It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Wednesday, August 21, 2024
Court Rejects Bid to Delay Date to Finalize Plan to Move SS United States
ss United States shows her style at her Philadelphia pier that she must leave (Allan Jordan photo)
The S.S. United States Conservancy lost its latest court bid to extend the date to move the once famed ocean liner from its pier in Philadelphia. The nonprofit had asked the court to give it till December to finalize arrangements to remove the ship from the pier it has been at for the past 28 years with the court rejecting an extension but creating a little extra space for the efforts.
The group has been involved in a fight with its landlord Penn Warehousing over an effort to increase the rent for the dock and for potential damages to the pier. They won on those claims but Judge Anita Brody told the Conservancy it could not stay at the pier forever and it had till September 12 to remove the ship. In a ruling today for the motion to extend the date till December, the judge said she feared granting an extension would only lead to another request for an extension. She told the court, “We all have to live in realism.”
The Conservancy said it has been unable to secure a new pier although unconfirmed reports are that some potentials might still be willing. In the court filing, they admitted the Philadelphia Navy Yard does not have space at the government-controlled berths while port authorities in Virginia, Maryland, North Carolina, South Carolina, and Georgia have been dead ends.
The organization confirmed it is in discussions with two Florida countries, Escambia and Okaloosa, about reefing the 990-foot ocean liner, but while they said a deal was being negotiated, the group contends both are reluctant because of the short timeline for removal. Contractors hired by Okaloosa County have been on the vessel on two occasions to evaluate the extent and cost of environmental remediation associated with a reefing project. Escambia has also identified a potential reefing site and initiated testing, and advanced towing and other potential arrangements.
Among the challenges they point to is it would take 10 to 14 days of towing to move the liner from Philadelphia to Pensacola, Florida. Reports said the counties are reluctant because of the short time window and concerns about moving the vessel during hurricane season.
They also site challenges such as getting U.S. Coast Guard approval for the move and the need for stability assessments. The Conservancy told the court it has engaged in preparations including obtaining a hydrographic survey of the water depth around the vessel and pier. It is coordinating a vessel inspection with its insurance carrier and following up on the insurer’s recommendations for a tow. Alternate discussions are also underway with potential scrappers.
The Conservancy questioned a declaration from Penn Warehousing that Hyundai Glovis is interested in using the pier for offloading cars from its Ro/Ros. Also, they cited a threat from the landlord to impose a $3 million penalty if the ship is not removed by September 12.
“Penn Warehousing hopes to bankrupt the Conservancy, whose precarious financial situation Penn Warehousing recognizes, and seize the ship in the process,” the Conservancy wrote in its court filing. In a letter attached to an earlier court filing, Penn Warehousing offered the Conservancy to hand over the title and walk away from the ship with no further obligations.
The judge agreed that the September 12 deadline could be for the Conservancy to finalize a plan for the vessel and not for the removal. The Philadelphia Inquirer report suggests Penn Warehousing would be willing to negotiate a lease extension with the new owners of the ss United States once a deal is struck to transfer ownership.
The Conservancy in its court filing said along with Okaloosa County they have “pursued extensive negotiations on the terms of a written contract acceptable to both parties, which the parties are close to finalizing.”
The ss United States remains one of the last examples of a trans-Atlantic ocean liner from the heyday of passenger shipping. The Conservancy had hoped to find development partners to convert the vessel into a multiuse attraction.
MOL Looks to Cow Manure to Supply Biomethane Fuel
MOL researches cow manure as source of biomethane fuel (MOL)
A group of Japanese companies is researching cow manure as a source to produce biomethane to fuel the decarbonization of heavy industry and shipping. While methane is viewed as a promising alternative fuel shipping companies such as Maersk continue to cite the shortage of supply while others such as Ørsted cite the weak demand for biomethane.
Mitsui O.S.K. Lines and its MOL Sunflower ferry company along with Hokkaido Gas Co., Takanashi Milk, and others announced they are launching a study on the production and utilization of biomethane. They point out the thriving dairy farming industry in Hamanaka town saying they believe animal manure from local dairy farms could be used in fuel production. MOL in 2023 highlighted that farmers have traditionally used this as a power source saying the biogas produced by cattle farmers is about 60 percent methane and 40 percent carbon dioxide.
