WorkBoat September 2021

Ferries • Deck Equipment • Offshore Wind ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

SEPTEMBER 2021

Crafty Bunch Highlights from the 2021 MACC conference.

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SEPTEMBER 2021 • VOLUME 78, NO. 9

The 2021 MACC conference was held in July at the Coast Guard Yard. Photo by Ken Hocke

FEATURES 18 Focus: Make Way Smooth sailing for the offshore wind sector?

20 Vessel Report: People Movers After a season of Covid and low ridership, ferry operators have been seeing an uptick in passengers.

30 Cover Story: MACC Nuggets Highlights from the 2021 Multi-Agency Craft Conference.

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BOATS & GEAR 26 On the Ways • Conrad Shipyard holds steel cutting ceremony for two Damen vessels for Great Lakes Dredge & Dock • Rodriguez Shipbuilding delivers two 1,500-hp lugger tugs to Weeks Marine • Alumna Marine delivers 74' steel utility vessel to the National Park Service in New York • Gladding-Hearn to build fourth pilot launch for Galveston-Texas City Pilots • Crowley Maritime to build and operate first all-electric powered harbor tug • Nichols Brothers delivers fourth and final 100', 6,800-hp ASD tractor tug to Foss Maritime

36 Cranked Up A look at some of the latest winch products and services.

AT A GLANCE 8 8 9 10 10 11 12 14

NEWS LOG 16 16 16 16 16

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On the Water: Get some sleep.

Captain’s Table: Taking safety to the next level.

Energy Level: LNG sees increased demand.

WB Stock Index: WorkBoat stocks dip in July.

Inland Insider: Coal transport on the inland waterways — Part II. Insurance Watch: Commercial hull policy coverage.

Legal Talk: Maritime or state law?

Nor’easter: Offshore wind: New source, same clashes.

Infrastructure package would provide boost to the inland waterways.

Passenger vessel operators say future remains cloudy.

Progress in California offshore wind leasing.

North Atlantic right whales and offshore wind.

Vessel to document Jones Act violations.

www.workboat.com • SEPTEMBER 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

The elephant in the room

T

he Multi-Agency Craft Conference (MACC), held at the Coast Guard Yard outside of Baltimore in July, had all of its usual ingredients — a good mix of industry and military participants, exhibits and a strong conference program, and a fleet of small craft showing off the newest hull designs, propulsion packages, and electronics suites.

Then there was my favorite part of the show — the opportunity to go for a ride on any of the boats. This helps make MACC unlike any other maritime trade show.

“We’re anxious to share information,” Alan Cummings, Life Cycle Manager, PMS325G Boats and Combat Craft, said during an overview of NavSea’s PMS325G Boat Program.

Cummings is “responsible for the care and feeding of 4,000 boats around the world,” he said.

Cummings and his panel talked about the Navy’s and Coast Guard’s Small Boat Commonality Integrated Process Team. Its mission is to exchange and review boat requirements, capabilities, mission sets, and support systems of each service and identify specific areas of potential commonality, cost savings, and best practices.

“We can’t do our jobs without you,” Michael Tabor, NavSea Small Boats Branch Head, Southwest Regional Maintenance Center, Life Cycle Management and Sustainment Engineering, told the audience. “We cannot do our jobs without our industry partners.”

Outside at the dock, MetalCraft Marine’s director of sales, Dana White, sat in the cockpit of an 8-meter Interceptor the company built for the ai16109820207_editwatch_BPA_2021.pdf Port of Pensacola, Fla. “We use the

Ken Hocke, Senior Editor

conference from the end-user’s side, listening to the kids who are on these (Navy and Coast Guard) boats every day. Some of these young people have some really good ideas.”

It was business as usual — only it wasn’t. Covid-19 hung over the Coast Guard Yard like a ghost. Part of the conference program was virtual, the number of booths was down from previous years, and the foot traffic was lighter than usual. As for the boats, there were only five. Surprisingly, none of them was a Coast Guard boat.

Some people wore masks, some didn’t. Some wore masks then took them off — uneasy about what to do.

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1/18/21

10:00 AM khocke@divcom.com

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

Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 21

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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

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

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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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Use cruise ships to help deal with Covid

T

he July 28 WorkBoat Think Tank webinar (“Passenger Vessel Operations in the Post-Covid World”) did a good job of exploring the cruise industry’s hopes for a strong recovery, and fears of renewed lockdowns due to new strains of Covid.

What was not sufficiently explored

were alternatives in the latter eventuality, the prevailing sentiment simply being “we cannot survive” another round of lockdowns.

Such negative thinking might be more fruitfully replaced by envisioning a variety of profitable alternate uses for these beautiful, large and highly compartmentalized ships.

For example, if overseas travelers must be quarantined for weeks before

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returning to their home country, many might find it more desirable to rent a room on a cruise ship rather than a shore-side hotel. If hospitalizations again threaten to overwhelm the nation’s hospitals, space on cruise ships could be quickly repurposed for use as temporarily hospital wards with appropriate pre-planning.

The key is a change in perspective: rather than viewing a new round of Covid as a death knell, the cruise industry should view it as an opportunity to expand operations into new realms of profitability.

Rick Lutowski Former NAVSEA naval architect and Lockheed software engineer (retired) Georgetown, Texas

Editor’s note: Rick, thanks for your letter and thoughts. While your ideas for using large bluewater cruise ships (such as Carnival and Royal Caribbean) to deal with Covid may be worth exploring, I’d like to point out that we only cover that market indirectly. We report on the domestic passenger vessel industry — small passenger vessels (mainly under 400 feet) that operate on the U.S. coastal and inland waterways. These vessels operate on rivers, bays and harbors.

This includes excursion vessels, dinner boats, tour boats, water taxis, ferries, and the “small” overnight river cruise market.

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www.workboat.com • SEPTEMBER 2021 • WorkBoat

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On the Water Get some sleep

By Joel Milton

I

n a previous column I explained the importance of getting the back watch into their bunks before any significant daylight hits their eyes and triggers the rise-and-shine response.

That’s a matter of the calendar and the clock being used to determine when to do it. But non-natural light that is used to see when crew is inside the vessel also plays a very significant role in sleep quality and quantity. Given that industry manning standards, combined with typical watch schedules, are geared towards maximizing profitability instead of maintaining the health of the workforce, anything that mariners can do on their own to increase and improve rest should be considered.

Inside the vessel there are two primary considerations: light used for work purposes and light for everything else. Lighting used in common spaces and individual quarters have a profound effect on us.

Light in the blue wavelengths, like midday daylight, is not conducive to falling and staying asleep. It actually works against you. Many modern LED bulbs tend to be of the ghastly harsh blue-white variety, and likewise for standard fluorescent

Captain’s Table

Taking safety to the next level

By Capt. Alan Bernstein

M

ost of us have spent the last 18 months taking dramatic steps to protect the health of our passengers and crew. Looking back, I am astounded at how quickly the passenger vessel industry developed and implemented a host of effective measures to help combat the spread of Covid-19 aboard our vessels. These measures are now an important part of our overall safety practices and culture.

It is time for the maritime industry to critically assess its current safety measures and take the necessary steps to reach the next level. But how do we accomplish this?

My company, BB Riverboats, has decided that implementing a Safety Management System (SMS) is the best path to achieving continuous safety improvement. We are adopting the Flagship SMS developed by the Passenger Vessel Association. It’s a structured and documented system that permits our shoreside and vessel personnel to better manage safety and, at the same time, establish a culture of continuous improvement.

To help implement Flagship, we established several management teams to guide the process. The safety responsibilities of marine crew and other employees have been clearly identified. Using Flagship, we track events and mea8

tubes. They are fine for the work bench but terrible for any non-task lighting. Even the old soft-white incandescent bulbs, with their slightly-warm yellowish tinge, were too much. The bottom line is that for living space lighting you should avoid blue light as much as possible, particularly for sleeping quarters (especially bunk reading lights used while winding down after coming off watch) and often-used spaces like heads.

Manufacturers have responded to advances in sleep science and market demand. My choice is currently the Sleep Shift light bulb by Hárth. It’s a 7-watt amber LED A19-type bulb (45-watt incandescent brightness equivalent) with a standard E-26 base (screw-in) that everyone is familiar with. The light color is similar to an old-fashioned amber bug light, but somewhat less amber to my eyes. The difference is very noticeable to me and I’ll never go back.

For sleep, this is low-hanging fruit. You just have to be willing to change a little.

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

sure and analyze safety trends. For example, if we identify a trip hazard, we will develop a solution that can also be tracked and measured for effectiveness.

At the same time, we have decided to continue using the Coast Guard’s Streamlined Inspection Program (SIP). The reason is simple. SIP keeps us in compliance with Coast Guard inspection regulations. In other words, SIP keeps our vessels in “regulatory readiness.” Thus, when the Coast Guard visits us for inspections, they can be confident that we are following all inspection regulations.

So which program, SIP or Flagship, would you choose?

I have chosen both. Flagship puts the systems in place that allow us to better manage our business and foster continuous safety improvement, while SIP compliments Flagship because it addresses the inspection and regulatory side of operations.

These tools will improve safety and establish a safety culture that will allow us to rise to the next level. The time is right for all of us to analyze our safety programs. I encourage you to consider an SMS as well as SIP.

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 • SEPTEMBER 2021 • WorkBoat

WORKBOAT GOM INDICATORS

.

MAY '21 WTI Crude Oil 66.13 Baker Hughes Rig Count 14 IHS OSV Utilization 19.6% U.S. Oil Production (millions bpd) 11.0

Energy Level

JUN. '21 72.98 14 20.5% 11.1*

Price 1000s bopd Sources: Baker-Hughes; IHSWTI Markit; U.S.U.S. EIA Prod *Weekly Estimated

JULY '21 73.93 14 22.0% 11.2*

JULY '20 41.46 12 19.4% 11.1

GOM Rig Count Util. Rate %

Gas-fed bulls

GOM RIG COUNT

GOM Rig Count

By Jim Redden, Correspondent

W

hile the volatile oil market constantly keeps energy economists and journalists on their toes, natural gas has quietly reached new heights in both demand and prices.

