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R e p o r t i n g o n M a r i n e B u s i n e s s & T e c h n o l o g y s i n c e 18 78

September 2018


Q&A WITH Interlake Steamship’s Mark Barker

MARINE SAFETY: The Duck Boat Tragedy


A CRUISE SHIP THAT MOVES THOUSANDS OF PASSENGERS And a large-scale project where we were on board from the beginning Why does the world-renowned Meyer Werft shipyard team up with Viega time and again for numerous projects of this scale? In addition to the extremely reliable piping systems made from copper, copper alloys or plastic materials, Viega also supplies the know-how to go with them. Viega. Connected in quality.

Meyer Werft shipyard, Papenburg, Germany






2E  ditor’s Column Support Needed for Great Lakes Infrastructure


Great Lakes Outlook Great Economic Impact Jim Weakley, President of the Lake Carriers’ Association provides a breakdown of the region’s outlook including its huge economic impact


Shipyards Source of Pride Boat builders in the Great Lakes region find pride in their work


Q&A The Power of Technology Q&A with Deepak Navnith, President of Fairbanks Morse


Q&A with Mark W. Barker, President of the Interlake Steamship Company Marine Log learns more about the company’s plan to improve its environmental profile, protect the waterways, and investments in the future


Ferries Top Ferry Operators A closer look at some of the world’s top ferry operators

4 Industry Insight 6 Marine Innovations 7 Wellness Column Getting into the Flow of Happiness 8 Update  orth America’s First LNG Bunker N Barge is Delivered • Senator John McCain Passes Away • MARAD Awards Marine Highway Project Grants • Q -LNG and VT Halter in LOI •

12 Inside Washington  resident Signs a $717 Billion P Defense Authorization Act 34 Tech News Mackay Marine Plays Key Technological Role Onboard El Coquí


36 Newsmakers Duluth Seaway Port Authority Makes Historic Appointment

40 Safety First Charter Safety Begins in the Classroom


Safety Avoiding the Next Tragedy Lessons Learned from past boat tragedies need to be implemented now Safety Equipment Legislation Would Tighten Maritime Safety New safety equipment requirements triggered by lessons learned from the El Faro tragedy

September 2018 // Marine Log 1


MarineLoG SEPTEMBER 2018 Vol. 123, NO. 9 ISSN 08970491 USPS 576-910 Subscriptions: 800-895-4389

Tel: +1 (402) 346-4740 (Canada & International) Fax: +1 (402) 346-3670 Email: PRESIDENT Arthur J. McGinnis, Jr. PUBLISHER & EDITOR-IN-CHIEF John R. Snyder Associate Publisher Jeff Sutley MANAGING EDITOR Shirley Del Valle

Support Needed for Great Lakes Infrastructure Project

WEB EDITOR Nicholas Blenkey

cover story, shipping on the Great Lakes and St. Lawrence Seaway has an enormous impact on the U.S. and Canadian economies. Cargoes such as steel, aluminum, iron ore, sand, salt, gravel, grain, and containerized freight move to and from the industrial and agricultural heartland of the U.S. and Canada. Cargo moved on the Great LakesSt. Lawrence River Waterway totaled 254.6 million short tons valued at $77.4 billion supporting 328,543 jobs and $45.6 billion in economic activity, says a study by the Marine Chamber of Commerce. Managing Editor Shirley Del Valle interviews one of the key players in the U.S.-flag Great Lakes market, Mark Barker, President of Interlake Steamship Company. Mark is the second generation of the Barker family to lead the company. One of the core values of the company is sustainability. It’s been a pioneer in adding exhaust gas scrubber equipment to its freshwater laker fleet for the last 10 years.


Circulation DIRECTOR Maureen Cooney

John R. Snyder Publisher & Editor

PRICING: Qualified individuals in the marine industry may request a free subscription. For non-qualified subscriptions: Print version, Digital version, Both Print & Digital versions: 1 year, US $98.00; foreign $213.00; foreign, air mail $313.00. 2 years, US $156.00; foreign $270.00; foreign, air mail $470.00. Single Copies are $29.00 each. Subscriptions must be paid in U.S. dollars only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2017. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions, & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail or write to: Marine Log Magazine, Simmons-Boardman Publ. Corp, PO Box 3135, Northbrook, IL 60062-3135. POSTMASTER: Send address changes to Marine Log Magazine, PO Box 3135, Northbrook, IL 60062-3135.

Art Director Nicole Cassano


Marine Log Magazine (Print ISSN 0897-0491, Digital ISSN 2166-210X), (USPS#576-910), (Canada Post Cust. #7204564; Agreement #40612608; IMEX Po Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St. 26th Floor, New York, NY 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices.

2 Marine Log // September 2018

European EDITOR Charlie Bartlett


Shutterstock/ Thomas Barrat


he John S. McCain National Defense Authorization Act for Fiscal Year 2019 was signed into law by the President in mid August. The legislation authorizes $24.1 billion for Navy shipbuilding, $300 million for the National Security Multi-Mission Vessel Program, $33 million for the Title XI loan guarantee program, $35 million for the Small Shipyard Grant program, and the procurement of a total of six polar class icebreakers. Not a bad haul for shipbuilders. Now Congress has to find the money to pay for all of it. Also tucked away in the law is language that calls the Soo Locks in Sault Ste. Marie, MI “of critical importance to the national security of the United States.” The Soo Locks provide the only connection between Lake Superior and the Lower Great Lakes and the St. Lawrence Seaway. About 89% of all iron ore mined in the U.S. passes through the lock, which is nearing the end of the its 50-year service life. The bill urges the U.S. Army Corps of Engineers to expedite the process to build a large replacement lock. Estimates are that the lock could cost upwards of $1 billion. The Soo Locks update is a cr itical infrastructure project and it needs to be supported by the U.S. Army Corps of Engineers and Congress. As we discuss in this month’s


CONFERENCE ASSISTANT Stephanie Rodriguez CONTRIBUTORS Emily Reiblein Crowley Maritime Corporation Capt. Matthew Bonvento Good Wind Maritime Services Simmons-Boardman Publishing CORP. 55 Broad Street, 26th Floor, New York, N.Y. 10004 Tel: (212) 620-7200 Fax: (212) 633-1165 Website: E-mail:



Mike Corrigan, Interferry CDR Ben Lofstad, NATO


Mark Sutcliffe, CSO Alliance Robin Silvester, Port of Vancouver








CANCUN OCT. 6–10, 2018


Interferry Sets Course to Lead on the Ferry Industry’s Major Issues

disposal will be examined by a body of legal, shipbreaking, class society and BIMCO specialists. The issue of ethical disposal is of growing interest at a time when fleet renewal programs are on the increase. The panel’s review of current best practice will demonstrate potential benefits despite cost increases due to higher regulatory standards. As for future tonnage, a string of sessions will be devoted to environmentally friendly solutions for ship designs and propulsion. Presentations will cover everything from hull forms, hydrogen power and lightweight materials to zinc underwater coatings and ferry-specific ballast water management systems.

With world-leading speakers heading debates on three of the hottest topics in shipping – safety, security and the environment – global trade association Interferry has set the stage for its 43rd annual conference to be the most successful yet. Long established as the “must do” event in the ferry industry calendar, the next edition takes place this October in Cancun, Mexico. Attracted by an action-packed program of conference sessions, networking opportunities and social events, the level of delegate registrations is already on track to rival last year’s record attendance of almost 500 participants. Interferry CEO Mike Corrigan notes: “The extremely strong registration activity, added to sell-out support for our sponsorship and exhibition packages, is key to helping fund our unique role as the ferry sector’s worldwide voice. This work will be reflected in our conference themes, with topics ranging from counter-terrorism and firefighting to eco-friendly ship design and recycling solutions. I am truly excited by the cutting-edge insights that will be shared in Cancun.”

Security: Joining Forces to Minimise Risk The security sessions will start with two further keynote speakers. They include the Royal Norwegian Navy’s CDR Ben Lofstad, director of the NATO Shipping Center, which provides the prime liaison between naval authorities and the international merchant fleet. His overview of global terrorism trends will also highlight how the Naval Cooperation and Guidance for Shipping (NCAGS) Doctrine supports the safe passage of merchant ships in times of peace, tension, crisis and war. Fellow keynote speaker Mark Sutcliffe is founder and director of the CSO Alliance of maritime security officers established in 2012. The membership of 700 in more than 40 countries has access to a password-protected support platform linked to all the major military and merchant marine reporting centres. Among latest developments, Mr. Sutcliffe will describe an initiative to combat cyberattack and will also present plans for a sector-specific security alliance between ferry ports and ferry operators. This will be followed by an update from Interferry’s recently launched Security Committee, which is engaged in European Union studies on ferry security and is also preparing “Possible Measures” guidance to help operators make a bespoke choice of solutions best suited to their particular services.

The Environment: Marrying Commercial Aims with Sustainability Presentations on a raft of environmental challenges and opportunities will start with keynote speaker Robin Silvester, president and CEO of the Port of Vancouver. Canada’s largest port is internationally recognized for its sustainability initiatives, notably through incentives for port users to reduce carbon and noise emissions. As Mr. Silvester points out: “Over the past decade, overall cargo throughput has increased by 39% and operating revenue by 76%, showing that we can facilitate healthy growth in trade while also protecting the environment.” In what promises to be one of the conference’s most illuminating sessions, ship recycling and

Safety: From Fighting Fires to Helping Developing Nations Interferry regulatory affairs director Johan Roos will report on the fire safety activities of the association’s dedicated working group, which includes close liaison with the European Maritime Safety Agency (EMSA) on ro-ro deck fire protection and the development of a second best practice guide. He will be joined by Fabio Croccolo, director of the Italian Ministry of Infrastructure and Transport, whose summary of the investigations into fires on board the Italian-flagged Norman Atlantic and Sorrento will highlight crucial preventive measures. Firefighting techniques and training will then be reviewed by representatives from four specialist companies. Supported by case studies, their input will stress the need for crew and equipment readiness in an environment where first responders must always expect the unexpected. A later session on crew skills will highlight the importance of constant assessment with the aid of performance tracking technology. Interferry’s specially formed Domestic Ferry Safety Committee will review progress on support for developing nations, which involves producing a risk assessment and action plan before approaching potential funding partners. Other speakers will outline solutions involving the adoption of affordable AIS responders and the use of automated draught indicator systems to cost effectively improve safety in the developing world, as well an update on ferry operations and incidents in Indonesia. The two-day conference takes place on Monday and Tuesday October 8–9 as the centerpiece of a comprehensive networking and social program that runs from October 6-10 and provides an industry-leading opportunity to gain practical guidance and valuable new contacts. Visit and follow @InterferryOrg for complete information.















INDUSTRY INSIGHTS WELCOME TO Industry Insights, Marine Log’s quick snapshot of current trends in the global marine marketplace. This month, in anticipation of our feature article on “Modernizing the Fishing Fleet” in our October 2018 issue, we highlight the current composition of the U.S. North Pacific fishing fleet. Much of the information is from Modernization of the North Pacific Fishing Fleet: Economic Opportunity Analysis prepared for the Port of Seattle and the Washington Maritime Federation and prepared by the McDowell Group. Given the cost of building new and the slump in the offshore oil and gas market, perhaps we might see some OSVs converted for the fishing market.

Offshore Rigs Operating in U.S. GOM (on or about August 1 of respective year)

North Pacific Fishing Fleet, By Type (Over 58 ft in length) CATCHER VESSEL












2015 2016


103 29 142








Source: CFEC database, NMFS SAFE Economic Status Report 2014, AKFIN







Source: Baker Hughes

The U.S. North Pacific Fishing Fleet AFA Catcher Vessel

North Pacific Fishing Fleet

AFA Catcher Processor Vessel

Fleet in U.S. Pacific NW

By Decade of Build (58 ft & over)

Avg. Cost of Vessel ($ Mil.)

86 Source: Modernization of the North Pacific Fishing Fleet, 2016

6 1910-19 3 1920-29 13 1930-39 27 1940-49 2 1950-59 39 1960-69 175 1970-79 101 1980-89 40 1990-99 6 2000-09 6 2010-16


Source: Commercial Fisheries Entry Commission; excludes 5 vessels with unknown year of build

Recent Contracts, Launches & Deliveries Qty



All American Marine, Bellingham, WA


600-passenger Tour Boat

Red & White Fleet


Bollinger Shipyards, Lockport, A


154 ft FRC

U.S. Coast Guard


Conrad, Morgan City, LA


6,000 hp, Tug

Young Brothers Co.


Conrad Orange, Orange, TX


232 ft LNG Bunker Barge

TOTE Maritime


Gulf Island Shipyard, Houma, LA


3,300 hp Towboat



Meridien Maritime, Quebec, CAN


93 ft Research Vessel




Source: Marine Log Shipbuilding Contracts

4 Marine Log // September 2018

Est. $

Est. Del.

