WorkBoat March 2021

Monitoring Systems • Diesel Engines • AWO's Carpenter ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

MARCH 2021

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ON THE COVER

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MARCH 2021 • VOLUME 78, NO. 3

Great Lakes Towing christened two new 64', 2,000-hp tugs in December. Great Lakes Towing photo

FEATURES 18 Focus: Newsmaker Interview Q&A with Jennifer Carpenter, president and CEO of the American Waterways Operators.

26 Cover Story: Pull of the Water Nothing says workboat more than a tugboat.

BOATS & GEAR

32

22 On the Ways • Metal Shark delivers two 55' aluminum fireboats to Miami and lands Marine Corps contract to develop long range unmanned surface vessel (LRUSV) system • Bay Weld Boats builds 38-passenger tour boat for Alaska • Brix Marine to build 1,000-hp, 44' catamaran survey-research vessel for Northrop Grumman • BMTdesigned 255-passenger catamaran ferry for Kitsap Transit completes sea trials • Sustainable Marine’s new 420-kW floating tidal energy platform completed at A.F. Theriault & Son • Vermont State Police takes delivery of two specialized 25' Ribcraft 7.8s • Cashman Dredging awards design contract to IHC America for a new 6,500-cu.-yd. trailing suction hopper dredge

32 Power Supply A peek at a few diesel engine options for 2021.

36 Sound the Alarm Options for monitoring systems on your vessel and via the cloud.

36

AT A GLANCE 8 8 9 10 10 12 14 14

On the Water: Avoid deck skating — Part II. Captain’s Table: New risk tool worries passenger vessel operators.

Energy Level: Is the demand increase for LNG sustainable?

WB Stock Index: A strong start in 2021 for WorkBoat stocks.

Inland Insider: Jumbo hopper barge deliveries increase.

Nor’easter: The Biden boost comes early for offshore wind.

Insurance Watch: Review contracts before signing.

Legal Talk: Seaman’s contributory negligence.

NEWS LOG 16 16 16 16 16

American Queen Steamboat to require Covid-19 vaccines.

Prepare your company against cyberattacks.

BOEM to resume Vineyard Wind environmental review.

Autonomous ship market to grow to $165 billion by 2030, report says.

Coast Guard warns against turning off AIS.

www.workboat.com • MARCH 2021 • WorkBoat

DEPARTMENTS 2 6 40 47 48

Editor’s Watch Mail Bag Port of Call Advertisers Index WB Looks Back

1

BRIAN GAUVIN PHOTO

Editor’sWatch

BRIAN GAUVIN PHOTO

Vaccinate mariners now

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he nation has been affected by the global pandemic for about a year now. But despite that, the tug and barge industry has been quietly going about its business moving cargo and playing an important role in the response to the Covid-19 crisis.

As Pam Glass reported in last month’s issue, for the past 11 months, through lockdowns and major economic shifts, vessels plying the inland and coastal waterways have kept working under strict health protocols, assisting ships arriving at U.S. ports and moving products throughout the inland river system that are keeping the national and global economy going.

For Jennifer Carpenter of the American Waterways Operators, her first year as chief of the organization has been a challenging one.

“It’s been a wild ride,” she told me in a recent interview (see page 18).

“There’s no way I would have predicted in January 2020 what we would experience over the course of the year … a global pandemic, a recession, the unprecedented severe weather from coast to coast.”

Most barge companies have seen demand soften, especially for energyrelated products as the pandemic has depressed the worldwide demand for oil. A bright spot has been barge lines that transport grain mostly for export.

2020 was a tough year for the industry, but through it all, barge companies kept moving cargoes, prioritized mariner health and safety, and stayed on track with Subchapter M compliance.

Currently, the No. 1 issue for AWO and the maritime industry is prioritizing Covid-19 vaccinations for mariai16109820207_editwatch_BPA_2021.pdf ners.

Presented by

David Krapf, Editor in Chief

States have the lead on this issue, so AWO has teamed up with other waterways organizations to reach out to about 25 inland waterways and coastal state governors to urge them to prioritize mariners, given their critical role in the economy as well as the unique living and working situations that they are in, Carpenter said.

AWO has raised the issue again with the federal government. Exploring a national vaccination track in addition to the state-by-state approach is something that needs to be seriously explored, AWO said.

We agree.

1

1/18/21

10:00 AM

dkrapf@divcom.com

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www.workboat.com • MARCH 2021 • WorkBoat

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EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

CONTRIBUTING EDITOR

Kirk Moore kmoore@divcom.com

CONTRIBUTING WRITERS

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Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609 Southern/Editorial Office: P.O. Box 1348 • Mandeville, LA 70470 Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610

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Coast Guard evaluating use of SMSes for passenger vessels

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he Coast Guard is evaluating the potential use of safety management systems (SMSes) to improve safety and reduce marine casualties on board U.S.flagged passenger vessels.

The Coast Guard is seeking public input and responses to specific questions on the feasibility, applicability, and nature of SMSes for potential use on U.S.-flagged passenger vessels. The Coast Guard may use this information to develop a proposed rule regarding SMSes. Notification of that proposed rule would appear in the Federal Register under docket number USCG-20200123.

An SMS is a structured and documented set of procedures enabling company and vessel personnel to effectively implement safety and environmental

protection policies that are specific to that company or vessel. An SMS may include procedures and policies for vessel operations, maintenance of equipment, responding to specific types of incidents, for reporting accidents or other non-conformities, and for conducting internal audits and reviews.

The Coast Guard views public participation as essential to effective rulemaking and will consider all comments and material received during the comment period.

Comments and related material must be received by the Coast Guard on or before April 15, 2021.

You may submit comments identified by docket number USCG-2020-0123 using the Federal eRulemaking Portal at https://www.regulations.gov. See the “Public Participation and Request for Comments” portion of the Supplementary Information section of the notice for further instructions on submitting

comments.

For information about this document, call or email Lt. Kimberly Gates, Vessel and Facility Operating Standards Division (CG-OES-2), U.S. Coast Guard; telephone 202-372-1455, email kimberly.m.gates@uscg.mil.

U.S. Coast Guard Vessel and Facility Operating Standards Division Washington, D.C

WorkBoat encourages readers to write us about anything that appears in the magazine, on WorkBoat.com or pertains to the marine industry. To be published, letters must include the writer’s address and a daytime phone number.

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www.workboat.com • MARCH 2021 • WorkBoat

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On the Water

Avoid deck skating — Part II

By Joel Milton

M

ost of my fellow mariners don’t use traction devices on their feet in winter conditions, so the idea of having more than one kind might seem a bit extravagant.

Given that slips, trips and falls are the perennial leading causes of lost-time injury causes, I am totally lost as to why more mariners don’t use them. The products I mentioned in last month’s column (Kahtoola Microspikes and Yaktrax Pro) are neither expensive nor difficult to use.

Kahtoolah’s traction cleats are essentially a mountaineering crampon replacement for use in up to moderately steep slopes. The stainless steel chains and triangular spikes bite right into ice and hard-packed snow, allowing you to move around and apply real force with confidence. If you find yourself having to clamber up on the bow of a heavily iced-up barge to moor or anchor it, you will immediately realize how valuable the spikes can be. There is nothing else that compares. The thick silicone rubber “frames” slip right around and over your boots and stay securely in place without any buckles or other mechanical parts to jam up or

Captain’s Table

Coast Guard’s new risk tool concerns passenger vessel operators

By Capt. Alan Bernstein

P

assenger vessel operators have been caught off guard by the Coast Guard’s new risk assessment tool. This new inspection policy is a reaction to recent marine casualties such as the M/V Conception and apparently is also related to local Officers in Charge, Marine Inspection (OCMI) using the risk-based decision making (RBDM) guidelines introduced in 2017.

Under RBDM, Coast Guard inspectors use a scoring matrix to assign a risk score to passenger vessels in their areas.

This approach was intended to help the Coast Guard better manage its inspection resources. Unfortunately, it fell on deaf ears in the field.

On Jan. 1, the Coast Guard announced a new program that identifies inspection guidelines for passenger vessels of “high risk.” The problem is that the Coast Guard is relying on computational methods that consider a variety of factors such as compliance history, vessel age, type of route traveled, the history of similar vessel types of operations and others. A mathematical equation is run and a vessel is either considered high risk or not.

Some passenger vessel operators are surprised that they 8

freeze. And you can, literally, walk up Mount Washington in them. They’re that good. They also fit into coat pockets so you can easily carry them until you need to put them on.

But the majority of the time you are more likely to find the lighter-duty and less aggressive Yaktrax Pro to be the best choice. Attached in similar fashion but more around the edges of your soles, they have instep straps to better hold them in place. Yaktrax Pro’s grip comes from tightly-wound stainless steel coils that provide good traction in most situations. They’re excellent for allowing you to shovel, break up ice, and salt the deck areas without hurting yourself in the process. They can be used on bare decks, stairs and ladders, where Kahtoola Microspikes can’t.

Both companies make other types of devices, which have their merits. But I recommend these two products for routine marine use. If you want to easily reduce your risk of a slip or fall, you can’t go wrong.

Joel Milton works on towing vessels. He can be reached at joelmilton@yahoo.com.

have received notice from the Coast Guard that their vessels are classified as high risk. These operators, who have years of experience in safe vessel operations, are concerned about their reputations in light of receiving such notices.

Much of the information that is collected or issued by the Coast Guard, such as marine casualty reports or inspection 835s, can be easily accessed by the public. In today’s world of instant communications, one bad trip review or news story can have a debilitating effect on a company.

Being classified as high risk conjures up all kinds of frightening scenarios though none may actually exist. For example, each year since the onset of Coast Guard security inspections, BB Riverboats has received an 835 from our Coast Guard inspector reading “no deficiencies.” Will the public realize that there are no deficiencies even though a form 835 is a reporting mechanism for deficiencies?

I am not against programs that streamline and improve operations, but the Coast Guard should consider that using terms such as high risk affects public perception and our reputations. We have spent years building our reputations and we cannot afford to have it threatened unnecessarily.