Liquefied natural gas (LNG) is currently being used as a low-carbon fuel alternative to conventional fuels such as coal and oil and can reduce carbon dioxide (CO2) emissions by 25 to 40 percent compared to conventional fuels in factories and vessels. In this study, the six organizations will evaluate the feasibility of using all or part of the biomethane produced in Hamanaka Town to fuel factories and vessels.
Among the advantages MOL highlights are that the fuel can be used in current infrastructure for transport and consumption. MOL confirmed this in tests with one of its coastal vessels in 2023.
The Japanese company AirWater is one of the pioneers in commercializing this form of biomethane. In the company’s process, the gas is derived from dairy-owned biogas plants, liquefied at about -160°C, separating and refining its main component, methane. The resulting methane can be compressed to 1/600th of its volume when liquefied, enabling it to be transported on a large scale.
While orders of methane-fueled vessels skyrocketed, costs and the lack of production have raised concerns. Maersk recently admitted that it is looking at LNG-fueled vessels in its current fleet renewal project although those vessels could be transitioned to biofuels when it is available. Yet, citing slow delay for biofuels, Ørsted stopped construction on a prototype biomethane plant it is building. Production was slated to begin in 2025.
U.S. Secretary of the Navy Wants Maersk to Order American-Made Ships
The Taiwan-built, U.S.-flagged boxship Maersk Alabama, 2009 (USN file image)
In a meeting in Denmark last week, U.S. Secretary of the Navy Carlos Del Toro had an unusual suggestion for A.P. Moller-Maersk CEO Vincent Clerc, one of the world's most prominent shipowners: Del Toro recommended that Clerc buy American-made ships to join Maersk's exclusively foreign-built fleet.
The call is in line with Del Toro's attempt to attract allied help to "renew the health of [America's] broader seapower ecosystem." Del Toro has invited Korean shipbuilders to acquire or open shipyards in the U.S. market, hoping to fix over-budget, behind-schedule naval shipbuilding programs. A signal of demand from a large private shipowner might spark business interest in modernizing American shipyards, he suggested.
"With some of the world’s most technologically advanced shipbuilders already heeding our call to invest in integrated commercial and naval shipbuilding facilities in the United States, the next step in our maritime statecraft strategy is to attract the world’s foremost commercial shipping firms to signal their demand for new ships built in American shipyards," Secretary Del Toro said.
While meaningful for national defense, the move would be unusual for Maersk, and Clerc has not commented publicly on Del Toro's proposal. The secretary's office said that Maersk's team would continue the discussion during a visit to the U.S. in the weeks to come.
U.S.-built boxships are typically used on domestic or partially-domestic routes, where they are required, and all are below 4,000 TEU in size. Maersk Line owns more than 330 cellular container ships and charters another 380 vessels, ranging in size up to 24,000 TEU. It has a U.S.-flagged division, but this business unit operates foreign-built vessels, like other participants in the U.S. Maritime Security Program (MSP).
Del Toro has been working with the U.S. Department of Energy, the Maritime Administration and Congress to look for ways to make American shipbuilding more financially attractive for foreign owners. The secretary's office highlighted the DOE's Title 17 clean-energy financing program, which offers low-interest loans for dual-fuel commercial vessels built in the United States.
"Our calculus is that bringing a larger portion of the newbuild orderbooks of the world’s biggest shipping firms to American shores in the coming years will offer significant returns to Navy shipbuilding and sealift," said Del Toro in a statement.
Dali Completes Offloading Containers as Salvage Operation Continues
Dali with her decks emptied of container in Norfolk (WTKR/YouTube)
Nearly five months after the fatal allision of the containership Dali with Baltimore’s Francis Scott Key Bridge, offloading of the vessel has been completed in Norfolk, Virginia. TV station WTKR in Norfolk caught pictures of the vessel in recent days with its decks cleared of containers.
The ship arrived in the Norfolk area on June 25 after a complex overnight move from Baltimore’s Seagirt Terminal largely still loaded with a reported 4,800 containers according to the USCG. The vessel has a full capacity of approximately 10,000 TEUs (standard sized boxes) although vessels generally carry larger double-size boxes. There was also speculation that the 4,800 number was only laden boxes with additional empties likely aboard.
