Marine Log May 2022

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

May 2022

TUGS & DREDGES

GET EVER FORWARD BACK AFLOAT

WHY MORE NEW DREDGES ARE ON THE WAY Yards See Growing Interest in Hopper Newbuilds

WHAT’S NEW IN TUGS AND TOWBOAT TECH? Hybrids, Batteries, Fuel Cells and Methanol Start Entering the Powering Picture

INLAND PUTS CYBERSECURITY ON THE AGENDA It Starts With Cyber Hygiene

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CONTENTS

28 DEPARTMENTS 2 EDITOR’S LETTER Box ship grounded? Dredges needed 4 INLAND WATERWAYS IRPT looks at cybersecurity problems and fixes 6 WELLNESS A pinch of mint can be magical 8 VESSEL OF THE MONTH Santa Monica 1: A high speed cat built in Tasmania goes to work in South Korea 10 UPDATES • Foss barges to become smart feeder barges for Vineyard Wind • Philly Shipyard books contract for fifth NSMV 14 INSIDE WASHINGTON Navy budget request hearings could get contentious 27 NEWSMAKERS Admiral Linda Fagan nominated as next USCG commandant

24 FEATURES

16 20 24 26 29

TTB 2022 ON CAMERA Photo Feature We take a look back at Marine Log’s sell-out Tugs, Towboats and Barges event TUG AND TOWBOAT TECHNOLOGIES New Options Open Up All-electric tugs and fuel cell powered towboats are on their way CEO SPOTLIGHT Q&A with Paul Matthews The new executive director of the Port of South Louisiana talks about his plans DREDGING U.S. contractors grow their hopper fleets Shipyards are winning TSHD orders as operators see major infrastructure expenditure ahead CRANE VESSELS Across the board emphasis is on productivity Whether removing trash from urban waterways or planting turbine towers, crane vessels get the job done Cover Photo Credit: U.S. Coast Guard

28 TECH NEWS New Wärtsilä large bore engine will debut in Utopia of the Seas 32 SAFETY Maintaining focus and balance in a 24/7 industry

May 2022 // Marine Log 1

EDITOR’S COLUMN

MARINELOG MAY 2022 VOL. 127, NO. 5 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

Photo Credit: USCG

A

Tugs and dredges free a grounded giant.

mong our main focuses in this issue are tugs and dredges. So what’s a 1,095 -foot-long, 12,118 TEU Evergreen Marine containership doing on our cover.

Short answer: It’s being towed by tugs after a lot of work by dredges. The ship is. of course, the Ever Forward. It grounded in Chesapeake Bay on March 14, 2022, and there it stayed until it was finally refloated at around 7.00 a.m. local time, Sunday, April 17.

The operation, entrusted to salvor Donjon Smit, demonstrated both the range and capability of available U.S. maritime assets and the skills and resourcefulness of those that operate them.

The Coast Guard says that the Ever Forward was hard aground outside of the navigation channel along the entire length of its hull. The refloat required extensive coordination and involved the development and implementation of a comprehensive salvage plan, including dredging and push-and-pull tug operations, with pull barges being brought in to loosen the vessel from the suction that the mud had on it.

Success followed after multiple earlier efforts had failed and after the removal of hundreds of containers from the vessel and a lot of dredging. In fact, dredging was completed to a depth of 43 feet, resulting in 206,280 cubic yards of material being dredged.

But dredging is not just about how much you dredge, it’s also about removing it from

exactly where it needs to be removed from. And then placing it in an acceptable new location.

“It’s a surgical operation, this type of dredging with a ship embedded,” Maryland Port Administration Executive Director William P. Doyle told local broadcaster WBALTV Channel 11 as dredging operations began. He also said that the operation was more challenging than the freeing of that other notorious grounded Evergreen Marine ship Ever Given as the Ever Forward was deeply embedded in mud.

Thanks to a major effort by the Maryland Port Administration, the Port of Baltimore’s Poplar Island Ecosystem Restoration Project was made available to receive the dredged material, delivered by a steady procession of Donjon and Cashman dump scows and associated tugs.

Operations to remove 500 containers with crane barges ran from April 9 through 16.

After the containers were removed, two pulling barges, two tugs from Donjon-Smit, two tugs from Moran, and two tugs from McAllister freed the containership.

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 Frank Rose frose@sbpub.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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

Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine St. 23rd Floor, New York, NY 10005.

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2 Marine Log // May 2022

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com

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INLAND WATERWAYS

IRPT Takes Its Own Pulse on Cybersecurity or cyber bad actors, especially those for whom ransomware is just another business model, no target is too small. This flies in the face of frequently seen, front-page discussions of cybersecurity for maritime facilities, which typically cite examples of cyberattacks on large infrastructure elements, such as the highly publicized breach of Colonial Pipeline’s network. Strikes on smaller infrastructure components, however, including last year’s ransomware attack on the ferry between Martha’s Vineyard and Nantucket, are also on the rise and often underreported.

Consider the following: Naval Dome reported that cyberattacks on the maritime transportation system (MTS) increased 900% in a three-year period ending in 2020, with a whopping 400% increase occurring between February and June 2020. For its part, the U.S. Coast Guard noted in its August 2021 Cyber Strategic Outlook that more than 500 major operational technology cyberattacks occurred in the maritime industry in 2020.

Once all the data for 2021 is collected and reported, it is more than likely that the volume and intensity of maritime cyberattacks will have continued to grow.

The effects of these cyber threats expand well beyond those companies targeted directly by bad actors. According to Gallagher, a global insurance brokerage, risk management and consulting firm, insurers in 2022 are taking action to reduce the financial costs of cyberattacks on their own businesses by increasing rates, limiting coverage, constricting capacity and increasing underwriting scrutiny.

To help smaller and mid-sized companies better understand the threat, earlier this year Inland Rivers, Ports & Terminals (IRPT) conducted discussions on cybersecurity protocols with members that own or operate maritime facilities. The conversations elicited feedback from entities across the United States and of all sizes, and they were intended to learn about how cybersecurity is being addressed by ports and terminals on the inland waterways and by the smaller coastal facilities.

Another goal was to help these facilities become aware of and meet the requirements for facilities regulated under the Maritime Transportation Security Act (MTSA).

The regulations issued by the U.S. Coast Guard under the MTSA apply to any facility that receives U.S. cargo vessels over 100 gross registered tons, which includes nearly every cargo-handling facility on the inland waterways or on the coasts. These regulations, found at 33 CFR Part 105, require such

4 Marine Log // May 2022

facilities to prepare a facility security assessment, followed by a Coast Guard-approved facility security plan to address the vulnerabilities identified in the assessment.

A key driver of the discussions was the impact of resources — or the lack thereof — on members’ cybersecurity initiatives. Many of the facilities contacted are significantly more constrained in their financial and personnel assets than their deepwater counterparts.

Companies contacted by IRPT included maritime facilities whose staff sizes ranged from one to five individuals to more than 50 (with six to 20 persons constituting the average number of personnel). Perhaps unsurprising, there was a small but direct correlation between the size of the facility’s staff and whether it has an existing security plan of any kind. But even among facilities with a staff of 50 or more, the existence of a facility security plan was not universal.

The first line of defense in cybersecurity is cyber hygiene.

An even greater concern was the age of these security plans. Of the facilities that have an existing security plan, many of their owners and operators acknowledged that their plans were more than five years old. Given the rate at which security threats, and especially cyber threats, are continuing to evolve, an out-ofdate security plan could provide a false sense of comfort to those responsible for protecting the facility.

Another area of interest is the low rate of ongoing workforce cybersecurity training.

In this vein, the first line of defense in cyber risk management is what might be called “cyber hygiene.” This includes — at its most basic — ongoing, effective password management. (Note that the above-mentioned Colonial Pipeline attack was the result of a single, compromised VPN password for a then-unused account, according to a cybersecurity consultant who testified before the U.S. House Committee on Homeland Security on June 8, 2021.)

A strong password-management program is both low cost and simple to maintain. It includes using different passwords for different systems or applications, changing those passwords frequently, ensuring that a password is sufficiently long and complex, and limiting the number of users who have administrative-level access. Despite the ease of establishing these protocols, in their discussions with IRPT, relatively few facilities with a staff of less than 50 persons noted that they required passwords for accessing the facility’s network and systems to be changed at least every 90 days. Such inaction can and should be addressed immediately — particularly in the face of today’s highly mobile workforce — by adhering to this simple adage: When you change the locks, change the password!

Another key to defending against cyberattacks is educating the facility’s workforce to identify and avoid malicious emails, especially spoofing and phishing emails. Besides providing guidance on the telltale signs of such emails, companies can illustrate the dangers and provide learning opportunities by sending “decoy” spoofing or phishing emails to facility employees. Those who take the bait might suffer embarrassment, but the experience can go a long way in driving home a point.

