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Contents Annual 2015 Issue #15
54 Outlook The State of Shipbuilding Riding high on the petroleum revolution
Military work advances in shadow of sequestration, D.C. gridlock
American Ship Review’s 2015 Ship of the Year Harvey Energy Harvey Gulf embraces LNG with a trailblazing boat
Featured vessels Liberty Bay New tanker is milestone for SeaRiver, Aker Philadelphia
Charting a new course for Washington State Ferries
Bigger, farther, faster: Breaux FSV goes the distance
Handling multiple missions with a compact footprint
Christensen’s innovation paying beautiful dividends
Making hay — and welding plate — while the oil flows
22 27 32 36
Staten Island newbuilds one step closer; LNG for the Great White North
Pilots, Fire, Patrol
A powerful fireboat for Long Beach; port security buoys patrol market
Sea science delivers more work for U.S. shipyards
ASR Register Top 50 index
Cover: The tugboat Signet Puritan guides Harvey Energy, American Ship Review’s 2015 Ship of the Year, to the Port of Gulfport, Miss., in September for final outfitting. Brian Gauvin photo. Vessel profile, page 12.
American Ship Review 2015
An annual special issue of Professional Mariner
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American Ship Review 2015
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The State of Shipbuilding
Courtesy Eastern Shipbuilding Group
Riding high on the petroleum revolution
Doing more offshore: Bravante IX, above, is launched at Eastern Shipbuilding Group in Panama City, Fla. It is the fifth PSV in a series from Eastern workers, right, for Bravante Group of Brazil. 4
ropelled by surging domestic oil and gas production, the U.S. shipbuilding industry is in a position unthinkable during the doldrums of the recession. With order books brimming and liquefied natural gas ushering in a new age of shipping, whispers of overcapacity are being trumped by the sound of hulls hitting the water. The newbuilds range from inland petroleum barges to the world’s first LNG-powered containership, under construction at the General Dynamics NASSCO yard in San Diego. In between is everything from Jones Act tankers to bigger and faster crew boats to shuttle oil and gas workers farther into the Gulf of Mexico. “We’re in a really strong place delivering a lot of commercial vessels of all shapes and sizes, which is an important piece in understanding our industry,” said Matt Paxton, president of the
Shipbuilders Council of America. “We’ve been doing this for a while now and we’ve had those years when it’s been ‘What’s the next market we’re going to be looking at?’ We’re not having those discussions right now.” The chief reason is domestic petroleum. Production in the Gulf
by Rich Miller
and in the shale fields of North Dakota and Texas has spiked demand for vessels to move the product and to service the fields. American shipbuilders have benefited, even where Jones Act provisions don’t apply. For that, credit goes to innovation, Paxton said. He cited
Making headway with LNG TOTE’s announcement in 2012 that it had ordered two dual-fuel containerships was a watershed for the industry. It was followed by a flurry of moves by other operators to embrace LNG, either in conversions or newbuilds, for its environmental and economic benefits. “Based on the current forecasts, natural gas delivered for production of LNG in the U.S. is now more than 50 percent less expensive on an energy-equivalent basis than marine residual
fuel and marine distillate fuel,” said William Doyle of the Federal Maritime Commission at the 2014 LNG Export & Infrastructure Conference. “It is projected that this relative price advantage will continue, and even increase, through 2035. This has opened up an opportunity for significant annual fuel cost savings when converting marine vessels that use petroleum fuel to natural gas operation.” In February, NASSCO cut steel on the first of TOTE’s LNG containerships. The MANpowered, 3,100-TEU carriers will service the Puerto Rico trade from their home port of Jacksonville, Fla. They are expected to begin service in late 2015 and early 2016. TOTE is also converting its two Orca-class ro-ro vessels, Midnight Sun and North Star, to operate on LNG on their run between Tacoma, Wash., and Anchorage, Alaska. Wartsila is supplying the main engines, generators and integrated handling systems. TOTE’s push for LNG was recognized in May by the Obama administration, which named company Chief Executive Anthony Chiarello as one of the transportation industry’s “Champions of Change.” Other U.S.-based operators putting LNG propulsion into practice include Crowley Maritime, Matson Navigation, Seabulk Tankers and American Petroleum Tankers, with BC Ferries and Societe des Traversiers du Quebec opting for dual-fuel passenger vessels in Canada (see the story on page 48). In late 2013, Crowley ordered a pair of LNG-powered con-ro vessels — the world’s first — from VT Halter Marine. Wartsila and Jensen Maritime are working together on the design of the ships, which will service Puerto Rico from the U.S. mainland. For the Hawaii trade, Matson has contracted with Aker Philadelphia to
build two dual-fuel 3,600-TEU containerships. Crowley also announced a partnership with Aker Philadelphia to build up to eight Jones Act tankers designed to allow their conversion to LNG. The first four ships, with a contract price of $500 million, are scheduled for delivery in 2016 and 2017. In San Diego, NASSCO has contracts and options to build eight dual-fuel tankers for Seabulk and APT. Not everyone in the maritime industry is bullish on LNG. Some say a lack of infrastructure for bunkering will stall the widespread
Courtesy Chantier Davie Canada
NASSCO’s Marlin-class newbuild for TOTE, which at 764 feet will be the largest LNG ship ever constructed, and specialization in the OSV market. Notable newbuilds in that sector include Harvey Energy, the first of six dual-fuel vessels for Harvey Gulf from the Gulf Coast Shipyard Group (see ASR’s profile on page 12). “If you look inward, a fair amount of our shipyards are benchmarking themselves against Korean and other foreign yards,” Paxton said. “The fact of the matter is a lot of companies that work internationally in the (offshore) market didn’t need to build here. But they went around and looked and saw they could get a better vessel built here at a better price.”
construction of dual-fuel ships, at least for the foreseeable future. Without the ships, they say fuel companies will be reluctant to invest in the infrastructure — the classic “chicken or the egg” scenario. Operators who are betting on LNG, however, are taking steps to facilitate the transition. In February, TOTE announced an agreement with Pivotal LNG and WesPac Midstream to develop a new LNG fueling facility in Jacksonville, Fla. During the same month, Harvey Gulf broke ground on a $25 million LNG depot in Port Fourchon, La., that will have 540,000 gallons of storage capacity. Waller Marine of Houston is also planning to build an LNG facility
The 427-foot Cecon Pride, delivered by Quebec’s Davie Shipyard in August 2014, is the largest ship built in Canada in 25 years. The subsea construction vessel is the first of three for Norway’s Cecon ASA.
The State of Shipbuilding
Courtesy VT Halter Marine
The elephant in the room A tour of Gulf Coast shipyards last summer provided firsthand proof that the domestic energy sector is floating a lot of new boats. Most yards are working with contracts in hand and not on speculation, a difference from years past when lean times drove some builders to take risks that didn’t pay off. For Paxton 6
of the SCA, it shows that lessons have been learned. “People are very focused on what the market needs and a lot of these guys are building with fixed contracts for multiple years, building for (operators) who are going to put these boats to work,” he said. “On the Gulf Coast there’s a lot of work, close to 3,800 offshore platforms. That’s a market that people understand fairly well. If you want to start talking about inland barges, I would say the same goes there too because they’re meeting the demands of the new energy sector. What we’re building for is what the market curve is telling us is needed.” What happens beyond the next two or three years — when many of the current order books run their course — is open to debate. Will overcapacity, the elephant in the room, rear its head again? Tim Clerc, manager of engineering for Houston-based Seacor Marine, raised the possibility during a June visit to Master Boat Builders in Bayou La Batre, Ala. Seacor currently has an order for six 201-foot OSVs from the yard, three of which had been delivered by July. “(The offshore sector) is rapidly becoming overbuilt,” Clerc said. “I think most people are worried about overcapacity. A lot of vessels are being delivered here in the U.S. and overseas Brian Gauvin
in the Port of Greater Baton Rouge. While Harvey Gulf is taking the lead on LNG-powered OSVs in North America, others in the sector are taking a wait-and-see approach. Shipyard officials along the Gulf Coast cite the need to sacrifice space — and thus cargo — when installing a dual-fuel system, something that many offshore operators are unwilling to do. “Customers are looking for capacity, and they’re going to lose capacity (with LNG propulsion),” said Robert Socha, executive vice president of marketing and sales for Bollinger Shipyards in Amelia, La. “It’s still developing.” “LNG drives the cost up and you have to make the boat bigger to handle the cargo,” said Walter Thomassie, managing director at Thoma-Sea Marine Constructors in Lockport, La. “There just hasn’t been a huge push in our sector to chase it hard. It’s a great idea regarding emissions, but who pays for it?”
Marjorie C, left, a 692foot con-ro built for Pasha Hawaii, is launched in August at VT Halter Marine in Pascagoula, Miss. At more than 25,000 metric tons, it is the largest ship ever produced by the yard. Gemi, below, shown at Bollinger Marine Fabricators in Amelia, La., is one of seven OSVs in the Bee Mar fleet acquired by Edison Chouest Offshore.
as well. We’re not scrapping enough — that’s always been the case offshore. We’re seeing a lot of rigs being built, a lot of jack-ups. Whether they have homes to go to remains to be seen. I don’t think they all have homes.” Thomassie said while there was some concern among shipbuilders about overcapacity — “straight OSVs have obviously cooled some” — he didn’t think it was going to happen. “Everybody knows what everybody is delivering, so there is caution and I think there will be a little cool-down,” he said. “But right now every boat that is going out is going straight to a job.” Working in favor of U.S. shipbuilders is the fact that Petroleos Mexicanos (Pemex), Mexico’s state-owned petroleum company, is opening the country’s offshore oil fields to private investment. Bloomberg News reported in August that Pemex Chief Executive Emilio Lozoya is seeking to establish 10 joint ventures in mature, onshore and offshore areas by December 2015. “The (oil) majors are interested American Ship Review 2015
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The The state State of of U.S. Shipbuilding shipbuiliding mostly in investing in the deep waters in the Gulf of Mexico,” Lozoya said. “We do not necessarily have the expertise to develop those projects and bring them into production in a relatively quick period of time.” The result could be more business for American shipyards that already have experience in the Gulf. “We’re building those vessels and we just know how to do it,” Paxton said. Finding a niche As the energy sector continues to evolve, so must the boats that service it. With offshore operations growing more complex, opportunities are being created for shipbuilders that can adapt to the changes through specialization. At Bordelon Marine Shipbuilders in Houma, La., that means building more multipurpose supply vessels (MPSVs) like the 257-foot Connor Bordelon, ASR’s Ship of the Year in 2014. Connor, serving as a well-stimulation vessel for Baker Hughes, will be followed out of
the Houma yard by Shelia Bordelon and Brandon Bordelon. “Traditional subsea work has been done by larger vessels,” said Wes Bordelon, president of Bordelon Marine. “We think that with the development of subsea infrastructure there is going to be more room for smaller vessels for specific jobs — using the right tool for the job instead of a hammer. It’s more efficient and cost-effective.” The demand for more precision offshore has also led a new generation of supply boats classed DP-2 or even DP-3, with DP-1 “really a thinking man’s autopilot now,” said Clerc of Seacor Marine. When it comes to safety, FiFi-1 has become a big selling point in the wake of the Deepwater Horizon disaster in 2010. To stay ahead of the boom-and-bust cycles in the oil and gas industry, many yards have found it wise to specialize in diversification. Among those casting a wide net last year was Eastern Shipbuilding Group of Panama City,
Fla., which launched vessels ranging from OSVs (the Bravante series and HOSMAX boats for Hornbeck Offshore Services) to towboats (for Florida Marine Transporters) to a replica fishing schooner (the 141-foot Columbia). In February, Eastern was named a Phase I finalist to design the U.S. Coast Guard’s new offshore patrol cutter (OPC). Diversification is also keeping many smaller shipbuilders busy. In June, Geo Shipyard in New Iberia, La., was working on a pair of research catamarans, but it has also produced pilot boats, passenger boats and even a towboat over the years. “We have a niche in research vessels, but the next guy who calls me for a big passenger boat, I’ll build it,” said Geo Vice President David LeCompte. “We’re survivalists.” Reflecting the U.S. shipbuilding industry as a whole, the torches are hot at Geo and the outlook is favorable. “The future seems good,” LeCompte said. “We’re getting a lot of phone calls.” •
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American Ship Review 2015
The State of Shipbuilding
Courtesy U.S. Military Sealift Command
Military work advances in shadow of sequestration, D.C. gridlock
by Rich Miller
American Ship Review 2015
Bollinger Shipyards, Eastern Shipbuilding Group and Bath Iron Works each received a $21.9 million design contract for the project, which will result in 25 ships being built at a cost of $10.5 billion — the Coast Guard’s biggest acquisition ever. The awards came despite protests from Huntington Ingalls and VT Halter Marine, whose design bids weren’t accepted. The two shipbuilders disputed numerous points in the Coast Guard’s selection process, but the Government Accountability Office (GAO) rejected their arguments. The construction contract will be awarded to Bollinger, Eastern or BIW in 2016. The ships will replace the 210-foot and 270-foot medium endurance cutters used to conduct security operations, search-and-rescue missions and drug interdictions. The Coast Guard expects the first steel to be cut in fiscal 2018. Other big-ticket items for the Coast Guard include a proposed $1 billion polar icebreaker and
spending $100 million to reactivate the icebreaker Polar Sea until the newbuild gets the go-ahead. Polar Star is currently the only heavy icebreaker on duty for the USCG. The Coast Guard’s plans may run into harsh budget realities in Washington, a scenario that Vice Adm. Charles Michel warned against during a June hearing of the House Subcommittee on Coast Guard and Maritime Transportation. According to current budget blueprints, annual funding for Coast Guard acquisitions won’t exceed $1.2 billion for the next five fiscal years. That is
General Dynamics NASSCO delivered USNS John Glenn, top, the second mobile landing platform for the U.S. Military Sealift Command. USCGC Raymond Evans, below, was one of two fast response cutters that Bollinger Shipyards delivered to the Coast Guard.
Courtesy Bollinger Shipyards
hile the U.S. petroleum boom holds the promise of greater gains on the commercial side for American shipbuilders, the outlook isn’t as bright for military orders. Congressional gridlock and the threat of more Pentagon budget cuts have added uncertainty to a sector increasingly vulnerable since the recession. A number of programs continue to move forward, however, and there were some notable deliveries during the past year. Among them were USNS John Glenn, the second mobile landing platform (MLP) built by General Dynamics NASSCO for the U.S. Navy’s Military Sealift Command, and USNS Millinocket, the third of 10 Spearhead-class joint high speed vessels (JHSVs) delivered by Austal USA. Ingalls Shipbuilding delivered the national security cutter Hamilton to the U.S. Coast Guard and completed the amphibious assault ship America for the Navy. Another positive development involved the U.S. Coast Guard’s new offshore patrol cutter (OPC).
USCGC James, shown under construction and in the water at Ingalls Shipbuilding in Pascagoula, Miss., is the fifth national security cutter launched by the yard. The littoral combat ship USS Montgomery, bottom, is guided out of dry dock in August at Austal USA in Mobile, Ala.
Photos courtesy Huntington Ingalls
The State of Shipbuilding
The deal covers both LCS variants, the Freedom class and Independence class. BIW will provide ship alteration design and logistics support, material support and maintenance. BIW is also the planning yard for the Navy’s DDG 51 destroyers and FFG 7 frigates.
Huntington Ingalls number to 30 FRCs under contract with Bollinger. The package is valued at $1.4 billion.
Austal USA Austal has delivered three JHSVs to the Navy as part of a 10-ship, $1.6 billion contract. The third in the series, USNS Millinocket, will be followed by Fall River (delivery in late 2014), Trenton (September launch) and Brunswick (under construction). The Mobile, Ala., shipbuilder also launched USS Montgomery, the second of 10 littoral combat ships (LCS) the company will produce for the Navy in a $3.5 billion deal. Five more of the Independence-variant ships are under construction: Jackson was christened in March, Gabrielle Giffords was scheduled to be launched later in 2014, and work was underway on Omaha, Manchester and Tulsa.
about $1 billion less per year than the GAO and the Coast Guard say is needed to keep programs on schedule and on budget. “I have seen the devastating impacts when vessels are unreliable, obsolete or outclassed by adversaries or the sea itself,” said Michel, deputy commandant for operations. Matt Paxton, president of the Shipbuilders Council of America, said the possibility of further cuts through sequestration — for both the Navy and Coast Guard — is exacerbated by the fact that the federal government is operating on a continuing-resolution basis. “That’s not the best way to manage these contracts,” Paxton said. “These contracts do better when they have predictability and long lead times. … (Shipbuilders) get their schedules down, they get their materials down, and they get efficiencies throughout the shipyard. What goes into that is the certainty of having a budget that’s going to be in place.” Here is a look at other military-related activity at U.S. shipyards in the past year:
Bath Iron Works The Navy awarded the Maine shipbuilder a $100 million contract to provide planning yard services for the LCS program. BIW is a business unit of General Dynamics.
Pascagoula, Miss.-based Ingalls Shipbuilding delivered its fourth national security cutter, Hamilton, to the Coast Guard in mid-September. The fifth NSC, James, is scheduled for delivery in 2015. The keel laying for the sixth, Munro, was scheduled for fall of 2014. Kimball is under production and long lead-time materials for the eighth, Midgett, have been ordered. In March, Huntington Ingalls’ Newport News Division received a $1.2 billion extension on a construction preparation contract for the aircraft carrier John F. Kennedy. The extension enables the Virginia yard to complete an additional 343 structural units and purchase the majority of the remaining material for the ship.