Grace Ocean, the Singapore-registered owner of the Dali declared General Average in April. Cargo owners were required to post security bonds before their cargo and containers were released. Further, since the vessel was bound for Asia, it is likely arrangements were being made to transship the boxes using other vessels to reach their destinations.
The vessel has repositioned several times including moving in July to the Norfolk International Terminal. In August, it was repositioned switching sides alongside the dock. Images from the end of July showed that the offloading was underway.
The ship’s movements are complicated by the fact that it has no working anchors. The machinery on one side was destroyed when the bridge collapsed onto the ship. The other anchor was cut off when the salvage effort removed the ship from the accident site back to the Baltimore terminal.
Dali offloading at NIT at the end of July (Steve Perry photo)
The USCG reported that the vessel would undergo temporary repairs while in Virginia. It was expected it would eventually depart for the Far East to complete repairs.
All but four of the crewmembers departed the vessel before it left Baltimore at the end of June. Some were repatriated while others remained in Baltimore as the investigation and legal cases proceeded. A replacement crew took over staffing of the vessel.
No timeline has been reported on when the vessel might depart. It will require additional repairs and recertification by class and the authorities before it is deemed safe to undertake an ocean voyage.
First Rotor Sails Retrofitted to MOL Capesize Bulker Operating for Vale
Camellia Dream was the first capesize bulker retrofitted with rotor sails as MOL and Vale expand wind-assisted propulsion (MOL)
The bulker segment continues to be at the forefront of the deployment of wind-assisted propulsion with Mitsui O.S.K. Lines and Brazilian mining giant Vale reporting the first retrofit of rotor sails to a capesize bulker. It adds wind-assisted propulsion to another category of ships in the segment which has already deployed rotors and rigid sails to the largest bulkers as well as smaller vessels.
The Camellia Dream, a 206,800 dwt bulker built in Japan and delivered a decade ago, was recently retrofitted with rotor sails manufactured by Norsepower. The vessel which has an overall length of 980 feet (299 meters) was retrofitted with two rotors. Each stands approximately 115 feet (35 meters) with a diameter of 16.5 feet (5 meters). The ship is registered in Japan.
The vessel departed Ponta da Madeira, Brazil earlier on August 17 on the return leg of its first voyage since the retrofit was completed. It had departed the Far East in early July arriving in South America in mid-August. This is the vessel’s normal routing transporting iron ore for Vale under a midterm contract with MOL.
According to companies, the vessel is expected to achieve about 6 to 10 percent fuel and GHG emission reductions. The rotors are being combined with voyage optimization technology to maximize the results.
It is the latest in a series of efforts by Vale in conjunction with ship operators. Vale reports it has a target for a 15 percent reduction in scope emissions by 20235, related to the value chain of which shipping is included. The company does not own the vessels so calculates the savings as part of its broader supply chain.
Vale began employing wind-assisted technology with a new build, Sea Zhoushan, a 325,000 dwt bulker that was fitted with five rotors in 2021. The company also reached an agreement for the Sohar Max, a 400,000 dwt ore carrier owned by Asyad of Oman to be fitted with five rotors. It is the first installation of rotors on the world’s largest bulk carriers.
Other operators in the segment are also retrofitting rotors to smaller classes of bulkers. The vessel’s long routing and relatively slow sailing speeds mean they are well suited for the technology.
Philippine Coast Guard Makes Progress on Tanker Wreck Cleanup
The Philippine Coast Guard and a local salvage contractor are making slow but steady progress on removing oil from the sunken tanker Terra Nova, which went down in severe weather off Bataan last month.
Terra Nova sank during Typhoon Gaemi on July 25, and it is resting in the shallow waters of Manila Bay off the town of Limay. The vessel had an estimated 370,000 gallons of petroleum on board, and an unknown quantity of oil spilled out of its holds and into the water.
As of August 19, salvor Harbor Star had removed about 11,000 liters of fuel oil from the vessel's tanks using hot-tapping methods, including 2,500 liters on Monday alone. The company has brought in an extra booster pump to speed up oil siphoning.
