Marine Log December 2021

ARINE OG M L www.marinelog.com

HELPING MARITIME PROFESSIONALS MAKE INFORMED DECISIONS

December 2021

The first zero-emission hydrogen fuel cell ferry, Sea Change, has been fueled for final sea trials.

DISTINCTIVE DELIVERIES of 2021

WOMEN IN MARITIME Who’s Who for 2021?

TOP STORIES OF 2021 Challenges, Triumphs and Tragedies

U.S. OFFSHORE WIND Finally, it's really starting to happen

CONTENTS

10 DEPARTMENTS 2 EDITOR’S LETTER 2021: A Year of Innovation and Resilience 4 INLAND WATERWAYS Infrastructure Bill is a Once-in-aGeneration Success 6 WELLNESS Sounds of Peace for Mental Health 8 VESSEL OF THE MONTH Singing River Island: Metal Shark 55 Defiant Joins Pascagoula Pilots Fleet 10 REGULATIONS Net-Zero: Deadlines, Designs and Demands 12 UPDATES • Siemens Gamesa Taps Candies Vessel for Offshore Wind • Svitzer to build next-gen TRAnsverse Tug

24 FEATURES

18

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

For the second year, we wrap up 2021 by introducing you to some of the industry’s leading female players

24

DISTINCTIVE VESSELS OF 2021 Which Made Our List of Top Vessels This Year?

A variety of vessels, including a few world firsts, make our list for 2021

30

TOP STORIES OF 2021 Which Stories Were the Most Popular Among Readers?

From the Ever Given to the Seacor Power tragedy, these stories made up our most popular articles for the year

36

2021: THE RISE OF OFFSHORE WIND A Look Back At U.S. Offshore Wind Developments In 2021 With multiple major projects underway, the year has been an extremely positive and exciting one for the industry

14 INSIDE WASHINGTON MARAD Report Sets Path Forward for USMMA 38 TECH NEWS Inside World’s First Hydrogen Fuel Cell Commercial Vessels

Cover Photo Credit: Photo courtesy of All American Marine

40 NEWSMAKERS Martecchini Elected 16th President of Webb Institute 44 SAFETY As Weather Gets Worse, We Must Be Better December 2021 // Marine Log 1

EDITOR’S COLUMN

MARINELOG DECEMBER 2021 VOL. 126, NO. 12 ISSN 08970491 USPS 576-910 SUBSCRIPTIONS: +1 (402) 346-4740 Fax: +1 (847) 291-4816 Email: marinelog@omeda.com

One unique innovation this year was the M/V Hydrogen One concept, powered by a methanolto-hydrogen fuel cell.

PRESIDENT Arthur J. McGinnis, Jr. amcginnis@sbpub.com PUBLISHER Gary Lynch glynch@sbpub.com Photo Credit: Elliott Bay Design Group

2021: A Year of Innovation and Resilience

W

hile innovations in marine technology, shipbuilding and design happen every year, this year was undoubtedly thrown a few curveballs and they weren’t all due to COVID. As we report in our “Top Stories of 2021” feature story on page 30, the story that got the most attention this year wasn’t COVID at all, but rather the saga of the Ever Given containership that got wedged across the Suez Canal on March 23.

In the end, some maritime companies came together to literally dig the ship out and set it on its way.

And after more than two years, the capsized car carrier Golden Ray was finally removed from the waters off the coast of Georgia. The removal process was riddled with hiccups, including a fire in the hull remnants this year, but again, the industry came together and got the job done.

Getting back to innovations, two first-of-their-kind vessel projects—one tow boat and one tug—were unveiled this year.

Announced at the end of November, the world’s first methanol-fueled towboat, the M/V Hydrogen One (pictured above), is set to join the Maritime Partners fleet and become available for charter in 2023 to meet the pressing demand for sustainable

towboat operations.

Just a few months earlier in July, Crowley Maritime announced the eWolf tug, the first fully electric harbor tugboat in the U.S. The tug, which will also be delivered in 2023, will be built for sustainable and safe operations at the Port of San Diego.

Less positive, but equally important this year was the continuation of the crew change crisis that has stranded seafarers aboard ship for many months in excess of their original contracts.

Shipping also had its hands full quite literally with port congestion issues at the ports of Los Angeles and Long Beach, which is now subsiding to some extent.

So, what about the resiliency part of this letter’s headline?

Just re-read ever ything above. This industry has shown time and time again that it will overcome any challenge that comes its way—despite a pandemic and all that comes along with that.

SENIOR EDITORIAL CONSULTANT Nicholas Blenkey nblenkey@sbpub.com ART DIRECTOR Nicole D’Antona ndantona@sbpub.com GRAPHIC DESIGNER Hillary Coleman hcoleman@sbpub.com MARKETING DIRECTOR Erica Hayes ehayes@sbpub.com PRODUCTION DIRECTOR Mary Conyers mconyers@sbpub.com SALES MANAGER David Harkey dharkey@sbpub.com SALES REPRESENTATIVE KOREA & CHINA Young-Seoh Chinn corres1@jesmedia.com CLASSIFIED SALES Jennifer Izzo jizzo@mediapeople.com CIRCULATION DIRECTOR Maureen Cooney mcooney@sbpub.com CONFERENCE DIRECTOR Michelle M. Zolkos mzolkos@sbpub.com CONFERENCE ASSISTANT Stephanie Rodriguez srodriguez@sbpub.com CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Tracy Zea Waterways Council Inc. SIMMONS-BOARDMAN PUBLISHING CORP. 88 Pine Street, 23rd Floor, New York, NY 10005 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: www.marinelog.com E-mail: marinelog@sbpub.com

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

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2 Marine Log // December 2021

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

INLAND WATERWAYS

Celebrating a Once-in-a-Generation Success

A

fter months of negotiations and high political drama, late on the night of November 5, the House of Representatives passed the Senatepassed infrastructure bill (H.R. 3684, Infrastructure Investment and Jobs Act) otherwise known as the Bipartisan Infrastructure Framework.

For the nat ion’s inland water ways s y s te m , t h i s i s a h i s to r i c e ve n t t h a t will provide $2.5 billion in full federal funding for the construction and modernization of inland waterways projects.

In accordance with the law, the Capital Investment Strategy (CIS) navigation projects w ill be given priorit y as the money begins to flow to projects.

When the $2.5 billion is paired with full annual appropriations for the U.S. Army Corps of Engineers’ Civil Works Mission, two-thirds of the CIS portfolio could potentially be funded to completion over the next five years.

T h i s i s a gen er a t i on a l w i n for t h e inland waterways to modernize the system for energy security, increased global competitiveness, and further improvement of our environmental footprint.

Project-specific funding will be allocated in a detailed spend plan by the Corps’ Chief of Engineers and must be submitted to the House and Senate no later than 60 days after the president 4 Marine Log // December 2021

signed the bill into Law, which at press time was expected on November 15.

Allocation of Funds Star ting no later than 120 days after enactment of the bill, the Chief of Engineers will provide a monthly report to the Appropriations Committees in the

This is a historic event that will provide $2.5 billion in full federal funding for the construction and modernization of inland waterway projects.

House of Representatives and the Senate detailing the allocation and obligation of funds, and new construction projects selected to be initiated.

In other good news, the Corps’ Operations and Maintenance account for all business line items within its Civil Works

mission will receive $4 billion in this infrastructure bill. While these funds are not directly tied to our industry, inland waterways projects and dredging will be eligible to compete for operation and maintenance funding in the Corps spend plan.

WCI is grateful to its members for their dogged support of WCI’s work to continually beat the drum to Congress and the administration that the inland waterways are an integral part of the transportation supply chain.

Even after this bill is signed, WCI will continue to tout the importance of the inland waterways system to the nation.

Ahead, WCI w ill continue to work with the Corps and the Inland Waterways Users Board to ensure that the funding is efficiently spent on the priority projects identified in the CIS and that modernization of the system can truly be completed.

In past writings I have said “the waiting is the hardest part,” but with the passage of this monumental infrastructure bill, the wait was well worth it.

TRACY R. ZEA

President/CEO, Waterways Council Inc.

Photo Credit: Shutterstock/Ron Adar

Late on November 5, the House passed the Senate-passed infrastructure bill.

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WELLNESS COLUMN

Sounds of Peace for Mental Health

A

s the holiday season rolls around again, the hunt for peace is on. Letters and symbols of peace appear on shop windows, hanging on street lights, plastered on cards and gift wrap, and in white doves flying across disposable coffee cups. We are reminded of our universal desire of peace everywhere. What peace looks like is different to each of us. Whether it is stealing moments of quiet from the constant clattering of ship’s machinery or a desire for moments of peace from your own ruminating thoughts, consider allowing your ears to carry the sounds of peace with you.

Our b o dy’s abilit y to fe e l p ea ce is entangled with our central nervous system (CNS). It acts as a control system that allows us to accommodate and respond to the wildness of the world, raising and reducing our anxiety levels. Nerves are constantly sending, receiving, and processi ng orders th at te l l mus cl e s a n d organs what to do and how to respond to our physical and mental strife.

One part of the CNS, the autonomic nervous system, helps us understand and obtain peace as the environment supports its evolution. This system has two parts that act like a Yin and a Yang. The first helps us fight-or-flight when stressors arrive on scene (the sympathetic nervous system), while the contrary system helps us relax after the danger is past (the parasympathetic nervous system). This

6 Marine Log // December 2021

follow-up system helps us de-stress by releasing relaxation hormones that calm our body and clear the way for the mind to follow.

Researchers at the Brighton and Sussex Medical School in the U.K. found that “natural sounds” can activate the parasympathetic nervous system. They gave adult subjects functional magnetic resonance imaging scans while listening to a series of five-minute soundscapes of natural and manmade environments.

T h e s e s o u n d s prom p te d t h e br a i n to focus attention externally allowing patients to reduce feelings of rumination, internal anxieties and the pressures of every day stress. Over all, the sounds of nature increased the parasympathetic nervous system’s response.

This response was fur ther increase when those sounds were natural, and not from an artificial sound machine (although both have shown to impact rest and recovery). Taking a walk by a babbling brook, standing on a ship and listening to the sea lap at the hull, or listening to ocean or forest sounds can bring calm to a contemplating mind.

White Noise Other sounds that can reduce stress and anxiety have been studied, as well. A favorite of many sailors and truck drivers is “white noise.” Our maritime workers sleep inside of noisy ships, where background variations and

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

EMILY REIBLEIN

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

Photo Credit: Shutterstock/ fizkes

Sounds prompt the brain to focus attention externally to allow reduced feelings of rumination, internal anxieties and the pressures of every day stress.

machinery-laden spaces constantly move creating a tough sleeping environment.

White noise encompasses all the audible frequencies in equal amounts giving a person a steady hum that hides all the other noises that live in the background.

This well researched noise does have benefits to relaxation and sleep. While conflicting results exist as to whether white noise improves the actual sleep quality, it has shown benefits toward helping people fall asleep (Front Neurol.

2017, Dec. 21; 8:718). Machines that emit this very specially constructed noise can be taken into any space and used to bring on a relaxing bedtime advantage.

For those who are inclined toward a combination of musical notes, classical music is a fine choice to bring on peace.

In 2015, a research group studying complementary therapies examined the relationship between classical music and bodily functions like heart rate and blood pressure (also controlled by the nervous system). Subjects were exposed to a series of stressful tasks, and then an experimental group spent 20 minutes listening to music while the control group rested.

The results showed that the music helped to decrease stress by increasing the activation of the parasympathetic nervous system. These findings showed that classical music could be effective at calming the body and bringing feelings of ease to the mind.

Our hearing has the unique ability to bring unto us sounds that resonate deeply within our bodies and that can change how we respond to the world.

Its gift of quick relief from our internal and external chaos can help us find new and readily available ways to examine peace throughout this holiday season and into the year to come.

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A DE NORA COMPANY

VESSEL OF THE MONTH The new 55 Defiant Pilot combines a proven hull form with a modern, crew-friendly arrangement designed to deliver comfort, safety, efficiency, and performance.

