M arine

The Information Authority for the Workboat • Offshore • Inland • Coastal Marine Markets
Volume 31 • Number 3

News MARCH 2020

www.marinelink.com

Ship Repair &

Conversion
There’s a new name on
the U.S. West Coast

Winter Work
The Great Lakes fleet
remains fit for service

Emissions Compliance
Keeping up is never easy

U.S. Coast Guard

Adm. Karl Schultz outlines
successes and challenges
 CONTENTS Marine News March 2020 • Volume 31 Number 3

INSIGHTS

14 Gavin Higgins
CEO,
Nichols Brothers Boat Builders,
Everett Ship Repair

INLAND WATERWAYS

22 The National Freight Strategic Plan

Ports and terminals help transform thousands
of miles of inland waterways into a freight
transportation system.
By James Kearns

EMISSIONS REDUCTION

30 Rewrite the Rules

Emissions action is needed now, and leaders in the
private sector are charting the course.

Credit: Fincantieri Bay Shipbuilding

By Robert Kunkle

LUBRICANTS

44 Selection Fundamentals
The right lubricant can make all the difference.
Study up and choose wisely.
By Ben Bryant
Features
34 EPA Tier 4
Difficult and contentious, 12 years and counting.

12 40 Great Lakes Winter Work

By Tom Ewing

Keeping America’s lakers fit and ready for service.

By Rick Eyerdam

ON THE COVER

Marine
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6OLUME  s .UMBER 

Everett Ship Repair is a new

News -!2#( 
WWWMARINELINKCOM

name in ship repair now up

and running on the U.S. West Ship Repair &
Conversion
Coast. There’s a new name on
the U.S. West Coast

Image credit: Everett Ship Repair

Winter Work
7KH*UHDW/DNHVÁHHW
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Emissions Compliance
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U.S. Coast Guard

$GP.DUO6FKXOW]RXWOLQHV
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2 MN March 2020
 Marine News

&
Marine News March 2020 Volume 31 Number 3

Departments Analysis
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Lawrence R. DeMarcay, III • Tom Ewing • Rick Eyerdam
Randy O’Neill • Barry Parker 10 BY THE NUMBERS
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26 GOVERNMENT UPDATE
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4 MN March 2020
www.marinelink.com MN 5
 EDITOR’S NOTE

Operating and working in the U.S. maritime industry has never been easy, and new
challenges will always emerge to ensure it remains that way.
But a look around the industry can be encouraging. We continually see industry lead-
ers tackling obstacles head on. Technical, regulatory, environmental, cultural, market,
safety, etc.; the list is long. Yet, while challenges vary in form and level of difficulty, the
response among leaders is typically the same. Let’s buckle down and handle it.
The U.S. Coast Guard, of course, is “always ready” for a challenge. Semper Paratus,
after all. In February I traveled to Charleston, S.C., where I heard Commandant Adm.
Karl Schultz outline in his 2020 State of the Coast Guard Address a number of key chal-
lenges confronting the service today. Insufficient polar icebreaking capabilities, commu-
nications breakdowns in Alaska and elsewhere, IT systems on the brink of catastrophic
failure, a $2 billion facility repairs backlog, government funding shortfalls and new and
evolving security threats are just a few.
Nevertheless, the Coast Guard has triumphed despite its challenges, often by turning
them into opportunities. In general, I’d say that the maritime industry has too.
Emissions and other environmental concerns are central among top challenges for
today’s marine operators. Robert Kunkel and Tom Ewing explore this topic in articles
beginning on pages 30 and 34 respectively.
As anyone reading these pages knows all too well, ship repair and keeping vessels in
good running order is often a difficult and costly job, particularly when the vessels are
several decades old. This is the case with the venerable fleet of ships operating on the
Great Lakes. Rick Eyerdam reports this month for Marine News on the regional repair
work on the Great Lakes fleet, starting on page 40.
Finally, there’s a new name in U.S. vessel repair: Everett Ship Repair, this month’s cover
subject. While the Everett name may be new, Gavin Higgins, the executive running the
operation is a long-tenured industry veteran likely known to most of you. Everett is
a subsidiary of Ice Cap Holdings, LCC and sister company to Nichols Brothers Boat
Builders, and this month Higgins serves as our INSIGHTS interview, starting on page
14, sharing his thoughts on how the new venture aims to ensure its customers’ vessels are
fit for service.

Eric Haun, Editor, haun@marinelink.com

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6 MN March 2020
Authors
& Contributors

Marine News
March 2020
Volume 31 Number 3

Ben Bryant is Marine Market Mark Koski is the North

Manager at Klüber Lubrica- American Commercial Lead-
tion. He is a longtime contrib- er for Ingersoll Rand Mate-
utor to Marine News. rial Handling, overseeing re-
gional sales for high capacity
Tom Ewing is a freelance hoists and winches.
writer specializing in energy
and environmental issues. He Robert Kunkel, President of
Bryant Ewing contributes regularly to this Alternative Marine Technolo-
magazine. gies and First Harvest Naviga-
tion, is a frequent contributor
Journalist and editor Rick Ey- to Marine News. He served
erdam was formerly Editor as the Federal Chairman of
of Florida Shipper magazine. the Short Sea Shipping Co-
Additionally, he was Executive operative Program under the
Director of the Miami River U.S, Maritime Administration
Marine Group and Captain of from 2003-2008. He sailed
the Port of the Miami River. with several U.S flag compa-
His articles have appeared in nies as a licensed engineer,
Eyerdam Kearns myriad shipping magazines was commissioned as a Navy
and newspapers since 1970. Officer and continued his ca-
reer in ship construction at
James A. Kearns has rep- various yards globally.
resented owners, operators,
financial institutions and end
users for more than 30 years
in the purchase, construc-
tion and financing of vessels
engaged in both foreign and
U.S. coastwise trades.
Koski Kunkel

8 MN March 2020
www.marinelink.com MN 9
 BY THE NUMBERS

USCG/AWO Annual Safety Report

The American Waterway Operators (AWO) and the 2017, only four were related to towing operations. The
U.S. Coast Guard (USCG) issued their annual safety others were due to preexisting medical conditions (six),
report at the National Quality Steering Committee one suicide and an intoxicated crew member falling over-
(NQSC) meeting in February 2020. Think of it as a safe- board while the vessel was moored. Hence, as can be seen
ty report card for the domestic towing industry. in Chart 1, the rate of fatalities aboard U.S. towboats con-
The NQSC uses three measures to track overall trends tinues to trend downward. Crew fatality rate is calculated
in safety and environmental protection. These useful indica- using the “Mercer Model”, developed with AWO-funded
tors of towing industry trends include (a.) crew fatalities per research. The denominator for this rate is derived from the
100,000 towing industry workers, (b.) gallons of oil spilled number of towing vessels in operation, as reported by the
from tank barges per million gallons transported, and (c.) U.S. Army Corps of Engineers (USACE). As with some
the number and severity of towing vessel casualties. Scouring government generated data, USACE numbers lag one
towing industry data and measures for calendar years 1994 calendar year behind USCG data. Therefore, the 2017
to 2018 the report also includes summary statistics on crew- USACE data is used with the 2018 crew fatality number
member injuries, which the NQSC began tracking in 2006. to project the 2018 crew fatality rate. Table 1 shows the
In 2018, there were four operational towing ves- fatality rates per 100,000 FTE calculated by the Bureau
sel crew fatalities. While 14 deaths were reported to the of Labor Statistics (BLS) for all workers from 2012 to
Coast Guard aboard freight carrying towing vessels in 2017. Additionally, Table 1 shows the fatality rates for the

Worker Fatality Rates per 100,000 FTE

Table 1 – Comparison of Worker Fatality Rates
2012 2013 2014 2015 2016 2017
Bureau of Labor Statistic (BLS), All Fatal Work Injuries 3.4 3.3 3.4 3.4 3.6 3.5
BLS, Transportation Sector Fatal Work Injuries 14.6 14.4 15.4 14.7 15.4 15.1
Towing Industry, Crew Member Operational Fatal Work Injuries 6.7 7.8 4.4 6.7 8.6 6.2

10 MN March 2020
 Business news you can trust and
advertising results you can count on.
We have you covered
in every sector of the industry.
The Maritime Media Network’s diverse
portfolio of publications includes:
Maritime Reporter & Engineering News,
Marine News, Marine Technology Reporter
and Offshore Engineer.
Reaching a total average circulation of 125,584,
these four publications reach decision makers all
over the maritime industry, are audited by BPA, and
are only available in the Maritime Network.

June 2019 BPA

www.marinelink.com MN 11
 BY THE NUMBERS

transportation sector and towing industry. For 2017, the rying freight. Incidents where only a crew member death,
towing industry fatality rate is 6.2, which is less than half injury, or operational tank barge spill occurred, without a
the transportation sector but almost double the rate for all precipitating or associated towing vessel or barge incident,
fatal work injuries. It’s a dangerous world out there. are not included in this measure since they are included
On the environmental front, the USCG reported 36,046 in other sections of the report. Chart 7 shows the number
gallons of oil were spilled as a result of 55 tank barge pollu- of towing vessel incidents reported and classified by the
tion incidents in 2018. Chart 5 shows the total gallon quan- AWO-USCG Severity Scale. The Severity Scale, was de-
tity of oil spilled from tank barges for calendar years 1994 to veloped by the NQSC to assist in the classification of these
2018. The largest spill was the result of an allision between incidents. Towing vessel incidents include ALL reportable
a barge and a moored vessel in Port Arthur, Texas. The re- marine casualties that involve a towing vessel or barge in-
sulting 26,020 gallons of ultra-low sulphur marine diesel volved in freight movements. Tugs and barges involved in
discharge accounted for 72.2%of the total volume of oil the construction, dredging, and industrial services are not
spilled in 2018.The second largest oil spill in 2018 resulted included. Each incident is counted only once, regardless
from an allision between a barge and a concrete finger pier of the number of involved vessels or recorded events.
in the Lower Mississippi River, which caused a discharge of In 2018, there were 1,117 towing vessel incidents,
9,450 gallons of biodiesel – or 26.2% of the total volume of of which 81.6% were classified as low severity incidents.
oil spilled in 2018. While even one barrel spilled is one too Medium and high severity incidents represented 11.8%
many, two spills accounted for 98.4% of the total volume and 6.5%, respectively.
of oil spilled from tank barges in 2018. To say that the in- The top four categories of towing vessel medium and
dustry, over the past 20 years, has exponentially cleaned up high severity incidents were allisions (36.6% of total), mate-
its environmental signature would not give nearly enough rial failures or malfunctions (16.1%), groundings (10.2%),
credit to those firms providing service in this sector. and loss/reduction of propulsion/steering (6.3%).
The projected oil spill rate for 2018 is approximately In 2005, the Coast Guard began documenting injury se-
0.48 gallons of oil spilled for every million gallons trans- verity with each incident investigation. In 2018, there were
ported, or one gallon of oil spilled for every 2,083,222 gal- 115 incidents onboard towing vessels or barges that resulted
lons transported. The tank barge oil spill rate is calculated in injuries to 120 crewmembers (six incidents resulted in
using USCG data, along with USACE data. The latest ver- injuries to multiple crewmembers). Unfortunately, the total
sion of the publication available is for calendar year 2016; number of injuries as well as the number of injuries in at
therefore, the 2017 (1.13) and 2018 rates are a projection each level of severity rose from 2017. The 120 total number
based on 2016 data. In 2016, the USACE reported that was the highest since the 133 injuries recorded in 2014.
approximately 74.8 billion gallons of oil was transported by Table 3 provides a breakdown of the injuries by severity cat-
barge on U.S. waterways. That amount represents 81% of egory, and Table 4 provides the number of critical, severe,
all petroleum carried on domestic waterways. In 2016, the and serious injury accidents by accident type for CY 2018.
amount of oil transported by barge on domestic waterways The one critical injury in 2018 was the result of an un-
decreased by 10.2 million short tons or 2.8 billion gallons, stable barge rolling over and crushing a mate who was on
a 3.6% decrease from 2015. The overall spill rate decreased an adjacent barge. The five severe injuries in 2018 were
somewhat in 2018 as the oil spill rate continues to be rela- the result of crewmembers being caught in rigging/lines
tively low considering the overall volumes transported, and (three incidents) or crewmembers being injured during
that oil volumes transported by barge have increased greatly. crane operations (two incidents). There were 22 serious
In terms of safety itself, a vessel incident is defined as a injuries in 2018 included nine falls and seven cases of be-
casualty involving a towing vessel or barge engaged in car- ing crushed between objects.
Table 4 – Critical, Severe, Serious Injuries by Accident Type for CY 2018
Table 3 – Number of Injuries by Severity Category, CY 2015-2018
Accident Type # of Accidents
Injury Severity 2014 2015 2016 2017 2018 Total Contact Injury- Fall onto surface 9
Critical 1 4 0 0 1 6 (1.1%) Contact Injury- Crushed between objects 8
Severe 11 2 5 2 5 25 (4.5%) Contact Injury-Line handling/caught in lines 5
Serious 32 23 20 15 22 112 (20.3%) Contact Injury- Struck by moving object 3
Moderate 67 46 39 35 50 237 (43%) Overexertion Injury- Strain or sprain 2
Minor 22 34 36 37 42 171 (31%) Contact Injury- Other 1
Total 133 109 100 89 120 551 Total 28