Marinette Marine The Navy awarded a $698 million contract in March to build two more littoral combat ships at the Wisconsin shipyard. LCS 17 (the future USS Indianapolis) and LCS 19 are the seventh and eighth of a 10-ship contract originally awarded to project partner Lockheed Martin in 2010. The first of those ships, USS Milwaukee (LCS 5), is scheduled to be delivered in 2015. •
The Lockport, La.-based company delivered the fast response cutters Kathleen Moore and Raymond Evans to the Coast Guard, the ninth and 10th FRCs in the series. The yard also received a $255 million option to build six more of the Sentinel-class ships, bringing the 10
Courtesy Austal Ltd.
American Ship Review 2014
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2015 Ship of the Year
Brian Gauvin photos
Harvey Energy: Harvey Gulf embraces LNG with a trailblazing boat by John Gormley
The 302-foot Harvey Energy, built by Gulf Coast Shipyard Group in Gulfport, Miss., is the first dual-fuel OSV produced in the United States. The second boat in the series, Harvey Power, can be seen at left in the top photo.
he maritime industry in the United States has been somewhat slow to embrace liquefied natural gas (LNG) as a fuel for vessels. Harvey Gulf International Marine, by contrast, began moving ahead rapidly as soon as its leadership became convinced of the benefits. In fact, it took just a few days for the company to move from serious consideration of LNG to a commitment to build a fleet of LNG-powered offshore supply vessels, according to Chad J. Verret, Harvey Gulfâ€™s executive vice president, Alaska and LNG operations. In early 2011, Verret read an article in a trade publication about a new LNG-fueled Norwegian platform support vessel that had just been delivered. What he saw was a vessel that would be highly efficient and environmentally friendly. Spurred by that article, Verret and Mike Carroll, Harvey Gulfâ€™s senior vice president, new construction/
chief naval architect, spent an intense weekend working on a design. Starting with the layout of an existing Harvey Gulf OSV, Harvey Champion, the two men worked out the basic design for what is the first LNG-fueled commercial vessel to enter service in North America. “Over the course of a long weekend we took the current design and adapted it,” Verret said. “We had a full general arrangement concept by Monday,” Carroll said. On that Monday, they presented their proposal to Shane Guidry, Harvey Gulf’s chairman and chief executive officer. He approved it on that day and Harvey Gulf was off and running. Harvey Energy, the first of six 302-foot dual-fuel vessels being built at Gulf Coast Shipyard Group’s facility in Gulfport, Miss., was scheduled for delivery in late October 2014. The five others are scheduled for delivery at four-month intervals. Verret and Carroll are proud of the pioneering role Harvey Gulf has assumed. “Harvey Gulf is the first, not
the second, to adopt dual fuel,” Carroll said. “We’re absolutely first. This is the right technology.” Being a pioneer can be risky, but Harvey Gulf believes the case for LNG is overwhelming, both in environmental and in economic terms. And the economic and environmental advantages are closely intertwined.
The economic success of any OSV is dependent on the oil companies that charter them to service their offshore rigs. Every federal oil lease granted to an oil company operating in the Gulf of Mexico now requires the use of the best available technology for the capture of particulate emissions by the rig and support vessels operating within a 25-mile radius.
Workers prepare an LNG tank for installation at Gulf Coast Shipyard Group. Each of the six boats in the Harvey Energy class for Harvey Gulf will have one of the cylinders, which are about 100 feet long.
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Vessel Modifications and Upgrades
Beautiful Designs. Efficient to Build.
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2015 Ship of the Year
As a dual-fuel vessel, Harvey Energy will operate on a fuel mix of 99 percent natural gas and 1 percent diesel oil. If LNG were unavailable, it could operate on diesel alone. Because combustion of natural gas produces no particulate matter, Harvey Energy and its sister vessels
Harvey Energy’s propulsion source is clearly displayed on the vessel. At right, the tug Signet Puritan pulls the OSV through the Lorraine-Cowan Bridge on the Industrial Seaway in Mississippi. Harvey Energy was heading to the Port of Gulfport for finishing installations and sea trials.
will emit almost no particulates. Harvey Gulf thinks this attribute will make its vessels the support boats of choice for oil companies drilling and producing in the Gulf of Mexico. As Verret and Carroll were conceptualizing these LNG boats, environmental appeal to the oil companies was a major influence on their thinking. “Mike and I were absolutely focused on that,” Verret said. Conventional diesels, he suggested, may have a hard time meeting expectations in such a regulatory environment. “We were convinced this was the best way forward to meet this requirement.” Other pending environmental requirements may also give LNG-fueled vessels an advantage over conventional diesels. On Jan. 1, 2016, new Tier 4 emission control regulations from the Environmental Protection Agency will take effect for many new vessels. To meet the more stringent standards for sulfur oxide, nitrogen oxide and particulates, most engine makers are planning 14
to add urea injection features to their exhaust systems. When operating on LNG, Harvey Energy will meet the Tier 4 requirements. “Why wouldn’t you take the significant reductions (of LNG) to meet the EPA requirements without urea?” Verret said, noting that urea treatment systems will mean additional maintenance and operating costs. Then there is the compelling fact that LNG is currently much cheaper than diesel. While oil and gas prices are frequently volatile, North American natural gas production has been growing rapidly and no end to the boom is in sight. So the evidence suggests that LNG will maintain a price advantage for some time to come. “At the end of the day, LNG is cheaper,” Verret said. At current prices, LNG is approaching half the cost of diesel fuel per unit of energy, depending on location, frequency and size of delivery, according to John F. Hatley, Americas vice president, ship power, with Wartsila North America. Wartsila is providing Harvey Gulf with the entire diesel-electric propulsion system as well as its associated fuel systems, including the LNG tank and bunker system. “We provided a complete LNG kit,” Hatley said. The main genset engines are Wartsila 6L34DF dual-fuel diesels. Three of them produce a total of 10,100 bhp. They will power two azimuthing stern drives: Wartsila LIPS FS300 WS/WN units producing 3,620 bhp each. The vessel has two bow thrusters: LIPS FT225 M-D units producing 1,717 bhp each. In providing the LNG kit to Harvey Gulf, Wartsila is supplying all the components of the propulsion system and associated LNG fuel system, including
alarms, controls and automation. The responsibility for integrating the systems and ensuring that they all work together properly rests with Wartsila. “This reduces the risk for the owner and the shipyard,” Hatley said. Hatley acknowledged that adopting a new technology like LNG poses certain risks, all of which he maintains Wartsila has addressed. The goal, he explained, is to be on “the leading edge” rather than on “the bleeding edge.” In a sense, the technology is not really new. Hatley pointed out that Wartsila has been building natural gas engines since the late 1980s. The first gas engines were large 50-cm-bore engines for specialized LNG tankers that burn the boil-off vapors from their cargo. Next Wartsila brought out 32-cm-bore engines whose first marine applications were in support vessels built for Norway’s North Sea oil and gas operations. A decade ago, Wartsila brought out a 34-cm-bore engine that is the basis for the dual-fuel genset that will power Harvey Energy. Skandi Gamma, the 311foot Norwegian platform supply vessel that caught the eye of Harvey Gulf in 2011, is equipped with a Wartsila 34-cmbore engine. So while Harvey Gulf may be pioneering the technology in North America, it will benefit from the experience Wartsila has gained in Europe with vessels of similar size and purpose. “We have lots and lots of experience,” Hatley said. Wartsila may have lots of experience with LNG propulsion, but the Harvey Gulf personnel who will operate the new vessels do not. So, training of crews will be of paramount importance. “You have to have a pool of educated mariners who can operate the equipment safely,” Hatley said. American Ship Review 2015
2015 Ship of the Year
Owner/ OPERATor: Designer/ Builder: Dimensions:
Harvey Gulf International Marine, Galliano, La. Vard, Alesund, Norway/ Gulf Coast Shipyard Group, Gulfport, Miss. L: 302’ B: 64’ D: 20’ (loaded)
Mission: Dual-fuel offshore supply vessel
Crew size: 11
HULL � Steel monohull
PERFORMANCE � Maximum speed: 14 knots � Cruising speed: 12 knots � Economy speed: 8 knots PROPULSION � (3) Wartsila dual-fuel 6L34DF Tier 3/Tier 4 engines, total 10,100 bhp � (2) Wartsila LIPS FS300 WS/WN azimuthing stern drives, 3,620 bhp each � (2) Wartsila main drive motors, 3,621 hp each � (2) Wartsila LIPS FT225 M-D bow thrusters, 1,717 bhp each � (3) Wartsila main generators, 2,510 kW each � Cummins Marine harbor generator, 550 kW � John Deere emergency generator, 150 kW CAPACITIES � Deadweight tonnage: 5,520 long tons � Passengers: 28 � Drill water: 449,200 gallons � Potable water: 89,000 gallons � LNG fuel: 67,625 gallons � Diesel fuel: 67,625 gallons � LNG fuel: 241,305 gallons � Liquid mud: 18,213 barrels � Methanol: 1,613 barrels � Dry bulk: 10,250 cubic feet CARGO DECK � 190.5 by 55 feet � Clear area: 10,480 square feet � Capacity: 4,100 long tons � Strength: 1,050 pounds/square foot NAVIGATION � (3) Kongsberg K-Pos 21 Green DP dynamic positioning systems � (3) Kongsberg Seatex
DGPS systems � (3) C. Plath Navigat X MK1 Model 10 gyrocompasses RADAR � Furuno FAR2137-12 S band/Furuno FAR2117 X band � Furuno FE700 depth sounder � Furuno DS-80 Doppler speed log COMMUNICATIONS � Furuno RC1800T GMDSS � SSB: Furuno FS-2571-C/Furuno FS-1503 � Furuno FELCOM 15STD-C Inmarsat C � Furuno FNX-700P Navtex � Furuno IC-307 SSAS
ACCOMMODATIONS � 21 cabins, 42 berths (17 berths for crew, 25 for offshore workers) � Hospital with three beds � Lounge with seating for 12 � Mess with seating for 24 � Officers’ mess with seating for two � Four Internet stations SAFETY/ FIREFIGHTING � Life rafts: (5) 25-man USCG and SOLAS approved � Fast rescue craft: Schatt Harding with 40-hp motor � Fire monitors: (2) Stang 5,284 gpm each, 30 minutes of foam capability CLASSIFICATIONS � ABS: A1 Offshore Service Vessel, AMS, DPS-2, ACCU, ACP, Enviro+, GP, FiFi-1, UWILD, GFS (dual fuel diesel), Circle E � Full SOLAS � U.S. Coast Guard Subchapter I and L, EEP certified for 150-person evacuation � IMO Resolution 12A � PS hydro-acoustic well
Wartsila has addressed the issue by creating a system of schools around the world to train people in the operation of its natural gas engines. Called the Wartsila Land & Sea Academy, the network includes five schools, including one in Fort Lauderdale, Fla., that provide training to operators of LNG engines. “It’s very much like a community college,” Hatley said, noting that each school represents “a center of expertise on LNG.” Harvey Gulf is taking advantage of the training offered by Wartsila in Fort Lauderdale. Harvey Gulf mariners will take LNG courses on engine operation, propulsion, electronic alarm systems and fuel delivery and storage. Harvey Gulf also partnered with the Maritime Simulation Institute in Middletown, R.I., to develop an LNG bunkering safety course. The first sessions for Harvey Gulf employees were held in July 2014. The courses are open to employees of other companies as well. Developing a boat that runs primarily on LNG creates substantial design challenges. One of the greatest is onboard storage. LNG contains less energy by volume than diesel oil. That means the tanks have to be significantly larger to give the boat the same range as a conventional diesel. And these bulky, highly insulated tanks can’t be tucked just anywhere in the hull. Each of the LNG boats in the new class will have a single cylindrical tank located along the centerline under the cargo deck just aft of the house. At 100 feet, the tank (including cold box) will be about a third as long as the vessel. A vessel like Harvey Energy earns its living by transporting materials needed by oil rigs, such as liquid mud, fuel, methanol, cement and drilling water. To make up for the extra space needed for LNG storage, Harvey Gulf is making the new boats 10 feet longer than the 292-foot Harvey Champion, which was the
starting point for the LNG design. “We had to arrange the LNG system so it did not diminish the capabilities of the vessels versus conventional diesels,” Carroll explained, in order to make the boats “functional and marketable.” In a conventional boat, fuel tanks are placed low in the hull. Keeping the weight low enhances a vessel’s stability. Despite the location of the LNG fuel tank just under the cargo deck, Harvey Energy and its sisters will be stable boats, according to Carroll. “These boats have a lot of reserve stability,” he said.
Workers at Gulf Coast Shipyard Group set the pilothouse on Harvey Power. Four additional LNG-powered OSVs will follow for Harvey Gulf International.
In addition to the lower energy content of LNG, another disincentive for using it has been availability of the fuel, or what might be called the “chicken and egg” problem. In the absence of a network of LNG fueling stations, operators may be reluctant to build LNG vessels. And in the absence of a fleet of LNG vessels, it is hard to justify building a network of fueling stations. Harvey Gulf has solved the problem by building its own LNG fueling station to service its vessels and others that may follow the company’s lead. In February 2014, Harvey Gulf broke ground on the fueling station in Port Fourchon, La., where its new LNG boats will be based. The $25 million marine fueling project is the first of its kind in the United States, according to Harvey Gulf. The facility, consisting of two sites with 270,000 gallons of LNG storage each, was scheduled to become operational in November 2014. American Ship Review 2015
Building a new vessel incorporating unfamiliar technologies also poses challenges for a shipyard. “It’s not something you throw at any yard. You have to be heavy in project management,” said William S. Smith III, vice president of Gulf Coast Shipyard Group. One advantage Gulf Coast Shipyard has for a project as complicated as this is the amount of work that it can do indoors, protected from the weather. The yard boasts 10 acres of covered space. “You’re better able to manage the delivery time if you’re under cover,” Smith said. Part of the risk inherent in building a new vessel type has been mitigated by the arrangement with Wartsila, which is responsible for procuring and integrating all of the fuel and engine components. “Wartsila is providing everything, from soup to nuts,” Smith said. Some of the work is without precedent in the United States. “You can imagine the quality control … required for all that (LNG) piping,” he said. Yet the biggest difficulty, according to Smith, was not so much the actual construction as coordinating the involvement of all the players in a project that in many ways was setting new standards as it proceeded. “The biggest challenge with LNG is getting everybody — ABS, the Coast Guard, Harvey Gulf, Wartsila — on the same page,” he said. Some aspects of the construction, of course, involved fairly conventional issues such as choice of the interior materials. But even here, the Harvey Gulf boats may be a bit special. “Shane (Guidry) picked the interior decoration personally … fabrics, countertops, everything. It was pretty remarkable,” Smith said. Clearly, these will be trailblazing boats. The question remains how many other vessel operators will elect to follow this path. There is no doubt that the rest of the industry is watching very closely. On this side of the Atlantic, Verret said, “this is probably the most talkedabout project in three years.” There are doubters that LNG will really prove to be the wave of the future. The Harvey Gulf boats, once they go into service, should demonstrate the American Ship Review 2015
benefits and the limitations of LNGfueled vessels in the offshore oil and gas industry. “The naysayers want to see the boat in service,” Carroll said. “I guarantee they are all paying attention to our project.” If the new Harvey Gulf boats live up to expectations, they have the potential to exert a transformative effect on the industry. “We believe in LNG as a fuel,”
Verret said. “We believe in this technology wholeheartedly.” If his conviction is borne out by experience and the Harvey Gulf boats prove to be in demand by the rig operators, the rest of the offshore industry will have to take a hard look at following Harvey Gulf’s lead. “It doesn’t take long for others to realize if we’re getting orders for these vessels,” Carroll said. •
LIBERTY BAY Courtesy Aker Philadelphia Shipyard
New tanker is milestone for SeaRiver, Aker Philadelphia the tanker in preparation to depart the Delaware River for the ship’s introduction to its West Coast trade route. Capt. Shawn Wilcox and chief engineer Curt Carter — both career SeaRiver men — agreed that Liberty Bay is the best-designed ship they had ever seen.
Above, SeaRiver Maritime’s new tanker Liberty Bay performs during sea trials in the Delaware River. Right, Capt. Shawn Wilcox sets up his bridge electronics, which include a Transas ECDIS and multiple monitors. Left, Liberty Bay is equipped with a fulllength catwalk.
