WorkBoat December 2022

Müller-Hirlinger Senior Sales Manager Soccer enthusiast

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We‘re ready for show time

Last year, after a two-year Covid-induced pause, the International WorkBoat Show returned to New Orleans. This year, the 42nd edition of the show, which opens Nov. 30, promises to be even stronger. More exhibitors are signed up and a bump in attendance is expected.

Last year, most of the talk at the show revolved around the pandemic and how it has affected workboat businesses. While Covid is still around, businesses are more positive this year. We anticipate that there will be more scuttlebutt about contracts and other business deals.

The improved business climate is most evident in the passenger vessel industry, the workboat sector that many would argue was hit hardest by the pandemic.

Passenger vessels rebounded, with operators reporting improved numbers. Dan Yates of Portland Spirit said the company had not only a solid year in 2022 but “the most successful income year in our 28 years.”

In our annual top news stories of the year report (see page 36), the passenger vessel rebound was one of the positive stories. Another was that things are nally looking up for the U.S. offshore oil and gas sector as it moves to capitalize on an increase in energy prices.

Headwinds persist, however, namely a shortage of suitable vessels and, more notably, the crews to man them. In fact, labor problems continue to plague most workboat sectors.

Another big news story this year was the milestone reached by the towing

industry in July when Subchapter M, the long-awaited federal towing vessel inspection program, ended its four-year phase-in period with about 5,000 U.S.ag towing vessels certi ed as compliant with new safety rules.

Among other top stories in 2022 were the increased interest in offshore wind, zero emissions, and autonomous technology. And of course, Adm. Linda Fagan was sworn in as the 27th commandant of the U.S. Coast Guard on June 1. Adm. Fagan became the rst woman, and rst mother, to lead any branch of the U.S. Armed Forces.

Have a great WorkBoat Show. I hope to see you there.

ai16389015345_editwatch_BPA_2021.pdf 1 12/7/21 1:25 PM

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Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P O Box 1792, Lowell, MA 01853. Copyright 20 A S U in Printed Communications Diversified by

David Krapf, Editor in Chief dkrapf@divcom.com

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

ART DIRECTOR Doug Stewart / dstewart@divcom.com

EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com

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22’ Fire-Rescue, Sherman, Connecticut

30’ Bullnose Airport-Rescue, Grand Cayman

Stanley Fire Rescue Troy, NY

More than just melting ice

Iamwriting this in response to the story “Shored Up” in the August issue of WorkBoat by Bruce Buls.

It seems like I cannot pick up a newspaper, boating or marine trade magazine today without hearing about rising seawater or “SLR.” They all talk about the ice melting in the Polar regions. Now don’t get me wrong, I do agree with that problem. But we have another one and no one has addressed.

A few years ago, I attended an environment protection meeting on this matter. The meeting was organized by the state of New Jersey and the Army Corps of Engineers. Their answer to stop the ooding in my area, Barnegat Bay (Ocean County, N.J.), was to build a 10' seawall around the bay and put sea doors on the inlets. My question was if they were going to try this, how would they expect the people

on waterfront properties to react? At that time people were ghting the raised dune regulations. I also pointed out that the sea doors would block the ow of storm water in the rivers and the water would back up into the towns.

The other thing the state did was to dredge channels and place the spoils into natural holes that were sh habitats. Sometimes I wonder about the engineers they hire.

Recently a local marina built in the 1960s dredged its basin back to a ve-to-six-foot depth. I was amazed at the amount of spoils/sand that was removed from this small marina. This got me to think what about other areas that were lled in by runoff from the land and wave action washing away the shoreline. I can say without a doubt that much of the land has washed away in my 40 years, lling in channels and creating sandbars on the bay. Let us not forget how much

sand from inland was dumped on our beaches to be washed away by nor’easter storms.

Dredging channels to seaports are being done all along our coast. The spoils are generally loaded into hopper dredges or barges and dumped somewhere at sea. Basic math tells me that you are moving the problem from point A to B. We see the ooding in the Midwest and the brown oodwater carrying yards of soil into the rivers lling in our waterways. Test it yourself. Take a glass of water and ll it half way, then place some marbles in and the water rises with no additional water being added to the glass

Wouldn’t it make more sense to dredge the waterways and put the spoils back on higher land or create islands that once existed?

Capt. R.M. Silva Toms River, N.J.

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On the Water

Educating rec operators — Part

I

It’s slow. Very, very slow. Painfully slow. Like pouring blackstrap molasses on a cold morning. But sometimes it does work. It refers to education and the subject in question is something that is extremely simple: proper radio watchkeeping, primarily on recreational vessels.

Specifically, I’m referring to the dangerous, age-old habit of those who operate recreational vessels of all kinds in and around channels and waterways used by commercial traffic of not properly monitoring their VHF marine radios.

We are all too familiar with this problem. And when recreational vessels are in close proximity to commercial traffic without knowing how to communicate quickly, it puts everyone at elevated risk for something to go wrong. If we can’t communicate verbally via radio then we’re left with, depending on visibility and distance, hand signals or other body gestures (sometimes vulgar) and sound signals. It’s debatable which is better understood by the recipients, or more

Captain’s Table

Racing scull safety and PFD requirement revisited

BY CAPT. ALAN BERNSTEIN

Asa professional mariner and business owner, I am committed to safety. The safety of my passengers and crew are at the forefront of how I approach my job each day.

Crew training and drills are particularly important. These two items are a given and what we do as professionals. Those of us who work on the water witness a variety of unsafe activities from recreational boat operators. Most of the unsafe actions are the result of inexperience and a lack of knowledge of the rules of the road. There are many instances in which professional mariners compensate for or avoid boaters’ dangerous behavior to prevent problems and injuries.

Similar to commercial vessels, recreational boats are required to have life vests on board. This is a smart requirement. Life vests have been proven to save lives in emergencies.

But there is one group of boaters who ply

effective in ensuring safe passage.

Most annoying are the legendary “deep-draft” 40’ sailboats that insist on navigating in the middle of the channel for no apparent reason. If they could be hailed at all it would typically be on Channel 16, but there are no guarantees of success. Then comes the familiar five short-blasts of frustration and frantic maneuvering. But on most of the occasions that I’ve heard about where contact was made on Channel 16, captains and mates on tugs and pilots on the ships would try to engage the operator of the recreational boat and explain the importance of monitoring and communicating with commercial traffic on Channel 13.

It’s become increasingly noticeable over the last decade that a significant percentage of recreational boat operators, particularly sailboats, have absorbed this information and actually practice it far more than I ever would have imagined possible. It’s by no means universal, but the improvements are real.

Mariners should know that their efforts haven’t all been in vain and continued efforts may bear even more fruit.

most U.S. waters who are not required to have life vests on board — racing sculls. Recently, there was an accident involving a racing scull in which one of the student athletes was killed. Would he have survived if a life vest was required on the scull?

Racing sculls are currently exempt from life jacket requirements in waters considered navigable by the Coast Guard.

All racing sculls should be required to carry life jackets on board or on their person. With current technology and innovation in life jacket technology, the Coast Guard should review racing sculls and life jackets and take some positive action. I have heard from many individuals that because rowers are athletes, they do not need life jacket protection. The idea that a life jacket gets in the way of competitive rowing is negated by the fact that both teams would have the same advantage or disadvantage. To think that a small uninflated ring around someone’s neck and chest would be in the way is shortsighted. All sports can adapt as situations require.

Serious discussions about adding a life jacket requirement for racing sculls should be held.

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.

Energy Level

Oil prices are cloudy

BY JIM REDDEN, CORRESPONDENT

Despite a contentious production cut, it remains to be seen if the drop in oil prices over the past few months will prove to be temporary or if prices will return to earlier 2022 levels.

Prices on the Brent benchmark are expected to return to more than $100/ bbl by Christmas, said Norwegian consultancy Rystad Energy, while others predict fears of a recession, accompanied by a drop in demand and increased supply, may keep a handle on prices.

The West Texas Intermediate (WTI) benchmark price consistently lags behind Brent, which stood at $94.65/ bbl on Nov. 1, with WTI coming in at $88.37/bbl.

Saudi Arabia-led OPEC and allied producers decided to cut global oil production beginning in November, effectively spurning President Biden’s plea in July to raise production.

The announced 2 million bbl/d reduction will likely amount to around 1.2 million bbl/d, when adjusted for some producers’ unmet quota levels, said Rystad and others.

Regardless, the global oil cut has

WorkBoat GOM Indicators

AUG '22 SEPT '22 OCT '22

WTI Crude Oil 97.40 77.17 86.54 84.64

Baker Hughes Rig Count 18 16 14 13 U.S. Oil Production (millions bpd) 12.1 12.0* 11.9* 11.3

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

GOM Rig Count (October '21 -October '22)

dampened the already prickly relationship between the U.S. and the desert kingdom.

The production curb comes amid “weaker-than-expected demand as recession weighs and as supply ticks up in the U.S.,” said Rystad Senior Vice President Jorge Leon. “The announced OPEC+ cuts, even if executed at a 60% level, would push inventory draws into bullish territory.”

In a counter-forecast, the U.S. Energy Information Administration (EIA) predicts WTI will average just

over $88/bbl and Brent $95/bbl into next year, staying fairly close to current levels.

“We lowered our price forecast for 2023 by $2/bbl compared with last month’s forecast, which largely re ected a 0.5 million bbl/d reduction in our forecast for global oil consumption in response to a lower forecast for global GDP (gross domestic product) from Oxford Economics,” the EIA concluded in its Oct. 12 Short Term Energy Outlook.

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WorkBoat Composite Index

WorkBoat stocks jump 530 points

In October, the WorkBoat Stock Index gained 530 points, almost 19%. For the month, gainers topped losers by an 11-1 ratio.

The PHLX Oil Service Sector Index gained a whopping 37%. Predictably, energy issues were among the top percentage gainers in October.

Leading the way was Helix En-

STOCK CHART

ergy Solutions Group, Oceaneering International, Nabors Industries, Tidewater and Transocean. Roderick Larson, president and CEO of Oceaneering International, said the “offshore recovery is clearly underway. And with increasing emphasis on both energy security and development of the cleanest, safest and most reliable en-

Source: FinancialContent Inc. www. nancialcontent.com

INDEX NET PERCENT

COMPARISONS

8/31/22 9/30/22 CHANGE CHANGE

Operators 346.08 417.95 71.87 20.77%

Suppliers 4,067.77 4,822.46 754.69 18.55%

Shipyards 4,132.51 4,837.04 704.53 17.05%

WorkBoat Composite 2,821.18 3,351.70 530.52 18.80%

PHLX Oil Service Index 59.93 82.31 22.38 37.34%

Dow Jones Industrials 28,725.50 32,732.95 4,007.45 13.95%

Standard & Poors 500 3,585.62 3,871.98 286.36 7.99%

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

ergy sources, I expect positive market fundamentals to support our energy-focused businesses for years to come,” he said during the company’s third-quarter earnings call in October.

“In addition, with increasing competition for, and scarcity of, available labor, our mobile and subsea robotics businesses are experiencing heightened levels of interest as automation lowers on-site personnel requirements and enables remote supervisory control.”

Looking forward to 2023, Larson said, “supportive commodity prices and the increasing importance of energy security underpin our expectations for a strong ve-year outlook in our offshore energy businesses. With energy transition expected to require an all-of-theabove solution across energy sources, we are well positioned to support our customers in enabling the production of cleaner, safer and more reliable energy from traditional sources.”

— David Krapf

Inland Insider

BY KEN HOCKE, SENIOR EDITOR

There’s low water on the Mississippi River. What will barge companies do? What they always do — they deal with it.

It seems like the only years there

isn’t a low-water problem on the Mississippi River are years when there is a high-water problem on the river. If neither of those exist, then there’s total mechanical collapse of the gates at a lock and dam or two.

aren’t bad. They are. The low water level at Memphis, Tenn., in mid-October set a new record at 10.77’. The water level in Greenville, Miss., was a dismal 7.74’.

“The ‘normal’ river stage at Greenville for this time of year is 17.70’. To make matters worse, the National Weather Service (NWS) sees no relief in the immediate future and is forecasting continued declines in river levels,” according to River Transport News.

In late October, there were blockages attributed to drought along the Lower Mississippi at Memphis; Little Rock, Ark.; Lake Providence, Miss.; Baton Rouge, La.; Tunica, Miss.; Greenville; Vicksburg, Miss.; and New Orleans, according to the Agriculture Transportation Coalition (ATC).

“The delivery costs are skyrocketing because you can’t get the product down the river,” said ATC’s executive director Peter Friedman.

Earlier in October the Lower Mississippi River was closed for days near Lake Providence to clear the grounded barges.

How bad is it? According to the U.S. Department of Agriculture, to ship a ton of grain southbound on Oct. 13, 2020, it cost $21.43. That same ton of grain cost $21.91 on Oct. 12, 2021, and $105.85 on Oct. 11, 2022.

As always, one solution is to lightload the barges, so the drafts decrease and it takes less water to move the steel boxes. But that means more barges to move the same amount of grain, which drives up transportation costs.

The Army Corps of Engineers has been scrambling to dredge areas that are most affected by the drought, but the agency is constantly playing catch-up.

“Even though the major river blockages have been resolved, at least for now, barge groundings and periodic closings continue to plague the industry on the Mississippi and lower Ohio Rivers,” according to RTN

AT-A-GLANCE

Legal Talk

Times change and so does maritime law

The law isn’t what you rst think of when you hear the word “innovation.” But the law does change with the times, sort of.

That dry-rotted concept called the “Walker Doctrine” (breach of employment duty barring recovery) is barely ever applied these days. And when it comes to calculating an injured seaman’s daily stipend (maintenance), the law has moved to appreciate the expenses of modern life.

BY JOHN K. FULWEILER

Maintenance is structured so that money should ow to the injured seaman. For instance, the obligation to pay maintenance doesn’t relate to whether there’s a showing of negligence or unseaworthiness. And it doesn’t matter whether the injury was suffered onboard or ashore as long as the seaman was in the service of the vessel. That said, while maintenance payments are calculated based on a seaman’s expenses, they’re never enough, and maintenance seems largely ineffective at providing meaningful assistance. It’s for this reason that it’s important to include as many expenses as possible in undertaking the calculus.

Lodging expenses can arguably include all expenses “necessary to the provision of habitable housing” such as heat, electricity, home insurance, trash service and real-estate taxes.

In negotiating a maintenance payment, I have successfully included the rental cost of a hot-water heater and loan payments on new windows, making it reasonable to believe loan payments for rental furniture and appliances would also be considered. There is relatively new law rightly stating that cellphone and internet service are “common utilities in the life of most people” and are properly included in the maintenance calculation.

And while transportation costs are sometimes considered part of cure, seaman shouldn’t hesitate to shoehorn them (car payments, insurance, fuel, etc.) into the maintenance sum because cure isn’t paid regularly and those transit expenses being paid as maintenance go to “palliating the disadvantages of seafaring life.”

The maintenance system doesn’t help drive outcomes that ultimately improve the working conditions of seafarers. Still, so long as it’s in place, those who need what bene t it offers should appreciate that, despite what they’re told, the maintenance calculation covers many of the expenses of modern-day life.

John K. Fulweiler of Fulweiler LLC is a licensed mariner and maritime attorney. He also served as a staff captain with a New England towing and salvage firm prior to law school. He can be reached at john@ saltwaterlaw.com or 1-800-383-MAYDAY.

you lose your insurance), which can often feel hard to digest.

BY DAN BOOKHAM

Dan Bookham is a vice president with Allen Insurance & Financial. He specializes in longshore, offshore and shipyard risk. He can be reached at 1-800-236-4311 or dbookham@ allenif.com.

It doesn’t have to be that way, however. By taking a proactive approach to risk management and drawing on the resources of your insurance company (resources your premiums fund), those loss-control visits can feel less like a visit by a drill instructor looking for an unmade bed and more like a collaboration with safety specialists. These specialists can save you money and ensure your people head home each day injury free.