Thoma-Sea Marine Constructors, LLC

We at THOMA-SEA are grateful to our clients, both new and old, who have entrusted us over the past 30 years, and have been a part of our growth as a company. Thoma-Sea’s facilities now encompass over 120 acres and consist of two new build shipyards, and one repair facility with five floating dry-docks. We invite you to test our commitment to quality, customer service, and value with your next new construction or repair conversion project.



OVER 4,600’ OF WATERFRONT ACCESS INCLUDING: (1) 10800 ton dry dock

(1) 8500 ton dry dock

(2) 3500 ton dry docks

(1) 2500 ton dry dock

ABS Approved Machine Shop on Site REPAIR DIVISION


429 Rome Woodard Dr. , Houma, LA 70363 Phone: 985-853-0620 Fax: 985-853-0702

6130 Highway 308, Lockport, LA 70374 Phone: 985-532-5515 Fax: 985-532-5422

Marine Innovations Jet Edge Maintenance Training Sessions Available St. Michael, MN-based Jet Edge is offering free maintenance training sessions for its customers at its headquarters to help ensure the optimum performance of the Jet Edge equipment. The three-day, hands-on course will take attendees through routine maintenance to more advanced troubleshooting of the UHP pump, motion system and accessories. Participants will learn to increase machine uptime and utilization, reduce maintenance costs and service time, and increase the quality of repairs and replacement parts planning. Register online at

MyTaskit New Mobile App Helps Increase Productivity This summer, MyTaskit debuted its new mobile app expanding the MyTaskit Pro’s proven ability to transform how a service company coordinates work in real time. The platform enables marine companies and shipyards to get more organized and in control of business. It enables tasks to be assigned and gives users the ability to update work orders both on and offline in real-time using features such as voice-to-text recordings. Enhancements include: real-time job updates; timestamped support content; and accurate labor hours reporting.

Roxtec SLA Simplified Solutions with Roxtec SLA The Roxtec SLA solution simplifies the addition of cables late in a project and enables upgrades and repair work without welding. It includes Roxtec R transits or RS seals with newly developed adaption sleeves that are threaded, attached with a counter nut and designed to fit in standard hole saw openings. This solution provides A-Class division fire ratings and 2.5 bar water-tightness. For more information visit

SSI Updates to ShipConstructor and EnterprisePlatform SSI continues to enhance the ease of its shipbuilding software products ShipContstructor and EnterprisePlatform. It recently launched the newest version of its software SSI 2019 R1.1. New features include the ModelLink Manager—which links Navisworks with ShipConstructor creating a seamless workflow; WeldManagement Improvements, containing new Weld Manager Palette; Hull efficiency; Project Insights which will provide access to advanced analytics; and the ability to integrate EnterprisePlatform with other systems.

TEUFELBERGER Teufelberger’s New Holdfast Holdfast was engineered with one goal in mind: GRIP. It utilizes HMPE and Nylon fibers to deliver a lightweight, high-strength, floating line that will grip on H-bitts and capstans much better than traditional 100% HMPE lines. Holdfast is coated with TEUFELBERGER’s proprietary abrasion resistant coating that is specially formulated to yield higher strength and more durable and water-resistant lines. Applications include: Barge line; H-bitt working line; Tug pendant; Tug winch line; Capstan line; Winch line; Dry dock line; and more. 6 Marine Log // September 2018

Wellness Column

Getting into the Flow of Happiness may require skills not yet acquired, but experience helps us gain the skills as we progress toward the goal. This may be one reason why studies report very few incidents of people working into a Flow State while watching TV, and why more report being in Flow while in a business meeting, gaming, playing chess, programming or engaging in a sport. Mihaly identifies states like apathy and boredom being associated with little skill and little challenge yielding little sense of reward.

3. Imagining Achievement, Happiness Comes with a Vision

Shutterstock/ g-stockstudio


appiness can be elusive. Go into any self-help section in a book store or online and there is no shortage of opinions on how to make a journey to happiness. Recently, one batch of psychology and sports research caught my eye. Pioneered by Polish-born scientist Mihaly Csikszentmihalyi, these studies have uncovered the description and execution of a state of mind that can be achieved by humans called “Flow.” As defined by Mihaly and others, Flow is a mental state of total immersion, where everything but the focused activity fades away. We feel and perform at our maximum best with effortless creativity, and the path to our goal becomes as straight as the crow flies. Our mental boundaries break and so too does our sense of time. Seconds become hours, and hours can pass in seconds. Studies show that most people have experienced this state of Flow at one time or another in their lives. A study of Germans identified that 88% of them have had a Flow experience in their lives with more than half of them having them “sometimes” or “often.” Most importantly when asked to describe how Flow feels, the word “happiness” is often used by those who experience it. Chemically as we enter the Flow State our bodies create a powerful mix of hormones and changes in brain chemistry resulting in a clarity and focus like no other. Norepinephrine, dopamine, serotonin, anandamide, and endorphins can give a human under the influence a strong pain dulling, mind sharpening effect. Frontal lobe activity changes and fear decreases. Studies also show that the heightened sense of creativity and

happiness continue even after the chemical alterations have worn off. Flow does not just appear, but it is launched either accidentally or by design. Here are a few concepts that help create the platform for Flow to emerge.

1. Accept Risk, Happiness Lies in its Wake In order for Flow to be achieved, there must be a perceived risk to the individual seeking

Flow is a mental state of total immersion...we feel and perform at our maximum best

the state. The good news about that risk is that it is entirely individual. For example, a shy person might not like speaking in front of people, and may help trigger their Flow evolution by giving a speech to an audience.

2. Embrace the Struggle, Happiness Needs Strife Happiness takes struggle, both mental and physical. This is not just any old struggle though, but one where skills are just about matched to the complexity of the problem and all sit on the very edge of our comfort zone, bending toward discomfort. It is uncomfortable, but not insurmountable. It

Psychologist Stefan Koehn (Liverpool Hope University) and his colleagues conducted research that looked at the way imagery before a task could increase chances of a Flow State arising during the evolution. The results were that the vision navigates us toward our goal. This is where practices like meditation and creative visualization can help expand our potential. Where we lack vision or visualization, we can refer to the old crow trick. Ships of old used to release a crow, so they could follow it to land when it could not be seen. Use someone else’s vision to spark your own when you are lacking.

4. Prepare for Feedback, Happiness Requires Measurement Quick and long-term feedback can help track achievement towards a goal. Improving as the feedback is received, and recalculating toward the goal provide mental fuel to continue until the end of the evolution. The need for feedback is another reason why several Flow precursors appear to be related to social interactions. Researchers from St. Bonaventure University asked students to participate in activities that raised the Flow State independently and while engaged in team activities. Students Flowed better with a team—they reported more “joy” in the experience. Maybe happiness is about the risky path we carve, how we envision our progression, the surprising obstacles we struggle to overcome, and the measurements and interactions we require along the way. Emily Reiblein

Crowley Maritime Corporation, Labor Relations-Union Wellness Programs/ Operations Integrity

September 2018 // Marine Log 7


BIZ NOTES Speedcast to Acquire Globecomm

North American First: LNG Bunker Barge The highly anticipated Clean Jacksonville

was delivered last month by Conrad Industries, Morgan City, LA. The first Liquefied Natural Gas (LNG) bunker barge built in North America was designed and engineered by Bristol Harbor Group (BHGI), Bristol, RI, and built at Conrad Orange Shipyard in Orange, Texas. BHGI sister company, The Shearer Group, Inc., provided technical/shipyard support during the construction. “Bristol Harbor Group, Inc. was an invaluable partner with Conrad to bring this project from inception to reality,” said Brett Wolbrink, Vice President of Conrad LNG, LLC. “Not only did they perform the vessel design development and naval architectural work, they also took on the overall responsibility of managing and spearheading the risk assessments and regulatory review process for our entire engineering efforts comprised of both domestic and international based teams. Their leadership in this area and working relationship with ABS and USCG was a critical component of successfully completing the project.”

The Clean Jacksonville’s tank is equipped with MARK III Flex cargo containment technology from French engineering and technolog y company GTT. GT T also “adapted and expanded its support services to ensure the effective training of the barge crew and the safe and satisfactory execution of the barge commissioning activities and gas trials,” said Philippe Berterottière, Chairman and CEO of GTT. The 232 ft vessel will enter into service for TOTE Maritime Puerto Rico in the Port of Jacksonville. It will be used to bunker Marlin Class containerships, the Isla Bella and Perla Del Caribe, operating on LNG fuel between Jacksonville and San Juan. “While it has been a challenge and true learning experience, the Clean Jacksonville is a triumph for the U.S. Maritime industry,” said Johnny Conrad, President and CEO of Conrad Industries. “I am proud of Conrad’s commitment, investment and foresight in shepherding the advancement of LNG as a marine fuel. We welcome the opportunity to work with customers as they explore and pursue the use of LNG in their vessels.”

Speedcast International Limited continues to strengthen its position as a provider of remote communication and IT solutions for government, maritime and enterprise sectors. L a s t m o n t h, t h e c o m p a n y entered into a definitive agreement to acquire G l o b e co m m Systems Inc. for an estimated net purchase consideration of $135 million, including expected purchase price adjustments. The news follows the acquisition of Caprock Communications in 2016 and Ultisat in 2017. The Ultisat acquisition doubled Speedcast’s revenue in the government sector, and added more scale, visibility and capabilities in a growing market. “This acquisition of Globecomm is fully in line with our s tr ategy to consolidate our industry and thus build competitive advantages based on scale and capabilities,” said Speedcast CEO PierreJean Beylier. Globecomm “will strengthen our innovation capabilities with new solutions and strong engineering experience, as well as enhancing our system integration propositions,” added Beylier. Sp eedc as t es timates it will generate over $15 million in annual cost synergies within 18 months after the acquisition. The transaction is expected to close in the final quarter of 2018.

More Indictments Handed Down in Fat Leonard Affair Three more indictments were handed down last month in the “Fat Leonard” affair, involving foreign defense contractor Glenn Defense Marine Asia and the U.S. Navy, according to the Department of Justice. So far, 32 defendants have been charged and 20 have pleaded guilty in the scandal. U.S. Navy Captain (Retired) David Williams Haas was recently indicted by a federal grand jury on charges that he received at 8 Marine Log // September 2018

least $145,000 in bribes from foreign defense contractor Leonard Francis. In separate indictments, Master Chief Petty Officer (Retired) Ricarte Icmat David and Chief Petty Officer (Retired) Brooks Alonzo Parks were charged with honest services fraud for receiving cash, luxury travel, lavish hotel suites, dining and the services of prostitutes from Francis, Owner and Chief Executive of GDMA. According

to indictments, the trio reciprocated by using their influence within the Navy’s Seventh Fleet to approve inflated invoices by GDMA, to steer ships to GDMA-controlled ports and advance the interests of Francis and GDMA. The indictment further alleges that the co-conspirators used their access to slip GDMA classified and proprietary U.S. Navy information, and helped GDMA recruit other officers to join the conspiracy.


Senator John S. McCain III Passes Away Hero, Patriot and Maverick, Sen-

ator John S. McCain III lost his battle with terminal brain cancer on August 25 at the age of 81. Following his passing, there was an outpouring of admiration and affection for the Arizona Senator, a naval aviator during the Vietnam War, prisoner of war in the “Hanoi Hilton” for five years, and Presidential candidate. Secretary of the Navy Richard V. Spencer said in a statement, “The Navy and Marine Corps team lost a friend and one of our own when Senator John McCain passed. “From the Naval Academy to flight school and throughout his time as a prisoner of war in Vietnam, McCain displayed unfailing honor and duty to country. If that was the end of his service, he would still be renowned as a hero, but McCain’s desire to serve didn’t stop when his uniform came off. He continued to serve as a representative and senator from Arizona. Throughout his life, McCain never ceased serving our nation or fighting for what he believed.” The late Senator also drew praise from Chief of Naval Operations Adm. John Richardson, who said: “The nation has lost a great patriot and warrior. Whenever we were in a tough spot, we knew Sen. McCain would be on our side with his characteristic toughness and integrity. The U.S. Navy mourns the loss of a true shipmate. Our prayers go with him and to his family, that they find consolation. May Sen. John McCain, who never flinched from a worthy fight, rest in a well-deserved peace.” The Senator’s father and grandfather both rose to the rank of Admiral in the Navy. A legacy that was noted by CMDR Micah Murphy, current Commanding Officer of the USS John S. McCain (DDG-56). Said CMDR Murphy: “On behalf of the crew of USS John S. McCain, I offer our

Barges Dry Docks Work Boats JMS-Designed

R/V VIRGINIA 93’ x 28’ x 9’-6” draft Accommodations for 12 Designed by JMS for Virginia Inst. of Marine Science

support and prayers to the McCain family, our gratitude to the senator for his years of service to our nation, and a heartfelt traditional Navy sendoff: ‘Fair winds and following seas.’ It is an honor to have our mighty warship carry on your name and continue your legacy.” DDG-56’s name honors three generations of dedicated service to the Navy and nation. Sen. McCain’s father, Adm. John S. McCain, Jr. served as U.S. Pacific Command commander. Sen. McCain’s grandfather, Adm. John S. McCain was a distinguished World War II carrier task force commander. Sen. McCain continued this proud legacy as a naval aviator during the Vietnam War. As a prisoner of war, he endured more than five years of captivity, representing America honorably and selflessly. After retiring from the Navy, he continued national service in Congress, first as a representative and later as a senator from Arizona. Sen. McCain took an active interest in the destroyer and its crew, including a visit to the USS John S. McCain during a port visit to Cam Ranh International Port in Vietnam on June 2, 2017. The ship had visited ports in Vietnam several times before over the years in honor of the McCain legacy.