12 MN March 2020
 Read the AWO/USCG report:
https://www.americanwaterways.com/sites/default/files/2019-USCG-AWO-Annual-Safety-Report.pdf

www.marinelink.com MN 13
 INSIGHTS

Gavin Higgins

All photos: Everett Ship Repair

CEO,
Nichols Brothers Boat Builders
and Everett Ship Repair

E
verett Ship Repair (ESR) is a relatively new name in Shipbuilding, Inc. before signing on at NBBB in 2012.
the U.S. ship repair business. Established in October Previously, he served as Vice President and COO for
2019, the Pacific Northwest shipyard is owned by Ice Derecktor Shipyards in its Bridgeport, Conn. facility and
Cap Holdings, LLC, which is also the parent company to as Chief Engineer at its Mamaroneck, N.Y. facility.
another shipyard not too far away: Nichols Brothers Boat Higgins has a degree in naval architect from Southamp-
Builders (NBBB). ton College and an MBA from the University of Connecti-
Both ESR and NBBB are headed up by CEO Gavin cut. A Fellow of the Royal Institute of Naval Architects
Higgins, who is responsible for the development of new (RINA) and a Member of the Society of Naval Architects
business opportunities and cultivation of new business re- and Marine Engineers (SNAME) in the United States.
lationships, including working with industry groups, naval Higgins serves on The American Bureau of Shipping’s
architecture firms, subcontractor and suppliers, to ensure (ABS) Committee on Small Vessels and is a member of the
the two shipyards establish and maintain prominent roles Shipbuilders Council of America (SCA).
in their respective operations. In the coming pages, Higgins brings us up to speed on
An experienced shipyard executive, Higgins worked as the new repair venture, discussing how the yard’s strengths
a General Manager of Shelbume Ship Repair with Irving and capibilities will help Everett Ship Repair meet its goals.

14 MN March 2020
 INSIGHTS

What type of business is Everett Ship Repair targeting the drydock to the new facility and began operations.
– commercial, government, both? And what are your The drydock is capable of hauling vessels up to 436 feet
top goals as head of the new yard? by 110 feet.
ESR customer base will be commercial operators, gov-
ernment agency and federal operations. The drydock Please describe the research that went into buying
capacity allows for a wide range of vessel size, and with the dry dock Faithful Servant, and why Everett ulti-
support from the existing Nichols Brothers Boat Builders mately decided to make the purchase.
management and experienced personnel, the diverse cus- We have been studying how to expand our service op-
tomer portfolio is ideal. portunities for a few years. The Faithful Servant has ex-
We aim to build a world class ship repair facility that ceptional length and beam capabilities and large lift ca-
can support the needs of private, commercial and govern- pacity. Mapping its capabilities to the market, we could
ment clients. see that this was an excellent opportunity to start the
new venture.
What type of investment was required to acquire the
site and then begin operations? Were major on-site The ESR website references “vast ship repair capa-
modifications required? bilities”. Will you please define this?
The site is owned and leased out by the Port of Ev- ESR is capable of hauling vessels up to 436 feet by 110
erett. ESR occupies approximately three acres of lay- feet with simplistic to complex work-scopes. ESR can
down area, 20,000 square feet of fabrication shop area schedule small maintenance work, extensive repair work,
and occupies pier three directly neighboring the Port of up to significant vessel conversions. The drydock also has
Everett. ESR purchased the Faithful Servant, an exist- capacity for double docking of smaller vessels to accom-
ing drydock that serviced the Puget Sound area in Bell- modate vessels out of season preparing for upcoming sea-
ingham, Wash. Following the purchase ESR transferred sonal operations.

16 MN March 2020
 INSIGHTS

What makes ESR different from other repair yards? With Everett now in existence, will NBBB’s repair,
Principally it will be the size range that the dock can maintenance and conversion work shift to the new
handle. ESR is one of only three facilities that can dock site and free up NBBB to focus on new construction
vessels with beams greater than 90 feet. exclusively?
Nichols Brothers will continue business as usual. NBBB
What are the advantages to having ESR and sister has a great barge/ferry/tug repair customer pool who they
company NBBB in relatively close proximity? will continue to serve. NBBB repair is limited to size con-
NBBB is a full-service shipyard that has all the skills re- straints of vessels up to 275 feet in length with a draft max-
quired to build vessels up to 350 feet in length. The ability imum of 18 feet and vessel weight of 2,500 ST. This is only
to share that resource to support work and utilize the ap- a constraint when hauling vessels into the yard, due to the
prenticeship program to support future growth if the yard unique hauling method.
is a giant asset. ESR’s repair capacity is much greater than Nichols’, ac-

18 MN March 2020
commodating vessels up to 436 feet by 110 feet by 32 feet. are you booked?
NBBB has a “sweet spot” repair size, if you will. Both facil- ESR is booked now through the summer with work
ities can accommodate vessels of all complexities; however, coming in rapidly.
size does matter.
Please describe the trade services that Everett and
Please give a brief rundown of the jobs performed at Nichols Bothers provide.
Everett to date. Were any of the scopes particularly ESR and NBBB perform in-field service work. We have
challenging or unique? great relationships with our customers, and are very famil-
The first docking was a double docking of a tugboat and iar with their vessels. Anytime a customer needs us we offer
fishing vessel. Both were in dock for owner-required main- services.
tenance. Second, a large oil barge came in for significant
steel work. And lastly, a second large barge has come in How many employees work for ESR currently? Has
for substantial repairs, maintenance and preservation. ESR it been a challenge to attract talent? Are there plans
targeted work-scopes that matched the capabilities as the for expansion?
facility ramped up operation. This allowed us to grow as a ESR has a complete management team, production crew
company while minimizing risk and offering our custom- and production support personnel consisting of about 45 in-
ers a positive first experience. dividuals. As operation develops ESR anticipates a crew of 80,
plus or minus. ESR currently is recruiting for talent and inter-
What does your current backlog entail? How far out ested candidates should apply only through the ESR website.

www.marinelink.com MN 19
 COLUMN INLAND WATERWAYS

The National Freight

Strategic Plan and the
Inland Waterways
By James Kearns

The Fixing America’s Surface Trans- industries and companies that serve and utilize our inland
portation (FAST) Act was enacted in rivers, ports and terminals. I am the Secretary-Treasurer of
December 2015. The FAST Act re- IRPT and I assisted the association’s Executive Director,
quired the U.S. Department of Trans- Aimee Andres, in the preparation of these comments.
portation (DOT) to develop a Na- We hear frequently about the 24,000 commercially
tional Freight Strategic Plan to address navigable miles of inland and intracoastal waterways that
multimodal freight transportation. In move domestic and international cargo in America’s mari-
the Federal Register of December 27, time transportation system. But what transforms those
2019, DOT requested information thousands of miles of waterways into a freight transporta-
Kearns
from the public, including industry tion system are the ports and terminals that are on them.
trade groups, to aid development of the Inland and small coastal ports and private terminals are
National Freight Strategic Plan. critically important for domestic uses and export of agri-
This article summarizes certain of the comments that culture, mining, chemical, energy and other commodities.
were submitted by Inland Rivers, Ports and Terminals, Inc. The National Freight Strategic Plan relies on a second
(IRPT) in response to DOT’s request. IRPT is a nonprofit strategic planning tool that the FAST Act requires DOT
trade association with nearly 300 members nationwide to develop, namely, the National Multimodal Freight Net-
that advocates for our nation’s inland waterways and the work. At present, DOT has developed only the interim
© Gerard Corprew / Adobe Stock

22 MN March 2020
version of this network according to the specific compo-
nents that the FAST Act requires to be used for the interim
version. The only public ports of the U.S. that the FAST
Act allows to be included in the interim version are those
that have total annual foreign and domestic trade of at
least 2,000,000 short tons, as identified by the Waterborne
Commerce Statistics Center (WCSC) of the Army Corps
of Engineers, using the data for the latest year for which
such data is available. The interim version of the National
Multimodal Freight Network that was announced in the
Federal Register on June 6, 2016 listed only 113 U.S. ports
as satisfying the 2 million short tons threshold.
In contrast, the WCSC itself lists no less than 150 ports
as “Principal Ports of the United States” on its website,
many of which have annual foreign and domestic trade less
than 2 million short tons. The website of the U.S. Mari-
time Administration (MarAd) goes further:
Ports are a vital part of a nation’s maritime trans-
portation system. The United States has more than
300 – operated by states, counties, municipalities and
private corporations. Many of our ports, including the
waterways and facilities connecting them, are compli-
cated elements that integrate water, rail, road and even
airborne transportation modes.
In contrast to the list of specific components that are pre-
scribed for inclusion in the interim version, the FAST Act
directs DOT to develop the final version of the National
Multimodal Freight Network by considering a dozen fac-
tors of much broader scope, and then only after solicit-
ing input from a wide spectrum of stakeholders through
a public process that includes notice and an opportunity
to comment on a draft system. These factors include, for
example, the origins and destinations of freight movement
within, to and from the United States; the volume, value,
tonnage and strategic importance of freight; access to ma-
jor areas for manufacturing, agriculture or natural resourc-
es; and intermodal links and intersections that promote
connectivity (49 U.S.C. section 70103(c)). These factors
would result in the inclusion in the final version of the Na-
tional Multimodal Freight Network of many more public
inland and coastal ports than those that meet the threshold
of 2 million tons in annual trade.
By several measures, therefore, if DOT were to use only
the 113 ports currently designated in the interim version
of the National Multimodal Freight Network to inform its
development of a national freight strategy, the maritime
sector of that strategy would suffer from a significantly
inaccurate and understated representation of many of the
public inland ports and smaller coastal ports.

www.marinelink.com
 COLUMN INLAND WATERWAYS

The National Freight Strategic Plan could also help ports to $25 million. Note that this $25 million is not re-
the inland waterways make a greater contribution to our served for inland river ports, so the inland river ports must
nation’s freight transportation system by providing for still compete with the coastal seaports and the Great Lakes
expanded funding opportunities for inland and smaller ports for the relatively small portion of the Program’s funds
coastal ports and private terminals, and by remedying the for which the inland river ports are even eligible to apply.
imbalance that they face even within the limited funding It is true that there are provisions of the Port Infrastruc-
opportunities that exist. ture Development Program that are helpful to inland river
Historically, federal assistance to the inland river ports and ports and smaller coastal ports are: first, the minimum
terminals has been provided through MarAd. In the Further grant size is $1 million; second, for grant awards of less
Consolidated Appropriations Act of 2020 (Appropriations than $10 million, DOT is to give priority to ports that
Act) signed on December 20, 2019, MarAd’s budget was handled less than 10 million short tons in 2017, as identi-
funded at over $1 billion, but with less than $10 million fied by the Army Corps of Engineers; and third, for grant
directed to inland ports through the Marine Highways Pro- awards of less than $10 million, DOT may increase the
gram. A significant further limitation from the perspective federal share of project costs above 80%.
of inland and small coastal ports is that this amount does The fact remains, however, that the inland and small
not generally extend to dry or liquid bulk commodities. coastal ports and terminals will not be on a level playing
The Port Infrastructure Development Program included field in terms of federal funding opportunities until there
in the Appropriations Act makes $225 million available to is specific dedicated funding for them by way of either a
fund projects for coastal seaports, inland river ports and reserved percentage of existing program funding (INFRA,
Great Lakes ports, but reserves $200 million of this total TIGER, BUILD, etc.) or a standalone discretionary grant
amount, or nearly 90%, for coastal seaports and Great Lakes program dedicated to the many inland private and public
ports, in effect limiting the funding available for inland river facilities that serve the nation’s freight transportation needs