In preparing for a loss-control visit, work with your insurance agent and take a preliminary walk-through to see if you both can spot any easy xes or potential trouble spots (a frayed cord on a tool for example, or sloppy housekeeping in a workshop). Having your own punch list of planned corrections and improvements will minimize any surprises and make it easier to budget for the xes. When the loss-control team visits, rather than just relying on the written report, be sure to ask them to ag issues in a post walk-through meeting so you can discuss them while memories are fresh.

When the report comes in, be prepared to respond with a timeline to address the recommendations. I’ve often found that draconian demands to make immediate xes soften if you demonstrate a willingness to work on trouble spots at a reasonable (and often more affordable) pace.

Use the tools insurers provide, both online and in person, to make the most of your premium dollars and improve the safety and risk pro le of your business.

Nor’easter

New moves to reconcile offshore wind and fishing

KIRK MOORE, CONTRIBUTING EDITOR

The expanding drive to establish wind energy areas off the Paci c and Gulf of Mexico coasts is attracting tentative new efforts to head off con icts with the commercial shing industry and compensate for wind development impacts.

The Bureau of Offshore Energy Management published a nal-sale notice Oct. 18 offering five California OCS lease areas that total approximatel y 373,268 acres.

This will be the rst-ever offshore wind lease sale on the U.S. West Coast and the rst-ever U.S. sale to support potential commercial-scale oating offshore wind energy development, BOEM said

The notice drew a measured response from the Responsible Offshore Development Alliance, a coalition of shing groups that appears aiming to nudge BOEM rather than confront the agency.

“At present, there are no large-scale such facilities anywhere in the world,” according to a RODA statement “A thoughtful and measured approach to design, construction and operation should be ensured given the lack of veri able scienti c data on potential impacts to the environment and ecological function of the California Current Large Marine Ecosystem.”

The shermen gave credit to BOEM for acknowledging that the lease areas have historically been used for shing, for increasing bidding credit incentives for wind developers to provide community bene ts, and for requiring them to develop communication plans and strategies to reduce shing con icts.

However, BOEM should still require speci c nancial commitments from wind companies to qualify for community bene t credits, said RODA. Those should incorporate “sliding-scale bid credits so that more robust mitiga-

tion agreements are afforded greater weighting,” the group said.

“Fishing community members are hopeful that winning bidders will make nancial commitments to impacted communities commensurate with their full, cumulative impacts and induced risk,” said Mike Conroy, RODA’s lead for West Coast activities.

Two lease areas are in the Humboldt region off northern California, and three are northwest of Morro Bay. A day after BOEM’s sale notice, central California coast shing associations and wind companies announced forma-

tion of a new effort to foster coordination and cooperation between the industries.

The Morro Bay Commercial Fishermen’s Organization and the Port San Luis Commercial Fisherman’s Association are working with Castle Wind LLC, a joint venture between Trident Winds Inc. and TotalEnergies Renewables USA, to establish the Morro Bay Lease Areas Mutual Bene ts Corp. (MBC).

“The purpose of the Morro Bay MBC is to facilitate communication, coordination, and cooperation between

the Central Coast commercial shing industry and offshore wind project developers, as well as to provide nancial resources in furtherance of California Coastal Act policies,” the shermen and developers said in a joint statement.

“Morro Bay MBC creates a pathway for the industry to demonstrate to the shermen, to BOEM, and to the California Coastal Commission, the commitment of project developers to responsible offshore wind development that protects and supports a sustainable commercial shing industry.”

Booth 2501

Monument to El Faro mariners dedicated in Maine

Robin Coles

The

“It’s a source of comfort for the families,” said Maine artist and sculptor Jay “J-Bone” Sawyer, who created the monument dedicated Sept. 24 in Rockland, Maine. “A symbol to increase awareness for the maritime industry, and those that make the sacri ces daily.”

Prior to the ceremony family and friends gathered in front of the memorial hugging people with familiar faces. Others looked for their loved ones name etched in the at steel, then rubbed an impression with paper and crayon.

Patricia Quammie of Jacksonville, Fla., lost her husband, Theodore Quammie. He was a merchant mariner for 37 years, the El Faro’s chief steward, and the oldest person on the ship.

“Everyone has my deepest sympathy and condolences,” said Quammie. “I pray that we stay united forever, like our 33 precious loved ones who will stay together forever. For those going out on the ships now and their families, if you see something is wrong, don’t be afraid to speak up. Don’t be afraid to challenge the system. Make sure if you’re supposed to have your safety equipment, you know the location, you know where it’s at. Make sure you just take all the necessary safety precautions.”

Sawyer welcomed the more than 300 family members and guests.

“Public art is powerful,” said Sawyer. “And putting it here in Rockland for the dedication of the El Faro Salute proves that. It now belongs to both Rockland and the maritime community.”

El Faro translates as “the lighthouse.” If you look through the port holes, you’ll see Rockland Breakwater Lighthouse in Penobscot Bay. Beyond that, merchant mariners will continue to sail by.

A week before the dedication the sculpture was still white metal. Tim Matheson, a Maine Maritime Academy graduate, sandblasted it with salt water to start the rusting process. Since then, the color has transformed, and it’s not nished changing. The bottom is core 10 steel.

Shipmate Ray Moody, who now teaches at Maine Maritime, modeled the male uniform. Classmate Maggie Letarte modeled the woman’s jacket. — Robin Coles

Bitts

Software flaw led to ferry mishap, says NTSB

The grounding of the high-speed passenger ferry Commodore in New York’s East River that resulted in $2.5 million in damage to the Seastreak-owned and -operated vessel was largely a result of a software flaw that saw the catamaran’s operators lose primary speed and steering control of both port waterjets, the National Transportation Safety Board said in October. However, NTSB investigators also found that better training for loss of propulsion or steering would have enhanced the captain’s response to the emergency, either using back-up controls or by shutting the engines down. One minor injury was reported among the seven crewmembers and 107 passengers.

First offshore wind lease sale in the Pacific

The Department of the Interior announced in October that the Bureau of Ocean Energy Management (BOEM) will hold an offshore wind energy lease sale on Dec. 6 for areas on the Outer Continental Shelf (OCS) off central and northern California. This will be the firstever offshore wind lease sale on the U.S. West Coast and the first-ever U.S. sale to support potential commercial-scale floating offshore wind energy development.

Plan protects whales during offshore wind construction

Federal agencies have released a new plan to protect endangered North Atlantic right whales, as the government promotes aggressive development of offshore wind energy projects. The Bureau of Ocean Energy Management and the National Marine Fisheries Service released their joint strategy Oct. 21 “to protect and promote the recovery of North Atlantic right whales while responsibly developing offshore wind energy.” Comments on the plan can be submitted through Dec. 4.

Download our NEW mobile app. Search WorkBoat in your app store on your mobile device.

El Faro Salute pays tribute to the 33 crewmembers who lost their lives in Hurricane Joaquin on Oct. 1, 2015.

El Faro Salute monument in Rockland, Maine.

Opportunity Knocks

Inland barge operators are targeting young workers.

Pamela Glass, Washington Correspondent

The inland barge industry is getting hip and cool, taking its message about top pay, great bene ts and cool jobs onto social media networks where they know the next generation of potential mariners hangs out.

Faced with a competitive and persistently tight job market, the industry is trying to reinvent its image as it attempts to attract more young job seekers to the ranks of tugboats and towboats, seeking to capture their attention with snappy slogans, fast-moving videos and promises of great pay, quick advancement, work that makes a difference, comfortable boats

and a work environment that treats employees like family.

At Moran Towing, “we connect the world.” At Foss they ask: “Are you a salty dog or a landlubber?” At Crowley Marine they call it “a workplace like no other.” Ingram Barge promises careers that are “exciting and unique.” At Vane Brothers, applicants are reminded that vessels are built “with CREW COMFORT in mind” and that an “even-time work schedule” means that “you are working six months out of the year but receiving a full year’s salary!” And a video from Parker Towing invites job seekers “on our journey into the

future as we deliver the cargo that fuels the American dream.”

This is all part of both a short-term and long-term effort by inland tug and barge companies to recruit workers for current openings but also prepare the ground for the future. As more and more senior mariners retire, the maritime industry is expecting a job shortage of

150,000 mariners by 2025, at a time when the industry has been growing at an average rate of 6.4% a year.

Companies that once turned away applicants, rarely advertised and didn’t have hiring managers now have fulltime recruiters. They spend thousands of dollars traveling to job fairs, advertising openings, offering hiring bonuses

and investing in modern boats that offer fancy galleys, comfortable living spaces and the most sophisticated navigation and propulsion systems.

“We need to be especially creative with our eet recruiting practices to not only encourage maritime academy students and military veterans to consider tugboating as an option, but

Vane Brothers

To be competitive in a tight job market, the tug-and-barge industry is trying to change its image to attract more young job seekers.

also to attract young men and women who perhaps had not even thought about a career on the water,” said Capt. Rick Iuliucci, vice president of operations at Baltimore-based Vane Brothers. “We continue to actively partner with groups such as the American Waterways Operators to get the word out: You can make a very good living in this industry, with terri c pay and bene ts while working in a safe and comfortable environment. The schedule is also favorable, if you consider that most Vane Brothers crews generally work two weeks on the vessel and then get two weeks off. It is just as important that we work to retain quality mariners and help them advance their careers.”

NEW CAMPAIGN

In mid-August, AWO launched a new social media initiative on Facebook, Instagram and Twitter to highlight the unusual things that tugboats push or pull

and barges carry. Called the “Coolness Factor,” the campaign pro les unique things that the industry has done that evoke “oh wow” reactions and show that jobs that can be tedious, physical, dirty and dangerous can also be exciting and cool.

“The tugboat, towboat and barge industry is a huge contributor to our

nation’s economy, security, supply chain and quality of life, and beyond that, it’s a unique industry that does fascinating things every day,” said Jennifer Carpenter, president and CEO of AWO. “Many Americans, including potential employees, have no idea what barges and towing vessels do that affects their everyday lives for the better, or what a great place

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Vane Brothers recently began a tankerman training program available to company deckhands. The training incorporates instruction at the Maritime Institute of Technology and Graduate Studies (MITAGS).

Vane Brothers

to make a career this industry can be. The ‘coolness factor’ campaign aims to catch people’s attention and entice them to take a deeper look at an industry that does amazing things every day.”

In addition to hauling coal, steel and soybeans, commercial barges have

transported NASA’s Space Shuttle, Army tanks, and for the past 46 years have provided the platform for the 4th of July reworks on the East River in New York City.

“Cool” examples highlighted in the campaign include:

• The movement this summer by Canal Barge of a restored PT-305 World War II patrol torpedo boat to the National WW II Museum in New Orleans, where it will be permanently displayed to the public. Canal Barge donated time and resources.

• The donation by Vane Brothers of a retired 120-foot VB-1 water barge to the Ocean City Reef Foundation, which sunk the barge for use as an arti cial reef off the coast of Maryland.

• A barge supplied by Hughes Marine Firms that was used to stage a concert by Colombian reggaeton musician J Blavin on the East River in New York.

• A Hughes Marine barge that served as a construction site to build the West Thames Street Pedestrian Bridge at the company’s yard in Brooklyn, N.Y. It was then towed to Lower Manhattan where Weeks Marine Inc. lifted the bridge and placed it over the West Side Highway as a replacement to bridges that were damaged or destroyed on 9/11.

NASA NASA’s 310’x50’ barge Pegasus transported the massive core stage of the agency’s Space Launch System on journeys from the Michoud Assembly Facility in New Orleans to other NASA centers for testing and launches.

Vigor-built landing craft model joins Army fl eet

The MSV(L) is scheduled to undergo builder’s trials through November, followed by extended acceptance trials. The prototype isn’t slated for delivery to the Army until early 2024.

— Ken Hocke

All American Marine to build research vessel for Hawaii

Bellingham, Wash.-based All American Marine (AAM) was recently awarded a contract to build a research vessel for the University of Hawaii at Manoa and the University of Hawaii Foundation (UHF).

The 68'6"×25' semi-displacement, aluminum-catamaran hull was developed by Teknicraft Design, Auckland, New Zealand. The vessel will contain proven design elements found in the recently commissioned research vessels Blue Manta and Shearwater, which were built for BlueTide Puerto Rico and Duke University, respectively.

Vigor was awarded a 10-year contract from the Army in 2017 to design and build up to 36 new-generation landing craft. The shipyard partnered with BMT to design the Army’s new 117'×28'2" aluminum, tri-bow monohull maneuver support vessel light, or MSV(L). A prototype was launched Oct. 10 at Vigor’s marine fabrication facility, Vancouver, Wash.

Currently, the Army’s objective is to build 13 vessels to replace the landing craft mechanized-8 (LCM-8), a Vietnam-era watercraft that is unable to transport some of today’s equipment due to the weight of modern combat vehicles.

“Not only does this prototype represent the rst of its kind for the Army as a digital vessel, but also, the overall team has surmounted several hurdles having to do with Covid-19-related workforce and supply-chain issues,” said Col. Beth Behn, the Army’s chief of transportation. “I couldn’t be more proud of this partnership to become one step closer to providing Army mariners the world over a truly modernized

capability.”

Main propulsion comes from three MTU 2,600-hp diesel engines, matched to three waterjets. (WorkBoat requested more information, but the Army said it would probably not have any more speci cations to announce.) The prototype has a running speed of 21 knots (laden) and more than 30 knots (unladen), a range of 360 nautical miles, and a 4' draft (laden).

The MSV(L) is designed to be faster and more maneuverable than its predecessor and to have the ability to operate in intercoastal areas, inland waterways, and in anti-access and area-denial environments.

The prototype has a payload of 82 short tons, meaning it can haul one combat con gured M1 Abrams tank, or two Stryker combat vehicles, or four joint light tactical vehicles, as well as multiple other payload con gurations.

MSV(L)s feature a 1,697-sq.-ft. deck area with drive-through capability, bifold bow ramp and kedge anchor system. The boats will carry an eightperson crew.

The vessel for Hawaii is being constructed to Coast Guard standards for service in waters where the range to refuge is 150 nautical miles or less. It will operate as a multipurpose research vessel in Hawaiian waters and offshore on ocean routes for a crew of up to 12.

The propulsion package will include two xed-pitch propellers powered by twin Scania DI16 082M Tier 3 engines, each rated at 800 hp at 2,100 rpm. The twin-engine speed and fuel-ef ciency of the vessel will allow University of Hawaii researchers to access and study marine environments in the Hawaiian Islands.

Onboard the vessel, scientists and crew will have comfortable live-aboard quarters, large wet and dry lab spaces, as well as a range of the latest oceanographic equipment in which to conduct a variety of missions.

The vessel has been custom designed to support a diverse portfolio of science and outreach missions.

“We are incredibly excited to be able to have a custom-built vessel for our environmentally driven research

U.S. Army The MSV(L) prototype was launched on Oct. 10.

missions in and around the Hawaiian Islands,” Carl Meyer, a University of Hawaii researcher, said in a statement. “All American Marine understood our mission and provided a new design to meet our mission-speci c needs. We are excited about the positive impacts this vessel will have for us including a substantial increase in the abilities of our programs.”

The new research vessel integrates the signature Teknicraft Design symmetrical and asymmetrical combined hull shape, bow-wave piercer, and a hydrofoil-assisted hull design. The hull and hull components are designed to break up wave action and ensure reduced drag while enhancing passenger comfort. Teknicraft’s hydrofoil-assisted hull design features low-wake wash energy and fuel economy. The main foil action reduces the power needed to maintain service speed.

The vessel is designed to offer passengers and crew a smooth ride and com-

fort, as the hull provides a cushioned effect when encountering waves.

Shipyard of cials said the boat will be able to maintain an estimated fully loaded cruise speed of 22-24 knots and with a fuel-ef cient minimum survey speed of three knots. With a large fuel capacity of 1,800 gals., the design will support a science team of eight on offshore missions and 22 students/crew on shorter day excursions.

“This vessel will expand U of H’s environmentally focused research activities and will aid them with their conservation efforts in the Paci c,” said Ron Wille, All American’s president and COO.

AAM was also awarded a contract in October to build a high-speed, longrange, eco-tour vessel for Phillips

Research vessel for Hawaii is being built for service in waters where the range to refuge is 150 nautical miles or less.