Alan Bernstein, owner of BB Riverboats in Cincinnati, is a licensed master and a former president of the Passenger Vessel Association.

He can be reached at 859-292-2449 or abernstein@bbriverboats.com.

www.workboat.com • MARCH 2021 • WorkBoat

WORKBOAT GOM INDICATORS

Energy Level

NOV. '20 DEC. '20 WTI Crude Oil 42.91 47.50 Baker Hughes Rig Count 13 17 IHS OSV Utilization 20.6% 21.2% U.S. Oil Production (millions bpd) U.S. 11.1Prod 1000s11.0* WTI Price bopd Sources: Baker-Hughes; IHS Markit; U.S. EIA

No cooling of demand for LNG from producers

JAN. '21 JAN. '20 52.78 53.09 16 21 18.9% 30.9% 10.9* 13.0 GOM Rig Count Util. Rate %

*Weekly Estimated

GOM RIG COUNT

GOM Rig Count

By Jim Redden, Correspondent

25

U

.S. natural gas producers are used to staking much of their revenue streams on an accommodating thermometer at home, but this year kicked off with a boost from the other side of the world.

A widespread freeze across northeast Asia in early January forced importers of liquefied natural gas (LNG) in China, Japan and South Korea to pay record high spot prices, aggravated by a surprise shortfall of available tankers, according to reports. As gas producers know all too well, however, winter price spikes notoriously fizzle out as the weather warms and demand for heating fuel cools. Temperatures in Beijing plummeted to a reported minus 3º F in early January before warming to a balmy 43º F on Jan.20.

On Jan. 8, the average LNG price for February delivery into northeast Asia reached a high of $21.45 MMBtu, according to S&P Global Platts estimates, which jumped from $14.60 MMBtu the week before. “The increase in demand in Asia is very resilient,” said Charif Souki, chairman of upstart Tellurian Inc., Houston, rebuffing doubts over whether the early 2021 uplift is sustainable.

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Tellurian plans to begin construction this year on its Driftwood LNG export terminal south of Lake Charles, La., with initial production slated for the end of 2024. Driftwood is engineered Jan-20 for a capacity of 27.6 million tons/year.

20-Feb Cheniere Energy Mar-20 Co., also of Houston, provided no details on early 2021 Apr-20 cargo or prices from May-20 its Sabine Pass and Corpus Christi Jun-20export terminals off Texas, but said positive signs were 20-Jul emerging midway through the fourth Aug-20 quarter. The fiSep-20 rst nine months of 2020 were slammed20-Oct by cargo cancellaNov-20 tions from Covid-induced lockdowns, Dec-20 a hyperactive hurricane season and Jan-21 glut in Europe. fears of a gas storage “The reduction in LNG supply from curtailments helped avert a storage

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crunch in late summer and position the market to start responding positively to the rebounding gas and LNG demand we’re now seeing in many countries as we head towards the winter season,” 21 Executive Vice President Anatol Fey22 gin said in a Nov. 6 call.

18 Tellurian’s Souki, the 17 founder and former chief of Cheniere, 12 said in a Jan. 12 address that the last 11time the LNG market faced similar 12 price spikes was in 2014-2015, just as the 13 global industry was preparing to add 14 150 million tons of LNG processing 13 capacity. “The difference now is that13we are building 17 capacity),” only 50 million tons (of which he said will be16 insufficient to stave off a deficit in the LNG supplydemand equation.

Let’s make plans.

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9

WorkBoat Composite Index Stocks begin 2021 with a 2% gain

W

orkBoat stocks, fresh off a 7% gain in 2020, began the new year with a 2% increase in January. For the month, winners topped losers by a ratio of 2-1.

Kirby Corp. lost over 2% in January.

The Houston-based tank barge operator reported in late January that fourthSTOCK CHART INDEX COMPARISONS Operators Suppliers Shipyards WorkBoat Composite PHLX Oil Service Index Dow Jones Industrials Standard & Poors 500

quarter net earnings rose compared to a year ago, but revenues, affected by the pandemic, were down. Revenues for the 2020 fourth quarter were $489.8 million compared with $655.9 million in the 2019 fourth quarter.

David Grzebinski, Kirby’s president and CEO, told analysts during the Source: FinancialContent Inc. www.financialcontent.com

12/31/20 316.39 4,587.47 2,908.00 2,485.76 44.33 30,606.48 3,756.07

1/29/21 334.73 4,666.59 2,845.09 2,536.52 46.77 29,982.62 3,714.24

NET CHANGE 18.35 79.12 -62.90 50.76 2.44 -623.86 -41.83

For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/resources/workboat-composite-index

Inland Insider

Hopper barge deliveries climb in 2020

By Ken Hocke, Senior Editor

J

umbo hopper barge deliveries to Mississippi River operators increased for the first time in three years in 2020, with 385 new barges delivered compared to 186 in 2019, according to River Transport News.

The increase was mostly driven by a drop in steel and barge prices, but more jumbo hopper barge building capacity was added when Madisonville, La.-based Arcosa Marine Products restarted construction operations.

As many as 17 barge companies took delivery of jumbo hopper barges last year, with Florida Marine Transporters (FMT) leading the pack with 70 new bottoms, RTN said.

Other operators who took delivery of new jumbo hoppers in 2020 included Cargo Carriers (55), East Side River Transportation (50), Heartland Barge Management (46) and Crounse Corp. (33).

The inland tank barge market was soft in 2020, with only 143 new tank barges built compared to 177 in 2019. “The vast majority of these deliveries were for barges booked before the effects of the pandemic became apparent in the transportation marketplace,” RTN reported. “As a consequence, a number of barges built last year have yet to enter commercial service as they are awaiting sale or charter by their original purchasers.”

10

PERCENT CHANGE 5.80% 1.72% -2.16% 2.04% 5.50% -2.04% -1.11%

company’s fourth-quarter earnings call on Jan. 28 that “the reality is that we are still in the midst of a global pandemic.”

“Demand for our products and services are still near all-time lows and uncertainty around the timing of material economic recovery remains.

All of this makes predicting 2021 very challenging with a wide range of possible outcomes.

“In the near term, we expect tough market conditions to persist into the second quarter particularly in marine transportation where industry barge utilization is very low and we are experiencing very competitive pricing dynamics. As well, the latest wave of Covid-19 cases has resulted in some challenges crewing our vessels particularly in coastal.”

That said, Grzebinski is “very” optimistic that the second half of 2021 will be “materially better.” — David Krapf

In 2014, the industry took delivery of a record 344 tank barges leading to an overbuild.

Twenty-three barge operators took delivery of new tank barges last year led by FMT with 22. Most of FMT’s new barges were built at Arcosa Marine — 10 10,000-bbl. chemical barges, eight 30,000-bbl. clean product barges, and two 30,000-bbl. barges with heaters, RTN’s numbers said. FMT also had two 16,000-bbl. pressure barges built at Conrad Shipyard.

Other tank barge deliveries in 2020 included Canal Barge (15), Ingram Barge (13), Marathon Petroleum (12), ACBL (10), Duvall Towing (9), Enterprise Marine (8), McDonough (8), Chem Carriers (6) and Kirby (4).

RTN gets its barge construction numbers from operators and Coast Guard data.

Arcosa built the most tank barges in 2020, 81, followed

by Conrad Shipyard with 21 and Southwest Shipyard with 17, according to RTN. As for size, 30,000-bbl. tank barges were the most popular. U.S. shipyards built 77 new 30,000-bbl. inland tank barges last year, RTN reported.

Ken Hocke has been the senior editor of WorkBoat since 1999. He can be reached at khocke@divcom.com

www.workboat.com • MARCH 2021 • WorkBoat

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Nor’easter

The Biden boost comes early for offshore wind

By Kirk Moore, Contributing Editor

E

xactly one week after taking the oath of office, President Biden gave offshore wind energy a prominent place in his administration’s strategies on

energy and the environment.

Amid a flurry of executive orders, Department of Interior officials put out their intention to accelerate offshore

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wind development: “The Department will immediately begin a review of processes and procedures to date as it reinvests in a rigorous renewable energy program.”

That Jan. 27 statement came two days after developers of the Vineyard Wind project off southern New England announced that it had approached the Bureau of Ocean Energy Management (BOEM) about resuming the permitting process for the 800-megawatt turbine array. Then on Feb. 3, BOEM announced that it intended to resume the environmental review of Vineyard Wind’s proposed offshore wind project.

The developers, a joint venture between Avangrid Renewables and Copenhagen Infrastructure Partners, had asked BOEM in late 2020 to temporarily withdraw their construction and operations plan so it could be updated for using the next generation of larger, more powerful 14-megawatt GE Haliade-X turbines.

Former Trump Interior Secretary Ryan Zinke had been a booster of offshore wind, despite his boss’ public ridicule of wind power. A reversal came under outgoing Trump administration Interior Secretary David Bernhardt, as the agency refused Vineyard Wind’s request – and citing a written opinion by the top Interior lawyer, warned that Vineyard Wind would need to start its application process from the beginning.

But in fact, the developers had been maintaining contact with BOEM past the blowup with Bernhardt, Avangrid Inc. CEO Dennis Arriola told Reuters in a Jan. 20 interview. Vineyard Wind announced on Jan. 25 that it had a revised construction and operations plan (COP) to submit.

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Contributing Editor Kirk Moore joined WorkBoat in 2015. He has also been an editor for WorkBoat’s sister publication, National Fisherman, for over 25 years.

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www.workboat.com • MARCH 2021 • WorkBoat

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Navigation Lights Platform Marker Lights

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For vessels greater or less than 50 meters Certified to meet UL 1104 and Subchapter M

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718-456-3606 | www.mcdermottlight.com workboat@mcdermottlight.com

Insurance Watch

Contracts: Review before signing

By Chris Richmond

C

ustomers often ask us to review contracts before they sign them. This is important because there is not much point in reviewing them if they have already been signed.

