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MTU – A Tognum Group Brand

Hickman Rowland, President Wilmington Tug, Inc. New Castle, Delaware

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Power. Passion. Partnership.


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American Ship Review 2010-2011


American

SHIPREVIEW

2010-2011 Contents Annual 2010-2011 Issue #141

12 Outlook The State of Shipbuilding

28

Looking beyond the blowout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

American Ship Review’s Ship of the Year Ross Candies A new force in the Gulf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Featured vessels Michael G. McCall Once again, waterjets power new Seacor series . . . . . . . . . . . . 18

Independence Fall foliage and coastal cruising . . . . . . . . . . . . . . . . . . . . . . . . . 24

60

Burrard Pacific Breeze Updating a favorite ferry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Three Forty Three New York City gets world-class fireboat . . . . . . . . . . . . . . . . . . 32

Chetzemoka WSF hits fast-forward for new ferry program . . . . . . . . . . . . . . 38

Cakewalk American-built, American-owned yacht is a throwback to the days of J.P. Morgan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Roundups Supply Boats When the current production runs finish, will new orders come in to replace them? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

24

Crew Boats Every wave has a trough, and this is a deep one . . . . . . . . . . . 52

Ferries

43

Alaska-class ferries are the next big prize . . . . . . . . . . . . . . . . . 56

Pilots, Fire, Patrol High-profile boats making a big splash in a robust sector . . . 60

ASR Register Top 50 index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

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Cover: American Ship Review’s Ship of the Year: Ross Candies, Otto Candies LLC’s new 309-foot IMR, at Port Fourchon, La. Brian Gauvin photo. Vessel profile, Page 12. American Ship Review 2010-2011

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The State of Shipbuilding

Courtesy Aker Philadelphia Shipyard

Looking beyond the blowout

by Peter Meredith

Delivered by Aker Philadelphia Shipyard and converted to a shuttle tanker by Detyens Shipyards in Charleston, S.C., Overseas Cascade (above) was brought in by BP after the Gulf blowout as tanker support for vessels taking oil from the scene.

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merica needs oil. So whatever the short-term impact of the Deepwater Horizon blowout, offshore drilling will continue, most likely with regulatory changes as sweeping as those brought about by OPA 90 after Exxon Valdez. Builders of rigs and support vessels stand to benefit from tighter controls, particularly if build-American provisions are extended to deepwater drilling. “If you don’t want to pop a hole in a pipeline, build it to the highest standards,” said Matt Paxton, president of the Shipbuilders Council of America. But the question for shipyards is how quickly these regulations

A

will take effect and how to survive in the meantime. No one likes to build when the rules are up in the air, so the most likely scenario for the next 18 months

is a dearth of orders while the regulators, the industry, the politicians and the inevitable army of consultants try to figure out what the new standards should be. This year has already seen companies such as SkipperLiner forced to shutter their doors. Yards from Aker Philadelphia to Burger Boat Co. have announced layoffs, and Northrop Grumman’s Avondale, La., yard faces an uncertain future. In the near term, it’s hard to see this trend being reversed. If there’s a bright spot, it’s in the continuing evolution of Navy shipbuilding toward vessels that mid-tier yards as well as large yards can build, a trend recognized this summer by Rear Adm. Bill Landay, then in charge of surface ship programs. “By the end of fiscal year 2015, two-thirds of the ships … will be able to be built in either a Tier-I or Tier-II yard,” Landay said in a speech reported by InsideDefense.com. Some examples: By the end of the year, the Navy is expected to pick a design for the next 10 Littoral Combat Ships (LCS). And Austal USA has already laid the keel for the first Joint High Speed Vessel, part of an initial 10-ship program for the Army and the Navy that the yard says could be worth more than $1.6 billion.


Brian Gauvin

Throw in U.S. Coast Guard work — Bollinger Shipyards expects to deliver the first of a long line of 154-foot Sentinelclass Fast Response Cutters next fall, and an award is expected next year for Offshore Patrol Cutters — and in a market where new commercial contracts are virtually non-existent, government work, for all its red tape, is looking good. Even Foreign Military Sales work is strong right now (table, Page 6). One company, Westport Shipyard in Washington state, has developed two vessels on spec with an eye to this market, a 141-foot cutter and a 50-foot patrol boat. The big prize in this area is VT Halter Marine’s $807 million contract for four fast missile craft for the Egyptian Navy, but on a cautionary note, Halter had been chasing this deal for more than a decade before it started construction in April. The largest commercial vessels currently under construction are the last few double-hulled Jones Act product carriers being built as a result of OPA 90. The fate of the three unfinished 49,000-dwt carriers ordered by Shell from what was then Atlantic Marine is uncertain; a

Courtesy General Dynamics Nassco

New Jersey shipbroker is looking for customers. General Dynamics Nassco is about to deliver its last product carrier in a series of five, and Aker is struggling to survive, with just two vessels still under construction out of 12 ordered for Overseas Shipholding Group. “Aker Philadelphia Shipyard has been unable to secure any new orders,” the company told its shareholders in August. When Evergreen State sails away from Nassco, the nation’s Tier-I yards will be left with no commercial newbuilds. Some can turn to repair work, of course, but otherwise their future lies at the mercy of the Navy at a time when Defense Secretary Robert Gates plans to cut the defense budget, projected to top $700 billion next year. Among these yards, Nassco will benefit immediately from a $115 million award to design and buy long-lead items for the first of three vessels in the Navy’s new Mobile Landing Platform program, which will create offshore transfer points for offload-

ing supply ships — a key concern in areas where port facilities are stretched or nonexistent (the Haitian relief operation would have been a perfect example). The Navy expects the first ship to be delivered in fiscal 2013. The design is based on the Alaska-class tankers that Nassco built for BP, and the work is a welcome boost for the yard. Despite a contract for T-AKE atsea replenishment vessels for the Military Sealift Command that still has four ships to go, the San Diego shipbuilder shed 290 jobs in July. Nassco is also one of 10 yards identified by the Coast Guard as showing interest in building Offshore Patrol Cutters. The list includes two more Big Six yards, Bath Iron Works and Northrop Grumman’s facility in Pascagoula, Miss. But the future of Northrop’s whole shipbuilding division is in doubt as the parent corporation redefines its objectives. The company says shipbuilding “lacks synergy” with the other parts of its business; speaking at an industrial conference at the end of August, Northrop’s new CEO, Wes Bush, explained that

Above, Ross Candies, Otto Candies’ new 309-foot IMR, went into service just a month after the Deepwater Horizon blowout. The vessel, profiled on Page 12, is American Ship Review’s Ship of the Year. Below, USNS Charles Drew, the 10th vessel in Nassco’s T-AKE class of underway replenishment vessels, clears Point Loma at the entrance to San Diego Bay during sea trials.

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The state of U.S. shipbuilding

Taking the U.S. Navy into the future: at right, Austal’s first littoral combat ship, USS Independence, on commissioning day in Mobile, Ala. Below, USS New Mexico, the 6th Virginia-class submarine, delivered four months ahead of schedule by Northrop Grumman’s yard in Newport News, Va. Courtesy U.S. Navy

Courtesy Northrop Grumman Shipbuilding

in the last four or five years the Navy’s practice has been to acquire ship hulls separately from the weapons systems, the electronic systems and the information systems, making it impossible for the company to sell a complete package. With about 5,000 workers, Avondale is the most visible shipyard casualty so far in the current economic recession, although the state of Louisiana is trying to find a buyer; 6

inevitable — especially since U.S. companies such as Raytheon have invested heavily overseas. “I see it as healthy in terms of the global economy,” he said. “It’s an economic driver.” The Tier-I yards that build large combatants — Northrop and its main competitor, General Dynamics, which owns Bath Iron Works and Electric Boat as well as Nassco — may come under increasing pressure as the Pentagon looks to save money. “Fiscal 2011 is a stable year, fiscal 2012 is uncertain,” said Cynthia Brown, president of the American Shipbuilding Association. One bright spot is the decision to restart the Arleigh Burke-class destroyer program at Bath Iron Works, with nine ships expected in the latest series. It’s worth remembering that behind every shipyard contract is a vast network of suppliers: GM just announced an order for LM2500 gas turbines for the first three of these ships. A series of Navy contracts also offer hope for Tier-I and Tier-II shipyards beyond aircraft carriers and submarines, which can only be built in a couple of locations. The Navy is advancing plans to replace its single-hulled fleet oilers, and Nassco and Aker both have suitable commercial tanker designs. Further out

Northrop’s Pascagoula yard is also laying off workers. It is uncertain whether Northrop will keep its yards, sell them or spin them off; one logical move would be for BAE Systems, which completed its $352 million acquisition of Atlantic Marine’s yards in Florida, Mississippi and Alabama in July, to bid for Pascagoula. Because BAE is foreign-owned, such an acquisition would raise eyebrows, particularly regarding Navy work. It would be another step in the increasing globalization of the U.S. Current Foreign Military Sales Contracts shipbuilding According to the U.S. Navy, it currently has about $2.3 billion industry, which worth of work through its program that helps foreign nations has seen recent acquire boats, including contracts with 16 different builders. The incursions from U.S. Coast Guard has a similar program. This table lists multinationals announced contracts, but excludes boats under 40 feet and repair based in work, such as a $30 million contract with BAE Systems in Mobile, Ala., to refurbish a retired fleet oiler for Chile. Singapore (VT Systems), Yard Nation Vessel(s) Size Value Norway (Aker), Bollinger Shipyards, Lockport, LA Yemen (2) Coastal patrol boats 87’ $28.2m Australia Riverhawk Fast Sea Frames*, Savannah, GA Iraq (2) Offshore support vessels 197’ $70.1m (Austal) and SAFE Boats International, Port Orchard, WA Chile (30) Response boats 44’ $18.5m** Italy Swiftships, Morgan City, LA Egypt (2) Fast patrol craft 85’ $13.4m (Fincantieri). Swiftships, Morgan City, LA Iraq (9) Patrol boats (option for 6 more) 115’ $181m Paxton, of Textron Marine, New Orleans, LA Mexico (6) Motor lifeboats 47’ $24m Thoma-Sea Shipyards, Lockport, LA Oman (1) Hydrographic survey vessel 96’ $7.3m the United States Marine, Gulfport, MS Kuwait (10) Patrol boats 82’ $61.6m Shipbuilders VT Halter Marine, Pascagoula, MS Egypt (4) Fast missile craft 210’ $807m Council, thinks such invest* Subcontractor: Gulf Island Marine Fabricators, Houma, LA **total for 23 boats only ment is

American Ship Review 2010-2011


are sub tenders, tugs, salvage ships and surveillance vessels. A number of minor contracts have been awarded recently, such as $1.5 million each to Marinette Marine and Dakota Creek Industries for design work on oceanographic research ships. Boats under 150 feet, in fact, are keeping several smaller yards busy. Marine Group Boat Works in Chula Vista, Calif., for example, delivered the first of three 114-foot range training support craft this summer, part of a $30 million contract. Marinette in Wisconsin and Kvichak Marine Industries in Seattle added more orders for 45-foot response boats for the Coast Guard, a program that is occupying an entire Kvichak facility in Kent, Wash. Marinette also contracted to build a 250-foot research vessel for the University of Alaska for $123 million. The yard has a healthy order book should the Navy award the LCS contract elsewhere; it benefited from a

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$73.6 million contract thanks to a decision by the National Oceanic and Atmospheric Administration (NOAA) to switch its latest Oscar Dyson-class fisheries survey vessel away from Halter, which ran into problems this year with a 127-foot SWATH vessel that NOAA complained was late and overweight. Halter does have several large barge contracts and is completing work on the 534-foot missile range instrumentation ship Howard O. Lorenzen. The Maritime Administration (MarAd) again came through with a number of small shipyard grants in 2010, a program enthusiastically supported by the Shipbuilders Council. “The value of the program is the way it was structured,” said the SCA’s Paxton. “It isn’t just about expansion; the grant has to increase the efficiency and capabilities of a yard.” A 2008 MarAd grant helped Colonna’s Shipyard in Norfolk, Va., install a 1,000-metric-

Courtesy Austal USA

The state of U.S. shipbuilding

ton Marine Travelift this year with the world’s largest mobile hoist. As for other commercial opportunities, some perennial questions remain. Every year the U.S.-flag Jones Act container fleet gets older and older; every year there’s talk of recapitalizing it, but the money isn’t there. The Obama administration supports two priorities of interest to shipbuilders, making the Marine Highway System a reality (Aker, for one, is eager to build new feeder ships for it) and increasing the amount of energy generated by wind power. Transportation Secretary Ray LaHood did agree in August to add

American Ship Review 2010-2011


Above, Austal’s new modular manufacturing facility will allow it to build three 300-footplus vessels a year. Right, John Knight, a crane rigger, signs his name to a banner before the keel laying for the aircraft carrier USS Gerald R. Ford at Newport News.

supplied shipyards and local fabrication shops, closed its doors in July. And Peter Duclos, who has steered Gladding-Hearn Shipbuilding in Somerset, Mass., through ups and downs by knowing his market and sticking to what his yard does best — pilot boats, ferries, government contracts and the occasional tugboat — sounds a cautionary note about not getting carried away by buyers who are just kicking the tires.

Courtesy Northrop Grumman Shipbuilding

$7 million to the marine highways program, but it is a long way from generating orders. And yards would love to build support vessels for offshore wind turbines. While the U.S. market has not yet developed, companies such as Semco are turning out monster lift boats that are working for wind farms overseas. Beyond that, yards from Seattle to Florida report little interest in new commercial work, and the ripple effect is spreading to suppliers; hit by both the economic slowdown and the Deepwater Horizon blowout, Delta Steel in Houma, La., which

“I did see a few projects come along that quite frankly really stink,” he said. “If the contract’s lousy and there’s a lot issues with it, I don’t need that. I can’t afford to have a bad one.”

North of the border Canada’s navy turned 100 this year. Its ships aren’t quite that old, but at 38 the destroyer HMCS Iroquois will soon be the oldest frontline warship in the

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American Ship Review 2010-2011

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The state of U.S. shipbuilding

western world. “We need to cut steel on new ships,” Gen. Walter Natynczyk, Canada’s chief of defense staff, declared in June. The occasion was the announcement of a 30-year, C$35 billion shipbuilding strategy under which Canada plans to sign agreements with two yards within the next two years to build dozens of vessels for the navy and coast guard. Irving Shipbuilding in

Halifax, N.S. is building nine 141-foot coast guard patrol vessels for delivery through 2013, but contracts for combatants, supply ships and arctic patrol vessels remain to be awarded. The supply ship project, expected to produce two or three ships similar to the U.S. Navy’s T-AKE-class vessels, is a particular plum. Among Canada’s larger yards, Irving is also building an offshore

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Burrard Pacific Breeze (left), the new Vancouver SeaBus from Victoria Shipyards, went into service in Vancouver Harbor in time for the Winter Olympics. Vessel profile, Page 28.

supply vessel for Atlantic Towing. On the West Coast, Washington Marine Group formed a partnership with Thales Canada to go after the arctic patrol vessels; and a subsidiary, Victoria Shipyards, sent the first of five 47-foot motor lifeboats for the coast guard to sea trials this summer. In Quebec, Davie Yards was looking for yet another savior to rescue it from bankruptcy. As for smaller yards, ABCO Industries of Lunenburg, N.S., delivered the second of two 61-foot research vessels to the coast guard. CCGS Viola M. Davidson is powered by twin Volvo D-12s with a bow thruster assist. And with a steady stream of designs from Robert Allan Ltd. in Vancouver, B.C., Canada remains the go-to supplier of fireboats for U.S. customers. A.F. Theriault & Son in Nova Scotia is building a boat for Massport and Hike Metal Products on Lake • Erie for Chicago.

American Ship Review 2010-2011


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2010 Ship of the Year

Brian Gauvin photos

Ross Candies: a new force in the Gulf Key to the new IMR’s versatility are its two Subsea 7 ROVs, one of which is shown at right. The ROVs are manipulated from control rooms on the C deck. They can install drilling equipment in water that is far too deep for divers.

12

o one has built more Jones Act-compliant inspection, maintenance and repair vessels than Otto Candies LLC. Since 2007, the offshore support company, which is based in Des Allemands, La., has put three IMRs in service, and it has three more under construction. “Typically our vessels go on long-term contract while under construction or shortly after delivery,” said Brett Candies, the company’s traffic and sales manager. “Our original IMR, Chloe Candies, has been on contract since it was delivered in

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2007, and our second vessel, Grant Candies, was contracted as a floating hotel for a Shell platform project before we had an opportunity to install any of the deep-sea equipment.” The industry as a whole has built several IMRs in the past two years, but the others have been built by foreign shipyards. “The Jones Act implications of our vessels being U.S. flagged are not lost on us,” Candies said. “We think the market for such vessels is in line with our building plans.” The company’s third IMR, Ross Candies, was delivered this

by Larr y Pearson


spring. As with Grant Candies, the hull, superstructure and all machinery were built and installed by Dakota Creek Industries, of Anacortes, Wash. — Candies Shipbuilding, the company’s own yard in Houma, La., is very small and lacks the space to store a large number of modules awaiting assembly.

