WorkBoat April 2019

Safety • Construction Survey • Tugs

®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

APRIL 2019

Well Oiled

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Thirty years after the Exxon Valdez, prevention is key.

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The Exxon Valdez after running aground on Bligh Reef in Prince William APRIL 2019 • VOLUME 76, NO. 4

Sound, Alaska, March 24, 1989. U.S. Coast Guard photo

FEATURES 22 Vessel Report: Get A Handle On New tugs offer improved tow speeds, greater operating efficiencies and lower emissions.

30 Cover Story: Prevent Defense Thirty years after the Exxon Valdez oil spill in Alaska, it’s all about prevention and response.

38 Construction Survey

22

A list of the vessels under contract, under construction or delivered in the last 12 months.

BOATS & GEAR 24 On the Ways • Armstrong Marine delivers 42' fast coastal research vessel to San Diego • Nichols Brothers to build up to 10 tractor tugs for Foss • Gulf Island to build two 185', 300-passenger ferries for North Carolina • Yank Marine transforms former New York ferry into excursion tour boat for Alaska • Master Boat Builders delivers 221' OSV to Seacor • New hybrid-electric catamaran ferry for Kitsap Transit from All American Marine

36 Safety Zone Lessons learned from NTSB Safer Seas accident investigations.

AT A GLANCE 8 8 9 10 10 12 14

NEWS LOG 16 16 17 20 20

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On the Water: Open door policy — Part III. Captain’s Table: High water and more high water on the Ohio.

Energy Level: Offshore wind is gaining momentum.

WB Stock Index: WorkBoat stocks rise 3.75% in February.

Inland Insider: High water heads to New Orleans.

Insurance Watch: Surveys before and after a vessel charter.

Legal Talk: Vessel owner’s liability for medical personnel.

Wettest winter in 124 years affects river navigation, Corps officials say.

NOAA changing its raster nautical charts.

Downflooding likely cause of deadly 2017 towboat sinking, NTSB says.

Coast Guard cracks down on illegal passenger vessel charters.

Fire breaks out on Coast Guard icebreaker Polar Star.

www.workboat.com • APRIL 2019 • WorkBoat

DEPARTMENTS 2 6 49 55 56

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

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Editor’sWatch

30 years after Valdez

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POWER FORWARD

Don’t forget to mark your calendar for the 2019 edition of the largest commercial marine tradeshow in North America.

Registration for the 2019 Show opens this summer!

hirty years ago an oil tanker ran into a well-known reef in Prince William Sound, Alaska, rupturing eight cargo tanks, which began pouring oil into the water at an estimated rate of 20,000 gals. per hour.

More than 14 hours after the Exxon Valdez accident March 24, 1989, a response barge finally arrived with boom and skimmers. It was a bungled response to say the least. The accident revealed giant holes in the safety net for oil transportation in Prince William Sound. From prevention to response, the system desperately needed an overhaul.

Prevention and response was the subject of our 20-year Valdez anniversary story written by Pam Glass in 2009 and also a big part of the 10-year anniversary cover story penned by former technical editor Bruce Buls in 1999. Back then, Bruce wrote: “If the Exxon Valdez was a case of the horse getting out of the barn, that barn door is carefully closed. You might even say it’s welded shut.”

In his Valdez 30-year anniversary cover story that begins on page 30, Bruce discusses where prevention and response is today, specifically SERVS, the Ship Escort/Response Vessel System, created in 1989 and is paid for and administrated by Alyeska Pipeline Service Co., a consortium of major oil companies that produce North Slope oil.

From 1990 to 2018, Crowley Maritime provided a fleet of tugs to escort laden tankers, assisting ship docking and tow response barges. Last summer, Alyeska switched from Crowley to Edison Chouest Offshore, which promised to build a fleet of new tugs

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and barges for a 10-year contract.

“Overall, SERVS is the industry’s best approach to prevention, and it’s been great,” Rick Steiner, the University of Alaska marine advisory agent in Prince William Sound, before and after the spill, told WorkBoat. “It’s a $50 million to $60 million a year commitment for some very powerful ocean tugs and escorts — some always on standby — to make sure these tankers stay in the lanes. The prevention system is far more important than any spill response system you can get.”

All agree that we are better prepared today in Prince William Sound compared to 1989.

dkrapf@divcom.com

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Historic budgets for state maritime academies

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resident Trump signed a number of appropriations bills (on Feb. 15) to keep the government open and operating. One of those bills was the Transportation Appropriations Bill, which provides support to the state maritime academies through the Maritime Administration (Marad) budget.

This year’s Marad budget is truly historic in terms of the support provided to the state maritime academies. The total support to the state maritime academies provided this year is $45.2 million, more than double the $18.5 million appropriated in my first year as (SUNY Maritime) president. During my time as president, our direct support grant has increased from $600,000 to $1 million, and funds for fuel assistance have increased from $200,000 to $633,333.

Funds for maintenance and repair of the

six state maritime academies training vessels has increased from $11.3 million to $25 million.

I am particularly pleased to report that this budget contains another $300 million for the construction of a second National Security Multimission Vessel (NSMV), to replace Massachusetts Maritime Academy’s training ship, the Kennedy. This will have a direct impact on the construction of the first NSMV replacing Empire State through increased competition and decreased costs for what is now a multiship build. All of this would not be possible without the outstanding leadership and support of Secretary of Transportation Elaine Chao and Marad Administrator Mark Buzby.

In just a little more than four years, the presidents of the six state maritime academies have built a bipartisan coalition across two administrations that has resulted in $600 million for a program that many questioned and openly

doubted, and some opposed.

This is a remarkable accomplishment, and I am proud of what my colleagues and I have been able to achieve. By working together, we have educated many members of Congress on the importance to the nation of the state maritime academies, the U.S. merchant marine, and the maritime industry. This year’s budget demonstrates that many in Congress now believe in the value of the state maritime academies.

In a few weeks, I head back to Washington, D.C., to begin work again on next year’s appropriations bill where we hope to maintain this historic level of support in what is going to be a very challenging budget year.

Rear Adm. Michael Alfultis President State University of New York, Maritime College Bronx, N.Y.

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On the Water

Open door policy – Part III

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By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

t’s a fact that tugs and towboats don’t sink every day. It’s a somewhat rare event. But if you think that the dangers of inadequate ventilation and open doors, hatches or other openings is overblown, then you should carefully read about the sad tale of the towboat Ricky Robinson, which sank on the Mississippi River near Memphis, Tenn., in 2017.

(See NewsLog, page 17, and https://www.ntsb. gov/investigations/AccidentReports/Reports/ MAB1827.pdf.)

The list of things that weren’t right in this casualty is extensive: weather deck void covers left open, chronic “mystery” water leaks, intercompartmental cable runs unsealed, and our old friend the wide-open engine room doors. In a classic case of deviating from the norm and then normalizing that deviation, the deckhands had to pump out the steadily leaking stern void multiple times per shift. And for the practical purpose of maintaining quick access to those void spaces, their covers were removed and left off.

Captain’s Table High water and more high water on the Ohio

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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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n my 40-plus years on the river I have seen many things. But I don’t think I have ever seen as much rainfall and high-water conditions on the Ohio River as we have had in 2018 and early 2019.

We have experienced high water conditions and flooding on the Ohio before, but not for such an extended period of time. By December, parts of Kentucky had already received nearly 70" of rainfall.

In the Cincinnati area where my company operates, we recently had a stage of 56', which is four feet above flood stage (pool stage is 26'). At first glance, this might not sound so bad, until you learn that all of the flood gates on the Newport, Ky., side of the Ohio River have been closed for quite a while. Under these conditions, those who do business on the river side of the flood gates must scramble to get and maintain access over the flood walls. When the flood gates remain closed because of continuing high water conditions, it has a huge effect on our ability to operate.

Here’s an important item from the NTSB report: In a memo to the Coast Guard regarding the flooding and loss of the Ricky Robinson, the company, Wepfer Marine, held the deckhand accountable for “not keeping the hatch covers tight” and not closing the engine room doors. The company held the pilot accountable for “producing an excessive rate of speed in a light boat condition.”

However, former crewmembers stated that the vessel was being operated normally with watertight hatches and engine room doors open despite the company’s checklist requiring closure of hatches, the NTSB report said.

If you find yourself in circumstances like this where mariners and co-workers have normalized that way of dealing with serious vessel problems — and for whatever reason remains unaddressed — a reality check is in order.

Incidents like the sinking of the Ricky Robinson and the deaths of the crew doesn’t happen often, but it happens often enough. It can happen to any of us. And when it does occur, it tends to be, as with this casualty, very quick. The pilot, Keith Pigram, was 35 years old at the time of the accident.

His stepson and deckhand, Anquavius Jamison, was 19.

What is different from the past and is rainfall the only culprit? Even with the record rainfall, I don’t think that rain by itself is the cause of our ongoing problem with high water. I think it is a combination of factors.

Could it be global warming? Possibly. Could it be that cities and counties along the river have changed the way they manage water flow? This is a distinct possibility. For example, the municipal water and sanitation districts in my area have undertaken major construction projects to repair and expand the infrastructure that handles storm runoff, thereby increasing the volume of rainwater reaching the river.

To further compound this situation, riverfront development has exploded in many cities, which contributes to increased runoff. Previously undeveloped land that would have absorbed rainfall now provides a fast lane for water runoff into the rivers.

I don’t have any real answers at this point, only questions. But I believe strongly that the inland river industry, along with government experts, must begin looking at this situation and decide how we can manage what seems to be a growing problem on the rivers.

www.workboat.com • APRIL 2019 • WorkBoat

18-Aug 18-Sep Oct-18 GOM INDICATORS WORKBOAT 18-Nov DEC. '18 Dec-18 WTI Crude Oil 44.48 Jan-19 Baker Hughes Rig Count 24 IHS19-Feb OSV Utilization 30%

Energy Level Offshore wind power picks up the pace

U.S. Oil Production (millions bpd) 11.7

JAN. '19 52.94 19 31.4% 11.9*

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

*Estimated

12.1*

.

FEB. '18 60.98 17 25.4% 10.3

GOM Rig Count

GOM RIG COUNT

By Bill Pike, Correspondent 30

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he Baker Hughes offshore rig count continues to hover in the plus or minus 20 range. While things could be worse, a decent recovery in the rig count appears to still be in the wings.

On the flip side, U.S. Gulf of Mexico oil production, at about 2 million bbls. per day, is at its highest level ever.

Combined with burgeoning onshore production, mostly from the Permian Basin, the U.S. is now the largest oil producer in the world at 12 million bpd. The U.S. has also set a new oil exports record, shipping an estimated 3.6 million bpd to foreign markets. While the production numbers may bode well for the OSV market, the rig numbers are disappointing and could dampen the long-awaited recovery.

But there is an alternative — wind power. According to the U.S. Department of Energy’s National Renewable Energy Laboratory (NREL), activity in offshore wind power has increased significantly.

A recent NREL report notes that the U.S. offshore wind industry took a leap

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forward as several commercial-scale projects were selected for state-issued power purchase awards in 2018: • The first round of offshore wind solicitations in Massachusetts was awarded to the 800-MW Vineyard Wind project.

• Rhode Island chose Deepwater Wind’s 400-MW Revolution Wind proposal to support the state’s goal of adding 1,000 MW of renewables by 2020.

• In Connecticut, an additional 200

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MW of offshore wind capacity from Deepwater Wind’s Revolution Wind project was selected under the state’s clean energy request for proposals.

Other U.S. states implemented dedicated energy procurement and offtake policies in 2017–2018.

Offshore wind development will tap into the skills of workers in existing U.S. oil and gas companies, which have decades of experience developing ocean energy infrastructure. That is good news for the workboat industry.

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WorkBoat Composite Index Stocks up 3.75% in February

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fter gaining 174 points, or almost 10%, in January, the WorkBoat Composite Index added another 74 points, or 3.75%, in February. For the month, winners topped losers by a 2-1 ratio.

Among the gainers in February was Tidewater Inc. The New Orleansbased offshore service vessel operator was up on news that it beat estimates on earnings and revenue.

STOCK CHART

In the company’s March 1 earnings call with analysts, John Rynd, Tidewater’s president and CEO, said that the company “entered 2019 on a strong financial and operational footing.”

“While we may not be able to put market volatility in the rearview mirror quite yet, we along with several of our peers in the drilling contractor sector have a constructive view of the offshore market as we progress through 2019.”

Source: FinancialContent Inc. www.financialcontent.com

INDEX NET COMPARISONS 1/31/19 2/28/19 CHANGE Operators 313.54 318.83 5.29 Suppliers 3269.14 3403.41 134.27 Shipyards 2685.27 2796.09 110.82 Workboat Composite 1980.32 2054.49 74.17 PHLX Oil Service Index 96.14 93.45 -2.69 Dow Jones Industrials 24999.67 25916.00 916.33 Standard & Poors 500 2704.10 2784.49 80.39 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/

Inland Insider High water? All roads lead to New Orleans

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very year during the spring thaw millions of cubic feet of water rush down from the Upper Mississippi River and all its tributaries to New Orleans and eventually out into the Gulf of Mexico. This annual high-water event brings with it increases in the river’s current and can result in barge breakaways, collisions, allisions and, sometimes, loss of life.

The efforts of the Corps of Engineers, Coast Guard, and industry to keep these problems to a minimum is nothing short of monumental, though they get little credit from the general population.

This year nature has seen fit to make the river run high and fast early by dumping heavy rains in the Mississippi and Ohio river valleys. This prompted 10

PERCENT CHANGE 1.69% 4.11% 4.13% 3.75% -2.80% 3.67% 2.97%

Rowan Companies was down slightly in February. The company posted a fourth-quarter net loss of $14.3 million.

This compares to a $112 million profit in the fourth quarter of 2017.

Tom Burke, the company’s president and CEO, discussed the pending merger with Ensco which was recently approved by shareholders, during Rowan’s fourth quarter earnings call in February. “I’m pleased to see our cost synergy target increased to $165 million per year from a $150 million per year as originally announced in 2018.

We would expect to reach full run rate synergies by year end 2020.

“Customer feedback regarding the combination continues to be positive, but demands on drillers to work with customers to bring down overall well costs has never been greater. Rowan’s combination with Ensco is exactly what is needed to become more competitive, while still managing our cost structure to more appropriate levels.” — David Krapf

the Corps in late January to send its East Coast trailing suction hopper dredge McFarland to New Orleans because shoaling on the Mississippi River at Southwest Pass was so bad.

Meantime, the dredge Wheeler has been on site, spending most of its time in Southwest Pass.

Additionally, on Feb. 27, the Corps decided to open the Bonnet Carré Spillway to ensure safe passage of the Mississippi through the greater New Orleans area. Operation of the structure, located about 33 river miles above New Orleans, relieves pressure on main line levees, maintains river stages, and regulates the flow downriver from the spillway.

That same day, a mast holding the flood and navigation lights of the 820'×144' tanker Clio, riding high, struck the Huey P. Long Bridge over the Mississippi River at New Orleans.

Luckily, no one was injured, no fluids went into the water, the river was not closed, and there was no damage to

the bridge. That’s called dodging a bullet.

The Bonnet Carré Spillway is part of the multistate Mississippi River and Tributaries (MR&T)

By Ken Hocke, system, which Senior Editor uses a number of features to provide flood risk reduction to the Mississippi Valley from Cape Girardeau, Mo., to Head of Passes, La. It can divert a portion of the river’s floodwaters via Lake Pontchartrain into the Gulf of Mexico, thus allowing high water to bypass New Orleans and other nearby river communities. The structure has a design capacity of 250,000 cfs, the equivalent of roughly 1,870,000 gps.