Cruises and Tours. The vessel will operate in Whittier, Alaska.

The Teknicraft-designed 84'6"×30'7" semi-displacement aluminum catamaran hull will be built in AAM’s facility on Bellingham Bay. It is scheduled for delivery by May 1, 2024. The new passenger vessel will be added to the Phillips Cruises eet that operates in Prince Wil-

All American Marine

liam Sound on daily sightseeing tours.

The new tour boat will be Coast Guard-certi ed Subchapter T. With a fuel capacity of 1,200 gals., the fuelef cient design will be assisted by a xed aluminum hydrofoil, designed to enhance its speed and stability at high speeds.

The propulsion package includes four MJP 350X waterjets powered by four Scania DI16 082 engines rated at 800 hp each. Cruise speed is 32 knots fully loaded.

Gladding-Hearn to repower 19-year-old pilot boat

The Tampa Bay Pilots Association will have one of its Chesapeake-class pilot boats repowered and repaired at GladdingHearn Shipbuilding

The 53'   was built in 2003

when the Somerset, Mass., shipyard introduced the Chesapeake-class of midsize, high-speed launches.

In 2015, the Tampa pilots took delivery of the shipyard’s rst Chesapeakeclass MKII, which incorporates Volvo Penta’s IPS 2 pod system.

With more than 50,000 operating hours, the all-aluminum pilot boat will

be repowered and undergo repairs.

“After 19 years of hard work, the vessel is showing some wear and tear but she still has a lot of life left so it’s de nitely worth reinvesting in,” said Peter Duclos, Gladding-Hearn’s copresident and director of sales.

Along with modifying the engine beds, hull frames, exhaust systems,

Gladding-Hearn

53' pilot boat will be repowered and undergo repairs.

ON THE WAYS

cooling- and fuel-system piping to accommodate the new engines, the yard will replace the twin 600-hp Caterpillar 3406E engines with a pair of Cat C18, EPA Tier 3 diesel engines, each delivering 670 hp at 2,100 rpm.

The repowered boat will have a top speed greater than 25 knots.

After installing new shafts, bearings, seals and couplings, the engines will turn new 5-bladed Bruntons propellers through Twin Disc MGX-5136A Quickshift gears.

In addition, the pilot boat will receive a new SeaStar Optimus steering system and a new Northern Lights 12kW generator.

Other upgrades include new Norsap 1500 pilot seats, new windows, three new doors to the pilothouse and four new hatch covers.

The boat’s bottom, topsides and pilothouse will be stripped to bare metal and receive a fresh coating

system.

In other Gladding-Hearn news, the Pilots’ Association for the Bay and River Delaware have ordered a 54' pilot boat from the shipyard.

It’s the Lewes, Del.-based association’s fourth Chesapeake-class launch and 11th pilot boat built for the pilots by the Somerset, Mass., shipyard since 1957.

Delivery of the new pilot boat is scheduled for 2024.

The deep-V hull was designed by Ray Hunt Design. The new, allaluminum 53.6'×17.8' launch has a 4.9' draft.

The boat will be powered by twin Volvo Penta D16 diesel engines, each rated at 651 hp at 1,800 rpm. Top speed will exceed 25 knots.

The engines will turn 5-bladed Bruntons propellers through ZF 500-1-A gear boxes.

A Humphree interceptor trim

control system, with its automatic trim optimization, will be installed at the transom.

Compmillennia

delivers

composite core pilot boat to Miami

Compmillennia LLC, Washington, N.C., has designed, built, and delivered a 41'×13' Lightspeed 1188 catamaran compositecored pilot boat to the Biscayne Bay Pilots Association

Designed with a 2' draft, the shipyard calls the Miami a fast, reliable, economical offshore pilot boat.

“Compmillennia’s mission is to produce a small catamaran to compete with larger V-bottom center consoles in open water, but with a much friendlier fuel consumption,” said Compmillennia’s Stephanie Tenney. “Larger V-bottoms need a lot of engine horsepower to push

Booth 3181

Diverse Shipbuilding to Meet Any Market

Large, complex vessels delivered on time and on budget

Today’s modern vessels are highly sophisticated and represent a much higher risk profile for a ship owner when it comes to selecting the right shipyard. Eastern’s proven track record of successfully engineering and building these large and complex ships on time and on budget dramatically reduces that risk. As one of the top tier-two shipyards in the United States, Eastern Shipbuilding Group is the reliable partner you can trust to deliver your next vessel on time, every time.

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their 22-foot to 39-foot length along the waterline, and more horsepower equals more weight, more cost, larger vehicles to tow and more fuel.”

Built for pilot boat associations seeking economical acquisition and operations, the Lightspeed pilot boat is designed to deliver ef ciency,

low-maintenance and exibility in high-speed transit, safe pilot boarding, and search and rescue missions, Compmillennia said.

The boat’s all-composite construction features selective use of berglass, carbon and aramid ber, impact- and vibration-absorbing core

and high-elongation vacuum-resininfused vinyl ester resin.

It is designed to increase durability and lower weight by 35% versus other composites and by 50% versus typical metal construction, according to Compmillennia of cials.

The Miami has room for a captain who can haul up to six pilots at a time.

Main propulsion comes from twin Mercury 300-hp Sea Pro outboards with Mercury’s Enert ECO 16"×20" stainless steel props, giving the boat a running speed of 45 knots. The boat is also tted with Mercury controls and an Optimus 360 steering system.

The outboards are fed from a 424gal. fuel tank.

“Our mission is achieved with the Lightspeed catamaran,” said Tenney. “Less horsepower is required, less weight, greater fuel economy and our trademark smoother ride.”

— K. Hocke

Compmillennia

41' catamaran pilot boat works the waters in and around Miami.

It took 200 years to evolve from wooden boats to steel boats. Like any industry with heavy equipment as a primary asset, global maritime operators don’t just move quickly toward big shifts in technology. Yet, today, change they must as worldwide mandates for reduced emissions are pushing the industry down a new path. Because of this reality, the transition to cleaner fuels is about more than just the fuel itself. Solutions must provide strategic value to shipbuilders and maritime professionals, allowing them a workable path to longterm mandated decarbonization. Methanol, common to the marine industry in portside and on-vessel applications, provides an example and an opportunity. By tapping into existing fuel availability infrastructure, methanol as a hydrogen carrier feedstock removes risk and increases comfort with change – two key factors as the industry navigates toward environmental mandates. Methanol’s global port availability is powering Methanolto-Hydrogen (M2H2) systems, solving the inherent complexities, cost, and logistics of on-board hydrogen as a clean source of ship energy.

When methanol is used as a high-density hydrogen carrier feedstock, self-contained reformer systems can now create hydrogen on-demand – as needed and on-vessel – via a safe and efficient chemical process. Reforming methanol into high purity, fuel cell grade hydrogen eliminates the need for high pressure gaseous or cryogenically cooled liquid hydrogen storage tanks, saving precious vessel space, and significantly reducing safety risk. When combined with Polymer Electrolyte Membrane (PEM) fuel cells, these selfcontained M2H2 reformer units support power demands ranging from 30kW to 200kW; multiple sets of M2H2 reformers and PEM fuel cells can be combined to handle MW applications.Workboat vessels fit the bill for methanol-to-hydrogen’s optimal power levels, with ferries, tug and tow boats, fishing boats, and crew transfer ships demonstrating the potential.

While Hydrogen One, the world’s first methanolpowered tow boat, has a relatively high price tag for the M2H2 reformer/PEM fuel cell systems, costs for future vessels is expected to decrease significantly as the technology is adopted and commercialized over time. The Hydrogen One operators are not facing the hundreds of millions it could cost to place other alternative fuel fueling stations all along the Mississippi. The vessel can readily capitalize on an existing and proven support infrastructure for immediate value. Methanol – and so, methanol-to-hydrogen – is available all over the network of US waterways and global shipping ports. This first-of-its-kind workboat generates hydrogen ondemand via methanol-to-hydrogen systems, combining the fuel with PEM fuel cells to deliver primary power for the vessel.

Naval architects take note, as on-board hydrogen generation has positive impact on ship designs. Systems are highly efficient and eliminate the costly and complex requirements of pure hydrogen storage, reducing safety risk and increasing usable cargo space. Hydrogen ondemand is just better, to the point of making hydrogenpowered shipping a reality.

Infrastructure matters as much as – or more than – the fuel itself. Methanol-to-hydrogen is available now, can be instantly implemented on existing vessels with minimal retrofit, and offers immediate and significant reduction in emissions. At the same time, it puts shipbuilders on a path to full decarbonization, even as maritime pros are familiar with methanol and its requirements for safe handling and transport.

Authored by Bryan Reid,

Fairbanks Morse Defense (FMD) announced in October that it has been awarded a contract by Huntington Ingalls Industries to build and deliver four main propulsion diesel engines featuring common-rail technology to power the Navy’s newest landing platform/dock (LPD) ship, LPD 32. The vessel will be the third San Antonio-class Flight II amphibious ship. The 684’x105’ ships are

used to embark and land Marines, their equipment and supplies ashore via air cushion or conventional landing craft and amphibious assault vehicles.

Colorado-based Birdon America Inc. has been awarded a $1.2 billion contract to design and build 27 waterways commerce cutters (WCC) for the Coast Guard. The WCC contract comprises two separate but related vessel designs: the river buoy tender (WLR) and the inland construction tender (WLIC).

Both variants are complex, modern, and designed to military standards. The new cutter design is expected to provide up to 11 days of accommodation and habitability for up to 19 crewmembers. The 27 WCCs will be constructed within a 10-year period beginning with an 18-month design finalization period. Bollinger Shipyards, Lockport, La., will

The river buoy tender (WLR) and the inland construction tender (WLIC).

subcontract to Birdon for production of the bare hulls.

TOTE Services LLC and Philly Shipyard Inc. held a keel-laying ceremony in October for the second of five new purpose-built, state-of-the-art training vessels for state maritime academies. Marad’s new vessel program — known as national security multimission vessels (NSMVs) — was designed to provide

Birdon America

First of five maritime academy training vessels.

Academy, Maine Maritime Academy, Texas A&M Maritime Academy and California State University Maritime

Silver Ships Inc., Theodore, Ala., recently delivered a multimission Explorer 40 landing craft vessel to the Suffolk County (N.Y.) Public Works Department. The custom-built 40’x14’ workboat’s primary purpose is transporting heavy machinery and equipment to further support the efforts of the Suffolk County Public Works Department. The vessel is powered by triple 250-hp Honda outboard motors and includes a Vetus 8-hp bowthruster to facilitate maneuvering and docking in close quarters. The Explorer 40 operates with a 12-volt direct current electrically actuated bow door that is connected to a stainless-steel braided cable routed through a series of pulleys.

When it comes to vessel repair, many boat owners discover that most shipyards are still stuck in the 20th Century. Simply because they have forgotten that in the 21st Century, the customer is king. For years, the focus of Bay Ship & Yacht has been to transform our shipyard to the one that provides Absolute Customer Satisfaction to every customer, every time. At Bay Ship & Yacht, good enough is never good enough, and because of our commitment to continuous improvement and innovation, we have become a knowledge-based shipyard where ideas are shared freely, and where the best ideas get adopted. Whether it’s installing advanced technol-

A keel-laying ceremony was held at St. Johns Ship Building (SJSB) for the second Incat Crowther 30 crew transfer

40' landing craft for New York. Silver Ships

vessel (CTV) to be built to comply with the Jones Act. Officials from Windea CTV LLC, a partnership between Hornblower Wind LLC and MidOcean Wind who will operate multiple vessels in support of U.S. offshore wind development, were in attendance. The first series of vessels underway at St. Johns will go directly into service in support of the Vineyard Wind I construction project.

ogy, like our Synchrolift transportation the HMB-1, the only covered drydock Coast, to providing dedicated Project each customer – it’s all done with our absolute satisfaction in mind.

TOP TEN

NEWS STORIES OF 2022

1OFFSHORE WIND PUSHES FORWARD

The U.S. offshore wind industry began 2022 with a bang when the Bureau of Offshore Energy Management (BOEM) scored $4.37 billion from bidders for six wind-energy leases in the New York Bight.

It was the highest-grossing competitive offshore energy lease sale in history, including oil and gas sales, according to the U.S Department of Interior.

“This week’s offshore wind sale makes one thing clear: the enthusiasm for the clean energy economy is undeniable and it’s here to stay,” said Interior Secretary Deb Haaland in announcing the Feb. 23 auction results.

Some 480,000 acres of ocean leases between New Jersey and Long Island were pared down, a 72% reduction “to

avoid con icts with ocean users and minimize environmental impacts,” according to the BOEM.

The agency says it is evolving that planning methodology as a result of the political battering BOEM took for years from the commercial shing industry over wind-energy sites off southern New England.

The Biden administration’s march

to establish East Coast wind leases moved south when an auction in the Carolina Long Bay region drew bids from TotalEnergies Renewables USA LLC and Duke Energy Renewables Wind LLC totaling $315 million. Lower prices paid there eased some concern from industry leaders that the New York Bight auction in ated expectations and could hurt the still nascent U.S. industry.

Coastal Virginia Offshore Wind pilot project has been fully operational since fall 2020.

Dominion Energy’s Coastal Virginia Offshore Wind project, the biggest planned in U.S. waters at $9.8 billion to build out a 2.6-gigawatt turbine array, faced new political challenges. The Virginia State Corporation Commission demanded a performance guarantee for CVOW to protect consumers from footing the bill for higher costs if the turbines don’t perform as well as expected, if energy output falls short of shortfalls a “net capacity factor” of 42% as calculated over a three-year average.

Meanwhile vessel designers and

WorkBoat Images

The

Stephen Boutwell/BOEM

shipyards pushed forward. Damen Shipyards said it is developing a new class of vessel that will be capable of supporting large-scale, oating offshore wind turbines and their anchoring requirements in deepwater sites off the U.S. West Coast and the Gulf of Maine.

Atlantic Wind Transfers, the rst U.S. offshore wind farm support company, has its eye on six 82’ Chartwell Ambitious-class crew transfer vessels (CTVs) designed by UK-based Chartwell Marine. To be built by St. Johns Ship Building Inc., Palatka, Fla., the rst two vessels are to be delivered in summer 2023 and January 2024 with the others to follow.

Big boats on the way include a service operations vessel (SOV) contracted by Empire Offshore Wind, a joint venture between Equinor and BP, with Edison Chouest Offshore.

The “plug-in” hybrid SOV will be the rst in the U.S. offshore wind sector capable of sailing partly on battery power, operating out of New York.

During construction the Empire Wind projects will depend on a new wind turbine installation vessel to be built in Singapore, teamed with U.S.-built tugs and barges, according to wind developers Equinor and BP, and Maersk Supply Service.

Maersk said it’s been developing a design concept since 2019 with “unique feeder capabilities” to make its wind turbine installation vessel (WTIV) 30% more ef cient than using other jackup vessels.

Until U.S.- ag WTIVs are built, wind developers are expected to rely on the so-called feeder model – using Jones Act-compliant tugs and barges to carry wind turbine components out to foreignag installation vessels at sea.

With its improved handling design, the Maersk WTIV may address some of the shortcomings of those tricky transfers at sea of heavy turbine tower parts.

SembCorp Marine, Singapore, will begin construction in the fourth quarter, according to Maersk. The vessel’s jacking units, load transfer system and crane will be provided by offshore crane manufacturer NOV, while ABS is

supporting the design work.

Maersk expects it will deliver the vessel into U.S. waters in 2025.

Kirk Moore

—

WORKER SHORTAGE CONTINUES

taf ng shortages across the U.S. over the past year have exacerbated an already dif cult labor market in the maritime sector as operators struggle to ll vacant positions on boats and in of ces.

In September, federal gures showed that there were more than 11 million job openings and only six million unemployed workers, a national mismatch that has found maritime employers ercely competing against each other to recruit, hire and retain their workforce, and having to pay a lot more to do it. The shortage has hit all maritime segments, from inland barging to shipbuilding to passenger vessels.