Dennis Symons photos
board SeaRiver Maritime’s newest U.S.-flag crude carrier, crew morale was sky high. The 823-foot Liberty Bay had just been officially delivered from Aker Philadelphia Shipyard in June 2014, and the SeaRiver crew was outfitting
by Dom Yanchunas
The company’s first Liberty-class vessel includes redundant major systems and several special features that are tailored to operations in the North Pacific, where it is already at work transporting Alaska crude to refineries. Liberty Bay is SeaRiver’s first new tanker since 1987. The 115,000-dwt ship is the largest vessel of any type constructed in Philadelphia in 70 years. It’s the largest constructed anywhere on the East Coast in at least 35 years. American Ship Review 2015
The 800,000-barrel-capacity ship is 144 feet wide, with a depth of 68.9 feet and a summer draft of 49.2 feet. It’s about as massive a newbuild as can possibly be accommodated at Aker Philadelphia, said Scott Clapham, the yard’s senior vice president of projects and business development. “It’s the largest ship we’ve built, so it required some special analysis of how we were to launch the ship from the dry dock — the float portion,” Clapham said. “There was only one meter on each side of the ship.” The SeaRiver crew is already enjoying Liberty Bay’s advancements, including its operational monitoring systems, customdesigned safety features, fuel-efficient power generation, electronic controls and minimized environmental footprint. The integrated control monitoring system means the bridge and engine-room crews each have access to the other’s gauge data. For example, radar displays and ECDIS repeaters are installed in the engine control room, and engine-performance images are available on the bridge. The extra displays improve everyone’s situational awareness and help make operations safer and more efficient. “We can monitor every system in the engine room or on deck,” Carter said. “If we’re coming up a river and I have to send an engineer up to change a pump or something, I can see we’re about to come to a turn, so let’s wait 10 minutes,” he said. “If I see the load on the engine going up, I can look and see that he’s hard-over going into a turn, I know it’s not something with the engine.” The ship has five engine-monitor screens — two in the engine room and one each in the engineer’s office, cargo control room and on the bridge. Because engineers are responsible for more and more paperwork these days, Carter said it’s good to be able to monitor conditions such as temperature, fuel transfers and pump usage right from his desk. The electronic nature of the engine’s systems means components such as the oil mist detector, flame scanner or bearing-wear monitor will alert the crew automatically. During voyages in the Gulf of Alaska, SeaRiver tankers can encounter heavy weather including 50-foot swells, galeAmerican Ship Review 2015
www.icomamerica.com/marine ©2014 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. 41650
force winds and even seaquakes. The company hardened Liberty Bay by adding a raised forecastle, a series of breakwaters on the deck and various precautionary features to reduce exposure to the ele-
Owner/ SeaRiver Maritime, OPERATor Houston
Designer/ Builder: Dimensions: Mission: Crew size:
Samsung Heavy Industries, Seoul, South Korea/ Aker Philadelphia Shipyard L: 823’ B: 144’ D: 49.2’ (summer) U.S. Jones Act tanker, Alaska North Slope trade (Prince William Sound to U.S. West Coast) 28
� Saracom magnetic Hull compass � Double hull (cargo compartments and fuel � Transas ECDIS with radar overlay and tanks) remote monitors Performance � Japan Radio Co. � Service speed: 15 GMDSS including knots Inmarsat-C and MF/ Propulsion HF/VHF � MAN B&W � JRC AIS 6S60MC-C8.2 main � Jotron search and resengine, 13,560 kW at cue transponder 105 rpm (maximum � ACR Electronics satelcontinuous rating), lite EPIRB 12,200 kW at 105 rpm � Samsung VDR (normal continuous Additional rating) equipment � Hyundai Heavy � (2) Oriental Precision Industries four-blade, Engineering hose23-foot-diameter, fixedhandling cranes pitch propeller � ( 2) OPE accommoda� (3) Yanmar 925 kW tion cranes auxiliary gensets � OPE engine room crane � Yoowon YDFT-170-2 � Ansul fire monitors electro-hydraulic main � Inergen fixed firefighting steering controls system Capacities � Autronica fire detection � Deadweight tonnage: system 115,000 � (2) Norsafe enclosed � Cargo: 800,000 barrels lifeboats with gravity � Diesel fuel oil: 331,905 davits gallons � Severn Trent De Nora � Heavy fuel oil: 448,616 BalPure ballast water gallons treatment system � Segregated ballast � International Paints water: 250,000 barrels anti-biofouling coatings Cargo system Accommodations � (3) Hyundai Heavy � (28) staterooms Industries HCP-400 � Galley: Metos equippumps ment with dumbwaiter � Enraf Marine Systems to storage area EMx40 tank-level � Crew lounge areas monitoring � Separate smoking area � Samsung Heavy � Gymnasium Industries SSAS-Pro � Hospital integrated control and Classifications monitoring system � ABS, +A1 (E), Oil Navigation/ Carrier, CSR, AB-CM, communications ESP +AMS, + ACCU, � Furuno radars, X-band CPS, TCM, SPM, and S-band UWILD, VEC, GM, � Yokogawa autopilot/ ENVIRO steering stand � USCG Alternative � AMI Marine SMIDS Compliance Program
ments. A centerline raised walkway — or catwalk — allows crew to access the forecastle safely even when heavy weather batters the bow. “We needed something to protect the equipment,” Wilcox said. “We have breakwaters probably every 50 to 100 feet, and these are very, very solid steel structures. We’re looking ahead and thinking what could happen. ... We have loop seals on deck that most ships don’t have. It’s for spill containment.” The ship’s size, cargo capacity, hull, moorings and other systems were customized with an eye toward Liberty Bay’s
Samsung design in consultation with Samsung.” Propelling the single-screw ship is a six-cylinder MAN B&W 6S60MC-C8.2 Tier 2 main engine. Normal operating speed is 15 knots, and the ship can switch between heavy fuel and lowsulfur diesel at sea speed. Three Yanmar 925 kW generators provide the auxiliary power. To help achieve emissions standards at Valdez, Alaska, there are two electric ballast pumps and the boilers and generators are set up to be able to run on only diesel. The generators are electronically inteIn Liberty Bay’s fuel-handling room, much of the equipment is raised on skids. Below, chief engineer Curt Carter monitors the ship’s operation from his control room.
regular ports of call — including Port Angeles, Cherry Point, Anacortes and Tacoma in Washington — and to accommodate draft restrictions on the way in and out of Richmond, Calif. The hull is enhanced with reinforced tug push areas — higher stiffening for ship-assist in Prince William Sound. The vessel has port and starboard cranes instead of just one center crane. Sea chest, piping and cargo tank sump thicknesses are all greater than the class requirement. In addition to reinforcing the gear, the designers moved certain items out of Mother Nature’s path. “We wanted as much piping as possible below the deck,” Carter said. “The valves are below the deck — anything that could get damaged in the weather. It’s easier on the equipment and it makes our job a lot easier.” Liberty Bay’s double-hull design is of Korean origin, with modifications. “The vessel is based on proven Aframax vessels built at Samsung Heavy Industries,” Clapham said. “The breakwaters and raised forecastle, they were two modifications that we made to the
grated to ensure an efficient load distribution depending on the task. In a pinch, any one of the three could run the ship. “The electrical (generation) here is pretty amazing. If you want to run a ballast pump, you have to ask the system for permission, and if it doesn’t have enough power, it will automatically start up a second generator,” Carter said. “This ship is really set up nice to keep us out of trouble power-wise.” On the bridge, the navigation officers enjoy a 360-degree view with convenient access to Furuno radar, Transas ECDIS and JRC automated information system displays. “The bridge team concept is fabulous. Everybody has an ECDIS,” Wilcox said while moving around on the bridge. “The layout is better than any other I’ve seen. When you stand here at the radar, American Ship Review 2015
you can look straight out the window. When you come over here to look at the ECDIS, you are still looking straight out the window.” Liberty Bay has 18 closed-circuit video cameras, enhancing not only security but also operational awareness. Some of the cameras are installed to view the deck and other working areas. Others are pointed at machinery. “I even have one trained on the stack,” Carter said. As is the industrywide trend, SeaRiver sought detailed input from its crews when designing and equipping the Liberty-class tankers, said Paul Dawson, the company’s operations superintendent. “We didn’t just ask them about the big things. We asked them about the small things. What hand tools do you want? What welders do you want? It’s the equipment they like and the equipment they want to use,” Dawson said. One particular challenge in building Liberty Bay in 2013-14 was anticipating what the ballast water treatment require-
ment ultimately would be and where the system’s electrolyzer, pumps and filters would be positioned below. SeaRiver chose a BalPure chlorine-and-filter system made by Severn Trent De Nora. “Not only did we need to find real estate, the ballast water treatment technology was continuing to evolve, so (Severn) was continuing to work with us on a solution while we were building the ship,” Clapham said. “It was a large piece of equipment to incorporate.” Two chillers, with a total of four compressors, improve the viscosity of the diesel fuel. In their fuel-handling room, the engineers have Alfa Laval fuel purifiers. Machinery distributes heavy fuel, diesel and lube oil. Most of the gear and pumps are mounted off the floor on fuel skids. “It’s really nice to have the equipment elevated,” Carter said. “If you have a leak, you can get down there and clean it up.” A second Liberty-class ship is scheduled for delivery by early 2015.
The 823-foot Liberty Bay is moored at Philadelphia shortly after the Aker shipyard officially delivered the tanker to SeaRiver. Whitehill Manufacturing of nearby Chester, Pa., provided the 1 3/8inch mooring lines, which include the white HMPE protective overjacket.
Together, the two ships cost $400 million. The SeaRiver order has contributed to a resurgence at Aker Philadelphia. The yard is building four smaller product tankers for Crowley Maritime, two vessels for Philly Tankers LLC and a pair of containerships for Matson Navigation. •
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American Ship Review 2015
Ocean Marine Division GreatAmericanOcean.com
To comply with a 1993 state law, the vessels had to be built in Washington. To speed the process, a proven design from Elliott Bay Design Group of Seattle was selected — the ferry Island Home was already operating on the Woods Hole to Martha’s Vineyard run in Massachusetts. The length was increased to 273 feet and work began early in 2009 using construction engineering and design by Guido Perla. Todd Shipyard of Seattle was the prime contractor, but much of each ferry was prefabricated off-site: the superstructures at Nichols Brothers on Whidbey
Charting a new course for Washington State Ferries
he christening of Tokitae at the Vigor Fab shipyard in Seattle last spring was a milestone for Washington State Ferries (WSF), culminating a decade of work with the first of a new Olympic class of ships. The preliminary design process for this 362-foot, 144-car ferry began in 2004 with the goal of replacing the 87-car Evergreen State — built in 1954 — before it was 60 years old. Seattle-based Guido Perla & Associates was awarded the design/build contract and was working on detailed engineering plans when severe hull corrosion was found in four of WSF’s smaller ferries in November 2007. Because of budget constraints, WSF was fitting new stern tubes in the 60-car
by Peter Marsh
Steel Electric class, built in 1927, hoping to further extend their life. All four ferries were declared unseaworthy and immediately pulled from service. A 50-car, county-owned ferry was chartered to maintain the Whidbey Island to Port Townsend route on a reduced schedule, and the Olympic class was shelved (the Steel Electrics were finally scrapped in Ensenada, Mexico, in 2010). WSF’s director resigned and David Moseley, a civil service manager, took the position and began reviewing the agency’s long-term planning. “This is a big job with big challenges,” he said. With the loss of capacity, the state provided funds in February 2008 for an expedited program to build three 64-car ferries.
The helm includes two jog sticks, one for each rudder, that operate a rotary vane steering system. The forward rudder is locked while the ferry is underway and the forward propeller is feathered. The throttle levers are combined with the propeller pitch control.
Courtesy Washington State DOT
Courtesy Washington State Department of Transportation
Tokitae, shown in dry dock at Vigor Fab, is the first Olympic-class vessel for Washington State Ferries. The name is a Coast Salish greeting that means “nice day, pretty colors.”
Island and the bows at Jesse Engineering in Tacoma. The first hull, Chetzemoka, entered service in November 2010 — three years after the Steel Electrics were pulled. With the second vessel well underway, Todd was acquired by Vigor Industrial of Portland, Ore. Production continued without interruption and the third vessel was delivered in February 2012. With this success, WSF returned to the Legislature to fund the Olympic-class design, which would enable the agency to introduce a maximum 60-year service life throughout the fleet. After a heated political debate, $265 million was approved for construction of two 362-foot vessels. The Olympic class is considered a midsize ferry compared to the 460-foot Jumbo class that carries more than 200 cars. Vigor was the prime contractor, with American Ship Review 2015
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Courtesy Washington State DOT
CNC cutting files, while Vigor began work on the fabrication and production. Construction began on the first hull, Tokitae, in early 2012. The hull was assembled from 10 modules at the Vigor Fab shipyard and is classed Subchapter H for 1,500 passengers by the U.S. Coast Guard. Construction is to ABS standards:
the same team of subcontractors plus Greer Tank & Welding, which built all the tanks. Guido Perla produced the detail engineering design, assembly and
Tokitae has four passenger evacuation systems with inflatable slides that lead into extra-large SOLAS life rafts. The ferry is operated from identical wheelhouses with twin Furuno radar displays.
bottom plating is 7/16-inch steel and the superstructure is 1/4-inch to 5/16-inch steel. Brian Evert, Vigor Fab’s director of
project management, explained that the standard shape of the hull ends was refined by tank tests to include a more streamlined “wake-adapted” stern. The narrow tapered cross-section required the use of special castings for the stern tube and protective skeg, with tight frame spacing and heavily rolled plating. The specification included high-lift rudders produced by Rolls-Royce. Tokitae is powered by two 3,000-hp EMD 12-710G7C diesels that meet EPA Tier 3 requirements for 2014 without after-treatment. The engines face in opposite directions, each connected to one Rolls-Royce controllable-pitch, fourblade propeller via a Falk 4.986:1 reduction gear. An interconnecting shaft runs between the transmissions, allowing both engines to power a single aft propeller for a top service speed of 17 knots at 80 percent power. The superstructure is more than 300 feet long, weighs 1,500 tons and includes four upper decks: the upper vehicle deck, passenger deck, sun deck and crew-only
American Ship Review 2015
navigation deck. To load the massive module onto a barge bound for Vigor, heavy lift contractor Omega Morgan laid a platform 600 feet across a road, beach and tide flats into Holmes Harbor to reach a depth of 12 feet at high tide. “The loading procedure is slow, methodical and must be very precise. Having to make adjustments is not unusual,” said Matt Nichols, CEO of Nichols Brothers. The first slide-out took two weeks, but the second took only two days. The tow to Harbor Island in Seattle lasted six hours. Matching the position of the superstructure to the bare hull — each on separate dry docks — demanded the laying of 600 feet of track, meticulous work with buoyancy controls, and the use of
Owner/ Washington State OPERATor Ferries, Seattle
Guido Perla & Associates, Seattle/ Nichols Brothers, Freeland, Wash., Jesse Engineering, Tacoma, Wash., and Vigor Fab, Seattle
slides leading into extra-large SOLAS inflatable life rafts. Four additional rafts are stowed on the sun deck. The ferry is operated from identical wheelhouses at each end connected by the walkway on the nav deck. The captain’s station on the bridge is at the port or starboard radar consoles, each consisting of a pair of Furuno radar screens with DGPS/AIS overlay, full Internet connectivity and a voyage data recorder.
a hydraulic transfer system designed by Engineered Heavy Services. Interior improvements over older WSF vessels include wider vehicle lanes, two ADA-compliant elevators and wider stairwells. The sun deck has overnight cabins for crew who are working the early shift. To abandon ship, there are four evacuation systems from Liferaft Systems Australia. Located on the passenger deck in large lockers, they inflate to provide
Dimensions: L: 362’ B: 83’ D: 18’ Mission: Auto/passenger ferry Crew size: 12 to 14 Hull � Steel monohull, ro-ro, double-ended Performance � Maximum speed: 17 knots � Cruising speed: 14 knots Propulsion � (2) EMD 12-710G7C Tier 3 diesels, 2,237 kW/3,000 hp at 900 rpm � (2) Rolls-Royce controllable-pitch four-blade propellers � Falk 4.986:1 reduction gears with interconnecting shaft � (2) Rolls-Royce high-lift rudders � (3) Detroit Diesel Series 60 300 kW gensets � Detroit Diesel 360 kW emergency genset Capacities � Displacement: 4,384 long tons � Passengers: 1,500 � Vehicles: 144 cars � Fuel: 66,411 gallons � Potable water: 16,206 gallons
� Non-potable water: 16,206 gallons Navigation/ communications � (4) Furuno FAR 2127 radars � Furuno MU 120C radar display � Furuno AIS and GPS � Furuno satellite compass � Anschutz gyro compass � MaxSea electronic charting system � (4) SEA 157 VHF radios Additional information � (4) Liferaft Systems Australia inflatable evacuation slides and rafts � (2) ADA-compliant elevators � Four-foot-wide stairwells Classifications � USCG Subchapter H for large passenger vessels for operation in lakes, bays and sounds
American Ship Review 2015
The helm consists of two jog sticks set fore and aft on the dash — one for each rudder — operating a rotary vane steering system. When underway, the forward rudder is automatically locked and the forward propeller feathered for minimum resistance. The pair of throttle levers is combined with the propeller pitch control. At very slow speed, the bow rudder and propeller can be activated for maneuvering at the ramp.
In the event of any of these controls malfunctioning, the helmsman also has an electronic order telegraph to signal the engineer on duty in the engine room to override the system manually. The keel for the second Olympicclass ferry, Samish, was laid at the end of 2012 with delivery scheduled for early 2015. State lawmakers approved funding for a third ferry, then Moseley unexpectedly resigned after Tokitae was christened.
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“That’s six new ferries built, under construction or funded in just six years,” he said. “Finally, the average age of our ferry fleet is going in the right direction. It is now time for the next person to build on our successes and continue to move the system forward.” Capt. George Capacci, who took charge of WSF in the interim, presided over the commissioning of Tokitae at the Clinton terminal, with Native Americans, local officials and shipbuilders present. “We have a longstanding, productive partnership in new vessel construction with Vigor,” he said. “I am elated that we have accepted the Tokitae. Vigor and their subcontractors have delivered a good product that will serve our customers for decades to come.” Tokitae makes the 20-minute Mukilteo/Clinton run to Whidbey Island. Two ferries serve the route, carrying 3 million passengers per year. WSF operates 22 ferries, carrying 22 million passengers and 10 million vehicles annually. It is the largest ferry system in the U.S. •
Adding more clearance On Tokitae’s first public run in June, a problem was discovered with the ramps to the upper levels port and starboard: Low-clearance cars were bottoming out on the angle at the top of the inclines. After more negative comments than WSF needed, the agency announced that the ramps would be modified in late September. Vigor Fab planned to tack-weld new angle sections before final changes were made. The cost is estimated at $66,000. If the temporary solution proved successful, the parts would be permanently welded during Tokitae’s scheduled maintenance in December. WSF negotiated a change to the contract with Vigor to cover the alteration on Samish, which is under construction, and on the third vessel of the series. Overall cost is estimated at $242,000 because more structural changes are required. The state will pay for the modifications out of its contingency fund because Vigor built the ramps “no greater than 12 degrees” as drawn.
