Marine Log December 2020

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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

December 2020

Ally Cedeno, Founder of Women Offshore Foundation

WOMEN MAKE THEIR MARK IN MARITIME Meet Our Top Women in Maritime for 2020

A VITAL MARITIME HIGHWAY Why the M95 Shouldn’t Be Overlooked

DISTINCTIVE DELIVERIES Best Vessels of 2020

WHEN COVID CHANGED THE GAME, The Technology Was Ready

CONTENTS

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30

DEPARTMENTS

FEATURES

2 EDITOR’S LETTER Calls Grow for Vaccine Priority for Maritime Workers

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TOP WOMEN IN MARITIME Who Are the Women Making a Difference?

With the maritime industry striving to increase diversity and bring more women into its ranks, we wrap up 2020 by introducing you to some of the industry’s leading female players

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BEST VESSELS Distinctive Deliveries of 2020 It’s not just ships that make our list this year. We also have a dredge, tugs, a towboat, a barge, a yacht, passenger vessels, and more

4 INLAND WATERWAYS Conrad Delivers Asphalt Barge Duo to Parker Towing 6 INDUSTRY INSIGHTS 8 WELLNESS Capacity for Peace 10 VESSEL OF THE MONTH Australian Icebreaker RSV Nuyina 12 UPDATES • GLDD to Build Jones Act Subsea Rock Installation Ship • Golden Ray Removal Reaches Significant Milestone 17 INSIDE WASHINGTON FMC Expands Fact Finding into Ocean Carrier Practices 33 TECH NEWS Netherlands Operator to Fit Tug with Sea Machines Remote Helm

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ATLANTIC INTRACOASTAL WATERWAY A Q&A with AIWA President Brad Pickel Learn more about the challenges and opportunities the Atlantic Intracoastal Waterway—a unique shipping route utilized by shippers, shipyards, barge companies and others— brings to maritime TECHNOLOGY: THE GAME CHANGERS Sometimes, the Game Changes the Technology COVID-19 has spurred vessel operators and shipbuilders to use advanced technology that had been in the works for some time but that many players had been reluctant to pioneer

Cover Photo Credit: Women Offshore Foundation

34 NEWSMAKERS InterManager Elects Mark O’Neil as President 40 SAFETY Getting to the Root of the Issue

December 2020 // Marine Log 1

EDITOR’S COLUMN

MARINELOG DECEMBER 2020 VOL. 125, NO. 12 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: marinelog@omeda.com PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER GULF COAST & MIDWEST SALES Art Sutley asutley@sbpub.com

Photo credit: Shutterstock.com/ arda savasciogullari

Calls Grow for Vaccine Priority for Maritime Workers

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ith both the United Nations and the U.S. saying maritime workers are essential, it’s important that we ask whether essential workers should be prioritized for the COVID-19 vaccine before the general, less-at-risk population?

Crew Welfare Director Sophia Bullard at UK P&I Club recently commented on the anticipated rollout of a vaccine by saying that “once the vaccines have passed the scrutiny of the various government regulatory agencies, we will see them filter into the workforce. Seafarers, as identified key workers and a vital cog in the global trade mechanism, should be near the front of the queue. Mass vaccination will make global shipping operations more efficient and cost effective, and will significantly ease the current freedom of movement restrictions on seafarers.”

Bullard says that the UK Club’s Pre-employment Medical Examination Program will consider a vaccine adoption at crew entry level, and shipping companies may opt for their crew to be vaccinated as a prerequisite of employment.

“Theoretically, with travel and quarantine constraints removed, it should mean the end to difficulties surrounding repatriation and crew changes, which became a humanitarian crisis in 2020,” adds Bullard. “This in turn would lessen the load on seafarers from a mental health perspective, and bring a return to much needed normality in 2021.”

In the U.S., meanwhile, two Federal Maritime Commissioners are urging not only that rapid COVID-19 testing be made available as soon as possible to the essential maritime labor force but also that these workers should also be prioritized for early vaccination.

The commissioners say that if maritime workers are infected, then the supply chain essentially will become infected. While it’s imperative that we ensure the continuity of the maritime workforce to keep vital cargoes moving, it is important that maritime workers understand the need to comply with vaccine mandates for COVID-19.

Many ports, shipyards, operators and crew have access to PPE supplies, such as masks, and rapid testing for now. It’s just a matter of time before access to the vaccine for essential workers is available and perhaps only then will things return to an almost normal state once again.

Here’s to hoping for a better, safer, healthier and more productive 2021. Cheers!

WEB EDITOR Nicholas Blenkey nblenkey@sbpub.com CONTRIBUTING EDITOR Paul Bartlett paul.bartlett@live.co.uk 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 US EAST/WEST COAST & INTERNATIONAL 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

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 // December 2020

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

Capt. Matthew Bonvento Good Wind Maritime Services Judy Murray John Wooldridge Michael J. Toohey Waterways Council, Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, N.Y. 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

At Hyde Marine, the soul of our company is in every ballast water treatment system we make.

Learn more about what Hyde Marine puts into manufacturing the highest quality ballast water treatment systems in the world.

WITH US, IT’S WHAT’S INSIDE THAT COUNTS.

+1.724.218.7001 I www.hydemarine.com

INLAND WATERWAYS C&C Marine Delivers First of Three Towboats for Hines Furlong Line

Conrad Delivers Asphalt Barge Duo to Parker Towing

M/V Scarlett Rose Furlong

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elle Chasse, La., based C&C Marine and Repair recently delivered the triple-screw 6,600-horsepower towboat M/V Scarlett Rose Furlong to Nashville, Tenn., based Hines Furlong Line Inc. Measuring 170 feet by 50 feet with a pilothouse eyeline height of 39 feet, 3 inches, the vessel is the first in a three boat series that C&C Marine and Repair is building for Hines Furlong.

Designed by CT Marine LLC of Portland, Maine, the vessel is powered by three Cummins QSK60-M main engines, provided by Cummins Mid-South, that are paired with three

Reintjes WAF 1173 H/V reduction gears, provided by Karl Senner LLC. Three Cummins QSM11-DM, 275 kW generators, provides service power, and the conventional steering system hydraulic power unit was supplied by EMI Marine.

The towboat has three 100-inch diameter stainless-steel fixed pitch propellers, provided

by Sound Propeller Systems Inc., and features double steering rudders.

The accommodations include a total of 12 beds (11 crew, plus one guest) and, for additional crew comfort, the vessel is designed with a floating, spring mounted superstructure.

BIG HOPE 1 Brings Awareness to Cancer Research This Holiday Season

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his Christmas, the pink barge BIG HOPE 1 will sail to Five Rivers Distribution in Van Buren, Ark., for a new spin on the annual cancer fundraising event now being called the Christmas, COVID, Cancer Challenge, with a goal of raising $100,000 to cancer research.

Vince Schu and his wife Julie, who have both had their families impacted by cancer, inspired BIG HOPE 1. Schu is a long-time East St. Louis, Ill.,-based Ceres Barge Line employee in charge of the heavy lift division. It was he who arranged with Sherwin-Williams to donate the pink paint for the barge.

Mark Fletcher, manager at Ceres Barge, 4 Marine Log // December 2020

convinced the now defunct Jeffboat shipyard, Jeffersonville, Ind., to put in the extra labor to paint the barge and make sure it looked exceptional on the day it was launched.

The barge was launched in May 2012, and Ceres Barge agreed at that time to contribute a percentage of the net earnings from BIG HOPE 1 to fund cancer research for a minimum of five years. Mary Crowley Cancer Research in Dallas, Texas, was chosen as the recipient of those donations. Since then, BIG HOPE 1 has been used to raise money to advance cancer research and impact patients. Through Ceres Barge and its vast network of philanthropic customers and vendors, the BIG HOPE 1 has generated donations of more than $1,000,000 to Mary Crowley Cancer Research.

Making things a bit more challenging this year is the COVID-19 pandemic, however, that hasn’t deterred the company and the inland river industry from wanting to make a difference. Marty Shell, president of Five Rivers Distribution, is personally donating $5,000 to the Mary Crowley Cancer Research in memory of his father.

organ City, La., headquartered Conrad Shipyard reports that it has delivered two 30,000 bbl asphalt barges to Parker Towing of Tuscaloosa, Ala. “We are pleased to announce the delivery of the tank barges PTC 2001 and PTC 2002 to Parker Towing,” said Conrad CEO Johnny Conrad. “Our two companies have a rich and storied history of providing outstanding services to our customers and it was a pleasure to work closely with their management team to deliver these vessels.”

The PTC 2001 and PTC 2002 are each double skin 30,000 bbl capacity asphalt barges, measuring 297 feet, 6 inches by 54 feet by 12 feet. Each barge is outfitted with one Volcanic thermal fluid heater unit rated at 8 million BTU; one 99 kW John Deer generator; three Nabrico deck cranes; four Patterson 40-ton winches and a Bergan alarm system.

The barges are designed to meet the requirements of a Type ll and lll hull design, and authorized for the carriage of Grade A and lower products, Subchapter D and limited Subchapter O products on rivers, lakes, bays and sounds.

“Conrad has been on our short list for several projects in the past several years,” said Terah Huckabee, senior vice president corporate development of Parker Towing. “So, when we got together on this project, we were excited to have the opportunity to work with them. Their project management, construction processes and quality all lived up to their reputation and we are proud to add these barges to our expanding liquid fleet.”

The PTC 2001 was built at Conrad’s Deepwater South facility in Amelia, La., and the PTC 2002 was constructed at Conrad’s Front Street facility in Morgan City, La.

30,000 BBL Asphalt barge, PTC 2002 was delivered from Conrad Morgan City

Photo Credits: (Top) C&C Marine and Repair; (Bottom Left) Ceres Barge Line; (Bottom Right) Conrad Shipyards and Parker Towing

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Atlantic Detroit DieselAllison Lodi, NJ 732-309-3410 Servicing: CT, NJ, NY, VT

PROVEN SUCCESS The power to navigate the mighty Mississippi

Cullen Diesel Power, Ltd. Surrey, BC (604) 888-1211 Servicing: Alberta, British Columbia, Manitoba, Northwest Territory, Saskatchewan, Yukon Territory Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: Al, FL,MS, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Interstate Power Systems Minneapolis, MN (262) 783-8701 Servicing: IA, IL, IN, MI, MN, WI Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA

The crews of the Belle Chasse Marine Transportation ships need the power to navigate tough weather, debris and the rough currents of the Mississippi every day and every night, so they chose to repower with Volvo Penta. It was a choice they didn’t make lightly. They looked at all the top engines and did two years of research. They explored all the engine choices and noticed Volvo Penta’s maintenance schedule, great service and availability of parts.

“The big thing for us is downtime,” said Dillan Entrekin. “When a boat’s down, you can’t make your run. You can’t operate.”

Power Products Wakefield, MA (781) 246-1811 Servicing: MA, ME, NH, RI Star Marine San Carlos, SO (800) 999-0356 Servicing: Mexico Stewart & Stevenson Houston, TX (713) 751-2700 Servicing: TX, LA Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: GA, KY (Eastern), NC, OH, PA (Western), SC, TN (Eastern) VA, WV

Volvo Penta Power Centers Contact one of our Power Centers for applications guidance and engine quotes.

With a 25-year marine transport career on the Mississippi River, Entrekin knows what he wants in a marine diesel engine. Volvo Penta offered more reliability and more horsepower at lower RPMs than the other engines.

Belle Chasse’s satisfaction with results from the first repower led to four subsequent repowers in additional vessels and the installation of Volvo Penta D13 400s in a newly-built vessel as well.

Power & Reliability It’s power and reliability that the Belle Chasse crew really needs, since they complete anywhere from 10 to 100 runs a day, often in congested waterways and dangerous conditions.

