WorkBoat August 2021

WCI’s Tracy Zea • Fuels & Lubricants • Icebreakers ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

AUGUST 2021

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AUGUST 2021 • VOLUME 78, NO. 8

Staten Island Ferry’s Michael H. Ollis off the coast of Panama City, Fla. Eastern Shipbuilding photo

FEATURES 18 Focus: Waterman Tracy Zea of WCI discusses the inland waterways.

22 Vessel Report: Breaking Up U.S. icebreaker program is finally moving forward.

30 Cover Story: Emission Control A look at maritime decarbonization efforts.

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BOATS & GEAR 26 On the Ways • 45' research vessel is first newbuild for New Jersey shipyard • Metal Shark Alabama delivers third towboat of three-boat contract for Florida Marine Transporters • C&C Marine delivers 4,400-hp towboat to Parker Towing • New 49-passenger catamaran for Alaska from ACI Boats • Aluma Marine and TAI deliver 74' vessel to the National Park Service • New 55,000-bbl. ATB for Crowley • Conrad hosts steel cutting ceremony for Great Lakes Dredge & Dock’s three dump scow barges • Austal USA delivers 14th LCS • New CEO for Fincantieri Marinette Marine

36 Gassed Up Ways to improve your vessel’s fuel efficiency.

AT A GLANCE 8 8 9 10 11 12 14 15

NEWS LOG 16 16 16 16

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On the Water: Hurricane uncertainty.

Captain’s Table: No man is an island.

Energy Level: Return to 2013 oil prices unlikely.

WB Stock Index: WorkBoat stocks dip 2.3% in June.

Inland Insider: Coal transportation — Part I. Insurance Watch: Coverage under the Jones Act. Nor’easter: Is offshore wind for the birds?

Legal Talk: Onshore injury, offshore platform?

Feds to help speed up offshore wind leasing.

SCA recognizes shipyards for safety.

Seastreak ferry grounds in New York’s East River.

Brunswick to purchase Navico for $1.05 billion.

www.workboat.com • AUGUST 2021 • WorkBoat

DEPARTMENTS 2 6 40 47 48

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

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Editor’sWatch

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s the ice at the top of the world melts, the Russians are trying to put themselves in position to control a new shipping route in the northern waters of the world. They say they have the right to collect escort tariffs and hope to freeze out the U.S., China and other countries with hopes of controlling global shipping routes never before available.

The U.S. has other ideas. It’s about time we catch up with the rest of the world when it comes to building new icebreakers to service the North and South poles. And that’s exactly what the U.S. is doing.

The Coast Guard is recapitalizing its polar icebreaker fleet to ensure continued access to both polar regions and support the nation’s economic, commercial, maritime and national security needs. The plan is to build three heavy and three medium icebreakers.

Toward that end, VT Halter Marine, Pascagoula, was awarded a contract for the detail, design and construction of the lead Polar Security Cutter (PSC). Construction on the first PSC is planned to begin this year with contract delivery planned for 2024. (Delivery may be moved up to 2023.)The contract includes financial incentives for earlier delivery.

The first 460'×88' PSC is progressing through the detailed design phase, and VT Halter is actively preparing for its construction, shipyard officials said.

In July 2021, Halter Marine was scheduled to complete upgrades to the launch way area where the PSC will be built. The new icebreaker is the heaviest vessel per foot of length that Halter Marine has constructed at its Pascaai16109820207_editwatch_BPA_2021.pdf goula, Miss., shipyard. The launch way

Ken Hocke, Senior Editor

has been fortified to accommodate the PSC’s 19,000-ton launch weight.

The cutter is designed to break through ice of 6'6", independently break through a pressure ridge 21' thick, and be able to operate for 80 days without replenishment.

Meanwhile, the medium icebreaker should be able to break ice not less than 4'6" thick at 3 knots and operate for 80 days without replenishment. Both icebreakers will be capable of surface defense using removable weapons and will be able to be fitted with additional sensors and weapons.

We’re back in the game, and it’s about time.

(The full story begins on page 22.)

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1/18/21

10:00 AM khocke@divcom.com

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

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www.workboat.com • AUGUST 2021 • WorkBoat

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EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

CONTRIBUTING EDITOR

Kirk Moore kmoore@divcom.com

CONTRIBUTING WRITERS

ART DIRECTOR

PUBLISHING OFFICES

• Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Betsy Frawley Haggerty • Max Hardberger • Joel Milton • Jim Redden • Kathy Bergren Smith

Doug Stewart dstewart@divcom.com

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We know that the WorkBoat Show is your annual chance to network, shop, connect, and get in the know among the best in the business.

It is a maritime industry tradition.

And through good times and bad, this is the marine industry’s show.

With many things changing in the world right now, we want you to know that the International WorkBoat Show will be held as scheduled, December 1-3, 2021.

For over 40 years the WorkBoat Show has been here for you and this year, more than ever, we cannot wait to host you in New Orleans.

Jeremiah Karpowicz jkarpowicz@divcom.com

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www.workboat.com • AUGUST 2021 • WorkBoat 3/8/21 12:58 PM

Overview of High Interest Vessel selection and boarding regulations

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vessel may be selected to receive an offshore High Interest Vessel (HIV) security boarding prior to entering the U.S. The offshore HIV security boarding criteria is continually evaluated and updated.

A Captain of the Port (COTP) order will be placed on HIV vessels. That requires them to remain offshore until a Coast Guard security boarding has been completed.

The Coast Guard is sensitive to impacts and delays to maritime commerce and aims to conduct these boardings with minimal disruption to a vessel’s schedule whenever possible. Coast Guard boarding teams will make every effort to conduct these security boardings prior to a vessel embarking a

pilot for further transit to a U.S. port or place of destination. However, recurrent boardings will occur based on a combination of risk factors for each vessel.

Additionally, mariners have inquired about their enrollment in the Customs Trade Partnership Against Terrorism (CTPAT). This is a voluntary initiative, led by U.S. Customs and Border Protection (CBP), focused on supply chains. It is not a factor in the Coast Guard HIV targeting processes. Questions regarding this program should be directed to your local CBP office.

U.S. Coast Guard Office of Maritime Security Response Policy Washington, D.C.

boaters (“Sharing our nation’s waterways safely,” WorkBoat, July, page 9.)

It is astounding that more aren’t maimed or killed due to their abject disregard for the rules of the road. It’s as if they think a big commercial vessel can turn like a car. In 34 years of handling marine claims, every time I get involved in a commercial vessel-recreational vessel incident, the recreational vessel owner has whined about how commercial vessels “think they own the waterways.”

Every single time, however, it is the recreational boater who is in the wrong. Travel safe sir and thank you for creating commerce on our wonderful and beautiful inland waterway systems.

Recreational boaters and waterways safety

T

hank you Captain Bernstein for writing the truth about recreational

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

www.workboat.com • AUGUST 2021 • WorkBoat

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On the Water Hurricane uncertainty

By Joel Milton

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he graphical presentation of the National Hurricane Center’s cone of uncertainty has specific meaning.

“The cone represents the probable track of the center of a tropical cyclone and is formed by enclosing the area swept out by a set of circles (not shown) along the forecast track (at 12, 24, 36 hours, etc.). The size of each circle is set so that two-thirds of historical official forecast errors over a fiveyear sample fall within the circle.” That is the official definition from the Hurricane Center, and it means two things: that the circles themselves are variables and that it accounts for only two-thirds of the track errors, not all of them.

That small circle showing the position of the cyclone’s center at the time of the forecast (labeled S, H or M to indicate strength) is the only part of the graphic that isn’t an estimate. Everything else about it is simply the best educated guess to be made with the always incomplete and constantly changing data. To fully grasp the size of the area that might be affected by tropical storm force winds you would need to have another asymmetrical circle shape of accurate scale that

Captain’s Table No man is an island

By Capt. Alan Bernstein

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he sayings “no man is an island” and “a person requires the company and support of others and society as a whole in order to thrive” were written by John Donne in 1624.

And it still rings true today, particularly as we continue to navigate through the overwhelming challenges that have now lasted 18 months. During this time, I have received much needed support, advice, assistance and strength from my industry contacts and business relationships, most of which have come through my participation in national and state trade associations and groups. These organizations have played a critical role in supporting me and my business through hard times.

My company, BB Riverboats, is a member of the Passenger Vessel Association (PVA), the National Restaurant Association, the Kentucky Restaurant Association, the American Bus Association, the National Tour Association, the Central Ohio River Business Association, the Area Maritime Security Committee, and many other local partnerships. While this might sound like overkill, each of these organizations serve a unique role in supporting my business. These groups permit BB Riverboats to closely follow industry trends, legislation 8

equals that wind field and, using it’s center, trace around the perimeter of the cone of uncertainty.

That now much larger swept area would be your no-go zone. And even then, because of all of the various forecast errors and uncertainties, as well as the possibility that the wind field may expand, it should be understood that it possibly under represents the area that could be affected (and dangerous to navigate in) by a significant margin.

However, the appropriate warning is shown boldly at the top of the graphic. “Note: The cone contains the probable path of the storm center but does not show the size of the storm. Hazardous conditions can occur outside of the cone.”

I think “will occur” would be more accurate. Translation: Make sure you fully understand what you’re looking at and what you are reading before you start making critical decisions.

(Editor’s note: This column first appeared in WorkBoat in January 2019.)

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

and regulations that will impact my company. Many of the national trade groups have played a key role in lobbying Congress and the Biden administration to provide coronavirus relief funding for companies. The Paycheck Protection Program, the Restaurant Revitalization Fund and the recently opened Coronavirus Emergency Relief for Transportation Services (CERTS) Program have been instrumental in helping U.S. companies survive.

Many of the aforementioned organizations have joined forces to advocate together for U.S. businesses such as mine.

For example, PVA worked closely with the American Bus Association, the United Motorcoach Association and the National School Transportation Association, to lobby for the passage of CERTS. This partnership, which spanned many months, resulted in the appropriation of $2 billion in grants for passenger vessels, motorcoaches, school bus operators and marine pilots. The partnership continues to press Congress for more CERTS funding as we undertake the slow process of emerging from the effects of the Covid pandemic.

Is your company a member of an industry trade association? If not, I encourage you to join one or more today.

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

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

www.workboat.com • AUGUST 2021 • WorkBoat

WORKBOAT GOM INDICATORS

Energy Level

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APR. '21 MAY '21 WTI Crude Oil 63.50 66.13 Baker Hughes Rig Count 13 14 IHS OSV Utilization 19.2% 19.6% WTI Price U.S. Oil Production (millions bpd) U.S. 10.9Prod 1000s bopd 11.0* Sources: Baker-Hughes; IHS Markit; U.S. EIA

JUN. '21 JUN. '20 72.98 40.60 14 11 20.5% 22.6% GOM11.1* Rig Count Util. Rate11.0 %

*Weekly Estimated

Return to 2013 oil prices?