© Joe Sohm / Adobe Stock

24 MN March 2020
on the inland waterways. For far too long, appropriation
bills such as INFRA and BUILD programs and authoriz-
ing legislation like the FAST Act and WRDA have un-
derfunded inland facilities. Infrastructure projects sought
by inland facilities are far less costly than the minimum
required for those programs, but the composite result pro-
vided by potentially funding these projects could be expo-
nentially beneficial to the nation’s transportation network.
IRPT has undertaken a legislative initiative of proposing
to Congress an Inland Port and Terminal Grant Program to
level the competitive playing field. This program would be
similar to MarAd’s small shipyard grant program, in that the
program would be administered by MarAd, would adhere to
60-day submission and 120-day award distribution require-
ments, and would include both private and public facilities.
The program would differ from the small shipyard grant
program in that funds could be used to construct build-
ings, physical facilities, purchase equipment, etc.; and funds
could be used for fixed landside infrastructure projects, such
as docks, wharves, piers and road and rail improvements.
The program would also differ from the Marine Highways
program, in that the program would extend to both private
and public entities, would be available for fixed landside
infrastructure projects such as those mentioned above, and
would extend to liquid and dry bulk cargoes.
Most of the discretionary grant programs for federal fund-
ing assistance currently require a public sponsor, yet many of
the facilities moving the nation’s freight are not located with-
in a public port or they are located in rural areas in which the
local public entities have very limited staff and resources. In
such situations it is often difficult for a private terminal to se-
cure a public sponsor in order to be eligible for federal fund-
ing assistance, since securing a public sponsor often means
that the sponsor must spend time and resources to adminis-
ter the grant, perform audits and carry out other tasks.
Private terminals on the inland waterways create jobs,
relieve landside traffic congestion, reduce landside fuel
consumption and emissions and avoid wear and tear on
roads, bridges and rails no less than their public port coun-
terparts. It is therefore, a benefit to the general public in
terms of job creation, safety, environment and cost savings
to allow private terminal facilities to be eligible for federal
funding assistance.
The inland and smaller coastal ports and private termi-
nals are proud of the role that they play in our nation’s
freight transportation system. They ask that this role be
appropriately recognized as the nation plans its freight
transportation strategy for the years ahead.

www.marinelink.com
 GOVERNMENT UPDATE

The State of the

Coast Guard
Credit: Eric Haun

By Eric Haun

U.S.
Coast Guard Commandant Adm. complexity within the marine transportation system, from
Karl Schultz outlined his vision for the liquefied natural gas exports, to offshore wind farms, to
service in February during the State of increasingly sophisticated vessels. These factors and a host
the Coast Guard Address in Charleston, S.C., highlighting of others all contribute to an unprecedented demand for
the organization’s top initiatives, accomplishments over Coast Guard services,” Adm. Karl Schultz said.
the past year, and challenges facing the service today and “Nationwide, the Coast Guard has an enduring respon-
on the road ahead. sibility to safeguard the marine transportation system and
The 26th Commandant stressed the importance of bolster maritime competitiveness, infrastructure improve-
America’s marine transportation system and highlighted ment, economic prosperity and national security.”
Coast Guard’s role in safeguarding maritime commerce “Our people are working around the clock on waterways
among the service’s many crucial contributions to U.S. across the country to keep our maritime industry safe and
security. “Our interconnected global economy relies on efficient, ensuring American shelves remain stocked and
efficient ports and waterways. Over 90% of the world’s our vast needs for energy met.”
goods move by sea. We are clearly a maritime nation, and The Commandant said ongoing vessel acquisition pro-
our marine transportation system generates over 30 mil- grams, including the Polar Security Cutter and Offshore
lion jobs and $5.4 trillion annually in economic activity.” Patrol Cutter, will help the Coast Guard to best perform
“Today we face unparalleled growth in vessel traffic and these duties.

26 MN March 2020
 “Today we face
unparalleled growth
in vessel traffic and
complexity within the
marine transportation
system, from liquefied
natural gas exports, to
offshore wind farms, to
increasingly sophisticated
vessels. These factors
and a host of others
all contribute to an
unprecedented demand
for Coast Guard services.”
– Adm. Karl Schultz.

“The Coast Guard operates our nation’s only icebreaker

fleet countering malign influence as our nation’s most per-
sistent surface military presence at the Polar regions. We
do this with just two cutters: one heavy and one medium
icebreaker. This is a woefully unacceptable level of pres-
ence in an area where we must be a leading force. Presence
equals influence, and we must up our game with respect to
high latitude presence.
“The good news is that both the Administration and
Congress have duly recognized the burden our Polar Star
sailors bear to meet the Nation’s call. That’s why I’m grateful
for their recent support to fully fund our new Polar Security
Cutter, the first modern heavy icebreaker to be built in the
United States in half a century. Additionally, the President
requested $555 million in Fiscal Year 2021 to fully fund our
critically needed second Polar Security Cutter, and there’s an
acquisitions and funding strategy to build a third.

www.marinelink.com
 GOVERNMENT UPDATE

“And today we’re developing operational requirements tz, who also pointed out the need to address the Coast
for medium icebreakers. A fleet of at least three Polar Se- Guard’s nearly $2 billion shore infrastructure backlog.
curity Cutters, and three medium icebreakers will ensure “Every mission begins and ends at a Coast Guard facil-
American sovereignty and presence in the Polar Regions ity,” Adm. Schultz said. “Unfortunately, due to years of
for decades to come.” flat-line budgets forcing tradeoffs, the facilities that our
But it is the new Offshore Patrol Cutters that “will be- men and women deploy from and return to are crumbling
come the backbone of [the Coast Guard’s] modernized around them.”
fleet,” Adm. Schultz said. “The first in its class, Cutter Ar- Similarly, the Coast Guard’s information technology
gus, is already under construction and will be delivered in infrastructure is also in need of a major update, the Com-
2022. The Offshore Patrol Cutter program is set to de- mandant said: “Years of investment tradeoffs have brought
liver 25 hulls and that fleet will ultimately comprise almost our information technology to the brink of catastrophic
70% of our offshore presence.” failure. Just this past summer over 95 vital systems went
Several Offshore Patrol Cutters, as well as five National offline for several days due to a single server malfunction,
Security Cutters, will be homeported in Charleston, “a fu- impacting our ability to save U.S. citizens, thwart crimi-
ture Coast Guard operational center of gravity”. nals, defend our nation, and yes, even to simply check our
Adm. Schultz shared plans to restore hurricane-damaged email. Our people will never fail our country, but our tech-
facilities in South Carolina and expand the Coast Guard’s nology is failing our people.”
footprint in the Charleston area. “Over the next five years, Adm. Schultz rolled out a “Tech Revolution” roadmap
the Coast Guard will work to consolidate our campus designed to update the Coast Guard’s 1990s-era hard-
along one waterfront. This gives Charleston the potential ware, software and analytics. He also described the need to
to grow into the largest concentration of assets and people strengthen service innovation initiatives and accelerate the
in the Coast Guard.” implementation of the best ideas service-wide to field com-
“Charleston is a first stop to nationwide investment in manders. These include the marine inspector mobility ap-
our service, our facilities and our people,” said Adm. Schul- plication INSPECT, partnering with Global Fish Watch to

The U.S. Coast Guard helps safeguard maritime commerce.

Credit: Eric Haun

28 MN March 2020
 GOVERNMENT UPDATE

combat illegal fishing, linking to the

DoD’s Defense Innovation Unit in
Silicon Valley, and the establishment
of the Blue Technology Center of Ex-
pertise at the University of California
San Diego.
Other technology improvement ef-
forts highlighted included the Coast
Guard’s Cyber Strategy, improving
cutter connectivity and modernizing
the Coast Guard Auxiliary’s informa-
tion technology capabilities.
Adm. Schultz also stressed a need
for the Coast Guard to better manage
its talent, outlining several person-
nel initiatives to recruit and maintain
Credit: Vard Marine

a highly-skilled workforce. “Talent

management is both our most press-
ing challenge and our greatest oppor-
tunity,” Schultz said. “That is why I
believe wholesale investment will en-
able our talented people to carry out The USCG plans to build 25 new Offshore Patrol
their missions across the maritime do- Cutters, the first of which is currently being built
main today and tomorrow.” by Eastern Shipbuilding in Panama City, Fla.

136,000
www.marinelink.com MN 29
 EMISSIONS REDUCTION

Rewrite the Rules:

Credit: Derecktor Shipyards

The Path to Zero Emissions

By Robert Kunkel

W
ith social media updates and conference agendas zones. Monitoring and enforcement of the new limits fell
addressing the subjects of climate change, emis- to government agencies as sulfur was slowly being removed
sions reductions and alternative fuels, it’s a won- from our fuel sources. As a result of current 2020 IMO
der we are not climbing the Himalayans in search of the Jedi requirements, sulfur content is now .1% in the ECAS and
Master that will provide us with the magic potion. Yoda’s .5% worldwide.
blessing with a calming breath, “You have chosen wisely.” Again, not to beat a dead horse about the industry’s bot-
Government emissions intervention started with a move tom line, owners got pummeled with the costs of clean-
to reduce energy and fuel consumption measured in green- ing fuel tanks, facing a decision to scrub or not to scrub
house gas (GHG), at a time when the world and our politi- or absorb the cost of experimenting with ultra-low sulfur
cians spoke about global warming. Chapter 4 of MARPOL fuels. Within months operators invested nearly $100,000
Annex VI circa 2011 introduced two mandatory standards in their two-stroke engines, watched a rise in lube oil prices
with the objective of reducing GHG using improved ship exceeded 7% due to lack of lubricity in the new fuels and
design and operations. The Energy Efficiency Design In- suffered quality issues with sediment, plastics and chemicals
dex (EEDI) and the Ship Energy Efficiency Management added or blended into very-low-sulfur fuel oil (VLSFO).
Plan (SEEMP). Most owners and builders when review- Has the use of VLSFO solve the climate change is-
ing the six-foot-long EEDI formula wondered if the In- sue? Not according to the International Council of Clean
ternational Maritime Organization (IMO) understood we Transportation and a measurement of “black carbon”.
practice fuel efficiency each operating day as it affects our This emission category appeared with blended aromatics
bottom line. Few rarely speak of the regulation these days, of the new fuels. According to their research, black car-
and many flag states “waived” the new ship requirement bon remains in the atmosphere for only weeks as a short-
until 2019 with shipbuilders manipulated the formula as a lived pollutant and traps heat. An estimate of nearly 3,200
beginning of “ECO” sales. times more heat than CO2 measure over a 20-year period.
As research continued and carbon dioxide (CO2) reduc- The effects are devastating in permafrost areas and as a re-
tion was debated, the world turned to sulfur (SOx) and sult VLSFO may be restricted or banned in future Artic
particulate matter (PM) to address the new tag “climate shipping. Another continued attempt to extend the use of
change” in the established Emission Control Areas (ECA) heavy fuels in our propulsion systems despite continued

30 MN March 2020
 EMISSIONS REDUCTION

First-of-its-kind cargo vessel Captain Ben Moore delivers local produce and food across Long Island
Sound. Built by Derecktor Shipyards, the aluminum catamaran is powered by two Cummins QSB 6.7
diesels, and lithium batteries connected to a pair of BAE Systems HybriDrive electric motors.

