WorkBoat March 2022

Diesel Engines • Austal USA • Propulsion ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

Gas Tank The shift to LNG fuel is gaining steam.

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Content

MARCH 2022 VOLUME 71, NO. 3

FEATURES 18 In Business: Change Order

Austal USA to start steel production in April.

20 Special Feature: Progressive Power A look at nontraditional propulsion modes.

28 Cover Story: Steady Stream Ships are burning more LNG marine fuel.

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BOATS & GEAR 24 On the Ways

• Senesco, Blount to build five CTVs for U.S. wind projects • Brix Maritime delivers 32' water taxi to British Columbia • American Cruise Lines to build new fleet of twelve 109-passenger sisterships • Blakely BoatWorks delivers 1,600-hp towboat to Plimsoll Marine • Bermuda awards contract to Gladding-Hearn Shipbuilding for a 52' Chesapeake-class pilot boat

34 Power Up

Diesel makers are trying new ideas to improve their products.

AT A GLANCE 8 On the Water: Infrastructure woes — Part I. 8 Captain’s Table: The negative effects of TWIC. 9 Energy Level: U.S. Gulf may see record year in '22.

10 WB Stock Index: WorkBoat stocks gain 2% in January.

10 Inland Insider: High steel prices curtail barge construction.

12 Insurance Watch: Crew and car insurance.

14 Legal Talk: When is a vessel unseaworthy?

14 Nor’easter: Offshore wind and fishermen compensation.

NEWS LOG 16 WW II destroyer to become new Florida floating museum.

16 Fewer tugs were for sale in November, according to a Marcon report.

16 SNL cast members purchase Staten Island ferry.

16 N.Y. wind energy project wins final approval.

www.workboat.com • MARCH 2022 • WorkBoat

20 DEPARTMENTS 2 Editor’s Watch 6 Mail Bag 35 Port of Call 44 Advertisers Index

ON THE COVER

An LNG-powered BC Ferries Spirit-class ferry. It was repowered with dual-fuel engines in 2018.

BC Ferries photo

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EDITOR'S WATCH

Is hybrid unconventional?

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David Krapf, Editor in Chief

dkrapf@divcom.com

will launch its first hybrid-powered vessel in Europe.

Hybrid power allows a vessel operator to utilize the internal combustion engine, electric motors and batteries.

That trio provides reduced emissions, lower vibrations, and with the electrical generator complimenting diesel power, absolute power when needed. In the case of MAN’s V12 hybrid, that would equal the output power of a 16-cylinder diesel.

Happy reading.

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12/7/21

1:25 PM

WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Communications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470.

Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 22

by Diversified Communications.

Printed in U.S.A.

www.hougen.com Hou-756 WB.indd 1

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n the commercial marine world, we are now inundated with the term “hybrid.” There is hybrid powered, hybrid design, hybrid propulsion system, hybrid ferry and other hybrid vessels, etc. One of Webster’s definitions of the term is “something (such as a power plant, vehicle, or electronic circuit) that has two different types of components performing essentially the same function.”

In this issue, three of our main features discuss hybrid, or “nonconventional” power choices. The first is our cover story on LNG fuel use in ships (see page 28). One way to reduce carbon emissions is to simply burn less fuel by increasing efficiency and reducing speed. Another method is to operate on an alternative fuel, such as LNG, hydrogen, methanol, ammonia or electricity. TOTE Maritime and Crowley Maritime have switched to LNG as fuel for their Jones Actcompliant container/ro-ro operations.

TOTE’s and Crowley’s ships all operate with dual-fuel engines, which means they can burn fuel oil or LNG. In fact, they burn both.

In our feature on propulsion (see page 20), we take a look at four nontraditional boats that were chosen last year by WorkBoat as Significant Boats. These boats use alternative sources such as batteries and hydrogen.

Finally, in our diesel engines feature (see page 34), we discuss MAN’s introduction of a hybrid propulsion system into the commercial marine market.

MAN has several potential hybrid projects underway.

Half of them are for workboats and half for pleasure boats. This year MAN ai16389015345_editwatch_BPA_2021.pdf

12/8/21 10:05 AM

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IN BUSINESS ON THE COASTAL AND INLAND WATERS

WWW.WORKBOAT.COM

EDITOR IN CHIEF David Krapf / dkrapf@divcom.com SENIOR EDITOR Ken Hocke / khocke@divcom.com CONTRIBUTING EDITOR Kirk Moore / kmoore@divcom.com

BRIAN GAUVIN PHOTO

CONTRIBUTING WRITERS Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Jerry Fraser • Pamela Glass • Betsy Frawley Haggerty • Max Hardberger • Joel Milton • Jim Redden • Kathy Bergren Smith ART DIRECTOR Doug Stewart / dstewart@divcom.com EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com ADVERTISING ACCOUNT EXECUTIVES Kim Burnham 207-842-5540 / kburnham@divcom.com Mike Cohen 207-842-5438 / mcohen@divcom.com Kristin Luke 207-842-5635 / kluke@divcom.com Krista Randall 207-842-5657 / krandall@divcom.com Danielle Walters 207-842-5634 / dwalters@divcom.com ADVERTISING COORDINATOR Wendy Jalbert 207-842-5616 / wjalbert@divcom.com

Producers of The International WorkBoat Show and Pacific Marine Expo www.workboatshow.com • www.pacificmarineexpo.com EXPOSITION SALES DIRECTOR Christine Salmon 207-842-5530 / csalmon@divcom.com

SAVE the DATE! Don’t forget to mark your calendar for the 2022 edition of the largest commercial marine tradeshow in North America.

PRESIDENT & CEO Theodore Wirth / twirth@divcom.com GROUP VICE PRESIDENT Bob Callahan / bcallahan@divcom.com PUBLISHING OFFICES Main Office121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 207-842-5608 • Fax: 207-842-5609 MAGAZINE SUBSCRIPTION INFORMATION 978-671-0444 • cs@e-circ.net General Information 207-842-5610

NOV. 30 - DEC. 2, 2022 NEW ORLEANS Morial Convention Center, Halls B, C, D, E & F Produced by

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www.workboat.com • MARCH 2022 • WorkBoat

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MAIL BAG Top five reasons for incomplete MMC applications in 2021

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he National Maritime Center (NMC) receives more than 50,000 applications annually for Merchant Mariner Credentials (MMCs) from mariners. On average, more than 50% of these applications are incomplete or missing information, which cause delays in processing for mariners.

A total of 66,796 “awaiting information” (AI) reasons were issued in 2021 for MMC applications. Many of these contain multiple AI reasons.

The five top AI reasons are: (1) Certificates and documents are missing or incorrect • Missing training/qualification certificates or proof of citizenship.

(2) Unacceptable certificates or documents.

• Suspended or revoked driver’s

licenses.

• Incomplete/incorrect application • Signature and date problems.

• Checkboxes on application not completed.

• Oath not taken or missing signatures.

• Application unclear regarding which credential is sought.

(3) Sea service documentation • Sea service letters.

• Small vessel sea service form.

• Tankerman: Proof of transfers/service/recency.

• Rating Forming Part of an Engineering Watch (RFPEW) and Rating Forming Part of a Navigational Watch (RFPNW) Service while in Training.

• Tonnage/Horsepower.

(4) Fees: Not paid or incorrect.

(5) Drug Tests • Missing drug screen from the application package.

• Incomplete documentation.

• Incorrect drug screen used.

• Drug screen too old.

What can you do to prevent delays in issuance?

• Apply at least 90 days in advance.

Remember, for renewals you can apply up to eight months early with no change between your expiration and renewal dates.

• Use the Regional Exam Centers and Monitoring Units to review your application before submission. They are available for appointments in person or over the phone.

• Use the tools and resources on the NMC website. The application acceptance checklist and evaluator checklists are valuable tools.

• For questions, contact the NMC via email: IASKNMC@uscg.mil or call 1-888-IASKNMC (427-5662).

Capt. Bradley W. Clare Commanding Officer U.S. Coast Guard National Maritime Center Martinsburg, W.Va.

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All other trademarks cited are the property of their respective owners.

www.workboat.com • MARCH 2022 • WorkBoat

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AT-A-GLANCE

On the Water Infrastructure woes — Part I

A

BY JOEL MILTON Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

s our antiquated maritime infrastructure crumbles and waits, like a dry and twisted old sponge ready to slowly soak up whatever funding ultimately trickles out of the federal spigot, I wonder if it will amount to any more than the usual practice of continued insufficient and deferred maintenance, followed by immediate crisis management.

In particular our critical but perennially underappreciated inland waterways have suffered profound neglect for many decades. But there is reason to have some modest hope that things may be improving (at least slightly) as the replacement, repair and upgrading of some of our nation’s most dilapidated locks are finally receiving some significant funding. In particular the Great Lake’s crucial Soo Locks (located on the St. Marys River, the only water connection between Lake Superior and the other Great Lakes) has finally received full funding from Congress to complete repairs and a new lock. Despite their national importance, there hasn’t been any notable attention paid to the

Captain’s Table Negative effects of TWIC

M

BY CAPT. ALAN BERNSTEIN 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.

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y Transportation Worker Identification Credential (TWIC) expires this year. So, I contacted a nearby TSA Enrollment Center to schedule an appointment to renew my TWIC. I did this even though TWIC has little or no use to me, my company, or the passenger vessel industry.

The TWIC program was established after the 9/11 attacks to identify individuals in the transportation industry who may be terrorists or have serious criminal records. All individuals must have a TWIC to gain access to secure maritime facilities. To my knowledge, mariners and truckers are the only ones required to have a TWIC. In the maritime industry, the Coast Guard has confided that there have been few individuals with offenses that disqualified them from getting a TWIC. While the implementation of TWIC might have seemed logical to federal regulators immediately following the 9/11 attacks, the need for expensive

Soo Locks complex since before the wreck of the Edmund Fitzgerald in November 1975.

These are examples of the visible and tangible infrastructure of waterborne transportation and commerce. People can see it, and there is at least a slight chance that the citizens that rely on it may possibly reach some level of understanding and appreciation of them. Typically, however, most infrastructure gets taken for granted until it fails, and people are surprised to find out that the infrastructure fairy wasn’t taking care of everything for us while everyone was gaming or watching Netflix.

Congress’s attention span isn’t much better, driven by election cycles rather than actual need, let alone a sense of duty.

Which brings me to the crucial but invisible infrastructure that makes virtually every single aspect of modern transportation (as well as telecommunications, commerce, financial transactions, and everything else we do) possible. It’s almost impossible to overstate its importance. It’s equally impossible to attract much attention to it. Finally, it’s impossibly impressive to witness how every relevant branch and level of government, decade after decade, has managed to kick that can down the road with great ease.

and ineffective TWIC cards in the passenger vessel industry has passed. Today, passenger vessel operators are required to have vessel security plans — also a byproduct of the 9/11 attacks.

These operators, whether they use the PVA Alternate Security Program or other plans approved by the Coast Guard, employ strict security measures which regulate and restrict access to sensitive areas such as the wheelhouse or engine room.