Above, Capt. Bobby Horn in the pilothouse. Left, the view from the top of the “heave tower” directly down into the 25-foot-by-23foot moon pool.

American Ship Review 2010-2011

Grant Candies left Dakota Creek about a year ago for Houma for topside installation, but before that happened the vessel went into service on the Shell project, where workers were installing a production platform. Ross Candies took a slightly different route. Much of the deep-sea equipment, except for the main deck-mounted 100-ton knuckle-boom crane, was installed before the vessel left Anacortes. After that, Ross first went to Galveston, Texas, to install the crane and other equipment and then to Bollinger Shipyards in Port Fourchon, La., where two Triton ROVs (remotely operated vehicles) were installed, along with the control rooms that guide them. “We’ll probably operate the Ross out of Fourchon,” Candies said. The vessel’s size, width and depth restrictions at the company’s Houma shipyard make it unlikely Ross will go there, he explained.

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2010 Ship of the Year

Ross Candies is a 309-foot vessel with a 66-foot molded beam, a hull depth of 28 feet and a 23-foot draft. It has five decks in the superstructure and three decks below the main deck. The main deck has 10,760 square feet of space to carry systems to be installed by the vessel, and cargo

ROSS CANDIES OWNER/ Otto Candies LLC, OPERATOR Des Allemands, LA DIMENSIONS L: 309’ B: 66’ D: 28’ DESIGNER Otto Candies BUILDER Dakota Creek Industries

removed from the seabed to be transported to shore. “It is a total diesel-electric boat with four Caterpillar 3516C diesel engines driving generators for a total output of 9,000 kW,” Candies remarked. Trial speed was 13 knots. The vessel holds 435,883 gallons of fuel, 94,058 gallons of fresh water and almost a million gallons of water ballast. In all, Ross has berths for 68 people plus 12 crewmembers. The vessel’s captain is Bobby Horn, a veteran of 30-plus years with Candies and an example of Candies’ policy of moving employees up in responsibility. A pair of Schottel 2,500-kW Combi Drives, which are basically high-power z-drives, supply propulsion. In the bow are three 910-kW tunnel thrusters powered by large electric motors. “Three bow thrusters are an important component in our DP-2 system,” Candies said. “A DP-2 system is absolutely essential on a vessel such as this so it can hold position to 14

precisely lower and retrieve payloads through its moon pool to the sea bottom that may be 10,000 feet deep.” A noticeable feature of Ross Candies is its 100-ton mast, an integral part of the vessel’s payload delivery and retrieval system. Located on the main deck amidships on the port side, the mast takes the wire rope from the 100-ton deep-sea winch and returns it to the main deck, centered over the moon pool opening. The mast is compensated against both active and passive heaving to reduce any swinging movement of the wire rope as it enters the moon pool. As an example of how it works, if the vessel’s mission is to lower and install a “tree” (a sort of a manifold) at a wellhead, the knuckleboom crane can pick up the tree from land and place it on the main deck or have the tree placed there by a shoreside crane. Once the tree is in place, the crane lifts it over the 25-foot by 23-foot moon pool, and a 100-ton skidding system moves over the moon pool

Anacortes, WA MISSION Oilfield inspection,

maintenance, repair

SPECIFICATIONS

Above, Mark Kerrison, offshore manager for Subsea 7, makes a system check on an ROV. Left, the engine room. The vessel has dieselelectric propulsion with four Caterpillar 3516C engines.

while the load is transferred from the crane to the deep-sea winch. The winch slightly raises the load and the skidding system retracts from the moon pool, at which point the deep-sea winch can lower the tree through the moon pool and into the water. One or both of the vessel’s ROVs are launched, and they are positioned to follow the tree to the sea bed while the ROV pilots direct and follow the action from a control room (one for each ROV) on the C deck. The ROVs precisely position the tree over the wellhead, and their manipulator arms do all of the installation if the work is being conducted below the limit of diver endurance. The manipulator arms are outfitted with a variety of tools to do any-

CREW 12 HULL  Steel monohull PERFORMANCE  Speed: 13 knots

sound-powered internal telephone  Raytheon 430 hailer/PA system

SPECIAL FEATURES  Huisman deep-sea deployment and retrieval system with 100-ton knuckle-boom crane, 100-ton mast, 100-ton single-drum winch with 10,000 feet of cable  Skidding system capable of carrying 100-ton loads to center of CAPACITIES moon pool  Fuel: 435,883 gallons  (2) Triton 150-hp ROVs  Fresh water: 94,058  Moon pool: 25’ x 23’ gallons  Heliport for Bell 212 or  Ballast water: 923,288 equivalent gallons  Hospital (C deck), cine Cargo Deck: 10,760 ma with stadium seatsquare feet ing (main deck), conference room (D deck) NAVIGATION/  Pilothouse includes COMMUNICATIONS designated area for sur Equipment by Radio vey group, client Holland spaces and semi-pri Kongsberg DP-2 system vate ship’s office. COMMUNICATION  Accommodation for 68  Furuno FS1503 SSB people radio CERTIFICATIONS  (2) Icom M504 VHFs  ABS: ISM certification  International Marine PROPULSION  (4) Caterpillar 3516Cs in diesel-electric configuration driving (4) Caterpillar 2,250-kW generators  (3) Schottel tunnel bow thrusters at 910 kW each  (2) Schottel z-drive stern thrusters at 2,500 kW each

American Ship Review 2010-2011


2010 Ship of the Year

thing a diver could do, and do it faster — no meal breaks. The manipulator arms are also stronger than a human arm or hand, permitting an ROV to accomplish tasks divers cannot do at any depth, such as grasping and turning valves, pipes and other connections into the tree, digging trenches for pipelines, threading pipe and installing mattresses (barriers placed at the point

Above, a general view of the pilothouse. Left, the fuel pump controls and one of the two Schottel 2,500-kW Combi Drives.

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where pipelines may cross). And everything is captured on video. The vessel can also retrieve items on the seabed and return them to the main deck or offload them onto another ship or barge following the installation procedure in

American Ship Review 2010-2011


reverse. Once again, the ROVs guide the winch and hook up the loads the winch will carry to the surface of the water for offloading. IMR vessels such as Ross Candies fulfill no supply function — they do not carry transferable liquid mud, dry bulk or fuel. They are, however, equipped with a large galley, lounge and accommodations. Located through the superstructure are creature comforts such as a cinema, gym and hospital. Ross Candies carries a pair of Triton 150-hp ROVs, one port and one starboard just ahead of amidships. Bollinger built a special area to launch and recover the ROVs. The ROVs are installed in a launch-andrecovery system, or LARS, and both the ROVs and the LARS are lifted and mounted on an A-frame device for launch. Once the unit is below the surface, the ROV powers up and its twin thrusters free it from the LARS

American Ship Review 2010-2011

device. A cable provides the ROV with electricity to operate the thrusters, lights, manipulator arms and other systems, and the cable package also transfers the video images to the ship. ROVs have a wide variety of uses. They do subsea cable burial and maintenance, salvage and recovery, pipeline construction, completion and survey, platform inspection maintenance and repair, suction pile installation and a range of drill support activities. The dynamic positioning system is by Kongsberg. The electrical package, including the switchboard, power management and alarm system, is by Siemens, and Huisman supplied the heave compensation system. All navigation and communications equipment is by Radio Holland. The bridge deck is very large. Besides the helm, forward, it includes a conference room, survey

area, meeting area, ship’s office and three one-person staterooms with offices for clients. Forward, just above the pilothouse, is the heliport, which will accommodate a Bell 212, Sikorsky, Super Puma and similar craft. As noted earlier, three more IMRs are being built by or for Candies. In its shipyard is the 240foot Kelly Ann Candies, a sister ship to Chloe. At Dakota Creek, Cade Candies was recently christened and will be much like Ross Candies. Ross Candies went into service in the middle of the year, only a month after the Deepwater Horizon blowout. “It is hard to tell what impact the oil spill and deepwater drilling construction moratorium will have on our fleet utilization,” Candies said. “We are continuing with our building plans knowing that new and existing wells, both deepwater and shallow water, need the services • these vessels can provide.”

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MICHAEL G. McCALL Courtesy Gulf Craft LLC

Once again, waterjets power new Seacor series by Larry Pearson

six-vessel order from Seacor Marine for 190-foot crew/supply boats is giving at least one Louisiana builder a steady source of work in an otherwise stopand-go industry. The all-aluminum vessels coming out of the yard at Gulf Craft LLC, in Patterson, are the largest, most powerful vessels under construction, and four of them are powered by waterjets.

A

Right, Capt. Patrick French backs up to an oil platform south of Morgan City, La., during sea trials. The cargo deck (below left) is 3,344 square feet with a capacity of 350 tons; belowdeck tanks hold 44,080 gallons of water and 51,840 gallons of fuel oil.

Brian Gauvin photos

The first boat, Alice G. McCall, was delivered in 2008 and was followed by Paula McCall, which joined the Seacor fleet last October. These vessels used five Cummins diesels with Twin Disc gears and Michigan props, but the new series, led by Michael G. McCall, uses MTU diesels, Twin Disc gears and Hamilton waterjets. Considerable fanfare accompanied the new boat’s christening May 14. The vessel was named for Michael Gellert, who has retired from the board of Seacor Holdings, Inc. Gellert, born in Prague in what was then Czechoslovakia, was educated at

Harvard University and earned an MBA from the Wharton School in Philadelphia. Some of his better-known ventures include Devon Energy, Humana Inc., Six Flags, Regal Cinemas and, of course, Seacor. The relationship between Seacor Marine, of Houma, and a Gulf Craft predecessor, McCall Boat Rentals, reaches back to the mid 1990s. When this contract is completed, Gulf Craft will have built 66 crew/supply boats for this customer. Seacor has a history of building vessels with waterjets. “We built a couple of five-engine waterjet crew/supply American Ship Review 2010-2011


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Brian Gauvin photos

boats about 10 years ago, but not with the size and power of this series,” said Joe McCall, Seacor’s project manager. “Vessel uptime is important, so we use engines, machinery and jets that have a proven history of reliability as we operate in remote locations and are in demanding service. “Water jets present a tradeoff,” McCall added. “Jets offer a higher speed than propellers, but propellers can carry a heavier load without los-

Chief Engineer Selvin Almendares (left, facing camera) is in charge of a power plant that packs far more electric power than normal for a crew/supply vessel. The boat has three tunnel thrusters to maintain dynamic positioning, ensuring accurate maneuvering even if one goes down.

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ing as much speed, so we have both in our fleet.” Michael G. McCall is much more than a fast, high-powered vessel with a huge cargo deck and belowdeck tank capacities. It is also a high-tech, fuel-efficient vessel, with Tier 2 engines, a DP-2 rating, a pair of high-capacity firefighting monitors and a full suite of electronics for navigation and communications. Its five MTU 12V 4000 diesels, each rated at 1,770 hp, generate a total of 8,850 hp, driving Hamilton HM811 waterjets through Twin Disc MG-6848 gears. Directional nozzles or “buckets” are attached to engines 1, 2, 4 and 5 for steering control. Waterjet 3 has no bucket and is used for a boost in speed. Top speed is 29 knots, cruising speed 26 knots and economy speed 21 knots. There are three Cummins QSM-11 diesels, two on the starboard side and a third behind a large switchboard to port. Each drives a 280-kW generator for ship’s electrical power rated at 480 VAC

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at 60 hertz, three-phase. That’s considerably more electric power than is normal for a crew/supply vessel; just a few years ago, a pair of 99kW generators would have done the job, although more recently the power total has increased to about 300 kW. Michael G. McCall, with a lot more demand for electric power, has access to almost 900 kW. Part of the demand comes from three 200-hp motors that operate a trio of Thrustmaster tunnel thrusters, the key to the DP-2 rating that makes the vessel so maneuverable around oil rigs and platforms. “Three bow thrusters gives us redundancy, so in case of a problem with one thruster, our capability may be diminished, but we are still able to afford our customers support with the remaining two,” said McCall. Increasingly, oil companies and contract drillers are demanding that supply vessels be controlled by advanced DP systems to prevent allisions with the rigs or platforms; tying off to a fixed structure is no longer an option for service vessels. DP also means faster and safer offloading of cargo and personnel. “As drilling operations move further from shore, the importance of speed increases. The DP-2 system allows the operator to maintain the best possible station keeping at the rig while cargo operations or personnel transfers are underway, thus minimizing time spent unloading and loading,” said McCall. “The extra redundancy offered by DP-2 also affords greater safety.” Hull depth is 13 feet, with light draft at 6.5 feet and loaded draft at 10.4 feet. Gross registered tonnage is 98, net tonnage 66. The vessel’s cargo deck is 3,344 square feet and can hold 350 long tons of cargo. The vessel can deliver both fuel oil and drill or fresh water to its customers in the Gulf; it can carry 44,080 gallons of water and 51,840 gallons of fuel oil in belowdeck tanks. Tanks for non-transferable liquids such as gray water, black water, hydraulic oil and potable water are in the hull as well. Drill water can be discharged at 236 gallons per minute at 375 feet and fuel American Ship Review 2010-2011

oil at 200 gpm at 379 feet. In the forward part of the hull, just aft of the bow thruster compartment, are the crew galley, lounge and accommodations. The boat has seven crew cabins and 12 bunks, and there are two crew heads with showers. The galley can seat six and is equipped with TV/VCR/DVD. “All of our vessels feature first-class passenger amenities such as reclining

seats, seat belts, wireless Internet and satellite TV,” McCall added. “Another important feature for passenger comfort is ride control that dampens the pitch and roll of the vessel.” The superstructure houses a maindeck passenger cabin with 50 business-class seats. There are two 32inch televisions, each with a VCR. In the aft section of the passenger compartment there is a luggage storage

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Seacor Marine took delivery of the vessel in May. “There will be another delivered in fall 2010 and two more in 2011, all waterjet powered,” said Scotty • Tibbs, Gulf Craft’s comptroller.

MICHAEL G. McCALL OWNER/ Seacor Marine, OPERATOR: Houma, LA DIMENSIONS: L: 190’ B: 34’ D: 13’ DESIGNER: Gulf Craft/Seacor BUILDER: Gulf Craft, Patterson, LA MISSION: Fast offshore crew/

supply vessel CREW SIZE: 6

HULL:  Aluminum monohull

Above, the center console with the HamiltonJet controls in the foreground and the joysticks for the three bow thrusters at top right. Right, the engine monitors in the pilothouse.

locker and a passenger head. Near the aft end of the rear deck, fire monitors are mounted port and starboard. Both have a rating of 5,300 gpm. The spacious pilothouse features an enhanced electronic package. The forward helm has two captain’s seats installed across the wide console, which contains all the controls. The rear-facing station is one of the largest yet installed on a crew/supply boat and rivals the size of the forward helm. It too has two captain’s chairs and a duplicate set of most controls, but it also has the controls for operating and monitoring the loading and offloading liquids from below deck and cargo from the deck itself. The DP-2 equipment controls are prominent, as is the fanbeam system for precise positioning of the vessel. Pilothouse equipment includes magnetic and electric compasses, a pair of radars, two VHF radios and an SSB, GMDSS, two GPS units, a Kongsberg DPS-2 system, depth recorder, Navtex, Internet/e-mail system and an EPIRB. 22

PERFORMANCE:  Speed: 29 knots max. (430 gph @ 1,770 rpm), 26 knots cruising (300 gph @ 1,600 rpm), 21 knots economy (200 gph @ 1,400 rpm)

A Headhunter plant handles waste from the crew toilets and the galley. Deck lighting has been enhanced with eight 1,500-watt lights and a pair of 250watt lights. Equipment distributors for the propulsion and electrical generation equipment include Stewart & Stevenson Inc., of Harvey, La.; Sewart Supply Inc., also of Harvey, for the Twin Disc gears and Hamilton waterjets, and Cummins MidSouth, of Kenner, La., for the generators. “These engines are among the largest we offer, although those on the next vessel, Celeste McCall, will be larger,” said Johnny Knight, North American sales manager for HamiltonJet, a New Zealand-based company. “Speed is the main feature of water jets, although they have advantages of less maintenance and easier installation by the shipyard. Our engine packages ship complete. The shipyard has to bolt or weld them in place and connect electric power to them to operate the electric hydraulic steering system with joystick and other controls in the helm,” Knight continued.