For officials in New Orleans, they’re rounding into midseason form and are now warmed up for the main event coming in the spring.

www.workboat.com • APRIL 2019 • WorkBoat

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Insurance Watch

Surveys and charters

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t is important to have a survey done before purchasing a new vessel, but it’s also important to perform one before chartering a vessel from another owner for a job. Before you sign a charter agreement, it’s a good idea, and most likely required by your insurance company, to do an on-hire survey.

When you take on a chartered vessel you assume the liabilities for the vessel in the condition it is in. You do not want to be responsible for pre-existing damage to the vessel. This is where an on-hire survey will help. It will give the overall condition of the vessel and clearly state any deficiencies. Likewise, when your charter is completed, it is wise to have an off-hire survey done to

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once again document the condition of the vessel. This will state any damage to the vessel which may have occurred during the charter as well as setting a baseline condition for when you hand it back over to the owner.

An on-hire survey typically does not include the value of the vessel. This can be requested and can be useful in negotiating a contract. Recently a client approached us with a contract to charter a barge. The contract stated that they were required to carry $1.5 million hull limit on the barge. While this may be an acceptable limit on a new barge, this barge was more than 50 years old. By having a hull value on the survey, they could then push back on the owner to carry lower and more acceptable limits. Another solution is to insure the vessel to the limits that the owner carries on the boat.

The contract for the vessel charter should include: • Start and end dates for the charter.

• Duration of the charter.

• Specific job for which the vessel is being used.

• Liability limits to be carried (both P&I and pollution).

• Where the charterer will take and end pos- By Chris session of vessel. Richmond Chartering a vessel for a job is a good way to use additional resources and expand your business.

Do your homework so when the job is completed you are not hit with any surprises that end up costing you money.

Chris Richmond is a licensed mariner and marine insurance agent with Allen Insurance and Financial. He can be reached at 800-439-4311 or crichmond@allenif.com

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Legal Talk

Vessel owner’s liability for medical response

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Fifth Circuit Appeals Court in Louisiana recently examined whether a vessel owner could be held liable for the actions of shoreside medical personnel. The matter arose when a

seaman aboard a tug suffered a stroke while helping to load a docked vessel.

The captain called 911 and first responders arrived. At the direction of the Louisiana Emergency Response Network, the ambulance took the crewmember to a nearby hospital.

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and transferred him to a different hospital. The seaman’s medical expert argued that a CAT scan with contrast could have helped diagnose the stroke. The seaman had not been given something called

By Tim Akpinar tissue plasminogen activator, a medication that might have improved his recovery following the stroke had it been administered in the first three hours. As a result of the stroke, the seaman became permanently disabled.

The matter made its way to federal court when the seaman sued on the grounds that the vessel owner had provided an unseaworthy vessel and had breached its duty to provide prompt and adequate medical care.

The vessel owner filed a motion for summary judgment. In this lawsuit, the vessel owner’s motion essentially asked the court to find that it had not acted negligently in calling 911, and that it should not be liable for the actions of the medical staff of the hospital.

The lower court ruled in favor of the vessel owner. On appeal, the Fifth Circuit re-examined the matter. The higher court made a number of observations.

The vessel owner had not instructed the ambulance to bring the seaman to any particular hospital. Additionally, the vessel owner did not have a relationship with the hospital regarding the care of its employees.

The court noted that the vessel owner had not selected the hospital to act as its agent or otherwise act on its behalf.

The court also found no evidence that the vessel owner knew how events would unfold once first responders took the injured seaman away in the ambulance. Based on these reasons, the appeals court upheld the lower court’s Tim Akpinar is a Little Neck, N.Y.-based maritime attorney and former marine engineer. He can be reached at 718-2249824 or t.akpinar@verizon.net.

www.workboat.com • APRIL 2019 • WorkBoat

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NEWS LOG NEWS BITTS NOAA MAKES CHANGES TO NAUTICAL CHARTS

Corps of Engineers

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High water on the Mississippi River required opening the Bonnet Carré spillway Feb. 27, for the first time in two consecutive years.

Wettest winter in 124 years brings high water to Mississippi, Ohio rivers

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orps of Engineers officials say winter 2018-2019 is the wettest in 124 years for the Mississippi and Ohio river valleys. Water surging south prompted the Corps to start opening the Bonnet Carré Spillway Feb. 27 to ensure safe passage of the Mississippi River through the greater New Orleans area — the first time that’s happened in two consecutive years.

February rains at 200% of normal across the Tennessee Valley brought flooding expected to exceed historic levels and forced a shutdown in late February of barge traffic along 650 miles of river, according to the Tennessee Valley Authority. With 13.47" of rain recorded at Nashville, Tenn., it was the wettest February there since 1880, according to the National Weather Service.

Lock closures and daylight-only restrictions affected navigation on the Tennessee and Ohio rivers well into early March. As the month began, the Mississippi river stage of 16.5' at New Orleans was creeping toward the 17'

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flood stage and Corps officials said they planned to operate the spillway for weeks in anticipation of a crest in anticipated mid-March.

Operating the Bonnet Carré helps relieve pressure on main line levees, maintain river stages and regulate the flow downriver from the spillway.

Openings begin when the river is expected to reach the operational trigger of 1.25 million cubic feet per second.

Located 33 river miles above New Orleans on the east bank in St. Charles Parish, the Bonnet Carré Spillway is a concrete weir that parallels the river for a mile and a half. It consists of 350 gated bays, each holding 20 timber “needles,” for a total of 7,000 needles.

When needles are removed, river water flows into the floodway and flows almost six miles between guide levees to Lake Pontchartrain into the Gulf of Mexico, thus allowing high water to bypass New Orleans and other nearby river communities.

The spillway has only been activated 13 times since it opened in 1931. This

he National Oceanographic and Atmospheric Administration is changing how its raster nautical charts show minimum depths in Corps of Engineers maintained channels.

Up until now, raster printout paper charts and corresponding digital raster navigational charts reported minimum depths — also called controlling depths — that were collected during the Corps’ periodic sonar surveys of channels.

Instead, those controlling depths will now be replaced on raster charts with the original channel design dredging depths — also called project depths — set by Corps designers.

“Standardizing depth presentation on these products will improve data consistency and overall safety,” according to NOAA’s Office of Coast Survey, which began to implement the changes in early 2019.

NOAA’s electronic navigational charts (ENC) are not affected by the changes. The agency wants mariners to use the ENC suite of charts for critical safety information, because they typically get updated as much as one month before the raster charts.

NOAA said they are making the change because while the Corps makes its recent survey depths available publicly online, it takes time for the new depths to be incorporated into NOAA nautical charts and published. Updating the ENC suite takes priority over the raster charts, so “this often results in RNC products not accurately reflecting the most current controlling depth values” that are found on the ENC charts and Corps’ online data. — Kirk Moore

www.workboat.com • APRIL 2019 • WorkBoat

is the first time it has been opened for two consecutive spring high waters.

Anticipated by design to operate about every 10 years or so, the spillway was opened in 2011, 2016 and 2018.

— Ken Hocke and K. Moore

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ownflooding through open, unsecured hatches likely caused the Dec. 8, 2017, sinking of a towboat near Memphis, Tenn., that killed the captain and deckhand, the National Transportation Safety Board reported.

The 66'6"×24', 1,400-hp Ricky Robinson, operated by Wepfer Marine, Memphis, was manned by pilot Keith Pigram, 35, and his deckhand stepson Anquavious Jamison, 19, when it capsized and sank at 11:42 a.m. near mile marker 733 on the Mississippi River.

Investigators found open hatches and an engine room door tied open after the Ricky Robinson was raised from the Mississippi River.

NTSB

Downflooding caused fatal 2017 towboat sinking, NTSB says

The NTSB blamed Pigram for proceeding at a speed that brought water over the bow, which flowed astern and into unsecure deck hatches. But investigators also faulted Wepfer for not enforcing policies on keeping hatches closed and failing to address recurrent leaks that forced crewmembers to pump out stern voids on the Ricky Robinson several times a day.

A pilot who was on the Betsy Ross, another Wepfer fleet boat, told NTSB investigators he saw that both engine

www.workboat.com • APRIL 2019 • WorkBoat

room doors were open on the Ricky Robinson as it got underway at mile marker 730 around 10:59 a.m.

The Betsy Ross pilot heard a VHF radio distress call from the Ricky Robinson, with the words, “We’re going down.” Seconds later a dispatcher at Economy Boat Store, a fuel service provider at mile 735, received a call from Pigram, who said, “This is the Ricky Robinson. We are in distress.

We are one mile down from you and taking on water. Please send someone.”

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Both the Betsy Ross and Economy Boat Store workers on the Crew Boat 2 responded to the scene to find only debris in the water. Pigram was never found, and Jamison’s body was recovered when the Ricky Robinson was raised nine days later.

Investigators found that only the starboard engine room door was open, tied off to a stair. Four hatch covers were missing for the port- and starboard-side aftermost and forward stern voids. The NTSB team came to focus on water accumulating in those stern voids, after learning from two crewmembers and one former crewmember that stern voids often had to be pumped out if the hatches were not sealed.

After the towboat was raised, Wepner repaired some $1.5 million in damage and returned the vessel to service. The repairs included adding 6" high coamings around the four stern void hatch openings and four dog hatch covers, the

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report notes.

A submersible pump found outside the stern voids suggested the spaces had not been pumped out since the crew change more than five hours before, according to the report.

The Ricky Robinson was likely taking water over the bow — flowing at a combined speed around 10 mph between the vessel speed and river current — which flowed aft down the deck to open or unsecured hatches, the report says.

With water building up in the voids, the investigators believed that “the pilot’s turn to starboard would have induced a turning heel to port, causing the floodwater in the voids to shift from starboard to port and result in a greater heel to the port side.”

“Considering that the water in both stern voids would have substantially reduced the vessel’s aft freeboard, and the turning forces would have caused

the deck edge to submerge, additional water likely boarded the aft deck and downflooded into the stern voids, increasing the rate of filling to the voids.”

As the vessel heeled to a larger angle, water would have also downflooded through the open engine room door, causing the Ricky Robinson to lose stability and capsize, the investigators concluded.

In a memo to the Coast Guard, Wepfer officials had blamed the deckhand for “not keeping the hatch covers tight” and not closing the engine room doors and blamed the pilot for “producing an excessive rate of speed in a light boat condition.”

“However, former crewmembers stated that the vessel was operated customarily with watertight hatches and engine room doors open despite the company’s checklist requiring closure of hatches,” the NTSB report said.

— K. Moore

www.workboat.com • APRIL 2019 • WorkBoat

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NEWS BITTS Charter operators hit with big fines in Coast Guard crackdown

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man who operated his 147' yacht as an illegal passenger charter vessel in Florida during summer 2018 was sentenced to three years of probation, including six months of home confinement, and fined $4,000.

Randy Postma, 71, of Davie, Fla., is the highest-profile case yet in the Coast Guard’s aggressive campaign to stop charter operators it says are violating the law. Postma’s 147'×28'9" motor yacht Golden Touch II was stopped by the Coast Guard near Miami on Aug. 19, 2018, and found to be overloaded with passengers and lacking a certificate of inspection.

Within days the Coast Guard issued Postma a Captain of the Port order, directing him to cease passenger vessel operations until he came into compli-

FIRE BREAKS OUT ON POLAR STAR AS IT PUSHES THROUGH ANOTHER ANTARCTICA MISSION

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he crew of the Coast Guard icebreaker Polar Star fought a fire that broke out in the ship’s incinerator compartment Feb. 10, the latest trouble to face the crew on their long deployments to Antarctica.

After expending four fire extinguishers trying to stop the fire, the crew needed two hours to put out the blaze. Damage from the fire was contained inside the incinerator, but several electrical systems and insulation nearby were damaged by firefighting water as the crew cooled down the incinerator exhaust pipe.

The 339'x83'6"x31' Polar Star, commissioned in 1976, is the sole U.S. heavy icebreaker. Its crew has dealt with mounting mechanical and electrical issues with the aging equipment during the annual Operation Deep Freeze, the joint military service mission that supports the National Science Foundation and its U.S. Antarctic Program.

The Polar Star crew departed their homeport of Seattle Nov. 27 for their sixth deployment in as many years and travelled more than 11,200 miles to Antarctica. While underway the crew dealt with breakdowns of a potable water evaporator and an electrical panel. Then while breaking through nearly 17 miles of ice, there were ship-wide power outages, and scuba divers had to go overboard to repair a propeller shaft seal.

With only one other icebreaker, the 420' medium icebreaker Healy, the U.S. has almost no self-rescue ability if either ship were to become stranded in the polar regions.

In its recent budget deal, Congress provided $655 million to begin construction of the first in a new class of six heavy icebreakers – or “polar security cutters,” as Coast Guard advocates have dubbed them. — K. Moore

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ance with all federal laws and regulations. Despite a warning that violating the order could subject him to civil penalties and imprisonment, the Coast Guard learned that the Golden Touch II was still being used commercially on Sept. 1.

Postma subsequently entered a guilty plea to violating the order. The U.S. Attorney’s Office for the Southern District of Florida and the Coast Guard announced the sentence, stressing that they are serious about enforcing requirements for charter operators to operate within the law.

“Those who seek to dodge federal regulations and take shortcuts by operating illegally, willfully put their passengers at risk and will be held accountable,” said Capt. Ladonn Allen, chief of the Coast Guard 7th District Prevention Department in Miami.

The Coast Guard campaign has brought more scrutiny to so-called bareboat charters, where recreational vessels are available for hire and customers are offered a choice of qualified captains. A week after the Postma sentencing, Coast Guard officials in Chicago said they were seeking $80,000 in penalties against the owner of two vessels operated as 12-passenger bareboat charters on Lake Michigan.

Robert Glick of Chicago, who owns the 37' Sea Ray cabin cruiser Allora and the 35' pontoon vessel Fun, operating as Offshore 312, was charged with violating three separate federal regulations for each boat while operat-

ing a business that transported paying passengers. If the Coast Guard Marine Safety Unit Chicago makes the charges stick, it would be the largest civil penalty ever handed down by the agency to a recreational boat owner for operating as an illegal commercial passenger vessel business.

Coast Guard officials say they contacted Glick after being tipped in April 2016 that he was operating illegal charters and offered to help him come into

compliance. But between June 2017 and June 2018 the Allora and Fun were stopped several times by Coast Guard and Illinois Department of Natural Resources officers who cited the boats with safety and other violations.

The Coast Guard said that operators who take on more than six paying passengers are considered to be a commercial passenger business, requiring a certificate of inspection and a mariner’s license. — K. Moore

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2/5/18 11:17 PM

Tugs

Get A Handle On For tugs, better operating efficiency and lower emissions.

Jensen Maritime

By Kirk Moore, Associate Editor

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he new day of the 100'×40' ship hanand expanding ports. dling and escort tugboat was firmly es“Our approach has been to use a proven hull tablished in 2018, with the delivery of and incorporate owner requirements into it,” said another Tier 4-powered tug for the East Coast Jay Edgar, vice president of engineering services and new projects to equip Pacific operators. with Jensen’s parent company Crowley Maritime In December, Foss Maritime inked a Corp. Jensen designers use a modular concept, contract with Nichols Brothers Boat Buildaccommodating different engine and generator ers, Freeland, Wash., to build four more ASD packages and deck layouts that can be adjusted The Seastreak Commodore approaches at Highlands, N.J. 90-class tugs, with an optionthe forterminal an additional in accordance with winch and machinery requiresix. The tugs are the latest iteration of the ments, he said.