American Ship Review 2015
That extra room was needed on the bridge during sea trials, a typically crowded event with additional crew, company personnel, shipyard personnel, vendor technicians, and Coast Guard and ABS inspectors. Included in the mix were three Chouest captains: the trials and delivery captain, Scott Dufresne; the relief captain, Berndt; and the actual captain, Tom Mason. Brannon Breaux, Jerry Boudreaux and Tyrone Mitchell were aboard from Breaux Brothers. Also on board was Chouest’s boat
Owner/ Edison Chouest OPERATor Offshore, Cut Off, La.
Breaux Brothers Enterprises, Loreauville, La., with Seacraft Design LLC, Sturgeon Bay, Wis./ Breaux Brothers Enterprises
Dimensions: L: 201’ B: 32’ D: 12’ Mission: Crew boat/fast supply
vessel Crew size: Accommodations for 12 Hull � Aluminum monohull
Bigger, farther, faster: Breaux FSV goes the distance
potting the brilliant orange and yellow of an Edison Chouest oilfield support vessel in the Gulf of Mexico is as common as spotting egrets in a Louisiana swamp, and the boats soon will be even more common. The Cut Off, La.-based company has more than 40 offshore support, multipurpose, Arcticclass and fast supply vessels in the pipeline. The FSV Fast Server is one of them. Resplendent under a summer sun washing over the Gulf, Fast Server breezed through trials on a smooth sea near Port Fourchon in July 2014. It is the first of five 201-by-32-foot FSVs to be built for Edison Chouest Offshore by Breaux Brothers Enterprises of Loreauville, La. Breaux has built nine American Ship Review 2015
Story and photos by Brian Gauvin
194-by-32-foot boats in the class for Chouest. Fast has become a key word anywhere in the world where the care and feeding of big deepwater oil rigs is required. Fast Server can reach 28 knots in light mode and 26 knots when loaded with 200 tons of cargo. It has 3,710 square feet of aft cargo space (handling up to 395 long tons) and seating for 53 passengers. The FSV is not only longer than the 194s, it also has 9,000 hp compared with 7,240 hp on the smaller vessels. Among other upscaling, the house is 8 inches higher. “You could tell it was a much bigger boat as soon as you walked on board,” said Bryce Berndt, a captain for Edison Chouest.
Performance � Speed: 28 knots � Loaded speed: 26 knots with 200 tons of cargo, 24 knots with 260 tons of cargo Propulsion � (4) Caterpillar 3512C diesels, 2,250 hp at 1,800 rpm � (4) ZF Faster fourblade, 56-inchdiameter propellers � ZF 7600 gears, 2.565:1 ratio � (2) Thrustmaster 30TT200-AL 200-hp bow thrusters Generators � (2) Caterpillar C9, 80 kW auxiliary gensets Capacities � Fuel: 39,320 gallons � Rig water: 68,315 gallons � Potable water: 1,000 gallons � Deck space: 3,710 square feet inside cargo rails � Deck cargo: 395 long tons � Seating: 53 passengers, 84 in safety standby service Navigation/ communications � (2) Furuno FR8062-4
radars � (2) Icom IC-M412 VHF radios � (2) SEA 245 SSB radios � Furuno GP1920C-NT chart plotter with WAAS/GPS receiver � Furuno NX300 Navtex receiver � Furuno AIS � SeaNav GNSS � Furuno LH3000 loud hailer Additional equipment � Marine Technologies DP-2 system � (4) IMS 5-hp electro/ hydraulic steering units � Mathers Clear Command electronic controls � Ideal G2HC windlass, 208 volt � Fortress FX 125 anchor � (4) 25-man inflatable life rafts Firefighting � (2) Jason FM200 monitors � (2) Jason OGF pumps, 6,600 gpm at 425 feet of head � Onboard fire suppression: Herbert S. Hiller CO2 system Classifications � USCG, ABS Loadline +A1, HSC, DP-2 crew boat, +AMS, DPS-2
coordinator, Brandon Schexsnayder, who said Fast Server would be working for Anadarko Petroleum in the Gulf of Mexico. However, the boat is designed and built to SOLAS standards so it can work anywhere in the world. At the helm, Dufresne was enthusiastic about the smooth transition as he brought Fast Server up from 9 knots to 26 knots. “Breaux Brothers builds a boat for the captain and crew,” he said. “The handling and performance are great, but they also build them for the comfort of
Capt. Bryce Berndt and Capt. Tom Mason discuss controls during sea trials off Port Fourchon, La. The Jason fire pumps, left, are powered by the boat’s two inboard mains.
the crew. The boat is so smooth and so quiet.” “It’s quieter because we put 600 gallons of Mascoat sound-dampening paint on her,” said Brannon Breaux, co-owner of the shipyard with his brother, Vic Breaux. “We normally use 200 gallons.” One difference from the 194s is the main control console on the bridge. On the 194s it was truncated port and starboard of the captain’s chairs, forming a straight T with the center stem. On Fast Server, Breaux designed the console to sweep in a gentle curve over the full length of the foreword windows, wrapping around the chairs. “I designed the new console to make it more friendly for the captains,” Breaux said. Beginning from the port side, the electronics consist of Caterpillar engine monitors, IMS engine and generator room phone, Furuno magnetic plotter, Furuno radars, Navtex GPS, Furuno AIS and VHF radios and, last on the starboard end, CCTV monitors for the deck areas and engine room. The center stem has steering controls, propulsion controls, lighting and wiper switches and 28
emergency stop switches. The console is coated with a Line-X product usually associated with truck beds. Breaux explained that because of its durability and resistance to ultraviolet light, Line-X provided a hedge against maintenance. The steering controls are four IMS 5-hp electro/hydraulic units operated by a Mathers Clear Command system from three stations, including the aft console overlooking the cargo deck. “The design of the wheelhouse is wonderful,” Dufresne said. “Breaux Brothers has moved it up a notch as far as the look and the convenience for us.” The brothers Breaux, schooled by their father, Ward, and armed with engineering degrees, design the boats in-house. “I do the design with Vic and then Mark Pudlo at Seacraft (Design) does the engineering and calculations for us,” said Brannon Breaux. “We’re not satisfied with being good. We have to make it better. Perfect. Probably never, but we have to keep reaching for it.” One of the regulations that designers of aluminum crew boats are confronted with is the International Tonnage Convention (ITC) 500-ton limit on gross
tonnage. Once over the limit, SOLAS requirements for structural fire protection apply, a difficult hurdle to overcome with aluminum. Gross tonnage is based on the boat’s overall internal volume; it is not to be confused with deadweight tonnage. To increase the length of an aluminum crew boat, designers have developed the fantail, a protrusion at the stern that increases deck capacity but is not included in the gross tonnage calculation. Breaux explained that the 10-foot fantail on Fast Server is structurally a true deck, designed to take a load. The boat came in under the ITC 500-ton limit at 491 gross tons. “In going bigger with this one, we bumped up against the 500-gross-tons threshold for the application of SOLAS,”
From crew boat to FSV As the thirst for offshore oil grows, pushing oil companies into more distant water, supplying the deepwater rigs has intensified operational mantras. In the world of deepwater oil, more is more when it comes to speed and capacity — hence the evolution of the crew boat to a fast supply vessel. The contemporary FSV has a large aft deck for supplies such as drill pipe and below-deck tanks for rig fuel and water. The new boats reach speeds that can exceed 30 knots. They can handle 50 or more passengers with comfortable seating and flat-screen television monitors for videos and satellite TV.
American Ship Review 2015
A pair of Jason FM200 monitors allow the boat’s operators to put on a show during trials. The pumps can deliver 6,600 gpm.
said Pudlo, president of Seacraft Design LLC of Sturgeon Bay, Wis. “It was a governing design consideration. This is as big in volume as an aluminum crew boat can be to operate on international voyages.” “Like all Breaux Brothers boats, the design is fundamentally their brainchild, a refinement of the hull form and construction methods they have developed over the years,” Pudlo said. “Our job is to put it all on paper and get it approved by
ABS and the Coast Guard. In that regard, this is among the first boats designed to meet the new (2013) ABS high-speed craft rules and dynamic positioning guide, which has presented new challenges.” The propulsion train on Fast Server
consists of four soft-mounted Tier 3 Caterpillar 3512C mains, each rated at 2,250 hp at 1,800 rpm. The gears are ZF 7600 units at 2.565:1 with four-blade ZF Faster propellers. “The gears have ZF’s Autotroll feature which helps the vessel while on DP,” said Blake Naquin, a ZF Marine field service representative based in St. Rose, La. The Autotroll system was originally developed for commercial and recreational fishing. It is designed to reduce propeller speed at low engine RPMs by forcing oil through the clutch assemblies inside the transmission. The effect is slip, reducing the propeller speed to create the correct amount of thrust required by the DP system to hold the vessel’s position. There are two Thrustmaster 30-inch, 200-hp aluminum tunnel bow thrusters to further increase the precision of the DP-2 application. “This boat will carry a load better than the 194s because it has more buoyancy,” Breaux said. One of many issues that the Deep-
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American Ship Review 2015
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water Horizon fire in April 2010 has brought to light is the difficulty of extinguishing, or even cooling down, a well fire after an explosion. The result has been a boon to the firefighting equipment industry. Equipment rated FiFi-1 has become common on OSVs and FSVs in the Gulf. It is also one of the key components that qualifies a vessel for safety standby status. Fast Server is fitted with Jason FM200 monitors port and starboard on the stern. Breaux explained that it is preferable to stern up to a fire as opposed to bow up or side up. The stern-up position places the superstructure farther from the fire, a safer position for the boat crew that also places them clear of the mist and water that can obstruct visibility. The Jason monitors are single flow path electric-hydraulic units fitted with a fixed capacity jet/fog nozzle operated from a panel on the bridge. There are also hand wheels on the monitors for manual operation. The Jason OGF pumps deliver water at 6,600 gallons per minute. They are powered by the two inboard mains. The trials went as smooth as the water on the Gulf. It was a full day, the first half spent reaching the Gulf from the Louisiana Cat dock in Morgan City, running “eastbound and down” in the words of Dufresne — east on the Gulf Intracoastal Waterway and down after a sharp right turn at Houma into the Houma Navigation Channel. As the boat traffic thinned out, Dufresne reached for the throttles and opened up the engines. “She planes out really well with the higher horsepower,” he said. “Very straight, and she doesn’t dig in.” • American Ship Review 2015
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FORT RIPLEY Courtesy C. Raymond Hunt Associates/Peter Boyce
Handling multiple missions with a compact footprint
ack of all trades, master of none. When building a boat for multiple missions, it’s a label that can be hard to avoid. You may be able to shimmy all of the pieces into place, but will the final product deliver for all concerned when it finally hits the water? That was the challenge presented by Southeast Ocean Response Services (SORS) of Charleston, S.C., which wanted a vessel with a varied pedigree — one that could handle salvage support, firefighting, piloting and supply duties, all in a footprint of less than 65 feet with the ability to run quickly offshore.
The result is Fort Ripley, a 64-foot fast response boat designed by C. Raymond Hunt Associates of New Bedford, Mass., and Gladding-Hearn Shipbuilding of Somerset, Mass., which also handled construction. The all-aluminum boat is one of the first commercial vessels in the United States to be powered by Volvo Penta IPS (inboard performance system) drives, steerable pod units with dual forward-facing, counter-rotating propellers. “This is sort of a new class,” said Peter Duclos, president of Gladding-Hearn. “I don’t think you’re going to see every pilot organization in the country building a
John Cameron, right, executive director of the Charleston Branch Pilots Association, inspects Fort Ripley at Gladding-Hearn in Somerset, Mass. The layout of the wheelhouse, left, provides easy access to controls.
by Rich Miller
boat like this — it’s a pretty different animal for sure. It’s going to be a great pilot boat, but it’s not purebred like our other ones where you have only one mission in mind, just to get a pilot on and off a ship safely. This has a lot more capability.” Fort Ripley is the first boat delivered to SORS, founded in 2011 as a sister company of Charleston Navigation. Both companies are owned by the Charleston Branch Pilots Association. While the boat will be used primarily to provide offshore response, it also will be added to the rotation of pilot boats in the harbor when it is available. American Ship Review 2015
Courtesy Volvo/Andrew Pelton
The idea for Fort Ripley — and its design — can be traced to Coast Guard requirements for chemical and oil tankers to have contingency assets within 50 miles of ports of call in the U.S. John Cameron, executive director of the pilots association and president of SORS, said a boat with the necessary capability didn’t exist in Charleston before Fort Ripley. “We were looking at these new rules recognizing that there just isn’t a workboat capacity around here that can
Fort Ripley has three Volvo Penta IPS drives with forwardfacing propellers. They pull the boat through the water rather than pushing it.
break off from what its primary role is — assisting in docking vessels, for example — and really be on call to go out up to 50 miles offshore and deliver (damage) surveyors, a dive prepare team or a firefighting team,” Cameron said. “So we went to Gladding-Hearn and said here are these readiness requirements to cover a handful of ports from Morehead City (N.C.) to Jacksonville (Fla.).” The requirements involved calculations for delivering personnel and equip-
ment up to 210 miles from Charleston for damage assessment, firefighting and repairs. The variables of time, range, speed and payload were all governed by a constant: How much can you fit in a 64-foot, 11-inch boat? “Sixty-five feet is a common regulatory boundary,” Cameron said. “One of the most applicable rules when you’re signing up to be in the response business is a speed restriction. The right whale rule (restricting speed to 10 knots or less in certain areas at certain times of the year) applies over 65 feet. Throughout the development of that rule, we had asked whether commercial emergency response would have any exemption from that rule and it didn’t seem likely. So if all the capability could be fit in a vessel that wouldn’t be speed-constrained, obviously that was the simplest solution.” Enter the IPS. Duclos said originally the idea was to go with waterjets, but because of the length limitation it was going to be hard to give the boat enough power without making it too heavy.
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water to a pair of monitors. The two outer engines counter the thrust of the water and maintain the boat’s station with the aid of dynamic positioning. Engine speed and pod steering are controlled by three joysticks, one on the wheelhouse console and two at aft docking stations. Duclos said the IPS system saves on weight and space, providing extra room on the boat for fuel and accommodations. It is also about 30 percent more
“It has to have a lot of fuel because it needs a lot of range,” he said. “It needs speed — it has 30-knot capability loaded with fuel and deck equipment. After a lot of work, we determined that the best propulsion system was the Volvo Penta IPS.” Fort Ripley has three IPS pods, each powered by a Tier 3-rated, 700-hp Volvo D13 diesel. The center engine drives a 3,500-gpm Hale fire pump that supplies
A Palfinger knuckle-boom crane reflects Fort Ripley’s multi-mission capability.
efficient than waterjets. “Basically we’re doing with 2,100 horsepower what it would have taken about 2,800 horsepower with waterjets,” he said. “We use a lot of waterjets (at Gladding-Hearn), but for this application IPS was better. Had we gotten rid of that 65-foot limit, had that not existed, this probably would have been a jet boat.” Winn Willard, vice president of C. Raymond Hunt Associates, said the length constraint was also a factor when it came to designing the boat’s hull. Fort Ripley’s multiple roles again required an approach to accommodate speed and load capability. “It’s a planing hull, and as in all planing hull designs it comes down to kind of a weight versus bottom area equation, so that you have enough planing area to carry the load efficiently,” he said. “It’s not unlike an airplane design where you have to have enough wing to fly the passengers. If you had the freedom to make it longer, you can add more boat and bottom to carry the load, but we had to work within 65 feet.” The solution was to add to the beam. Willard said designers had to be careful not to make Fort Ripley too wide, though, “because then you get a boat that isn’t a good sea boat, it’s fat. But we’ve done so many boats over the years, 50 years’ worth of planing hulls, that we have pretty good numbers on which to base our predictions and calculations.” Duclos said the boat also has a 34
American Ship Review 2015
Recessed steps in the transom lead to a platform for divers. There is another platform atop the wheelhouse for pilots.
Owner/ Southeast Ocean OPERATor: Response Services, Charleston, S.C.
C. Raymond Hunt Associates, New Bedford, Mass./ Gladding-Hearn Shipbuilding, Somerset, Mass. (design and build)
After successful sea trials in August at Gladding-Hearn, Cameron said Fort Ripley quickly proved its worth off the coast of Charleston. “The boat operators have been very impressed with its handling characteristics in seas and alongside ships,” he said. “The fuel economy has been very good. The systems on board have all exceeded our expectations. We’re really very happy with the boat.” •
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Humphree Active ride control system with interceptors — “they’re like trim tabs” — to reduce pitch and roll on the open ocean. Up on the deck, Fort Ripley’s features include a knuckle-boom crane aft of the main cabin. Below deck is a forecastle with a galley and dinette, a head and separate shower, and four berths. Air conditioning is provided by a 96,000-BTU seawater-cooled system.