PROPULSION:  (5) MTU 12V 4000 M60 @ 1,770 hp each  (5) Twin Disc MG-6848 2.47:1 gears  (5) Hamilton HM811 Waterjets  (3) Thrustmaster 200hp tunnel bow thrusters, electric motor drive  Hamilton engine/gear controls/steering

SPECIFICATIONS

Brian Gauvin photos

“We also have a night-vision camera for enhanced navigation under low or no light conditions,” said McCall. Other enhanced systems include a CCTV system with monitors in the passenger compartment, engine room and thruster room and on the rear deck. The six-member crew of Michael G. McCall were together on an earlier vessel, the 180-foot Ingrid McCall. “We got assigned to other boats during the last few years, but now we are back together crewing this fantastic new boat,” said John R. Oliver, the new vessel’s captain.

 (2) portable VHFs, (3) Icom M504 VHF  International Marine sound-powered internal telephone  Globe Wireless Internet/e-mail ACCOMMODATIONS:  Crew: 7 cabins, 12 berths, 2 heads with shower  Galley: Seating for 6  (2) 32” televisions in passenger area  (2) 19-cubic-ft. side-byside refrigerator/ freezers  Washer/dryer

ADDITIONAL INFORMATION:  CSP monitor and alarm  (2) remote-control fire monitors @ 5,300 gpm  Headhunter sewage GENERATORS: treatment  (3) Onan 280 kW pow HVAC: 1 @ 5 tons, 3 @ ered by Cummins 3 tons QSM11 engines  US 500C oily water CAPACITIES: separator  Passengers: 60  (2) Kaydon fuel coa Fuel: 51,840 gallons lescers  Water: 44,080 gallons  (3) 10” Carlisle & Finch  Cargo: 350 LT searchlights  Cargo deck area:  CCTV monitor for deck, 3,344 sq. ft. passenger room, engine room, thruster NAVIGATION: room  (2) Furuno 2127 radars  Fixed boarding ramps,  Furuno GPS port and starboard  Coastal Explorer chart Night Navigator 5000 plotter night vision  Compass 3 gyro  Maritime Dynamics ride  Datamarine depth control recorder  (3) 30-amp reefer  AutoPilot Com Nav receptacles 2001  Kongsberg KPOS DOCUMENTATION: Dynamic Positioning  ABS +A1HSC (DP-2) Crewboat, +AMS  Furuno NX-700 Navtex DPS-2  Furuno FA 150 AIS  USCG Subchapter L  DP References 2-CNAV Offshore Supply DGPS, 1- RADius Boat/Subchapter T: 1000, 1-Fanbeam Small Passenger Vessel, flammable, COMUNICATIONS: combustible material  Northern Airborne on deck. Technology S-1210  Pollution Certificate: EPIRB USCG, SOPEP & IOPP  Icom IC-M710 SSB

American Ship Review 2010-2011


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INDEPENDENCE Eric Stocklin photos

Fall foliage and coastal cruising by Peter Meredith

ar from the glitz of oceangoing cruise ships with their casinos, hot tubs, climbing walls and throngs of passengers spilling into overcrowded ports is a quieter world of smallship cruising, with short hops from one coastal town to the next, breakfast on the verandah and cocktails with the captain with the entire passenger list present. That’s American Cruise Lines’ market and that’s what it’s aiming at with Independence, a new 223-foot U.S.-flag cruise ship with an overnight passenger capacity of just 104. “People like the intimacy,” said Charles A. Robertson, president of American Cruise Lines and chairman of Chesapeake Shipbuilding, the yard that built the vessel. “Most of our passengers would not go on a large cruise ship — or if they’ve been on one, they won’t go again.” Chesapeake Shipbuilding, based in

F

Salisbury, Md., has been building for American Cruise Lines for 30 years. Its latest vessel, built to its own design, reflects improvements based on that experience. Some go to vessel operations. Independence now has a 250-hp stern thruster as well as a larger 350-hp bow thruster, and machinery spaces that had been scattered on earlier ships have been concentrated in a forward machinery room with ample space for storage, maintenance and spare parts. Other refinements affect passenger comfort. A set of Rolls-Royce Aquarius 50 active wing stabilizers make offshore hauls less subject to swells in areas such as the Gulf of Maine or Long Island Sound. And the verandahs have been widened to accommodate more furniture. “All the staterooms on the

second deck have private verandahs, which makes the vessel look better, too, in my opinion,” said Robertson, who captained the vessel for the first couple of weeks. At 50 feet, the vessel’s beam is slightly larger than on previous vessels. And the main deck has a slight hip just above the waterline to bring the boat in better against floating docks. Independence is powered by twin Caterpillar C-32 diesels rated at 1,421 hp each driving five-blade NiBrAl propellers. There are three Caterpillar 250-

Left, Independence in Baltimore’s Inner Harbor before taking on its first passengers (this photograph was taken from the top of the World Trade Center). Above, a sixhole putting green on the sun deck gives new meaning to the phrase “water hazard.” 24

American Ship Review 2010-2011


kW gensets. A Cummins Onan 100-kW emergency generator on the top deck meets the requirement for a final source of power. With the addition of the stern thruster and the increase to the size of the bow thruster, Independence now has a paralleling switchboard. Pilothouse controls are by Caterpillar Electronics, with two wing stations. The electronics suite, which was installed by L&L Electronics of Branford, Conn., was designed for near-shore cruising and

includes two Simrad NSE12 GPS chartplotters. All 60 alarms on the boat are led to a single panel on the bridge. For American Cruise Lines, which is based in Guilford, Conn., speed is not important. A typical cruise on the Hudson, down the Chesapeake or along the New England coast involves very short runs; vessels often arrive in port about lunchtime. So while Independence’s maximum speed is 14 knots, its typical cruising speed is 11 knots. On a visit to the shipyard the week

Above, Dennis Murphy (right) of Multimarine discusses a detail of the chiller system at Chesapeake Shipbuilding in Salisbury, Md. The Baltimore company has a long association with the yard. Left, engine room detail.

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American Ship Review 2010-2011

25


before the boat left for Baltimore for its first, unofficial cruise in June, the vessel’s appeal to passengers was apparent. All of the cruise line’s boats have the dining room aft (“You know they’re all in the same family,” said Tony Severn, Chesapeake Shipbuilding’s long-time president); on Independence, the dining room occupies the entire after portion of the main deck, with no table far from the huge picture windows. Beyond the dining room, at the transom, is a boarding platform that can serve as a comfortable point for passengers to embark and disembark. The cruise ship carries a 37-foot tender, also designed by the yard, that can take passengers up to the beach on barrier islands or over to the docks in small harbors such as Castine, Maine.

OWNER: American Cruise Lines,

Guilford, CT DIMENSIONS: L: 223’ B: 50’ D: 7’6” DESIGNER/ Chesapeake Shipbuilding, BUILDER: Salisbury, MD MISSION:

Coastal cruising

PASSENGER CAPACITY: 104 overnight

SPECIFICATIONS

INDEPENDENCE

CREW SIZE: 8 with (2) wing stations  (2) Furuno 1945 radars PERFORMANCE:  (2) Simrad NSE12 GPS  14 knots (max.), 11 chartplotters knots (normal cruising  (2) Icom M604 DSC range) VHFs  Fuel consumption  JRC JLR-20 GPS comunderway: approx. 110 pass gph  Furuno FA150 AIS PROPULSION:  Electronics installation:  (2) Caterpillar C-32s at L&L Electronics, 1,421 hp each Branford, CT  (2) AQ17 stainless ADDITIONAL steel shafts, 4.5” dia. INFORMATION:  (2) five-blade NiBrAl  Rolls-Royce Aquarius propellers 50 stabilizers  Thrustmaster 42TT350  Kobelt electric-hydraulic bow thruster, 350 hp steering  Thrustmaster 36TT250 stern thruster, 250 hp  (2) Coastal Marine windlasses GENERATORS:  (2) Solar-Ray 800 10”  (3) Caterpillar 250 kW searchlights  Cummins Onan DSGAA  100-ton Multimarine 100-kW emergency AC/heating system genset  32-passenger launch, Chesapeake CAPACITIES: Shipbuilding  Fuel: 29,800 gallons  Coral Sea watermaker,  Water: 18,600 gallons 3,600 gpd  Sewage: 13,000 gallons (Evac vacuum toi-  Joinery system: Custom Ship Interiors, lets, ORCA IIA plant) Solomons, MD NAVIGATION/ CERTIFICATION: COMMUNICATIONS:  USCG Subchapter K  Caterpillar Electronics HULL:  Steel monohull

pilothouse controls

26

A large passenger lounge with sofas occupies most of the forward space on the lounge deck. There are two smaller lounges, including a library on the Carolina deck, and a passenger elevator links all four decks. Chesapeake Shipbuilding prides itself on building a quiet boat, and Independence has several features to control vibration. They include two inches of concrete under the dining room floor and suspending the exhaust system on springs. Almost all staterooms are double, although American Cruise Lines did add a few more single cabins than on previous boats. They have a hotel-like feel, with key-card access, a sofa and workspace. And the company knows what’s important to its audience, which includes older passengers: “We build and tile the bathrooms so you don’t step up into them,” said Robertson. American Cruise Lines and Chesapeake Shipbuilding have some common ownership but are separate companies. Although the shipyard has built other cruise ships for its sister company and does some maintenance and repair work on them — American Eagle, for example, was in the yard before the season started this year — its business is diversified, thanks in part to a six-vessel contract for tugboats for Vane Brothers of Baltimore. The yard has also built small ferries and other vessels. In many ways, Salisbury is an unusual place for what is now Maryland’s only new-ship yard. A city of just 23,000, it lies east of the Chesapeake Bay, far from the state’s industrial areas. The city’s access to the bay is the narrow, winding Wicomico River, which makes delivering boats an adventure. In an uncertain economy, the yard has been a boon to the local area. In midsummer, employment was about 80, with 25 to 30 subcontractors on any given day. The shipyard has put up three new buildings in the last three years, and this year it won a $519,098 award under the Maritime Administration’s Small Shipyards Grant Program to install air and gas distribution systems, heaters and large doors on its two new fabrication shops, which it intends to do

Inside the pilothouse. Maneuverability has been increased over past American Cruise Lines vessels; as well as a larger bow thruster, Independence also has a stern thruster. Caterpillar Electronics supplied the pilothouse controls.

before winter (last year’s winter was unusually brutal for Maryland). The buildings can handle complete tugboats or hull sections of cruise ships (another cruise ship, a stern paddlewheeler, is currently under construction). Last year Chesapeake Shipbuilding bought three acres of adjacent property and it is seeking bulkheading permits for another outfitting basin. It currently has two. The yard has no travelift or synchrolift, but it is exploring adding a 600-ton lift for repair work. American Cruise Lines is expanding too. The company bought the 230-foot Queen of the West when Majestic America Line went out of business last year, increased the size of some of the staterooms and started runs as a 120-passenger cruise ship on the Western rivers in August. “We’d planned to go to the West Coast anyway; this just advances it by a year,” said Robertson. American Cruise Lines is one of a tiny number of companies that specialize in small-ship cruising under the U.S. flag, and Majestic America is not the only rival to have a bumpy ride: Seattle-based Cruise West ceased operations in September. On the East Coast and inland waterways, American Cruise Lines shares some of its destinations with Blount Small Ships Adventures; it’s an indication of how small this market segment is that Robertson once worked briefly for Luther Blount, who founded Blount Boats, of Warren, R.I. “I think small-ship cruising is the way cruising is going,” said Nancy Blount, that company’s president, reflecting on the appeal of small ships. “People are interested in getting to • places that nobody else can get to.” American Ship Review 2010-2011


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Left, Mate Russell Karvas updates the log book while Capt. Randy Penland lands the 400passenger ferry at the end of its 1.75-mile trip. Capt. Penland is also shown in photo at right.

B U R R A R D PA C I F I C B R E E Z E

Updating a favorite ferry Story and photos by Alan Haig-Brown

n the contentious and often politicized world of ferry design, it is rare to find a boat whose passengers are consistently pleased with the service. It is doubtful if anyone will match the record of the Vancouver SeaBus where, after 30 years of successful service, a new vessel has been added to the fleet that is built to the same basic concept and design as the two originals. Commissioned in 1977, Burrard Beaver and Burrard Otter run backwards and forwards across Vancouver Harbourâ&#x20AC;&#x2122;s Burrard Inlet. The 1.75mile trip takes 10 to 12 minutes. At each end, as many as 400 passengers stream ashore from one side of the vessel while another 400 board from the opposite side in a process that takes just three minutes. A series of six ramps to port and starboard, with wide sliding doors,

I

The new SeaBus looks like its 33-yearold predecessors but the hulls were redesigned for lower wake and better fuel efficiency. Each of the boatâ&#x20AC;&#x2122;s four MTU Series 60 diesels drives an HRP 3000 azimuthing z-drive.

28

make this rapid turnaround possible. A crewmember operates the terminal ramps from a control boom that extends from the pier and aligns with an open port in a crew space on the main deck level. Once the ramps are lowered on the offload side of the vessel, the crewmember

opens the passenger doors. With all passengers offloaded, ramps go down and the doors open to board passengers on the opposite side of the vessel. The catamaranstyle, all-aluminum ferries fit neatly into the piers and connect with nearby public transit systems on both sides of the inlet. The new Burrard Pacific Breeze, at 112 feet by 41 feet over all, is virtually the same size as the earlier vessels, so it fits the same docks. But it incorporates a lot of updated features. Like the originals, the new boat is powered by an engine in each of the four corners of the hulls, but the new Tier-2 MTU Series 60 diesels producing 400 hp each are slightly more powerful than the two-stroke Detroit Diesel 6V-92s in the original boats. Each of the engines on the new boat drives an HRP 3000 azimuthing z-drive with 41.3-inch by 37.6-inch thrusters. Although itâ&#x20AC;&#x2122;s not obvious to the commuters rushing on and off the SeaBus, the twin aluminum hulls were dramatically redesigned to offer a lower wake and improved fuel con-


sumption. The reduced wake and increased hull efficiency speak well for the design work of Vancouver naval architects at BMT Fleet Technology. Ray Moon, manager of BMT’s Vancouver office, explained that the hull form was a total redesign of the original boats’ and was optimized using computational fluid dynamics and tank tested. Two operators of the vessel expressed satisfaction with the reduced wake, but said that overall,

OWNER: TransLink, Vancouver, BC DIMENSIONS: L: 112’ B: 41’ D: 11’ DESIGNER: BMT Fleet Technology,

Vancouver, BC BUILDER: Victoria Shipyards, Victoria,

BC (accommodation mod ule: ABD Aluminum, North Vancouver, BC) MISSION: Passenger ferry CREW SIZE: 6 HULL:  Aluminum catamaran, aluminum superstructure PERFORMANCE:  Max. speed: 13.5 knots PROPULSION:  (4) Tier-2 MTU Series 60 diesels at 400 hp each  (4) HRP 3000 azimuthing z-drives  (2) Northern Lights auxiliaries  Propulsion supplier: Cullen Diesel Power, Vancouver CAPACITIES/TONNAGE:  Gross tonnage: 430  Passengers: 400  Fuel: 1,172 gallons (Imperial)  Potable water: 55 gallons (U.S.)