Quick response and maneuverability of the engines are crucial for the captains to navigate the mighty Mississippi River.

According to Entrekin, the operators like the Volvo Penta powered boats because they feel an increased sense of safety and control at the helm.

“Everyone likes the speed, power and performance of the engines as they navigate through the Mississippi’s tough currents. The customers know our operators will be able to smoothly shift the boat with power and speed to get out of the way if needed,” says Entrekin.

Fuel Savings Volvo Penta’s focus on fuel economy also affects the bottom line. Compared to the old engines in the 47-foot crew boats that run about 2,000 hours per year, Volvo Penta’s D13s consume seven gallons less fuel per hour — providing over $35,000 a year in savings.

“With less fuel consumption, the savings will pay for the engines in a couple of years,” says Entrekin.

With the fuel savings, safety and performance factors, Belle Chasse plans to continue replacing their older engines with Volvo Penta in the future. Their fleet numbers more than 40 boats, including push and store/supply boats, as well as oil barges located in Houston, Texas.

Belle Chasse Marine Transportation looks forward to the future fleet of Volvo Penta powered boats to keep their business running at full capacity.

volvopenta.us

INDUSTRY INSIGHTS

BLOWOUT THIRD QUARTER FOR U.S. CONTAINER PORTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. In this edition, we check back on container trends at the 10 largest ports in the U.S. according to the McCown Container Activity Index. Container imports into those ports were up 18.8 % in October, a sharp increase from both September’s gain of 12.9% and the August increase of 8.5%.

With the strong October rebound, year-to-date inbound volume is now just 1.8% below the first 10 months of 2019.

With likely gain for balance of year, 2020 may close out modestly in the black, the reverse of the meek decrease in 2019. In effect, the last two years are circling near a 0% growth rate, a contrast to the equally tight almost 7% average annual growth rate for the two proceeding years of 2017 and 2018. One way to look at that is that inbound containers were moving at a healthy underlying growth clip, but the China tariffs took out what would have been

around 7% more volume in 2019 and COVID-19 took out a similar amount of what would have been volume growth in 2020.

Below, is a quick snapshot of three of the strongest and weakest ports from the top 10. Some of these ports make a return to this column from our August issue, when we looked at June numbers, when many of them were down rather than up.

Los Angeles and Long Beach were the ports most adversely impacted at the beginning of the pandemic and their recent strength includes catch-up. Seattle/Tacoma (not pictured below) has not recovered to the same extent. More than any other West Coast port, it has been adversely affected by the coastal shift resulting from the larger container ships that can now call on East Coast ports with the expanded Panama Canal.

Port Performances in October of 2020 East Coast

West Coast

Gulf

Ports with The Strongest Performance in October

Ports with The Weakest Performance in October

Los Angeles - up 29%

Charleston - up 1.3%

Houston - up 22.2%

Norfolk - up 6.1%

New York - up 22.1%

Oakland - up 10.4%

Source: Blue Alpha Capital

6 Marine Log // December 2020

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WELLNESS COLUMN

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his year has been marked by uncertainty that can potentially affect our wellness and, ultimately, our peace.

Making plans for more healthy and peaceful days is a worthwhile endeavor. But where and how can we find the capacity for peace in the midst of all this uncertainty?

Todd Conklin, one of my favorite safety lecturers, has expanded upon the definition of safety as an “ability in a system to accommodate human error without adverse consequence.” A safe system is one that has tolerance and capacity for mistakes. The increasing capacity to accommodate error and unexpected disruption applies to wellness and peace management, too. Targeting actions to increase our personal capacity for disruptions such as illness, a day of unhealthy eating, a bout of anger, or the mental strain of a nagging mother-in-law can help those moments arise and pass without destroying our peace.

Capacity for wellness starts with planning.

Wellness, and by extension, peace do not necessarily arise spontaneously. They are grown when we feel physically and mentally well.

Categories identified by analytics firm Gallup show four areas of focus to guide our formulation. As you’ll see below, there is a fifth focal point also.

Social Capacity. This aspect of wellness looks at supportive relationships. Harvard University drives home the detrimental effects of lacking relationships in its August 2019 article, “Benefits of Strong Relationships.”

“A relative lack of social ties is associated with depression and later-life cognitive decline, as well as with increased mortality. ... One study, which examined data from

8 Marine Log // December 2020

more than 309,000 people, found that lack of strong relationships increased the risk of premature death from all causes by 50%.”

Take a few minutes to evaluate the relationships in your life. Which ones bring no benefit or joy, but consistently absorb investment? Which relationships get shirked due to investment in things that do not serve you well? Planning ways to give attention to

On days of struggle in one area, capacity can be extended in another.

relationships that serve you can grow your capacity to consistently connect in a way that facilitates peace.

Financial Capacity. Managing finances to reduce economic stress is another capacity that can be examined for a mental health boost. A 2013 Northwestern University study showed that adults ages 24–32 with high debt had higher diastolic blood pressure and an increased risk of heart attack and stroke. High debt stress has also shown to increase ulcers and other digestive disruptions. Most of us do not have the ability to make sweeping changes to our finances. Focusing on small incremental bumps—canceling a subscription, for example—can build capacity. While it may not feel like a huge impact, these small

bits of increase can compound with other aspects of wellness to add greater capacity to the whole system.

Capacity for Community. Community wellness is about liking where you live, and feeling safe and having pride in your community. Extending yourself to a community group based on interests, values and/or beliefs can positively impact mental health that research shows can cultivate aspects of wellness. While the area of community capacity is a tough road to invest in right now due to COVID-19 restrictions, you can still win the day. Connecting with a neighbor, lending yourself to socially distant volunteer work, and engaging in activities that support your community can lead to socially distant community capacity for you and add capacity to those next door to you.

Physical Capacity. We have for years in this column talked about optimizing the physical capacity of the human body. Any and all of the concepts can be engaged on sleep, nutrition, and hydration to add capacity to your system. On days of struggle in one area, capacity can be extended in another.

One night of bad sleep can be followed by a day of good eating, a little exercise and a bit of meditation.

Gallup also recognizes a fifth area that can fire up our pursuit of wellness and peace.

This fifth area, purpose, is the ability to recognize one’s own worth. This is crafting and articulating the unique light that you alone can shine in the world. This purpose is what can drive actions and movements in even the most adverse of circumstances. Recognizing why we care and what drives us at our very core is a critical step toward making and executing choices in how we engage, wisely grow, and spend our capacity.

Capacity for peace can be examined and strengthened through the various aspects that support our well mind and body. This capacity can allow us to face adversity and uncertainty with disruption, yet without the destruction of our peace.

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

Photo credits: Shutterstock/ SewCream

Capacity for Peace

CROE & OBERLIN FILTER

JOINI N A NEW PARTNERSHIP

VESSEL OF THE MONTH

The 525.9-foot icebreaker will be the main lifeline to Australia’s Antarctic and subAntarctic research stations for decades to come.

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RSV Nuyina:

AUSTRALIAN ICEBREAKER STARTS SEA TRIALS

he Australian Antarctic Program’s new icebreaker, the 160.3-meter (525.9-foot) RSV Nuyina, recently left the port of Vlissingen, The Netherlands, to commence a month of sea trials in the North Sea that will be followed by additional weeks of deep-water trials.

Built by Damen Shipyards, RSV Nuyina will provide a world-class scientific platform for Antarctic researchers, carrying cutting-edge equipment to study the depths of the Southern Ocean, sea ice and the upper atmosphere.

The heavy icebreaker was designed for the Australian Government by Danish naval architectural f irm Knut E. Hansen to resupply Antarctic bases and for research and scientific work.

With capacity to carry 117 expedition members, 32 crew, 1,200 tonnes of cargo and 1.9 million liters of fuel, the icebreaker will be the main lifeline to Australia’s Antarctic and sub-Antarctic research stations for decades to come.

The vessel can deploy a wide range of vehicles, including helicopters, landing barges and amphibious trucks to support 10 Marine Log // December 2020

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the resupply operations.

The new ship provides a modern platform for marine science research in both sea ice and open water with a large moon pool for launching and retrieving sampling equipment and remotely operated vehicles.

Unique Propulsion System Unique to the vessel is a diesel-direct + PTI (electric hybrid) propulsion system to provide both the high power needed for icebreaking and silent running for science operations.

The propulsion system consists of two diesel-hybrid propulsion trains. Each train consists of a non-reversible MAN Energy Solution 16V32/44CR marine diesel with gearbox, coupling and shaft. The engines each d r ive cont rol lable pitch propellers in diesel direct mode. The diesels are mounted in separate enginerooms, and are rated 9600 kW each at 750 rpm.

Each shaft is equipped with a motor/ generator that can be connected via a shaft coupling. The generator function is called power take-off (PTO), the motor function power take-in (PTI). PTO is used in transit, supplying electrical power to the vessel’s

electrical grid. During ice breaking and ramming, the installation is in diesel direct and PTI mode at maximum power.

A maximum shaft speed will then be combined with minimum propeller pitch.

At ship design speed, the propellers will be running at maximum shaft speed and maximum pitch. The configuration enables many combinations of thrust and speed in between, controlled by the diesel, propeller and power management systems ensuring an energy efficient propulsion system.

Three tunnel thrusters are fitted in the bow as well as the stern skegs to assist the vessel in station keeping up to sea state 6 and 8 Beaufort. In dynamic positioning mode, one switchboard will feed two bow thrusters and one stern thruster, the other one feeds two stern thrusters and one bow thruster. The main propellers remain in diesel direct mode with the power takeoff online.

In DP failure mode, an intact switchboard will feed a missing bow or stern thruster connected to the failed switchboard. Upon a diesel failure, the related propeller shaft can be driven by its PTI device, receiving power from the electric grid.

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Photo Credit: Damen

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UPDATE

GLDD to Build Jones Act Subsea Rock Installation Ship GE ARING UP for future U.S. offshore

wind development, Great Lakes Dredge & Dock Corporation (GLDD) has engaged Ulstein Design & Solutions B.V. to undertake conceptual and regulatory design engineering for what will be the first U.S.flagged, Jones Act compliant, inclined fallpipe vessel for subsea rock installation.

GLDD says the vessel represents a critical advancement in building the future of the new U.S. offshore wind industry, which will include establishing a U.S.based rock supply chain network spanning eastern seaboard states with active offshore wind leases.

Pending federal permitting and regulatory approvals as well as a final investment decision, the vessel will be operational as early as first quarter 2024, to coincide with major offshore wind project construction timelines.

Designed to state-of-the-art specifications, the vessel will be built on the Gulf 12 Marine Log // December 2020

Coast and, while the vessel initially would serve the East Coast, GLDD believes it will be available as offshore wind projects develop along the Gulf and West coasts.

GLDD said that it believes its move into the offshore wind energy industry is a natural business progression.

“U.S. offshore wind’s potential growth could be a true economic stimulus for America,” said Lasse Petterson, GLDD’s CEO and president. “We believe this is the optimal time for us to leverage our extensive specialized vessel expertise to enter this exciting market now coming to the United States. We are initiating this project because we firmly believe that a Jones Act-compliant offshore wind subsea rock installation vessel is a critical foundational piece required to advance the U.S. offshore wind energy industry. We are committed to safe and sustainable operations and excited to make history with this landmark vessel.”

GLDD has over 130 years of experience.

WHILE MOST AMERICANS were busy carving up turkey for Thanksgiving, in St. Simons, Ga., a different kind of cutting was underway as the Unified Command removing the wreck of the capsized car carrier Golden Ray continued its work.

