Lift Off

By Michael Crowley, Correspondent

ABS

If you operate a boatyard or are starting up a new one and need to replace the travel lift, International Boatlift Exchange may be a good place to start your search.

“It’s a niche market and we are one of the few in the country doing it,” said James Alfieri, owner of the Seffner, Fla.-based company.

The niche market he’s referring to is not just new travel lifts, but used travel lifts, as well. “I give you choices to find a good used travel lift and if there are none then offer up a new one,” said Alfieri, who is also the North American agent for Ascom, an Italian builder of new travel lifts. Alfieri has sold new and used travel lifts to boatyards as far away as Russia and Malaysia, since International Boatlift Exchange was founded in 1991.

In mid-November, IBE listed seven used travel lifts on its website that hadn’t been sold. Most were in the 60- to 100-ton range, which is generally suitable for most marinas. For builders and operators of boatyards that deal primary with workboats there was also a 200-ton Marine Travelift mobile boat hoist priced at $485,000 and built in 2001, and a 300-ton travel lift for $650,000 that was built in 2003.

To replace the 200-ton travel lift with a new model by the same manufacturer, Alfieri estimates would cost between $900,000 and $1 million. That points out the major benefit of buying a used travel lift — price. Alfieri allows that there are not as many used travel lifts available for the workboat industry as for the pleasure boat market, but they are available. “I have to know a lot of people and do a lot of searching to find them.”

Though just because the price is right for, say, that 200-ton used travel lift, it doesn’t mean it’s a good fit for your boatyard. For someone that hasn’t previously operated a travel lift or if the 200-ton travel lift is larger than the one currently being used, Alfieri likes to see an AutoCAD layout of the boat-

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yard with its buildings showing where the travel lift is going to be operating.

“We’ll put our 200-ton machine on his property and it shows where he can best facilitate that property with the machine, or if he can at all.”

Being a dealer of new and used travel lifts has its advantages. IBE recently sold a new 750-ton Ascom travel lift to Fred Wahl Marine Construction in Reedsport, Ore., that replaces a 650-ton Ascom travel lift built in 2015. “He just needed to go bigger,” Alfieri explained. “I sold the 650-ton for him when we were halfway through the manufacturing process for the 750.” tries has a problem that more boatyards are now experiencing. “As time marches on, larger vessels are being constructed and shipyards don’t have sufficient water depth to launch or haul very large vessels,” said Richard Fryburg, Subsalve’s founder.

Subsalve offers a wide range of engineered inflatable underwater lift bags, including inflatables for marine construction, salvage and towing, aircraft recovery, draft reduction, and pipeline and tunnel construction.

An inflatable bag’s size and shape

While IBE has the answer for lifting a boat out of the water and bringing it on land or putting it in the water, that doesn’t work for salvage work when you have to lift a totally submerged or partially submerged boat. The boat can be in deep water or next to the dock, or when you need to reduce a boat’s draft enough that when it’s launched it has enough buoyancy that it won’t ground out. That kind of lifting requires inflatable engineering, which is what Subsalve in Kingston, R.I., has been doing for the past 45 years.

Take the case of the Ocean Tundra, a 118'×42'×22'6", twin-screw tractor tug built by Ocean Industries, Iles aux Coudres, Quebec, Canada. Ocean Indus-

The only way Ocean Tundra was able to be launched was to increase its buoyancy by encircling the hull — well below the water line — with a number of Subsalve’s IBE SP70000 salvage pontoons. These are totally enclosed cylindrical bags made of high-strength urethane-coated nylon with shackles and valves and a lift harness that maintains the bag in a horizontal position against the hull.

When inflated, a SP70000 salvage pontoon is 115" high and 207" long, has seven attachment points, and a lifting capacity of 77,000 lbs. In the case of the Ocean Tundra the IBE SP70000 salvage pontoons provided 350 tons of buoyancy, enough to launch the tug. That was in 2013 and several more launchings have taken place with the help of Subsalve. Inflatable bags are also used when a boat with too much draft has to be hauled out.

depends on the size of the vessel that needs to be raised and the depth of the water. In shallow water situations, the bag has a low-profile cylinder or pontoon shape, whereas in deep water the inflatable bag appears to be more like a parachute.

An example would be Subsalve’s professional lift bag, which varies in size from the PF-1000, with a 35” diameter and 56" length with a 1,100lb. lift capacity, to the PF 100000, with a 166" diameter and 316" length with a 107,000-lb. lift capacity. Depending on the load they will be subject to, the professional lift bay is outfitted with either nylon lift straps on the bottom of the bag or a heavy-duty nylon webbing lift harness.

“We generated enormous forces,” said Fryburg. “We make single bags that generate as much as 50 tons of positive buoyancy. The largest vessels we’ve assisted in floating entirely are about 8,000 tons.”

While Subsalve provides only the products needed to get or keep a boat afloat and not the onsite services, they will “assist with how the product is implemented,” said Fryburg. That relates to “the inflation sequence and timing of buoyancy” to control the vessel’s altitude.

On a much smaller scale, Subsalve also offers a propeller bag for when a prop needs to be removed and replaced by divers while the boat is in the water. The bag goes over the top half of the prop to provide enough buoyancy to support the prop’s weight while it’s being taken off the shaft and brought to the surface.

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• Two unusual oating drydocks, along with other items of oating equipment, soon will become part of a new marine repair yard at Baton Rouge, La., which is being built by Dravo Corp. The facility is scheduled to begin operations this month. The drydocks, one of which will handle vessels up to 4,000 tons and the other up to 3,000 tons, are unusual in that they were built from two converted Navy landing craft. They will be used to service river towboats, barges and small seagoing vessels. • Construction of a trio of 352' car and passenger ferries destined for service in Southeastern Alaska was assured recently when the state of Alaska awarded a $9.8 million contract to Puget Sound Bridge and Drydock Co., Seattle, to build the vessels. Service speed for the new ferries will be 18 knots.

• Jeffboat Inc. has launched a pair of outsized fuel tank barges for Boston Fuel Transportation. The barges, launched in 30-day intervals this past fall, were nearing completion during the final outfitting stage in the Ohio River, adjacent to the shipyard. The 36,000-bbl. oceangoing barges measure 260'×60'×18' and are equipped with living quarters for a two- to four-man crew. Jeffboat is also building a 60,000- bbl., 325'×60'×22' tank barge for Reinauer Transportation Co. • Great Lakes Power Products Inc. has opened a new headquarters facility in Mentor, Ohio. Primarily a service company, Great Lakes Power performs engineering, service, machining, and warehousing, along with the manufacture of high torque universal joint drivelines and marine propulsion systems. Co., Seattle, to build the ves-

• The 60' towboat Karche was christened recently at a ceremony at Skipper Hydraulic Inc., on the Harvey Canal in Harvey, La., where Skipper steering gear and make-up winches were installed. The vessel was built at Rayco Shipbuilders, Houma, La. The vessel is powered by twin V-12-71N Detroit Diesel engines through Twin Disc MG-514 with 6:1 reduction gears coupled to a 60"×48" stainless steel propeller built by Avondale Shipyard. • Main Iron Works, Houma, La., had a busy year in 1971. Its deliveries included three impressive, sophisticated workboats — the Seafarer, a 135' tug for Interstate Oil Transportation Co., Wilmington, Del.; the Satoco, a 149' towboat for Sabine Towing & Transportation Co., Wilmington; and ttingly, for its last delivery of 1971, the 111'6"×30'×15' tug Eileen C, built for McAllister Brothers, also of Wilmington.

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