SPECIFICATIONS

BURRARD PACIFIC BREEZE

410 735 8212

BURRARD

HEAVY DUTY

DECK MACHINERY Burrard Model HJDB double drum towing winch supplied to Foss Maritime, Seattle, for The Marshall Foss

 Non-potable water: 55 gallons (U.S.) NAVIGATION/ COMMUNICATIONS:  Electronics: Maritime Services Ltd., Vancouver  Furuno radar and echo sounder, satellite compass, AIS and GPS  Voyage data recorder: Radio Holland ADDITIONAL INFORMATION:  Anchor windlass: Burrard Iron Works, Vancouver  Evacuation slides: DBC Marine Safety Systems, Richmond, BC  Deck and floor covering: Raeco (Western), Burnaby, BC

American Ship Review 2010-2011

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29


SeaBus was C$25.5 million, of which the Canadian government contributed up to C$5 million through the Federal Gas Tax Fund, and the province of British Columbia an additional C$5 million through the Provincial Transit Plan. TransLink funded the rest. The construction of the passenger block and connecting structure was carried out at ABD Aluminum in North Vancouver. It was then transferred by barge across the Gulf of Georgia to Victoria, B.C., where it was mated with the hulls that had been

Above, the key to disembarking passengers from the SeaBus and taking on the next load of commuters is a series of six ramps with wide sliding doors on each side of the vessel. Seats in the passenger area (right) are now cushioned.

the boat had a “heavier” feeling than the earlier boats, which they described as “hot rods” in comparison. In fact, the new vessel is marginally lighter, so the slower response may result from different and slower settings in the turn rate of the azimuthing drives, or perhaps from the addition of bulbous bows on all four corners of the hull. The operators are delighted with the dramatic improvement in the pilothouse size and layout. The much larger space allows for separate fore and aft control stations. The wheelhouses of the older vessels are designed almost like aircraft cockpits; they have a single pilot chair with the joysticks mounted on the arms (to reverse directions, the operator simply reverses the chair). On Burrard Pacific Breeze, the operator walks a few feet to the alternate control console and pushes a button to take control at that location. Access to the wheelhouse on the new boat is by a set of stairs as opposed to the ladder access on the original two vessels. The passenger accommodation area 30

has also been stretched a little while keeping to the overall envelope of the earlier boats. Seats are upgraded from molded plastic to cushioned. Passengers range from regular commuters to tourists getting an inexpensive harbor tour or going over to take advantage of the restaurants and shops at the North Shore terminus, but unfortunately for camera-carrying tourists, the expansion of the accommodation area’s inside dimensions has reduced a small deck space that is located fore and aft on the older boats and allowed for regular cleaning of the windows through which Vancouver’s skyline could be photographed. Neither the old nor the new ferries have any outside decks for passengers. All of the heating, ventilation and air conditioning systems are located in a half-deck under the wheelhouse and above the passenger area. This gives the wheelhouse an increased height relative to the original boats, which the operators like as they can now see over the top of the roofs on the terminals for better visibility on departure. The project cost of the new

fabricated at Victoria Shipyards. The hulls each have four watertight doors dividing them into five separate compartments. The two end compartments contain the drive units. The main engines are in separate compartments next to that and a larger central compartment in each hull contains a Northern Lights generator set and switching panels. As with the earlier boats, Burrard Pacific Breeze is capable of maintaining its schedule with only three of the four main engines. On completion, the vessel was outfitted in Victoria prior to traveling on its own power back across the Gulf of Georgia to enter service in Vancouver Harbour. With a gray and yellow paint job that matches Metro Vancouver’s SkyTrain and buses, the new ferry has quickly become an integral component of the area’s public • transportation system. American Ship Review 2010-2011


THREE FORTY THREE Dom Yanchunas

New York City gets world-class fireboat ine years after the 9/11 terrorist attacks, New York’s Bravest have a world-class fireboat that pays tribute to fallen comrades and ensures a more robust response to the city’s emergencies. The Fire Department of New York took delivery of its much-anticipated vessel Three Forty Three this spring.

N

Constructed at Eastern Shipbuilding Group’s yard in Panama City, Fla., Three Forty Three boasts the greatest water pumping capacity of any fireboat in the world and is the largest fireboat in North America. Three Forty Three, which cost $27 million, is the first of two identical vessels that will replace the department’s

Dom Yanchunas

Three Forty Three’s main bow monitor (left) can shoot 17,000 gallons a minute across a distance longer than two football fields. With all pumps engaged, maximum delivery is 50,000 gallons of water a minute.

Courtesy Eastern Shipbuilding Group

by Dom Yanchunas

pair of aging, slow, low-tech fireboats. The name of the boat represents the number of New York firefighters who lost their lives in the 2001 World Trade Center attacks; its sister vessel has the more prosaic name Fire Fighter II. The boats are successors to the American Ship Review 2010-2011


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city’s John D. McKean and Fire Fighter, which have seen more than a half-century of service. Each of the new vessels can pump 50,000 gallons of water per minute. Top speed is 17.4 knots fully loaded, and the boats contain an encapsulated zone with an air filtration system that protects the crew from chemical, biological, radiological and nuclear agents, or CBRN. James Dalton, the fire department’s chief of marine operations, said innovations over the previous boats will improve his crews’ response to emergencies ranging from waterfront infernos and mass-casualty ship accidents to hazardous-material leaks and terrorist attacks. “We’re just about doubling our speed, and we’re more than doubling our pumping power,” Dalton said. “And there’s the CBRN protection system for the crew.” Three Forty Three’s largest firefighting weapon is the main bow monitor. Up against a fire in the harbor or in a shoreline structure, the leviathan can shoot water at a rate of 17,000 gallons per minute. It blasts the water a distance longer than two football fields. Eleven smaller monitors pump 2,600 to 5,300 gallons per minute each. “The most remarkable thing about this boat is the pumping capacity,” said Justin Smith, project manager at Eastern Shipbuilding. “She pumps 50,000 gallons per minute, and the average city fire engine pumps 1,000 gallons per minute, so she’s like the

THREE FORTY THREE OWNER: Fire Department of

New York DIMENSIONS: L: 140’ B: 36’ D: 16’ DRAFT: 9’ (maximum) DESIGNER: Robert Allan Ltd.,

Vancouver, BC BUILDER: Eastern Shipbuilding

Group, Panama City, FL

SPECIFICATIONS

MARITIME PROFESSIONAL TRAINING

Pilot Charles Stauder operates the helm and joystick system on the fireboat’s console. Power comes from four MTU 12V 4000 diesels rated at 2,240 bhp at 2,000 rpm. If necessary, all four can operate as pump engines.

MISSION: Firefighting CREW SIZE: 7 HULL:  Semi-displacement; steel PERFORMANCE:  Speed: 17.4 kts (max) PROPULSION:  4) MTU 12V 4000 M70s rated at 2,240 bhp at 2,000 rpm  (4) Hundested CP propellers, 5.8’ diameter  Hundested CPG(H) 120(L) speed-reducing gearboxes  Wesmar Vortex V2-26 tunnel-type bow thruster GENERATORS:  Fuel: 9,350 gallons  Potable water: 1,050 gallons  Firefighting foam: 3,300 gallons

COMUNICATIONS:  Icom VHFs  Motorola UHFs, 800 MHz  MDR810 mobile data terminals  Furuno FM 8800S  Raytheon ACU 1000 interoperable radio  Fleet Broadband SatCom FIREFIGHTING:  Fire-Fighting Systems (FFS) of Norway pumps, water-foam monitors, water-only monitors  Total monitor capacity: 50,000 gallons per minute

ADDITIONAL INFORMATION:  SAFE Boats International fast resSYSTEMS: cue boat  CBRN designed by  Water-level rescue platNAVSEA and FDNY hazform ardous materials group  Crane with telescoping  CBRN filter/fan room ladder  CBRN air lock chamber  Hydrant outlets  Fire equipment room NAVIGATION:  Furuno NavNet radars,  Decontamination shower/HazMat assesschart displays and ment space chartplotter  Triage room  DGPS  AIS CERTIFICATIONS:  Satellite and magnetic  ABS Maltese Cross A1 compass  HSC Crewboat  Water depth/temp sen-  ABS Maltese Cross sors AMS  Weather station  ABS Maltese Cross DPS-2

American Ship Review 2010-2011


equivalent of 50 city fire engines.” Each of the monitors can operate independently, and they can do more than just douse a blaze. “They’re also for self-protection,” Dalton said. “We can turn those around and point them at ourselves and create a water curtain against radiant heat.” The maximum draft of Three Forty Three is nine feet. Because the firefighters would like access to shallow, otherwise non-navigable areas of the city’s waterways, the designers opted for four smaller screws rather than one or two large ones. They are powered by four MTU engines producing 2,240 bhp each. Each engine can do two jobs, depending on the crew’s needs at the moment. “We used four propellers because of the water draft limitations, and all engines can participate in getting to the scene of the fire as soon as possible,” said Ken Harford, principal-incharge at Robert Allan Ltd., the vessel’s designer. “Once on the scene, two engines would participate in the station-keeping role, and two engines can operate as pump engines. And all four engines can operate as pump engines.” The Hundested variable-pitch propellers contribute to the stoutness and maneuverability of the vessel. Three Forty Three features a semi-displacement hull form and Wesmar tunneltype bow thruster. “This boat, with 8,000 hp, would probably out-pull any other tugs you have in New York Harbor, and that’s because of the controllablepitch propeller system,” Harford said. “In a firefighting situation, you need that bollard pull capability for your station-keeping.” According to engineers at both Robert Allan and Eastern Shipbuilding, one of the most difficult aspects of the project was designing the protected zone aboard the vessel. “The high-efficiency particulate-arresting filters and pressurizing the citadel of the interior space were a little more challenging and something we hadn’t seen before,” said Derek Noon, project manager American Ship Review 2010-2011

with Robert Allan. The CBRN filtration system protects the crew from toxic agents from spills, leaks or weapons. There is a space to assess hazardous materials and a decontamination shower. The firefighters can operate in a protected, pressurized area with an air supply that is forced through charcoal and particulate filters. “It’s fairly novel. It’s like a large air-

filtration system,” Smith said. “The shipyard’s role is to keep all areas as tight as possible. ... It’s linked into the shipboard monitoring system to make sure pressure is maintained, and it makes the crew aware if the filters are getting clogged and if it’s time to change the filters.” The boat also has an advanced network of communications systems, including a full command center in the

35


I N D E X TO A DV E R T I S E R S Page 59 48 29 34 33 c3 51 31 50 40 46 8 19 36 63 55 57 11 9 2 25 41 42 c4 57 57 39 10 40 55 20,21 34 46

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American Ship Review 2010-2011


captain’s quarters. “Integrating all the systems was probably the hardest thing,” Smith said. “Getting everything so that it communicates with everything else was probably the biggest challenge.” The unique integration allows the officers on the bridge to see and hear everything they need to develop a comprehensive picture of the operating environment and to make rapid decisions. The bridge offers a 360-degree view of the boat’s surroundings. “The boat has internal communications, and there are cameras, and they have night-vision and thermal imaging equipment so they can see all the hot spots,” Harford said. The Raytheon ACU 1000 interoperable radio “can patch any form of communication to any other form of communication, like cell-phone-to-radio. It allows you to mix and match.” After experimenting with various bow designs, Robert Allan deter-

mined the optimal freeboard to be 12 feet, six inches. “The FDNY needs freeboard on the bow of eight feet for boarding the Staten Island Ferry,” Noon said. “But that created a very wet foredeck. So the foredeck area now has a ballast tank. We use one of the fire pumps to rapidly fill up the ballast tank, and it lowers about four feet.” Like so many other features on the fireboat, the deck-mounted crane has multiple functions. “The crane is used as a crane, and it’s also used as high-level lighting, and you can also use it for firefighter transfers or to bring a patient down from a ship,” Noon said. The crane extends to 50 feet above water level. Three Forty Three has a customdesigned 17-foot SAFE Boats International fast rescue boat mounted on its stern. The small boat can be used for rapid-deployment waterborne responses and also for sailing up inlets that are too shallow for the fireboat.

Three Forty Three is dedicated to the lives of the 343 firefighters who lost their lives in the 9/11 disaster. The name boards on the hull were fabricated out of steel salvaged from the World Trade Center site, and staff in the fire department’s own workshop at the Brooklyn Navy Yard cut each set of 15 letters themselves. The vessel’s homeport will be Pier 53 on the West Side of Manhattan. Many of those involved in the project expressed satisfaction with the symbolism of seeing the new boats enter service. “It has been one of the most moving experiences of my life. I used to be a volunteer fireman in Maine. My whole family felt a special connection to this boat,” said Eastern Shipbuilding’s Smith. “To see what they are coming off from and what they’re going onto now — the possibilities of what they’re going to be able to do with this new equipment — it just • floors you.”

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37


constraints, and it wound up leasing the 50-car ferry Steilacoom II from Pierce County to fill in. The boatbuilding drought is finally over with the introduction of Chetzemoka, a 64-car, 750-passenger ferry. However, the changeover has not been smooth: WSF postponed the ferry’s inaugural run, scheduled for late August, when concerns developed during testing over excessive vibration in the drive train, including the main engine, couplings, shafting, reduction gears and propellers. Chetzemoka will be joined by a sister ship next year. The vessel’s name honors a S’Klallam chief who befriended 19th-century settlers on the Olympic Peninsula. The ferries’ class name, Kwa-di Tabil (“little boat” in the Quileute language), was suggested by students at a Port Townsend middle school. The design and construction of state-owned vessels in Washington state takes place under much more restrictive conditions than in most

OWNER/ Washington State OPERATOR: Ferries DIMENSIONS: L: 273’8” B: 64’ D: 11’ Photos courtesy Washington State Ferries

CHETZEMOKA

by Larry Pearson

T 38

Group, Seattle BUILDER: Todd Pacific Shipyards,

Seattle (prime) MISSION: Auto/passenger ferry CREW SIZE: 5 HULL:  Steel monohull, aluminum superstructure PERFORMANCE:  Speed: 16 knots (cruise speed 13 knots)

WSF hits fast-forward for new ferry program he design and build time for the first vessel in a new ferry program is often three years or more. Blueprints, construction, fitting out, sea trials and delivery are a laborious and time-consuming process. This posed a huge challenge to the Washington State Ferries (WSF), which

6” (max.) DESIGNER: Elliott Bay Design

needed to quickly replace ferries on the Port Townsend-Keystone route. The need arose because of the decision to pull the system’s 80-yearold Steel Electric-class ferries from the route in 2007 because of corrosion. But the state had not added a new ferry since 1999 thanks to budget

SPECIFICATIONS

CHETZEMOKA

CAPACITIES:  Passengers: 750  Autos: 64  Potable water: 3,000 gallons  Fuel: 20,750 gallons PROPULSION:  (2) EMD 12-710 diesels rated at 3,000 hp at 900 rpm  (2) Reintjes WAF 3445K reduction gearboxes (supplier: Karl Senner)  (2) Rolls-Royce 90-inch, five-blade stainlesssteel propellers

 (2) High-lift flap rudders GENERATORS:  MTU Series 60, 300 kW  Emergency: MTU Series 60, 350 kW NAVIGATION/ COMMUNICATIONS:  (2) Anschütz Standard 20 gyrocompass  (2) Furuno SC-110 satellite compass  Furuno GPS  (2) Furuno FR-2127 navigational radar  2) Furuno FMD1832 repeater radar display ADDITIONAL INFORMATION:  Seats: Beurteaux  Certification: USCG Subchapter H

American Ship Review 2010-2011


states: by law, in-state firms must do the design and construction. While this is designed to bolster employment in the stateâ&#x20AC;&#x2122;s shipbuilding sector, it comes with a penalty, since Gulf Coast shipbuilders have historically built ferries similar to those used by WSF at far less cost. The original contract award for Chetzemoka was $65.5 million; the contract for Island Home, a 254-foot ferry built by VT Halter Marine in 2007 for

Left, the No. 1 end propeller, a RollsRoyce 90-inch-diameter design made of stainless steel. Above, shipyard workers paint Chetzemokaâ&#x20AC;&#x2122;s hull in dry dock.

American Ship Review 2010-2011

the Steamship Authority in Massachusetts, was for $32 million. Even with the restrictions it faced, WSF was determined to use every way possible to fast-track the new ferries. Three main strategies cut at least a year off delivery time: using an existing design, modifying the mid-

39


In February 2008, WSF captains and engineers rode Island Home and confirmed that the vessel, with modifications, could serve the Port Townsend-Keystone route. The design modifications to the ferry were done by EBDG per Washington state law. The major modification was the addition of a 20-foot

section and using engines originally ordered for another project. Chetzemoka, a classic double-ender, is based on Island Home, which Seattle-based Elliott Bay Design Group (EBDG) designed several years ago for the run between Martha’s Vineyard and Woods Hole. At least on paper, the vessel seemed to meet the service needs of the WSF route.

midbody section to increase capacity on the car deck from 57 to 64 autos (Island Home also has a hydraulic ramp system to pack in more cars, which WSF elected not to include). Other changes included modifying the bow to the standard WSF “pickle fork” configuration, which mates with the docks at both ports and gives the

Left, a shipfitter apprentice at Todd Pacific Shipyards grinds steel edge in the early days of construction. Right, installing windows on the passenger deck.