The Unified Command (the Co ast Guard, Georgia Department of Natural Resources, and Gallagher Marine Systems) is using a chain attached to the twin gantries of the giant heavy lift catamaran VB 10,000 to cut the hull of the wreck into sections.

By the Sunday following Thanksgiving, responders had finished cutting and lifting Section One (the bow) of the wreck and by later that day, the VB 10,000 had placed it onboard the barge Julie B. With the section, estimated to weigh 6,000 metric tons, loaded on, the barge was then towed out through a temporary opening in the Environmental Protection Barrier that surrounds and was taken to a local site for further sea fastening, the process of securing a vessel for transit at sea.

The barge is equipped with pollution mitigation and self-containment capabilities.

“This is our first major milestone in the removal operation,” said Commander Efren Lopez, U.S. Coast Guard Federal On-Scene Coordinator. “We validated the overall removal method while we continue to refine our strategies to increase the efficiency of the next six cuts.”

Preparations for the second cut have begun. The wreck will be removed in a total of eight sections.

Photo Credits: (Top) Great Lakes Dredge & Dock; (Bottom) St. Simons Sound Incident Response

Golden Ray Removal Reaches Significant Milestone

UPDATE

Photo Credits: (Top) U.S. Navy photo by Mass Communication Specialist 3rd Class Mar’Queon A. D. Tramble; (Bottom) Knut E. Hansen

Navy Will Not Repair Fire-Gutted USS Bonhomme Richard T H E U. S . N AV Y is to decommission USS Bonhomme Richard (LHD 6), the Wasp-class amphibious assault ship gutted by a fire that broke out July 6 while the ship was undergoing maintenance in San Diego, Calif. All known fires aboard the ship were not extinguished until July 16.

Damage was extensive.

“We did not come to this decision lightly,” said Secretary of the Navy Kenneth Braithwaite. “Following an extensive material assessment in which various courses of action were considered and evaluated, we came to the conclusion that it is not fiscally responsible to restore her.

“Although it saddens me that it is not cost effective to bring her back, I know this ship’s legacy will continue to live on through the brave men and women who fought so hard to save her, as well as the Sailors and Marines who served aboard her during her 22-year history.”

The Navy also examined rebuilding the ship for alternate purposes and determined the cost could exceed $1 billion, which is as much or more than a new-construction hospital ship, submarine tender, or command-and-control ship.

Although the timeline for towing and dismantling are still being finalized, the Navy will execute an inactivation availability that will remove systems and components for

use in other ships.

The Navy says that since July it has taken numerous actions designed to provide immediate fire safety and prevention improvements across the fleet and at shore installations.

Working collaboratively, the fleet commanders established a Fire Safety Assessment Program to conduct random assessments of ship’s compliance with Navy fire-safety regulations, with a priority on ships undergoing

maintenance availabilities.

Naval Sea Systems Command issued an advisory to all supervising authorities on directed fire prevention requirements and outlined corrective actions to improve fire protection, damage control, and firefighting doctrine, all of which will be executed in close partnerships with industry partners.

All investigations associated with the Bonhomme Richard fire “remain ongoing,” says the Navy.

DFDS and Partners Plan Hydrogen Fueled RoPax A G R O U P O F CO M PA N I E S aims to develop a 100% hydrogen fuel cell powered RoPax ferry for Oslo, Norway, to Frederikshavn and Copenhagen, Denmark, route operated by DFDS.

The partnership includes DFDS, ABB, Ballard Power Systems Europe, Hexagon Purus, Lloyd’s Register, Knud E. Hansen, Ørsted, and Danish Ship Finance. It has applied for EU support for development of

the 1,800-passenger ferry, named Europa Seaways, will use a fuel cell system that emits only water and can produce up to 23 MW. Green hydrogen is to be produced by a projected offshore wind energy-powered electrolyzer plant in Greater Copenhagen.

“The largest fuel cell systems today produce only 1-5 MW, and the development of such large-scale fuel cell installations for an electric ferry is a monumental task,” says Torben Carlsen, CEO of DFDS. “We can only succeed in partnerships with companies that together can muster some of the globe’s finest expertise in design, approval, building, financing and operation of innovative vessels.

“Together, we expect to learn how to make these fuel types and technologies commercially viable, which is key to a transition of the industry to climate neutrality, which is also the ultimate goal of DFDS’ climate plan,” says Torben.

If the project develops as planned, the ferry could be in full operation on the route as early as 2027.

December 2020 // Marine Log 13

UPDATE

Derecktor Starts Construction of Hybrid Research Cat

DERECK TOR SHIPYAR DS of Mama-

sustainability, it will be powered by a BAE hybrid propulsion system.

The vessel is being built to a design by Chartwell Marine based in Southampton, U.K., and has an advanced new catamaran hull form optimized via Computational Flow Dynamics modeling to minimize resistance at low speeds, accommodate battery storage, and ensure maximum stability.

Powered by two Cummins QSB 306 hp

roneck, N.Y., has started construction of a 64-foot aluminum catamaran research vessel. Ordered by the University of Vermont for its Rubenstein School of Environmental and Natural Resources, it will be based at the Rubenstein Science Ecosystems Laboratory on Lake Champlain in Burlington, Vt. Consistent with the school’s School’s strong commitment to the environment and

diesel engines and two BAE AC traction motors, the cat will be capable of all-electric operation for trips less than two hours in duration, which represent 60% of all current UVM voyages.

In addition to lowering emissions, the hybrid solution will reduce engine maintenance costs, as diesel usage will fall by 55%. Low-speed maneuverability will be enhanced and students will benefit from a quieter operating platform with less vibration for students.

The hybrid will be a less intrusive vessel for studying marine life. Its equipment will include a new winch system, developed by InterOcean Systems, in partnership with the Woods Hole Oceanographic Institute.

To reduce drivetrain losses, the winches are directly driven to reduce drivetrain losses and can be operated using a single wireless joystick.

The university envisions three main uses for the vessel: a mobile “classroom” for undergraduate field trips; a platform for graduate students researching the Lake Champlain environment; and a way for engineering students to study the future of hybrid vessel design.

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UPDATE

Bollinger Delivers Bayou Teche Floodgate THE ST. MARY PARISH LEVEE DIS TRICT in Louisiana is to get added protection

against heavy rain and storm surge flooding with the recent delivery by Bollinger Shipyards LLC of a new Bayou Teche floodgate.

The steel floodgate—measuring 84 feet long, 40 feet wide and 19 feet high—is designed for a 25-year rain event and to provide flood risk reduction for a 10-foot storm surge. The Bollinger-built gate is the heart of the Bayou Teche Flood Control Structure project announced in January of this year.

“Bollinger is proud to play a role in helping to protect the homes, businesses and communities along Bayou Teche,” said Ben Bordelon, president and CEO of Bollinger Shipyards. “After what has been a particularly tough 2020 storm season for south Louisiana, it’s important to get projects like this completed before next season so folks can have peace of mind.”

The Bayou Teche Flood Control Structure is designed to reduce the risk of heavy rain event and hurricane storm surge flooding when water comes through the Charenton Canal into Bayou Teche. It is located where the Charenton Canal meets Bayou Teche and will consist of a levee section from the northward

high ground across the old Bayou Teche through Victory Island and across to the east side of the Bayou Teche. The structure will protect an area containing 6,500 properties and the 13,500 people that reside there.

The Bayou Teche Flood Control Structure is the first of two projects Bollinger is contracted to build for the St. Mary Parish Levee District and the fifth overall flood control structure built by Bollinger Shipyards.

With six named hurricanes impacting the Gulf region and the COVID-19 global pandemic, they remained steady and were able to safely deliver a high-quality product despite facing some serious adversity,” said Bordelon.

The project is being funded partially by a grant from the Louisiana Department of Transportation’s “Louisiana State Wide Flood Control Program” and the St. Mary Parish Levee District.

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December 2020 // Marine Log 15

UPDATE

BIZ NOTES FINCANTIERI GETS NEW REPAIR YARD IN MEXICO A new ship repair yard to be built in the Por t of Progreso in Yucatán State, Mexico, will have t wo graving dr y docks able to take ships up to 400 meters (1,312 feet) in length. Under a letter of intent signed with the Yucatán St ate Minis tr y of Economic Development and Labor, Italian shipbuilding giant Fincantieri will be granted a 40-year concession for the exclusive management of the new yard and will participate in its design and construction. In addition to cruise ships, the shipyard’s market is seen as being large cargo ships and oil & gas industry vessels.

According to a tweet by Yucatán G o v. M a u r i c i o V i l a D o s a l , Fincantieri will invest $150 million in the project.

FAIRBANKS MORSE ACQUIRES BRECO INTERNATIONAL

DAVIE ADDS VARD MARINE AND SERCO TO ICEBREAKER TEAM

Fairbanks Morse, Beloit, Wis., has acquired Ho us to n - b as e d dies el e ngine re p air and rebuilding ser vice provider Breco International Inc. The move will expand ser vice markets for Fairbanks Morse in the commercial marine, oil and gas and locomotive sectors and will add service support for customers. Breco International Inc. specializes in the ALCO brand and will continue to supply ALCO parts under the Breco name out of its Houston location, which includes a machine and engine rebuild shop. Breco also has a large inventory of new and remanufactured engine replacement par ts at its warehouse in Gig Harbor, Wash. Since 2001, Breco has offered diesel engine repairs and rebuilding on site and in the field.

Canada’s Davie Shipbuilding, which is hoping to build Canada’s long-awaited new polar icebreaker, reports that Vard Marine Inc. and Serco Canada Marine have become par tners in its polar icebreaker program—the flagship project at Davie’s National Icebreaker Center. Vard Marine Inc.’s icebreaker designer credits include having developed designs for Canadian, American, and Chilean government customers, while Serco Canada Marine’s ex tensive icebreaker experience includes a lead contractor status for Australia’s flagship research and supply ship. For the Polar program, Serco Canada Marine will provide Davie Shipbuilding with engineering, project management and production support.

GE POWER CONVERSION SYSTEMS CHOSEN FOR NSMV GE’s Power Conversion business has been awarded a $40 million contract to supply the power and propulsion systems for the first two National Security Multi-Mission Vessels (NSMVs) on order at Philly Shipyard. The diesel-electric NSMVs will replace the current steam-powered training ships at the state maritime academies and will each have four Wabtec 16V250 Series main engines divided between two enginerooms. The Wabtec engines, which meet EPA Tier 4 emission standards without using urea-based after-treatment will be integrated into generator sets by Cummins.

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INSIDE WASHINGTON

FMC Expands Fact Finding into Ocean Carrier Practices

T

he Federal Maritime Commission (FMC) says it has a c o m p e l l i n g re s p o n s i b i l i t y to investigate the situations that currently exist in U.S. major port gateways. The commission is concerned that certain practices of ocean carriers and their marine terminals may be amplifying the negative effect of bottlenecks at these ports and may be contrary to provisions in the Shipping Act of 1984. The potentially unreasonable practices of carriers and marine terminals regarding container return, export containers, and demurrage and detention charges in the Ports of Los Angeles Long Beach and New York/New Jersey present a serious risk to the ability of the United States to handle trade growth.

The FMC approved a Supplemental Order on November 19

that expands the authority of Fact Finding 29, “International Ocean Tr a n s p o r t a t i o n S u p p l y C h a i n Engagement.”

The Supplemental Order authorizes Commissioner Rebecca Dye, as the designated Fact Finding Officer, to investigate ocean carriers operating in alliances and calling the Port of Long Beach and the Port of Los Angeles in California, and the Port of New York and New Jersey.

The expanded commission invest i g a t i o n w ill seek to determine if the policies and practices of those shipping companies related to detention and demurrage, container return, and container availability for U.S. export cargoes violate 46 U.S.C. 41102(c).