BIZ NOTES MARAD Awards Marine Highway Project Grants L a st

m ont h , S e c r e t a r y o f Tr a n s p o r t a t i o n E l a i n e L . Chao announced the award of $4,872,000 in grants to six Marine Highway projects. The program suppor ts the expanded use of navigable water ways to relieve land side conges tion, provide new transportation options, and generate other public benefits by increasing the efficiency of the surface transportation system. “Strengthening the countr y’s waterways and domestic seaports s t i m ulate s e c o n o mic g row t h, reduces congestion and increases the efficiency of our national freight transpor tation system,” said Secretary Chao. The grant s will help fund t he e nhance me nt of ex is ting marine highways ser ving por ts in Louisiana, Virginia, New York and Connecticut, as well as suppor t the development of new c o n t a i n e r- o n - b a r g e s e r v i c e s in Kentucky and Rhode Island. U s i n g m a r i n e h i g h w ay s p r o vides cargo shippers with more options, helps reduce transportation costs, reduces road maintenance expenses and improves safety. Further expanding support for the waterways system will also foster an environment that will support jobs at ports and shipyards.

Let’s make plans. Naval Architecture Marine Engineering 860.536.0009

September 2018 // Marine Log 9


Vard to Build Zero-Emission, Autonomous Containership

Fincantieri subsidiary Vard has been

tapped to build the zero-emission vessel Yara Birkeland, the world’s first autonomous and electrically driven container vessel. The contract, worth approximately NOK 250 million (about $30 million) comes from Norwegian fertilizer giant Yara. After delivery in 2020 the Yara Birkeland will operate as a cargo transit vessel between Yara’s plant in Porsgrunn to ports in Brevik and Larvik.

The vessel will initially operate as a manned vessel before moving over to full autonomous operation by 2022. A key partner in the project, Kongsberg has helped develop and deliver the key enabling technologies, including sensors and integration required for remote and autonomous operations. “Yara Birkeland represents an important next step for the entire maritime industry, representing a major technological and

Smart technologies for ferries big and small

sustainable advancement,” said Geir Håøy, CEO of Kongsberg. “The Norwegian maritime cluster has taken a leading position within technology, design, legislation, testing and all other aspects of the development.” Prime Minister Erna Solberg credits the Norwegian maritime cluster for their ingenuity. “This is a good example of how Norwegian industry can collaborate to create new solutions and green jobs,” she said. “Yara, Kongsberg and Vard have built on their knowledge about technology, logistics and shipbuilding with an ambition to create sustainable innovation together. The result is exciting pioneer projects like this one. I am proud that the Government has supported the development of Yara Birkeland through ENOVA and send my best wishes for construction.” The project has received NOK 133.6 million (about $16 million) in support from the government’s ENOVA enterprise. The Yara Birkeland will measure 80m x 15m and have a cargo capacity of 120 TEU. Expected to replace 40,000 truck journeys a year, the vessel will reduce NOx and CO2 emissions, all the while improving road safety in a densely populated urban area.

HigH paSSEngEr comfort

Smart marinE tEcHnologiES

propulSion EfficiEncy

SafE cargo tranSport

Economically compEtitivE and compliant fuEl and EmiSSion altErnativES

ExcEllEnt manoEuvrability

WÄRTSILÄ CONNECTS THE DOTS Wärtsilä has the technical solutions and organizational competence to keep you on your route. We provide environmentally sound lifetime performance with clean fuels and low consumption, emissions and noise levels for all types of ferry vessels from large RoPax and Cruise ferries to agile Commuter ferries.

10 Marine Log // September 2018


Dometic Partners with Habitat for Humanity Dometic, Elkhart, IN, is no stranger to

creating solutions that users can rely on in mobile environments. From climate, hygiene and sanitation systems, to food and beverage, power and control equipment and safety and security solutions, Dometic’s mission is to make mobile living easy—whether you’re on a truck or on a workboat. Now the company is lending a helping hand to make living easy by creating a home for its fellow man. The company recently held the second annual Habitat for Humanity panel build at its Elkhart, IN, headquarters. The partnership with Habitat for Humanity began last year when one of its own employees applied and was selected to have a house built by the nonprofit organization. The opportunity enabled the Dometic team to rally behind their fellow employee, participate in the build and support a great cause. The experience was so life-changing that Dometic decided to continue working with Habitat for Humanity and extend its community works—with plans to do more panel builds across additional locations over the next few years. This year’s panel build was for Maleka

Beard, a resident of Elkhart County. The build took place in the parking lot of the Dometic headquarters with over 50 Dometic employees volunteering to help. “We are so excited that we could contribute to the beginning stages of building a house for a second year in a row,” says Scott Nelson, President of Dometic Americas. “Working along-side fellow employees and the future homeowner, Maleka, is an incredible opportunity that I am proud to be a part of. We cannot wait to see the finished home and wish Maleka well on her new journey.”

BIZ NOTES Q-LNG, VT Halter in LOI Qualit y Liquefied Natural Gas Transport, LLC (Q-LNG) and shipbuilder V T Halter Marine have executed a letter of intent to build a second, larger LNG bunkering vessel. VT Halter is currently building a 4,000 m 3 ATB LNG bunkering barge for Q-LNG that will go on a long-term charter to Shell Trading (US) Company, supplying LNG to marine customers along the U.S. southern east coast and support growing cruise line demand for LNG marine fuel. The vessel covered by the LOI will carry 8,000 m3 of LNG and be built on speculation. Q - L N G i s 70 % o w n e d b y Harvey Gulf International Marine CEO Shane Guidry and 30% by Har vey Gulf. Guidr y noted the new projec t will closely mirror the vessel currently under construction.


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September 2018 // Marine Log 11

inside washington

President Signs $717 Billion Defense Authorization Act $24.1 billion in Navy shipbuilding, providing guidance to Congress on how the money should be spent.

Funding Battle Force Ships


resident Trump was able to set the table for a tasty shipbuilding feast for defense contractors when he signed the $717 billion John S. McCain National Defense Authorization Act for Fiscal Year 2019 (NDAA) on August 13 at a ceremony at Fort Drum, NY. Now the question is whether Congress is going to pay the bill for the heaping, helping of ships. The act is not a spending bill. Rather, it authorizes a p p ro p r i a t i o n s f o r

The act authorizes appropriations to fully fund 13 new battle force ships and accelerate funding for several future ships. It authorizes the procurement of one Ford Class aircraft carrier (CVN-81). This includes three Arleigh Burke-class (DDG 51) destroyers and two Virginia-class submarines. It also authorizes appropriations of $1.6 billion for three Littoral Combat Ships (LCS), even though the Navy only asked for funding for one. There was also welcome news for the Coast Guard. Among the future ships are a Columbia-class ballistic missile submarine and up to five additional polar class icebreakers, (one icebreaker was authorized to be procured under section 122(a) of the National Defense Authorization

Act for Fiscal Year 2018 (Public Law 115–91). The bill says: —“It is the sense of Congress that the Coast Guard should maintain an inventory of not fewer than six polar-class icebreaker vessels beginning not later than fiscal year 2029 and, to achieve such inventory, should— (1) award a contract for the first new polar-class icebreaker not later than fiscal year 2019; (2) deliver the first new polarclass icebreaker not later than fiscal year 2023; (3) start construction on the second through sixth new polar-class icebreakers at a rate of one vessel per year in fiscal years 2022 through 2026; and (4) accept delivery of the second through sixth new polar class icebreakers at a rate of one vessel per year in fiscal years 2025 through 2029.”

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12 Marine Log // September 2018


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Smart Solutions for Smarter Operations December 11, 2018 | India House New York The right intelligence and equipment mean not only a safer operation, but also a more efficient and profitable one. This one-day event examines some of the best technologies and practices for profitability and compliance. Subjects include: • Future Fuels & Propulsion Technologies • Autonomous & Unmanned Operations • Maritime Cyber Security Guidelines & Training • Fuel Consumption & Optimization • Maritime Safety & Weather Routing • GPS & Navigation Exhibits & Sponsorships Available 212.620.7208 Supporting Organization





Economic IMPACT

Photo: Rebeca Barclay


By Jim Weakley, President, Lake Carriers’ Association

n July 18, the Great Lakes Seaway Par tnership, of which Lake Carriers’ Association (LCA) is a founding member, released a new study on the economic impacts of waterborne commerce on those waters. The results are impressive. Lakes/Seaway shipping generates nearly 238,000 jobs in our two nations and $35 billion in economic activity. Specific to U.S.-flag carriers, the cargos we move generate nearly 116,000 jobs and $8.3 billion in personal income in the eight Great Lakes states. That’s quite remarkable given that the U.S.-flag fleet of large freighthauling vessels on the Great Lakes numbers only about 60 hulls. These updated statistics will be invaluable as LCA pursues its longterm goals: a second Poe-sized lock at Sault Ste. Marie, MI; another heavy icebreaker; a uniform, Federal ballast water discharge standard; and continued adequate funding for dredging ports and waterways. The second Poe-sized lock took a giant step toward reality when on June 29 the U.S. Army Corps of Engineers released its New Soo Lock Economic Validation Study

that determined twinning the Poe Lock has a benefit/cost ratio (BCR) of 2.42, well above the level required for inclusion in an Administration budget. And there’s good reason to believe this Administration will do that. President Trump has publicly declared he supports the project. The new study, referenced in the first paragraph, looked specifically at the benefits of the Soo Locks and found that more than 87,000 jobs in the eight Great Lakes states depend on cargo transiting the Soo Locks. A second Poe-sized lock will probably cost close to $1 billion, but as James C. Dalton, Chief of Civil Works for the Corps acknowledged, “The strategic importance of the Soo Locks cannot be overstated.” With an unquestionably positive BCR in place, LCA will now focus its efforts on funding construction. Three of the past five winters on the Lakes have clearly demonstrated that the U.S. and Canadian Coast Guards do not have enough icebreakers to meet the needs of commerce in anything other than a mild ice season. One can’t question the skills or commitment of the crews on those icebreakers, but many

of the vessels are in need of modernization or outright replacement. At one point this past winter, five of the U.S. Coast Guard’s nine icebreaking assets were out of service at the same time. LCA members paid a very high price. More than 5 million tons of iron ore, coal and other cargos were either delayed or outright cancelled because of ice-related conditions between December 2017 and April 2018. The good news is another heavy icebreaker for the Lakes has been authorized and $5 million has been appropriated for design of the vessel. We expect the icebreaker to be largely a copy of the existing USCGC Mackinaw, but with refinements that can then be incorporated when that vessel undergoes its modernization. Our efforts to pass legislation establishing a uniform, Federal standard for ballast water discharges have twice come close to fruition, but each time the Vessel Incidental Discharge Act language was removed from legislation at the last minute. We continue to work with legislators from both parties and other interests to enact legislation that September 2018 // Marine Log 15

GREAT LAKES will end the uncertainties that follow from having two Federal agencies and multiple states regulate ballast water discharges. Our efforts to end the dredging crisis have really borne fruit. A decade ago more than 18 million cubic yards of sediment clogged Great Lakes ports and waterway and that total was projected to grow to 21 million cubic yards. The Lakes dredging budget – in a good year – was about $80 million, barely enough to keep pace with the natural rate of siltation. Today, the dredging backlog is about 13 million cubic yards. The dredging budget has basically doubled, so the backlog will continue to shrink as long as Congress keeps increasing expenditures from the Harbor Maintenance Trust Fund as required by the Water Resources Reform and Development Act of 2014. LCA members continue to invest. This past winter our members spent more than $65 million maintaining and modernizing their vessels. And just a few weeks ago a member announced they plan to build a new 740-foot-long self-unloading barge. This will be the first new tonnage added to the fleet since 2012. These investments are a testimony to our members’ belief in a bright and sustainable future for U.S.-flag Great Lakes shipping.