Ultimately, the weakest link in the cybersecurity chain of defense is often at the keyboard. As such, the steps that can be taken to strengthen that defense are, quite literally, within arm’s reach. These conversations with IRPT members make it clear that their facilities could benefit from good password management, increased caution in email use, and other straightforward preventive actions, all of which can be implemented at little or no cost to the facility. Through their membership in IRPT, businesses can also take advantage of consulting services provided by cybersecurity firms and partnerships. Whatever expenses might be involved, in terms of employee time and other resources, will certainly be less than the cost of dealing with a ransomware attack or some other cybersecurity breach.

James A. Kearns is special counsel in the maritime practice group at law firm Jones Walker LLP.

JAMES A. KEARNS, Jones Walker LLP

Photo Credit: Jones Walker.

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WELLNESS COLUMN

S

pices can be the tiniest pinch on a plate, and yet when manipulated and concentrated, they can pack a huge wholistic punch. Their leaves, roots, and stems can carry minerals and other micronutrients that can alleviate common ailments. One such plant family that seasons plates and palates around the world is the mint family, formally known as the Lamiaceae family. This family has thousands of varieties that appear in almost every culinary tradition from Asia to Italy. When concentrated and properly prepared, the mints have benefits that are more than flavorful. The mints have documented uses as herbal agents to treat loss of appetite, aches and pains, respiratory ailments, nausea, and indigestion-related problems.

The most famous mint is peppermint.

A cross breed of two other family members, this mint is commonly seen in candy, toothpaste, tea, and in the savory flavors coating dishes like lamb. Peppermint oil is where the plant’s power lies, specifically in its menthol content. Menthol has been the subject of medical research on many occasions, including a study from March 2018 published in the Pharmacology & Therapeutics Journal. This study demonstrated wide impacts on the accelerated speed of nerve and muscle impulses based on the application of the oil. Peppermint’s magic was further detailed in an October 2020 publication in Phytotherapy Research, which analyzes nineteen studies that were focused on the effects of peppermint oil on migraine headaches. The researchers concluded that 6 Marine Log // May 2022

the oil showed positive impacts on the treatment of acute episodes, pointing toward the high menthol content as the primary agent that produced reduced symptoms. This may be good news for 37 million Americans who suffer from migraine and possibly tension headaches who are looking for complementary treatments.

The mints have documented uses as herbal agents to treat loss of appetite, aches, and pains.

Rosemary is another popular mint similar to peppermint but without the menthol content. Uses of rosemary stretch from culinary flavoring on steak and chicken to the bathroom soap scents. Medical traditions dating back to the ancient Greeks and Italians have this mint stimulating hair growth and relieving a belly ache. These traditional uses are supported by a 2021 study, which reported it to have a positive impact on gastrointestinal health through decreased oxidative stress and inflammation in the GI tract. Int J Nutr. 2021; 6(4): 1–10.

Rosemary’s impact on hair growth and

care has also been the focus of research in relationship to male-pattern baldness. Rosemary oil demonstrated equivalent effects in regrowing hair to a standard market solution. When tested at six months, the researchers found that both treatments significantly increased the overall hair counts among the men studied and could be used to regrow hair. Rosemary has traditionally been used to decrease dandruff and skin irritation that causes dryness as well, making it a win for a balding head.

Lastly the Italian culinary basic, basil, is a mint as well. There are more than 40 different basil varieties grown around the world for their edible and medicinal uses. Like the other mints, essential oils can be extracted from the plant and used in soaps and cleaners to add a powerful antibacterial and anti-fungal property to any cleaning regime.

One variety of basil that has particular potential for medicinal use is holy basil or tulsi. In 1996, tulsi was found to have impacts on antidiabetic activity for non-insulin dependent type 2 diabetics. Consumption decreased fasting blood sugar levels, blood sugar levels after a meal, and urine blood sugar levels. Research in Evid Based Complement Alternat Med. 2017 analyzed 24 human studies that showed “tulsi is a safe herbal intervention that may assist in normalizing glucose, blood pressure, and lipid profiles, and dealing with psychological and immunological stress.” Furthermore, these studies indicate the daily addition of tulsi to the diet, and/or as an adjunct to drug therapy, can potentially assist in prevention or reduction of various health conditions and warrants further clinical evaluation.

A bit of minty magic has some tasty and extraordinary benefits, but before consuming these plants, make sure you are not on medications that potentially interact with them. The mints (including rosemary and peppermint) change how the liver breaks down medications and therefore it’s important to keep your doctor abreast of your usage prior to starting any complementary routine.

Nothing in the 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 Credit: Shutterstock/ 5 second Studio.

A Pinch of Magical Mint

VESSEL OF THE MONTH

B

uilt by Australian high-speed craft specialist Incat Tasmania for Seaworld Express Ferry of South Korea, the 76-meter Santa Monica 1 is capable of carrying 621 passengers and crew and 86 cars at speeds of over 40 knots. The vessel features Incat’s tried and proven evolved hullform with its new center-bow arrangement, but it delivers a significant improvement to both waterline length and vessel trim compared with Incat’s pioneer 74-meter and 78-meter high-speed car carrying cats of the early 1990s. Featuring a motion control system, the new Incat 76-meter vessel offers significantly improved speed and fuel consumption while providing a smoother ride and an enhanced onboard experience.

Designed by Revolution Design, the Santa Monica 1 achieved a ma x i mu m speed of 49.7 knots on sea trials. Cont r ac t u a l s p e e d of 4 2 k not s w it h 10 0 tonnes deadweight aboard was achieved w it h a m a r g i n i n e x c e s s of 5 k not s .

Incat’s ability to build strong aluminum structures at the lowest weight means

8 Marine Log // May 2022

the vessel requires less power, consumes t he least possible amount of f uel, and delivers t he most ef f icient solution to meet operator requirements.

A l l passenger faci lit ies a re situated on one deck. It is fitted out for 606 passengers with 72 executive seats and 98 reclining seats in the forward business cla s s lou nge, 232 se at s m id sh ip, a nd 204 seats in the af t cabin, all supplied

by Beu r teau x . A ser v ices block separates the forward and midship sections and houses toilets, a crew mess, and a centrally located food service and preparation areas and bar. Wide corridors on either side of the food service area allow customers easy viewing and access while preventing crowding and long lines.

Evacuation facilities for passengers and crew on board Santa Monica 1 comprise four Liferaft Systems Australia marine evacuation stations, two port and two starboard. Each can serve up to a total of 200 persons.

A s w it h a l l la rge I nc at ve s sel s, t he superstructure, Tier 2 and above, is an

independent structure, connected to the hull via rubber isolation mounts, for optimum noise and vibration performance.

Vehicle access is via a vessel-mounted ramp at the stern.

Sit u at e d atop t he p a s s e nge r de c k , Santa Monica 1’s wheel house features the latest navigation, monitoring, and cont rol equ ipment. T he vessel of fers v iews f rom ra ised hel m seat i ng, w it h all instruments f itted in dark gray and black consoles to aid night v ision and minimize distraction. A dedicated docking station, 360-degree views, and CCTV deliver a high level of safety and control during voyages and docking. A separate ship’s office and lounge is located aft of the bridge.

The vessel is powered by four Caterpillar C280-16 engines, each producing 5,650 kW at 100% MCR and each driving a steerable Kongsberg Kamewa S90-4 waterjet via a Reintjes VLJ 4431 gearbox.

Four Caterpillar C7.1 generators rated at 200 ekW each and 380V, 60Hz, supply electrical power.

Photo Credit: Incat Tasmania.

Santa Monica 1:

High Speed Cat Built in Tasmania for South Korean Operator

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UPDATE

FOSS BARGES TO BECOME SMART FEEDER BARGES FOR VINEYARD WIND

DEME OFFSHORE US has entered into a

long-term agreement with Netherlandsbased motion compensation specialist Barge Master to develop technology that will be deployed in a pioneering feeder concept on the Vineyard Wind 1 project – the first commercial-scale offshore wind farm in the U.S. DEME Offshore US has the transport and installation contract for the 62 GE Haliade offshore wind turbines for the Vineyard Wind 1 project. In addition to the installation of the turbines, DEME Offshore will also handle the transportation and installation of the monopile foundations, transition pieces, offshore substation and scour protection for the wind turbine foundations, as well as the offshore substation foundation and platform. It is partnering with

Foss Maritime to develop a Jones Act-compliant smart feeder barge concept for the project.

Under the new agreement with Barge Master, four motion compensation platforms will be installed on Foss Maritime barges. The integrated, high-tech solution will enable the wind turbine components to be transported from U.S. ports to DEME’s specialized offshore installation vessels.