One of the first things we make clear is that we are not lawyers and they should call their attorney, but we are happy to review the insurance portions. Aside from limits of liability and mandatory coverages, most of the time there are three requirements which can significantly change a customer’s insurance coverage.

• Hold harmless: Commonly added to insurance clauses in contracts, this essentially promises to hold harmless from any and all claims the company you are doing business with.

This provides a broad exemption of liability and often can be reworded more favorably to include “in conjunction with your work under this contract.” You should also demand the contract is reciprocal and that the other party holds you harmless as well.

• Waiver of subrogation: Another common condition added to contracts, this essentially prevents your insurance company

Legal Talk

Fifth Circuit tackles seaman’s contributory negligence

By Daniel J. Hoerner

T

he U.S. Fifth Circuit, the federal appellate court for district courts in Texas, Louisiana and Mississippi, has historically been a leader in shaping maritime law.

In December it issued an important decision that addressed contributory negligence in a Jones Act personal injury suit. Knight v. Kirby Offshore Marine Pacific involved a claim by a tankerman who suffered an ankle injury after stepping on a stern line that caused him to lose his balance and fall. The plaintiff, Andrew Lee Knight, had been instructed by his captain to swap out the stern line when the vessel was at sea. He claimed that four-foot seas and heavy winds, which caused the vessel to roll, were unsafe conditions for the work he was instructed to perform and that it was negligent for the captain to order him to change out the line on the vessel’s stern deck under such conditions.

Knight’s case went to trial, and the Louisiana district court found that both he and his employer were equally negligent for the accident and injury. Thus, the court reduced Knight’s monetary damage award by 50% to account for his own fault. Knight appealed the ruling to the Fifth Circuit.

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from collecting from the other party if they were negligent in the claim. If your insurance company pays for damage done to your vessel by the other party in the contract, a waiver of subrogation prevents the insurance company from suing the other party in the contract to recoup their payment. Again, if this is required, make sure the other party waives subrogation as well.

• Additional insured: This clause allows the other party to share your liability limits if they are named in a claim related to the work being done in the contract. This means the liability limits are now cut in half, reducing your overall coverage limits, and that the other party in the contract is now getting liability coverage for free. This is now being requested more often lately and many times an underwriter will want to know the relationship between the two parties to explain the need to be added as additional insured.

Contracts are part of doing business and can be as simple or as complicated as the parties involved require.

Chris Richmond is a licensed mariner and marine insurance agent with Allen Insurance and Financial.

He can be reached at 800-439-4311 or crichmond@ allenif.com

Knight’s primary argument on appeal was that he could not be held negligent for an accident that occurred when he was carrying out the orders of his supervisor. Notably, the Ninth Circuit, which handles appeals on the West Coast, developed law that bars seaman’s contributory negligence for any accident resulting from the performance of duties ordered by the captain. This strict interpretation is not shared by most other federal district and appellate courts.

Based upon the approach of most courts, the Fifth Circuit concluded that a seaman cannot be found negligent when performing an order from a supervisor in a manner that he or she specifically dictates. However, a seaman can be contributorily negligent when he or she has an accident or injury while carrying out a general order from the captain and has discretion in how the order is carried out.

In the Knight case, the seaman was simply told to swap out the stern line. The court found that Knight’s placement of the discarded line on the stern deck and that he stepped on it while laying the new line, were actions done at his own direction and contributed to his accident. He was found partially at fault, which reduced his recovery against Kirby.

Daniel J. Hoerner is a maritime attorney with Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504-595-3000 or dhoerner@mblb. com.

www.workboat.com • MARCH 2021 • WorkBoat

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MARCH 2021

NEWS LOG

NEWS BITTS

American Queen Steamboat Co.

American Queen to require Covid-19 vaccinations our loyal guests another added level of assurance to join us as we return to sailing.” — WorkBoat staff

Passengers will be required to be vaccinated against Covid-19.

A

merican Queen Steamboat Co. and Victory Cruise Lines announced in February that a Covid-19 vaccination mandate for all guests will go into effect for all sailings beginning July 1, 2021.

The vaccination requirement will also apply to shipboard crewmembers and non-shipboard employees across all seven vessels in the AQSC and VCL fleets.

This latest protective measure expands upon the enhanced health and safety measures announced in 2020.

This includes pre-cruise Covid-19 testing of all guests and crew and a mask mandate in all public areas where social distancing is not possible. Additionally, American Queen and Victory are continuing to work with leading health advisors, including a partnership with Vikand Medical Solutions and under the discretion of the Centers for Disease Control and Prevention (CDC), on evolving guidelines to protect guests, crew and the communities the boats visit.

“The health and safety of our guests, crewmembers and partners continues to remain our top priority. Vaccination requirement for both our guests and crew is the most prudent next step to ensure that we are providing the safest cruising experience possible,” said John Waggoner, CEO and founder of American Queen. “Our new vaccination requirement, coupled with comprehensive health and safety protocols and risk-free booking policy, will give 16

Preparation is the best defense against cyberattacks

W

aiting until your company’s most vulnerable information has been compromised by cyber criminals to mount a defense against the incursion is a losing game plan.

Make no mistake, your company’s computer systems are constantly under attack by hackers. And that situation is never likely to change. It’s what you do about it that is the difference between keeping your stored information private and facing a breach that will cost you big bucks — maybe a financial wound that proves fatal to your company.

Lt. Nate Toll, deputy operations officer, Cyber Protection Team, U.S. Coast Guard, was a panel member at January’s “Cyber Risk Management: 2021 updates for the towing industry” webinar sponsored by the American Waterways Operators. He said a good place to start is “understanding what your cyberspace looks like.”

According to Internet security company Trustwave, 67% of small and medium-sized businesses fail to survive a cyber breach, 56% of organizations that suffered a breach can trace it back to a third party, and the average cost of a data breach is $3.92 million.

“You have to create a culture of readiness,” Lessie Longstreet, global director of outreach and partner engagement, Cyber Readiness Institute (CRI), said during AWO’s webinar.

CRI develops free content and tools to improve cyber readiness of small and medium-sized enterprises, con-

VINEYARD WIND REVIEW RESUMES

T

he Bureau of Ocean Energy Management announced in February that the federal agency is resuming its environmental review of the Vineyard Wind project. In November 2020, Vineyard Wind developers requested BOEM pause its review process so they could prepare an updated plan for using GE Haliade-X turbines, with power output up to 14 megawatts which could reduce the number of machines required off southern New England.

AUTONOMOUS SHIP MARKET TO GROW TO $165 BILLION BY 2030

A

ccording to a report from Allied Market Research, the global autonomous ships market generated $85.8 billion in 2020 and is estimated to grow to $165.6 billion by 2030, registering a compound annual growth rate (CAGR) of 6.8% from 2020 to 2030. A surge in operational safety of ships and rise in demand for marine cargo transportation have boosted the growth of the global autonomous ships market.

COAST GUARD WARNS MARINERS AGAINST DISABLING AIS

T

he Coast Guard issued a warning recently to mariners and commercial fisherman about the dangers and legal consequences of disabling a vessel’s automated identification system. The Coast Guard has seen an alarming increase of commercial fishing and crabbing vessels disabling their AIS, purportedly in an attempt to keep their fishing spots secret from competition.

Go to workboat.com/news for the latest commercial marine industry news.

venes senior leaders of global companies and value chain partners, and shares cybersecurity best practices and resources. — Ken Hocke

www.workboat.com • MARCH 2021 • WorkBoat

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Q&A Jennifer Carpenter

Newsmaker Interview Recently, WorkBoat interviewed Jennifer Carpenter, president and CEO of the American Waterways Operators, the national advocate for the U.S. tugboat, towboat and barge industry, shortly after her first anniversary as AWO’s top official. Among the topics discussed were the effects of Covid-19 on the industry, the Biden administration and the new Congress, Subchapter M, VIDA implementation, and the forecast for the infrastructure bill.

By David Krapf, Editor in Chief

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W

WB: What are the main concerns of your members?

Jennifer Carpenter: It’s been a wild ride.

There’s no way I would have predicted in January 2020 what we would experience over the course of the year … a global pandemic, a recession, the unprecedented severe weather from coast to coast. In some ways it was an opportune time to recommit to members that we’re here to help them navigate whatever is thrown at them. We have done that throughout the Covid crisis and will continue to do it, as well as continuing to help them deal with all the issues that predated Covid and will come up after it.

Carpenter: Right now, the issue that has been top of mind is vaccination and doing everything that we can to prioritize vaccination for mariners.

We are working on that issue on a variety of tracks right now. The states have had the lead on that issue, so we have teamed with other organizations like the American Association of Port Authorities, Inland Rivers Ports and Terminals, the American Pilots Association, to reach out to about 25 inland and coastal maritime state governors to urge them to ‘up’ the priority of mariners given their critical role in the economy as well as the unique living and working situations that they

orkBoat: You assumed the role of president and CEO of AWO on Jan. 1, 2020. How has your first year at the helm gone?

www.workboat.com • MARCH 2021 • WorkBoat

Dann Ocean Towing

With a global pandemic, recession and severe weather, 2020 was a busy year for AWO and its towing vessel members.

are in … We are also raising the issue again with the federal government. We really think that exploring a national track in addition to the state-by-state approach is something that needs to be explored seriously.

Capt. Randy Suttles

Carpenter: I’ve used this phrase before, kind of the dimmer switch versus the on-off switch. The passenger vessel sector unfortunately has experienced the dramatic off switch earlier in the pandemic. One day there were cruises and the next day there weren’t.

For our industry it was more of the dimmer switch. As demand decreased, as stockpiles were not drawn down, then demand for marine transportation of some cargoes really declined.

We’ve seen the dimmer switch dial up in some areas. Export grain has certainly been a bright spot this year.

We had a bountiful harvest, we had robust orders for corn and soybeans, particularly from China, some of our foreign competitors put a pause on their exports, so that has been a real positive.

But let’s not get irrationally exuberant.

What we’re seeing is more the market coming back into balance because this time last year we had covered hopper barges that weren’t being utilized. So, it’s not total boom times here. The reality is it’s not. But the export grain sec-

WorkBoat

WB: How has business been for the barge industry and what does the future hold?