Valor tugboat design from Jensen Maritime “We have a very open, flexible hull form,” said Consultants, Seattle. The type has become a Edgar. “It’s not quite plug-and-play, but its close.” versatile template for operators faced with the The Valor platform is the base for the latest growing demands of bigger container vessels McAllister Towing and Transportation Co. Inc. tugboats such as the 6,770-hp Rosemary McAllister, a 2018 WorkBoat Significant Boat of the Year that was delivered last year. It went right to work moving 1,200' ultra large container vessels (ULCVs) around Hampton Roads, Va. Sistership to the Brian McAllister, first of the class that arrived in New York in late summer 2017, the Rosemary was followed by the Ava McAllister, delivered in December, and another tug is still being built at Eastern Shipbuilding Group, Panama City, Fla.

Jensen Maritime has designed a series of 100'x40', 90-ST bollard pull tugs that Nichols Brothers Boat Builders will build for Foss Maritime.

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NEW TUG DRIVERS The advent of Tier 4 emission requirements, www.workboat.com • APRIL 2018 • WorkBoat

Alex Lee

The new tug Rosemary McAllister shows off at the June 2018 Harborfest parade at Norfolk, Va.

Conrad Shipyard

Subchapter M safety rules, bigger container vessels moving through the widened Panama Canal, and growth in U.S. liquefied natural gas (LNG) exports from the Gulf Coast and Chesapeake Bay are all helping to drive the upgrading of tug fleets.

In Louisiana, the order book at Gulf Island Fabrication Inc. includes nine sister vessels to the 98'6"×42'8"×16'5" Mark E. Kuebler, a Z-Tech 30-80 terminal/escort tug that its Gulf Island Shipyards division delivered to Bay Houston Towing Co. The tug was designed by Robert Allan Ltd., Vancouver, British Colombia, and built at Gulf Island’s Jennings, La., facilities. Main propulsion comes from two Caterpillar 3516E, C rating, Tier 4 diesel engines, each producing 3,386 hp at 1,800 rpm. The Cats are connected to Schottel SRP 510 FP Z-drives, giving the new tug a bollard pull of 80 tons. The tug is being operated by G&H Towing.

In July the Netherlands-based Damen Shipyard Group introduced a new lineup of ship-handling tugs at the International Tug, Salvage & OSV Convention in France, including its RSD (reversed stern drive) Tug 2513 with 70 metric tons of bollard pull in both push and pull modes. A new series of compact multipurpose vessels, the ASD Tug 2312 and ASD Tug 2813, is being marketed for ship handling, salvage and coastal towing, with 60 tons and 80 tons of bollard pull respectively.

In the U.S., Damen has been increasing its presence since the group opened its North American offices in Houston in 2016. Damen USA designers drew up plans for the Kāpena Jack Young, the first of four 123'×36'6" twin-screw tugs to be built by Conrad Shipyard, Morgan City, La., and delivered to Young Brothers, Honolulu, a subsidiary of Foss Maritime, Seattle.

Powered by twin GE 8L250 6,000hp engines, the Kāpena Jack Young has a maximum bollard pull in excess of 83 metric tons and a top speed of 12.5 knots. The Conrad-built tugs, to be delivered through 2019, will be the first in Hawaiian waters to meet EPA Tier 4

The Kãpena Jack Young is the first of four 123'x35'6" twin-screw tugs being built for Honolulu-based Young Brothers at Conrad Shipyard.

air quality requirements.

“The new tugs are designed to match with our fleet of modern high capacity barges and will improve the company’s ability to provide timely cargo services to the islands,” Joseph Boivin Jr., president of Young Brothers, said when the Kāpena Jack Young was delivered in early July. “They’ll enhance service through lower maintenance down time, better tow speeds, greater operating efficiencies, and lower emissions.”

Another planned venture between Damen and Foss was sidelined when Foss closed its Rainier, Ore., shipyard in July, laying off 10 workers and cancelling an agreement to build new Damen-designed tugboats there.

Foss continues to provide shipyard services at its Seattle base, and the decision to close the Rainier facility was a “business decision based on multiple economic factors,” according to Foss spokesman Loren Skaggs.

The Foss Rainier Shipyard was acquired by Foss with its purchase of Brix Maritime almost 25 years ago and was converted to handle new vessel construction 15 years ago.

Since then 23 vessels were built there, including the Dolphin-class tugboats that dominate the Foss harbor services fleet and the big offshore Arctic-class boats. The last vessel to be launched at Rainier was the 121'×31'×20', 7,268-hp Nicole Foss in June 2017. Foss Rainier was to be the site for construction of a new series of Damen ASD 2813 azimuth stern drive (ASD) tugs for the rapidly upgrading U.S. ship assist and escort market.

Foss moved ahead with upsizing its fleet through the Nichols Brothers contract, which will deliver the first

www.workboat.com • APRIL 2018 • WorkBoat

four of what could be 10 of the 90 bollard ton boats between winter 2020 and winter 2021. With MTU series 4000 main engines connected to RollsRoyce US255 azimuth thrusters, the tugs will be capable of offshore service, ship assist, escort, maneuvering and docking.

Jensen designers provide the Foss variants with large fuel capacity for long trips, comfortable crew accommodations and large engine room space.

On deck will be Markey TES-40 winches and the tugs will be equipped with 900-gpm fire pumps and monitors, powered by onboard generators.

Some 14 of the Valor-based tugboats designed by Jensen are delivered or under construction, and company officials say they have more than 20 proposals out, including some for operators in the growing Gulf LNG arena.

“The ship assist market continues to upgrade as the international fleet upgrades,” said Bryan Nichols, director of business development for Jensen. “We are getting some requests to get higher horsepower.”

How high could it go? “The next 10 tons, say, to get over the 100-ton (bollard pull) mark” can be done with stepping up to a 110' hull and yet bigger engines, Jay Edgar of Jensen said.

But what’s really getting attention now is the promise of boosting that pulling muscle inside the 100' package using hybrid power.

“With the new hybrid technology, we’re finding we can stay with the high-speed diesel package,” adding in electric drive for additional power and longer endurance, while saving money on fuel and maintenance, said Edgar.

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CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

Armstrong Marine delivers new fast coastal research vessel 42' research vessel for San Diego.

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rmstrong Marine USA, Port Angeles, Wash., has delivered a new, 42'×16'×5' fast coastal research vessel to Scripps Institution of Oceanography at the University of California San Diego.

The aluminum planing catamaran research vessel Bob and Betty Beyster will enable scientists at Scripps and others to conduct local research, technology development and oceanbased education. The vessel is expected to be available for use in San Diego later this spring.

“Scripps operates a world-class fleet of oceangoing research vessels. This fleet is now made even more capable with the addition of Bob and Betty Beyster, which fills an important niche for research and teaching opportunities close to shore on a fast, nimble platform equipped with instruments and over-the-side handling equipment appropriate for heavy coastal scientific applications,” Scripps associate director Bruce Appelgate, who oversees ship operations, said in a prepared statement. “This vessel enables tremendous opportunities, whether conducting experiments in the La Jolla Canyon just offshore, or expeditions throughout the Channel Islands.”

Scientists and students at Scripps have long benefited from a fleet of research vessels to conduct oceanographic research at sea. There has been a need, however, for a vessel with 24

nearshore range, low daily operating cost, and adaptability to support advanced research with local and global impact.

The new workboat, designed by Armstrong Marine, has a draft of 2', a range of 800 kilometers (500 nautical miles), a cruising speed of over 25 knots and a top speed of 37 knots.

There’s capacity for six scientists and a boat operator.

The vessel, which will be owned by Scripps, sports an A-frame for lifting up to 4,000 lbs., an adaptable deck foundation for configuring and securing technology, and a computer-controlled engine system to automatically maintain position and heading, which will be useful for the range of research and technology development anticipated onboard.

The boat has a 19'3"×13'1"rear cargo deck with recessed all thread tie down points. Capacities include 600 gals. of fuel and 55 gals. water.

Main propulsion for the research vessel comes from twin Volvo Penta D11 engines, producing 510 hp at 2,250 rpm each. The mains connect to forward facing duo props through Volvo IPS transmissions with 1.70:1 reduction ratios.

Volvo also handled the manufacturing of the controls and steering system of the Bob and Betty Beyster.

Ship’s service power is provided by a 9-kW Northern Lights 3-phase generator. www.workboat.com • APRIL 2019 • WorkBoat

Armstrong Marine USA

ON THE WAYS

Nichols Brothers holds keel laying for first Foss tug

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Jensen Maritime

he first of four in a new class of 100'×40' Tier 4-powered tractor tugs for Seattle-based Foss Maritime is taking shape after a formal keel laying in February at the Nichols Brothers Boat Builders in Freeland, Wash.

Foss has ordered four of the ASD 90 class, with an option for an additional six. Designed by Jensen Maritime Consultants, Seattle, the 6,866-hp vessels will be based on Jensen’s proven Valor tugboat hull, with high-efficiency catalytic after-treatment technology to achieve Tier 4 emissions limits.

The Valor design is the template for other series of powerful tugs for a number of customers, said Jay Edgar, vice president of engineering services with Jensen’s parent company Crowley Maritime Corp.

“Our approach has been to use a

C. Fly Marine

The scientific equipment provided

by Scripps scientists includes a seafloor mapping system, a Morgan 200 hydraulic knuckle boom crane, a mini remotely operated vehicle, and a hullmounted transducer for underwater communications. The boat is also fitted with a Kinematics hydraulic winch and the Pullmaster PL5 A-frame mounted hydraulic winch.

The new vessel was made possible thanks to a $1.2 million philanthropic initiative in honor of the late Dr. J. Robert Beyster, founder of Science Applications International Corp., and his widow Betty. — Ken Hocke

185' ferry for North Carolina.

proven hull and incorporate owner requirements into it,” Edgar said in an interview with WorkBoat. Jensen designers use a modular approach, accommodating different engine and generator packages and altering deck layouts in accordance with winch and machinery requirements, he said.

“The new tugs are designed to upgrade our fleet and improve the company’s ability to provide timely harbor and port services to a variety of customers,” John Parrott, president and CEO of Foss, said during the keel laying ceremony. “By offering lower maintenance down time, greater operating efficiencies and lower emissions, these new tugs help expand our nearshore and offshore capabilities.”

The Foss Z-drive tugs are being built to meet the Coast Guard Subchapter M regulatory standards, with ABS loadline certification, and UWILD notation.

The vessels will be equipped with two MTU series 4000 main engines, Rolls-Royce US255 azimuth thrusters and Markey winches. The vessels will also be equipped with advanced condition-based monitoring for the Z-drives and main engines. Jensen also designed the tugs with some of the most advanced safety features in the industry,

100' tugs will operate on the West Coast.

www.workboat.com • APRIL 2019 • WorkBoat

including a single 900-gpm fire pump and monitors, which will be powered from an on-board generator.

The tugs will be multifunctional to include ship assist and escort capabilities as well as towing, operating on the U.S. West Coast to perform shiphandling duties at ports and harbors. Delivery of the first four vessels will begin in winter 2020.

“Foss is celebrating our 130th anniversary this year, and I can’t think of a better way to kick off our 130 years than by laying the keel of our next generation of harbor tugs,” said Parrott. “These new vessels will not only enhance our own fleet but will set the standard for our entire industry.”

— Kirk Moore

Gulf Island building two ferries for North Carolina

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ulf Island Shipyards, Houma, La, is building two 185'×46'×10'6" river-class ferries for North Carolina’s Department of Transportation Ferry Division. The ferries will have room for 40 vehicles, seven-person crews, and 300 passengers each.

C. Fly Marine Services LLC, Mandeville, La., was awarded a contract for the design verification and production engineering of the two new ferries. The new boats will replace the smaller Hatteras-class ferries that currently serve North Carolina. The ferries are scheduled for delivery in 2020. Elliott Bay Design Group, Seattle, is responsible for the functional engineering on the project.

“In short, we are to confirm all calculations to be correct and finalize the design of the ferry,” said Joseph Pizzitola, C. Fly Marine’s general manager.

“The production engineering will be completed in (SSI’s) ShipConstructor 25

On TheWays (software). We are to produce the nest tapes, stiffener plots, pipe spools, and assembly packages for the structure and the systems of the vessel.”

Main propulsion will come from three Caterpillar C-18 engines, producing 803 hp at 1,800 rpm each, connected to Schottel Z-drives with fixed pitched, 4-bladed props through Schottel marine gear with 2.438:1 reduction ratios. Controls and steering system are also from Schottel. The new steel-hulled boats will have a running speed of 8.5 knots.

Capacities will include 62,071 gals. of fuel and 3,500 gals. potable water.

The new ferries will be Coast Guardcertified, Subchapter H. — K. Hocke

Yank Marine finishes detailed refit of former New York Harbor ferry

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Kirk Moore

he former New York Harbor ferry Bravest is bound for Alaska after a major refit at Yank Marine Services LLC, Tuckahoe, N.J. The boat’s second act will be as an excursion tour boat in Prince William Sound.

Phillips Cruises & Tours LLC, a cruise and sightseeing operator based in Anchorage and Whittier, Alaska, is adding the 127'×32.8' high-speed aluminum catamaran to its fleet.

Located about an hour from Anchorage, Phillips Cruises’ fleet of boats take customers on guided tours close to tidewater glaciers and within sight of sea otters, whales, bald eagles and

other wildlife. The company’s trademark product is its 26 Glacier Cruise, a day-long excursion on the 137'×34' fast catamaran Klondike Express that accommodates up to 332 guests.

The addition of the Bravest “will really allow us during the busy months in June, July and August” to increase capacity on the popular route, a big part of Phillips’ average 45,000 passengers annually, said Gary Sommerfeld, the company’s director of marine operations.

A Nigel Gee design built in 1996 by Derektor Shipyards, Mamaroneck, N.Y., the Bravest and sistership the Finest served for years on the NY Waterway commuter route between Belford, N.J., and New York City. But maintaining the waterjet propulsion systems proved costly — NY Waterway had to spend $2.4 million on repairs in 2014 — and that was one factor that led ferry company president Arthur Imperatore to have Yank Marine build two 400-passenger replacement vessels with conventional propeller setups — the Molly Pitcher and Betsy Ross. With the delivery of the Molly Pitcher, the Bravest went out of service in September 2015.

The Finest went to Kitsap Transit in Washington state. The Bravest remained mothballed at the Yank Marine yard until “they sold it to the company from Alaska,” said Yank president Bette Jean Yank.

Phillips Cruises had been searching for a suitable high-speed catamaran.

Former New York ferry will operate in Alaska.

26

“They had the speed and capacity we wanted” in the Derecktor-built ferry, said Sommerfeld. “Yank did a good job building the Molly Pitcher and Betsy Ross. We thought they could do a good job with the Bravest, and they did.”

Working with BMT Design & Technology, Alexandria, Va., the two-year job of reconfiguring the Bravest from a 396-passenger commuter ferry to a 286-seat ecotourism excursion vessel required much more than just new seating and tables.

“We wanted heavier engines that would give us reliability, so weight was one factor,” said Sommerfeld. To open up the interior cabin so every seat has a clear line of sight outside, bulkheads and the interior stairs had to be moved.

Updating and upgrading the aluminum hulls and structure required replacing about 80 sections.