These security measures also cover facilities and dock space. I believe that such security measures eliminate the need to also have TWIC cards.

Requiring mariners and other employees to get TWIC cards has been costly for my company and others in the maritime industry. Many potential employees have chosen to work elsewhere rather than endure the hassle of getting a TWIC card in order to work on my company’s vessels.

TWIC has been costly for mariners and is an added barrier to hiring in an already tough job market.

Mariners must speak out about the negative effects of the TWIC program on our industry and request that their legislators eliminate this ineffective and costly program once and for all. www.workboat.com • MARCH 2022 • WorkBoat

AT-A-GLANCE

Energy Level Gulf eyeing record year in '22

BY JIM REDDEN, CORRESPONDENT

U

.S. Gulf of Mexico oil production is expected to again cross the 2 million bbl/d threshold and reach a new high in 2022, abetted by three major deepwater developments set to deliver first oil.

On Jan. 14, Wood Mackenzie projected that the Gulf will average roughly 2.3 million barrels of oil equivalent a day (boe/d), surpassing the previous record of around 2 million bbl/d that the Department of Energy (DOE) documented in August 2019. Operators closed out a stormy 2021 with estimated production of just over 1.76 million bbl/d. The damage caused by Hurricane Ida sank Gulf production to a 10-year monthly low of 1.064 million bbl/d last September.

Among the new fields coming on line, Shell, after a one-year Covid-induced delay, is ready to start production on the Mississippi Canyon Vito field in 4,000' of water, which is expected to reach estimated peak production of 100,000 boe/d around 2024. On Dec. 8, Shell added another discovery to its leading deepwater portfolio with the Blacktip North well in the prolific Perdido Corridor. The prospect is one of 12 deepwater discoveries Gulf operators recorded in 2021, according to S&P Global Platts Analytics.

“We could potentially see more finds and final investment decisions next year [2022],” Sami Yahya, Platts senior energy analyst-supply and production, said.

“U.S. Gulf operators still have a healthy appetite for exploration, particularly as crude prices remain robust.”

Elsewhere, Phase Two of the BPoperated Mad Dog field, covering three blocks along the Sigsbee Escarpment at Green Canyon, likewise is slated to begin flowing this year, with peak oil and condensate production of approximately 120,249 bbl/d and 147 MMcfd of gas expected in 2023.

Murphy Oil plans to begin delivering an estimated 80,000 bbl/d from the

WorkBoat GOM Indicators NOV. '21 WTI Crude Oil 69.88 Baker Hughes Rig Count 15 IHS OSV Utilization 20.3% U.S. Oil Production (millions bpd) 11.6

DEC. '21 75.49 15 20.4% 11.8*

JAN. '22 89.16 18 20.1% 11.5*

JAN. '21 52.78 16 18.9% 10.9

Sources: Baker-Hughes; IHS Markit; U.S. EIA *Estimated

GOM Rig Count

18 16 14 12 10

1/21

1/22

8 6 4 2 0

1

2

3

4

5

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Khaleesi/Mormont Samurai development at Green Canyon in the first half of 2022. The development will be tied into the King’s Quay floating production system (FPS) that was installed just before Ida swept across the Gulf. The FPS was undamaged.

Any new production could not come at a better time, as oil consumption has outpaced production for over a year, the DOE said in the January 2022 “Short Term Energy Outlook.” According to the DOE, global oil stockpiles have fallen for six consecutive quarters, declining at an average rate of 2.1 million bbl/d over the second half of 2020 and by 1.4 million bbl/d last year.

The picture is also cloudy for future inventories, considering 2021 notched the fewest worldwide

www.workboat.com • MARCH 2022 • WorkBoat

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oil and gas discoveries in 75 years, Norwegian consultancy Rystad Energy said in an analysis released on Dec. 20.

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AT-A-GLANCE

WorkBoat Composite Index Index posts 2% gain in January

T

he WorkBoat Stock Index gained 61 points, or 2%, in January. For the month, winners topped losers by a 2-1 ratio. Winners included Houstonbased tank barge operator Kirby Corp.

The company followed up December’s 14% gain by rising another 10% in January.

During the company’s Jan. 27

STOCK CHART

fourth-quarter earnings call, David Grzebinski, president and CEO, sounded a positive note, reflecting improved results in marine transportation, primarily driven by higher barge utilization and pricing. “The inland business experienced improved market fundamentals and increased volumes as the economy recovered from the impact

Source: FinancialContent Inc. www.financialcontent.com

INDEX COMPARISONS Operators Suppliers Shipyards WorkBoat Composite PHLX Oil Service Index Dow Jones Industrials Standard & Poors 500

12/31/21 323.88 4,766.66 3,763.31 3,014.93 52.72 36,338.30 4,766.18

1/31/22 353.33 4,848.59 3,527.64 3,075.76 64.31 35,131.86 4,515.55

NET CHANGE 29.45 81.93 -235.67 60.83 11.59 -1,206.44 -250.63

PERCENT CHANGE 9.09% 1.72% -6.26% 2.02% 21.98% -3.32% -5.26%

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

Inland Insider

High steel prices curtail hopper barge construction

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BY DAVID KRAPF David Krapf has been editor of WorkBoat, the nation’s leading trade magazine for the inland and coastal waterways industry, since 1999. dkrapf@ divcom.com

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n 2020, U.S. shipyards ended a three-year decline in new jumbo hopper barge construction despite the negative economic effects from Covid-19, according to River Transport News (RTN).

Last year saw improvement in U.S. economic activity, but deliveries of new hopper barges fell, RTN said in its Jan. 24 newsletter.

According to RTN’s annual survey of new hopper barge construction, barge operators on the Mississippi River System took delivery of 300 new jumbo hopper barges in 2021. Deliveries were down 22% from the 385 new hopper barges delivered in 2020, RTN reported. RTN said that “new hopper barge building activity was subdued by recent historical standards.” In 2016, new hopper barge deliveries totaled nearly 1,000 barges.

RTN said that the primary reason for the dip in new barge construction last year was “skyrocketing steel prices.”

The majority of hopper barges delivered to the inland marine sector in 2021 were from orders

of the Delta variant and refineries and chemical plants in Louisiana resuming operations following Hurricane Ida,” Grzebinski told analysts. This helped Kirby increase its barge utilization into the mid- to high-80% range with rates near 90% for much of December.

“With improved markets, spot rates increased both sequentially and yearon-year and term contracts renewed higher for the first time since the start of the pandemic,” Grzebinski said.

For 2022, Kirby’s outlook is positive, driven by the ongoing economic recovery, increased volumes, a pickup in the oilfield markets, minimal new barge construction, and strong demand for the company’s products and services.

“For the first time in many years, all of our businesses are poised to deliver meaningful improvement in profitability. While all of this is very positive, there are still some challenges around Covid-19 that are providing some nearterm headwinds.” — David Krapf

placed during the third or fourth quarters of 2020 or early in 2021, RTN reported. During this period, RTN said, the price of plate steel, the main component in hopper barge construction, was between $500 and $600 per ton. By the end of the first quarter, steel prices began to jump with prices exceeding $1,000 per ton for the remainder of the year, which put the brakes on new hopper barge orders.

Shipyards “slowed deliveries” of existing orders to “preserve jobs and maintain existing shipyard viability.”

RTN reported that 12 barge owners/operators took delivery of new hopper equipment in 2021, down from 17 in 2020. Of the 12 companies that took delivery of new equipment last year, Florida Marine Transporters, Mandeville, La., led the way for the second year in a row. FMT took delivery of 80 new covered hopper barges in 2021.

Heartland Fabrication built and delivered 50 and Arcosa Marine Products delivered 30, RTN said.

The new barges were a combination of purchased and chartered equipment.

In 2020, FMT also led the industry in new hopper deliveries, adding 70 covered hopper barges to its fleet. All 70 were built by Heartland Fabrication. www.workboat.com • MARCH 2022 • WorkBoat

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AT-A-GLANCE

Insurance Watch Crew and car insurance

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customer contacted us recently to find out if he had coverage for rental cars driven by his crewmembers.

This led to more questions, including the insurance agent’s favorite response: “Maybe, depends on what you are doing. Let’s talk about it.”

The insured only had a commercial hull with P&I policy. I explained that if his crew were using the vehicle to run

BY CHRIS errands for the boat − in service to the RICHMOND ship − then there could be coverage for remedies should the crewmember be Chris Richmond injured while driving. But should the is a licensed mariner and crewmember be involved in an accident, marine insurance there would be no coverage for any agent with Allen damage to the vehicle or for third party Insurance and Financial. He can damages. be reached at This would fall under vehicles cover800-439-4311 or age. crichmond@allenif. com There are several ways to take care of this with a rented vehicle. The first is to take the coverages offered by the rental company. While no one likes to have extra fees added to an already expensive bill, this is often the easiest solution should there be an accident. Adding “hired and non-owned auto” coverage is another solution. While there would be no coverage for damage to the rented vehicle or the employee driving it, there would be coverage for the vehicle hit or the driver of that car.

The non-owned portion of this coverage comes into play when an employee uses their personal vehicle for company work. While the insurance on the vehicle is primary, if the claim exceeds the limits the employee has, then the nonowned coverage would kick in. Also, if your business ends up being dragged into the claim and you get sued, then your non-owned coverage will respond as well.

Hired and non-owned auto can usually be added to a liability policy, an existing commercial auto policy or, if needed, written as a policy.

Another area to consider are trailers owned by the business. These need to be specifically listed on a commercial automobile policy for liability coverage to respond. And remember that the liability of the trailer follows whatever vehicle it is attached to. If you have an employee towing a company-owned trailer with his or her personal vehicle and the trailer causes a claim, then the employee’s insurance will be the primary coverage.

Having an employee run down to the marine supply store in their own vehicle sounds simple, but it can leave you vulnerable to unforeseen risks. www.workboat.com • MARCH 2022 • WorkBoat

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AT-A-GLANCE

Legal Talk Unseaworthiness

I

BY DANIEL J. HOERNER 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.

f you ask the average person on the street what a “seaworthy” vessel is, the person will probably say that a boat is seaworthy if it doesn’t leak, doesn’t have holes in the hull, or is capable of sailing without sinking.

A common perception of an unseaworthy vessel is the S.S. Minnow, a fictional charter boat from the hit 1960s TV show Gilligan’s Island that washed up on a tropical island beach. But on the water and in the law, the meaning of unseaworthiness is far broader.

In general, a vessel is seaworthy if it and its appurtenances are “reasonably fit for their intended purposes.” This very subjective standard is open to interpretation and has been at the heart of maritime litigation for well over a century. The concept of seaworthiness as a cause of action in personal injury suits dates back to The Osceola, a 1903 Supreme Court case that first recognized that a shipowner has a legal duty to provide a seaworthy vessel for the benefit and safety of its crew. Since

Nor’easter BOEM looks at fishermen compensation — but not everyone wants it

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BY KIRK MOORE, CONTRIBUTING EDITOR Contributing Editor Kirk Moore was a reporter for the Asbury Park Press for over 30 years before joining WorkBoat in 2015. He has also been an editor for WorkBoat’s sister publication, National Fisherman, for over 25 years.

