Marine Log March 2023

MARINELOG

CRUISING MAKES COMEBACK

CRUISE SHIP

Bookings are on the rise

RIVER CRUISING

New ships, new routes

PORTS & TERMINALS

Plan for a cruising boom

DEPARTMENTS FEATURES

2 EDITOR’S LETTER

Is offshore wind to blame for whale deaths? Science says no

4 INLAND WATERWAYS

ACBL orders innovative Tier 4 towboat

6 WELLNESS

Aging during the processed food era

8 VESSEL OF THE MONTH

Windea Leibnitz : Upgrade at Ulstein transforms SOV to CSOV

9 REGULATIONS

Sub-Committee plans amended guidelines on underwater radiated noise

10 UPDATES

• Chevron signs up for LNG fleet modification project

• BC Ferries gets new funding to soften fare hikes

13 INSIDE WASHINGTON

Congressman pushes for moratorium on offshore wind

23 NEWSMAKERS

ABS names Patrick Ryan CTO

24 TECH NEWS

P&O Maritime Logistics plans cable lay vessel conversion

28 SAFETY

Coast Guard holds public hearing for Spirit of Norfolk fire

16 18

CRUISE SHIPS

Buoyant bookings boost cruise line hopes

Cruising is crushing it as it returns to near pre-pandemic levels of operation

RIVER CRUISING

River cruises take off on U.S. inland waters

American river cruising continues to take off with new ships, itineraries, and ports of call along inland and intracoastal rivers

PORTS & TERMINALS

U.S. port activity returning to pre-pandemic levels While the cruise ship industry continues to rebound impressively, plans for continued growth are being laid

Cover Photo Credit: American Cruise Lines

MARINELOG

MARCH 2023 VOL. 128, NO. 3

ISSN 08970491 USPS 576-910

SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com

PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com

PUBLISHER Gary Lynch glynch@sbpub.com

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

Is offshore wind to blame for whale deaths?

As we discuss in our Inside Washington column on page 13, it was recently announced that a New Jersey congressman, Rep. Jeff Van Drew (R.-N.J.) has made it clear that he will use his position as vice chairman of the House Transportation and Infrastructure Committee to push for a moratorium on offshore wind development.

Why is this? He says it’s because he wants to investigate the impacts offshore wind development may have on the environment. He also expressed his concerns over the fact that “windmill” construction might be a contributing factor to whale deaths.

Subsequently, Van Drew announced that he will be holding a first hearing on March 16 on offshore wind projects being built off the coast of New Jersey.

National Ocean Industries Association President Erik Milito says that claims linking offshore wind to these whale deaths are misleading and “not supported by the facts and evidence.”

He adds, “As detailed in a recent report by the National Oceanic and Atmospheric Administration (NOAA), the Atlantic Coast has been experiencing an unusual whale mortality event since at least 2016, well before offshore wind development was initiated in these areas. The unfortunate reality of the current situation, according to NOAA, is that the leading causes of the whale deaths are

Science says no

entanglements and vessel strikes.”

And what about commercial fishing’s impact on these animals? While net entanglement is a likely cause of many whale deaths, no one is likely to call for a moratorium on fishing.

In 2017, NOAA Fisheries declared an Unusual Mortality Event (UME) for humpback whale strandings along the Atlantic coast from Maine to Florida. The event is ongoing and includes animals that stranded since 2016. NOAA says that as of February 8, there are 181 humpback whale mortalities included in the UME. Of the whales examined, about 40% had evidence of human interaction, either ship strike or entanglement. Vessel strikes and entanglement in fishing gear are the greatest human threats to large whales.

Van Drew’s legislation, even if passed, would, of course, face a certain veto by President Biden whose announced goal is to deploy 30 gigawatts (GW) of offshore wind energy capacity by 2030.

ASSISTANT EDITOR Alex Marcheschi amarcheschi@sbpub.com

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com

ART DIRECTOR Nicole D’Antona ndantona@sbpub.com

GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com

MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com

PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com

SALES MANAGER David Harkey dharkey@sbpub.com

SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com

CLASSIFIED SALES Gary Lynch glynch@sbpub.com

CIRCULATION DIRECTOR Jo Ann Binz joann@qcs1989.com

CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com

CONFERENCE ASSISTANT Maureen Cooney mcooney@sbpub.com

CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc.

SIMMONS-BOARDMAN PUBLISHING CORP. 1809 Capitol Avenue, Omaha, NE 68102 Tel: 402-346-4300 Fax: (212) 633-1165

Website: www.marinelog.com

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

E-mail: marinelog@sbpub.com

Source: NOAA

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ACBL orders innovative Tier 4 towboat

American Commercial Barge Line (ACBL) has signed a contract with Bayou La Batre, Ala., shipyard Steiner Construction Company for the design and construction of an innovative, environmentally friendly retractable-pilothouse towboat.

It will be powered by the marine industry’s first EPA Tier 4 Mitsubishi engines, supplied by Laborde Products, Covington, La.

“Investing in our future is a key part of ACBL’s strategy,” said ACBL’s CEO Mike Ellis. “We are proud to introduce the first Tier 4 Mitsubishi engines to the marine industry. The addition of this new Tier 4 retractable

towboat represents our commitment to providing our customers with innovative marine transportation solutions while minimizing our impact on the environment.”

On delivery in fourth quarter 2023, ACBL’s new towboat will support barge operations in one of the busiest ship channels in the world, the Port of Houston.

The vessel will be 82 feet long and 34 feet wide, with a 10-foot operational draft. The boat is equipped with twin engines producing 2,600 horsepower.

“Laborde Products and Mitsubishi are proud to join forces and partner with ACBL, a leader in the inland marine sector,”

said Laborde Products’ CEO Brian Laborde. “Tier 4 Mitsubishi engine standards represent the strictest of EPA emission requirements for marine diesel engines today and will significantly reduce emissions. Engines that meet these stringent standards promote cleaner air, improved fuel efficiency and better performance.”

“We are thrilled to partner with ACBL on building this innovative towboat,” said Steiner Construction’s CEO Bubba Steiner. “Equally important is the fact that this vessel will be equipped with many of the latest advancements in shipbuilding and design. We are eager to bring it to life.”

GLDD remains optimistic despite red ink

Great Lakes Dredge & Dock Company (GLDD) reported a fourth quarter 2022 net loss of $31.2 million and a 2022 full year net loss of $34.1 million. The net loss included an $8.1 million charge for the retirement of the 42-year-old hopper dredge Terrapin Island

On a more positive note, GLDD ended the year with $377.1 million of dredging backlog, which does not include approximately $50.0 million dollars of performance obligations related to offshore wind contracts. In addition, the company ended the quarter with $584.7 million in open dredging options pending award. The company’s awarded work represents 33.1% of the fourth quarter bid market.

Its fleet renewal program remains on budget with its mid-size hopper dredge, the Galveston Island, expected to be operational mid-year 2023 and her sistership, which will be named the Amelia Island , is expected to be delivered in 2025. The two multicats,

the Cape Hatterasand the Cape Canaveral, will be operational in 2023, and GLDD has already taken delivery of three new scows.

GLDD is executing on its strategy to enter the fast-growing U.S. offshore wind market. Construction of its U.S.-flagged, Jones Actcompliant inclined fallpipe vessel for subsea rock installation is on budget and expected to be delivered and operational in the first half of 2025.