Meanwhile, ongoing monitoring and sampling around the wreck reveal little new spillage, save for a small sheen near the salvor's barge. Shoreline oiling has largely dissipated, and Philippines' Bureau of Fisheries and Aquatic Resources (BFAR) says that all seafood products from the area are now safe to eat.
The Terra Nova's ownership interests have pledged to pay damages to those affected by the spill, according to Philippine Department of Justice Undersecretary Raul Vasquez. "We used the Mindoro [MT Princess Empress] oil spill as a template, and the good news is that the owner of Terra Nova, its insurer, and the IOPC immediately stepped forward," he told Manila Times. The provincial government of Cavite - where fishing interests were most affected - is seeking 10 million Philippine pesos (about $180,000) in compensation.
A team of seven advisors from the U.S. National Oceanic and Atmospheric Administration (NOAA) and the U.S. Coast Guard have finished up a technical-assistance deployment to assist the cleanup effort, and are returning to the United States. NOAA's spill modeling tools were used by Philippine authorities to predict the course of drifting slicks.
Salvage operations also continue for two smaller tankers, the Jason Bradley and the Mirola 1, which went down shortly after the Terra Nova. The work currently focuses on plugging tanks and voids to prevent further release of petroleum.
Removal of Capsized Oil Barge off Tobago Completed After Six Months
Gulfstream barge was moved offshore after a six-month recovery operation (TEMA)
The mysterious oil barge that overturned and was leaking oil off the coast of Tobago has finally been salvaged as the search for the culprits continues. Trinidad and Tobago’s Ministry of Energy and Energy Industries (TEMA) reported the successful refloating of the barge as the last step in the recovery efforts that are expected to cost as much as $30 million.
Refloating of the Gulfstream barge began yesterday afternoon, August 19, with the effort requiring approximately six hours. Shortly before midnight local time the salvage team confirmed the Gulfstream was afloat. T&T Salvage, which had been working with the ministry for months, oversaw the operation.
The barge was discovered by residents overturned and wedged on the west coast of Tobago on February 7 leaking oil. At first, the Coast Guard and local officials thought a cargo ship had capsized, but they were unable to locate any survivors. Further investigation revealed it was a large ocean-going oil barge that had been under tow by a tugboat, which could not be located.
T&T launched a containment and remediation effort requesting international assistance. The barge had a capacity of approximately 85,000 barrels. As of April, the teams reported that over 32,000 barrels had been recovered from the barge. A nine-mile section of the coastline was also covered with the oil while there had been fears it might also wash toward neighboring countries.
The salvage team had to postpone the planned removal operation which had been set for August 5 and 6. It was delayed by the rough surf and conditions created by tropical storm (later hurricane) Ernesto.
Salvage teams were securing the barge while divers began a survey (TEMA)
The barge was moved overnight to a position approximately three nautical miles off the coast with tugs managing the overturned wreck. Today, divers were beginning an underwater survey of the barge accessing areas that had been aground. They are also looking for hanging debris that needs to be removed before a tow can begin.
The plan is to take the barge from Tobago to Port-of-Spain, Trinidad. The towing operation is expected to take approximately 33 hours. It will be accompanied by a pollution response team on contingency vessels following the two tugs that will maneuver the overturned Gulfstream barge.
The Ministry of Energy and Energy Industries said the beach and coastal cleanup has been completed, and it was closing its temporary facility at Cove, Tobago.
The search continues for the crew of the tug that was operating the tow and which abandoned the barge. The tug went dark turning off its locator signal, but further analysis identified it was the Solo Creed, built in 1976 in the United States. It is 128 feet (39 meters) with 538 gross tons. Ownership is unclear as well as its registry. Most databases reflect it as the Ranger registered in Tanzania, but in most cases, the data is reported as old or the owners as unknown.
The tug turned up in Angola in May 2024 and the government of T&T was seeking help from the local authorities to detain the vessel and its crew. T&T’s Energy Minister had also said that they were asking for assistance from Panama, Aruba, Curacao, Tanzania, and Nigeria in the investigation into the vessel.