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ecent detailed proposals from the Fisheries Survival Fund and Responsible Offshore Development Alliance – coalitions of the commercial fishing industry – and the American Clean Power Association representing the offshore wind industry, presented the federal Bureau of Ocean Energy Management priority lists for their industries’ coexistence.

Some of those recommendations distinguish between ‘mitigation’ – avoiding conflicts between wind development and fishing – and ‘compensation’ – paying to make up for fishermen being displaced from longtime fishing grounds.

Fishing advocates say BOEM should be following a “mitigation hierarchy” under the National Environmental Policy Act to “avoid, minimize, mitigate and compensate” for impacts of offshore wind development.

BOEM officials and wind energy advocates say that’s being done. As examples they point to modifications to the South Fork Wind project east of

then, shipowners, crewmembers, lawyers, and judges have clashed over what is and isn’t considered unseaworthiness.

Classic examples of conditions that can render a vessel unseaworthy as a matter of law are missing rungs or handrails on a ladder or stairway, slippery decks caused by ignored maintenance, and hatches that are not watertight. Less obvious factors include an incompetent master whose lack of navigational skills caused injury or damage to another, or an uncharacteristically violent crewmember who assaults another and whose unstable “propensities” were or should have been known to the shipowner. Some claims of unseaworthiness border on the absurd.

Temporary conditions are typically not unseaworthy conditions. But in another Supreme Court case, Mitchell v Trawler Racer Inc., the Court ruled that “fish gurry” that had accumulated on the deck railing of a commercial fishing vessel rendered the boat unseaworthy.

It is also important to note that seaworthiness does not equate to perfection. Minor flaws and slight imperfections will not give rise to an unseaworthiness claim. But again, there is no clear definition of unseaworthiness in admiralty law.

Montauk, N.Y., to preserve critical bottom habitat, and shifts in the New York Bight wind energy lease areas to reduce conflicts with the scallop fleet.

But the progress of BOEM’s permitting process overall is too light on avoiding conflicts at the start, said Mike Conroy, executive director of the Pacific Coast Federation of Fishermen’s Associations.

“They really seem to be skipping over the first three steps and stressing compensation. They view compensation and mitigation as interchangeable.”

On the West Coast, “it is still shocking to me how few people out here are really paying attention … whether it’s because they don’t realize what’s coming, or they’re hoping it goes away,” said Conroy, who is in the midst of putting together fishermen’s comments to BOEM on the proposed 206-square-mile Humboldt wind energy area off northern California.

“We’re being asked to comment on theoreticals,” with the future effects of wind arrays unknown and poorly researched, he said. “It’s not like you can tell people, ‘Hey guys, cool it for six or seven years and let’s see how these things work out.’”

If fishermen were to drop out, it could affect the viability of the West Coast’s small fishing ports. Without fishing business coming in, harbors and waterfront communities could not withstand www.workboat.com • MARCH 2022 • WorkBoat

AT-A-GLANCE intense pressure from recreational and real estate interests, said Conroy.

There’s worry that compensation offers early on could speed that and divide the industry, said Conroy.

“It all goes back to bad siting,” said Bonnie Brady, executive director of the Long Island Commercial Fishing Association. “The way to solve this is to keep these things off our fishing grounds.”

The Rhode Island Coastal Resources Management Council sought a more cautious approach going forward from the 30-megawatt Block Island Wind Farm that went online in late 2016, Brady recalled.

“The next logical step is to scale development up to a small utility scale project based on the lessons learned from the first step,” the council said in comments on the South Fork Wind project that Brady cites. “This allows

proactive planning based on scientific best practices.”

The South Fork project as proposed was “exactly aligned with this desired progression in size and scope,” the council commented. “Nevertheless, the location of the SFW project on Cox’s Ledge, an area known for its biological diversity, is in our view one of the worst possible locations for this project.”

BOEM and the developers ultimately agreed to shuffle the layout for South Fork, reducing the number of turbines from 15 to 12. But Brady said turmoil between regulators, developers and fishermen could have been avoided earlier.

If it does come to compensating fishermen — an absolute last resort, in the view of Brady and other advocates — “here’s the solution,” she says.

In Denmark — home to much of the European offshore wind industry — “there’s a requirement as part of Danish

www.workboat.com • MARCH 2022 • WorkBoat

fisheries law that all fishermen who fish in those (wind energy) areas must be compensated,” said Brady.

Setting up a fair and equitable system to do that must be built from the ground up, said Jim Kendall, a longtime scallop captain who now runs New Bedford Seafood Consulting.

“I along with others, strongly feel that the state, Massachusetts or any of the others should not be in charge of holding or distributing whatever funds are set aside for those purposes,” said Kendall. “The distributions should be handled by regional boards that would be designated to be responsible for area impacts and fisheries.”

A larger, or even smaller managing body, would be unlikely to have the expertise to handle larger coastwide fisheries, or properly represent fishermen who are not fishing at that time in its local waters, he said.

15

NEWS LOG

News Bitts

World War II destroyer to become floating museum in Florida

Number of tugs for sale dips, report says

I

n November, Marcon International Inc. reported that there were 475 tugs officially on the market for sale out of 5,221 tracked.

According to Marcon, this represents almost a 23% decline from last year and a 27.5% dip from five years ago. Marcon said it closed 10 sales and one charter in 2021. Many of these 2020 deals were “well in the works” before the Covid-19 situation developed and oil prices crashed, the company said.

SNL cast members buy Staten Island ferry World War II destroyer heading to Jacksonville, Fla.

O

Ron Williams, director, USS Orleck Naval Museum

ne of a select group of destroyers built during World War II for the Navy, and subsequently serving as a plane guard for aircraft carriers during the Vietnam War, will soon have a new home off a 600' pier in Jacksonville, Fla. The USS Orleck has for the last decade served as a museum in Lake Charles, La. “We never had enough money to pay for big billboards announcing that it was here,” said Stephan Miller, who has long served as the ship’s superintendent in Lake Charles. “But the word just always seemed to get out that it was here.”

People come from northern Europe, Spain, Italy, and throughout Asia to Lake Charles just to see it, according to Miller.

Plans to move the 2,350-ton Orleck to Jacksonville, where it will once again serve as a floating museum, have been long in the talking stage, involving any number of public officials and private supporters in two different states.

“It’s something we’ve been working on for the last 12 years,” said Daniel Bean, president of the Jacksonville Historic Naval Ship Association. “We’re finally getting to an end point with this project, but I won’t be totally happy until I see it with my own eyes coming up the St. Johns River.”

A Gering-class destroyer built at a cost of $6.3 million in 1944 by Consolidated Steel Corp., Orange, Texas, it was decommissioned in 1982 and in 2000 it was established as a museum and memorial.

Plans for the Orleck, which is expected to be towed to Jacksonville by early March, include the construction of a building at the pier that will house a gift shop, ticket office, and restrooms.

The project, transporting and turning the Orleck into a Jacksonville museum, is estimated to cost $2.8 million, with funding coming from a variety of sources, including private donations, banks loans and grants from the state of Florida. — Garry Boulard

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he 277'x69' Staten Island ferry John F. Kennedy, commissioned in 1965 and sidelined by aging mechanicals last summer, was purchased at auction for $280,100 by “Saturday Night Live” cast members Pete Davidson and Colin Jost. Replaced by the new 320'x70', 4,500-passenger ferries Staff Sgt. Michael Ollis — WorkBoat's 2021 Boat of the Year — and sistership Sandy Ground, the Kennedy was put up for auction by the city of New York. Eventually, the business partners plan to turn the ferry into a nightclub.

N.Y. wind energy project wins final approval

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he South Fork Wind energy project located 35 miles east of Montauk, N.Y., won final approval in January to begin construction, lining it up to be the second offshore wind turbine array in federal waters.

The 132-MW project by developers Ørsted and Eversource is seen as a keystone by New York state energy planners for bringing future power to Long Island — potentially for 70,000 homes by the end of 2023 — as they look to even bigger projects offshore to feed the New York City metro area.

Go to workboat.com/news for the latest commercial marine industry news, or download our mobile app.

Search WorkBoat in your app store on your mobile device.

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Austal USA can now offer both aluminum and steel manufacturing.

“These are their ships. They built them, and they take a lot of pride in their work. That makes a big difference.”

Once the modules leave the MMF they are transported to the vessel assembly bays using multiaxle transporters capable of lifting modules weighing over 400 tons and measuring up to 120'.

The only catch was putting ships in the water using someone else’s drydock. But having their own drydock now has solved that problem.

With the success Austal has found in the aluminum boatbuilding business and room to grow physically, the company has decided to branch out into steel manufacturing and the repair business — to catch lightning in a bottle again. And that’s exactly what shipyard officials are doing.

Change Order

STEEL PRODUCTION

By Ken Hocke, Senior Editor

A

ustal USA, Mobile, Ala., has been a prolific builder of aluminum fast warships for the Navy for two decades. From its humble beginnings in the late 1990s, the yard has blossomed into a world-class shipbuilder, primarily on two Navy contracts — the 421'6"×103.7' Independence-variant littoral combat ship (LCS) and the 338'×93'×12' expeditionary fast transport (EPF) vessel.

The shipyard’s 700,000-sq.-ft. module manufacturing facility (MMF) is a modern, hyper-technological facility with a production line that produces a ship that’s 85% complete when it finishes its trip across the building.

“There’s no losing work because of weather delays here,” said Mike Bell, senior vice president of operations. “My workforce is very young, and we run a 18

Doug Stewart

ABS

Austal USA moves into steel construction and ship repair. lean shipyard.”

Bell’s office is not on the other side of the campus in a glassed-in office complex right out of Silicon Valley. It’s right there in the MMF. “Anyone can come to my office any time to discuss whatever needs to be discussed,” said Bell. “I want the people who work here to feel they can come to me with whatever problem arises.”

Austal USA employs about 3,500 workers, many of whom would have few opportunities to make a living wage if they weren’t a part of the shipyard’s “family.” “Most of these people would have been at McDonald’s 10 years ago,” said Bell. “I’ve had them tell me, ‘I’m the first person in any generation of my family to buy a house.’”

Bell said his workers know that if they work hard it’s going to pay off for them. But it’s become more than just a job. “They’re part of a team,” he said.

Last March, Austal USA broke ground on its $100 million steel production assembly line facility right next to its aluminum MMF. Austal estimates that it will start steel production in April. The addition of steel capability is designed to keep the shipyard as a major contributor to the U.S. shipbuilding industrial base.

During World War II, residents of Mobile built steel Liberty ships that were critical to the war effort. In the coming years, Austal will look to build and deliver steel ships needed by the Coast Guard and Navy.