technical research needed. electric decision is based upon envi- oilfield services in the U.S. Gulf has
We can continue the decades of dis- ronmental stewardship, sustainability been historically cyclical, and the cur-
cussion with the introduction of the goals and an effort to save the planet. rent down cycle has extended well be-
“Tier” concept, with IMO and U.S. Our Hybrid and EV projects with Har- yond those historical trends with near
Environmental Protection Agency bor Harvest, First Harvest Navigation, disastrous economic results. There
(EPA) giving us Tier I, II and III and Amtech, BAE Hybrid, ABB and Tuck- are many who are looking at offshore
IV. The goal being reduction of ni- er Yacht Designs have proven we chose wind energy to replace major oil
trogen oxide (NOx) in new buildings the correct path. Beyond our climate needs and create a new maintenance
after January of 2016 and the move change concerns we see it more as eco- and service sector utilizing the skills
toward selective catalytic conversion nomic survival of the marine industry and experience offshore oil provided.
(SCR) or exhaust gas recirculation as a mode of transportation. Maritime Certainly, the technical requirements
(EGR) to meet the NOx reduction needs a new definition of emissions re- of the wind market will require new
goals. In our opinion the NOx reduc- duction and pollution prevention be- construction, new designs and new
tion is now the most important change yond fuel. We need only to look at the services in the U.S. workboat sector.
in the historical path of petroleum- automobile and trucking industry as If we are to invest hundreds of mil-
based fuels. Reducing NOx levels an example of their accelerated efforts lions of dollars to create clean alterna-
opened the door to alternative fuels – to embrace electric vehicles. tive energy offshore, we would suggest
liquefied natural gas (LNG), propane, Many in our industry have suf- the marine service and construction
methanol and ammonia continuing fered through the extended collapse sector be built with hybrid and electric
the development of the internal com- of the offshore sector. The market for vessels. If not, servicing offshore wind
bustion engine (ICE). Many of these
fuels are far beyond the testing stage
and in full operation despite the fact
no one has determined this is the final
solution or if a bunkering infrastruc-
ture is available worldwide. As the
stricter requirements were put into
place, we again remind everyone that
not one small engine manufacturer
worldwide was capable of meeting the
NOx goals under 600 kilowatts (kW).
This may be a quick recap of “emis-
sions reductions” and we should take
into account that decades have passed
as government intervention slowly
propels petroleum-based fuel oils for-
ward. The quest for “zero emissions”
can be a simple repeated Jedi mantra:
“Go electric”, and that decision needs
to be made now as government regula-
tory dates of 2030 and 2050 may be
too late for our industry to be actively
involved in the zero emissions solution.
We would be proud to say the

www.marinelink.com MN 31
Credit: ABB
EMISSIONS REDUCTION

wind energy with current fuel oil emissions would not only the Connecticut Port Authority to support the growth of
be strangely ironic but an oxymoron “clearly misunderstood”. the infrastructure and follow on vessels tor the program.
Let’s also look at highway congestion and public trans- To date no funding has been provided. Private investors
portation when we discuss emissions reduction. Has gov- answered the call, delivering the first emissions-free vessel
ernment supported the use of hybrid or electric marine into operation on the Long Island Sound.
vessels while acknowledging these problems exist? They ABB Marine & Ports recently delivered testimony in the
have not. New York City recently built and employed 26 U.S. House of Representatives Committee on Transporta-
new ferries, a successful operation supporting a reported tion and Infrastructure about the future of marine tech-
50,000 passengers a day. Not one city or state program or nologies. This year, the first all-electric vessels ever built
for that matter one vessel was built with electric or hybrid in the U.S. – the Niagara Falls tour operator Maid of the
technology to reduce emissions. Mist tour boats – will start operation, powered by ABB’s
Harbor Harvest and First Harvest Navigation built and zero-emissions technology. Tucker Yacht Designs, one of
delivered into operation the first U.S.-built hybrid cargo our network partners, handled design integration and con-
vessel with private funding. They have waited over four struction supervision of a very successful operation. This
years for the promise and award of a Marine Highway project too was supported by private funds and an owner
grant from the Maritime Administration (MARAD) and with a drive to answer the climate change call.

32 MN March 2020
 EMISSIONS REDUCTION

Harbor Harvest’s
Captain Ben Moore

Niagara Falls tour operator

Maid of the Mist ordered
a pair of passenger vessels
that will sail on pure electric
power, enabled by ABB’s
technology. Each of the
vessels will be powered by a
pair of battery packs with a
total capacity of 316 kWh,

Credit: Harbor Harvest

split evenly between two
catamaran hulls.

There are other leaders world-

wide. Bangkok, Thailand as part of
its “Smart City” project is building 42
electric ferries to restructure the city
transportation hub with private indus-
try funding. Hurtigruten delivering
the first hybrid cruise vessels in Nor-
way and the Brim Explorer built by a
simple whale-watching family touring
the Norwegian Artic on battery power.
Ultimately it will not be government
regulations or programs solving climate
change problems. It will be the private
sector, and industry leaders that under-
stand the problem needs to be solved
now – not 30 years down the line.

www.marinelink.com MN 33
 EMISSIONS COMPLIANCE

TIER 4 –
Difficult and
Contentious,
© JinnaritT / Adobe Stock

12 Years and Counting…

By Tom Ewing

W
hen it comes to complying with EPA’s Tier 4 working to fit the hardware and related components inside
emissions regulations, there’s no shortage of cre- a hull. Tier 4 demands are rigorous: emissions from 25 Tier
ativity emerging from America’s maritime engi- 4 engines are supposed to be equivalent to just one Tier 1
neering firms. Companies such as Hug Engineering are engine. The vessel, its engine and the aftertreatment need
offering flexible, customized aftertreatment-based control to function as a single system for optimal performance,
systems that can assemble almost in modular like fashion. reliability, cost and emissions reduction.
Other companies, such as ABB Group, offer battery-hy- From discussions with experts in the Tier 4 field, some
brid power sources to complement combustion power and of the Tier 4 installation technical challenges are being
avoid threshold diesel emissions. Engine manufacturers, met. Progress is slow but new vessels, at least, are being de-
such as Cummins, are working with aftertreatment sup- signed to incorporate Tier 4 engines and the aftertreatment
pliers to ensure operational harmony between power plant systems which, of course, require as much room as the en-
and pollution controls. Scania AB is demonstrating new gines to which each unit must be linked. (See diagram.)
successes by approaching power from a systems standpoint, Importantly, though, these advances must spread out
taking a close look at a vessel’s actual power demands and across a very fractured landscape. Progress with one vessel
how and when that power needs to be delivered. or application doesn’t mean success elsewhere. Each differ-
As vessel owners know, this is not easy stuff – in any way. ent class of vessel requires a different approach and analysis
Tier 4 systems are complex and expensive, to purchase and to Tier 4 implementation, lobster boats are not the same
operate. They are big, frequently requiring customized, as ferries which are not the same as pilot boats. It’s not an
specific analyses for placement within a vessel; a challenge exaggeration to write that every vessel – not just every ves-
and difficulty that EPA refers to as “packaging,” literally sel class – demands its own analysis.

34 MN March 2020
 EMISSIONS COMPLIANCE

www.marinelink.com MN 35
Photo: Cummins EMISSIONS COMPLIANCE

Boyer Towing recently repowered its 1997-built tug Gretchen H three new Cummins
QSK19 Tier 3 compliant engines rated for 750 HP each at 1,800 RPM.

Tier 4, of course, doesn’t apply just to new vessels. A EPA’s regs were finalized in 2008 and Tier 4 phase in was
vessel owner seeking to repower an older vessel confronts supposed to have concluded by 2017. This uncertainty
the same long list of questions and trade-offs. He or she impacts decisions across the board – at shipyards, among
may decide it’s easier just to avoid the whole set of issues engine manufacturers and vessel owners.
and instead of buying one Tier 4 engine at 800 HP (the Last September, EPA proposed to delay Tier 4 imple-
800 HP Tier 4 threshold, also 600 kW) he or she may mentation for certain types of vessels – high powered ves-
purchase two smaller engines instead. And increasingly, sels such as lobster boats. In response, comments came in
hybrid applications, using electric and diesel power gen- from across the industry imploring EPA to expand the
eration are drawing operators’ attention. Hybrid systems scope of that delay – to include a broader range of vessels,
double-up, when needed, to deliver maximum power un- from workboats to tour boats. EPA’s public comment pe-
der load, and maximum load is usually just a fraction of a riod ended in October. However, behind the scenes, EPA
vessel’s operating time. has maintained an active and pointed discussion with in-
To make matters more complicated, the Tier 4 market dustry reps, asking for their perspective on the charges and
and business milieu remains shaky. Tier 4 decisions sit countercharges within the Tier 4 debate. The many issues
within an unsettled regulatory environment – even though with Tier 4 compliance remain hotly contentious.

36 MN March 2020
 EMISSIONS COMPLIANCE

© Wimbledon / Adobe Stock

EPA was counting on vessel design changes and techno-

logical advancements to be market ready by 2017. EPA al-
lowed that development time to resolve the “packaging” is-
sues (EPA’s term) that stymied a quicker phase-in in 2008;
EPA knew that application and installation of Tier 4 after-
treatment was still some years off. Ten years later, though,
the “packaging” problems remained. “(EPA’s) decade-old
assumption of how the market would respond has proven
to be incorrect,” is the way Robert J. Lawler, Jr., President
of the Passenger Vessel Association summed up the Tier 4
state of affairs in comments to EPA.
EPA is targeting summer 2020 to issue a final action on
its proposal to delay.
Hug Engineering’s approach to Tier 4 compliance il-
lustrates how engineers are seeking maximum flexibility
regarding materials and space. This kind of advance is im-
portant for vessel owners seeking to repower. You may not
have been able to fit a Tier 4 system in your vessel five years

www.marinelink.com
 EMISSIONS COMPLIANCE

Alberto Alcalá, Scania, Dana Brewster, Hug’s Regional

U.S. Marine Sales Manager Sales Manager, Mobile Applications

ago. Today, that same space might work for installing an naval architects and customers on power solutions that
aftertreatment system to your existing engine. meet Tier 4 emission levels and enable vessels to complete
HUG Engineering offers a retrofit aftertreatment selec- their missions.” Brown said that “overall, the impact of
tive catalytic reduction (SCR) to reduce NOx emissions cleaner emissions systems on vessels does vary.” Some ves-
to Tier 4 standards. A diesel particulate filter (DPF) can sels can accommodate new aftertreatment systems with-
be added to the SCR system to also reduce particulate out significant vessel redesign. However, in higher speed
matter (PM). HUG’s Nauticlean and Clean4Marine sys- and/or weight-sensitive applications, Brown said “there
tems are adaptable with various engines; in fact, HUG has may be a need to redesign or reconfigure the boats and
certifications for IMO III today and additional engines their engine rooms.” Cummins works closely with cus-
currently in the certification process. HUG partners with tomers on these kinds of projects.
some of the marine diesel engine OEM’s on a global scale. Brown said that alternative power solutions are on the
Another Tier 4 path to explore is a “Best Available Tech- horizon, from diesel-electric hybrids to hydrogen fuel cells.
nology” (BAT) option. When a Tier 4 engine is unavail- “Customers want to optimize their vessels with the best
able for repower applications, air quality agencies in some power packages to meet regulatory rules and still provide
cases may consider the BAT. the most efficient engine performance.”
Dana Brewster is Hug’s Regional Sales Manager, Mo- Hybridization is a big focus for ABB and its marine gen-
bile Applications (Marine/Rail). He said that HUG’s erator products. ABB’s low voltage (LV) standard marine
engineers take what he calls a “Lego approach” to after- generators are designed for fully electric vessels and for ma-
treatment installation, i.e., to fit it into just about what- rine diesel gen-sets in main, auxiliary or emergency power
ever space is available. Brewster said that Tier 4 control generation. They cover the power range 14-2,600 kVA in
schemes can, increasingly, be installed in various configu- frame sizes 180-450 with typical voltages of 380-480 V.
rations. If there is more vertical space available, the hard- This equipment is well-tested in marine applications, cur-
ware gets stacked. In a narrow but more lengthy space, rently working in over 1,300 ships.
the system will stretch out. But if you need an engine Dave Lee , ABB’s Senior Account Manager, New Build,
in excess of 800 HP, the odds are better now that Tier 4 describes a hybrid evaluation as part of a “different thought
can work. Again, though, there are no across the board pattern” regarding vessel power. He notes that in a work-
answers with Tier 4. boat, for example, full engine power is rarely used. ABB in-
Eddie Brown, Segment Leader, Commercial Marine at stalls smaller generators to complement the diesel engine.
Cummins Engines, said his team is “working closely with “We offer an optimal power range and battery and fuel cell