GOM RIG COUNT

GOM Rig Count

By Jim Redden, Correspondent

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headline in the June 8 edition of The Wall Street Journal could have been pulled from mid-2013: “Traders Bet on Return of $100 Oil.” The article went on to say how traders have gobbled up call options tied to oil reaching $100/bbl by the end of next year, suggesting they are betting the current demand-supply imbalance is here to stay for a while. That narrative could easily be read as déjà vu all over again.

For the first time since early 2008, oil prices hit triple digits in 2013, topping out at nearly $109/bbl. in September and hovered around $100/bbl. over much of the first half of 2014, until the flood of production overwhelmed the thirst for crude. Prices steadily eroded, eventually sinking to $29.13/bbl. in January 2016, a low that was eclipsed, of course, when Covid did its thing with demand.

There are, however, some stark differences between the environments of then and now, which suggest an encore may not be in the cards. For one thing, eight years ago, investors were eagerly handing over cash, which operators were just as eager to spend to keep their pipelines and storage tanks full.

Those same investors now demand

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fiscal discipline, insisting on increased returns over higher production.

Even as the U.S. benchmark West Texas Intermediate (WTI) hovers around $70/bbl., producers, for now at least, are bowing to their shareholders.

The Energy Information Administration (EIA) estimates that U.S. oil producJun-20 tion will increase only modestly from 20-Jul an average of 11.1 million bbl./day this Aug-20bbl./day in 2022. year to 11.8 million Sep-20 Then, there are today’s deep-pock20-Oct eted money people, who are kneeling Nov-20 to societal and government pressure to Dec-20 eliminate or at Jan-21 least slash carbon intensity and, therefore, want nothing to do Feb-21 with any investment 21-Marrelated to fossil fuels. Between21-Apr activist shareholders May-21 Jun-21

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and the courts, super-majors like Royal Dutch Shell and ExxonMobil have been forced to cut their carbon footprints, suggesting they are unlikely to contribute anywhere near their historical production levels. Even the International Energy Agency (IEA), traditionally an industry cheerleader, said that 11 of net-zero to meet the global target carbon emissions by12 2050, operators 13 any new oil and must immediately stop 14 gas exploration.

13 A likely unintended side effect of 13 this anti-oil sentiment is a premium on 17 the barrels that are produced, which, in 16 turn, raises inflation 17 concerns. This is just as the U.S. economy 12 is recovering from the ravages of the 13 pandemic.

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Let’s make plans.

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WorkBoat Composite Index WorkBoat stocks dip over 2% in June

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he WorkBoat Stock Index gave up most of its May gains, losing 76 points, or 2.3%. For the month losers topped winners by a 7-5 ratio.

The top percentage gainers for the month were Nabors Industries, Transocean, Martin Midstream Partners, Helix Energy Solutions Group and Oceaneering International.

STOCK CHART

Back in May, during the company’s first-quarter conference call, Jeremy Thigpen, Transocean’s president and CEO, said, “Picking up in 2021, essentially where we left off in 2020, as you may remember from our last call, we delivered the best overall annual operational performance in Transocean's history.

Source: FinancialContent Inc. www.financialcontent.com

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

5/28/21 343.66 5,378.53 3,508.16 3,268.53 61.35 34,529.45 4,204.11

6/30/21 362.48 5,103.50 3,492.47 3,192.16 63.74 34,502.51 4,297.50

NET CHANGE 18.82 -275.03 -15.69 -76.37 2.39 -26.94 93.39

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

PERCENT CHANGE 5.48% -5.11% -0.45% -2.34% 3.90% -0.08% 2.22%

“This performance continued into the first quarter of 2021 as we delivered over 97 percent uptime across our global fleet, achieving one of the strongest operational quarters in company history in both uptime and safety performance. I cannot stress enough how proud I am of the dedication exhibited by our employees to deliver these amazing results. For that, I say thank you to our entire team at Transocean for their devotion each and every day to deliver best-in-class service to our customers.

“And turning now to the fleet, starting in the Gulf of Mexico,” Thigpen continued, “I am pleased to announce that the Deepwater Asgard was awarded a three-well picture with Beacon Offshore Energy following the successful 2020 campaign.”

The company is “excited to get her back on contract at what is currently a market-leading day rate.”

— David Krapf

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www.workboat.com • AUGUST 2021 • WorkBoat

Inland Insider

2021 coal transportation on the inland waterways — Part I Ken Hocke, Senior Editor

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n June 2014, I wrote about “dirty coal”, which is high in sulfur and ash content. I said it should not be transported for use anywhere in the world, since it was not used here because of the environmental damage it was believed to cause.

If it’s too dirty for us to burn, it’s too dirty to burn anywhere.

David K. Smith, general manager at the time for River Marine Enterprises, Paducah, Ky., commented on my blog.

It seems he took my column to be a condemnation of the coal transportation business as a whole.

In his note, Smith said, “… you state that ‘Scientists tell us that burning coal puts some really nasty emissions into the atmosphere.’ I can only assume you mean the ‘scientists’ that subscribe to the global warming theory, since … you imply that a ‘barge company’ would help save the environment if it turned down coal business. So, in truth, you should have said, ‘some scientists’ rather than the all-encompassing term ‘scientists’ as not all scientists embrace the global warming theory, and neither do I.”

“I feel no guilt whatsoever in the part I play in the transport of such a vital commodity as coal,” Smith wrote. “Coal is a national treasure that this country has been blessed with.

Indeed, we could never have achieved the past levels of greatness this country has seen without it, and no matter how much you … and others of your self-righteous liberal bent wish to vilify it. The country cannot survive without it today.”

Smith continued, “Great strides have been made in clean coal technology in recent years, but those of your ilk seem to ignore that and would rather erase jobs, devastate communities, and decimate industry in order to promote your ideals.”

First off, I didn’t say a word about clean coal. Secondly, the amount of coal being carried on our waterways has dropped in recent years. Thus, companies like Smith’s have been negatively affected. For that, I take no pleasure. But the fact is that the number of coal-fired power plants along the inland waterways system is fewer than in 2014. The hauling of coal on the system is not what it once was and it continues to erode.

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

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4/26/2021 10:39:00 AM

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Insurance Watch Maintenance, cure and wages

By Chris Richmond

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overages under the Jones Act provide broad benefits for your crew. It is always important to review what your crewmembers are entitled to and what insurance you should have for this.

Under the Jones Act if a crewmember is injured or falls ill while in service to the ship then they are eligible for maintenance, cure and wages. Maintenance is lodging and meals, the cure is doctor’s visits and medical treatment until maximum medical cure has been reached, and wages are the pay the affected crewmember would have earned had they not been laid up. Your protection and indemnity policy will respond to this if you have crew coverage.

Be sure to keep your crew count as accurate as you can. If you have more crew on board than you have listed on your insurance policy, you may suffer a co-insurance penalty. Insurance companies generally don’t like to cover something (or someone) who isn’t specifically written in a policy.

It is also important to remember that maintenance, cure and wage claims are no-fault. This means a crewmember only has to establish that they were in service to the ship at the time of

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their injury or illness and then these benefits are available to them.

Though this can vary, the standard to establish seaman status as a crewmember is generally spending 33% of one’s time in service to the ship.

I always tell my clients to let an adjustor determine whether or not a claim is valid. If you know of an incident or a crewmember reports one, turn in the claim and let the insurance company decide. Otherwise, you may face a lawsuit under the Jones Act. The Jones Act allows for crewmembers to sue the vessel for damages resulting from injuries they may have suffered aboard the vessel either because of negligence or unseaworthiness.

Should the claim be successful the crewmember would be entitled to future lost wages as well as damages for pain and suffering. Again, the crewmember must establish seaman status — but again, let the insurance adjuster make that call.

Your P&I insurance can be one of your vessel’s larger expenses but a claim that is not handled properly can cost you much more. Don’t be afraid to let your agent know what is happening on board involving injuries.

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

www.workboat.com • AUGUST 2021 • WorkBoat

Nor’easter

Is offshore wind for the birds?

By Kirk Moore, Contributing Editor

T

he northbound spring migration of shorebirds through the New Jersey coast raises an obvious question: What happens if there are 850-foot-tall wind turbines spinning in their flyway between South America and Canada?

The prospect of dozens, perhaps hundreds of wind turbines on the East Coast outer continental shelf raises questions of how those structures may affect the red knot, considered a threatened species by the U.S. Fish and Wildlife Service. Developers Atlantic Shores Offshore Wind LLC engaged one of the world’s top experts to find out.

“The birds jump off from Cape Cod, Brigantine, Stone Harbor,” said Larry Niles, ticking off coastal Massachusetts and New Jersey feeding grounds for the red knots.

“We know the birds are going through the wind (power) areas.”

I met Niles years ago when he was chief of New Jersey’s Endangered and Non-Game Species Program and started the Delaware Bay Shorebird Project, now in its 25th year of monitoring the migration. Today he has a consulting firm, Wildlife Restoration Partners, with years of experience assessing the health of red knots with other shorebirds and working on wind power studies.

On the Delaware Bay beaches every spring since the 1990s, Niles and a team of volunteers have captured, banded, and released red knots — seeing some repeat visitors so often the birds are like old friends.

The best fuel for those travelers is horseshoe crab eggs, tiny blue-green pellets that crabs lay on bay beach sands.

In a few days voraciously feeding red knots can boost their body weight from 130 grams — about 4.5 ounces — up to 240 grams or 8.4 ounces, mostly new fat reserves to propel them onward.

The supply of crab eggs is critical to their success. The horseshoe crab bait business expanded in the 1990s to sup-

ply commercial eel and whelk trap fisheries.

Shorebird counts on Delaware Bay beaches that were 90,000 in the late 1980s plummeted, and by the early 2000s Niles and environmental advocates convinced state wildlife agencies and the Atlantic States Marine Fisheries Commission to tighten catch limits.

The bird counts climbed back to around 30,000 in recent years, before dropping to 17,000 and then a new low point this spring of 6,880. The 2020 migration season was affected by two early tropical storms on the East Coast in May that year, and persistent northerly winds this spring may have been a factor against the shorebirds, said Niles.

“This year the (horseshoe crab) spawn was on time, and I think it was good,” said Niles. “So, I think we’re looking at a real decline” in the total numbers of the red knot population, he said.

That makes the Atlantic Shores study even more timely.

Atlantic Shores is paying for all the study costs — $95,000 last year and a projected $350,000 all told, with technical support from the Fish and Wildlife Service and New Jersey Audubon Society.

Paul Phifer, the permitting manager at Atlantic Shores, is familiar with shorebird conservation efforts from his time with the U.S. Fish and Wildlife Service in the Northeast states.

“We got a petition to list the red knot (as an endangered species) years ago. We ultimately listed red knots as a threatened species in 2015,” said Phifer.

In his position now with the wind developers, Phifer talked to his old colleagues in the wildlife profession and realized the possibilities for a first study of wind power and shorebird migration.

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

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Legal Talk

Onshore injury, offshore platform?