J

eanerette, La., headquartered Metal Shark has delivered a 55by 17-foot welded aluminum pilot boat to the Pascagoula Bar Pilots Association in Mississippi. Called Singing River Island, the vessel is the second Metal Shark pilot boat to join the Pascagoula Pilots fleet and represents the latest evolution in the builder’s growing Defiant-class pilot boat lineup.

Designed by Metal Shark ’s in-house engineering team and built at the company’s Franklin, La., shipyard, the new 55 Defiant Pilot combines a proven hull form with a modern, crew-friendly arrangement designed to deliver class-leading comfort, safety, efficiency, and performance.

For its pilot boat clients, Metal Shark pairs the militar y-proven Def iant hull for m w it h a n a r r a ngement de sig ne d specifically for pilotage. Flat, non-skid decks run from bow to stern and allow pilots to move quickly and safely around the vessel, rugged pilot-specific fendering systems absorb impacts, and stern corners and bow feature a gentle radius to allow easy underway separation from ships following pilot transfer. Safety rails

8 Marine Log // December 2021

and grab handles are carefully placed, and pilot boarding platforms are configured to suit the requirements of each operator.

For Pascagoula, a foredeck transfer zone features integrated port, starboard, and forward stairways leading to two deployable platforms, allowing pilots to quickly and safely board ships from either side of the vessel.

The 55 Defiant Pilot features an innovat ive pi lot house desig ned to del iver best-in-class visibility. The use of Metal Shark’s signature “pillarless glass” with reverse-raked windshield signif icantly reduce s bl i nd spot s compa red to t he industry’s legacy pilot boat designs with smaller, framed windows. An innovative t wo-tiered side w indow arrangement, with a second row of windows below the belt line, provides unmatched downwarda ng le v isibi lit y f rom t he helm during alongside maneuvers or man-overboard retrieva l. A pa nora mic sk ylig ht a rray provides an unobstructed upward view while operating alongside ships during pilot transfer.

As built for Pascagoula Pilots, the 55 Def iant’s spacious climate-control led

c abi n is equ ipped w it h fou r Domet ic HVAC units and offers seating for seven, accommodating a single operator forward plus six pilot passengers. For comfort and convenience, each swivel seating position is equipped with a footrest, adjustable armrests, white/red LED lighting, a drink holder, and two 12-volt USB outlets.

A f u l l elec t ronic s su ite i ncludes Furuno TZtouch2 multifunction black box system with integrated GPS, radar, depth sounder, and a FLIR M-series 364C premium t herma l imaging system for nighttime operations.

Twin Cats To m e e t t h e c l i e n t ’s p e r f o r m a n c e requirements, Metal Shark equipped the Singing River Island with twin 803 hp. Cat C18 engines turning Michigan Wheel 34-inch diameter Nibral fourb l a d e p rop e l l e r s t h ro u g h Tw i n D i s c MGX5146A 1.961 gears.

This combination delivers a cruising speed in the 25-knot range and a top speed approaching 30 knots. An 800-gallon fuel capacity allows for a cruise speed range of approximately 280 nautical miles.

Photo Credit: Metal Shark

Singing River Island:

Metal Shark 55 Defiant Joins Pascagoula Pilots Fleet

REGULATIONS

Net-Zero: Deadlines, Designs and Demands

By C.F. St. Clair

F

or shipping, a critical announcement from COP26 was the U.S. move, along with 14 other count r i e s , to s i g n a D e cl a r a t i on on Zero Emission Shipping by 2050.

That is a major advance on the current (2018) IMO (International Maritime Organization) goal, of reducing greenhouse gases (GHG) by at least 40% by 2030, and possibly 70% by 2050, compared to 2008.

Just prior to the November COP26 m e e t i n g , t h e I M O’s “ I n t e r s e s s i o n a l Working Group on Reduction of GHG Emissions from Ships” met in October.

One document for the Working Group’s consideration was a proposal submitted by the International Chamber of Shipping (ICS) and INTERCARGO: “A levy-based MBM (market based measure), per tonne of CO2 emissions, to expedite the uptake and deployment of zero-carbon fuels.”

For many reasons, an MBM is pref e r re d to, s ay, a n e m i s s i o n s t r a d i n g system or mandatory emission limits, two approaches that could be unaligned with technological developments.

Alternative Fuels An MBM could offset the green price gap between traditional and alternative fuels.

It could be established relatively quickly and timing, of course, is critical. The paper notes that it took seven years for IMO to finalize oil pollution funding, and that was seven years after several years of preliminary and informal discussions. Not to mention, 2030 is just eight years away.

10 Marine Log // December 2021

Two other factors to highlight: A carbon levy can be linked to technology, thereby keeping “upward ratchets” dependent on the availability and applicability of zerocarbon technologies.

“The rate and value of a fuel levy,” the authors write, “requires careful consideration, recognizing that in order for an MBM to be effective, the technologies to which the MBM is meant to expedite transition towards will need to exist for that transition to take place.”

Second, an MBM can be based on fuel bur ned, prov iding t r ansparency and accountability and avoids a tempting slush fund that accumulates just because of calendar deadlines.

I C S a n d I N T E RC A RG O r e f e r e n c e another core programmatic concern: research, and, more particularly, a $5 billion R&D fund that was supposed to be established to advance zero-carbon technologies. ICS and INTERCARGO make clear that their MBM proposal is separate from the IMO’s R&D Fund (IMRF).

The IMRF is referenced as a “shortterm” measure. The MBM is “mid-term.”

There is a chicken-and-egg reality here.

Research has to deliver net-zero engines before a carbon tax can push people to buy those engines.

The ICS/INTERCARGO document provides insights into the difficult machinations within these international debates, complexities rarely referenced by diplomatic pronouncements about netzero. ICS and INTERCARGO “reiterate the urgent need” to approve R&D funding

and accelerate zero-carbon technologies.

“There is widespread agreement that large numbers of zero-carbon ships need to be delivered by 2030 if the current IMO level of ambition for 2050 is to be achieved. Technology Readiness Levels with respect to zero-carbon technologies and fuels suitable for marine application are currently inadequate to achieve this by 2030.”

I C S / I N T E RC A RG O co m m e n t t h a t R&D and MBM decisions, while separate, “simply depend on the political will of Member States to be taken forward.”

They add a cautionary note: “If the Organization is unable to reach agreement on the IMRF, it is difficult to see how the Organization can realistically ever reach agreement about the far more complicated issue of an MBM.” Eng ineers from a major Amer ican engine manufacturer, with products across market sectors, were asked to provide insight into some of the ICS/INTERCARGO concerns.

Fuel is the top consideration. Overall, these individuals don’t expect a singular solution that fits across all markets, like diesel today. They predict there could be multiple solutions, dependent on vessel application and regulations.

While ammonia, hydrogen and methanol may be considered promising today, other fuels are likely to emerge. Implementation timelines are critical. From new engine concepts to production can take over five years. “The sooner this harmonization occurs,” they commented, “the sooner we will see changes in our industry.”

Bottom-Line Concern Finally, don’t forget the bottom-line concern here: Regulations. At some not too distant point, what is agreed at IMO will be incorporated into international conventions to which the U.S. and other countries are signatories and. in turn, into regulations.

Jeffrey Lantz, U.S. Coast Guard, is the U.S. Head of Delegation to the GHG Working Group. Other reps, seven in all (including Lantz), are from EPA and Department of State.

The group also includes an “Adviser” from the International Council on Clean Transportation.

Photo Credit: Shutterstock/GreenOak

Smoke exhaust gas emissions from a large cargo ship.

UPDATE

BIZ NOTES

The first of these tugs will be built to comply with IMO Tier III emissions regulations.

Svitzer to Build Next-Gen Mulipurpose Tug MAERSK GROUP TOWAGE OPER ATOR SVITZER has reached an agreement

with naval architect firm Robert Allan Ltd. and Turkey’s Sanmar Shipyards to build a next-generation TRAnsverse Tug. The first of these multipurpose tugs will be a 25.8-meter, 60-tonne bollard pull vessel built to comply with IMO Tier III emissions regulations.

The tug is designed with thrusters in line and an omni directional hull form. To make full use of its advanced capabilities the tug is equipped with a render recovery double drum escort winch and a set of 100 T SWL tow pins.

In addition to its innovative design emphasis have been put on ease of operation for the onboard crew implementing technologies, such as the Svitzer Catcher to allow for line handling from the bridge.

According to Svitzer, the TRAnsverse Tug is able to generate higher steering forces than most designs of similar dimensions and comes with an innovative stable design and an ability to push, pull and maneuver in all directions – all neatly wrapped in a smaller and nimbler tug boat. With omni direction hull form and propulsion, steering forces 12 Marine Log // December 2021

over the full range of speeds and maneuvers, and a unique towing arrangement, the compact and fuel-efficient TRAnsverse Tug design is scalable and suitable for all types of harbor and terminal towage operations.

Looking ahead, the TRAnsverse Tug will provide the base design for the recently announced carbon neutral methanol fuel cell tug that Svitzer and Maersk are developing together with Robert Allan Ltd.

Game Changer “This tug is a game changer,” said Svitzer COO Ingrid Uppelschoten Snelderwaard.

“Our customers expect us to deliver flexible and environmentally friendly towage services at a competitive price and it is our passion to think out of the box and deliver innovative solutions to meet these expectations.”

Together with a core Svitzer team, Thomas Bangslund, Svitzer’s head of technical innovation, has led the invention of the new tug design that after a series of successful tank tests and simulations is now ready to be built

by Sanmar with Robert Allan as the designer.

The first Svitzer TRAnsverse tug will be built for Svitzer Europe harbor towage duties with expected delivery in third quarter 2023.

In a move that is expected to bring hundreds of jobs to Jacksonville, Fla., Fincantieri Marine Systems Nor th America is to expand its ship repair operations on the U.S. East Coast. Aimed at both commercial and government vessels, the focus of the ef for t will be Commodores Point, Jacksonville, where the company will bring in a large dry dock.

“We are investing millions of dollars in water front improve ments, including bringing in a large dry dock, which will allow us to be a top-tier marine repair o p er atio n,” s aid R y a n S mit h, Fincantieri Marine System’s president and CEO. “The dry dock will be U.S. Navy-certified, which will enable us to repair and maintain Navy vessels in addition to our work on commercial and Coast Guard vessels.”

In August, Fincantieri received approval from the Navy to participate in repair and maintenance delivery orders on the Freedomclass lit toral combat ships curre ntly ho me p or te d in near by M ay p o r t , Fl a. I n O c t o b e r, i t received approval to compete for work on the remaining Mayport surface fleet.

With the company ’s ex pansion in nor theast Florida, Smith plans to employ more than 300 men and women over the next three years. These jobs include positions in pipefitting, shipfitting, welding, electrical, outfitting, preservation, and mechanical specializations.

St ar ting in ear ly 2022, t he company will be open to pro vide ser vices to small to medium-sized commercial vessels at the Commodores Point facility.

Although the large dry dock will not be operational until 2023, Fincantieri will be available for topside work on larger vessels pier side.

Photo Credits: Svitzer

FINCANTIERI EXPANDS U.S. EAST COAST SHIP REPAIR OPS

UPDATE

World’s First Autonomous Containership Makes First Voyage ARE SHIPS’ CREWS destined to follow department store elevator operators into the pages of history? Likely not any time soon, but the world’s first all-electric autonomous containership, Yara Birkeland, has just completed its maiden voyage in the Oslo Fjord.

The 120 TEU vessel will be used by Norwegian fertilizer giant Yara to transport mineral fertilizer between Porsgrunn and Brevik, eliminating 1,000 tonnes of CO2

emissions and replacing 40,000 trips by diesel-powered trucks a year.

The ship is the result of a collaborative project, with Kongsberg being responsible for the development and delivery of all its newly developed technology. Although designed for eventual fully autonomous operation, initially it will be operated from Kongsberg and Wilhelmsen joint venture Maasterlys’ monitoring and operation’s

center in Horten.

The ship was built by Fincantieri’s Norwegian subsidy Vard, with support from Enova, a Norwegian government enterprise responsible for promotion of renewable energy.

Yara Birkeland will now begin a twoyear testing period of the technology that will finally see it certified as an autonomous, all-electric containership.