38 MN March 2020
 EMISSIONS COMPLIANCE

Hot Enough to
Boil Water…
When EPA proposed a delay (last September)
in marine diesel emission standards, heat was
a main focus area – engine heat and heat from
the Selective Catalytic Reduction (SCR) exhaust
treatment systems, part of the Tier 4 process.
Lobster boats were highlighted by EPA. Lob-
ster boats need specific compartments for live
lobsters. But the “packaging” required for larger
engines (above 600 kW) placed the engines –
and heat – too close to the lobsters. Then, add
David Lee, ABB, Senior Account SCR heat and the outcome was not good – the
lobsters were getting cooked, or close to it.
Manager, New Build This example may be a bit singular, but the issue
of heat dispersal is a critical safety issue. R.W.
Fernstrum & Company has been designing and
technology,” Lee said. This approach can avoid the need
building heat dispersal systems for 70 years.
for a second diesel engine. It utilizes horsepower most ef- We asked Fernstrum: what are your customers
fectively, depending on the task at hand. asking about regarding repowering and Tier 3 vs
The notion of strategic power is an important one for Tier 4 options?
Scania, which is not offering engines over 800 HP. That Vessel owners could, for example, install three
high-power market is too limited. As designers evaluate Tier 3 engines instead of two Tier 4 engines,
future power demands, Alberto Alcalá, U.S. marine sales thereby avoiding SCR systems altogether. Plus,
manager for Scania, predicts additional progress on vessels this saves space, a critical concern within over-
themselves: shaped for speed and energy efficiency. all vessel design and performance – whether for
He too expects increasing hybridization, writing that speed or cargo.
“Our company’s goal is to reconfigure exist-
“hybridization can fill in the gap between tier 3 and the
ing technology in even more efficient ways,” ex-
need for a larger engine with the complexities of tier 4.” plained spokesperson Rachel Fernstrum. “Our
In 2012, Scania outfitted the Hornblower Hybrid in San systems allow us to reject more heat in a given
Francisco with a Tier 2 / electric mix. That ship was re- area of the vessel.”
cently upgraded to a Tier 3 / electric mix in order to meet Ferstrum added that this approach retains a fa-
California’s tougher air quality goals. miliar technology, avoiding a new, and complex,
Alcalá placed hybridization at the top of the list regard- SCR learning curve.
ing future disruptive technologies. Scania works with ABB “We can retrofit keel coolers in a vessel to re-
(and others) on projects that demonstrate how a mix of place an existing cooling system that may not
electric-diesel generation can replace larger engine sets. be working as expected,” Fernstrum said. In ad-
dition, the company can also “leverage” an ex-
Scania engineers have demonstrated that three smaller
isting cooling system, as long as it is a closed-
engines can replace 3-4 engines in a traditional 2,000 HP circuit system. This “leveraging” can reduce
tug, at tier 3 levels. New gensets can provide up to 2,400 the additional cooling requirements associated
HP in what was once a 2,000 HP vessel. The vessels use with certain applications. Sometimes, with a re-
power as needed – idling or shutting down in low-load power, the keel coolers from an original installa-
situations, using dramatically less fuel, then drawing maxi- tion may be able to be used as part of the new
mum power only when needed, again, usually a relatively cooling system.
small portion of a vessel’s operating hours. The point is: if you’re facing these difficult deci-
Stay tuned for EPA’s decision this summer. sions, check all options.

www.marinelink.com MN 39
 REPAIR & CONVERSION

Winter Work on
the Great Lakes
By Rick Eyerdam
Credit: Fincantieri Bay Shipbuilding

40 MN March 2020
 REPAIR & CONVERSION

A
long the 1,600-mile, ice gray arch of the steel renewal, installation of advanced electronic naviga-
St Lawrence Seaway, the 2020 Great Lakes tion systems, and replacement of safety equipment such
commercial shipping season will lurch back as lifeboats.
to life on March 25 when the Soo Locks at More than one-thousand engineers, welders, pipe-fit-
Sault Ste. Marie, Mich. reopen. ters, mechanics and electricians have worked tirelessly on
The ceremonial opening signals a passage with passable the ships to ensure they are ready to sail as soon as the Soo
ice and the 114th Great Lakes season for its fleet of 45 Locks open on March 25, according to Peace.
venerable lakers. Most of these huge self-loading freight Major shipyards are located in Duluth, Superior and
haulers are at least 50 years old, rust free, and fit; American Sturgeon Bay, Wis. as well as Erie, Penn., with other work
steel sailing on a freshwater sea. being done in Toledo and Ashtabula, Ohio; Ludington,
To handle Great Lakes cargo, a special type of vessel has Mich.; Detroit and Milwaukee.
evolved: the North American "laker", the largest being more Virtually all the great lakes lakers that fly Canadian flags
than 1,000 feet long, capable of carrying up to 70,000 tons winter in Ontario and Hamilton.
of iron ore or 1,700,00 bushels of grain in one trip.[Inter- Todd Thayse, Vice President and General Manager of
lake Steamship Company’s Paul R. Tregurtha, christened in Fincantieri Bay Shipbuilding, said the shipyard this year is
1981, is the largest laker sailing the Great Lakes.] servicing the Edgar B. Speer (1,004 feet), James R. Barker
Thanks to a career spent primarily in freshwater, the av- (1,004 feet), Mesabi Miner (1,004 feet), American Integri-
erage life expectancy of a Laker is 40-50 years, compared ty (1,000 feet), Roger Blough (858 feet), John G. Munson
to about half that for saltwater vessels. Downtime during (768 feet), American Mariner (730 feet), H. Lee White
winter lay-up allows ample opportunity for maintenance, (704 feet), Joseph L. Block (728 feet), Thunder Bay (740
another key factor in a laker's long lifespan, according to feet) and Wilfred Sykes (628 feet).
Eric Peace, director of operations and communications for In 2018-2019, Fincntieri serviced the Paul R. Tregurtha
the Lake Carrier Association (LCA). (1,013 feet) the largest ship on the Great Lakes, James R.
The majority of lakers are self-unloaders, able to dis- Barker (1,004 feet), Burns Harbor (1,000 feet), Roger
charge cargo without dockside equipment. Many such Blough (858 feet), John G. Munson (768 feet), Cason J
vessels that once carried only ore pellets, stone or coal have Callaway (767 feet), Joseph L. Block (728 feet), Wilfred
been modified to carry grain, salt or even fertilizer. Others Sykes (628 feet), American Courage (636 feet), Barge Hu-
carry cement and petroleum products. ron Spirit (328 feet), the Madeline Island Ferry LaPointe
Lakers’ self-unloading capability is unique, and the and several tugs, Thayse said.
equipment requires maintenance to ensure the vessels can “We provide full-service maintenance and repair – ev-
continue to unload up to 75,000 tons of cargo in less than erything from engine overhauls to mechanical and elec-
12 hours, one of the reasons why U.S.-flag Lakers are the trical repairs; hull and propulsion repairs; surveying and
most efficient mode of dry-bulk cargo transportation in inspection needs; repowerings, retrofits and conversion
the world, Peace said. services and more.
Ohio-headquartered Interlake Steamship Company has “We do 60 to 70% of our repair work during the winter
a fleet of nine self-unloading vessels, ranging in carrying months. But there is a flow all year long, as our repair busi-
capacity from 24,000 to 68,000 gross tons, with a total ness has steadily grown. Ship repair in total is about 30 to
trip capacity of 390,360 gross tons. Interlake Steamship 40% of our business.
Company carries approximately 20 million tons of cargo “We service vessels that require conveyor system and
annually. In 2016, the company completed a 10-year, boom belt work. We also blast and paint cargo holds and
$100 million fleet modernization program. ship’s hull structure. We do any emergency repairs needed;
not just during winter but year-round. Our floating dry-
Winter work dock and 1,154 foot graving dock help us accommodate
Peace is making an educated guess, but he figures more many of the largest Great Lakes vessels in operation.”
than $97 million in maintenance and modernization work When asked about trends for new services and equip-
was done on U.S.-flag Lakers for the 2019-2020 winter ment, Julie Koch, Manager of Contract Services at Fin-
season at multiple Great Lakes shipyards. cantieri Bay Shipbuilding , said the yard has completed
The biggest part of it is winter work, which includes, five exhaust gas scrubber installations, including three for

www.marinelink.com MN 41
 REPAIR & CONVERSION

1,000-foot freighters. 100-year-old tugs

American flag vessels have been ordered to operate since Such long and unwieldy lakers on the often-narrow
January 1, 2015, in compliance within the North Ameri- pathways of the Great Lakes waterways demand a fleet of
can Emissions Control Area (essentially all U.S. and Ca- skilled tugs.
nadian fresh and saltwater coasts). The sulfur content of Marine News spoke to Kirsten Buccigrossi, Director,
vessel fuel must be no more than 0.1% by weight, a sub- Marketing & Communications for The Great Lakes Tow-
stantial reduction from the 1% allowed in 2010. So, this ing Company and Great Lakes Shipyard. Great Lakes Tow-
is a pressing need. ing’s fleet of tugs is the largest on the Great Lakes.
“We can install closed-loop, open-loop and hybrid sys- “Many of our tugs are around a hundred years old,” she
tems. We transform ships to make them scrubber-ready by said with remarkable calm. “We change out the engines at
providing extensive structural, piping and electrical modi- about every 40 years. The last one was back in the ’70s.”
fications and can minimize downtime by accomplishing “It is pretty wild,” Buccigrossi said. “But operating in
this during the winter layup,” Koch said. fresh water, we have no issue with salt corrosion on the
“FBS has also completed 14 engine repowerings which steel. And they are all good U.S. steel.”
are more energy and emission efficient, ranging from She said federal regulations finally made it cheaper to
1,000-foot vessels to passenger ferries and tugs. Both of build new tugs and retire the 100-year-olds. “We are build-
these services have been trends over the last several years,” ing about one new tug a year at our Great Lakes Shipyard.”
Koch said. “For the last 10 years, we’ve also provided elec- Last winter, the company’s shipyard worked the Ameri-
trical retrofits of original deck winches to new, user-friend- can Steamship Company’s 635-foot Sam Laud, but hosted
ly operations.” no lakers this year, Buccigrossi said.
“Installing waste heat boilers has been a common part “For winter work on lakers, typical service/mainte-
of conversions we’ve done. We have also gained experience nance includes routine inspections, steel reinforcement,
in installing and operating various ballast water treatment etc. In addition, we provide a wide variety of services
systems,” Koch said. on other vessels that are not lakers (i.e., research vessels,
ferries, fireboats, tugs, barges, etc). These services in-
First new ship in 35 years clude five-year regulatory inspections, repowering, coat-
Fincantieri Marine Group, Fincantieri Bay Shipbuild- ings, electrical installation, everything. And we operate
ing and The Interlake Steamship Company hosted a cer- a new 770-ton Marine Travelift, the largest in the Great
emonial first-cut-of-steel event last August for construc- Lakes, she said
tion on the first U.S.-flagged Great Lakes bulk carrier “With the implementation of Subchapter M, we have
built in more than 35 years, due by 2021. seen a few tugboats in looking for some additional work to
“The first cut of steel is a major milestone that signifies be compliant with the new regulations.
we, along with Fincantieri Bay Shipbuilding, are ready to “Appropriation of federal funding over the last couple of
begin production on this historic project,” says Interlake years has increased the work items on government vessels,
President Mark W. Barker. “We are extremely proud to such as research vessels, USCG cutters and barges, USACE
build our company’s first ship since 1981 on these fresh- (Corps of Engineers) tugs and barges, all of which can be
water shores. It’s a true Great Lakes success story.” handled by the Marine Travelift,” Buccigrossi said.
Credit: Fincantieri Bay Shipbuilding

42 MN March 2020
 REPAIR & CONVERSION

Credit: Great Lakes Group

USCG RV ARCTICUS in for winter work

Credit: Fincantieri Bay Shipbuilding

www.marinelink.com MN 43
 LUBRICANTS

Lubrication Selection
Fundamentals
By Ben Bryant

A
s an operator of vessels, you understand that lubri-
cants play an important role in helping you achieve
your operational objectives. Yet, finding the right
one can be overwhelming since there’s an almost unlimited
number of different lubricant formulations. An understand-
ing of lubrication chemistry, performance expectations and
operational objectives will help you select a lubricant that
will improve operations and lower your overall costs.