Knowing that without manpower they can’t run their boats or build them, maritime companies have gone into new territory both geographically and in hiring practices, moving far from their river or coastal bases to reach recruits, employing hiring managers, launching social media campaigns, increasing salaries and bene ts, and adding training programs to bring new people onboard quickly and create new career advancement opportunities. Many are also offering signing and retainer bonuses, relaxing pre-employment requirements, reaching out to veterans and offering jobs on the spot at job fairs.

Help is coming too from the outside, as maritime academies encourage their students to look at other maritime careers beyond big blue-water shipping, and vocational schools, high schools and community colleges are teaching maritime classes and promoting the industry as a viable and valuable career option.

Hiring challenges have been around for years but worsened during the pandemic, when people received generous government bene ts and stayed home, having little incentive to go back to work. In fact, the unemployment rate in the maritime sector throughout the pandemic has been higher than the national unemployment rate, according to the U.S. Bureau of Labor Statistics.

The inland industry lost many workers at this time, especially experienced, senior mariners who decided to retire. Meanwhile, there are fewer younger people wanting to take their place in the industry. The average age of mariners is currently about 55 years old, which will present continued staf ng challenges in the years ahead as these workers retire.

Jennifer Carpenter, president and CEO of the American Waterways Operators, calls it both a shortand long-term challenge for inland companies. They face the immediate need to hire workers and keep their boats moving, but also the long-term need to attract a generation of younger people to the profession and train them to take jobs into the future.

“It will require a multifaceted approach in the short term and the long term too,” she said, adding that inland companies are concerned not just with hiring workers but with the current high cost of attracting and retaining them and whether this is sustainable for their business.

The biggest challenge industry experts say is communicating the advantages and good salaries of a

Vane Brothers deckhand Alex Rodriguez on the tug Rock Hall Vane Brothers

waterways job to young people who have little knowledge of the work and little interest in the maritime lifestyle of living in close quarters with others, being away from home for up to a month and working in conditions that can be dangerous, include long days, bad weather, heavy physical demands, and intermittent internet connection. In short, the younger generation seems to value quality of life more than the big bucks when considering a maritime career — especially if they can have both elsewhere.

Another factor affecting hiring and retention are the increasing bureaucratic burdens on mariners that have made obtaining and retaining their licenses more costly and time consuming.

Observers suggest that the industry emphasize career pathways more than a single job, look at ways to team up with environmental organizations to

show their green stripes to younger recruits, and emphasize how mariner jobs are part of bigger national economic and security goals, according to Ken Ericksen, a senior vice president at IHS Markit (now part of S&P Global) who follows the maritime industry. Additionally, those workboat companies involved in the emerging wind power industry, he said, should emphasize how young people would be entering an exciting new renewable energy sector that is on the verge of explosive growth. — Pamela Glass

3OFFSHORE ENERGY RECEIVES A BOOST

Things are looking up in the U.S. offshore oil and gas sector as it moves to capitalize on an

increase in energy prices.

Headwinds persist, however, namely a shortage of suitable vessels and, more notably, the crews to man them, as well as a four-decade-high in ation rate and nagging supply chain issues.

“There’s stiff competition for Jones Act-quali ed mariners right now and I don’t think it’s going to abate,” Richard Sanchez, senior marine analyst for S&P Global, said in October. “We’ve seen a big reshuf ing where people with high skills can pick whatever they want from a range of jobs.”

The problem is particularly glaring in the deepwater Gulf of Mexico, where three new oil and gas elds came online this year. The Energy Information Administration (EIA) had earlier predicted nine new elds would deliver rst production between 2022 and early 2023. Oil prices, in the meantime, were forecast to return to triple-digits before year end, driven largely by Saudi

AIRMAR.COM

Arabia-led OPEC and allied producers’ controversial decision to reduce production beginning in November by roughly two million bbl/d.

The Bureau of Ocean Energy Management (BOEM) predicts Gulf of Mexico oil production will increase to 1.892 million bbl/d this year, from 1.693 million bbl/d in 2021, but still 88,000 bbl/d less than pre-COVID 2019. Earlier this year, Wood Mackenzie estimated that 2022 would see record Gulf production of 2.3 million bbl/d. Gas production, likewise, is projected to increase to just over 2.34 bcfd and rise steadily to 2031, according to BOEM.

While generally shunning exploration drilling, operators have kept an average of 19 higher-priced deepwater rigs active for most of the year, mainly engaged in development drilling, as companies opt to squeeze more production from existing production assets. Production support has created signi cant demand

for 4,000-6,000-dwt platform support vessels (PSVs), commanding day rates ranging from $35,000 to $45,000/day for charters of six months to a year, said Sanchez. He noted that the spot market for large PSVs is as high as $50,000 to $55,000/day.

Much of the higher charter rates, however, are being offset by recordhigh costs, primarily in wages and

bene ts, as vessel owners are forced to boost compensation to attract and retain quali ed mariners. “When you’re talking about the operating costs on a deepwater supply boat, your crew accounts for about 70% of OpEx, so while costs have gone up for maintenance, repair, parts and support labor, it’s not as signi cant a dollar amount increase, as it’s a small percentage of the operating costs on a deepwater vessel,” said Matthew Rigdon, vice president and COO of Jackson Offshore Operators LLC, Houston.

He added that labor problems go beyond PSVs and other support vessels. “Our major vendors are having a hard time getting labor as well,” he said. “So, if you can get the parts you need, then it’s a matter of having quali ed labor from the vendor to do the work. That’s driving some serious delays in repair work, as well as any more reactivations that may or may not happen in the

The deepwater Tubular Bells platform is among those expected to push Gulf of Mexico oil production1 to 1.892 million bbl/d this year. Hess Corp.

Jacksonville

future.”

However, few PSVs over 4,000 dwt remain stacked and ready for a return to the Gulf market. A number of large, U.S.-flag vessels also have mobilized overseas, while still others are being incorporated into entirely different industries, most notably the offshore wind sector on the U.S. East Coast.

Offshore wind developers, likewise, face a dearth of both qualified labor

and vessels, especially Jones Act-compliant wind turbine installation vessels (WTIVs). Rising inflation and supply chain challenges are causing would-be WTIV owners to hesitate, according to a Sept. 22 Reuters report. “We’ve had real conversations, people who were almost signing on the dotted line, but when the tide goes down, people wait to sign the contracts until a later date,” Alberto Morandi, general manager of GustoMSC,

Houston, told Reuters. “There’s been a lot of postponement of WTIV projects due to these disruptions.”

Regardless, a combined 943 MW of incremental offshore wind is on target to begin powering homes and businesses in Massachusetts, New York, and Maine next year, according to the Department of Energy. Vineyard Wind 1 off Massachusetts highlights the three projects expected to come online in 2023. At 800 MW, Vineyard will be the nation’s first commercial grade offshore wind farm.

Also scheduled for 2023 start-up are the Ørsted and Eversource South Ford Wind farm (132 MW) off New York and the 11-MW Aqua Ventus pilot project in Maine. Project participants include Cianbro Corp. and the University of Maine. — Jim Redden

Adm. Linda Fagan was sworn in as the 27th commandant of the U.S. Coast Guard on June 1. Adm. Fagan became the first woman, and first mother, to lead any branch of the U.S. Armed Forces.

Adm. Fagan began her 36-year career as a deck watch officer on the Seattlebased heavy icebreaker Polar Star U.S. Sen. Maria Cantwell, D-Wash., chair of the Committee on Commerce, Science, and Transportation, led Adm. Fagan’s nomination hearing in April. “This is a historic moment for our country and for women in the Armed Services,” Cantwell said in her opening statement. “It will be the first time that a woman will lead one of the six branches of the Armed Forces. I am hoping that your leadership will also lead to more progress on getting women recruited and retained in the Coast Guard.”

Adm. Fagan “will inspire generations of American women to strive to serve at the highest level in the Armed Forces,” Cantwell said.

As commandant, Fagan oversees all global Coast Guard operations and

4FAGAN SWORN IN AS FIRST WOMAN COMMANDANT

POWERING SMART DECISIONS BUILDING A SUSTAINABLE FUTURE

42,000 active-duty, 7,000 reserve, and 8,700 civilian personnel, as well as the support of 21,000 Coast Guard Auxiliary volunteers.

She previously served as the 32nd vice commandant. Prior ag assignments include commander, Paci c Area; commander, Coast Guard Defense Force West; deputy commandant for Operations, Policy, and Capability; commander, First Coast Guard District; and a joint assignment as deputy director of Operations for Headquarters, U.S. Northern Command.

Adm. Fagan has served on all seven continents. Operational tours include commander, Sector New York, more than 15 years as a marine inspector, and sea duty on the cutter Polar Star, a 399' heavy polar icebreaker.

Adm. Fagan has worked with the International Maritime Organization and International Labor Organization on ag state and port state issues. This work

includes the development of the International Ship and Port Security Code (ISPS) and the Consolidated Maritime Labor Convention.

“Today, the Coast Guard faces both new challenges and new opportunities. My vision for the service is responsive to this changing world and includes three tenets: transform our total workforce, sharpen our competitive edge, and advance our mission excellence,” Fagan said

in a July hearing before the House Homeland Security Subcommittee on Transportation & Maritime Security. “The Coast Guard workforce is my highest priority and requires innovative tools, inclusive policies, trustworthy technology, modernized training, and exceptional support to meet demand today and tomorrow.”

Fagan continued: “Moving forward, we will continue to pursue policies and practices that enable us to recruit, train, and retain a workforce representative of the American public we serve. We will build an inclusive culture that enables a sense of belonging, empowering all to deliver their personal best while serving as part of the world’s best Coast Guard.

“We will seek improved opportunities for our workforce and their families to access high quality healthcare, housing, and childcare. We will remain relentless in our effort to eradicate harmful behaviors, such as sexual assault and sexual harassment, from our service,

Adm. Linda Fagan was sworn in as commandant of the Coast Guard on June 1. U.S. Coast Guard photo by Petty Offi cer 1st Class Travis Magee

and continue our work to implement the military justice reforms from the 2022 National Defense Authorization Act. We will continue to revisit policies that deter otherwise quali ed members from continuing their careers, and instead we will actively encourage our brightest talent to stay.”

Adm. Fagan has earned numerous personal and team awards during her 37 years of Coast Guard service. She holds the distinction of being the Coast Guard’s rst Gold Ancient Trident recipient. Established in 2016, the award honors the of cer with the longest time in the marine safety program.

After her con rmation by the Senate as commandant in May, President Joe Biden congratulated Fagan. “My administration is committed to seeing more quali ed women in senior leadership and command roles, making sure women can succeed and thrive throughout their military careers,” Biden said.

— David Krapf

5PASSENGER VESSEL INDUSTRY REBOUNDS

2019 was a banner year for passenger vessel operators. Then Covid hit. Since then, it’s been a struggle for many companies.

Before Covid, Seastreak, a New York City-based passenger vessel operator with six vessels, had been transporting 2,500 to 3,000 commuters to work every day from New Jersey to Manhattan. But early in the Covid epidemic the number fell “to about 50 people,” said James Barker, the company’s president, mostly doctors, nurses and rst responders. Because they had to go to New York to treat people, “we decided to offer our service for free” for the rst three months of Covid.

Seastreak, like many passenger vessel operators, has compared the passengers

carried for a particular day or week to that same day or week in 2019. In 2020 and 2021 during good times “we were getting back to 30%, 40%, then it would drop with another wave of Covid,” said Barker.

Fuel has been Seastreak’s No. 1 expense. “If it goes up by any amount it hurts our bottom line.” The price paid is about 70% higher than 2019, which has

Savannah Riverboat Cruises’ 230' Georgia Queen has 15,000-sq.-ft. of dining space and a 5,000-sq.-ft. openair top deck for its 1,000 passengers. River Street Riverboat Co.

Booth 3645

meant using the company’s smaller but equally fast boats to try and reduce fuel expenses.

Covid also forced Seastreak to look for other ways to use its boats. So, Seastreak launched whale watching tours. “We had over a 90% rate spotting whales from Manhattan,” said Barker. “It’s been a big hit and it’s here to stay.”

In October Barker described the situation as “slow but de nitely moving in the right direction. De nitely experienced a surge after Labor Day.” Most of that was probably due to what Barker said was a “surge back in the of ce for our area,” with of ce occupancy in New York at 40% to 45% capacity in early October. “Now we are carrying about 70% of what we were carrying in 2019.”

Going forward, Barker is optimistic. “We are clawing our way back, but the future is bright. Looking forward to 2023 as a more normal season.”

Portland Spirit operates ve dining

and sightseeing boats out of Portland, Ore., as well as cruises along the Columbia River Gorge. Its eet consists of two 499-passenger vessels, one 144 passenger, and a 120 and 35 passenger.

Some effects of the Covid epidemic lingered through 2022. A reduced labor force was one holdover. In 2019 Portland Spirit had “about 225 employees at our peak,” said Dan Yates, Portland Spirit president, but “couldn’t get above 170 this year. We really struggled to hire.” Thus, the number of cruises was reduced as was the number of passengers on many of the cruises. Vessels often left the dock with only a 40% to 50% passenger load because of the crew shortage. That resulted in focusing only on high-value cruises “and walking away from a lot of low-value events,” such as music cruises and dance cruises. Even so, Yates said Portland Spirit had not only a solid year in 2022 but “the most successful income year in

our 28 years.” Mainly that was because Portland Spirit anticipated higher costs for 2022 and thus “did an aggressive price increase and aggressive demand pricing.”

That pricing practice will continue in 2023, since Yates “really doesn’t see things improving nancially next year.”

One area that is nally improving is the labor market. “Twenty- ve-yearolds can’t retire at 25, normally,” noted Yates, “so they are starting to come back and look at working.”

In fact, in late August Portland Spirit was able to do something it hasn’t done in a couple of years: let someone go. “We had been so desperate for employees we wouldn’t re them, no matter how poorly they performed.”

Looking ahead to 2023, Yates feels there will be “a better ability to man up our boats.” Maybe not adding more cruises, but with more crew available he thinks they will be able to carry

more passengers on cruises. Currently, vessels leaving the dock this October are capped at 60% capacity. That’s why Portland Spirit has demand pricing “so we can get more revenue out of people to make up for the shortfall of seats.”

Savannah Riverboat Cruises, Savannah, Ga., operates two dinner vessels: a 1,000 passenger and 600 passenger. “2021 and 2022 have been strong for us,” said Capt. Jonathan Claughton, owner of the company. His company is “at or above our 2019 numbers. Pretty much all the market segments are coming back.”

Claughton said individual leisure travel has done very well the past 18 months. — Michael Crowley

5,000 U.S.- ag towing vessels certi ed as compliant with new safety rules.

Known as Subchapter M, the inspection program sets new requirements for the design, construction, onboard equipment, and operation of U.S- ag towing vessels. It also requires that towing vessels carry valid certi cates of inspection (COI) in order to operate. Vessel crews must undergo scheduled training and there’s now a paper trail required for just about everything they do.

This is a major change for this workboat sector, as unlike other commercial vessels, tugs and towboats have operated in U.S. coastal and inland waters

Senesco Marine is the premier ship building and repair facility in the Northeast.

with the uninspected tag for decades.

As of July 19, the Coast Guard reported that 96% of the domestic towing eet that is subject to inspection had received COIs (including temporary ones) since the program’s phase-in period began on July 20, 2018. The Coast Guard issued 774 de ciencies for noncompliance and, as of July 27, 749 towing vessels were in the laid-up

status.

With the goal of improving vessel safety, the industry approached Congress and the Coast Guard in 2003 requesting development of a federal inspection program. Over the next two decades, the industry and the Coast Guard worked closely to develop regulations that would enhance safety and environmental stewardship and also be

practical on a variety of vessels that operate in different geographic locations and with different cargo requirements.

“Vessel owners have invested millions of dollars and countless hours in equipment, maintenance and crew training,” Jennifer Carpenter, president and CEO of the American Waterways Operators (AWO), said in a video marking the end of the phase-in period. “Marine and shoreside personnel have worked tirelessly to implement and upgrade procedures, and the Coast Guard has nearly doubled the number of vessels that its marine inspection workforce oversees.”