Bell said the shipyard will bring its proven lean manufacturing processes and facility design to the steel shipbuilding market. These processes have helped deliver 24 ships to the Navy in the last nine years.

The Navy apparently has been satisfied.

The Navy awarded Austal USA a $144 million, two-ship towing, salvage, and rescue ship (T-ATS) detailed design and construction contract in October. The contract award marks the first steel new ship construction program for the shipyard.

The award follows the Navy’s $3.6

www.workboat.com • MARCH 2022 • WorkBoat

Doug Stewart

IN BUSINESS Austal USA

Austal’s $100 million steel module manufacturing facility is scheduled to open in April.

SHIP REPAIR Following the acquisition of additional waterfront property along the Mobile River in 2020, Austal USA quickly established a ship repair facility that came with a 692'×122', 20,000-ton certified Panamax-class floating drydock.

“Almost immediately after word got out that Austal USA had purchased the additional waterfront property, we were inundated with calls from commercial captains looking to return to Mobile to have their ships serviced,” said Bell.

In addition to the drydock, the acquisition included 15 acres of waterfront property spanning almost 3,000 linear feet of waterfront pier space, a

Ken Hocke

million T-ATS functional design contract awarded to the shipyard in June.

“We’ll be the only shipyard that can build aluminum and steel combatants,” said Bell. “I’m cutting steel April 1.”

While the shipyard can’t control steel prices, it’s close proximity to a steel mill will help keep the transportation costs down. “We’ve got a steel mill 40 miles away from us,” said Bell.

T-ATS will provide oceangoing tug, salvage and rescue capabilities to support U.S. fleet operations. T-ATS is a multimission common hull platform capable of towing heavy ships. These ships will be able to support current missions, including oil spill response, humanitarian assistance, and wide area search and surveillance. The platform also enables future capability initiatives like modular payloads with hotel services and appropriate interfaces.

The T-ATS award is one of several steel shipbuilding programs Austal USA is pursuing as it diversifies its capabilities. The company had previously submitted a bid to build the Coast Guard’s Offshore Patrol Cutter and continues to execute light amphibious warship concept studies.

Bell said Austal’s new steel line and facility expansion also positions it well to be the follow-on frigate yard for the Navy.

300,000-sq.-ft. outside fabrication area, and 100,000 sq. ft. of covered fabrication facilities — all just 30 miles from the Gulf of Mexico.

Unlike the aluminum MMF and the new steel MMF under construction, the Austal West Campus repair facility is located across the Mobile River from the 165-acre corporate headquarters. It provides access to deepwater berthing for vessels up to 1,000', manufacturing capabilities that include a friction stir welder, CNC machines, CNC cutting tables, a carpenter shop, machine shop, and electrical and pipe shops. The repair facility also has heavy lifting capability with mobile cranes, overhead cranes and wing wall cranes that travel the length of the 668' (length on blocks) drydock.

The new repair facility is located on part of the old Bender Shipbuilding & Repair Co. property.

Harley Combs, Austal USA’s West Campus director, said the first order of business was to get the place cleaned up and organized. “We hauled so much trash out of this yard that at one time I was afraid Mike (Bell) was going to stop paying for the trucks that were hauling it all away,” said Combs. “We did all this in-house. We didn’t use any subcontractors. You won’t recognize this place when you see what we’re going to do with it.”

In the meantime, Austal USA’s repair facility is open for business.

A section of a littoral combat ship, as it makes its way through Austal’s aluminum module manufacturing facility.

www.workboat.com • MARCH 2022 • WorkBoat

19

SPECIAL FEATURE Propulsion

Progressive Power A peek at nonconventional propulsion choices.

All American Marine

The Sea Change is powered by water-sourced hydrogen powering fuel cells that generate electricity to turn motors and charge batteries.

By Michael Crowley, Correspondent

A

Maid of the Mist

n indicator of the gathering momentum for cleaner burning, nontraditional forms of propulsion for the U.S. workboat industry can be found in WorkBoat’s Significant Boats of 2021. The list of 10 boats is selected annually by WorkBoat magazine’s editorial team.

What’s unusual about the 10 Significant Boats of 2021 is that four of them have departed from traditional modes of propulsion. With two exceptions, The James V. Glynn, and its sister vessel Nikola Tesla, are outfitted with an integrated power and propulsion package from ABB, including lithium-ion it’s the first time in several years that WorkBoat’s battery packs and an onshore charging system.

Significant Boats has included anything other than boats powered with traditional diesel engines or gas outboards.

The 36'7"×12' Chief Potackee Betty Mae Tiger, named after The four “nontraditional boats” that were chosen last year the only female chief of Florida’s Seminola tribe, is a glass were the Chief Potackee Betty Mae Tiger Jumper, the Sea bottom tour boat with a capacity of 28 passengers that operChange, the Nikola Tesla and the James V. Glynn. ates out of Silver Springs State Park in Marion County, Fla. 20

www.workboat.com • MARCH 2022 • WorkBoat

It’s powered by twin 20-hp Elco electric outboards with four Lithionics 7.5-kW lithium-ion batteries. When needed, the 36-footer has a 10-knot running speed.

A boat that could have a major effect on alternative propulsion is the 72'7"×24'6" Sea Change, an aluminum catamaran ferry with seating for 78.

Water-sourced hydrogen powers fuel cells that charge two banks of lithiumion batteries powering a pair of 300-kW traction motors that spin a pair of fixedpitch propellers. The Sea Change is the first vessel powered 100% by hydrogen fuel cells.

Another innovation is the first all-electric, zero-emission passenger boats built in the U.S., the Nikola Tesla and the James V. Glynn. Both 90'×32' catamaran tour boats operate at Niagara Falls State Park. The propulsion system is two lithium-ion battery packs, one in each hull, with a combined output of 400-kW. That’s backed up with an

St. Johns Shipbuilding

Propulsion

Chief Potackee Betty Mae Tiger Jumper is powered by twin 20-hp Elco electric outboards with four Lithionics 7.5-kW lithium-ion batteries.

onshore charging system.

Take a look at the Significant Boats of 2019 for a much larger example of non-traditional propulsion. That, again, is a pair of vessels — Crowley Maritime’s 720'×105' combination container/ roll-on-roll-off ships, the Taino and El

Coquí. They are the first ConRo ships powered by liquefied natural gas. The ships each have a capacity of 2,400 20-foot-equivalent units (TEUs).

A single MAN 8S70ME-GI producing 28,769 hp at 91 rpm powers each vessel. Both the Taino and the El Coquí

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21

SPECIAL FEATURE Propulsion have dual-fueled engines. Fueling with LNG reduces sulphur oxide and particulate matter by 100%, and nitrogen oxide and carbon dioxide by more than 35%.

Eight years ago, a harbinger of things to come was found in the Significant Boats of 2014. That was the Tender 4, an 86-year-old wooden dredge tender that maneuvered dredges and dredge barges on the Erie Canal.

The 39'×14' Tender 4 gained notoriety when its old 175-hp Detroit Diesel 6-71 was hauled out and replaced with two new Elco EP-1000 electric motors that were matched up with the Tender 4’s propeller shaft. Thirty-six lead-acid, absorbed glass-mat batteries powered the motors.

Comparing the performance of the twin Elcos with the Detroit Diesel showed that the Elco electric motors delivered 15% more horsepower to the shaft while giving the Tender 4 a maximum speed of 8.5 knots using the existing 33"-dia. prop. The electric mo-

tors weighed less than the 6-71 and took up about 30% less space.

GEARBOX BENEFITS In discussions centered on alternative propulsion systems — including the above — that are designed to clean up the atmosphere, reduce maintenance and improve life aboard a vessel, the focus usually centers on diesel engines, electric motors, batteries, alternative fuels and maybe fuel cells.

Often omitted from the discussion is the lowly gearbox. Yet some say gearboxes are often very cost effective.

Chris Senner, vice president sales and marketing for Karl Senner LLC, Kenner, La., which distributes Reintjes marine gearboxes for workboats, said there are “some distinct benefits of utilizing a gearbox in an electric driven, shafted propulsion system, whether the driveline is using FPP (fixed pitch propeller) or CPP (controllable pitch propeller).”

That’s especially true with diesel-

electric or fully electric propulsion where, in the case of an inland towboat or passenger vessel, matching up the propeller shaft to a Reintjes reduction gearbox and utilizing a high-speed electric motor can be advantageous.

To start with, Senner said it is an efficient and cost-effective arrangement, with lower capital expenditures and operating expenses. Instead of having a low-speed electric motor running at propeller-shaft speed where an external thrust bearing is needed to absorb the propeller’s thrust, pair a high-speed electric motor with a gearbox with gear reduction and a built-in thrust bearing.

That gearbox with its gear reduction feature accepts the high-speed electric motor and will drop its rpm level down to the required propeller shaft speed.

It can also be more affordable than going with a low-speed electric motor and the required thrust bearing. Plus, the high-speed electric motor is generally more readily available and has more

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WorkBoat Mag 2022.indd 1

2/3/2022 10:44:36 AM

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Reintjes gear matched up with a high-speed electric motor.

common components when replacements are needed.

The gearbox that’s a part of this system, while similar to the gearbox in the typical diesel mechanical system, is no longer a reverse-reduction gearbox. “It becomes a reduction gearbox,” said Senner. It’s a simpler gearbox design that eliminates the need for clutches and reversing shaft “because the electric motor can reverse — ahead and astern.”

Utilizing the electric motor’s high-speed input, the rpms can be driven down to the required propeller rpm. In comparison to the low speed motor, the high-speed motor is generally much smaller, lighter, more cost effective, and readily available compared to its slow speed counterpart. “The gearbox,” Senner adds, “doesn’t require large amounts of maintenance.”

Karl Senner has installed versions of this gearbox and electric motor arrangement in offshore boats for a number of years and is now designing it for inland towboats and other applications.

“There’s a growing interest for diesel-electric systems in the inland markets,” noted Senner.

Karl Senner will offer a complete integrated package, including the gearbox or azimuth thrusters, electric motor, variable frequency drive, switchboard, propulsion controls, and even energy storage (i.e. batteries) if needed. However, the company also remains open to working together with other electrical integrators if preferred by the customer.

In an electromechanical hybrid propulsion system, there’s a standard Reintjes gearbox that’s modified with a PTI (power take-in) having “an additional input to allow for the electric motor to connect to the gearbox,” said Senner.

Running in the PTI mode (electric motor only) “is beneficial maneuvering around docks or in port, by providing more precise control of your propeller speed, even down to a very slow rpm without the need of slipping a clutch. It’s especially beneficial to ferries with a goal of operating with zero emissions around docks,” said Senner. That’s running on batteries with the engines and generators shut off.

In certain applications, the PTI can also be utilized as a boost, providing additional power above and beyond what the diesel engine can deliver, or a PTO (power take-off) to drive other onboard systems. www.workboat.com • MARCH 2022 • WorkBoat

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yanmar.com/us/marinecommercial 23

ON THE WAYS CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

Senesco, Blount Boats building CTVs for Ørsted and Eversource

WindServe Marine

F

ive new crew transfer vessels for WindServe Marine, Staten Island, N.Y., and American Offshore Services (AOS), Boston, will be built at two shipyards, the companies announced in late January.