Carpenter took over as the new president and CEO of AWO on Jan. 1, 2020.

‘... it has really been a rough year for the industry. But through it all, companies have kept moving, they’ve prioritized mariner health and safety, and they have stayed on track with Subchapter M ... ’ tor has certainly seen a better past few months than say the energy sector. You mentioned the transportation of forest

Crew change on the Campbell Transportation towboat Champion.

The top issue for the AWO is prioritizing Covid-19 vaccinations for mariners.

www.workboat.com • MARCH 2021 • WorkBoat

products, paper products for things like toilet paper, paper towels and Amazon delivery boxes, and that absolutely was a bright spot. In some cases, say the Port of Long Beach, we’ve seen robust container imports because we have all been ordering a lot of items online for the last 11 months. So, there has been some bright spots, but it has really been a rough year for the industry. But through it all, companies have kept moving, they’ve prioritized mariner health and safety, and they have stayed on track with Subchapter M compliance and implementation. So that speaks highly of this industry’s commitment to serving its customers and the American public.

WB: How is compliance with Subchapter M going?

Carpenter: The good news from the last Coast Guard statistics was that multivessel fleets, companies that own or operate more than one towing vessel that were required to be 50 percent of the fleet COI’d by last July, is largely on track. AWO members that I have talked to say they are pressing forward and we fully expect to be at 75 percent or higher by July 2021. What the Coast Guard statistics do show is that portion of the fleet made up of one-boat operators, which were required to have that one vessel certificated by last July, are lagging. From an AWO standpoint, our members have made tremendous 19

Q&A Jennifer Carpenter

WB: What is the latest on VIDA (Vessel Incidental Discharge Act)?

Carpenter: It is going to be very important to keep that rulemaking on track, so that EPA and the Coast Guard get final regulations promulgated as the law requires. This was a two-step regulatory process. Step one was the EPA had two years to come up with standards for ballast water and other discharges. That clock ended in December of 2020. Then the Coast Guard has two years to develop regulations specifying ‘how do you meet those regulations.’ It is going to be really important that this stays on track because

WB: With the Biden administration and new Congress, what will be the challenges and opportunities?

State Department Photo by Freddie Everett/ Public Domain]

investments in preparing for Subchapter M implementation and compliance and maintaining compliance. So, we certainly want to see a robust, proactive, consistent Coast Guard enforcement. Nobody gets a free pass.

President Biden signed a ‘Made in America’ executive order in January.

until those regulations are finalized and in effect, the VGP and patchwork of state requirements don’t go away. I fully expect that the Biden administration and EPA will continue moving forward on this and the Coast Guard will too.

Carpenter: I’ll start with the opportunities. The president signed an executive order focusing on ‘Made in America.’ What is really awesome is that five days into his presidency that order explicitly reaffirms his support for the Jones Act. That is really good news for our industry and sends a very positive signal to maritime companies throughout the country that they can invest with confidence, look toward new markets, like serving the emerging offshore renewable energy space, secure in the knowledge that business is going to be there for American companies, American vessels and American mariners. Infrastructure is an area that I am really hopeful for bipartisan cooperation. As on the Jones Act where we have seen really strong bipartisan

ROBERT ALLAN www.ral.ca

20

www.workboat.com • MARCH 2021 • WorkBoat

Clean Energy Group

support, infrastructure is something where everybody from liberal Democrats to conservative Republicans can get behind. So, we are really hopeful and optimistic about the prospects for the Biden administration working with the 117th Congress … to prioritize a large-scale infrastructure package, with ports and waterways infrastructure a significant part of that. There are opportunities and challenges with any administration, and I think the whole issue of climate change is one with both opportunities and challenges. Maritime transportation is the most fuel efficient way to move bulk commodities, including fossil fuels. They are not going away, they need to keep moving and marine is the best, safest way to move them. That’s good and something the new administration should be able to recognize and like. The push for decarbonization, for reduced emissions, to combat climate change, that is going to

Caption needed.

The Biden administration has reaffirmed its support for the Jones Act, which sends a positive signal to maritime companies that it can look toward new markets.

be a huge issue going forward, not only driven by the administration but by the international community, by shippers.

This is an area where our industry will definitely have to roll up our sleeves

and engage not only on the business side but also on the regulatory side. We must make sure that future regulations and government policies make sense for marine transportation.

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www.workboat.com • MARCH 2021 • WorkBoat

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21

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS Metal Shark delivers two fireboats to Miami

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windows. A two-tiered side window arrangement, with a second row of windows below the beltline, provides downwardangle visibility from the helm, crucial during man-overboard retrieval or while maneuvering alongside smaller vessels. A panoramic skylight array provides an unobstructed upward view when operating alongside ships or elevated structures, or during helicopter hoisting operations.

Designed for maneuverability and fast response, the new MDFR fireboats are powered by twin V8, 16-liter, 1,200hp MAN D2862 LE456 inboard diesel engines coupled to Marine Jet Power (MJP) 350X waterjets via ZF 500 transmissions. Top speed is over 44 knots.

The fireboats may be operated from three different stations, each equipped with MJP’s Combinator digital controls and joystick vector control system for maneuvering in close quarters situations. A fully automatic Zipwake dynamic trim and ride control system enhances vessel performance, economy, comfort, stability and safety.

The new vessels deliver a flow rate in excess of 8,500 gpm, with twin Darley ZFE 3000 self-priming fire pumps driven via a PTO from the main engines. Each pump draws from its own dedicated in-hull sea chest, feeding a central manifold with crossover capability, which in turn supplies the entire system.

From the fire control station at the port helm, flow is directed as desired via electronically actuated 8" valves. The vessels are each equipped with a remote-operated Elkhart Spitfire electric rooftop monitor, two Elkhart Copperhead aft-mounted

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www.workboat.com • MARCH 2021 • WorkBoat

eanerette, La.-based Metal Shark has delivered two of three new aluminum “50 Defiant” fireboats to Miami-Dade Fire Rescue (MDFR).

Designed by Metal Shark and built to Lloyd’s Register standards, the welded-aluminum monohull pilothouse fireboats FB-21 and FB-73 increase MDFR’s maritime firefighting capability. The boats will replace existing vessels in its fleet.

The new 55'×7'6" fireboats offer faster speeds and shorter response times, greater pumping volume that increases firefighting effectiveness, and a next-generation design that improves efficiency while affording greater safety, Metal Shark said.

“These new vessels were selected by Miami-Dade Fire Rescue following a lengthy procurement process and hours of research and development to provide our crews with the safest, most modern and efficient maritime firefighting platform available in the market,” Miami-Dade Fire Rescue Marine Services chief Andy Alvarez said in a statement. “We worked closely with Metal Shark to develop a custom-tailored solution to equip our crews with the most sophisticated firefighting vessel possible, and we are thrilled to put these state-of-theart, high performance fireboats to work for the over 2.7 million residents of Miami-Dade County.”

The new vessels feature a pilothouse designed to deliver maximum visibility. The use of Metal Shark’s pillarless glass with reverse-raked windshield reduces blind spots compared to conventional pilothouse fireboats with smaller, framed

Metal Shark

The new 55'x7'6" Metal Shark fireboats are designed to offer more speed and shorter response times.

Bay Weld Boats completes tour boat for Alaska

A

laska Wildland Adventures’ newest tour boat is the Far and Away,

Bay Weld Boats

monitors, two aft dual handline outlets, forward and aft 5" Storz hydrant outlets, and a 3" outlet at the bow to accommodate an “Extenda Gun” from Task Force Tips.

Dual 55-gal. reservoirs carry 110 gals. of Aqueous film forming foam per vessel.

A Raymarine electronics suite includes multiple 12" and 16" Axiom multifunction displays, with units installed at each of the three operators’ stations providing radar, GPS, engine and systems data, and displaying video feeds from onboard cameras. The units also display the feed from the gyrostabilized forward looking infrared (FLIR) M400 XR multi-sensor thermal night vision camera with firefighting mode, which defines target temperatures and isotherms to aid firefighters in battling blazes by locating the seat of the fire from the exterior of the ship.

A 12" Humminbird Helix displays depth, sonar and 3-D side scan imaging.

The new vessels have the equipment and detection meters to aid crews in detecting and identifying any chemical, biological, radiological, nuclear and explosive (CBRNE) threat.

The catamaran tour boat’s run covers 40 miles.

a 42'×16'×20" aluminum catamaran designed and built by Bay Weld Boats.

It’s the third custom-built design the Homer, Alaska, boatbuilder has completed for the tour boat company.

The 38-passenger boat was delivered in June 2020, but won’t enter service until this May. That’s when it will head out of Seward, Alaska — destination Kenai Fjords Lodge in Kenai Fjords National Park.

At the end of the 40-mile run, passengers will disembark down the bow ramp to stay at the lodge and enjoy wilderness hiking, fishing and kayaking. That’s why the Far and Away can store 24 kayaks on a rack spanning the cabin roof.

The Kenai Fjords Lodge is fronted by a gravel beach that the Far and Away’s aluminum hulls will push into. “You can leave the boat in gear,” said Brad Conley, project manager with Bay Weld Boats, “and it does an amazing

job of holding it in place.” Lower the bow ramp and passengers, after pulling their kayaks over the roller at the top of the wheelhouse visor, will walk onto the beach. A small electric bow anchor can also be used to anchor the new tour boat.

Servicing a lodge on the outer coast of Alaska “drove the whole design of the boat,” said Conley. That’s more than just running out to the lodge and back to Seward. “We were asked to design a boat with a 300-mile range.

Not just to go back and forth but have service time out there.”

Four 350-hp Suzuki outboards power the Far and Away. Wide open they’ll push her to 50 mph. A good cruising speed is 30 mph.

“One of the bigger features of the vessel is how easy she is to maneuver,” said Conley. That’s due in part to the Optimus 360 joystick control system.