“The time has come to resolve the most serious impediments to port performance,” commented Dye. “I’d like to thank my fellow

commissioners for their support of the Supplemental Order for Fact Finding 29, as I focus the investigation on the extreme conditions in the Ports of Los Angeles, Long Bea ch, a nd New York/ New Jersey. The Order emphasizes that I, as Fact Finding Officer, have all enforcement options at my disposal to address the crisis that exists in our major port gateways.

“Removing the obstacles to port performance allows ocean carriers, ports and marine terminals, drayage truckers, American importers and exporters, and every other business engaged in freight delivery to grow and prosper.”

The FMC’s mission is to ensure a competitive and reliable international ocean transportation supply system that supports the U.S. economy and protects the public from unfair and deceptive practices. The commission was founded in 1961.

December 2020 // Marine Log 17

TOP WOMEN 2020

2020

TOP WOMEN IN MARITIME

With the maritime industry striving to increase diversity and bring more women into its ranks, we wrap up 2020 in a new way by bringing to you our list of Top Women in Maritime. Our editorial team has carefully selected these 16 women of varied backgrounds, ages and locations with nominations given by those in the industry. We asked them to tell us what brought them into maritime and what lessons they would care to share.

18 Marine Log // December 2020

TOP WOMEN 2020 LINDSAY MALEN-HABIB Client Services Manager, Resolve Marine, and President of American Salvage Assocation Malen–Habib brings over 15 years’ experience to Resolve Marine Group, Fort Lauderdale, Fla. She is also the founder of the first U.S. chapter of YoungShip Texas and is an active member of WISTA FL. She has been elected as the first woman on the leadership committee of the American Salvage Association and has now been appointed its first female president. She has represented TITAN Salvage as its director of business development, including the Costa Concordia wreck removal, the largest wreck removal to date.

ML: What successes are you most proud of in terms of your maritime career?

LM: I started my career working in a small family business and helped it expand internationally. After leaving the family business and going into the salvage industry, I had the honor to work for a large company, Titan Salvage. Outside the salvage industry, my hardest and most rewarding job is to be a widowed mother balancing work and life for the past five years. This year has presented challenges I never expected as I became a homeschool teacher, stay-at-home mom, and full-time client services manager.

MARY MCCARTHY Director of Safety and Quality Systems, Canal Barge Inc.

Shutterstock/ hbpictures

McCarthy was appointed to her current role at Canal Barge Company Inc., New Orleans, La., in 2018. She leads the six-member Safety and Quality Systems team with the goal of improving the safety culture and use of quality tools across all of its operations. She joined the company in 2010 and served in various roles. Before joining Canal Barge, she worked for the American Waterways Operators (AWO), primarily as Manager of Government Affairs, beginning in 2006. She is active in industry organizations and is currently Chair of the Gulf Intracoastal Canal Association and is Co-Founder and President of ADMIRALTY (a networking group for young people in the maritime industry).

ML: What would you tell other women who plan to enter the commercial maritime industry?

MC: Get as close to the heart of the organization you’re working in as you can. Since fewer women start their careers as mariners and field workers, sometimes it can be harder for us to move quickly into those meaty operations and commercial roles, but there are a lot of avenues to get there.

MELINA RAMSEUR Administrative Assistant, Kirby Inland Marine and Kirby Offshore Marine

While living in Brazil, Ramseur received a bachelor’s degree in translation at Sao Paulo State University. After arriving in the U.S., she learned English and is now fluent in four languages. She pursued a Business Administration degree at Perimeter College at Georgia State University.

There, she became a member of Alpha Beta Gamma—an international organization created to honor outstanding Business Administration students at two-year institutions of higher learning.

ML: What successes are you most proud of in terms of your maritime career?

MR: I am very pleased to have started my maritime career six years ago at Kirby Marine Transportation. Kirby is the largest tank barge operator in the U.S., transporting bulk liquid products throughout the Mississippi River system, on the Gulf Intracoastal Waterway, along all three U.S. coasts, as well as Alaska and Hawaii. Kirby has thought me so much about the maritime industry and it has led me to pursue different projects through the years. One endeavor that I am very proud of is being a board member of WIMOs (Women in the Maritime Operations) for the Houston Chapter as its secretary.

HOLLY NORMAND Dry Cargo Sales Rep, Ingram Barge

Normand began working for Ingram Barge in 2006 at the Reserve location in customer service, handling barge and vessel logistic in the Gulf region. In 2014, she moved to vessel operations and managed Ingram’s fleeting facility in Port Allen for three years. Headquartered in Nashville, Tenn., Ingram Barge’s fleet is made up of more than 150 towboats, ranging up to 10,500 hp., and nearly 5,000 hopper and tank barges.

She also serves as the executive president on the board of WIMOs and serves as a board member on Mississippi Valley Trade and Transportation Council Board to promote commerce throughout the Mississippi River system by bringing together the broad spectrum of river users and related transportation entities and by providing this core leadership timely information and the value of a closely integrated and professional industry network.

ML: What would you tell other women who plan to enter the commercial maritime industry?

HN: Don’t be afraid to ask for help. This does not show weakness.

Showing your drive to learn will earn you more respect than you will ever know! We all had to start somewhere.

December 2020 // Marine Log 19

TOP WOMEN 2020

LOIS ZABROCKY President and CEO, International Seaways

Zabrocky has been President and CEO of International Seaways since 2016. The company owns and operates a fleet of 38 vessels. Previously, Zabrocky served as senior vice president for the predecessor company’s International Flag strategic business unit. Previously, she was COO, with responsibility for international flag crude, products, and gas businesses. Zabrocky currently serves on the board of directors of Tidewater Inc. and ITOPF Limited, a not-for-profit ship pollution response advisor.

ML: What successes are you most proud of in terms of your maritime career?

LZ: My proudest successes have arisen from long-term customer and partner collaborations where Seaways has built the trust to achieve exceptional outcomes. Seaways has been an owner and partner of the largest leading VLCC pool, Tankers International, for 20 years. We have held contracts of affreightment and enjoyed joint venture partnerships for decades. In each of these cases, Seaways and its predecessor company, OSG, demonstrated a highest level of service to maintain and enhance these relationships. A key example was a newbuilding project where we created a win-win outcome with our Korean yard partners, adjusting a ship order five times and saving $50 million.

ANNA WHITTEMORE Vice President Sales & Logistics, Gulf-inland at Marquette Transportation

NAA DENSUA ARYEETEY Head, Shipper’s Services & Trade Facilitation, Ghana Shippers’ Authority

Naa, who has 29 years of industry experience, founded WISTA Ghana in 2010 and became its first president. In 2020, Naa initiated the Focus Group that consists of WISTA International, the International Maritime Organization, the National WISTA Associations in Africa, and the IMO-established WIMAs in Africa, to strengthen cooperation and share best practices as well as implement an initiative that will be replicated in other regions, and it is expected to help in giving more women participation in the maritime industry.

ML: What successes are you most proud of in terms of your maritime career?

NA: For me, a success story is one that has had the intended impact. For example, mentoring the young ladies in the maritime industry and seeing them have the confidence in making presentations at conferences and setting up mentoring groups. When I entered the maritime industry, there was no role model to look up to or who could mentor me in the organization. I learned by sheer hard work and education and by depending on male colleagues for guidance. It was therefore an opportunity to be there to provide support and guidance to the younger women who came later. I find a sense of satisfaction in this as the maritime industry is still male dominated.

JENNIFER CARPENTER President and CEO, American Waterways Operators

Whittemore graduated from Massachusetts Maritime Academy as a USCG Licensed Marine Engineer. Her career started in South Korea at the world’s largest shipyard, Hyundai Heavy Industries, where she oversaw the construction and commissioning of deepwater drillships for Noble Drilling.

She later moved her career shoreside, becoming a technical project manager for marine propulsion systems at Karl Senner LLC. And today, she’s at Marquette Transportation Company in New Orleans. She is an active member of numerous industry networking groups, including the role of president of the Southern Louisiana Chapter of WIMOs.

Carpenter joined AWO in August 1990 and came into her current role in January 2020. Before assuming her current position, she worked her way up the hawsepipe from government affairs assistant to executive vice president and chief operating officer, holding a series of progressively responsible positions. She served for 13 years as a member of the congressionally authorized Towing Safety Advisory Committee (TSAC). She has received two Meritorious Public Service Awards and a Public Service Commendation from the U.S. Coast Guard for her contributions to TSAC and the Coast Guard-AWO Safety Partnership.

ML: What would you tell other women who plan to enter the commercial maritime industry?

AW: For other women who plan to enter this industry, I would offer them the advice to never give up and stay passionate. Always have an open mind and a want to learn more. Career risks are worth taking to create a well-rounded understanding of the entire industry. I would also encourage all women entering the industry to promote the industry to other women. The networking bond that can and has been created by the women in this industry today is unbreakable.

ML: What would you tell other women who plan to enter the commercial maritime industry?

JC: Go for it! Maritime is a key part of our nation’s essential critical infrastructure. It’s vital to our national, homeland and economic security. It’s the most-fuel efficient and has the lowest carbon footprint of any surface transportation mode. For all those reasons, a healthy domestic maritime industry is more relevant and important than ever. Are there headwinds and choppy waters to navigate? Absolutely. And, we need diverse talent and fresh thinking to help us meet them.

20 Marine Log // December 2020

TOP WOMEN 2020

ERIN HARTQUIST

KATHY METCALF

Division Manager for the Americas, ABB Marine & Ports

President and CEO, Chamber of Shipping of America (CSA)

In this role, Hartquist is leading ABB Marine & Ports Division throughout Americas focusing on activities in the U.S., Canada, Mexico, Brazil, Colombia and Panama. She has a strong financial background and has held several regional and global roles within ABB, where she has been for over 12 years. Hartquist holds an MBA from Florida International University and has completed an executive education program at Wharton Business School at the University of Pennsylvania.

ML: What successes are you most proud of in terms of your maritime career?

EH: I am proud of my career at ABB and the hard work that I have contributed to our team’s success. But I am mostly proud of being part of a real movement in the maritime industry—the shift to more sustainable maritime operations. I have been involved in several aspects of our recent projects with Maid of the Mist and with Washington State Ferries, which are a clear indication of how the industry is ready to adopt new technologies. We believe that vessels will be electric, digital, and connected in the near future, and I am excited to be leading a fantastic team to make that happen.

ALLY CEDENO Founder and President, Women Offshore Foundation

Cedeno is a 2008 graduate of the U.S. Merchant Marine Academy, Kings Point, N.Y., and a 2020 graduate of Rice University’s Jones Graduate School of Business with an MBA. She is licensed as a chief mate of unlimited tonnage vessels and dynamic positioning operator.

Her experience on the water spans both the maritime and offshore energy industries over the last 12 years. She spent much of her career at sea as one of the only women on the vessels she has worked on. She was determined to change that with Women Offshore Foundation, an online organization and resource center for a diverse workforce on the water.

ML: What would you tell other women who plan to enter the commercial maritime industry?

AC: I tell women who plan to enter the shipping industry to go for it! I cheer them on, providing resources to pursue their career dreams. At the same time, I tell them that it will be challenging, and while they could be the only woman on board, they are not alone as I often felt in my own career. It’s important to build a network early.

Metcalf was appointed to her position in June 2015. Prior to that, she served as CSA’s director of maritime affairs from 1997 to 2015. A 1978 Kings Point graduate, she has served in positions that include service as a deck officer aboard large oceangoing tankers, then shoreside as a marine safety and environmental director, corporate regulatory and compliance manager and state government affairs manager.

ML: What successes are you most proud of in terms of your maritime career?

KM: One of my most proud moments was graduating from the U.S. Merchant Marine Academy in the first class that included women.