Siemens Gamesa Taps Candies Ship for Offshore Wind

Photo Credits: (Top) Kongsberg ; (Bottom) Otto Candies LLC

S I E M E N S G A M E S A R E N E WA B L E ENERGY (SGRE) is to use an Otto Can-

dies LLC Jones Act-compliant offshore IMR (inspection, maintenance and repair vessel), the Paul Candies, during the construction phase of the South Fork Wind project, offshore New York.

Brigitte Hagen-Peter, marine assets and operations manager for SGRE, revealed the plan yesterday at an ABS panel discussion on offshore wind held in New Orleans where much off the focus was on the high cost of building vessels such as SOVs (service operations vessels) in the U.S. “We don’t have the project pipeline at this point” to support a newbuild project, said Hagen-Peter. Instead, she said, Siemens Gamesa reached out to U.S. operators, setting the challenge, “Here’s our operational requirements, show us what you can do.”

As yet, more details of what the Paul Candies w ill be doing, or how it w ill be modified, have yet to emerge, However, the 101.2-meter vessel, delivered in 2018 by Candies Shipbuilders, has some impressive capabilities.

“We are very excited about utilizing the Paul Candies,” Hagen-Peter says.

December 2021 // Marine Log 13

INSIDE WASHINGTON

MARAD Report Sets Path Forward for USMMA

W

ith the Midshipman X case still shedding an unwelcome spotlight on some aspects of student life at the U.S. Merchant Marine Academy, the U.S. Department of Transportation (USDOT) and the Maritime Administration (MARAD) have released a new report that might prove timely.

Entitled “Organizational Assessment of the U.S. Merchant Marine Academy (USMMA): A Path Forward,” it is accompanied by an implementation plan prepared by the National Academy of Public Administration (NAPA).

NAPA’s assessment affirms that USMMA faces “longstanding systemic issues” across almost all areas of its operations, including educ a t i o n a l p ro g r a m s ; f a c i l i t i e s maintenance and capital management; sexual assault and sexual harassment prevention and response,

including during the Sea Year; diversity, equity, and inclusion; and internal and external governance.

The assessment further warns that, “Because of the magnitude and fundamental nature of the challenges USMMA faces, the greatest risk to USMMA’s future is doing nothing to significantly address its challenges and the causes of those challenges.”

NAPA’s report also makes clear that these challenges have worsened over many years and that under-resourcing—particularly unmet personnel needs—makes many of these challenges more difficult to resolve.

The Way Forward Since the start of the new administration, USDOT and MARAD leaders have been focused on the most urgent issues facing the USMMA. USDOT and MARAD will establish a Task Force, as recommended by

the NAPA report, to develop recommendations that help chart the academy’s future.

USDOT and MARAD also have n u m e ro u s e ff o r t s u n d e r w a y t o address challenges identified in the NAPA report. For example, USDOT and MARAD have announced a temporary pause in Sea Year training and are developing new requirements for commercial vessels that carry cadets to protect the safety, security, and wellbeing of cadets.

In alignment with the reports’ recommendation that USMMA should engage a facility executive to direct and coordinate maintenance and capital efforts, USDOT has detailed a senior federal official to direct ongoing efforts to address the academy’s maintenance backlog and lead capital efforts.

In addition, leadership is working to finalize and implement a campuswide maintenance contract.

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TOP WOMEN 2021

2021

TOP WOMEN IN MARITIME

As the maritime industry continues to increase diversity and bring more women into its ranks, we wrap up 2021 for the second year in a row by bringing to you our list of Top Women in Maritime.

Our editorial team has carefully selected these 20 women of varied backgrounds, ages and locations based on nominations made by those of you in the industry. We asked these women to tell us about the successes they’re most proud of in their maritime career—whether it’s in shoreside management, onboard a vessel, or in another field.

Stay tuned for more on these accomplished women as we couldn’t fit everything worth saying about them here!

18 Marine Log // December 2021

TOP WOMEN 2021

CAPT. ALEXANDRA HAGERTY Master with American Maritime Officers Union

Hagerty is a founding member of the Nautical Institute’s Younger Members Council; vice president of international relations with the Council of American Masters; and the U.S. rep with the International Federation of Shipmasters Associations, an NGO at the International Maritime Organization. She maintains notable memberships and fellowships with other U.S. organizations. She is also captain on the hospital ship Africa Mercy with Mercy Ships. She also started a non-profit called Captains Without Borders. She is fluent in five languages.

Marine Log (ML): What successes are you most proud of in terms of your maritime career?

AH: I am proud to encourage young people across globe into pursuing a career at sea and mentoring them. I realize that a seagoing career opens doors to a plethora of opportunities, including speaking, writing and being involved in professional organizations. I presented a paper with USCG Com. (Retired) Camilla Bosanquet at IFSMA-IMO Biennial AGM on “Recruitment, Retention and Advancement of Women on Ships & Ashore.” I am proud to watch cadets who I mentored pursuing career paths at sea and in the boardroom.

ALISA PRASKOVICH Vice President of Corporate Sustainability at Crowley Maritime

Shutterstock/ hbpictures

Praskovich leads sustainability strategies to meet emission reduction targets, facilitate responsible growth, provide for supply chain resiliency, and drive ESG performance across Crowley’s portfolio. She previously led Crowley’s LNG business development efforts in marine markets to provide innovative fueling solutions to vessels using LNG for main propulsion.

Before Crowley, she retired as a Commander in the U.S. Coast Guard. Praskovich also worked as an Ocean Policy Advisor in the White House as part of the Obama Administration’s National Ocean Council staff.

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

AP: I’m proud of the privilege to play a leading role in several maritime industry firsts to include serving as an Ocean Policy Advisor on the first-ever U.S. National Ocean Council and helping implement the firstever U.S. National Ocean Policy for the stewardship of our oceans. I also provided oversight and regulatory approval of the world’s first rocket booster recovery barge for SpaceX, oversight and regulatory approval of the world’s first LNG-powered containerships with TOTE and Crowley. I also helped with oversight of the first U.S. LNG marine bunkering.

ANGELA CHAO Chairman and CEO of Foremost Group

Chao attended Harvard, where she graduated magna cum laude in three years and earned her MBA from Harvard Business School. Before being named Foremost’s CEO in 2019, she concentrated on the fundamentals of ship operations and ship management while overseeing the implementation of Foremost’s Safety Management System, and then later, the fleet’s Vessel Security Plans in compliance with the IMO standards. Chao serves on numerous public and nonprofit boards, including the Executive Committee of BIMCO, the China State Shipbuilding Corporation, and many more.

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

AC: I am proud of the fact that Foremost Group is internationally recognized for its modern, eco-friendly fleet and for our exceptional service, high integrity, and superior performance.

I am also extremely proud that gender diversity has always been, and will always be, a priority at Foremost. Approximately half of our onshore staff are women, and from that diversity of backgrounds, opinions and perspectives, we are able to deliver the best outcomes for our partners.

BETHANN ROONEY Deputy Director of the Port Department at The Port Authority of New York and New Jersey

Rooney is the architect and coordinator of the port’s Council on Port Performance, the first forum of its kind established as a framework for port constituents to identify challenges to port efficiency and service reliability. She also served as the general manager of port security, assuming this post in the aftermath of 9/11. Recognized as a world leader in maritime security and emergency management, she implemented and oversaw a comprehensive program in the nation’s most visible, highest risk port. Her measures became a model for other ports, and she expertly testified before Congress regarding port and maritime security.

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

BR: There are two experiences that stand out the most. The first is working with Congress and the Coast Guard to develop the Maritime Transportation Security Act of 2002 and the ensuing regulations, which completely changed the security culture of maritime and established a riskbased approach to integrating security into ports. The second experience I am most gratified by is being the primary architect of the port’s Council on Port Performance back in 2014.

December 2021 // Marine Log 19

TOP WOMEN 2021

CLAUDIA KATTAN

ELIZABETH WHITE

Vice President Central America, Mexico & Panama at Crowley

Principal and General Manager for Glosten’s East Coast Office

Kattan has a 25-year experience in leadership and managing international business operations. She oversees the shipping, warehouse, land transportation, customs, and NVO services at Crowley. She has served more than 10 years as a board member of the American Chamber of Commerce of Honduras, where she currently serves as president.

In addition to her 15-year relationship with the Honduran Shipping Lines Association, she currently serves as an advisor for the Chamber of Commerce of San Pedro Sula. Kattan was recognized as a leader in the women executive business world in the region and at Crowley. She was awarded with the Thomas Crowley Award in 2005.

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

CK: I’ve developed a stronger maritime operation to connect Central America and the U.S., which has grown inland transportation, warehouse, and end-to-end solutions. I’m proud that Crowley in Central America holds one of the highest employee engagement rates for the company. I take pride in being an active advocate of women’s empowerment in the maritime industry to promote career advancement and to give back to the community through Crowley Cares.

DEBRA CALHOUN Senior Vice President of Waterways Council Inc.

In her role at WCI, Calhoun manages the communications and media relations program for the organization. Calhoun has worked with WCI since its inception in 2003, and developed the communications program of its predecessor organization, Waterways Work! She served as the organization’s Interim president and CEO from February to July 2020. Calhoun also serves as Secretary of the National Waterways Foundation. She has also served in public affairs and communications for the American Waterways Operators among other companies. She is also on the board of America’s Watershed Initiative and has been nominated for and won numerous awards.

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

DC: I am particularly proud of the opportunity, through WCI, to educate media from around the world about the importance of the inland waterways and its infrastructure. We have seen hundreds of editorials, articles, commentaries, and TV and radio segments over the decades about the many benefits of the inland waterways, and I am so proud to have been a part of that effort. It’s my passion, and there has been no industry more deserving of attention than the inland waterways maritime.

20 Marine Log // December 2021

A graduate of Webb Institute, White is a professionally licensed engineer in both naval architecture and electrical engineering. With over 20 years of experience, her unique combination of skills make her a vital contributor to the engineering of today’s electrically driven ships, and a leader on highly complex, technical projects. At Glosten, she lends engineering support for both naval architecture and electrical projects, and acts as project manager for major design projects. She also serves on Glosten’s board of directors in addition to her general manager role.

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

EW: Most meaningful to me in my career is participating in and watching complex projects come together. An example of this was our Cold Ironing project with Matson, where Glosten was involved in all aspects of the design. Another project that is a great example of integrating stakeholder requirements is the design of the Regional Class Research Vessels for the National Science Foundation. It was my responsibility to ensure that the vessel design meet science party needs and still be functional from an operational standpoint. These vessels will be an example of how much you can fit into a compact research vessel.

KASEY ECKSTEIN Found & Executive Director of Women in Maritime Operations Association and Sales for Ingram Barge Company Eckstein’s career in the marine industry began in 2014, when she started selling barge freight at Marquette Transportation founded by her grandfather, Ray Eckstein. In 2017, she founded Women in Maritime Operations (WIMOs) Association to educate, engage and elevate women working for maritime operators, and just four years since its foundation, the organization is approaching 500 individual members across 22 states. She was the youngest director to ever sit on the board of the Mississippi Valley Trade & Transport Council and was a recipient of the IMX’s 40 Under 40 award.

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

KE: I am most proud of the significant impact that WIMOs Association has made within the maritime industry in just four short years. Seeing confidence and overall work-life happiness increase across our membership base has been so fulfilling. Working in what is considered a “male-dominated” industry made launching WIMOs a bit of a risky endeavor, but I am proud of other risks that I have taken as well. In 2019, went backpacking solo around the world to 15 countries. This experience opened my eyes up to the importance of diversity, while dramatically changing my life and worldview.

TOP WOMEN 2021

CAPT. KATE MCCUNE

CAPT. LAUREN LAMM

Captain of Celebrity Edge for Celebrity Cruises

Autonomous Vessel Test Lead, Sea Machines Robotics

Instagram-famous to many young women, McCue is the face of what women can attain in maritime. In August of 2015, McCue took command of Celebrity Summit for Celebrity Cruises, becoming the first American female in command of a mega-ton cruise ship. A San Francisco native, McCue currently commands the transformational Celebrity Edge named one of TIME Magazine’s 2019 World’s Greatest Places.