The Barge Master concept is based on using patented technolog y, with control systems and cylinders supporting a platform and actively compensating the motions of the barge. The wind turbine components are fastened to the motion compensated platform.

When arriving alongside the installation

vessel, the Barge Master technology ensures safe lifting operations – even for these giant components – and increases workability.

“This fully Jones Act-compliant solution, based on using U.S.-flagged and U.S.owned tugs and barges, again demonstrates our commitment to build and support the U.S. offshore wind industry and to create jobs for (unionized) American mariners,” said DEME Offshore US president Sidney Florey. “Uniquely, this technology turns existing barges into a high-tech, smart feeder concept, resulting in a competitive advantage for DEME Offshore and its partners. This solution also leads to sharp pricing and guaranteed availability for the offshore wind developers, our clients.”

PHILLY SHIPYARD, INC. reports that, following MARAD authorization, it has booked an order from TOTE Services, LLC (TOTE Services) for the construction of one additional National Security MultiMission Vessel (NSMV) – marking the fifth and final NSMV in the training ship series.

This fifth vessel will replace the aging training vessel at California State University Maritime Academy in Vallejo, California.

Construction of the new vessel (NSMV 10 Marine Log // May 2022

5) is expected to commence in 2023. The contractual delivery date is set in 2026.

The order was placed under an April 2020 contract that provides for the construction of up to five NSMVs. The initial award included the first two vessels in the program (NSMVs 1 and 2). The next two vessels in the NSMV program (NSMVs 3 and 4) were ordered in January 2021.

Philly Shipyard’s order backlog also includes a contract from Great Lakes

Dredge & Dock Company, LLC to construct a Jones Act-compliant subsea rock installation vessel (SRIV), with a contract value of approximately $200 million.

The rock installer will be constructed in between NSMVs 4 and 5 The award for NSMV 5 is valued at approximately $300 million, bringing the total order intake under the contract for the five-ship program to be approximately $1.5 billion.

Photo Credit: Barge Master.

Philly Shipyard books contract for fifth NSMV

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UPDATE

Keppel O&M and Sembcorp Marine merger agreed A SINGAPORE MEGA MERGER that has

been in the works seems finally set to happen.

Keppel Corporation Limited and Sembcorp Marine Ltd entered into definitive agreements for the proposed combination of Keppel Offshore & Marine Ltd and Sembcorp Marine.

The legacy rigs and receivables that Keppel O&M has gotten stuck with won’t be part of

the deal. They will be sold to a separate asset company that will be 90%-owned by other investors, with Keppel Corporation holding a 10% stake.

The merger comes against the backdrop of the prolonged and severe downturn of the offshore and marine (O&M) sector since 2015. That sector has seen competition for

a shrinking pool of projects intensify, contributing to an increased level of debt across the industry.

Though the parties to the agreement note that “oil prices have rallied in recent months, and conditions in the O&M sector are improving,” they say that the long-term outlook for the O&M sector is shifting.

“Growing commitments by governments and companies around the world seeking to achieve net zero carbon emissions are driving increasing demand for renewable and clean energy solutions,” they say. “These include areas such as offshore wind, hydrogen and ammonia, in which both Keppel O&M and Sembcorp Marine have built their respective capabilities and track records in the past few years.”

The combination is aimed at creating of a premier global player for the renewable, new energy and cleaner O&M solutions markets.

Singapore government-owned investment company Temasek Holdings, which is the controlling shareholder of both Keppel and Sembcorp Marine, will be the largest shareholder in the new enterprise with a 33.5% stake. The combined entity will adopt a new name and brand identity to reflect its focus on offshore renewables, new energy and cleaner solutions in the O&M sector.

J.F. Brennan acquires Harbor Offshore LA CROSSE, WIS., based specialty construc-

tion firm J.F. Brennan Company has acquired California-based Harbor Offshore, Inc (HOI).

HOI specializes in commercial diving, marine construction, maritime security barriers, and submarine cable installation. Brennan says that as well as bringing it submarine cabling and maritime security barrier expertise, the acquisition expands Brennan operations geographically. With the addition of licensing along the West Coast, Hawaii, and Alaska, Brennan is now operable in all 50 states.

“This acquisition opens new geographies, positioning us to better deliver our brand of work to clients and partners. It also adds new skill sets to our team, preparing us to take on and deliver high-demand work for the decades ahead,” says Brennan President and CEO Matt Binsfeld. “The addition of HOI builds on the incredible team and talents of everyone here at Brennan—bringing in like-minded professionals who equally value safe work that’s executed in a high-quality manner.”

12 Marine Log // May 2022

UPDATE

Brownsville yard recycles first EU-flagged ship AFTER BEING ACCEPTED FOR PROCESSING in January this year, a 158-meter

chemical tanker, the MT Wolverine, has become the first EU-flagged ship to be recycled in the U.S. in accordance with the EU Ship Recycling Regulation.

The project follows a $30 million investment in new equipment and processes at the Brownsville, Texas, yard of International Shipbreaking Ltd (ISL), part of international recycling specialist EMR Group. The investment enabled the yard to meet the rigorous requirements of the EU Ship Recycling Regulation (EU SSR).

Prior to being decommissioned, the Wolverine was sailing under the Norwegian flag.

The ship was built by the Aker Tulcea shipyard in Romania in 2006. An Inventory of Hazardous Materials (IHM) was

completed by the ship’s owner, which International Shipbreaking Limited reviewed before developing the MT Wolverine Ship Recycling Plan.

Using innovative and sustainable recycling processes, ISL was able to recycle 97% of the materials removed from the ship.

The project is fully compliant with the

EU SRR with all waste materials removed from the vessel disposed of in accordance with the EU SRR requirements.

According to Chris Green, senior manager at ISL, the Brownsville yard has the capacity to safely moor and recycle ships over 1,200 feet (366 meters) in length and 158 feet (48 meters) wide.

Valmet opens Miami office ESPOO, FINLAND, HEADQUARTERED VALMET, whose best known services include

marine automation, has opened a new office in Miami, Fla., to strengthen its local presence and improve its services to the global marine industry, including cruise ship operators.

“Out of the many Valmet offices in the U.S.A., this new one is solely dedicated to serving our marine customers,” says John Weierud, director, marine automation at Valmet.

“Miami is an ideal location for the office as it is home to the world’s largest cruising companies, and many of their ships are equipped with Valmet’s advanced automation solutions.

Our marine customers now have better access to our automation experts’ know-how as well as our cybersecurity, turbine automation and emission control solutions,” says John Weierud, director, Marine Automation, Valmet.

Valmet marine services are available for the company’s marine emission control and automation products. They are designed to improve vessel operation, including optimized performance and operation costs, safety, reduced emissions or high availability and reliability.

Today, with cybersecurity playing an increasingly important role in the marine industry, Valmet provides cruise ships with a comprehensive range of cybersecurity services. These include regular Valmet DNA automation system security audits, continuous security updates, patch management and training for personnel.

m Ipsum www.lignumvitaesolutions.com • 804-372-6206 May 2022 // Marine Log 13

UPDATE

Viega press fittings win additional NAVSEA approval combat ships, has won approval for additional components to be used onboard Last year, the Naval Sea Systems Command (NAVSEA) approved the use of Viega MegaPress CuNi press fittings in sizes 1⁄2 to 2 to be used in surface combatant vessels for a variety of systems, including chilled water, potable water, electronic freshwater cooling, seawater cooling, washdown countermeasures, drainage and many others. ProPress copper 1⁄2 fittings were also approved for potable water and various drains. Now, a new extended approval from NAVSEA includes the addition of MegaPress CuNi 90° elbows, 45° elbows, straight tees, reducing tees and reducer couplings. This allows shipbuilders and Navy personnel to better integrate Viega fittings into onboard systems.

“NAVSEA is arguably the toughest standard in the world, and we’re proud to have won additional approvals for our system,” said Viega LLC’s Director of Marine TJ Tracy. “We make the most reliable press fittings in the world and this is proof of that.”

MegaPress CuNi is made of a 90/10 copper

nickel alloy specifically designed to withstand harsh marine environments.

Two significant benefits Pressing pipe offers the Navy, shipyards and contractors two significant benefits.

The first is mitigation of fire, which is one of the greatest dangers in ship construction, repair and maintenance. Because pressing does not require heat, flame or an external power source,

NOTICE OF REQUEST FOR PROPOSALS TO PROVIDE A FREIGHT TRANSPORTATION SERVICE FOR THE ISLAND OF MARTHA’S VINEYARD CONTRACT NO. 10-2022

The Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority (the “SSA”) has issued a Request for Proposals (“RFP”) from responsible and eligible proponents who wish to be considered for a license agreement to provide a freight transportation service for the island of Martha’s Vineyard.