By Cindy Muller

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ecently, in Ownesby & Kritikos Inc. v. Dir. OWC, the U.S. 5th Circuit allowed an automated/advanced ultrasonic testing (AUT) field supervisor who tested storage tanks primarily on platforms located on the Outer Continental Shelf (OCS) to recover under the Longshore & Harbor Workers’ Compensation Act (LHWCA). It was for injuries sustained in an automobile accident on his way to the offshore pick-up point for work on a platform on the OCS. The injured worker, James Boudreaux, spent 89% of his time working offshore. His employer paid him for mileage and driving time to the offshore pick-up point based on the distance from the employer’s home office in Broussard, La., and the pick-up point for offshore transportation. His employer also paid him for time spent on a helicopter or crewboat to get to the platform.

By contrast, he did not receive travel pay to his onshore office. On the day of the accident, Boudreaux had his testing equipment in his vehicle. After the accident, a co-

www.workboat.com • AUGUST 2021 • WorkBoat

worker travelled to the accident site to retrieve the testing equipment and transport it offshore.

The Fifth Circuit applied a two-step analysis from the substantial-nexus test adopted in Pacific Operators Offshore, LLP v. Valladolid, 565 U.S. 207, 132 S. Ct. 680, 181 L.Ed. 675 (2012): (1) did the injury arise out of and occur within the scope of the employee’s employment; and (2) was the injury sustained as the result of operations conducted on the OCS. The parties agreed that Boudreaux was acting within the course and scope of his employment when the accident occurred. The dispute concerned whether the injury was sustained as a result of operations conducted on the OCS. The court rejected application of a “situs-of-injury” test.

Instead, the court applied the substantial-nexus test which depends on the individual circumstances of each case and requires a link only between the employee’s injury and extractive operations conducted on the OCS. Cindy Muller is a maritime partner in Jones Walker’s Houston office. She can be reached at 713-437-1859 or cmuller@joneswalker.com.

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AUGUST 2021

NEWS LOG

NEWS BITTS

BOEM

BOEM, Corps team up to boost offshore wind

BOEM, Corps are making a push to open federal waters to wind project leasing.

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formal agreement between the Bureau of Ocean Energy Management (BOEM) and the Army Corps of Engineers will pull more resources into federal planning for offshore wind energy, helping BOEM deal with the Biden administration’s big push to open more federal waters to leasing.

Announced in mid-June, the agreement allows the Corps to provide BOEM with additional scientific and technical resources needed to evaluate offshore wind projects on the Outer Continental Shelf.

“While the scope of the agreement covers all renewable energy activities in the Atlantic, the initial focus will be on the USACE supporting the review of the Coastal Virginia Offshore Wind Commercial project and the Kitty Hawk project” off North Carolina, according to a BOEM statement.

The new partnership is the latest development out of a Biden executive order directing closer interagency consultation between the Department of the Interior and Department of Defense to “increase renewable energy production on public lands and in offshore waters, while ensuring robust protection for our lands, waters, and biodiversity and creating good-paying jobs,” the agency said.

Since March, BOEM and the Interior Department have been keeping up a drumbeat of new developments, from promising up to 10 environmental reviews this year for East Coast wind projects, to speeding up plans for float-

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SEASTREAK FERRY GROUNDS IN NEW YORK

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ing wind turbines off California and soliciting interest from wind developers in Gulf of Mexico sites.

Agency officials acknowledge the push is demanding a lot from its workforce. — Kirk Moore

Shipyards earn safety awards from SCA

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he Shipbuilders Council of America (SCA) announced the recipients of its annual shipyard safety awards.

SCA recognized nine U.S. shipyards, with BAE Systems Norfolk Ship Repair and Bollinger Shipyards receiving both the “Excellence in Safety” and “Improvement in Safety” awards. All recipients showed exemplary operations standards and prioritized safety and accident prevention to the highest degree, despite the challenges posed to the industry by Covid-19 throughout 2020, SCA said.

“U.S. shipyards are dedicated to upholding the highest safety standards and advancing safe practices for our workforce, and as such, were prepared and ready to take on the challenges brought on by Covid-19,” SCA President Matthew Paxton said. “We commend these yards for not only rising to the occasion to keep our country operating during the pandemic, but also for continuing to prioritize the wellbeing of this essential workforce.”

The following shipyards were recognized by the SCA this year: • Receiving both the “Excellence in Safety” and “Improvement in Safety” Awards: BAE Systems Norfolk Ship Repair (Norfolk, Va.) and Bollinger Shipyards (Lockport, La.).

• Receiving the “Excellence in Safety” Award: Austal USA (Mobile, Ala.), BAE Systems Jacksonville Ship Repair (Jacksonville, Fla.), Bos-

Seastreak ferry grounded inside Bushwick Inlet on New York’s East River in early June, leading to the evacuation of 125 passengers and crew, according to the Coast Guard, police and fire officials. The 150’x40’x6.43’ Seastreak Commodore had departed Sandy Hook Bay in New Jersey just before 3 p.m. on June 5 and grounded shortly after 4 p.m., according to AIS data reported by Marine Traffic and a statement from Seastreak. Photos and video on social media showed the vessel aground in Brooklyn’s Williamsburg section, and listing to port.

BRUNSWICK-NAVICO: $1.05 BILLION DEAL

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runswick Corp. announced in June that it had entered into a definitive agreement to acquire Navico, a manufacturer of marine electronics and sensors, for $1.05 billion. As a result of this acquisition, Brunswick will add the industry brands Lowrance, Simrad, B&G, and C-MAP to its Advanced Systems Group (ASG), which includes parts and accessories (P&A) brands in power management, digital control and monitoring, and networked devices.

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

ton Ship Repair (division of North Atlantic Ship Repair, Boston), Fincantieri Marinette Marine (Marinette, Wis.), MHI Ship Repair & Services (Hampton Roads, Va.), and Southwest Shipyard LP (Channelview, Texas).

• Receiving the “Improvement in Safety” Award: Fincantieri Bay Shipbuilding (Sturgeon Bay, Wis.), • Receiving the “Significant Safety Achievement” Award: Southwest Shipyard LP.

www.workboat.com • AUGUST 2021 • WorkBoat

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Q&A Tracy Zea

Waterman

Tracy Zea, Waterways Council Inc.

By David Krapf, Editor in Chief

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WCI photo

racy R. Zea was named president and CEO of the Waterways Council Inc., which advocates for modern and well-financed inland waterways on behalf of river carriers, ports and shippers, on July 8, 2020. He had been the WCI’s vice president of government relations since 2015, and prior to that served as an aide to the House Committee on Transportation and Infrastructure, which oversees federal waterways policy. Zea discusses dealing with the pandemic, a new administration, a new Congress and other issues since he became WCI’s head.

WorkBoat: It’s been a year since you became WCI’s chief. Describe how your first year, dominated by Covid-19, went? How tough was it?

Tracy Zea: WCI is in a great place, especially after the curve balls that Covid provided in 2020. We’re lucky to have an experienced team in place that was able to accomplish significant wins during my first year. In 2021 WCI gained a new director of government relations, Dustin Davidson, to backfill my previous position. Like every association in D.C., Covid forced WCI into adapting and producing new innovative ways to lobby Capitol Hill, and we continue to look for new opportunities to provide value to the membership of WCI. WB: How has the pandemic affected WCI and the inland waterways industry? Did you have to tweak policies and procedures?

Zea: The pandemic forced WCI to turn our in-person meetings into virtual meetings and conferences. Putting on a virtual fly-in to lobby Capitol Hill presented logistical and technological challenges that you do not have at an in-person event. Taking the ‘glass is half-full’ approach, the virtual aspect of the fly-in also allowed the opportunity for more members of Congress to participate in meetings, maximizing WCI’s outreach in both the House and Senate. The inland waterways industry continued to show its versatility during the pandemic by adapting to different protocols and safety measures while keeping commerce flowing.

WB: How has working with the new Congress and the new Biden administration been? Are they being “friendly” to the inland waterways industry?

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Zea: Inland waterways infrastructure is one of the few things in Washington, D.C., that continues to be a bipartisan issue, and it shows in all the different infrastructure plans that have been released. The Biden administration was the first to release an infrastructure package and it included inland waterways, and each of the Congressional packages released since then have also included inland waterways funding. This significant achievement proves the outreach from WCI’s diverse membership and the strong grassroots advocacy of our members does make a difference.

WB: What do you think of Biden’s budget providing $6.8 billion for the Corps Civil Works Program, the highest annual budget ever requested for Civil Works but below the $7.8 billion enacted for the current fiscal year?

Zea: I believe the increase in the budget highlights the importance of the work that the Corps provides to the nation, and the need to continue constructing and modernizing the nation’s inland waterways infrastructure. The budget release is a positive step forward, but there are still areas that WCI needs to work with Congress to ensure that the inland waterways receive adequate funding.

WB: What do you think of the Water Resources Development Act (WRDA) of 2020 which was signed into law in December? Any specific change stand out, besides the change in the Inland Waterways Trust Fund from a 50/50 split to 65 federal and 35 from the industry-supported Trust Fund?

What were the positives and negatives from WRDA 2020?

Zea: WRDA 2020 provided a historic win for the inland waterways industry. The cost-share shift will provide signifiwww.workboat.com • AUGUST 2021 • WorkBoat

WB: More funding for operations and maintenance (O&M) on the inland navigation system has been pushed for decades. This has improved somewhat in recent years. Do you think O&M funding was adequate in the recent WRDA and what needs attention now?

Corps of Engineers

cant value to the nation and users of the inland waterways. The WRDA bill also included a needed 902 cost-limit increase for the Kentucky Lock and a Chief’s Report authorization for the Gulf Intracoastal Waterway – Brazos River Floodgates and Colorado locks.

The cost-limit increase allows work on the Kentucky Lock to continue to completion. The Chief’s Report also allows construction of new sector gates and channel widening to provide for safer and more efficient navigation and helps with water and sediment management capabilities on the Brazos River.

The Kentucky Lock Addition Project, Paducah, Ky., includes design and construction of a new 110'x 1,200' lock to be located landward of the existing 110'x 600' lock.

Zea: Operations and maintenance funding is provided through the Energy and Water Development, and Related Agencies appropriations bill. WCI believes in the motto that a rising tide lifts

all boats, and I believe the increase in O&M of the system is due to the overall increase of the Corps of Engineers Civil Works funding. As the waterways system ages, it is critically important that

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O&M dollars match the growing needs.

WB: The barge industry was hit hard in the early months of the pandemic but is now starting to see some improvement. What is your outlook for the inland waterways for the rest of the year and beyond?

Zea: I am optimistic about the outlook for the inland waterways. If you look at the monthly trust fund receipts into the Treasury, the eight-month total is more than $11 million higher than the comparable total that Treasury reported last year for fiscal year 2020. The recent events of the Colonial Pipeline and the Memphis Bridge crack highlight the inland waterways’ critical role in the supply chain. Barge transportation continues to be the most environmentally friendly and safest mode of surface transportation. USDA is expecting a record crop this year which should equate to more grain being exported via the river.

WB: At press time, passage of a $1.2 trillion infrastructure bill appeared to be near and the inland waterways is part of the final plan. Biden’s initial plan called for $17 billion for inland waterways, coastal ports, land ports of entry and ferries. What are your thoughts about what this could mean for the inland waterways?