Introducing

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workboat.com/resources/wind www.workboat.com • MARCH 2021 • WorkBoat

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On TheWays “It’s easy in a harbor to walk the boat sideways” and an automatic position system holds the vessel in place.

Bay Weld Boats designed and built the Far and Away’s aluminum bench seats. The seats on the aft deck have waterproof cushions and a storage box beneath them for passenger luggage and supplies for the lodge. Access to the storage boxes is made easier with gas-assist shocks that enable one person to lift the top half of the bench seat. “As you lift the bench seat, the shocks are pushing with you,” Conley said. Then when the seat is lowered back down, “they slow it down so it doesn’t slam.”

A captain and one crewman operate the Far and Away. Accommodations include a small snack bar and a head.

— Michael Crowley

Brix Marine to build surveyresearch vessel for Northrop Grumman

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rix Marine (formerly Armstrong Marine USA), Port Angeles, Wash., has been awarded a contract from Northrop Grumman to build a 44'×16' catamaran survey/research vessel, slated for a fall 2021 completion.

The 4416-CTC model will be Brix’s third IPS-drive catamaran. The first two were 4216-CTC models, both delivered in 2019 to UC San Diego’s Scripps Institution of Oceanography (Bob and Betty Beyster, a WorkBoat Significant Boat in 2019) and Orca Maritime Inc. (Benthic Cat), respectively.

When the Bob and Betty Beyster was delivered in February 2019, Bruce Applegate, who oversees ship operations

for Scripps, said the new boat filled an important niche for research and teaching opportunities close to shore on a fast, nimble platform equipped with instruments and the over-the-side handling equipment appropriate for heavy coastal scientific applications.

“This vessel enables tremendous opportunities, whether conducting experiments in the La Jolla Canyon just offshore, or expeditions throughout the Channel Islands,” said Applegate.

Northrop Grumman said it will utilize the vessel for testing commercial navigation systems, undersea and aviation programs, as well as assisting the Chesapeake Bay Foundation’s replenishment of local oyster populations, and other community outreach and educational projects.

The 4416-CTC is powered by

BOATBUILDING BITTS

M

etal Shark has been contracted to develop and implement the long range unmanned surface vessel (LRUSV) system for the U.S. Marine Corps. The LRUSV system will usher in a new era of naval technology while increasing the lethality of U.S. forces with a network of unmanned vessels traveling autonomously for extended ranges and transporting loitering munitions to address targets at sea and on land. The tiered, scalable weapons system will provide the ability to accurately track and destroy targets at range throughout the battle space. While fully autonomous, the vessels may be optionally manned and carry multiple payloads, which they will be capable of autonomously launching and retrieving. Metal Shark has enlisted autonomous technology developer Spatial Integrated Systems (SIS), recently acquired by Huntington Ingalls Industries, to provide the autonomy solution for the LRUSV system.

BMT’s latest passenger ferry, designed for Kitsap Transit in Seattle, has completed sea trials. The En-

24

BMT Metal Shark

Vessel will be fully autonomous.

New 255-passenger ferry for Seattle.

etai outperformed design requirements during vessel trials, delivering to Kitsap Transit a lighter, faster, and smoother riding vessel, BMT said. Enetai is the first of two 140'×37'×12' catamarans built to a BMT design

by Nichols Brothers Boat Builders (NBBB), Seattle.

Her sister vessel, Commander, is due to be launched later this year. The vessel has a capacity of 255 passengers on a single deck, accommodating a dedicated bike storage with space for up to 26 bicycles. Designed with combined bow and side loaders to enable operations at multiple terminals, the vessel will provide a key commuter link between Pier 50 in Seattle, Southworth and Kingston. Twin MTU 16V4000 M65L engines combined with Kongsberg S71-4 waterjets gives the vessel a top speed of 38 knots and a cruising speed of 35 knots.

Sustainable Marine is forging ahead with plans to deliver the world’s first floating tidal energy array after unveiling its next-generation platform in Nova Scotia, Canada. Construction of the new 420-kW PLATI 6.40 floating tidal energy platform was recently

www.workboat.com • MARCH 2021 • WorkBoat

sition, and provides the precise control required for scientific operations.

The vessel features a full-width cabin with flybridge, 19'3"×13'1" aft working

completed at A.F. Theriault & Son Ltd., Meteghan, Nova Scotia, and launched in the Bay of Fundy, which experiences the highest tides on earth. The total instream tidal energy project will deliver up to nine megawatts of electricity to the Nova Scotia grid. This will reduce greenhouse gas emissions by 17,000 tons of carbon dioxide a year and power approximately 3,000 homes in Nova Scotia.

The Vermont State Police recently took delivery of two specialized 25' Ribcraft 7.8s. Delivered to the greater Burlington area, the RIBs will be used by the Vermont State Police Marine Division for all law enforcement operations including patrol, search and rescue, rapid response, victim recovery, and executive protection details on Lake Champlain. The Marine Division is responsible for recreational boating safety on all of Vermont’s waterways. The two 25'7"×8'9" RIBs will give the Marine Division a fleet of four Ribcraft RIBs. As with the previous Ribcraft deliveries, these boats were configured and built to meet the diverse operational requirements of the Vermont State Police.

The world’s first floating tidal energy array.

www.workboat.com • MARCH 2021 • WorkBoat

— Ken Hocke

25' Ribcraft 7.8.

Ribcraft

twin Volvo D11 510-hp engines with Volvo IPS 650 propulsors and a dynamic positioning system (DPS) which automatically maintains heading and po-

Sustainable Marine

Bob and Betty Beyster

The 44'x16' vessel will be the shipyard’s third IPS-drive catamaran.

deck, open transom, two swim platforms, and a removable launch platform.

Deck equipment includes a hydraulic A-frame (4,200-lb.) with Pullmaster PL5 hydraulic winch, a Morgan Marine 200.3 crane, and 30 tie-down points for securing equipment.

On the first two boats, ship’s service power was the responsibility of a 9-kW Northern Lights 3-phase generator.

Designed to accommodate overnights, the heated cabin includes a V berth in the forward cuddy, and a port side workstation with ample counter space and seating for two. A head compartment with hot water shower is housed behind the workstation on the port side.

The fold out table with flip down bench seats on the starboard side maximizes the cabin’s usable space.

The Maritime Administration (Marad) has authorized the construction of two additional National Security Multimission Vessels (NSMVs), which will replace aging training vessels at Maine Maritime Academy, Castine, Maine, and Texas A&M Maritime Academy, Galveston, Texas. Marad previously authorized the construction of the first two NSMVs for SUNY Maritime College, Bronx, N.Y., and Massachusetts Maritime Academy, Bourne, Mass., in April 2020. With this authorization, recapitalization of the U.S.’s aging maritime training fleet is nearly complete. Construction of the vessels at Philly Shipyard Inc. will support more than 1,200 shipyard jobs in Philadelphia.

Cashman Dredging and Marine Contracting Co., Quincy, Mass., awarded a design contract to IHC America Inc. for a new 6,500-cu.-yd. trailing suction hopper dredge. The new vessel will complement Cashman Dredging’s current fleet of specialized dredging equipment and will primarily service the coastal protection and navigation maintenance markets when it enters service in 2024.

25

Pull of the Water

By Ken Hocke, Senior Editor

26

A

lmost any person unfamiliar with the workboat industry can identify a tugboat when he or she sees it.

While there have been many technological changes over the decades, the basic shape of the tug has not changed drastically and probably won’t in the coming years. However, other changes are occurring.

“In some ways the technological advances could be viewed as shortening the economic life expectancy, but in reality we are having many conversations with owners about the operating costs of the new tugs 10-15 years after construction which didn’t previously occur,” said Ernst Schneider with Robert Allan Ltd. (RAL), Vancouver, British Columbia. “Considering these longer timeframes and higher maintenance costs, is enabling some owners to justify the increased investment in items

Tugs, such as the Wyatt Moran under construction at Washburn & Doughty Associates, have put up consistently good numbers in WorkBoat’s annual Construction Survey for more than 20 years.

like hybrid propulsion and battery power that can then reduce the operating costs over the long term.”

Cole Van Gundy, director, commercial operations, Crowley Engineering Services, agreed.

“Many owners and operators seek designs that meet increasing customer demands for efficiencies and crew comfort. Many of these requirements drive up design and build costs, but they also have potential to substantially lower the operational and environmental costs. It is important that owners and operators look at the entire lifecycle and environmental costs of their vessels when considering new designs.” www.workboat.com • MARCH 2021 • WorkBoat

Mark Gay, Moran Towing

Tugboats define the workboat industry.

Eastern Shipbuilding Group

Bollinger Shipyards Inc.

NEWBUILD TUGS Crowley Fuels LLC took delivery in April 2020 of a new Alaska-class 483' 100,000-bbl. articulated tug-barge (ATB) unit, which is being used to transport multiple clean petroleum products to the Alaska market. The ATB was built by Bollinger Shipyards at its Amelia, La., facility. The ATB unit consists of the twin Z-drive, 7,000-hp, 128'×85'×19' tug Aveogan paired with the 400'×85', 100,000bbl. ocean barge Oliver Leavitt. The coastal carrier is the first in Crowley’s fleet to be dedicated to the Alaska market.

Crowley’s Jensen Maritime Consultants designed the ATB to meet Ice-class and Polar Code requirements, which includes increased structural framing and shell plating and extended zero discharge endurance. The doublehulled design also features a barge form factor to achieve high cargo capacity on minimal draft.

“The new vessel’s advanced design and environmental protection features mark a new era for fuel transportation services in Alaska,” said Rick Meidel, vice president and general manager, Crowley Fuels Alaska.

Main propulsion for the tug comes from twin Wabtec 8L250MDC engines that develop 3,384 hp at 1,000 rpm each. The engines meet EPA Tier 4 and

Crowley Fuel’s 100,000-bbl. ATB Aveogan-Oliver Leavitt.

IMO Tier III emissions standards and are married to twin Schottel SRP-560 azimuthing Z-drives with carbon fiber shafts to enhance maneuverability, and an Intercon C-series 50 coupling system with a first-of-its-kind lightering helmet. The tug has a running speed of approximately 11 knots.