LUBRICATION BENEFITS
The basic function of a lubricant is to reduce friction by
separating interacting surfaces. In operation, a lubricating
oil or lubricating grease is applied to the surface and moni-
tored for effectiveness. Possible lubrication benefits include:
• Create surface separation
• Reduce friction between components
• Minimize or prevent wear
• Increase efficiency
• Reduce energy consumption
• Extend service life of the equipment
• Improve reliability
• Noise reduction
• Cut maintenance and repair costs
• Improve machine safety
• Prevent rust and corrosion
• Cleanse equipment of fouling/contaminants
• Prevent or remove deposits, sludge, varnish
• Remove heat from system
• Perform work (e.g., hydraulic fluids)

In addition, you might have external considerations,

like meeting environmental certifications that leads you
toward a specific formulation. However, even in these cir-
cumstances, the lubricant selected significantly impacts
the overall operation.

44 MN March 2020
 LUBRICANTS

COMPOSITION OF LUBRICATING OILS AND GREASES phorous-based anti-wear additives that form a protective
A lubricating oil consists of a base oil, additives and – in layer on top of metal surfaces, sulphur-based extreme
some cases – solid lubricants. A lubricating grease is cre- pressure additives that prevent spot welding under high
ated by adding thickener to the oil. loads and corrosion inhibitors to reduce rust.
Options for base oils include mineral oil, synthetic hy- It’s important to achieve proper additive balance be-
drocarbons (PAO), esters, polyglycols (PAG), silicon and cause different combinations either work synergistically
perfluorinated polyethers (PFPE) – each with advantages (work together) or antagonistically (work in opposition).
and disadvantages. The correct base oil will depend on Additives are also fighting for space on the metal surface.
your operational objectives. If your overall goal is the low- For example, too high a concentration of corrosion inhibi-
est purchase price, then mineral-oil based lubricants are tors may reduce the ability of an extreme pressure additive
the standard. However, as you look to lubricants to help from doing its job. Solid additives such as graphite and
improve your operations or meet environmental standards, molybdenum disulfide (Moly) can improve performance
the performance characteristics of each of the other base in highly loaded gears. These additives maintain surface
oil types should be considered. A sample of performance separation even when the lubricant has been displaced
characteristics for four base oil types is in the table below. under pressure. Solid additives are beneficial in some ap-
Additives either improve the chemical and physical plications, but a well-balanced lubricant with EP addi-
characteristics of the oil or they protect mechanical el- tives is more often selected. Thickeners for greases can
ements within the contact zone. Examples of lubricant be divided into two categories: soaps and non-soaps.
additives that improve oil performance are antioxidants Soap thickeners include lithium, calcium, barium, alu-
that extend the life of the oil, pour-point depressants to minum and sodium soaps. Descriptors such as “simple,”
impart better low-temperature flow, viscosity improvers “stearate” and “complex” added to the name of the soap
to reduce the variation in viscosity over changing tem- refer to the complexity of the grease structure created
peratures and detergents to minimize sludge and varnish. during the production process. Complex greases usually
Additives that work in the contact zone include phos- perform better than simple greases but tend to cost more

www.marinelink.com MN 45
 LUBRICANTS

due to their increased production time. Non-soap thick- TRIBOLOGY AND THE “TRIBO SYSTEM”
eners include bentonites, polyureas and plastics. Tribology – the study of friction, lubrication and
The thickener’s role is to thicken the oil, control the wear – has become the basis for selecting the correct lu-
oil’s release and seal the friction point from contami- bricant in today’s demanding environment. Before the
nation. However, each type of thickener also imparts proper lubricant can be selected for a specific applica-
performance characteristics onto the grease. Below is a tion, the tribological system must be identified to its
comparison of lithium simple soap and calcium com- fullest extent. Analyzing the type of motion, speed of
plex soap. Notice that the complex calcium soap has the components, operating temperatures, loads and the
better performance characteristics regardless of the ad- application’s operating environment will lead to proper
ditives or base oil used. selection of the lubricant.
The NLGI scale of a grease refers to the amount of Types of motion that create friction are defined as roll-
thickener added to the base oil. A “soft grease” has less ing, sliding, combined rolling/sliding and boring. The
thickener than a “stiff ” grease. Soft greases are often used choice of base oil and additives will determine how well
in automatic lubrication systems while stiffer greases can the lubricant protects against each type of friction. As an
be found where the grease requires vertical adhesion. example, PAG base oils have better performance in areas of

46 MN March 2020
 LUBRICANTS

sliding friction than mineral oils or PAOs. or chemicals and whether the element is operating under
The speed of the mechanical element will impact the pressure (deep sea) or in a vacuum (gyro stabilizers) must
viscosity of the base oil chosen as well as the NLGI grade of be considered.
a grease. The faster the speed, the lower the viscosity and/
or NLGI that should be selected. CONCLUSION
The choice of lubricant will be affected by the operat- Understanding that the choice of lubricant chemistry
ing temperature. The base oil chosen can improve perfor- and formulations can have a substantial impact on the
mance at high temperatures, low temperatures and chang- performance of your vessel operation is the first step
ing temperatures. Additives can improve the oxidative toward an optimal lubrication program. A lubrication
performance of the base oil. The thickener system may engineer can assess the tribological conditions of each
have a big impact on the performance. application and make recommendations that balance
Load will determine the viscosity and whether anti-wear the price of the lubricant with the return on invest-
or extreme pressure additives are required. ment derived from reduced lubrication usage, lower
Finally, operating environments including ambient labor costs, extended lubrication intervals, safety and
temperature, moisture, contaminates, exposure to vapors asset life extension.

www.marinelink.com MN 47
Tech file
Shipyard Maintenance:
Which hoist is best?
By Mark A. Koski, CEM, CDSM; Commercial Leader,
Material Handling, Ingersoll Rand North America

S
hipyards are rugged, corrosive environments with ag- over time or equipment that
ing infrastructure. Hoists can sit inoperable for months can catch and tangle a chain
or years, wasting space and assets because the hoist while in use. Hoists with in-
doesn’t have the correct capacity needed for the applications. tegrated limit switches can
To save resources, shipyards interchange the use of non- even pull loads horizontally.
subsea and subsea hoists, causing problems like prema- A limit switch on the bot-
ture maintenance requirements and dangerously degraded tom of the hoist, in con-

Credit: Ingersoll Rand

equipment from seawater and improper use. Non-subsea junction with a chain stop,
hoists create a maintenance nightmare for shipyards when prevents the operator from
saltwater enters the gearbox during use. When a hoist not accidentally running the
designed for subsea use it submerged in water, it needs to chain out of the hoist. This
be completely disassembled and every component cleaned would cause the load to fall,
and greased to prevent motor corrosion. which could cause serious in-
To reduce capital investment, shipyards can utilize versa- jury or death.
tile, modular hoists that mitigate downtime and ensure the The European Directive
utmost safety of maintenance crews in the field. There are requires that every hoist
many factors to consider when selecting a hoist for ship- with a capacity of 1-ton or greater have overload protec-
yard maintenance applications. tion to prevent the hoist from picking up a load greater
than 125% of the hoist’s capacity threshold. The overload
Simple safety considerations protection automatically engages the hoist’s brake to stop
Shipyards are one of the most dangerous industrial the load from moving. The hoist includes an emergency
workplaces, and safety is the most important consideration stop function. When an operator presses the emergency
to protect crews from injury. Maintenance managers can stop button, a valve prevents compressed air from enter-
look for features that increase safety while the hoist is in ing the motor and the brake engages automatically.
use and that prevents the hoist from damage. An operator can easily add an overload protection sys-
A limit switch shuts off the air supply on a hoist to pre- tem to an Ingersoll Rand® LC2A Lift Chain® Hoist.
vent a load from damaging the hoist if it comes into con- Simply add a bolt-on a CE-approved1 overload motor
tact with the body of the hoist. This occurs if the operator end plate, without removing the hoist from the perch.
doesn’t stop the block before it engages with the mid-sec- Shipyards can use the overload adjustment to “de-rate”
tion of the hoist. Some hoists have air limit switches inte- the hoist, or lessen the total capacity, for applications
grated into the main body of the hoist for better durability. requiring less load to increase the hoist’s range of avail-
Their design has no external equipment that can degrade able capacities.

48 MN March 2020
Explosion and spark-resistant components amount of time required to perform maintenance because
Shipyards in Europe follow the ATEX (Atmosphères technicians can easily access the interior components of
Explosibles) Directive 2014/34/EU, the European Regula- the hoist. Moreover, one hoist motor is compatible with
tory Framework for the manufacture, installation and use hoists of many capacities so a simple motor swap can have
of equipment in explosive atmospheres. It defines the es- the hoist back in service is minutes.
sential health and safety requirements for equipment and Hoists with an air gear motor require less maintenance
protective systems. than vane type air motors because there is no friction be-
Shipyards in North America follow the National Elec- tween the rotors and the motor housing. The motor is
trical Code (NEC) explosion-proof requirements, which highly durable in rugged environments and is less sensitive
standardizes electrical safety practices for equipment. Ship- to damage from long periods without use. Air gear mo-
yards should refer to the NEC standards to determine the tors have fewer internal parts and require less maintenance
class and division requirements before adding hoisting from use or contaminated air particulates.
equipment to a shipyard. An exhaust filter silencer is an important component for
Hoists that are used for applications like maintenance an air hoist because it prevents dirty compressed air partic-
inside a ship engine room must be explosion-proof and ulates and aerosols from exiting the hoist and contaminat-
spark-resistant. Hoists with air motors are ideal for ing the workspace and it silences the compressed air as it
hazardous environments because the motor does not travels through the hoist. Some silencers can be manually
require electricity that could create sparks while in op- screwed onto a hoist, without requiring the operator to use
eration. Manufacturers commonly install copper-plated tools to install the part. Operators install the filter while
or solid bronze parts for additional spark resistance in the hoist is mounted on the perch, mitigating the need to
explosive environments. completely disassemble the hoist to service the filter.

Manage assets with versatile and modular hoists Air-gear motors are ideal for shipyards
Most ships are repaired in dry dock, so having a hoist A hoist with an air gear motor is ideal for dirty ship-
that is lightweight and versatile prevents the need to con- yards because it can intake and process large amounts of
figure multiple hoists for one application. compressed air contaminants such as oil, rust and mineral
Shipyards can prevent growing a collection of inoper- scale. Air gear motors have fewer parts than vane and other
able hoists due to capacity mismatches by investing in ver- types of motors, which makes the frequent maintenance
satile hoists. Maintenance operators can rig a hoist with common in corrosive environments easier and quicker.
varying lengths of chain or add bottom blocks to double Air gear motors can operate at lower pressure than stan-
or even quadruple the capacity of a hoist. For example, dard vane and other types of hoists. The shipyard compres-
the Ingersoll Rand LC2A Lift Chain Air Hoist is modular, sor room is typically located furthest from the dry docks
so shipyards can increase the load capacity of one hoist. where ships are serviced. Compressed air must travel across
Adding additional lengths of chain and bottom blocks in- the shipyard to reach the point of use, and air pressure de-
creases the hoist’s capacity up to four times. creases the more it has to travel.
Compact hoists with greater capacity are ideal for appli- Hoists with an air gear motor are ideal for applications
cations like positioning rudders, propellers or drive shafts like engine room maintenance that require shipyards to
for installation. During installation the operator welds a replace the engine or boiler room equipment. Operators
pad eye to the ship’s hull and hooks the hoist to the pad pull the machinery horizontally through the side wall of
eye. This application requires operators to work in tight the ship with a hoist placed on its side to work as a pulley.
spaces and compact equipment provides maintenance Air gear motors don’t require an oil bath to operate so the
teams more room to work. hoist can be placed on its side without spilling oil from
within the hoist.
Mitigate downtime with low-maintenance hoists Shipyards are rugged, corrosive environments that re-
Ships require frequent maintenance, and a ship in dry quire versatile hoists for optimal efficiency and productiv-
dock for maintenance isn’t transporting payloads to gen- ity. Hoists with air gear motors are best-suited for shipyard
erate income. Hoists with modular features decrease the environments due to their modularity and versatility.

www.marinelink.com MN 49
Tech file

Reliable Lifts
Patterson Manufacturing‘s new davit
cranes are designed from the ground
up for improved safety, ease of use,
durability and reliability. What more could you ask?