In 2022, GLDD was awarded rock installation contracts for the Empire Wind I and II projects by Equinor and BP, with installation windows in 2025 and 2026. The company is currently bidding several other offshore wind farm projects with rock installations planned for 2025 and beyond.

To support its newbuild program, GLDD successfully extended its revolving credit facility until July 2027 and increased its capacity to $300 million to complement our Unsecured Notes of $325 million which do not mature until 2029. The company

said that it believes its balance sheet is well equipped to complete its newbuild and fleet renewal strategy.

Lasse Petterson, president and CEO commented, “The fourth quarter continued to be impacted by a significantly delayed bid market combined with high inflation, significant weather delays on projects in the Northeast, fewer high margin capital projects, dredging project production issues, higher than anticipated drydock costs, and the retirement of the Terrapin Island

“We are adjusting to the current situation by taking swift and proactive action on cost reductions and fleet adjustments. We have retired the 42-year-old hopper dredge, the Terrapin Island, and we have cold stacked two major dredges as we wait for the bid market to gain momentum in 2023. Correspondingly, we are adjusting our general and administrative, and overhead cost structures to reflect the changed market conditions and dredging fleet.”

Photo Credit: American Commercial Barge Line

ACBL towboat will be powered by the marine industry’s first EPA Tier 4 Mitsubishi engines.

Aging during the processed food era

medicine; bad food is deadly. The 30 seconds you donate to reading the label will tell you which road your food is taking you down. “Added sugars” are noted under the “Carbohydrates” section of the label. Where it is labeled as just “sugars,” you may need to examine the product’s ingredients list to tell if there are “added sugars.” Look for the names of sugar in the list, i.e., maltose, dextrose, sugar, honey, organic honey, etc. Note that sugars often hide in packages marked “heart healthy.” There is little regulation that identifies what this term means. Reading the label and not just the box cover is critical.

Weight increase was most strongly associated with consuming potato chips, potatoes, sugar-sweetened beverages, and processed and unprocessed red meats, according to a study.

People living in the United States live to their mid-70s on average. What takes lives is predominantly chronic diseases, such heart disease, cancer, stroke, Alzheimer’s, and diabetes. These chronic diseases share a metabolic component whereby energy production in a cell is not functioning well, resulting in the output and use of energy being disrupted. The direct causes of our accelerating number of deadly chronic diseases are mostly unknown, but all indications are that food impacts their progression or regression. As the saying goes, “good food is good medicine.” The biggest question then becomes, what foods are “good?”

What We Evolved to Eat

Going back millions of years, humans were hunters and gatherers. What humans ate was a function of climate which yielded availability. Meat, tubulars, fruits, greens, bugs, and more were all in various diets. The adaptations existed within our biology and physiology to use these foods as nutrients to fuel our metabolism. Our forefathers, right up until the 1940s, ate predominantly foods in an unmodified form as the earth gave them. Food had little processing or refining happening before consumption.

In 2019, processed foods accounted for 58% of the average American’s diet, causing cellular energy production problems. For example, in one study of over 120,000 people followed up over 20 years, weight increase was most strongly associated with consuming potato

chips, potatoes, sugar-sweetened beverages, and processed and unprocessed red meats. The study concluded that processed foods higher in starches, refined grains, fats, and sugars could increase weight gain. Weight gain is a risk factor for multiple chronic diseases, including heart disease, diabetes, metabolic syndrome, dementia, and cancer (there are now at least a dozen different cancers identified that are caused by excess body weight).

Regarding processed foods, weight gain is one byproduct of added sugar. These sugars contribute about 21% of the calories from all those ultra-processed boxes in the closet. Take, for example, an average breakfast of two packets of maple instant oatmeal, a glass of orange juice, and a cup of coffee with a teaspoon of sugar. This contains roughly 45 grams of added sugar, or 11 teaspoons, in one meal. Compared to recommendations, a healthy individual can process added sugar amounts of nine teaspoons for men, six teaspoons for women, and four for children in a 24-hour period (WHO guidelines on added sugars). Add to that an afternoon Grande Soy Chai Latte, which has 43 grams of added sugar, and one has consumed over four days’ worth of sugar in seven hours.

Reduction of added sugars means less consumption of processed and ultra-processed foods. Here are a few tips that can start the process rolling.

1. Educate Yourself: Take 30 seconds to read the nutrition label. Good food is good

2. Calculate Your Added Sugars: Sugars are marked on a product label in grams. To convert grams to teaspoons, take the number of sugars in grams and divide by four. This will tell you how many teaspoons of added sugars are in the product and can be aligned with the WHO recommendations. Where you are outside of these parameters or already subject to metabolic issues like diabetes, your body’s ability to process sugars may be drastically reduced. Consequently, reducing added sugars further may be necessary to reduce the risks and symptoms of the disease. Where there is no nutritional label on food (and it is not coming from a bakery, restaurant, deli, or premade Hot Bar), it is most likely a “whole food” and, therefore, would not contain “added sugars.” For example, an apple has sugar, but it is matched with fiber that can mitigate its effect on the body. Therefore, whole foods are a wiser choice. They are smartly designed by nature. Substitute sugars exist on the market, and some research identifies they are safer for the human system, while others show to be quite dangerous. If you are looking for interesting new and ancient sweetness alternatives, alcohol sugars (i.e., erythritol), allulose, and stevia may warrant research and a discussion with your doctor. Keep in mind that all have benefits and drawbacks. Their effect on the human system long term needs to be better researched.

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

Photo Credit: Shutterstock/Colorcocktail

Thought Leader

Navigating the Most Timely Issues Facing the Maritime Industry

Marine Log’s Thought Leader Webinar Series discusses the big issues in maritime that matter to you. Expert speakers guide you through challenges and solutions.

The series offers a way for shipyards, naval architects, vessel owners and operators, technology companies, and others to participate in a dialogue about important maritime issues. These free live webinars with Q&As offer an opportunity to interact with expert speakers.

Past Speakers Include:

JOEY D’ISERNIA, President, Eastern Shipbuilding Group

ERIK MILITO, President, National Ocean Industries Association

JEFF ANDREINI, Vice President New Energy At Crowley Marine Services

CHARLIE DONADIO, President and Founder, Atlantic Wind Transfers

Windea Leibnitz: Upgrade at Ulstein transforms SOV to CSOV

Bernhard Schulte Shipmanagement and the Ulstein Verft shipyard in Norway have just completed a conversion that could answer some questions for those of us who are still hazy about what differentiates an offshore wind CSOV (commissioning service operation vessel) from an SOV (service operation vessel).

Last November, the 2017-built SX 175 design SOV Windea Leibniz arrived back at its building yard, Ulstein Verft for an upgrade to a CSOV that included an increase of cabins from 60 to over 80 installed one extra walk-to-work gangway pedestal on the stern for Baltic Sea operations to complement the existing North Sea pedestal.

When delivered, the vessel was the 100th to feature Ulstein’s signature X-bow solution and features the X-stern, with both solutions delivering increased comfort and reduced noise and vibrations.

The yard completed the upgrade on February 4.

The 50% increase in accommodation capacities on board required extensive reconstruction of the changing/drying rooms, conference rooms and day rooms.

In total, the cabin capacity was increased from 63 to 81 cabins.

Windea Leibniz can now accommodate up to 85 technical staff for wind farms, service personnel and crew.