Eastern Shipbuilding Group Inc., Panama City, Fla., delivered the A. Thomas Higgins, the second of two 80'×38'×13'2" 5,100-hp RAL-designed Z-drive shiphandling tugs, in June to Bisso Offshore LLC, New Orleans.

The sister vessel, the C.D. White, was delivered in January 2020. The two vessels are examples of the trend toward higher horsepower, more compact tugs.

“Customers have indeed been asking

E.N. Bisso’s 5,100-hp Z-drive tug, the A. Thomas Higgins, was one of WorkBoat’s Significant Boats of 2020.

www.workboat.com • MARCH 2021 • WorkBoat

for higher power, more compact tugs to handle the large, new 20,000-TEU containerships entering service and the U.S. ports undertaking major dredging projects,” said RAL’s Schneider.

“Five to 10 years ago, 70- to 80-ton tugs were thought of as very high power but increasingly have become the norm for many new tugs. As more tugs are performing indirect escort towing maneuverers to safely handle these larger ships at increased transit speeds, thankfully more of them are also being built to the latest escort towing safety standards which Robert Allan has led the development of in cooperation with classification societies.”

Porter Sesnon, general manager, ship assist and harbor escort services, Crowley Shipping, said that older harbor tugs have performed remarkably well with the new, larger containerships.

“Harbor tugs of 20 years ago were certainly designed to handle smaller container ships but have managed to handle the larger containerships rather well,” Sesnon said. “However, depending on the local harbor safety guidelines, an additional tug may now be required to assist these massive containerships to berth. About 10-15 years ago, the standard job would require two tugs in. Nowadays, it is more likely three tugs in, given the mismatch of bollard pull of the tugs and deadweight tonnage of these ships.”

Bisso’s two new RAL RApport 2400-designed tugs have been custom27

Kurt Redd

ized to provide specific operational features including a high bollard pull forward and aft, enhanced maneuverability and escort performance, better fuel economy, crew comfort, and safety under the new Subchapter M requirements, and reduced emissions that meet the new EPA Tier 4 emissions regulations.

Brusco Tug & Barge, Longview, Wash., will build a pair of RAL-designed 78'×40'×14' tugs at Diversified Marine Inc. The new boats will be the ninth and 10th RAL tugs built at Diversified for Brusco.

The tugs will each be powered by two Caterpillar 3516E Tier 4 main engines. Each tug in the three-build series will have more power than the last. The Noydena, delivered in 2020, boasted 6,008 hp with 89 tons of bollard pull. The second tug will deliver

The tug Noydena was chartered to Crowley and renamed the Hercules.

6,302 hp and the third 6,772 hp, with anticipated bollard pulls in the midto high-90-ton range. The MTA 628 Z-drives on the second tug will be the first in the U.S. from Berg Propulsion.

“Currently we are seeing increased market pressures to deliver high power

tugs at very cost competitive purchase prices,” said Schneider. “As a result, we are working with our clients to optimize both existing and new designs to increase the functionality and towing and escort performance of more compact high-power tugs while decreasing

ELECTRIC, ZERO EMISSION TUG UNDERWAY IN VIETNAM amen Shipyards, Gorinchem, The Netherlands, is building the world’s first full electric harbor tug for delivery in 2021.

Last summer, construction began on the all-electric 81'x43' RSDE Tug 2513 for the Ports of Auckland, New Zealand, at Damen Song Cam Shipyard in Vietnam.

“What makes this a pivotal event in the 220-year history of tugboats is that when launched, the vessel will be the first, fully electric tug with 70 tons of bollard pull in existence,” Damen said in a report released last year. “This potentially heralds a new era of emissionsfree operations in a critical area of maritime activity and marks a big step forward both for Damen and for a sustainable future in harbor and other maritime operations worldwide.”

The reverse stern drive (RSD) tug design has a bow on the fore and aft side of the hull. As a result, the tug, while performing a ship assist, can operate bow first at the front side and at the aft side of a vessel. Twin fin skegs give the tug maneuverability and course stability despite its small length-to-beam ratio. Compact outer dimensions make the tug ideal for maneuvering in confined harbors and locks. The combination of high freeboard, large bow height fore and aft, wide beam, low vertical center of gravity (VCG) and big down flooding angles are designed to make the vessel a safe harbor/ terminal tug.

The RSD-E can generate a maximum indirect steering force of 75 tons, a maximum indirect braking force of 100 tons, and is compliant to the latest stability rules and regulations for a bollard pull up to 90 tons in all loading conditions, the report said. The compact heavy

28

Damen Shipyards

D

All electric tug is being built in Vietnam. duty hydraulically driven DMC winch situated on the big obstaclefree fore deck is used to transfer the massive forces through the synthetic towing wires tethered to assisted vessels.

Primary fuel needs come from electric shore power that can recharge battery capacity within two hours. The tug will be able to achieve 70 tons bollard pull at 12 knots on battery power for at least 30 minutes or 40 tons bollard pull at 11 knots for an ever longer period of time.

The RSD-E tug features an Echandia Marine battery system based on Toshiba LTO battery modules.

Twin Caterpillar IMO Tier III diesel engines connected to Leroy Somer generators provide backup ship’s service power and power an optional FFS firefighting pump. The tug can operate with reduced emissions as a hybrid using the IMO Tier III compliant back-up generator/firefighting sets in combination with the batteries. This mode of operation is used for operations where an autonomy is required that can’t be achieved on the installed battery capacity alone, according to the Damen report. — K. Hocke

www.workboat.com • MARCH 2021 • WorkBoat

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When ordering a new 204,000-barrel 581-foot articulated fuel barge at Greenbrier Gunderson Marine, OSG had a specific requirement for the auxiliary engines and gensets. Since the ATB vessel would operate in both US and international emission control areas, the engines would have to be certified to EPA Tier 3 and IMO III standards.

Pacific Power Group, Volvo Penta’s Power Center in the Pacific Northwest, rose to the challenge. Working with Volvo Penta engineers, the team designed and supplied a complete integrated auxiliary power solution. The package included four D13 400 hp engines for the cargo fuel pumps and three D13 60 kW radiator-cooled marine gensets with a custom-designed four-section paralleling switchboard. The gensets power the nitrogen inert gas system and other on board loads.

Volvo Penta’s versatile D13, with its industry-leading SCR aftertreatment, was the ideal solution for this impressive new vessel, providing a combination of power, instant torque, reliability, easy serviceability and fuel efficiency in addition to dual EPA and IMO III regulatory compliance.

Stay tuned. A sister vessel with the same Volvo Penta power package is under construction.

Learn More: www.volvopenta.us/marinecommercial

the build cost through construction efficiencies. It is critically important that throughout this we still maintain the high safety standards that our designs are renowned for.”

Vane Brothers, for example, has been improving on a successful existing design with its model-bow tugs. In October, the company took delivery of the 3,000-hp 94'×32'×13' Cape Fear, the 17th Maryland-built tugboat to join the Baltimore-based company’s

expanding fleet. The tug was designed

by Entech Designs LLC. Chesapeake Shipbuilding, Salisbury, Md., has delivered 15 3,000-hp, model-bow tugs to Vane since 2008.

“The 3,000-horsepower tug is powerful, practical and a perfect fit for Vane’s harbor and coastwise towing operations,” Vane Brothers president, C. Duff Hughes, said when the tug was delivered in late October. “Keeping this series of tugs similar in construction is

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30

a great benefit to our crews, purchasing agents and contracted vendors.”

Great Lakes Towing Co., Cleveland, christened two new 2,000-hp tugs, the Pennsylvania and Wisconsin, in December. The new 64' tugs are the fourth and fifth vessels in a series of 10 Damen Stan Tug 1907 ICE harbor tugs that Great Lakes Shipyard is building for its sister company.

The tugs deliver up to 30 tons of bollard pull and the 1907 design can be found in operation all over the world.

Their relatively small size and high maneuverability is a good fit for the Great Lakes region with its narrow waterways and many low bridges. The tugs are also fitted with hybrid propulsion systems to minimize emissions when idling and also to reduce main engine lifecycle costs. The first Damen Stan Tug 1907 ICE for Great Lakes Towing entered service in 2017 and the sixth tug in the program will be delivered later this summer.

FUTURE OF TUGS So, what does the future hold for tugs? One thing most agree on is that the tug industry will use more environmentally friendly equipment and propulsion systems going forward.

“We are seeing a number of requests for vessels that utilize existing technologies while having the flexibility to adapt for alternative fuels,” said Van Gundy of Crowley Engineering. “We have a number of concepts under development that utilize alternative fuels and hybrid technologies to meet customer requirements. Some level of automation will be included within many of our new vessel designs to augment the operators’ abilities.”

“Our expectation is that in the coming years owners will further embrace green technologies to reduce environmental effects both above and below the waterline,” said RAL’s Schneider.

“Today’s newbuilds implement the latest exhaust emissions controls. Additionally, underwater radiated noise is also gaining higher importance to owners and ports reducing the impact the tugs have on surrounding marine

www.workboat.com • MARCH 2021 • WorkBoat

Vane Brothers

After being delivered in late October, the tug Cape Fear joined Vane’s New York-based Bravo Fleet.

environment.

“Items such as hybrid propulsion systems or the use of large capacity energy storage batteries provide the opportunity to reduce the environmental footprint of the newest generation of tugs. And we are not only working with owners on new designs implementing these

features, but also seeing them move forward with the actual construction.”

“The future for tugs is brighter than ever with an ever-increasing focus on carbon reduction and sustainability,” said Paul Manzi, vice president, ship assist and escort, Crowley Shipping. “It is a segment of the maritime

industry that is ripe with opportunity to apply alternate energy sources to supply power, whether it is electric supplied by batteries charged by shoreside utility company sources or dedicated micro-grids powered by fuels cells or hydrogen, LNG as direct fuel, or in hybrid configurations or bio-fuels. The smaller localized systems give great opportunity to provide a lower carbon footprint.