Prepare for Paperless Transit as NOAA sunsets paper charts by 2025

Zea: The first half of 2021 has really highlighted the need to modernize America’s infrastructure. We saw the Suez Canal shut down from just one ship getting stuck in the channel. At home we saw the cyberattack on the Colonial Pipeline and the shutdown of the Memphis bridge with the discovery of a crack. The administration and Congress have an opportunity to provide significant and meaningful investment in not only the inland waterways but the rest of America’s infrastructure.

We were encouraged by the administration’s infrastructure proposal, particularly in light of the fact that the last package passed by Congress in 2009 did not include the inland waterways or the Corps of Engineers.

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Zea is optimistic that the inland waterways will have a strong rest of the year and beyond.

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Icebreakers

Breaking Up U.S. icebreaker program finally making progress.

By Ken Hocke, Senior Editor

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t’s been widely publicized that the U.S. is way behind other countries — specifically Russia — when it comes to its heavy icebreaking fleet.

As the ice at the top of the world melts, the Russians are trying to put themselves in position to control a new shipping route in the northern waters of the world. Russia says it has the right to collect escort tariffs and wants to freeze out the U.S., VTHM-19-011 Polar Securtiy Cutter Graphic-WB-Cover.indd 1 China and other countries and hopes to control global shipping routes never before available.

The U.S. doesn’t like Russia’s strategy, which includes plans to design a nuclear-powered icebreaker, but is behind the eight ball because of its old and sometimes unreliable icebreaking fleet. The 399' heavy icebreaker Polar Star, commissioned in 1976, has been doing the heavy lifting at both the top and bottom of the world. The 45-year-old ship breaks down more than the old family car and has had to be snatched from the jaws of disaster by its crew’s ability to work miracles in the engine room. But it’s a zero-sum game. The end is near.

“The Coast Guard operates our nation’s only icebreaker fleet

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VT Halter Marine

In 2019, the Coast Guard awarded VT Halter a $745 million contract for the detail, design and construction of the lead Polar Security Cutter.

countering malign influence as our nation’s most persistent surface military presence at the polar regions,” Coast Guard Commandant Adm. Karl Schultz said during a speech last year. “We do this with just two cutters — one heavy and one medium icebreaker. This is a woefully unacceptable level of presence in an area where we must be a leading force.”

7/19/19 3:18 PM

THREE AND THREE The Coast Guard is recapitalizing its polar icebreaker fleet to ensure continued access to both polar regions and support the nation’s economic, commercial, maritime and national security needs. The plan is to build three heavy and three medium icebreakers.

Polar security cutters (PSCs) will enable the U.S. to maintain defense readiness in the Arctic and Antarctic regions. The program will allow the Coast Guard to perform missions in the Arctic such as defense operations and readiness; defending U.S. sovereignty and interests; national security activities and maritime safety; PWCS (ports, waterways, and coastal secuwww.workboat.com • AUGUST 2021 • WorkBoat

U.S. Coast Guard

rity); research; search and rescue; and logistic support and vessel escort.

In 2019, the Coast Guard and Navy awarded VT Halter Marine Inc., Pascagoula, Miss., a $745 million contract for the detail, design and construction of the lead PSC. Construction on the first PSC is planned to begin this year with contract delivery planned for 2024. The contract includes financial incentives for earlier delivery. Delivery may be moved up to 2023. The 2019 contract also included options for the construction of two additional PSCs. In April 2020, VT Halter was awarded a $1.7 million grant from the Maritime Administration for a 1,250-ton press brake, which allows work to be completed more quickly. In addition to having twice the bending force capacity as the old 750-ton press brake, which is 45 years old, the new press brake is capable of computer numerically controlled operations using data taken directly from engineering drawings which increases efficiency and productivity, VT Halter said.

The first 460'×88' PSC is progressing through the detailed design phase, and VT Halter is actively preparing for its construction, shipyard officials said. In July 2021, Halter Marine was scheduled to complete upgrades to the launch way area where the PSC will be built. The new icebreaker is the heaviest vessel per foot of length that VT Halter has built at its Pascagoula shipyard. The launch way has been fortified to accommodate the PSC’s 19,000-ton launch weight.

Crowley Maritime’s Con/Ro ships — El Coquí and Taíno — were the heaviest vessels previously launched from the company’s dock.

Based on weight per foot, the new PSC outweighs those vessels, Bob Merchent, Halter Marine’s president and CEO said. “The PSC needs 22 tons of capacity per linear foot of rail line, and we have designed the new launch way to accommodate 27 tons per linear foot.

We are preparing for our newest vessel while also looking forward to future, larger vessels.”

The launch way upgrade project is funded with a grant from the Mississippi Development Authority (MDA).

The 399' heavy icebreaker Polar Star has been doing the heavy lifting at both the top and bottom of the world. It was commissioned in 1976.

The PSC will have a full load displacement of 22,900 long tons. It’s construction is based on a German research vessel that will be modified to meet Coast Guard requirements. It will have a diesel-electric propulsion system and will have accommodations for 186 crew, scientists, and others as a part of its mission packages.

The cutter is designed to break through ice of 6'6", independently break through a pressure ridge 21' feet thick and be able to operate for 80 days without replenishment.

Meanwhile, the medium icebreaker should be able to break ice not less than 4'6" thick at 3 knots and operate for 80 days without replenishment. Both icebreakers will be capable of surface defense using removable weapons and will be able to be fitted with additional sensors and weapons. The ships will be equipped with surface and air search radars, will be capable of communications with other Department of Defense, Coast Guard, NOAA, and National Science Foundation ships and aircraft. The polar icebreakers will be built to a mix

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Lake Carriers’ Association

Icebreakers

The Mackinaw is the only designated icebreaker on the Great Lakes.

of military and commercial standards.

GREAT LAKES ICEBREAKERS The Coast Guard has nine vessels available for icebreaking duties on the Great Lakes — the 240'×58.5' icebreaker Mackinaw, two 225' buoy tenders with icebreaking capabilities, and six 144' tugs with icebreaking abilities.

But Jim Weakley, president of the Lake Carriers’ Association (LCA), said more is needed. “We need another icebreaker like the Mackinaw,” he said.

“They should have built a second heavy icebreaker, sister vessel, when they built the Mackinaw.”

A study commissioned by LCA found that during the 2018-2019 ice season, businesses that depend upon the Great Lakes maritime industry lost over $1 billion in revenues because of delays caused by inadequate icebreaking. These economic forfeitures resulted in the loss of over 5,000 jobs throughout the Great Lakes Region, the study said.

Icebreaking capacity in the Great Lakes supports more than 90 million tons of

cargo annually.

In September, U.S. Senators Tammy Baldwin, D-Wis., Todd Young, R-Ind., and Gary Peters, D-Mich., introduced the Great Lakes Winter Commerce Act, bipartisan legislation that will codify the Coast Guard’s icebreaking mission on the Great Lakes and increase the icebreaking capacity of the Lakes fleet.

Icebreaking is critical for commerce in the Great Lakes and increasing icebreaking capacity will help many businesses and workers that rely on the maritime industry to transport their goods to market and grow our regional economy, the senators said in a prepared statement.

“This historic bill will codify into law a long time Coast Guard mission that protects national and economic security,” said Weakley, “Currently, the Coast Guard interprets the ‘reasonable demands of commerce’ as meaning that an ice-covered waterway is open until a second vessel is stuck in the ice for more than 24 hours as a result of another vessel’s inability to move. They only report to Congress ice restrictions

Lake Carriers’ Association

A study commissioned by the Lake Carriers’ Association found that during the 20182019 ice season, businesses that depend upon the Great Lakes maritime industry lost over $1 billion in revenues because of delays caused by inadequate icebreaking.

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in four connecting channels for the entire Great Lakes.”

The bill has passed the Senate Commerce Committee and is currently before the House’s Coast Guard Subcommittee on Transportation Infrastructure.

The senators’ bipartisan bill would update the outdated Coast Guard Great Lakes icebreaking mission and increase the icebreaking capacity of the Great Lakes fleet. That mission was put into play by an executive order from President Franklin D. Roosevelt in 1936. The Coast Guard must follow its mission, but Weakley said the Roosevelt executive order is out of date.

Specifically, the legislation: • Codifies into law the Coast Guard’s icebreaking mission in the Great Lakes.

• Requires the Coast Guard to break ice in the Great Lakes in accordance with the ‘reasonable demands of commerce’ set forth in the bill. The standards derive from a 1997 Coast Guard study outlining icebreaking requirements on the Great Lakes. They are written to allow the Coast Guard to size its icebreaker fleet to handle the vast majority of ice seasons while limiting excess capacity.

• Requires the Coast Guard to report to Congress on the icebreaking season.

• Requires an annual report of Coast Guard activities during the previous winter’s icebreaking activities.

• Requires the Coast Guard to coordinate with industry for icebreaking operations.

• Requires the Coast Guard to prioritize its domestic icebreaking mission before breaking ice for Canadian harbors or bays but allows for exceptions for missions related to safety of life.

• Defines “reasonable demands of commerce,” which is the safe movement of commercial vessels transiting icecovered waterways in the Great Lakes at a speed consistent with the design capability of Coast Guard icebreakers operating in the Great Lakes.

Weakley said the Coast Guard expects to upgrade its Great Lakes icebreaking capabilities between 2030 and 2040, but Great Lakes’ commerce can’t wait that long.

www.workboat.com • AUGUST 2021 • WorkBoat

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

New 45’ research and scuba diving vessel will be shipyard’s first newbuild.

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ts name will be the Research Vessel Explorer, and when the 45'×15'6" shipwreck research and scuba diving vessel is launched in the spring of 2022 it will be the first boat built by Delaware Bay Shipbuilding. That’s a new boatbuilder in Leesburg, N.J., headed up by Mike Tilsner and Eric Berg, who, previous to starting their own boatyard, boasted over 25 years of combined experience building large aluminum vessels at Yank Marine in Tuckahoe, N.J. Mike LeMole of LeMole Naval Architecture in Vineland, N.J., and Steve Pollard of Specmar in Scappoose, Ore., designed the research vessel for Rustin Cassway, owner of Research Vessel Explorer LLC, Cape May, N.J. Cassway describes his current boat “as a 42' Chesapeake Bay boat” that operates from Cape May to Virginia. “But with the new boat we’ll probably head as far south as Florida.” He’ll be able to do that because the Research Vessel Explorer is longer, about one-third wider, and in general “a much better platform for this application.”

When Cassway met with the architects he told them he wanted “a boat that had a little bit of a Down East look and a second-floor pilothouse, so you can actually see,” as opposed to the more limited view from a main deck pilothouse.

The elevated pilothouse also frees up space in the main deck cabin for accommodations for at least six crewmen.

Down below will be the master’s stateroom with two bunks.

The future Research Vessel Explorer will be “more like a little ship,” said Cassway. “It’s a lot more comfortable to be 26

on for extended periods of time.”

In those early meetings with the naval architects, he also requested a vessel with a speed of 20 knots at 1,800 rpm.