The new rules will now “raise the regulatory oor for the entire industry to better protect the environment and property,” according to the AWO.

Subchapter M gives vessel owners two options to become compliant: an annual safety inspection by the service itself, or through the Coast-Guardapproved Towing Safety Management System (TSMS). Under a TSMS, routine audits and surveys of vessels can be done by Coast Guard-approved third-party organizations that certify that a company’s eet is in compliance with regulations. This would be done every ve years by a certi ed inspector.

Of vessels inspected during the phase-in period, the Coast Guard said that 67% were certi ed under the TSMS option, and 33% under the Coast Guard option.

Most inland companies had been prepping for the new inspection program for years and were well prepared. “The Subchapter M program required signi cant planning and preparation to meet the initial requirements. We had to pull forward signi cant maintenance investment and liquidate portions of our eet due to the costly requirements,” said Kyle Buese, president of Campbell Transportation Co., Houston, Pa. “Our planning paid off in that we were able to meet all the initial requirements without any major issue.”

Buese added that their biggest concern going forward is the requirement of ve-year internal structural exams (ISE). “Given the limited [shipyard]

capacity available, we are planning our shipyard intervals farther in advance. Even with extensive planning, we expect shipyard intervals will take longer due to delays. This will undoubtedly have a negative impact on horsepower availability and utility industrywide.”

The new inspection program marks a cultural change in the towboat and tug industry that is shifting more responsibility from companies to the master of the vessel, according to the Maritime

Institute of Technology and Graduate Studies (MITAGS), a maritime training school located outside Baltimore. “Subchapter M empowers captains to make demands of their company if it means more safe and compliant operation,” MITAGS says. “The rules enable captains to command and manage their inspected vessels in a way that they deem is responsible and safe. This authority granted to captains may come as a small shock to the industry. The

Coast Guard inspection will be mostly between the Coast Guard of cial and the master of the vessel. If you’re a marine company, make sure your captains know about this responsibility so they can thoroughly prepare for inspection.”

MITAGS predicts that the most difcult challenge for towing and tugboat companies may be getting employees to comply with the new standards after they have operated under more relaxed conditions for years. — P. Glass

7MARITIME CYBERATTACKS INCREASE

The vast majority of U.S. blue-water and inland port and terminal executives responding to a recent survey said their facilities had been targeted in an attempted or successful cyberattack over the past year.

While 90% of the respondents claimed con dence in their cybersecurity preparedness, 74% admitted systems or data had been put in jeopardy by bad actors, according to the 2022 Ports and Terminals Cybersecurity Survey conducted in May by New Orleans law rm Jones Walker LLP. Of the 125 key executives questioned, 73% said their facilities had a written incident response plan (IRP), but only 21% reported that their plan had been updated over the past year. Fifty percent said IRP tabletop exercises were conducted “irregularly or not at all.”

“It is concerning to learn that 27%, or more than one-fourth, of all blue-water and brownwater facilities reported that they do not yet address cybersecurity in their facility security plans,” said Jim Kearns, special counsel in Jones Walker’s Maritime Practice Group, one of the rm’s four attorneys that authored the report released in October. “For ports and terminals to be cybersecure –not just ‘cyberaware’ — it’s critical that they have up-to-date plans, train their people, and communicate effectively both internally and with others in their industry.”

SHANE FAUCHEUX

Notably, of those targeted in a cyberattack, only 40% engaged law enforcement in the post-breach investigation, while an even smaller percentage made any additional external disclosures of the breach. However, as the authors suggest, marine facilities must be aware of their potential liability under the Cyber Incident Reporting for Critical Infrastructure Act (CIRCIA). The act, ad-

opted in March, requires the 16 critical infrastructures under the umbrella of the U.S. Cybersecurity and Infrastructure Security Agency (CISA) to promptly report cyberincidents and ransomware payments.

“As an association dedicated to fostering mutual support among our members, we were concerned to learn from the Jones Walker survey that only

25% of the respondents still do not collaborate with others in the industry to improve cybersecurity efforts,” said Aimee Andres, executive director of Inland Rivers, Ports and Terminals (IRPT), Alton, Ill. “It seems so obvious that one way to thwart cyberattacks is to share best practices and to collaborate with each other across our industry.”

The critical operation technology (OT) networks of ports and terminals are particularly vulnerable to cyberattacks. The International Association of Ports and Harbors (IAPH) said cyberbreaches against OT systems increased a staggering 900% from 2017 to 2020.

“A company’s private or secure information are the crown jewels they want to protect and that’s on the IT side of the network,” said Dennis Hackney, solutions development director of industrial cybersecurity for the ABS Group. “The OT side of the network is the core or base business of the organization from the liquids you transfer right down to the elevators in an of ce building that keep people safe.”

With increased digitalization and remote operations, IT and OT networks are interconnected often through the internet, increasing the risks. “Threat actors nd their way into IT networks where they explore to see what is connected, which all-too-often leads them into the OT network,” Hackney said in October during an ABS Group cybersecurity webinars.

Another key takeaway from the Jones Walker survey found that only 57% of blue-water respondents and 25%

The Coast Guard Academy has instituted a Cyber Systems degree to meet the needs of the service’s cybersecurity strategy of defending cyber space, enabling operations, and protecting infrastructure. U.S. Coast Guard photo by Petty Offi cer 2nd Class Hunter Medley

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of brownwater respondents met the industry standard for the frequency of cybersecurity training.

The latest cybersecurity study follows a similar Jones Walker survey in 2018 focusing on the greater maritime industry and another in 2020 that examined the midstream (transportation, storage, and trading of crude oil, natural gas, and re ned products) sector. “What’s most surprising is that despite 90% of respondents reporting they’re prepared to withstand cybersecurity threats in 2022, this year’s survey uncovered a signi cant increase from 2018 in terms of reported cyberattacks amongst maritime industry stakeholders – from 43% in 2018 to 74% in 2022,” said co-author Ford Wogan, partner in Jones Walker’s Maritime Practice Group. — J. Redden

8ZERO EMISSIONS GAINS STEAM

Cummins Inc. has a new slogan: Destination Zero. As in emissions. No particulates, neither SOx nor NOx. No CO2. Zero all around.

Why? “Because climate change is the existential question of our times,” said Tom Linebarger, Cummins chairman of the board. “We have to take action. Destination Zero is a strategy to a decarbonized world.”

Coming from the top executive of a company that has thrived on build-

ing diesel engines, that’s saying a lot. Tony Thomas, a Cummins marine account executive, told panel attendees at October’s Interferry conference in Seattle that the company used to brag that it was the largest independent diesel engine manufacturer in the world. “Now Cummins will take even greater pride in minimizing diesel as the propellant for our engines,” he said. “Cummins is increasingly using the term ICE, meaning internal combustion engine, not necessarily diesel.”

Cummins is also increasingly invested in hydrogen technology. “It’s coming,” said Thomas. “Hydrogen as a marine fuel is coming, so get your head around it. It’s going to be part of your future.”

Cummins is the supplier of the hydrogen fuel cells that power the 78-passenger Sea Change, the world’s rst hydrogen-powered commercial ferry and one of WorkBoat’s 10 Signi cant Boats of 2021. The 73'×24' aluminum catamaran is powered exclusively with

electricity from hydrogen fuel cells and two banks of lithium batteries. There is no backup/emergency, fossil-fuelburning generator.

After nal construction at All American Marine and approval from the Coast Guard earlier this year, the Sea Change was barged to San Francisco, where it has waited to go into service.

The San Francisco Bay Area Water Emergency Transportation Authority, which operates San Francisco’s ferries, said it will operate the boat on the San Francisco waterfront as a demonstrator. “We’ll learn a lot,” said WETA CEO Seamus Murphy. “The vessel doesn’t meet the demands of our current system, but it’s essential that we play a leadership role and demonstrate to the public and to the policymakers that this technology works, and we need to move forward aggressively in adopting it.”

When Murphy said the Sea Change doesn’t meet WETA’s vessel demands, he referred, in part, to vessel speed. Speaking on the same Interferry panel with Murphy, All American Marine’s business development manager Terry Federer said the cat has an 11-knot cruise speed and a battery-boosted top speed of 13.5 knots. WETA likes double or triple that speed, especially for its long-haul routes. Even so, Murphy said, “We know that hydrogen has a lot of potential for achieving our zero-emission service on long-haul routes.”

Murphy also announced at Interferry that WETA is in the market for three more boats: all zero emissions with 100150 passenger capacities. A request for

Cummins supplied the hydrogen fuel cells that power the Sea Change, the world’s first hydrogen-powered commercial ferry.

Golden Gate Zero Emission Marine Inc.

COVER STORY

information (RFI) has been of cially issued.

The Destination Zero slogan has also been adopted by a Swedish ferry operator, Gotland Company, which operates large ropax vessels between Gotland Island in the Baltic Sea and the southeastern Swedish mainland. And the fuel for getting to that destination is also hydrogen.

Gotland will not be using hydrogen for fuel cells, however. Instead, it will be injected into and burned by gas turbines. — Bruce Buls

9MORE AUTONOMOUS VESSELS PLANNED

In October, MetalCraft Marine, Kingston, Ontario, began bidding on four autonomous boats. Three for the military and one for a defense contractor.

MetalCraft Marine’s Bob Clark can’t say where the boats are going or very much about the design itself other than “they came to us because of the Watcher program.”

The Watcher, a 23'×8'6" aluminum RIB patrol and survey boat that was leased to the Coast Guard for nearly a year in 2020 (See WorkBoat June 2021, pg. 24), was MetalCraft Marine’s rst autonomous vessel. It was out tted with Spatial Integrated Systems autonomy electronics. However, the boats for the military will be larger than the Watcher. “They want a bigger platform,” said Clark, less than 50'. Clark also doesn’t know what form of autonomous electronics are going in the boats. “In each case they are supplying their own autonomous electronics. They want their own encrypted electronics.”

Of course, a main selling point for an autonomously operated vessel is that its integrated control systems and sensors make the boat more ef cient and safer (no helmsman being distracted or falling asleep) and less likely to be involved in accidents. That said, the operator of an autonomously controlled vessel — be it a military or commercial boat — who is just learning the system, is bound to be a bit nervous and unsure of himself.

Even if operators have spent years operating traditionally navigated and controlled vessels, when it comes to planning and navigating an autonomous voyage, essentially they are “greenhorns.”

That’s what brought the University of Southern Mississippi’s Roger F. Wicker Center for Ocean Enterprise in Gulfport and Sea Machines Robotics in Boston together to create USM’s Maritime Autonomy Operational Seminar.

“I don’t know of anyone else doing this. We think this is kind of a blueprint that can be done nationally,” said Dr. Jason McKenna, director of research, development, testing, evaluation, and training at the Roger F. Wicker Center for Ocean Enterprise.

The Autonomy Operational Seminar, which was scheduled to hold its rst class by the rst week in November, is basically a two-day class that utilizes Sea-Machines Robotics SM200 and SM300 autonomous self-pilots with Sea-Machines AI-ris computer vision to guide USM’s 49' Ken Barbor, an ex-patrol boat built by Silver Ships that’s capable of fully autonomous operations.

The idea, McKenna said, is to help people “develop a trust in maritime autonomy. Get real comfortable with levels of autonomy that are available

now. Get folks trusting that autonomy and navigating in waters that previously had not had any uncrewed vessels running around.”

The two-day Autonomy Operational Seminar consists of one eight-hour online session and a one-day in-person training seminar. The online session features videos and PowerPoint presentations to “bring them up to speed,” McKenna said, on the autonomous system and optionally crewed vessels.

Then the students show up at the USM marine research center in Gulfport for the one-day training seminar, and “getting hands-on classes using software to control a boat remotely.”

McKenna realizes that the two-day course is not going to produce an expert in autonomy. “We think we can get people comfortable with the idea of maritime autonomy in that seminar. Not be expert pilots but get a feeling how the boat reacts.”

— M. Crowley

10NOTABLE WORKBOAT FIGURES LOST IN 2022

Each year death claims its share of notable workboat veterans. Among those who passed away in 2022:

• Norman McCall died in October at 98. In 1966, he formed his own boat company, Cameron Crew Boats Inc., Cameron, La. By 1996, his companies owned and operated 42 crew-supply vessels. That same year, he merged the family-owned companies with Seacor Marine, becoming the crewboat arm of Seacor in the Gulf of Mexico.

McCall was the builder of the rst four-engine crewboat in 1970, the rst ve-engine crewboat in 1984, and the rst six-engine crewboat in 1989. He was also in uential in the delivering the rst 185' crewboat in the world as

BUOYANCY INFLATABLES

autonomously operate the 49’ Ken Barbor at the University of Southern Mississippi. University of Southern Mississippi

well as the rst catamaran crew-supply vessel. McCall a World War II veteran, began his career as a deckhand in the offshore oil industry in 1946.

• Robert Paul Hill, 69, died July 14. Born in Troy, N.Y., in 1952, he relocated to Bellingham, Mass., where he lived for nearly 50 years, to pursue a career in marine architecture and engineering.

An accomplished naval architect, marine engineer, and father of the articulated tug/barge (ATB) unit, Hill was founder and president of Ocean Tug & Barge Engineering, based in Milford, Mass. For his lifetime achievement in the industry, he was named a distinguished Fellow of the Society of Naval Architects and Marine Engineers (SNAME) in 2015.

“In our industry you think of successful thinkers and there would be Robert Allan, Bob Hill, Ed Shearer,” said CT Marine’s Corning Townsend,

whose name should also be on that list. “He was a leader of a whole new concept — articulated tug and barge.”

• John L. “Johnny” Bludworth III passed away at his home in Hockley, Texas, on May 15. He was 79.

Bludworth spent his life carrying on the legacy of his father and grandfather in the boatbuilding and repair business. He owned and operated successful shipyards along the Texas Gulf Coast.

He started in 1955 working sum-

mers for his dad and uncles as a helper at Bludworth Shipyard in Houston. He went on to start John Bludworth Marine Inc. in Pasadena, Texas, in 1975. He also helped his father start a shipyard in Corpus Christi, Texas, and eventually purchased the yard in 1989. The Corpus Christi yard, now John Bludworth Shipyard LLC, is still operating today.

— Ken Hocke

John L. Bludworth III, Norman McCall and Bob Hill.

John Bludworth Shipyard, McCall Family, Corning Townsend

2022 BOATBUILDING REVIEW

A look at the boats featured in WorkBoat from December 2021 to November 2022.

DECEMBER 2021 WEST COAST HARBOR TUG

Diversified Marine Inc.

for a fourth.”

Designed by Robert Allan Ltd., the new steel tug will handle ship assist and escort duties on the West Coast. Apollo will carry a crew of six.

Ship’s service power will come from a Cat genset sparking 156 kW of electrical power. The tug is USCG-classed Subchapter M.

Capacities include 21,964 gals. of fuel; 2,508 gals. diesel exhaust uid (DEF); and 3,480 gals. potable water.

“We are proud of the success and feedback from this series,” said Manning. “We have a sistership, Athena, delivering soon with 6,772 horsepower (about 400 more than Apollo). It should surpass Apollo as the most powerful under-80-foot tug ever built.”

Mayower Wind, developers of a planned 804-megawatt offshore wind project off southern New England, has awarded a contract to Gladding-Hearn Shipbuilding/Duclos Corp., Somerset, Mass., for the design and construction of a hybrid-battery diesel-electric crew transfer vessel.

May ower Wind is developing a planned 804-megawatt offshore wind project off southern New England.

The hybrid CTV is scheduled to be launched in the mid-2020s, timed for the start of operation of wind turbines by May ower Wind.

Diversi

ed Marine Inc. (DMI), Portland, Ore., recently delivered the 78'×40'×14' tug Apollo to Longview, Wash.-based Brusco Tug & Barge Inc. Diversi ed said the new tug, which Brusco is leasing to Crowley Maritime, is the most powerful harbor tug ever built under 80'. It features a 17'3" draft, Main propulsion for the Apollo comes from twin Caterpillar 3516 diesels, producing 3,151 hp at 1,800 rpm each. The Cats are hooked to Berg Propulsion MTA 628 Z-drives. The combination produces a running speed of 15 knots and a bollard pull of 94 short tons.