For most of this year, gas has been riding a wave of increasing demand and reduced supply with U.S. wellhead prices hitting a nearly three-year high of $3.779 MMBtu in late July, months before the start of the typical winter heating season. Just as gas-fired plants return to operation from Covid-induced lockdowns and air conditioners run at full blast to cope with oppressive heat gripping much of the country, stockpiles dropped as much as 7% below the five-year average, according to federal data.

In its July 7 Short-Term Energy Outlook, the U.S. Energy Information Administration (EIA), predicted the combination of lower production and increasing exports of liquefied natural gas (LNG) would lead to “slightly lower-than-average” inventory builds during the summer build season, which ends in October. Forecasted U.S. stockpiles of 3.6 Tcf (trillion cubic feet) at the end of October would fall 3% below the five-year average, according to the EIA. The prospects for U.S. LNG are

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particularly bullish in Europe and Asia.

The EIA expects U.S. LNG exports to average 9.6 Bcf/d in 2021 and 10.2 Bcf/d in 2022, “surpassing pipeline exports for the first time on an annual basis in both years.”

Seven LNG export terminals are in operation in the U.S., four located along the Louisiana and Texas coasts, and a fifth under construction. Tel20-Jul LNG export lurian Inc.’s Driftwood Aug-20of Lake Charles, facility, located south Sep-20 La., is targeted for first cargo in 2023.

20-Oct Cheniere Energy, operator of the Nov-20 pacesetting Sabine Pass export terminal Dec-20 in Cameron, La.,Jan-21 and the newer Corpus Christi LNG facility off the Texas Feb-21 coast, delivered a21-Mar combined quarterly record of 133 cargoes 21-Aprin the first quarMay-21 Jun-21 21-Jul

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ter, but said projections have only gone up from then. “We forecast that the global LNG trade will approximately double, expanding by approximately 350 million tons per annum to over 700 million tons per annum by 2040, which would support approximately 225 million tons per annum of incremental global supply,” President and CEO Jack Fusco said on May 4.

12 In its 2021 LNG Outlook, Shell 13 of the foreexpects Asia to drive 75% 14 as domestic casted long-term growth 13 gas production falls and LNG replaces 13 higher-emission energy sources. Noting 17 that gas demand weathered the pan16 demic much better than 17oil, Shell said the global LNG market 12increased to 360 million tons in 2020.

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www.workboat.com • SEPTEMBER 2021 • WorkBoat

PROFESSIONAL GRADE RIBS™ 6/10/16 1:50 PM

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WorkBoat Composite Index WorkBoat stocks lose more ground in July

T

he WorkBoat Stock Index suffered another down month in July, losing 87 points, or 2.7%. For the month losers topped winners 16-9.

Top percentage gainers for July included Great Lakes Dredge & Dock Corp., which saw its shares rise over 5% in July.

The company ended the second quarter with net income of $2.1 million STOCK CHART INDEX COMPARISONS Operators Suppliers Shipyards WorkBoat Composite PHLX Oil Service Index Dow Jones Industrials Standard & Poors 500

and adjusted EBITDA of $20.2 million compared to the second quarter of 2020 that ended with $9 million of net income and $28.1 million in adjusted EBITDA. The company’s first half 2021 results did not meet expectations due to Covid impacts and increased operational challenges. The company expects much stronger results in the second half of 2021.

Source: FinancialContent Inc. www.financialcontent.com

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

7/30/21 331.32 5,037.36 3,491.28 3,104.92 55.36 34,935.47 4,395.26

NET CHANGE -31.16 -66.13 -1.19 -87.23 -8.38 432.96 97.76

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

Inland Insider

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

P

lentiful natural gas and negative publicity concerning coal’s adverse impact on the environment has led to the closing of a number of coal facilities in the U.S. over the past 10 years. Consequently, volumes of coal have fallen off during that same time period.

Gulf Power’s Plant Christ in Pensacola, Fla., suffered substantial damage from Hurricane Sally last year. But instead of simply repairing the facility, Gulf Power converted the plant from coal to natural gas, renaming it Gulf Clean Energy Center.

“The modernization involves converting coal-burning units to run on natural gas and adding four new combustion turbines to provide greater reliability and efficiency for the energy grid,” according to the website Daily Energy Insider.

“There will also be a new natural gas pipeline to provide additional natural gas for the plant. Gulf Clean Energy Center carbon emission rates will be reduced by 40 percent by converting from coal. It will also reduce operating costs for customers.”

According to River Transport News, first quarter “barged shipments of coal to the domestic power generating sector 10

PERCENT CHANGE -8.60% -1.30% -0.03% -2.73% -13.15% 1.25% 2.27%

“In the first half of 2021, our operations saw a substantial impact as a result of the Covid-19 pandemic,” Lasse Petterson, president and CEO, said during the company’s second quarter earnings call. “As the third wave of the pandemic spread through our population, we started to see significant additional direct cost and operational interruptions in the first quarter of 2021. Several of our vessel crews were infected despite extensive testing and isolation protocols. In order to mitigate continued outbreaks, in the second quarter, we initiated an extensive vaccination effort of our crews and staff as vaccines became available and set an ambitious target to have a majority of our employees vaccinated by the end of the quarter.

“Thus far, we have been successful, and our companywide vaccination currently stands at 71% of our staff being fully vaccinated or partially vaccinated.” — David Krapf

slumped to a new multidecade record low in the first quarter of 2021.”

But it wasn’t all bad news for barged coal during that first quarter of 2021. Cold weather, particularly in mid-February, led to a demand for coal-fired generation throughout the coal hauling barge industry.

“Coal burn at barge-served power plants during the first quarter of 2021 surged to 20.6 million tons from 15.1 million tons burned during the first quarter of 2020, an increase of 36.4%,” RTN said. “Coal burn during the prior year quarter was depressed due to an extremely mild winter. Coal burn at barged served plants during the most recent quarter also was up sharply relative to the fourth quarter of last year, when 17.7 million tons of coal were consumed.”

The disparity between first quarter coal receipts and concurrent coal burn is a positive development for the barged coal sector, RTN reported. “Coal stocks at the nation’s bargeserved plants contracted sharply during the first quarter of 2021, shrinking by a total of five million tons (20.6 million tons of burn less 15.6 million tons of total deliveries). This represents 21 days of burn at first quarter operating rates.

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

www.workboat.com • SEPTEMBER 2021 • WorkBoat

Insurance Watch Commercial hull policy coverage

By Chris Richmond

Y

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

140FT

our commercial hull policy provides coverage for more than just your hull. It may extend coverage to the hull, tackle, apparel, engines, boilers, machinery, appurtenances, equipment, stores, boats and furniture.

But what happens when you have a claim involving any one of these items? If the claim is covered, you have to pay the deductible first. Depending on the amount of hull coverage you have, this can be rather sizable and may exceed the value of the damage.

Do you have a tender? List it separately on the policy with its own hull limit and a smaller deductible. The liability coverage from your vessel still extends to the small boat but when the tender has its own hull value listed, you can have a much more manageable deductible. And don’t forget to tell your insurance agent if you have purchased a new outboard for the tender. This can increase its value and exceed the value of what you have insured the tender for.

Do you store items ashore during the off season? Some policies will reduce the coverage on these items while off the

boat by covering only fire-based claims. Be aware: Should an item be stolen then your boat’s policy will not react.

Have you installed special equipment on your vessel to perform specific work? They can be scheduled on your policy with a stated value along with an appropriate deductible.

Do you operate equipment overboard? Good luck getting that added to your commercial hull policy. If you have ROV units stored on board your boat you may be able have them scheduled on your hull policy. But when they go overboard coverage ceases. Obtaining a stand-alone policy specifically to cover your ROVs is the proper way to provide coverage.

This policy will react to claims from incidents both on the boat as well as in the water.

Take a moment to look at your boat and the equipment that you have on board. Then give your insurance agent a call and discuss the current limits you have for the vessel and everything on it, especially what can be stored (or is stored) on land. You will be happy you did should you need to file a claim.

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www.workboat.com • SEPTEMBER 2021 • WorkBoat

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Legal Talk

Maritime or state law?

By Daniel J. Hoerner

I

n general, federal maritime law supplements and overrides most state and other federal laws. The underlying goal is uniformity of the legal rights and remedies that affect the world of shipping and maritime commerce.

A relevant area where maritime law overrides state law is in the law of contracts. The application of maritime law can influence just about anything.

To fall within the scope of maritime law, the relationship between the parties and the nature of the services typically determine whether a contract is governed by maritime or state law. However, even what might appear to be an obvious example of a contract that should be governed by maritime law isn’t always the case. For example, a contract to build a vessel is generally not a maritime contract, while a contract to repair a vessel is.

To determine whether your contract is governed by maritime or state law, courts have identified general factors that apply. In 1870, the U.S. Supreme Court ruled that the applica-

tion of maritime law to contracts is determined by the nature and subject matter of the contract and whether the services rendered pertained to maritime service or maritime transactions. This somewhat vague test has been refined over the years. In 2004, the Supreme Court embraced a more “conceptual approach” and focused instead on whether the principal objective of the contract is maritime commerce. Since then, the U.S. Fifth Circuit Court of Appeals, which encompasses the Gulf states of Texas, Louisiana and Mississippi, has applied a two-part analysis. It considers whether the contract provides services to facilitate the drilling of the production of oil and gas on navigable waters and, if so, whether the contract provides or whether the parties expect that a vessel will play a substantial role in the completion of the contract. In cases not related to oil and gas exploration and development, courts will consider the nature and extent of the involvement of the vessel crew in carrying out the services contemplated by the contract.

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

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Offshore wind: New source, same clashes

By Kirk Moore, Contributing Editor

N

ot so long ago, New Jersey officials were all about natural gas as the answer to replacing aging power plants and reducing emissions.

The promise was cheap gas from hydraulic fracturing, pipelines to fuel new efficient power plants, lots of affordable energy for residents, and work for New Jersey companies and labor unions with close ties to state politics.

What’s not to like? The pipelines, for some people.

Today the promise is offshore wind energy. People in Ocean City, N.J., are angry over Gov. Phil Murphy signing into law legislation that strips local officials of any way to block new cables coming ashore in their town to carry energy from Ørsted’s planned Ocean Wind project.