Proposals will be accepted until 2:00 p.m. Eastern Daylight Savings Time on Tuesday, August 2, 2022, at the SSA’s Procurement Office, which is located on the second floor of the SSA’s Administrative Offices, 228 Palmer Avenue, Falmouth, Massachusetts 02540.

The SSA has established this deadline for submitting proposals so that potential proponents will have sufficient time to submit questions and suggestions regarding the RFP after reviewing both the RFP and the documents referred to therein. The SSA asks that such questions and suggestions be submitted as soon as possible so that the SSA in turn has sufficient time to respond to them well in advance of the deadline for submitting proposals.

Steamship_halfpage.indd 1

14 Marine Log // May 2022

it eliminates the danger of fire when joining pipe. It also makes it unnecessary to post a fire watch or to prepare a job site for hot work.

The second benefit is cost and labor savings. Pressing can reduce installation time by 70% over traditional methods of joining pipe, says Viega, adding that when coupled with savings when testing the systems, the cost and schedule advantages easily outweigh the investment.

Viega MegaPress CuNi is made of a 90/10 copper nickel alloy specifically designed to withstand harsh marine environments.

The SSA’s hope is that the successful proponent’s new freight service will become a long-term part of the marine transportation network providing the island of Martha’s Vineyard with adequate transportation of persons and necessaries of life. Towards this end, although the SSA anticipates that most proponents will submit proposals to provide a conventional roll-on/roll-off ferry service to carry freight trucks and other vehicles between the mainland and the island of Martha’s Vineyard, the SSA encourages the submission of proposals to provide other methods of transporting freight to and from Martha’s Vineyard that might be more efficient, economical and/or ecofriendly than a conventional ferry service. If a proponent would like to submit such a proposal and is not certain whether its proposal would be considered responsive to the RFP or suitably evaluated under the evaluation criteria set forth in the RFP, the proponent should contact the SSA so that this RFP can be appropriately revised well in advance of the due date for the submission of proposals without prejudice to fair competition.

In order to receive electronic versions of the RFP and all subsequent addenda issued by the SSA to the RFP, please email the SSA’s Procurement Officer, Peggy Nickerson, whose email address is pnickerson@steamshipauthority.com. Electronic versions of those documents may also be requested by calling Ms. Nickerson at (508) 548-5011, ext. 515, during the SSA’s regular business hours.

compensation and other evaluation factors specified in the RFP. The RFP fully details the procurement process and the requirements for each proposal, and persons interested in submitting proposals for the License Agreement must comply with the provisions thereof. Unless all proposals are rejected, the SSA shall award the License Agreement to the eligible and responsible proponent who offers the most advantageous proposal to the SSA, based upon the RFP requirements and the evaluation criteria established for the License Agreement.

The SSA is soliciting competitive proposals pursuant to a determination that such a process best serves the interest of the SSA and the general public, and not because of any legal requirement to do so. The SSA reserves the right to accept or to reject any and all proposals, to modify or amend with the consent of the proponent any proposal prior to acceptance, and to waive any informality, all as the SSA in its sole judgment and discretion may deem to be in its best interest.

Issued: March 18, 2022

The SSA is utilizing a RFP procurement process for this License Agreement. Under such a process, the selection of the most advantageous proposal will be based upon proposed

Photo Credit: Viega.

VIEGA, THE FIRST PRESS FITTING SYSTEM to meet the standard for use on U.S. Navy

4/4/22 11:31 AM

UPDATE

Jones Act IMR vessel to get W2W system for offshore wind role DUTCH OFFSHORE ACCESS SYSTEM PROVIDER Ampelmann has signed its first

contract for the U.S. offshore wind market. It is to supply an E1000 motion compensated walk to work (W2W) system to Des Allemands, La., based Otto Candies LLC. In December last year, Siemens Gamesa Renewable Energy (SGRE) said that it would use the Otto Candies Jones Act-compliant offshore IMR (inspection, maintenance and repair vessel) Paul Candies, during the construction phase of the South Fork Wind project, offshore New York.

Ampelmann says the W2W system will be fitted to the Paul Candies in third quarter 2023, to support the hook-up and commissioning of turbines and that the vessel will be used during the construction of the South Fork, Revolution and Sunrise offshore wind farms.

As the system compensates for all six degrees of freedom in relation to the vessel and turbine, it will enable safe, consistent, and reliable offshore access in sea states up to 4.5 meters Hs during its year-long operation, says Ampelmann.

Along with providing safe access for personnel, the system will also be used to hoist cargo,

E1000 W2W system

equipment, and tools and the gangway’s fuel transfer capabilities will allow for the testing of the generators and turbines.

By converting the Paul Candies into a W2W vessel, says Ampelmann, the E1000 will enable the servicing of multiple turbines at once, greatly increasing the speed and efficiency of operations.

“We would like to express our deepest gratitude to Otto Candies for choosing us to facilitate this important operation,” says

Steven Kaub, Ampelmann’s business developer for American offshore wind. “Over the years, we have developed a solid relationship with Otto Candies, and their enduring trust in our systems and services allows us to showcase what we can offer to the U.S. offshore renewables market.”

Ampelmann has more than a decade of experience in the American offshore access market, but this will the first time that the E1000 will be used in U.S. offshore wind.

May 2022 // Marine Log 15

INSIDE WASHINGTON

Navy Shipbuilding Budget Hearings Could Get Contentious

T

he U.S. Navy’s documentation in support of its FY2023 budget request is now available. While the Navy says its request procures nine battle force ships in FY 2023, it actually doesn’t. Here’s what a Congressional Research Service (CRS) report released on April 27, says: “The Navy’s proposed FY2023 budget requests $27.9 billion in shipbuilding funding for, among other things, the procurement of eight new ships, including two Virginia (SSN-774) class attack submarines, two Arleigh Burke (DDG-51) class destroyers, one Constellation (FFG-62) class frigate, one LPD-17 Flight II class amphibious ship, one John Lewis (TAO-205) class oiler, and one Navajo (TATS-6) class towing, salvage, and rescue ship. The Navy’s FY2023 budget submission shows a ninth ship—the amphibious assault ship LHA-9—as also being requested for procurement in

FY2023. Consistent with both prior-year congressional authorization and appropriation action and Section 126 of the FY2021 National Defense Authorization Act...CRS reports on Navy shipbuilding programs, including this report, treat LHA-9 as a ship that Congress procured (i.e., authorized and provided procurement—not advance procurement [AP]—funding for) in FY2021.

Navy officials have described the listing of LHA-9 in the Navy’s FY2023 budget submission as a ship being requested for procurement in FY2023 as an oversight.”

That kind of “oversight” is likely to upset many in Congress. Something else that will not go unchallenged is that the Navy also proposes retiring 24 ships, including nine LCS vessels.

So, if the Navy aims to decommission more ships than it builds, how will it get to its force-structure goal that calls for achieving a fleet of 355 ships of certain types and numbers? Though

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the 355-ship goal was made U.S. policy by the FY2018 NDAA, the CRS report notes it “does not reflect the new fleet architecture (i.e., new mix of ships) that the Navy wants to shift toward in coming years. This new fleet architecture is to feature a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third element of large unmanned vehicles (UVs). The Navy and the Department of Defense (DOD) have been working since 2019 to develop a successor for the 355-ship force-level goal that would reflect current national defense strategy and the new fleet architecture.”

Something else that has irked Congress in the past has been the Navy’s failure to submit a 30-year shipbuilding plan with its budget request. This year, it has, in a sense, produced three plans in one. The FY2023 30-year (FY2023FY2052) plan presents the results of three studies on possibilities for the Navy’s successor force-level goal.

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TTB

TUGS TOWBOATS BARGES

Readying the Fleet and Workforce for the Future

2022

On March 29-30, 2022, the tug, towboat and barge industry gathered in Mobile, Ala., for networking and discussions on ways to improve business.

Bruce Strupp of ABB at the podium

Caitlin Dunckel (Phoenix) and Mike Complita (EBDG)

Keynote speaker Jennifer Carpenter of AWO shares a laugh with the audience

Arcosa’s Neal Langdon

Zulema Franco and Carlos Guerra - Gulf Copper

Conrad Shipyard gets set for booth visitors

Zack Melancon and Logan Taylor at the Panolin Booth

Caitlyn Stewart - AWO

Steerprop team is ready for business

Del Wilkins (Canal Barge), Kasey Eckstein (Ingram Barge) and Jenny Johnson (Crowley)

18 Marine Log // May 2022

Arthur Seaman of Sea Machines presents

Serious discussions at MSHS booth

Conference sessions got serious attention

Garrett Rice of Master Boat Builders talks tugs

Curt Leffers of Crowley with Jack Nash of Maritime Partners and ABB’s Ed Schwarz

Phoenix booth attracts visitors

Glosten’s Maggie Moon (center) and Morgan Fanberg (right)

Getting down to business at the EBDG booth

Gregg Baldassarre of Rix Industries with EBDG’s Mike Complita

Shival Sapre presents for Kongsberg Maritime

R.A. Mitchell promotes its offerings

Another busy session in the conference room May 2022 // Marine Log 19

TTB TECHNOLOGIES Hydrogen One will use reformer technology to generate hydrogen for the fuel cells that will power it.