“Apollo is the second vessel in our RApport 2500 D series,” said Frank Manning, part of DMI’s business development team. “We have a third under construction now and have a contract

The project includes other companies that have leading roles in offshore wind vessel design including Incat Crowther; BAR Technologies in the UK; Corvus Energy; and the American Bureau of Shipping (ABS).

However, the speci cation and design process will begin only if May ower Wind is awarded another contract under the latest Massachusetts procurement for offshore wind. May ower Wind is a 50/50 joint venture between Shell New Energies US LLC and Ocean Winds

“May ower Wind aims to develop the most innovative, fuel-ef cient CTV built in the United States,” said Michael Brown, CEO of May ower Wind. “Ensuring that this vessel is constructed at a shipyard in Somerset is a big boost to the Massachusetts maritime economy and launches this shipyard toward a new and growing market.”

Gladding-Hearn president Peter Duclos has long prepared for the advent of

Diversified Marine Inc.

the U.S. offshore wind market, and said this project has the potential to create new jobs at his company over the next 24-to-36 months.

Mayflower Wind, “wants to raise the bar of CTV design and has assembled an experienced team to do just that,” Duclos said.

Gladding-Hearn said it has seen the promise of the offshore wind market over the past 10-plus years and that the timing of this opportunity is perfect given the pandemic’s negative effect on the new vessel construction market.

Brown noted that by encouraging local shipyards such as Gladding-Hearn to establish themselves as shipbuilders for the offshore wind industry, Mayflower Wind is working to foster a local maritime supply chain.

The goal of the project is to build an industry leading low-emissions vessel capable of operating in challenging weather and ocean conditions like those found offshore New England.

Incat Crowther is the designer of the vessel, which will be based upon one of its CTVs already in service in Europe and customized to suit local requirements.

ABS is onboard to provide design review for approval in principle (AIP), verification of applicable rules, standards and Coast Guard regulations, and classification of the CTV.

BAR Technologies brings its foiloptimized stability system for fuel savings and reduced vertical accelerations for improved safety and comfort, as well as its computational fluid dynamics modeling and simulation that can optimize the hull and foils to reduce the drag and increase fuel efficiency.

Corvus will supply its onboard battery energy storage solution to enable efficient lower emissions operations.

UKRAINE

PATROL BOATS

Safe Boats International

2022 BOATBUILDING REVIEW

JANUARY 2022

Blount Boats

Safe Boats International, Bremerton, Wash., has been awarded an $84 million contract modification for the design and construction of six 84.8'×20.5' aluminum Mk VI patrol boats to the government of Ukraine. The contract includes an option for two additional vessels.

“This award is the culmination of hard work and collaboration by the Safe Boats team, our supply chain partners, and the U.S. government,” Richard Schwarz, CEO of Safe Boats, said in a statement announcing the contract. “We are excited to be part of this important program and to have the opportunity to expand our workforce … no small feat in our current economy.”

Propelled by HamiltonJet waterjets and twin, 2,600-hp, MTU 16V 2000 series diesel engines, the 72-ton Mk VI has a range of 600-plus nautical miles, a cruising speed of over 30 knots with a sprint speed of 35-plus knots, and a draft of 4.5', making it ideal for littoral operations, shipyard officials said.

Work will be performed in Washington state and Safe Boats expects to increase its workforce by up to 75, primarily at its Tacoma, Wash., facility. Final delivery on the contract is slated for March 2025, or March 2026 if the option is exercised.

Previously delivered Mk VI patrol boats carry a 10-person crew. Armament included twin Mk 38 modified 25mm chain guns, M2HB .50 caliber machine gun, and M240B 7.62mm machine guns.

Blount Boats, Warren, R.I., is in the mix when it comes to building offshore wind energy vessels capable of staffing the offshore platforms.

Blount Boats built the first U.S. crew transfer vessel, the Atlantic Pioneer, in 2016 and the third CTV, Atlantic Endeavor, in late 2020. Both have catamaran hulls and both are Jones Act CTVs built for Atlantic Wind Transfers, North Kingstown, R.I.

Recently, Blount was awarded a contract to build four twin-hulled CTVs for American Offshore Services, owned by SEA.O.G Offshore, New Bedford, Mass., and Sweden-based Northern Offshore Services, which provided the basic design for the new CTVs. They will be built sequentially, with fabrication work on the first CTV due to start in early 2022. Its estimated completion date is May 31, 2023.

The four CTVs will be appreciably different from the Atlantic Pioneer and the Atlantic Endeavor in terms of size and propulsion systems. The “new boats are significantly bigger,” said Blount Boats project engineer Luther Blount. The new CTVs will be 99'×36.7'. The Atlantic Pioneer is 70.2'×23.9' and the Atlantic Endeavor is 64.9'×28.4'.

Blount Boat’s first two CTVs are powered by a single MAN 1,400-hp V12 in each hull, matched up with waterjets from HamiltonJet. That

Safe Boats

American Offshore Services

2022 BOATBUILDING REVIEW

produces a service speed of 24 knots, while the soon-to-be-built CTVs are to have a pair of Volvo Penta IPS900 propulsion drives in each hull, made up of 700-hp Volvo D13s with pod drives with forward facing counter rotating props.

The Volvo 700-hp rating “gets out of the Tier 4 emission requirement,” noted Blount. “For the horsepower, it does provide a very ef cient and maneuverable solution.” The power package should provide a top speed of around 28 knots, while cruising at 24 to 25 knots.

The new CTVs will be launched as hybrid-ready vessels.

There will be accommodations for at least six crewmembers and seating for 24 wind-farm technicians. That includes a galley for the crew, who will often stay overnight on the boat, and a kitchenette arrangement with a microwave and refrigerator allowing passengers to make their own lunch.

When taking equipment to wind-

farms, the CTVs will be able to transport two 10' containers on the aft deck and eight 10' containers forward of the wheelhouse, where there will also be a Pal nger PK12002 deck crane. Total cargo capacity can’t exceed 40 tons.

With four CTV contracts in hand, Blount Boats is looking to expand its facilities. Historically the boatyard has been “a builder of steel boats in the weather,” as Marcia Blount puts it, indicating that steel boats can be constructed outside of an enclosed shop. “But with aluminum you cannot do that in the north. What we need with aluminum is covered space.”

GREAT LAKES FERRY

Thoma-Sea Marine Contractors

Thoma-Sea Marine Contractors, Houma, La., recently built and launched the 168'×45' passenger-truck and automobile ferry Carmen Lee.

The ferry, designed by New Orleansbased TAI Engineers LLC, was built for the Lorain (Ohio) Port Authority (LPA) and Kelleys Island Ferry Boat Line, Marblehead, Ohio. It can hold 149 passengers and 36 trucks and automobiles. The Carmen Lee will operate on Lake Erie providing service between

TAI Engineers

2022 BOATBUILDING REVIEW

Marblehead and Kelleys Island, Ohio.

The double-ended ferry, designed to operate on lakes, bays and sounds, has a steel hull and deckhouse design and is compliant with USCG 46 CFR Subchapter T regulations. The main deck is high-strength AH 36 steel to withstand tire loadings from up to 36 cars or equipment trucks in four lanes.

Main propulsion comes from four Caterpillar C18 propulsion engines, producing 470 hp at 1,800 rpm each, driving Schottel SRP 150FP Z-drives using Twin Disc HPTO hydraulic clutches. The propulsion package allows precision maneuvering in challenging Lake Erie approaches during harsh weather and provides propulsion redundancy.

Ship’s service power comes from two Cummins Onan 40-kW marine gensets. Kelleys Island Ferry Boat Line has a similar ferry, the Shirley Irene, that operates on this route.

TAI Engineers provided naval architecture and marine engineering services for the design and speci cation of the ferry. TAI also provided professional support for the competitive procurement of a shipyard to build the new ferry. TAI’s work included drawing review, construction inspection, as well as test and trial supervision of the boat during its construction. The Carmen Lee has been built to conform (but not certi ed) to American Bureau of Shipping (ABS) standards and is Coast Guard inspected.

TAI Engineers is a subsidiary of S&B Infrastructure Ltd (S&B).

SECOND STATEN ISLAND FERRY

Eastern Shipbuilding Group

Eastern Shipbuilding Group (ESG) has delivered the second of three 320'×70'×21'6" Ollis-class ferries to the New York City Department of Transportation (NYCDOT) Staten Island Ferry Division.

The Sandy Ground left Eastern’s Port St. Joe, Fla., shipyard passenger ready with its USCG Certi cate of Inspection and ABS class certi cate.

Dann Ocean Towing’s tug Sarah Dann towed the ferry to New York City. Upon arrival in New York,

Eastern Shipbuilding Group

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2022 BOATBUILDING REVIEW

the ferry was staged at Caddell Dry Dock for cleaning and another round of trials and training. The ferry is scheduled to begin transporting passengers this year. The third ferry, Dorothy Day, is scheduled to be delivered this year.

The three new Ollis-class doubleended ferries are from a design by Elliott Bay Design Group, Seattle.

ESG is providing regulatory and detailed production engineering, vessel construction, and delivery for the three ferries. The ferries have been constructed in ESG’s Allanton, Fla., yard. ESG’s newest facility in Port St. Joe handled the out tting, testing and trials.

Each 4,500-passenger ferry features four Electro-Motive Diesel (EMD) 12-710 EPA Tier 4 marine propulsion engines, with two engines powering one Reintjes DUP 3000 P combining gear, and one 36 RV6 ECS/2852 Voith Schneider propeller at each end of the vessel. Each ferry has a total

installed horsepower of 9,980. Geislinger torsional couplings are installed on the EMD flywheels and prevent torsional damping and driveline misalignment from the resiliently mounted EMD engines.

The ferries will each have a crew of 16.

Ship’s service power is provided by three Caterpillar C18s driving 480-V, 60 Hz, 3-phase generators rated at 425 kW. The approximate fuel oil capacity is 30,000 gals.

Eastern was awarded the $257 million contract to build the three ferries in 2017.

FEBRUARY

New York Harbor commuter ferry operator Seastreak upped its game in December with the arrival of the Courageous, a 720-passenger aluminum catamaran vessel built by Midship Marine, Harvey, La. The new vessel is 7' longer than Seastreak’s last 150'×40' acquisition, the Commodore, delivered in 2018.

The Courageous now ranks as the largest capacity high-speed ferry in the U.S., company officials said.

“It’s basically a sistership, but it’s a couple of frames larger,” said Seastreak

Seastreak video image via Facebook

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2022 BOATBUILDING REVIEW

president Jim Barker. The other difference is upgrades in passenger amenities and comfort. “It’s a couple of notches above any ferry boat I’ve ever seen.”

With steady increases in passenger volume and company growth, Seastreak officials made the decision to go even bigger in 2019, stepping up from the 600-passenger capacity of the Commodore. As the Covid-19 pandemic struck in spring 2020, the company saw rider-

ship plunge.

But Seastreak persevered with the newbuild plan. The new vessel’s name was conceived that summer as a tribute to medical workers who continued to travel by ferry to treat Covid patients, said James D. Barker, Seastreak’s director of business development and marketing.

An important design difference with Courageous is a modified bow radius

that allows more versatility with bow loading at different landings. That includes matching to the Steamship Authority docks at Martha’s Vineyard, Mass., a big summer destination for Seastreak customers that the company hopes will rebound this year.

Main propulsion comes from four MTU 12V4000 M64 main engines producing 1,398-kW (1,873 hp) at 1,800 rpm each. The mains are connected to four Kongsberg Kamewa 5654 waterjets.

Ship’s service power is the responsibility of twin John Deere 6068 SFM85 gensets. The new ferry is USCG certified Subchapter K.

With a wheelhouse electronics suite by Furuno USA, the Courageous has a distinctive LED lighting system on outdoor areas of the vessel with a red, white and blue color scheme.

Another major upgrade is the addition of high-tech insulated glass in the cabin windows that offer fog-free views — “a huge problem” on older boats during the frigid harbor winters, said Barker.

The Courageous has been appraised at $18 million, “and I don’t think you could build it for less than” $20 million, said Barker.

ASD TRACTOR TUG

Main Iron Works

Main Iron Works, Houma, La., has delivered the 100'×38'×13.5' Capt. Joseph Bisso to Bisso Towboat Co. Inc., New Orleans.

The 6,008-hp Capt. Joseph Bisso is the fifth ASD tractor tug the shipyard has built in the past seven years for Bisso.

The Capt. Joseph Bisso brings the

Bisso Towboat

total number of tugs in the Bisso fleet to 12, all of which were built by Main Iron. Bisso continues its technology leadership of the Mississippi River ship-assist trade with the largest fleet of ASD tractor tugs on the river, with nine, and the youngest fleet of tugs, with an average age of 13 years across the fleet, according to Scott Slatten, Bisso Towboat’s president.

Main propulsion for the Capt. Joseph Bisso comes from twin Caterpillar 3516E Tier 4F main engines, generating 3,004 hp each at 1,800 rpm, which drive two Schottel SRP 460 FP Z-drives. The Z-drives feature 2,500 MM-dia. 4-bladed stainless-steel propellers in stainless steel nozzles. Estimated bollard pull is 75 tons.

Ship’s service power is provided by two 118-kW Caterpillar generators powered by two Caterpillar C4.4 engines. The tug is equipped with a JonRie Series 240 escort winch featuring 500' of 3"-dia. Saturn 12 line with 749,000 lbs. of breaking strength.

Other features include USCG-approved engine room monitoring and fire and smoke alarm systems, fixed CO2 fire extinguishing system, Simrad navigation/electronics, soundproof insulation throughout engine room/crew quarters, stainless steel bitts and bow staple and four bunkrooms with seven berths.

Tankage includes capacities for 30,162 gals. diesel fuel, 11,000 gals. potable water, 1,825 gals. each of lube and hydraulic oil and 2,000 gals. of diesel exhaust fluid (DEF).

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

MODIFIED LUGGER TUG Rodriguez Shipbuilding

Weeks Marine’s dredging and construction projects both on site and making tows throughout the East Coast and Gulf regions,” said David Tuck, Weeks’ chief engineer and projects manager.

Ship’s service power comes from a Cummins QSB-7 DM genset sparking 65 kW of electricity. The tug has a bollard pull of 24 LT, controls by ZF Electronic Systems, and a Jastram electric over hydraulic steering system.

There are accommodations for a crew of eight and up to four passengers.

Weeks Marine

In January, Coden, Ala.-based Rodriguez Shipbuilding delivered a new 78'×30'×11'6" lugger tug to Weeks Marine, Houma, La. The James K was designed by the shipyard, the owner, and MINO Marine, New Orleans.

With a 10'6" draft and ½" steel bottom and side shell plate, the new triple-screw tug is powered by three Cummins QSK19 MRCS diesels, producing 800 hp at 2,400 rpm. The engines are connected to Kahlenburg 4-bladed 66"×54" props through Twin Disc MGX-5222 DC marine gears with 6.10:1 reduction ratios. The propulsion package gives the James K a running speed of 9.5 knots.

The James K was built to “support

The electronics package includes Furuno SC-130 Sat Compass; FA-170 AIS; Navpilot-711C auto pilot; (2) GP33 GPS; FCV-628 depth sounder; BR500PA bridge alarm; two 1945 radar 1 (6 kW); (2) FR-8125 radar (12 kW); FMD-1945 radar repeater; LH-5000 loudhailer; (2) NEMO Gateway Rose Point; (2) Hatland Rose Point; Astron N2412-24 24VDC/12VDC; 10 Standard Horizon VHF radio; (2) ACR RCL-95 LED spot light; Perko 16" spot light; Xenon 16" spot light; Airmar 220 WX wind gauge; and an Alpine CDE-172BT Sirius radio.

The Subchapter M-certified James K carries a 24VDC/240AHr battery backup system for all Coast Guard required equipment and lighting.