Known fondly as “Captain Kate,” she is a distinguished role model and frequent spokesperson for Celebrity Cruises on leadership in the maritime industry and encouraging young women to pursue their dreams.

During her tenure, McCue has managed ship logistics while sailing worldwide itineraries, including Europe, Asia, Australia, the Caribbean, the Pacific Northwest and Alaska, and along the Panama Canal.

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

KM: The proudest achievement of my career has been being part of an intentional movement with Celebrity Cruises, which has increased opportunities and opened doors for women in maritime, taking representation from 2% of our bridge team to over 27% fleet wide since 2015.

Lamm holds the position of autonomous vessel test lead, which gives her responsibility for directing all testing activities for the company’s autonomous-command and -control technology. From her station in Boston, Lamm remotely commands the company’s fleet of autonomous test vessels to ensure they perform as expected on the water, providing real-world feedback from a mariner’s perspective to the development team. When not helping to lead revolutionary change in the marine/ maritime industries, Lamm volunteers as founder and co-president of the Women’s International Shipping & Trading Association (WISTA) USA’s New England Chapter. Lamm races, volunteers and fundraises for other non-profits, including running for Tedy’s Team (supporting stroke awareness) and cycling for the Pan-Mass Challenge (benefitting DanaFarber Cancer Institute).

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

LL: I am most proud to use my on-water commercial maritime experience to help develop technology that is advancing our industry and helping mariners do their jobs more safely and productively.

LAURA LANGHLAGERLOF

LESLEY SWEARINGEN

Managing Director and Co-Owner of Langh Group Oy Ab

Marine Surveyor at American Bureau of Shipping (ABS)

Langh-Lagerlöf has a master’s degree in economics and business administration from Åbo Akademi University and she has since an early age been involved in the family business. Due in large part to her excellent knowledge in the maritime industry and the good business sense, the Langh companies has developed successfully during the past years. Langh Tech has grown to be a scrubber and ballast water management system maker and the ship owning company Langh Ship fleet has doubled.

Swearingen has been a marine surveyor for 15 years with the American Bureau of Shipping (ABS). She has exceptional knowledge of how to conduct surveys and manage survey teams, especially in the areas of machinery, materials, equipment and safety systems of ships. Most recently, she helped significantly improve technical procedures at ABS, eliminating wasted time and driving up training results. She will move from operations management into the Corporate Chief Surveyor’s office at the end of 2021. She is a retired U.S. Naval Reserve officer.

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

LLL: I’m probably most proud of how I managed to combine family life and business when our kids were smaller. Together with my husband, we have four boys, now aged 8, 10, 12 and 14. When the kids were babies, I practically didn’t have a single day maternity leave. I had them with me as babies wherever I traveled for ship visits, meetings and exhibitions. Sometimes with a babysitter but many times also my own dad as babysitter. Numerous times I have also taken part in meetings with a baby sleeping in my arms.

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

LS: I like the variety of work and the different challenges from day to day. Due to the pandemic over the last two years, I’ve been part of the leadership team working to support remote surveys and audits for ABS service suppliers, equipment manufacturers, and material manufacturers. Remote surveys represent a significant shift in our business, which demands sharpening your skill sets so that we can transition and support our clients in new ways. I am very proud of the work we are doing right now.

December 2021 // Marine Log 21

TOP WOMEN 2021

LYDIA BENGER Technical Manager for Naval Architecture at Elliott Bay Design Group

Benger is responsible for the supervision, professional development and advocacy of the company’s technical staff. Her keen mechanical design skills have provided practical and efficient vessel operations in all types of vessels including passenger vessels, barges, tugs and workboats. She served as project engineer for two new ferry designs—one for The Trust for Governors Island and the second during development of a propulsion systems selection study, preliminary design report and contract design of a hybrid-electrical vehicle ferry for Casco Bay Lines.

She coordinated a five-week “Tech Talk” for the team to discuss fuel cells, methanol, ammonia, and biofuels in marine applications. She has contributed to some of EBDG’s most recent notable ferry projects.

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

LB: I’m most proud of my development from entry-level engineer to technical manager. Under the tutelage of many sage marine engineers, naval architects, and company leaders, I’ve learned so much about vessel design, vessel operations, people management, and client service. My tagline or goal, if you will, is to “help others be better at what they do best,” and I think I’m successfully doing that.

Fire Island Ferries Inc.

Mooney has worked in the maritime industry for over 17 years. She started at Fire Island Ferries in 2004. She soloed as a captain in 2011. Mooney became a full-time employee in 2012, gaining year-round experience. Since 2012, her responsibilities have grown to include social media director and insurance manager. Mooney has been invited to speak at several industry events. She is also CEO of CNI Newco LLC as of May 2021. She is also the majority owner of the M/V San Juan Clipper. Since becoming the CEO, Mooney has gained knowledge in the local environmental concerns of the Puget Sound, whale watching regulations, and other administration duties.

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

MM: My first greatest success would be obtaining my captain’s license and soloing the M/V Stranger. Another thing I’m proud of was being asked to captain the Fire Island Belle for my grandfather’s last trip on the Great South Bay. We boarded his flag-draped casket onto the vessel with family, friends, long time and former employees, and took him along the various routes we service. My latest success in the maritime industry is being recruited to become the CEO and owner of the San Juan Clipper.

CAPT. LYNN KORWATCH

PRISCILA FAESTER

Executive Director, Marine Exchange of the San Francisco Bay Region

Marketing and Communications Manager – Americas, ABB Marine & Ports

Korwatch graduated from the California Maritime Academy as a member of the first class of women to attend a service academy. After sailing as a deck officer, she received her unlimited Master’s license qualifying her to command vessels of any tonnage on any ocean, and in 1988, she was the first woman to command a U.S. commercial vessel. In 1991, she was promoted to general manager - marine operations of Matson Navigation Company.

There, she was instrumental in creating the vessel’s “Zero Garbage Discharge Program,” the first of its kind and one that significantly exceeded all government regulations. She has served on various committees and organizations. She was also the answer to a “Jeopardy” TV show question.

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

LK: I think that I am most proud of being a pioneer in this industry.

Clearly being in the first class of women to attend a service academy wasn’t easy, but it introduced me to an industry and career that I truly am grateful to a part of. I was fortunate in my career to have the support of my shipmates and shoreside personnel. I feel so lucky to be part of an industry that is so critical to the economic well being of our nation and the world.

22 Marine Log // December 2021

CAPT. MORGAN MOONEY

Faester joined ABB in 2019 in her current role. At ABB, she is responsible for all aspects of traditional and digital marketing, communications, regional media relations, social media, events, and more. With over 15 years of experience, she has a strong marketing and communications background acquired throughout her career. Her passion for sustainable solutions is evident in her activities at ABB, where she focuses on educating the market on sustainable solutions. Faester attended Harvard Business School.

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

PF: My focus at ABB goes beyond promoting our solutions. I am particularly proud to see an entire shift in the maritime industry towards a more sustainable approach happening just before my eyes. One of my first projects to promote was the new electric ferry for Maid of the Mist, and that was a fantastic experience. I got to promote the very first zero-emission ferry ever built in United States! This is an ABB legacy stamped for generations to come, and I was part of it. My career in maritime hasn’t been long, but I already have so many proud moments that its hard to make one of them stand out.

TOP WOMEN 2021

SYNNOVE SEGLEM Deputy Managing Director of Knutsen OAS Shipping and Co-Owner of TSSI

Seglem works with the growing fleet of LNG carriers in the Knutsen Group and its existing product tanker. She has a master’s degree in material science and engineering from Imperial College in London, and an additional master’s degree in shipping, trade and finance from Cass Business School in London.

Seglem worked for six years at DNV before starting in the LNG department in Knutsen OAS Shipping. In 2013, she became the deputy managing director. She has worked in shipping company as a board of Director for 12 years. I am currently the chair of board at Haugesund Shipping Association and the vice president of the Norwegian Shipping Association. She is the deputy chairman at war risk insurance company DNK. ML: What successes are you most proud of in terms of your maritime career?

SS: I am really proud of the achievement of being part of securing new contracts for the company, resulting in a doubling of LNG carriers the next three years. The growth of our LNG business is a result on hard work for some years where we have built a good safety culture.

TINA KLINGER Vice President – CFO, J.F. Brennan Company Inc.

Shutterstock/ sruilk

Tina Klinger graduated from the University of Wisconsin – Madison, with a degree in accounting and started her career in public accounting, where she became a licensed CPA. In the mid-2000s, she began working for a heavy civil bridge building contractor in progressively responsible roles, before joining J.F. Brennan Company as CFO in 2013. At Brennan, she oversees accounting, information technology, and bonding, legal and insurance.

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

TK: During my tenure in the marine industry, my greatest successes have come from building accounting and information technology teams that are scalable, highly functional, innovative business partners to our operations team. I spent two years learning the day-to-day operations and the strengths of each team member. That time spent provided me the knowledge to then successfully divide tasks and reposition team members to build an infrastructure for growth. A third year was spent transitioning out of the daily tasks to then provide high level support to the leaders on a strategic level.

DR. VIRGINIA HARPER Chief Academic Officer, NavtechUSSurveyors

Harper has been on or around boats most of her life. The daughter of a Navy officer, she was raised in various duty ports. In the mid-80s, she spent five years in the Caribbean writing, publishing, chartering and directing a captain’s license school. In 1987, the commander of the Marine Safety Office in Puerto Rico suggested that they write curriculum for marine surveyor training specifically targeting the recreational and small commercial sector. Over the next 20 years, Harper expanded the curriculum to meet the knowledge requirements for vessel inspections for finance, sales, and insurance underwriting for the maritime industry.

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

VH: I am grateful for over 34 years as co-founder, director, professor, and now chief academic officer of NavtechUSSurveyors. Furthermore, I am extraordinarily proud of our ability to have built a recognized learning community. We are honored to help maritime professionals, who share the same lifelong love of oceans and waterways, to expand and acquire knowledge that leads to a new or second successful maritime career.

MIDSHIPMAN X Anonymous Cadet, U.S. Merchant Marine Academy

We can’t tell you much about our final Top Woman in Maritime selection, Midshipman X. What we do know about her is that her disclosures of rape and sexual assault underline the urgent need for action to eliminate violence in the workplace across the entire shipping industry. In 2021, she bravely wrote an anonymous letter to a whistleblower blog, shedding light on sexual assault and harassment in the maritime industry. According to those who nominated her, Midshipman X has led the way in making shipping safer for all male and female mariners. Last month’s International Transport Federation (ITF) Seafarers’ Section Women’s Representation Lena Dyring’s comments on Midshipman X sums up her experience better than we can: “Sadly, this is not an isolated incident, but a reality for many seafarers, both male and female, regardless of flag or company. We know that women’s experiences in the shipping industry, ashore and at sea often do not match the best intentions laid out in policies. ... It is an all-too-common an experience that too many women seafarers suffer from harassment and bullying.

Too many encounter discrimination in the workplace, and in the worst cases, assault.” As Dyring noted at the end of her statement, everyone in maritime has a responsibility to change the male-dominated culture and remove obstacles and barriers faced by women in the industry.

December 2021 // Marine Log 23

TOP VESSELS OF 2021

DISTINCTIVE VESSELS

of 2021

The SSG Michael H. Ollis

24 Marine Log // December 2021

TOP VESSELS OF 2021 SSG MICHAEL H. OLLIS

SEA CHANGE

First of three new Staten Island Ferries BUILT BY E ASTERN SHIPBUILDING GROUP, the 320 foot long by 70 foot beam

SSG Michael H. Ollis is the lead ship in a new series of 4,500-passenger ferries built for the Staten Island Ferry Division of New York City’s Department of Transportation (NYCDOT).

Externally, the new vessels are classic Voith Schneider-propelled double enders with the iconic appearance that has made the Staten Island ferries a floating New York City land mark. However, the new ferries are larger, reflect modern technology, and will operate more safely in extreme weather conditions.

They feature popular design elements of past Staten Island Ferries and new customerservice amenities such as more comfortable seating and phone-charging outlets and an oval upper-deck promenade that will for the first time serve as an outdoor “walking track” for ferry riders.