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American Ship Review 2010-2011


operator a better line of sight. The bow thruster was removed and the heating and cooling system capacity reduced. The carbon fiber shafts between the engines and gearboxes were replaced with standard steel shafts. A major change was the reduction of the passenger areas from 1,200 to 650-750 people, which saves crewing costs while still meeting the service demands of the route. Guido Perla & Associates of Seattle did design engineering on the ferry. WSF also compressed the time line by using new engines it had warehoused for another project. The time line from order to delivery has reached 18 to 20 months for some marine engines, but the ones for Chetzemoka and its sister vessel were ready for installation. A shared shipbuilding arrangement was devised for this project, also to save time. Todd Pacific Shipyards of Seattle built the hull in steel and Nichols Brothers Boat Builders of

American Ship Review 2010-2011

Freeland, Wash., constructed the aluminum pilothouses and passenger compartments. Everett Shipyard on the mainland did the final outfitting, dock and sea trials, and Jesse Engineering of Tacoma, Wash., built the steering gear. Chetzemoka is 273 feet 8 inches long with a 64-foot beam. Minimum draft is 9 feet; maximum is 11 feet 6 inches. The design is a classic roll-on/roll-off with engine rooms at opposite ends of the hull and twin pilothouses at opposite ends of the bridge deck. Main engines are a pair of EMD 12-710 diesels rated at 3,000 hp each at 900 rpm. These, along with an identical pair, were in storage at WSF; the second pair will be used on the second ferry of the series. Also on hand at WSF were two pairs of MTU Series 60 engines, one rated at 300 kW and one at 350 kW. These are being put to use as generators on the first two ferries. Each main engine powers a

Reintjes WAF 3445K gear, each with a 3.036:1 reduction and internal shaft brakes, spinning a 90-inch RollsRoyce stainless-steel propeller. Rudders on each end of the vessel are of the high-lift flap type. The gears were supplied by Karl Senner, of Kenner, La., which will also be supplying the Reintjes gears and Berg CPP systems on the next two boats. The contract for this ferry was awarded to Todd Pacific in December 2008 for $65.5 million. WSF has a budget of $211.6 million for a total of three 64-car ferries through 2013; final cost for Chetzemoka will be $76.5 million. In October 2009, the legislature awarded a contract for $141.1 million to Todd for the second and third ferries, to be named Salish and Kennewick; Todd and its partners indicated they could build a fourth 64-car ferry for $50 million. The second ferry is scheduled for completion next spring and the third in the winter of 2012. Another ferry building program for

41


With the Seattle skyscape in the background, Chetzemoka leaves Todd’s yard April 3rd for Everett Shipyard for final outfitting, including insulation, crew and passenger accommodations, galleys, flooring and safety equipment.

Washington state is awaiting funding by the legislature. Earlier this year, WSF signed an agreement with Todd to begin detailed design drawings for a series of 144-car ferries. Todd commissioned Guido Perla to do the drawings, which should be finished by June 2011.

The legislature originally approved funding for the 144-car ferries in 2003, and $62.1 million has been spent, including $47.8 million for long lead-time items such as engines. However, those engines were snapped up for use in Chetzemoka and its sister vessel.

Any way you look at it, WSF needs to move ahead to replace its aging fleet. Nine of its 20 vessels are between 40 and 65 years old and must be replaced in the next 20 years. WSF is the largest ferry system in the United States and the third largest in the world, transporting more than 24 million passengers annually. Meanwhile, Washington’s in-state restrictions are in question after a review conducted by the Passenger Vessel Association at the request of Gov. Chris Gregoire reported in September that the state should bid new ferry construction nationwide. “The panel believes that WSF is paying a high price for requiring instate construction,” the report said. •

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American Ship Review 2010-2011


C A K E WA L K Photos courtesy Derecktor Shipyards

American-built, American-owned yacht is a throwback to the days of J.P. Morgan by Peter Meredith

his spring, in the echoing halls of a fabrication building at Derecktor Shipyards in Bridgeport, Conn., sat a massive, golden teak rail with a perfect curve. It was the cap rail for Cakewalk, the longest motor yacht built in the United States since the 1930s. Cakewalk, 281 feet long and 2,998 gross tons, was launched August 8. The champagne christening in Bridgeport harbor marked a step forward in Derecktor’s two-year battle to emerge from bankruptcy court. On the water, the boat makes quite a statement. From top deck to tank deck, it is packed with luxurious features, the culmination of the American owner’s experience with previous megayachts (Cakewalk is the fifth vessel to bear the name). Perhaps the most striking feature is a tender bay on the lower deck just aft of the engine

T

American Ship Review 2010-2011

room. Forty feet long and 10 feet high, it extends 47 feet from side to side and houses three boats, including a 36.7-foot, 50-knot Vikal custom limo from Tim Heywood, the principal designer for the entire project. Elizabeth Dalton of Dalton Designs was the interior designer. “It’s the biggest tender garage I have ever seen,” said Hugo van Wieringen of Azure Naval Architects, which provided the naval architecture for the yacht’s 17knot displacement hull. Bill Zinser, the captain and project manager, whose collaboration with the

owner goes back through four boats and 15 years, says the tender bay presented a technical challenge: how to maintain the boat’s structural integrity to pass muster with Lloyd’s. “It’s a monster,” Zinser said. “We had to double up the longitudinals Cakewalk (shown above shortly after the vessel’s launch in Bridgeport harbor) features Steen windlasses (below left) and a huge expanse of teak, purchased from Asia and worked at Derecktor’s Mamaroneck, N.Y., shipyard. The curves are a signature feature of Tim Heywood, the principal designer.


Cakewalk’s American owner brought the vessel concept out to bid at the Monaco Yacht Show in 2005 and approached yards in Europe as well as the United States before settling on Derecktor, whose Florida yard had handled a refit on a previous yacht. Tim Heywood (right) was signed up as the principal designer. Above, Derecktor craftsmen in both Bridgeport and Mamaroneck worked on the vessel. 44

— all decks are accessible by elevator. For that upstairs/downstairs feeling, there’s separate crew-only access to the upper decks. Cakewalk’s range is 5,000 nautical miles at a cruising speed of 15 knots. The yacht’s power comes from two MTU 16V 4000 M71 diesels rated at 3,306 hp each at 2,000 rpm driving fiveblade Rolls-Royce single-pitch propellers via ZF7666 gears. A Jastram 400-kW bow thruster offers maneuverability and four Quantum Zero Speed stabilizers make life at sea more comfortable. The yacht will fly the Cayman Islands flag. The navigation and communications suite is designed with long ocean transits in mind and includes Raytheon DGPS and a Transas charting system plotter. One unusual feature of the bridge is a carved wooden pew-like passenger bench directly behind the captain’s station. The owner’s deck, naturally, has a full-beam master’s suite, and there are six guest cabins on the main deck. But this is a comfortable boat for the crew of 24 as well: There are 15 crew cabins on the lower deck plus a captain’s suite on the bridge deck and a staff cabin on the main deck, with joinery by U.S. Joiner. A quick visit to the second engineer’s cabin showed comfortable space and a porthole. And while the owners get hisand-her gyms (the emphasis is on machines in his and on mat work and yoga in hers), crewmembers get a gym of their own. Building a ves-

CAKEWALK OWNER: Private DIMENSIONS: L: 281’ B: 46’11” DRAFT: 13’1” GROSS TONNAGE: 2,998 DESIGNERS: Azure Naval Architects,

Netherlands; BMT Nigel Gee and Assocs., U.K./Gibbs & Cox, New York, NY (engineering); Tim Heywood Designs, U.K. (exterior); Dalton Designs, North Palm Beach, FL (interior) BUILDER: Derecktor Shipyards, Bridgeport, CT MISSION: Private Yacht CREW SIZE: 24 HULL:  Steel monohull, aluminum superstructure PERFORMANCE:  17 knots (max.), 15 knots (cruise speed)  Range: 5,000 nm at 15 knots PROPULSION:  (2) MTU 16V 4000 M71 rated at 3,306 hp each at 2,000 rpm  (2) ZF7666 gears  Jastram 400-kW bow thruster  (2) 5-blade Rolls-Royce single-pitch propellers  (4) Quantum Zero Speed stabilizers GENERATORS:  (2) MTU 12V 2000 M40B, 660 kW  (2) MTU S60 550 Series, 350 kW  (1) MTU S60 400 Series, 275 kW CAPACITIES:  Fuel oil: 97,000 gallons SYSTEMS:  Fuel centrifuge: Alfa Laval  HVAC: Heinen & Hopman  (2) HEM Simplex 80 series watermakers, 8,421 gpd  McKay electrical design, distribution and monitoring systems  Fire detection: Tyco Fire & Security/ SimplexGrinnell  Fire suppression Marioff Hi-Fog  Frankentek security system  A-N-T A/V system, Crestron Controls NAVIGATION:  Furuno AIS

SPECIFICATIONS

under the deck. The bulwark on top of the tender bay door is … made out of one-inch-thick rolled steel to create a long strongback that comes down from the curve of the hull all the way down to the aft deck.” Appearance is everything on a luxury yacht, and Heywood’s trademark curves are evident from the sun deck down, with an aluminum snail shell motif that was fabricated by craftsmen at Derecktor’s yard in Mamaroneck, N.Y. — the same yard that put together the cap rail. Dominating the interior is a spiral staircase with gilded ironwork and cherry paneling that sweeps from deck to deck, although there’s really no need to walk

 Raytheon DGPS  Raytheon Anschütz autopilot/gyrocompass  Kahlenberg air horn  Transas charting system plotter  Furuno sounders and sonar  C-Plath Navinot III speed log  Raytheon S and X band radars  B&G speed/depth/wind meters  JRC Navtex weather receiver COMMUNICATIONS:  Panasonic KX T7400/T7700 hybrid IP-PBX telephone system  Icom VHF units (including aircraft communications)  NERA Satcom F77  Great Circle Systems computer network ACCOMMODATIONS:  Full-beam masters suite (owner’s deck)  Guest cabins: 6 on main deck  Crew cabins: 15 on lower deck plus captain’s suite (bridge deck) and staff cabin (main deck) ADDITIONAL INFORMATION:  Steen windlasses  (3) tenders in tender bay including 36.7’ Tim Heywood design limo tender, plus zodiac forward on owner’s deck  Noise-reduction package  Joinery: U.S. Joiner CLASSIFICATIONS:  Lloyd’s Maltese Cross 100A1SSC yacht (P) mono G6

American Ship Review 2010-2011


sel such as Cakewalk isn’t easy, says van Wieringen. He came to yachts from commercial shipbuilding; by comparison, he says, “a yacht is very, very complex.” “A yacht has smaller margins for changes than a passenger vessel,” he said. “If you put in a bathroom on a passenger vessel you might have two inches to spare — not on yachts.” Yachts also have special needs such as hydraulic ladders. Cakewalk has three, two side-boarding ladders and a passer rail at the stern. “All those things are technically difficult,” said Zinser. “You have to fit them in, make them look beautiful and still have them functional.” Controlling vibration is especially important. And there are concerns in yacht design that shipbuilders generally don’t have to worry about, such as finding a place for the rescue boat that doesn’t spoil the sightlines, but allows for quick release. The solution aboard Cakewalk: an enclosed space to starboard, forward on the owner’s deck. As for the lifeboats, they too are placed discreetly on the sun deck, three to port and three to starboard, in a position that allows for push-button or hydrostatic release but doesn’t spoil the looks of the boat. And in another departure from commercial shipbuilding practice, the yacht has thick glass windows in the hull and main deck so the crew doesn’t have to mount storm shutters for ocean crossings. It’s Derecktor’s intention to debut Cakewalk at the Fort Lauderdale International Boat Show October 28 through November 1. It will make its appearance in a market so devoid of new orders that yachtbuilders across the country are scrambling for other work instead. In the Gulf, Trinity Yachts and Overing Yacht Designs jumped at the chance to build skimmers for the Deepwater Horizon cleanup, and Trinity signed a contract earlier this year to build two LNG tugs. In Washington state, Westport Shipyard, which laid off cabinet workers earlier this year, is trying to interest customers in patrol boats, and Christensen Shipyards, which has also imposed layoffs, set up a subsidiary last year to build blades for wind turbines. American Ship Review 2010-2011

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Derecktor itself is pursuing other lines of business. In June, it christened a 4,000-ton dry dock that was cut up the middle and widened with the help of nearly $4 million in grants from the federal government and the state of Connecticut. The dry dock is aimed at commercial refitting work, and it was put to work almost immediately handling barges. “With the new dry dock, we can handle things we haven’t handled before,” said Kathy Kennedy, the company’s director of marketing. The company has also told the U.S. Coast Guard it’s interested in building a series of Offshore Patrol Cutters scheduled to be awarded to a shipyard next year. Derecktor consists of three yards, in Bridgeport, Mamaroneck, and Dania Beach, Fla. In June, total employment was about 200 (according to Kennedy, some workers travel between Mamaroneck and Bridgeport as needed).

46

The company has built a variety of boats since it was founded in Mamaroneck in 1947. The much newer Bridgeport yard’s résumé includes ferries, fireboats, tugs and even a lobster boat, and Dania Beach just converted an 85-foot aluminum vessel once used by the U.S. Air Force to retrieve missiles into a patrol boat for the Florida Fish and Wildlife Conservation Commission at a cost of $1.3 million. But according to court records it was yachtbuilding that landed Derecktor in bankruptcy proceedings in June 2008, when it filed for Chapter 11 protection in an attempt to reorganize. That was two years after the contract with Cakewalk’s owners was signed, but the omens were not favorable. The yard still houses the unfinished hull of a $20 million, 150-foot sloop that it was building for Dennis Kozlowski, the Tyco International executive who was sentenced to prison in 2005 for stealing hundreds of millions of dollars from his company.

After that came a dispute with the owners of a $27 million sailing catamaran, and within months the shipyard was forced to seek protection from its creditors. Completing a 281-foot yacht under such conditions is no, well, cakewalk. With an army of lawyers and a bankruptcy judge scrutinizing every move, companies can typically cover their costs and nothing else. The sheer volume of paperwork is overwhelming; by the beginning of September, there were 808 entries on the court docket related to the bankruptcy case. And Chapter 11 brings petty indignities, too: three days before the launch, the creditors’ committee was in court to try to prevent its happening. When Cakewalk makes its appearance in Fort Lauderdale, Derecktor will have achieved something of a miracle. The next question is whether the company can pull off another feat and • make it out of Chapter 11.

American Ship Review 2010-2011


S U P P LY B O AT S Courtesy Abdon Callais Offshore

When current production runs finish, will new orders come in to replace them? by Larry Pearson

American Ship Review 2010-2011

not announced any newbuilds. Bollinger Shipyards is nearing the end of an eight-vessel program for its affiliate, BeeMar LLC. And the BP accident in the Gulf, which led to the moratorium on deepwater drilling, will have negative consequences, the nature of which is not yet fully clear. Finally, recessionary pressures are still with us, eroding market confidence. In spite of the negatives, one company continues to build offshore supply vessels Top, Master Boats built Callais Provider for Abdon Callais Offshore. The DP-1 OSV is 170 feet long with 3,000 square feet of clear deck space. Right, BeeMarâ&#x20AC;&#x2122;s 210-footer Bumble Bee on Bayou Lafourche in Louisiana on the vesselâ&#x20AC;&#x2122;s delivery run.

Larry Pearson

his may come as a surprise, given the hit the economy has taken in the last couple of years, but deliveries of utility and supply boats for 2010 will probably be near 2009 levels of 46 vessels. This is true for a couple of reasons. First, several shipyards are still working on contracts issued more than two years ago for runs of six to 10 vessels each. And the three yards that belong to industry giant Edison Chouest show no sign of slowing down. But things are not all rosy. Hornbeck Offshore Services ordered multiple boats from Atlantic Marine and Leevac Industries, but those contracts are coming to an end and Hornbeck has

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and other workboats in record numbers. Edison Chouest Offshore (ECO), of Galliano, La., built 20 vessels in 2009 — 11 280-foot supply boats (of which six were built in Brazil), three 187-foot fast supply boats, a 348-foot anchor handler, a 300-foot well stimulation vessel and four 110-foot tractor tugs. And with Edison Chouest, boats often emerge from its yards unannounced — the company often builds vessels with national security implications. This year has seen more of the same from ECO. Deliveries so far include the 288-foot Holiday, a huge new anchor handler, no doubt the largest OSV to be built this year. More 280footers are slated before ECO starts on an order for 10 300-foot vessels, a huge icebreaker and who knows what else. ECO’s backlog is currently about two years. “The 280-foot supply boats have become Gulf of Mexico classics and are used all over the world for their

cargo and supply capacities,” said Gary Chouest, the company’s president. “We started building the 280s in 2003 and when we are done in 2010 we will have built 42 of them.” Steel is being cut and fabrication has begun on a new series of 10 300-foot diesel-electric vessels. These are not simply stretches of the 280s; they are newly designed with four Caterpillar 1,700-kW generators providing power to a pair of 2,500-kW electric motors driving twin zdrives and four 1,050-kW thrusters, two at the bow and two aft. Deadweight capacity is 5,300 long tons versus 4,750 long tons for the 280s, and deck cargo capacity increases 10 percent to 11,000 square feet. Other important features include an increase in liquid mud capacity from 13,000 barrels to 16,000 and a huge increase in rig water capacity to 571,000 gallons. Although Hornbeck Offshore Services, of American Ship Review 2010-2011


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Marie Elise is a 269-foot platform supply vessel delivered to Gulf Offshore Logistics this summer by Thoma-Sea Ship Builders in Lockport, La. The DPS-2 vessel is certified for 100 passengers and has 8,624 square feet of clear deck space.