Seaway Shipments Get Stronger Thanks to increased grain exports and Great Lakes construction activity, overall cargo shipments on the St. Lawrence Seaway between March 29 and July 31 totaled 16.5 million metric tons. “After a late start, Seaway cargo shipments have been gaining ground all season and are now in line with last year’s robust performance,” says Terence Bowles, President and CEO of The St. Lawrence Seaway Management Corporation. Year-to-date grain shipments via the Seaway totaled 4.2 million metric tons, up 7.5% compared to the same period in 2017. Canadian grain shipments, which represent 3.3 million metric tons of the volume, were up 3% while U.S. grain was up nearly 32%. Prairie grain elevators have been busy at the Port of Thunder Bay in Ontario. For only the second time in 20 years, July grain volumes surpassed 800,000 metric tons. The surge brings the grain tally at the port in line with

the previous season and 4% greater than the five-year average. It also continues to be an excellent year for grain at the Port of Hamilton. Close to a million metric tons has been shipped this season, with almost 60% of that being overseas exports. In May, the Port of Green Bay in Wisconsin experienced a rise of 10%, thanks to increases in limestone, petroleum products, and project cargo. By May of this year, nearly 2.5 million tons of cargo passed through the Port of Toledo. Coal and grain are outpacing 2017 year to date results while other commodities are not far behind. Overall, year-to-date coal shipments are an area of strength on the St. Lawrence Seaway, totaling 1.2 million metric tons, up 33% over the same period last year. Yearto-date liquid bulk shipments totaled 2.3 million metric tons – up 25%. And within the dry bulk category, stone shipments were up 27% and cement shipments were up 26%.


SUPERIOR SHIPYARD SERVICES • Drydocking • Ship Repair • Vessel Conversions • Panamax Dry Dock • Machine Shop

• Dredges • Tankers • Tugs / Barges • OSVs/PSVs • All vessels

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oat builders along the Great Lakes region are adept in building and repairing a diverse set of vessel types — from lakers to patrol boats, ATBs to ferries — under all types of weather conditions and in any kind of time frame. That “can-do” spirit is a testament to the people in the region who take a vested interest and pride in the work they produce. When Sturgeon Bay, WI, Fincantieri Bay Shipbuilding was awarded the contract to build a new self-unloading barge for Michigan-based VanEnkevort Tug & Barge, Inc. (VTB), the project symbolized more than just the next newbuild contract for the yard—it proved significant for the region as whole. Representing large-scale new construction on the Great Lakes, for operation in the Great Lakes, the project is expected to support hundreds of jobs in the region over the next few years—and, as mentioned in “Great Economic Impact” on page 15, the vessel represents the first new tonnage added to the lakers fleet since 2012. “At Fincantieri Bay Shipbuilding, our nearly 700 skilled trade workers as well as

partnering contractors, vendors and suppliers will all be working on this project through mid-2020 when it is scheduled for completion,” said Todd Thayse, Vice President and General Manager of Fincantieri Bay Shipbuilding. “This is exciting because it brings steady work to the hundreds of women and men we employ from across the region,” he added. The 740 ft x 78 ft x 45 ft, 37,512 DWT barge will be environmentally friendly and feature the first Great Lakes ballast water treatment system that meets EPA standards. The contract follows the completion of Fincantieri’s winter repair work—which included 17 vessels from the Great Lakes bulk carrier fleet undergoing repowers, repairs and inspections; the installation of an exhaust gas scrubber on board the current reigning “Queen of the Lakes,” Interlake Steamship Company’s Paul R. Tregurtha; the current conversion of the self-unloading open hopper dry barge Cleveland Rocks into a self-unloading cement carrier—conversion is to be completed by November 2018; and the delivery of an articulated tug-barge unit for Wawa Inc.

By Shirley Del Valle, Managing Editor

A familiar name to those who live or travel along the east coast, Wawa is a popular chain of convenience stores and gas stations— with $10 billion annual revenue. The use of the Jones Act compliant unit, which will be operated by Keystone Shipping Co., will help the company expand its reach in the growing Florida market where, since 2012, Wawa has opened up more than 140 stores. The ATB unit is comprised of the 578 ft x 78 ft x 42 ft barge, named 1964, and the 129 ft, 8,000 hp tug Millville, powered by two GE 12V250MDC diesel engines. But why would Wawa, a company based in Pennsylvania, pick a yard all the way up in Wisconsin to build its ATB? Prior to the christening of the unit, Brian Schaller, Senior Vice President at Wawa, clued the media in saying that Fincantieri’s proven history in building ATBs, its dedicated staff, and the investments made at the yard were major factors in choosing Fincantieri. “While there are multiple shipbuilding facilities along the East and Gulf coasts, our partners in the Great Lakes have the reputation and expertise to skillfully craft the vessel we dreamed of,” said Schaller. September 2018 // Marine Log 17

Shipyards Getting ATB Conversions on the Fast Track

18 Marine Log // September 2018

The Ohio, the second tug in the Damen Stan Tug 1907 Ice series, under construction at Great Lakes Shipyard

Fincantieri’s rich shipbuilding tradition dates back to the early 1900’s. For the secret to its success, however, you need look no further than its people. “Our business has flourished because of our talented and highly-skilled tradespeople,” Thayse tells Marine Log. “The men and women here who are part of the Fincantieri Bay Shipbuilding family are proud of each step in the process, each component they touch, the way it fits together and the teamwork it takes to build or repair these giant vessels. They care about quality because each person takes personal pride in their daily work. We hear this from our employees time and again, and we strive to invest in our people so we may always have a solid manufacturing base here in the Midwest.”

Great Lakes Group’s Partnership with the Port of Monroe Michigan’s only port on Lake Erie, the Port of Monroe, has partnered with the Great Lakes Towing Company and Great Lakes Shipyard to help expand its commercial maritime and transportation offerings. Great Lakes Shipyard, which has aligned itself with the small vessel niche market, will now have an on-site presence at the port, “offering fabrication and repair services, such as layup and winterwork, topside repair, haul out, fabrication, emergency services, and more,” explains President, Joe Starck. “Monroe is such an ideal location for our expanding footprint,” he adds. “It is centrally located on the Great Lakes,

is a deep-water port, has ample dock space and virtually unlimited laydown area. Location, efficiency, and economics make this partnership a winning combination for the industry.” With roots that date back to 1899, the Cleveland, Ohio-based The Great Lakes Group is set on ensuring its group of companies provide the best offerings to their client base. To that end, the group partnered with Damen Shipyard to renew the Great Lakes Towing Company’s fleet. Based on the Damen Stan Tug 1907 ICE class design, the new vessel series will provide a 30-ton bollard pull, will be highly maneuverable and its small size makes it ideal for traveling in the Great Lakes region where low bridges and narrow waterways are a common occurrence. The first tug in the series, the Cleveland, was delivered last year. Starck tells Marine Log that the next four tugs in the series “are all in various phases of construction right now,” with the second tug, Ohio, expected to be completed by the end of this year, with the third and fourth to follow in 2019 and the fifth tug to come in 2020. While the tugs will be mostly identical, the Ohio will introduce the use of hybrid technology on board. To make that possible, the group has tapped a number of industry companies in the region, such as Westlake, OH-based Logan Clutch Corporation to incorporate its “advanced electrical power

The Great Lakes Towing Company/Great Lakes Shipyard

Over the last two decades, tug and barge owners opted to build Articulated Tug Barges (ATB) as compared to traditional towed barges. The trend, says NETSCo Vice President Jan Flores, is the result of how well ATBs operate in adverse weather as compared with traditionally towed barges. That larger operational window hasn’t gone unnoticed by barge owners, who have increasingly been converting existing vessels to ATBs. Naval architectural firm NETSCo, with offices in Cleveland and Tampa, has supported a number of fast track ATB conversions for owners on the Great Lakes and elsewhere. Flores says these conversions include everything from the planning, engineering and commissioning of the units. “For these types of conversions, there are several issues that you need to consider,” he says. “The technical end stability of the tug, longitudinal strength of the barge, and structural design of the notch modifications are some key issues to deal with. From the planning perspective, long lead items such as the couplers and coupler ladders or sockets are always in the schedule critical path, and often driving the schedule,” says Flores. The last three conversions supported by NETSCo took between 8 to 9 months from initial decision to delivery, which required “meticulous planning,” says Flores. That planning included determining the stability of the tug and barge longitudinal strength capacity, which changes due to the added length. One item that was particularly critical in keeping the fast track conversion on schedule was to design the barge notch extension and tug coupler house early, points out Flores, so that most of the work could be prefabricated and lessen conversion time. The final step after the conversion is completed is a stability test, which is used to obtain a new load-line certificate for the ATB.

Shipyards generation and propulsion systems,” Twin Disc, Racine, WI, will provide the mechanical transmission systems and MTU will supply the controls interface.

Power in Customization Fresh off the heels of completing and delivering its largest project to date—43 river barges for the City of San Antonio’s River Walk—Lake Assault Boats, Superior, WI, continues to do what it does best—build customized vessels to meet exact mission requirements for its client base. The company keeps a busy schedule— building and delivering customized vessels to municipalities across the U.S. Most recently, it delivered a 34 ft patrol boat for the Wisconsin Department of Natural Resources. The vessel, which will operate on Lake Superior, is fitted with new Suzuki 350 hp outboards. The boat builder has also completed deliveries of a fire/rescue boat for the Rabun County, GA, fire department and a patrol craft for the Essex, CT, police department. The 26 ft x 9.5 ft fire/rescue boat for Rabun County features a landing craft-style design and is equipped with a 1,250 GPM fire pump and sonar enabling the craft to conduct search and rescue, fire suppression, and patrol operations on the waters of Lake Rabun in the state of Georgia. The 26 ft v-hull patrol boat, to be used by the state of Connecticut to patrol waters from the Connecticut River to the Long Island Sound, is powered by a pair of Suzuki 150 hp outboards and equipped with Raymarine electronics. What makes Lake Assault Boats unique from other boat builders? “Extreme customization,” says Lake Assault Boats’ Gary Smith. He explains, that in many cases, government agencies on both the local and federal level are used to “buying boats kind of off the shelf—not actually designed to their specific mission” and they adapt the vessel to do what it is they need it to do. Lake Assault Boat’s approach is different. What “we do is sit down with the customer, understand the mission that they have specifically for that vessel, whether it is a patrol boat or search and rescue vessel.” Once their mission is understood, Lake Assault Boats can build exactly the vessel the customer needs, equipped with the technology it needs to meet that specific mission, and as Smith points out, its “a tremendous benefit to get a boat to do exactly what you need it to do.” Showcasing its customization power, Lake Assault Boats currently has a number of vessels in the works including upcoming deliveries for the Duluth, MN, Fire

Department, the East Side Fire District in Harrison, ID, and two 25 ft vessels for the City of Lapointe, WI to be used on Lake Michigan. And don’t let its small size fool you. Lake Assault sees it as an advantage in that it allows it to build exactly what the customer wants. “We can literally build anything they want,” says Smith.

a graving dock at Fraser,” explains Farkas. While at the yard the SS William A. Irvin will be repainted. “Our community is understandably quite interested in the project, as the Irvin is a proud part of our local maritime history and has been a fixture on our waterfront for decades.”

Moran Iron Works Marks 40 Year Celebration

North of the border, Chantier Davie Canada, Inc., Lévis (Québec), has marked some significant technical milestones. One is the delivery of the first LNG-fueled ferry built in North America. The 92m double-ended ferry Armand-Imbeau II for Canada’s Société des traversiers du Québec (STQ). The ferry will operate on the Saguenay River on the Tadoussac–Baie-Sainte-Catherine route. It is capable of carrying more than 432 passengers and 115 cars or 16 tractor units and has an icebreaking capability, enabling it to operate year round on the St. Lawrence River. Classed by Lloyd’s Register, the ferry is fitted with a broad scope of Wärtsilä solutions including its four Wärtsilä 20DF dual-fuel engines, the Wärtsilä LNGPac fuel storage, control and supply system, an Integrated Automation System (IAS), the Power Management System (PMS), the electric drive system, the Wärtsilä communication and control center, on-site management and project integration engineering. The shipyard has also been chosen by the Canadian Coast Guard to acquire three Anchor Handling Tug Supply vessels for conversion to three medium icebreakers. The contract award is for $610 million. The three candidate ships, Tor Viking II, Balder Viking, and Vidar Viking, were acquired from Viking Supply Ships AB. The first vessel will be ready to support the Canadian Coast Guard in December 2018, followed by the second in the summer of 2019, and the third in the winter 20192020 season.

Over in Onaway, Michigan, Moran Iron Works will celebrate its 40th anniversary with an open house celebration later this month. The custom steel fabrication facility specializes in one-of-a-kind fabrication and conversion work for the mining, marine, waterways industry, and more.