The scenario rings a bell with Carleton Montgomery, executive director of the nonprofit Pinelands Preservation Alliance. His group helped block a proposed natural gas pipeline through a forest preserve to repower the B.L. England power plant, a former coal-fired generator across the 2020-Gladding-Hearn-FerryMultiP_Workboat.pdf 6 12/8/20 bay from Ocean City.

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“It’s very much of a piece with these old federal and state laws that allow utilities to run roughshod over people,” Montgomery said of the sudden effort to enable cable routes.

The new law appears to allow the state Board of Public Utilities to allow wind developers any access the regulators deem “reasonably necessary” — which in the context of law “means nothing,” he said.

“It’s saying, ‘We need to address no facts’… It is astonishing. We saw that in the natural gas cases,” said Montgomery.

He worries the measure could allow some bypassing of state environmental reviews too.

“I’m all for wind energy, but I’m not for the BPU determining what is environmentally acceptable,” he said. “The BPU doesn’t have the skill, the expertise or experience.”

“There are going to be tears and regrets” if the state’s Department of Environmental Protection cannot exert its traditionally powerful role of reviewing major developments in the coastal zone, said Montgomery.

That mission has always had broad political support in New Jersey. The DEP’s effort to restore Barnegat Bay, a 42-mile-long estuary on the Atlantic coast, was aided by the shutdown of the aged Oyster Creek Nuclear Generating Station — the first U.S. commercial reactor.

Built without a cooling tower in 1969, the plant’s flow10:17 AM through cooling canal drawing in bay water took a toll on larval fish, clams and other native species for decades. Shut down in 2018, the Oyster Creek site, like B.L. England, could next become an interconnection site for cables from offshore wind turbine arrays.

Michael Shellenberger, longtime environmental writer and advocate for reviving the U.S. nuclear industry, spoke at a July event in Ocean City organized by Save Our Shoreline, critics of the Ocean Wind project. He suggested New Jersey could dispense with the need for offshore wind projects by building a single new nuclear reactor at an existing site.

Three reactors at the Salem and Hope Creek sites near upper Delaware Bay are now New Jersey’s biggest low-carbon energy sources. The Murphy administration’s plans call for the New Jersey Wind Port to be built alongside Hope Creek.

Shellenberger argues wind and solar energy are wildly uneconomic and says public opposition to new nuclear is driven by “subconscious, subliminal fear” of the technology.

But he also acknowledged how “most of us don’t want to have new development near us.”

That basic land-use conflict is a huge political incentive for putting the next new energy source out to the edge of the blue horizon, leaving fishermen, mariners and sea life to deal with it.

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.

gladding-hearn.com 14

www.workboat.com • SEPTEMBER 2021 • WorkBoat

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NEWS LOG

NEWS BITTS

Waterways will benefit from infrastructure deal Corps of Engineers

$500 million left over,” he said. “This is a very big deal.” — Pamela Glass

Infrastructure legislation would help locks and dams.

T

he roughly $1 trillion infrastructure package that was headed toward passage in early August in the Senate would provide a sizable boost to funding for locks and dams along the nation’s inland waterways, allowing completion of many languishing projects and the start of others that have been in the queue for years.

The bipartisan deal finalized in August between the White House and Republican and Democratic senators would provide much-needed funds to also shore up the nation’s aging roads, airports, bridges, pipes and treatment plants, ports and internet connections.

For inland waterways, where the majority of locks and dams are more than 50 years old and require constant and costly repairs that slow down water commerce, the plan would allocate $2.5 billion for new and ongoing construction, according to Tracy Zea, president and CEO of the Waterways Council Inc., which advocates for waterways improvements. The package would also provide $4 billion for operation and maintenance of inland infrastructure and dredging, which could help inland ports.

If the numbers are approved by Congress, Zea said that the $2.5 billion would help complete three ongoing projects on the inland system (Chickamauga Lock in Tennessee, Kentucky Lock, and the Montgomery Locks and Dam in Pennsylvania), and start construction or major rehab on at least three others. “That’s six projects with 16

Uncertainty makes passenger vessel owners nervous

P

assenger vessel operators say recovery from the pandemic’s devastation is several years away. Their outlook for this once thriving market is colored by uncertainty over the Delta variant, supply chain problems, and the hard time they’re having finding employees — licensed and otherwise.

“None of us can afford to go backward,” Colleen Stephens, president, Stan Stephens Glacier & Wildlife Cruises, Valdez, Alaska, and president of the Passenger Vessel Association (PVA), said during a WorkBoat webinar on post-Covid operations in July.

Some of the changes made for Covid-19 continue like fewer trips per day or per week to conserve resources.

American Queen Steamboat Co., for example, requires all passengers and crew to be vaccinated and tests vendors before letting them onboard. They also have two dinner seatings and two shows instead of one.

“Our costs have gone up substantially just to comply with regulations and make sure crew and guests are safe,” said John Waggoner, founder and chairman of the New Albany, Ind.-based overnight riverboat company.

He and others are concerned about the Delta variant. “We cannot financially go through another shutdown.”

Unlike many other operators, Fire Island Ferries, Bay Shore, N.Y., didn’t lay anyone off but employees took 20% pay cuts. The area was a safe haven for people escaping the virus in cities.

The company’s no-mask, no-ride policy “got to be very confrontational,”

CALIFORNIA OFFSHORE WIND LEASING MOVES FORWARD

T

he Bureau of Ocean Energy Management is requesting information from the public to determine industry interest in commercial offshore wind energy development for two new areas within a 399-square-mile area located off central California, identified as the Morro Bay Call Area East. The new areas are adjacent to the Morro Bay Call Area, originally identified by BOEM in 2018.

The extension areas will be included in BOEM’s overall analysis of the Morro Bay 399 Area.

OFFSHORE WIND AND NORTH ATLANTIC RIGHT WHALES

N

orth Atlantic right whales, one of the most endangered species in the world, are spending more time in southern New England waters where immense offshore wind energy installations are to be built. A new analysis, published in the July 29 edition of the journal Endangered Species Research, shows how measures to protect the whale population — estimated at only 366 mammals — will be crucial if the Biden administration’s drive to develop offshore wind is to succeed.

VESSEL TO TARGET JONES ACT VIOLATORS

T

he Offshore Marine Service Association (OMSA) has launched the Jones Act Enforcer, a first-of-its-kind vessel that will be used to gather video and photographic evidence of Jones Act violations in the Gulf of Mexico. Evidence of violations will be submitted to authorities, made public, and shared with the media, OMSA said.

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

said Dave Anderson, director of operations/general manager, for the Long Island ferry operator.

— Dale K. DuPont

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whales, he said.

“You can’t just go and add another significant impact to the species,” he said. Ørsted has made changes to its planned Ocean Wind layout in response to fishermen’s concerns, and the developers must address other environmental issues, so “it is not a done deal at all,” Shellenberger told the audience.

“There’s much more you guys can do.

There’s no reason this project can’t be wiped right off the drawing board.”

Poised to surge, the U.S. offshore wind industry faces risks.

By Kirk Moore, Contributing Editor

18

Michael Shellenberger is an environmental journalist and author.

brought in Michael Shellenberger to speak in Ocean City, where the longtime environmental writer and founder of the nonprofit think tank Environmental Progress made his case that “if you really care about climate change, we’d be doing more nuclear power.”

Shellenberger is a prominent figure in what has been called the ecomodernist movement – intellectuals who recognize threats to the environment but believe society will overcome them with technology. Author of the book “Apocalypse Never” published by Harper Collins in 2020, Shellenberger summarized his views from the viewpoint of an “environmental humanist” recognizing global progress since the 1970s.

After a morning spent with his hosts on a whale-watching vessel, Shellenberger laid into the subject in his talk.

Beyond direct impacts from wind farm construction and operation, any losses to the right whale population would have consequences for the commercial fishing industry, already under intense pressure to end gear entanglements with

Environmental Progress

W

ith enthusiastic support from the Biden administration and state governments, the sails are full and speed is gathering for the U.S. offshore wind energy industry.

But shoals lie ahead.

Federal regulators, wind developers and state officials must come to grips with details of how building hundreds of wind turbines off the East Coast can be reconciled with maritime and coastal communities that are demanding to be heard.

Opponents in coastal communities are looking for ways to block onshore wind power infrastructure, especially power cable landfalls and grid interconnections.

The realm envisioned for offshore power, from Maine to the Carolinas, is a migratory highway for critically endangered species like the northern right whale. Less than 400 whales are estimated to survive now in the entire population.

East Coast wind energy will bring construction and undersea noise that “will probably go on for decades,” said Tricia Conte of Save Our Shoreline in Ocean City, N.J., which is opposed to Ørsted’s planned Ocean Wind project.

“I don’t see how those under-400 animals are going to survive this.”

New Jersey Gov. Phil Murphy signed legislation July 22 to strip Ocean City, or any other local government, from the ability to stop offshore wind power cables from being installed. Murphy and powerful Democratic leaders in the state Legislature who advocate developing offshore wind say they won’t allow local governments to derail the state’s renewable energy goals.

A week earlier, Save Our Shoreline

COMPENSATORY MITIGATION Reuters reported on July 27 that officials in the federal Bureau of Ocean Energy Management who are driving offshore wind planning are talking about compensatory payments for displaced fishermen.

But that was news to Annie Hawkins, executive director of the Responsible Offshore Development Alliance, a coalition of fishing groups and coastal communities. The only direct knowledge her group’s executive committee got was in an informal conference call with BOEM administrator Amanda Lefton and her staff, said Hawkins.

Lefton said that BOEM would be working with state government officials to explore “compensatory mitigation” for fishermen forced out of work by wind farm development and would begin scheduling meetings for that effort. It also came up during a BOEM presentation to the Mid-Atlantic Fishery Management Council in June, said Hawkins.

But Hawkins says that process is backward in not including fishermen at the onset of discussions. The funding method needs to be publicly discussed too, she said.

“It’s an impact fee, it’s not mitigation,” said Hawkins. The funding should be calculated early and could be incorporated into wind developers’ power purchase agreements with states, not done at the 11th hour, she said.