The International Pollution Fund recognized the claims made by Trinidad and Tobago. It was making up to $50 million available as compensation. It was to be used to assist in the cleanup and to provide compensation to those affected by the spill.
Resolve Mobilizes Crane to Remove $3M Yacht From Reef off Puerto Rico
The multimillion-dollar yacht that ran aground on a reef off Culebra, Puerto Rico was lucky enough to survive Storm Ernesto unharmed, and the salvor is mobilizing more equipment to lift it safely off the shoal - so long as the hurricane-season weather holds.
On July 21, the catamaran sailing yacht Obsession (MMSI 378112381) went aground off Flamenco Beach, a popular vacation destination on Culebra Island. The vessel remained afloat, but it sustained flooding in one pontoon, and the crew could not pump out and remove their own vessel. Since the yacht contained an estimated 800-1,500 gallons of diesel, and the reef is an environmentally sensitive area, the Coast Guard assumed control of the response and tapped the Oil Spill Liability Trust Fund (OSLTF) to finance a cleanup.
Salvor Resolve Marine was hired to defuel and remove the vessel, and with assistance from a subcontractor, Resolve's team pumped out the bulk of the fuel from the yacht by the end of July. However, the responders believe that the vessel still represents a "substantial pollution threat" because of remaining oil products and hydraulic oil. The access hatches for the rest of the petroleum aboard the vessel are submerged or inaccessible.
Luckily for the response team, Tropical Storm Ernesto did not have an effect on the wreck site, federal on-scene coordinator Chief Warrant Officer Jamie Testa said in a statement. "Obsession remains aground and stable with no signs of external pollution,” Testa said.
Resolve is mobilizing a 400-tonne floating shearlegs barge out of the port of Baltimore, and it plans to lift the vessel clear from the grounding site for removal - with a close eye on weather conditions. The wreck's final destination has yet to be determined.
After the grounding, the $3 million yacht's owner told the Coast Guard that the salvage project would require "efforts which exceeded his capacity." Under the rules of the OSLTF, the cost of a federally-organized response will normally be recouped from the responsible party, typically the vessel's owner in a grounding casualty.
India Launches Roadmap for Green Tugboat Transition
Tug at Jawaharlal Nehru Port, Mumbai (iStock / Boggy22)
Last week, as part of its Green Shipping Policy, India's government launched new guidelines for the Green Tug Transition Program (GTTP). This initiative is set to phase out conventional fuel-based harbor tugs operating in major Indian ports and replace them with green ones powered by cleaner and more sustainable alternative fuels.
The Green Shipping Policy program was announced in May 2023 and consists of five major initiatives focusing on green shipping and digitization of Indian ports. One of the landmark initiatives under the program is the 30 percent financial support by the Ministry of Ports and Shipping for the promotion of green shipping in India.
The GTTP will be implemented in phases, with phase one scheduled to begin in October and continue until December of 2027. During this phase, four major ports - Jawaharlal Nehru, Deendayal, Paradip and V.O. Chidambaranar - will procure or charter at least two green tugs each. The designs and specifications of the tugs will be issued by the Standing Specification Committee (SSC).
However, Union Minister of Ports, Shipping and Waterways Shri Sarbananda Sonowal clarified that the first set of tugs will be battery-electric, with capacity to adopt other emerging green technologies such as hybrid, methanol and green hydrogen. The minister projected that phase one of the program will cost about $119 million.
“The GTTP is a pivotal initiative towards realizing our vision of a sustainable and green maritime sector in India. The program also strengthens our commitment to ‘Make in India’, promoting domestic innovation and manufacturing in the maritime industry,” said Shri Sarbananda.
The tugs will be built in Indian shipyards as part of the government initiative to support the domestic shipbuilding industry. This will also help to create employment opportunities.
In addition, the government has set a goal for all tugs operating in major Indian ports to transition to green fuels by 2040. This is in line with India’s Green Port Guidelines, which target a 30 percent reduction in carbon emissions per ton of cargo by 2030 and 70 percent by 2047.
Third Spill From Venezuelan Refinery Contaminates Golfo Triste
File image courtesy Hugo Londono / CC BY-NC-SA 2.0
Venezuela's petroleum sector has become notorious for oil spills, especially over the last ten years of economic decline. The latest release from an aging refinery appears to have contaminated a large swathe of Venezuela's coastal waters and fouled beaches near a well-known nature reserve.