They have the latest in marine technology

for energy efficiency and environmental friendliness. There are design features on the vessels that are part of the emergency response plan with the city. Lessons from 9/11 were built into this fleet and they can be connected to the New York fire vessels, also built by Eastern Shipbuilding Group, to support evacuations and rescue.

Built to an Elliott Bay Design Group design, the ferry’s main propulsion power is provided by two pairs of Electro-Motive Diesel 12-710 @ 900 rpm EPA Tier 4 marine propulsion engines, with each pair driving a RV6 ECS/285-2 Voith Schneider Propeller via a Reintjes DUP 3000 P combining gear.

Electrical power generation is provided by three EPA Tier 3 marine continuous duty diesel generator sets, each comprising a Caterpillar C18 drivinga 480 V, 60 Hz, 3-phase generator rated at 425 kW at 0.8 PF @ 1,800 rpm.

Photo Credit: (Top) Eastern Shipbuilding Group / (Bottom Left) Carnival Cruise Lines / (Bottom Right) American Cruise Lines

MARDI GRAS

First LNG-fueled cruise ship in U.S. market JULY 31, 2021, MARKED A DOUBLE FIRST for Carnival Cruise Line’s new flag

ship, Mardi Gras. The 180,000 gt, 1,130-foot ship became the first cruise vessel to sail with passengers from Port Canaveral since the pause in cruise operations 16 months earlier. The 5,282-passenger cruise ship also became the first to make a revenue cruise from a U.S. port fueled by LNG. Delivered by the Meyer Turku shipyard in Finland in December 2020, the ship has four Caterpillar MaK 16 M 46 DF main engines, which were delivered to the shipyard as floating engineroom unit built by sister Meyer yard Neptun Werft in

Rostock, Germany.

Mardi Gras has a 3,600-cubic-meter LNG capacity, sufficient for 14 days of cruising with passengers. LNG not only powers the ship’s four MaK main engines, it’s used for all shipboard systems, from elevators, lighting and computers to galley equipment and, of course, Bolt, the first roller coaster at sea—a feature as likely to attract Carnival customers, as its eco-friendliness.

The ship has a striking new external color scheme that Carnival Cruise Line is now rolling out fleet wide and features six distinct themed zones with a variety of food, beverage and entertainment options.

America’s first zeroemission hydrogen fuel cell ferry EXTERNALLY, THERE’S LITTLE TO DISTINGUISH the 72 feet, 7 inches long by 24

feet, 6 inches wide, 78-passenger Sea Change (see cover) from any other Incat Crowtherdesigned Catamaran of similar size. Beneath the skin, it’s a different story.

Recently completed by All American Marine Inc., Bellingham, Wash., the vessel demonstrates a pathway to commercialization for zero-emission hydrogen fuel cell marine technologies.

The project is funded by private capital from vessel owner SWITCH Maritime, an impact investment platform that is building the first fleet of exclusively zero-carbon maritime vessels to accelerate the decarbonization and energy transition of the U.S. maritime sector. SWITCH acquired the vessel, then named Water–Go–Round, from project initiator Golden Gate Zero Emission Marine, now named Zero Emissions Industries (ZEI), in June 2019.

As discussed further in this month’s Tech News section, the vessel’s fuel cells use gaseous, rather than liquid hydrogen.

Its ZEI H2FCV1.0 power system includes: 12 rack mounted Cummins 30 kW HD30 low-temperature PEM fuel cells, two 300kW BAE Systems HybriGen Electric Drive Systems and a 100 kWh Xalt lithium-ion battery pack. It carries 242 kg of gaseous hydrogen at 250 Bar in eight Hexagon Composites 224-inch Type 4 tanks and two 95-inch Type 4 tanks from the same manufacturer.

The vessel has been conducting operational trials and will enter service in the San Francisco Bay area once all necessary Coast Guard approvals are completed.

December 2021 // Marine Log 25

TOP VESSELS OF 2021 AMERICAN MELODY

Latest modern riverboat joins American Cruise Lines fleet DELIVERED IN AUGUST BY CHESAPEAKE SHIPBUILDING, Salisbury, Md.,

American Melody is the fourth in the series of groundbreaking modern riverboats, with which Guilford, Conn.-headquartered American Cruise Lines is putting a new face on American river cruising.

Measuring 269 by 56 feet, American Melody brings its 175 passengers a whole new aesthetic, with an updated interior design that represents the latest evolution in the modern riverboat series. Specifically designed to navigate the Mississippi River, the vessel showcases a gorgeous multi-level sky-lit atrium, spacious indoor and outdoor lounges, a grand dining room as well as a casual outdoor café, a large fitness center, and a spectacular skywalk on the top deck.

American Melody also offers enormous staterooms, singles, and suites ranging from 250 to 650 square feet. All of the spacious staterooms feature full-size bathrooms, roomy closets, and private balconies where guests can enjoy daily breakfast room service.

The success of the modern riverboat series has led American Cruise Lines to bring some

of the lessons learned across to its traditional paddlewheel fleet, all of which now carry the distinctive “American” branding in their names, The interiors will be remodeled with designs from Studio DADO, the Miami-based

design firm commissioned to do the interiors for American’s newest modern riverboats in a project targeted for completion in time for American’s 2022 cruise season which operates March through December.

OLIVE PARKER

CONSTRUC TED BASED ON A COLLABORATIVE DESIGN by Parker Towing

and CT Marine LLC of Portland, Maine, the 4,400-horsepower towboat M/V Olive Parker is the first vessel built for Tuscaloosa, Ala.headquartered Parker Towing Company by Belle Chasse, La., shipbuilder C&C Marine

26 Marine Log // December 2021

and Repair.

Measuring 147.5 by 34 by 10 feet, 9 inches and with a 33 foot high pilothouse eyeline, the vessel is powered by two owner-furnished CAT 3516B main engines, paired with two Reintjes WAF 873 HL-HR reduction gears supplied by Karl Senner. Service

power is provided by two John Deere 6068 AFM 85, 150 kW generators. The conventional steering system hydraulic power unit, along with the alarm and monitoring system, were provided by Eagle Control Systems. The towboat’s two 100-inch diameter stainless-steel fixed pitch propellers were provided by Sound Propeller Systems Inc. The navigation and communication package, provided by Wheelhouse Electronics, includes Furuno radar equipment, transducer, satellite compass, AIS system and loud hailer, as well as a Standard VHF radio, Alphatron swingmeter, Young weather sensor, and Intellian Satellite TV antenna. The towboat is outfitted with a pair of Nabrico 60-ton winches, and a through-the-deck capstan from Schoellhorn-Albrecht.

For additional crew safety, the Olive Parker is equipped with a Novec 1230 “Clean Agent” fire suppression system. The fire detection and suppression system were both provided and installed by the Herbert Hiller Company.

Norway’s Høglund, meanwhile, provided the vessel’s automation systems.

Photo Credit: (Top) American Cruise Lines / (Bottom) C&C Marine & Repair

First Parker Towing vessel from C&C Marine & Repair

TOP VESSELS OF 2021 ANGELES NAVIGATOR AND ANGELES PILOT SERVICE

Twin pilot boats join Los Angeles Pilot Service B U I LT B Y V I G O R ’ S VA N C O U V E R ,

Wash., shipyard, two new 55- by 16-foot Camarc-designed pilot boats now in service with the Los Angeles Pilot Service, Angels Pilot and Angels Navigator, feature a twin chine heavy weather hull form for excellent seakeeping. The design accommodates multiple heavy fender systems facilitating safer pilot transfers in challenging weather. An articulated rescue davit provides man overboard recovery.

Powered by twin Caterpillar C18 ACERT engines, each rated at 803 bhp @ 2,100 rpm, they have a top speed of 27 knots.

Mackay Marine was selected by Vigor as its marine electronics integration expert for both vessels, prov iding hig h-end Furuno navigation systems such as the Navnet 3D TZT2 series Multi-Function Display System, with ancillary navaids including GPS, AIS, and Loudhailer.

Mackay was also the provider for the boats’ FLIR Thermal Camera, Icom VHF radios, ACR EPIRB, and Wilson weBoost Cell Phone Booster System.

The complete integrated Furuno helm suites include a Furuno NavPilot 711C Autopilot configured to work flawlessly with the Jastram Steering System aboard the twin-rudder-equipped pilot boats.

NavPilot 711C’s dynamic adjustment of essential parameters during navigation is stored in system memor y and continuously optimized to make the system more versatile.

FB-21 AND FB-73

Photo Credit: (Top) Mackay Marine / (Bottom) Meltal Shark Boats

Fast new fireboats join Miami-Dade Fire Rescue DELIVERED EARLIER THIS YEAR, FB-21 and FB-73 are the first of three new weldedaluminum 50 Defiant monohull pilothouse fireboats built by Jeanerette, La.-headquartered shipbuilder Metal Shark for Miami-Dade Fire Rescue. The 55- by 17.5-foot vessels will replace existing vessels, offering faster speeds and shorter response times, greater pumping volume increasing firefighting effectiveness, and a next-generation design improving efficiency while affording greater safety to firefighters.

Powered by twin V8, 16-liter, 1,200 hp.

MAN D2862 LE456 inboard diesel engines coupled to Marine Jet Power (MJP) 350X waterjets via ZF 500 transmissions, they can reach a top speed in excess of 44 knots.

The vessels may be operated from three different stations; each equipped for pinpoint maneuvering in close quarters situations.

A fully-automatic Zipwake dynamic trim and ride control system enhances vessel performance, economy, comfort, stability and safety.

The new fireboats deliver a flow rate in excess of 8,500 GPM, with twin Darley ZFE 3000 selfpriming fire pumps driven via PTO from the

main engines. Each pump draws from its own dedicated in-hull sea chest, feeding a central manifold with crossover capability, which in turn supplies the entire system.

From the fire control station at the port helm, flow is directed as desired via electronically-actuated 8-inch valves. The vessels are each equipped with a remote-operated Elkhart Spitfire electric rooftop monitor, two Elkhart Copperhead aft-mounted monitors, two aft dual handline outlets, forward and aft 5-inch Storz hydrant outlets, and a 3-inch outlet at the bow to accommodate an “Extenda Gun” from Task Force Tips.

Dual 55-gallon reservoirs carry a total of 110 gallons of aqueous film-forming foam per vessel.

The vessels have advanced Raymarine electronics suite with multifunction displays that also display the feed from the gyro-stabilized Forward Looking InfraRed M400 XR multisensor thermal night vision camera with firefighting mode, which defines target temperatures and isotherms to aid firefighters in battling blazes, be a part of an unparalleled international partnership comprised of the owner, our engineering groups, vendors and manufacturers who made this vessel a reality.”

December 2021 // Marine Log 27

TOP VESSELS OF 2021 ATLANTIC ENDEAVOR

78-foot tugboat delivers 94 tons of bollard pull

CROWLEY MARITIME CORPOR ATION’S SHIP assist and harbor escort

services group this year took delivery of the Apollo, a powerful and maneuverable 78- by 44-foot tugboat delivering an estimated 94 tons of bollard pull and operating on biofuel.

Equipped with a Markey DEPC-52 bow winch, the vessel is the second of two chartered in by Crowley from Brusco Tug & Barge and built by shipbuilder Diversified Marine Inc. in Portland, Ore. It is serving the San Francisco Bay along with sister vessel Hercules.

The tugs were designed by Robert Allan Ltd. to be the most powerful tugs in the U.S. under 80 feet long. That power is provided by a pair of Caterpillar Marine 3516 Tier IV-compliant engines developing 6,302 HP and driving MTA 628 Z-drives.

The engines meet federal mandates and California’s environmental regulations.

“With Apollo, we have a rare mix of high performance with an efficient design with lower carbon footprint. It’s leading the way in California and showing the industry what’s possible in light of the sustainability push that’s taking place,” said Crowley Vice President Paul Manzi.

Apollo may not hold its “most powerful” title much longer, however. Crowley has agreed to charter in a third vessel in the series.