The power package to provide that consists of a pair of 670-hp Cummins QSM-11 main engines matched up with ZF 325IV gears with a 2:1 ratio that are set up in a V-drive arrangement “because they wanted to move the engines back farther,” said Cassway. He figures that at 1,800 rpm, “the engines are pretty fuel efficient.”

In the engine room will also be a 17-kW Cummins Onan generator, a scuba air compressor and a Seakeeper stabilizing system.

When the Research Vessel Explorer is engaged in diving operations, divers are to be brought back aboard on the stern’s port side where there will be a platform with a winch and gantry to lift the diver from the water. On the starboard side will be a Palfinger PC2300 crane. The middle of the transom was left open “to bring a Zodiac up if we have to,” said Casswell.

In late June, looking back on the design and building project that had taken place so far, Casswell said, “It has been a very collaborative effort.” — Michael Crowley

Metal Shark completes third inland towboat for Florida Marine

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etal Shark Boats delivered the 4,000-hp Gianna Hull to Florida Marine Transporters, Mandeville, www.workboat.com • AUGUST 2021 • WorkBoat

Delaware Bay Shipbuilding

First newbuild for New Jersey shipyard

C&C Marine and Repair

La., in June. The new steel towboat is the third of a three-boat contract from the company’s Metal Shark Alabama facility (previously Horizon Shipbuilding).

Metal Shark, known as a builder of aluminum boats since 1986, acquired Horizon, located in Bayou La Batre, Ala., in 2018. With the purchase, Metal Shark assumed ownership of a fully developed Alabama shipyard and began its expansion into steel shipbuilding, refit and repair.

The Gianna Hull, like its sisterships, was designed by John W. Gilbert Associates, Hingham, Mass. The first vessel in the contract, the Stephanie Pasentine, was the first newbuild delivered by Metal Shark Alabama.

“We’re proud to conclude this three-vessel production run with the delivery of the Gianna Hull,” Doug Barrow, vice president, Metal Shark Alabama, said. “The pandemic posed some challenges, but we were able to keep our projects moving forward by working together and looking out for each other. I believe that deep mutual respect and understanding were forged between our team and FMT’s representatives through our close coopera-

147'6" towboat was built in Louisiana for an Alabama customer.

tion, and through continual process improvement we were able to show an increase in efficiency with each consecutive build. I know these vessels will serve the FMT fleet well, and we would gladly build with FMT again.”

The four-decked, 120'×35'×9' Gianna Hull, a Subchapter M-compliant towboat, is powered by twin 2,011-hp Caterpillar 3512C diesels turning 100"×69" stainless steel props through Twin Disc MGX-5600DR gears with 6.56:1 reduction ratios.

Four Patterson electric winches are mounted forward of the house: a 65-ton winch and 40-ton winch are on both the port and starboard sides.

Back aft is a two-ton deck crane from Harrington Hoists. Schuyler Marine Fenders supplied the fendering.

Ship’s service power comes from a pair of John Deere-powered 175-kW gensets.

The Gianna Hull’s nine crewmen are accommodated in six wood-lined staterooms spread over three decks.

The chief engineer’s stateroom and office are on the main deck. Three two-man staterooms and the captain’s stateroom are on the 01 deck, while the pilot’s stateroom is on the 02 deck.

To improve crew comfort by reducing noise and vibration levels in the cabins and wheelhouse, Mascoat Sound Control-dB was applied to key areas.

— M. Crowley

C&C Marine delivers new towboat to Parker Towing

Metal Shark Alabama

C

Third of three new towboats for Florida Marine Transporters.

www.workboat.com • AUGUST 2021 • WorkBoat

&C Marine and Repair, Belle Chasse, La., has delivered the 147'6"×34'×10'9" Olive Parker to Parker Towing Co. The 4,400-hp towboat's pilothouse eye measures 33'. The new towboat is the first vessel C&C Marine has 27

On TheWays built for the Tuscaloosa, Ala.-based company.

The Olive Parker was built based on a collaborative design by Parker Towing and CT Marine LLC, Portland, Maine. The vessel's design includes two owner furnished Caterpillar 3516B main engines, that are paired with two Reintjes WAF 873 HL-HR

reduction gears, provided by Karl Senner LLC. “During our process of selecting shipyards for our new vessel construction program, C&C was one of the facilities whose reputation for quality really stood out in the industry,” Terah Huckabee, senior vice-president of Parker Towing, said. “They employ

state of the art processes in an allweather facility with the majority of assembly being performed within enclosed warehouse bays. The M/V Olive Parker is our first project with C&C and, we can say without a doubt, they certainly lived up to their reputation.”

Ship’s service power comes from

BOATBUILDING BITTS Corps of Engineers Marine Design Center (MDC) provided NPS with project management, engineering, and contract management support for the new vessel. The Subchapter T-inspected vessel was built jointly by TAI and its subcontractor Aluma Marine, Harvey, La. The ice belt and the bow structure of the hull are designed to ABS Ice class C0 rules and the vessel includes ice strengthened reduction gears, propulsion shafting, rudders, and propellers. The Annie Moore is equipped with twin Caterpillar C18 propulsion engines.

Austal USA delivered the future USS Savannah, the 14th Independence-variant littoral combat ship (LCS), to the Navy on June 25. The 421'×103.7' Savannah (LCS 28) is the seventh ship Austal has delivered to the Navy in less than two years. The LCS is a fast, agile, focused-mission platform designed for operation in near-shore environments yet capable of open-ocean operation. It is designed to defeat asymmetric "anti-access" threats such as mines, quiet diesel submarines and fast surface craft. The LCS integrates new technology and capability to support current and future mission capability from deepwater to the littorals. Each aluminum trimaran LCS has a displacement of 3,200 MT, a 15.1' draft and is powered by a pair of 12,200-hp MTU 20V8000 diesel engines and two 29,500-hp GE LM2500 gas turbines.

Eastern Shipbuilding Group Inc. (ESG) has signed an exclusive partnership agreement with Louisiana’s Bayou Metal Supply to provide material and labor in support of the production of the Coast Guard Offshore Patrol Cutter (OPC) Program. ESG is the prime contractor of the OPC program and signed this exclusive materials and labor agreement to strengthen its bid for Stage II of the program which will be

ACI Boats

49-passenger boat is working in Alaska.

CI Boats, Port Townsend, Wash., has delivered the 50'×17', 49-passenger catamaran Noble Eagle to Eagle Charters, Elfin Cove, Alaska. The 1,700-hp Noble Eagle is a Subchapter T-certified passenger vessel designed to comfortably transport passengers from Juneau, Alaska, to Elfin Cove for private lodges. The 50' catamaran has a hydraulic beaching ramp. Powered by four 425-hp Yamaha outboards, the Noble Eagle cruises at a speed of 30 knots, with a top speed of 46 knots. The boat has twin 300-gal. fuel tanks. The main cabin has luxury Freedman seating for 26 passengers, centerline dinettes for 12 passengers, a barista station, and direct glazed windows throughout for exceptional visibility and natural light. Noble Eagle features below deck crew quarters on the port and starboard sides, with single beds, gear lockers, access ladders, and emergency escape hatches. The upper deck has seating for 12 with two open air tables and benches under the bimini, a row of Freedman seats along the aft of the upper deck, and ample storage. The pilothouse has dual Bentley Yachtsman helm seats with suspension pedestals, and a convertible day bed. The boat is outfitted with Raymarine electronics and a Yamaha Helm Master joystick steering system to help the Noble Eagle maneuver through the choppy Alaskan waters.

TAI Engineers LLC, New Orleans, has completed the detailed design and construction of a new 74'×24' passenger/utility vessel for the National Park Service (NPS).

The NPS named the all-steel passenger/utility vessel Annie Moore after the first immigrant, a 15-year-old Irish girl, who signed the Ellis Island register. The Army 28

TAI Engineers LLC

A

74' passenger/utility boat works in New York.

www.workboat.com • AUGUST 2021 • WorkBoat

The towboat has accommodations for 10. Kern Martin Services Inc. provided a complete joiner system.

The navigation and communication package, provided by Wheelhouse Electronics, includes Furuno radar equipment, transducer, satellite compass, AIS system, loud hailer, as well as a Standard VHF radio, Al-

New 55,000-bbl. capacity ATB.

awarded in early 2022, shipyard officials said.

Crowley Maritime Corp. took delivery recently of the 55,000-bbl., articulated tug-barge (ATB) Aurora/Qamun. The 410'×88' vessel is the second ATB in Crowley’s fleet, after the Aveogan/Oliver Leavitt, to be dedicated to the Alaska market. The ATB is specially designed to add efficiency and range to transport clean petroleum products for Crowley Fuels, the company's Alaska-based business unit. It has a design speed of 9 knots. Master Boat Builders, Coden, Ala., built the 108'×46' tug. The 350'×88' barge was built at Gunderson Marine LLC, Portland, Ore. Bollinger Shipyards, Lockport, La., recently submitted a proposal to the Coast Guard to build Stage 2 of the Heritageclass offshore patrol cutter (OPC). If chosen, Bollinger would construct and deliver a total of 11 vessels to the Coast Guard over the next decade. OPCs will provide the majority of offshore presence for the Coast Guard's cutter fleet, bridging the capabilities of the 418' national security cutters, which patrol the open ocean, and the Bollinger-built 154' fast response cutters, which serve closer to shore. In addition, Bollinger was recently awarded a contract by the Naval Sea Systems Command to conduct a concept study and the preliminary design of the Navy’s light amphibious warship (LAW). The LAW program envisions procuring a class of 28 to 30 new amphibious ships to support the Marine Corps.

The Navy envisions the first LAW being procured in fiscal year 2023.

In June, Ingram Marine Group, along with Cenac Marine Services and Main Iron Works, held a christening of the 1,600-hp Adrienne M. Moore and the 2,000-hp Tom www.workboat.com • AUGUST 2021 • WorkBoat

Bollinger Shipyards Inc.

Crowley Maritime Corp.

two John Deere-powered 6068 AFM 85, 150-kW gensets.

The conventional steering system HPU and the alarm and monitoring system were provided by Eagle Control Systems. The towboat is also outfitted with two 100"-dia. stainlesssteel fixed pitch propellers, provided

by Sound Propeller Systems Inc.

phatron swingmeter, Young weather sensor, and Intellian satellite TV antenna. The towboat is also equipped with two Carlisle & Finch 1,000-watt searchlights.

On deck is a pair of Nabrico 60-ton winches, and a through-the-deck capstan from Shoellhorn-Albrecht.

— Ken Hocke

Bollinger submits bid to build offshore patrol cutters.

Cornwell. The two towboats are the first two of a fleet of 10 that Cenac Marine and Main Iron are building for Ingram. The 78'×32'×10' Adrienne M. Moore was designed

by Main Iron, Ingram, and Ashraf Degedy PE. The boat's twin Tier 3 Caterpiller C32 diesel engines produce 800hp each and connect to 76"×62" Michigan Wheel props from Houma Machine and Propeller. Ship's service power comes from two Northern Lights C series gensets.