Target Enhancement Function™
Dimensions: L: 64’ B: 21’ D: 6’ Mission: Supply boat, fireboat,
pilot boat Crew size: 2 Hull � Aluminum deep-V monohull Performance � Maximum speed: 30 knots � Cruising speed: 25 knots
Propulsion � (3) Volvo Penta D13 diesels, 700 bhp at 2,300 rpm � (3) Volvo Penta IPS pods with dual counterrotating propellers Generators � (2) Northern Lights 30 kW Capacities � Fuel: 2,000 gallons � Water: 100 gallons
Navigation/ communications � (2) Icom VHF transceivers � (2) Icom HM162B Command Mic III � Raymarine 430 loud hailer with horn � Saab R5 Supreme AIS � Furuno NavNet 3D radar � Furuno PG-500 electronic compass � Simrad AP35 autopilot � Furuno WS200 weather station � Furuno DFF1 NavNet sounder � Furuno DRS12A radar pedestal with 6-foot open array antenna � Furuno 525T-BSD bronze through-hull transducer � FLIR M-625L thermal imaging camera � KVH TracVision HD7 satellite TV system � KVH TracPhone V7 mini-VSAT satellite antenna system � 40-inch LED TV
JMA-5200Mk2 R-Series JMA-5300Mk2 R-Series
Mile Marker Display
Additional equipment � FFS 600 remote-control fire monitor, 2,500 gpm � Elkhart Brass manual fire monitor, 1,250 gpm � Hale fire pump, 3,500 gpm � FoamPro integrated foam firefighting system, 20 gpm Classifications � Palfinger 2300 knuckle- � USCG Subchapter T, boom crane 100 miles from shore � Duramax fendering � Humphree Active ride control system
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JRC Americas (206) 654-5644 www.jrcamerica.com
American Ship Review 2015
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embraced at Christensen, whose success over the years can largely be credited to its focus on new technology and innovation. After several years of refining the process, Christensen infused its first full hull in a single pull in 2010 — Hull 035, the 162-foot Remember When. It was this milestone that led to the construction of D’Natalin IV, a 164-foot fully infused motor yacht that slipped into the water to be delivered to its owners in early July 2014. “(The owners) loved different elements of their prior yachts, a Feadship and a Delta, but really felt the only way they were going to get everything they wanted in a yacht was to build something designed to suit the way they like to live onboard,” said Christian Bakewell, broker and newbuild spe-
D’NATALIN IV Photos courtesy Neil Rabinowitz
Christensen’s innovation paying beautiful dividends
n the early 2000s, a couple of shipyards in the Pacific Northwest began refining the traditional hand lay-up process of composite boat construction by implementing a vacuum infusion method, whereby negative pressure is applied to extract air and at the same time impregnate the mold with resin. Vancouver, Wash.-based Christensen Shipyards was one of those innovators. In the early days, small sections of a build’s bulkheads and superstructure were sealed with a thin plastic vacuum bag while resin flowed through feeder lines and infused the cavity. Infusion in small sections was necessary to ensure the adequate distribution and adherence of the resin; each section had to be 36
by Rebecca Cahilly
painstakingly checked for air pockets to ensure structural integrity. Vacuum infusion was found to have many benefits. The process significantly reduces the amount of solvents and particulates used, reducing exposure for yard workers. It also results in a structure that is not only thinner when compared to layer upon layer of hand-rolled resin, but yields a 25 percent increase in strength and stiffness. Compared to steel builds, the amount of extra volume in the interior of an infused composite build can amount to as much as one additional stateroom. So the vacuum infusion method was enthusiastically
cialist with the Superyacht Division of Merle Wood & Associates. “Because she is built entirely of composite, significant space is saved because this material requires less insulation than steel or aluminum. The result is a 164-foot boat with the interior volume and deck spaces of something closer to 180 feet.” And D’Natalin IV is strong. “The infusion technology that we utilize is the same that Boeing uses for the
D’Natalin IV’s owner headed to Alaska’s Tracy Arm, far left and below, on the megayacht’s maiden voyage. Project manager Robert Emerson said the owner “was very clear in his direction. He wanted the most current available contract items installed” throughout the vessel, including the electronics, left.
U.S. shipyards were on par with their European counterparts. Bakewell presented Christensen as an option, as he had worked with the yard in the past and it already had a 164-foot hull in build that could be assumed. “The Christensen Custom 164-foot series ticked all of the boxes in the brief,” said Bakewell, who created a 300page specification that would become the road map for the build. “I cannot stress enough the importance of taking your time at this stage, making sure all of the details are right and the systems chosen before setting about and building the yacht. Often in the rush to get started too many details are overlooked, which eventually slows the build time down and costs the owner money.” Coming on the heels of the 2008 American Ship Review 2015
Owner/ OPERATor: Private Designer/ Christensen Shipyards, Builder: Vancouver, Wash.
INTERIOR: Carol Williamson &
Associates, Portland, Ore.
Dimensions: L: 164’ B: 29’6” D: 7’10” GROSS TONNAGE: 499 Mission: Private yacht
Dreamliner,” said Christensen President and CEO Joe Foggia. “We engineer our boats to be much stiffer — five times stronger — than steel. We are at about 120,000 pounds per square inch while steel will be 30,000 pounds per square inch tensile strength. We don’t want a boat that flexes.” The overall brief for D’Natalin IV’s build was straightforward and simple: The owner wanted six staterooms and large exterior deck spaces with both dining and lounging areas. The yacht also had to come in at under 500 gross tons, as private yachts over this volume are subject to the same restrictions and operational constraints as large commercial vessels. In addition, the owners wanted to build in America, as they felt the
Crew size: 10 Hull � Vacuum infused composite Performance � Maximum speed: 17 knots � Cruising speed: 15 knots � Range: 4,000 nm at 10 knots Propulsion � (2) Caterpillar 3512C Tier 3 diesels, 1,650 hp at 1,800 rpm � (2) VEEM Star-LC fiveblade propellers � (2) ZF model ZF4650-A engine gears � Quantum QC1800 Zero Speed stabilizers � ABT-TRAC 24-inch, 100 hp bow thruster Generators � (2) Caterpillar C6.6 125 kW � Caterpillar C4.4 99 kW Capacities � Fuel: 15,300 gallons � Water: 3,600 gallons � Oil: 300 gallons (lube); 250 gallons (waste)
Communications � KVH Inmarsat broadband TracPhone FB500 system � SeaTel 4006 VSAT � Panasonic telephone system � Furuno FS 1575 150watt MF/HF GMDSScompliant SSB � (2) Icom M604 VHF marine transceivers � Raymarine M95435 loud hailer � Great Circle Systems NAS 3000 network access � (8) 802.11 a/b/g wireless access points Accommodations � (6) guest cabins accommodating 12 guests Additional information � Hyak Electroworks SIMnet system integration and monitoring network � (7) Sony color cameras with pan-tilt-zoom � Crestron A/V control system including CCTV � (5) Hatteland HD 19T21 MMD monitors � (2) Octo Marine Silver Angel freshwater sterilization systems � Seawater Systems UV-40 ultraviolet sterilizer � (2) Spot-Zero SZ-3000 reverse osmosis systems � Novurania 750 LX tender and 460 DL tender � Steelhead Marine 5,000-pound davit � Nautical Structures 3,500-pound davit � Awlgrip paint � Optec International SoftEx water mist fire protection system � Christensen integrated alarm control system
Navigation � Jastram Engineering steering system with emergency manual helm pump � Furuno X and S band radars � Simrad GC80 gyrocompass system � Ritchie Navigation Sy-600LL Super Yacht compass � Simrad AP80 autopilot with AP35 backup � B&G and Furuno FCV1200BB color video depth sounders � Leica MX510 CDU GPS � Transas Navi-Sailor 4000 ECS electronic chart plotter � VEI ships computer � Furuno Felcom 15 Standard-C weather fax Classifications � B&G Hydra Base Pack � ABS Commercial Yachting Service, MCABGH30001 wind/ LY2 Large Commercial speed log Yacht Code compliant, � Furuno NX700P Navtex Cayman Islands flag receiver and printer � FLIR Voyager II night vision camera
recession that rocked the yacht building industry and forced many yards to drastically reduce staff or even close their doors, the order for D’Natalin IV posed an interesting situation for Christensen, which had recently implemented the lean manufacturing process. “One of the challenges we faced was how to meet a very short delivery date and rebuild our work force after the 2008 economic downturn, when we had just closed on a couple of other new projects as well,” said project manager Robert Emerson. A longtime Christensen employee, Emerson was familiar with the ebbs and flows of the company’s production over the past 20 years, but the resurgence of operations that took the work force from 75 to nearly 430 was nothing short of exhilarating. “We started an extensive hiring program in order to meet our contractual obligations,” he said. “Since Joe Foggia had implemented lean manufacturing into the company prior to D’Natalin IV’s owner purchasing the yacht, we were
Carol Williamson & Associates designed the interior of D’Natalin IV. The décor includes American black walnut in the guest staterooms and marble and granite stonework throughout. The owner also specified large exterior deck spaces with both dining and lounging areas.
able to hire and train new employees in a short amount of time to ensure we met our delivery obligations.” Recalling his first meeting with D’Natalin IV’s owner, Emerson said, “he was very clear in his direction. He wanted the most current available contract items installed, from electronics to navigation, audio/visual and appliances, and involved his family in the process when making many of the interior finish decisions.” The owner visited the yard frequently to check in on the build process and specify the finish details, and the project became an enjoyable one for the nowbustling shipyard. Working with Carol Williamson & Associates of Portland, Ore., the owner specified interior décor that features American black walnut in the six guest staterooms and maple in the crew quarters, incorporating a blend of high-gloss and satin finish. The owner’s office features wood-coffered ceilings. There is book-matched marble and granite stonework throughout and a silver-leaf recessed overhead in the main salon. D’Natalin IV’s interior is serviced by an elevator accessing all four decks. The yacht is fitted with the latest in audio/ visual equipment, with an integrated system that allows all electronic and motorized features — entertainment, lighting, temperature, blinds, etc. — to be iPad-controlled. Vancouver, Wash.-based Hyak Electroworks provided the systems integration and monitoring network, called
SIMnet. It controls and monitors everything that has power on the boat. “We have the ability to communicate with any part on the boat from anywhere in the world,” Foggia said. “If we want to turn up the A/C in the pilothouse, we can. We can also troubleshoot, diagnose and operate any of the systems from the yard. This includes generators, sewage systems, everything.” D’Natalin IV is the first Christensen boat built to Tier 3 emissions standards. Its twin 3512C Caterpillar diesels also allow this proven hull to exceed standard expectations in terms of range and speed, affording a 4,000-nm range at 10 knots. Bakewell said the owner’s last yacht was plagued by generator exhaust issues due to an older system. So, on the new yacht the brief was simple. The owner wanted to neither see nor smell generator exhaust from either the wet-exhaust overboard system or from the dry stacks at the mast. “After researching several systems, we decided to go with DCL’s Marine-X diesel particulate filters,” Bakewell said. “Of all of the systems we studied, we really liked DCL’s combination of low energy use coupled with straightforward (infrequent) maintenance. … The effectiveness (of the system) was underscored during the yacht’s christening when 40 people enjoyed the festivities stationed directly underneath the exhaust as it exited the mast with nothing more than a faint heat signature to testify to the generator being on.” As the proud owners took delivery of their latest yacht, Christensen returned its focus to its 430 employees and the nine projects it has underway: two 120-foot motor yachts being built in collaboration with Ocean Alexander; a 142-footer; five 164-footers, and a 130-foot fully infused submarine-hunting drone commissioned by the U.S. military. In the Pacific Northwest, embracing innovation is paying dividends. • American Ship Review 2015
CREW/SUPPLY BOATS Brian Gauvin
Making hay – and welding plate – while the oil flows
by Brian Gauvin
here were some issues gnawing at the buoyant Gulf Coast shipyard scene in 2014, primarily the threat of vessel overcapacity and the unrelenting search for qualified welders, fitters and professionals to man the torches and desks of the boatyards. However, worry did not extinguish the welding torches, which were burning plate into a plethora of new workboats. On a shipyard tour along the Gulf Coast in June, the mantra The 193-foot Fugro Americas, above, dominated the waterfront in June at Thoma-Sea Marine Constructors in Lockport, La.
was cut steel while the oil flows. The activity at Leevac Shipyards, on the bank of the Mermentau River in Jennings, La., is representative of that trend: It has platform supply vessel (PSV) contracts underway for Tidewater, Aries Marine and Hornbeck Offshore Services. The first of two 300-foot diesel-electrics for Tidewater was on the side launch, with the modules for the second vessel being lined up for assembly. The vessels were designed by Leevac with Caterpillar generators, Schottel z-drives and thrusters, and a Seimens Blue Drive Plus C power management system.
A third Tidewater vessel, a 270-foot MMC Ship Design 879, was launched at the Jennings yard and moved to Leevac’s Houma facility to be outfitted for delivery. Leevac Design Services also engineered a pair of 270foot, diesel-electric FiFi-1 PSVs for Aries Marine. The first, Ram Nation, was in the slip and the second, Ram Country, was launched on July 29. The propulsion trains are similar to the Tidewater boats. Leevac has begun cutting steel for the first of two 302-foot diesel-electric multipurpose supply vessels (MPSVs) designed by STX for Hornbeck. The Caterpillar generators and Schottel
Out front on LNG As operators contemplate changes needed to comply with pending Tier 4 emission regulations, Harvey Gulf International Marine hopes to solve the problem by building a fleet of LNG-fueled vessels, the first in the United States. The Harvey, La., company has contracted Gulf Coast Shipyard Group of Gulfport, Miss., to build six 302-foot, 10,500-hp OSVs that can operate on diesel or liquefied natural gas. The first vessel, Harvey Energy (see the cover and the profile on page 12), was scheduled for delivery in October.
z-drives are managed by a GE Power Conversion integrated electrical system. Each boat will be equipped with a 250-ton Cargotec crane. Once completed, the second vessel will represent the 24th American Ship Review 2015
yard full of Chouest boats. And we have another 201 going for C&G Boats.” Jerry Boudreaux, the assistant yard supervisor, said Breaux Brothers is looking at growth for the next four years in supply boats. “We try to get the boats out four months apart, on average delivering
A pilothouse module for a Hornbeck Offshore Services OSV is ready for installation at Eastern Shipbuilding Group in Panama City, Fla.
three boats a year,” he said. At Neuville Boat Works, the sharp bow of the 180-foot Molly R. McCall, a Seacor Marine FSV, protruded from the boat shed like a knife blade too long for its sheath. The boat was scheduled to join the Seacor fleet in fall 2014, followed by a sister vessel in 2016.
The propulsion for both boats consists of four Tier 3 Cummins diesels, Twin Disc gears and Hamilton waterjets. Light speed is projected to be 34 knots. “It cost $1 million more for jets but you don’t have the shafting and rudders, and there is less labor on your engine
workboat that Leevac has built for Hornbeck. Near Loreauville, among the sugar cane fields east of New Iberia, a string of crew boat yards is on a full-court press, cutting and welding aluminum plate into fast supply vessels (FSVs). Breaux Brothers Enterprises was established in 1983 and boasts three generations of boatbuilders in a region renowned for aluminum vessels. The brothers Brannon and Vic Breaux have built a number of FSVs for Edison Chouest Offshore over the years, notably a series of 194foot Fast-class vessels. Fast Server, the first of a series of 201foot boats, was delivered in midJuly (see profile on page 27). “We’re rolling along,” said Joe Louviere, the yard superintendent. “We’ve got a
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American Ship Review 2015
Orders at Leevac Shipyards in Jennings, La., include the OSV Ram Country, top. Deep Runner, above, juts from its confines at Breaux’s Bay Craft in Loreauville, La. At left, Ray Robertson takes on hull plate at Breaux Brothers in Loreauville.