Satellite imaging appears to show that the slick covers about 90 square miles of the Golfe Triste, an embayment about 80 nautical miles to the west of Caracas. It extends near the boundaries of Parque Nacional Morrocoy, a well-known stretch of pristine mangrove shoreline.
The origin appears to be PDVSA's El Palito refinery, on the southern edge of the bay. The release was first reported in the English-speaking press by Reuters, which drew on an analysis by biologist Eduardo Klein and secured confirmation of the spill from multiple sources.
El Palito was built in the 1950s and has a capacity of about 150,000 barrels a day. According to the GlobalData Oil & Gas Intelligence Center, it had 14 shutdown incidents from 2017-22, the overwhelming majority of which were unplanned. It was shut down for nearly a year in 2022-23 for repairs and improvements, with assistance from the Iranian National Company of Petroleum Refining and Distribution (NIORDC). Iran - which is largely immune to U.S. sanctions on Venezuela - has supplied PDVSA with parts and services for the petroleum and refining sector since 2020. According to Iranian Oil Minister Javad Owji, El Palito receives and refines about 100,000 barrels per day of imported Iranian crude (along with Venezuelan heavy oil).
El Palito's last major spill was in December 2023, when heavy rains caused waste lagoons to overflow and send sludge flowing into the ocean. The previous spill, in July 2020, contaminated Parque Nacional Morrocoy with tarry crude oil. The damage from that event could take 50 years or longer to fade away, biologist Julia Alvarez told reporters at the time.
A research effort to develop possibly the first floating offshore wind project in the United States received a research lease today from the U.S. Department of the Interior. It comes almost three years after Maine first filed for the research license to further research projects undertaken by the University of Maine. Maine as a state has moved to bar nearby coastal wind energy instead encouraging it to move further out into the gulf away from its fishing and tourism industries.
The first floating offshore wind lease provides for about 10,000 acres located 28 nautical miles off the coast of Maine on the U.S. Outer Continental Shelf. It is about 45 miles from Portland, Maine. When the state proposed the site, it called the project the next step in research ongoing for more than a decade at the University of Maine to develop floating concrete hull technology for offshore wind turbines.
As a research lease, Maine or its designated operator will propose and conduct research regarding the environmental and engineering aspects of the proposed project. This information will be made public and used to inform future planning, permitting, and construction of commercial-scale floating offshore wind projects in the region. The research lease also allows for the state, fishing community, wildlife experts, and others to conduct in-depth studies and thoroughly evaluate floating offshore wind as a renewable energy source in the region. Information gathered from the research lease the department says will inform commercial floating offshore wind development in the future.
“Floating wind opens up opportunities to produce renewable energy in deeper water farther offshore,” said Bureau of Ocean Energy Management (BOEM) Director Elizabeth Klein. “Signing the Gulf of Maine research lease demonstrates the commitment by both BOEM and the State of Maine to promote a clean energy future for the nation.”
Maine proposed placing up to 12 floating turbines as part of the project. It would have a capacity based on current designs for up to 144 MW of electricity. Construction activity on the research array is not likely to occur for several years. The lessee is first required to submit a Research Activities Plan to BOEM, which will undergo environmental analysis under the National Environmental Policy Act.
Today’s action comes as BOEM has proposed the development of offshore wind in the Gulf of Maine. BOEM outlined an area in a range between 23 and 92 miles off the coast in April 2024 as the first target in the Gulf of Maine. It ranges from Maine to Massachusetts and New Hampshire and they estimate it has a capacity to provide up to 32 GW.
Earlier this year, the Biden administration mapped out the next phase of proposed lease auctions for the offshore wind power industry. This included the Gulf of Maine with a total of 12 additional lease sales planned by 2028. The Department has approved the first nine commercial-scale offshore wind projects with 13 GW of capacity.
The Department of the Interior announced a goal to deploy 15 GW of floating offshore wind capacity by 2035. The administration is providing support for various research efforts designed to lower the cost of deploying floating wind projects.