The refit involved a lot of structural work. “We actually added 20 years to the life of this boat,” he said.

Pacific Power Group, Kent, Wash., supplied two new MTU 16V4000M64 main engines rated at 2,700 hp each, that drive Marine Jet Power 650 MkIII waterjets through ZF 7650 gears for a service speed of 32 knots. Ship’s service power comes from two John Deere-powered 99 kW gensets, running a Flagship HVAC system. A new galley was added for full meal service.

Guests have 286 table seats by Beurteaux, a full bar and coffee station on the second deck level, and nine restrooms.

During sea trials off Atlantic City, N.J., in February, the “new” Bravest performed as designed, hitting 32 knots at 91% power. The Bravest will go into service on Prince William Sound for the start of the 2019 season in May. Unlike her previous owner, the Bravest’s new operators are not worried about needing to repair waterjets. “A place like New York Harbor can be tough. Jets don’t like trash, they don’t like silt,” said Sommerfeld. “That’s not a problem for us. Our water is deep and clean.”

— K. Moore

www.workboat.com • APRIL 2019 • WorkBoat

BOATBUILDING BITTS aster Boat Builders, Bayou La Batre, Ala., has delivered a new 221'×48'×18' offshore support vessel (OSV) to Seacor Offshore LLC. Designed by Master Boat, the Seacor Totonaca capacities include 150,000 gals. of fuel; 6,000 bbls. liquid mud; and 8,000 bbls. bulk mud in four 2,000-cu.-ft. atmospheric tanks (CargoFlexx system). Additionally, the OSV’s 155'×39' rear cargo deck can carry up to 2,216 LT of freight. The boat has a draft of 15.25'. Main propulsion comes from twin Caterpillar 3512C diesel engines, producing 1,911 hp at 1,600 rpm each. The Cats connect to 82"×70", 5-bladed, bronze propellers through Twin Disc MGX-5600 red slip clutch marine gears with 5.04:1 reduction ratios. At sea trials, the new OSV had a 12-knot running speed, 11 knots fully loaded. For additional maneuverability around offshore structures, Seacor Totonaca was fitted with four Schottel thrusters — two SST-2FP 800-hp electric motor through frequency bowthrusters and twin SST-170FP 350-hp electric motor through frequency stern thrusters.

Ship’s service power is the responsibility of four gensets — two Cat C-32 powered sparking 940 kW of electrical power each and two Cat C-18 powered producing 425 kW each (parallel operation). The steering system is

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a Jastram split rudder system from Gulf Coast Air & Hydraulics, controls are Twin Disc EC-300DP and the electronics suite is from New World Electronics. The OSV has accommodations for 36 offshore workers and crew, a GE DPS-2 system, and a Fire Fighting Systems (FFS) firefighting Class 1 FiFi system driven by two 600-hp electric motors and 350-hp deluge monitors.

All American Marine Inc. has completed construction and launched a 150-passenger hybridelectric vessel for Kitsap Transit, Bremerton, Wash.

The Waterman, a 70'×26' aluminum catamaran, was designed by Glosten in Seattle and will operate during peak times on Kitsap’s Bremerton-Port Orchard or Bremerton-Annapolis routes. The ferry features twin

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BAE Systems HybriDrive hybrid electric propulsion systems driving fixed pitch propellers. The HybriDrive system includes a generator, propulsion power converter, house load power supply and control system. BAE’s HybriDrive system requires lower engine operating hours and is more streamlined than a conventional drive, requiring fewer parts. The vessel will operate almost silently while under battery power when passengers are loading and unloading. This will be the first hybrid-electric passenger ferry in Puget Sound.

VT Halter Marine Inc. announced in February that it had been selected for a preliminary/ contract design for the National Oceanic and Atmospheric Administration (NOAA) auxiliary general oceanographic research (AGOR) variant (NAV). Naval Sea Systems Command (NAVSEA) announced the awards. The initial contract award for VT Halter is $1.5 million.

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Torqeedo, Crystal Lake, Ill., has supplied an integrated electric propulsion system for the world’s first full-size solar-electric sewage pump-out boat. The 25' aluminum boat was built for the East Shore District Health Department in Branford, Conn., by Pilot’s Point Marina, Westbrook, Conn. The boat’s propulsion system consists of two Torqeedo Cruise 4.0 outboard motors, four Torqeedo Power 48 lithium-ion batteries and four chargers. The motors are driven by electricity from the batteries. www.workboat.com • APRIL 2019 • WorkBoat

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The Exxon Valdez ran aground on Bligh Reef in Prince William Sound, Alaska, March 24, 1989.

Prevent Defense Thirty years after the

By Bruce Buls, Correspondent

USCG

Exxon Valdez oil spill.

Exxon said that the Exxon Valdez spilled 11 million gals. of crude oil into Alaska’s Prince William Sound.

Some say the amount may be closer to 38 million gals.

30

ARLIS

I

Spilled oil from the Exxon Valdez remains buried only a few inches deep on many Prince William Sound beaches.

ARLIS

n the early 1970s, when the oil industry was lobbying Congress for permission to build a pipeline from Alaska’s Prudhoe Bay to Valdez, the northernmost, ice-free port in the state, it made lots of promises. Big promises. Like state-of-theart everything in oil-spill response equipment and strict environmental protection. Like the most up-to-date navigational systems and operational standards. Like double-hull tankers.

But after getting Congressional approval and building the pipeline and the Valdez terminal, many of those promises never materialized. One glaring default was reneging on a pledge to use only double-hull tankers to haul away all that pipeline oil.

Too expensive to build, said industry, and you have to build more of them to compensate for lost capacity, which means putting more ships at sea, which creates more risk. So, after more lobbying, single-hull tankers were allowed by both the state of Alaska and the Coast Guard. BP even converted three of its double-hull tankers to single-hull by opening up the inner cargo bulkheads.

What could possibly go wrong?

And nothing did for more than a decade as nearly 8,800 uneventful, unescorted tanker trips passed through Prince William Sound. Inevitably, however, complacency crept in and standards were relaxed. So, with a lack of government oversight and industry neglect, nobody was prepared for the Exxon Valdez disaster on March 24, 1989.

In what the National Transportation Safety Board concluded was a combination of bad seamanship, bad judgment, bad management and bad luck, a recently built tanker plowed directly into a well-known reef and ripped itself open in the middle of Prince William Sound in the middle of the night. North Slope crude from eight ruptured cargo tanks started pouring into calm waters at an estimated 20,000 gals. per hour.

A response barge finally arrived with boom and skimmers at about 2:30 p.m., more than 14 hours after the accident. By then, the slick had spread out to about 18 square miles.

But even without the bungled response, recovering the lost oil was already a lost cause. “One of the lessons of the Exxon Valdez is that you cannot respond effectively to a large ma-

www.workboat.com • APRIL 2019 • WorkBoat

www.workboat.com • APRIL 2019 • WorkBoat

NEW OPERATOR, NEW TUGS FOR SERVS

W

hen Louisiana’s Edison Chouest minum skiffs for emergency spill response.

Offshore (ECO) put in a bid to be the The skiffs, built by Bayweld, Homer, Alastug and barge service operator for Aly- ka, are powered by 375-hp Cummins eneska Pipeline Service Co.’s Ship Escort/ gines with MJP Ultrajet marine jet drives.

The other notable element of the ECO Response Vessel System (SERVS) in Prince William Sound, the Louisiana company package is a quartet of new 400'x96'x28' promised it would design and build a brand oil-response barges. Three of the four were built in Portland, Ore., by Gunderson Manew fleet of vessels.

The prospect of new, upgraded equip- rine. The fourth was built by ECO. Each ment to replace older Crowley Maritime barge can hold up to 114,000 bbls. of recovvessels was obviously attractive to Alyeska, ered oil. They also carry booms and Crucial 100-disk skimming systems. which made the switch last summer.

Andres Morales, Alyeska’s emergency For the 10-year contract that began last July, ECO built nine new tugs and four new preparedness and response director, said barges. It also brought in the Ross Chouest, the oleophilic “fuzzy” disks attract oil, rea 256', 11,400-hp utility anchor handling pel water, and are more efficient than other tug built in 1996.

Five of the new boats are classified as “escort tugs,” and measure 140'x54'. They are powered by pairs of Tier 4 Cat C280s, each rated at 6,168 hp for a total of 12,336 hp. Bollard pull is 136 MT. Designed by Damen, the big tugs have Rolls-Royce azimuth stern drives and controllable-pitch props in Kort nozzles and a deep keg forward. Rolls-Royce also provided the highpower, low-pressure-hydraulic, constanttension, dynamic winches. Two of the tugs routinely escort laden tankers all the way from the Valdez marine terminal through the Valdez Narrows and across Prince William Sound to the Hitchinbrook Entrance. One As part of the new contract, Edison of the tugs is always tethered to the tanker Chouest built nine new tugs and four when leaving the terminal and through the new barges. Pictured is the Elrington at Narrows. Both provide close escort across Port Fourchon, La., in December, 2017. the sound, and one stands by at Hitchintypes.of“And with for thethe Buster system, brook until the tanker is 17 miles at sea.

Designers cut the weight the RIB Navyboom to 3,500 lbs.

The escort tugs were all built at ECO we can operate at higher speeds, like three shipyards in Louisiana and Mississippi, as to four knots,” he said.

There’s been a lot of training and drillwere the four new general purpose tugs.

These measure 102'x43' and are powered ing on the new tugs and barges. Prior to the by pairs of Tier 4 Cat 3516Es, rated at transfer from Crowley, ECO captains and 3,004 hp for a total 6,008 hp. The Rolls- mates made many trips to Valdez to ride Royce stern drives swing fixed-pitch props along with Crowley crews and to become in Kort nozzles. Bollard pull is 65.8 MT. The familiarized with the area, especially in the general purpose tugs also feature Rolls- winter. They also trained on simulators in Royce constant-tension, hydraulic winches. Louisiana.

The crews are finding the commonality of The primary mission of these tugs is tanker docking and undocking, but they can also the boats to be an advantage and can move be used in tandem with a larger tug for between them easily.

Although a little worried about the trantanker escort and for towing barges.

The big escort tugs are each capable of sition, Morales said it has exceeded his turning, stopping and towing a laden tanker. expectations. “I was expecting a few more They carry booms, skimmers and 23' alu- hiccups.” — B. Buls

Alyeska Pipeline Service Co.

rine oil spill,” said Rick Steiner, the University of Alaska marine advisory agent in Prince William Sound, before and after the spill. “We saw that in the Gulf [of Mexico] too. All the money in the world and all the equipment in the world can’t contain and collect oil from the sea surface in a large offshore spill.”

Frank Iarossi, Exxon Shipping’s president at the time of the accident, came to a similar conclusion about oil spill recovery, especially at first.

During testimony at a May 1989 NTSB hearing in Anchorage, he said, “I don’t think there was a power on earth that could have removed that oil from the water prior to those winds that came up Sunday night, Monday morning, blowing it onto the beaches and the areas around Eleanor and Knight Island. The only technology that could have worked or had a hope to work was chemical dispersant, not mechanical pickup.”

Iarossi’s boss, Exxon CEO Lawrence Rawl, also believed in the magic of dispersants. He told Fortune magazine in May 1989 that “the basic problem we ran into was environmentalists advising the Alaskan Department of Environmental Conservation that the dispersant could be toxic.”

Prince William Sound fishermen worried that these chemicals would harm their fisheries for years to come and opposed their use. The Coast Guard also had questions about their effectiveness as well as the toxicity. At the May 1989 NTSB hearing in Anchorage, Cmdr.

Steven McCall, the commanding officer of the Marine Safety Office in Valdez, testified that a helicopter sprayed about 300 gals. of dispersant as a test the first afternoon after the spill. “We made several passes and sprayed the dispersant on the oil, and there appeared to be no positive effect.”

Furthermore, there wasn’t much dispersant immediately available, only an estimated 2,500 to 3,500 gals. “It’s been calculated that if you had 250,000 barrels of oil spilled, 10 million gallons,” said McCall, “you would probably, at a dispersant rate of one to 20 … you would need about 500,000 gallons of dispersant for an approximate 35 percent effectiveness.”

31

Alyeska Pipeline Service Co.

SHIP ESCORT AND RESPONSE Given all that happened in March 1989 — and all that didn’t — it was obvious to everyone that the Exxon Valdez accident revealed giant holes in the safety net for oil transportation in Prince William Sound. From prevention to response, the system desperately needed an overhaul.

One of the foundations of the new order was SERVS, the Ship Escort/Response Vessel System, which is paid for and administrated by Alyeska Pipeline Service Co., a consortium of major oil companies that produce North Slope oil.

Alyeska owns and operates both the pipeline and the marine terminal in Valdez.

From 1990 to 2018, Crowley Maritime provided a fleet of tugs to escort laden tankers, assist ship docking and tow response barges, among other duties. Last summer, Alyeska switched

Last summer, Alyeska Pipeline switched from Crowley Maritime to Edison Chouest Offshore for its Ship Escort/Response Vessel System (SERVS).

from Crowley to Edison Chouest Offshore, which had promised to build a fleet of new tugs and barges for a 10year contract. (See sidebar.)

“Overall, SERVS is the industry’s best approach to prevention, and it’s been great,” said Steiner. “It’s a $50 million to $60 million a year commitment for some very powerful ocean

tugs and escorts — some always on standby — to make sure these tankers stay in the lanes. The prevention system is far more important than any spill response system you can get.”

Another fundamental improvement was the creation of citizen’s oversight councils in both Prince William Sound and Cook Inlet, southwest of Anchor-

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age. Both were explicitly authorized as part of the Oil Pollution Act of 1990, and both are funded by the oil industry.

“We now get about $3.8 million per year from Alyeska,” said Donna Schantz, executive director of the Prince William Sound Regional Citizens Advisory Council in Valdez, “and our contract is good as long as oil is flowing through the pipeline.”

Schantz is generally happy with how well the current system works. “We can’t stress enough how much better prepared we are now in Prince William Sound compared to ’89, but there is definitely a threat of state and federal rollbacks. That’s why it’s so important to have a citizen’s group like us. Yeah, it costs industry a lot of money, but look at how much it costs to spill oil and try to clean up oil.”

To support her argument, she pointed to the Gulf of Mexico.

“Look at what happened after the Deepwater Horizon accident,” Schantz said. “There were some improvements made, but then those got eliminated in the last couple years. There’s always that threat. Every year we go back to the state legislature and we go back to D.C. to express concerns about cutbacks and rollbacks on oversight and regulation. We don’t want to return to 1989.”

New, powerful ocean tugs — some are always on standby — make sure the oil tankers stay in the shipping lanes.

In the 30 years since the accident, Prince William Sound’s ecosystem has slowly recovered, but the initial devastation was intense and damages have lingered, as has the oil.

Exxon claims that 11 million gals. of oil were spilled, but that figure has been disputed by many, including the state of Alaska. Because the product lightered off after the accident contained so much water, much of it was eventually returned to Valdez for processing as ballast water. The spill may actually have been as much as 38 million gals., which ultimately spread throughout Prince William Sound and as far as Chignik on the Alaska Peninsula.

And despite Exxon’s claim that all

traces of the spill would disappear within 10 years, spilled oil remains buried only a few inches deep on many Prince William Sound beaches.

Even so, 30 years has helped heal the wounds. Riki Ott, a marine scientist and commercial fishermen from Cordova at the time of the accident, has written and spoken extensively about the ravages of the spill and its aftermath, for both the community of Cordova and for the environment.