Another major milestone was the installation of a new height-adjustable pedestal for the motion-compensated gangway. The gangway can operate in a range between 17.5 meters and 23 meters height above the waterline when fully extended.

Bernhard Schulte Offshore decided to install a second pedestal for the gangway at the stern since hardly any other operating offshore wind service vessels could take on assignments in both the North Sea and the Baltic Sea, where service platforms are generally located lower than in the North Sea. The existing gangway can be used on both pedestals.

“With the two new pedestals, we are more flexible when approaching the service platforms for the wind turbines. There is no uniform standard for the height of the platforms in North Sea wind farms,” says the vessel’s captain, Rainer Mueller.

Ulstein’s designers and engineers undertook the structural engineering work

required for the upgrade. This included reinforcement of the bridge to carry the gangway which is now parked on the bridge roof. The area for the base of the pedestal also needed to be strengthened.

“The new upgrades make a very capable vessel even more versatile. Now our Windea Leibniz is more flexible and attractive for the market. The upgrade was perfectly planned and executed by Ulstein. My thanks go to everyone involved in this great project,” says Matthias Mueller, managing director of Bernhard Schulte Offshore.

Windea Leibniz Dimensions

Length: 88 meters

Beam: 18 meters

Deadweight: 3,150 tonnes

Draft (max): 6.4 meters

Speed (max): 13.5 knots

Accommodations: 85 POB

Deck area: 380 square meters

Photo Credit: ©BSM/Matthias Giebichenstein

Windea Leibniz at Ulstein Verft in Norway.

Amended guidelines on underwater radiated noise planned

By Stela Spiraj, ABS Senior Engineer, Regulatory Affairs

The impact of underwater noise pollution from ships on the marine environment has been a growing concern over recent years. In June 2021, the IMO decided to review the previously approved Guidelines for Reducing Underwater Noise from Commercial Shipping to Address Adverse Impacts on Marine Life (MEPC.1/Circ.833), to identify the next steps to further reduce underwater radiated noise (URN) and encourage stakeholders’ action. At its 9th session, the SDC Sub-Committee finalized the draft Revised Guidelines for the Reduction of Underwater Radiated Noise from Shipping to Address Adverse Impacts on Marine Life, pending final approval in July 2023.

The draft Revised Guidelines provide an overview of methods applicable to designers, shipbuilders, and ship operators for URN reduction of individual ships and support the establishment of mechanisms and programs through which noise reduction efforts can be realized. The Revised Guidelines may be applied to any ship, considering their design, construction, modifications, and operational profile.

New Section on URNMP

A new Section Five on Underwater Radiated Noise Management Planning (URNMP) was added to the Revised Guidelines, covering shipowner actions to reduce URN.

Given the complexities associated with ship design and the various approaches to reducing URN, shipowners and designers should undertake URN Management Planning at the earliest design stages. Similarly, URN Management Planning may be carried out for existing ships as far as practicable.

URN Management Planning is a flexible tool that allows a customized approach and may include establishing a predicted or actual baseline of a ship’s URN, setting specific and quantitative URN targets, and evaluating various technological, operational and maintenance approaches to reduce URN. Model templates are provided to help guide shipowners/designers in this process.

Energy Efficiency Compliance Measures and URN Relationships

The Revised Guidelines include a dedicated section about the relationship between Energy Efficiency Compliance Measures and URN. Many improvement options to meet

energy efficiency regulations may result in an improvement in URN performance and could provide positive synergies with climate policies. Designers, builders, shipowners, and operators should investigate any correlated effects on vessel URN because of measures implemented to achieve lower EEDI, EEXI, or CII, as this information could support future vessel operations in protected sea areas.

Incentive Schemes

The Revised Guidelines include a separate section for maritime authorities, financial and insurance institutions, and others, to promote establishing incentive schemes supporting the implementation of noise reduction efforts by suppliers, designers, builders, shipowners, and operators. Coastal and port authorities in protected sea areas may incentivize URN reduction efforts by offering discounts on port dues and fairway fees, or other promotions for ships that have implemented URN monitoring and management.

Design, Technical, Operational and Maintenance Noise Reduction Approaches

The initial ship design and build stages are critical for reducing URN by considering elements such as the hull and

propeller design, wake flow improvement, and onboard machinery.

It may be impractical for existing ships to match the URN performance achievable by new designs, although notable URN reduction may be possible through retrofitting and operational changes.

For all vessels, operational and maintenance approaches ranging from optimizing voyage planning, reducing ship speed, and proper maintenance of machinery and hull coatings all help to keep the noise levels low.

The table above summarizes the design, technical, operational and maintenance noise reduction approaches available to new and/ or existing ships.

Stela Spiraj

CHEVRON SIGNS UP FOR LNG FLEET MODIFICATION PROJECT

SINGAPORE’S Sembcorp Marine Repairs & Upgrades Pte. Ltd has signed an agreement that will see it install a range of new technologies in Chevron Shipping Company LNG carriers.

Chevron is looking to reduce the carbon intensity of its LNG fleet and the solutions installed by the Sembcorp Marine subsidiary will include a reliquefaction system, hull air lubrication, and a new gas compressor. Together, these changes are expected to reduce cargo boil-off, lower fuel consumption and increase volumes of cargo delivered.

“We are excited to work with Sembcorp Marine to help us advance our lower carbon goals,” said Mark Ross, president of Chevron Shipping Company. “We believe LNG will be a key component of the global energy transition for years to come, and Chevron is focused on continuing its disciplined capital investment in our LNG fleet.”

Sembcorp Marine has significant expertise in complex LNG fleet modifications and will provide Chevron with engineering, procurement, installation, and commissioning (EPIC) services. It expects to complete the

work by mid-2025.

“Sembcorp Marine is committed to advancing environmental sustainability through the development of industry-leading solutions,” said Sembcorp Marine President and CEO Wong Weng Sun. “Working with Chevron on its LNG fleet upgrades is an immediate way to accelerate the lowering of the carbon footprint in the maritime industry, to achieve the IMO’s target to reduce emissions from international shipping by at least half by 2050, compared to the levels in 2008.”

BC Ferries gets new funding to soften fare hikes

THE BRITISH COLUMBIA GOVERNMENT is pumping CAD 500 million (about US$369 million) of new funding into BC Ferries. The aim is to lower fare increases for users of its coastal ferry service.

“Every day, people use BC Ferries to get to work, and visit family and friends, as well as plan vacations,” said B.C. Premier David Eby. “We know the cost of

everything continues to go up due to global inflation, but by acting now, we can prevent double-digit fare increases from hitting people who depend on our ferries.”

A recent submission to the BC Ferries commissioner coupled with the impacts of global inflation over the past 18 months made it clear BC Ferries users could face fare increases of 10.4% a year

for the four-year period of 2024 to 2028, says an announcement from the premier’s office. With the CAD 500 million investment, the goal is to keep annual average fare increases below 3% a year. Final fare increases will be determined by the BC Ferries commissioner.

Vessel Electrification

The increase in core costs like fuel, along

Photo Credit: Chevron

with higher inflation are factors in driving up overall costs for BC Ferries, says the provincial government. The $500 million will also support greenhouse-gas-emission reduction through electrification of vessels and other initiatives. This will green the fleet and operations. Businesses will also benefit since small businesses rely on BC Ferries for the movement of goods through freight transport.

