Otto Preiss has recently authored a white paper called “The Future of Internal Combustion Engines as Seen by RollsRoyce Power Systems.” It starts by noting that internal combustion engines (ICE) made their way into many applications with the invention of spark ignition gasoline engines and compression ignition diesel engines before the turn of the 19th Century. Both principles are the prevailing ones in use still today.

In general, ICE range from small (single

digit kW or even smaller) to very large (up to ca. 80.000 kW) power output. Most relevant for Rolls-Royce Power Systems are off-highway engines in a power range starting at 560 kW up to around 10,000 kW, because they are at the core of the power trains in Power System’s end markets. This market segment represents a specific part of the overall global ICE market, which is dominated by on-highway applications.

In the marine portion of this market, MTU produces about 9,000 units a year— which is quite significant in terms of its

Photo Credit: Rolls-Royce Power Systems

W

IN A NET ZERO FUTURE?

ENGINES ENGINES second-generation biofuels. The e-fuels include those created by “Power to X” (PtX) processes that use power from renewables to create them. The aim is to reach a CO2 net zero operation of combustion engines.

3. Switch to alternatives to combustion engines. Depending on the application, this can be an electric motor if rotatory mechanical power is needed, or a static solution, like a fuel cell or battery. Products and infrastructures leveraging solar and wind energy to charge a battery or produce green hydrogen are already available, although their amount and accessibility are very dependent on country and location. Taking into consideration technical, commercial, and regulatory constraints, besides the important ecological aspects, combinations of the above with today’s fossil-fired fueled ICE are possible.

requirements can truly be met. To drive emission reduction already in this decade, it is our ambition to push the development of ICE as a bridging technology with use of sustainable fuels, in addition to the development of electrical solutions incl. fuel cell based applications.”

So, how far along that bridge has RollsRoyce Power Systems progressed? At a recent virtual press briefing the company said that its MTU engines will play a major role in helping the Rolls-Royce Group as a whole meet its ambition of achieving net zero emissions by 2050. By 2030, RRPS aims to cut greenhouse gas emissions by 35% compared to its 2019 level through the use of new net zero and zero carbon technologies.

“With ‘Net Zero at Power Systems,’ we’re not just taking action to protect the environment. We’re re-aligning our strategy towards eco-friendly energy and propulsion systems.

We already see these explicitly as growth opportunities for our business in the coming years,” said Andreas Schell, CEO of RollsRoyce Power Systems.

A key element in achieving these goals is the certification of the most important MTU engine products, to run on sustainable fuels from as early as 2023.

The engines are used in a wide variety of applications, for example, in energy supply,

Bridging Technology While space limits here preclude us from summarizing more of the white paper, it concludes that the “ICE principle as such will still play a major role in the market transformation of the coming years and in the net zero future, especially if sustainable fuels will be available as envisioned. However, pure electrical solutions based on battery and fuel cell technologies will be increasingly deployed when/ if application

CONTRACT

PRIME

share of the market sector it serves, but is less than 15% of the overall market for engines in this power range.

Today’s off-highway market is dominated by fossil-fired ICEs, which cause a significant amount of CO2 emissions. Given that the world has a limited, accumulated budget for Green House Gas (GHG) emissions if it is to keep global warming well below 2°C1 or preferably 1.5°C2 compared to pre-industrial levels, ICE-based applications play a key role in reaching climate goals.

Preiss doesn’t mince words when he says, “the use of pure fossil-fired engines must be reduced drastically and with that the deployment of ICE, or even their substitution, must become CO2 neutral or CO2 free, eventually.”

Laying out the ways forward, the white paper says that the following technological principles have the most leverage for emission reduction and promise substantial GHG emissions improvements: 1. Continue with fossil-fired engines but capture the GHG emissions at the “exhaust pipe.” However, Preiss notes that “this approach is not yet relevant in our fields of application.”

2. Usage of combustion engines with sustainable, i.e. non-fossil, fuels. These include synthetic fuels or e-fuels and

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August 2021 // Marine Log 19

ENGINES commercial shipping, heavy land vehicles, passenger trains and in yachts.

Power Systems is taking a multi-pillar approach to reducing emissions: Besides using sustainable fuels, the Rolls-Royce business unit is also building on new technologies such as CO2-free fuel cell systems.

Another important point to emerge at the briefing is that the company is putting a lot of effort into finding ways to creating retrofit options that would allow its existing engines burn the new sustainable fuels.

Some MTU engines for industrial applications and for power generation can already run on e-diesel or second-generation biofuels such as HVO (hydro-treated vegetable oil). In parallel, Power Systems developers are working on hydrogen and methanol engines.