It must be a regional approach, not project-by-project, and compensation should come after regulators and developers have done everything possible to

www.workboat.com • SEPTEMBER 2021 • WorkBoat

SHOREBIRD IMPACT STUDY Red knot shorebirds make epic annual migrations, some logging up to 18,000 miles from the southern tip of South America to Canada and back, dropping down onto Delaware Bay beaches in May to gorge on horseshoe crab eggs.

That ancient pattern was disrupted by overharvesting of horseshoe crabs for commercial fishing bait in the 1990s.

Biologists say neither the crab nor red knot populations have fully recovered.

Now, the prospect of dozens, perhaps hundreds of wind turbines spinning over waters 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.”

Doug Stewart / unsplash

minimize negative impacts, Hawkins added. “We want that at the end, after we’ve done everything possible to eliminate the need,” she said.

Meanwhile BOEM continues to forge ahead on its goal of getting more environmental reviews for East Coast projects underway this year. The latest is for the Construction and Operations Plan (COP) submitted by Kitty Hawk Wind LLC for a project off North Carolina with up to 69 total wind turbine generators, one offshore substation, inter-array cables, and up to two transmission cables to come ashore in Virginia Beach.

North Carolina’s goals for 2.8 gigawatts of offshore wind energy by 2030, and up to 8 GW by 2040, would build toward making the waters off the Virginia and Carolina capes another center of the industry. Virginia has its own target of 100% renewable sources by 2045, with 5.2 GW of offshore wind energy by 2034.

The Rampion offshore wind farm off the Sussex coast in the UK.

As the former chief of New Jersey’s Endangered and Non-Game Species Program, Niles started the Delaware Bay Shorebird Project, now in its 25th year of monitoring the migration. He’s currently principal of Wildlife Restoration Partners, with years of experience assessing the health of red knots with other shorebirds and working on wind power studies.

Plans for 850-foot-tall turbines might seem to present deadly barriers to the birds. But after years of tagging birds with ultra-lightweight tracking devices, researchers think the red knots over the ocean typically climb to cruising altitudes around 5,000 feet, said Niles.

“We model what the birds do while they’re migrating,” based on laborious downloading and interpretation of data from tracking transmitters, said Niles.

Like human airline pilots, in flight the birds are “assessing the strength and direction of the wind,” seeking the best airflow to speed their journey, said Niles.

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)

www.workboat.com • SEPTEMBER 2021 • WorkBoat

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 project even more timely.

“It puts even greater value to the study,” said Niles. New satellite tags attached to red knots “will also give us really important conservation information,” with precise location data that will help U.S. and Canadian wildlife agencies map out habitat areas that should be saved for the birds, he said.

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.

In his position now with 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.

“The limited data we got last year shows they go really high” while migrating between South America, the U.S. East Coast and Canada, said Phifer. “We’re talking about a substantial long-term project.”

Atlantic Shores is paying for all of the study’s costs – an estimated $350,000.

The shorebird study has not been a requirement of permitting from BOEM.

19

Ferries

People Movers

20

The 150-passenger, 98’x23’ electric hydrofoil fast ferry for Seattle would have carbon fiber foils and hull with foam cores above the waterline.

of the traffic is due to tourism, since many office buildings are not back to work yet.

As for crew, “we simply don’t have the number of people we need,” which has led to cancellations, he said. Normally, from February to June, they have

An April engine room fire sidelined Washington State Ferries’ 460’2”x90’x17’3” Wenatchee which was undergoing sea trials with rebuilt engines. www.workboat.com • SEPTEMBER 2021 • WorkBoat

Washington State Ferries

T

he rarefied world of the America’s Cup provided inspiration for a ferry that is one of a growing number with low-emission, high-speed hybrid- and electric-powered designs. At the same time, the continued operation of two historic landmarks (see sidebar) is a nod to the past of a dynamic The Seastreak Commodore approachessector the terminal at Highlands, N.J. that is gradually recovering from a steep Covid-19-induced passenger drought.

Crew and commuters heading to work have been hard to find. Ridership for many ferry operators was down 40%-50%, but things are getting better. And one new Staten Island ferry was finally expected to be in New York harbor this year.

COVID AND OTHER WOES As summer began, passengers came flooding back “to the point we’re at pre-pandemic levels on most routes,” said Ian Sterling, spokesman for Washington State Ferries (WSF). A lot

By Dale K. DuPont, Correspondent

Glosten

After suffering from a year of dealing with Covid and low ridership, ferry operators are rebounding.

Video image courtesy Friends of Bushwick Inlet Park

one or two cancellations a month. This year, they’ve already had 55-plus roundtrip sailings cancelled. While that’s just 1% to 2% of the total, it’s a problem for the passengers who count on the ferry.

“We’re trying to address it as best we can. Just finding qualified people is a challenge,” Sterling said.

Compounding WSF’s woes was an April engine room fire that sidelined the 460'2"×90'×17'3" Wenatchee which was undergoing sea trials with recently rebuilt engines. The cause is under investigation. The Jumbo Mark II ferry that carries 2,500 passengers and 202 vehicles is one of the largest in the fleet and one of three scheduled to be converted from diesel to hybrid-electric propulsion.

Across the country in June, a grounding on New York’s East River sidelined the Seastreak Commodore, the highest capacity Subchapter K fast passenger ferry ever built in the U.S. None of the 107 onboard was injured. The Atlantic Highlands, N.J.-based company said an issue caused the 150'×40', 600-passenger vessel to lose engine power and steering. The Coast Guard is investigating. According to The (Nantucket) Inquirer and Mirror, Seastreak announced the cancellation of all its ferry service from New York to Martha’s Vineyard and Nantucket until Sept. 3 due to the

The Seastreak Commodore grounded in the Williamsburg section of Brooklyn, N.Y., where police and fire vessels evacuated passengers and crew.

Commodore being out of service.

During the worst of Covid, Seastreak dropped from an average of 2,000 round-trip riders a day to around 50100, with most being essential workers who rode for free for several months, said James D. Barker, Seastreak’s director of business development.

Late this spring and early summer Seastreak saw huge gains in ridership to 50% or more of their 2019 numbers, and the company was expecting even more after Labor Day. The ferry operator was also expecting to take delivery in late July of the Commodore’s sister vessel, the 600-passenger, 148'×40' aluminum Seastreak Courageous, built by Midship Marine, Harvey, La.

www.workboat.com • SEPTEMBER 2018 • WorkBoat

ELECTRIC POWER In Seattle, an electric hydrofoil fast ferry is moving closer to reality with public-private partnership funding for a project that began in 2018 after naval architect Paul Bieker of Bieker Boats moved back to the area and was struck by the traffic congestion.

“The waterways are pretty clearly underutilized transportation-wise compared to land,” said Bieker, designer of the hydrofoils for the America’s Cup winning Oracle Team USA. “When you are engineering those boats, you have a sense of how magic they are. Following a race boat clipping along at 35-40 knots leaving a little spray, you realize that the race boat is doing that on 50-hp of energy” — a sea change in efficiency.

21

Ferries

HISTORIC FERRIES KEEP PLUGGING ALONG

A

Photo courtesy of Vic Canfield

mid all the new, non-traditional designs, two historic ferries are still going strong.

In the midst of the pandemic, “we took a bad hit with a lot of people staying home. Business fell off really badly – about 75%-80% or more.

Then we had a shot in the arm,” said Capt. Paul Anderson, who with his wife Deborah, owns Anderson Ferry, which is on the National Register of Historic Places. A truck collision on the I-75 bridge closed the Ohio River span for six weeks. “We had more business than ever before. We were more fortunate than a lot of businesses.”

Anderson Ferry would like to donate the 65'x23'x4' Boone No. 7, a small paddlewheeler built in 1937, to the Ohio River Museum in Marietta, Ohio.

By late this spring they were close to their normal load of about 500 vehicles a day from Hebron, Ky., to Cincinnati. They run year-round.

The service dates to 1817 when George Anderson got a license to operate the ferry, which was originally powered by two horses walking on a treadmill that turned the paddlewheels. A subsequent owner bought the operation in 1865 and built a steam paddlewheel boat, according to federal documents.

The fleet includes the 78'x22'x4' Boone No. 8, built in 1952, which holds 10 cars, pushed by Little Boone, and the 80'x30'x4' Boone No. 9, built in 1977, which holds 15 cars, pushed by the Deborah A. Now, both Capt. Anderson, who bought the business in 1986, and a third vessel may be heading into retirement. The company will stay in the family,

Having spent the last 20 years designing performance yachts, Bieker knew ferries were in a different world, especially when it came to regulations.

So he approached Seattle-based naval architecture and marine engineering firm Glosten with the ferry concept.

The 150-passenger, 98'×23' design calls for carbon fiber foils and hull with foam cores above the waterline. “High performance, high temperature cured carbon fiber composite structure is pretty similar in strength and stiffness to high strength steel,” Bieker said. It’s also just one-fifth the weight. Carbon fiber also is about one half the weight of aluminum.

22

and he’d like to donate the 65'x23'x4' Boone No. 7, a small paddlewheeler built in 1937, to the Ohio River Museum in Marietta, Ohio.

Last of the side-wheel ferries on the Ohio, the Boone No. 7 is “pretty significant,” said Jeff Spear, president of the Sons & Daughters of Pioneer Rivermen. “Anderson Ferry has a marvelous long history.”

They were waiting for the state’s OK to accept the ferry, which would be displayed in the water like the 103-year-old, 179' W.P. Snyder Jr., from Pittsburgh, the nation’s last intact steam-powered, sternwheeled towboat and a National Historic Landmark.

The Boone’s hull is “better than the original. She has a little bit of a hint of Art Deco to her,” Spear said. “She needs to be saved. That’s kind of what we’re in the business of – saving river history.”

Another noteworthy vessel is the S.S. Badger — the last remaining example of the Great Lakes rail/car ferry design and the last coal-fired passenger steamship in operation in the U.S. – designated a National Historic Landmark in 2016 and under new ownership since December.

The 394'x60'x20' Badger began daily service on March 21, 1953, crossing Lake Michigan between Ludington, Mich. and Manitowoc, Wis. The vessel briefly left active service in the early ‘90s. Originally designed primarily to transport railroad cars, the ferry returned to carry 620 passengers and 180 vehicles.