The BC Ferries commissioner is in the process of determining, by March 31, 2023, the preliminary annual fare increases (price cap) for the next

four-year period starting April 1, 2024. The final annual fare increases for the next performance term will be published by September 30, 2023.

Keeping Fares Affordable

The premier’s announcement follows other actions the B.C. government has taken to improve service and keep fares affordable. In spring 2019, the province added 2,700 round trips. It also reduced fares by 15% on smaller and northern routes, froze fares on the major routes, and brought back free passenger travel for

seniors, Monday through Thursday.

“This significant funding from the province supports necessary service enhancements and infrastructure investments while keeping fares affordable for the traveling public and our commercial customers, said BC Ferries interim president Jill Sharland. “We are thankful we have a government partner who understands the complexity of running one of the largest ferry systems in the world and is as committed as we are to providing safe and reliable service to the people and communities of B.C.’s west coast.”

Is the future of renewable LNG to be found on the farm?

OVER A YEAR AGO, New Orleans headquartered offshore service vessel operator, Harvey Gulf International Marine began to operate one of its tri-fuel vessels exclusively on battery power and renewable liquefied natural gas (RLNG) made using “recaptured swine and dairy farm gas from pig and cows.” While there are altogether too many terms used to describe various forms of renewable LNG it seems like Japan’s Mitsui O.S.K. Lines, Ltd. (MOL) is about to follow a similar track. It is looking to trial the use of liquefied bio-methane (LBM) derived from cattle manure in LNG-fueled vessels.

It has signed a Memorandum of Understanding (MoU) with LBM producer Air Water Inc. to carry out a study that will confirm that LBM, which is often referred to as bio-LNG, can be transported, supplied, and used without problems using existing shore and onboard equipment.

Air Water produces the LBM from cattle manure in the Tokachi region of Hokkaido, Japan, and the joint study will be conducted as part of an LBM technology research and

development program approved by Japan’s Ministry of the Environment.

The goal is to use LBM in an LNG-fueled MOL Group coastal vessel in the first half of FY2023. While LBM (or bio-LNG) is widely seen as key to “extending the runway” for existing LNG-fueled tonnage to meet tightening GHG-reduction targets, this will be the first use of LBM as a marine fuel in Japan.

MOL says that, while LNG-fueled vessels are an effective way to achieve low carbon emissions and it is accelerating their deployment, it is taking initiatives aimed at an early introduction of the use of bio-methane and synthetic-methane.

While LNG fuel is expected to reduce carbon dioxide (CO2) emissions by about 25% compared to conventional fuel oil, a further reduction can be expected through the partial use of LBM, a carbon-neutral energy source. Because the main component of both LBM and LNG is methane, current LNG supply chains can be used, making LBM an effective solution to achieve lowcarbon and decarbonized ship operations.

LBM is made by liquefying bio-methane generated from dairy-owned biogas plants, at about -160°C, which is the same temperature that fossil LNG is transported at, then separating and refining its main component, methane. Methane can be compressed to 1/600th of its volume by liquefying it, so enabling its transportation at scale. It is also a carbon-neutral domestic energy source because it is made from cattle manure.

Marine Highway Program gets a new name but less money

THE U.S. DEPARTMENT OF TRANSPORTATION’S Maritime Administration (MARAD) announced a Notice of Funding Opportunity making $12,423,000 available in Fiscal Year 2023 funds through what is now called the United States Marine Highway Program (USMHP) and was previously named America’s Marine Highway Program.

The FY 2023 funding level is worth less than one-third of the nearly $39 million awarded to 12 projects under the program’s original name back in October 2022.

The program seeks to increase the use of

America’s navigable waterways, especially where water-based transport is the most efficient, effective, and sustainable option.

“Since the establishment of the marine highways program, MARAD has awarded more than $91.6 million in competitive grants to eligible organizations for marine highway services,” said Maritime Administrator Ann Phillips. “These grants have supported the development and expansion of marine highways, vessels, and landside ports and infrastructure, which are critical to building supply chain resilience.”

HOS to acquire six OSVs from Chouest affiliate

HORNBECK OFFSHORE SERVICES INC. (HOS) reports that it has entered into a definitive vessel purchase agreement with Nautical Solutions LLC, an affiliate of Edison Chouest Offshore, to acquire a total of six high-spec new generation offshore supply vessels (OSVs) for an undisclosed amount of cash.

All the vessels are U.S.-flagged, Jones Actqualified, 280 class DP-2 OSVs with capacities of circa 4,750 DWT. Based on certain conditions, HOS anticipates taking serial deliveries

of all six vessels over the next 12 to 15 months.

“We are very excited about this additional acquisition, which continues our growth strategy for the benefit of our employees, oilfield and non-oilfield customers and other constituents,” said HOS president and CEO Todd Hornbeck. “We continue to explore our strategic plans for additional growth and business diversification initiatives as we look to the future.”

This is not Covington, La.-based

The Department will evaluate projects using criteria including the effect on movement of goods, level of non-federal funding investment, use of domestic preference, consideration of equity, and environmental justice. The Department will also consider geographic diversity when selecting grant recipients, as well as how the project addresses challenges faced by rural areas.

Applications for the Marine Highway Program grants must be submitted through Grants.gov by 11:59 p.m. EST on April 28, 2023.

Hornbeck Offshore’s first acquisition of offshore supply vessels from Chouest. Back in January last year it announced that it had agreed to acquire 10 Chouest vessels. Eight of those vessels were, like those in the latest acquisition, U.S.-flagged, Jones Act-qualified, 280 class DP-2 OSVs. The other two others were Mexican-flagged 240 class DP-2 OSVs with capacities of about 3,200 DWT.

Then, as now, the parties did not disclose the price.

Congressman pushes for moratorium on offshore wind

ANew Jersey congressman who is no fan of what he calls “windmills” has been named Vice Chairman of the House Transportation and Infrastructure Committee and has made it clear that he will use the position to press for a moratorium on offshore wind development.

“Through this role, I will investigate the impacts offshore wind industrialization may have on our environment, maritime safety, and energy prosperity,” declared Rep. Jeff Van Drew (R.-N.J.) on being named to the vice chairmanship on February 2. That same day, Van Drew and Rep. Andy Harris (R-Md.) made calls for the immediate halt of all offshore wind activity until proper investigations are held.

“It must be discovered if windmill construction is a contributing factor to the fourteen whales that have washed ashore along the east coast since December 1,” they said a statement.

“From the beginning, I have expressed my concerns and opposition with offshore windfarms moving forward without substantial evidence to show how it will affect our environment, our industries, and marine life,” said Van Drew. “And now, attention is finally being drawn to the industrialization of our coastline because of these tragic whale deaths. Not a single concern has been raised by our president or environmentalists after another whale washed ashore this week, amounting to 14 on the East Coast in less than two months. Why has there not been an investigation? Why have Democrats been silent on the issue? We must investigate these deaths and get to the bottom if offshore wind activity is the cause; all offshore wind activity must end immediately until proper examinations and investigations are conducted.”

Subsequently, on February 17, Van Drew announced that he will be

holding a first hearing in South Jersey on March 16 on offshore wind projects being built off the coast of New Jersey.

He also said that he will be introducing legislation that places a moratorium on all existing projects and legislation that will prohibit all future projects.

Attempts to link offshore wind development operations to whale deaths along the Atlantic Coast are not supported by the science.