What about ammonia? In answer to a question at the briefing it emerged that Power Systems sees the toxicity of this fuel precludes its use in most of the marine applications where MTU engines are used.

From 2025, CO2-free fuel cell systems will form a central pillar of product strategy at Power Systems. Its first demonstration unit is soon to be commissioned at its site in Germany and it’s planning to develop complete, scalable, integrated solutions in the megawatt range. Fuel cells will be initially deployed to

20 Marine Log // August 2021

feed balancing energy into the public grid to compensate fluctuations and to generate continuous power and provide emergency power in hospitals, airports and data centers.

Cummins Supports Hydrogen, Too Cummins Inc. is investing across a range of technologies to support hydrogen-based transportation including hydrogen engines, fuel cells, electrolyzers and storage tanks. It recently began testing a hydrogen-fueled internal combustion engine, saying that the proof-ofconcept test is building on Cummins’ existing technology leadership in gaseous-fuel applications and powertrains.

“Cummins is thrilled about the potential of the hydrogen engine to reduce emissions and provide power and performance for customers,” said Srikanth Padmanabhan, president of the Engine Segment. “We are using all new engine platforms equipped with the latest technologies to improve power density, reduce friction and improve thermal efficiency, allowing us to avoid the typical performance limitations and efficiency compromises associated with converting diesel or natural gas engines over to hydrogen fuel. ” Following the proof-of-concept testing, the company plans to evaluate the engine in a variety of on- and off-highway applications,

supporting the company’s efforts to accelerate the decarbonization of commercial vehicles.

“The hydrogen engine program can potentially expand the technology options available to achieve a more sustainable transport sector, complementing our capabilities in hydrogen fuel cell, battery electric and renewable natural gas powertrains,” said Jonathon White, vicepresident of Engine Business Engineering.

Hydrogen engines offer OEMs and endusers the benefit of adaptability by continuing to use familiar mechanical drivelines with vehicle and equipment integration mirroring that of current powertrains while continuing to provide the power and capability for meeting application needs.

The hydrogen engines can use green hydrogen fuel, produced by Cummins-manufactured electrolyzers, emitting near zero CO2 emissions through the tailpipe and near zero levels of NOx. The projected investment in renewable hydrogen production globally will provide a growing opportunity for the deployment of hydrogen-powered fleets utilizing either Cummins fuel cell or engine power.

Although it seems clear that marine is not the current main focus of Cummins efforts, marinized versions of these engines could be a possibility for some vessels in similar horsepower ranges.

TERMINALS TERMINALS

C

M

Y

CM

MY

Terminals in the Crosshairs of

CY

CMY

K

EXECUTIVE ORDER

T

he same July week that many banks reported a peak in growth and inflation with projected U.S. gross domestic product (GDP) growth of 6.5%, China also reported a slowing economic second quarter due to sluggish manufacturing activity, higher cost of raw materials, and rising COVID-19 cases. However, China still projected a GDP of 7.9%. To complete the trifecta of economic news, President Joe Biden issued an executive order expressing concerns about competition and prices in the transportation industry, including the maritime sector.

As we know, an executive order is a directive from the president to execute and implement legislation. It is not the law and can be subject to judicial review

22 Marine Log // August 2021

under the Administrative Procedure Act or overturned by Congress. Executive orders are not new and came into favor during President Franklin Roosevelt’s term as president, when he aggressively issued more than 3,500 executive orders as an activist president.

Pre s i d e n t Bi de n de cl a re d t h a t t h e “experiment of letting giant corporations accumulate more and more power has failed,” requiring an executive order to address what his administration has concluded are anticompetitive practices within the transportation industry. The intended result of the 72 broad-based initiatives announced is to lower consumer pricing and to increase employment. In the maritime industry, many questioned whether the stated “failed experiment”

was related to competition and consolidation and whether the initiative would lower consumer prices or create additional impediments. While the Fact Sheet accompanying the executive order noted lack of competition, it did not suggest what policies caused consolidation or what industry practices were the cause of higher prices and lower wages.

The maritime industry has often been successful in self-identifying problems and finding solutions to complex logistical issues in the competitive free market economy. While capitalism may be the economic model in the United States, the maritime industry has been highly regulated over the past 40 years and longer during the “failed experiment.” Terminal operations are at the economic crossroads

Photo Credit:Shutterstock/ MAGNIFIER

By Grady S. Hurley, Jones Walker LLP

MOVING CARGO IS OUR BUSINESS The leading terminal operator and stevedore in the Port of Baltimore —proudly managing Seagirt Marine Terminal and servicing the largest container vessels calling the U.S. East Coast

Ports America Chesapeake is investing over $166 million in terminal upgrades — including four Ship-to-Shore cranes in route to the Port of Baltimore

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TERMINALS of the intermodal movement of products nationally and internationally. At the crossroads of terminal operations, which have traditionally been regulated by the Federal Maritime Commission (FMC), exist economic tensions between shippers and carriers.