New Tug and Towboat Technologies Open Up More Options

By Jonathan Hawes

20 Marine Log // May 2022

advanced vessel control technology package from ABB. “The eWolf is part of Crowley’s push to be the most sustainable maritime company in the country,” said Paul Manzi, vice president for Crowley Shipping. “It’s a first of class, not a one-off.”

Spartan is the first of two hybrid diesel electric sister tugs ordered from Master Boat Builders by Seabulk.

ABB also is working on the initial design of the Maritime Partners Hydrogen One towboat that will use reformer technology to generate hydrogen for the fuel cells that will power it. The M/V Hydrogen One is being developed by Maritime Partners with Elliott Bay Design Group, e1

Photo Credit: (top) EBDG; (bottom) Master Boat Builders.

T

o d ay ’s t u g s a n d t ow b o a t s are increasingly offering future-facing features, most n o t a b l y i n c l u d i n g p ow e ri n g s o l u t i o n s w i t h f u t u re upgrade paths designed. But, while current generation vessels provide better fuel economy, a lower carbon footprint, and other improvements, such features are not cheap, and customers have to be able to justify the expense.

Noting one major trend, David Lee, senior account manager for ABB Marine & Ports says that the adoption of hybrid and electric drivetrains has finally started catching on in the United States.

“Collision avoidance, auto parking and [other features] are now at our disposal,” a d d s Le e . “Sy s te m s s u ch a s t h e A B B Marine Pilot Control and Marine Pilot Vision are installed to take the pressure off our mariners so they can focus on the task at hand.”

Crowley’s eWolf tug–the first fully electric harbor tugboat in the U.S., built for sustainable and safe operations at the Port of San Diego in California, will feature an integrated electric propulsion system and

TTB TECHNOLOGIES goals] with the task of the tug, and its cost and performance.”

These innovative ways of decreasing a vessel’s carbon footprint make sense if the costs to have them can be justified by savings. Before such a consideration, any new vessel must be shown to be more environmentally friendly than the vessel that it will replace, ABB’s Lee said.

“We work with the customer to truly calculate what emission reduction can be realized to make sure they’re getting the reduction they expect,” he added.

“Sometimes a hybrid system is not more environmentally friendly than their current wor kboats because of how the y operate it.”

Regulations Forecast

Spirit prior to launch at Master Boat Builders.

Master Boat Builders also has a battery hybrid tug in its portfolio. Part of the time during operation, that vessel is a zeroemissions boat.

Goals & Needs Choosing one of these eco-friendly models should be weighed with one’s needs for the vessel closely in mind. Again, the cost of these features, ahead of purchasing and for decades afterward, must make sense to the owner to justify the cost.

“Wh a t a re yo u r g o a l s ? ” R i ce a s k s .

“It’s a question of balancing [ecological

Photo Credit: Master Boat Builders.

Marine, and ABB. In both of these cases, ABB was chosen as the integrator for the propulsion system.

Master Boat Builders’ recently delivered Spartan tugboat is one of two hybrid diesel electric sister ships it will be delivering to SEACOR group member Seabulk.

“The performance [of the vessel] is really fantastic,” said Garrett Rice, president of Master B o at Builders. “ T he lifecycle cost is significantly lower—there’s a chance they’ll never have to overhaul their main engines because they won’t be running them as much.”

Sometimes regulatory requirements override pocket book considerations, and as detailed and ever more stringent government regulations evolve they must be factored into vessel designs. As a result, increasingly tugs and towboats are being designed to be retrofitted later when better technology is available.

“Hybrid tugs are the wave of the future.

Getting there, is the big problem,” Rice said. “People are asking, ‘What’s the tug of the future?’ I don’t think that we’ll have one type that dominates. You’ve got to look at the application—the type of job it will do.”

“Regulations are at the core of every design decision that is made on these workboats,” Lee said. “We are working closely with the USCG to make sure the systems meet the intent of the rule as we progress.”

Regulations in one part of the country, like California, can be expected to be adopted elsewhere in the country in the future, experts say.

The push for more ecological vessels also is producing benefits that weren’t

22 Marine Log // May 2022

TTB TECHNOLOGIES always expected from those designing the vessels.

Crowley’s all-electric eWolf.

“There are some unexpected windfalls,” Manzi said. “Diesel is up, but the price of electricity hasn’t gone up….As the renewable energy world becomes a more reliable source, our operation costs are going to go down.”

Also, maintenance costs can be greatly reduced by the new technology. Removing and replacing parts on an electric tug is easier and cheaper. The savings can be about 20% of total maintenance costs.

“Advances in the automotive industry have allowed us to take this path forward,” said Bryan Nichols, director of Business Development for Crowley.

To cover more potentially growing markets, tug and towboat manufacturers also are doing some pivoting towards offshore wind developments, “For anyone in the marine industry, [offshore wind] is a new industry that helps them diversify their offering. The marine industry is very volatile and those e nv i r o n m e n t a l i m p a c t o f v e s s e l s i s resulting in leaner designs, too. Part of of us that have been in it for some time have seen highs and lows,” Lee said. “The the plan is for expected obsolescence offshore wind industry can help take some of s om e en g i n e p a r t s , w h i ch w i l l b e replaced later on. volatility out of the market.”

WMi & 12:51 “A tug PM or a towboat is a 30-year asset,” A l e a n2014 er m n dBCs eShip.pdf t i n t e r1m s06-26-14 of

Rice said. “How do we build that, anticipating the changes in technology going forward….Methanol is becoming a fuel of choice. Building a tug for methanol will look nothing like a battery tug.”

Jonathan Hawes is a freelance writer.

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May 2022 // Marine Log 23

Paul Matthews is the first African-American port director in the history of the state of Louisiana.

Q & A WITH

PAUL MATTHEWS CEO Spotlight: Matthews takes the helm at Port of South Louisiana.

By Heather Ervin, Editor in Chief

P

AUL MATTHEWS took over as the new executive director of the Port of South Louisiana this past January.

Matthews replaces long-time Executive Director Paul Aucoin, who served the port for over eight years and led the organization through record growth. Matthews is the first African-American port director in the history of the state of Louisiana.

Matthews has several years of por t experience in the Gulf region. Prior to joining the Port of South Louisiana, Matthews served as deputy port director at Plaquemines Port Harbor and Terminal District. He joined Plaquemines Port in 2017 after serving as the community affairs manager at the Port of New Orleans.

As deputy director, he helped negotiate multi-million-dollar terminal leases and facilitated the development of a privatepublic partnership to expand rail service at the Plaquemines Port. He also assisted in securing millions of dollars of federal port security and dredging funds and was

24 Marine Log // May 2022

involved in attracting grants for critical port infrastructure projects among so many other things.

When he took over at the port, Matthews said that he looks forward to leading the Port of South Louisiana by maintaining so many of the port’s successes and growth through focus on infrastructure, agriculture, and the energy transition.

Here’s what else he had to say in a Marine Log exclusive: Marine Log (ML): Prior to your designation as the Port of South Louisiana’s new executive director, you held roles at Plaquemines Port Harbor and Terminal District and at the Port of New Orleans. Can you tell us a bit about those roles and what you learned that you plan to keep in mind as you lead the Port of South Louisiana?

Paul Matthews (PM): During my tenure at the Plaquemines Port, I helped negotiate multi-million-dollar terminal

leases and facilitated a private-public partnership to expand rail service. I also assisted in securing millions of dollars of federal funds for port security and dredging and was involved in attracting grants for critical port infrastructure projects.

As I spent more time at Louisiana ports, I quickly realized that community outreach was lacking.

The people knew there were ports but didn’t know exactly where they were or what they did. I spearheaded a community outreach plan to bring awareness to our maritime operations and have continued to advocate for the connection between residents, industry, and the actual ports.

I’m likely the only individual to have spent time working at three ports in the same region. I plan to use the perspective I gained from working at those ports with great leaders as I work with my team at the Port of South Louisiana. Regionalism is necessary for us to all achieve our full potential in the maritime industry.

ML: How did you get your start with ports? Is it a career path that you saw coming or did you happen into it like so many of us?

PM: I began my journey in the port industry in 2012, when I joined the Port of New Orleans to spearhead community affairs. My efforts led to engaging more than 6,000 civic, business, academic leaders, and local, state, and federal-elected delegations with maritime-related issues, such as economic and workforce development and infrastructure improvement.