The Tom Cornwell was also designed by Ingram, Main Iron and Ashraf Degedy PE. The boat's main propulsion also comes from Cat C32 Tier 3 diesel engines connected to 76"×68" Michigan Wheel propellers from Houma Machine and Propeller. This boat’s Cat engines produce 1,000 hp each.

Conrad Shipyard hosted a steel cutting ceremony in June for Great Lakes Dredge & Dock Co. LLC's (GLDD) three 7,100-cu.-yd. dump scow barges at its shipyard in Morgan City, La. Delivery for all three barges is scheduled between the second and third quarters of 2022.

Each identical barge will measure 277'×63.5'×27.25'.

Dump scows are barges which have hopper type cargo carrying compartments and a split hull design to facilitate bottom dumps to discharge dredged material.

Fincantieri Marinette Marine announced recently that Mark Vandroff will be its new CEO effective July 7, replacing Jan Allman who has led the Wisconsin shipyard since 2014. Vandroff, a retired Navy captain, brings his naval shipbuilding experience to the team responsible for designing and building the Navy’s Constellation-class frigates.

29

The 274.9’x59.1’ PSV Saavedra Tide, stationed in the Gulf of Mexico, is one of 10 vessels incorporating Siemens’ variable-speed propulsion control system.

Emission Control

By Jim Redden, Correspondent

30

C

ooking oil is making its way from the galley to the fuel tank as vessel owners do their part to help clear the air of greenhouse gas (GHG) emissions.

Amid mounting regulatory and societal pressure to slash carbon-generated emissions across-theboard, the maritime world is embracing renewable biofuels, liquefied natural gas (LNG) and other clean-burning fuels, often dovetailing with advanced propulsion systems and fourth generation diesel engine technology.

“For workboat operators who are being pressured by the ports and their clients to do something greener, the use of low-carbon renewable biofuels has to be an option that comes to the top of the list, along with repowering existing craft with the

newest generation of diesel technology,” said Allen Schaeffer, executive director of the non-profit Diesel Technology Forum, Frederick, Md. Eliminating or significantly reducing carbon dioxide (CO2 ) and other GHG emissions is part and parcel of environmental, societal and governmental (ESG) issues that wield heavy hands in today’s boardrooms and regulatory agencies. “The maritime sector is a small sliver of the (total GHG emissions) pie, but everybody’s focusing on all slivers of the pie these days,” Schaeffer said.

To point, the International Maritime Organization (IMO) is clamping down on blue water shippers, with a 2030 target to reduce CO2 emissions per cargo by at least 40% from 2008 levels. Vessel operators from the Gulf of Mexico to East and

American Bureau of Shipping

Clean fuels and advanced power plants drive maritime decarbonization efforts.

www.workboat.com • AUGUST 2021 • WorkBoat

Nautical Control Solutions (NCS) LP

TRI-FUEL VESSELS With the 2015 unveiling of the nation’s first vessel powered nearly exclusively by LNG, Harvey Gulf got well ahead of the curve in helping operator clients reduce carbon-generated emissions throughout their operations. The Harvey Energy, a 302'×64' deepwater platform supply vessel (PSV), has since been joined by four additional dual-fuel LNG vessels, with a sixth LNG-fueled vessel under construction.

Late last year, Harvey doubled down

Harvey Gulf International Marine LLC

West Coast ports, likewise, are bracing for an environment in which only the most fuel efficient will be competitive.

By far, most of the heat over GHG emissions is directed at oil and gas operators, which naturally filters down to offshore support and platform support vessel (OSV/PSV) owners. “As the pressure increases on operators, it’s not just about them, but their whole supply chain, which includes us,” said Jason Stanley, vice president of ESG for Tidewater Inc. Shane Guidry, chairman and CEO of New Orleans-based Harvey Gulf International Marine LLC, agreed.

“The world is heading that direction, to where the more carbon reduction you have with your vessel, the easier it is for people to want to try your boat. What kind of penalties come out in the future in the space we work in will be the real needle mover for people to spend the money (to upgrade).”

The PSV Harvey Energy, the only U.S.-flagged tri-fuel PSV (diesel, LNG and battery), is currently operating in the deepwater Gulf of Mexico.

by integrating a Wärtsilä lithium-ion battery power system into the Harvey Energy, making it the only tri-fuel vessel in North America. All five of the company’s dual-fuel LNG vessels will be converted to tri-fuel, while the remaining 10 diesel-powered PSVs in the deepwater fleet will be outfitted with batteries. Ultimately, 18 of company’s 50-vessel fleet will have either tri-fuel or dual-fuel capacity.

The “first-of-its-kind” fully integrated hybrid power module combines engines, the battery-enabled energy storage system, and power electronics optimized to work together through a Wärtsilädeveloped energy management system (EMS), according to the American Bureau of Shipping (ABS), the designated classification organization.

Guidry said the battery system absorbs load surges when increasing thruster power, for instance, which would otherwise draw down fuel tanks.

“Rather than burn more fuel and emit more emissions, that spike will always

Some 620 mainly upstream oil and gas support vessels use the Fueltrax automated fuel management system globally, with constant monitoring in the Houston operations center.

www.workboat.com • AUGUST 2021 • WorkBoat

go to the battery and allow the gensets to stay level at a 70 percent load at all times,” he said.

Harvey Gulf estimates an additional 24% to 26% of the daily fuel load will be directed to the batteries, augmenting the reductions in GHG emissions documented by the LNG fleet. “With our LNG PSVs, we’ve reduced NOx (nitrogen oxides) by 80 percent and SOx (sulphur oxides) by 100 percent,” Guidry says.

During deployment, the generators kick in when the battery power goes to 20% and kick off when the battery is 80% charged. Once at Harvey Gulf’s dock in Port Fouchon, La., which also provides 270,000-gals. of LNG bunkering, the tri-fuel vessel is plugged in allowing it to operate wholly on battery power while in port.

BIOFUELS TAKING HOLD Emblematic of the accelerating sentiment against fossil fuels, many integrated oil companies are dedicating refining capacity to biofuels, processed from renewable feedstocks like cooking oil and animal fats. Biofuels are not to be confused with closely aligned biodiesel, typically derived from soybean oil, palm oil and other vegetable extracts.

Renewable fuels can help vessel owners reduce harmful emissions by 50% to 80%, said Schaeffer. “We see an opportunity for using renewable biofuels and low-carbon biodiesel, especially in harbor operations where you’re close to urban areas. You can completely overnight revise your carbon footprint,” he said. “Biodiesel looks like conventional diesel, but with much better emissions performance.”

31

Crowley Maritime Corp.

The foremost proving ground for renewable marine fuels is California, which enforces some of the nation’s most stringent air quality standards with rules mandating the inclusion of low-carbon fuels. “On the West Coast, a large number of vessels are running on 100-percent renewable (bio) diesel,” Schaeffer said.

Among those is the 6,800-hp tug Veteran, operated by Crowley Shipping, a business unit of Crowley Maritime Corp., Jacksonville, Fla., which went into service in San Francisco Bay in March, partially propelled by low-carbon biofuel. The recently initiated biofuel supply contract with Shell Trading (US) Co. (STUSCO) also covers Crowley’s U.S.-flagged Vision/650-10

Crowley's Veteran , a ship assist and escort tug that operates out of San Francisco Bay, received an initial bunkering of 24,000 gals. of low-carbon biofuel on March 9.

articulated tug-barge (ATB) that has served the U.S. and Canadian west coasts since December 2019.

HIGH TECH MONITOR EMISSIONS

I

Tidewater Inc.

n keeping with the principal “you can’t manage what you can’t measure,” some vessel owners are employing the latest digital tools to document fuel consumption and, in turn, emissions.

Tidewater Inc., for its part, has 30 vessels being monitored by Nautical Control Solutions LP’s Fueltrax fuel management system that combines automated measurements and documentation with zero crew interaction. Developed by Houston’s Nautical Control Solutions (NCS) LP, the system relies on Coriolis mass-flow meters — distinctively stabilized for the marine environment — for real-time measurement and recording of fuel consumption and vessel activity. “We were the first to put Coriolis meters at sea,” said John Donovan, the technology company’s vice president of operations. “Our system helps optimize performance by enabling vessel owners to

32

Tidewater uses Maress software across its entire North Sea fleet.

see under what conditions and propulsion configurations the systems perform best.”

Vessel owners once used the technology exclusively to help reduce fuel spend, but now environmental impact takes precedent. The resulting data from the digital platform, for instance, enabled Tidewater’s 11-year-old LeBouef Tide, a 266'x56' platform supply vessel (PSV), to reduce emissions by 21.3% over a 10-hour voyage. “As opposed to using our system to reduce fuel to save money, they’re now trying to reduce carbon intensity for their own ESG (environmental, social and governance) reporting requirements,” said Donovan.

Tidewater also uses the Yxney Maritime AS Maress digital management toolkit, which provides a detailed real-time performance overview of each vessel to help reduce both the fuel consumption and emissions. “We’re using the Maress software across our whole North Sea fleet and looking at rolling it out globally,” said Jason Stanley, Tidewater’s vice president of ESG. Harvey Gulf International Marine, likewise, is deploying digitalization to document the emissions of its tri-fuel and dual-fuel PSVs. “We’re putting on a monitor system to determine exactly how much the carbon footprint has been reduced with LNG versus diesel and with battery-LNG versus diesel,” said CEO Shane Guidry. — J. Redden

“The fuels in California do not have to be 100-percent biofuel to make a positive impact on the environment and meet regulatory approval,” a Crowley spokesperson said. “The fuel we used relative to the Veteran was approved for engine use, but we have monitored (emissions) and our operations team expects to change filters more often, for example.”

‘INTELLIGENT PROPULSION’ Dr. Wei Huang, ABS director of global offshore, suggests coupling cleaner fuels with mechanical advancements offers the most bang for the buck. “In the Gulf of Mexico, some (vessel) owners are applying alternative fuels in concert with hybrid power systems and are gaining some efficiencies,” she said.

Tidewater, for one, is cutting harmful emissions by incorporating technology initially conceived as strictly a cost saving measure. The company currently has 10 PSVs, with a median age of five years, outfitted with Siemens BlueDrive PlusC propulsion system, engineered to enable diesel engines to operate on variable speed and avoid fuel-draining load spikes. Presently, Tidewater has the largest fleet employing the technology, the company said, engineered to reduce NOx emissions by up to 83%, compared to conventional fixed-speed propulsion systems.

Basically, the configuration integrates engine and thruster control through an energy management system preprogrammed with curves providing

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fuel consumption under divergent load conditions. The EMS interfaces with subcontrollers for the gensets, thrusters and remote controls to set and monitor optimal engine speed to minimize loaddeviation issues, according to Siemens.

Tidewater, which released its inaugural sustainability report in April, has reduced fuel consumption by as much as 30% since incorporating the propulsion system, Stanley said. “Frankly, the driver for us when we first installed those systems was much more about cost savings related to fuel use,” he said.

“We found that just by going to the variable speed drive and getting smarter about running the engines, however, we were also getting substantial reductions in emissions.”

Separately, Tidewater is retrofitting vessels with hybrid battery power, with three such vessels now in service and a fourth in the process of being upgraded.