“Efficiency and safety will also improve,” Manzi continued. “With the application of autonomous technology, there is an opportunity to manage operating costs more closely and provide a safer operation. This can be achieved through use of cameras and sensors aiding in navigation, shoreside monitoring of engine performance and power supply, and improving dispatching efficiency through the use of artificial intelligence to predict movement patterns.”

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Diesel Engines San Francisco Bay Ferry’s 142’ Pyxis was one of three ferries that field tested MTU’s 16V 4000 engines.

Power Supply

By Michael Crowley, Correspondent

32

T

he OXE diesel outboard was designed specifically for commercial users has been well received, according to Luke San Antonio, commercial marine market manager at Mack Boring & Parts Co., Somerset, N.J., which sells OXE outboards.

The only shortcoming has been its limited power range — 125 hp to 200 hp. “Operators were always looking for more power and speed.

We were kind of limited,” said San Antonio. Not anymore. An OXE 300-hp outboard with an aluminum 3-liter BMW block was recently unveiled.

Mack Boring is expecting its first 300-hp outboard demo model by the end of February and the first 300 hp to sell by the end of March.

For some workboat operators, outboards have been on what San Antonio refers to as “the no-go list.” That’s especially true for ferry operators because regulations restricted the use of gasoline for safety reasons. But the OXE outboards “open it up for these guys to explore diesel outboards.”

Torque and fuel savings are two advantages that come with the OXE outboards. The OXE 300 should have a fuel burn 45% to 50% lower than a gasoline-powered outboard. The torque with an

OXE 300 at 1,750 rpm is 502 ft. lbs., “which is quite good,” said San Antonio, and it allows you to swing a bigger prop.

That should be attractive to workboat operators that have been powering with inboard/outboard stern drives. San Antonio said switching from inboard/outboards to diesel outboards “makes a little more sense in terms of weight and you are freeing up a bunch of space internally for storage and passengers.” He also notes that if enough weight can be saved when repowering with diesel outboards, a vessel could be certified to carry additional passengers. When an engine needs to be replaced, it’s much easier to switch out an outboard then an engine mounted inside the hull.

The Coast Guard has noticed the advantages with an OXE outboard on the transom.

A couple of years ago, the Coast Guard entered into a research and development agreement with Mack Boring that tested the 200-hp OXE on the back of one of the Coast Guard 29' RB-S-class boats built by Safe Boats International. The outcome was successful enough that the Coast Guard ended up purchasing four OXE 200s for RB-S vessels. www.workboat.com • MARCH 2021 • WorkBoat

San Francisco Bay Area Water Emergency Transportation Authority

Diesel engine options for 2021 and beyond.

OXE Marine

The new OXE 300-hp diesel outboard has a fuel burn 45% to 50% lower than a gasolinepowered outboard.

A unique feature about the dieselpowered OXE compared to a gasoline outboard is the gas outboard runs seawater through the entire cooling circuit, while the OXE runs seawater through the heat exchanger but not the block. “So, corrosion is not much of a concern,” said San Antonio.

MTU America

Robert Allan Ltd.

MTU In January, Rolls-Royce’s MTU 16V 4000 diesel achieved Tier 4 certification. That’s after more than five years and 10,000 hours field-testing 10 MTU 16V 4000 engines with SCR units. Six of the 3,430-hp engines were on three WETA (Water Emergency Transportation Authority) ferries (two engines per ferry), while two Foss Maritime tugs were each powered by a pair of the MTUs.

“All 10,000 hours have been without major incident,” said Jeff Sherman, MTU of America’s senior sales manager.

One of the WETA ferries that tested the engines was the Dakota Creek Industries-built 142', 445-passenger Pyxis, that operates in San Francisco Bay. The MTU 16V 4000 power package with its SCR unit powered the Pyxis up to 34 knots, while registering a 75% reduction in NOx emissions compared to IMO Tier II, and a 65% reduction in particulates compared to EPA Tier 3.

Putting together the Tier 4 package was a combined effort between Dakota Creek in Anacortes, Wash., the design team at AMD Marine Consulting in Australia, and MTU engine experts from Rolls-Royce in Germany. Driving

MTU’s 16V 4000 diesel gained Tier 4 certification after 10,000 hours were logged on 10 field-test engines. www.workboat.com • MARCH 2021 • WorkBoat

the design effort was the idea of “not taking up any more space than absolutely necessary while still meeting all the criteria governing add-on modules and ease of maintenance,” said Sherman.

Engine improvements that came about as a result of the work included an optimized turbocharging system and better fuel efficiency, while accommodating significantly higher exhaust back pressure for exhaust aftertreatment optimization. The MTU Smart Injection was also introduced.

It’s a continuously self-monitoring and self-compensating fuel injection system ensuring stable low-emission behavior and engine performance.

Delivery of the Tier 4-certified MTU Series 4000 engine should begin later this year. It’s also possible some MTU 12V 4000 ratings will achieve Tier 4 status later in the year.

The MTU 16V 4000 certification is a bit of a milestone in that it’s only the second high-speed diesel to gain the Tier 4 rating. “In Germany they call it the Champions League,” said Jennifer Riley, MTU’s senior manager, marketing and communications, “because it’s the highest standard for emissions in the world.”

MAN MAN has added five new power ratings — 394 hp, 450 hp, 500 hp, 560 hp and 600 hp — to its D2676 diesel lineup that meet IMO Tier III and EPA Tier 4 requirements. These engines are especially targeted at wind farm vessels, patrol boats, passenger boats, pilot 33

CUMMINS Cummins is upgrading its engine 34

MAN has expanded its IMO Tier III lineup with five additional power ratings from 394 hp to 600 hp.

lineup with an EPA Tier 4/IMO Tier III version of the QSK60 and a new B4.5. The QSK60 was scheduled to be introduced at the 2020 International WorkBoat Show, which was cancelled due to Covid-19. Now both engines will be introduced on March 23.

The QSK60 switch to Tier 4 and IMO Tier III was made with the addition of SCR aftertreatment and some improvements to the QSK60 engine.

“One of the biggest changes is the fuel system,” said Jennifer McQuilken, Cummins global marketing communications leader, marine and oil and gas.

“We are using a higher pressure fuel pump for a more efficient delivery of fuel.”

There’s also a redesigned piston, combined with the improved fuel delivery makes for better fuel combustion and “a cleaner burning engine with less particulate matter.”

Cummins

boats and ferries, said Axel St. Aubin, MAN’s director of off-road engines and certification.

The engines qualified for the Tier III rating with the use of MAN’s SCR catalytic converter. The SCR unit, which removes nitrogen oxide from the exhaust gases, doesn’t take up excessive space.

“We paid special attention to making it compact and flexible,” said St. Aubin. That allows for different installation options depending on the size of the engine room. Of course, with the SCR unit, the standard diesel engine’s muffler is no longer needed.

You do need a small tank for the reducing agent, which is a urea solution.

The tank is 10% the size of the diesel fuel tank. Fitting the tank into an engine space “has not been an issue,” said St. Aubin.

Workboat operators who are not familiar with SCR aftertreatment systems on marine engines but might have heard about off-road and on-highway issues with aftertreatment systems — as the reducing agent is diminished the engine loses power — need not worry.

Losing power would be a dangerous situation if you were maneuvering through a congested harbor or approaching a bridge while towing a barge, but in a marine situation, “the engine will not cut power,” said St. Aubin. A diminished reduction agent “will have no effect on the engine output.”

Looking ahead, St. Aubin said MAN is working on hydrogen power, which is in the “early stages but looks promising.” Another venture is hybridelectric power. MAN is working with “a modular system where one or two modules go between the gearbox and the engine.” That’s in the early development stages.

Well past the early development stages are the five new power ratings for the D2676 MAN diesels. There’s no waiting period. “If you want one it’s readily available,” said St. Aubin.

MAN Engines

Diesel Engines

Cummins now offers a QSK60 engine that is EPA Tier 4 and IMO III certified.

The QSK60 also does not require a midlife top-end overhaul due to its filtration system.

“The cost of ownership is much better because you don’t have to do the top-end rebuild,” said McQuilken. An added bonus to designing the QSK60 to meet Tier 4 requirements is that maximum horsepower increased from 2,000 hp to 2,700 hp.

Everything isn’t always about highhorsepower diesels. Cummins 230-hp B4.5 is a good example. The B4.5, an in-line, 4-cylinder diesel, is a marinized version of the B4.5 industrial engine but delivers 16% more power and 11% more torque. The B4.5 also complies with Tier 3 emission regulations without the need of aftertreatment.

When looking at the inland waterways here and in Europe, Cummins “saw a need for an engine on the lower end of the power spectrum,” said McQuilken, whether it be for pumps or gensets, or a standalone unit such as the B4.5.

It is being field tested after repowering a tug engaged in dredge support work off North Carolina. Another B4.5 is being field tested as an auxiliary on an inland waterways pushboat.

A limited number of the B4.5 engines will be available in the third quarter, with full production scheduled for the fourth quarter. The QSK60 can be ordered now with delivery in the second quarter.

www.workboat.com • MARCH 2021 • WorkBoat

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Fire Suppression Alarm Monitoring Systems

To date, Matrix has only targeted the river tug market for its alarm and monitoring systems.

Sound the Alarm

36

I

n July 2016, the Coast Guard released the long-awaited Subchapter M final rulemaking that set minimum safety standards for towing vessels. An estimated 5,509 towing vessels engaged in pushing, pulling or hauling alongside, were affected by the new rule.

Section 143.230 of the rule says that each towing vessel must have a reliable means to provide notification when an emergency condition exists or an essential system develops problems that require attention.

The Coast Guard was very specific about the alarms that needed to be included, listing seven alarms involving the engine, generator, steering fluids, fuel levels and bilge levels.

It was about that time when Matrix Industrial Systems in Paducah, Ky., received a call from a towing vessel customer who would have to meet the Coast Guard’s Subchapter M compliance mandate for an acceptable alarm system. That phone call was the impetus for Matrix to start

putting together its Tug Monitor Alarm System that monitors the conditions listed by the Coast Guard, said Matt Dempsey at Matrix Industrial Systems.