Terminal Operations COVID-19 has affected supply chains from manufacturing to delivery. Ships have stood at anchorage, and containers have remained in yards during various quarantines. There have been shortages and surpluses of containers containing products, dictated by events that were neither foreseen nor resolved by any increased regulatory control.

Ter minals are at the crossro ads of intermodal transportation and are vital to the international economy. In 2004, Justice Sandra Day O’Connor, writing for the Supreme Court in Norfolk So. R.R. v.

Kirby, recognized: “Maritime commerce has evolved along with the nature of transportation and is often inseparable from land-based obligations. The intermodal transportation industry has clearly moved into a new era—the age of multi-modalism, door to

1 24 MarineCoastal-2021HalfPage-FuelEconomy-V1.indd Marine Log // August 2021

door transport based on effective use of all available modes of transportation by air, water and land. The cause is technological change: because goods can now be packaged in standardized containers, cargo can move easily from one mode of transportation to another. … Containerization may be said to constitute the single most important innovation in ocean transport since

The recent executive order implies that the FMC has not done its job for 40 years. the steamship displaced the schooner.”

Container terminals are intermediate destination facilities that enable shipping containers to switch methods of transport en route to a final destination. The movement and storage of containers form a logistical ballet embracing technology and requiring coordination. Delays in the movement of goods lead to demurrage

and detention charges and affect the price of goods. The use of technology affects employment because more can be done with less.

• Demurrage charges are incurred when the full container is not moved out of the port/terminal for unpacking within the allowed free days offered by the shipping line.

• Detention fees are charged when an importer has picked up a container for unpacking, but has not returned the empty container within the agreed free time.

Demurrage and detention charges have increased 100% or more in the past year and have created tension between shippers and carriers across the world. The Insurance Marine News reported in July that the 10 leading Chinese ports experienced a 126% average increase of demurrage and detention charges over the past year. Demurrage and detention charges on the West Coast of the United States were the highest in the world, creating an economic domino effect.

Are congestion issues, delays, and demurrage due to a “failed experiment,” economic systems, technology, or unforeseen circumstances?

7/7/21 8:33 AM

TERMINALS That question has not been answered, but even prior to the recent executive order, the FMC began looking into container shipping practices as the gatekeeper of maritime industry practices.

If the FMC is performing its regulatory functions, is there a need for an executive order? Is the cycle of consolidation and contraction referenced in the executive order a result of technology, anticompetitive business practices, COVID-19, or unknown factors that would warrant a convocation between shippers and carriers to identify and rectify?

The recent executive order implies that the FMC has not done its job for 40 years. The FMC’s mission statement is simple and clear: “Ensure a competitive and reliable ocean transportation supply system that supports the U.S. economy and protects the public from unfair and deceptive practices.”

The FMC ensures competitive and efficient ocean transportation services for the shipping public, protects the public from financial harm, and contributes to the integrity and security of the U.S. supply chain and transportation system. The FMC accomplishes this by reviewing tariffs and monitoring agreements between carriers and terminals to

maintain fair business practices. The FMC is also a forum for exporters and importers to seek relief from ocean shipping practices or disputes that affect commerce. While maritime commerce practices must be fair and reliable, maritime transportation is also vital to the security of the U.S. national supply chain and must be protected.

The FMC is the regulatory agency, the gatekeeper, and the guardian of the supply chain. Any failure by the FMC and related agencies results in a strain on the U.S. economy. Traditionally, the FMC has been diligent in balancing interests in a competitive market and has also been a forum for resolving wrongs. The Fact Sheet supporting the recent executive order identifies a problem, but not the cause. It remains to be determined whether the “failed experiment” is the failure of a free market economy, a failure to regulate, a result of uncontrolled anticompetitive practices, or due to unforeseen circumstances. What remains certain is that efficient and effective terminal operations, at the intersection of intermodal transportation, are vital to commerce and that technology has greatly influenced operations, as noted by Justice O’Connor in 2004. There were also unforeseen influences.

It is not surprising that terminal operations

MARINE PROPULSION SERVICES

is at the crossroads of The executive order questioning its regulation of the maritime transportation industry.

Grady S. Hurley, a Marine Log Advisory Board member, is co-leader of the maritime litigation and arbitration team and co-chair of the Energy, Environmental & Natural Resources Industry Team at Jones Wa l k e r L L P i n N e w O r l e a n s. In addi tion to his role at Jones Walker, Hurley is also current 2nd vice president of the Maritime Law Association. Since 1979, he has focused on maritime, oilfield, and energy litigation.