In 2014, the Badger’s combustion control system was overhauled to reduce coal ash and comply with an Environmental Protection Agency (EPA) mandate. Powered by two Skinner Unaflow four-cylinder marine steam engines rated at 3,500 hp at 125 rpm, the Badger’s propulsion system is designated a mechanical engineering landmark by the American Society of Mechanical Engineers.

Interlake Holding Co. late last year bought the assets of Lake Michigan Car Ferry Co. and Pere Marquette Shipping Co. that includes the Badger and the articulated tug-barge Undaunted-Pere Marquette 41.

Any plans for the Badger? “We are looking at all aspects of the ferry to understand how we can make it better for our customers for the long term, but do not have any specific projects that we can speak to at this time,” an Interlake spokesman said. — D.K. DuPont

High-speed ferries have significant power requirements. “The faster you go, you need exponentially more power,” said Matthew Lankowski, the program manager at Glosten. “The only way to go fast and have zero emissions is to drastically reduce your resistance.”

Hydrofoils, which cut resistance 60-70% “don’t need batteries, but batteries need hydrofoils.”

The ferry would have a range of 1520 nautical miles and go about 30 knots.

Lighter weight hydrogen power would be the choice for longer ranges.

They’re now working on the preliminary design, which Lankowski expected

to be done by mid-September, and a business model likely finished by year’s end. Estimated cost is $20 million or less for a functional design and pilot program, which could be operational in 2023.

The funding announced last summer includes about $612,000 in federal and local money. The public-private partnership includes Kitsap Transit, Bremerton, Wash., which in 2019 launched the Glosten-designed Waterman, a 150-passenger, 70'×26' aluminum catamaran – the first hybrid-electric passenger ferry in Puget Sound.

The federal share was $372,910. More

www.workboat.com • SEPTEMBER 2021 • WorkBoat

would be welcome.

“Creating a carbon-free maritime industry is an unprecedented challenge that creates a unique opportunity for U.S. technology developers. If this is our goal, time is of the essence,” Glosten president Morgan Fanberg told a House committee in April. “We will soon lose to foreign competition that is better funded and better prepared to lead the maritime industry toward decarbonization.”

Citing the foil ferry project, he said, “By comparison, a UK-based developer of a competing design was awarded a $45 million (USD) government grant to complete and build their design.”

Battery power is definitely attracting attention. Following last fall’s debut of the two Maid of the Mist Niagara Falls

all-electric tour boats, Ed Schwarz, vice president of marine systems, ABB Marine & Ports, Miramar, Fla., has received inquiries mostly from ferries and other passenger vessels that go from point to point.

“It’s a really a perfect segment for zero emissions,” he said.

ABB designed the electrical propulsion systems with lithiumion batteries for the two that are the first new, all-electric zeroemission passenger vessels built in the U.S. Ferry operators considering newbuilds are looking seriously at hybridization, he said. As more choose that option, economies of scale kick in and the cost of materials goes down. And batteries are getting smaller and cheaper.

While owners may see a 5%-20% increase in the cost of the vessel, they may also see the same percentage decrease in

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23

Elliott Bay Design Group

Ferries

New double-ended ferry for Casco Bay Lines.

operating costs, Schwarz said. “Hybridization usually pays for itself in four to eight years.”

ABB is providing the propulsion system for a new diesel-electric hybrid ferry for Casco Bay Lines, Portland, Maine. The 599-passenger, 15-car,

164'×40'×12' double-ended ferry designed by Elliott Bay Design Group (EBDG) will cost an estimated $14.2 million and is expected to be in operation by early 2023.

The ferry operator said the technology will eliminate up to 800 metric tons of

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CO2 emissions annually on the yearround Peaks Island route.

“We are also in the midst of significant renovations to our terminal and marine infrastructure,” said Casco Bay general manager Hank Berg. “These renovations are necessary to accommodate the rapid growth in passenger, vehicle and freight traffic we experienced before Covid.”

Ridership of 1.1 million in 2019 dropped to 630,770 last year. “However, largely due to our decision to ‘platoon’ our crews early on in the pandemic, there have been no disruptions in service,” he said. “This is critical as we are literally the lifeline for those who live on the islands we serve.”

And summer staffing has been harder than in the past. “The majority of our crew are longtime employees,” Berg said. “We’re exploring ways to incentivize these folks to refer seasonal employees for the busy season.”

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CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

The Multi Cat is designed to perform a wide range of tasks including handling submerged and floating pipelines as well as anchor handling and logistics supply.

C

onrad Shipyard, Morgan City, La., held a steel cutting ceremony in July for two new Damen Multi Cat vessels for Great Lakes Dredge & Dock Co. LLC (GLDD).

Conrad recently signed a technical cooperation licensing agreement with the Netherlands-based Damen Shipyards Group to build the new 99'×41'×12' boats to Damen’s Multi Cat 3013 design.

The two vessels, which will have drafts of just over 8', will be the first Damen Multi Cats to be built in the U.S., fully compliant with Coast Guard and Corps of Engineers stability criteria.

“This is a milestone moment for the US shipping industry and our company,” said Lasse Patterson, GLDD’s CEO. “The Multi Cats will give us the ability to dredge with enhanced operating efficiencies needed to maintain our shorelines and waterways.”

With its large winches and deck cranes, the Multi Cat can perform a wide range of tasks including handling submerged and floating pipelines as well as anchor handling and logistics supply. Large tank capacities onboard will ensure that the Multi Cats can also supply dredgers with the required replenishments.

The Multi Cat has optimum deck space in relation to its deck equipment. This means maximum efficient operation with minimal crew, Damen said. The wheelhouse has also 360˚ visibility which ensures the highest standards of safety on the deck.

Damen Technical Cooperation (DTC) licensing agreements 26

were established in 1977 to enable local yards to build Damen designs.

“These DTC licensing agreements are a means by which U.S.-based operators are able to access Damen’s proven vessel portfolio in a manner fully compliant with the Jones Act,” said Damen sales manager Daan Dijxhoorn. “License holders construct the vessel themselves in the country, drawing upon Damen’s experience in the engineering and production of the platform and on Damen’s support throughout the building process.”

“Right now, GLDD is a very big part of Conrad and this is a very unique vessel,” Dan Conrad, the shipyard’s senior vice president said at the ceremony. GLDD had 12 hulls under construction at the shipyard in July.

For these vessels, what’s on deck is the meat of the operation. The cats will feature two HS Marine AKC 410 HE 2 deck cranes — one on the bow and one aft of the pilothouse; Ridderinkhof hydraulically driven anchor winch; Kraaijeveld KA-30/2-H-TR anchor handling winch; Kraaijeveld KA-20/2-H-TR towing winch; and twin Brevini 8-ton tugger winches. There will also be two Mampaey 20-ton towing hooks aboard.

Capacities will include 182 m3 of fuel oil, 80 m3 of fresh water, 4.5 m3 of hydraulic oil, and 2.8 m3 of lube oil.

David Johanson, GLDD’s senior vice president, project and area operations, Gulf of Mexico, said that the Multi Cat eliminates the need for assorted floating support equipment such as derrick barges, towboats and anchor barges. It also www.workboat.com • SEPTEMBER 2021 • WorkBoat

Conrad Shipyard

Conrad Shipyard to build Great Lakes dredge vessels

Weeks Marine

significantly increases operational safety — enabling hose and pipe maintenance work to take place securely on deck, reducing the risk of man-overboards compared to standard industry methods utilizing floating pontoons. “This will improve our operating efficiency,” he said.

Main propulsion will come from three Caterpillar 3412D TTA diesel engines, producing a total of 2,500 hp at 1,800 rpm. The mains will connect to Promarin fixed-pitch wheels in Optima nozzles through Reintjes WAF 464 marine gears with 5.591:1 ratios. The propulsion package will give the new Multi Cats a speed of 9.6 knots and a bollard pull of 35 metric tons. For added maneuverability, the new multipurpose dredge support vessels will feature a 360° hydraulically driven, 310-hp bowthruster.

Ship’s service power will come from two Caterpillar C 04.4 gensets, sparking 107.5 KVA (one KVA is equal to 1,000 volt amps) each. Hydraulic power will come from a Cat 3412D TTA engine, producing 632 kW of electrical power.

The electronics suite will feature a Furuno FAR 2117 radar system, Furuno FE-700 echosounder, Furuno DS-80 speedlog, Furuno GP-150 D GPS, Furuno NX-700 Navtex, Furuno FA-150 AIS, two Pesch search lights, Cassens & Plat Reflecta 1 compass, Tokimec ES-160 gyro

compass, Transas Navigator Pro chart system, Sea Pilot 75 autopilot, two Sailor RT5022 VHFs, twin TR-20 handheld VHFs, Thrane & Trane system 500 SSB, and two Sailor H-2095 C Inmarsat-Cs. — Ken Hocke

Rodriguez delivers two lugger tugs to Weeks Marine

W

eeks Marine, Cranford, N.J., has taken delivery of two 1,500hp 62'6"×25' modified lugger tugs from Rodriguez Shipbuilding, Coden, Ala. The first tug, the Jack K, was delivered in late March of this year. The second is a sister tug to the Jack K, the William O, which was expected to be delivered by the end of July or early August. Rodriquez is also building a third tug for Weeks. The James K, a 78' triple screw, is expected to be delivered in late October.

“Weeks decided to invest in what we have termed a modified lugger tug. The intention was to develop a small versatile vessel that could support dredging operations, transport a significant amount of fuel/water, and perform towing operations to mobilize job sites,” said Weeks’ senior port engineer and project manager Shaun O’Brien. “With regard to some of the robust characteristics, we have a half-inch hull, half-inch side shell, and three-eighths-of-an-inch

Modified lugger tugs built in Alabama.

www.workboat.com • SEPTEMBER 2021 • WorkBoat

deck.”

Main propulsion for the 95-GT Jack K and William O comes from twin Cummins QSK 19-MRCS diesel engines, producing 750 hp each. The mains connect to 66"×54" Kahlenberg 4-bladed propellers through Twin Disc MGX-5222 DC marine gears with 6.0:1 ratios.

The tugs, which have a 45' vertical clearance and an 8' maximum draft, feature Nabrico DF-156-40-15BE facing winches with 1"×84' wire and a 40-ton holding capacity and a single drum winch from Coastal Equipment with 900'×1" wire and a 500'×1" whip.