I think if it hadn’t been for the advice and mentorship of then-Executive Director Gar y LaGrange, a career in the maritime industry would not have been on my radar.

ML: As many of our readers know, Paul Aucoin is your predecessor. Have you had the chance to talk to him about your role and was there anything valuable he instilled in you in preparation for you taking over?

PM: I know I have big shoes to fill as executive director of the Port of South Louisiana. Paul Aucoin’s accomplishments and the impact of the port on the regional and national economy are inarguable.

His advice was simple: acknowledge shortterm and long-term challenges, establish goals, formulate a plan while leaving room for adjustment, rely on your staff, and understand the board. Paul helped to continue

Photo credits: Port of South Louisiana

CEO Spotlight

Paul Matthews

The general cargo dock at the port’s public facility, Globalplex Intermodal Terminal, which was recently outfitted with two high-capacity Konecranes.

the Port of South Louisiana’s success. My approach will be different but no less impactful, of course.

ML: The Port of South Louisiana is one of the country’s largest tonnage ports. What’s going on at the port that our readers might find of interest? Any new expansions or projects in the works?

PM: Transportation is our business. We are truly multimodal, with access to land, air, road, and rail. We’ve been focused on upgrading the road aspect and taking advantage of some of the federal funding available.

Infrastructure improvements to our Globalplex Intermodal Terminal include: • Installation of two Konecranes Gottwald Model 6 Portal Harbor Cranes that will expand our cargo capacity to help win back tonnage and help with

mid-streaming frequency and speed; • Reinforcement of the dock that will increase weight limit and improve truck capacity; • Internal roadway improvements to help ease use of our facilities; and • Second access bridge to improve ingress/ egress to our dock.

Additionally, we are supporting the following regional infrastructure, transportation projects: • I-310/U.S. 90 corridor and improvements, which will upgrade 160 miles of U.S. 90 to interstate standards; • Widening of LA 3127 that will convert the roadway from a two- to a four-lane highway; • Installation of I-10/Reserve interchange that would provide a direct access to I-10 from Reserve, alleviating traffic in LaPlace and Gramercy; and

• Extension of runway at PSL’s Executive Regional Airport from 5,100 to 6,500 feet to accommodate larger corporate and eventually cargo aircraft.

ML: A hot topic at the moment is sustainability and greening maritime operations. Is the port tackling some of these green hurdles to become a more sustainable operation? If so, can you tell us more about that?

PM: We are poised to assist existing industry in making attractive energy transitions, including the introduction of alternate fuel for modern vessels.

We also support the initiative of green fuels/carbon capture. Wind and solar also play a part in making renewable energy successful for all. Our existing industry has already begun to try new ideas to speak to the green movement, and we are prepared to help in any way we can.

May 2022 / Marine Log 25

DREDGING

U.S. DREDGING CONTRACTORS BOOST THEIR TSHD FLEETS

26 Marine Log // May 2022

a hopper or hold inside their hulls. They are primarily used for dredging loose material such as sand, clay or gravel. The main features of a TSHD are drag heads, suction pipes, swell compensators and gantries.”

Dredging Contractors of America says that “a hopper dredge is well-suited for dredging materials ranging from soft mud and silt to dense sands and clay. It can maintain operations in relatively rough seas, and because of its mobility, be used in high-traffic areas. It is often used at ocean entrance channels and is very productive in deep water and wide open spaces. A hopper dredge is nimble and can transit quickly to dredged material placement sites under its own power without the need for tug assist or towing.”

From a shipbuilding viewpoint, one take away from this is that TSHDs are ships, not workboats, and building them requires a shipyard capable of handling full-size

vessels stuffed with some fairly complex, specialized equipment. With that in mind, let’s take a look at some vessels currently being built or on order.

GLDD eyes its options Great Lakes Dredge and Dock (GLDD), the largest dredging contractor in the U.S., currently has a 6,500-cubic-yardc a p a c i t y T S H D o n o rd e r a t C o n r a d Shipyard that’s set for delivery in first quarter 2023. The contract includes an option for a second vessel.

In a call with financial analysts back in February, GLDD president and CEO Lasse Petterson said a decision on the option dredge would come in second quarter 2022.

“That additional dredge could be incremental capacity, but we do have three older hopper dredges, which are coming up,” Petterson said. They’re really good revenue earners for us at this point in time. But as

Photo Credit: Royal IHC.

T

hings are looking good for the U.S. dredging industr y. On March 29 this year, the Biden administration announced that it will invest more than $2.7 billion in funding to U.S. Army Corps of Engineers projects focused on strengthening ports and waterways —and a lot of that spending will be on projects requiring dredging.

Cont r ac tors have b e en gear ing up according ly. A number of significant dredge construction projects are underway at shipyards around the country—with trailing suction hopper dredges (TSHD) very much in the spotlight. Why the current emphasis on TSHDs? Two industry associations give some indications of the capabilities of the assets.

The International Association of Dredging Contractors says that “TSHDs, or hoppers, are self-propelled ships that contain

DREDGING Trailing suction hopper dredges currently under construction in U.S. yards include a sister ship for the Royal IHC designed 8,550-cubic-yard TSHD Magdalen, delivered by Eastern Shipbuilding to Weeks Marine, Inc, in 2017.

announced, “the Multi Cats will give us the ability to dredge with enhanced operating efficiencies needed to maintain our shorelines and waterways.”

Eastern Shipbuilding builds a second for Weeks A TSHD under construction at Eastern Shipbuilding Group (ESG) for Weeks Marine Inc, the R.B. Weeks, is a sister ship to the Magdalen (ESG 256), delivered in 2017

and has a hopper capacity of 8,550 cubic yards. It was designed by Royal IHC of the Netherlands, which also delivered a number of its key components.

“In nearly all respects, the R.B. Weeks is identical to the Magdalen,” said Joey D’Isernia, president of Eastern Shipbuilding Group. “The R.B. Weeks is a technical sister ship to the Magdalen, so the vast majority of the ship’s designs were transferable to the Magdalen with relatively minor updates.

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you know, when you go through drydocking of older vessels, the cost goes up, and at some point it comes time to retire these old ladies, and they’re very small compared to this new dredge that we are looking at.”

Conrad is carr ying out the detail design and constructing the dredge—or dredges, if that option is exercised— based on a desig n prov ided by Great Lakes’ in-house engineering department in collaboration with Netherlands-based C-Job Naval Architects.

Also on order for GLDD at Conrad are two Damen Multi-Cats. They are the first of these versatile workhorses to be built in the U.S. and can perform a wide range of tasks and eliminate the need for assorted floating support equipment, such as derrick barges, tow boats and anchor barges.

“This is a milestone moment for the U.S. shipping industry and our company,” said Pettersen at the time the order was

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DREDGING This has been great for us and for Weeks Marine. We were able to drastically cut down the engineering timeframe at the front of the project, get a quick start on construction, and continue construction with good information to build the vessel quickly and efficiently. Domestic operators get as much life out of their dredges as they can, so we can expect to see the R.B. Weeks work alongside the Magdalen for many decades to come.

“The integrated electrical power, propulsion, and dredge machinery package remained nearly identical to the Magdalen’s,” said D’Isernia. “Updated EPA emissions regulations required upgrading the engines from Tier II to Tier IV. It was very convenient that the Magdalen had GE [now Wabco] engines because this manufacturer opted for EGR to meet Tier IV requirements rather than urea after treatment.”

Royal IHC has also been awarded a contract for the design and engineering of a 6,500-cubic-yard TSHD for Cashman Dredging and Marine Contracting Co., LLC of Quincy, Mass. The new vessel will complement Cashman Dredging’s current fleet of specialized dredging equipment and will primarily ser vice the coastal protection and navigation maintenance

markets when it enters service in 2024.

convenient access for future maintenance.

Biggest in U.S. fleet

Callan to add its first TSHD

What will be the largest TSHD in operation in the U.S. when it is delivered, is a 15,000-cubic-yard hopper capacity vessel under construction for Seattle, Wash., based Manson Construction Co. at the Keppel AmFELS shipyard in Brownsville, Texas.

To be named Frederick Paup, it has a length of 420 feet, breadth of 81 feet and draft of 28.5 feet. Slated to be fully operational by spring 2023, it marks Manson’s single biggest investment in its 115-year history.

Designed in collaboration with naval architecture firm Hockema Whalen Myers Associates Inc., the dredge is to be equipped with three Schottel type SRP 510 L FP RudderPropellers. Schottel says that the well-elaborated hull design concept allows for the propulsion system to be integrated in an exceptional manner. The aft appendages are optimally tailored to the rudder propellers in order to supply the thrusters with the lowest-possible turbulence flow. A long propeller arm length allows for an arrangement at the stern in portside, center and starboard positions with

The Frederick Paup may not keep its “largest in the U.S.” title for long. Galveston, Texas, headquartered Callan Marine continues to expand its fleet. Last year, it released the tender package for a TSHD with a hopper capacity of 16,000 cubic yards. To be named the Admiral Nimitz, it will have an overall length of 422 feet and a breadth of 92 feet.