Upgrading a single vessel to a hybrid

power plant costs around $2 million, Stanley said, making economics one of the most pressing challenges. Client buy-in is essential, too, either through sharing in the upfront costs, higher day rates or longer contract terms. He cited Norway’s Equinor as being especially receptive to pass-through costs to help counter the scrutiny heaped on their oil and gas operations.

“The hybrid technology is expensive, so we need the right contract economics in place to make it work,” he said.

“Equinor, in particular, has been at the leading edge and a bit more proactive about it (emissions reduction).”

Tidewater also is wiring some vessels for less expensive shore-based electric power systems to allow at-port operation solely on battery power. At least three additional vessels are expected to be outfitted with shore-based power systems this year.

Meanwhile, in April, Crowley

Engineering Services completed the design of what would be the first fully electric U.S-flagged tug with autonomous technology. As designed, the 82-ft tug would provide 70 short tons of bollard pull with an azimuthdriven propulsion system comprising two 1,800-kW motors and a 6-MWh battery. A Crowley spokesman said further details on the future of the proposed tug would be provided “as soon as it’s appropriate.”

NEW-AGE DIESEL Despite initiatives aimed at developing alternative power plants, diesel engines are here to stay, said Diesel Technology’s Schaeffer, but the newest generation perform nothing like their fume-spewing predecessors. “For the mainstream marine sector, diesel power is here to stay, so let’s do our best to optimize what we have and get more new generation technologies in the water as

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www.workboat.com • AUGUST 2021 • WorkBoat

Eastern Shipbuilding Group

The bridge of the Staten Island Ferry Michael H. Ollis during sea trials in Florida.

soon as possible,” he said.

He was referring to fourth generation, or Tier 4, diesel engine technologies traditionally designed specifically to run on ultra-low sulfur diesel oil but have evolved to also incorporate hybridization and renewable fuels. In a presentation to the New Jersey Clean

Air Council last July, Schaeffer said replacing the original engine of an older tugboat with a Tier 4 iteration can reduce NOx emissions by 30 tons a year, equivalent to taking 26,000 cars off the road for a year. “The issue with the whole workboat sector is what can we do to make our legacy fleet cleaner

now,” he said in an interview.

So-called “clean” diesel engine technology will be on full display in New York later this year with the debut of three new 4,500-passenger ferries, each designed to transport riders between Staten Island, N.Y., and Manhattan.

Built by Eastern Shipbuilding Group Inc., Panama City, Fla., the doubleended Ollis-class ferries are powered by four EMD 12-710 EPA Tier 4 marine propulsion engines. The ferries were designed to meet New York City Department of Transportation’s (NYCDOT) goal to achieve near-zero emissions.

Pending final NYCDOT sign-off, the first of the three ferries is scheduled to enter service late this fall with the remaining two to follow shortly afterward. “The ferries will be fully certified for passengers when they arrive in New York,” an Eastern spokesperson said.

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35

Fuels & Lubricants

Gassed Up

Fuel additives and lubricants improve vessel performance.

By Michael Crowley, Correspondent

36

L

ooking for a new way to improve your vessel’s fuel efficiency? Well, think about the fuel additive that Fuel Ox in Asbury, N.J., began distributing about eight years ago. Prior to that, and for almost 40 years, only the U.S. military and a small number of large multinational corporations were utilizing it.

More than likely, few commercial marine vessel operators were even aware of it.

Fuel Ox began marketing the additive to the general public in 2013, deciding to name it after themselves — Fuel Ox. “We saw advantages of bringing it to the public and that’s what we are doing,” said Paul Mazzanobile, Fuel Ox’s president.

The advantages Mazzanobile refers to include improved fuel efficiency and a decrease in emis-

sions. Fuel savings are generally 5% to 10% and a reduction in soot of over 50%. A case study that he cites involved a six-week test on a McAllister Towing & Transportation Co. Inc. ABS-classed A-1 towing vessel based out of Philadelphia. The tug was powered with twin Z-drives that together put out 4,000 hp.

The Fuel Ox additive “got them 5.9 percent better fuel efficiency,” said Mazzanobile, as well as a dramatic reduction in soot and a large microorganism bloom was mitigated.

He added that what separates Fuel Ox from other fuel additives is its patented combustion catalyst that “lowers the combustion temperature so initial combustion will start earlier.” The combustion temperature drops from about 900°F to about www.workboat.com • AUGUST 2021 • WorkBoat

Fuel Ox photos

In a six-week test, a McAllister tugboat improved its fuel efficiency by 5.9% with the Fuel Ox additive.

600°F. At that temperature more air is mixing with the fuel in the combustion chamber, thus there’s a cleaner more thorough fuel burn.

“You are getting more horsepower, better fuel efficiency,” said Mazzanobile. The combustion catalyst creates the conditions for this by breaking up fuel clumps, allowing air to reach all the fuel molecules for complete combustion.

Fuel Ox also manufactures Infinity Lubes, which is made up of three lubricant products — Liquid Friction Eliminator, Super Grease and Super PLS. These are not petroleum based

but plant based. They contain “no toxic chemicals or metals,” said Mazzanobile.

“They are 100 percent bio-based and rated green.”

Liquid Friction Eliminator is for wet bath applications such as gearboxes, crankcases and hydraulic oils. It is more a metal conditioner than a lubricant, designed to extend the interval between oil changes three to five times by hardening and smoothing metal inside machinery, thus reducing friction and corrosion.

Super Grease comes as either lithium or calcium sulfonate that hardens and lubricates metals as friction and temperature increases. Lab tests performed

by Falex Labs in Sugar Grove, Ill., compared Super Grease to two other greases. In an ASTM D-4170 Fret test for wear protection, the two greases used for comparison lost over 12 mg of metal. The Super Grease lost only 1.6 mg, said Mazzanobile.

Super PLS (penetrating lubricant spray) is a 100% plant-based nonaerosol spray that can be used where a grease gun won’t work to protect against corrosion in a wet environment.

LUBRIPLATE LUBRICANTS Lubriplate’s most recent lubricant, Bio-Synxtreme HF, has been available for about two years. It’s designed for all

www.workboat.com • AUGUST 2021 • WorkBoat

shipboard hydraulic applications and is “non-toxic, non-sheening, biodegradable and meets VGP (Vessel General Permit) requirements,” said David Reh, Lubriplate’s director of field engineering and training services in Newark, N.J. The VGP standards require environmental sensitivity, fire resistance, water solubility, fire resistance and anti-wear properties over wide temperature ranges.

The Bio-Synxtreme HF lubricant, with no zinc or other metal additives, is designed to provide effective corrosion protection and anti-wear performance.

Bio-Synxtreme HF “won’t varnish or sludge-up like vegetable products,” said Reh, and is heavier than water so it will sink. It’s rated as being practically nontoxic to fish and other aquatic wildlife.

Currently its use has been pretty much limited to tugboats.

CALUMET SPECIALTY Calumet Specialty Products acquired Royal Purple synthetic lubricants in 2012. Then in 2014 the Royal Purple BioMax line of lubricants was introduced to meet the Environmental Protection Agency’s 2013 VGP requirements regarding the use of environmentally acceptable lubricants (EAL).

Thus BioMax products are VGP compliant as synthetic hydraulic oils and gear oils “made to have a positive impact on the environment without compromising for quality,” said Muibat Gbadamosi, Royal Purple’s manager of research and development in Porter, Texas. They are biodegradable, nonbioaccumulating and not toxic to marine life. “The lubricants are easier to clean up and whatever is left over is not dangerous to sea life,” she said. They have been used in tugboats on the East Coast and in cranes.

The BioMax Stern Tube is the newest addition to the BioMax lineup. It was introduced last year as a non-emulsifying lubricant with corrosion and rust preventive qualities that help prevent bearing and seal failures. Besides being an EAL, it, like the other BioMax lubricants, has the EU Ecolabel approval.

That’s a European accreditation, 37

Fuels & Lubricants which has been a market where up to now Royal Purple has “found more traction because they had a more stringent environmental agency” than in North America, said Gbadamosi. That stringency made it a marine environment more attuned to Royal Purple products.

Something that comes with complying with EU Ecolabel is the need to

meet minimum technical performance standards. That might be DIN 51517 for gear oil or ISO 15380 for hydraulic fluids.

The difference between having a lubricant that meets only VGP standards versus one in line with VGP and Ecolabel requirements is that the VGP is more about meeting environmental standards, and with “Ecolabel you have New bearing surface appears smooth until magnified 1,500 times.

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to meet those as well as technical performance” standards, said Gbadamosi.

“That’s why we talk about not compromising and giving up any performance.

We are probably one of the first American companies to have the Ecolabel approval on our products.”

The primary component and cornerstone of Royal Purple’s BioMax product lineup is the proprietary additive Synerlec. Its benefits include superior oxidation for the lubricant’s base oils. That helps oil form a tougher synthetic film on metal surfaces and not be squeezed out by pressure and heat, thus remaining on the surface longer.

Plus, with Synerlec, oil doesn’t thicken, plus superior rust and corrosion protection is provided, as well as exceptional anti-wear. All of which contributes to maintaining the life of the equipment and reducing maintenance costs.

Calumet is currently preparing new BioMax grease products that will be introduced this year or in 2022. The goal is “to expand our line of environmentally acceptable lubricants,” said Gbadamosi. www.workboat.com • AUGUST 2021 • WorkBoat

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As we continue our dredge fleet expansion with the future addition of our 8,500 CY Hopper Dredge “RB Weeks” which is currently under construction, we are accepting resumes for UL Masters and

At Illinois Marine Towing, our people make the difference. When you join IMT, you join a diverse workforce with opportunities to build a career with: • • •

Please apply online:

UL Chief Engineers.

At Weeks Marine, we recognize our greatest resource is our employees!

Please visit the Careers link located on our home page to submit your resume.

www.weeksmarine.com/careers EOE-Disability/Vet

Competitive Pay and Benefits Advancement Opportunities Comprehensive Training

www.imtowing.com MARS is now looking for a derrick barge crane operator 800 ton, with at least 5 years experience, working 60-70 hrs per week on land. This is a long term position.

Call our office for more information.

985-868-2210

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

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

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

Minimum 2 years offshore experience onboard a derrick barge required.

Applicants must have a valid TWIC card.

Email resume to:

jobs@shoreoffshore.com

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.

Place your ad! Contact:

Wendy Jalbert wjalbert@divcom.com | www.workboat.com/resources/jobs/

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

Phone (813) 251-5100

www.workboat.com • AUGUST 2021 • WorkBoat

PortofCall

For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496

EMPLOYMENT

NOW HIRING!!

Deckhands, Cooks & Wheelmen

HIRING FOR ALL LINEHAUL VESSEL POSITIONS

SEEKING!!!

FULL-TIME Relief Cook & Ordinary & Able Bodied Seaman

Captain, Pilot, Deckhand, Engineer, and Tankermen Our linehaul vessels operate on the Ohio, Monongahela, Allegheny, Lower Mississippi Rivers, and the Gulf Coast region. We are also hiring for harbor vessel Captains and Deckhands operating on the Ohio River miles 0 – 110.