The winch has 50,000 lbs. of pulling capacity and 150,000 lbs. of brake hold.

There’s also a Cummins QSB7-DM powered tow motor.

Ship’s service power comes from two Cummins QSB7-DM gensets, sparking 65 kW of electricity each.

The James K and William O have heavy fendering to protect the hull when moving anchors and making pipe connections.

“Our stainless four-bladed Kahlenberg wheels are pitched more towards torque rather than speed. All deck connections and fills are stainless as are the handrails and stern cap rail,” said O’Brien. “All of the interior water piping is welded/flanged stainless. We installed a direct to bulwark tire system that eliminates the need for tire hanging chains. This ends up with a much quieter ride for the crew and prevents a significant amount of chain and tire wear. We have designed a backup battery system powered by lithium-ion batteries which maintains the electronics, interior communication, and lighting.”

Tankage for the tugs include 16,000 gals. of fuel; 12,000 gals. of water; and 350 gals. each of lube oil and hydraulic oil. Winch capacities include 12,000 gals. fuel; 6,000 gals. water; and 350 gals. lube oil.

The new tugs are built to Subchapter M ocean standards to support dredging and construction projects along the 27

On TheWays Gulf and Atlantic coasts. The tugs have 360° visibility from the wheelhouse with four steering stations — port and starboard wings, center of the dash, and at the stern of the wheelhouse where the captain has a complete electronics suite to operate the anchors and tow winch in all weather conditions.

The tugs are capable of handling anchors via their anchor chute which has been divided to allow one side to handle towing duties and the other to handle anchor duties. The tugs are set up with two electric push winches to handle barges with crew safety in mind.

“The tugs handle well. They have a balanced feel with great rudder power, which allows the tug to utilize all of the vessel thrust to work in the tight confines of dredging and construction sites,” said Weeks’ towing manager Capt. Ben Peterson. “Crew well-being was taken into consideration and the vessels were built with crew endurance as a priority.”

Fire suppression systems include

three 100-lb. fixed CO2 bottles installed

by Hiller.

All bunks are fitted with a pillow top twin XL mattress. Each bunk has a TV and the state rooms share a cable box.

All four rooms and galley can independently watch different channels.

All interior cabinetry is custom made with hardwood panels and stainless steel Perko hardware. There are granite countertops in the galley and heads.

The tugs have a 3/4" thick DexO-Tex floor system with rubberized overlay. “This flooring is robust, reduces engine room noise, and provides a comfortable walking surface,” said O’Brien. — K. Hocke

Aluma Marine delivers new utility boat to New York

S

he’s the Annie Moore, and you couldn’t have a better name for this 74'×24'×6'6" passenger and utility vessel. That’s because the U.S. National Park Service vessel transports foreign

dignitaries from Battery Park, N.Y., to Ellis Island, home of the Statue of Liberty, and Annie Moore, a 15-year-old Irish girl, was the first immigrant to sign the Ellis Island register on Jan. 1, 1892.

After her about 12 million immigrants arrived on the island in search of a better life.

TAI Engineers, New Orleans, designed the Annie Moore for the NPS and managed the project. Aluma Marine, Harvey, La., built the all-steel vessel that was delivered in early July, said TAI Engineers president Anil Raj. The Annie Moore has seating for 40 passengers but can carry 49 passengers on the main deck. There is also a galley.

Passengers load and unload over a bow ramp which is wheelchair accessible. A crew of three to four operates the vessel.

When the Annie Moore isn’t carrying passengers, it can haul cargo on pallets to the island. They are loaded and unloaded with a bow-mounted knuckleboom Palfinger crane. In an emergency, the crane “can also be used to pick

BOATBUILDING BITTS

Crowley Maritime

rowley Maritime Corp., Jacksonville, Fla., said it will lead the next generation of industry sustainability by building and operating eWolf, the first all-electric powered harbor tugboat that can complete a job without expending a drop of fuel. The 82'×40'×17'9" tug, with 70 tons of bollard pull, advances Crowley and the maritime industry’s efforts toward sustainability and decarbonization, Crowley said.

Over the first 10 years of its use, operation of the new eTug will reduce emissions by 178 tons of nitrogen oxide (NOx), 2.5 tons of diesel particulate matter, and 3,100 metric tons of carbon dioxide (CO2) when compared to a conventional tug, Crowley officials said. The eTug will be built by Master Boat Builders, Coden, Ala., with the design and on-site construc82' all-electric tug. tion management

by Crowley Engineering Services and its Jensen Maritime naval architecture and marine engineering group.

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82’ 78’ 4”

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100', 6,800-hp ASD-90 tractor tug.

Flow LLC) has delivered the Rachael Allen — the final 100'×40' ASD-90 tractor tug in a four-vessel series — to Foss Maritime, a division of Saltchuk. NBBB completed and delivered the four 6,800-hp tugs, which includes the Jamie Ann, Sarah Avrick and Leisa Florence, between April 2020 and June 2021. Two tugs will be stationed in Los Angeles/Long Beach, while the other two will operate in San Francisco Bay providing escort and assist services to large tankers and containerships. The ASD-90 class tugs are a Jensen Maritime Consultants design. The Z-drive tractor tugs are built to Coast Guard Subchapter M regulatory standards, with ABS loadline certification, and UWILD notation. www.workboat.com • SEPTEMBER 2021 • WorkBoat

people out of the water,” said Raj. The trip from Battery Park to Ellis Island takes less than 30 minutes with, said Raj, “a normal running speed of 11 knots.”

The Annie Moore is powered by twin 785-hp Caterpillar C18 diesels matched up to ZF 3356 marine gears with a 4:1 ratio that turn 53" props.

Ship's service power comes from a pair of 65-kW Kohler generators.

The Annie Moore will operate year round, so the vessel’s bow and ice belt are designed to ABS ice class CO rules. The reduction gears, propulsion shafting, rudders and propellers are ice strengthened. — Michael Crowley

Gladding-Hearn to build fourth launch for Galvestom-Texas pilots

G

ladding-Hearn Shipbuilding has built three pilot launches for the Galveston-Texas City Pilots. The Somerset, Mass., shipyard will begin construction soon on a fourth launch for the Texas pilots group with delivery scheduled for late 2022.

The new pilot boat, with an aluminum Ray Hunt-designed deep-V hull, is expected to be faster and burn less fuel than the previous three boats for the Galveston-Texas City Pilots, two of which were 70' and one 40' in length.

All three are powered by waterjets.

The new pilot boat will be similar in appearance, with the wheelhouse mounted just aft of amidships, but a bit

larger at 73.2'×23.3'×5.9'. Instead of twin 1,300-hp jets there will be three 800-hp at 2,300 rpm Volvo Penta D13 Tier-3 diesels, matched up with Volvo’s IPS 1050 pod propulsion systems. That power combination is expected to give the new pilot boat a 30-knot top speed, while burning 25% to 30% less fuel, said Peter Duclos, president of Gladding-Hearn.

The key to the speed and improved fuel consumption is Volvo Penta’s drive system, said Duclos. “The IPS pods, forward facing with dual counter-rotating propellers, are very efficient.”

Another advantage that comes with the IPS system is being able to install the engine hatches on the aft deck.

Before, the hatches led through the boat’s interior, and when removing an engine, you had to take the interior apart. Moving the engines farther aft

Gladding-Hearn

TAI Engineers LLC

74' utility vessel is named after the first immigrant to sign Ellis Island register.

also allows the sleeping accommodation to be moved aft “to a more comfortable position on the boat,” said Duclos.

Crew quarters include a stateroom with two berths, a head and hanging locker, and a small galley with a table and settees. Heat and air conditioning for the boat will come from two 8,000BTU units in the forecastle and four 16,000-BTU units in the wheelhouse.

A pair of Phasor 2-kW generators will supply electricity.

The wheelhouse is getting a centerline helm station, heated forward, side and roof windows, six Norsap shockmitigating seats and a settee with a table.

Duclos added that “another neat feature is the Seakeeper 30HD gyro system.” It’s the first Gladding-Hearn built boat with this stabilization system that creates torque to counteract the force of waves. It should reduce the boat’s rolling motion by as much as 80%.

Coupled with the Seakeeper, which works at all speeds but particularly at low speeds, will be Humphree interceptors with Active Ride Control, Coordinated Turn Control and Automatic Trim Optimization on the transom, said Duclos.

The Humphree system only works at higher speeds but the combination of the two should produce “a stable ride at all speeds” for the pilots as they head out of Galveston and into the Gulf of Mexico to meet an incoming ship. — M. Crowley

73' pilot launch for Texas will work in the Gulf of Mexico.

www.workboat.com • SEPTEMBER 2021 • WorkBoat

29

MACC Nuggets Highlights from the 2021 Multi-Agency Craft Conference.

By Ken Hocke, Senior Editor

T

his year’s Multi-Agency Craft Conference (MACC) at the Coast Guard Yard in Baltimore again concentrated on new technologies and product offerings and provided the latest information on military boats.

The July conference, organized and produced by the American Society of Naval Engineers, featured Army and Navy service craft, Navy and Coast Guard patrol boats, Navy and Marine Corps expeditionary craft, and Naval Special Warfare craft, with vendors providing in-water demonstrations of the vessels.

“We can’t do what we do without the people who build the boats,” Marie Ebers Arthur, principal assistant program manager, PMS325G Boats and Combat Craft, Naval Sea Systems, said during an overview of NavSea’s PMS325G Boat Program.

The Army, Marine Corps, Navy, Air Force and Coast Guard all have fleets of boats. The construction and maintenance of these boats is more vital today than ever before because of the way wars and peacetime interactions are now handled. And workboat boatyards that build these boats are more important MACC featured a good mix of commercial and military personnel. today than in the past.

PMS325G The Navy’s Boats and Combatant Craft Division (PMS325G) is primarily responsible for managing the acquisition, design, production, test, and delivery of boats and combatant craft to the Navy and other U.S. Armed

30

Forces. The division also supports these vessels with life cycle management and sustainment engineering.