Set for completion by Diversified Marine by the end of 2021, that tug, the Athena, will feature almost 400 more horsepower than Apollo to deliver a bollard pull up to 96 tons.

CHEROKEE

First of two new rail ferries built for U.S-Mexico route CO NS TRUC TE D BY C H I N A’S C SSC HUANGPU Wenchong Shipbuilding Com-

pany for Jacksonville, Fla.-headquartered CG Railway (CGR), Cherokee is the first of two 590-foot rail ferries built to replace two 1962-built predecessors. Those ships have transported over 200,000 railcars in more than 1,400 sailings on CGR’s route between Mobile, Ala., and Coatzacoalcos, Mexico, since 2001.

CGR is part of a joint venture between subsidiaries of SEACOR Holdings and Genesee & Wyoming Inc. and operates a U.S. Class III freight railroad transporting approximately 10,000 annual carloads of diversified commodities across the Gulf of Mexico.

The new ferries are designed to carry 135 railcars each, up from 115 railcars on the existing ferries, with an expected top speed of 14 knots, up from seven knots. With their additional capacity, and faster speed enabling more sailings per month, the new vessels increase CGR’s potential annual carload capacity by 40%.

28 Marine Log // December 2021

“These innovative new vessels are purpose-built to provide increased reliability, speed and fuel efficiency and will materially expand the number of annual railcar spaces we can offer customers,” says CGR President Hoffman Lijeron. “Their capacity, efficient hull design, articulated rudders and modern, slow-speed engines will significantly reduce the vessels’ environmental footprint.”

The new ships are likely among the first built with features designed to cope with a pandemic, including segregated passageways for pilots and other visitors, as well as spaces with separate HVAC systems to quarantine crew.

First Jones-Act compliant Chartwell 24 CTV DELIVERED EARLIER THIS YEAR BY BLOUNT BOATS, Warren, R.I., to Quonsett

Point, R.I.-based Atlantic Wind Transfers, Atlantic Endeavor is the first offshore wind crew transfer vessel (CTV) built to the Jones Act compliant version of the popular Chartwell 24 design.

USCG Certified to Sub-Chapter L, Offshore Service Vessel, the vessel’s construction was overseen by Southampton, U.K.-based designer Chartwell Marine, despite COVID19 travel restrictions, using data-driven analytics to foster an open and collaborative process with the owner and the shipyard.

“This is our second CTV entering into service and Chartwell Marine has been a responsive partner throughout the design and build process, adapting its proven vessel formula to ensure we continue to provide the highest levels of service for our current and future clients,” said Charles Donadio, CEO of Atlantic Wind Transfers.

“The Chartwell 24 has set the benchmark for effective vessel performance in the U.S., and we look forward to continue working with Chartwell on improvements to future designs as the U.S. East Coast offshore wind farms build out.”

The vessel has been working in support of Dominion Energy’s Coastal Virginia Offshore Wind pilot wind farm.

Atlantic Wind Transfers opted to equip the vessel with advanced surveying equipment to prepare for future operations in the region, supporting wind farm owners and operators as additional generation capacity comes online.

“Safety and reliability are top priorities for Dominion Energy, and Atlantic Wind Transfers has a proven track record in the U.S. of delivering on these priorities,” said Joshua Bennett, vice president of offshore wind, Dominion Energy.

Photo Credit: (Top) Diversified Marine/ (Bottom Left) CG Railway / (Bottom Right) Atlantic Wind Transfers

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FERRY TOP STORIES DESIGNOF OF2021 2021 Tugs and dredges worked together to free the giant containership from the Suez Canal for six days as a backlog of ship traffic waited to transit the canal.

30 Marine Log // Deccmber 2021

TOP STORIES OF 2021

N

o doubt about it, the story that got the most attention from the Marine Log audience, across our platforms, this year was the saga of the Ever Given, the 399.94-meter (1,312 feet, 2 inches) containership that got wedged across the Suez Canal on March 23, bringing traffic in both directions to a halt for six days and causing what now looks like some pretty minor supply chain disruption.

With the help of Smit Salvage, the Suez Canal Authority was able to refloat the 224,000-ton ship in an operation that saw 30,000 cubic meters of sand dredged to help free with the assistance of a total of 11 harbor tugs and two powerful seagoing tugs. But Ever Given did not just go on its merry way. It was towed to the Great

2021: A YEAR OF

Both the Ever Given and the Golden Ray salvage came at heavy costs to insurers.

CHALLENGES AND

SURPRISES

Bitter Lake, where it remained until a settlement was reached. Initially, the Suez Canal Authority demanded $900 million in compensation. Eventually a settlement was reached for an undisclosed, but still hefty, lesser amount.

By Nick Blenkey, Senior Editorial Consultant

Photo Credit: Satellite image ©2021 Maxar Technologies

Golden Ray Finale Another salvage story continuing into its second year, in St. Simons Sound, Ga., was the carving up into sections of the capsized car carrier Golden Ray continued.

The cutting was carried out by the catamaran heavy lift ship VB10000, which sawed through the wreck with a heavy chain strung between its twin gantries.

Cutting through the hull of the 656-foot vessel was not as simple as slicing through salami at the deli counter, but finally, despite setbacks that included a fire in what remained of the hull, the final cut was completed. The VB10000 has now left St. Simons Sound and the last section of the Golden Ray was barged away for December 2021 // Marine Log 31

TOP STORIES OF 2021

The wreck cutting was carried out by catamaran heavy lift ship VB10000.

market and, although the industry’s return to operations is rapidly picking up pace, it is doing so after a 16-month pause during which there were no revenue cruises, but expenses continued, forcing the industry to make massive borrowings and think in terms of scrapping ships rather than building them.

The return of cruising is part of an overall restart of the economy, which brings us to the supply chain crisis and massive delays as ports, notably California’s San Pedro Bay ports of Los Angeles and Long Beach.

Though one result of the coronavirus lock downs worldwide was a brief pause in the release of CO2 emissions, right now they are at a record high. Which brings us to another challenge: shipping decarbonization and the zero-emission fuels that will be needed to achieve it.

Those fuels will need to be produced at scale, using renewable energy. Which brings us to another story that is gathering increasing reader attention: the gathering pace of development of America’s offshore wind industry and the potential it promises U.S. vessel builders and operators.

With these broad issues in mind, let’s take a look at a brief sampling of stories on our website that got a lot of individual hits.

Some of them reflect readers’ interests in the big picture issues. Some of them reflect our needs to stay up to date on breaking news, the bad as well as the good. Others just happen to get a load of attention simply because they’re interesting.

recycling on October 25. That’s not quite the end of the story, though. Clean up of the wreck site remains ongoing, which means the bill is still mounting.

Both the Ever Given and the Golden R ay s a lv a g e c a m e a t a h e av y co s t to insurers, which brings us to a still developing story—the expected heavy rise in the cost of P&I insurance at the upcoming renewal period.

Heavy Weight Challenges All of our news coverage in this past year has taken place against a backdrop of pretty heavyweight challenges. The most obvious of these is the coronavirus 32 Marine Log // Deccmber 2021

pandemic and its impact across the maritime sector. For shipyards, it has inevitably brought delivery days.

For oceangoing shipping, it has brought the continuation of the crew change crisis that has stranded seafarers aboard ship for many months in excess of their original contracts. This, in turn, has led to huge strains on mental wellbeing. Surveys indicate that many seafarers will not return to sea once they finally get home ... a ticking time bomb for an industry that has long faced personnel retention issues.

The sector of shipping hardest hit by the pandemic has, of course, been cruising. The United States is cruising’s largest

One of the most tragic events of the past year was the loss of the liftboat SEACOR Power, which capsized off the coast of Port Fourchon, La. Nineteen personnel were aboard the vessel, including nine crew, two galley staff, and eight offshore workers.

A preliminary NTSB report noted that vessels in the area reported heavy rain, winds exceeding 80 knots, and building seas at the time of the accident. Search and rescue efforts were hampered by 30- to 40-knot winds and 10- to 12-foot seas that persisted throughout the evening and into the next day. The Coast Guard and Good Samaritan vessels rescued six personnel, and the bodies of six fatally injured personnel were recovered.

Despite ongoing search and recovery efforts, seven remain missing

Goodbye Subsea Cables?

Is there an alternative to bringing offshore wind power to shore via subsea cables?

Photo Credit: Shutterstock/Darryl Brooks

Seacor Power

TOP STORIES OF 2021 Japanese start-up PowerX thinks so. It is offering a solution aimed at allowing a greater flexibility for offshore wind farm locations, especially for an island country like Japan.

PowerX plans to design and build a range of automated power transfer vessels, called Power Arks, with massive battery payloads to transport offshore wind power to shore.

The company argues that an undersea power cable typically requires expensive construction that comes with substantial environmental impacts. In comparison, it says, the power transfer vessel is resilient to natural disasters, requires less time and cost for development, leaves minimal impact on the environment, and is therefore is able to expand the potential of offshore wind power significantly.

Most of the world’s energy is transported by ships, in the form of fuel such as oil, gas, and coal.

“As the world shifts away from fossil fuels,” says PowerX, “the energy ship of the future will carry electricity from clean and renewable sources, replacing the fuel-carrying carbon ships of today.”

The first model of the Power ARK series, “Power ARK 100” is a 100.5 meter long by 21.9 meter wide, 2,200-dwt trimaran, targeted for completion in 2025.

“Power ARK 100 will carry 100 grid batteries, hence 200 MWh of power (equivalent to the total electricity consumption by 22,000 Japanese households in a day,” says PowerX. “The vessel can travel up to 300 km when running only on electricity and will be able to unlock long-distance, intercontinental clean power transmission when it is powered by both electricity and sustainable biodiesel fuels.”

Great Lakes Bulker in High-Tech Retrofit The 1979 built M/V Ame r ican Courage, a 634-foot, 10-inch Great Lakes self-unloading bulker is the largest ship ever to perform automatic dock-to-dock operation. This follows a decision by its owner—American Steamship Company (ASC), a subsidiary of Rand-ASC Holdings LLC —to fit the ship with Wärtsilä SmartMove solutions for hands-off transit along the Cuyahoga River in Ohio.

T h e W ä r t s i l ä Sm a r t Move s o lu t i o n for semi-autonomous sailing features advanced sensors and high-accuracy ship control systems that, says Wärtsilä Voyage, effectively take the concept of automated dock-to-dock operations to the next level.

The solution has been successfully

tested on the American Courage since March 2020, making it the largest ship ever capable of performing automated docking and dock-to-dock sailing operations. The winding, often narrowing Cuyahoga River can be heavily congested, making it by far the most challenging of shipping routes for any vessel using automated sailing and docking technology.

“The complete Voyage Smart technology package addresses the American Courage’s restricted water maneuvering profile requirements, including a position margin of less than two meters and transit under bridges,” says Pierre Pelletreau, vice president of engineering, Rand-ASC Holdings LLC. “Wärtsilä adeptly familiarized themselves with our business sensitivities to drive adjustments throughout the project to benefit ASC. One example of this is the versioning of the technology that utilizes

The U.S. became one of 14 countries signatory to a Declaration of Zero Emission Shipping by 2050 released at the COP26 conference in Glasgow.

the surrounding environment for vessel positioning making it ship-based rather than on shore. The resulting impact was a further reduction of the American Courage’s operating costs.”

various positions on vessels.

According to the indictment, for over seven years, Smith engaged in a scheme to defraud the United States. Smith took bribes to fix exam scores, enabling license applicants to bypass the required testing.

This resulted in the applicants illegally obtaining a range of licenses for officer-level positions, including the most important positions on vessels, such as master, chief mate, and chief engineer.

As alleged in the indictment, Smith used a network of intermediaries to connect her to maritime workers who were willing to pay for false exam scores. The intermediaries would funnel money and the mariners’ requests to Smith, who would falsely report in a Coast Guard computer system that the mariners had passed the exams.

As of November 22, when eight more indictments were announced, 28 individuals had entered guilty pleas. The case is ongoing, with Smith and two other former-Coast Guard employees awaiting trial.

U.S. Joins Zero by 2050 Leaders Back in June, the governments of the United States, Denmark and Norway, along with the Global Maritime Forum and the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, announced that they would lead a new Zero-Emission Shipping Mission as part of Mission Innovation.