WindServe Marine’s affiliate shipyard, Senesco Marine in North Kingstown, R.I., will build three 88'6"×29'6" vessels, and AOS is partnering with Blount Boats, Warren, R.I., to build two 101' vessels.

The boats are designed to handle offshore conditions at wind turbine arrays about 15 miles from southern New England, transporting technicians and materials between local ports and the project sites of Revolution Wind, South Fork Wind and Sunrise Wind.

“Rhode Island knows offshore wind and we are proud to be delivering even more jobs to the Ocean State’s marine trades to build these new crew vessels,” David Hardy, CEO of Ørsted Offshore North America, said in a

Five new 88' crew transfer vessels will be delivered in the next two years.

Construction is expected to start early this year at Senesco on the WindServe vessels and at Blount Boats on the AOS vessels. All five vessels will be delivered over the next two years to provide crew transfer support during the construction phases of the Ørsted and Eversource joint venture’s three

joint statement announcing plans for the support fleet. “Our continuing commitment to Rhode Island shipbuilders, together with our selection of first-rate regional vessel operators, is just the latest example of our work to build a domestic supply chain to support the growing offshore wind industry.”

A

merican Cruise Lines in January revealed the details of Project Blue — a new fleet of go-anywhere ships for the U.S. market. The project calls for the construction of 12 identical sisterships that will more than double the U.S. capacity for domestic coastal cruises. ACL said the new 241'x56', 109-passenger boats will feature a hybrid catamaran design and will operate exclusively in the U.S., with a focus on small towns and close-to-home adventures. “Project Blue started as a design challenge to create a boat small enough for New England harbors and stable enough for the Alaska Inside Passage, with a draft shallow enough

24

for the Atlantic Intracoastal Waterway,” said Charles B. Robertson, president and CEO of ACL. “These boats can run almost anywhere, and because there will be 12 of them, they will be deployed all over the United States.” Like all of ACL’s new ships, the Project Blue fleet will be built by ACL’s Chesapeake Shipbuilding, Salisbury, Md. The first two Project Blue vessels are under construction and due for delivery in 2023.

In December, Blakeley BoatWorks, Mobile, Ala., delivered the 70’x28’, 1,600-hp Green Wave, a fully compliant, Subchapter M inland pushboat, to Plimsoll Marine, LaPlace, La. The vessel will operate within the Cooper Consolidated

American Cruise Lines

BOATBUILDING BITTS

241' passenger vessel for near-shore operating versatility

LLC fleeting footprint, the largest fleeting footprint on the Lower Mississippi River. All three companies are part of the Cooper Group of Companies. Designed by Farrell & Norton Naval Architects, the towboat is powered by

www.workboat.com • MARCH 2022 • WorkBoat

two Caterpillar C32 800-hp Tier 3 diesel marine engines coupled to two Twin Disc MGX5222 gears. Electrical power is supplied by two Caterpillar C4.4 Tier 3 generators. A pair of Southeastern Propeller 70” 4-bladed stainless steel propellers provide thrust through two J&S Machine Works Inc. 7” ABS Grade two propeller shafts with Thordon shaft bearings, Thordon rudder bearings, and Kemel shaft seals. HydraForce LLC supplied the steering system for the two 7” main and four 7” flanking rudders. The towboat has tankage for 22,000 gals. of fuel and 5,200 gals. of fresh water. The vessel is outfitted with four staterooms housing seven crew, three baths and a

32' water taxi operates around Cortes Island, British Columbia.

Island Wind Farm since that first U.S. commercial offshore wind project began operations in 2016.

Senesco built the WindServe Journey crew transfer vessel, which began working in 2020 at the Coastal Virginia Offshore Wind project.

Working with Virginia-based Dominion Energy, Ørsted has supported the engineering, procurement and construction of that project, to date the largest planned U.S. array at 2.6 gigawatts design capacity.

— Kirk Moore

full galley.

Austal USA, Mobile, Ala., held the keel laying of the future 337’10”x93’6” USNS Cody (EPF 14) in late January. Cody is a Spearhead-class expeditionary fast transport (EPF), one of 15

Austal USA

Northeast projects. The first vessel will be completed by early 2023.

Main propulsion for each aluminum WindServe vessel will come from four Volvo IPS diesel engines. Volvo will also handle the steering and control systems. The propulsion package will give the boats a running speed of 27 knots. The boats will have a draft of 4.9'.

Kohler will provide ship’s service power and ancillary equipment will include a knuckle-boom bow crane.

The WindServe CTVs will be ABS classed HSQE and ISM and USCG certified, Subchapter L. The companies say the newbuild work and chartering operations will create about 80 local construction jobs at Senesco and Blount, and about 48 jobs for captains and crew who will work aboard the vessels, primarily during the wind farms’ construction.

Regional suppliers will provide vessel components, such as electronics, engines, cranes, aluminum, and safety equipment.

Both shipyards were early leaders in building U.S.-flag offshore wind crew transfer vessels. Blount Boats built the first offshore wind crew transfer vessel in the U.S., the Atlantic Pioneer, which has served Ørsted’s Block

Brix Marine

ON THE WAYS

The first Navy ship named for the city of Cody, Wyo.

www.workboat.com • MARCH 2022 • WorkBoat

Brix Marine delivers new water taxi to Canada

B

rix Marine, Port Angeles, Wash., designed and delivered a 32'×12' catamaran, Goat 1, to the Qathen Xwegus Management Corp. (QXMC) in September.

The Goat 1 is the newest installment of Brix Marine’s PAXCAT portfolio.

QXMC is the business arm of the Klahoose First Nation, located on Cortes Island, British Columbia, Canada.

QXMC, whose activities include

that the Navy has contracted Austal to build. It‘s first Navy ship named for the city of Cody, Wyo. Vane Brothers, Baltimore, took delivery in January of the final boat in a series of four 3,000-hp Salisbury-class push tugs. The Charles Hughes, Vane’s newest addition, is the 20th Marylandbuilt towing vessel to join Vane’s fleet since 2008. Designed and constructed

by Chesapeake Shipbuilding, Salisbury, Md., Vane’s Salisbury-class push tugs have a molded depth of only 10.5’, making them well suited for working in confined, shallow-draft waterways.

The Charles Hughes’ operational area is the Northeast U.S. The 3,000-hp boat

25

ADVANCING U.S. OFFSHORE WIND

Chartwell Marine

ON THE WAYS

78.7' offshore energy support vessel.

DOWNLOAD THE REPORT TODAY www.eagle.org/offshorewind

26

is equipped with Caterpillar 3512 main engines, conventional shafts, rudders and flanking rudders. The Cats each produce 1,500 hp at 1,800 rpm and are connected to stainless steel Hung Shen troost-style 5-bladed propellers through Twin Disc MGX-5600 gears with 6:1 ratios.

The propulsion package gives the tug a running speed of 10.5 knots. The new push tug will accommodate up to seven crew.

U.K.-based Chartwell Marine and BAR Technologies are launching what they describe as the “firstin-market” offshore energy support vessel (OESV) equipped with hydrofoils. The hydrofoils were developed from lifting foils in high-end yacht racing including America’s Cup contenders. The Chartwell Seacat Sceptre, built at Diverse Marine in Cowes, Isle of Wight, for offshore wind energy service operator Seacat Services, was undergoing sea trials in late January. The new boat is based on Chartwell’s 24-meter (78.7’) crew service vessel design, driven by Kongsberg Kamewa S56 waterjets and a 26-passenger capacity.

Bermuda has awarded a contract to Gladding-Hearn Shipbuilding, Duclos Corp., for a new 52' Chesapeakeclass pilot boat. Delivery is scheduled for early 2023. The Somerset, Mass., shipyard built a 61’ pilot/rescue vessel for Bermuda in 2011. With a deep-V hull designed by Ray Hunt Design, the new all-aluminum pilot boat measures 52.11’×15.10’ with a 4.8’ draft. Powered by twin Caterpillar C-18 diesel engines, each producing 670 hp at 2,100 rpm, the vessel’s top speed is expected to reach 22 knots. The engines will turn a pair of 5-bladed Brunton nibral propellers via ZF 500-1-A gear boxes. The launch will have a 9-kW Northern Lights genset.

Southern Illinois Transfer, Sparta, Ill., is building a new retractable pilothouse vessel at Kaskaskia Shipyard Inc., Red Bud, Ill. The new towboat will be powered by two Mitsubishi diesel propulsion engines, supplied

by Laborde Products, Covington, La. Main propulsion will come from Mitsubishi S6R2-Y3MPTAW Tier 3 diesel marine engines rated at 803 hp at 1,400 rpm each. This is the first newbuild where Laborde supplied Mitsubishi engines to be coupled to Veth Z-drives.

www.workboat.com • MARCH 2022 • WorkBoat

ON THE WAYS forestry, aquaculture, tourism and retail, operates the 12-passenger vessel as a water taxi.

The water taxi services the Klahoose Wilderness Resort, located in Desolation Sound, British Columbia.

“This process took more than a year going from design to delivery, but we couldn’t be happier. We were looking for a quality, custom build and working with Charlie Crane and the Brix team allowed us to make our vision happen.

Our new water taxi business could not start on a better foot,” QXMC general manager Bruno Pereira said.

Powered by twin Volvo Penta D4 270-hp engines with Aquamatic DPI outdrives, Goat 1 is designed to provide quick and efficient transport throughout Desolation Sound. Electrical service includes a 12VDC system, eight dual USB ports for passengers, and 30 amps of shore power at the dock.

The 3212-CTC model’s full walkaround configuration with interior overhead grab rails along the centerline, combined with two side boarding doors port and starboard, allows for safe passenger access from stem to stern.

An 18,750-BTU diesel heated cabin,

exterior-accessed head with an electric marine toilet, and 12 individual passenger seats ensure comfort. Also, on deck are six 11" tie up cleats, a hinged anchor storage locker at the bow, walkthrough transom with hinged aluminum gate, handrails and grab rails throughout, folding radar and antenna mast, and a roof access ladder.

Tankage includes two 150-gal. fuel tanks and a 25-gal. fresh-water tank.

Brix’s PAXCAT portfolio is a line of aluminum catamarans up to 52' that can be custom designed to each owner’s requirements. — Ken Hocke

The new tug carries an ABS International Loadline in addition to being built to Subchapter M certification and receiving a USCG COI.

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Every comfort included as standard. Efficiency for long journeys. Performance where it’s needed. Our aim is to offer the best possible solution for your needs. A one-stop shop delivering the kind of service you expect from MAN. Find your inspiration at www.man-engines.com/hybrid-en

Acceptance trials for LCS 30 were completed in early November 2021.

www.workboat.com • MARCH 2022 • WorkBoat

27

COVER STORY

Steady Stream LNG marine fuel usage for ships is growing.