PMS325G delivers products to endusers so they can accomplish operational tasks such as High Value Unit (HVU) Escort; Maritime Expedition-

ary Security; Mine Countermeasures (MCM); Force Protection/Harbor Security; Visit, Board, Search, and Seizure (VBSS); Ship & Submarine Repair/Maintenance; and personnel and cargo transport.

The division formed an Industry

www.workboat.com • SEPTEMBER 2021 • WorkBoat

Ken Hocke photos

The number of boats at MACC this year was down but the quality was again high.

Awareness Working Group in March and came to MACC this year in hopes of better understanding the boatbuilding base, industry challenges, and how the Navy can foster better business practices. So far the group has reinstated its builder identification data matrix, produced an information notice of upcoming procurements, and reached out to the commercial boatbuilding industry in an attempt to improve Navy procurements.

“Let us know. Come meet with us,” said Chris Rozicer, assistant program manager, PMS325G Boats and Combat Craft USN and USCG Boat Com-

munity Integrated Process Team.

“We’re anxious to share information,” Alan Cummings, life cycle manager, PMS325G Boats and Combat Craft, said. Cummings said he is “responsible for the care and feeding of 4,000 boats around the world.

“I daily deal with obsolescence,” he said. “Maintenance is always one of those large cost drivers.”

Cummings and his panel at MACC discussed the Navy’s and Coast Guard’s Small Boat Commonality Integrated Process Team. Its mission is to exchange and review boat requirements, capabilities, mission sets, and

www.workboat.com • SEPTEMBER 2021 • WorkBoat

support systems of each service and identify specific areas of potential commonality, cost savings, and best practices.

“We can’t do our jobs without you,” Michael Tabor, NavSea Small Boats Branch Head, Southwest Regional Maintenance Center (SWRMC), Life Cycle Management and Sustainment Engineering, told the audience. “We cannot do our jobs without our industry partners. We cannot do our jobs without our vendor partners.”

NavSea’s goal is to increase its small boat fleet’s life cycle management and sustainment engineering.

31

INTERCEPTOR MetalCraft Marine brought an 8-meter (26'4"×8'6") patrol boat RIB to MACC. The all-aluminum boat hauled attendees around at speeds between 50 mph and 55 mph.

The Interceptor line of boats and other boats from MetalCraft have been a hit with attendees at MACC for years.

“This eight-meter Interceptor has been a very good seller for us, a very popular hull,” Dana White, Met-

Ken Hocke

This includes an emphasis on relationships between industry and fleet users to support current and future inventory requirements.

SWRMC provides maintenance support and selective maintenance training to surface ships, submarines, shore activities, and other commands of the U.S. Pacific Fleet and U.S. Coast Guard.

MetalCraft Marine’s director of sales Dana White (left) and engineer Justin Lawson aboard the company’s 8-meter Interceptor.

alCraft’s director of sales, said at the dock. “This boat is actually for the Port of Pensacola (Fla.). We finished it up a little early, and they were gracious enough to let us bring it here

Designers cut the weight of the RIB for the Navy to 3,500 lbs.

before we delivered it.”

White said the Florida port on the Gulf of Mexico will use its new Interceptor as a multimission boat rather than as a patrol boat only. The vessel, which is powered by twin Mercury C-Pro 300-hp outboards, features dual dive doors, port and starboard; a RAD/NUC defense system; and Raymarine Axiom Pro electronics package. “That Raymarine system is a great addition to this boat,” said White.

As for MACC, White said, “We use the conference from the end-user’s side, listening to the kids who are on these (Navy and Coast Guard) boats every day. Some of these young people have some really good ideas. I like hearing what they have to say.”

A week after the conference ended, White delivered the new Interceptor to its owner. “After I left Baltimore, I drove the boat straight to Pensacola. It was a long drive but worth it,” he said.

THE OXE 300 Diesel Outboards’ booth featured the new Oxe 300 diesel outboard, which, according to company President Douglas Notice, has garnered a lot of attention.

“I knew we had something special, but I can’t believe it’s taken off like Safe Boats' Interceptor model has a top speed of overhe55said knots. it has,” from the show floor.

“People want these engines. We’re try32

www.workboat.com • SEPTEMBER 2021 • WorkBoat

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Ken Hocke

ing to accommodate them.”

The OXE diesel outboard was designed specifically for commercial users and has been well received.

The only fly in the ointment was the 125-hp to 200-hp power range. While the engines delivered as promised, some owners needed more power.

That’s been addressed with the 300-hp outboard.

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

That should be attractive to workboat operators that have been powering with inboard/outboard stern drives. Diesel outboards make more sense in terms of weight and, in the case of passenger vessels, free up space internally for storage and passengers. If enough weight can be

The size of the Oxe 300 outboards catches the eye.

saved when repowering with diesel outboards, a vessel could be certified to carry additional passengers.

Another plus with all outboards is that when an engine needs to be replaced, it’s much easier to switch out an outboard then an inboard.

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The OXE diesel outboards run seawater through the heat exchanger but not the block like gas-powered outboards do. That cuts down on corrosion.

In Morgan City, La., Wade Crappel, vice president, TK Towing Inc./ TK Contractors, has been satisfied with the pair of 200-hp Oxe diesels he installed on the back of his workboat, Miss Ida. Crappell said the fuel savings and increased safety of the diesel engines is no exaggeration. “A job that burned 44 gallons of gas, we’ve been able to keep under 20 gallons with these engines,” he said. “We could not believe the fuel economy.”

Some of Diesel Outboards’ customers, including Crappell, are waiting for the Oxe 300 diesel outboards.

The 300s offer the safety and fuel savings of the 200s, but also offer something more — additional torque that’s needed for many workboats. The torque with an Oxe 300 at 1,750 rpm is 502 ft. lbs. For now, demand for the new 300s, featuring an aluminum 3-liter BMW block, is outstripping supply. “I’d like to have 10 of them right now,” said Crappell.

Diesel Outboards is building its own manufacturing facility in Albany, Ga. All engines and parts for U.S. customers will be made there. The facility is scheduled to begin manufacturing the 300s by the end of the year.

www.workboat.com • SEPTEMBER 2021 • WorkBoat

FAIRLEAD TO BUILD ICELANDIC HULL IN THE U.S. n May, Fairlead, Portsmouth, Va., signed an exclusive agreement with Iceland-based Rafnar Maritime to build Rafnar’s patented ÖK Hull in the U.S. for both manned and unmanned applications.

Fairlead is a supplier of integrated electrical and control systems, large-scale mechanical fabrications and structures, precision machined metal components and subsystems, and advanced mobile containerized products.

The company’s products are part of mission-critical systems in the Navy’s Nimitz- and Ford-class aircraft carriers, Virginia- and Columbia-class submarines, all classes of surface combatants and amphibious ships including Arleigh Burke-class DDGs, San Antonioclass LPDs, LHA-8, the Littoral Combat Ship class, and many classes of support and auxiliary ships of the Military Sealift Command, Maritime Administration and Coast Guard.

In addition, Fairlead provides repair and maintenance services to vessels, small boats, and craft through its ship repair facility in Newport News, Va. Fairlead also provides Down River services to the Navy and Navy Auxiliary Fleet worldwide.

Fairlead purchased a 36'6"x10'6" Rafnar 1100 boat with a fiberglass ÖK Hull and brought it to MACC. The company plans to bring the same vessel, which has a 1'10" draft, to the International WorkBoat Show in New Orleans in December. The boat, which weighs 8,400 lbs., is powered by twin Evinrude 250-hp outboards that give the boat a running speed of about 40 knots.

Fairlead will build its own 1100s in Newport News.

Ken Hocke

I

Fairlead and Rafner have signed an agreement to build Rafnar’s patented ÖK Hull in the U.S. “Part of what we did at MACC and what we’ll do at the WorkBoat Show is collect information so we can decide what we want to build first,” said Todd Babcock, Fairlead’s vice president, business development and marketing. “What engines do we want? Do we want to go electric? Is there an autonomous component?”

The Rafnar ÖK Hull is a hull-and-keel technology that impressed Fairlead officials several years ago during a hull test in the U.S. “We are targeting [hull] molds by September,” said Babcock, “but we won’t be ready to build for another 18 months.”

The team’s objective is to not only enter the U.S. manned vessel market but to position themselves as the premium platform in what is perhaps the largest paradigm shift in the maritime industry in recent years — the advent of the unmanned vessel.

In the months ahead, Fairlead plans to develop the infrastructure and tooling to support hull production, as well as designing a new 11-to-12-meter variant, specific to the needs of certain U.S. tactical and unmanned requirements. — K. Hocke

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35

Deck Equipment

Two of the six Schoellhorn-Albrecht mooring winches on the 495’ self-unloading cement carrier Commander.

Cranked Up

By Michael Crowley, Correspondent

36

T

his issue’s coverage of deck equipment focuses almost exclusively on winches, starting with what might be called a “one-of-akind winch.” That’s followed by another unusual winch, then a more conventional winch, and finally by how to ensure your winch (or winches) can be relied on.

Up first is a traction winch from MacGregor (part of Cargotec Corp.).

Fin Moore, sales manager at MacGregor, emphasized how different the winch is by labeling it “a one-of-a-kind winch in the world.” Actually, it’s not a one winch deal but 36 traction-winch systems with 72 storage reel brakes that will go on the Armor 1, a 180'×75' concrete mat sinking barge being built at Thoma-Sea Marine Constructors, Houma, La. The Army Corp of Engineers will operate the Armor 1 along the Mississippi River, replacing a barge that has been in operation since the 1940s.

The Armor 1 should be in operation by mid-2022.

MacGregor’s traction winches on the Armor 1 are to be part of a robotic crane gantry system headed up by SIA Solutions LLC that’s designed to launch into the Mississippi concrete mattresses made up of rows of concrete blocks wired together.

The concrete mattresses shield the riverbank from erosion, ensuring safe navigation.

The traction winches and robotic gantries replace a system that relied on intensive manual labor and older winches where all the drums were on a single shaft. “With the new barge there will be 36 individual winches all wired into an overall PLC control system,” said Moore.

The winch lines, which Moore describes as being “consumable,” help tie together the concrete blocks that are wired together to form the concrete mattress. They are released into the river from the Armor 1’s angled side, which makes it easier to launch the mats, starting near the shore then movwww.workboat.com • SEPTEMBER 2021 • WorkBoat

Schoellhorn-Albrecht

A peek at some of the latest winch products and services.