She too, sees improvement. “The healing of the community is a mirror of what’s happening in the sound,” she said in a video interview. “It’s uneven, it’s slow, but it is happening.”

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Lessons learned from workboat accidents.

The tug Specialist is raised with the Chesapeake 1000 crane after it sank at the Tappan Zee bridge construction site on New York’s Hudson River.

By Michael Crowley, Correspondent

I

f you own, operate, or work on a tug or towboat, there’s probably a greater chance of being involved in an accident than on other workboats. That’s based on the National Transportation Safety Board’s Safer Seas 2016 and 2017 digests — annual summaries of accident investigations involving commercial vessels.

Out of the 41 vessels featured in the 2017 digest accident investigations, 22 were in the workboat category with 14 being tugs or towboats. Thus, tugs and towboats were responsible for 34% of all accidents featured in the 2017 digest.

The year before, Safer Seas Digest 2016 featured 40 vessels involved in accidents, with 17 in the workboat category. Of those, 12 were tugs or towboats, accounting for 30% of all accidents.

FATIGUE Fatigue was a factor in two collisions in the 2017 digest, one involving the tug Cerro Santiago and another the towboat Specialist. It was also the major reason the articulated tug-barge Nathan 36

E Stewart/DBL 55, operated by Kirby Offshore Marine, ran aground off Athlone island, British Columbia.

The 95' Nathan E Stewart was returning from Ketchikan, Alaska, on Oct. 13, 2016, pushing the empty 52,000-bbl. DBL55 at about 9 knots when the two ran aground at 1:08 a.m. The second mate had relieved the skipper at 2300, an hour earlier than usual. Sometime after that the second mate fell asleep and the Nathan E Stewart missed a turn at its next waypoint and ran aground. Estimated damages to the tug and barge were $12 million, and 29,000 gals. of fuel and lube oil was released.

Kirby’s safety management system (SMS) required an additional person on watch in the wheelhouse when in pilotage water, which is where the Nathan E Stewart was operating, but no one was with the second mate. The electronic chart system had an alarm that would have sounded if the ATB had gone off course, but the second mate didn’t activate it. Thus, the NTSB report said that “the probable cause of the grounding … was the second www.workboat.com • APRIL 2019 • WorkBoat

BRIDGE MANAGEMENT Poor bridge resource management includes faulty decision-making, bad seamanship, not following instructions, inadequate lookouts, inexperience and failure to use the equipment that’s available. It played a role in at least six of the workboat accidents in Safer Seas 2017 and seven in Safer Seas 2016.

An example is the Connor Bordelon.

The 260'×52' OSV owned by Bordelon Marine was crossing the Gulf of Mexico on its way to Port Fourchon, La., on Jan. 23, 2015. The mate was at the wheel and had set a course to allow for a wide separation between oil and gas platforms in the area.

At 4:28 a.m., the mate saw that an unmanned natural gas platform, South Timbalier 271A, was about half a mile ahead. Three and a half minutes later, another mate who was sitting in a settee on the bridge and the OS, who was

D&S Marine Service

mate falling asleep” and “contributing to the grounding was the ineffective implementation of the company’s safety management system procedures for watchstanding.”

Fatigue was the cause of a fatal accident that took place on March 12, 2016, on the Hudson River, where the 84' tug Specialist was southbound towing a tower crane barge. Difficulties ensued and two other towboats, the Realist and the Trevor, joined the Specialist to control the barge. But while approaching the Tappan Zee Bridge at 8 knots with a following current that was estimated at 2 to 3.5 knots, the Specialist, under control of the mate because the captain had crossed over the barge to the Realist, struck a stationary work barge.

After the collision, the current began pushing the tug under the barge. She quickly sank resulting in the deaths of two deckhands and the mate.

The NTSB determined the cause of the collision and the sinking was “inadequate manning resulting in fatigued crewmembers navigating three tugboats.” The crews of the Specialist and the Realist hadn’t had more than four to five hours uninterrupted sleep in the previous three days.

The NTSB determined that the probable cause of the capsizing and sinking of the towing vessel Ricky J Leboeuf was the relief captain’s ill-advised decision to perform a downstreaming maneuver in high-water conditions.

in the captain’s office, were alerted that they were approaching the platform. The mate tried to disengage the autopilot to move the Connor Bordelon away from the platform. He could not disengage it and at 4:32 a.m. the Connor Bordelon allided with the platform, rupturing the platform’s pipelines and causing the natural gas and oil to ignite.

The pipelines were turned off and three vessels in the area applied water to put out the fire. The collision opened up the Connor Bordelon’s hull and she left for Port Fourchon.

NTSB’s review of the accident showed that the captain had directed the mate that was not at the wheel to perform lookout duties (not sit in the settee). The company’s safe operations manual instructed the bridge team to maintain a proper lookout, plot frequent fixes to avoid allisions, and be thoroughly familiar with the proper operation of all bridge equipment.

If the mate had followed the last item in that list, he would have known about the emergency transfer button. Pushing the button would have immediately allowed him to manually steer the Connor Bordelon away from the platform.

But the mate said he “did not know about the button.”

The NTSB summed up the cause of the accident “as the failure of the mate to ensure the bridge team maintained a proper lookout and his delay in changing from the autopilot to manual steering.”

Another example of poor bridge resource management was the sinking of the Ricky J Leboeuf. On April 19, 2016, the 67' towboat capsized and later sank

www.workboat.com • APRIL 2019 • WorkBoat

after its crew tried to remove a barge from a fleeting area in the San Jacinto River near Channelview, Texas.

At the time, the river was running at an unusually high level and the Coast Guard had warned mariners about the risk of operating in the swift moving river current. The towboat’s operator, D&S Marine Service, had issued advisories, including restrictions on “downstreaming” where a towing vessel moves with the river current to approach and land on a barge or dock. In fact, the company’s SMS said downstreaming in certain river conditions was prohibited without permission of the company port captain. Further, all watertight doors, hatches and other openings had to be secured.

The Ricky J Leboeuf was to pick up two tank barges from a fleet area. At 7:50 a.m. the towboat’s relief captain approached the fleet area using the downstreaming maneuver while trying to square up on a barge. However, the river current was in charge and caused the Ricky J Leboeuf to hit several stationary barges. Then the force of the current on the starboard side of the hull, combined with the force from the port side by the barges it was against, caused the Ricky J Leboeuf to heel to starboard.

Water poured through two open doors on the main deck, flooding the hull. She rolled onto its starboard side and was quickly submerged.

The relief captain was aware of the restrictions on downstreaming, yet went ahead with it, didn’t consult the company’s port captain, and didn’t check to see that all doors were closed. Four crew survived and one died.

37

2018-2019

Construction Survey Xxxxxx

Shifting Landscape WorkBoat‘s 2018-2019 Construction Survey

By Ken Hocke, Senior Editor

Powered Vessels Reported for 2018-2019

T

he total number of workboats in WorkBoat’s Annual Construction Survey is down considerably from last year — 583 for 20172018 compared to 386 for 2018-2019.

Yet the actual number of boats under contract, under construction or delivered over the past 12 months could actually be greater than the 583 from last year because of government contracts that do not provide exact numbers.

The category that took the biggest hit is Patrol Boats, down this year to 54 from last year’s total of 221. The biggest reason? More boatyards that build patrol boats for the military can’t provide an exact number on their survey responses because they have IDIQ (indefinite delivery, indefinite quantity) contracts. With these IDIQ contracts, even the military can’t provide an exact number while the contract is open.

Consequently, the IDIQ contracts are counted as one boat each.

The total is not a hard

28

TOTAL- 386

8 34

4 3 65 62 14 Boom: Spill Response

3 10 54 24 52

Non-self-propelled Vessels

25

and fast number. Some shipyards do not participate in the survey. Therefore, boats in those yards are not counted.

Other interesting totals include the number of ferries and water taxis, which fell more than 50% from 63 last year to 34 this year. On the other hand, pushboats and towboats jumped more

than 50% from 26 last year to 65 this year.

Shipyards that were once flush with boats for the oil and gas industry have either diversified or gone out of business. In the 2015-2016 Construction Survey, for example, supply boats totalled 51. This year’s total is three.

Ken Hocke

For shipyards, the most valuable commodity remains their workforces.

38

www.workboat.com • APRIL 2019 • WorkBoat

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

ALL AMERICAN MARINE mmullett@allamericanmarine.com • www.allamericanmarine.com Matt Mullett, CEO • 1010 Hilton Ave., • Bellingham, WA 98225 • Tel: 360-647-7602 Enhydra

Summer 2018

128'x30'

A

Saratoga

2018

72'11"x29'6"

A

Waterman

2/19

70'x26'

A

Winter 2019

77'

A

Summer 2019 Spring 2019

73'x26.7' 78'x28'

A A

Winter 2020

73'x26.7'

A

(2) TBA Duke Research Vessel (2) Rich Passage 2, Rich Passage 3 Texas Game Warden

600-Passenger Hybrid Monohull Tour Vessel Eco-Tour High-Speed Catamaran Whale Watcher 150-Passenger Hybrid-Electric Catamaran Ferry 118-Passenger High Speed Ultra Low Wake Catamaran Ferry Research Vessel 118-Passenger High-Speed Ultra Low Wake Ferry (hydrofoil assisted) Patrol Boat

Red & White Fleet Puget Sound Express Kitsap Transit Kitsap Transit Duke University Kitsap Transit Texas Parks and Wildlife Department

ARMSTRONG MARINE cordeliaa@armstrongmarine.com • wwww.armstrongmarine.com Charlie Crane • Sales & Marketing Director • 151 Octane Lane • Port Angeles, WA 98362 • Tel: 360-457-5752 • Fax: 360-457-5753 Rock Island 1 Rock Island 2 (2) Bravo III, Bravo IV J2 Sea Dragon

2018 2018 2018 2018 2018

24'x8'6" 24'x8'6" 39'x19'6" 37'x13' 30'x17'

A A A A A

(2) Amelia, Johan Voyager Fathom

2018 2018 2018

32'x13' 46'x15' 35'x13'

A A A

Mirai Kahala Kona Kibou — TBD TBD

2018 2018 2018 2018 2018 2019 2019

40'x15'7" 40'x14' 40'x16' 41'x15' 42'x22' 18'x8' 32'x12'

A A A A A A A

Sea Wolf

2019

35'x13'

A

(2) TBD TBD Bob and Betty Beyster George Ryan OMC

2019 2019 2019 2019 2019

38'x13' 40'x13' 42'x16' 46'x17'6" 46'x15'

A A A A A

Survey Catamaran Survey Catamaran Aquaculture Workboat Catamaran Whale Watching RIB Passenger Transfer/ Kayak Launch Catamaran High Tunnel Catamaran Dive Vessels Passenger Transport/Tour Catamaran Passenger Transport/Tour Landing Craft Catamaran Catamaran Tour Boat Mariculture Workboat Catamaran Tour Catamaran Tour RIB Maintenance Barge Wildlife Survey/Research RIB Tour/Charter Landing Craft Catamaran Lodge/Fishing Landing Craft Catamaran Dive Patrol Compliance Monohull Research Monohull Research Catamaran Whale Watching Catamaran Landing Craft

Corps of Engineers, Rock Island District Corps of Engineers, Rock Island District — Maya’s Legacy Whale Watching — — Aquatic Life Divers — — Hawaii Experiences — — — — — — — — — Scripps Institution of Oceanography — —

AUSTAL USA michelle.bowden@austalusa.com • www.austal.com Michelle Bowden, Sales & Marketing Assistant • P.O. Box 1049 • Mobile, AL 36633 • Tel: 251-434-8000 • Fax: 907-247-7200 (13) Manchester (LCS 14) Tulsa (LCS 16) Charleston (LCS 18) Cincinnati (LCS 20) Kansas City (LCS 22) Oakland (LCS 24) Mobile (LCS 26) Savannah (LCS 28) Canberra (LCS 30) Santa Barbara (LCS 32) Augusta (LCS 34) Kingsville (LCS 36) Pierre (LCS 34) (3) Burlington (EPF 10) Puerto Rico (EPF 11) Newport (EPF 12)

2018 2018 2018 2019 TBA TBA TBA TBA TBA TBA TBA TBA TBA 2018 TBA TBA

418'x100'

A

Littoral Combat Ship

U.S. Navy

338'x93'6"

A

Expeditionary Fast Transport Vessel

U.S. Navy

BLOUNT BOATS INC. Julie@blountboats.com • www.blountboats.com Julie Blount, Executive Vice President • 461 Water Street • P.O. Box 368 • Warren, RI 02885 • Tel: 401-245-8300 • Fax: 401-245-8303 Hull 369

5/19

132'x40'

S

Hull 370

5/19

85'x27'

A

www.workboat.com • APRIL 2019 • WorkBoat

Passenger Vessel (Double-Ender) Passenger Ferry

Governors Island Corp.

Fire Island Ferries

39

Vessel Name or Hull #

Hull 371 Hull 372

Delivery Date

12/19 10/19

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

101'x40' 56'x18'6"

S S

Type Vessel

Double-Ended Ferry Icebreaking Twin-Screw Tug

Owner

South Ferry Co. New York Power Authority

JOHN BLUDWORTH SHIPYARD LLC info@jbludshipyard.com • www.jbludshipyard.com Gasper C. D’Anna, President • 3101 E. Navigation Blvd. • Corpus Christi, TX 78402 • Tel: 361-887-7981 • Fax: 361-887-6014 Lester Fulfer

4/18

84'x32'

S

Larry C

7/18

84'x32'

S

8/19-6/20

84'x32'

S

(6) Hulls 163-168

Inland Pushboat Conventional Propulsion Inland Pushboat Conventional Propulsion Inland Pushboat Conventional Propulsion

Martin Operating Partnership LP Enterprise Marine Services LLC Maritime Partners LLC

BOLLINGER SHIPYARDS INC. ericb@bollingershipyards.com • www.bollingershipyards.com Eric Bollinger, Vice President, Sales • P.O. Box 250 • Lockport, LA 70374 • Tel: 985-532-2554 • Fax: 985-532-7225 TBA

2019

183'

S

Vehicle Ferry

TBA (Multiple) Richard Snyder Nathan Bruckenthal Forest Rednour Robert Ward Terrell Horne

2019 2018 2018 2018 2018 2018

— 154'x26'8"x14'

S S

Alaska Class ATB Fast Response Cutter Patrol Boat

North Carolina Department of Transportation Ferry Division Crowley Fuels LLC U.S. Coast Guard

C&C MARINE AND REPAIR LLC mjpescudier@ccmrepair.com • www.ccmrepair.com Jean-Paul A. Escudier • 701 Engineers Road • Belle Chasse, LA • Tel: 504-433-2000 • Fax: 504-433-2044 Chris Reeves, Jerry Jarrett, Cindy L. Erickson

2018

160'x50'

S

Towboat

Marquette Transportation

CHESAPEAKE SHIPBUILDING CORP. martin@cheship.com • www.chesapeakeshipbuilding.com Charles Robertson, Owner • 710 Fitzwater St. • Salisbury, MD 21801 • Tel: 800-784-2979 • Fax: 410-742-3689 American Song (4) TBA

2018

342x59'x8'

S

—

94'x34'x10'6"

S

190-Passenger Cruise Vessel Push Tug

American Cruise Lines Vane Bros.