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August 2021 // Marine Log 25

GREENSPOTLIGHT: TECH PORTS CRANES TECHNOLOGY

MATERIAL HANDLERS

S

ince the start of production in 2005, Liebherr-MCCtec Rostock GmbH in Germany has manufactured and delivered over 1,000 maritime cranes. Today, those mobile harbor, ship and offshore cranes are in use in over 100 countries on all continents. In July, the 1,300th crane left the Rostock factory for its destination in Ghana, Africa.

The LHM 550 is one of two Liebherr mobile harbor cranes that will begin the more than 3,400-mile journey to Ghana.

On receiving their new machines, the West African Port of Tema is expanding its fleet of cranes for container handling. This 26 Marine Log // August 2021

delivery marks the eighth mobile harbor crane from Rostock to the port operator: Ghana Ports and Harbours Authority.

Launch of Generation 6 Back in June, Finnish material handler company Konecranes launched its sixth generation of mobile harbor cranes, reinforcing its portfolio as global trade accelerates and the industry seeks more sustainable lifting solutions to reduce its climate impact.

Generation 6 marks the first comprehensive revamp of Konecranes Gottwald’s mobile harbor crane portfolio in 15 years, and comes as growth in the global bulk and

general cargo handling market accelerates.

Research from Drewry Maritime Advisors forecasts the global bulk and general cargo handling market, excluding Ro/Ro and vehicle traffic, to grow 6.8% year-on-year in 2021 to 7.4 billion tonnes. Drewry expects growth to continue in coming years, reaching 8.5 billion tonnes by 2025, a compound annual growth rate of 3.5%.

Generation 6 is designed for electrical power use; power can be sourced from an onshore grid, meaning no direct carbon emissions during operation. Operators can also choose a new battery solution that also reduces emissions and gives greater flexibility by permitting

Photo Credit: Konecranes

Konecranes launched its sixth generation of mobile harbor cranes, reinforcing its industryleading portfolio as global trade accelerates and the industry seeks more sustainable lifting solutions to reduce its climate impact.

TECH SPOTLIGHT: GREENCRANES PORTS supports resale values when customers choose to renew their fleets.

Big Green Machine

Photo Credit: Sennebogen

See Busy Summer at Ports Around the World

crane operation independent from the grid.

For quays without a power supply, a common occurrence in developing markets, the cranes come with fuel-saving diesel generators and Konecranes’ latest hybrid drives.

In addition to lower emissions, the design of the crane advances circularity through a more durable design: its robust construction doubles the cranes’ service life in container operation compared to earlier generations, and more powerful lifting capacity curves and high working speeds ensure greater efficiency and faster cargo turnaround times.

The long-lasting design not only saves the resources needed to build new cranes—it

With already 6,000 operating hours under its belt, the Sennebogen 870 R-HD hybrid material handler has already made a name for itself in the German inland Port of Bendorf.

The hybrid crawler has been an integral part of the dock operations since 2017 for Bendorfer Umschlag- und Speditionsgesellschaft (BUS Bendorf). The region on the banks of the Rhine where BUS Bendord operates is known for its local clay producers and BUS Bendorf helps these companies transport goods from Bendorf to the rest of the world. The 870 is efficient and flexible due in part to its reduced energy consumption. It also has numerous attachments it uses to meet daily requirements of successful inland port operations.

The 870 R-HD navigates two docks that total a length of almost 10 football fields (2,952 feet), with over 700,000 square feet (65,000 m2) of storage facilities.

Previously, BUS Bendorf ’s harbor crane was mounted on a movable rail gantry that allowed it to serve ships along the entire length of the 984 foot (300 m) long dock.

However, it was also limited to this singular travel path. The company’s operations on the second dock are 1,640 feet (500 m) away and were inaccessible by the crane.

Sennebogen’s 80 foot (25 m) long port equipment offers even more reach, depth, and flexibility for port operations. In front of the dock wall in Bendorf is a sloping embankment and during low tide ships may have to berth 30-40 feet (10-12 m) away from the wall to be loaded. With a wide and secure undercarriage, the material handler is always securely

positioned on the dock, even at full outreach and with large loads in the grab. Even with all that, the decisive feature that they like best is Sennebogen’s Green Hybrid System.

And in the United States, Sennebogen recently wrapped up a job with Guntersville Marine Services Inc. in Alabama.

