Page 29: of Maritime Reporter Magazine (December 2022)

Great Ships of 2022

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James R. Barker. “Designed to navigate the winding curves of the Cuyahoga River, built with Cleveland-Cliffs steel and coated with Sherwin-Williams paint, the M/V Mark W. Barker

Greg Trauthwein was most signi? cantly built as part of a long-term partnership to move Lake Erie-mined salt for Cargill Inc.”

The Jones Act quali? ed vessel, measuring 639 feet in length, 78 feet in beam, 45 feet in molded depth and 28,000 dead weight tons, will transport raw materials traditionally carried by lakers such as salt, iron ore and stone to support manufacturing throughout the Great Lakes region. And it has also been thoughtfully designed in preparation for the new cargoes of the future.

“If you toured the ship, you may have noticed in many re- spects that it is very different than a traditional Great lakes self-unloader. This is intentional as we made unique changes to the design of the ship so that it could be more versatile and

The Interlake Steamship Company more capable in meeting our customers’ needs,” Mark Bark- president Mark W. Barker with the er said. “For example, the ship has large load-bearing Mac- crew of his namesake vessel.

Gregor hatches that will allow project cargo to be loaded and carried on top of them.”

While ? ve large hydraulically controlled stackable MacGregor ? rst ship on the Great Lakes with engines that meet EPA Tier hatches will allow the ship to transport specialty cargoes such 4 standards; its two 4,000-horsepower (hp) EMD engines use as steel coils and windmill towers and blades, the vessel’s large selective catalytic reduction (SCR) system to meet the strict hatches and cargo holds add even more capability. This ship will emissions rules. The main engines turn a single four-blade, carry an average of 25,000 tons per trip, which is equal to the controllable-pitch Kongsberg Kamewa propeller through a carrying capacity of 250 train cars, and 1,000 trucks. “The hatch Lufkin twin-input, single-output gearbox. The is also equipped openings are much larger than you’d see in a typical self-unload- with 1,000 hp Kongsberg bow and stern thrusters. The ship is er. The hatches create a 46- by 80-foot opening into rectangular reported to have a top speed in excess of 15 knots, though it cargo holds below. This rectangular cargo hold will allow the can cruise somewhere around 13.5. For added ef? ciency, the vessel to carry close to 40% more cargo than a current vessel ship’s hull has been optimized and all systems have been de- in the same trade. This box-shaped cargo hold will also allow signed to ensure low energy consumption, while a Kongsberg to be able to utilize the ship to carry cargoes that may have not high-lift rudder optimizes the wake through the propeller.

traditionally moved on the Great Lakes,” Mark Barker said. “It For its electrical power requirements, the vessel is provided is important that we have the ability to move new types of cargo with one Caterpillar 940-kW ship service diesel generator, to meet the needs of the changing supply chain of the future.” two 2,500 kW shaft generators and one Caterpillar 274 kW

For added ? exibility during cargo operations in congested emergency generator.

ports, the unloading boom is located on the forward end of the Certainly, building a vessel that’s the ? rst of its kind in sev- ship, which many Great Lakes customers ? nd more advanta- eral generations brings a unique set of challenges, but doing geous to allow placement in preferred areas for access at their so during a pandemic creates a whole new level of dif? cult. docks, The Interlake Steamship Company said. “Construction was not without its challenges,” Mark Barker “This new vessel not only brings with it additional cargo said. “This ship was built in the midst of a global pandemic dur- carrying capacity and capabilities, it is the most versatile in our ing which the country was experiencing government-mandated ? eet and strategically sized to navigate into nearly any port on shutdowns, supply chain disruptions, labor shortages and chal- the Great Lakes,” said Brendan P. O’Connor, Vice President of lenges not previously seen in our lifetimes. However, despite all

Marketing and Marine Traf? c. “The M/V Mark W. Barker will those challenges, the project moved forward, and the work got give us unmatched ability for cargo operations and to carry done. We took delivery of this beautiful vessel this past July.” unique project cargoes because of her square-shaped cargo The vessel promptly entered service after delivery, taking a holds, her larger hatch openings, reinforced cargo hatches brief break for its of? cial christening in September. The ceremo- which can support deck cargo, and a forward mounted unload- ny was a who’s who event bringing together some of the biggest ing boom. She truly was designed to be a vessel for the future.” names in the U.S. maritime industry—a testament to a venerable

Among other notable features, the Mark W. Barker is the Great Lakes shipping company ands groundbreaking new vessel. 29

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