CONRAD INDUSTRIES INC./CONRAD SHIPYARD sales@conradindustries.com • www.conradindustries.com Robert Sampey, General Manager • Gary Lipely, Director of Marketing & Sales • 1501 Front St.• Morgan City, LA 70380 • Tel: 985-384-3060 (2) TBD (9) TBD (2) TBD Ray S (2) TBD (4) TBD TBD (4) Kapena Jack Young TBD, TBD, TBD

2018/2019 — — 2018 — — — 2018 Various

100'x34' — — 102'x36'x11' — — — 123'x36'6"

S S S S S S S S

3,000-hp Ocean Tug Aggregate Barge Anchor Barge Towboat Deck Barge Spud Barge Tug Tug

Harley Marine Services — Great Lakes Dredge & Dock Enterprise Marine Services LLC — — — Young Brothers

CONRAD INDUSTRIES INC./CONRAD DEEPWATER SOUTH sales@conradindustries.com•www.conradindustries.com Lynn Falgout, Vice President • Gary Lipely, Director of Marketing & Sales • 995 Duhon Road • Amelia, LA 70342 • Tel: 985-384-3060 (3) DS 801, TBD, TBD

2018

405'x74'x32'

S

Tank Barge

Vane Brothers

CONRAD INDUSTRIES INC./CONRAD ORANGE sales@conradindustries.com • www.conradindustries.com Eric Bland, General Manager • Gary Lipely, Director of Marketing & Sales • 710 Market St. • Orange, Texas 77631 • Tel: 409-883-6666 (3) Assateague, TBD, TBD (2) TBD (3) TBD (4) TBD Clean Jacksonville

2018 — — — 2018

110'x38'x17' — — — 232'x48'8"x15'8"

S S S S S

ATB Tug Deck Barge Crane Barge Tank Barge LNG Bunker Barge

Vane Brothers Great Lakes Dredge & Dock Great Lakes Dredge & Dock — JAX LNG LLC

DAKOTA CREEK INDUSTRIES mike@dakotacreek.com • www.dakotacreek.com Mike Nelson • P.O. Box 218 • Anacortes, WA 98221 • Tel: 360-293-9575 • Fax: 360-293-1372 (3) WETA Ferry 1,

40

12/18

144'x40'

A

Passenger Ferry

Water Emergency Transportation

www.workboat.com • APRIL 2019 • WorkBoat

Vessel Name or Hull #

Delivery Date

WETA Ferry 2, WETA Ferry 3 7/19, 12/19 (4) — —

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

90'x38.25x16.5

S

Type Vessel

Owner

Authority (WETA) U.S. Navy

Yard Tug

DIVERSIFIED MARINE INDUSTRIES dmi83723@aol.com • www.dmipdx.com Kurt Redd, President • P.O. Box 83723 • Portland, OR 97285 • Tel: 503-289-2669 • Fax: 503-289-2825 Samantha S

2018

112'x44'

S

Z-Drive Tug

Shaver Transportation

EASTERN SHIPBUILDING GROUP info@easternshipbuilding.com www.easternshipbuilding.com Kenneth R. Munroe, Vice President • 2200 Nelson St. • Panama City, FL 32401 • P.O. Box 960 • Panama City, FL 32402 • Tel: 850-763-1900 • Fax: 850-763-7904 (4) Ronald Hull III, Hull 198-Hull 200 (3) Staff Sgt. Michael Ollis, Sandy Ground, TBD (2) Ava M. McAllister, Capt. Jim McAllister (2) TBD Argus (WMSM-915)

2019

90'x32'x10'

S

2019 2019 2019 2019 2019 2019

320'x70'x21'6"

S

100'x40'x16'4"

S

80'x38'x13'2"

S

—

360'x54'x17'

S

Canal Class Inland Towboat Staten Island Passenger Ferry ASD Z-Drive Tug 6,772 hp, Tier 4 ASD Z-Drive Tug 5,150 hp, Tier 4 Offshore Patrol Cutter

Florida Marine Transporters City of New York Department of Transportation McAllister Towing & Transportation Co. Inc. Bisso Offshore LLC U.S. Coast Guard

FINCANTIERI MARINE GROUP/FINCANTIERI MARINETTE MARINE

george.moutafis@us.fincantieri.com • www.fincantierimarinegroup.com • www.marinettemarine.com George Moutafis, Vice President of Programs • 1600 Ely St. • Marinette, WI 54143 • Tel: 715-735-9341 ext. 6610 LCS 2018-TBD (8) RBM J-1, RBM J-2, 2018 RBM B-1, RBM B-2, RBM B-3, (Various)

386'x57' 13.6 m x 4.5 m

S A

Littoral Combat Ship Response Boat Medium

U.S. Navy U.S. Coast Guard

W I N C H E S

RY G INDUST E & FISHIN IN R A M E ES FOR TH Y WINCH SPECIALT

Towing Pins OCIMF Roller Fairleads Guide Sheaves

Shark Jaws

Balanced Head Fairleads

Smith Berger Marine, Inc.

7915 10th Ave. S., Seattle, WA 98108 USA Tel. 206.764.4650 - Toll Free 888.726.1688 - Fax 206.764.4653 E-mail: sales@smithberger.com - Web: www.smithberger.com

www.workboat.com • April 2019 • WorkBoat

BLOOM MANUFACTURING, INC. Custom Engineered Solutions Since 1910 Independence, IA 50644, USA | bloommfg.com P: 319-827-1139 | 800-394-1139 | F: 319-827-1140

41

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

RBM B-4, RBM B-5, RBM B-6

FINCANTIERI MARINE GROUP/FINCANTIERI BAY SHIPBUILDING

Michael.Pinkham@us.fincantieri.com • www.fincantierimarinegroup.com • www.bayshipbuildingcompany.com Michael Pinkham, Vice President Sales & Marketing • 605 N. 3rd Ave. • Sturgeon Bay, WI 54235 • Tel: 715-587-6960 Kirby 155-03 Ronnie Murph Hull 3783 Hull 3784 Cleveland Rocks (conversion) Hull 3787

2018 2018 8/18 8/18 11/18

521'x72'x41' 123'x38'x22' 521'x72'x41' 130'x42'x23' 494'x71'x27'

S S S S S

2020

740'x78'x45'

S

155,000-bbl. Oil & Chemical Tank Barge 6,000-hp ATB Tug 155,000-bbl. Oil & Chemical Tank Barge 8,000-hp ATB Tug 16,000-DWT Self-Unloading Cement Carrier ITB Barge 33,892-DWT Self-Unloading Bunker Great Lakes ATB Barge

Kirby Corp.

Kirby Corp.

Plains All American Pipeline Plains All American Pipeline Port City Marine Services VanEnkevort Tug & Barge Inc.

GLADDING-HEARN SHIPBUILDING, THE DUCLOS CORP. sales@gladding-hearn.com • www.gladding-hearn.com Peter Duclos, President • 1 Riverside Ave./P.O. Box 300 • Somerset, MA 02726 • Tel: 508-676-8596 • Fax: 508-672-1873 Circle Line Liberty

2018

165'x36'

S

Hampton Roads Glory

4/18 4/18

56'x17' 90'x29'

A A

Sightseeing Vessels 600-Passenger Pilot Boat Catamaran Ferry

Assistant Emerald Island Hull 425 Julia Leigh

5/18 10/18 4/19 5/19

52'x17' 75'x21' 70'x21' 112'x33'

A A A A

Pilot Boat Pilot Boat Pilot Boat Catamaran Ferry

Hull 426

8/20

53'6"x17'8"

A

Pilot Boat

Circle Line Sightseeing Virginia Pilots Association Massachusetts Bay Transportation Authority Delta Launch Services Southwest Alaska Pilots Association Lake Charles Pilots Rhode Island Fast Ferry St. Lawrence Seaway Pilots

GREAT LAKES SHIPYARD jps@thegreatlakesgroup.com • www.thegreatlakesgroup.com Joseph P. Starck Jr., President • 4500 Division Ave. • Cleveland, Ohio 44102 • Tel: 216-367-8126 (4) Ohio, Hull 6503 Hull 6504 Hull 6505 (5) Hull 6506 Hull 6507 Hull 6508 Hull 6509 Hull 6510

Fall 2018 Summer 2019 Fall 2019 Spring 2020 Fall 2020 Spring 2021 Summer 2021 Fall 2021 Spring 2022

65'x24'x11'

S

Damen StanTug 1907 ICE

Great Lakes Towing

65'x24'x11'

S

Damen Stan Tug 1907 ICE, Tier 3

TBD-spec TBD-spec TBD-spec TBD-spec TBD-spec

GULF CRAFT www.gulfcraft.com 320 Boro Lane • Franklin, LA 70538• Tel: 337-828-2580 • Fax: 337-828-2586 Commodore (2) Acadia Explorer, Schoodic Explorer Libby L. McCall

2018 6/18, 7/18

150'x40' 98'4"x28'x9'10"

A A

600-Passenger Ferry 149-Passenger Whale Watcher

Seastreak LLC Bar Harbor Whale Watch Co.

2018

194'x32'x15'

A

Fast Support Vessel

Seacor Marine

GULF ISLAND SHIPYARDS LLC cvaccari@gifinc.com • www.gulfisland.com Chris Vaccari, Senior Vice President • 217 N. Columbia St. • Covington, LA 70433 • Tel: 985-635-6009 • Fax: 985-635-6011 • Cell: 985-778-3556 (2) Hulls 369, Hull 370 (2) Taani, Hull 6097 (5) Mark E. Kuebler, Hull 6013, Hull 6015, Hull 6017, Hull 6020 (5) Hull 2012, Hull 2014 Hull 6016, Hull 6018, Hull 6021 Hull 6019 Hull 6111 Hull 6119, Hull 6120

42

TBD TBD 2021 2021 2018, 2019, 2019 2019, 2020 2018, 2019 2019, 2020 2020 2019 2021 2019

365'x64'x26'

S

Multipurpose 6,700-hp Supply Vessel Research Vessel

193'x41'x18'6"

S

98'6"x42.7'x19'

S

Terminal/ Escort Tug

Hornbeck Offshore Services Oregon State University Bay Houston Towing Co.

98'6"x42.7'x19'

S

Terminal/ Escort Tug

Suderman & Young Towing Co.

118'x45'x19.6'

S

Icebreaking Tug

263'x59'x24'7" 105'x34'x10.5'

S S

Towing, Salvage, Rescue Ship (T-ATS) Inland Pushboats Limited Loadline for Great Lakes

St. Lawrence Seaway Development Corp.

NAVSEA Florida Marine Transporters

www.workboat.com • APRIL 2019 • WorkBoat

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Hull 6022, Hull 6023

2020

184'x47'x10'6"

S

—

2020

362'x78'x14'

S

Type Vessel Double-Ended Vehicle/ Passenger Ferry Casino Boat Conversion to 245-Passenger Overnight Riverboat

Owner

North Carolina DOT Ferry Division American Queen Steamboat Co.

GUNDERSON MARINE/THE GREENBRIER COMPANIES gbrx.info@gbrx.com • www.gbrx.com One Centerpointe Dr., Suite 200 • Lake Oswego, OR 97035 • Tel: 503-684-7000 • Fax: 503-684-7553 (2) Kirby 185-01 Kirby 185-02

—

578'

S

185,000-bbl Tank Barge

Kirby Offshore Marine

LAKE ASSAULT BOATS/FRASER SHIPYARD www.lakeassault.com 1 Clough Ave. • Superior, WI 54880 • Tel: 985-876-6302 Marine 24

2018

32'x10'6"

A

Fire/Rescue

Aluminum V-Hull Aluminum V-Hull

4/19 5/18

26' 26'

A A

Research Vessel Patrol/Rescue Boat

Aluminum Modified V-Hull

12/18

32'

A

Fire/Rescue Boat

Aluminum V-Hull 12/18 Aluminum Modified V-Hull Spring 2019

24' 32'

A A

Patrol/Rescue Fire/Rescue

Landing Craft

4/18

26'

A

Fireboat

Landing Craft

TBD

28'

A

Fire/Rescue

Summer 2019 1/19

28' 24'

A A

Landing Craft V-Hull

2/18 5/18

28' 31'

A —

Fireboat Dive/ Bridge Inspection Boat Fire/Rescue Patrol Boat

(2) Wind Sled Landing Craft Ferry

1/19, 2/19 Summer 2019 Fall 2019

25' 24' 140'

— — —

Airboat Taxi Fireboat 600 Passengers or 26 Vehicles

Landing Craft Aluminum V-Hull

Tahoe Douglas Fire Protection District, Zephyr Cove, Nev. Corps of Engineers State Trooper’s Office Essex County, Conn.

East Side Fire District Harris, Idaho U.S. Air Force Douglas County (Nev.) Sheriff's Office Rabun County (Ga.) Fire Department San Bernardino County (Calif.)

Fire Department Secaucus (N.J.) Fire Department North Carolina DOT Pioneer Hose Co. Minnesota Department of Natural Resources Town of La Pointe, Wis. Town of Brookfield, Conn.

Miller Boat Line

MAIN IRON WORKS 148 Old Ferry Road • Houma, LA 70364 • Tel: 985-876-6302 (4) Bailey, Bowie, Cochran, Unnamed —

2018

88'x35'x12'2"

S

Towboat

Kirby Inland Marine

2019

100'

S

Tug

Bisso Towboat

Barges Dry Docks Work Boats JMS-Designed

R/V VIRGINIA 93’ x 28’ x 9’-6” draft Accommodations for 12 Designed by JMS for Virginia Inst. of Marine Science

www.workboat.com • April 2019 • WorkBoat

Let’s make plans.

Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

43

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

MARINE INLAND FABRICATORS rudy@marineinland.com • www.marineinland.com Rudy Sistrunk, Managing Member • 1725 Buchanan St. • Panama City, FL 32409 • Tel: 850-265-1383 • Fax: 850-265-0487 Hull 247 (2) Hull 312, Hull 313 (2) Hull 317, Hull 318 (2) Hull 323, Hull 324 Hull 329 Hull 330 Hull 331 Hull 332 Hull 333 Hull 334 Hull 335 Hull 336 Hull 337 Hull 338 Hull 339 Hull 340 Hull 341 Hull 342 Hull 343 Hull 344 (2) Hull 345, Hull 354 (2) Hull 346, Hull 347 (3) Hulls 348-350 (4) Hull 351, Hull 352, Hull 355, Hull 356 Hull 353 Hull 357

6/18 5/18 1/18, 5/18 3/18, 4/18 5/18 5/18 3/18 3/18 3/18 5/18 6/18 5/18 7/18 7/18 9/18 8/18 9/18 9/18 1/19 9/18 3/19, 6/19 2/19 2/19, 3/19 4/19 7/19 6/19 7/19

35'x12' 25'x14'x6.75' 25'x14'x5' 25'x14 25'x15'6"x6' 25'x18'x5' 25'x14'x5' 25'x14'x5' 25'x14'x5' 25'x14'x5' 38'x14'x5' 40'x16'x3' 25'x14'x5' 25'x14'x5' 25'x14'x5' 25'x14'x5' 25'x14'x6' 40'x12'x3' 25'x14'x5' 25'x14'x5' 25'x14'x5' 25'x16'x7' 25'x14'x5' 25'x14'x5'

S S S S S S S S S S S S S S S S S S S S S S S S

Dredge Towboat Towboat Towboat Towboat Towboat Towboat Towboat Dredge Tender Dredge Tender Dredge Tender Barge Towboat Towboat Towboat Towboat Towboat Barge Dredge Tender Towboat Towboat Towboat Towboat Towboat

— Corps of Engineers Paducah Barge N.Y. State Canal Corp.

U.S. DOT Smith Bros.