Another was being a part of a great industry with wonderful people, and developing advocacy strategies that represent industry needs and concerns to ensure smart legislation and regulations are developed with which the industry can comply. I’m also proud of the opportunities to work with all levels of governments including the UN/IMO, national governments (U.S. and others) and other advocacy groups representing the maritime industry. Finally, becoming a team player with the global maritime industry and its advocates.

MARCIA BLOUNT President and CFO, Blount Boats Inc.

Blount has held her role at Blount Boats, Warren, R.I., since 2007.

She earned her MBA from Columbia University. Founded as Blount Marine Corporation in 1949 by Blount’s father, Luther H. Blount, a leading innovator in the shipbuilding industry, the company is privately held and managed by the Blount family. She has negotiated contracts for over 53 vessels built at the Blount yard. Recent deliveries include a passenger/vehicle ferry for South Ferry Company and an icebreaking tug for the New York Power Authority. A crew transfer vessel, the Atlantic Endeavor designed by Chartwell Marine and built for Atlantic Wind Transfers, was launched in November. Blount is currently building an icebreaker/buoy tender for the state of Maryland. Blount is currently building an icebreaker/buoy tender for the state of Maryland.

ML: What would you tell other women who plan to enter the commercial maritime industry?

MB: I believe there are wonderful opportunities for women in the commercial shipping industry. However, many opportunities require an excellent technical education in engineering or finance.

December 2020 // Marine Log 21

TOP WOMEN 2020

SARAH DEARING Vice President of Estimating, Callan Marine

Dearing currently manages the Capture Division of Callan Marine, which includes the marketing, business development, and estimating departments. She is a 12-year veteran of the dredging industry. Her roles have included both field-based and office staff work, ranging from project engineer and engineering manager to estimating manager. She has previously served on the WEDA Safety Commission, and the WEDA Gulf Coast Board of Directors. She has a bachelor’s degree in ocean engineering from Texas A&M University.

ML: What successes are you most proud of in terms of your maritime career?

SD: I have to say that I’m most proud of watching the growth of other young women who I’ve mentored or been part of a team with.

It’s so important that we, not just as women, but also as industry members, build each other up. That’s not to say that we don’t recognize our mistakes, but that we take ownership of them, learn, grow, and move forward. Knowing that I was a small part of enabling others’ successes and shaping our industry is the greatest gift.

DESPINA THEODOSIOU President, WISTA, and CEO, TOTOTHEO Maritime

MARIA BORG BARTHET Partner, Campbell Johnston Clark

Barthet provides legal advice on all aspects of wet and dry shipping litigation, including bill of lading and charter party disputes, marine insurance, collisions, salvage and other casualty-related matters at the law firm’s London office. She also deals with international trade law and commodities, notably the interaction between the sale and carriage contracts, issues arising under CIF/FOB sale contracts and letter of credit transactions.

ML: What successes are you most proud of in terms of your maritime career?

MB: Success is often depicted as something of certain grandeur. However, when I look back, it’s the small things that add up and make the success. My decision to stay in the U.K. and accept a teaching job at the University of Southampton was a life-changer in so many ways. Unintentionally, that experience opened up so many doors career-wise. From teaching in Southampton to private practice in London, I spent five years building foundations at an excellent law firm. Both these experiences, and my very first shipping mentor back in Malta, gave me the tools to contribute to starting what is now a fantastic law firm in its 10th year and has grown.

CATHRINE MARTI CEO, Ulstein

Theodosiou is joint CEO of TOTOTHEO MARITIME. As president of WISTA, she has been instrumental to its success in receiving consultative status at the IMO in 2018. She is a board member of the Cyprus Shipping Chamber, Cyprus Employers and Industrialists Federation, and Invest Cyprus. She also sits on the Board of Governors of the Cyprus Maritime Academy and the Strategic Committee of Crans Montana–Club of Ports. In 2020, she was elected as a member to the general committee of the Association of SA and Limited Companies in Greece and as head of its shipping sector committee.

Marti was named Ulstein’s new CEO, taking over from Gunvor Ulstein who has decided to step down from the role after 22 years, back in October. Marti commenced her new role November 2, while Gunvor Ulstein will remain actively involved through her role as chair of Ulsmo, the parent company of Ulstein Group based in Norway. Prior to this, Marti held the position of CFO, a role which she has held for six years, and has extensive maritime experience including significant stints at Höegh Autoliners and DnB Shipping & Offshore. She holds a master’s degree in economics from the Université Toulouse 1 Capitole/McGill University.

ML: What would you tell other women who plan to enter the commercial maritime industry?

DT: I would say welcome! This is a dynamic, international and varied industry that offers huge opportunities for all. There are new pressures— social, regulatory and technology ones—that are influencing what was once a traditional sector. But now it is a part of societal transformation, more progressive and diverse. As a woman entering this industry at this time, you can make a real difference and be a part of this change.

ML: What would you tell other women who plan to enter the commercial maritime industry?

CM: My best advice to both men and women would be to work hard towards your goals, share successes with your colleagues, but face mistakes alone. Be upfront, honest and maintain your integrity. I don’t believe your job should be your whole life, but it is easier to do a good job, when you enjoy what you do.

22 Marine Log // December 2020

BEST VESSELS GENERAL MACARTHUR

BEST ofVESSELS 2020 We’re breaking a little with tradition yet again in this year’s edition of our annual portfolio of distinctive deliveries by broadening it beyond solely “ships” and looking back across the whole spectrum of distinctive deliveries that we’ve reported on in the past year both in print and on line.

One thing that most of the vessels recognized here do have in common is that they were produced by shipbuilders of all categories working through the challenges of complying with COVID-19 restrictions.

Photo Credits: (Top) Callan Marine; (Bottom) Metal Shark

Magnet takes Metal Shark into the Expedition Yacht Market Jeanerette, La. based shipbuilder Metal Shark has entered a new market with the Magnet, a 48-meter (158-foot) aluminum catamaran expedition yacht—the first-ever private recreational yacht built by the company and the first build in its new Metal Shark Yachts portfolio of high-speed, long range catamaran expedition yachts.

Constructed from start to finish at Metal Shark’s Franklin, La., shipyard, the threedecked welded-aluminum craft features design work completed by Metal Shark’s inhouse engineering team, utilizing an Incat Crowther catamaran hull form optimized for maximum speed and range.

The vessel has a lightship displacement of 275 metric tons and can carry up to 29,000 U.S. gallons (110,000 liters) of fuel. Powered by twin 2,600-BHP (1,939 kW) MTU

IMO Tier III diesel engines, Magnet boasts an 11,000 nautical mile range at a 10-knot cruise, with reserve.

In sea trials the new craft has reached a top speed of 27 knots.

Thanks to its catamaran footprint, M48 offers significantly more deck space than a monohull yacht of comparable length.

A 5,000-pound capacity submersible stern

METAL SHARK

platform and a 3,500-pound aft deck crane easily launch, retrieve, and stow tenders, toys, and cargo.

Machinery spaces, crew quarters, refrigerated storage, a wine cellar, and a complete workshop are all accommodated below decks within the twin catamaran hulls, opening up all three decks for owners and guests.

An expansive upper-level sun deck, with wraparound seating and lounges, al fresco dining areas, and a well-appointed bar, features a forward flybridge, which offers superb visibility from its elevated position.

Magnet has been configured with a master cabin, a VIP cabin, and three guest cabins.

However, each offering in the Metal Shark Yachts lineup may be fully customized to suit the unique requirements of the owner.

Magnet’s assertive styling incorporates chiseled lines inspired by Metal Shark’s military patrol vessels.

December 2020 // Marine Log 23

BEST VESSELS

MAID OF THE MIST

Michigan Trader: Massive Self-Unloading Barge Joins VanEnkevort Fleet

Maid of the Mists Debuts America’s First Zero-Emission, AllElectric Passenger Vessels

General MacArthur: Powerful Cutter Suction Dredge Goes to Work for Callan

Built for Escanaba, Mich., based VanEnkevort Tug & Barge by Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis., the self-unloading barge Michigan Trader measures 740 feet in length, 78 feet in beam, and 45 feet in depth. It has a 265 foot long unloading boom and capacity for up to 37,000 long tons of cargo.

Utilizing materials and parts from suppliers across the Midwest, the project’s supply chain has played a major part in the vessel’s completion. Key suppliers include: • Broadwind Heavy Industries of Manitowoc, Wis., built the Michigan Trader’s massive 265-foot tubular boom; • Nor thern Machine & Repair Inc. of Escanaba, Mich., provided the hatch covers; • Marine Travel Lift in Sturgeon Bay, Wis., manufactured the cargo hatch crane; • Fabick Cat of Green Bay, Wis., supplied the barges Caterpillar auxiliary engines; • Applied Hydraulics of Chicago, Ill., supplied the hydraulic unloading system plus winches of its own design; and • all automation was supplied by Matrix Technologies of Maumee, Ohio.

“We are happy to have supported the Great Lakes economy during the challenging times of the COVID-19 pandemic,” said Fincantieri Bay Shipbuilding’s Vice President and General Manager Todd Thayse.“From boom to hatch crane, and everything in between, this vessel shows the greatness of Wisconsin and Midwest manufacturing and our Fincantieri Bay Shipbuilding employees.”

“This Michigan Trader will be the fourth self-unloading barge in our Great Lakes fleet, and we couldn’t be happier to welcome her into service,” said David Groh, president of VanEnkevort Tug & Barge Fleet.

Now in service with Niagara Falls, N.Y., tour operator Maid of the Mists Corporation, the 600-passenger capacity vessels James V. Glynn and Nikola Tesla are the first all-electric zero-emission passenger vessels in the U.S., giving tourists an up close view of the ultimate source of their green power: Niagara Falls.

Each is powered by a high-capacity battery pack supplied and integrated by ABB, which has also supplied a comprehensive integrated power and propulsion solution for that includes an onshore charging system. That charging system draws its power from New York Power Authority hydropower electricity generated by the Falls.

Designed by Propulsion Data Services Inc., Marblehead, Mass., the vessels were built at the Burger Boat Company shipyard in Manitowoc, Wis., then shipped to Niagara Falls and lowered onto the Maid of the Mist dry dock and maintenance facility for assembly.

Each powered by a pair of battery packs providing 316 kWh total capacity divided across the two catamaran hulls. The batteries allow the electric propulsion motors to reach an output of up to 400 kW, with the power setup controlled by ABB’s Power and Energy Management System.

Having installed the ship-to-shore battery charging connection, ABB also supplied the Glynn and the Tesla with a comprehensive scope of electric, digital and connected solutions including switchboards, drives and the integrated control system, in addition to the ABB Ability Marine Remote Diagnostic System for monitoring and predictive maintenance.

Now in service with dredging contractor Callan Marine, the cutter suction dredge General MacArthur is 290 feet long, and with its 180foot idler barge attached, has a maximum swing radius of 530 feet. The beam is 72 feet, with a depth 16 feet and draft of 8 to 11 feet.

The digging depth is 97 feet with a suction diameter of 34 inches and a discharge diameter 32 inches.

Designed by Downey Engineering, of Metairie, La., the diesel-electric vessel is equipped with three CAT-MaK engines that deliver 24,000 hp. (18,000 kW) of power.

Construction of the Jones Act dredge and its idler barge involved three Gulf Coast shipyards. The dredge itself was built at two yards.

The hull and superstructure construction, housing, and assembly of the dredge took place at the C&C Marine & Repair shipyard in Belle Chasse, La. The SPI/Mobile Pulley Works shipyard in Mobile, Ala., provided the dredging equipment, including the cutter ladder, A-frame, suction and discharge pipeline, gate valves, submerged dredge pump, two onboard dredge pumps, a five- and a six-blade cutter, Christmas tree, anchor boom system and spud carrier installation.