Larry Pearson

Covington, La., has not ordered any additional vessels for the past couple of years, it has taken a significant number of deliveries in that time, including a pair of 400-foot supply boats converted from former sulfur carriers and a 421-foot inspection maintenance and repair (IMR) vessel, HOS Iron Horse, the second IMR vessel Hornbeck has had built in Holland, at IHC Merwede. Atlantic Marine, of Jacksonville, Fla., finished a six-vessel order of 240-footers for Hornbeck late last year, and Leevac has three vessels left to complete out of a nine-boat order for 250foot supply vessels. Neither company has announced additional orders. Candies Shipbuilding, a division of Otto Candies LLC, of Des Allemands, La., has so much business for its parent company that some of it is going to other shipyards. Ross Candies, a 309-foot IMR vessel (profile, Page 12) went into service in May; it and a similar American Ship Review 2010-2011

vessel, Grant Candies, had their hulls and superstructures built by Dakota Creek Industries, of Anacortes, Wash. Some deck equipment, such as the crane, was added in Galveston, Texas, and the vessels remotely operated vehicles (ROVs) at Bollinger Shipyards in Port Fourchon, La. “Grant has been acting as a hotel for an offshore oil/gas construction project and as long as it is being used in this capacity, deck equipment will not be added,” said Brett Candies, traffic and sales manager for Otto Candies LLC. A third IMR, Cade Candies, will make its way around to Louisiana from Washington state in the third quarter of 2010. Other projects include Peyton Candies and Joshua Candies, a pair of 285-foot supply boats. Peyton was built at Candies Shipbuilding and delivered in July and Joshua is having its hull and superstructure built at VT Halter Marine, of Pascagoula, Miss. The vessel will be finished at Candies in October. Candies Shipbuilding is also building Kelly Ann Candies, a 300-foot IMR and a sister ship to Chloe Candies, the first vessel built at Candies Shipbuilding in 2005. Chloe is at work for Saipem America in Brazil, Brett Candies said. VT Halter Marine always has supply boats in its order book. In March, L&M Botruc Rentals, of Golden

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Meadow, La., took delivery of the 230-foot Cheramie Botruc #40, and #41 will join the fleet later this year. For most of this decade, Master Boat Builders, of Coden, Ala. has been building supply boats for Abdon Callais Offshore, of Golden Meadow, La. The number is past 40 now, and the work continues. In 2009, five vessels were delivered. By midyear this year, three more had been delivered. This year’s crop include the 205-foot DP-1 Infant Jesus of Prague, the 170foot DP-1 Callais Provider and the 220-foot Nicholas P. Callais. Engines for all of these vessels are Caterpillars, either 3512s or 3508s, and all can hold fuel oil, water and 2,200

barrels of liquid mud. Master Boat Builders is working on orders beyond those for Abdon Callais, General Manager Andre Dubroc said. “We are building a 190-foot supply boat for Odyssea Marine, Larose, La., and a 199-foot dive support vessel for Oceaneering International, Patterson, La.,” he said. As mentioned, Bollinger Shipyards, of Lockport, La., has had a multi-vessel contract with BeeMar. Last year it delivered five 210-foot vessels, and this year three 234footers have been delivered. But just because the OSVs have left the yard doesn’t mean Bollinger is out of work — far from it. Dovetailing in behind

the OSVs is a U.S. Coast Guard order for four 154foot Sentinel-class fastresponse patrol boats. And if the past is prologue, this order for four vessels will grow into 50 or more, keeping Bollinger busy for the next decade. Tidewater Inc., of Houston, keeps its new-construction yard, Quality Shipyards, in Houma, La., busy with work. Last year Quality delivered the 266foot Terrel Tide; this year a sister ship, Leboeuf Tide, joined the Tidewater fleet. Thoma-Sea Ship Builders, with shipyards in Houma and Lockport, La., continues to build significant supply vessels. Last year it built the 250-foot Gulf Tiger for Gulf Fleet, of

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Lafayette, La. The vessel has 4,200 hp of propulsion power via a pair of Caterpillar 3516 diesels. Thoma-Sea then delivered the 268-foot Tyler Stephen to Gulf Offshore Logistics, again with a pair of Caterpillar 3516s. Caterpillar also supplied a pair of 425-kW engines for electrical generation and a pair of C-32s to run a pair of 750-hp bow thrusters. Liquid mud capacity is 10,500 barrels. The big news at ThomaSea is the landing of another huge order for supply boats from Gulf Offshore, for four 300-foot DP-2 diesel-electric platform supply vessels. Delivery for the first vessel will be in 2012. These boats will have

info@ebdg.com l www.ebdg.com American Ship Review 2010-2011


Courtesy Abdon Callais Offshore

A new 220-footer from Master Boats, Nicholas P. Callais can carry 128,200 gallons of fuel and 179,760 gallons of liquid mud. The DP-2 vessel has three Omega 1170 thrusters, two in the bow and one in the stern.

capacity for 18,000 barrels of liquid mud and 13,000 cubic feet of dry bulk and will exceed 5,000 dwt. Power will be via Caterpillar engines and Rolls-Royce will supply the integrated bridge system, DP-2 system, power management system and electrical distribution. Thoma-Sea also announced that the U.S. Navy had awarded it a $7.3 million contract to build a 96-foot catamaran-hull hydrographic survey vessel for the nation of Oman. Eastern Shipbuilding Group, of Panama City, Fla., has a strong, well-balanced order book split between towboats, OSVs and ferryboats; it also built two fireboats for the New York Fire Department (profile, Page 32). On the OSV side, Eastern delivered a pair of 260-foot boats to Laborde Marine in 2009 and a third in March. Eastern also delivered Harvey Carrier, the third of three 260- by 60-foot supply boats, to Harvey Gulf American Ship Review 2010-2011

International Marine, of New Orleans. The big news at Eastern, however, is the new Tiger Shark series of OSVs designed by Aker Yards Marine. The first two in the series are 284-foot vessels for Aries Marine, of Lafayette, La. These are top-of-the line diesel-electric vessels with DP-2, capable of carrying 15,000 barrels of liquid mud and able to handle other chemicals such as methanol. The first vessel will be named Dwight S. Ramsey, after the founder of the company. The Tiger Shark design will also be used for six OSVs for Harvey Gulf. These 292- by 60-foot vessels will meet all MARPOL and IMO regulations for worldwide use. Liquid mud capacity is almost 20,000 barrels, and this diesel-electric design will be powered by a quartet of Cummins QSK60 M diesels rated at 1,825 kW each. Delivery will begin in June 2011. In summary, it looks as if 2010 deliveries will be about the same as in 2009. The 2011 market looks weaker, however, with no more than 40 vessels delivered but several under â&#x20AC;˘ construction. 51


Fast Viking, a 187-footer, joined Edison Chouest Offshore’s fleet last year; Breaux Brothers is currently building three 194-footers for the same customer.

Larry Pearson

C R E W B O AT S

Every wave has a trough, and this is a deep one by Larry Pearson

he six to eight yards that specialize in building crew/supply boats are having a so-so year. There are exceptions, of course. Gulf Craft LLC, of Patterson, La., whose Michael G. McCall is profiled on page 18, is having a great year, with four 190-footers from Seacor Marine delivered or under construction and an order right behind them for the longest crew/supply vessels to be built so far: four 200-footers powered by four Caterpillar 3,000-hp engines, for a total horsepower of 12,000. Breaux Brothers Enterprises, of Loreauville,

La., is also having a good year. The yard delivered the 180-foot Grey Cup to Gulf Offshore Logistics of Mathews, La., at the end of last year and a sister ship, Joncade, to the same company earlier this year. Delivered

Ipanema, another 187-footer from Breaux Brothers, in the Gulf. Operators benefited from cleanup work after the Deepwater Horizon blowout, but the prospect of regulatory changes casts a cloud over new building.

52

in May was the 170-foot Rig Runner to Crewboats Inc., of Chalmette, La. The yard’s best customer over the years has been Edison Chouest Offshore (ECO), of Galliano, La., which has built all of its alu-

Courtesy Breaux Brothers Enterprises

T

minum crew boats at Breaux Brothers. The builder currently has in house a three-vessel order from ECO for 194-foot vessels; Fast Titan and Fast Giant will be delivered this year and Fast Goliath in 2011. Other vessels are in the works for 2011 delivery slots, said Vic Breaux, the yard’s owner. The three 194-footers are among the largest due for delivery this year. Power comes from a quartet of Caterpillar 3512Cs each generating 1,810 hp, plus two engines driving 80-kW generators and a Caterpillar C9 producing 455 hp to run the fire pump and a pair of Thrustmaster 30-inch tunnel bow thrusters. “These vessels have a huge cargo deck that is 132 feet long by 26.5 feet wide for a cargo capacity of 400 long tons,” Breaux added. “Top speed is 27 knots lightship and that speed degrades only 2 knots with 180 tons of cargo.” The vessels will have a

American Ship Review 2010-2011


Courtesy Breaux’s Bay Craft

Marine Technologies DP-2 system and are ABS Loadline. Another offshore operator with a multi-vessel building program is Graham Gulf, of Mobile, Ala. The company embarked last year on four 185-foot fast supply vessels; the last three feature DP-2 and can carry 1,000 barrels of liquid mud and 36 passengers. The vessels are being built by C&G Boat Works of Mobile, Ala. The first, Gulf Princess, was delivered last year, as was Sybil Graham, the first DP-2 vessel. Janson R. Graham was delivered in 2010 and the fourth will follow later this year. Janson R. Graham is named for Graham Gulf’s president and CEO. It has four Caterpillar 3512 engines each rated at 1,911 hp working into

ZF gears that drive 54-inch by 54-inch Rolls-Royce props. The vessel has a pair of Thrustmaster 200-hp tunnel thrusters for DP-2 operation and a pair of Caterpillar C6.6 170-kW gensets. To accommodate 1,000

barrels of liquid mud, passenger seating is restricted to 36. Light boat speed is 24 knots and transferable fuel is 36,000 gallons. Clear cargo deck is 112.9 feet by 28.2 feet. The Kongsberg DP-2 system is especially robust, with

Sporting the distinctive blue and white of Crewboats Inc., of Chalmette, La., is Capt. Peyton P., a 175-footer from Breaux’s Bay Craft.

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Larry Pearson

two DP consoles, a pair of DGPS units, three anemometers, a pair of vertical reference units, three gyrocompasses, an alarm and event printer, two uninterrupted power supplies, a pair of independent joystick controls, and a fan beam. Last year, another Loreauville yard, Breaux’s Bay Craft, delivered a pair of vessels, Ms. Lauren and Mr. Zachary both at 180 feet. In May, another 175-footer, Capt. Peyton P. joined the Crewboats fleet. Peyton P.’s beam is 29.5 feet, with 2,500 square feet of clear cargo area and seating for

Brian Gauvin

Above, Seacor Marine project manager Joe McCall in the yard at Gulf Craft. The photo was shot from the main deck of Michael G. McCall as the next newbuild, Celeste McCall, took shape in the background. Left, the bow of Michael G. McCall in the Gulf during sea trials.

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American Ship Review 2010-2011


72 passengers. Power comes from a quartet of Caterpillar 3512 engines rated at 1,575 hp each. John Deere supplied the 80-kW gensets, and a 30-inch Thrustmaster bow thruster aids maneuverability. Breaux’s Bay Craft also has a 165-foot crew/supply vessel and a 175-foot boat under construction. No customers have been announced. The third Loreauville-area crew/supply boatbuilder is Neuville Boat Works. Last October the yard completed Dutchman for Abe’s Boat Rentals, of Belle Chasse, La.; the 158-foot by 30-foot vessel has four 1,350-hp Cummins engines and an electro/hydraulic 24-inch tunnel bow thruster. Marine engineer Don Bordelon reports that the

company is very close to announcing another order. Halimar Shipyard, of Morgan City, La., has built a lot of boats for Barry Graham Oil Service, of Bayou La Batre, Ala. The company was founded seven years ago; its first order was to finish three Barry Graham utility boats started by a shipyard that could not complete them. Since then, Halimar has built supply boats, lift boats and other vessels for a number of customers, including four crew/supply boats for Barry Graham. The latest delivery was Ms. Jill in July 2009. In Bayou La Batre, Horizon Shipbuilding has been mainly building towboats for the past couple of years, but the yard also builds crew boats, mostly for foreign

interests. Last October, it completed the first of two boats for Grupo TMM, a Mexican logistics and transportation company. The 182foot Isla San Luis was completed in the fourth quarter of 2009 and a sister ship was delivered in 2010. One of the indicators of how volatile the crew/supply market has been is Island Boats, of Jeanerette, La. The yard joined the rush to build large crew boats in July 2008 with Bourbon Libeccio, a 170foot design from Midship Marine, of Harvey, La., which simply couldn’t build crew boats fast enough to meet the customer’s demand. Island Boats delivered Swordfish for Rigdon Marine in February 2009, and then came a two-boat order from

Southern States Offshore of Houston. Southern Belle, a 168-footer, was finished in March 2009, and 30 days later Island Boats closed its doors, unable to complete the second vessel, Southern Star. Eventually the vessel went to Thoma-Sea Boat Builders, which builds in steel in Lockport, La. Since Thoma-Sea was also building Southern States’ first supply boat, it consolidated both projects in the same yard. Last year Tim Colton, at ShipbuildingHistory.com, reported 21 crew/supply boats built at 150 feet or longer. This year’s total may be a few vessels short of that mark, but considering the recession and the BP oil spill, the shipyards are doing the best they can. •

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American Ship Review 2010-2011

55


FERRIES Courtesy Alaska Ship & Drydock

Alaska-class ferries are the next big prize by Peter Meredith

Alaska One of the key prizes for shipyards is the next generation of ferries for Alaska Marine Highway System. The preliminary design, drawn up by Elliott Bay Design Group of Seattle, calls for new 350-foot ferries carrying 60 vehicles and passengers on short routes that do not require overnight cabins — runs such as Lynn Canal, Prince Rupert to Ketchikan and Prince William Sound, which are currently 56

served by the three oldest vessels in the fleet. As designed, the boats would be powered by two 5,000-hp Tier II diesels, assisted by a 600-hp bow thruster. And the ferries would have some classic Alaskan touches, including a kennel and a locker for passengers’ firearms. The project was in the detailed design phase this summer, which could mean new ferries in four to five years. The state has not released a cost estimate, but it does have $60 million set aside for capital construction and is holding out the hope of additional funding from the federal government. Alaska, of course, is famous for attracting federal funds, which explains in part how an Alaskan municipality will soon end up with a 20-car, 130-passenger ferry that cost $70 million for a route that has yet to be determined. Two experimental ferries from the Pacific Northwest. Top: Susitna, photographed during sea trials in Alaska. Right, a hydrofoil from All American Marine being tested for Kitsap Transit.

The boat is Susitna, built by Alaska Ship & Drydock in Ketchikan and funded mainly by the federal government. The U.S. Navy has had some interest in a vessel that could switch hull configurations so it could operate as a catamaran at high speeds, as a smallwater-area-twin-hull (SWATH) craft in high sea states, and as a landing craft that provides substantial buoyancy for maneuvering in shallow water. The original design work was done by Lockheed Martin. Construction on the current vessel started in 2007. Lew Madden, who has shepherded the project through to completion, says the ferry will winter over in Ketchikan, but deployment depends on new construction for landings.

Courtesy Kitsap Transit

t least someone thinks the ferry business is booming. This summer, Inc. magazine listed ferryboats as one of the 10 best industries in which to start a business in 2010. “The old-fashioned ferryboat is making a comeback,” it declared. In fact, the private ferry market is uncertain. And at the state and local level, the old-fashioned ferryboat is part of the problem, as operators from Washington state to Staten Island struggle to keep aging boats in service. But there are a few new contracts in play.

A

One plan is to link Anchorage with MatanuskaSusitna Borough on the short run across Cook Inlet; Madden says other communities such as Tyonek and Kenai are interested in service. Susitna has the ability to break through two feet of new ice, which is unusual for a twinhulled vessel. Alaska Ship & Drydock is also building a much less exotic ferry for about $7 million to link Ketchikan with its airport, which lies across Tongass Narrows — a crossing once infamous as the site of the proposed “bridge to nowhere.” The new ferry, Ken Eichner II, is a 116-foot design from Glosten Associates of Seattle and is scheduled for delivery next spring. Alaska Ship & Drydock


has also expressed interest in bidding on the Alaska Class ferries.