Mike Lueken, president of Guntersville Marine, is keenly aware of the dramatic changes in material handling equipment over the past 30 years. “The evolution of material handlers has gone so much faster than what we’ve seen on the automotive side.

Thirty years ago, every terminal was loading and unloading with a cable crane and a clamshell bucket. Then, we went through some smaller hydraulic excavators.”

“This purchase” is the Sennebogen 860 R-HD material handler that was recently commissioned for Guntersville Marine’s terminal at Mile 358 on the Tennessee River.

The 860 is a giant 192,900 pound (87,500 kg) purpose-built material handler mounted on a crawler undercarriage. Powered by a 350 hp. (261 kW) Cummins engine, the boom and stick on the 860 can reach almost 60 feet across and into the barges. It can lift at least 10 tons in any direction.

Lueken says he has no trouble keeping the big green machine busy. Guntersville Marine is a full-service terminal providing load, unload, fleeting, switching, and storage services. “We handle a high percentage of the barges on the river,” he says. “We’ll have upward of 100 barges up here at any given time. Of those, 60 will be here for loading, 35 for outbound tows, plus some bound for other customers in the area. The majority is discharged here, which is what led us to purchase the Sennebogen.”

Sennebogen 860 R-HD material handler that was recently commissioned for Guntersville Marine’s terminal at Mile 358 on the Tennessee River.

August 2021 // Marine Log 27

Q&A ports and what new projects have you been awarded there?

Q&A

PORT CONSTRUCTION PROJECTS FROM THE GROUND UP

E

stablished in 1864, St. Louis, Mo.-based McCarthy Building Companies Inc. has a long history of building port and terminal facilities. The company has built everything from oil docks to container terminals that require specialized equipment, knowledge and experience.

As you’ ll see in the Q&A w ith Fitz O’Donnell, vice president-Southern region with McCarthy, below, the company is quite involved in all facets of the port construction business—especially in Texas, where it has partnered with Port Houston on dozens of projects over the years.

Marine Log (ML): Before we get into the various port projects, can you tell us what McCarthy’s port construction program is all about?

Fitz O’Donnell (FO): McCarthy is a 100% employee-owned firm that operates throughout the U.S., building projects ranging from healthcare and higher education to water treatment plants and renewable energy.

Our port construction program is based in Houston and focuses on the infrastructure in and around the maritime industry, including new construction for capital projects as well as rehabilitation and modernization of existing facilities. This portfolio is comprised of 28 Marine Log // August 2021

bulkheads, docks, wharves, and storage facilities for liquids and containers.

ML: McCarthy has been involved with port expansion at Port Houston for over 20 years. Can you outline those projects and tell us what you’re currently working on there?

FO: McCarthy has partnered with Port Houston on almost two-dozen projects over the years, primarily at the Barbours Cut and Bayport Container Terminals. These two facilities are at different stages in their life cycle. Nearly all of our projects at Bayport have been new construction, as the first phase opened in 2007 and is still undergoing expansion. Barbours Cut is approaching 50 years old, so work there has been focused on upgrades and rehabilitation. The expansion of the Panama Canal meant larger container ships could call on the port, which necessitated larger ship-to-shore cranes to unload them. Three of our projects involved rehabilitating and strengthening the existing wharves to be able to structurally support these larger cranes.

ML: You also have experience building container and cruise terminals, yards and docks. What work along those lines have you done at Texas

ML: What have been the biggest port projects you’ve worked on to date and what do you have coming online in the near future?

FO: The $100 million Phase I wharf project at the Bayport Terminal was completed in 2010 and our current $140 million Velasco Terminal project for Port Freeport are the largest two projects to date. They are both new container crane wharves at existing facilities and among the largest public port projects in recent Texas history. The Velasco Terminal project will be coming online late next year.

ML: What other port projects is McCarthy currently working on?

FO: McCarthy was recently awarded three new port construction projects along the Texas Gulf Coast: two of the projects, which total $99 million, are for Port Houston Authority (PHA) - Bayport Wharf 6, a continued expansion of the Bayport Terminal, and Container Yard 3N at Barbours Cut Terminal. The other is a barge dock project for a private petrochemical company along the Houston Ship Channel. The Port of Houston is consistently ranked 1st in the United States in foreign waterborne tonnage.

PHA Wharf 6 involves construction of a new 1,000-foot-long wharf that will allow for the latest generation of container cranes to unload shipping containers from neoPanamax vessels. Barbours Cut will add 10 acres of new shipping container storage at the terminal complex. This project is a rehabilitation of the existing site, which will include new utility upgrades, new high-mast light poles, and a realigning of the main interterminal access road through this area.

Photo Credit: McCarthy

Barbours Cut Terminal at Port Houston.