Mobile Pulley Works also provided ball joints and pontoon tanks for the submerged and floating discharge pipeline.

The dredge’s idler barge was built in Sterling Shipyard, Port Neches, Texas. Its spud-carriage equipment was then installed at SPI/Mobile Pulley.

The vessel’s accommodations include a total of 33 beds, a galley, gym and TV/rec room, conference room, laundry facilities,

24 Marine Log // December 2020

Photo Credits: (Left) Trey LeBlanc; (Right) New York Power Authority

MICHIGAN TRADER

BEST VESSELS engineer’s office, captain’s stateroom, and chief engineer’s stateroom. A soft-core joiner system has been installed throughout the accommodation spaces for added crew comfort and safety.

Matsonia: Second Ship in Matson LNG-ready ConRo duo

Photo Credits: (Top Left) Matson Inc.; (Top Right) Conrad Shipyards; (Bottom) Silversea Cruises

Christened in a ceremony held at the NASSCO shipyard in San Diego, Calif. in July, Matsonia is the second of two new LNG-ready Kanaloa-Class ships ordered by Honolulu-headquartered Matson Inc. At 870 feet long, 114 feet wide (beam), with a deep draft of 38 feet and with a grt of 59,522 Matsonia and sister ship Lurline, delivered at the end of last year, are Matson’s largest ships and the largest ConRo vessels ever constructed in the U.S. They are also among Matson’s fastest vessels, with a top speed of 23 knots.

The Kanaloa-Class vessels feature an enclosed garage with room for approximately 500 vehicles, plus ample space for rolling stock and breakbulk cargo.

NASSCO partnered with South Korea’s Daewoo Ship Engineering Company to provide a state-of-the-art ship design and material package for the ships that incorporates a MAN B&W 6G90ME-C10.5-Gl

LNG-capable main engine and four LNGcapable auxiliary engines, compliant with Tier III emission requirements.

The ships’ state-of-the-art green technology also includes a fuel-efficient hull design, environmentally safe double hull fuel tanks and fresh water ballast systems.

H. Merritt “Heavy” Lane, Jr.: 6,000 hp Towboat Designed with Unique Hull Form Delivered by Morgan City, La., headquartered Conrad Shipyard’s Amelia, La., shipyard to Canal Barge Company Inc. of New Orleans, the 6,000-hp towboat H. Merritt “Heavy” Lane, Jr. measures 166 by 49 by 12 feet.

EPA Tier IV-compliant EMD engines power the Subchapter M-compliant vessel.

It is equipped with a two horizontal offset Reintjes WAF 4545 reverse reduction gearboxes, with internal hydraulic multi-disc shaft brakes, electric standby pumps, and Vulkan Torsional Couplings, provided by Karl Senner LLC. Designed by naval architects MiNO Marine of New Orleans, the vessel has a unique hull form to ensure adequate water flow to the propellers in all operating conditions. The design allows the transfer of full power through the propellers, minimizing

propeller vibrations transferred to the hull due to unsteady water flow. It also reduces the potential for flow-induced vibration, ensuring greater crew comfort and reduced noise.

Crew comfort was considered throughout all phases of the design process. The superstructure is divided into two sections, one floating and one fixed. All living accommodations are located in the floating section, which sits atop air bellow vibration isolators designed to minimize noise and vibration transmission from the operating machinery.

Silver Moon: Ultra Luxury Cruise Ship Delivered Despite Challenges of Pandemic Delivered earlier this year to Royal Caribbean Group’s ultra luxury brand Silversea Cruises

by Fincantieri, the 212.8 meter. 40,791 grt Silver Moon has a total capacity of 596 guests and 414 crew.

“I congratulate all those involved in the build of Silver Moon; it is a proud moment for everybody at Silversea Cruises, the Royal Caribbean Group, and Fincantieri,” said Richard Fain, Chairman and CEO of the Royal Caribbean Group at the handover ceremony. “This beautiful ship represents the resilience of the global cruise industry

H. MERRITT “HEAVY” LANE JR.

MATSONIA

SILVER MOON December 2020 // Marine Log 25

BEST VESSELS

and it is encouraging to see such innovation and progress in this challenging period. I have long said that Silversea Cruises is the jewel in the crown of the Royal Caribbean Group and I am today reminded of the cruise line’s quality. Silver Moon represents the pinnacle of luxury travel.”

At a hand over ceremony characterized by remote signings and physical distancing, Fain called Silversea Cruises “the jewel in the crown of the Royal Caribbean Group” and said “Silver Moon represents the pinnacle of luxury travel.”

Completion of the ship, like that of many others built this year, marked a triumph of ingenuity and perseverance over COVID-19 related challenges.

This was demonst r ated dur ing the ship’s sea trials that were carried out her sea trials between August 8 and August 20, with the ship traveling between Fincantieri’s Ancona, Italy, shipyard and its Trieste yard, where it spent a week-long dry-dock period.

As a result of COVID-19 protocols, on sea trials she sailed with a reduced crew of around 26 Marine Log // December 2020

320 people.

The ship’s Chief Engineer Guido Capurro was promoted to his position aboard Silver Spirit in 2017, and these were his first sea trials with Silversea.

“While all essential technicians from Silversea and Fincantieri were able to attend the sea trials, some external engineers were unable to fly and so could not be present,” he said. “Approximately half the number of people were on board compared to regular sea trials. Nevertheless, we were able to carry out all tests successfully.”

Sakura Leader: 7,000 Vehicle LNGfueled PCTC is Big and Smart Delivered to NYK Line in October by Shin Kurishima Dockyard, Sakura Leader is not only the first large LNG-fueled PCTC to be built in Japan, but the first ship to be granted ClassNK’s “Digital Smart Ship (DSS)” notation.

With a length overall about 199.95 meters and a breadth of about 38.0 meters, it is also one of the world’s largest PCTCs, capable of transporting approximately 7,000 units

(standard vehicle equivalent) per voyage.

ClassNK released its “Guidelines for Digital Smart Ship,” which stipulate the procedures for class notations for ships with advanced digital technology, as part of its “Innovation Endorsement” initiative announced earlier this year.

Following verification of the application submitted by the shipbuilder, C l a s s N K h a s a d d e d “ D S S ( E E ) ,” f o r energy efficiency analysis function, “DSS(MM),” for machinery monitoring and “DSS(CNS),” for onboard data processing and data transmission to shore, to Sakura Leader’s notations.

NYK says delivery of the LNG-fueled ship marks “a remarkable step” toward achieving its environment management target of reducing CO2 emissions per ton-kilometer of transport by 50% by 2050.

The PCTC (pure car/truck carrier) will transport vehicles built by the Toyota Motor Corporation and has been selected as a model project by Japan’s Ministry of Environment and Ministry of Land, Infrastructure, Transport and Tourism, and

Photo Credit: NYK Line

SAKURA

BEST VESSELS will receive support from the ministries for technical verification of CO2 emission reductions during actual voyages.

Jamie Ann: First of Four ASD-90 tugs for Foss Maritime

Photo Credits: (Bottom) Foss Maritime; (Right) Eastern Shipbuilding Group

The Jamie Ann, the first of four new ASD-90 tugs constructed by Nichols Brothers Boat Builders for the Saltchuk group of companies, arrived in its new homeport of Long Beach, Calif., in May to serve Foss Maritime customers in the Ports of LA/Long Beach area.

Designed by Jensen Maritime, the tugs in the series have an overall length of 103 feet, 9 inches and a beam of 40 feet. With twin 6,886 hp MTU Series 4000 Tier 4 main engines paired with Kongsberg US255 Z-drives, the tugs deliver a 90-ton bollard pull. This makes Jamie Ann is powerful enough to escort the largest tankers and containerships calling U.S. West Coast ports.

The vessel’s upgraded safety features focus on crew safety on deck, wheelhouse visibility, winch operations and sound abatement in the engine room and staterooms.

“The Jamie Ann was built to satisfy the requirements of the State of California—requirements we believe will soon be required of the rest of the country and the world,” said Janic Trepanier, Foss Maritime Project Manager. “Her innovative design offers greater operating efficiencies by producing lower emissions resulting in less maintenance down time.”

C.D. White: First of two RApport 2400 tugs for E.N. Bisso Delivered by Eastern Shipbuilding Group, Inc., Panama City, Fla. in January, the C.D. White is the first of two 80-foot 5,100 HP Z-drive tugs ordered for Bisso Offshore LLC, a division of E.N. Bisso & Son Inc. E.N. Bisso has taken delivery of five previous modern Z-drive ship assist tugs from Eastern starting in 2007.

Built to Subchapter-M requirements, the tug is powered by two LA CAT supplied Caterpillar 3512E Tier 4 EPA/IMO III main

engines, each rated at 2,549 HP @ 1,800 RPM and has twin Kongsberg/Rolls Royce US205 P20 Z-Drives.

On tests, the tug achieved bollard pulls of 67.6 short tons astern and 65.2 short tons ahead.

The vessel has been built to Robert Allan RApport 2400 design, customized by the designer, the builder, and owner to provide specific operational features including a high bollard pull forward and aft, enhanced maneuverability and escort performance, better fuel economy, crew comfort, safety and compliance with Sub-M and EPA Tier 4 requirements.

CD WHITE

JAMIE ANN December 2020 // Marine Log 27

Q&A

years. He has also worked in a Washington, D.C., government affairs advocacy firm, is a board member and executive committee member for the National Waterways Conference Inc., and is active in other professional organizations related to waterborne transportation.

We talked to Pickel to get a better idea of the unique challenges and makeup of the AIWW. Marine Log (ML): Can you comment on some recent innovative projects and opportunities that may impact shippers on the Atlantic Intracoastal Waterway?

THE ATLANTIC

INTRACOASTAL WATERWAY: An Important Shipping Corridor

A

t this time of year, we typically put together a feature story on shipping along the Atlantic Coast. This year, however, we’re doing something a little different by taking a look at the Atlantic Intracoastal Waterway (AIWW).

Designated as Marine Highway 95, the AIWW is a shipping route that parallels the U.S. East Coast, serving ports from Norfolk, Va., to Key West, Fla.—a stretch of more than 1,100 miles. Some lengths of the AIWW consist of manmade canals, others of natural inlets, saltwater rivers, bays, and sounds.

In 1919, Congress authorized the creation of the AIWW and the full length of the waterway was completed in 1940. And like other U.S. waterways, the U.S. Army Corps of Engineers is responsible for maintaining the AIWW. Today, numerous shipping companies rely on the AIWW and shipyards can be found throughout the waterway. In an effort to help secure funding and support for the maintenance of the AIWW, the non-profit Atlantic Intracoastal Waterway Association (AIWA) was formed in 1999. AIWA members include shippers, tug and barge companies, shipyards, and other associations, marinas and

28 Marine Log // December 2020

recreational boaters.

Brad Pickel, executive director of AIWA, says the association serves as the unified voice of the waterway. He has experience in water resources and coastal management from previously overseeing coastal management issues in Florida for more than 15

Brad Pickel (BP): The Atlantic Intracoastal Waterway Association believes the diversity of our membership demonstrates the value of the waterway. Our commercial partners are actively involved in identifying opportunities to increase the usage of Marine Highway 95 as the first option for bulk commodities, such as scrap iron, DRI, containers by barge, acid, etc. Also, the waterway serves the needs of shipping materials that can’t, or aren’t feasible to move by road or rail. Whether it is submarine parts moved from South Carolina to Virginia, or jet fuel from Florida to South Carolina, the AIWW is the low profile, marine highway that continues to serve our nation.