West Coast The most significant current contract in the Pacific Northwest is Washington State Ferries’ 64-car Kwa-di Tabil class (the first vessel, Chetzemoka, is profiled on Page 38; the prime builder is Todd Pacific Shipyards of Seattle). A much more important prize,

Kvichak plans to bid on a contract with Long Beach Transit for another AquaLink ferry (Kvichak delivered the previous boat, a 64-footer, in 2001). And Nichols Brothers is completing a $4.3 million contract for a 100-passenger, eight-car ferry for the California Department of Transportation (Caltrans). The 88-foot double-ender has a beam of 38 feet and a draft at maximum load of six

Photos courtesy Lake Champlain Transportation Co.

though, is a new series of 144-car ferries for WSF that is currently in the design phase. Kvichak Marine Industries of Seattle and Nichols Brothers Boat Builders of Freeland, Wash., wrapped up a four-boat contract this year for high-speed, low-wake, low-emission ferries for the Water Emergency Transportation Authority in San Francisco. The last boat, Taurus, was delivered in May; future WETA orders depend on the economy. The 118-foot ferries are powered by MTU 16V 2000 diesels fitted with selective catalytic reduction systems. The first two vessels were built for 149 passengers; the last two can accommodate 199, switching their classification from Subchapter T to Subchapter K. American Ship Review 2010-2011

Eastern Shipbuilding launched a 200-passenger ferry for Lake Champlain in August. The vessel is a 216-foot double-ender.

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feet, and the operating speed is 2.6 knots. The vessel, which carries a captain and a deck hand, will replace Real McCoy, a double-ended diesel-powered ferry that has been operating since 1946 and is said to be Caltrans’s oldest “vehicle” still in operation. The service crosses Cache Slough where it interrupts California Highway 84 near Rio Vista in Solano County. Modutech Marine of Tacoma, Wash., is finishing an order of six 78-foot passenger ferries to replace the boats that carry visitors out to the USS Arizona Memorial in Pearl

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Load sensors are built into the hull. Propulsion comes from four Caterpillar C18 ACERT diesels rated at 873 hp at 1,200 rpm driving Hamilton 403 waterjets. Speed is 34 to 37 knots at 90 percent of the manufacturer’s rating. The vessel is currently undergoing testing with a view

Above, Taurus, the last of a series of four low-wake, low-emission ferries built by Kvichak Marine Industries and Nichols Brothers Boat Builders for the San Francisco Water Emergency Transportation Authority.

to entering service in April. Kitsap Transit is trying to secure long-term funding for the ferry service. All American Marine is also building two 149-passenger commuter ferries for an undisclosed owner to cross the Hudson River between Jersey City, N.J. and Manhattan, N.Y. The boats are 71 feet long with a 25-foot molded beam and a draft of six feet. These vessels too are powered by Caterpillar C18 ACERTS delivering 600 hp at 1,800 rpm via ZF 550A gears at a 10 percent down angle. The propellers are five-blade Osborne Supertorqs with a 40-inch diameter.

Courtesy Kvichak Marine Industries

Harbor. The fifth boat was delivered in June. The boats carry 140 passengers and three crewmembers and are equipped with Tier II-compliant engines that run on biodiesel and exhaust and fuel treatment systems. One exciting newbuild in the Pacific Northwest is an experimental ultra-low-wake

hydrofoil ferry built for Kitsap Transit as part of a six-year project to determine the feasibility of re-establishing ferry service between Bremerton, Wash. and Seattle. The ferry measures 82 feet seven inches overall and 77 feet three inches at the demihull, with a beam of 28 feet and a maximum laden draft of three feet four inches. The builder is All American Marine of Bellingham, Wash. “It’s got an aluminum hull but a composite superstructure,” said Matt Mullett, the shipyard’s managing partner. “It has a composite hydrofoil, and it has interceptors and a Naiad control system to control the interceptors and hydrofoil to minimize wake.” 58

Gulf Coast Conrad Industries, based in Morgan City, La., has two large ferries under construction. The first, John W. Johnson, a 263-foot ferry for the Texas Department of

Transportation’s service connecting Galveston with Port Bolivar, is close to delivery. Capacity is 70 vehicles and 500 passengers and the main engines are GE V228 diesels located in a common engine room amidships (the propulsion units are located at each end of the ferry). Alan C. McClure Associates of Houston handled naval architecture, marine engineering and construction management. Next up is Hyde, a 50-vehicle, 300-passenger ferry for the North Carolina Department of Transportation. The ferry was designed by Elliott Bay Design Group for routes across Pamlico Sound; final construction engineering was by Guarino & Cox of Covington, La. “The sound is notorious for its sand bars and its short, steep seas and strong winds,” Elliott Bay said when it announced the design. “The vessel’s hull has been specially designed to reduce pitching and breaking waves and spray to provide for greater passenger comfort.” The single-ended ferry, which will cost about $14 million, has a length of 220 feet, a 50-foot beam, a depth of 12.5 feet and a design draft of six and a half feet. It is being built at Conrad’s Orange Shipbuilding facility in Orange, Texas, and delivery is expected in the third quarter of 2011. According to Joe Waldrep, North Carolina DOT’s marine design engineer, Hyde’s two main engines are MTU 8V 4000 Tier-II rated at 1,140 hp at 1,800 rpm working through ZF7600 gears with a 3.26:1 ratio. Maximum speed is 14 knots with a cruising speed of 12 knots. The main generators are

two 215-kW Caterpillar C9.9s and there is an emergency 135-kW Caterpillar C6.6. Mains and gensets are all Tier II. In addition there is an OmniThruster HT600 bow thruster powered by a Caterpillar C18 DITA Tier II engine rated at 553 hp at 1,800 rpm with Twin Disc 5114 gears. Electronics are by Furuno. The vessel is equipped with overnight accommodations for a crew of seven and it carries Subchapter H certification (lakes, bays and sounds). Elsewhere in the Gulf, Southwest Shipyard, a small yard in Houston, is completing a new 28-car ferry for the Texas DOT’s route between Port Aransas and Harbor Island, which continues Texas Highway 361 across the Corpus Christi Channel. Construction on the $6.4 million ferry, Charles W. Heald, began in January and it is due to be delivered later this year, followed by a second ferry next year. The Port Aransas ferry is one of several shipbuilding projects that have benefited from a $62 million grant program from the U.S. Department of Transportation under the federal stimulus program. As of June 11, $23 million had been awarded in fiscal 2009 funding for projects in 15 states and Puerto Rico ($5.5 million was awarded early in fiscal 2010). Most of this went for terminal upgrades and infrastructure improvements, and some for refitting existing vessels, but the money helped states with programs ready to go and spurred interest in proposals such as fast-ferry service in Hampton Roads, Va. American Ship Review 2010-2011


Victoria Shipyards’ new 400passenger SeaBus for Vancouver Harbor is profiled on page 28. For once, the biggest Canadian operator, BC Ferries, has no immediate plans for new boats. “Our vessel replacement is now complete for the major and northern routes,” the company said in its latest disclosure to shareholders. “Our capital expenditures over the next few years are expected to be significantly lower as we transition into more of a maintenance mode. Our next significant vessel renewal program will commence for the other routes in the next five years.” In the Maritimes, however, Marine Atlantic, which links Newfoundland, Labrador and Nova Scotia, is chartering two vessels from Stena, both built within the last five years, to replace Caribou and Joseph and Clara Smallwood. “Once they join Marine Atlantic’s fleet, the average vessel age will be reduced from 21 years to eight years, said Wayne Follett, the ferry operator’s president and chief executive officer. Under the current federal budget, Marine Atlantic will get C$175 million over the

next two years for fleet and shoreside improvements. In New Brunswick, Grand Manan Island is awaiting delivery next May of an 82car ferry from Eastern Shipbuilding of Panama City, Fla., under a $65 million contract. The vessel, Grand Manan Adventure, will replace a 44-car ferry, increasing daily vehicle capacity from 630 to 1,000 in the summer, when two ferries operate. Maximum capacity for passengers and crew on the new vessel is put at 380. The vessel’s dimensions are 280 feet by 60 feet with a depth of 23.8 feet and a design draft of 14.8 feet. The original design work was by BMT and the final design was prepared by STX Canada. Eastern is also building the 216-foot double-ender, Raymond C. Pecor Jr., for Lake Champlain Transportation Co., which is based in Burlington, Vt., and traces its origins back to 1826. The boat, designed by John W. Gilbert Associates of Hingham, Mass., was sternlaunched in Panama City in late August. Passenger capacity is 200 and the vehicle load 220 long tons. The main engines are 1,000-hp Caterpillar 3508Cs and there are two 54-kW

Courtesy Blount Boats

Canada/East Coast

Caterpillar gensets. Speed is approximately 10 knots. Pecor, a sister vessel to Cumberland, which Eastern delivered in 2000, will join Champlain Transportation’s fleet of a dozen boats after a journey up the Hudson and through the Champlain Canal, where part of the pilothouse and lounge will be dismantled and stored on deck to clear overhead obstructions. Blount Boats of Warren, R.I., recently won a contract to build a 110-foot ferry for Casco Bay Lines, of Portland, Maine. The 399-passenger Subchapter K vessel will replace the 65-foot Island Romance. The design, developed by Seaworthy Systems, part of the Rolls-Royce group of companies, will be similar to another Casco Bay vessel, Aucocisco III.

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The proposed 399 passenger, Subchapter K vessel will operate year-round ferry service to islands in Casco Bay. At press time, Blount had another contract announcement pending. The biggest plum on the East Coast, though, could be new boats for New York City’s Transportation Department Staten Island Ferry Division. The Seattle office of the consulting firm KPFF is completing a study of the city’s needs, a wide-ranging exploration that looks at newbuilds as well as refurbishment. •

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59


Three 75-foot pilot boats built by Kvichak Marine for the Dutch pilots’ organization show off their paces before delivery. All three boats were shipped to Rotterdam on the same vessel.

Courtesy Kvichak Marine/Jennifer Rose photo

P I L O T S , F I R E , PAT R O L

High-profile boats making a big splash in a robust sector by John Snyder

Pilot boats Three 75-foot all-weather pilot boats were delivered this summer to the Dutch pilotage organization, Loodswezen, by Kvichak Marine Industries of Seattle. The three identical launch60

es, Aquila, Draco and Orion, arrived in Europe in July to began service following crew training. The boats, designed by Britain’s Camarc Design, meet strict emission regulations mandated by the Port of Rotterdam. As with other recent Kvichak deliveries,

On the East Coast, Gladding-Hearn Shipbuilding of Somerset, Mass., has delivered a couple of pilot vessels already this year including this 75-foot boat for the Lake Charles Pilots in Louisiana.

Courtesy Gladding-Hearn Shipbuilding

n a year of uncertainty for North American shipbuilding, yards that build specialpurpose vessels for law enforcement, fire departments or pilot associations have launched some remarkable vessels. Most of the attention has gone to Three Forty Three (profile, Page 32), the New York Fire Department’s state-ofthe-art flagship from Eastern Shipbuilding. But yards across the United States and Canada have delivered a rich variety of boats in this category.

I

they feature Tier II-compliant engines — in this case, Caterpillar ACERT C32s rated at 1,300 hp each coupled to ZF 3050 marine gearboxes driving Hamilton 651 waterjets. A Northern Lights genset provides auxiliary power. Fully loaded, the new boats are expected to reach a

speed of about 29 knots. Overall length is 75.1 feet; draft is 3 feet 6 inches and beam over fendering is 22.3 feet. Fuel capacity is 1,200 gallons and there is seating for three operators and 12 pilots. As well as being Tier IIcompliant, the Caterpillar diesels have been fitted with DPF (diesel particulate filter) and SCR (selective catalytic reduction) systems that not only remove soot from the emissions, but also break down nitrogen oxides from the exhaust. According to Kvichak, the SCR system works by injecting a ureabased mixture downstream of the exhaust outlets into the dry-exhaust piping. With the aid of a catalyst, the urea combines with the nitrogen oxide emissions and reduces them to nitrogen gas and water. The DPF system works by collecting unburned soot. Using another catalyst, carbon monoxide, hydrocarbons and particulate soot are converted into carbon dioxide and water. The emission systems come from Hug Engineering in


Switzerland and the Dutch company SootTech. According to Ton Schouten, new build manager for the Dutch pilots, the new boats will also feature clean lube oil, LED lighting and environmentally friendly paint, and the emission controls will reduce particulate matter by 98 percent and nitrogen and sulfur oxides by 60 percent. The Dutch pilots’ decision to use Kvichak evolved from their longstanding relationships with Camarc in the U.K. and with the Columbia River Bar Pilots, who also rely on boats designed by Camarc and built by Kvichak.

Houston pilots Kvichak also delivered a new launch to the Houston Pilots Association, the 75foot Yellow Rose. Serving one of the world’s busiest ports since 1921, the Houston pilots operate on one of the nation’s most challenging waterways. The restrictive configuration of the channel, the shifting directions of its upper reaches and the diversity of the traffic require a special breed of mariner and special kind of launch. In 2008, the pilots counted roughly 29,000 ship movements, 150,000 barge

American Ship Review 2010-2011

movements and 90,000 other vessel movements between the sea buoy and the upper reaches of the Houston Ship Channel, a distance of about 53 nautical miles. Designed once again by Camarc, Yellow Rose is the Houston Pilots’ first launch from Kvichak and their first jet boat. The explanation: “Speed, speed and speed,” said Houston Pilots Association President Capt. Bobby Kirk. “We need to be able to move pilots from our dock in Galveston to our SWATH vessels [a low-speed platform for housing and delivering pilots to and from vessels that need them] at the pilot station,” he said. “Jets provide high, efficient speeds and reduce damage and stress to exposed running gear.” The all-aluminum vessel draws just 3 feet 6 inches and has a top speed of about 29 knots. For power, the pilots specified twin Tier II Cummins QSK-38 marine diesels rated at 1,400 hp each. The engines drive twin Hamilton 651 waterjets. For auxiliary power there is a Northern Lights M55C2 55-kW genset. The wheelhouse aboard Yellow Rose is spacious and climate controlled and offers

the operator unobstructed visibility. The interior space, with a yacht finish, also includes a day galley and crew accommodations. “We designed the interior the way we thought would best suit our needs,” Kirk said. “We have nine pilot chairs and all the latest electronics. We have two man-overboard retrieval systems, a hydraulic basket on the stern that the operator can operate from an aft station to retrieve the person and a hydraulic sling system on the starboard side.” On deck the launch has a wheelhouse grab rail and wide non-skid side decks leading to port and starboard boarding stations. Inset transom steps lead to the pilot rescue platform and A-frame.

Gladding-Hearn In March, the East Coast’s leading builder of pilot boats, Gladding-Hearn Shipbuilding/Duclos Corp. of Somerset, Mass., delivered its newest launch to the Lake Charles Pilots, who operate on the Calcasieu Ship Channel in southwest Louisiana. This is GladdingHearn’s third delivery to the Lake Charles Pilots, whose decision to augment their fleet was prompted by a sharp

increase in LNG traffic traveling to terminals on the Calcasieu River. The new boat, Calcasieu Pass Pilot, is a 75-foot, C. Raymond Hunt-design with a deep-V hull, a 20.6-foot beam and a seven-foot draft. Speed fully loaded is 26 knots. The new boat has classic Hunt lines and a heavy-duty shear. Vessel stability was a key concern for the pilots, who often operate in three- to five-foot seas and whose outermost sea buoy is 30 miles offshore. Because of the steep swells, the pilots specified that a heavy-duty 12-inch Drubber fendering system be installed in addition to tires at the pilot boarding station. For power the new boat has twin Cummins QSK38-M diesels for a combined 2,700 hp at 1,900 rpm. The gearboxes are Twin Disc MGX6620A Quick Shifts turning five-blade Bruntons propellers linked to a Twin Disc EC-300 electronic control system at three stations. Auxiliary power is provided by twin Onan 27-kW gensets. The launch has roof windows in addition to its large inverted forward windows. The vessel has wide side decks and a secondary boarding station atop the pilot house. The layout offers

61


tee, two bunks, a small galley and a head. At the transom are a throttle and steering controls and a winch-operated, rotating davit over a recessed platform at water level for pilot rescue. And during the summer, Gladding-Hearn skirted the aftermath of the Deepwater Horizon blowout in the Gulf to deliver a new pilot boat to the Galveston-Texas City

Courtesy Kvichak Marine

uncompromised visibility for the operator at all times. At the stern, recessed steps in the transom lead to a rescue platform equipped with a pipe davit and self-tailing rescue winch. The interior space is air conditioned and sound dampened to 75 decibels and features four recliners, a galley, enclosed head and shower. There are also three double

While New York City’s fire department has been building fireboats, its police department’s harbor unit recently took delivery of a 44.5-foot response boat, a sister ship to the boats Kvichak is building for the U.S. Coast Guard. Left, SeaArk Marine has a five-boat contract with the Haitian coast guard.