T h e U. S . co m m i t m e n t w a s u n d e rscored n November 1, w hen the U.S. became one of 14 countries signatory to a Declaration on Zero Emission Shipp i n g by 2 0 5 0 re l e a s e d a t t h e C O P 2 6 conference in Glasgow.

The enthusiasm for “Zero by 2050” didn’t quite carry though to last month’s key meeting of IMO’s Marine Environmental Protection Committee, where it became another can kicked down the road.

Coast Guard Exam Scam

Austal USA Gets into Steel Shipbuilding

A story that is still unfolding first made our headlines in November of last year when the U.S. Attorney’s Office for the Eastern District of Louisiana reported that 31 people have been indicted on charges related to a test score-fixing scheme at the U.S. Coast Guard’s Regional Exam Center (REC) New Orleans in in Mandeville, La. As alleged in the indictment, Dorothy Smith was employed by the Coast Guard as a credentialing specialist at REC New Orleans. Her position authorized her to enter scores for examinations that merchant mariners were legally required to pass in order to obtain licenses to serve in

The Navy switch from building two types of littoral combat ship (one of them aluminum) at two shipyards to one type of steel frigate, has seen Austal USA move into steel hull construction.

That has involved the purchase of waterfront land, buildings, and an existing dry dock along the Mobile River that has now become a new West Campus where Austal broke ground for a new steel production facility at the end of March.

What steel vessels will Austal build there? In October, the Navy awarded the company a $144.6 million contract for the detail design and construction of two December 2021 // Marine Log 33

TOP STORIES OF 2021 towing, salvage, and rescue ships (T-ATS 11 and 12) that included options for up to three additional ships giving the contract a potential $385 million total value.

Austal says the T-ATS contract is “one of several” steel shipbuilding programs it is pursuing.

Bouchard Transportation: End of an Era Not quite two years after celebrating its 100th anniversary, in September last year, Melville, N.Y., headquartered Bouchard Transportation Company Inc., filed for Chapter 11 bankruptcy.

At that time, the company was the largest independently owned ocean-going petroleum barge company in the U.S. What ensued was not the neat, prepackaged Chapter 11 case that we have all seen, but developed into what Bankrupt Company News, which follows such things, called a shambolic mess.

On February 28 this year, the judge in the case ordered that Morton S. Bouchard, III “shall be, and hereby is, immediately removed from his positions as chief executive officer and director” of the company.

On June 9, the court ordered that the company’s assets be ordered auctioned off and that auction duly took place.

What happened to the Bouchard fleet?

By October of this year, Seattle, Wash.based Centerline Logistics reported it had acquired “several” former Bouchard Transportation articulated tug and barge (ATB) units. It said the acquisition significantly strengthens its ability to transport liquid petroleum product across an operating area that includes the East, Gulf, and West coasts, including Hawaii and Alaska.

O n e o f t h e re ce n t l y a cq u i re d f o rmer Bouchard ATB units is the recently renamed Robin Marie and Joni Lee (built in 2016), which will become Centerline’s largest and most advanced ATB unit, measuring 718 feet long, with a 91-foot beam and 47 feet of draft. Comparable in size to a tanker, the unit has the capacity to hold 260,000 barrels of various petroleum products.

Viking Mississippi Jones Act Compliance Ever since Torstein Hagen’s Viking River Cruises announced it was to get into the Mississippi River cruise business, there have been questions on how the Basel, Switzerland-based company would achieve Jones Act compliance. Another question is how much its first vessel, the 386-passenger Viking Mississippi will cost.

34 Marine Log // Deccmber 2021

Some answers emerged in August.

MARAD is proposing to grant an entity called River 1 LLC approval to time charter the vessel to “Viking USA, a non-citizen, on a long-term basis primarily for cruises on the Mississippi River. River 1’s submission advised MARAD that River 1 is a Louisiana limited liability company formed by the Edison Chouest Offshore group of companies (“ECO”). ECO is an organization of privately-owned operators, owners, and builders of U.S.- flagged vessels that is 100% owned by citizens of the United States.”

According to MARAD “The vessel will be financed pursuant to a Credit Agreement between JP Morgan Chase and River 1. Viking USA is not a party to the credit agreement, has no equity or ownership

There is really no knowing what stories an industry as broad and complex as maritime will produce.

interest in the vessel, and has no right to control River 1 or its affiliates’ business, management or operations outside of the time charter.”

The cost of the vessel? According to a filing on the Title XI ship mortgage guarantee program posted to the MARAD website, guarantees on $147,548,050 are being sought in relation to the vessel, which is being built at Chouest’s LaShip yard in Houma at a total cost of $173,585,941.

Bollinger Buys Gulf Island Shipyard Division The big news in U.S. shipbuilding back in April was that Gulf Island Fabrication Inc. had sold the assets of its shipyard division to Bollinger Shipyards LLC for approximately $28.6 million. The transaction included the division’s property and assets in Houma, La., including all four of its dry docks.

“The addition of the new Houma shipyard further strengthens our position within the U.S. defense industrial base

as a leading shipbuilder and vessel repair company,” said Ben Bordelon, CEO and president of Bollinger Shipyards. “For 75 years, we’ve developed a deep expertise in and proven track record of building reliable, high endurance steel vessels for the Coast Guard, Navy and our commercial customers. As the needs of these customers change and grow, we are constantly looking for ways to invest in and expand our capabilities and innovative solutions so that we can continue to provide them with the highest levels of quality, support and service in our industry.”

The four dr y docks included are a 15,000-short-ton dry dock, a 4,000-short ton dry dock, a 3,000-short-ton dry dock and a 1,500-short-ton dry dock.

Fincantieri Marinette Gears Up for Frigate Production Another shipbuilding story getting considerable interest has been Fincantieri Marinette Marine’s efforts to prepare for production of the Navy’s newest class of ships — the Constellation class (FFG 62) guided-missile frigate.

In February, the shipyard broke ground for the largest building in Mar inette Marine history.

“Building 34 is a key element to our Constellation-class frigate production,” said Dario Deste, president and CEO of Fincantieri Marine Group. “This will allow us to complete construction of two 500 foot ships at the same time inside of a massive climate-controlled facility.”

The multi-million dollar building is part of a $200 million shipyard capital expansion that will also include installation of the largest ship lift in the U.S. Across the bay at Marinette’s sister shipyard, Fincantieri Bay Shipbuilding, in Sturgeon Bay, construction has been underway on several new buildings where large portions of the frigate’s hull will be constructed, then will be shipped to Marinette where they will be joined together inside Building 34 as the ships are erected.

What’s Ahead for 2022?

As Nobel laureate in physics Niels Bohr said, “Prediction is very difficult, especially if it’s about the future!” While we can pretty certain that next year will see us continuing to wrestle with issues such as managing the coronavirus and reducing maritime emissions, there really is no knowing what stories an industry as broad and complex as maritime will produce.

You can bet that some of them will be a little bit oddball.

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OFFSHORE WIND GREEN TECHNOLOGY

2021: OFFSHORE WIND READIES FOR TAKE OFF IN THE U.S. A look back at the top U.S. offshore wind developments of 2021

A Jumpstart from the White House In March 2021, we reported that the Biden administration had announced a major plan to kickstart the country’s offshore wind generation program.

Setting an ambitious target of generating 30 gigawatts (GW) of power through offshore wind projects by 2030, the White House revealed large-scale plans that included significant financial packages, as well as the manufacture of several high-tech wind turbine installation vessels (WTIVs) in U.S. shipyards.

Simultaneously, the administration committed to fast-tracking the permit process that was required for an upcoming major development: The Ocean Wind project offshore of New Jersey.

Ocean Wind thus joined two other major 36 Marine Log // December 2021

projects: Vineyard Wind 1, and South Fork Wind, to become the top three projects in the pipeline at the time.

Ocean Wind Ocean Wind, located approximately 15 miles off New Jersey’s southern coast, will deliver 1,100 MW into the state’s grid—enough to power 500,000 homes and businesses in New Jersey, according to its website.

The project is a joint venture involving Ørsted and PSEG and will utilize GE’s Haliade X 12 MW turbines. According to GE, the Haliade-X is the most powerful offshore turbine currently on the market. It’s 814 feet (248 meters) in height and features 351 foot (107 meter) long blades. GE says that each turbine has the ability to generate up to 74 GWh of gross annual energy.

Construction is set to commence in 2022 and the wind farm will begin generating electricity in 2024.

Martha’s Vineyard and in terms of its permit, will include a maximum of 84 turbines.

When complete, it will generate 800 MW—enough to power a substantial 400,000 Massachusetts homes and businesses—as well as create 3,600 jobs.

GE Renewable Energy has been selected to supply 62 of its Haliade-X 13 MW turbines for the project which is expected to begin

Vineyard Wind 1 Project Approved in May 2021 after three years of application reviews, the Vineyard Wind energy project is the first large-scale commercial offshore wind project in the U.S. Vineyard Wind is a joint venture between Avangrid Renewables and Copenhagen Infrastructure Partners. It will be constructed approximately 12 nautical miles offshore

A 276-square-mile area located approximately 20 miles offshore of central California, called Morro Bay, has been earmarked by BOEM as a possible Wind Energy Area.

Photo Credit: (Bottom) BOEM

T

his past year will no doubt go down in history as a landmark year for the U.S. offshore wind industry.

With multiple major projects underway and tens of thousands of megawatts (MW) worth of new projects in the pipeline, the year has been an extremely positive and exciting one for the industry.

In this article, we’re taking a look back at some of the top U.S. offshore wind developments of 2021. And it all begins with an important announcement that was made back in March.

By Richard Hagan

OFFSHORE WIND generating energy in 2023.

Dominion Energy’s Charybdis working offshore.

South Fork Wind Farm The South Fork Wind Farm will be located 35 miles off the coast of Montauk, N.Y., and will consist of 15 turbines.

The project is being developed by a joint venture between Eversource and Ørsted and, like Vineyard Wind, is expected to begin generating electricity in 2023. It received a key environmental approval in March this year for its export cable and is currently awaiting the outcome of the final environmental and other regulatory approval processes.

The completed site will be the state’s first offshore wind farm and is expected to deliver 130 MW of power to the South Fork of Long Island in New York.

South Fork Wind Farm will also boast the first offshore substation to be built in the U.S. The substation will be manufactured by Kiewit Offshore Services Ltd. at its Ingleside, Texas, facility. The impressive structure will be 1,500 tons and 60 feet tall. Work on the substation has already begun and is scheduled for completion in early 2023, with installation planned for that same summer.

Photo Credit: Dominion Energy

New York Gears Up for Offshore Wind Meanwhile, New York City has set its eyes on generating 100% of its electricity from clean, renewable sources by 2040, and, by 2050, it plans to be carbon neutral. In September, the city revealed its “Offshore Wind NYC” plan that is intended to ensure that the city is able to take full advantage of the economic benefits that the offshore wind industry will deliver.

The plan will see a $191 million investment into city infrastructure that is forecasted to create over 13,000 jobs and generate around $1.3 billion in annual investment, on average. It’s also expected to reduce the city’s CO2 generation by 34.5 million tons. The plan involves focusing on three key areas of development, including infrastructure works, upskilling of the workforce, and funding for offshore wind research and development.

A key element of the city’s plan is a major upgrade of the South Brooklyn Marine Terminal to enable it to comprehensively support offshore wind vessels. The terminal will be operated by Equinor, which is significant because in January 2021, Equinor was awarded contracts to partner with New York State to develop two massive new offshore wind farms off New York’s coast.

The farms, named Empire Wind 2 and Beacon Wind 1, will together produce 2,490 MW of power. This is in addition to the existing Empire Wind 1 project, which will provide New York with 816 MW of power.

Altogether, then, the three projects are expected to generate 3.3 GW of power.

Empire Wind Located in waters 20 miles south of Long Island, this project is expected to power over one million New York homes.

The farm will be built by a 50-50 partnership between Equinor and BP and will be operated by Equinor.