By Bruce Buls, Editor-at-Large

I

Q-LNG Transport

t’s the 2020s and maritime companies are starting to scramble, like it or not, to cut greenhouse gas emissions.

For those operating under the International Maritime Organization rules, the established guidelines for decarbonization targets a 40% reduction by 2030 and 70% by 2050, compared with 2008 emissions. For others, it’s demand from customers that motivates decarbonization. And for a few, it’s just the right thing to do.

One way to reduce carbon emissions is to simply burn less fuel by increasing efficiency and reducing speed, but those

strategies are limited and sometimes impractical. Another method is to operate on an alternative fuel, such as LNG, hydrogen, methanol, ammonia or electricity. Of these, LNG has been adopted at the largest scale, so far.

Natural gas, of course, is itself a fossil fuel, but it does burn more cleanly than fuel oils such as diesel. Burning LNG creates emissions with almost no particulate matter or sulfur oxides, and nitrous oxides are greatly reduced. As such, liquified natural gas as a marine fuel is compliant with both SOx and NOx emission limits in coastal Emission Control

The world’s first ATB LNG bunkering barge, the Q-LNG 4000, can carry 4,000 cubic meters of LNG. The 324’ barge is pushed by a 128’ tug, the Q-Ocean Service.

28

www.workboat.com • MARCH 2022 • WorkBoat

General Dynamics NASSCO

COVER STORY

General Dynamics NASSCO delivered the world’s first liquefied natural gas (LNG) powered containership, the Isla Bella, to TOTE Maritime in 2015. Its sistership, the Perla Del Caribe, was delivered to TOTE in January 2016.

leads to decarbonization.

U.S. LNG USE

In North America, both TOTE Maritime and Crowley Maritime have switched to LNG as fuel for their Jones Act-compliant, container/ro-ro operations. TOTE has now built two LNGpowered, 764' Marlin-class containerships for its Florida to Puerto Rico operations, and is currently converting its 839' Orca-class ships to LNG for its Puget Sound to Alaska operations.

And in the past few years, Crowley has

Fincantieri Bay Shipbuilding

Areas (ECAs). It’s also seen as a bridge to low-carbon or zero-carbon marine operations.

Burning LNG as a marine fuel does emit less CO2 than traditional fuel oils — about 21%-28% less — depending on how it’s measured and whether it’s calibrated from well-to-wake, which includes all production and distribution emissions, or tank-to-wake.

LNG is also an attractive alternative fuel because it’s usually less expensive than diesel. And because it burns more cleanly, engines may last longer and require less maintenance.

Internationally, LNG marine fuel is being adopted quickly by the shipping and cruise industries, which appreciates its soot-free exhaust. According to SEA-LNG, an international multisector industry coalition created to accelerate the adoption of LNG as a marine fuel, “2021 marked exponential growth in LNG-fueled deep-sea vessel orders, with more than a dozen operators announcing multivessel orders.” These include containerships, tankers, cruise ships, bulk carriers, car carriers and ferries. “The rapidly growing order book for LNG-fueled vessels demonstrates that increasing numbers of ship owners and operators understand that the LNG pathway is clear and well defined,” according to SEA-LNG. The pathway

added two new 720', LNG-powered, Commitment-class con-ro vessels that operate between Florida and Puerto Rico. All of these vessels operate in ECAs and meet those standards by using LNG marine fuel.

TOTE’s and Crowley’s ships all operate with dual-fuel engines, which means they can burn fuel oil or LNG. In fact, they burn both. For LNG to ignite, it requires either a pilot fuel explosion in the engine’s cylinder or a spark-ignited explosion. In practice, operators inject the smallest amount of diesel into the engine as possible.

Cole Cosgrove, Crowley’s vice president of marine operations, said the percentage of diesel as pilot fuel is less than 3% in their vessels. But, by choosing dual-fuel engines, operators have the option of burning all diesel if LNG isn’t available or if the price isn’t right.

LNG availability is one of the key issues in deciding to power vessels with the gas.

“The whole thing about introducing a new fuel is that it’s a chicken and an egg,” said John Waterhouse, a principal and founder at Elliott Bay Design Group in Seattle. “You’re not going to build a vessel to burn LNG unless you’re sure you can buy LNG fuel wherever your vessel needs to go.”

Natural gas is plentiful in the U.S. but loading that gas into a vessel demands

Polaris New Energy had a 5,500-cubic-meter LNG bunker barge, the Clean Canaveral, built at Fincantieri Bay Shipbuilding. The 340’x66’x32’10” ATB Clean Canaveral was delivered last December.

www.workboat.com • MARCH 2022 • WorkBoat

29

COVER STORY liquefaction to make it LNG. This process requires supercooling the gas to -260 (-160 C) and keeping it stored at that temperature. Once supercooled as a liquid, LNG can be transferred from shoreside facilities to vessels or vice versa. But it must be kept cold the entire time or it starts to boil off, which increases the pressure inside whatever tank it’s in. If that tank is on a ship, the boiled-off gas can be fed to engines as fuel. Preventing or reducing boil-off requires heavily insulated tanks, which is another stumbling block for LNG as a marine fuel, especially for smaller vessels.

“The problem with liquefied natural gas as a fuel is twofold,” said Waterhouse. “One, it takes more space in the boat for an equivalent amount of energy, and two, it involves expensive cryogenic tanks to store it in. So, it not only takes more volume but it requires a very expensive special technology.”

Tucker Gillam, Crowley’s vice president of marine assets, said LNG tankage on board is definitely a challenge.

“With traditional liquid fuels you can integrate the fuel tanks into the voids and the shape of the hull fairly easily,” he said, “but because of the insulation and cryogenic requirements that LNG has, typically you need to have some sort of separate tank that takes up a lot of space.”

Depending on the vessel, that space could be used for cargo. The LNG tanks must also be carefully located, like not under any crew accommodations, to satisfy Coast Guard requirements.

vessels and even more environmentally friendly.

To support its own LNG-powered vessels, HGIM built an LNG storage and bunkering facility at Port Fourchon, La. With that facility, HGIM not only bunkers LNG for its own fleet, but it can supply others through its subsidiary, Q-LNG Transport.

The company now owns and operates the world’s first ATB LNG bunkering barge, the Q-LNG 4000, which can carry 4,000 cubic meters of LNG. The 324' barge is pushed by a 128' tug, the QOcean Service, both built at VT Halter Marine, Pascagoula, Miss. The LNG ATB provides ship-to-ship transfers and ship-to-shore transfers to small scale marine distribution infrastructure. The ATB was built in partnership with Shell Trading. Q-LNG has also been planning the construction of an 8,000-cubicmeter ATB to meet growing demand.

The demand for bunkered LNG for international shipping and entertainment cruising has also inspired Polaris New Energy, a subsidiary of Northstar Terminals, to have a 5,500-cubic-meter LNG bunker barge built at Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis. The 340'×66'×32'10" ATB Clean Canaveral was delivered in December. It will be pushed by the 4,000-hp tug Polaris being built for McAllister Towing

LNG Services at Master Boat Builders, Bayou La Batre, Ala. McAllister will operate the ATB Polaris/Clean Canaveral for Polaris New Energy.

Around the time of delivery, the buyer and the builder announced a contract to build a second 5,500-m3 LNG ATB. The ATB will be a sister vessel to the Clean Canaveral.

In January, Bay Shipbuilding announced it had started construction on the largest LNG bunkering barge ever built in the U.S. The new LNG bunker barge for Crowley Maritime will be chartered by Shell NA LNG. The 416' barge will have a 12,000-m3 capacity, making it the largest Jones Actcompliant vessel of its kind. It will be deployed on the East Coast starting in 2024. It will be the second Jones Actcompliant bunker barge Shell has under a time charter in the U.S. The vessel is designed by Crowley Engineering Services.

In British Columbia, Canada, BC Ferries was expected to receive its fourth Salish-class, dual-fuel, LNGpowered ferry in February. The 350' car ferries were built at Remontowa Shipbuilding SA in Gdansk, Poland.

BC Ferries has also converted its largest vessels, the two 550' Spirit-class ferries, to LNG operations in 2018 and 2019 at the same shipyard. The LNG-fueled

30

Fincantieri Bay Shipbuilding rendering

HARVEY GULF AND LNG One of the most visible and successful adaptors of LNG as a marine fuel in the U.S. is Harvey Gulf International Marine, New Orleans. Led by its CEO Shane Guidry, characterized as “a real visionary” by an engine vendor in the Gulf, HGIM built and operates the first and only LNG-powered workboats in the U.S., other than the con-ro ships.

HGIM’s five 310' offshore supply vessels with dual-fuel engines are also being adapted to operate at least partially on batteries, making them tri-fuel

The new bunker barge for Crowley, which will have the capacity for 12,000 m3 (3.17 million gals.) of LNG, will be the largest Jones Act-compliant vessel of its kind, and the second Jones Act-compliant bunker barge Shell has under a time charter in the U.S.

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vessels are part of BC Ferries’ Clean Futures Plan that outlines a path “to replace diesel fuels with cleaner, lower carbon-intensity options.”

Those options also include six new Island-class diesel-electric hybrid ferries.

Also in British Columbia, Seaspan Ferries, Vancouver, has been transitioning to LNG fuel with the addition of two LNG/hybrid-electric, ro-ro freight ferries that service Vancouver Island.

The 488' vessels were built by Damen Shipyards in Romania. Seaspan Ferries president Frank Butzelaar said the LNG hybrid vessels operated with “emissions reductions of over 50 percent compared to traditional vessels,” during their first two years of service.

“We see LNG as the near-term pathway to lowering our carbon footprint in marine shipping,” said Crowley’s Gillam. “Renewable LNG has the ability to take that even further, so that’s

32

Harvey Gulf International Marine

COVER STORY

Harvey Gulf’s five 310’ offshore supply vessels with dual-fuel engines are all being adapted to operate at least partially on batteries, making them tri-fuel vessels.

something that we’re exploring and we’re keeping an eye on. But LNG is what’s available today, and we can’t just wait around for the magic bullet. Who

knows what’s going to prevail in 20 years – is that going to be LNG, methanol, ammonia, hydrogen? Tough to say.”

www.workboat.com • MARCH 2022 • WorkBoat

BOATS & GEAR Diesel Engines

Rolls-Royce

Diesel makers continue to seek new and innovative ways to improve their products.

A look into the future shows Rolls-Royce methanol-fueled engines powering a tug (in blue), two ferries, and a wind farm support vessel (far right).

By Michael Crowley, Correspondent

F

or over two years, the U.S. and most of the rest of the world has been affected by Covid, which at times has pulled many people into a morass of pessimism, frustration, anger, and a general feeling of hopelessness.

During such times, you don’t expect to find much innovation and creativity.

Not so for MAN, MTU and Cummins, the three engine manufacturers featured in this issue’s diesel story. Each is working with new ideas to improve the life of the vessel operator, as well as the environment we all live in.