The diesel-electric powered dredge will have a maximum draft of 28.8 feet, a maximum dredging depth of 100 feet in the short dredge pipe configuration, and 130 feet in the long dredge pipe configuration.

It will accommodate a crew of 28.

Currently the Callan fleet includes six cutter suction dredges of various sizes. Why add the TSHD? “The Admiral Nimitz will be a robust, powerful addition to the capacity of the Callan fleet,” said Maxie McGuire, president of Callan Marine, when plans for the new TSHD were announced. “As the market continues to require maintenance dredging at an unprecedented rate, the Nimitz will allow Callan to respond quickly and efficiently to projects along the coast.

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28 Marine Log // May 2022

5/7/21 9:30 AM

FEATURETTE

Crane Vessels Up Productivity Giant Crane Ship

JMS provided complete engineering and design services for the new crane barges.

Photo Credit: (Top) DR Video LLC; (Bottom) Jan De Nul.

A

t the beginning of the year, JMS Naval Architects, Mystic, Conn., reported that the C&C Marine & Repair shipyard in Belle Chasse, La., had completed the construction of two 250-by -64-by-16-foot gantry crane barges—Weeks 537 and Weeks 539 — designed by JMS for Weeks Marine of Cranford, N.J. JMS provided complete engineering and design services for the concept through detail design of the new crane barges to support both an existing Clyde Model 28 gantry crane and a new E-Crane 3000 series gantry crane.

The firm performed engineering calculations and developed design drawings in accordance with the requirements of the ABS Rules for Building and Classing Steel Barges.

JMS also developed a structural and systems design package, including generator and machinery arrangement, fuel, electrical, and hydraulic system one-lines, towing arrangements, crane rail and tiedown installation, drydocking and anode plan, and a construction details package.

Following installation of the E-crane, JMS developed weight change calculations and performed a deadweight survey to determine the lightship weight of the barge.

Stability calculations were prepared and submitted to ABS for review and issuance of a load line certificate.

Hybrid Crane Vessel And in February, the dredging and floating debris department of Amsterdam’s water utility, Waternet, took delivery of a Damen Crane Vessel 1804 WN25 from Damen Shipyards Hardinxveld.

Waternet does more than supply drinking water, it also processes wastewater and maintains water levels in Amsterdam’s waterways.

The 18-meter vessel is equipped to undertake a range of roles including detecting and removing garbage and abandoned derelict boats, as well as towing and pushing barges when required.

Designated the WN25, the crane vessel has been adapted to meet Waternet’s specific requirements. Its hull shape has been modified to reduce the suction effect when sailing close to the side of a channel and through bridges.

To minimize emissions, it has a hybrid propulsion system with lithium ion batteries installed in a dedicated air-conditioned section of the vessel, charged by an EU Stage 5 certificated engine. With a capacity of 138 kWh, the batteries give the vessel a maximum speed of 8 knots and a range of 3.5 hours at 6.5 knots, plus a bollard pull of 2.1 tonnes.

In addition, the wheelhouse has been redesigned, allowing it to be lowered in order to minimize the air draft and both it and the accommodation are also air-conditioned.

“While Waternet was already an existing customer of Damen Shipyards, having bought some Damen patrol vessels over the years, this latest contract was awarded to us via a European tender process that pitched our proposal against those from other leading shipbuilders,” said Jeroen van Woerkum, commercial manager at Damen Shipyards Hardinxveld. “We were of course delighted with the outcome.”

The CMHI Haimen shipyard in China floated out Jan De Nul’s giant crane ship Les Alizés earlier this year.

Aimed at the offshore renewables and decommissioning market, it will be the largest heavy lift vessel in the Jan De Nul fleet, able to install super-large offshore wind components in floating conditions and with ultra-low emissions.

Main features of the vessel include a main crane of 5,000 tons, a deck loading capacity of 61,000 tons, and a deck space of 9,300 square meters.

Since the ship was ordered at the end of 2019, the design of Les Alizés has been further fine-tuned. Jan De Nul is investing in innovative mission equipment that provides solutions for the next generation offshore wind installation challenges while improving safety and efficiency.

As an ultra-low emission vessel, Les Alizés is equipped with a highly advanced dual exhaust filter system, removing up to 99% of nanoparticles from emissions using a diesel particulate filter (DPF) and reducing the NOx emissions and other pollutants by means of a selective catalytic reduction system (SCR) to levels in accordance with EU Stage V regulation. Les Alizés and Jan De Nul’s jack-up Voltaire will be the first two seagoing installation vessels in the world with extremely low emissions.

Les Alizés is due for delivery in the second half of this year.

May 2022 // Marine Log 29

NEWSMAKERS

Linda L. Fagan Nominated as Next USCG Commandant President Biden has nominated Adm. LINDA L. FAGAN to serve as the 27th commandant of the U.S. Coast Guard.

On confirmation, she would be the first woman to serve as commandant.

She currently serves as the 32nd vice commandant.

Norway’s Eidesvik Offshore has appointed ARVE NILSEN as its new chief operating officer (COO) and ELLEN SOFIE OTTESEN as its new chief technology officer (CTO). Both are company veterans. Nilsen has been with Eidesvik for 13 years and moves up from the role of technical manager. Ottesen moves up from the role of director of sustainability and has 25 years of experience within the maritime industry.

JOSH WEINSTEIN, currently chief operations officer for Carnival Corporation & plc, the world’s largest cruise company, is to assume the president and CEO role. He will succeed current president and CEO ARNOLD DONALD, who is being appointed vice chair and member of the boards of directors, effective August 1.

The Port of Corpus Christi Authority has named MARCELO “YUDI” TAKIZAWA as its director of trade development. Takizawa, who comes to the port authority from Vopak, has more than 20 years of commercial business and market development experience. He will oversee all business and trade development initiatives for the port.

Alabama Shipyard, LLC has appointed GREG WAGNER as its new chief executive officer. He joins the shipyard from the position of CEO at Navarro Capital Partners LLC., an oil and gas industry marine and subsea construction support services provider. A graduate of SUNY Maritime College, Wagner has held management and executive positions in marine operations, business development, and project and asset management.

ROBERT W. MURRAY has been selected to lead the National Association of Waterfront Employers (NAWE) as its next president effective May 19, 2022. He will work with current NAWE president, LAUREN BRAND, through the end of June to ensure a smooth transition.

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30 Marine Log // May 2022

1/6/22 3:09 PM

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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.

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TECH NEWS .

THE TECHNOLOGY THAT’S KEY to the the Hydrogen One towboat project (see p.

20) has received Approval in Principle (AIP) from classification society Lloyd’s Register.

That technology — e1 Marine’s methanol to hydrogen generator — allows fuel cell-grade hydrogen to be safely and costeffectively generated on board a vessel from methanol and water.

The Lloyd’s Register AIP provides indep endent ver ification that e1 Mar ine M-series methanol to hydrogen generator can support megawatt scale fuel cell power applications, meeting all applicable regulations, codes, and standards.

According to e1 Marine, the AIP will act as a spring board for enabling the demonstration of the generator across different maritime sectors from ports and towboats to offshore and deepsea vessels.

32 Marine Log // May 2022

“The maritime industry faces a once-in-ageneration challenge in managing the way it utilizes energy for propulsion as part of the global energy transition to net zero carbon,” said Robert Schluter, managing director at e1 Marine. “Using e1 Marine’s technology, with methanol providing a safe and effective carrying medium for hydrogen, enables the adoption of clean zero emission fuel cell power solutions.

With the M-series methanol to hydrogen generator, we are making hydrogen a viable fuel option for the maritime industry for vastly different applications.”

E1 Marine is equally owned by technology company Element 1 Corp, Irish-based product and chemical tanker operator Ardmore Shipping Corporation, and Metairie, La., based Maritime Partners, which, with a fleet of over 1,600 inland waterways vessels, is the largest lessor of marine equipment in the United States.

ROYAL CARIBBEAN CRUISES’ latest Oasis class cruise ship, Utopia of the Seas, will be the first ship powered by Wärtsilä 46TS-DF engines. Designed with a focus on efficiency, environmental performance, and fuel flexibility, the 460 mm bore x 580 mm stroke 46TSDF is the latest addition to the Wärtsilä multi-fuel engine portfolio. Wärtsilä says that it signals a new era of medium-speed marine engines and, in gas fuel mode, has the highest efficiency thus far achieved in the medium-speed engine market.