Both companies have committed to manufacturing turbine components within New York and will furthermore work with the state to carry out the abovementioned port improvements at the South Brooklyn Marine Terminal, as well as developments at a handful of other ports in the state.

Empire Wind has selected Vestas to supply the wind turbine generators for both the Empire Wind 1 and 2 projects. Vestas will supply 138 of its V236 15 MW wind turbine generators. According to the project’s website, each rotation of one turbine generates sufficient energy to power a New York home for approximately one and a half days.

Beacon Wind Beacon Wind is planned for a location approximately 60 miles east of Montauk Point and, like Empire Wind, will generate enough energy for about one million homes.

Coastal Virginia Offshore Wind As recently as November, we reported on the news that Dominion Energy Virginia had awarded a contract for the single largest offshore wind farm made thus far in the U.S. The site, called the Coastal Virginia Offshore Wind (CVOW) project, is expected to produce 2.6 GW or enough energy to power 660,000 households. It’ll be installed 27 miles, or 43

kilometres, off the coast of Virginia Beach and is due to be completed in 2026.

The farm is being developed by a consortium consisting of DEME Group of Belgium and Prysmian, based in Italy. The contract is worth $1.9 billion and when the site is complete, it will be the largest wind farm in the United States and one of the biggest in the world.

Looking Toward 2022 The U.S. Department of the Interior’s Bureau of Ocean Energy Management (BOEM) has been hard at work identifying additional sites for offshore wind farms.

Based on recent announcements by BOEM, we can expect California to occupy headlines early in 2022. A 276-square-mile area located approximately 20 miles offshore of central California, called Morro Bay, has been earmarked by BOEM as a possible Wind Energy Area. This is the first step in a lengthy regulatory process to develop the site into an offshore wind farm.

BOEM has also confirmed that an additional ten projects are under consideration, with a further five due for review by 2025, altogether representing over 19 GW of wind energy.

Conclusion Overall, 2021 has been a productive and exciting year for offshore wind in the U.S. With various significant projects at different stages of development, the country has made significant progress in a relatively short time, for which all of the stakeholders involved can be very proud.

2022 is already shaping up to be a year to watch, with over a dozen projects having been submitted to BOEM for review and no doubt more to follow.

December 2021 // Marine Log 37

TECH NEWS

A Look at the World’s First Two Hydrogen Fuel Cell Ferries AS YOU’VE PROBABLY READ, 2021 has been a big year for hydrogen power systems on all fronts and maritime is no exception. In fact, the first two commercial hydrogen fuelcell powered vessels in the world completed construction this year—the MF Hydra and the Sea Change—and were both nominated for different vessel of the year awards. These vessels mark a major milestone for the future of marine power systems.

Authors Note: ZEI is the team behind the hydrogen system on the Sea Change ferry.

Key Takeaways First and foremost, it should be clear to the readers that the MF Hydra and the Sea Change are very different vessels and that primarily stems from the different goals behind each project.

The MF Hydra team wanted to showcase the availability to power a large vessel with hydrogen, using what many would argue is the ideal fuel storage system for large vessels, liquid hydrogen (LH2). When fueled with liquid hydrogen, the MF Hydra will be the first vessel in the world that runs on LH2, and the demand will spur development of LH2 production infrastructure in Norway, both very significant achievements.

The tradeoff of this decision is the added time and complexity of developing the local LH2 bunkering system—a solution for maritime does not currently exist—and the logistics and cost of shipping LH2 from Germany until local sources come online.

Though the vessel has completed construction, it will be constrained to operating on battery power only until the required dockside fueling facility is complete and LH2 is available (currently forecasted mid-2022).

The technical and regulatory milestones that have and will be achieved by the MF Hydra team are hugely impactful and inspiring.

On the other hand, the Sea Change team instead chose to build a smaller commuter ferry with a focus on deployment speed, real world commercial deployment, and operational 38 Marine Log // December 2021

flexibility. Though the Sea Change was originally based on a hypothetical vessel design study (the SF-BREEZE), which used LH2, the decision was made to install a gaseous hydrogen system on the ferry for two primary reasons.

The first reason was that in California, the large gaseous hydrogen delivery trucks commonly used to supply hydrogen to vehicle fueling stations could be used directly for fueling the vessel. The second was that fueling directly from the truck allows route flexibility using ZEI’s first-of-its-kind gaseous fueling system that enables the vessel to refuel almost identically to how a diesel vessel is filled today. This decision has enabled a significant reduction in deployment timeline resulting in the first-ever hydrogen fueling and the start of operational sea trials of the Sea Change in mid-November.

It should also be noted that both of these vessels were brought to life by a mix of government and private investment. Norled and the Norwegian government funded the MF Hydra, while SWITCH Maritime and the California Air Resources Board funded the Sea Change.

Hydrogen in maritime, though technically advanced, is for all intents and purposes very much still in its real world infancy and will require continued investment from both public and private capital sources to quickly and efficiently reach maturity and meet market demand.

Both of these vessels are a major step for the electrification of the maritime industry and signal a bright and dynamic future.

Vessel Design /Overview MF HYDRA: Owner: Norled, Norway Flag: Norway Length: 82.4 Meters (270.34 Feet) Beam: 17.5 Meters (57.4 Feet) Hull Material: Steel Designer: LMG Marin Builder: Westcon Yards Hull Type: Double Ended Passengers / Capacity: 292 Passengers, 80 cars, 10 trailers Crew: 8 SEA CHANGE: Owner: Switch Maritime Flag: USA Length: 72 feet, 7 inches Beam: 24 feet, 6 inches Hull Material: Aluminum Designer: Incat Crowther Builder: All American Marine Hull Type: Catamaran Passengers / Capacity: 78 Crew: 2 POWER SYSTEM MF HYDRA: - Designed by LMG Marine - Power System Integration by Westcon - 2x 200kw Ballard low-temp PEM type fuel cells - Scania DI16 75M/Stamford HCM634G2 480-553 kW 2250 rpm diesel generator - 1.36MWH Corvus lithium-ion battery SEA CHANGE: - ZEI H2FCV1.0 Power System - 12x 30kW Rack Mounted Cummins HD30 low-temp PEM fuel cells - 2x 300kW BAE Systems HybriGen electric drive systems - 100kWh Xalt lithium-ion battery pack REFUELING MF HYDRA: - Diesel can be filled traditionally - Batteries can be separately charged SEA CHANGE: - ZEI V1.0 on board bunkering panel - USCG approved operation - Refueling hose onboard - Fill from any gaseous hydrogen source

The Sea Change ferry.

Photo Credit: (Top) Norled ; (Bottom) All American Marine

When fueled with liquid hydrogen (LH2), the MF Hydra will be the first vessel in the world that runs on LH2.

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NEWSMAKERS

Martecchini Elected 16th President of Webb Institute MARK MARTECCHINI has been elected as the 16th president of Webb Institute.

Effective July 1, 2022, he will succeed R. Keith Michel. Martecchini comes to Webb following a 38-year career with Stolt-Nielsen, most recently as managing director of Stolt Tankers.

The American Waterways Operators has appointed PETER SCHRAPPEN as vice president – Pacific Region. With 23 years of legislative and advocacy experience, he serves as vice president and director of government affairs of the Northwest Marine Trade Association and board chairman of the Washington Maritime Federation.

Crowley has appointed MEGAN DAVIDSON as chief people officer, responsible for Crowley’s leadership as an employer of choice among its various operations.

Davidson comes to Crowley after an extensive career with BP, where she served most recently as vice president of people and culture.

TOTE LLC has made leadership changes that see MIKE NOONE, president of TOTE Maritime Puerto Rico LLC, promoted to a new role as COO for TOTE Group. KEVIN KENDRICK will be named the new president of TOTE Maritime Puerto Rico and ALEX HOFELING will be named president of TOTE Maritime Alaska LLC.

Eagle Bulk Shipping Inc. has named COSTA TSOUTSOPLIDES as chief strategy officer. He will have broad responsibilities in developing corporate strategy, as well as leading capital markets initiatives and overseeing ESG and investor relations.

He will retain his existing responsibilities, including mergers and acquisitions in addition to vessel sales and purchases.

CRAIG PERCIAVALLE is to take the helm at Fincantieri Bay Shipbuilding as vice president and general manager following TODD THAYSE’S decision to retire after 10 years in that role. Perciavalle most recently served as the president of Austal USA in Mobile, Ala.

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December 2021 // Marine Log 43

SAFETY FIRST

Despite the best weather prediction data, some of the worst maritime disasters have occurred over the past several years due to the sudden onset of extreme weather.

D

iscussions at the COP26 global climate change conference have put a focus on the future impact of weather and climate on our lives. Of particular interest to the maritime community are reports that climate change causes an increase in both the frequency and severity of extreme weather.

The United Nations recently published a report on the increased frequency and severity of extreme weather over the past 50 years.

The report highlights data confirming that weather-related disasters have continuously increased over the past few decades, and the National Oceanic and Atmospheric Administration (NOAA) as well as the National Aeronautics and Space Administration (NASA) have published similar findings on the effects climate change has on weather.

Unfortunately, it appears that extreme weather will only be an increasing threat to our everyday lives and careers on the water.

This does not come as a surprise to many of us as the data that supports this conclusion has existed for years. But at what point does this data become actionable?

Despite having access to the best weather prediction data in history, some of the worst maritime disasters ever have occurred over the past several years due to the sudden onset of extreme weather. El Faro, Bounty, Stretch Duck, Scandies Rose, and Seacor Power are just some of the more recent tragedies that highlight a steady trend of marine casualties caused by extreme weather. This is particularly disturbing news, as those of us that live and work within the maritime transportation system should already understand that weather is an ever-present 44 Marine Log // December 2021

threat to the safety of human life.

We are not strangers to extreme weather and should not be caught off guard, yet the investigations into these tragic events show that many of the same factors occur time and time again. The most common of which is the unexpected onset of extreme weather and the underestimation of their effects.

Still, each time disaster strikes investigations are conducted, causal factors identified, and safety recommendations made.

We have developed new technologies

Data suggests weather is an increasing danger to safety of human life at sea. and established new procedures and regulations. We have taken tremendous steps together to create the safest waterways we could, yet the disturbing trend remains. Why this continues to happen despite our inherent understandings is a mystery. Those of us who investigate these incidents refer to this as a “latent unsafe condition,” an undiscovered set of materiel or human factors that given the right circumstances manifests itself in catastrophic results.

Perhaps the simple truth is that we cannot continue to make the same decisions with the same attitudes and expect different results, especially in the face of mounting

data suggesting the problem is only going to get worse. Now more than ever, we have the data and technologies to prevent the vast majority of marine casualties due to weather. We just need to do it.

To highlight this reality, the Coast Guard is publishing a Marine Safety Alert regarding sudden extreme weather dangers. The purpose of this Marine Safety Alert is to increase the awareness of operators in the marine transportation system and recreational boating community to sudden extreme weather events and provide strategies to combat them.

One focus of the safety alert is on the occurrence of sudden extreme weather or “pop-up” thunderstorms, which have become increasingly dangerous to the maritime community. However, the same perspectives can be extended to larger and more predictable weather events as well.

Additional emphasis also needs to be placed on using the technology and tools already available to us. There are a plethora of tools available to help us predict, monitor, and mitigate extreme weather. Explore which combinations of technology, procedures, and attitudes work best for your specific vessel, region, or industry and put them in place. Embrace these things, incorporate them in your daily operations to create a culture of prevention, and remain humble in the face of Mother Nature.

The data suggests that weather is an increasing danger to the safety of human life at sea. We must remember our long and tragic history in the face of extreme weather, and take steps not to repeat it. We also must remember the many tools available to help us make good decisions, and we must remember that despite years of experience or even the best technology, actual conditions can greatly exceed expectations.

We must remember that regardless of organization or role, everyone wants to get back home at the end of the day, and many didn’t.

Finally, we must remember that almost nothing will serve us better in the long run than a little humility, and that we are all in this together. Stay safe out there, friends.

LT. CMDR. CHAD YEAMANS, MS, SHRM-CP Detachment Chief USCG Investigations National Center of Expertise

Photo Credit: Shutterstock/nexus7

As Weather Gets Worse, We Must Be Better

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