MAN ENGINES “We are taking it from the road to the water,” said Juergen Haberland, director of sales for MAN Engines and Components Inc. in Pompano Beach, Fla. He’s referring to MAN’s introduction of a hybrid propulsion system into the marine market, something MAN has been selling to the truck and bus sectors for years.

MAN announced the hybrid’s entrance into the marine market last May and immediately generated a lot of interest. Currently MAN has several 34

potential hybrid projects underway.

Half of them are for workboats and half for pleasure boats. This year MAN will launch its first hybrid-powered vessel in Europe.

Hybrid power allows a vessel operator to utilize the internal combustion engine, electric motors and batteries.

That trio provides reduced emissions, lower vibrations and with the electrical generator complimenting diesel power, absolute power when needed. In the case of MAN’s V12 hybrid, that would equal the output power of a 16-cylinder diesel. MAN calls that the boost mode.

MAN’s hybrid power offers several other operating modes including diesel-electric mode where the electrical power supply and propulsion are from the battery, an onboard generator or both. Then there’s the crossover mode with, say, the starboard diesel acting as a propulsion force, while at the same time generating electrical power that’s fed to the port electric motor — the diesel is disengaged — that’s mechanically connected to the prop shaft to allow for prop

MAN Engines

Power Up

forces. There’s also hotel mode where everything runs off batteries.

Thus, the vessel operator, by altering the reliance on diesel engines, electrical motors and batteries, can emphasize increased comfort, lower noise and vibration levels, lower emissions, improved efficiency, reduced fuel consumption, and increased travel range.

Haberland provided an example of efficiently matching up the electrical and diesel components in the hybrid system: a ferry on its daily run has a stretch where 2,000 hp is required for 30 minutes. After that only 800 hp is needed but that would require running the ferry’s two diesel engines “at a very inefficient point of operation.” However, the hybrid system allows one main diesel engine to be shut off and run fully electrical. “The other main diesel runs at a higher load and is much more efficient.”

That said, a hybrid option is better for some workboat operations than others.

Vessels with operational cycles made up of highly variable load and power requirements “is something really designed for hybrids,” said Haberland.

A tugboat engaged in docking vessels is a good example as is a wind farm vessel that needs a lot of power pushing at the offshore wind farm.

Whereas with a pushboat operating on the Mississippi River whose speed and power requirements remain fairly constant, Haberland said he doesn’t “see a lot of sense for hybridization.”

MAN’s V12 hybrid is one of three hybrid options. Under the green pads is the electromagnetic clutch and electric generator motor. It can work as a diesel-driven generator or propshaft-driven electric motor.

www.workboat.com • MARCH 2022 • WorkBoat

MAN’s hybrid option is offered with three MAN engines — the inline 12.4 liter i6 (D2676), the 16.2 liter V8 (D2868) and the 24.2 liter V12 (D2862). Each engine can be coupled with either a 250-hp electrical generator or a 500-hp electrical generator. Hightorque electric motors are mounted between the engine and the gearbox.

Whatever hybrid system is selected, MAN makes the process a lot smoother by offering the complete package. That means MAN is the source for the diesel engine, electric motors inverter technology and batteries. If the boat’s owner, builder or naval architect has questions, they only need to look to MAN for the answers.

MTU Workboat operators considering building a new boat have a couple of financial questions that need to be answered early in the process: What will it cost to build the boat, and what will its operating costs be?

The new boat’s propulsion engine will be a major part of the operating expenditure question. How long will the diesel be operational and how often will you have to tie up and shut down your operation to have the engine overhauled?

The choice of engines answers those questions. If its Rolls-Royce’s latest generation of MTU Series 4000, the time between overhauls (TBO) for new engines has been significantly extended.

How much depends on the engine’s load profile, which is a measurement of how many hours and how intensely a Series 4000 engine will be used during a typical workday.

Thus, a new Series 4000 engine operating at the lowest load profile rating for tugs runs up “to 54,000 hours” under the new program, said Jeff Sherman, senior sales manager commercial marine, Americas, at Rolls-Royce, the company behind the MTU product brand.

In general, according to Rolls-Royce, all new MTU engines will run for up to 25 years before a major overhaul is required.

MTU’s engine running time program,

Cummins

Diesel Engines

The Cummins X15 has one of the highest power density levels for a 15-liter engine.

which was introduced at December’s International WorkBoat Show, applies to all new Series 4000 engines.

Workboat operators with older Series 4000 engines can “contact their local distributor to review the opportunity to gain that increased TBO,” said Sherman.

For those existing engines it’s a caseby-case basis. However, the chances of gaining acceptance into the new overhaul schedule is much greater if the engine has been receiving MTU Series 4000 updated parts as they’ve become available. “The operator that’s taken care of his engine stands a better chance of getting upgraded,” said Sherman.

Rolls-Royce’s Power Systems business unit has been selling versions of MTU Series 4000 engines for the past 25 years and in that time has constantly enhanced the engines and subjected engines and their parts to extensive examinations. That’s allowed extensions of some component change intervals and the time between overhauls, based on a vessel’s profile and mission.

“The goal,” said Sherman, “is to allow the operator to save money in general life cycle costs and extend the period of time between overhauls,” as well as change certain engine components at a later stage to save valuable resources and help the environment.

Looking a bit into the future, RollsRoyce’s newest technology advancement is its commitment to offering

www.workboat.com • MARCH 2022 • WorkBoat

methanol-fueled MTU engines. It’s part of the company’s program to develop solutions for climate-neutral operations in all applications, including marine.

“It’s one of the best carbon footprints of all the fuels,” said Sherman. RollsRoyce exchanged views with several operators, shipyards, naval architects and others who underscored that in the future, methanol is a promising alternative to diesel-engine technology.

Methanol’s energy density is high compared to other alternative fuels and has significantly reduced nitrogen oxide emissions. That eliminates the need for SCR exhaust-gas aftertreatment, according to Rolls-Royce. The fuel can be produced in a CO2-neutral manner in the so-called power to X-process, in which CO2 is captured from the air.

CUMMINS Cummins is upgrading a pair of engines for the workboat market — the X15 and the 8.3. The X15, which has been available for several years, is being modified to meet class society requirements, said Eric Marini, the company’s global product planning and management leader. The redesigned 8.3 engine should be available by July.

“The primary point for the workboat market,” is the X15’s power range, said Marini. The propulsion engine will have a 460 hp to 630 hp rating, and the auxiliary engine will be 500 hp to 570 hp.

The X15 has been sold to passenger vessel operators as an auxiliary genset.

“For a continuous duty engine,” Marini said, “it has one of the highest power densities for a 15-liter engine.”

The Cummins 8.3 has been available for a decade, but late last year a 600-hp keel cooled version was introduced.

The new version is a good option for boats that operate in extremely shallow water and whose cooling system would otherwise be inundated with mud or sand.

“The 8.3L is a high-speed version,”, that would work well for the military, police and patrol boats, said Eddie Brown, Cummins director of business development.

35

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MARINE TECHNICIAN On Site Alignment is looking for a technician to expand our team in Tampa, FL and Houma, LA.         

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All POSITIONS OPEN! The Boat Company, operating 2 small overnight expedition vessels in SE Alaska, is now hiring for all positions for the 2022 season.

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Place your ad! Contact: Wendy Jalbert wjalbert@divcom.com

SEEKING EXPERIENCED OFFSHORE PERSONNEL Utility Hand/ Housekeeping wanted for offshore work. Rotating hitches of 14 hours per day then 14 days off. Must have the following:

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Applicants will also be required to pass a USCG Merchant Mariner Physical and a USCG DOT Drug Test

https://cardinal.bamboohr.com/jobs www.workboat.com • MARCH 2022 • WorkBoat

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www.workboat.com • MARCH 2022 • WorkBoat

                   

Derrick Barge Deck Foreman Leadermen Rigger Derrick Crane Operator Deck Crane Operator Tower Operator Welding Foreman Welder (6 GR Certified) Clerk Chief Engineer Chief Electrician Mechanic Oiler Electrician Steward Night Cook Galley Hand Tug Boat Captain Able Body Seamen QMED/OILER

VANUATU FLAGGED TUG CREWS:  Able seafarer deck–II/4 or II/5  Chief engineer—III/3  Able seafarer engine—III/4 or III/5 All deck officers must hold valid Vanuatu GMDSS– General Operator’s Certificate (GOC) (IV/2)

Minimum 2 years offshore experience onboard a derrick barge required.

Applicants must have a valid TWIC card.

Email resume to:

jobs@shoreoffshore.com

37

PORT OF CALL Employment, Equipment & Services

EMPLOYMENT

SEEKING!!!

Dann Ocean Towing

Ordinary Seamen & AB Seamen

NOW HIRING! As our fleet continues to grow, we are looking for experienced wire boat:

- Captain - Mates

- Engineers - AB Deckhands

We Offer:  A company committed to safety  Competitive Day Rates  Equal Time Opportunities  Paid Travel

Apply online: www.dannoceantowing.com Email: hiring@dannoceantowing.com Phone: (813) 251-5100

OFFSHORE WORKERS NEEDED!

Cooks, Utility Hands, Galleyhands & Riggers All applicants must have: TWIC card Water Survival T Huet & Safe Guard certification. Positions require travel and set schedules.

Send resume to

Van Enkevort Tug and Barge is a leading provider of dry bulk cargo transportation on the Great Lakes.

Competitive Rates / Excellent Benefits

To apply visit our website or email:

tandnb16@gmail.com

www.vtbarge.com crewjobs@vtbarge.com

OFFSHORE FIELD SERVICE TECHNICIAN II  Installs accommodation and zoned

modules on and offshore for production and drilling operations.  Installs generators and transformers, both step up and step down.  Assesses, repairs or modifies buildings to company, regulatory body and customer specifications.  Comprehends materials, components and makeup of equipment to be serviced. www.workboat.com/resources/jobsmarketplace/offshore-field-service-technician

Place your ad! Contact: Wendy Jalbert

Apply online at:

wjalbert@divcom.com

For complete job description go to:

https://redguard.com/careers

Technical Sales Specialist

SEEKING!

• Development and execute business

Service Technicians

•

& Lifting Authority

•

(Field + Shop)

Seatrax has a worldwide reputation in innovative offshore solutions. Our engineering team supplies the offshore oil and gas and commercial industries with the most reliable, safe, and easily maintained cranes.

• • •

plans to grow equipment sales in marine sector Negotiate contract terms to meet both the client and company’s needs Perform cost-benefit analyses Degree in Marine Engineering or equivalent; Business degree an asset 5+ years of proven technical sales experience Relocation to Montreal, Canada preferred, but remote working is possible

Project Manager Willard Marine, a global leader in composite boat manufacturing is seeking a Project Manager to oversee multiple life cycle management contracts ◦ Manage SOW, mitigate critical path and risk assessment ◦ Responsible for SWRMC 5-year contract with USNavy

Please send resume to:

careers@seatrax.com Equal Opportunity Employer

For full job description go to:

https://workboat.com/resources/jobsmarketplace/technicians-lifting-authority

38

◦ PM experience in a manufacturing sector with CRM and ERP , PMP Certificate is a plus.