A Better Version of Fraser Fraser Shipyards, Superior, WI, which has taken hits from OSHA penalties in recent years, is learning from the past and taking steps to ensure a better future. In response to safety concerns, Fraser has stepped up to improve the work environment. James Farkas, President and Chief Operating Officer at Fraser Industries, the parent company of Fraser Shipyards, tells Marine Log, “The entire team at Fraser Shipyards has worked together to implement and improve what we call the Fraser Team Safety Culture. To reduce, eliminate and safeguard against workplace hazards, we hold daily and weekly Team Safety gatherings.” He adds, “To increase situational awareness the team also has developed a robust training program. We conduct daily review with individual work teams about overall safety scope as well as safety field-level hazards. We also benefit from the assistance of safety experts and employed third parties to identify gaps and areas of improvement.” The yard was a recipient of a 2018 Small Shipyard Grant from MARAD and will use to the money to replace aging infrastructure and augment machinery with state-of-the-art tools. Currently, Fraser is awaiting the arrival of the SS William A. Irvin at the yard. The ship, built in 1938 by the American Ship Building Company in Lorain, OH, and retired in 1978, is currently operating for the Duluth Entertainment Convention Center as a museum in the Minnesota Slip on Lake Superior. The former laker will be moved to Fraser to make way for what’s being called by local officials an “historic restoration” of the slip. “The work to move the Irvin to Fraser will involve contractors preparing the vessel and then dead-towing it from Minnesota Slip to

Davie Delivers First LNG-fueled Ferry in North America

The Armand-Imbeau II is the first LNG-fueled ferry built in North America September 2018 // Marine Log 19



POWER OF TECHNOLOGY Interviewed by John R. Snyder, Publisher & Editor in Chief


airbanks Morse, par t of publicly traded EnPro Industries, Inc., designs and manufactures engines for a wide range of applic at io n s —f ro m b as e lo ad an d standby power for municipal, nuclear, and institutional facilities to locomotive engines, and naval and commercial ship propulsion and shipboard power. Fairbanks Morse (FM) has been a long-time supplier of engines to the U.S. Navy—for some 70 of its 125-year history and has supplied about 80% of its propulsion engines. FM was recently awarded a contract to provide four

20 Marine Log // September 2018

sequentially turbocharged, medium speed, 16-cylinder Colt-Pielstick PC 2.5 diesel engines with common rail (CR) fuel injection for the Navy’s 13th landing platform dock, LPD 29, which will be built by Huntington Ingalls Shipbuilding in Pascagoula, MS. Marine Log recently interviewed its newly appointed President Deepak Navnith to discuss some of the company’s recent successes and technological challenges. M L : Te l l o u r r e a d e r s a b o u t yo u r background. D e e p a k N a v n i t h : I joined Fairbanks Morse in 2016 as Vice President of

Photo by Lance Davis/HII

Q&A with Deepak Navnith, President, Fairbanks Morse

Q&A Operations and was responsible for overseeing end-to-end operations for engineering, supply chain, manufacturing, quality assurance, and overall operations excellence. Prior to joining Fairbanks, I was an Associate Principal for McKinsey & Company, a n i n ter n a t i on a l m a n a gem en t consulting firm, serving clients on manufacturing and advanced operations strategy topics in the aerospace, automotive, and hitech industries. Earlier in my career, I spent over 10 years with Toyota in multiple operations leadership capacities. Educationally, I received a Bachelor of Engineering degree from R. V. College of Engineering in Bangalore, India, an MBA from T.A. Pai Management Institute, India and a Master of Science in manufacturing engineering from Stanford University in Palo Alto, CA. ML: Fairbanks Morse is a major supplier of power solutions to a number of sectors. What are those sectors and how important are marine applications in the company’s business strategy? Can you tell our readers about some of FM’s recent Navy and commercial shipbuilding applications? DN: We provide innovative distributed power solutions for a wide range of applications, including: base load power generation for municipal power plants and large commercial and industrial facilities; standby for nuclear power plants and hospitals; and propulsion and onboard ship power for our marine customers. We take pride in building American-made, large ship engines for the U.S. Navy, Coast Guard, and Military Sealift Command. In j u s t t h e l a s t s i x m o n t h s , we’ve announced a number of substantial wins with the U.S. Navy including LCS 27 and LPD 29 with more scheduled this year. Earlier this year, we also announced a contract to provide eight engines for the Royal Saudi Navy. In our land-based power generation business, we announced a major win with a large pharmaceutical company in Puerto Rico. At Fairbanks Morse, we believe in our mission to power the world forward. ML: What sets Fairbanks Morse’s propulsion and power technology apart? Why should operators choose FM engines? DN: The U.S. Navy and the U.S. Coast Guard have turned to Fairbanks Morse for over 70 years because our engines can be custom built to their specifications, their industry-leading efficiency saves money on fuel, and they have an exceptional service record – many units still active today have been operational for well over 40 years. We also continuously innovate, as evidenced by the common rail system technology

introduced to the LPD class engines that is a game changer in driving fuel efficiency. It uses a common high-pressure fuel header, high-pressure pumps, electronically controlled injectors, electronic governor, and a new control system to precisely deliver fuel for engine operations, resulting in reduced fuel consumption and a direct savings for the Navy. The common rail technology also provides the following additional benefits; improved engine reliability, reduced maintenance, and less engine noise for a quieter engine room. ML: Environmental regulations continue to tighten in regards to diesel emissions, particularly SOx and NOx. What R&D is Fairbanks Morse carrying out to make its engines compliant with current and future regulations? DN: The NOx emission is caused by the engine combustion temperature. Over the last few years, FM has developed different design solutions including a new Opposed-Piston engine with a proprietary combustion system, high-pressure electronically controlled common-rail fuel system with proprietary injector tip geometry, and an after-treatment system (Selective Catalytic Reduction) to comply with the environmental regulations including EPA Tier 4F. For the current installed base, FM has developed an upgrade to optimize the fuel injection system (Common Rail) and after-treatment packages. However, the SOx emission is not influenced by the engine combustion. The most common option is to use low-sulfur fuels; an alternative approach is to implement a wet scrubber as an aftertreatment packages. ML: What does the future hold for Fairbanks Morse? DN: Two key trends are driving change in our industry – the emergence of renewable energy and the move toward digitized,

decentralized, distributed generation. We saw this trend emerging some years ago and were excited that it gave us the opportunity to get back to our distributed generation roots. Many readers may not know this, but back in the 1920s – 1940s, Fairbanks Morse supplied power systems to municipalities in the Midwest that delivered electricity to homes and cities before there was a power grid. Now in 2018, analysts like Navigant Research are predicting the centralized grid could be outpaced by distributed generation three-fold by 2026. This means power will no longer be generated by centralized power plants and to some extent the grid is reverting back to the distributed model we saw back in the 1920s. The critical difference is this time, we have the Internet and digital transformation bringing sweeping changes and new business models into what has been described as a somewhat dormant energy industry. With an eye toward that trend, last year Fairbanks Morse announced our PoweReliability-as-a-Service solution. It is a cloud-enabled open platform that enables customers to add renewable generation such as wind, solar, and energy storage to their Fairbanks Morse power system. The new platform allows Fairbanks Morse to monitor, control, and offer higher levels of reliability and flexibility to achieve each customer’s power generation requirements. For current customers, we simply “cloudenable” our engine for real-time monitoring and control through a simple retrofit that lets the old power system connect to new renewables. This enables them to balance, optimize, or control loads for new applications such as a microgrid or to sell power back onto the grid. These innovations are what will power Fairbanks Morse forward into its next 125 years.

The FM Colt-Pielstick PC 2.5 STC diesel engine

September 2018 // Marine Log 21


Q&A Mark W. Barker with

President of The Interlake Steamship Company Interviewed by Shirley Del Valle, Managing Editor


amily-owned and operated, The Interlake Steamship Company, is on a mission to modernize its fleet. The Middleburg Heights, Ohiobased company’s sustainability goals include reducing its air emissions, protecting the waterways and minimizing its environmental footprint. Marine Log had a chance to interview Mark W. Barker, President of 22 Marine Log // September 2018

The Interlake Steamship Company, to learn about the company’s plan to improve its environmental profile and the state of the Great Lakes market. Marine Log: Can you tell our readers a bit about Interlake Steamship Company? Mark W. Barker: The Interlake Steamship Company traces its legacy back to 1883 with the founding of Pickands Mather &

Company when its first wooden steamer, the V.H. Ketchum, sailed the Great Lakes. In the more than 130 years since, a lot has changed: the size of our ships, the cargos, the technology, the ports and even the name of the company. T h e o r i g i n a l I n t e r l a ke S t e a m s h i p Company, the marine arm of Pickands Mather, was incorporated in 1913 with 39 vessels. Today, this second-generation, family-owned and -operated company of the same name has nine working freighters that crisscross the Great Lakes from March to January delivering close to 20 million tons of iron ore, stone and coal to more than 50 ports and manufacturers located along the freshwater shores. As the largest privately held U.S. - flag fleet on the Lakes, Interlake has invested more than $125 million in recent years to modernize our ships through successful emission-reduction initiatives. With a total carrying capacity of 390,300 tons, ranging from 24,800 tons to 68,000 tons on the 1,013.5-foot M/V Paul R.

The Interlake Steamship Company

The Interlake Steamship Company’s fleet includes the M/V James R. Barker, which was fitted with exhaust gas scrubbers in 2016

q&a Q&A Tregurtha—the longest freighter on the Great Lakes—our diverse fleet provides customers with comprehensive logistic solutions while safely and efficiently navigating all harbors and docks on the Lakes. ML: Your team is comprised of industry experts – folks with shipboard experience, Professional Engineers, Master Mariners, etc. Why is having a team of experts important? MB: We believe in order to create a sustainable, long-term company and operate a responsive and effective fleet, we need to attract and invest in people who are experts in their fields. Our collective maritime IQ is buoyed by a team of professional engineers, master mariners and shoreside professionals, many of whom have attended maritime academies and sailed aboard vessels. Our executive team has more than 300 combined years of service in the Great Lakes shipping industry. Having that kind of in-house talent onboard allows us to bring expertise and innovative solutions to our customers from every angle, especially from environmental and regulatory perspectives. ML: What are the trends and strengths in the Great Lakes shipping market? Are there areas of opportunities for growth? MB: Over the last hundred plus years, our company and our competitors have weathered many transformations in the Great Lakes shipping industry. Our coal markets are declining but we’re seeing new markets with ore and the electric arc furnace with Cliff ’s HBI project in Toledo, OH. So while there is a down-shift with coal, there’s new opportunity as well. One undeniable constant is that Great Lakes shipping is a low cost, environmentally responsible way to transport raw materials. As a company, we will continue to position ourselves to provide reliable and professional maritime solutions and look for new cargos, as well as fill gaps when other markets face challenges such as truck driver shortages. ML: What threatens the Great Lakes-St. Lawrence Seaway’s sustainability? MB: The threats to the Great Lakes-St. Lawrence Seaway’s sustainability revolve around the infrastructure supporting the system, namely the Soo Locks and dredging of the waterways. We need a second Poe-size lock to provide redundancy at this critical artery in the navigation system that connects Lake Superior to the Lower Lakes and where 100 percent of the iron ore travels through to feed steel mills in Michigan, Ohio and Indiana. At the end of the day, our customers and those who want to invest in the Great Lakes

and St. Lawrence Seaway need to understand that the system will be here and be able to be utilized. Just like a highway, the system needs to be maintained. ML: Can you tell us about Interlake Steamship Company’s emission-reduction program? What prompted the company to begin the program and what’s the end goal? MB: Our emission reduction efforts span two phases and began in 2006 when we launched our repowering program. Fueled by maintenance burdens and new emission requirements, we had completed five major engine overhauls, including four steam-to-diesel conversions by 2016. We chose to repower our steamers instead of converting them to tug/barges as we wanted to have the lowest installed horsepower necessary to achieve our design speeds of the vessels. This would allow us to meet our performance criteria and ensure the lowest amount of emissions. The second phase was outfitting five of our nine vessels with exhaust gas scrubbers. We believe in heavy fuel as a high-energy, high-density fuel that is of lower cost to our customers. But we also need to ensure that we comply with and even exceed regulations. Instead of buying lower sulfur fuel at the refinery level, we decided to clean our stack emissions with exhaust gas scrubbers, which not only reduces our sulfur emissions, but also reduces particulate matter and other greenhouse gases. With that goal in mind, our 806-foot M/V Hon. James L. Oberstar was the first U.S. -flag ship to sail with exhaust gas scrubbers in 2015. Our M/V Paul R. Tregurtha sailed from Fincantieri Bay Shipbuilding in May 2018 completing the five retrofits. The Sturgeon Bay shipyard handled the successful installation on all five Interlake vessels. As far as an end goal, we don’t have one. Our philosophy is that we need to continually evolve and reduce our footprint. That means looking at technology, understanding technology, and implementing technology where it makes sense in an ongoing effort to make our environmental footprint as small as possible. ML: Can you tell us a bit about the exhaust gas scrubbers chosen for the retrofits? And will the entire fleet be fitted with the scrubbers? MB: All five of our EGS vessels are equipped with the same single-inlet, closedloop DuPont Marine Scrubbers from Belco Technologies Corp. (BELCO), a DuPont company. The scrubber units, which are attached to the exhaust system of each of the ship’s two engines, effectively strip the majority of sulfur from its stack emissions.