SCHOELLHORN-ALBRECHT The 495'×72' ATB barge Commander, pushed by the tug Bradshaw McKee, left Fincantieri Bay Shipbuilding in late 2018 after she underwent an extensive conversion. The former selfunloading bulk carrier was converted to a self-unloading cement carrier.

At the Sturgeon Bay, Wis., shipyard, the freight barge was lengthened from 350', received new cargo holds, trunk deck and bow, and a new cargo unloading system.

In addition, six new SchoellhornAlbrecht Machine Co. SW-100-50E mooring winches were installed on the Commander’s deck, three on the starboard side, three to port. “They replaced all their winches with ours,” said Brian Pavlisin, president of Schoellhorn-Albrecht in St. Louis.

What makes the SW-100-50E winch different from most mooring winches is the “auto” or unattended mode feature that provides constant line tension in mooring applications without anyone operating the winch. The mooring line automatically pays out or hauls back,

JonRie

ing farther out into the river. The winch lines go with the mattress and stay with it. Once the line on one drum has been used, the drum is replaced with another line drum.

The winches have an electric drive programmed into the overall robotics PLC control system so the back tension on the line can be controlled and the line doesn’t go slack as it goes out.

JonRie’s new Series 525 towing and escort winch has four Hägglunds motors and can be completely controlled from the pilothouse.

keeping the vessel tight to the dock as cargo is being loaded, unloaded or as the tide changes. “The uniqueness is in the variable frequency drive and the controls we have integrated into the winch. The winch is smart. It knows when to pay out and pay in,” said Pavlisin.

With the winch automatically paying out or hauling in, the crew doesn’t have to worry about continuously adjusting mooring lines. That frees them up for other work. Also, because they don’t have to be around the winches and the mooring lines, deck safety is enhanced.

“It’s a smarter way to handle the operations of the winch,” said Pavlisin.

The winches on the Commander are powered by 50-hp electric motors and are capable of a continuous line pull of 15,000 lbs. at up to 100' per minute.

There’s storage capacity for 600' of 7/8" to 1-1/8" wire rope, and the tension is adjustable between 0% and 100% of the

www.workboat.com • SEPTEMBER 2021 • WorkBoat

rated line pull.

The winches can be controlled from a multibutton control panel, mounted on a pedestal, one on each side of the Commander. The pedestals communicate with each other and a single pedestal can control one or multiple winches paying out on one side of the Commander when needed, while other winches compensate for the tension by paying out or hauling in.

JONRIE JonRie’s new Series 525 doubledrum towing and escort winch was designed for a 6,770-hp ASD Rotortug for Seabulk Towing. The towing drum has 100,000 lbs. of line pull and a drum capacity of 2,000' of 2 1/2" wire. The escort winch has a maximum line pull of 50,000 lbs. and a drum capacity of 600' of 8.5" hawser.

A difference between this winch and the last Series 525 winch is four

37

Markey Machinery

Deck Equipment

Markey’s Executive Vice President Robert LeCoque leads a Sentinel survey to understand functional issues with this nonMarkey research winch.

independent Hägglunds motors: one each on the towing and escort drums, and one each on the levelwind and gypsy head. The direct-drive Hägglunds motors on the levelwind and gypsy head “are brand new to (Hägglunds) and called a CAB,” said JonRie’s Brandon Durar.

He said the Hägglunds CAB is “a great advantage on the gypsy side.” With the old planetary gearbox, “if you overcome the brake with a load on the gypsy, it tends to break

38

the gearbox. In another words, it’s light duty. This device is heavy duty,” and instead of having both a motor and a gearbox, there’s just a motor.

One other feature: you don’t have to leave the pilothouse and go on deck to adjust the level wind. “It’s all done from inside the wheelhouse. You don’t have to go to the deck to declutch,” said Durar. “We were the first ones to do that.”

Another new feature is when the winch isn’t engaged and is in neutral “the block opens and the two motor ports communicate. If you have any kind of side load on the levelwind the motor will spin backwards and you are not going to break anything,” said Durar.

In early July, the first winch had been delivered and the second winch will be delivered around Christmas.

MARKEY MACHINERY Imagine that last week your tug had to be pulled off a shipassist job at the last minute and docked at the local shipyard because of a problem with the deck winch. This kind of unplanned, urgent maintenance is not good for a tug company’s business.

Better to think in terms of long-term preventive deckequipment maintenance, which is what Markey Machinery offers with its Sentinel Maritime Safeguard & Inspection program. It was introduced about two years ago, after the Coast Guard came out with Subchapter M, which “identified deck equipment winches as critical equipment for a tugboat.

It became a more important thing in the eyes of the Coast Guard to make sure you have reliable deck equipment,” said Scott Kreis, Markey Machinery’s vice president.

Markey’s Sentinel Maritime survey program basically evaluates the condition and readiness of a vessel’s deck equipment. The survey is designed to be a checklist for deck equipment specific to your tug. “Whatever winch you have we will develop that checklist,” said Kreis. It can be for a Markey winch or one from another manufacturer.

Most of the time the checklist consists of “300 to 400 points to check,” though sometimes there have been 1,000 points to examine. Included in the survey are hydraulic, electrical and mechanical systems, as well as a vibration analysis that’s done shaft line by shaft line.

On older winches, the survey also identifies components that are obsolete, “then we have to figure out what components we can get that will serve the same function. We try to stay ahead of obsolescence,” said Kreis.

The cost of the survey consists of travel time to the vessel for one or two technicians — one for mechanical systems one for electrical — when several pieces of equipment need to be examined. Markey’s technicians have traveled from Seattle to Hawaii, the Gulf of Mexico and up and down the West Coast to do surveys.

The best time to conduct a survey is prior to drydocking.

Then the survey “spells out some areas to pay attention to during the drydocking but also gives replacement part quotes and service quotes,” Kreis said. www.workboat.com • SEPTEMBER 2021 • WorkBoat

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.

We also want to take this opportunity to assure you that the WorkBoat Show always has, and will continue to make the health of our visitors, exhibitors, partners and staff our absolute top priority as we continue to make preparations for the 2021 event.

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

NEW IN 2021

WorkBoat + Wind and the WorkBoat Executive Forum “Doing the Business of WorkBoats” Go to workboatshow.com for more information.

DEC. 1 - 3, 2021 NEW ORLEANS Morial Convention Center, Halls B, C, D, E & F

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Marine Engineering Assistant Manager The Alaska DOT&PF, Alaska Marine Highway System (AMHS) is recruiting for an experienced Marine Engineering Assistant Manager.

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www.workboat.com • SEPTEMBER 2021 • WorkBoat

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

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www.workboat.com • SEPTEMBER 2021 • WorkBoat

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

ADVERTISERS INDEX Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . . 38

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

BMT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

NCP Coatings Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Breaux Petroleum Products Inc . . . . . . . . . . . . . . . . . . . 24

Pacific Marine Expo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . . . 7

Panolin America Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

CAIG Laboratories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Philadelphia Gear, A Timken Brand . . . . . . . . . . . . . . . . 25

David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . . . 15

Platypus Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

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

Research Products/Incinolet . . . . . . . . . . . . . . . . . . . . . . 34

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

RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Gladding-Hearn Shipbuilding . . . . . . . . . . . . . . . . . . . . . 14

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

Gulf Engine & Equipment Inc . . . . . . . . . . . . . . . . . . . . . 24

Schoellhorn-Albrecht Machine Company . . . . . . . . . . . . 37

International WorkBoat Show . . . . . . . . . . . . . . . . . . . 4, 39

Subsalve USA Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

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

Suburban Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Lubriplate Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Webasto Thermo & Comfort North America, Inc . . . . . . . 6

Moteurs Baudouin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

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47

LOOKS BACK SEPTEMBER 1961

• The early prediction by WorkBoat that the odds were low for the establishment of anything like a federal Department of Transportation this year has been confirmed. The administration won’t push for such an agency until after next January.

• History repeated itself on the Mississippi River System recently when Capt. Joseph

Chotin, head of Chotin Towing Inc., New Orleans, stood aboard the bridge of the first vessel to pass through the new Port Allen Lock at Baton Rouge.

In 1909, Capt. Chotin piloted the first commercial vessel through the old Plaquemine Lock, which the new installation at Port Allen replaces.

• Brig. Gen. H.A. Morris, the Corps of Engineers South Atlantic Division Engineer, SEPTEMBER 1971 has • Twenty-five years ago Luke Bellanger entered the marine oil field business when he put his 30' gasolinepowered crewboat Evelyn B into service working the inshore oil fields.

In the interim, Bellanger & Gisclair Inc., Golden Meadow, La., has grown with Louisiana’s inshore-offshore oil industry. The company’s latest boat, a diesel-powered 100', 3,000-hp tug, is serving the SEPTEMBER 1981 offshore

• Bayou La Batre, Ala., has long been known as a center of boatbuilding for the commercial fishing industry. But three years ago, four men dreamed of building quality supply boats to service the growing offshore oil business. So those men — Jack Rice, his two sons, Mike and Richard, and Mike Weatherly — started Master Boat Builders Inc. 48

reported favorably on the proposed Tennessee-Tombigbee Waterway project.

The recently completed report showed the benefit-cost ratio of the project to be an estimated 1.08 to 1. energy sector.

• Southern Shipbuilding, Slidell, La., has contracted with France’s Union Navale, to build a 5,600-hp oceangoing, pusher-type tug.

Since that day, the yard has never been late on a contract, even though this year the Master Boat has constructed 10 supply boats.

• Halter Marine Inc. delivered two 101' crewboats to JPM Ltd., Santa Barbara, Calif. The new 1,530-hp boats are each powered by three Detroit Diesel 12V71TI diesel engines. www.workboat.com • SEPTEMBER 2021 • WorkBoat

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"Within HFL, Karl Senner LLC is viewed as an extension of our maintenance and engineering department as they take the necessary time to understand our specific needs while also offering timely advise and support."

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Karl Senner, LLC is proud to equip the M/V Bowling Green with REINTJES Gearboxes for Hines Furlong Line and Kirby Inland Marine.

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