CMP Contractors Seaway Marine Coastal Dredging Southern Dredge Ellicott Dredge Dale's Marine International Divers Newt Marine Palm Island Terry Contracting Ports & Terminals Johnson Bros.

Southern Dredge Scarbourgh Marine Newt Marine H&L Contracting J. F. Brennen N.Y. State Canal Corp.

25'x14x5' 25'x14x5'

S S

Towboat Towboat

Detyens Shipyard Creole Bayou

MASTER BOAT BUILDERS adubroc@masterboat.net • www.masterboat.net Andre Dubroc, General Manager • P.O. Box 702 • Bayou La Batre, AL 36509 • Tel: 251-824-2388 • Fax: 251-824-4401 Seacor Totonaca Cape Ann, Cape Lookout, Cape Henery

2/19 2018

221'x48'x18' 109'x36'x18'3"

S S

Offshore Support Vessel ATB Tug

Seacor Offshore LLC Kirby Offshore

MASTER MARINE s.authement@mastermarineinc.com • www.mastermarineinc.com Steven Authement, Director of Business Development Inland & Gulf Region • 14284 Shell Belt Road • Bayou La Batre, AL 36509 • Tel: 251-824-4151 (2) Sam P. Hise, Rick Pemberton (2) Hull 341, Hull 343 Hull 342 Hull 344 Hull 345 Hull 346

2018 2018 6/19 8/19 11/19 2/20 5/20 8/20

67'x28'x9'6"

S

Towboat

Waterfront Services

67'x28'x9'6"

S

Towboat

67'x28'x9'6" 67'x28'x9'6" 67'x28'x9'6" 67'x28'x9'6"

S S S S

Towboat Towboat Towboat Towboat

Osage Marine Services — — — —

METALCRAFT MARINE bob.c@metalcraftmarine.com • www.metalcraftmarine.com Bob Clark, Contracts Manager • 347 Wellington St. • Kingston, Ontario K7K6N7 • Tel: 800-410-8464 • Fax: 613-542-6515 Blue Heron 8 Kingston 30 (Multiple) Kingston 30 (Multiple) Kingston 25 (Multiple) Oil Spill Response (Multiple) Interceptor 11M (Multiple) Interceptor 9M (Multiple)

2018 2018

66'x23'x6'6" 29'9"

A A

Tour Boat Boom Boats

Blue Heron Cruises U.S. Navy

2018

30'

A

Landing Craft

U.S. Navy

2018

26'

A

Workboats

U.S. Navy

2018

30'

A

Boom Boats

U.S. Navy

2018

36'

A

Long Range Interceptor

U.S. Coast Guard

2018

29'

A

Riverine Patrol

—

METAL SHARK ALUMINUM BOATS callard@metalsharkboats.com • www.metalsharkboats.com Christopher Allard, Owner • 6816 E. Admiral Doyle Dr. • Jeanerette, LA 70544 • Tel: 337-364-0777 • Fax: 337-364-0337 (2) Potomic Taxi III, Potomic Taxi IV

44

2018

87'7"x21'4"x9'7"

A

Water Taxi

Potomic Riverboat Co.

www.workboat.com • APRIL 2019 • WorkBoat

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

TBA

2018

45'

A

Defiant Pilot Boat

Brazos Pilot

2018

64'x19'

A

Defiant Pilot Boat

—

2017

35'

A

Patrol Boat

(Multiple)

(Various)

26'x9'4"

A

High-Speed Surface target

(Multiple)

(Various)

29'x8'6"

A

(Multiple) (Multiple) (Multiple) (Multiple) (Multiple) (Multiple) (Multiple) (Multiple)

(Various) (Various) (Various) (Various) (Various) (Various) (Various) (Various)

32'x10' 25'x10' 36'x10' 27'x8'6" 29'x8'6" 32'x10' 33'x10' 38'x11'6"

A A A A A A A A

Response Boat-Small Patrol Boat Force Protection Boat-Medium RIB Patrol Boat Patrol Boat Patrol Boat Patrol Boat Patrol Boat Patrol Boat

(Multiple) (3)

(Various) 2019-2020

45'x15' 120'x35'

A A

Patrol Boat River Towboats

Owner

Virgin Islands Port Authority Brazos Pilots Assocition Puerto Rico Police Department U.S. Navy U.S. Coast Guard U.S. Navy U.S. Navy Puerto Rico Police Department FMS (Latin America) FMS (Africa/Caribbean) FMS (Africa/Caribbean) FMS (Africa/Latin America) FMS (Africa, Asia, Caribbean, Latin America) FMS (Asia) Florida Marine Transporters

MOOSE BOATS stephendirkes@mooseboats.com • www.mooseboats.com Stephen Dirkes, General Manager • 1175 Nimitz Ave., Suite 150 • Vallejo, CA 94592 • Tel: 707-778-9828 • Fax: 707-778-9827 M2-38 M2-38 M2-38 M1-46 —

2018 2018 2018 2019 2019

38'x14' 38'x14' 38'x14' 46'x16' 75'x24'

www.workboat.com • April 2019 • WorkBoat

A A A A A

Fireboat Police/Fire Boat Fireboat Fireboat Crewboat

Newport, R.I., Fire Department City of Memphis, Tenn.

San Francisco Fire Department Chesapeake Beach San Francisco

45

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

NICHOLS BROTHERS BOAT BUILDERS INC. mattn@nicholsboats.com • www.nicholsboats.com Matt Nichols, CEO • 5400 S. Cameron Road/P.O. Box 580 • Freeland, WA 98249 • Tel: 360-331-5500 National Geographic Venture — TBA (2) — (4) —

2018

238'x48''

S

—

139'x44'x19'

S

100-Passenger Coastal Cruise Vessel ATB Tug

2019 2020 —

100'x40' 140'x37'x12' 100'x40'

S S S

Z-Drive Hybrid Tug Passenger Ferry Tractor Tug

Lindblad Expeditions Holdings Savage (the Mosaic Co.) Baydelta Maritime Kitsap Transit Foss Maritime

RIBCRAFT USA info@ribcraftusa.com • www.ribcraftusa.com P.O. Box 463 • Marblehead, MA 01945 • Tel: 781-639-9065 • Fax: 781-639-9062 (Multiple) (Multiple) (Multiple) (Multiple) (Multiple) (Multiple) (Multiple) (Multiple) TBD —

— — — — — — — 2018-2019 — 2018

15'7"x6'11" 18'7"x8'5" 19'4"x8' 21'5"x8'5" 21'5"x8'5" 24'x8'8" 25'7"x8'9" 29'7"x10'3"x22" 35'6"x11'6" 25'

F F F F F F F F F F

RIB RIB RIB RIB Patrol Boat RIB RIB Patrol Boat RIB Tour Boat RIB Tour Boat RIB Patrol, SAR

First Responders U.S. Navy First Responders First Responders — U.S. Navy — New York Media Boat Edgartown Harbormaster

SAFE BOATS INTERNATIONAL

tknivila-ritchiesafeboats.com • www.safeboats.com Troy Knivila-Ritchie, Marketing & Sales Specialist • 8800 SW Barney White Road • Port Orchard, WA 98367 • Tel: 360-674-7161, ext. 1017 • Cell: 360-801-4437 Center Console Center Console

2019 2018

19'x9' 23'x9'

A A

A A

Research Vessel SAR, Research, Law Enforcement SAR, Research Law Enforcement Patrol, Security, SAR SAR, Pursuit and Interdiction

NOAA U.S. State Agency/ U.S. County U.S. State Agency/U.S. County/U.S. Municipality U.S. County/Sheriff; International U.S. Coast Guard

Center Console

2018

25'x9'

A

2018-2019 2018

25'x9' 26'x9'

2018-2019

27'x10'

A

Patrol, Security, SAR

2018 2018

27'x10' 29'x10'

A A

Full Cabin Walk Around Cabin Walk Around Cabin EMT Full Cabin

2018 2019 2019 2019 2018-2019

29'x10' 29'x10' 31'x10' 31'x10' 33'x10'

A A A A A

Law Enforcement, SAR Law Enforcement, SAR Dive Operations Patrol, Security, SAR Law Enforcement, SAR Law Enforcement, SAR Emergency Medical Transport Patrol, Security, SAR

Walk Around Cabin Interceptor (T-Top) Full Cabin Full Cabin (inboard) Full Cabin Full Cabin

2018 2019 2018-2019 2019 — 2018

33'x10' 35'x10' 36'x12' 36'x12' 37'x10' 38'x10'

A A A A A A

Law Enforcement, SAR Multi-Mission Interceptor Concept Demonstrator Patrol, Security, SAR Patrol, Security, SAR Patrol, Security, SAR

—

41'x13'

A

Interceptor (T-Top)

2018-2019

41'x12'

A

Law Enforcement, SAR, Dive Operations Coastal Interceptor Vessel

U.S. County/National Park Service; U.S. Tribal Police; International U.S. Air Force/U.S. County; International U.S. Air Force, U.S. State Agency, U.S. Municipality, U.S. County U.S. County/Sheriff U.S. Municipality, U.S. Tribal Police U.S. State Agency, U.S. County U.S. State Agency, U.S. County U.S. County, U.S. Municipality, International U.S. County/Sheriff, International International — U.S. County International U.S. Air Force, U.S. State Agency, International International

Walk Around Cabin Center Console

Full Cabin Inboard

2019

44'x14'

A

Patrol, Security, SAR

Full Cabin Cutter Boat (Over the Horizon IV) Full Cabin

Center Console

U.S. Customs and Border Protection U.S. County/Sheriff, International

STEINER SHIPYARD INC. tara@steinershipyard.com • www.steinershipyard.com Tara Steiner Marshall, President • 8640 Henley St. • Bayou La Batre, AL 36509 • Tel: 251-824-4143 • Fax: 251-824-4178 Hull 511

9/19

100'x34'

S

Conventional Towboat

Hull 531 (2) Hull 543, Hull 544

10/19 3/20 7/20

120'x34' 88'x35'

S S

Z-Drive Towboat Conventional Towboat

46

Florida Marine Transporters Southern Towing Florida Marine Transporters

www.workboat.com • APRIL 2019 • WorkBoat

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

ST. JOHNS SHIP BUILDING www.stjohnsshipbuilding.com 560 Stokes Landing Road • Palatka, FL 32177 • Tel: 386-328-6054 • Fax: 386-328-6046 Charleston (4) Hull 88, Hull 89, Hull 118, Hull 119 Hull 90 MB1710 Annie (12) Hull 106-117 Hull 121

June 2019 2019 2020 7/19 4/19 4/19 2019 6/19

100'x34'x15' 152'x52'x12'

S A

Tug Passenger Ferry

Vane Brothers Co. —

97'x27'x11'6" 154'x54'x8' 25'x13'6"x5' 75' 26'x15'6"x5'

A — — — —

Passenger Ferry Deck Barge Truckable Tug Barge Truckable Tug

HNY Ferry Fleet LLC Mobro Marine Brothers Construction — Tate & Lyle

Patrol Boat Patrol Boat Patrol Boat Kit Assault Craft Unmanned Vessel Landing Craft

Bahrain Navy Egyptian Navy Egyptian Navy

SWIFTSHIPS panderson@swiftships.com • www.swiftships.com 1105 Levee Road • Morgan City, LA 70380 • Tel: 985-380-2544 • Fax: 985-380-2559 (2) PB 613-614 (2) PB 619-620 (10) PB 641-646, 654-657 AN-2 Hull 649 (4) LCU 1700-1703

2/20 9/20 2018-2019

35m x 7.5m 35m x 7.5m 28m x 5.7m

A A S

2018 12/19 2020-2022

11m x 2.45m 53.34m x 9.14m 41.1m x 9.1m

A A S

— — U.S. Navy

VIGOR

carol.reid@vigor.net • www.vigor.net Carol Reid, Marketing Manager • 1801 16th Ave. Southwest • Seattle, WA 98134 • Tel: 206-623-1635, Ext. 861

Suquamish

7/18

362'3"x83'x24'6"

S

Passenger/ Vehicle Ferry

Washington State Ferries

(2) Tazlina Hubbard Wave Energy Conversion Buoy (2) Argo, Carina,

12/18 2019 4/19

280'x67'x12'6"

S

125'x59'x31'

S

Alaska Marine Highway System Ocean Energy

3/18, 12/18

135'x38'x6.75'

A

300-Passenger/53-Car Day Ferry Wave Energy Buoy Conversion Buoy 400-Passenger Ferry

Hull 455 (2) Jordan #1, Jordan #2 (6) Bahrain CG #1, Bahrain CG #2, Bahrain CG #3, Bahrain CG #4, Bahrain CG #5 Bahrain #6 (6) RBS — —

1/18 3/19, 3/19 3/18 5/18 3/19 7/19 9/19 11/19 12/19 3/19 12/19

44'11"x14'7"x3' 44'11"x14'7"x3' 44'11"x14'7"x3'

A A A

Response Boat Medium C Response Boat Medium Response Boat Medium

Water Emergency Transportation Authority (WETA) NY Police Harbor Unit Kingdom of Jordan Bahrain Coast Guard

30'3"x9'8"x2'6" 39'11"x13'6"x2'4" 49'x16'6"x4'

A A A

— — —

— — 117'x28.2'

A A A

Rapid Response Skimmer Pilot Launch Coastal Oil Spill Recovery Vessel Combatant Craft Medium Combatant Craft Heavy Maneuver Support Vessel (Light)

U.S. Navy Mercury Transport Prince William Sound Oil Spill Response Corp.

U.S. Navy U.S. Navy U.S. Army

Ongoing Production — Ongoing Production

VT HALTER MARINE INC. corporatecommunications@vthaltermarine.com • www.vthm.com

Robert A. Socha, Senior Vice President • 900 Bayou Casotte Parkway • Pascagoula, MS 39581 • Tel: 228-696-6830 • Fax: 228-696-6893 (2) El Coqui, Taino B138 B137 B139 B140 B141 (2) B142, B143 (2) B145, B146

2018 2018 2019 2018 2020 2020

720'x106'

S

112'x35'x15'6" 270'6"x54'4"x15'6" 128'x42'x19' 324'x64'x52'6"

S S S S

2020 2020 2021, 2022

112'x35'x17' 270'x69' 273'x60'

S S S

www.workboat.com • April 2019 • WorkBoat

ConRo Ship ATB Tug Ferry ATB Tug ATB LNG Bunker Barge ATB Tug Berthing Barge LSV

Crowley Maritime Bouchard Transportation Virginia Dept. of Transportation Q-LNG Transport Q-LNG Transport Bouchard Transportation U.S. Navy U.S. Army

47

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

WASHBURN & DOUGHTY ASSOCIATES INC. info@washburndoughty.com • www.washburndoughty.com Katie Doughty, Marketing Director • P.O. Box 296 • 7 Enterprise St. • East Boothbay, ME 04544 • Tel: 207-633-6517 • Fax: 207-633-7007

Independent TBA TBA (2) Judy Moran, Explorer —

— — — 2018 —

93'x38'x15'5" 93'x38' 154' 93' 93'

S S S S S

Z-Drive Tug Hybrid Z-Drive Tug Passenger/Vehicle Ferry Z-Drive Tug Z-Drive Tug

Marine Towing of Tampa Harbor Docking and Towing Maine State Ferry Service Moran Towing Inc. McAllister Towing & Transportation

YANK MARINE info@yankmarine.com • www.yankmarine.com 7 Mosquito Landing Road/P.O. Box 569 • Tuckahoe N.J. 08250 • Tel: 609-628-2928 (3) Hull 92, Hull 93, Hull 94 Hull 100

3/19, 3/20 9/20 3/18

109'x31'4"

A

Passenger Ferry

NY Waterway

90'x24'

A

Head Boat

Marine Mammal Tours

They protect us.