Matrix Engineering

By Michael Crowley, Correspondent

Matrix Engineering’s Tug Monitor Alarm System for the main engine shows alarms activated for main engine oil temperature and gear oil. Yellow items are spares and not being used. Green points are not in alarm. www.workboat.com • MARCH 2021 • WorkBoat

David Krapf

Monitoring vessels on board and online.

Boening Ship Automation

The Tug Monitor Alarm System consists of eight touchscreen displays: Main Engine Status Screen listing the current condition of the main engine or engines, such as water and oil temperatures and levels; a Generator Status Screen showing the same alarms; a Ship’s Services Screen with items such as gear oil and steering oil; an Alarm Condition Prompt Screen showing alarms that have malfunctioned and if they are disabled or have been enabled; an Alarm History Screen with the time and date an alarm was activated; the Main Engine Custom Setup Screen are the alarms grouped with a specific engine; the Alarm Condition Setup Screen has the analog temperature alarms being monitored; and an Alarm Testing Screen.

The Alarm Testing Screen was created to make working with the Coast Guard easier when they come aboard to ensure that alarms are functioning. Hit the alarm button for a particular test, say on the aft generator oil temperature, and “the alarm will go off and they know the alarm is functioning properly,” said Dempsey.

A key component of the Matrix alarm system is its fail safe feature. If a switch stops working it goes to constant alarm until it is repaired or replaced. It’s the same for analog temperatures and pressures when there is a signal loss.

Part of the Coast Guard’s Subchapter M regulations state that the system be continuously monitoring alarm points.

Thus, if a generator shuts down, “even if you lose all the lights, our system keeps monitoring,” said Dempsey, “because it is battery backed up.”

When an alarm switch is tripped, the screen starts blinking red and alarm horns go off, whether it’s powered by the vessel’s service power or the Tug Monitor Alarm System’s own batteries. The alarm “will scare you to death,” noted Dempsey.

To date, Matrix, which is located on the Ohio River, has only installed its alarm and monitoring system on river tugs. “We haven’t done any blue water (oceangoing) tugs, but it’s kind of the same situation,” said Dempsey.

Boening’s engine monitoring and alarm system describes major engine features. The engine is controlled by someone onboard but it can also be controlled remotely.

information system that tells the crew there is a problem.

The crew acknowledges the problem, “saying I read this,” said Barbarini. While the crew tries to solve the problem, the system keeps the alarm active. When the problem is cleared, the system clears the alarm and the boat’s owner can tell how long it took to solve the problem or how long the crew took until the problem deteriorated to another problem level.

BOENING What Luiz Barbarini with Boening Ship Automation calls a major innovation took place this year when the company began working with vessel owners in Hamburg, Germany. They wanted to “be able to monitor their boats online and store data in the cloud.” He thinks this is a big trend in Europe but not nearly as prevalent in the U.S. But now Boening will be offering their monitoring and alarm system with a cloud option here.

Boening’s integrated monitoring and alarm systems are individual modular products matched to a particular vessel’s requirements. “Every boat is a different boat. Every boat needs a custom system for that boat,” said Barbarini, Boening’s managing director. Generally, the monitoring systems are “very straight forward and intuitive. With three touches you are anywhere, go anywhere to anywhere.”

Alarm systems are also “pretty straight forward.” It’s an www.workboat.com • MARCH 2021 • WorkBoat

37

Alarm Monitoring Systems If there is what Barbarini refers to as “an avalanche” of alarms, “the system is very useful to tell you who came first, who came second, so you are able to look at the system and identify what was the real cause of the problem.”

That requires a system able to monitor all systems and subsystems on a vessel. “An alarm system that knows everything that is going on in the boat and integrates all the data into one,” he said.

Hybrid powered boats that match up diesel and electrical propulsion is an area where Barbarini feels Boening’s monitoring system will play an important role, integrating propulsion to power generation to batteries. “It’s an important trend, with more hybrid boats there will be more need for technology to make them efficient.”

FINCANTIERI MARINE Last year, the U.S. Navy awarded Fincantieri Marine Systems the

MSHS-2021PowerEnhanced-HalfPageAd 1

38

design contract for a large unmanned ship that would leave a U.S. port, “go to the other side of the world, dock by itself, offload its cargo and go back to the United States without human controls,” said Simone Scafetti, Fincantieri Marine Systems technical director.

Fincantieri’s latest product, Solid, an integrated alarm and monitoring system for engines and generators that comes with its own radio and camera, was introduced in 2020. It will undoubtedly be on that Navy vessel, as well as a number of U.S. workboats.

Solid combines “monitoring, data logging and powerful analysis software. It’s the latest technology for monitoring and analysis for ships,” said Stacey Jennette, marketing manager for Fincantieri Marine Systems.

Solid does, among other things, thermodynamic and vibration analysis of engines. “If anything is going to fail, the first thing that will change is the vibration,” said Scafetti.

Since Fincantieri works with cloud services, in those cases where the company has a service agreement with the vessel operator, Fincantieri can monitor Solid generated data via a cloud. “I can talk with the operator in case they want to do some troubleshooting,” Scafetti said. Though most vessel owners want to keep the data inside Solid and not transfer it out.

Solid can create comparison charts, say of an engine or a generator’s oil temperature, for the past three months, six months, one year or three years ago.

“You know by the trend what’s going to happen in the next six months,” said Scafetti. It can also be programmed to shut down an engine when an alarm occurs.

Mount the Solid display wherever needed on a vessel, but also create an Internet system to your iPad or iPhone. Then wherever you are on the boat you have control of Solid. “It will show everything,” said Scafetti.

2/2/21 10:34 AM

www.workboat.com • MARCH 2021 • WorkBoat

B

oth Boening Ship Automation and Fincantieri Marine Systems have the “cloud” option where data can be stored on remote servers and accessed whenever needed. Thus, monitoring and alarm information is not only shown on bridge and engine room screens but is available to someone monitoring a vessel’s operation from a land-based computer.

So, if the person in the wheelhouse

doesn’t notice that the bilge pump has been running for too long, the exhaust temperature is too high, or the batteries are taking too long to charge, the person at the office will hopefully notice and inform the captain or make the necessary adjustment himself.

Though as Boening’s Luiz Barbarini noted, the main challenge is “you have to have someone at the screen looking at the data.”

— M. Crowley

Monitoring a vessel’s operation can be done from a land-based PC.

Boening Ship Automation

USING THE CLOUD FOR MONITORING

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ADVERTISERS INDEX Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . . 37

Lubriplate Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Boening USA, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

MAN Engines & Components Inc . . . . . . . . . . . . . . . . . . 39

C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . . 35

McDermott Light & Signal. . . . . . . . . . . . . . . . . . . . . . . . 13

Cummins Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Mitsubishi Turbocharger and Engine America, Inc . . . . . . 7

Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . . . CV3

Moteurs Baudouin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Eastern Shipbuilding Group . . . . . . . . . . . . . . . . . . . . . . 11

Motor-Services Hugo Stamp Inc. . . . . . . . . . . . . . . . . . . 38

Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

MTU America Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . CV2

Hougen Mfg., Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Pacific Marine Expo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Robert Allan Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . . 6

Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4

Scania. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Laborde Products Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

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LOOKS BACK MARCH 1961

• With what is described as the largest Tempaloy 917 tailshaft ever produced, the 51'×15'3" welded steel tug El-Jean was delivered to Monahan Towing Co., a subsidiary of Liberty Concrete Corp., Philadelphia, recently

by Gladding-Hearn Shipbuilding Corp., Somerset, Mass. The El-Jean replaces the owners’ wooden tug Evening Star. The new tug is

powered by a 440-hp at 1,800 rpm GM 6-110 tandem diesel engine.

• The 1,600-hp Dravo Pioneer, described as the first tug ever equipped with a Kort nozzle and river towboattype steering system, has been chartered by Interstate Oil Transport Co., Philadelphia. The tug was built at Dravo Corp., Wilmington, Del. • A 63' Navy fireboat, destined for the Norfolk MARCH 1971 Naval • A new 132' sightseeing boat, Bonanza, will operate in Alcapulco, Mexico. Designed and built at the Blount Marine, Warren, R.I., for Yates Bonanza de Turismo SA, the boat is powered by two Detroit Diesel 16-V 71 diesel engines and made 12 knots during sea trials. The boat carries 750 passengers.

• A 160,000-bbl., multipurpose oil barge is under MARCH 1981

• The National Transportation Safety Board (NTSB) has urged the U.S. Coast Guard to require examination of steering systems aboard uninspected tugboats or towboats used to transport inspected barges in U.S. navigable waters.

• It was, as promised, the biggest show so far as more than 12,000 people 48

Shipyard, Portsmouth, Va., was launched recently by Balbour Boat Works Inc., New Bern, N.C. The new vessel will be powered by a pair of 500-hp GM diesels. construction at Gunderson Inc., Portland, Ore. The 430'×80'×27' Barge 103 will be used for petroleum product service by Crowley Launch and Tugboat Co., San Francisco.

registered for the third annual WorkBoat Show, held Jan. 30-Feb. 1 at the New Orleans Rivergate International Exposition Center.

• Swiftships Inc. has built a new 105' crew-supply boat, the fuel thrifty PBR/125. The boat cuts fuel use by 11% over earlier, similar models and can produce 5% more speed. www.workboat.com • MARCH 2021 • WorkBoat

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ELECTOMECHANICAL HYBRID

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Between REINTJES, STEERPROP, and EPD, Karl Senner, LLC can offer Hybrid solutions in conjunction with nearly any type of propulsion system (e.g. shafted FPP, shafted CPP, Waterjet, Azimuth, etc.)

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EPD’s EOS Module is a prefabricated room that houses the generator control and switch gear. This plug-and-play room is pre-wired and pretested for delivery to the shipyard. The EOS transfers time, cost, and liability away from the shipyard and puts those responsibilities on the electrical integrator.

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