Crowley Starts Salem Wind Port Project as Massachusetts Expands Wind Ports
Vineyard Wind 1 staging materials at the New Bedford Marine Commerce Terminal (MassCEC)
Massachusetts is pushing forward with plans to expand its wind port capacities both to support the state's renewable energy plans as well as to make the state a homeport for regional wind energy projects. Efforts kicked off in Salem led by Crowley Wind Services to develop the state’s second dedicated wind port while yesterday MassCEC, the state's clean energy agency, announced plans to expand the current wind port facilities in New Bedford.
The state’s governor and officials are strongly supportive of the wind energy sector. Massachusetts is currently home to projects including the staging for Vineyard Wind 1 as well as other large wind farms. The state however has also found itself the unwelcome recipient of media attention as it works to deal with the debris washing ashore from the blade that fractured in July at the under-development Vineyard Wind 1.
Both New Bedford and Salem are supporting the emerging wind farm industry while plans continue to develop the port capabilities. MassCEC (Massachusetts Clean Energy Center) signed a deal in February 2024 with Crowley Wind Services and the City of Salem which called for the transformation of a former oil- and coal-fired power plant into the Salem Wind Terminal. A ceremonial groundbreaking took place today, August 15, for the project.
“The Salem Wind Terminal will be a historic achievement, and we appreciate the trust and partnership by the City of Salem, Commonwealth of Massachusetts, and the U.S. Maritime Administration to create a world-class wind terminal that reliably and safely serves the supply chain needs of the wind energy industry,” said Tom Crowley, Chairman and CEO, Crowley Corporation. “This public-private partnership in Salem can be a model for communities and the industry to follow to achieve our commitments to create renewable, sustainable power.”
Rendering by Crowley Wind Services of the planned Salem Wind Terminal
The terminal will be one of the few locations capable of supporting the construction and installation of New England’s fixed bottom and future floating offshore wind projects planned for the Gulf of Maine. Crowley will be responsible for redeveloping and operating the terminal. It signed a lease with MassCEC to use the site as an offshore wind marshaling port, with a focus on projects for Massachusetts. The City of Salem has also leased a berth and surrounding land for this purpose. Crowley’s Wind Services will improve the site by adding infrastructure for heavy equipment, constructing a new ship berth, upgrading the city’s existing berth, and dredging the harbor channel. The wind port is expected to begin operating in 2026.
“Coming on the heels of $389 million in federal funds for offshore wind transmission in Somerset, the expansion of the port in New Bedford, and now the groundbreaking in Salem, Massachusetts is well-positioned to support the growing offshore wind industry,” said Governor Maura Healey.
MassCEC also announced plans for the expansion and improvement of the New Bedford Marine Commerce Terminal, a 30-acre facility that is being used for the construction, assembly, and deployment of offshore wind projects. According to officials of MassCEC, the facility is being expanded to support the anticipated increased demand for port facilities that can deploy the larger, heavier turbine parts.
Informed by a strategic planning process and with specific input from offshore wind project developers, wind turbine manufacturers, global marine transportation and installation companies, and port engineering consultants, the project includes the acquisition by MassCEC of four abutting properties, the redevelopment of an existing legacy bulkhead with a new high bearing capacity quayside, and the relocation and construction of a new office and warehouse building. When completed the project will expand the available heavy-lift storage area by a quarter (five acres) to a total of 26 contiguous acres. The project increases the total heavy-lift quayside available at the terminal to 1,200 linear feet and will provide additional office and warehouse space and functionality for terminal tenants
The commonwealth through its Massachusetts Ports Investment Challenge, launched in 2022, made a $180 million investment in a portfolio of offshore wind port redevelopment projects, including funding for the Marine Commerce Terminal expansion project. In total, seven awards were made for projects in New Bedford, Salem, and Somerset, including $45 million for the Marine Commerce Terminal, $75 million for the Salem Offshore Wind Terminal, and funding for Prysmian marine high voltage cables manufacturing facility/terminal and Gladding Hearn Shipbuilding in Somerset. It also aided the North Terminal, Foss Marine Terminal, and Shoreline Marine Terminals in New Bedford.
The efforts are being coordinated to position Massachusetts as a leader in supporting the industry.