• Opportunity for career growth • Excellent compensation and benefits package • Bonuses • 401K with a company contribution

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

At Canal Barge Company, our people make the difference. When you join CBC, you join a diverse workforce with opportunities to build a career with:

To apply please contact: Dean Mays - 704-675-4562 Phillip Thomas - 724-993-2648 www.barges.us/ctc-careers/

• • •

Competitive Pay and Benefits Advancement Opportunities Comprehensive Training

Please apply online at:

Competitive Rates / Excellent Benefits

To apply visit our website or email:

www.vtbarge.com

www.canalbarge.com crewjobs@vtbarge.com SEE OUR LISTINGS workboat.com/resources/jobs/

®

JOB WATCH

www.workboat.com • AUGUST 2021 • WorkBoat

41

PortofCall

Your Source For Employment, Equipment & Services

EMPLOYMENT SE EK IN G QUA LI FIE D & E X PE RI ENC ED PER SO NNE L to work on our subsea construction fleet.

AVAILABLE POSITIONS

              

Master Senior Chief Officer Chief Officer Second Officer Chief Engineer Second Engineer Third Engineer Fourth Engineer Electro-Technical Officer Electrician Instrument Technician Bosun Able Seafarer Able Seafarer (Engine) Welder

              

Crane Operator Crane Technician Materials Coordinator Chief Pipelay Engineer Fitter Technician Supervisor Hydraulic Technician PLC Technician Electrical Technician Mechanical Technician Pipelay Operator Deck Mechanic Deck Coordinator Offshore Const Manager Sr. Offshore Const Supervisor

              

Offshore Const Manager Offshore Operations Engineer Deck Supervisor Rigging Supervisor Assistant Rigging Supervisor Rigger (incl Lead rigger) Rigger Welder ROV Superintendent ROV Senior Supervisor ROV Supervisor ROV Senior Pilot Technician ROV Pilot Technician HSE Advisor Medic Admin Project Admin Clerk

Send resumes to:

offshorevesseljobs@technipfmc.com

LEGAL

Tugboat Captain and AB Needed!

Mobro Marine has openings for Captains and Able Bodied Seaman. Experience required for inland and offshore East Coast US, Gulf of Mexico and Caribbean.

We offer excellent benefits and competitive wages to qualified applicants.

Equal Opportunity Employer Located Green Cove Springs, Florida

Contact Mike Rodriguez (904) 305-2502 mrodriguez@mobromarine.com

MARINE GEAR

The first name in Marine Seating.

LLEBROC

Nautilus

SERIES 2 HELM CHAIR

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

F R E E S H I P P I N G I N L OW E R 4 8 S TAT E S WWW.LLEBROC.COM TOLL FREE: 800-284-5771

42

www.workboat.com • AUGUST 2021 • WorkBoat

For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496

MARINE GEAR & SUPPLIES

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

www.workboat.com • AUGUST 2021 • WorkBoat

43

PortofCall

Your Source For Employment, Equipment & Services

MARINE GEAR & SUPPLIES BARGE PUMPS

IMO ROTARY SCREW ASPHALT PUMPS BYRON JACKSON TURBINE PUMPS BLACKMER ROTARY GEAR PUMPS OUR 110TH YEAR Now Manufacturing and Installing Fire Retardant Bunk Curtains

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

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

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

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

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

SIMPLE. RUGGED. RELIABLE.

Download our order form to purchase your shades today.

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

Hoss Winch Co., LLC

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

cgonsoul@gmail.com

850-255-5266

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KIENE Cylinder Pressure Indicators for measuring diesel engine firing pressures...

Easy to use—simple and reliable.

Reduce maintenance costs.

Improve engine availability.

Use to balance cylinders.

Pinpoint engine problems.

Optimize fuel consumption.

Fits any standard indicator valve.

Recommended and used by major engine builders.

• Minimal investment to monitor engine condition..

• • • • • • • •

Call or e-mail for info!

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

www.workboat.com • AUGUST 2021 • WorkBoat

For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496

MARINE GEAR & SUPPLIES The Alutech and OP Series Chairs & Deck Rails

36-inch Diameter Modular Plastic Pontoons

Greater Quality. Greatest Value.

Alu Design offers a standard product line in addition to the option for customization to suit specific needs.

Sleek modern design and maximum utility and comfort are emphasized.

No matter whether you call it a pilot chair, helm chair, navigator chair or operator seat, we have the chair for your application.

The Best Idea Since the Indian Canoe

Uses: Pontoon boats, house boats,

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

www.alu-design.no

Displacement at full submersion:

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

In-Mar Solutions offers a complete line of Alu Design & Services chairs and deck rails.

www.inmarsolutions.com 

BOLLARD™ MARINE GENERATORS

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

Toll Free: 877-456-2531

www.plasticpontoon.com

info@inmarsolutions.com

(225) 644-7063

Designed & Built for the Harsh Marine Environment

9kW - 550kW Gensets LOWEST COST OF OWNERSHIP MORE COPPER = LOWER OPERATING TEMPS & LESS FUEL CONSUMPTION

ment

R Equip

d by ME

cture Manufa

CUSTOM SPECS AVAILABLE

800.777.0714

Locate a dealer www.merequipment.com

www.workboat.com • AUGUST 2021 • WorkBoat

45

PortofCall

Your Source For Employment, Equipment & Services

MARINE GEAR & SUPPLIES

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

THE MOST POWERFUL TOOL

Sales and Service

Sales and Service

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

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

for removing coatings and rust

W O R L D L E A D E R I N B O AT S H A F T I N G

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

World's Largest Stocking Distributor of AQUAMET PH. 586-791-8800

33475 Giftos Dr., Clinton Township, MI 48035 ◼

www.marinemachining.com - www.aquamet.com

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

SERVICES

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

Barges | Boats | Cranes Vessel Chartering Services Chris Gonsoulin, Owner (850) 255-5266

cgonsoul@gmail.com

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

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 46

www.workboat.com • AUGUST 2021 • WorkBoat

For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496

ADVERTISERS INDEX Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . . 10

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

Arcosa Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Kent Safety Products . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

BMT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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

Browns Point Marine Service, LLC . . . . . . . . . . . . . . . . . 38

MTU - A Rolls-Royce solution. . . . . . . . . . . . . . . . . . . CV2

C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . . 17

Panolin America Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Calumet Specialty Lubricants . . . . . . . . . . . . . . . . . . 33, 39

Phoenix Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Cummins Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . . . . 3

R M Young Company . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

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

Rose Point Navigation Systems . . . . . . . . . . . . . . . . . . . 20

Fuel Ox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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

Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Schaeffer Manufacturing Co . . . . . . . . . . . . . . . . . . . . . . 13

Gulf Engine & Equipment Inc . . . . . . . . . . . . . . . . . . . . . 34

Transport Products and Service Enterprises, Inc.. . . . . . 34

International WorkBoat Show . . . . . . . . . . . . . . . . . . . . . . 4

Trimaco Marine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 25

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

WORKBOAT CLASSIFIEDS

EMPLOYMENT SPECIAL 2 - 3" PRINT ADS 2 - MONTHS ONLINE 2 - DIGITAL JOB WATCH NEWSLETTERS

ONLY $595.00 (over $1200.00 value)

CALL WENDY JALBERT TODAY 207-842-5616 www.workboat.com • AUGUST 2021 • WorkBoat

47

LOOKS BACK AUGUST 1961

• Costa Co., Omaha, Neb., began construction recently on a new 64'6", triple-screw towboat for its own use.

The vessel, which has a 4'6" draft, is powered by three Caterpillar D343 diesels driving 48"-dia. Coolidge propellers. The new boat’s tanks will hold 11,360 gals. of fuel oil and 870 gals. water. Living accommodations are provided for 10 crew.

The craft was designed by A.M. Deering and Son, a Chicago naval architect and marine engineering firm.

• Plans for construction of five combination tank barges that will utilize a new design concept have been announced by David A. Wright, president, National Marine Service Inc. They will be used on the Mississippi River system and Gulf Intracoastal Waterway.

AUGUST 1971 • The • Former Vice President and top Marad official Hubert H. Humphrey will headline the upcoming joint annual meeting of the National Waterways Conference Inc. and the Upper Mississippi Waterway Association in St. Paul, Minn.

• Twin City Shipyard Inc., a subsidiary of Twin City Barge and Towing Co., has entered into an exclusive licensing agreeAUGUST 1981 ment

• Houma Fabricators Inc., Houma, La., has delivered the 188'×60'×14' pipelay barge G/P 37 to Pipelines Inc., Harvey, La. The barge is capable of working in 200' of water and handle 12" pipe. The mooring system consists of four Manitowoc 390 double-drum winches, each holding 3,000' of 1 1/8" wire with a line pull of 140,000 lbs.

48

Thomas J. Mullender, a 55' twin-screw Equity Standard tug, was delivered

by Equitable Equipment Co., New Orleans, to Great Lakes Dredge and Dock Co., Houston. with Flohr & Company Metal Fabricators, Seattle, to sell Twin City’s 40'×10'6" “portabarges” to the states of Alaska, Washington, Oregon, Idaho and California.

coupled to eight 12,000-lb. anchors.

• Dravo Corp. has acquired the Ryan-Walsh group of companies, one of the largest cargo handlers on the Gulf and South Atlantic coasts. The company operates bulk terminals or other facilities in New Orleans, Mobile, Ala., and 10 other southern ports, handling bulk commodities and general cargo. www.workboat.com • AUGUST 2021 • WorkBoat

Duramax Marine Products and Knowledge You Trust. ®

All Made in USA

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

DryMax® Rudder Seal

DryMax® Shaft Seal

DuraCooler® SuprStak® Keel Cooler

DuraBlue® Rudder Bushings

Johnson® Cutless® Bearings

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

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

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

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

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

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

Duramax Marine® is an ISO 9001:2015 Certified Company

Products And Knowledge You Trust

p: 440.834.5400 f: 800.497.9283

“With more than 65 setsLLC of Reintjes in service our business has continued to operate safely and Banta efficiently Karl Senner, is gears proud to today, equip the M/V Capt.

Frank W. with reliable and dependable service from Karl Senner, LLC. With Reintjes and Karl Senner, LLC. as our partners, we are confident that and we will have moreBen years ofHays operatingwith successREINTJES along America’s Inland waterways.” themany M/V Gearboxes.

- Clark Todd, President, Blessey Marine Services Inc.

Karl Senner, LLC isLLC proud to supply Onboard Karl Senner, supplied two two REINTJES WAF 563 Gearboxes REINTJES WAF 563 Reverse Reduction onboard the M/V Daniel Wisner.

Gearboxes, Torsional Couplings, and Electronic Controls.

Generic Product Image

Owner: Chem Carriers Owner: Blessey Marine Services, Inc. Shipyard: Verret Shipyard Shipyard: Verret Shipyard Naval Architect: Entech Designs, LLC Main Engines: Mitsubishi S6R2 from Laborde Products

504-469-4000

|

KARLSENNER.COM