“As detailed in a recent report by the National Oceanic and Atmospheric Administration (NOAA), the Atlantic Coast has been experiencing an unusual whale mortality event since at least 2016, well before offshore wind development was initiated in these areas,” said National Ocean Industries Association President Erik Milito. “The unfortunate reality of the current situation, according to NOAA, is that the leading causes of the whale deaths are entanglements and vessel strikes.”

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Set to be the next holder of the “world’s largest cruise liner,” Royal Caribbean International’s Icon of the Seas reached its next major construction milestone at the Meyer Turku shipyard in Turku, Finland, in December when it was floated out of the dry dock and into its outfitting dock.

Cruise lines are in the business of pleasing people. They must be. They’re the only shipowners whose cargo can talk back, and not only talk but tweet, yelp, like/dislike and all the rest of that social media stuff. Beyond that, cruises are a consumer product that must be marketed like any other consumer product. And, while there are other people that cruising has to please, investors and lenders, the signs are that, so far as its customer base is concerned, cruising is crushing it as it returns to near pre-pandemic levels of operation.

The accepted indicator of industry health is how bookings go in the Wave season, the January-March period when cruise lines and travel agents historically book the largest number of cruise cabins for the year ahead — and push out their most attractive deals. This year, all the

BOOKINGS

CRUISE LINE HOPES BOOST

signs are that the Wave season started earlier and has been a strong one.

“Our guests are now engaging with us to book onboard activities much earlier than in 2019,” Jason Liberty, CEO of Royal Caribbean Cruises Group, told financial analysts in a February 7 conference call. “So far, guests booked on 2023 sailings purchased onboard experiences an average of more than two months earlier than in 2019. This translates into more revenue, stickier bookings, and happy guests.”

Liberty told the analysts that in 2022, “bookings outpaced 2019 levels by a very wide margin throughout the fourth quarter with particularly strong trends during Cyber Weekend. We expected a strong Wave season, but what we are currently experiencing has exceeded all expectations even when considering our capacity growth.”

The bookings strength looks to be industry

wide. Carnival Corporation’s Holland America Line brand, for example, says bookings in the third week of January were the highest on record for any January week for the line. The week ending January 20 exceeded bookings during the same week in 2019 by more than 20% while on January 17 alone, Holland America Line reached its highest single-day bookings for any January day on record. Guests were also booking cruises further into the future, with more than 25% of the January 17 bookings being for voyages embarking in 2024.

NEW SHIPS IN THE PIPELINE

The downer in all this is that cruising is emerging from COVID with a massive debt burden on its back —about $33 billion in the case of Carnival Corporation, about $24 billion for Royal Caribbean and about $14 billion for Norwegian. While we can’t know what the

Photo Credit: Royal Caribbean

story is on those lines that are not publicly listed, the money to keep them going through the pandemic had to come from somewhere. All this must dampen industry eagerness to take on more debt to place major newbuilding orders. That said, some capacity was squeezed out of the industry during its enforced shut down and cruise lines love new ships because they immediately command big bookings and premium pricing.

In pre-pandemic years, the annual Seatrade Cruise Global event could be banked on to serve as an opportunity for some major new orders to be announced. When this year’s Seatrade Cruise Global takes place in Fort Lauderdale March 28 and 29, it’s likely that if any surprise new orders are announced they’ll be at the boutique end and expedition ship end of the spectrum. Meantime, there are a lot of noteworthy new ships in the existing pipeline,

which, according to the latest Seatrade count consists of 61 ocean cruise ships due for delivery between 2023 and 2029, with a total of 136,230 lower berths and an order book value of an estimated $40 billion. Nineteen of these will be LNG fueled.

This year’s new deliveries will include a new holder of the “world’s largest cruise ship” title, Royal Caribbean Cruise Line’s 250,800 gt Icon of the Seas. With a maximum passenger capacity of 7,600 and accommodations for 2,350 crew, it will be RCCL’s first LNG-fueled vessel. Very much down the size scale, with a capacity just 780 passengers, is Silver Nova. The first of Royal Caribbean group luxury brand Silversea Cruises’ Nova class vessels it will feature hydrogen fuel cells as well as LNG fueling.

Icon of the Seas, which is being delivered from the Meyer Turku shipyard in Turkey, comes in at an estimated price of $1.6 billion, which will make it the most expensive cruise ship delivered this year but not the only one in the billion dollar or more category, with MSC Cruises’ 4,816 berth MSC Euribia arriving from Chantiers de l’Atlantique at an estimated $1.06 billion and Carnival Cruise Lines’ 5,400 passenger Carnival Jubilee, from Meyer Werft, Germany also in the billion dollar cost club.

Another new ship joining the world fleet this year will be the as yet unnamed, 4,000 passenger first ship for Adora Cruises, the Chinese market cruise joint venture between Carnival Corporation, which is currently under construction at the Shanghai Wiagaoqiao shipyard. Whether this spells the start of a threat to the long domination of this sector by European yards means to be seen. Meantime, deliveries all the way through to 2028 are dominated by Fincantieri, with 28 of the 61 vessels, the two Meyer Yards and Chantiers de l’Atlantique.

SHIPS AS WELL AS FLOATING FUN PALACES

Though cruise ships, put cruelly, can be seen essentially floating resort hotels with theme park touches, underneath all that they are still ships and have to meet all the same environmental regulations as other vessels. Additionally, as cruising is such a public-facing industry it really has to be seen as a good citizen in ESG terms.

LNG fueling has been a statement-making way of demonstrating a commitment to cut CO2 emissions. However, all those cryogenic fuel storage and handling requirements get expensive. LNG’s close relative methanol doesn’t have those requirements.

The giant cruise ship left partially completed in the wake of the collapse of Genting Hong Kong has been acquired by

Disney Cruise Line. It will be completed at the MV Werften shipyard in Wismar, Germany, under the management of Meyer Werft, the Papenburg-based company that built the Disney Dream , Disney Fantasy and Disney Wish

While exterior changes will see the ship carry the iconic, Mickey Mouse-inspired colors of the Disney fleet, complete with signature red funnels, less visible changes will see the 208,000-gross-ton ship become among the first in the cruise industry to be fueled by green methanol.

Meyer Group has set up a new operation, Meyer Wismar, to handle the project.

“When Disney approached us to jointly complete the ship, we saw great opportunities,” says Thomas Weigend, managing director of Meyer Werft and Meyer Wismar. “Meyer stands for innovation, so we are especially happy to deliver a ship that will be among the first in the industry to be powered by methanol. That will require an elaborated transformation of the ship’s engines, additional tanks and many more measures that will make the ship one of the most futureproof. The ship can cruise climate neutral as soon as green methanol is available.”

In another move toward methanol, Costa Group, which operates Carnival Corporation’s Costa Cruises and AIDA Cruises, has signed an MOU with one of the world’s leading methanol producers, Proman.

The MOU aims to push forward the implementation of methanol as a marine fuel by the cruise industry, by enhancing the supply of sustainable methanol, paving the way for the retrofitting of existing vessels to operate on clean fuel, as well as investment in further methanol-fueled newbuilds.

Costa and Proman say that methanol is a cleaner-burning fuel which virtually eliminates airborne pollutants such as particulate matter and sulfur oxides and is widely available and increasingly produced via lower-carbon, biogenic or hydrogen-based pathways. When used in fuel cells, methanol has the potential to allow for lifecycle zero emissions soon.