FO: Container storage has been a significant part of our work program over the past 15 years. To date, we have built over 250 acres of concrete container yards, and, in February, we were awarded a project at the Barbours Cut terminal to replace an additional 13 acres of storage.

In addition to our container terminal projects, we have also partnered with multiple clients in the midstream market to develop their facilities for the storage and handling of liquids. This spring we were awarded a new barge dock and bulkhead for a private client on the Houston Ship Channel that will be completed and in operation early next year.

FUEL CELLS The Type 212 is a 187-foot hydrogen fuel cell dieselelectric submarine developed by Howaldtswerke-Deutsche Werft AG.

Advantages of Hydrogen in

NAVAL APPLICATIONS

By John M. Motlow, Executive Vice President at Zero Emission Industries

Photo Credit: Thyssen Krupp Marine Systems

L

ast month, we covered five commonly believed misconceptions about hydrogen. This month we are going to go in the opposite direction and talk about the advantages, two in particular: the energy density of hydrogen and the solid-state nature of fuel cells. The impact of these become clear when we look at applications where people’s jobs and lives depend on having an advantage over adversaries: vessels involved in combat and reconnaissance operations.

First, a quick overview of these two advantages. Hydrogen can store an immense amount of energy in a very small package. To put it more technically, hydrogen has a very high energy density. Hydrogen has a significantly higher energy density than even the most modern Li-ion batteries, especially when storing the amount of energy needed to achieve suitable range for a heavy-duty maritime propulsion system.

Silently Moving Vessel Hydrogen fuel cells are solid-state and have very few moving parts. Very few moving parts not only result in higher reliability (very few points of mechanical degradation and failure), but it also enables them to generate electricity

almost silently. This means that, in theory, a vessel could be underway in near silence. For a few types of naval vessels, being able to operate as silent as possible can be a huge force multiplier. The most obvious of these vessel types is naval submarines. To understand the impact hydrogen fuel cell power systems can have, we will take a look at an important real-world example: the German Type 212 submarine and its descendants.

Submarine Innovation Germany has a long and storied history of pioneering submarine innovation, starting with the design and deployment of the infamous U-boats, which had major impacts in both WW1 and WW2. Though the objectives of the German Navy today are radically different than they were almost a century ago, it should come as no surprise that the German Navy has once again become a leader in submarine innovation.

Designed and developed through a cooperative effort by the German and Italian navies, which started in 1996, the Type 212 is a 187-foot hydrogen fuel cell diesel-electric submarine developed by Howaldtswerke-Deutsche Werft AG. The first of Type 212 submarines were commissioned in 2005 and designed for

reconnaissance and ship-killing mission sets ranging from extraordinarily shallow waters to the deep ocean. The Type 212 is crewed by 27 sailors and has two distinct propulsion modes: cruising at its top speed of 20 knots on the surface or just below with its snorkel deployed using its MTU-396 16V diesel generator, or fully submerged using its fuel cell powered airindependent propulsion (AIP) system, either powering a specially designed Siemens Permasyn 1,700 kW electric motor which drives an advanced skewback propeller.

The heart of 212’s hydrogen fuel cell AIP system are two 120 kW Siemens PEM fuel cells which are fed hydrogen and oxygen stored as liquid in cryogenic tanks located between the inner and outer hulls of the submarine.

An AIP system is a term used to describe any submarine propulsion system that allows a non-nuclear submarine to operate without access to atmospheric oxygen (i.e. by using a snorkel or surfacing). In simple terms it is the system that lets submarines do what they are designed to do: evade detection by enemy forces while underway.

Type 212 submarines are designed to be a viable alternative to expensive and complex nuclear submarines in a few operational profiles and mission types. Though nuclear August 2021 // Marine Log 29

FUEL CELLS

Type 212 submarine

submarines have significant advantages (i.e. endurance, speed and payload) over their nonnuclear counterparts, when compared against the Type 212, stealth is arguably not one of them. A nuclear submarine’s reactor and cooling system generates more detectable noise than that of a fuel cell AIP. While a traditional diesel-battery submarine, such as the Russian Kilo class or more

modern Lada class (though there are rumors that the Russian Navy is upgrading the Lada with a new fuel cell AIP) can also have the stealth and reliability advantages of a solidstate power system, the Type 212 additionally takes advantage of the increased energy density of hydrogen, which in 2013 enabled it to set the (unclassified) world record for underwater endurance for conventionally powered

submarines by transiting 18 days submerged without use of its snorkel.

The success of the Type 212 program has led to the creation of an entire family of submarines, including the export-focused type 214, and the larger, longer range Type 216/ Type 218 variants. As of 2020, there are at least 25 Type 212/214/16/218 submarines in operation by various countries worldwide, with many more under construction.