MARCH 2022

88' CTVs

Senesco Marine and

Blount Boats

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

classed HSQE and ISM and USCG certied, Subchapter L.

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

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

The boats are designed to handle

Construction is expected to begin early this year at Senesco and Blount Boats. All ve vessels will be delivered over the next two years to provide support during the construction phases of the Ørsted and Eversource joint venture’s three Northeast offshore wind energy projects. The rst vessel will be completed by early 2023.

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

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

The WindServe CTVs will be ABS

The companies say the newbuild work and chartering operations will create about 80 local construction jobs at Senesco and Blount, and about 48 jobs for captains and crew who will work aboard the vessels, primarily during the wind farms’ construction.

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

Both shipyards were early leaders in building U.S.- ag offshore wind crew transfer vessels. Blount Boats built the rst offshore wind crew transfer vessel in the U.S., the Atlantic Pioneer, which has served Ørsted’s Block Island Wind Farm since that rst U.S. commercial offshore wind project began operations in 2016.

Senesco built the WindServe Journey CTV, which began working in 2020 at the Coastal Virginia Offshore Wind project. Working with Virginia-based

WindServe Marine

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

CANADIAN WATER TAXI

Brix Marine

Brix Marine, Port Angeles, Wash., designed and delivered the 32'×12' catamaran, Goat 1, to the Qathen Xwegus Management Corp. (QXMC) in September. The Goat 1 is the newest installment of the shipyard’s PAXCAT portfolio.

QXMC is the business arm of the Klahoose First Nation, located on Cortes Island, British Columbia, Canada. QXMC, whose activities include forestry, aquaculture, tourism,

and retail, operates the 12-passenger vessel as a water taxi.

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

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

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

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

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

An 18,750-BTU diesel heated cabin, exterior-accessed head with an electric marine toilet, and 12 individual passenger seats ensure comfort. Also, on deck are six 11" tie up cleats, a hinged

Brix Marine

anchor storage locker at the bow, walk-through transom with hinged aluminum gate, handrails and grab rails throughout, folding radar and antenna mast, and a roof access ladder.

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

The electronics suite includes a Garmin 12" GPSMAP 8612 MFD/ sonar; VHF radio, hailer, and antenna; 18 HD+ 4 kW radar; 600-watt transducer; and NMEA 2000 networking system.

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

APRIL 2022

METHANOL HYDROGEN

WORKBOAT

Intracoastal Iron Works

The search for a readily available, easily transportable, low-carbon marine fuel has borne fruit: methanol to hydrogen to electricity, as needed.

The secret sauce is in the rst part, getting hydrogen from methanol onboard. From there, making electricity from hydrogen in a fuel cell is a welldeveloped process (although not yet for marine use), but getting hydrogen out of methanol, on demand, at scale, is what’s being developed by Maritime Partners in Louisiana in conjunction with Oregonbased Element 1 Corp.

Together, they formed a new partnership called e1 Marine that will supply methanol reformers for the world’s rst methanol/hydrogen-powered workboat, an inland river pushboat to be called Hydrogen One. Working with Elliott Bay Design Group in Seattle, Mari-

time Partners, e1 Marine and ABB are nalizing the design of a new 90'×43' pushboat that will start construction soon at Intracoastal Iron Works in Bourg, La. Maritime Partners has declared that the boat will be available for charter by the fourth quarter of 2023.

Austin Sperry, co-founder of Maritime Partners, wouldn’t disclose who will be the lessee, “but I will say there has been a signi cant amount of interest from up and down the supply chain.”

Methanol is a simple alcohol (also

No urea. No kidding.

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Wabtec is the only engine manufacturer supplying marine medium speed diesel engines that meet EPA Tier 4 and IMO Tier III emissions standards without requiring urea-based after-treatment. This means lower operating cost, smaller footprint, lower system weight and easier installation and operation compared to engines with urea after-treatment.

Wabtec’s advanced EGR technology limits the formation of NOx in cylinder as opposed to removing NOx from the exhaust through an aftertreatment system. Our solution saves on operating expenses by avoiding additional cost from urea consumption, SCR catalyst replacements, and maintenance on the SCR system components.

To learn more, meet us in booth #2129 at the 2022 International Workboat Show or inquire at: https://www.wabteccorp.com/marine-solutions/marine-diesel-engines

Booth #2129

Elliott Bay Design Group

BUILDING CLEANER SHIPS

One of Fincantieri Marine Group’s strategic goals is to lead America’s shipbuilding industry in the area of sustainability. To this end, Fincantieri Bay Shipbuilding has embraced new technologies—including LNG, hybrid diesel-electric propulsion and alternative fuels—to reduce carbon emissions, consume less energy, and operate more efficiently in order to protect our fragile environment.

But Fincantieri’s commitment to sustainability goes beyond ships at sea and also extends to the manufacturing process. This means minimizing the consumption of materials during construction, reducing the usage of energy and toxic materials during the manufacturing process, and employing cutting-edge manufacturing technology.

Our leadership, employees, customers and local communities rightfully expect that America’s premier shipbuilding team will be a leader in environmental stewardship.  Challenge accepted.

For more information, contact Justin Slater, Director of Sales and Marketing, at Justin.Slater@us.fincantieri.com or at 920-746-3373.

known as wood alcohol) and is widely available on the inland river system as well as coastal ports. “It’s all around the world,” said Sperry, “so you don’t have to build this big distribution network.”

And because methanol is liquid at room temperature, it’s easily pumped from tank to tank, from shore to ship. “That’s one of the bene ts of this system,” he said. “It’s much easier to transfer to a vessel, and generally safer and easier to store,” than, say, large quantities of hydrogen.

The system also requires an onboard supply of ionized water, which is combined with the methanol and fed to the reformers. This proprietary system uses heat and some pressure to extract pure hydrogen out of the methanol/water mix. The hydrogen is then fed to fuel cells that generate electricity.

The electricity will be distributed through a series of high-tech switch gears from ABB that can send power to the Steerprop L-drive thrusters and/or the battery bank, as needed. The plan is to have enough battery power to keep the boat independently electri ed while at a dock for 24 hours and still have enough juice to restart the methanol-reforming system. The batteries can also boost power from 1,700 hp (from the fuel cells) to 2,000 hp for six-plus hours per 24hour cycle.

The Hydrogen One will also be equipped with a Caterpillar 150-kW diesel generator, which can provide start-up power if the boat is cold and the batteries are depleted.

The new boat will be IMO 2030 compliant, not that that will be required, but this will demonstrate its low-emissions bona des.

The technology is scalable and can be used for vessels from at least 80' (to have enough room for equipment and tankage and space to isolate hazardous zones) to a containership, according to Mike Complita at EBDG.

LOWER MISS RIVER TOWBOAT Master Marine

Master Marine Inc. (MMI) has delivered the 67'×28' pushboat Steel Skipper to Plimsoll Marine. The Steel Skipper is the fourth vessel that MMI is scheduled to deliver to Plimsoll Marine. The four vessels are designed by Entech Designs LLC and are fully compliant with all U.S. Coast Guard regulatory requirements

Plimsoll Marine, a Cooper Group company, is a Lower Mississippi River towboat operator with

a fleet of vessels that perform fleeting and barge services from Baton Rouge to the Head of Passes.

Main propulsion comes from twin Tier 3 Mitsubishi diesels from Laborde Products Inc., producing 803 hp at 1,400 rpm. The mains are coupled to a pair of Sound Propeller Services Inc. 70"×48"×7", 4-bladed stainless-steel propellers through Twin Disc 5321 gears. Thrust is provided through two J&S Machine Works Inc. 7" ABS grade two propeller shafts with all Thordon bearings and Thorplas bushings and shaft seals.

Ship’s service power is the responsibility of two Northern Lights 65KW Tier 3 electronic controlled generators, also from Laborde Products, with RW Fernstrum Inc. keel coolers throughout.

RIO Controls and Hydraulic Inc. supplied the steering system for the two 7" main and four 7" flanking rudders.

Plimsoll Marine/Cooper Group/Cooper/T.Smith

Gulf Coast Air & Hydraulics Inc. provided a pair of Quincy reciprocating air compressors and ventilation fans. Schuyler Maritime LLC supplied all 18"×12" rubber fendering around the perimeter of the vessel and push knees.

R.S Price & Son provided a Carrier mini-split HVAC system in all interior spaces with Blakeney Marine providing all custom woodwork and interior finishes. Donavon Marine supplied the large Bomar aluminum windows and Dale’s Welding and Fabricators LLC provided the aluminum exterior doors.

Wintech International LLC supplied a pair of 40-ton deck winches and New World Inc. provided all electronics and communications, with an alarm system from Unlimited Control & Supply Inc.

Each of the four towboats has capacities of 10,400 gals. of fuel; 4,359 gals. potable water; and 9,500 gals. of ballast water, along with providing a maximum

7'9" working draft.

In addition, each vessel is out tted with three crew staterooms housing six crewmen, 1-½ baths and a full galley arrangement.

INTERNATIONAL WORKBOAT

SHOW 2021 BOATS

Iguana USA, Safe Boats, Scully’s Aluminum Boats, Fairlead, North River Boats

Fairlead purchased a 36'6"×10'6" Rafnar 1100 workboat with a berglass OK hull, which has a 22" draft and a running speed of about 40 knots. Fairlead plans to build its own 1100s in

Newport News, Va.

The boat Iguana USA brought to the 2021 International WorkBoat Show measures 30'×10'. On land it can reach a speed of 7 mph propelled by a 4-cylinder engine inside the console. On the water, the boat is propelled by twin Mercury Marine 300-hp outboards and can reach a speed of 55 knots.

Safe Boats International’s Interceptor measures 35'3"×10' with a 22° deadrise. The boat has a top speed of 55 knots but has a range of 210 miles at 30 knots. The Interceptor can carry up to 14 people.

Scully’s Aluminum Boats brought two boats to the show. The rst one, Scully’s 2484VWB with cabin measures 24'2"×8'6" with a 12° deadrise, and the 2484LC (landing craft) with center console measures 24'6"×8'6" with a 5° deadrise.

North River Boats brought a vessel to the show that was based on its Seahawk Offshore 2900SXL platform with many modi cations to meet All Salt Maritime’s needs. The boat measures 29'×9'6" and is powered by twin Yamaha 4.2L motors.

MAY 2022

Neptune has been offering versatile maritime solutions, for over 50 years. We strive to offer reliable, flexible and high-quality maritime solutions that will allow our customers to perform their operations as good and efficient as possible. We design, build, repair, convert, charter and mobilize vessels for the maritime industry including offshore, renewables, marine infrastructure and aquaculture. It is our aim to offer you the best solution through innovation, creativity, cooperation and flexibility.

LNG FERRY Remontowa Shipbuilding

Doug Stewart

With its March arrival from Poland, the Salish Heron became the fourth and nal vessel in BC Ferries’ new Salish class. The rst three, the Salish Orca, the Salish Eagle and the Salish Raven, all went into service in 2017. All four were built by Remontowa Shipbuilding, Gdansk, Poland, under design/build contracts and Lloyd’s classi cation.

The 351' steel ferries can carry up to 138 cars and trucks and 600 passengers. Because of occasionally dif cult sea conditions, each end of the doubledended boats is protected with a curved visor that rotates up on arrival for unloading and down when running to prevent spray from hitting the car deck.

The ferries are all powered by trios of Wärtsilä 8L20 dual-fuel engines (6,000 hp total). The Salish class was the rst in the BC Ferries eet of 35 vessels to be powered by LNG.

On the nancial side, the bottom-line cost of LNG is about half that of diesel. The success of the LNG-powered Salish-class boats inspired BC Ferries to convert two larger, Spirit-class ferries to dual-fuel LNG during their recent

midlife overhauls.

BC Ferries partnered with FortisBC to establish an LNG fueling program. Fortis operates two natural gas liquefaction facilities in British Columbia.

A single wheelhouse in the center of the boat looks down at two passenger decks with seats, benches and tables outside. Below that the open car deck is tted with MacGregor hydraulic hatches that open to allow access to a lower garage deck with 9'6" clearance. With the hatches closed, other cars and trucks drive over them when getting on or off the ferries.

Two elevators serve the two passenger decks with accessible washrooms, a kids play area, workstations, a pet area, a cafeteria, a gift shop and an inductionloop heating system.

MULTI CAT CTV

Damen Shipyards

Europe. UK crew transfer operator HST recently took delivery of the rst of a new class of Damen Multi Cats — the 2309. The addition of the 76'6"×31'4" Multi Cat HST Hazel to HST’s eet of crew transfer vessels (CTVs) is the rst stage of the company’s strategy to become a total solutions provider to the offshore renewables sector.

The Multi Cat 2309 is a new, midrange model. HST’s new CTV now allows them to offer its clients workboat services such as marine logistics, general contracting, anchor handling, dredger service, supply towing, and surveying alongside its crew-transfer business.

The 162-gt boat’s cargo deck area measures 321 sq. ft. Ship’s service power comes from two Volvo Penta gensets, sparking 90 kW of electrical power each.

In order to give its clients a premium service, HST has added some custom features to its new vessel, including a pair of Volvo Penta D16 engines producing a total of 956 hp at 1,800 rpm. The engines connect to two 1,500mm (59") Promarin xed pitched propellers through Twin Disc MGX-5170 DC marine gears with 5.03:1 reduction ratios. The propulsion package gives the new CTV a speed of 9.9 knots and a bollard pull of 16.2 tonnes. The vessel has a draft of 6.5'.

Damen Shipyards

More crew transfer vessels (CTV) will be coming to U.S. offshore wind farms in the coming years. For now, though, most of that action remains in

The Kalkman electrical driven bowthruster has also been upgraded for enhanced maneuverability and the crew cabins have been tted with satellite television and high-speed interconnectivity with eet system and VSAT.

BC Ferries

Additional equipment upgrades include a ve-ton pull winch and a heavy duty crane with a lifting capacity of 25 tons at 5.8m (19') outreach. On the aft deck a tugger winch with 12 tonnes of pull has been installed along with an A-frame with plough for cable laying. Additional redundancy throughout the vessel is another feature, designed to ensure both reliability and versatility.

The HST Hazel was built at Damen Shipyards Hardinxveld in the Netherlands. It will initially be based out of HST’s home port of Swansea, Wales.

Accommodations include heated and air-conditioned spaces with combined galley and mess. There are cabins for seven crew, divided in three single and two double crew cabins. Sanitary facilities are provided. A store is foreseen close to the galley/mess. A deck store is provided in front of the deckhouse.

Tankage includes 69 cu. meters (17,940 gals.) fuel oil and 48 cu. meters

(12,480 gals.) fresh water.

MULTIPLE BOAT CLASSES

MetalCraft Marine

U.S. Sen. Charles E. Schumer, DN.Y., said the new contract will allow MetalCraft’s Watertown, N.Y., shipyard to add new jobs in Jefferson County.

“MetalCraft Marine and its workforce have proven time and time again that they can provide superior products to the federal government, so it’s no surprise that the Navy picked them for this important work,” said Schumer. “This contract will not only help protect our troops across the globe, but it will also boost the North Country’s economy. As MetalCraft plans to add jobs locally to support this new demand, I will continue to work with them to help secure future agreements like these.”

MetalCraft Marine had a big week in March, signing a $43 million contract with the Navy for 45 8-meter (26.25') Interceptor model patrol boats and 20 12-meter (39.2') Interceptors.

The new boats, force protection small (FPS) and force protection large (FPL), will be stationed at U.S. military bases around the world.

In addition, the Navy picked up an option for 14 more boats MetalCraft is building on an existing contract. The shipyard also signed contracts for two boats for a naval installation facility and two reboats. Details of those contracts were not released.

Bob Clark, MetalCraft’s contracts manager, said it was the shipyard’s “biggest week ever.”

JUNE 2022 INSTALLATION VESSEL SembCorp Marine

A wind turbine installation vessel (WTIV) to be built in Singapore will be teamed with U.S.-built tugs and barges to install the Empire Wind offshore turbine project outside New York Harbor, according to wind developers Equinor and BP, and Maersk Supply Service.