ML: Do your members have much crossover with shippers on the Atlantic Ocean or Coast?

Pickel (left) meets with U.S. Rep. Earl “Buddy” Carter of Georgia District 1.

All Photos: (Bottom) Rep. Carter’s Office; (Top) Shutterstock.com/ Darryl Brooks

A containership unloads at Boston, Mass.—the head of the Atlantic Intracoastal Waterway.

Q&A

BP: Absolutely! If something comes in from overseas and needs to move north or south along the eastern seaboard, our members and others are active players.

Our members also actively monitor project cargo delivery of components arriving by ship in the various ports along the East Coast. We believe that if the waterway was better maintained to its approved depths and widths, more commerce would transit along the waterway. As pointed out by our partners in the Maritime Administration of U.S. Department of Transportation, we are the Marine Highway that connects some of our most valuable exit ramps (ports) to the world.

ML: In addition to COVID-19, what have been some of the biggest challenges to shipping in your region?

BP: The commercial industry community has well defined protocols in place to ensure safety of its crews. Most of what our members are involved in on the East Coast is infrastructure related. Those projects haven’t shut down, as they are deemed critical.

One ongoing challenge for most waterway infrastructure projects is consistent funding to address ongoing maintenance.

Over the past two years, we have received almost $50 million total in federal funding to conduct projects in each of the five states along the AIWW. These allocations have allowed us to decrease the backlog of maintenance projects from $126 million in 2016 to just over $74 million in 2020. Securing funding for our projects will continue to be our main focus and one the challenges facing our waterway users.

ML: What makes the AIWW a unique shipping lifeline?

BP: The AIWW provides shippers an opportunity to run the inland route, as opposed to running offshore. This is a great benefit as weather often impacts the ability to ship offshore. Transiting inland also allows you to have less tie-down restrictions for cargo, and if the weather changes, it’s much easier to seek safe harbor.

ML: What are some important pending issues that shippers should keep an eye out for in 2021?

BP: We think 2021 will be very busy for all of our members, but one issue that

Pickel during a visit to Colonna’s Shipyard in Norfolk, Va. stretches across all groups is workforce development. We need to increase the skills and availability across all marine trades as Americans return to work to ensure the workforce is not spread thin again.

congressional members and staff from 19 Offices representing 6 states to sign on to a multi-state, bipartisan delegation letter for FY21 request for increased funding for dredging needs.

Prior to the pandemic, the AIWA hosts an annual meeting that brings together its members with decision makers and stakeholders, including the U.S. Army Corps of Engineers, NOAA, U.S. Coast Guard, elected officials, business leaders, marine press organizations, and others who work and advocate for the waterway.

This year, the organization received a total of almost $28 million for waterway projects for FY2020 appropriations. AIWA set a new high-water mark for non-disaster funding by surpassing FY19 by over $3.5 million. This trend is continuing in the right direction for the waterway.

In the spring of 2020, AIWA worked with

Brad Pickel, Executive Director of AIWA December 2020 // Marine Log 29

GAME CHANGER

SOMETIMES, THE GAME CHANGES

T

he need to find workarounds to the many COVID-19-related restrictions imposed by governments and agencies around the world has spurred vessel operators and shipbuilders to actually use advanced technology that had been in the works for some time but that many players had been reluctant to pioneer.

There has long been a case for minimizing the time and travel costs involved in putting people, such as classification surveyors and factory technicians, on board ships and class and tech companies have been developing the appropriate solutions needed to cut down on those visits. So, when the pandemic effectively shut down most travel to ships, much of the needed technology for remote access was there, ready to be used.

30 Marine Log // December 2020

By Nick Blenkey, Web Editor

Class society DNV GL, for example, first piloted remote surveys in October 2018.

COVID-19 has intensified the demand, with a 33% increase in the number of remote surveys delivered—300 a week on average since the pandemic’s outbreak—with 35% of all survey requests now being undertaken remotely.

At the end of October, it opened a new stateof-the-art Operational Center in Hamburg, Germany, to support the demand. Its launch came as DNV GL marked the milestone of 20,000 remote surveys delivered. It is DNV GL’s second Operational Center dedicated to the delivery of remote services; the first was launched in Oslo in 2019.

“With the pandemic ongoing, it’s vital that our customers can continue to operate and deliver without disruptions to class services,” said Matthias Galle, DNV GL – Maritime

Senior Vice-President, Fleet in Service Hamburg and Technical Support Germany. “At the same time, we cannot compromise the safety of crews and surveyors. ” The new center features six connected 55-inch screens with integrated software.

These screens enable DNV GL remote surveyors to view the live stream from a ship located anywhere in the world, while having simultaneous access to a dashboard containing all the relevant vessel information. Using the same interface, surveyors can also maintain simultaneous communication with the customer in real time throughout the process.

Other classification societies are seeing a similar uptick in demand for a broad range of remote surveys and inspections. Last month, ABS reported that it had just scheduled its 100th Inventory of Hazardous Materials

Photo Credit: DNV GL

THE TECHNOLOGY

GAME CHANGER DNV GL’s new Remote Operations Center in Hamburg will help it meet surging demand for remote surveys and inspections.

Wärtsilä’s first ammonia combustions tests were commenced in Vaasa, Finland, earlier this year.

Recently, RINA and the Kiber Helmet came to the rescue when travel restrictions prevented lifeboat manufacturer Survival Systems International from getting experts on site in China to carry out hook repairs on one of its lifecraft.

RINA supplied the company with a Kiber helmet, enabling a local field technician to carry out the repairs under close supervision from experts in the U.S. and Singapore. Local support was given in China by a RINA surveyor to help with ensuring the helmet was used correctly and efficiently. RINA further supported SSI by creating of workflows for the remote repair capability.

Photo Credit: Wärtsilä

Drones Open Up New Possibilities

certification survey for Seaspan Ship Management and says that 98% of these will be remote.

Since the start of the pandemic, ABS has seen demand for remote surveys surge by around 300%.

One of the solutions being used to facilitate remote operations by Genoa, Italy, headquartered class society RINA is the Kiber Helmet.

Developed by VRMedia, a spin-off from the University of Sant’Anna of Pisa, it comprises a hard hat equipped with a video camera, viewer, headphones, and microphone. The operator can receive real-time advice and instructions from one or more remote experts as well as having documents and text displayed directly on the viewer. RINA is promoting this technology as a way to both addressing current travel challenges and to increase the speed at which services can be provided.

Recent months have also seen an increase in the marine industry’s use of drones. As we’ve reported earlier, they have obvious advantages for the inspection of ships’ cargo tanks and holds. Another area where we can expect to see their increasing use is in the delivery of items such as spare parts and medicines to vessels.

Last month, Singapore-headquartered startup F-drone successfully completed the first commercial night drone delivery to a ship when a drone delivered a 3D printed critical part weighing 3 kilograms over 5 kilometers within seven minutes. Delivered to the Berge Sarstein, owned by Berge Bulk, the payload was the world’s first 3D printed CE-certified Lifting Tool from Wärtsilä, sent in partnership with Wilhelmsen Group.

Decarbonization: A Nuclear Option?

Pandemic not withstanding, the big issue confronting shipping remains decarbonization.

This is a time bomb that continues to tick, with the International Maritime Organization GHG reduction strategy targets calling for at least a 50% reduction of total annual shipping sector

GHG emissions by 2050. That translates into an approximately 85% CO2 reduction per ship.

Though that reduction is in comparison with 2008 levels, it is still huge.

Something else to bear in mind is that IMO is under continuous pressure to make its targets ever stricter, or risk having individual countries and regions set their own local rules on emissions, with the EU already moving towards making international shipping subject to its carbon trading system. On top of that, the world’s biggest charterers of ships are increasingly looking to reduce the contribution shipping makes to their carbon footprints. Leading shipping lenders, too, are moving towards adopting the Poseidon Principles, which can be seen as either rewarding green ships or penalizing others.

Perhaps the most radical idea out there for cutting ship emissions is not a new one: Nuclear power. Apart from renewables, nuclear power just happens to be the cleanest fuel we have in terms of carbon emissions.

London-based Core Power (UK) Ltd. is developing “atomic battery packs” for ships that are very different from the fuel rods that were used in vessels, such as the NS Savannah, built by the U.S. in the 1950s as an “Atoms for Peace” demonstration vessel. It was withdrawn from service in 1971 for economic, not safety, reasons.

Core Power’s atomic battery packs are based not on fuel rods but on Molten Salt Reactor (MSR) technology. They use a fluid fuel in the form of very hot fluoride or chloride salt infused with a “hot” fissile material, instead of the solid fuel rods used in conventional pressurized nuclear reactors (PWRs).

Core Power calls its packs “m-MSRs” (marine MSRs) and says they have no moving parts, operate at very high temperatures under only ambient pressure, and can be made small enough to provide ‘micro-grid-scale’ electric power for energy December 2020 // Marine Log 31

GAME CHANGER

hungry assets, like large ships. Because of this, says the company, they can be mass-manufactured to bring the cost of energy down below that of gas, diesel and even renewables.”

Core Power’s credibility has been boosted by the fact that is getting powerful backing. It has partnered with TerraPower, a nuclear innovation company founded and chaired by Bill Gates to develop the MSR atomic technology on which its atomic batteries are based.

Also in the partnership are leading U.S. energy company Southern Company and Orano USA, a major player in nuclear fuel cycle products and services.

Green Hydrogen and Ammonia In fact, even before we see any mMSRs in ships, those medium-scale shoreside reactors could play a role in easing one of shipping’s other paths to decarbonization, producing the energy needed to produce green hydrogen and green ammonia.

Hydrogen can be produced in a number of ways, all of which require large amounts of energy. If that energy is produced by burning fossil fuel, then using that “dirty” hydrogen in, say, a fuel cell won’t do anything much to reduce the carbon footprint of a vessel powered by that fuel cell. Pretty much the same is true for ammonia.

You don’t need nuclear to provide the carbon-free energy needed to produce green hydrogen and ammonia, and most present plans for their production are based on the use of renewables such as wind, hydropower and solar. Still, nuclear from MSR power stations could be a more economical alternative.

For the maritime industry, the immediate issue is not so much on the way in which its future fuels are produced but on the mechanics of how to use them in ships.

32 Marine Log // December 2020

Hydrogen: Engines or Fuel Cells For hydrogen, the consensus of opinion seems to be that its most likely path to adoption will be in fuel cells. Not everyone buys into that, though. In Belgium, BeHydro, the joint venture set up by Compagnie Maritime Belge (CMB) and engine builder ABC, has now unveiled it first hydrogen dual-fuel internal combustion engine with a power output of 1 MW (1,341 hp).

The engine has received Lloyd’s Register Approval in Principal and has been developed, produced and tested over the past three years. BeHydro says that, based on the technology, larger engines of up to 10 MW can be produced.

On the fuel cell front meantime, as we’ve reported earlier, ABB has signed a Memorandum of Understanding (MOU) with Hydrogène de France (HDF) to jointly manufacture megawatt-scale fuel cell systems capable of powering ocean-going vessels.

Clean Power for Large Ships Work on developing ammonia capable diesels—both four-stroke and two-stroke—is picking up pace.

Wärtsilä reports that the world’s first longterm, full-scale test of ammonia as fuel in a marine four-stroke engine is planned to start in the first quarter of next year in a project that t brings together Wärtsilä, Norway’s Knutsen OAS Shipping AS and Spanish energy company Repsol.

It is being backed with a NOK 20 million (about $2 million) grant from the Norwegian Research Council. The tests will take place at the Sustainable Energy Catapult Center’s testing facilities in Stord, Norway.

Wärtsilä’s first ammonia combustions tests were commenced in Vaasa, Finland, earlier this year and will continue with the long-term testing at the Sustainable Energy Catapult Center

facilities in Stord.