Exhaust gas from the engine is sent through a series of absorption sprays that “wash” and remove impurities, specifically sulfur and particulate matter. That washed exhaust gas then travels through a droplet separator before a signature clean plume of white steam is discharged into the atmosphere. As for future installations, two of our ships — our M/V Stewart J. Cort and our ATB Dorothy Ann-Pathfinder — burn compliant fuel. Our two remaining Lakers – the M/V Kaye E. Barker and M/V Herbert C. Jackson – currently have EPA exceptions. Our intent, at this point, is that we will have those vessels scrubbing by 2025. ML: Any other programs —whether green or modernization—in place or in the works to make the fleet more efficient? MB: We’re continually looking at all methods to improve efficiencies and reduce our energy consumption within our fleet— including looking at ever ything from propellers to hull coatings to LED lights. ML: What kind of investments is the Interlake Steamship Company making to ensure its fleet maintains optimal performance now and in the future? MB: We prepare for the future by looking at trends that indicate both where our customers are heading as well as regulatory bodies. At the same time, we invest heavily in our fleet and our people so we can respond safely and reliably. At the end of the day, optimal performance is not only achieved through our machinery, but also through people. We build our team for generations to come and that means smart recruiting, best-in-class training and investing in technologies that help our people do their jobs in a safe and enjoyable environment. We’ve also made it a priority to invest in the habitability of our ships so that our merchant mariners have a comfortable place to live while onboard. We want our ships to be a place where people want to work.

September 2018 // Marine Log 23

Expanding Waterborne Transit Nov. 6–7, 2018 Le Méridien New Orleans





HOTEL: Le Méridien New Orleans for $199/night (rate valid 3 days before & after event). P: (504) 525-9444, Group: Marine Log Ferries




Capt. James DeSimone Staten Island Ferry, NYCDOT

Sean A. Caughlan, P.E. Glosten



Robert Kunkel Harbor Harvest

FISHER ISLAND FERRY John Waterhouse, P.E. Elliott Bay Design Group


Mark Keneford Wartsila Marine Solutions

MARITIME CYBER SECURITY Andrew R. Lee, Esq. Jones Walker LLP

METHANOL AS A MARINE FUEL Renato Monteiro Methanex


Victoria, British Columbia, CANADA Passengers: 22 million Vehicles: 8.7 million Revenue: C$899 (FY 2018) Fleet: 36 vessels (capacities 100-2,100 pax)



When it comes to investing in environ-


Marine Log takes a closer look at some of the world’s top performing ferry operators, highlighting passenger numbers, annual growth and investments in new vessels for the fleet. WASHINGTON STATE FERRIES WSDOT

Seattle, WA, USA Passengers: 24.6 million (FY 2017) Vehicles: 10.64 million (FY 2017) Revenue: $187.68 million (FY 2017) Fleet: 24 vessels The largest ferry system in the U.S., Washington State Ferries (WSF), Seattle, WA, experienced a surge in boardings in 2017, putting its ridership at 24.6 million passengers—it’s highest level since 2002. One of the annual challenges for the service is funding. WSF received delivery of the 144-vehicle, 1,500-passenger Suquamish from Vigor, Seattle, WA, on July 26. Built at

a cost of $122 million, the Suquamish is the fourth ferry of the Olympic Class. WSF is developing a long-range plan to meet the needs of the ferry system through 2040. The plan, which will be delivered to the legislature on Jan. 2, 2019, will identify and recommend additional new vessel needs to replace the oldest ferries and ensure system reliability. To maintain current service, 13 ferries will need to be replaced by 2040 as aging vessels reach retirement age. WSF has also studied the possibility of performing a midlife conversion of its Jumbo Mark II Class ferries to hybrid propulsion.


Mariehamm, Aland Islands, FINLAND Passengers: 6.88 million (2017) Vehicles: 762,253 cars/16,597 buses Revenue: EURO 522.7 million Fleet: 7 vessels Viking Line has been in the forefront of environmental design and construction, since it took delivery in 2013 of the M/S Viking Grace, the first passenger vessel of its size to burn Liquefied Natural Gas (LNG). This past spring, the Viking Grace added 26 Marine Log // September 2018

to its environmental legacy, becoming the first passenger vessel to use LNG fuel and wind power. And future plans indicate Viking Line will continue to invest in a green fleet. Last year, it inked a contract with Xiamen Shipbuilding Industry Co., Ltd for a new cruise ship. The new 218m vessel will be 20 percent more energy efficient than the Viking Grace. It will carry 2,800-passengers, will LNG-fueled and have two Roto sails.

mentally friendly technology, BC Ferries has been a frontrunner in the ferries market, investing in hybrid marine and LNG-fueled vessels. The three vessels in its new Salish Class, the Salish Orca, Salish Eagle and Salish Raven, are the first in the BC Ferries fleet to be dual-fuel capable and can operate on either natural gas or ultra-low sulfur diesel. Meanwhile, the operator’s Spirit of British Columbia completed its mid-life upgrade at Poland’s Remontowa Ship Repair in the spring of 2018. The mid-life upgrade includes conversion to dual fuel. The Spirit of Vancouver Island will undergo the same process beginning this fall through the spring of 2019. In April 2017, BC Ferries entered into contract with Damen Shipyard Group for the construction of two minor class vessels. The first steel was cut for the two vessels in April 2018. These vessels will each have a capacity of up to 300 passengers and approximately 47 vehicles. Once placed into service in early 2020, the vessels will allow BC Ferries to retire the 60-year old North Island Princess and the 54-year old Howe Sound Queen. BC Ferries has also issued Requests for Expressions of Interest (RFEOI) for the procurement of five new vessels to replace aging fleet assets. The first RFEOI is for the procurement process for the construction of four 81m Island Class ferries, each with a capacity of 450 passengers and 47 vehicles. The second RFEOI is for the construction of one 107m Salish Class vessel with a capacity of 600 passengers and 138 vehicles. The Island Class ships will be electric hybrid propulsion, while the Salish Class will be fuelled with natural gas.


New York, NY, USA


Istanbul, TURKEY Passengers: 37.1 million (FY 2017) Vehicles: 9.76 million (FY 2017) Revenue: 478.78 million TRY (FY 2017) Fleet: 54 Vessels (8 Fast Ferries - 24 Sea Buses - 20 Conventional Ferries 2 service ships) - 2017 Istanbul Deniz Otobüsleri A.S. provides alternative passenger and vehicle transportation services under the name Sea Bus, Ferryboat and Fast Ferry Lines in innercity and inter-city seaways under the name brand IDO. With its existing large fleet of 54 sea vessels (24 sea busses, 20 ferry boats, 8 fast ferries, 2 service ships), IDO provides passenger and vehicle transportation services on 16 different lines and benefits from the demographic and geographic advantages inside Istanbul and in the Marmara region. Today, IDO is one of the leading maritime passenger and vehicle transportation companies in the world with its comfortable and wide modern fleet as well as its dynamic management approach, guest-driven service philosophy and pioneering innovations in the sector. As a growing company in its sector, IDO keeps moving forward into the future with the objective of developing this brand strength further by utilizing its potential in maritime transportation.

Passengers: ~24 million (FY 2017) Vehicles: N/A Operating Budget: $135 million (FY17) Fleet: 8 passenger vessels (capacities 1,100-5,300 pax) There aren’t many things for free in New York City, but one everyone should take advantage of is the Staten Island Ferry. The 5.2 mile route across New York Harbor offers spectacular views of the Statue of Liberty and the city skyline. The route is also one of the world’s busiest, carrying some 24 million passengers annually. A $300+ million newbuilding program is currently underway, with three 4,500-passenger Ollis Class ferries under construction

at Eastern Shipbuilding Group in Panama City, FL. Designed by Elliott Bay Design Group, Seattle, the first of the three new ferries will be delivered in 2019. All will feature Voith Schneider Propulsion units for precise handling and maneuverability. The new ferries will replace three older ferries: : the beloved, John F. Kennedy, and two 5,300-passenger Andrew Barberi Class boats..


Florø, NORWAY Passengers: 21.1 million (FY 2017) Vehicles: 10.4 million (FY 2017) Revenue: NOK 2.8 billion (FY 2017) Fleet: 67 vessels Fjord1 ASA is the leading ferry company in Norway and plays an important role for Norwegian infrastructure, operating 34 connections. The fleet of ferries is comprised of 63 vessels at the end of 2017, in addition to a newbuilding and conversion program running to 2020. By the end of 2020, Fjord1 will have 30 electric vessels operating Norwegian ferry connections. The electric vessels will be assigned to six environmental contracts, and the vessels will meet the requirements

of the “green shift” in terms of zero- or lowemission technology. In December 2017, the company took delivery of two hybrid-electric vessels. The newbuilding and conversion program arose because the company was awarded seven contracts starting between 2018 and 2020, all requiring low or zeroemission technology.


Gothenburg, SWEDEN Annual Passengers: 7.4 million (FY 2017) Annual Vehicles/Freight Units: 1.7 million/2.1 million (FY 2017) Annual Revenue: SEK12,900 million Fleet: 39 vessels (32 ROPAX, 7 RORO ferries) Safety and sustainability are core

values at Stena. In 2017, Stena Line began the construction of new series RoPax ships that are not only be 50% larger than its current standard RoPax vessels, but also optimized

for efficiency and flexibility. They are designed so that they can be used throughout the Stena Line network, consisting of 21 routes. The ships under construction are expected to be more energy efficient per carried unit than any comparable size RoPax ship today. They will have the class notation “gas ready” and, in addition, will be prepared for catalytic converter installations or operation on methanol. This provides great flexibility for the future. The ships are planned for delivery in 2019 and 2020. September 2018 // Marine Log 27


Oslo, NORWAY Annual Passengers: 3.8 million (FY17) Annual Vehicles/Freight: 918,081/180,480 units (FY17) Annual Revenue: NOK 4.97 billion Fleet: 6 vessels


San Francisco, CA, USA Annual Passengers: 2.8 million Annual Vehicles: N/A Capital Revenue: $335.2 million (FY18/19) Fleet: 14 vessels Ferry ridership on Water Emergency Transportation Authority’s San Francisco Bay routes is swelling—so much so that it is hard to keep up with demand. But WETA is hoping new vessels will help. The MV Carina, the last of four new 400-passenger high-speed vessels for the Central Bay area is

under construction at Vigor and scheduled for completion December 2018. WETA is also building three new 445-passenger high-speed vessels to support its Vallejo and North Bay services. Vessel construction is underway at Dakota Creek Industries with delivery of the first vessel, M/V Pyxis, projected for December 2018. And a new 250-passenger commuter class ferry could soon be on the horizon. Glosten has been awarded the contract for Construction Management Services on the project.


New York, NY, USA Annual Passengers: 3 million (in 2017) Annual Vehicles/Freight: N/A Annual Revenue: N/A Fleet: 19 vessels The popul arity of the NYC Ferry,

launched in May 1, 2017, has surpassed even New York City Mayor Bill de Blasio’s wildest

28 Marine Log // September 2018

expectations. So much so that the Mayor announced after one year of service that the city would invest another $300 million over the next five years to continue to build out the fleet and routes. Original projections for the service estimated it would carry 4.6 million passengers when its first six routes were in operation, but it carried 3.7 million passengers with just four routes—only two of which were in operation for the whole 12 months. That has the Mayor projecting a total of 9 million annual passengers carried by the Hornblower-operated service by 2023. “It has been an incredible year,” says Cameron Clark, Senior VP for NYC Ferry operated by Hornblower. “There has been a tremendous amount of enthusiasm for NYC Ferry service.” NYC Ferry launched two new routes this past summer: Soundview (the Bronx) and the Lower East Side.

The largest cruise ferry operator in Norway and one of the largest in Europe, Color Line operates six vessels on four services between seven ports in Norway, Sweden, Denmark and Germany. Back in 2017, Color Line signed a contract with Ulstein to build the world’s largest plug-in hybrid ship. The 2,000-passenger, 500-car capacity hybrid ferry will enter service in 2019. The 160m x 27.1m ship will have full battery operation in and out of the fjord to Sandefjord inner harbor. This means that the ship will have no emissions of damaging greenhouse gases into the air and noise will be considerably reduced. Designed by Fosen Yard, the ship will provide significantly increased capacity on the Sandefjord-Strömstad route between Norway and Sweden. The plug-in hybrid vessel’s batteries will be recharged via a power cable with green electricity from their own shore facilities or recharged on board by the ship’s generators. It will operate fully on battery power into and out of the environmentally sensitive fjord to Sandefjord. Named the Color Hybrid, the ferry will have almost double the capacity of the M/S Bohus, which will be phased out when the new ferry enters operation. Color Line has installed shore power facilities in Oslo, Larvik and Kristiansand. When shore power is installed in Sandefjord, all Color Line Norwegian ports will have shore power facilities. Color Line is currently the only company in the international passenger and freight traffic to and from Norway with ships registered in the Norwegian Ship Register and with Norwegian headquarters.