By Eric Haun

P
atterson Manufacturing has supplied equipment into President, Patterson Manufacturing. “Patterson had regu-
the marine market for more than 160 years, consis- larly received requests for products in various lifting appli-
tently expanding its lines of winches, rigging and fit- cations for a long time. Having made many custom lifting
tings to meet evolving demands along the way, and even products in the past, we felt that it was a natural exten-
engineering custom products when the job requires. Now sion to our product line,” Grapes explained. “From both
the Pittsburgh-based manufacturer is adding a new line of a functionality standpoint and the high volume of marine
davit cranes to the mix. applications, we knew our expertise was a match for the
The new cranes, available in 0.5-ton and 1-ton capaci- market’s need.”
ties, are both an answer to customer requests and a natural Grapes said the new davit are hot-dipped galvanized/
addition to Patterson’s existing catalog, said Taylor Grapes, saltwater ready with no plastic sheaves or pulleys, de-

50 MN March 2020
 All images: Patterson Manufacturing

signed from the ground up for improved safety, ease of physical testing. “Using ANSYS for digital finite element
use, durability and reliability. “Because we are not relying analysis, we can see where problems may surface due to
on legacy designs or iterations, we were able to incorpo- focused stress–in a part or assembly–before we ever physi-
rate the highest quality components and finishes, which cally build something,” Grapes said. “Once a prototype
will benefit the customers in a variety of ways,” he said. has been made, we perform thousands of loaded cycle tests
“A fully galvanized body means there is no concern of at various loads and positions, and other conditions de-
scratched paint or flaking powder coats, which can lead to pending on the product. Lastly, all products are tested to
corrosion and eventually failure. Steel sheaves, as opposed yield and to failure, either in-house on a hydraulic test bed,
to plastic, offer significantly longer life and extended duty or by a certified third party.”
cycles between replacement.” “Patterson is very cautious in our go-to-market strat-
“The simple design, durability and overall quality lead to egy,” Grapes added. “We go to great lengths to bring a
minimal maintenance and downtime, which reduces cost concept to fruition and maturity internally, as opposed to
and increases efficiency making operations faster and easier. using customers as guinea pigs.”
The mobility of these units, also allows customers to service The U.S.-built davit cranes are due to officially hit the
multiple locations with a single crane, which minimizes up- market in March, and Grapes says Patterson is already
front investment and makes the Patterson Davit Crane an in talks with multiple customers (marine or otherwise)
easy choice for operators and purchasing agents alike.” who plan to place orders once the first production runs
“Patterson has consistently expanded our line to offer a are completed.
wider variety of high-quality options for deck equipment. “While our core market is marine, and more specifically
With the addition of the Davit Line, our customers now inland marine, this product line has broad use in a pletho-
have one more spot on their deck where they can be sure ra of industries including wastewater management, general
that the equipment that they purchased will be rugged and construction and more,” Grapes said. “It is a great fit in
reliable for years to come,” Grapes said. any application where you need a stationary or portable
These claims are backed up by thorough digital and solution for repeat lifts.”

www.marinelink.com MN 51
 VESSELS

Partners Developing Electric Launch for Canaveral Pilots

Credit: Glosten

Glosten said it is working with fellow naval architecture and offshore supply vessels (OSV), certain design challenges
firm Ray Hunt Design and the Canaveral Pilots Associa- have slowed the technology’s inroads in the pilot boat realm.
tion on a pilot/demonstration project for the design, con- In 2018 Canada’s Robert Allan Ltd. introduced an all-
struction and operation of an electric pilot boat. electric pilot boat design for short run applications of 5
Marking a first for a pilot boat in the U.S., the vessel nautical miles or less. And in 2019 the Port Authority of
will feature a battery-electric propulsion system with an London took delivery of the world’s first hybrid pilot boat
emergency ‘get home’ diesel engine. (developed by French naval architects Pantocarene and
During the feasibility-level engineering, the team estab- adapted by U.K. builder Goodchild Marine), but there are
lished that a Ray Hunt hull form outfitted with a Glosten- currently no pilot boats operating in the U.S. with hybrid
designed battery propulsion system will achieve the speed or fully electric propulsion systems.
and operating range required to support normal pilotage “The technology isn’t necessarily new. The challenge is
operations in Port Canaveral. Fla. Once in service, the managing total weight in relation to the hull form and the
electric launch will serve as one of two primary boats for required operating profile,” said Winn Willard, President
supporting pilotage operations in the port. of Ray Hunt. “Because we are seeing a growing interest in
Morgan Fanberg, President of Glosten, said, “Ray Hunt such vessels, it made sense to partner with Glosten to work
brings a wealth of knowledge on planing hulls and pilot through those technical challenges.”
vessels, specifically. Combining that with our own experi- With feasibility-level engineering now complete, the
ence in electric propulsion systems, we hope to provide an Glosten-led team will now work to develop a draft pro-
excellent working solution for Canaveral Pilots.” gram for the pilot/demonstration project to be used for
Glosten said specific design details remain confidential Federal and/or State grant funding solicitations. At the
at this stage, but the minimum performance criteria estab- current stage, a potential builder has not been not named.
lished by Port Canaveral included a cruising speed of 18 Brendan McMillin, Co-chairman of Canaveral Pilots,
knots and an operating range (on battery propulsion only) said “[The project] presents an opportunity not only to
of 24 nautical miles. reduce some of our maintenance and operating costs, but
While hybrid and all-electric propulsion solutions have been to demonstrate that electric propulsion can be adopted by
in use for years for a number of vessel types such as ferries, tugs marine pilot associations on a broader scale.”

52 MN March 2020
 VESSELS

NOAA to Order New Research Ships in 2020

The U.S.’ National Oceanic and Atmospheric Adminis-
tration (NOAA) said it expects to award contracts for the
construction of two new oceanographic ships by the end
of the year.
Once in service, the new large oceangoing, multimission
research vessels will support missions ranging from general
oceanographic research and exploration to marine life, cli-
mate and ocean ecosystem studies, NOAA said.
A NOAA spokesperson told Marine News that Dakota
Creek Industries, Thoma-Sea Marine Constructors and
VT Halter Marine are currently conducting design work
and that each is in the running to be awarded build con-
tracts later this year.
Target launch dates will be determined after the ship-
building contracts are awarded, NOAA said.
The two newbuilds will be named after long-serving
NOAA vessels Oceanographer (active from 1966 to 1996)
and sister ship Discoverer (active from 1967 to 1996).
Credit: NOAA

The new Oceanographer will be homeported in Honolulu,

while the homeport for Discoverer remains to be determined.

New Boat for Texas Parks and Wildlife

All American Marine, Inc. (AAM) launched an aluminum
catamaran built to patrol Texas state and federal waters for
the law enforcement division of Texas Parks and Wildlife.
The 80- by 27-foot (OAL) Captain Murchison features
twin CAT C18 ACERT D Engines, with Hamilton Jet
HM 521 waterjets and is built to USCG Subchapter T
standards. It is also the first vessel in North America to
feature Hamilton Jet’s innovative Advanced Vessel Con-
trol (AVX) system. The new AVX features include both a
station keeping and a JETanchor positioning system. Ad-
ditional vessel features include a DJI Mavic Drone inte-
grated to the helm displays, as well as a FLIR M400 XR
High resolution Thermal Imaging video with tracking to
assist with patrol duties in the Gulf of Mexico.
The state-of-the-art hydrofoil assisted vessel, from
Teknicraft Design, will combine innovative design features
critical to modern maritime law enforcement.
One innovative feature is the inclusion of Teknicraft ’s Rap-
id rigid hull infl atable boat (RHIB) launching system inte-
Credit: All American Marine

grated into the stern of the vessel to increase safety and reduce
the time and manpower required to deploy the RHIB. It will
allow for deployment and retrieval in under 1 minute. The
RHIB is a 20-foot Willard with a 170 HP Volvo Diesel En-
gine, and also features Hamilton Jet Propulsion.

www.marinelink.com MN 53
 VESSELS

ACL to Launch Riverboat Pair in 2021

ied for its 2020 debut in New Orleans.
The two riverboats coming next year will be sister ships
to the American Harmony and American Jazz, but will
feature new design elements to be unveiled later this year.
All three new ships are being built at Chesapeake
Shipbuilding in Salisbury, Md. an affiliate of American
Cruise Lines.
Credit: American Cruise Lines

American’s series of modern riverboats ushered in a new

era of river cruising in the U.S. The line introduced the
country’s first modern riverboat in 2018, with the debut
of the series flagship, American Song. The second modern
riverboat, American Harmony, was introduced in 2019
American Cruise Lines plans to launch two additional and the third, American Jazz, begins cruising the Missis-
modern riverboats for the 2021 season. Construction is al- sippi in 2020. American Cruise Lines has introduced five
ready underway on the new riverboats and will ramp up as new ships since 2017, including new coastal ships, and will
American Jazz, the Line’s third modern riverboat, is read- have 14 ships cruising in 2021.

All-electric Harbor Clean-up Boat

The Waste Cleaner 66 – billed as the world’s
most powerful all-electric boat designed for
cleaning up pollution in inland waterways and
harbors – was unveiled at the end of 2019.
The unique vessel is powered by a Torqeedo
25kW Deep Blue motor with a 40 kWh Deep
Blue battery, which provides up to eight hours
of endurance at a cleaning speed of two knots.
The 20-foot aluminum boat, built at
EFINOR’s shipyard in Paimpol, uses patented
technology to retrieve up to 1,100 pounds of
solid waste and 263 gallons of liquid waste,
including hydrocarbons like oil or fuel spills.
The patented clean-up system automatically
separates water and hydrocarbons to eliminate
emulsification.
The boat is designed for operation in inland
waterways, harbors and coastal waters, includ-
ing jetties and tight corners where access is dif-
ficult. The versatile platform can conduct suc-
tion at halt or when moving, either forward or
in reverse. It can be trailered for road transport
Credit: Torqeedo

and has a single point of lifting for easy launch-

ing and recovery.

54 MN March 2020
 PEOPLE & COMPANY NEWS

OBITUARY

WCI
Calhoun Toohey Stephens Fitzgerald

New Leadership at WCI Inland Marine’s towboat and tank

Waterways Council, Inc. (WCI) barge fleet for approximately $278
Senior Vice President Deb Calhoun million in cash and the assumption
has taken over as Interim President/ of leases. Kirby will acquire Sav-
George Raymond Duclos age’s inland fleet consisting of 46
CEO, effective February 18,
(1933-2020) towboats and 90 tank barges with
2020, following the retirement of
George Raymond Duclos, age 86, President/CEO Michael J. Toohey, approximately 2.5 million barrels
died on February 15, 2020. Born in who led WCI since 2011. An of capacity, and will also take over
1933 in Fall River, Mass., George executive search firm will select a Savage’s ship bunkering business
spent most of his life in Westport, permanent President/CEO. and barge fleeting services along the
Mass., spending summers on the Gulf Coast. Savage’s offshore ma-
Watuppa Pond and moving to the rine business and certain shoreside
Pond permanently in the 1960s. Stephens Elected services including dock operations,
George is survived by his wife and PVA President management and logistics remain
life-long partner in adventure, Pau- Colleen Stephens, President of Stan unaffected by the deal.
line D. (Duperre) Duclos, and his Stephens Glacier & Wildlife Cruises
four children, 10 grandchildren and
two great-grandchildren.
will be President of the Passenger Fitzgerald to Rejoin
Vessel Association (PVA) for 2020.
At 22 years old, George joined Also elected to terms as PVA Of- Crowley as COO
Gladding-Hearn Shipbuilding in ficers for 2020 were Vice President Ray Fitzgerald will rejoin Crowley
Somerset, Mass. With the sup- Bob Bijur, Island Queen Cruises Maritime Corp. as chief operating
port of his partners and his family, (Miami) and Secretary-Treasurer officer effective March 1. Fitzger-
George grew the business to become Jim Swindler, Golden Gate Bridge, ald began his career with Crowley
recognized worldwide as a premier Highway and Transportation Dis- in 1987and spent 13 years with the
builder of small commercial vessels trict (Larkspur, Calif.). Ben Ber- company – many of them in a vice-
including high-speed catamaran fer- nstein, BB Riverboats (Newport, presidential commercial role within
ries, pilot and patrol boats, tugboats Kent.) was elected to PVA’s Board the liner services group. He then
and research vessels. The company of Directors. joined the Wallenius Wilhelmsen
had built nearly 400 vessels upon organization and over the past 20
his retirement in 2011. If asked, he years served in a variety of senior
would say his greatest joy and satis- Kirby Buys Savage leadership roles.
faction came from working with his
family and all the talented people at
Inland Marine Fleet
the shipyard.
Kirby Corporation signed a defini- Rand Acquires ASC
tive agreement to acquire Savage Rand Logistics announced it has