The solid-state nature of fuel cells and high energy density of hydrogen enables the Type 212 hydrogen fuel cell submarine and its descendants to operate very effectively. Within the defense complex alone the advantages are not limited to submarines.

Some of the other applications deployed or under development today include underwater drones, UAVs, small fast boats and land-based reconnaissance vehicles where long range, reliability, and stealthy operation are highly valued.

Have questions or are interested in learning more about how hydrogen fuel cells can impact defense systems? Write us at marinelogQs@zeroei.com.

Note: submarine development and related system information are closely guarded secrets. The information contained in the article draws from publicly available sources.

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NEWSMAKERS

ABS names John McDonald Chief Operating Officer JOHN MCDONALD has been named ABS executive vice president and chief operating officer, succeeding TONY NASSIF, who is to retire at year’s end. McDonald will assume the head operations role on July 26, 2021. He joined ABS in 1996 as a surveyor and served in various frontline operational roles.

Crowley Maritime Corporation has appointed JOHN CLAYBROOKS to the newly created position of chief marketing officer, leading the company’s strategic marketing and communications. In this new role, he leads all marketing and communications functions for the global enterprise.

SAMUEL CROLL, CEO of CR Ocean Engineering LLC, has announced two changes to his senior management team effective July 1, 2021. DOMINIQUE PHILIBERT has become president and COO, and NICK CONFUORTO, former president and COO, has retired and remains with the firm in an advisory capacity.

Derecktor Shipyards reports that RICHARD STEADY is joining it as chief operating officer. He will be based at Derecktor Dania in Florida and will be responsible for overall operations and development at Derecktor’s Florida and New York shipyards, including new vessel construction along with yacht and commercial vessel refits and service.

Lloyd Register’s Global Sustainability Manager KATHARINE PALMER has been appointed as the United Nations Climate Change High-Level Climate Champions’ Shipping Lead to support the shipping industry’s drive to decarbonization.

The Shearer Group Inc., a Houstonbased leader in the design of inland towboats, ferries and barges, has made two additions to its team of naval architects: JACOB FROST and COLTON BONNAURE. Frost holds a B.S. in naval architecture and marine engineering from the University of Michigan and is a four-year veteran of the U.S. Marine Corps. Bonnaure has a B.S. in ocean engineering from Texas A&M University.

August 2021 // Marine Log 31

TECH NEWS that offers a clear path to decarbonization through significant greenhouse-gas reductions, when produced from renewable energy sources.

In general, as we move towards a zerocarbon future, MAN Energy Solutions’ dual-fuel engine portfolio is well positioned to handle whatever alternative fuels the market brings.”

MAN Energy Solutions reports that its low-speed, dual-fuel references now exceed 408 units, with the ME-GI recording over 1.7 million operating hours on LNG alone, while the ME-LGI platform has accumulated more than 110,000 dualfuel running hours.

MAN B&W ME-LGIM Engine

First Methanol-Fueled Box Ship Announced MAN ENERGY SOLUTIONS has won the order to supply the world’s first, low-speed, dual-fuel engine to run on methanol in the container segment. It will power a carbon neutral, methanol-fueled 2,100 TEU containership just ordered by A.P. Møller – Maersk.

The ship is on order at Hyundai Mipo Dockyard in Korea and, on delivery, will become the very first, methanol-powered vessel that doesn’t carry methanol as cargo.

Maersk expects the new vessel to operate on g reen methanol w ith bio-fuel employed as pilot oil.

The ship’s MAN B&W 6G50ME-LGIM (Liquid Gas Injection Methanol), Tier III compliant engine will be built in Korea

by HHI-EMD, which already has extensive experience with LGIM engines (eight engines in operation and 12 engines under construction for methanol carriers).

“Maersk is displaying great leadership in adopting renewable methanol as part of its decarbonization strategy—and well ahead of its initial 2030-ambition,” said Bjarne Foldager, senior vice president and head of Two-Stroke Business, MAN Energy 32 Marine Log // August 2021

Solutions. “For our part, we are designing dual-fuel technology that meets the growing customer demand for sustainable shipping chains and, here, our ME-LGIM engine plays an important role. It’s particularly pleasing to see it make its debut within the important container segment.”

Foldager continued: “Our other MELGIM references have proven methanol as a clean, efficient and safe, marine fuel

Photo Credit: MAN Energy Solutions

MAN B&W ME-LGIM engine

MAN Energy Solutions developed the ME-LGIM dual-fuel engine for operation on methanol, as well as conventional fuel.