through 2016. In February 2014, the yard delivered the 202-foot Alex F. McCall to Seacor Marine. Michael Crombie McCall, the second boat in the series, was delivered in July. Designed by Gulf Craft, both vessels are Cumminspowered with Twin Disc gears and Hamilton waterjets. They can carry 68 passengers. In addition, the yard will build two 206-foot Express Plus-class FSVs for Seacor. Designed by Incat Crowther and fitted with five Cummins engines and Hamilton jets, the speedsters are expected to achieve 37 knots and carry 100 passengers. All of the Seacor boats at Gulf Craft have a great deal of redundancy, including three Thrustmaster 200-hp tunnel bow thrusters. Gulf Craft is also busy constructing a pair of 205-foot
FSVs for SeaTran Marine LLC, the first boats in a fourboat order. SeaTran is a joint venture formed last year by Iberia Marine, Comar Marine and Texas Crewboats. The first boat, Captain Elliott, for Texas Crewboats, is Tier 3 and Cummins-powered. It was scheduled for delivery in November. The second boat, Mr. Stevens, also Tier 3, is Caterpillar-powered and slated for delivery to Iberia Marine
Brian Gauvin photos
and less vibration,” said Kerry Neuville, who with brother Errol owns the boatyard that was established in 1969 by their father, the late J.O. Neuville. In Loreauville, Breaux’s Bay Craft is also busy constructing FSVs: a 202-footer and a 192-footer for Crewboats Inc., and another 202-footer for Tobias Inc. The yard recently constructed a new launch way to accommodate the 202s. Previously, the 192-foot Deep Runner was the largest boat the yard had built. All three of the new FSVs are Caterpillar-powered with Twin Disc gears and fourblade propellers. “Lately we’ve seen more interest in jet boats,” said Hub Allums, director of engineering. “It’s for speed, straight-out speed. We can beat them on load with propellers, but (operators) want flat-out speed for deepwater in the Gulf. “It’s picked up since a year and a half ago and business is pretty stable right now,” he said. “We’re certainly happy with the way it’s going. Our forte is aluminum construction and we’ll build anything in aluminum up to 210 feet.” In Franklin, La., Gulf Craft is in full swing, building FSVs that will take the company
in March 2015. A second boat for each company will follow. The vessels are fitted with Twin Disc gears, Hamilton waterjets and three 200-hp Thrustmaster bow thrusters. Blake Miguez, SeaTran CEO and president of Iberia Marine, said that he and his colleagues — Glynn Haines of Comar Marine and Capt. Elliott Cundieff of Texas
Crewboats — decided Gulf Craft would build them the best boat. “We specialize in crew boats and these are loaded up like a Mercedes,” Miguez said. In Morgan City, Halimar Shipyard began cutting aluminum plate for a second 205-foot Incat Crowtherdesigned FSV for Barry Graham Oil Services of Bayou La Batre, Ala. The first boat, John Jacob, was delivered earlier this year. The Cummins-powered boats are Tier 3 with Twin Disc gears and Hamilton waterjets. They are equipped with three 150hp Thrustmaster tunnel bow thrusters. The 205-foot FSV Lady Tierney, under construction for Sea Supply Inc. of Galliano, La., was closing in on a launch date at the Halimar yard in the summer of 2014. The boat is Caterpillar-powered with Twin Disc gears, ZF propellers and two 200-hp Thrustmaster bow thrusters. Pointing to a 215-class lift boat under construction for Aries Marine, Halimar owner Bill Hidalgo said, “We have a lot going on. We’re fortunate that in most cases it is repeat business, and we like repeat business.” Morgan City-based Swiftships announced its return to the commercial workboat world following a American Ship Review 2015
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Deliveries for Hornbeck Offshore in the past year included HOS Black Foot, above, from Eastern Shipbuilding Group and HOS Captain, right, from VT Halter Marine.
six-year hiatus, a period spent building vessels for the Navy. The company’s initial endeavor is two 175-foot FSVs for Rodi Marine of Lafayette, La. Riley Claire, which was delivered this past summer, will be followed by Mason G. Swiftships is also building one 210-foot and two 160-foot FSVs for pending clients, and a 200-foot FSV for Y&S Marine, a crew boat company based in Belle Chasse, La. Morgan Rhoades, Swiftships’ marketing manager, said the company began proposing an array of vessels from existing proprietary designs and, as a new twist, began pursuing newbuild opportunities in the steel market. The steel boats include two 148-foot offshore supply vessels (OSVs) for Iraq’s South Oil Co. Seven miles east of Morgan City, amid the industrial landscape of Amelia, La., Bollinger Marine Fabricators is busy building PSVs for Edison Chouest Offshore. Four of the 300-foot vessels were originally destined for the Bee Mar LLC fleet, a Bollinger subsidiary.
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The other two were 270-foot spec boats. Then Chouest came knocking, bought the lot and added another 270-footer to the order. Ms. Charlotte, the first of the 300-footers, was delivered to Edison Chouest in June. The 300-foot Reni was scheduled to follow later in 2014. The next two 300-footers, Gemi and Brooke, and the three 270-footers, Robin, Lucy and Millie, are slated for delivery in 2015. “Bee Mar has served its purpose,” said Robert Socha, Bollinger’s executive vice president of sales and marketing. “The company is closed. It was established to keep the shipyard crews busy during the slow period.” The bright red hull of the 193-foot Fugro Americas dominated the view at ThomaSea Marine Constructors’ waterfront on Bayou Lafourche in Lockport, La. Scheduled to deliver to Fugro GeoServices in September 2014, the American Ship Review 2015
second, was being outfitted for delivery in the fall of 2014. The vessels are powered by Caterpillar generators with Schottel z-drives. Thomassie was an early proponent of diesel-electric propulsion, a trend that has caught on in the Gulf. “There are huge savings in the operating profile of diesel-electric alone,” he said. “And with technology, they’re squeaking a lot out of it.” Thomassie and others are looking at the rising demand for specialty vessels in the oil industry — and the expected Pemex expansion into Mexico’s deepwater oil field — to help mitigate a potential downturn in shipbuilding due to vessel overcapacity. Specialty vessels are a trademark of Bordelon Marine Shipbuilders in Houma, producer of the Stingray 260 class of MPSVs. Last year, Connor Bordelon, currently working as a well stimulation vessel for Baker Hughes in the Gulf of Mexico, was featured on the cover of American Ship Review. The second vessel in the series, Shelia Bordelon, is slated for delivery in the first quarter of 2015. The modules
yellow, with the company into its initial bite of more than 40 new vessels. In a news release, Chouest stated that the program was initiated to meet the rising demand from oil and gas companies working in the Gulf, Brazil and the Arctic. The roster includes 17 diesel-electric PSVs, two ice-class vessels designed for deployment in the Arctic, four subsea construction vessels equipped for the Gulf, a number of FSVs and other specialty vessels. On the other side of New Orleans in Bayou La Batre, Ala., a hotbed of boatbuilding, Master Boat Builders is busy constructing more vessels for Adriatic Marine, Harvey Gulf and Seacor. There are two 200-foot, Tier 3 Caterpillar-powered OSVs in the yard under
for a third vessel, Brandon Bordelon, are taking shape in the yard and the boat is expected to deliver in the third quarter. Shelia Bordelon has Tier 3 Cummins main engines with Schottel z-drives and bow thrusters. The vessel also will be outfitted with a 50-ton active-heave compensating crane and a number of other features to support the subsea intervention market. “The Stingray series was designed specifically to support ROV and light subsea intervention work,” said company owner Wes Bordelon. “This vessel will cater to a specific subsea market niche, where the larger subsea vessels are simply overkill.” In Galliano, La., Edison Chouest’s sparkling glass office building on the east bank of Bayou Lafourche sparked a trend that’s changing the look of the neighborhood. The company also changed the look and scope of Port Fourchon with the development of its C Port facilities. And in the Gulf of Mexico, the sheer number of boats in the Chouest fleet is changing the floating palette to a dominant bright orange and
Brian Gauvin photos
research vessel — equipped to operate autonomous underwater vehicles (AUVs) — will conduct high-resolution surveys and sea floor mapping in the Gulf of Mexico. Also at the Lockport yard, Thoma-Sea has begun construction of the first of two 310-foot high-spec PSVs for an undisclosed customer. At its Houma facility, Thoma-Sea delivered a pair of 295-foot diesel-electric PSVs, Harvey Hawk and Harvey Condor, to Harvey Gulf International Marine. The vessels are Caterpillar-powered with Rolls-Royce z-drives and Rolls-Royce tunnel thrusters. The boats are the first of the EnviroMax 300 design that Thoma-Sea developed in association with Technology Associates Inc. (TAI) of New Orleans. “We make 14 knots with these boats,” said Walter Thomassie, managing director. “They have a very efficient hull and a high level of redundancy. It’s a very robust system in there.” The 272-foot Polaris, the first of two TAI-designed dieselelectric PSVs for GulfMark, was delivered in March at the Houma yard. Regulus, the
Shelia Bordelon, left, the second in the Stingray 260 class of MPSVs from Bordelon Marine, takes shape at the yard in Houma, La. Brooke, above, shown at Bollinger Marine Fabricators in Amelia, La., is one of seven OSVs in the Bee Mar fleet acquired by Edison Chouest. American Ship Review 2015
construction for Adriatic Marine, each with two 450-hp bow thrusters and two 300-hp stern thrusters. Harvey Gulf’s order book includes three Master Boat vessels. Last year, Harvey Gulf bought Abdon Callais Offshore and, in the deal, acquired a pair of 200-foot OSVs under construction in the yard. Harvey Gulf then added a third OSV to the order. The first boat, Harvey Worker, was delivered last May. The second, Harvey Gladiator, was scheduled for delivery in
with Twin Disc gears and Caterpillar C32 generators. “I’m always looking for more boats to build, but we’ve got boats that will take us through the next couple of years,” said Andre Dubroc, Master Boat’s general manager. “The biggest problem is the feast-and-famine nature of the business. We have a full yard so we can’t start on any new contracts for a couple of years.” Master Boat has made its mark building smaller vessels in the age of megaboats. “If there’s a downturn it will be
the fall of 2014. The modules for the third boat are being assembled in the yard. The vessels are Caterpillarpowered with Twin Disc gears and Rolls-Royce Hung Chin propellers. The difference with the third vessel is that it is fully SOLAS compliant. For Seacor, the third boat in a six-boat order, Seacor Fearless, was delivered in April 2014. In July, Seacor Courageous was in the water being finished for delivery. All six of the vessels are 201-by-48 feet, but three of them are FiFi-1 and SOLAS classified. They are all powered with Caterpillar Tier 3 mains, 46
Workers install strapping in the pilothouse of an FSV being built for Sea Supply Inc. at Halimar Shipyard in Morgan City, La.
interesting to see what boats remain in operation, the 200-footers or the 300-footers,” Dubroc said. BAE Systems, with shipyards in Mobile, Ala., and Jacksonville, Fla., has also been busy in the past year. The Mobile yard has two 288-foot PSVs, designed by MMC Ship Design, under construction for GulfMark Americas. The yard also cut the first steel for a 353-foot subsea support vessel for Oceaneering International that will be powered by General Electric Tier 4 engines. The boat will carry a 250-ton active-
heave compensating crane, capable of reaching depths of 13,000 feet, and two remotely operated vehicles. At BAE’s Jacksonville yard, Breeze — the first of four 252foot PSVs designed by Guido Perla & Associates for Jackson Offshore — was recently delivered. The second boat in the series, Thunder, was set for delivery in fall 2014. The boats have Caterpillar generators with Rolls-Royce z-drives and tunnel bow thrusters. C&G Boat Works in Mobile is building two 202-foot FSVs for Seacor Marine with the same specs as the boats designed for Seacor by Gulf Craft. C&G is also constructing four 210-foot Express-class FSVs for Seacor. These 13,500-hp boats are fitted with five Cummins mains, Twin Disc gears and Hamilton waterjets. They have a design speed of 37 knots. July was a busy month at VT Halter Marine, with yards in Pascagoula and Moss Point, Miss. The company delivered HOS Captain on July 10, christened HOS Crestview and launched HOS Caledonia on July 15, and delivered HOS Clearview on July 28. All four boats are Super 320-class PSVs that Halter developed for Hornbeck Offshore Services. HOS Crestview is the eighth boat in the 10-boat contract signed with Hornbeck in November 2011. The 320-class boats are fitted with two Caterpillar mains, Scana reduction gears and Scana CP propellers. They are equipped with Brunvoll tunnel bow and stern thrusters. The boats also have two Appleton Marine extendedboom cranes for deck work and personnel transfer. Diversity in the order books has been the key to success at Florida-based Eastern
Shipbuilding Group, said Steve Berthold, vice president of sales and marketing. Eastern was founded in 1976 by Brian D’Isernia to build boats for his commercial fishing fleet. Things developed. Currently Eastern has contracts for PSVs for Hornbeck Offshore Services and Brazil’s Bravante Group; MPSVs, a multipurpose field support vessel (MPFSV) and an oil field maintenance vessel for Harvey Gulf International; an ATB tugboat and trailing suction hopper dredge for Great Lakes Dredge & Dock; four tugs for G&H Towing of Houston; towboats for Florida Marine Transporters; two 141-foot sailing schooners and, to return to Eastern’s roots, a 194-foot freezer stern trawler for the O’Hara Corp. At Eastern’s Nelson yard in Panama City, the 284-foot Bravante IX was launched on Aug. 28. The diesel-electric z-drive PSV is the last in a fiveboat contract for the Brazilian company and, when delivered, frees up the yard to bid on 200to 400-foot boats. “We can use the side launchers for the big boats and the two rail systems we have here at the Nelson yard for the small boats,” Berthold said. At Eastern’s Allanton yard, the 302-foot HOS Black Foot was delivered on June 20. The OSV is the sixth in a 10-boat order from Hornbeck Offshore. The first four boats completed in the contract are 292 feet. The 302-foot HOSMAX 310-class PSVs are based on Eastern’s Tiger Shark-class design. They are Caterpillarpowered Tier 3 diesel-electrics with Hyundai electric motors and two Schottel z-drives. GE Energy Power Conversions provided the integrated dieselelectric package. Hornbeck has also American Ship Review 2015
of skilled tradesmen for the yards and professionals for the offices, many in the field report that vessel deliveries are outpacing rig deliveries and rig deployment. That bears out reports of a slight slowing of orders and fuels talk of vessel overcapacity. The 202-foot Another factor cited by Michael Crombie McCall is the secindustry representatives is ond in a series of a reluctance to scrap older FSVs from Gulf Craft vessels to make room for of Franklin, La. The boat was delivered newbuilds. to Seacor Marine However, there is a general in July. feeling that, over time, the new rigs will all find homes and currently on order, the operator to be built, we want to build operators will thin their fleets it. A yard has to have several announced in July that it had of older stock. The question different markets active at the entered into another contract is not whether Pemex will same time.” with Eastern to construct a expand in the Gulf of Mexico With practically all of the Robert Allan Ltd. RAmpage but 1when, adding to the Gulf Coast yards chock-a-block 6400 MPFSV. Delivery is lifeline25v 11/8/10 8:50 AM Page potential for growth. And while full of hulls, modules, and expected in April 2016. the huge multi-vessel orders sheets of steel and aluminum “We are a diversified yard,” have cooled, specialized highBerthold said. “We have a solid awaiting the torch, why worry? spec orders have heated up. • Well, besides the shortage delivery plan. If there’s a boat
contracted with Eastern for two HOSMAX 310 MPSVs, each with a subsea crane, moon pool, helicopter deck, two ROV/LARS units and accommodations for 73 people. Harvey Gulf has had 14 oil field vessels built at Eastern in the past 13 years. In addition to two 327-foot z-drive MPSVs
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Staten Island newbuilds one step closer; LNG for the Great White North
by Rich Miller
long-awaited industry plum — new boats for the Staten Island Ferry — gained even more appeal last summer when a design contract was awarded to Seattle’s renowned Elliott Bay Design Group (EBDG). For the yard that gets the construction work, the reward promises to be substantial: The three ferries are expected to cost more than $300 million. Adding to the attraction is the fact that the job won’t be limited to newbuilds. Besides designing a new class of ferries to replace Staten Island’s Barberi- and Kennedy-class boats, EBDG has been tasked with providing a blueprint to modify three Molinari-class vessels. The design work alone for the New York Department of Transportation is worth $10.5 million. 48
Andrew J. Barberi and Samuel I. Newhouse, the 310-foot Barberi-class ferries, began serving the route between Staten Island and Manhattan in the mid-1980s. The 297-foot John F. Kennedy, the elder statesman of the fleet, was built in 1965. The Molinari-class boats — the 310-foot Guy V. Molinari, John J. Marchi and Spirit of America — were placed into service in 2005 and 2006. A 2009 study examining options for revitalizing the fleet pointed to retirement for the three oldest boats. “With the exception of the Molinari-class ferries, all of these vessels are either at or are approaching the end of their useful operating lives and must be replaced,” the New York DOT said in a request for proposals (RFP).