The Utopia of the Seas, which is being built by French shipbuilder Chantiers de l’Atlantique, will feature six Wärtsilä 46TS-DF engines with gas valve units, NOx reducer SCR systems, and LNGPac. “Cutting-edge efficiency and leading environmental performance are crucial factors when designing our new ships,” says Harri Kulovaara, EVP newbuilding and innovation, Royal Caribbean Group. “We were delighted to work with Wärtsilä – as well as with the shipyard Chantiers de l’Atlantique – from an early stage in development to make sure these engines are the ideal fit to power the latest addition to our fleet while advancing our sustainability journey.”

The Wärtsilä 46TS-DF has a twostage turbocharging to deliver high levels of efficiency and power density across a wide operational range. This level of efficiency reduces fuel consumption and lowers emissions, while being easily retrofittable for future carbon-neutral and carbon-free fuels.

The e1 Marine M-series methanol to hydrogen generator can support megawatt scale fuel cell power applications.

Photo Credit: (Top) e1 Marine ; (Sidebar) Wärtsilä.

On-board methanol to hydrogen generator gains a key approval

New Wärtsilä large bore engine will debut in Utopia of the Seas

TECH NEWS

Could tanks from older LNG carriers be reused in FLNG facilities?

W I T H D E M A N D F O R F L O AT I N G LNG (FLNG) facilities being widely predicted to rise, ABS has granted approval in principle to a design concept that could simplify FLNG construction.

The design, jointly developed by Kawasaki Kisen Kaisha, Ltd. (K-Line) and JGC Corporation (JGC), supported by Japan’s Ministry of Land, Infrastructure, Transport and Tourism, involves transferring and reusing LNG cargo tanks from spherical tank (Moss tank) LNG carriers in the hulls of new FLNG facilities.

By re-using existing LNG vessels’ Type B storage tanks, the potential number of shipyards globally able to build FLNG units is increased, which supports the forecasted demand for a wider and quicker adoption of FLNG technology.

“In many areas of the world, FLNG represents a potential solution to the challenge of meeting increasing demand for natural gas without the need for an export pipeline to shore and the associated infrastructure. ABS is committed to supporting development of FLNG globally while retaining a laser focus on safety,” said Tor Ivar Guttulsrod, ABS Director, FLNG and FSRU. “This innovative FLNG leverages KLine’s expertise in LNG carrier business and contributes to reuse of existing assets to support the world’s environment. K-Line will continue to make relentless efforts and generate new values to meet the diversifying needs of our customers,” said Satoshi Kanamori, Executive Officer of K-Line.

So, where will all those pre-used Type B tanks come from? By one estimate, there are about 250 older steam-turbine powered LNG carriers that won’t meet IMO’s

EEXI and CII standards. What’s not clear is how many of those ships have Mosstype tanks and how many are in operation with K-Line.

Photo Credit: K-Line.

New Valmet solution targets particulate matter emissions VALMET HAS LAUNCHED A NEW EMISSIONS CONTROL SOLUTION that allows particuiate matter (pm) to be removed from a vessel’s exhaust gas flow.

As well as being used to control particulate matter emissions, such as black carbon, the Valmet Wet Electrostatic Precipitator, or WESP, also captures heavy metals, acid mist, oil mist, and visible plume.

Its operation is based on a very strong electrical field between discharge electrodes and collecting tubes. The electrical field charges the particles in the exhaust gas flow, resulting in their migration away from the flow to the collecting tubes. The process is fully controlled automatically by Valmet DNA or other distributed control systems and can utilize new Valmet Industrial Internet (VII) features. The WESP

system for marine use is based on technology by Valmet’s partner AWS Corporation.

“For years we have been developing solutions to help the marine industr y reduce its emissions. The new wet electrostatic precipitator now enables our customers to reduce emissions from their fleet efficiently,” says Timo Lamminen, product sales manager, Valmet.

Valmet reports that it has recently tested a WESP and scrubber combination and cut exhaust gas particulate matter and black carbon emissions in a marine diesel engine by up to 99%. The solution enables shipping companies to lower their particle matter and black carbon emission levels and tackle global warming. It also makes it possible to comply with tightening regulation and even reach the EURO 6 norm,

which is the tightest regulation for road transportation in the European Union.

The pilot testing and configuration project was carried out together with VTT Technical Research Centre of Finland Ltd (VTT).

Until now, IMO’s regulations on air pollution have addressed mainly SOx and NOx emissions, but the awareness of particle matter and black carbon emissions is growing due to their negative impact on global warming and human health.

Whereas SOx scrubbers can reduce particulate matter and black carbon emissions with limited efficiency, a combination of a wet scrubber and a wet electrostatic precipitator, or a standalone wet electrostatic precipitator, can capture these emissions almost completely from a ship’s exhaust gas, says Valmet.

May 2022 // Marine Log 33

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34 Marine Log // May 2022

3/24/22 4:50 PM

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May 2022 // Marine Log 35

SAFETY FIRST

Maintaining Focus and Balance in a 24/7 Industry work hours and to call her if they need her after-hours. It is a simple but effective process that helps both them and her get the information they need. Being cognizant of others’ and your own communication preferences helps keep the business running safely, and it helps you keep some balance.

Notification Settings

H

ello, my name is Mary McCarthy, and I love working. It can sound silly to say, but the majority of the people I’ve met in my 15 years in the maritime industry feel the same way. It may be the numerous family companies, the relatively small nature of the industry, or just that inexplicable draw to working on the water, but most colleagues I know describe working using the word “love,” “addicted,” and “lifer.”

After the pandemic pushed many people’s work lives into their homes, everyone started talking about the importance of maintaining “balance” for their mental and physical health and safety. However, I noticed that the oft-repeated advice about how exactly to achieve this is not very useful to people who work in an industry where, 24 hours a day, 7 days a week, you have fellow coworkers working. Most of us in the industry simply cannot turn our phones off and take a break because our colleagues may need support on a critical safety issue at any time of the day or night.

It’s what we love about the industry—it’s different and challenging and exciting every day—but the truth is it can put strain on our personal lives and lead to distractions that can cause mistakes and incidents.

And we all know, now more than ever, that mental health is just as important as physical heath when it comes to thinking 36 Marine Log // May 2022

about the safety of our colleagues and ourselves.

So, what’s a boat-loving person seeking a bit more focus and balance to do? Since I couldn’t find any articles or research on this specific topic, I’m going to share with you three of the lessons I have learned from the shoreside perspective. I’ve come to firmly believe that having awareness of the unique challenges of working in the maritime industry and talking about how to navigate them can help all of us continue to use the word “love” when we talk about work.

Communication This is the biggest one for me—finding out others’ communication preferences and sharing our own helps urgent messages get handled immediately and anything nonurgent to be received during a time where it can actually be absorbed. This helps mitigate both immediate distractions that can lead to incidents and long-term stress from a constant barrage of information.

On the vessel side, checking to see what a boat is doing before calling the captain always helps, as does confirming they’re safe to talk when they pick up the phone.

From the shoreside perspective, a friend who works in barge logistics told me that she asked her Dispatch teammates to always Microsoft Teams chat her during

Holidays & Flex Time We work on holidays in this industry; it’s one of the small costs of working in the best industry in the world. However it doesn’t mean you lose that day forever.

Mariners, seafarers, and their families are well versed in moving major holidays like Thanksgiving and Christmas to a day when they’re off the boat. Sometimes we don’t always think about it shoreside, but it is absolutely possible to take next day off if you worked on a holiday due to an unexpected issue that arose. Many people in this industry learned long ago that moving holidays is a common-sense way to keep the business running while taking breaks that are needed to maintain your physical and mental health and safety.

MARY MCCARTHY Vice President of Regulatory Affairs Turn Services LLC

Photo Credit: Shutterstock/Mikalaj/Mencuk.

Adjusting communications between work and personal life can help avoid distractions that could lead to mistakes, incidents, and burnout.

We all know that our smart phones give us a lot of benefits—you can be frolicking at Disneyland with your family with the peace of mind that you are available if there is a vessel emergency. However, personally, if my phone is near me and I know I might be messaged, it is tough to stop checking it, which can be distracting. So, I have started adjusting my notification settings to help me focus on work messages during work hours and communications from family and friends during nights and weekends (with exceptions for emergencies from both, of course).

How you do this depends on what communication platforms you use, and it may take some work to set up, but it helps me avoid distractions that could lead to mistakes, incidents, and burnout.

A Family of Companies.

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24-Hour Contact 912 236 1331 ext 7100 mgosales@colonialfuels.com www.ColonialOilIndustries.com Morehead City, NC | Wilmington, NC | Georgetown, SC | Charleston, SC Savannah, GA | Brunswick, GA | Jacksonville, FL | Cape Canaveral, FL