Every day. Every night.

And they need your support.

HHH

The United States Coast Guard Inspire leadership, learning and a legacy of service by supporting the brave men and women of the United States Coast Guard through the Coast Guard Foundation.

48

www.workboat.com • APRIL 2019 • WorkBoat

POWER FORWARD

The International WorkBoat Show is a trade-only conference and expo for commercial vessel owners, operators, and builders as well as the vendors and suppliers that serve them. It’s your annual chance to network, shop, connect and learn among the best in the business. Don’t miss out on this maritime industry tradition.

DEC. 4 - 6, 2019

NEW ORLEANS Morial Convention Center Halls B, C, D, E & F Produced by

Presented by

Don’t forget to mark your calendar for the 2019 edition of the largest commercial marine tradeshow in North America.

Registration for the 2019 Show opens this summer!

PortofCall

Your Source For Employment, Equipment & Services EMPLOYMENT We require the following positions to work within our offshore contracts in the USA Gulf of Mexico region. We are looking for customer focused team players who have a passion for our industry.

 Chef Manager – Salary range starts at $55,000 depending on experience.

 Day Cook—Salary range

 Night Cook/Baker– Salary range starts at $25,000 annually

 Galley Hand – Salary range

 Utility Hand—Salary

We offer the best benefits in our industry, including:

range starts at $30,000 annually

Great rates of pay, Health and Life Insurance, steady job assignments.

starts at $55,000 depending on experience.

starts at $30,000 annually.

EQUAL EMPLOYMENT OPPORTUNITY/AFFIRMATIVE ACTION EMPLOYER Send resume with employment history to:

recruitment@entierusa.com

For more information regarding positions, please visit our website.

www.entier-services.com/careers

“The Newest Source For Maritime Employment”

SHORE OFFSHORE SERVICES Has Immediate Openings                   

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

Minimum 2 years offshore experience onboard a derrick barge required.

Applicants must have a valid TWIC card.

Email resume to:

jobs@shoreoffshore.com

Visit www.workboatpros.com to apply for FREE JOB ALERTS!

Recruiting for ALL WORKBOAT positions!

(251) 242-9179

◼

Harvey Gulf International Marine Is now accepting applications for

ALL VESSEL POSITIONS Please apply in person at our Fourchon Facility 495 Adam Ted Gisclair Road Fourchon, LA 70357

Or Apply Online at:

www.harveygulf.com Great Benefits, 401K and more Please submit resume to Jobs@harveygulf.com EOE

50

jobs@workboatpros.com

NOW HIRING! 100 Ton Captains & Deckhands For Utility & Crew Boats All applicants must have: TWIC card & Valid driver’s license EXPERIENCE A PLUS!

2043 Coteau Road, Houma LA 70364

(985) 223-5182 www.yellowfinmarineservices.com

www.workboat.com • APRIL 2019 • WorkBoat

nc.

LOYMENT

For Port of Call advertising, email wjalbert@divcom.com or call 800-842-5496

MARINE GEAR & SUPPLIES

EMPLOYMENT Now Manufacturing and Installing Fire Retardant Bunk Curtains

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.

Seabulk Towing, Inc. is an established leader in harbor ship assist operations and towing services. We are regularly seeking talented crew and shoreside professionals to join our successful and rewarding team. We offer a competitive compensation package and support career advancement. Please visit the careers section of our website www.seabulktowing.com for our current opportunities. Equal Opportunity Employer/Vet/Disability.

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

Classified Advertising Contact:

Wendy Jalbert (207) 842-5616 wjalbert@divcom.com

**** IMMEDIATE OPENINGS: Captains, Mates, Engineers, AB’s and Deckhands Dann Ocean Towing is A leading provider of marine towing services, serving the Eastern Seaboard, Gulf of Mexico, Caribbean and beyond.

8-500kW Marine Generators // Pull harder in the harshest marine environments // More copper and premium corrosion resistance // Superior motor starting and low operating temps // Better fuel economy and longer engine life // Easy to service and worldwide dealer support // Proudly made in America

To Apply Please Visit www.DannOceanTowing.com 3670 S Westshore Boulevard Tampa, FL 33629

Phone (813) 251-5100

1.800.777.0714 toll free www.merequipment.com

MARINE GEAR

Marine Equipment

Ship Supply

BLUEOCEANTACKLE.COM ~ (754) 212-4892 SALES@BLUEOCEANTACKLE.COM www.workboat.com • APRIL 2019 • WorkBoat

◆ Ship Launching Airbags ◆ Ship, Barge & Dock Fenders ◆ Anchors & Chains ◆ Wire Rope & Rigging ◆ Tow Plates & Tow Shackles ◆ -Skid ◆ Mooring & Aquaculture Buoys ◆ Winches & Capstans ◆ Dredge Pipe Floats & Hose 51

PortofCall

Your Source For Employment, Equipment & Services MARINE GEAR & SUPPLIES

Working, Fishing, Towing, Supporting, Defending

OceanMedix®

Subchapter M §140.435 First Aid Equipment

The Source For Medical, Emergency & Safety Equipment - Since 2006 http://www.OceanMedix.com 1-866-788-2642

BARGE PUMPS

Commercial Vessel Medical Kits Coastal & Offshore Configurations Available in Three Sizes

www.shipinteriorsystems.com Complete Interiors, Every Marine Environment

 DESIGN IMO ROTARY SCREW ASPHALT PUMPS

 ENGINEERING  SUPPLY

BYRON JACKSON TURBINE PUMPS BLACKMER ROTARY GEAR PUMPS OUR 110TH YEAR

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

REPELLER GRATE

Keel Coolers Trouble free marine engine cooling since 1927!

THE WALTER MACHINE CO, INC Tel: 201-656-5654 • Fax: 201-656-0318 www.waltergear.com

The Repeller Grate is a rugged & reliable, stainless steel intake grate designed to enhance the performance of jet drive watercraft. The Repeller Grate is designed to inhibit the accumulation of weeds and debris on the intake grate, it is scalable and can be designed to fit any watercraft.

DJC Marine Technologies, LLC (207) 784-3177

www.repellergrate.com

52

www.workboat.com • APRIL 2019 • WorkBoat

For Port of Call advertising, email wjalbert@divcom.com or call 800-842-5496

MARINE GEAR & SUPPLIES

Lake Superior Cabs, Inc. Building Pilot Houses, Equipment Cabs and Control Houses since 1992

DATREX Maxflow Mesh Vests

TANK TENDER

™

TANK THETENDER ORIGINAL

PRECISION THE ORIGINAL PRECISION TANK MEASURING SYSTEM! TANK MEASURING SYSTEM! Accurate tank Accurate tank soundings have soundings have TANK TENDER ™ never been easier Accurate tank never been easier when one TANK when one TANK TENDER monitors soundings have upTENDER to ten fuel and monitors up to ten fuel water tanks. never been easier Reliable andnon-water tanks. Reliable nonelectric and easy when one TANK to install. electric and easy to install. ™

TANK TENDER ™

TANK 1 TANK 2 TANK 3 TANK 4 PUMP

Push button in and hold, pump slowly.

Do not test with deck fill pipe full.

Pressure over red line may damage gauge.

1-800-40-PILOT Sales@PilothouseCharts.com www.PilothouseCharts.com www.lakesuperiorcabs.com 121 W. Harney Rd Esko, MN Toll Free: 800-328-1823 Fax: 218-879-4640 Dean Myers LSCABS@aol.com

TENDER monitors

up to ten fuel and HART SYSTEMS, INC.

HART SYSTEMS, INC.

253-858-8481 FAX 253-858-8486 www.TheTankTender.com

water tanks.

253-858-8481 FAXReliable 253-858-8486 nonwww.TheTankTender.com electric and easy

TANK 1 TANK 2 TANK 3 TANK 4 PUMP

™

HART SYSTEMS, INC. Gig Harbor, Washington

to install.

SERVICES HART SYSTEMS, INC. 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

for removing coatings and rust

HART SYSTEMS, INC. Gig Harbor, Washington

Push button in and hold, pump slowly.

Do not test with deck fill pipe full.

Pressure over red line may damage gauge.

Coast Guard & State Pilotage License Insurance

THE MOST POWERFUL TOOL

™

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

253-858-8481 FAX 253-858-8486 www.TheTankTender.com

SMITH BROTHERS, Inc.

TUGS/BARGES FOR RENT

Barges sized from 8’ x 18’ to 45’ to 120’. Also “Shugart” sectional barges. “Truckable Tugs” here.

www.smithbarge.com Galesville, MD 20765 - (410) 867-1818

We Build the Ship First.

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

www.workboat.com • APRIL 2019 • WorkBoat

Production Lofting Detail Design 3D Modeling St. John’s, NL | Vancouver, BC | New Orleans, LA 709.368.0669 | 504.287.4310 | www.genoadesign.com

53

PortofCall

Your Source For Employment, Equipment & Services SERVICES

HAVE YOU BEEN INJURED ON THE JOB? MB Brokerage Co. | MB Barge Co. | BG Fleeting Serving the Marine Industry Over 40 years

Chris Gonsoulin, Owner (850) 255-5266

cgonsoul@gmail.com

www.mbbrokerage.net

The George Law Firm - Maritime Law Group helps Injured Maritime Workers. Whether you are a Jones Act Sailor or covered by the LHWCA - Longshoreman and Harbor Workers’ Compensation Act, we are here to Fight For Your Rights and get you Back On Your Feet Again.

When You are Injured on the Job Call the Maritime Law Group 888-240-8510 24/7.

ARE YOU WORRIED YOU MAY LOSE YOUR MARINER’S LICENSE??

If you have Failed a Drug Test, Refused to Submit to a Drug Test or Have Been Charged with the Use or Addiction to Dangerous Drugs or Alcohol under 46 U.S.C. 7703, the U.S. Coast Guard will seek to revoke your License and Merchant Mariner's Document.

Don’t Give Up or Try to Fight the USCG Administrative Judges Alone!

We Successfully Defend Mariner’s Licenses and Merchant Mariner's Documents.

In most cases the Maritime Law Group can get Mariners working and back on the water in about a year!

LET US PUT OUR EXPERIENCE TO WORK FOR YOU! We serve the Entire United States and US Territories.

www.george-law.com ◼

888-240-8510 ◼

843-323-4383

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

****

Classified Advertising Contact: Have you thought about the accomplishment you have made by obtaining a Captain’s License? The many hours of study and time at sea?

1-800-584-0242 54

Wendy Jalbert (207) 842-5616 wjalbert@divcom.com

**** www.workboat.com • APRIL 2019 • WorkBoat

For Port of Call advertising, email wjalbert@divcom.com or call 800-842-5496

TRAINING

Maritime Institute of Technology

850-­‐387-­‐1829

2814 W 15th Street

Panama City, FL 32401

www.mitnavschool.com

USCG Approved Courses

facebook.com/mitnavschool

Basic First Aid, CPR & AED

Radar Renewal

USCG Application Assistance

Exam Prep (500 / 1600 / 3rd Mate)

Able Seaman w/ Proficiency in Survival Craft

T O A R (Towing Operator Assessment Record)

100 Ton Master (Upgrade)

Visual Communications (Flashing Lights)

200 Ton Master (Upgrade)

OUPV (Operator of Uninspected Passenger Vessels)

Celestial Navigation

Leadership & Managerial Skills

****

Classified Advertising Contact:

Wendy Jalbert (207) 842-5616 wjalbert@divcom.com

****

ADVERTISERS INDEX Advertiser / Page AdvanTec Marine . . . . . . . . . . . . . . . . . . . . . . . . . 20

Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . 18

Mitsubishi Turbocharger and Engine America, Inc 15

All American Marine . . . . . . . . . . . . . . . . . . . . . . . 28

Motor-Services Hugo Stamp Inc . . . . . . . . . . . . . . 19

Bloom Incorporated . . . . . . . . . . . . . . . . . . . . . . . 41

MTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

C & C Marine and Repair LLC . . . . . . . . . . . . . . . 27

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

Coast Guard Foundation . . . . . . . . . . . . . . . . . . . 48

Panolin America Inc . . . . . . . . . . . . . . . . . . . . . . . 45

David Clark Company Inc . . . . . . . . . . . . . . . . . . . 21

Research Products/Incinolet . . . . . . . . . . . . . . . . . 28

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

R M Young Company . . . . . . . . . . . . . . . . . . . . . . 18

Eastern Shipbuilding Group . . . . . . . . . . . . . . . . . 35

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

Engines Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Simrad - Navico . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Harken Industrial . . . . . . . . . . . . . . . . . . . . . . . . . 14

Smith Berger Marine Inc/Marco . . . . . . . . . . . . . . 41

Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

St Johns Shipbuilding . . . . . . . . . . . . . . . . . . . . . . 22

International WorkBoat Show . . . . . . . . . . . . . . 2, 49

Tandemloc, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . 43

Twin Disc Incorporated . . . . . . . . . . . . . . . . . . . . CV2

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

Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Kohler Power Systems . . . . . . . . . . . . . . . . . . . . . . 7

Yank Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Lake Assault Boats . . . . . . . . . . . . . . . . . . . . . . . . . 9

Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . 17

www.workboat.com • APRIL 2019 • WorkBoat

55

LOOKS BACK APRIL 1949

• The Hoover Commission’s interim report on the Department of Commerce surprised several waterways supporters on Capitol Hill. The report recommended that all federal agencies with jurisdiction over transportation fall under the Commerce Department. This included moving the Coast Guard from the Treasury Department to the Commerce Department

because of its close alliance to water transport. The Interstate Commerce Commission, Maritime Commission, Civil Aeronautics Board and others would lose their independent status and become part of Commerce. The report on the Commerce Department was the 10th of 15 that are scheduled to be presented to Congress.

• The continuation of the 20,000-ton monthly steel quota for APRIL 1959 barge and • A new common carrier barge line plan for establishing rail-barge service for phosphates used in fertilizer from Florida to the Midwest would reduce shipping costs substantially, said Patrick Calhoun Jr., president of the Inland Common Carriers Association.

Shipments would move from Florida to St. Louis by barge and then by rail to farm areas. “The inherent low cost advantage of water APRIL 1969 transporta-

• The Work Boat’s annual State of the Waterways issue included an editorial

by Braxton B. Carr, president of the American Waterways Operators.

Carr wrote about problems facing the barge and towing industry, including navigation problems. He said the lock and dam on the Mississippi River System at Alton, Ill., has become a bottleneck, effecting traffic on the en56

boat builders for the next six months may end soon. That’s because the steel shortage is reportedly over. In March, the steel industry set a peacetime output record of 1.8 million tons in a single week. tion from Florida to St. Louis added to proposed new low rail rates ... would give the ultimate consumer at least a dollar a ton savings in overall shipping costs,” he said.

tire midcontinent system. It is too small to carry efficiently the amount of traffic using the waterway. There are constant delays, which are costly to the industry.

Also, the lock is in danger of structural failure, which would seriously disrupt waterborne commerce. On the lower Ohio River, Locks 51 and 52 have reached the saturation point for navigation, with many costly delays. www.workboat.com • APRIL 2019 • WorkBoat

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Operator: General Marine Services Operator: General Marine Services Yard: Yard:Intracoastal IntracoastalIron IronWorks Works Naval Architect: Entech Naval Architect: Entech