Courtesy SeaArk Marine

staterooms for use during hurricanes when the pilots are forced to rely on their boat as a base of operations. Gladding-Hearn also delivered a new 52.6-foot St. Johns-class pilot boat to Freeport Harbour Co. on Grand Bahama. The all-aluminum launch, another Hunt design, has a top speed of 27 knots. Power comes from twin Caterpillar C-18 diesels, each producing 671 hp at 2,100 rpm and turning a ZF five-blade propeller. The gear boxes are Twin Disc MGX5135A Quick Shifts and the boat has a 12-kW Northern Lights generator. The boat features STIDD reclining seats, a set62

pilots, a sister ship to a 30knot, 70-foot launch built less than four years ago. The Hunt-designed boat has a draft of just three feet nine inches and is powered by twin Cummins QSK38-M diesels, each producing 1,300 hp at 1,800 rpm, connected to a Hamilton 571 waterjet through a remote-mounted Reintjes WVS 430/1 gearbox. A hand-held remote can be used aft at the rescue station to monitor the waterjets, engines and gears.

Law enforcement vessels Kvichak recently delivered a new all-aluminum response boat to the New York City Police Harbor Unit. The 44.5-

foot waterjet-propelled boat is designed by Camarc and is based on the U.S. Coast Guard’s Response Boat Medium, of which more than 30 have been built by Kvichak in Kent, Wash., and by Marinette Marine in Marinette, Wis. The harbor unit’s mission includes law enforcement, search and rescue and counterterrorism. The new boat is powered by twin MTU Series 60 diesels rated at 825 hp each and a Kohler 9-kW genset for AC power. It is the NYPD’s first vessel to be equipped with Rolls-Royce KaMeWa FF375S waterjets for propulsion. The helm is a Vector-Stick integrated control

system. Designed for speed and maneuverability under adverse conditions, the boat has a top speed of around 40 knots and a fuel capacity of 495 gallons. The pilot house and cabin are climate controlled and include a head and modest galley for longer operations. The deck and windows are heated to prevent icing in winter. For navigation there is a Furuno NavNet system with redundant GPS receivers and depth sounders. The new boat also has a SeaFLIR II imaging system for surveillance and target acquisition. The high-tech equipment is capable of thermal imaging, daylight and lowlight video and laser range finder/laser pointer for accurate target location. The response boat will be named in a special ceremony for a New York City police officer who was killed in the line of duty. American Ship Review 2010-2011


Kvichak is also building a 57-foot foil-assisted all-aluminum catamaran of its own design that can be used as a fast-response patrol boat, survey boat, crew boat or general workboat. A square Aframe with hydraulic winch on the aft deck will facilitate launch and recovery of skiffs and remotely operated vehicles (ROVs). The vessel is powered by twin Scania DI12 69M marine diesels rated for 691 hp at 2,300 rpm. The engines are coupled to ZF 360A transmissions driving NiBrAl propellers. Delivery is scheduled for October; Kvichak did not disclose the customer.

Fireboats With the delivery of Patriot, a firefighting/command center vessel for Tampa Fire and Rescue, MetalCraft Marine of Kingston, Ont., has raised the bar for response speed, pumping capacity and incident command capability. At a top speed of 35 knots, the new 69-footer is now the fastest fireboat in the world capable of pumping more than 10,000 gallons per minute. It is also the first NFPA (National Fire Protection Association) Class 2 vessel built in North America. Built to replace a vessel

half its size, Patriot’s shallow draft of just 28 inches can take it where few vessels dare to go. In its home waters of Tampa Bay, where shallows abound, that can cut miles and precious minutes off response time. Funding for the $4-million boat comes partly from the U.S. Department of Homeland Security and an Urban Area Security Initiative Grant aimed at high threat/high density urban areas. The red-and-pewter fireboat, which will operate from Tampa Fire and Rescue’s Marjorie Park Ramp on Davis Island, covers a response area from the Port of Tampa to Egmont Key, a distance of about 40 miles. Four Iveco C13 825-hp marine diesels supply 3,300 total horsepower. The engines drive twin Hamilton jet drives. For auxiliary power there are two 13.5-kW gensets. Patriot’s firefighting equipment surpasses that aboard any vessel of its size. There is a 500-gallon ProFoam system, a 5,500gpm Stang main monitor, two 2,000-gpm Elkhart monitors, two Elkhart 1,250-gpm monitors, four Hale pumps producing over 13,500 gpm and five 5-inch Storz connections

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– interlocking hooks and flanges that allow pipes to hook up to one another. Additional equipment includes a hydraulic crane, a Jordair scuba/SCBA cascade refill station, a full medical center with fridge, sink and oxygen, a full galley and accommodations for four crewmembers. Also designed as an on-site incident command center, the boat has a wheelhouse filled with the latest in navigation and specialized communications equipment including video imaging. The boat was delivered in September 2009. This June, while still in training, Patriot’s crewmen were put to the test when a fouralarm blaze broke out on a shipboard conveyor belt at the Port of Tampa. In a literal trial by fire, both the crew and the new boat performed flawlessly. For MetalCraft and its inhouse designer, Jay Milner, the FireStorm 69 class of boats is proving a great success. Following Patriot, a second boat is being built for the city of Jacksonville, Fla., and a contract has been signed to build yet another boat for Boston. In Meteghan River, Nova Scotia, A.F. Theriault & Son Ltd., which last year

delivered a new 65-foot fireboat to Portland, Maine, is building contract for a 79-foot aluminum fireboat for the Massachusetts Port Authority. The boat is for Logan International Airport in Boston and the designer is Robert Allan Ltd. of Vancouver, B.C. Delivery is scheduled for June and Massport put the total price of the entire project at $5.3 million. Robert Allan is also the designer of 90-foot fireboat for the Chicago Fire Department with a pumping capacity of 14,000 gpm. The builder is Hike Metal Products of Ontario. And back in the U.S., Gladding-Hearn announced that it had received an order from the U.S. Army for a 75.8-foot, all-aluminum fireboat for its munitions terminal in Sunny Point, N.C. The vessel will feature twin Caterpillar C-32 diesels and Hamilton 651 waterjets; top speed will be 25 knots. Hamilton Jet’s Marine Electronic Control System (MECS) will control the waterjets, engines and gears at the wheelhouse console and an exterior control station on the aft deck. Maximum pumping capacity will be 7,500 gallons per minute. •

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ASR Register

Top 50 index ACO Landry A. Galiano, 205’ OSV Designer/Builder: Master Boat Builders, Bayou la Batre, AL Owner/Operator: Abdon Callais Offshore, Golden Meadow, LA

Alex G. McRae, 162’ OSV Designer/Builder: C&C Boat Works, Belle Chasse, LA Owner/Operator: C&E Boat Rental, Cut Off, LA

Aquila, 75’ Pilot vessel Designer/Builder: Camarc Design, UK/Kvichak Marine Industries, Seattle, WA Owner/Operator: Loodswezen (Dutch Pilotage Organization), Netherlands

Baltic, 149’ OSV Designer/Builder: C&C Boat Works, Belle Chasse, LA Owner/Operator: Adriatic Marine, New Orleans, LA

Bee Sting, 210’ PSV Designer/Builder: Guido Perla & Associates, Seattle, WA/ Bollinger Shipyards, Lockport, LA Owner/Operator: Bee Mar, Broussard, LA

Bell M. Shimada, 208’ Fisheries survey vessel Designer/Builder: VT Halter Marine, Pascagoula, MS Owner/Operator: NOAA, Newport, OR

Big City, 141’ Motor yacht Designer/Builder: Patrick Knowles, Fort Lauderdale, FL (interior)/Trinity Yachts, Gulfport, MS Owner/Operator: Private owner

Bourbon Meltem, 175’ OSV Designer/Builder: Midship Marine, Harvey, LA Owner/Operator: Bourbon Offshore, Marseilles, France

Burrard Pacific Breeze, 112’ Passenger ferry Designer/Builder: BMT Fleet Technology, Vancouver, BC/ Victoria Shipyards, Victoria, BC Owner/Operator: TransLink, Vancouver, BC

Cakewalk, 281’ Motor yacht Designer/Builder: Tim Heywood Design, U.K./ Derecktor Shipyards, Bridgeport, CT Owner: Private owner

64

This register lists significant commercial or civilian-crewed vessels completed by North American yards in the year ended Sept. 1, 2010. In the case of sister vessels built by the same yard, we list only one.

Capt. Peyton P., 175’ Crew/supply Designer/Builder: Breaux’s Bay Craft, Loreauville, LA Owner/Operator: Crewboats, Chalmette, LA

Cheramie Botruc #40, 230’ Supply vessel Designer/Builder: VT Halter Marine, Pascagoula, MS Owner/Operator: L&M Botruc, Golden Meadow, LA

Chetzemoka, 274’ Vehicle/passenger ferry Designer/Builder: Elliott Bay Design Group, Seattle, WA/Todd Pacific Shipyards, Seattle, WA Owner/Operator: Washington State Ferries, Seattle, WA

Dutchman, 158’ Crew/supply Designer/Builder: Neuville Boat Works, Loreauville, LA Owner/Operator: Abe’s Boat Rentals, Belle Chasse, LA

Ella G, 280’ PSV Designer/Builder: North Am. Shipbuilders, Larose, LA Owner/Operator: Nautical Solutions, Galliano, LA

Empire State, 600’ Product carrier Designer/Builder: Daewoo Ship Engineering Center, South Korea/General Dynamics Nassco, San Diego, CA Owner/Operator: American Petroleum Tankers, New York, NY/Crowley Maritime Corp., Jacksonville, FL

Galveston, 70’ Pilot boat Designer/Builder: C. Raymond Hunt Associates, New Bedford, MA/Gladding-Hearn Shipbuilding, Somerset, MA Owner/Operator: GalvestonTexas City Pilots

Harvey Carrier, 260’ OSV Designer/Builder: Eastern Shipbuilding Group, Panama City, FL; Harvey Gulf Intl., New Orleans, LA; STX Europe/ Eastern Shipbldg., Allanton, FL Owner/Operator: Harvey Gulf, New Orleans, LA

Holiday, 288’ Anchor handler Designer/Builder: North Am. Shipbuilding, Larose, LA Owner/Operator: Edison Chouest Offshore, Galliano, LA

HOS Eagleview, 250’ OSV Designer/Builder: Hornbeck Offshore Svces., Covington, LA/ Leevac Industries, Jennings LA Owner/Operator: Hornbeck

HOS Silver Arrow, 240’ OSV Designer/Builder: Hornbeck Offshore Svces., Covington, LA/ Atlantic Marine, Jacksonville, FL Owner/Operator: Hornbeck

Independence, 223’ Coastal cruise ship Designer/Builder: Chesapeake Shipbuilding, Salisbury, MD Owner/Operator: American Cruise Lines, Guilford, CT

Infant Jesus of Prague, 205’ Supply vessel Designer/Builder: Master Boat Builders, Coden, AL Owner/Operator: Abdon Callais Offshore, Golden Meadow, LA

Isla San Ignacio, 164’ OSV Designer/Builder: C&C Boat Works, Belle Chasse, LA Owner/Operator: TMM Division Maritima, Mexico City, Mexico

Isla San Luis, 182’ FSV Designer/Builder: Horizon Shipbuilding, Bayou La Batre, AL, and Castleman Maritime, Kemah, TX/Horizon Shipbuilding Owner/Operator: Grupo TMM, Campeche, Mexico

Janson R. Graham, 185’ Crew/supply Designer/Builder: C&G Boat Works, Mobile, AL Owner/Operator: Graham Gulf, Mobile, AL

John W. Jonson, 264’ Passenger/ro-ro ferry Designer/Builder: Alan C. McClure Assocs., Houston, TX/ Conrad Ind., Morgan City, LA Owner/Operator: Texas Department of Transportation, Galveston, TX

Joncade, 180’ Crew/supply Designer/Builder: Breaux Brothers Enterprises, Loreauville, LA Owner/Operator: Gulf Offshore Logistics, Mathews, LA

L/B Paul, 133’ Liftboat Designer/Builder: Rodriguez Boat Builders, Bayou la Batre, AL Owner/Operator: Montco Offshore, Galliano, LA

Leboeuf Tide, 266’ Supply vessel Designer/Builder: Quality Shipyards, Houma, LA Owner/Operator: Tidewater Inc., Houston, TX

Lickety-Split, 65’

Rig Runner, 170’

Water taxi Designer/Builder: Matt Colopy, Shoreline Sightseeing, Chicago, IL and Seacraft Design, Sturgeon Bay, WI/Andersen Boat Works, Saugatuck, MI Owner/Operator: Shoreline Sightseeing, Chicago, IL

Crew/supply Designer/Builder: Breaux Brothers Enterprises, Loreauville, LA Owner/Operator: Crewboats Inc, Chalmette, LA

Ross Candies, 309’ IMR vessel Designer/Builder: Otto Candies LLC, Des Allemands, LA/ Dakota Creek Industries, Anacortes, WA Owner/Operator: Otto Candies

Linnea, 89’

Excursion vessel Designer/Builder: Timothy Graul Marine Design, Sturgeon Bay, WI/Blount Boats, Warren RI Owner/Operator: Wendella Sightseeing Co., Chicago, IL Scorpio, 118’ Passenger ferry Michael G. McCall, 190’ Designer/Builder: Incat Crew/supply vessel Crowther, Australia/Kvichak Designer/Builder: Gulf Craft, Marine Industries, Seattle, WA/ Patterson, LA Nichols Brothers Boat Builders, Owner/Operator: Seacor Freeland, WA Marine, Houma, LA Owner/Operator: San Francisco Bay Area Water Emergency Miss Michelle, 130’ Transportation Authority, San Motor yacht Francisco, CA Designer/Builder: Westport Yachts, Port Angeles, WA Southern Star, 170’ Owner/Operator: Private owner Crew boat Designer/Builder: Southern Mr. Zachary, 180’ States Offshore, Houston, TX/ Crew boat Thoma-Sea Boat Builders, Designer/Builder: Breaux’s Bay Lockport, LA Craft, Loreauville, LA Owner/Operator: Southern Owner/Operator: Gulf Offshore States Logistics, Mathews, LA

Susitna, 195’

Nicholas P. Callais, 200’ OSV Designer/Builder: Master Boat Builders, Bayou la Batre, AL Owner/Operator: Abdon Callais Offshore, Golden Meadow, LA

Odessa, 160’ Motor yacht Designer/Builder: Giorgio Armani, Italy; Christensen Shipyard, Vancouver, BC/ Christensen Shipyard Owner/Operator: Private owner

Overseas Cascade, 600’ Shuttle tanker Designer/Builder: Hyundai Mipo Dockyard, S. Korea/Aker Phila. Shipyard, Philadelphia, PA Owner/Operator: American Shipping, Philadelphia/Overseas Shipholding Grp., New York, NY

Patriot, 69’ Fireboat Designer/Builder: MetalCraft Marine, Kingston, Ontario Owner/Operator: Tampa Fire Rescue, Tampa, FL

Pico 4, 176’ Liftboat Designer/Builder: Semco Inc., Lafitte, LA Owner/Operator: Petroleum Services and Investment, Cairo, Egypt

Passenger/vehicle ferry Designer/Builder: Guido Perla & Associates, Seattle, WA/ Alaska Ship & Drydock, Ketchikan, AK Owner/Operator: Matanuska/Susitna Borough, AK

Sycara IV, 151’ Motor yacht Designer/Builder: Burger Boat, Manitowoc, WI Owner: Private

Three Forty Three, 140’ Fireboat Designer/Builder: Robert Allan Ltd., Vancouver, BC/Eastern Shipbuilding, Panama City, FL Owner/Operator: New York Fire Department, New York, NY

Urraca II, 51’ Crew boat Designer/Builder: MetalCraft Marine, Kingston, Ontario Owner/Operator: Panama Canal Authority, Balboa, Panama

USNS Matthew Perry, 689’ Underway replenishment vessel Designer/Builder: General Dynamics Nassco, San Diego, CA Owner/Operator: U.S. Navy/Military Sealift Command

Redlinger, 60’ Survey boat Designer/Builder: Viking Fast Craft, Staunton, IL/Geo Shipyard, New Iberia, LA Owner/Operator: U.S. Army Corps of Eng., Portland, OR American Ship Review 2010-2011


STANDARD OF EXCELLENCE

GLOBAL SALES AND SUPPORT EXTENSIVE RANGE OF PRODUCTS AND SERVICES ONGOING PRODUCT DEVELOPMENT CLOCKWISE FROM TOP LEFT DAMEN ASD TUG 2810 DAMEN STAN TUG 1606 DAMEN STAN TUG 2208 DAMEN ASD TUG 2411 DAMEN ATD TUG 2412 DAMEN MULTI CAT 2611

D A M E N S H I P YA R D S G O R I N C H E M

Industrieterrein Avelingen West 20

P.O. Box 1

4202 MS Gorinchem

4200 AA Gorinchem The Netherlands

Member of the DAMEN SHIPYARDS GROUP

phone +31 (0)183 63 99 11

info@damen.nl

fax +31 (0)183 63 21 89

www.damen.nl



American Ship Review PM141 ASR10