“The technology to retrofit a vessel to accept methanol as a fuel is available today,” said Tim Cornelius, Proman’s managing director of corporate development. “Our methanol products can facilitate the transition to low carbon intensity fuels. Methanol-powered vessels have a proven track record of reducing and eliminating major greenhouse gas emissions, delivering immediate air quality improvements around major ports and shipping lanes. We are excited to bring our expertise along the full methanol value chain to help deliver on Costa Group’s bold ambitions.”

RIVER CRUISES

In late January, American Cruise Lines reported that its modern riverboat American Jazz is repositioning from the Mississippi River to the West Coast for new California river cruises.

take off on U.S. inland waters

By Heather Ervin, Editor in Chief

American river cruising continues to take off with new ships coming on line for service along inland and intracoastal rivers throughout the country. One leading line, Guildford, Conn.-based American Cruise Lines has three new ships, 10 new itineraries and 21 new U.S. ports being visiting by its cruise ships in 2023 alone.

The sixth ship in the sister series, the American Serenade , will begin cruising on the Mississippi River this April.

American Cruise Lines also has two small new ships (coastal cats) coming out this year. The American Eagle will debut in August and the American Glory in October. These ships are the first in a 12-ship series of coastal cats for American Cruise Lines known as Project Blue.

“2023 is poised to be the most exciting cruise season ever for American Cruise Lines,” said Charles Robertson, president and CEO

Photo Credit: American Cruise Lines

American Cruise Lines is well positioned for a busy year of river cruises.

of American Cruise Lines. “More small ships exploring in more states than ever before is the best way that I can think of to celebrate 50 years cruising American’s waterways.”

In total, American Cruise Lines has 17 small ships (all accommodating just 90-180 passengers) cruising/exploring in 35 states this year (both U.S. coasts and all the rivers in between).

In late January, American Cruise Lines reported that its modern riverboat American Jazz was repositioning from the Mississippi River to the West Coast for new California river cruises that are the first of their kind since the 1940s.

Taking it through the Panama Canal, American Jazz ’s repositioning voyage followed a similar route to that taken by the historic U.S. mail ships of the Gold Rush era that carried passengers, mail, and gold between the East and West coasts.

The expert nautical team aboard the ship was supported each day of the voyage by the company’s shoreside operations team. Throughout the journey, American’s crew and the shoreside team closely monitored vessel systems, weather forecasts, and voyage progress.

American Jazz’s arrival to San Francisco Bay heralds a historic development in U.S. river cruising, as it is the first U.S. built riverboat to offer overnight cruises throughout the Bay and California Delta in over 80 years.

American Jazz embarked along the line’s first eight-day San Francisco Bay cruise on February 24. The new river cruises will sail San Francisco Bay and Wine Country: cruising the Napa River, Sacramento River, and San Joaquin River.

“Exploring San Francisco Bay and the California Delta by U.S. riverboat is a momentous occasion for domestic river cruising and another first for American Cruise Lines,” said Robertson. “We are proud to provide this new opportunity for our guests to experience the joys of cruising close to home, as they discover yet another beautiful area of the country by riverboat. American continues to expand the possibilities for exceptional domestic small ship cruises by introducing brand new U.S. flagged riverboats and small cruise ships each year.”

American Cruise Lines offered the eightday San Francisco Bay itinerary, roundtrip from San Francisco, in February and again this month, and then again in November and December.

Last March, Chesapeake Shipbuilding’s Salisbury, Md., shipyard launched American Symphony, the fifth vessel in American Cruise Lines modern riverboat class.

American Symphony began cruising the Mississippi River in August 2022.

The ship features the same sophisticated elegant design and state-of-the-art features showcased aboard 2021 sister ship American Melody . These include the series’ hallmark opening bow and retractable gangway.

Accommodating 175-passengers in 100% balcony staterooms, American Symphony has five decks and amenities that include a four-story glass atrium, indoor and outdoor dining venues, large fitness

centers, multiple spacious lounges, and a spectacular top deck showcasing a skywalk and an ellipse cutout cantilevered over the ship’s fourth deck café below.

Immediately after the launch, the new riverboat was positioned in Chesapeake Shipbuilding’s East Outfitting Basin where it received its upper decks and outfitting.

Chesapeake Shipbuilding is also designing and building the Project Blue catamaran cruise ships—the largest order for U.S.-built cruise ships in decades—for American Cruise Lines.

VIKING MISSISSIPPI MAKES ITS DEBUT

This past fall, Viking River Cruises’ much-anticipated Jones Act compliant river cruise ship Viking Mississippi made its inaugural cruise and attracting much local media attention along the way.

Floated out from Edison Chouest Offshore’s LaShip shipyard in Houma, La., last March, the 450 foot long, 75-foot beam vessel hosts 386 guests in 193 all outside staterooms and offers multiple passenger amenities. The five-deck river cruise ship is inspired by Viking’s award-winning river and ocean ships and features a Scandinavian design, as well as public spaces that will be familiar to Viking guests but reimagined for Mississippi River voyages.

The Viking Mississippi is equipped with

a variety of measures to maximize energy efficiency and emissions—including a diesel-electric propulsion system comprised of eight CAT C32 EPA Tier 4 diesel engines, each powering a 940 eKw water cooled generator; each engine/generator unit is individually mounted on a specially designed double raft isolation system that produces a remarkably quiet and smooth ride.

Propulsion power is provided by Voith 6-bladed propulsion thrusters driven by permanent magnet electric motors as are the pump jet bow thrusters.

Viking is hoping that the vessel will tempt guests from its international customer base, accustomed to its European Longship river cruises, to see how the Mississippi River stacks up against rivers such as the Rhine.

Photo Credit: Viking River Cruises

Viking Mississippi

PORTS SEE PRE-PANDEMIC ACTIVITY

By Alex Marcheschi

The cruise industry saw a very encouraging 2022 and is on pace to return to pre-pandemic activity levels in 2023

Photo Credit: Shutterstock/ Anton Watman

While the cruise ship industry continues to rebound impressively, plans for continued growth are being laid

The return of the cruise industry to near pre-pandemics levels of activity is being welcomed by ports as well as passengers. And while PortMiami remains the cruise capital of the world, ports around the U.S. are benefiting as cruise lines continue their policy of homeporting ships in places customers can drive to.

The Port of New Orleans (Port NOLA) is on track to meet 2019 pre-pandemic passenger numbers, with 1.4 million passenger movements anticipated by the end of the fiscal year in June. The Port of Galveston, Texas, is projecting to end 2023 with 362 ship calls, a record for the port’s 22-year history. The Port of Los Angeles is no different as it, to, benefits from the cruise industry rebound, with 229 cruise ship calls projected for 2023—the most since 2008.

“One of the greatest comeback stories (from the pandemic) is cruise operations. Oceangoing cruises were suspended for two years, but the demand for cruising did not go away. Carnival recently celebrated their 50th anniversary year with an average 110% occupancy on their sailings out of New Orleans,” says Port of New Orleans press secretary Kimberly Curth. “Royal Caribbean returned seasonally in November and Disney is doubling their number of cruises from Port NOLA in 2023 with 12 sailings. River cruises resumed successfully from the Port in March 2021 and are now at record levels with nine river cruise vessels cruising from New Orleans. We were also thrilled to recently welcome Viking Cruise Line’s first cruise from New Orleans.”