Meantime, a commercially viable, zerocarbon, ammonia-fueled marine two-stroke engine could be a reality by as soon as 2024.

That is the aim of the AEngine project, a consortium set up with the support of Innovation Fund Denmark, the Danish investment agency.

The project aims to specify and demonstrate an entire, marine propulsion system that will pave the way for the first commercial order for an ammonia-fueled vessel.

MAN Energy Solutions will lead the consortium, whose other members are fuel system supplier Eltronic FuelTech, the Technical University of Denmark (DTU); and classification society DNV GL. “Ammonia is a fuel with a lot of potential and yet another, important step towards decarbonizing the marine market,” said Brian Østergaard Sørensen, vice president, head of research and development, Two-Stroke at MAN Energy Solutions. “We already have a convincing track-record in developing engines running on alternative fuels—having developed the world’s first two-stroke engines driven respectively by methanol, ethane and LPG— and have great expectations for this project.”

Chickens and Eggs One attraction of ammonia is that large quantities are already transported around the world, with some 120 ports globally already involved in its import/export, with some already having ammonia storage facilities. This means that much of the infrastructure for using ammonia to fuel ships is already in place.

It may be remembered that when the use of LNG as a fuel was in its infancy, there were big concerns of the “which comes first” sort over whether the fueling infrastructure would be ready when the ships needing it arrived, or whether there would ever be enough LNGfueled ships to justify the infrastructure. In the event all the pieces look to have been falling into place nicely.

At this point, we should remind ourselves that, while it reduces CO2 emissions greatly in comparison with fuel oils, LNG is not a zerocarbon fuel and is a bridge to a solution rather than a solution in itself. Bio LNG, which is a socalled “carbon neutral” renewable future that can be burned in existing LNG-fueled ships, is seen as a means of lengthening that bridge.

The big advantage of LNG (and Bio LNG) fueled ships is that the technology is now proven and that infrastructure to support them continues to roll out. That makes LNG an attractive option for ships ordered today.

But for the next generation of ships, the ones that may still be in service in 2050, the choices look likely to be green hydrogen, green ammonia—and maybe nuclear batteries.

Photo Credit: F-drones

Night deliveries by drone promise new efficiencies in delivering spares or medicines to ships.

TECH NEWS Netherlands Operator Wil Fit Tug with Sea Machines Remote Helm

Photo Credits: (Top) MAN Energy Solutions; (Bottom) Sea Machines Robotics

MAN Offers EGR Solution for New Otto-cycle Dual-fuel Two-stroke MAN ENERGY SOLUTIONS is to offer its proprietary EGR (Exhaust Gas Recirculation) system as an emissions solution for its new, low-speed ME-GA engine, the Otto-cycle variant of its established ME-GI dual-fuel engine.

The high efficiency, low-pressure, twostroke, dual-fuel MAN B&W ME-GA engine is being developed at the company’s Research Center Copenhagen. The engine delivers a low CAPEX solution aimed at certain vessel types and applications—such as LNG carriers—that are able to use boiloff gas as a source of fuel, or smaller ships where low capital outlay is a priority.

Based on the well-proven MAN B&W dual-fuel design with minimal installation requirements, the MAN B&W ME-GA uses an efficient ignition concept and a unique gas-admission system that delivers safe and reliable operation.

The company expects to deliver the first commercial ME-GA low-pressure dualfuel engine by end-2021 and plans to make the EGR option available from late 2021, concurrent with the introduction of the engine.

MAN Energy Solutions says that, in addition to enabling the engine to meet Tier III requirements in both fuel oil and gas modest, EGR will help reduce the ME-GA’s methane slip by 30 to 50%, while lowering

specific gas consumption by around 3% and specific fuel-oil consumption in diesel mode by 5%. EGR will also solve the issue of pre-ignition on Otto-cycle engines.

The ME-GA EGR solution is a high-pressure system, which can be integrated into existing engine-room designs, and the EGR unit itself does not change the engine footprint. Its design-similarity to that of ME-C engines’ EGR systems will lower its price point, since the supply chain and components are already matured.

The EGR system works through drawing around 30 to 50% of the engine’s exhaust gas into the EGR receiver, where it passes through a pre spray to lower its temperature, before passing through a cooler spray. After passing through a water-mist catcher, the gas then goes through a blower to increase pressure back up to scavenging air pressure, before being fed back into the compressor and the engine.

The volume requirements of the ME-GA EGR system are significantly lower with, for example, less pipework required than for low-pressure EGR solutions.

Int roducing an EGR solution also improves the stability of the combustion process, says MAN Energy Solutions, which is currently researching how far it can lower methane slip while maintaining a good equilibrium with recirculation.

LOOKING TO INCREASE productivity and operational safety during offshore operations, Barendrecht, Netherlands, based tug and workboat operator Herman Sr. BV is to add a Sea Machines Robotics SM200 wireless, remote-helm control system to one of its Shoalbuster tugboats, the 23.35-meter Teddy.

T he SM20 0 provides wireles s helm and propulsion control, as well as remote control of auxiliaries and payload equipment (including pumps, winches, anchor windlasses and more), freeing mariners from the wheelhouse to conduct operations from any location that offers the greatest visibility and safety.

Sea Machines, Boston, Mass., says the SM200 empowers the operator to be in full control of the tugboat and on-board payloads with a direct local view of the task, as compared to conventional methods that often rely on signals relayed from another crewmember to the wheelhouse.

Herman Sr. operates Teddy in offshore waters for a variety of marine projects, from towing and cable pulling to mooring and dredge support.

“No longer bound to a fixed control station, our crew will use Sea Machines’ wireless helm to monitor operations from the tugboat’s upper decks or wherever visibility is greatest, a valuable capability that increases both productivity and safety,” said Er win van Dodewaard, operations manager at Herman Sr. “This system is intuitive to use and, once installed, will be valuable to our crews as they operate our vessel Teddy during challenging projects, such as large and overweight offshore tows.”

December 2020 // Marine Log 33

NEWSMAKERS

InterManager Elects Mark O’Neil as President InterManager, the international trade association for ship managers, has elected MARK O’NEIL, CEO of Columbia Shipmanagement, as its new president, succeeding BJØRN JEBSEN who has held the position for the past four years.

Specialist insurer Beazley has appointed CHRIS HILL as an underwriter within its U.S. marine team.

He will be based in New York and will underwrite a U.S.-wide book of marine hull and liability risks.

Dredging contractor Callan Marine, Galveston, Texas, has hired MATT SITKA as its new chief financial officer. A 15-year veteran of the industrial services, dredging, and marine construction industry, Sitka brings with him experience in the petrochemical, refining, power generation, marine, public, and government industries, in addition to four years in public accounting.

Pump company Svanehøj has appointed HIROHIDE GOHDA as director and head of office in Kobe, Japan, strengthening the company’s presence in the important Japanese market as it focuses on expanding its position as a supplier of fuel and cargo pumps for gas carriers.

Photos (Left to right): Intermanager, Øivind Haug / Equinor, Callan Marine.

Ports of Indiana has promoted ANDREA HERMER from general counsel to chief operating officer, and appointed JAMES HALL as its new general counsel. Hermer has served as general counsel for the ports since 2013 and was a partner at two law firms previously. With more than 20 years experience as a licensed U.S. Customs broker, Hall spent five years in the U.S. Navy.

Hurtigruten Group has appointed HEDDA FELIN as CEO of Hurtigruten Norway, where she will assume her new role on March 1, 2021, taking the helm of Hurtigruten’s iconic coastal Norway operations which will, from 2021, operate seven custom-built, smaller cruise ships. Hurtigruten Norway will operate as a separate entity.

Felin comes to Hurtigruten from Norwegian-based global energy giant Equinor.

34 Marine Log // December 2020

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December 2020 // Marine Log 39

SAFETY FIRST

Getting to the Root of the Issue actions, condition of equipment, and relevant processes and policies.

M

any changes have occurred in the inland waterway industry over the last couple of years; some of them prompted by increased regulations and increased customer oversight. One of these changes is an increased focus on companies having a strong Safety Management System (SMS) that identifies issues and eliminates problems even before they arise or get worse. A strong SMS will facilitate continuous improvement and result in fewer incidents and service disruptions.

One of the ways to drive toward “Zero Harm,” is to identify the root causes of incidents and their corresponding solutions in order to prevent recurrence. Though this is not a new concept, the method used to get to those solutions may be. In order to identify causes that contributed to the incident effectively, the individuals doing the investigation have to overcome their own problem-solving limitations. Some of these limitations may be having a limited perspective, jumping to conclusions, trying to solve the problem first, or focusing on which policies were broken. If the investigation is not structured, the individuals or investigative team risk running down the problem they perceive and not the problem that exists.

When investigating an incident, a person can use many different methods to identify the root cause of issues. The main goal is not to assign blame, but is instead to recognize the conditions that allowed the incident to occur.

In order to accomplish this, the team has to determine if all other things stayed the same, would the outcome be the same if a different individual performed the same action? If the answer is yes, then the team has to find

40 Marine Log // December 2020

the condition that allowed it. Jumping to discipline as a means to solve the issue leaves room for recurrence since anyone can make a mistake.

One approach to Root Cause Analysis links the causes and the conditions that existed and contributed to the incident. This process asks several individuals to look into an incident and determine all of the causes that contributed to what happened.

Changing the conditions lead to a high quality, lasting solution that can help prevent recurrence.

Ingram Barge Company based in Nashville, Tenn., has trained individuals from several departments within the company to be a facilitator of this Root Cause Analysis process. This allows for individuals with different backgrounds and perspectives to collaborate to prevent recurrence. Often a fresh set of eyes helps to identify the conditions leading to an incident, since the individual may not be familiar with the underlying process and will not revert to an assumption of what should have happened. While having such a fresh set of eyes is helpful, so is having a subject matter expert as one of the team members since he or she can help recognize the appropriate

At the start of the Root Cause Analysis process, a team gathers the evidence they will use to perform the analysis, such as associate interviews, material analysis, and scene overview. With this collected data, the team charts out all of the causes to ensure they did not miss anything. From one link to the next, they will ask, “What caused this effect?” and “Does cause A always result in effect B?” If the answer is no, then there is another cause that contributed to the incident, most likely a condition. An example of this would be an object striking an individual, causing a laceration. An object striking an individual does not always cause a laceration; there also has to be sufficient force and no protective barrier (or an insufficient barrier) between the skin and the object. The team would then need to determine how to change the conditions, looking into the sufficient force and the lack of a protective barrier. Changing the conditions lead to a high quality, lasting solution that can help prevent recurrence.

With the collected data, the Root Cause Analysis chart, and suggested solutions, the team investigators can then present the report to key stakeholders, who can include top management within the organization. This provides a concise means of reporting the issue and improves communication between all involved. The chart visually demonstrates that the team analyzed all parts of the issue before coming to solutions and that those solutions are fact based.

Organizations can use this Root Cause Analysis method for more than just incident investigations. For example, a company can use Root Cause Analysis to analyze trends that occur in equipment downtime, near misses, or even missed business opportunities. The thresholds of when to perform a Root Cause Analysis can include frequency of occurrence to help move beyond fixing only current problems. Root Cause Analysis is an important tool or method for an organization that is committed to continuous improvement.

SANDRA ASHFORD Manager Training HSSE, Safety, Training, Environmental Ingram Barge Company

Photo credits: Shutterstock/ stoatphoto

The Process

Marine Fuels

TM

Ex-Pipe, Truck, and Barge Deliveries mgosales@colonialfuels.com www.ColonialGroupInc.com 24/Hr: 912-236-1331 ext 7100

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