Avoiding the

NEXT TRAGEDY U.S. Coast Guard photo by Petty Officer 3rd Class Lora Ratliff

Lessons learned from past duck boat tragedies need to be implemented


UKW boats, more commonly known as Duck boats, have become a popular tourist attraction in many cities across the country. But recent high-profile, deadly accidents have put these vessels in the spotlight of the mainstream media and under the intense scrutiny of regulators, legislators, and the public. The question on everybody’s mind now is “Are these vessels truly safe for tourists?” So what exactly is a Duck boat? A DUKW boat stands for D (indicating the model design year of 1942), U (for utility and amphibious), K ( for all-wheel drive), and W ( for dual rear axles). These vehicles were designed for use in World War II and saw service for the U.S. Army, Marine Corps and Allied forces. The body was designed to have enough buoyancy to carry around 5,000 pounds. Capable of travelling at 50 miles per

By Matthew Bonvento hour on land, and 5 knots in the water, these were quite versatile vehicles. However, their primary use was to transport troops and equipment in wartime, not for continuous use carrying tourists over city streets and congested waterways. Now, U.S. Coast Guard Commandant Karl M. Schulz has convened a formal Marine Board of Investigation (MBI) into the sinking of the duck boat Stretch Duck 07, which occurred on July 19 with 17 fatalities and 14 survivors. A commandant-directed formal Marine Board of Investigation is the highest-level investigation in the U.S. Coast Guard (USCG). The Marine Board consists of five members who will investigate all aspects of the casualty including, but not limited to, the pre-accident historical events relating to the accident, the regulatory compliance of Stretch Duck 07, crewmember duties and

qualifications, weather conditions and reporting, and Coast Guard oversight. During the course of the MBI, panel members must decide: • T h e f a c t o r s t h a t c o n t r i b u t e d t o the accident; • Whether there is evidence that any act of misconduct, inattention to duty, negligence or willful violation of the law on the part of any licensed or certificated person contributed to the casualty; and • Whether there is evidence that any Coast Guard personnel or any representative or employee of any other government agency or any other person caused or contributed to the casualty. Both the NTSB and the Coast Guard have agreed that, at this time, the U.S. National Transportation Safety Board (NTSB) will lead the marine casualty investigation effort with the Coast Guard joining as an equal partner, September 2018 // Marine Log 29


in accordance with Joint Federal Regulations. The most recent incident in Branson, MO, is not the first tragedy that can be assigned to these vessels. Since 1999 there have been recorded accidents both on land and at sea with these types of vessels. In 1999 a DUKW boat in Lake Hamilton, AR, went down with 21 people—only 8 survived. The USCG determined this to be as a result of flooding due to a dislodged shaft seal. In 2002, a homemade DUKW boat sank in the Ottawa River in Ottawa, Canada, killing a mother and her two children. In 2010 while anchored due to a supposed engine fire, another duck boat was run over by a tug pushing a barge on the Delaware River, killing two people. In 2013, a duck boat sank in Liverpool, UK, but thankfully there were no fatalities. Following the incident, however, the U.K. government stated that this was “extremely fortunate.” Again in 2013, a London boat caught fire, requiring the 30 people onboard to be rescued. These incidents do not include the numerous land-based accidents that have happened on the road. In its 1999 findings regarding the Lake Hamilton duck boat incident, the NTSB recommended to the owners that the 30 Marine Log // September 2018

vessel’s canopy should be removed or replaced with an approved type to facilitate the rapid escape of passengers in an emergency. Furthermore, the NTSB noted that these vessels do not have adequate reserve buoyancy in the case of a hull breach or heavy seas.

These vessels were designed for soldiers going into a war zone not for the carriage of commercial passengers.

In the most recent incident of Stretch Duck 07 in Missouri, the vessel’s COI (Certificate of Inspection) listed a number of operating restrictions such as: • L i m i t e d t o : Ta b l e R o c k L a k e a n d Lake Taneycomo;

• Not more than one thousand (1,000) feet from shore unless a VHF marine band radio is properly installed and licensed by the FCC. • Vessel shall not be operated waterborne when winds exceed 35 miles per hour, and/ or the wave height exceeds two feet. According to the NTSB, “On Thursday, July 19, 2018, about 7:05 p.m. central daylight time, the amphibious passenger vessel Stretch Duck 07 owned and operated by Ride the Ducks Branson sank in Table Rock Lake, near Branson, MO. Local area forecasts for the time of the accident included thunderstorm warnings and data indicated winds of over 70 mph were encountered by a nearby vessel. The Stretch Duck 07 was carrying 31 persons: 29 passengers and two crewmembers. The vessel sank in approximately 15 feet of water and came to rest on the lake floor at a depth of 70 feet. Seventeen persons died, including one crewmember.” Winds exceeding over 70 mph were predicted. This is over double the amount of wind speed specified in the COI. From a safety standpoint it was the responsibility of the company to cancel operations when the predicted weather exceeded operating restrictions. What the

U.S. Coast Guard photo by Petty Officer 3rd Class Lora Ratliff

The Stretch Duck 07’s canopy is clearly visible after being raised from the bottom of Table Rock Lake


U.S. Senator Claire McCaskill

Marine Board Investigation will determine is why the company decided to proceed with the tour, given the weather forecast. Also, the MBI will examine why the NTSB’s recommendations from 1999— almost 20 years ago—were ignored regarding the removal of canopies on these types of vessels. According to the original Army manual for the DUKW boats, all personnel were supposed to be wearing life jackets. The passengers on the Stretch Duck 07 were not wearing life jackets and had they even put them on they could still not have exited the vessel quickly due to the overhead obstruction of the canopy. Also, the Ar my manual p oints out that in the case of an excessive leak on board the boat, the operator should come ashore because the three pumps on board (one is a hand pump) can only discharge a maximum of 275 gallons per minute or approximately 37 cubic feet or about the size of a large kitchen refrigerator. Rough weather can easily overwhelm this pump capacity. And if the hand pump cannot be operated by a crew trying to evacuate passengers, water will enter even more quickly. It can be argued that these vessels were designed to handle more extreme circumstances. But these vessels were designed for soldiers going into a war zone. They were not originally designed for the carriage of commercial passengers. While these vessels have great potential as a tourist attractions, the industry needs to take into account lessons learned from earlier incidents and implement them. Someone who wants to make sure that the Stretch Duck 07 tragedy is not repeated is U.S. Senator Claire McCaskill (D-MO). She filed legislation requiring past recommendations made by NTSB to increase safety of amphibious vehicles like duck boats to be put into law. “We’ve had more than 40 deaths associated with duck boats since 1999, yet there has been little done to address the inherent dangers of these amphibious vehicles,”

following requirements: • Reserve buoyancy, which helps prevent a boat from sinking as it floods; • Removing overhead canopies that the NTSB found posed a drowning risk to passengers of a sinking boat; • Requiring passengers to wear personal flotation devices once canopies are removed; • Install independently powered electric bilge pumps that pump water out of a boat if it begins flooding.

McCaskill said. “The NTSB recommendations following the 1999 incident in Arkansas were pretty straightforward, but unfortunately nothing happened.” McCaskill noted that the full investigation of the incident at Table Rock is expected to take a year or longer, but that Congress shouldn’t wait when there are steps that can be taken now based on past recommendations. McCaskill’s bill would mandate the

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safety equipment

LEGISLATION would tighten



New safety equipment requirements triggered by lessons learned from the El Faro tragedy


he Maritime Safety Act of 2018, introduced on June 21, 2018, seeks to codify the lessons learned from the tragic loss of the steamship El Faro, which sunk almost three years ago in Hurricane Joaquin 32 Marine Log // September 2018

near the Bahamas. The legislation was introduced by Rep. Duncan Hunter (R-CA) and co-sponsored by Rep. John Garamendi (D-CA) and is based on recommendations made by the Commandant of the Coast Guard following the formal investigation by the Marine Board of Investigation into the events leading up to the loss of the El Faro and its 33 crew on October 1, 2015. The provisions of the Maritime Safety Act were amended by the House into the Senate’s Save our Seas Act of 2018, S.756. The Save our Seas Act also addresses NOAA’s marine debris program and establishes the Coast Guard Blue Technology Center of Excellence. What’s interesting to note on the legislation’s maritime safety is that it would not only impact U.S.-flag cargo ships, but also

international vessels because it seeks to trigger amendments to IMO’s international regulations. The items and actions in the legislation would require: 1. The Comptroller of the United States to audit the effectiveness of Safety Management Systems (SMS) required under Chapter 32 of CFR 46; 2. Inspected cargo ships to be outfitted with distress signaling and location technology for the minimum complement of officers and crew specified on the COI for the vessel or the number of persons onboard the vessel; 3. Shipping companies to track weight changes to cargo ships over time to quickly determine the aggregate total; 4. The Commandant to negotiate to


By John R. Snyder, Publisher & Editor in Chief

SAFETY THROUGH DESIGN “ T h e c o n c e p t of s a f e t y p e r m e ates the education within MEL Naval Architecture and Marine Engineering (NAME) at the University of British Columbia (UBC). Dr. Chris McKesson, Co-Director of the NAME program, has a comprehensive lecture series in which he positions the work of the ship designer as being a task of “protection”—To protect the mariner, to protect the passengers, to protect the cargo, to protect the environment, and to protect the investment.

IMMERSION SUIT Designed for use in commercial operations, the new Immersion Suit from Mustang Survival has 5 mm fire retardant neoprene to provide flotation and protect against hypothermia. It is the ship abandonment suit for workboats and more.

VR & SIMULATION Delgado Maritime has developed an array of safety classes, U.S. Coast Guard, and competency-based training. Wheelhouse simulation training is one of these, utilizing a new state-ofthe-art simulation suite to assess mariners on competency skills. Additional courses include Man Overboard, Skiff, Water Survival ,and customized courses with hands-on training, combined with the newest technology available, such as Virtual Reality and Simulation.

PERSONAL LOCATOR BEACON amend IMO Regulation 25 of Chapter II-1 of the Safety of Life at Sea (SOLAS) to require high water alarm sensors in each hold of a cargo ship that connects to audible and visual alarms on a navigation bridge; 5. The Commandant to negotiate to amend IMO Regulation 20 Chapter V of SOLAS to require that all Voyage Data Recorders (VDRs) are float free and contain an emergency position indicating radio beacon (EPIRB). 6. The Commandant to conduct a costbenefit analysis of requiring VDRs to capture communications on internal telephone systems, including both sides of communications with the bridge onboard such vessels; 7. The Commandant to procure equipment—subject to appropriations—to give search and rescue crew the ability to attach a

radio or AIS beacon to an object that is not immediately retrievable for later recovery; 8. Enhance the training of Coast Guard inspection personnel and possibility increase the size of traveling inspectors; 9. The Commandant to review major conversion determinations; 10. The Commandant to review the effectiveness of U.S. and international regulations and class rules regarding ventilators and hull openings, fire dampers, intact, and damage stability standards; 11. Establish a Coast Guard office to conduct oversight and audit of recognized organizations that work on their behalf; 12. The Commandant to negotiate amendment to SOLAS requiring that ships that are regulated to receive timely synoptic and graphical weather forecast information.

Ocean Signal’s rescueME PLB1 alerts global emergency services with the pres s of a b ut ton. When ac tivated the rescueME PLB1 transmits your position and your ID to a Rescue Coordination Center via satellite link.

TRAINING MPT is committed to providing the ver y best prac tical and simulation based training, with constant re-investments in infrastructure and training equipment. Regulatory training is the star ting place, expanding beyond using realistic drills and procedures to develop total proficiency onboard the vessel is key. September 2018 // Marine Log 33

TECH NEWS JRC/Alphatron Marine Unveil Revamped Lineup at SMM

Mackay Marine Plays Key Technological Role Onboard El Coquí One of the most technologically advanced ships in the world, Crowley Maritime’s LNG-fueled, 2,400-TEU ConRo vessel El Coquí, recently entered service in the Jones Act trade between the U.S. mainland and Puerto Rico, following delivery from VT Halter Marine, Pascagoula, MS. The ship’s advanced technology is evident from its bridge. Mackay Marine, Raleigh, NC, collaborated with the shipyard and owner in the design, supply, and installation of advanced integrated bridge systems (IBS), complete with consoles, and ancillary electronic systems onboard El Coquí and sister ship Taíno, which is nearing delivery. Mackay Marine’s Project Integration team, in concert with Crowley and VT

Halter Marine’s naval architects and engineers, developed an efficient, state-of-the-art bridge suite, specifying the comprehensive communication and navigation electronic equipment package necessary to integrate into 13 system consoles. From the onset, console units were purposefully designed utilizing CAD systems to meet Crowley’s specifications and DNV GL’s NAUT-OC standards. The integrated system was fully outfitted and pre-wired by Mackay’s Project Department. Additional electronics provided by Mackay Marine, include: CCTV for security and asset tracking, IPTV Systems, Sound Powered Phones, LAN, and a UHF Radio System.