The comeback stories are happening across the country, which is why The Port of Los Angeles is trying to bolster itself for the future. It invited comments on a draft Request for Proposals (RFP) for the future development of a new Outer Harbor Cruise Terminal and redevelopment of the existing World Cruise Center on the LA waterfront in late January.

“This cruise development initiative is critical to our business, our community and the LA Waterfront, and we want to make sure it’s done right,” says Port of Los Angeles Executive Director Gene Seroka. “Each cruise ship that calls the Port of Los Angeles generates more than $1 million into the local economy, so it’s important that we maximize our opportunities to bring more visitors and revenue into the community.”

The RFP scope includes development, redevelopment, and management of all cruise operations at the port. The RFP scope also covers redevelopment of the existing Los Angeles World Cruise Center, also called the Inner Harbor Cruise Terminal.

In Florida, Denmark-headquartered

PowerCon AS is set to deliver five shore power systems for cruise ships to the Port of Miami by the end of 2023. The eventual combined system will be the largest shore power system in the world. Shore power (or cold ironing) is seen as key to eliminating ship emissions in port, and major cruise lines have been investing heavily in fitting ships to use the technology.

The PowerCon system will provide shoreside electricity for cruise ships at Terminal V (Virgin), F (Carnival), A (Royal Caribbean), B (Norwegian Cruise Line) and MSC Cruise Line.

“PortMiami is establishing itself at the forefront of pushing shore power with this project, giving a clear signal to the industry and local community, representing a prime example for other ports to follow,” says PowerCon.

To help continue the growth of ports in the country, the U.S. Department of Transportation’s Maritime Administration (MARAD) has released a Notice of Funding Opportunity (NOFO) making available more than $662 million in Federal FY2023 funding for MARAD’s Port Infrastructure Development Program (PIDP).

“America’s ports play a central role in our supply chains,” said U.S. Transportation Secretary Pete Buttigieg. “With today’s announcement, we are helping make our ports safer, more efficient, and more reliable — strengthening supply chains, reducing costs for the American people, and positioning us for economic success.”

MARAD’s Port Infrastructure Development Program discretionary grants help eligible applicants — including port authorities, states, local governments, indigenous tribal nations, counties, and other eligible entities — complete critical port and portrelated infrastructure projects.

In more sustainability news, Royal Caribbean Group’s Galveston, Texas, terminal opened in November 2022 and became the first cruise terminal to generate 100% of its needed energy through on-site solar panels. This makes the terminal, which will be used by the company’s Royal Caribbean International brand, is the first facility in the world to the meet U.S. Green Building Council (USGBC) LEED Zero Energy standard.

“We are focused on innovating across all aspects of our company, especially in our work to advance sustainability in the communities we visit,” said Jason Liberty, president and CEO, Royal Caribbean Group. “We deeply value both the oceans we sail and the communities we visit and operate in, and the modern design and development features at our terminal in Galveston will work in service of both.”

The new cruise terminal at the Port of Galveston was the first in Texas to achieve LEED Gold certification, an industry-leading certification expected to be received within the first two quarters of 2023. The Galveston terminal marks the cruise company’s fourth LEED certified facility and its first Gold certified. The previous projects include Terminal A at PortMiami; the Springfield, Oregon campus; and the Innovation Lab at Royal Caribbean Group’s corporate headquarters in Miami.

The $125 million, 161,334-square-foot Galveston Cruise Terminal significantly expands the company’s presence in the port, increasing the cruise line’s ability to accommodate up to 630,000 guests per year. The opening of the terminal will mark the first time Galveston welcomes Royal Caribbean International’s signature Oasis Class, the world’s largest cruise ships, with the arrival of Allure of the Seas.

Photo Credit: Port of Los Angeles

Princess Cruises ship in the Port of Los Angeles, which is preparing for more cruise ship calls and bigger cruise ships at the port in the near future.

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ABS names Patrick Ryan CTO

ABS has appointed PATRICK RYAN as chief technology officer. Ryan has served in the key executive leadership role of ABS senior vice president, global engineering and technology, since 2019. His appointment as CTO reflects the increasingly pivotal role of technology in the global energy transition.

Royal Caribbean Group has named PALLE LAURSEN as executive vice president, head of marine, effective May 1, 2023. Laursen will report to Royal Caribbean Group’s president and CEO, JASON LIBERTY, and will join the company’s executive committee.

SEMIRAMIS PALIOU, director and CEO, Diana Shipping Inc. and chairperson, Hellenic Marine Environment Protection Association, is one of five 29th International Maritime Hall of Fame honorees announced by the Maritime Association of the Port of New York and New Jersey (MAPONY/NJ).

Crowley has appointed CLAY HEIL as vice president of global government relations. In that role, he will lead the company’s government advocacy for all of its company’s business interests and activities. Heil will spearhead Crowley’s engagement with federal, state and local government partners and elected officials on policy and regulatory matters.

Ports of Indiana has named JODY PEACOCK as its new CEO, succeeding VANTA E. CODA II. Peacock has served in various leadership positions for the statewide port authority, which operates three ports on the Ohio River and Lake Michigan, since 2001.

Ockerman Automation Consulting has named JON HOLVIK as executive vice president for sales, overseeing business expansion activities for the design and integration of a wide variety of propulsion, power conversion, advanced energy storage and automation systems for hybrid and all-electric vessels.

P&O Maritime Logistics plans cable lay vessel conversion

WITH AN EYE on the offshore wind market, Dubai-based DP World company P&O Maritime Logistics plans to convert one of its Multi-Carrying Vessels (MCVs) into a cable lay vessel (CLV). Set to start operations in the third quarter of 2024, the converted vessel will be equipped with a state-of-the-art battery system, as well as a low fuel consumption propulsion layout arranged for green methanol fuel.

The MCVs were built by Fincantieri’s Vard subsidiary and delivered between 2017 and 2018 to Topaz Energy and Marine, prior to its acquisition by DP World in 2019. They were originally designated as “module carriers” and built to serve the Tengiz oilfield in the northeast of the Caspian, carrying high deck loads of up to 1,800 tons.

P&O Maritime Logistics says the new CLV will give its customers the ability to connect offshore structures and bring offshore energy onshore by installing export and inner array cables across vast distances. It anticipates that one of the main uses of the vessel will be to connect

offshore wind farms with the mainland.

“The conversion of our vessel is a real step change,” said Martin Helweg, CEO of P&O Maritime Logistics. “It means that, apart from expanding our existing services and products into a more specialized offering, we can also make a positive contribution to the decarbonization of our industry. One way of doing this is by using alternative energy to power the converted vessel. The other important contribution is that the cable laying vessel will predominately support the construction, development, and maintenance of existing and prospective wind farms. Lastly, and by repurposing an existing vessel, we are able to extend the lifetime of this particular product quite significantly to keep up with the increasing demand in the sector.”

The conversion is being made with the support of Netherlands-based C-Job Naval Architects.

“We are pleased to support P&O Maritime Logistics with the design of a cable-laying vessel by repurposing an existing module carrier vessel,” said C-Job

project manager Marc van der Zwaluw. “With the increasing demand in the offshore wind sector, this vessel will be able to meet the operational demands for the installation of next-generation windmill infrastructure thanks to its optimized deck layout.

“Furthermore, in close cooperation with P&O Maritime Logistics, we were able to create a design that was best suited to their operational profile. The design focused on optimized vessel performance and features a DP-2 positioning system and a low fuel consumption propulsion layout that is ready for green methanol fuel and zero-emission operations.”