www.marinelink.com MN 55
PEOPLE & COMPANY NEWS

Hamilton STEHMO Lindström McAfee

entered into a stock purchase agree- and water depth adjacent to its Bayou position of Vice President of Global
ment to acquire rival Great Lakes Casotte site. The company also is in- Service. He will initially work out of
shipping company American Steam- vesting in machinery, equipment and the Ecochlor Connecticut USA office
ship Company (ASC) from GATX building upgrades. STEHMO plans with a global remit for this role.
Corporation for $260 million, create to fill the new jobs by the end of
the largest and most diverse fleet on 2021, increasing employment at the
the Great Lakes. facility to 186. KPI Bridge Oil Acquires
OceanConnect Marine
KPI Bridge Oil has agreed to acquire
Hamilton Joins Hempel Taps OceanConnect Marine, creating one
Ingram’s Board Lindström as COO of the largest independent marine
James L. Hamilton, an investment Katarina Lindström will join Hempel fuels service and solutions providers
banker specializing in global transpor- as Executive Vice President & Chief in the world.
tation, has been elected as a director Operating Officer from August 1, The two companies will merge to form
of privately-held Ingram Industries 2020 as the coatings manufacturer a new brand and entity, KPI Ocean-
Inc. Hamilton has served as the Glob- aims to double in size over the next Connect, with a team of 170-strong
al Head of Transportation for JP Mor- five years. operating across 15 locations globally,
gan during the past decade. led by KPI Bridge Oil’s current CEO
Søren Høll.
McAfee Leads
STEHMO Expanding Resolve Alaska
Ship maintenance and repair compa- Resolve Alaska, the northwest operat- OMSA Honors Alario
ny ST Engineering Halter Marine and ing arm of the Resolve Marine Group, The Offshore Marine Service As-
Offshore, Inc., will invest $10 million has appointed A.W. McAfee as its new sociation (OMSA) announced the
to expand at its Pascagoula, Miss. site, Managing Director. institution of the Robert J. Alario
adding 100 jobs in the process. The Distinguished Achievement Award,
expansion will enable the company to named after former OMSA Chair-
perform new commercial repair work Madely Joins Ecochlor man and President Robert “Bob”
for larger ships and oil platforms that Michael “Mick” Madely has joined Alario, who received the inaugural
require greater size and lifting capac- ballast water treatment systems manu- award in a ceremony organized by
ity. STEHMO is adding dock space facturer Ecochlor in the newly created OMSA in New Orleans.

56 MN March 2020
 PEOPLE & COMPANY NEWS

Madely Høll Robert J. Alario Distinguished Achievement Award Duthu

Alario served OMSA as President for

16 years between 1988 and 2004, and
also served a six-year term as Chair-
man of the OMSA Board of Direc-
tors. He is currently the Managing
Member of marine management
consulting firm Alario & Associates,
L.L.C. The Robert J. Alario Distin-
guished Achievement Award is an
annual awards program designed to
recognize individuals who, through
their lifetime of deeds and accomplish-
ments, are indisputable champions of
the U.S. maritime industry.

Duthu Joins NSRP

The National Shipbuilding Research
Program (NSRP) and its Executive
Control Board (ECB) kicked off the
New Year by holding a Strategic Invest-
ment Plan and Technology Investment
Plan Workshop to develop the guiding
documents for the upcoming 2020
R&D solicitations. In addition, Mike
Duthu, VP of Business Development
at Ingalls Shipbuilding was selected to
the ECB to replace the long-serving
Rick Spaulding (now with HII-NNS).
Mike Duthu was also elected to the
position of Treasurer for the ECB.

www.marinelink.com
PRODUCTS

Victaulic
The 2” Victaulic Style 107N
QuickVic Rigid Coupling is now
approved by Bureau Veritas for
Class II and Class III applications
on board. These services include
water seal/scrubber effluent, sea-
water, freshwater, deck drains (in-
ternal), water tanks/dry spaces, and
several others. This coupling allows
for faster installations, eliminates
the need for a fire watch and time MegaPressG
in drydock. Suited for installation and retrofit
projects, Viega’s MegaPressG is en-
gineered to withstand harsh envi-
ronments, including heat, oil and
chemical exposure, and can make
connections in 16 seconds or less.
Configurations include elbows, cou-
plings, no-stop couplings, reducers,
tees, reducing tees, adapters, reducing
adapters, unions, caps and flanges, in
sizes from from ½” to 4”.

End-Suction
Centrifugal Pump
Carver Pump’s horizontal end-suc-
tion pump is engineered to handle
water, oils and chemicals in marine,
process and general industrial ap-
plications. Hydraulic performance
Rubber lined extends to 2,500 GPM and is cov-
butterfly valves ered by 28 sizes. Available as either ‘Big Berty’
W&O Supply’s rubber lined butter- a frame-mounted (GHF) or close- Australian Pump introduced Ber-
fly valves are available in many vari- coupled (GHC) unit, the GH is tolini’s new CAX Series heavy duty
ations: Wafer, Lug, Mono, Double based on the same product platform triplex pumps, offering pressures up
Flanged Types with a flange connec- as the manufacturer’s vertical pumps to 750 bar and flows up to 25 liters
tion of 5K, 10K, 16K, 20K, PN6, and shares many of the same parts. a minute at 1,000 rpm. The pump
PN10, PN16. Seats can be chosen head is stainless steel (316), provid-
from the following options: NBR/ ing strength to maximize chemical
BUNA, EPDM, FKM, PTFE resistance in high-pressure applica-
or Silicone. Disc material of Alu tions. Solid pistons with tungsten
Bronze, SS316 & Super Duplex. carbide coating are standard, de-
Sizes on stock vary from DN32 to signed to reduce wear and to prolong
DN1200. Larger sizes or alterations both high- and low-pressure seal life.
can be specially ordered and cus- The high-pressure seals are made of
tomized to your specific needs. PTFE and energized component.

58 MN March 2020
 PRODUCTS

ZF 5200 A/V PTI

Hybrid Transmission
With the ZF 5200 A/V PTI, ZF Ma-
rine is expanding its portfolio with
the brand’s first hybrid transmission
that can be installed in the ship in
Mag Drive MICROPUMP both V (V drive) and A (down an-
The MICROPUMP range of mag- gle) positions. Thanks to the wide EcoLine Greases
net drive gear pumps has recently range of transmission ratios (main Cortec’s selection of biobased EcoLine
been extended to include new op- drive: 2.588 to 4.250; power take- greases ranging from NLGI grades 0
tions which provide exceptional in: 2.5888 to 13.813) and modular to 3 make it easy to start the move
pumping performance for high sys- space-saving design, the ZF 5200 toward greater environmentally re-
tem pressure applications. The GLH A/V PTI is suited for many different sponsible maintenance. While many
Series compact, magnetically driven types of marine vessels. The marine EcoLine names designate specific
external gear pumps are designed for transmission can transmit primary uses, the greases can typically be used
fluids handling applications with sys- drive outputs of up to 3,500 HP. across applications wherever a bio-
tem pressures up to 103 Bar (1500 based version of a particular grade is
psi) and maximum differential pres- desired. Many are biodegradable, low
sures to 8.5 Bar. They can deliver toxicity, and non-bioaccumulative as
flows from 2 lit/min up to 22.0 lit/ required to be an environmentally ac-
min (at 2850 rpm) on liquids with a ceptable lubricant (EAL) under the
maximum viscosity range up to 2500 EPA’s VGP regulation for vessels op-
cp, at temperatures up to 121ºC. erating in North American waters.

Life-Calk
Marine-grade sealant Life-Calk
from BoatLIFE is formulated specif-
ically for use on watercraft. A U.S.-
made long-lasting, permanently-
flexible polysulfide compound,
it can be used above or below the
waterline and is capable of bond-
ing to fiberglass, wood, metal, glass
Roxtec extends high and itself. It is resistant to teak oil, LNG Systems Simulator
density cable sealing gasoline and diesel fuel. Life-Calk is Wärtsilä’s new LNG Bunkering &
solution range tack-free in one to three days, cur- Supply System simulator aims to
Cable and pipe transit provider ing to a sandable firm, waterproof, improve the level of training, and
Roxtec added two new versions to non-shrinking seal that can be top- thereby safety, for operators of LNG
its range of Roxtec HD (High Den- coated with various paints. systems. It covers all operations relat-
sity) cable transit devices for use in ed to the use of LNG fuel, from bun-
terminal boxes, cabinets and enclo- kering to gas fuel supply and engine
sures. Developed for high cable den- operations, as well as troubleshoot-
sity applications with high demands ing. It provides realistic representa-
for environmental protection, Rox- tion of the user interface for remote
tec HD transits help securing sites and local operating posts, as well as
and saving time during design, in- animated 3D visualization to facili-
stallation and upgrades. tate situational awareness training.

www.marinelink.com MN 59
Marine Marketplace Powered by www.maritimejobs.com

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VESSELS FOR SALE / BARGES FOR RENT

NEW PRODUCTS

60 MN March 2020
 Marine Marketplace
NEW PRODUCTS

WWWMESAMARINECOM s MARINEEXHAUST GMAILCOM s    

www.marinelink.com Marine News 61

Marine Marketplace
NEW PRODUCTS

62 MN March 2020
 Marine Marketplace
NEW PRODUCTS

PROFESSIONALS

HONEYCOMB PANELS
ALUMINUM DOORS
Aluminum Honeycomb
Joiner Doors
Type I - Type IV doors
Extruded Aluminum
Joiner Doors Honeycomb Door
Type A - Type P Stile doors
Class C Approved Panels
Water Closet Partitions
Aluminum
honeycomb panel
with melamime
facings

WHITING CUSTOM Extruded Alum Door

LAMINATED PANELS
Phone: (716) 542-5427
Web: www.whitingdoor.com
Email: RayHackett@whitingdoor.com

www.marinelink.com Marine News 63

 ADVERTISER INDEX
Page Company Website Phone#

25 Ahead Sanitation www.aheadsanitationsystems.com (337) 330-4407

33 Appleton Marine, Inc. www.appletonmarine.com (920) 738-5432

C2 BAE Systems - HybriDrive Solutions www.HybriDrive.com (607) 770-2083

1 David Clark Company www.DavidClarkCompany.com/Marine (508) 751-5888

3 DMW Marine Group, LLC www.dmwmarinegroup.com (610) 827-2032

31 Environmental Marine, Inc. www.envmar.com (606) 561-4697

27 Gladding Hearn www.gladding-hearn.com (508) 676-8596

58 In-Mar Solutions www.inmarsystems.com (225) 644-7063

19 Interstate-McBee www.interstate-mcbee.com (216) 881-0015

37 JonRie InterTech, LLC www.MarineWinch.com (609) 978-3523

20,21 Marine Systems, Inc www.marinesystemsinc.com (985) 223-7100

57 McDonough Marine Services www.mcdonoughmarine.com (504) 780-8100

25 PYI Inc. www.pyiinc.com (425) 355-3669

C4 R.W. Fernstrum & Company www.fernstrum.com (906) 863-5553

15 Resolve Marine Group www.resolvemarine.com (954) 764-8700

15 Sewart Supply www.sewartsupply.com (281) 992-7700

27 Simplex Americas www.simplexamericas.com (908) 237-9099

37 Smith-Systems Inc www.smith-systems-inc.com (828) 884-3490

C3 SMM 2020 www.smm-hamburg.com/trailer Please visit our website

5 Tidewater Marine www.tdw.com (504) 568-1010

23 Victaulic Company www.victaulic.com (610) 559-3300

9 Waterman Supply www.watermansupply.com (310) 522-9698

The listings above are an editorial service provided for the convenience of our readers.
If you are an advertiser and would like to update or modify any of the above information, please contact: nicole@marinelink.com

64 MN March 2020