Furuno’s Multi-Tool FM4800 Furuno is steadfast in its commitment to safety. The Camas, WA-based company has launched the FM4800 VHF Radio, a new all-in-one marine VHF Radiotelephone that will help ensure those on vessels have a reliable link to land. The system includes Class D DSC, GPS Receiver, AIS Receiver and Simplified Loudhailer with intercom. The FM4800 is waterproof to an IP68 standard, meaning it can withstand the IP’s laboratory testing of full immersion for over 30 minutes, which Furuno says, makes it an ideal tool for vessels with an exposed bridge. T he 25W VHF w ith built-in DSC, features a host of built-ins including GPS. The system 34 Marine Log // September 2018

doesn’t require an external GPS source to enable its DSC functionality, and the unit can be used as a backup source of GPS positioning for other onboard electronics. Its AIS receiver can be used to overlay AIS targets with networked GPS Plotters or MFD. When connected via NMEA 2000 to any NavNet TZtouch2 MFD, DSC calling can be initiated from the TZtouch2 display. When Man Overboard is activated on the TZtouch2 MFD, the FM4800 enters a special mode where you can initiate a distress call by simply pushing the rotary knob. The FM4800 can operate as a simplified Loudhailer and features a Listen Back function which makes it possible for the horn speaker to collect external sounds, and transmit the sounds through the built-in speaker to the bridge.

With a mission of providing technology that makes operations easier, earlier this month at the SMM show, JRC/Alphatron Marine unveiled the ProLine package comprised of a full range of equipment applicable for IMO and non-IMO intercoastal, workboats, tugboats and fishing vessels ranging up to 10,000 GT. The ProLine series includes equipment such as searchlights to GPS, gyro to autopilot, echo sounder to searchlight sonar and a newly designed command chair. One particular equipment package that had the company excited was the reintroduction of the JRC JMA5200/5300 ProLine radar series. The upgraded radar system is available from a non-SOL AS 2 feet radome scanner with a 21-inch display up to a MED type approved radar with 19-inch display with various selectable scanner units. Also on display for JRC/Alphatron Marine was the ready-to -assemble AlphaBridge RTA. The proven AlphaBridge concept debuted over a decade ago and introduced a compact and modular bridge solution based on standard control panels in a simple, neat design. The AlphaBridge RTA is now available as a full component package and ready-to-assemble, including all required materials and drawings, for economic and efficient shipment and assembly in the country of the vessel’s constructions. In other news, JRC /Alphatron Marine went into SMM after signing two new VAR agreements with Speedcast International Limited and Navarino at Posidonia. The agreement was to make both Speedcast and Navarino JRC’s Inmarsat Value Ad de d Res eller ( VAR ) par t ner s, enabling the two to offer Inmarsat’s Fleet Xpress solution to their customer base.


Heddle Marine Service and Thordon Bearings Team Up

Canada-based ship repair yard Heddle Marine Service has signed a cooperative agreement with Thordon Bearings Inc. Under the agreement, Heddle Marine Service, which has three shipyards in Ontario and three facilities in Atlantic Canada, will convert oil lubricated propeller shafts on ships to Thordon’s COMPAC open seawater lubricated bearing system. Calling Heddle Marine “one of Canada’s leading shipyards,” Terry McGowan, President and CEO of Thordon Bearings, notes the yard has “the capabilities and facilities required to carry out specialized ship repair, maintenance and conversion projects.” The joint effort will see a specialist team, made up of Heddle Marine Service and Thordon Bearings’ employees, offer support to ship owners and operators looking to ensure their vessels are fully compliant with environmental regulations—which prohibit the discharge of oil from the oil-to-sea

interface of a ship’s propeller shafts. According to Thordon, leaking shaft seals are a significant contributor to on-going pollution at sea. While biodegradable lubricants are available, they’re expensive and can, at times, have seal compatibility issues. Thordon explains that its COMPAC open seawater lubricated bearing system eliminates the risk of oil pollution by using seawater as the lubricant. “By entering this partnership, we will not only have an opportunity to expand our service offering from a local supplier, but will also have the opportunity to provide our customers with a real, long-term solution to the environmental problems they face with oil lubricated stern tube bearings and seals,” said Shaun Padulo, President of Heddle Marine Service. The agreement comes at an apt time as the yard recently announced it was expanding its support to the Great Lakes region and Eastern Canada. “With concerns increasingly being raised about the impact of pollution from ships on the marine environment, converting an oil lubricated system to seawater is the only guaranteed solution for today and tomorrow,” said Padulo. Under the agreement, Thordon Bearings will also provide equipment training and guidance to Heddle Marine Service personnel, helping support the yard in carrying out the conversions to the highest standards.

Twin Disc: 100 Years Strong In celebration of its 100th anniversary, Twin Disc, Inc., has unveiled a Heritage Gallery at the company’s Racine, WI, headquarters. The 4,000 square foot gallery gives visitors a chance to see the integral role the company has played both at the local and national level. “In honor of our centennial we wanted to share our proud history with the community of Racine,” explained John Batten, President and CEO of Twin Disc. “I can’t think of another town this size that has this many long-lasting companies, and its because of the people of this great city that we have been able to grow and thrive for 100 years,” he added. On display at the gallery are an array of Twin Disc products including the first marine transmission prototype to the

E-Type flywheel clutch and the PowerShift transmission. But according to Twin Disc, perhaps the most distinguished area in the gallery is the section dedicated to the decade that not only defined Twin Disc but a generation as well—World War II. Leading up to the war, the company was asked to design a marine transmission for the Higgins Landing Craft that would be used throughout the South Pacific and D-Day invasion. More than 40,000 landing crafts served U.S. troops during the war. The vessels that survived the war would go on to serve other roles in all parts of the world—increasing Twin Disc’s market reach and enabling the company to establish partnerships in Europe, Asia and Australia.

ShipTracks and Helm Make A Connection New Orleans-based ShipTracks is always on watch, helping operators make better decisions with real-time vessel position information through AIS Mapping. “Everything that we do, ” Chris Riley, Founder and CEO of ShipTracks, tells Marine Log, “is to simplify the vessel tracking process for users.” ShipTracks features easy-to-use customizable tools that increase productivity, improve situational awareness and enables the user to retain better insights on operations. Recently, the company partnered with Canada headquartered marine operations software developer Helm Operations, enabling users of Helm CONNECT to access vessel location and route data provided by ShipTracks. In a press release, Riley stated, “Our goal has always been to help vessel operators take advantage of the data provided by AIS technology, allowing them to run their businesses and their assets more effectively and efficiently.” Riley adds, “By tying our software platforms together, it makes both products better for our users and will provide greater business intelligence for our customers.” Helm CONNECT provides vessel dispatch and billing, maintenance, compliance and personnel management and is used by more than 40% of the American Waterways Operators fleet. Helm CONNECT Product Manager Andrew Kroesen, who leads the integration development work for Helm says, the partnership has made it possible for all Helm CONNECT users to access ShipTracks functionality within Helm CONNECT. Users of the Helm CONNECT Jobs vessel dispatch and billing system will also benefit from the new features—Kroesen explains, that “quick access to exact ship/resource positions will help” dispatchers and sales personnel “make more informed decisions about which resources to use on a job and how best to schedule their vessel operations.” September 2018 // Marine Log 35


Duluth Seaway Port Authority Makes Historic Appointment For the first time in the Duluth Seaway Port Authority’s (DSPA) 60-plus year history, a woman will take the helm. The DSPA board unanimously appointed Deb DeLuca as Executive Director. DeLuca brings decades of public and private sector experience to the role— and most recently spent the last four years as the Port Authority’s Government and Environmental Affairs Director.

Fincantieri Marine Group has announced that President and CEO Francesco Valente will step-down to assume another leadership role within the Fincantieri group. Assuming the role of President and CEO of FMG is Dario Deste. A former Navy officer, Deste has nearly 30 years of industry experience, including 11 years with Fincantieri.

American P&I Club manager Shipowners Claims Bureau, Inc. is preparing for growth with a series of appointments. Among those named to new roles are Dorothea Ioannou as Chief Commercial Officer and Arpad Kadi as CFO.

Volvo Penta has named Peter Granqvist Senior Vice President of Product Development, Planning and Purchasing.

Port Everglades has appointed Robert “Rob” Jenkins to the position of Port Security Manager.

Navios Maritime Partners L.P. has appointed Kunihide Akizawa to its Board of Directors. He has over 35 years of experience in shipping.

Coldharbour Marine has appointed Captain Mohit Batra as Managing Director of Coldharbour Asia Pte Ltd.

CEO of the Port of Corpus Christi Sean Strawbridge has been appointed to the United States Maritime Transportation System National Advisory Committee (MTSNAC). He will join over 40 national transportation leaders. Safety and communication equipment provider Ocean Signal has appointed Steve Moore as its new Product Manager.

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Charter Safety Begins in the Classroom


ne of my greatest opportunities over the past several years has been working as an instructor for Sea School, based out of St. Petersburg, FL. For almost six years, I have taught students, old and young, who want to embark on a new career in the maritime industry, or are looking for ways to enhance their enjoyment on the water. Institutes such as Sea School are not traditional maritime schools where students wear uniforms and attend classes all day long. However, private maritime schools are granted permissions like traditional maritime schools for their courses. Although the process is different, the end result is the same—with classes meeting STCW and/or CFR standards. What is advantageous about private maritime schools is the high level of attention from instructors and the “back to basics” work. An intern recently asked me about anchoring a vessel. He was concerned about his upcoming test on the simulator. The question made me realize that there is one glaring difference between traditional maritime education and private maritime institutes. None of my Sea School students were scared by the prospect of anchoring because they had already done it on their own boats numerous times. This difference is extremely important. A proper cornerstone to any career is training. I often recommend to my non-license interns to spend time over their summer breaks and weekends working on the deck of a dinner cruise boat or charter fishing boat, before taking a class with me at Sea School. This practical experience provides them with a

40 Marine Log // September 2018

bit more of a technical background without having to be part of the regiment at a maritime college. I’ve also recommended this to many colleagues who are boat owners, but have never had any formalized training. The most basic license that a person can get is the Operator of Uninspected Passenger Vessels (OUPV). This 54-hour course—over two weekends or six straight days— provides 12 hours in terrestrial navigation and

It’s up to us to teach safe principals and good habits to our students

16 hours in rules of the road. Course time is also spent on deck safety, weather, boat handling, fire fighting, and basic marlinespike. This course, however, is not without its challenges. One difficulty is keeping the material up to date. Sea School Vice President Ken Wahl said that the school employs a full time staff to keep “our courses cutting edge and informative. It’s a huge job to keep all these approved courses renewed, and sometimes requires the entire program to be rebuilt to meet ever changing regulations of IMO.” Last year, the U.S. Coast Guard issued an alert on charter safety. “Any vessel carrying passengers for monetary gain, including any form of economic benefit, or a donation as a

condition of carriage, requires that vessel be operated by a Coast Guard credentialed mariner and has onboard a current Certificate of Documentation or State Registration.” The alert noted that if a vessel carried more than six passengers, it must have a valid Certificate of Inspection (COI) issued by the Coast Guard. A valid COI is proof that the Coast Guard has verified that the vessel meets specific minimum federal safety standards, outlines passenger and crew manning requirements, and defines navigation routes allowed. Wahl said, “Charter safety begins in our classrooms, and is further completed by USCG/DHS/TSA. It’s the obligation of the Coast Guard to insure proper vetting of seamen to continue safe charters. It’s up to us to teach safe principals and good habits to our students. Recently a casino shuttle boat caught fire, and was intentionally grounded near New Port Richey, FL. People were forced to abandon ship by jumping overboard, resulting in one death. While the accident is still under investigation, it is plainly obvious that there was not sufficient training provided on board to ensure the safety of passengers in an abandon ship scenario.” Insufficient training in the sinking of the passenger ferry MV Sewol off the coast of Korea on April 16, 2014 resulted in the death of 299 passengers. One of the causes of the sinking was the vessel’s master and owners did not fully understand the new loading restrictions placed on the vessel after its modification. Simply put, they were not trained well enough in vessel stability. Training is critical in a safe operation. It is helpful to look for schools and training programs that have been around for some time, have the required USCG documentation as well as instructors that not only have the proper credentials, but also the proper experience. There is a saying that I always hated hearing, but is appropriate: “Proper Planning Prevents Piss Poor Performance.” Part of planning is training. Train well and perform well. Train poorly, and you are a risk to yourself and to others.

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Marine Log September 2018  
Marine Log September 2018