Please send resume to:

careers@terragon.net

Full job description go to: https://www.workboat.com/resouces/jobsmarketplace/technical-sales-specialist

◦ Must be a U.S. Citizen or obtain permission to access to Military & Government facilities

Contact us at: careers@willardmarine.com www.willardmarine.com

www.workboat.com • MARCH 2022 • WorkBoat

PORT OF CALL

EMPLOYMENT

Now Hiring—All Trades North Kingstown, RI

⬧ www.jgoodison.com

Laborers

Welders

Painters

Pipefitters

Crane Operators

Shipfitters

Inside Machinists

Carpenters

Outside Machinists

UHP Blasters

Riggers

Shipyard Maintenance Mechanics

Please apply online or send resume to: Karhina@jgoodison.com

Place your ad! Contact: Wendy Jalbert wjalbert@divcom.com | www.workboat.com/resources/jobs/

LEGAL

www.workboat.com • MARCH 2022 • WorkBoat

39

PORT OF CALL Employment, Equipment & Services

MARINE GEAR & SUPPLIES BARGE PUMPS

BOLLARD™ MARINE GENERATORS

IMO ROTARY SCREW ASPHALT PUMPS

Designed & Built for the Harsh Marine Environment

9kW - 550kW Gensets

BYRON JACKSON TURBINE PUMPS

LOWEST COST OF OWNERSHIP MORE COPPER = LOWER OPERATING TEMPS & LESS FUEL CONSUMPTION

ured by

ct Manufa

t

uipmen

MER Eq

BLACKMER ROTARY GEAR PUMPS

CUSTOM SPECS AVAILABLE

OUR 110TH YEAR

DUVIC’S PUMPS

800.777.0714

“Greater Downtown” HARVEY, LA 70059 Box 1237 • 504-341-1654 PH/FX

Locate a dealer www.merequipment.com

NEW KIENE COOL RUNNING INDICATOR VALVE! •

Unique design keeps temperature well below SOLAS and Subchapter M limits.

•

Safe, easy to use.

•

Long life due to reduced temperatures.

•

Near-straight through flow path provides accurate cylinder pressure readings.

Hand wheel operated COOL RUNNING Indicator Valve

•

Available now for EMD engines!

•

Available with pressure sensor port - for continuous pressure monitoring.

•

Hex nut and hand wheel operated versions are available.

Call or e-mail for info!

1-800-264-5950 info@kienediesel.com www.kienediesel.com

40

www.workboat.com • MARCH 2022 • WorkBoat

PORT OF CALL

MARINE GEAR & SUPPLIES

MARINE MACHINING & MANUFACTURING Your One-Stop Shop for Your Marine Drive Needs Sales and Service

Sales and Service

• A17, A19, A22 and A22HS • Propeller Shafting Bar Stock lengths up to 36’ • C.N.C. Machined Propeller Shafting • Precision Propeller Shaft straightening & repair

• Custom Machined Shaft Couplings up to 30” diameter • Michigan Wheel Propellers • Propeller Repair

W O R L D L E A D E R I N B O AT S H A F T I N G World's Largest Stocking Distributor of AQUAMET PH. 586-791-8800

33475 Giftos Dr., Clinton Township, MI 48035 ◼

www.marinemachining.com - www.aquamet.com

Become a Certified and Accredited Marine Surveyor

Fishing Vessel Qualified. Complete course and examination for all vessel types and uses.

1-800-245-4425 or navsurvey.com

THE MOST POWERFUL TOOL

for removing coatings and rust

220 Ton Mobile Boat Hoist • Marine Travelift brand; model 200 CII • upsized from standard 32’x30’ model to 34’ inside clear • height x 34’ inside clear width, max 30’ vessel width • Bought new in 2009, in excellent operating condition • Master Marine, Bayou La Batre, Alabama • $595,000 USD As is where is • Buyer arrange and pay for relocation.

For purchase inquiries: s.roppoli@mastermarineinc.com www.workboat.com • MARCH 2022 • WorkBoat

Rustibus® is designed to de-scale and power brush ship decks, hatch covers, tank tops, etc. free from paint and rust!

USA OFFICE Ph: 832-203-7170 houston@rustibus.com

41

PORT OF CALL Employment, Equipment & Services

MARINE GEAR & SUPPLIES REPELLER GRATE

Keel Coolers Trouble free marine engine cooling since 1927!

THE WALTER MACHINE CO, INC •

The Repeller Grate is a rugged & reliable, stainless steel intake grate designed to enhance the performance of jet drive watercraft.

•

Both models (Hydraulic & Stationary) are designed to inhibit the accumulation of weeds and debris on the intake grate.

•

Both models are scalable and can be designed to fit any watercraft.

Tel: 201-656-5654 • Fax: 201-656-0318 www.waltergear.com

750 Ton Floating Steel Drydock  Type: Sectional 6 Pontoon  Overall 152’ x 58’ (46‘ inside)  6’ Pontoon Depth  24 Vertical lift gate valves; 24 centrifugal 4”

DJC Marine Technologies, LLC (207) 784-3177

pumps

www.repellergrate.com

36-inch Diameter Modular Plastic Pontoons

 Built 2011, Excellent operating condition  Buyer responsible for relocation costs  Master Marine, Bayou La Batre, Alabama  US $850,000

For purchasing inquires:

s.roppoli@mastermarineinc.com

The Best Idea Since the Indian Canoe Now Manufacturing and Installing Fire Retardant Bunk Curtains Uses: Pontoon boats, house boats,

workboats—replace old steel or aluminum pontoons Heavy Duty: Molded from sturdy, medium density polyethylene (MDPF) and filled with polyurethane foam for increased stability Modular: Each bow, middle and stern modules are 10 ft. in length Displacement at full submersion:

Bow module supports gross weight of 3,100 lbs. and middle/stern each supports 4,200 lbs.

We are a Custom Manufacturer of Wheelhouse Tinted Shades & Crew Quarter Blackout Shades

We custom build every shade to fit each window in our facility.

They are Incredibly durable, driven by over-sized clutches and operated by a stainless steel pull chain.

We offer measurement and installation services in Southern Louisiana, Mississippi and Alabama. We carry $5,000,000 workers’ compensation, and liability insurance policies with U.S.L.&H. and the Jones Act.

Download our order form to purchase your shades today.

Contact: Edward Kass III | 504-615-5833 | ekass@solarboatshades.com | www.solarboatshades.com

5602 Sea Grapes Way The Village, FL 32163 Phone: 419-675-0002 info@wilsonpontoons.com

Toll Free: 877-456-2531

www.plasticpontoon.com 42

www.workboat.com • MARCH 2022 • WorkBoat

PORT OF CALL

MARINE GEAR & SUPPLIES

In-Mar Solutions offers Wynn Marine Heavy Duty Straight-Line Wipers

SERVICES

Wynn Type C (internal Motor) and Type D (external motor) Straight-Line Wipers offers the most advanced design in linear action window wiper systems for marine and other specialized applications. Optimum window coverage can be achieved and enhanced by utilizing a twinbladed or dual-arm/blade design.

www.inmarsolutions.com 

info@inmarsolutions.com

(225) 644-7063

Place your ad! Contact: Wendy Jalbert wjalbert@divcom.com | workboat.com/resources/jobs-marketplace

MB Brokerage Co. HOSS Winch Division

NEW & REFURBISHED WINCHES Call or email for a quote or custom winch requirement!

cgonsoul@gmail.com

850-255-5266 www.HossWinch.com www.workboat.com • MARCH 2022 • WorkBoat

43

PORT OF CALL Employment, Equipment & Services

SERVICES Coast Guard & State Pilotage License Insurance Available Coverages; Legal Defense for CG, NTSB and State Pilot Hearings; Federal and State Civil Actions Reimbursement for Loss of Wages Group Coverage Also Available

MB Brokerage Co. | MB Barge Co. | BG Fleeting

Barges | Boats | Cranes Vessel Chartering Services

R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com

Chris Gonsoulin, Owner (850) 255-5266

cgonsoul@gmail.com

www.mbbrokerage.net Place your ad! Contact: Wendy Jalbert wjalbert@divcom .com | workboat .com/resources/jobs-marketplace

ADVERTISERS INDEX ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Airmar Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV3 Fairbanks Morse Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV2 Hamilton Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Hougen Mfg ., Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 International WorkBoat Show . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 John Deere Power Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4 Laborde Products Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Lignum-Vitae Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Lubriplate Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 MAN Engines & Components Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Mitsubishi Turbocharger and Engine America, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Moteurs Baudouin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Panolin America Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Rouses Markets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Sea Tow Services Intl Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Trimaco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

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www.workboat.com • MARCH 2022 • WorkBoat

Duramax Marine® Engineered to Perform.

Since 1895.

Made in USA

Duramax Marine® is the world leader in waterlubricated bearing technology and has gained the trust of marine professionals around the world, setting performance records our competitors are still trying to meet.

www.DuramaxMarine.com

DryMax® Rudder Seal

DryMax® Shaft Seal

DuraCooler® SuprStak™ Keel Cooler

DuraBlue® Rudder Bushings

Johnson® Cutless® Bearings

This axial system provides excellent sealing and can accommodate large increases in radial clearances due to wearing down of rudder stock bushings. Designed to deliver long service life.

Shaft Sealing System has nitrile rubber seal that rotates with the shaft and creates a hydrodynamic seal. Seal is easy to maintain, reliable, and boasts a low life cycle cost and total cost of ownership.

SuprStak™ with TurboTunnel design is engineered to “jet” turbulent seawater in a tunnel-like configuration that greatly enhances heat transfer.

Composite Rudder Bushings and Thrust Washers that are self-lubricating and pollution free. They are dimensionally stable with ultra low friction and extremely long wear life.

Water-Lubricated Rubber Bearing Technology that has nothing more to prove.

It’s the longest life bearing in harsh abrasive laden river applications.

Duramax Marine® is an ISO 9001:2015 Certified Company

Engineered to Perform. Since 1895.

p: 440.834.5400 f: 440.834.4950

Congratulations to Blessey Marine and Laura Todd on the delivery of the M/V Laura Blessey Todd.

“Blessey Marine has trusted the Karl Senner, LLC and the REINTJES family of gears for over 25 years. With more than 70 sets of REINTJES gears in service today, our business continues to operate safely and efficiently with reliable and dependable service from Karl Senner, LLC. With REINTJES and Karl Senner, LLC as our partners, we are confident that we will have many more years of operating success along America’s Inland Waterways.”

— Clark Todd, President, Blessey Marine Services Inc. Vessel Owner: Blessey Marine Services Builder: Vessel Repair Naval Architect: Sterling Marine, LLC Reduction Gears: Two REINTJES WAF 675 with Internal Brakes

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P R O P E L L I N G

504-469-4000

E X C E L L E N C E

|

KARLSENNER.COM