The engine is based on the company’s proven ME-series, with its approximately 5 , 0 0 0 en g i n e s i n s er v i ce , a n d wor k s according to the “Diesel Principle.” When operating on methanol, the ME-LGIM significantly reduces emissions of CO2, NOx and SOx. Additionally, any operational switch between methanol and other fuels is seamless. Tests on the engine, when running on methanol, have recorded the same or a slightly better efficiency compared to conventional, HFO-burning engines.

MAN developed the ME-LGI engine in response to interest from the shipping world in operating on alternatives to heavy fuel oil.

Methanol carriers have already operated at sea for many years using the e n g i n e , a n d , a s s u ch , t h e M E - LG I M has a proven trackrecord offering great reliabilit y in combination w ith hig h fuel-efficiency.

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SAFETY FIRST

I

n July 2004, the International Ship and Port Facility Code (ISPS) was implemented fol low ing the t r agedy of September 11, 2001. Immediately stated in the foreword is the objective to “detect/assess security threats and take preventative measures against security incidents affecting ships or port facilities.” The emphasis throughout the ISPS Code is physical security; ultimately, keep the bad players out. The instances where computer systems and networks are mentioned in the code is to consider them a system that needed physical protection.

Nearly 17 years later, the code is still relevant regarding physical security, however, in the age of digitalization, the maritime industry’s growing awareness of cybersecurity is bringing new security challenges to the forefront.

Today, the maritime industry is learning the importance of the connection between cybersecurity and vessel operators. Actual and de facto regulator y entities, such as the International Maritime Organization (IMO), flag states, por t state control, insurance companies, and classification societies have distributed varying levels of guidelines regarding cybersecurity but there is no industry standard.

In 2017, IMO released its Guidelines to Maritime Cyber Risk management, providing recommendations and best practices for industry, however these are not mandatory provisions.

In the United States, the Coast Guard r e l e a s e d a “ Nav i g a t i o n a n d I n s p e c tion Circular” stating that it is the port 36 Marine Log // August 2021

facility’s responsibility to conduct a cyber assessment and to provide feedback to the local Captain of the Port about actions taken to mitigate their risks. While rules and regulations may provide the performance standard industr y-wide, vessel operators must understand the need to mitigate the cyber risk to overcome vulnerabilities from external threats, even without a regulatory basis.

While conducting port state control examinations, I observed vessel operators who went above and beyond the various regulations, rules, and standards had safer and more secure vessels. Vessel operators and the mariners onboard, who understood the relationship of having a vessel run safe and efficiently to avoid any port state control deficiencies, or potentially detentions, were able to maintain their aggressive sailing schedule.

Ve s s e l op er a tors i m p l em ente d th e required rules and regulations combined with best practices from years of experience. Ownership of safety was passed down from the vessel operator to the mariner. A vessel’s crew was able to keep the aggressive sailing schedule by not compromising the safety of the vessel and the crew.

With increased digitalization and automation, vessel operators must take into consideration cybersecurity to mitigate the risk to operational and informational technology systems. The security threats have evolved to more than a suspicious individual attempting to gain access to the vessel or the port facility. Vessel operators are now faced with the challenge of

now securing the same technology that was intended to improve the efficiency of shipping.

While informational and operational te c h n o l o g i e s h ave h i s to r i c a l l y b e e n treated separately, vessel operators need to recog nize that althoug h they perform different jobs, they ultimately work together for the vessel operator.

For vessel operators, protection of information technology is vital due to the importance of company data that is being stored and used, such as cargo manifest, crew data, sail plans, etc. Protecting and securing the systems with this information has been a long-standing practice and continues to evolve as new types of threats emerge.

Operational technology, which at one time operated in a closed system, can also be the target of an attack if appropriate cybersecurity safeguards are not implemented. While most attacks have targeted IT systems, an attack targeting OT systems leading to a company losing control of its vessels, cause major loss of equipment and life and significant environmental damage.

Going forward vessel operators will realize that physical and cybersecurity are both equally important to maintain safe operations of ships and keeping its crew safe. Security measures will continue to evolve as technology improves and adapts to the maritime world.

Vessel operators will navigate how to protect and improve their cybersecurity by using in-house personnel, hire third party vendors to assist with the risk mitigation, and use cyber software to continually monitor systems. Additionally, technical and procedural best practices will need to be developed and implemented to safeguard vessel operators, mariners, and the systems they work on.

Taking a proactive stance regarding cybersecurity as part of the vessel operations is highly imperative in today’s digital society.

BARBARA WILK Marine Safety Officer U.S. Coast Guard

Photo Credit: Shutterstock/Sheila Fitzgerald

New Security Challenges Arise in Age of Digitalization

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