As a cable lay vessel, the newly converted vessel will have the ability to host up to 64 seafarers and will feature a single basket cable carousel with an outside diameter of 24 meters. With this impressive span, a core height of 5.5 meters, as well as a 30 tons SWL AHC subsea crane, the newly converted vessel is seen by P&O Maritime Logistics as a testament to its commitment to adapt its portfolio for future energy needs.

Photo Credit: P&O Maritime Logistics

Berge Bulk in industry-first shaft generator retrofit

WÄRTSILÄ has successfully retrofitted an inline shaft generator system on the Berge Toubkal, a 2017-built, 210,000 dwt capesize bulk carrier owned by Singapore-based Berge Bulk. This is the marine industry’s first-ever shaft generator retrofit, and its successful completion will improve the vessel’s Energy Efficiency Existing Ship Index (EEXI) rating while reducing its overall carbon footprint.

Shaft generator systems onboard ships are driven by the main engine to supply power to the mains, thus saving fuel and emissions. They are sized to eliminate the need to operate auxiliary engines while at sea. While such systems, also referred to as Power Take-Off (PTO) systems, are today’s standard installations on newbuild vessels, large inline versions with the generator sitting directly on the propeller shaft and turning at 50 to 100 rpm have never been retrofitted.

“Berge Bulk made an industry commitment to go carbon neutral well before the IMO’s plan, and we are installing now the latest fuel-saving technologies, like shaft generators, air lubrication, or wind propulsion on our vessels,” says Paolo Tonon, Berge Bulk’s technical director, “Wärtsilä has a proven track record and is one of the market leaders in shaft generator systems and electrical integration.”

“Berge Bulk is one of the front runners in shipping’s transition to decarbonized operations, and we are proud to support them in this. Wärtsilä is actively working on the development of new technologies that can be integrated into existing vessel systems to make their operations cleaner and more economical,” says Torsten

The retrofitted shaft generator will also provide power to an air lubrication system that was installed at the same time. The system includes a Wärtsilä control system, as well as a converter to allow the generator to operate over a broad span of rpm. The existing intermediate shaft and

bearings were replaced to accommodate the increased weight. Wärtsilä has successfully delivered more than 650 shaft generator systems and has over 50 years of experience in this field.

The Berge Toubkal retrofit was completed in fourth quarter 2022, following ten months of preparation.

ABS verifies game changing non-flammable battery technology

ABS HAS ISSUED its New Technology Qualification (NTQ) for a groundbreaking, non-flammable battery technology for use at sea. Called Blue G, the state-of-theart vanadium redox flow battery system from Singapore’s Gennal Engineering Pte Ltd is now planned to move into prototype testing later this year.

The Blue G battery is comprised of a water-based electrolyte solution, storage tank, stack cell and regulating pump. The process of charging and discharging energy does not produce excess heat – a unique feature of the system.

“Vanadium redox technology is a potential game changer in the application of

batteries at sea,” said Gareth Burton, ABS vice president, technology. “It has the advantages of a long lifespan, greatly improved energy capacity and an improved safety profile as a non-flammable product. This technology is one that has the potential to accelerate the energy transition in the maritime industry, supporting global decarbonization goals.”

Gennal says advantages of its system including scalability and a longer lifespan— more than 25 years, which is double that of a typical lithium-ion battery. Gennal also emphasizes the battery design’s recyclable feature showing that the vanadium electrolyte is easily extracted and recycled when

the Blue G battery is decommissioned.

“We are glad to be partnering with ABS in achieving this qualification for Blue G. It reflects the confidence ABS has in Gennal in helping the industry to accelerate forward toward marine decarbonization,” said Alex Peck, director of Gennal Engineering.

The Blue G battery system is a key component of a next generation green OSV being developed with ABS support by a strategic partnership that includes three Malaysian shipbuilding and ship repair companies in Malaysia: Grade One Marine Shipyard; Muhibbah Marine Engineering; and Shin Yang Shipyard.

Büssow, director for ship electrification at Wärtsilä.

Photo Credit: Wärtsilä

Shaft generator under installation in Berge Toubkal in drydock

USCG holds public hearing for Spirit of Norfolk fire

Nadeau, master of the Spirit of Norfolk on the day of the incident. During most public hearings, the most anticipated interviews are typically that of the surviving masters and crew, and Nadeau’s was no exception. During his extensive interview, Nadeau provided his first-hand account of the events leading up to and including the fire, as well as details of the undertakings of both his crew and those of the many nearby vessels that came to the rescue. His interview was by far the most widely viewed online and is obviously a critical part of the panel’s efforts to identify the causal factors of the incident. Another interesting part of the hearing was the extent to which the panel of investigators and attending parties-in-interest interviewed active Coast Guard members.

The U.S. Coast Guard has now wrapped up its latest public hearing for the investigation into the Spirit of Norfolk passenger vessel fire that took place in June of 2022. The hearing took place at the City Council Chambers in Virginia Beach, Va., from January 23-31. The event was open to the public for both in person and virtual viewing on the Coast Guard’s Livestream website.

The passenger vessel Spirit of Norfolk was underway in the Elizabeth River for a two-hour lunch cruise on June 7, 2022, when it experienced a fire in the engine room. Numerous nearby vessels responded to assist and successfully evacuated all 108 passengers and crew to safety. The Spirit of Norfolk was then taken to the nearby Norfolk Naval Station, where local firefighting crews worked to put out the fire. The fire was finally extinguished on June 11 and the vessel was deemed a total constructive loss.

The investigation and subsequent public hearing convened by the Coast Guard was led by Cmdr. Randy Waddington from the Office of Investigations and Analysis at Coast Guard Headquarters. The panel of investigators at the hearing was made up of both active-duty Coast Guard as well as civilian subject matter experts from Coast Guard Headquarters

and the Investigations National Center of Expertise. Also present were investigators from the National Transportation Safety

Several members from Coast Guard Sector Virginia and Coast Guard Headquarters were called to provide testimony across a myriad of topics. Lt. Cmdr. Sarah Pulliam, the Sector Virginia Command Center Chief; provided a detailed account of the actions and decision making of the Coast Guard Command Center during the initial stages of the incident. The panel also spoke with Capt. Jennifer Stockwell, Sector Commander of Coast Guard Sector Virginia, who provided keen insights into the decision-making process undertook by the Unified Command that day. Other topics of note included discussion of the vessel’s engines, inspection history, firefighting equipment, and the cause and origin report prepared by the Bureau of Alcohol, Tobacco, and Firearms.

With the hearing concluded, the panel of investigators will begin the analysis phase of an investigation. The investigators will consider the testimony provided during the hearing, as well as all physical and media evidence to gain insight and draw conclusions as to the many causal factors that contributed to the loss of the Spirit of Norfolk . A Report of Investigation will be prepared and made available to the public at a future date.

Board, who is conducting a separate but parallel investigation to the Coast Guard’s.

The most impactful testimony was almost certainly that of Capt. Ryan

Photo Credit: U.S. Coast Guard

U.S. Coast Guard photo shows Spirit of Norfolk alongside as firefighting efforts continued

The investigators will consider the testimony provided during the hearing, as well as all physical and media evidence to gain insight and draw conclusions as to the many causal factors that contributed to the loss of the Spirit of Norfolk.