“The analysis suggested that reconstructing (these) vessels was not an economically viable option and that new construction would be the best path to pursue.” The three newbuilds will be based on the Molinari class, double-ended boats that can carry up to 4,500 passengers. But EBDG will design the new boats with cycloidal propulsion systems, something the existing Molinari ferries don’t have. To establish consistency in the fleet, Guy V. Molinari, John J. Marchi and Spirit of America will be retrofitted. Christina Villiott, vice president of sales and marketing for EBDG, said design work was expected to start in the fall of 2014. The New York DOT declined to provide a timetable for construction bids, but
with the ball now rolling and given the potential size of the contract, the process will be closely watched. Generating similar buzz on the West Coast last year was the delivery of Tokitae, built by Vigor Fab and Nichols Brothers for Washington State Ferries (see ASR’s profile on page 22). Tokitae is the first of a new Olympic class of boats that will include Samish, slated for delivery to WSF in early 2015. Construction of the third in the series is expected to start toward the end of this year. The total cost of the three boats will be $393 million. Tokitae’s arrival in June came none to soon for the ferry line, which had two boats in routine dry dock at the time, and then lost another for a week in July due to mechaniAmerican Ship Review 2015
cal problems. The 362-foot Tokitae can accommodate 144 cars and 1,500 passengers — capacity sorely needed by the largest ferry system in the United States. WSF has 22 ferries, carrying 22 million passengers and 10 million vehicles annually. Noteworthy developments in the ferry sector in 2014 weren’t limited to the United States. North of the border, liquefied natural gas was the talk of the industry. Quebec’s Chantier Davie shipyard was working on a pair of dualfuel boats for Societe des Traversiers du Quebec (STQ)
Courtesy Washington State Department of Transportation
The 528-foot Nova Star, left, restored a ferry link between Maine and Nova Scotia that had been severed in 2009. Washington State Ferries’ Samish, right, has a RollsRoyce propeller and rudder at both ends of the vessel.
and BC Ferries ordered three LNG vessels. In late June, STQ, the government ferry line operator in Quebec, hailed the launch of what will be North
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American Ship Review 2015
America’s first LNG ferry. The 436-foot F.A. Gauthier, built by Fincantieri in Naples, Italy, features four Wartsila 34DF dual-fuel engines and Wartsila’s LNGPac fuel sys-
tem. It will have a service speed of 20 knots and will be able to carry 800 passengers and 180 cars. The ferry is also classified for ice to handle the Matane-Baie Comeau-
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class, dual-fuel ferries. The shipyard that designs and builds the boats won’t be North American: In July, the ferry line announced that Remontowa Shipbuilding of Poland had won contracts totaling $165 million. Of the five bidders shortlisted for the project, Seaspan’s Vancouver Shipyards was the only U.S. or Canadian builder. Seaspan, however, dropped out of the competition due to a full slate of work for the Royal Canadian Navy and Canadian Coast Guard, including a new CCG offshore fisheries science vessel. Two of the new LNG boats, with proposed capacities of 600 passengers and 145 cars, will replace the 48-yearold Queen of Burnaby and the 49-year-old Queen of Nanaimo. Both of those boats will be
Courtesy Washington State DOT
Godbout route in the Gulf of St. Lawrence. F.A. Gauthier was scheduled for delivery in late 2014. STQ also has two smaller LNG ferries on order from Chantier Davie in Levis, Quebec. The 302-foot, double-ended boats will service the Tadoussac-Baie Saint Catherine crossing on the Saguenay River. Each will be powered by a pair of Wartsila 6L20 dual-fuel engines and two 9L20 diesels. Capacity will be 432 passengers and 115 cars. Delivery had been anticipated in 2014, but repeated attempts by ASR to confirm the timetable with Chantier Davie were unsuccessful. BC Ferries of Victoria, British Columbia, threw its hat into the LNG arena by ordering a trio of intermediate-
retired in 2016. A third newbuild with slightly less vehicle capacity is expected to join the BC fleet in 2017. In 2012, BC Ferries spent $121 million on fuel, an expense it says it will reduce by going with LNG. The shift also will allow the ferry operator to cut carbon emissions by 25 percent, sulfur oxides by nearly 100 percent and nitrogen oxides by 85 percent compared to diesel. Region by region, here are other developments in the ferry sector during the past year:
American Ship Review 2015
between Swartz Bay and Tsawwassen, were built in Canada in the early 1990s. Each can handle 2,100 passengers and up to 410 cars. The midlife refits are scheduled for 2016 and 2017. BC Ferries also announced in February 2014 that it had awarded a $15 million contract to Seaspan’s Vancouver Shipyards to build a cable ferry. The 257-foot vessel will be the first of its type in the carrier’s fleet. The new ferry will be able to accommodate 150 passengers and 50 vehicles. Seaspan began cutting steel on it in September, with service expected to begin during the summer of 2015 on the route between Buckley Bay and Denman Island. It will be the longest cable ferry crossing in the world. Seaspan’s offer topped bids
Courtesy BC Ferries
Courtesy Washington State DOT
Nichols Brothers provided the superstructure for Tokitae, above, shown during construction at Vigor Fab. BC Ferries has ordered three LNG-powered boats, right, from Poland’s Remontowa yard.
Canada In addition to the dual-fuel newbuilds, BC Ferries announced that it would upgrade its two largest boats to operate on LNG. Modifications to the 550-foot Spirit of British Columbia and Spirit of Vancouver Island are expected to cost $50 million to $60 million. The ferries, which run
One of Tokitae’s EMD main engines is loaded onto temporary alignment blocks at Vigor Fab in Seattle in 2012.
Nova Star, built to sail the English Channel, now plies the Gulf of Maine. It can accommodate more than 330 cars. Wabanaki, right, built by Rhode Island’s Blount Boats, serves the islands of Maine’s Casco Bay.
Courtesy Nova Star Cruises
from two other undisclosed shipyards, one in the U.S. and one in Canada. The contract was another reason that Seaspan cited for dropping out of the procurement process for BC Ferries’ LNG boats.
Another BC boat, Kwuna, was removed from service in late 2013 for a $5 million upgrade. The 235-foot ferry, built in 1975, underwent an overhaul that included expanding the wheelhouse
and installing new evacuation slides. The work was done by Allied Shipbuilders of North Vancouver. In eastern Canada, the 528-foot Nova Star restored ferry service between Nova
Scotia and Maine for the first time since 2009. Built six years ago to ply the English Channel, the former Norman Leader never sailed due to a dispute between the builder, Singapore Technologies Marine, and the buyer, LD Lines of France. With financial support in the form of a provincial subsidy, operator Quest Navigation pulled the ferry out of dry dock and upgraded it with luxury cabins and a casino to offer a cruise-ship experience. Nova Star began sailing the Yarmouth-to-Portland route in May 2014. It can accom-
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American Ship Review 2015
modate 1,215 passengers and 336 cars. In Halifax, A.F. Theriault & Son of Meteghan River, Nova Scotia, delivered the 79-foot Christopher Stannix for the city’s Metro Transit agency. The $4.1 million ferry is named for a 24-year-old master corporal in the Canadian Armed Forces who was killed in Afghanistan in 2007. A.F. Theriault will build two additional ferries to serve
from Vashon Island and West Seattle to downtown Seattle. The Bellingham, Wash., boatbuilder partnered with New Zealand’s Teknicraft for the hull design of the 250-passenger ferries. Each will have a symmetrical bow, asymmetrical tunnel and integrated wave piercer, according to AAM. The vessels will be powered by a pair of Cummins QSK50 Tier 3 engines. Besides providing the superstructure for Washington State Ferries’ new Tokitae, Nichols Brothers of Freeland, Wash., inked a deal with Wahkiakum County to further enhance the yard’s ferry portfolio. Nichols is teaming with Elliott Bay Design Group on the 115-foot Oscar B, which will operate between Puget Island and Westport, Ore. The ferry will have a steel hull, aluminum superstructure, twin Cummins QLS diesels and ZF Marine reversing reduction gears. It will be capable of carrying 100 passengers and 23 cars. Delivery is expected in February 2015.
August, the state Department of Transportation released a request for proposal to Alaska Ship and Drydock of Ketchikan, which has a contract that allows it to make the first bid on construction. The shipyard is operated by Vigor Industrial. The state is working with a $114 million budget for the pair of 280-foot newbuilds. Designed by Elliott Bay Design Group, they will serve
Courtesy Blount Boats
Halifax Harbor at a cost of $8.8 million. The first of those two newbuilds is scheduled for delivery in 2015; the other is expected in 2018. The new boats are replacing ferries that entered service as far back as 1978. West Coast In Alaska, all eyes remained focused on plans for two Alaska-class day boats. In American Ship Review 2015
the Alaska Marine Highway System between Juneau, Haines and Skagway. Each day boat will carry 300 passengers and about 50 vehicles. All American Marine added to its aluminum resume by signing a contract to build a pair of 105-foot catamarans for the King County (Wash.) Ferry District. The sister boats will operate in Puget Sound and serve water taxi routes
East Coast and Gulf Yank Marine of Tuckahoe, N.J., started 2014 with a bang courtesy of a $10.4 million contract to build a pair of 110-foot catamarans for Port Imperial Ferry Co. of Weehawken. The 400-passenger, all-aluminum commuter boats will be operated by New York Waterway and will run the Hudson River between Belford, N.J., and Manhattan. Designed by LeMole Naval Architecture of Tuckahoe, the ferries will be powered by a pair of Caterpillar 3512C Tier 3 diesels with an expected cruising speed of 27 knots. The first boat is slated for launch in the
first quarter of 2015, with the second boat due in the third quarter. Farther north, Blount Boats of Warren, R.I., delivered the 110-foot Wabanaki to Casco Bay Lines of Portland, Maine. Wabanaki — pronounced Abanaki — replaced another Blount-built boat, the 40-yearold Island Romance. The new ferry was designed by Seaworthy Systems/Rolls Royce and is powered by two C18 Caterpillar diesels. Funding for the newbuild was provided through the American Recovery and Reinvestment Act. Blount Boats also completed the 85-foot Fire Islander for Fire Island Ferries of Bay Shore, N.Y. The 382-passenger aluminum commuter boat operates between Bay Shore and Fire Island in Long Island Sound. The ferry is powered by three MTU Detroit Diesel Series 60 engines, giving it a top speed of 24 knots and a cruising speed of 19 knots. It is the sister to three other Blount boats built for Fire Island Ferries dating back 30 years: Firebird (1984), Fire Island Flyer (2001) and Fire Island Belle (2008). On the Gulf Coast, Midship Marine of Harvey, La., delivered a pair of 85-foot catamarans for service in the U.S. Virgin Islands. Red Hook I and Cruz Bay I will operate between Red Hook on St. Thomas and Cruz Bay on St. John. The boats, powered by a pair of Caterpillar C32 ACERT mains, can each accommodate 205 passengers. The Incat Crowther design features a half-height wheelhouse that allows for a completely open upper deck. • 53
PILOTS, FIRE, PATROL Courtesy MetalCraft Marine
A powerful fireboat for Long Beach; port security buoys patrol market A
mong the noteworthy builds in the past year is Foss Maritime’s new offering for the Port of Long Beach, Calif. — a 108-foot, Robert Allan Ltd.-designed fireboat that will be one of the world’s most powerful. Yards nationwide also kept busy with strong demand for new patrol and pilot boats, with many overseas customers finding what they need from U.S. builders. 54
Fireboats Fireboat 20 from Foss is the first in a two-boat order to replace Long Beach’s Liberty and Challenger. The boat was built at Foss’ Seattle shipyard, with the aluminum superstructure constructed across the Lake Washington Ship Canal at Kvichak Marine Industries. Propulsion is provided by two 2,012-hp Caterpillar 3512C diesel engines mated to twin Voith Schneider VSP propel-
lers. The 5.4-foot blade length allows the fireboat to enter shallow areas of the port. The boat’s firefighting power consists of 10 monitors with the capability of delivering 41,000 gallons of water per minute. The jets can reach a height of 230 feet and a distance of 580 feet. There are four fire pumps aboard, two driven by the Cat diesel engines. In firefighting mode, 75 percent of the propulsion power is available for pumping.
by John Snyder
Another notable delivery was from MetalCraft Marine of Kingston, Ontario, and Cape Vincent, N.Y., which sent the third of three FireStorm 70 command center/high-speed response vessels to the Port of Houston. The fireboat is powered by four Caterpillar C18 diesels mated to waterjets, giving it a top speed of about 45 knots. Four firefighting pumps produce 13,600 gallons per minute at 150 pounds per American Ship Review 2015
square inch and 17,000 gpm at 130 psi. Water can stream up to 450 feet with a roof-mounted Stang monitor. As a shore hydrant, each FireStorm 70 can pump 7,000 gpm at 70 psi through 1,000 feet of hose from a 5-inch Storz outlet before staging pumps are required. Accommodations include a primary care berth, four secondary berths and a portable berth that can be positioned in the aft cabin to handle injuries sustained during an incident. The accommodations make it possible for the four-person crew to stay on station for extended periods. Like its two class predecessors, the new boat is 70 feet 10 inches long with a beam of 22 feet 10 inches. It draws just 34 inches for shallow water operations. It will serve the Houston Fire Department and the
A FireStorm 50 from Rescue, a FireStorm 50 to Houston Port Authority along MetalCraft Marine, far the Alexandria (Va.) Fire the Houston Ship Channel. left, puts on a show Department, and the 44-foot During the past year, in New York Harbor Stan Musial to the St. Louis MetalCraft also delivered on its way to full-time smithberger13h 2/15/05 3:01 PMduty Page 1 in Alexandria, Va. (Mo.) Fire Department. a FireStorm 36 to North Above, the pilot boat On the West Coast, Moose Hudson (N.J.) Regional Fire Astoria prepares for Boats of Petaluma, Calif., final- sea trials at Kvichak Rescue, a FireStorm 30 to Marine in Seattle. ized contract specifications Marco Island (Fla.) Fire/
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with the Port Authority of New York and New Jersey for the construction of two M2-35 outboard catamarans for emergency response and patrol. The aluminum boats are equipped with self-contained Darley fire pumps. Lee Shore Boats of Port Angeles, Wash., delivered a new 33-foot fireboat, Guardian, to East Jefferson Fire Rescue
Fireboat 20 from Foss Maritime in Seattle is the first of two boats to replace Liberty and Challenger at the Port of Long Beach. The aluminum superstructure, below, was built by Kvichak Marine.
Photos courtesy Foss Maritime
in Port Townsend, Wash. A Kodiak 330-hp engine, coupled with an American Turbine jet pump, allows the boat to expel 1,250 gpm at 125 psi, or up to 3,000 gpm at 50 psi. A remotecontrolled Task Force Tips monitor is located at the bow. North River Boats of Roseburg, Ore., builder of Almar aluminum boats for the U.S. Coast Guard, Navy and state and local governments, delivered the 30-foot
Mary Firstenburg to the Clark County (Wash.) Fire Department. The fireboat features a 5.7-liter Kodiak 350 that drives a Hale 1,500-gpm pump. There is a Crossfire monitor on the stern and 1,250-gpm Task Force Tips monitor on the bow.
Patrol boats This sector has proved to be busy during the past year as foreign countries tap U.S.
builders for security watercraft. Demand has also been steady from U.S. law enforcement agencies and the U.S. military, with a few of the industry’s less prominent builders getting in on the action. Keeping busy beyond fireboats, MetalCraft Marine was awarded a contract to build four long-range interceptor II (LRI II) boats for the U.S. Coast Guard. The five-year contract is valued at a potential $10.1 million with the option for up to 10 boats. The 33-foot patrol boats are powered by twin Cummins Tier 3 6.7-liter diesel engines and Ultra Jet 305 drives with electronic joystick controls. All systems are designed for equatorial and arctic conditions, and each patrol boat has a fully inte-
grated standard Coast Guard Furuno electronics package. The LRI II has a range of 236 nautical miles and can reach a top speed of 42 knots. Somerset, Mass.-based Gladding-Hearn, which built Fort Ripley, a multipurpose fastresponse boat profiled on page 32, continues to supply new patrol boats to the New York City Police Department. The shipyard delivered the second 61-foot boat of an order of five to NYPD’s Harbor Unit. The boats feature a Chesapeake-class hull. They have squared-off bows with fendering and push knees. The boats are designed to respond to a wide variety of emergencies and include a patient triage room, diver’s ready room and a fly bridge.
American Ship Review 2015
for advanced weapons systems testing and fleet training. C&G Boat Works of Mobile, Ala., is building two new patrol boats for the U.S. Navyâ€™s Naval System Command. The patrol boats are used by officer trainees at
Mary Firstenburg, the new fire and rescue boat for Clark County in Washington state, is put through its paces on the Columbia River.
the U.S. Naval Academy in Annapolis, Md., and include classroom space and simulated navigation and control systems. Swiftships Shipbuilders of Morgan City, La., is among the U.S. yards taking advantage of demand from foreign
customers. In February 2014, Swiftships delivered two 120foot coastal patrol craft (CPC) to the Iraqi navy through the Foreign Military Sales program with the U.S. Navy. The aluminum vessels, propelled by three MTU 16V2000
The decks are heated for winter operations. The patrol boats are powered by twin 10-cylinder MTU10V2000M94 diesels each producing 1,600 bhp at 2,450 rpm. The engines drive Hamilton HM521 waterjets through ZF3000 gearboxes. Top speed is more than 35 knots. On the military side of the ledger, Metal Shark Boats of Jeanerette, La., was awarded a contract to build up to 350 high-speed maneuverable surface target (HSMST) boats for the U.S. Navy. The new boats are based on Metal Sharkâ€™s 26-foot Relentless center console design. They include a welded aluminum hull, cockpit and side decks, foam flotation below decks and in gunwales, and sheathed foam collar fendering. The boats will be used
American Ship Review 2015
diesel engines with three propellers, can top 30 knots and can sustain a 25-man crew for up to six days. Swiftships also was scheduled to deliver four 91-foot patrol boats for the Egyptian navy in 2014. Willard Marine of
Anaheim, Calif., is under contract for four aluminum patrol boats for the Ukrainian navy, with an option for a fifth. The deal involves two Sea Force 36-foot and two Sea Force 22-foot boats. The 36-footers are powered
by Cummins QSB 380-hp engines and Hamilton HJ292 waterjets. The 22-footers are equipped with Cummins QSB 230-hp engines and Mercruiser stern drives. Hann Powerboats of Sarasota, Fla., is building a
Isla Pelicano sports a fresh coat of paint prior to being delivered by Gladding-Hearn in Somerset, Mass. It is the first of six Chesapeakeclass pilot boats from the yard bound for the Colombian navy.
high-speed, medium-range aluminum patrol boat for a Nigerian security firm. The Peacemaker 40 boasts a top speed of 50 knots and a range of 500 nm at 35 knots. The boat is designed to carry medium- to large-caliber weapons and provide ballistic protection for the crew. It also can be equipped with sophisticated surveillance equipment. It has a fully enclosed cabin and is suitable for inshore and offshore multi-day missions. Front Street Shipyard of Belfast, Maine, traditionally known as a yacht builder, is getting in on the military action by constructing highperformance multihulls for Trefoil Marine. The T30 is a catamaran that will be used primarily for military and police patrol, fire and rescue.
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American Ship Review 2015
Kvichak Marine Industries of Seattle delivered Astoria, a self-righting, 74-foot allaluminum pilot boat, to the Columbia River Bar Pilots of Astoria, Ore. It is the third boat for the bar pilots designed by Camarc Ltd. of the United Kingdom. The pilots operate over the bar at the mouth of the river, which is known for its extreme weather and rough water. The conditions require reliable, stable and self-righting boats to safely transport pilots to and from the ships and tugs that navigate across the bar. Power for the 75-foot Astoria is provided by twin MTU 16V2000 M70 marine diesels rated for 1,410 bhp at 2,100 rpm, with twin ZF 3050 electric shift transmissions. The engines are coupled to a
American Ship Review 2015
Metal Shark Boats of Jeanerette, La., will build as many as 350 high-speed maneuverable surface target (HSMST) boats for the U.S. Navy.
pair of Hamilton 651 waterjets. Top speed is about 29 knots; cruise speed is 25 knots. Kvichak also delivered the pilot boat Georgia to the Savannah Pilots Association. The 64-foot all-aluminum boat is the second vessel built by Kvichak for the group. The Camarc-designed boat is powered by twin MTU 12V2000 engines rated for 1,450 bhp each, with Hamilton 521 waterjets and ZF 3050 marine gears. This combination allows for excellent maneuverability with a top speed of 35 knots. The lineup of newbuilds from Gladding-Hearn includes
Courtesy Metal Shark Boats
a new pilot boat for the Tampa Bay Pilots Association. The 52-foot all-aluminum boat features a deep-V hull designed by C. Raymond Hunt Associates of New Bedford, Mass. It is powered by twin Volvo Penta D11-503 EPA Tier 3 marine diesels, each delivering 503 hp at 2,250 rpm. Gladding-Hearn also delivered Isla Pelicano, the
first of six Chesapeake-class pilot boats to the Colombian Department of the Navy for offshore patrols and port security. The 56-foot, deep-V, all-aluminum boats are driven by twin MAN R6-800CRM diesels, each delivering 800 hp at 2,300 rpm. The engines turn Ultra Jet UJ-452 waterjets through ZF 360 gears. The boats have a top speed of 27 knots. â€˘
RESEARCH/SURVEY VESSELS Photos courtesy Gary McGrath/Woods Hole Oceanographic Institution
Sea science delivering more work for U.S. shipyards by Rich Miller
ill a push for more data on the impacts of climate change lead to a surge in the construction of research vessels? The answer likely hinges on federal money vulnerable to sequestration, so the jury is still out. In the meantime, science has been feeding American yards a steady diet of work. Leading the list of research newbuilds is the 238-foot Neil Armstrong, built by Dakota Creek Industries of Anacortes, Wash., for the U.S. Naval Sea Systems Command (NAVSEA). The ship was christened in March 2014 and will be delivered to the Woods Hole Oceanographic Institution in Massachusetts in January 2015. Neil Armstrong will replace R/V Knorr, which is heading for retirement after nearly a 60
half-century of service. The new ship is equipped with the latest acoustic and sensing electronics, along with dynamic positioning and a hull form that diverts bubbles from the sonar
area. It also has two cranes, an A-frame and three Markey winches. Neil Armstrong will operate with a crew of 20 with accommodations for 24 scientists, who
will use the ship and its assets to collect samples and data from coastal waters and the deep ocean. Neil Armstrongâ€™s sister ship, Sally Ride, was christened in August 2014 at Dakota Creek
Above, R/V Neil Armstrong is lowered into the water at Dakota Creek Industries in Anacortes, Wash. The shipâ€™s propellers, right, are variable pitch to help it maintain position in wind and waves. American Ship Review 2015
Brian Gauvin photos
Industries. It will be operated by the Scripps Institution of Oceanography, UC San Diego, with delivery scheduled for mid-2015. Another West Coast yard, Armstrong Marine of Port Angeles, Wash., delivered the ocean research vessel Coastal Explorer to Coastal Carolina University. The 54-foot aluminum catamaran can accommodate up to 22 passengers and has a A worker polishes cruising range of 500 miles. the hull of Blake Coastal Explorer has 6,000 at Geo Shipyard pounds of lift capacity to in New Iberia, La. deploy buoys and equipment hart_13h 3/20/07 6:50 PM Page 1 It was one of a pair of research for water and sediment samcatamarans under pling, underwater video and construction at seafloor mapping. It also has a the yard in the summer of 2014. lab with three data acquisition
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American Ship Review 2015
workstations, with two additional workstations on the bridge. The National Oceanic and Atmospheric Administration (NOAA) upgraded its research pm_newsletter_50h fleet when it took9/28/10 delivery of3:19 Reuben Lasker from Marinette Marine of Marinette, Wis., in November 2013. The ship’s primary mission is supporting
fish, marine mammal and turtle surveys off the West Coast and in the eastern tropical Pacific Ocean. The 208-foot Lasker is PM Page 1 Dyson-class the fifth Oscar ship built for the agency. It is equipped with the latest technology for fisheries and oceanographic research, including
Marinette Marine delivered the 208foot Rueben Lasker to the National Oceanic and Atmospheric Administration at the end of 2013. The ship is based in San Diego for Pacific survey work.
advanced navigation systems, acoustic sensors and scientific sampling gear. It also has a dynamic positioning system that allows the ship to be steered along a predetermined track or to be held on fixed coordinates. Lasker was commissioned in May 2014 and is based in San Diego.
In late August, Burger Boat Company of Manitowoc, Wis., known for its work in custom yachts, launched a 78-foot, allwelded steel research vessel for the U.S. Geological Survey. R/V Arcticus will replace the 38-yearold Grayling for marine research on Lake Huron, Lake Michigan and Lake Superior. JMS Naval Architects of Mystic, Conn., developed the preliminary blueprint for the new vessel, which will be stationed at the USGS base in Cheboygan, Mich. Arcticus will be involved in trawling, gillnetting and using sound waves to detect fish so researchers can assess their abundance. Delivery was scheduled for fall 2014. On the East Coast, Derecktor Shipyards of Mamaroneck, N.Y., is building a 65-foot aluminum research
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American Ship Review 2015
catamaran for The Maritime Aquarium at Norwalk, Conn. Spirit of the Sound, designed by Incat Crowther, will be the only research vessel in the country running on hybrid-electric propulsion.
The system, from Northern Lights of Seattle, will reduce fuel consumption by an estimated 75 percent. Spirit will be virtually silent when operating on electric power for the aquarium’s public “study cruises” on
Long Island Sound. The boat was scheduled for delivery in late summer 2014. It will replace the 40-foot R/V Oceanic, a 34-year-old dieselpowered trawler. On the Gulf Coast, Geo
Courtesy JMS Naval Architects
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Moving dredges, oil rigs,and project cargoes for the worldwide industry. Four tugs.
Arcticus, built by Burger Boat of Wisconsin, embarked on sea trials at the end of September. It will conduct marine research in the Great Lakes for the U.S. Geological Survey.
Shipyard of New Iberia, La., was scheduled to deliver the 82-foot research catamaran Blake to David Evans and Associates in September. The boat is named for the coast survey steamer famous for completing the first mapping of the Gulf of Mexico. Blake’s propulsion chain consists of twin 800-hp, Tier 3 Caterpillar C18 mains with ZF gears and propellers. The vessel will be based in Biloxi, Miss., conducting survey assignments in the Gulf for NOAA. Geo has another catamaran, the 65-foot Trident, under construction for Texas A&M’s Galveston campus. The research and training vessel will be fitted with twin Scania 500-hp engines and ZF gears. •
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American Ship Review 2015
Top 50 index Alex F. McCall, 202’
Fast supply vessel Designer/builder: Gulf Craft, Franklin, La. Owner/operator: Seacor Marine, Houma, La.
Pilot vessel Designer/builder: Camarc Ltd., Dunoon, United Kingdom/ Kvichak Marine Industries, Seattle Owner/operator: Columbia River Bar Pilots, Astoria, Ore.
Bravante VI, 284’
This register lists vessels of interest to professional mariners completed by North American shipyards in the year ended Sept. 1, 2014. In the case of sister vessels built by the same yard, we list only one.
Replica fishing schooner Designer/builder: Eastern Shipbuilding Group, Panama City, Fla., with John W. Gilbert & Associates, Boston/Eastern Shipbuilding Group Owner/operator: Private
Dean Edward Taylor, 303’
PSV Designer/builder: MMC, Gdynia, Poland/Bay Shipbuilding, Sturgeon Bay, Wis. Owner/operator: Tidewater Marine Services, New Orleans
PSV Designer/builder: STX Canada Marine, Vancouver, British Columbia/Eastern Shipbuilding Group, Panama City, Fla. Owner/operator: Boldini S.A., Bravante Group of Rio de Janeiro, Brazil
D’Natalin IV, 164’
Fast Server, 201’
Lift boat Designer/builder: SEMCO, Lafitte, La. Owner/operator: Laredo Offshore Services, Belle Chasse, La.
PSV Designer/builder: Guido Perla & Associates, Seattle/BAE Systems, Jacksonville, Fla. Owner/operator: Jackson Offshore Operators, New Orleans
CCGS Corporal McLaren M.M.V., 140’
Midshore patrol vessel Designer/builder: Damen Shipyards Group, Gorinchem, Netherlands, and Irving Shipbuilding, Halifax, Nova Scotia/Irving Shipbuilding Owner/operator: Canadian Coast Guard, Dartmouth, Nova Scotia
Megayacht Designer/builder: Christensen Shipyards, Vancouver, Wash., with Carol Williamson & Associates, Portland, Ore. (interior)/Christensen Shipyards Owner/operator: Private Crew boat/fast supply vessel Designer/builder: Breaux Brothers Enterprises, Loreauville, La., with Seacraft Design LLC, Sturgeon Bay, Wis./Breaux Brothers Enterprises Owner/operator: Edison Chouest Offshore, Cut Off, La.
Finish Line, 120’
Megayacht Designer/builder: Trinity Yachts, Gulfport, Miss. Owner/operator: Private
Fireboat 20, 108’
Fireboat Designer/builder: Robert Allan Ltd., Vancouver, British Columbia/Foss Maritime, Seattle Owner/operator: Port of Long Beach, Long Beach, Calif.
Fire Islander, 85’
Passenger ferry Cecon Pride, 427’ Designer/builder: Blount Boats, Subsea construction vessel Warren, R.I. Designer/builder: Vik-Sandvik Owner/operator: Fire Island AS, Fitjar, Norway/Chantier Davie Ferries, Bay Shore, N.Y. Canada, Levis, Quebec Fort Ripley, 64’ Owner/operator: Cecon ASA, Fast response boat Arendal, Norway Designer/builder: C. Raymond Christopher Stannix, 79’ Hunt Associates, New Bedford, Passenger ferry Mass./Gladding-Hearn Designer/builder: A.F. Theriault Shipbuilding, Somerset, Mass. & Son, Meteghan River, Nova Owner/operator: Southeast Scotia Ocean Response Services, Owner/operator: Halifax Metro Charleston, S.C. Transit, Halifax, Nova Scotia
Classic Lady, 98’
Passenger vessel Designer/builder: Seacraft Design LLC, Sturgeon Bay, Wis./ Burger Boat, Manitowoc, Wis. Owner/operator: First Lady Cruises, Chicago
Coastal Explorer, 54’
Research vessel Designer/builder: Armstrong Marine, Port Angeles, Wash. Owner/operator: Coastal Carolina University, Conway, S.C.
Fugro Americas, 193’
Offshore survey vessel Designer/builder: Thoma-Sea Marine Constructors, Lockport, La. Owner/operator: Fugro USA, Houston
Harvey Energy, 302’
Dual-fuel OSV Designer/builder: Vard, Alesund, Norway/Gulf Coast Shipyard Group, Gulfport, Miss. Owner/operator: Harvey Gulf International Marine, Galliano, La.
Harvey Hawk, 295’
PSV Designer/builder: Thoma-Sea Marine Constructors, Lockport, La., with Technology Associates Inc., New Orleans/Thoma-Sea Owner/operator: Harvey Gulf International Marine, Galliano, La.
Hornblower Guardian, 68’ Tour boat Designer/builder: Elliott Bay Design Group, Seattle, with E.Y.E. Marine Consultants, Dartmouth, Nova Scotia/All American Marine, Bellingham, Wash. Owner/operator: Hornblower Niagara Cruises, Ontario
HOS Bayou, 302’
OSV Designer/builder: STX Canada Marine, Vancouver, British Columbia/Eastern Shipbuilding Group, Panama City, Fla. Owner/operator: Hornbeck Offshore Services, Covington, La.
HOS Captain, 319’
OSV Designer/builder: VT Halter Marine, Pascagoula, Miss. Owner/operator: Hornbeck Offshore Services, Covington, La.
HOS Riverbend, 292’
OSV Designer/builder: STX Canada Marine, Vancouver, British Columbia/Eastern Shipbuilding Group, Panama City, Fla. Owner/operator: Hornbeck Offshore Services, Covington, La.
Isla Pelicano, 56’
Pilot boat Designer/builder: C. Raymond Hunt Associates, New Bedford, Mass./Gladding-Hearn Shipbuilding, Somerset, Mass. Owner/operator: Colombian Department of the Navy
John Jacob, 205’
Crew boat Designer/builder: Incat Crowther, Belrose, Australia/Halimar Shipyard, Morgan City, La. Owner/operator: Barry Graham Oil Service, Bayou La Batre, Ala.
Lady M, 213’
Megayacht Designer/builder: Palmer Johnson, Sturgeon Bay, Wis., with Nuvolari Lenard, Venice, Italy/Palmer Johnson Owner/operator: Private
Liberty Bay, 823’
Jones Act tanker Designer/builder: Samsung Heavy Industries, Seoul, South Korea/Aker Philadelphia Shipyard Owner/operator: SeaRiver Maritime, Houston
Lil’ Al, 105’
Lift boat Designer/builder: Central Gulf Shipyard, New Iberia, La.
Owner/operator: C&G Liftboats, Golden Meadow, La.
Mary Firstenburg, 30’
Fireboat Designer/builder: North River Boats, Roseburg, Ore. Owner/operator: Clark County Fire Department, Washington
Ms. Charlotte, 300’
PSV Designer/builder: Bollinger Marine Fabricators, Amelia, La. Owner/operator: Edison Chouest Offshore, Cut Off, La.
Neil Armstrong, 238’
Oceanographic research vessel Designer/builder: Guido Perla & Associates, Seattle/Dakota Creek Industries, Anacortes, Wash. Owner/operator: Naval Sea Systems Command/Woods Hole Oceanographic Institution, Woods Hole, Mass.
Johns Ship Building, Palatka, Fla. Owner/operator: A.R. Singh Contractors, Point Fortin, Trinidad
Seacor Fearless, 201’
OSV Designer/builder: Master Boat Builders, Bayou La Batre, Ala. Owner/operator: Seacor Marine, Houma, La.
Stan Musial, 44’
Fireboat Designer/builder: MetalCraft Marine, Kingston, Ontario Owner/operator: City of St. Louis, Mo.
Thomas Paine, 50’
Patrol boat Designer/builder: MetalCraft Marine, Kingston, Ontario Owner/operator: Massachusetts Environmental Police
Megayacht Designer/builder: Delta Design Group, Seattle/Delta Marine, Seattle Owner/operator: Private
Passenger/vehicle ferry Designer/builder: Guido Perla & Associates, Seattle/Nichols Brothers, Freeland, Wash., Jesse Engineering, Tacoma, Wash., and Vigor Fab, Seattle Owner/operator: Washington State Ferries, Seattle
Pearl Mist, 335’
Torrens Tide, 260’
USCGC Hamilton, 418’
Cruise ship Designer/builder: Deltamarin, Turku, Finland; Irving Shipbuilding, Halifax, Nova Scotia Owner/operator: Pearl Seas Cruises, Guilford, Conn. PSV Designer/builder: Technology Associates Inc., New Orleans/ Thoma-Sea Marine Constructors, Houma, La. Owner/operator: GulfMark Offshore, Houston
Red Hook I, 85’
Passenger ferry Designer/builder: Incat Crowther, Belrose, Australia/Midship Marine, Harvey, La. Owner/operator: Virgin Islands Department of Public Works/Varlack Ventures and Transportation Services
Reuben Lasker, 208’
Fishery research vessel Designer/builder: VT Halter Marine, Pascagoula, Miss./ Marinette Marine, Marinette, Wis. Owner/operator: National Oceanic and Atmospheric Administration/NOAA Office of Marine and Aviation Operations
Waste disposal vessel Designer/builder: Bollinger Marine Fabricators, Amelia, La. Owner/operator: City of New York
Sea Service, 157’
OSV Designer/builder: Entech & Associates, Houma, La./St.
PSV Designer/builder: MMC, Gdynia, Poland/Leevac Shipyards, Jennings, La. Owner/operator: Tidewater Marine, New Orleans National security cutter Designer/builder: Ingalls Shipbuilding, Pascagoula, Miss. Owner/operator: U.S. Coast Guard, Charleston, S.C.
USCGC Kathleen Moore, 154’
Fast response cutter Designer/builder: Damen Shipyards Group, Gorinchem, Netherlands/Bollinger Shipyards, Lockport, La. Owner/operator: U.S. Coast Guard, Key West, Fla.
USNS John Glenn, 785’
Mobile landing platform Designer/builder: General Dynamics NASSCO, San Diego Owner/operator: U.S. Navy/ Military Sealift Command
USNS Millinocket, 338’
Catamaran troop/equipment transport Designer/builder: Austal USA, Mobile, Ala. Owner/operator: U.S. Navy/ Military Sealift Command
Passenger ferry Designer/builder: Seaworthy Systems (Rolls-Royce Group), Essex, Conn./Blount Boats, Warren, R.I. Owner/operator: Casco Bay Island Transit District, Portland, Maine
American Ship Review 2015
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2015 American Ship Review