Copenhagen-based Maersk said it’s been developing a design concept since 2019 with “unique feeder capabilities” to make its WTIV 30% more ef cient than using other jackup vessels.

Without any U.S.- ag installation vessels built yet, offshore wind developers are expected to rely on the feeder

Maersk Supply Service

MetalCraft Marine

model — using Jones Act-compliant tugs and barges to carry wind turbine components out to foreign- ag WTIVs at sea.

With its improved handling design, the Maersk WTIV may be better equipped to tackle tricky transfers of heavy turbine tower parts. Maersk said its installation concept includes a novel WTIV design “with a patented load transfer system that will enable safe transfer of cargo.’

The concept will utilize two new tugs and barges to transport wind turbine components out to the installation site, while the wind installation vessel itself will remain on location to carry out successive installations.

SembCorp Marine, Singapore, will build the WTIV. The vessel’s jacking units, load transfer system and crane will be provided by Houston-based offshore crane manufacturer NOV Inc., while ABS is supporting the design work.

Maersk expects it will deliver the vessel into U.S. waters in 2025.

Meanwhile, Jones Act-compliant tugs and barges will be built in the U.S. by Kirby Offshore Wind — in the “feeder barge” model that’s to be used, pending arrival of new U.S.-built WTIVs into the market.

Speci cations for Kirby’s feeder barges and tugs, and the shipyard or yards that will build them, have not been released.

HYBRID POWERED HARBOR TUG Master Boat Builders

eet, adds to a growing list of vessels out tted with the fully integrated hybrid propulsion plant from Berg Propulsion.

The tug, built by Master Boat Builders, works out of Port Arthur, Texas. The Robert Allan-designed RApport 3000 vessel, which has an 18'6" draft, is the rst of two 90-ton bollard pull tugs using this latest Berg Propulsion package, with the second due in service in the third quarter.

In addition to Berg MTA 628 azimuthing thrusters, Berg VS3 variablefrequency drives with motors, and its own hybrid control system, Berg’s design, supply, and integration includes the switchboard with full power management plus control of the tug’s twin Caterpillar 3512E Tier 4 (2,550 hp) main engines and its gensets — two Cat C18s and one C7.1. The propulsion package gives the Spartan a running speed of 12.6 knots.

Berg’s hybrid electric propulsion system includes high levels of redundancy for safety as well as the ability to switch seamlessly between operating modes with the push of a button.

A vessel can run on main engines only, gensets only, or a combination of the two, optimizing energy use across the entire operating pro le.

A tug in transit can minimize energy consumption and eliminate main engine wear by running on a single generator set. In hybrid mode, power is balanced between the diesel engines and electrical motors to optimize fuel consumption, maneuvering response, and bollard pull.

On deck is a JonRie Intertech hawser winch, series 225, with a line pull of 25 tons at 100 fpm, 300-ton brake capacity, and 600' of 8" Saturn 12 HMPE rope. There are also two Viking 10-man life rafts.

The propulsion package, installation of which was managed at the yard by Berg’s distributor and partner in the area, Thompson Marine, is the most advanced hybrid electric package ever delivered by Berg, the company said.

Tankage includes 47,679 gals. of fuel; 5,087 gals. fresh water; 243 gals.

main engine lube oil; and 236 gals. gear oil.

JULY 2022

98' CTVs St. Johns Ship Building and Gulf Craft

Two 98'5"×32'10"×14'5" crew transfer vessels will be built in the U.S. by St. Johns Shipbuilding in Jacksonville, Fla., and one at Gulf Craft in Franklin, La., for Windea CTV LLC, a U.S. operator of offshore CTVs.

The CTVs are scheduled to be delivered in 2023 and will immediately go into service for GE Renewables. The vessels will rst operate out of New Bedford, Mass., during the Vineyard Wind 1 construction period. Vineyard Wind 1, a joint venture between Avangrid Renewables and Copenhagen Infrastructure Partners (CIP) is located in federal waters, 15 miles south of Martha’s Vineyard and Nantucket, and 35 miles from mainland Massachusetts.

The boats, designed by Incat Crowther, will have a maximum draft of 5'6".

Windea’s CTV eet is owned and operated by MidOcean Wind and Hornblower Wind LLC, with technical and operational support from Windea Offshore USA shareholder Ems Maritime Offshore GmbH, which operates a eet of CTVs in the European market.

The vessels feature a large foredeck with a 23-metric-ton knuckle-boom crane and container-securing lugs offering needed exibility. The vessels

Incat Crowther

Master

incorporate Incat Crowther’s resilientbow technology designed to minimize boat landing impact forces. As is common with all Incat Crowther CTVs, the vessels have a deadweight capability in excess of 50 metric tons.

A resiliently mounted superstructure is designed to increase comfort for both technicians and crew with six crew berths provided in above deck staterooms.

Other notable features include a large wet room and stores warehouse, fully featured bathrooms and a discreet mess area. Workshop and utility spaces in the hulls are immediately accessible from the cabin.

Main propulsion for the vessels will come from four Volvo Penta IPS propulsion units driven by Volvo DI13 main engines, producing 690 hp each. They are fully hybrid-ready, meaning the integration of the hybrid system is completely accommodated in the design, including dedicated voids for batteries, reserved cabling space and

battery removal hatches. The propulsion package will give the boats a running speed of 26 knots.

Ship’s service power will come from two gensets sparking 40 kW of electrical power each.

The vessels will be designed and built under Bureau Veritas class and comply with Coast Guard Subchapter L regulations.

Tankage includes 9,510 gals. of fuel oil and 925 gals. fresh water.

POLAR PASSENGER VESSEL

Marell Boats AB

The 48'×13.8', 12-passenger Kvitbjørn was successfully launched in May.

A Swedish collaboration between Volvo Penta, Marell Boats AB and Hurtigruten Svalbard, the launch event showcased the capabilities of the vessel designed for exploration in the heart of the Arctic and is now in operation for sightseeing tours in Svalbard during the high season (May-October).

The rst of its kind hybrid-electric vessel, Kvitbjørn, set off on its maiden commercial voyage in May from Longyearbyen, Svalbard — the world’s northernmost town, just 800 miles from the North Pole.

Powered by a Volvo Penta twin D4320 DPI Aquamatic hybrid solution engines, the boat has a top speed of 32 knots, a cruising speed of 25 knots and a range of 500 nm. The complete power drivetrain solution for the vessel is based on the Volvo Penta D4/D6 Aquamatic DPI package.

The vessel represents the rst time that Volvo Penta has taken a fullsystems approach when developing a hybrid-electric solution and one of the rst times the company has designed a battery system able to operate at Arctic temperatures.

Usually, battery systems have to be cooled to between 20-30°C to operate safely and ef ciently. But this vessel will be working in extreme temperatures — the average summer water temperature in Svalbard is around -2 to 0°C. To keep the battery temperatures at a steady 15°C, Volvo Penta had to develop an integrated heating and cooling system that doesn’t circulate seawater to avoid icing.

Jeremiah Karpowicz

NORTH CAROLINA FERRY

US Watercraft

marine gears, with 182:1 reduction ratios. The waterjets have jet mounted hydraulics and controls. The propulsion package gives the new ferry a full load operational running speed of 25.5 knots and a full load top speed of 28 knots.

Capacities include 2,200 gals. of fuel and 200 gals. potable water.

The Ocracoke Express features a three-person crew, 4' draft, and Thrustmaster ESC200 controls.

AUGUST 2022

The aluminum passenger-only ferry Ocracoke Express received its Coast Guard Certificate of Inspection recently and began carrying passengers to Ocracoke Island for the North Carolina Department of Transportation (NCDOT) on May 17.

The state-owned, 129-passenger 92'×26' Ocracoke Express is a catamaran-style passenger ferry out tted with 96 interior seats, an upper deck with 26 additional seats, two wheelchair tiedowns, 16 bicycle racks, and a concession area. It will carry passengers from Hatteras, N.C., to Silver Lake Harbor in Ocracoke Village and back — a trip of approximately 70 minutes each way — through Labor Day.

US Watercraft, Hubert, N.C., the commercial boatbuilding division of Waterline Systems, took over construction of the aluminum ferry midway through the project after the original builder, US Workboats, declared bankruptcy after a dispute with NCDOT. Working closely with Marek Yacht Design, Wilmington, N.C., construction was completed by US Watercraft at its waterfront facility in Hubert. Elliott Bay Design Group handled the vessel design and systems and BMT/Nigel Gee was responsible for the boat’s hull lines and structure.

Main propulsion comes from four Caterpillar C18 diesel engines, producing 803 hp at 2,100 rpm each. The Cats connect to Thrustmaster Doen DJ170-hp waterjets through ZF 665-1

TRAILING SUCTION HOPPER DREDGE

Eastern Shipbuilding Group

pumps, powered at 1,600 kW each and an HD dredge pump, powered at 1,600 kW. There are two jet pumps, powered at 445 kW each.

Main propulsion comes from twin GE 16V250 diesel engines, producing 5,682 hp each, and two Wärtsilä controllable pitch propeller systems in nozzles. For added maneuverability, there is a Wärtsilä VFD xed pitch bowthruster tunnel unit, producing 730 kW of power. Electrical power comes from two Hyundai 3,400-kW gensets, a GE 6L250, 1,423-kW auxiliary genset and a Caterpillar C18, 425-kW emergency genset.

GOVERNMENT RESEARCH VESSEL

Snow & Company

In June, Eastern Shipbuilding Group Inc. (ESG) launched the 356'×79'6"×27'3" R.B. Weeks, ESG’s second trailing suction hopper dredge it has built for Weeks Marine Inc.

The dredge, designed by Royal IHC, has a 8,550-cu.-yd. capacity. The R.B. Weeks is being built at ESG’s Allanton, Fla., shipyard. The vessel will undergo out tting and trials at Eastern’s Port St. Joe, Fla., facility with delivery set for 2023.

The R.B. Weeks is nearly identical to the Magdalen, delivered by ESG in 2017. The vessel includes an electrical power, propulsion, and dredge machinery package by Royal IHC, GE Tier 4 engines, along with several accommodation and crew comfort upgrades.

Like the Magdalen, the R.B. Weeks is also expected to feature two booster

Seattle-based Snow & Company is constructing a 49.7'×15.9'×7.54' hybrid catamaran aluminum research vessel for the U.S. Department of Energy’s Paci c Northwest National Laboratory (PNNL).

The vessel is designed to demonstrate Incat Crowther’s and Snow’s expertise in designing and building low-emissions vessels that deliver practical solutions for their scienti c mission requirements, the companies said.

The Incat Crowther 15 hybrid catamaran research vessel design features an A-frame, boom crane and movable davit in addition to access to a foldable swim platform, extracting maximum functionality from the space. A set of stairs offer direct access from the main deck to the

Incat Crowther

Eastern Shipbuilding Group

Weeks Marine

upper deck and ybridge, which affords all-round visibility.

The new cat will be able to support the research of six scientists in a tailored layout containing multiple research workstations and convertible sleeping arrangements, providing PNNL a capable platform to ef ciently carry out their research.

The vessel will have a 2.8' draft and will be powered by a parallel hybridelectric propulsion system, consisting of two Volvo Penta D8-510 main engines capable of producing 374 kW (501 hp) at 2,850 rpm each, supplemented by two Danfoss Editron EM-PMI375T200-2600 motor-generators. The mains connect to (unspeci ed) props through Twin Disc MGX-5075 SC gearboxes. The new boat will have a service speed of 20 knots, a maximum speed of 29 knots, and a range of 400 nautical miles.

Power will be stored using a 113-kW Spear Trident battery system, allowing the vessel to operate quietly in a zeroemission electric state while engaged in a mixture of survey operational modes.

Tankage will include 600 gals. of fuel and 80 gals. fresh water.

RIVERINE SHALLOW DRAFT VESSEL

ReconCraft

er’s third-generation RSDV.

The Department of Homeland Security (DHS) contract provides the newest variant of ReconCraft’s RSDV to the critical eet protecting the U.S. southern border.

With a draft of 10" (static, stationary) and -4" (on plane), the RSDVs are powered by Yanmar 8LV 350-hp engines. The mains connect to HamiltonJet 241 waterjets through ZF 220 gearboxes.

The majority of the boats are on the U.S.-Mexico border, although several operate along the U.S.-Canadian border.

The DHS strategic sourcing initiative also includes a larger multimission variant for the Coast Guard tailored to its shallow-water and riverine needs. The boatbuilder has already delivered the 10th vessel to the Coast Guard and anticipates delivering the remaining 35 vessels within the next 12 months.

ReconCraft further leveraged the DHS program to develop a third variant to meet the unique needs of state and local law enforcement missions. Like its sister designs, the state and local RSDV allows law enforcement to safely patrol and respond to previously inaccessible shallow water within their areas of responsibility.

SEPTEMBER 2022

BUOY TENDER/ ICEBREAKER

Blount Boats Inc.

buoy tender/icebreaker Eddie Somers in May to the Maryland Department of Natural Resources.

The boat, designed by BMT Designers & Planners Inc., Arlington, Va., has a 4'6" draft and a 157-LT displacement.

The boat will serve as the primary icebreaking asset for Cris eld Harbor and Smith Island in Chesapeake Bay.

Main propulsion comes from twin Cummins QSK19, Tier 3 diesel engines, producing 750 hp at 1,800 rpm, supplied by Cummins Northeast. The mains hook up with Michigan Wheel 42"×27", 5-bladed nibral props through Twin Disc MGX-5202SC marine gears with 2.48:1 reduction ratios.

The propulsion package gives the new boat a running speed of 10 knots (loaded) at 1,650 rpm and a top speed of 12 knots.

Ship’s service power is the responsibility of two Cummins Onan gensets, producing 55 kW of electrical power each. The steering system is a Jastrom B2-76-400-1-35 and the controls are Twin Disc EC300s (three stations).

Tankage includes 1,987 gals. of fuel and 1,000 gals. fresh water.

RESEARCH VESSEL

Delaware Bay Ship Building

ReconCraft

ReconCraft recently delivered the 57th 21'×8'6" riverine shallow draft vessel (RSDV) it has built for the U.S. Customs and Border Protection (CBP). The aluminum boat was the last of a 12-boat order for the boatbuild-

Blount Boats Inc., Warren, R.I., delivered the steel-hulled 94'×27'×10'

Delaware Bay Ship Building, Leesburg, N.J., recently delivered the 45'×15'6"×6'4" aluminum research vessel Explorer to Research Vessel Explorer LLC, Rustin Cassway, Cape May, N.J.

Research Vessel Explorer LLC, Rustin Cassway

Blount Boats Inc.

2022 BOATBUILDING REVIEW

With a 58" draft and a deadweight tonnage of 50,000, the new shipwreck research and salvage vessel was designed, built, and commissioned to be the “best shipwreck exploration vessel for a private client ever made,” said Capt. Rustin Cassway, one of Research Vessel Explorer’s managing partners.

The vessel lines were developed by Mike LeMole of LeMole Naval Engineering, Tuckahoe, N.J., and then put into 3-D by Stephen Pollard of Specmar Inc., St. Helens, Ore.

The Explorer’s main propulsion comes from twin Cummins QSM-11 diesel engines producing 670 hp at 2,300 rpm each. The mains connect to Acme 32"×33" wheels through ZF VEE drives with 2.037:1 reduction ratios. The propulsion package gives the new research vessel a top speed of 27 knots.

For additional maneuverability, the Explorer was tted with a Kobelt KP10A-H-TH 10" thruster unit.

The steering system is made up of Burkhardt Welding rudders, two Vickers hydraulic pumps, Kobelt rams, and Char Lynn helm. Controls are the responsibility of Glen Denning

Tankage includes 600 gals. of fuel, 100 gals. water, and 14 gals. hydraulic uid.

The boat was delivered in June

AUT-TECH-AMS has delivered a 28'×8'6"×3' switch/transportable barge to Switch Barge LLC, Oxford, Mich. The new barge, Switch Barge, is expandable for easy deployment to lakes, rivers, or emergency services, and has an 18" draft and weighs 13,000 lbs.

The narrow design allows Switch Barge to access dif cult to reach areas. Once stationed, Switch Barge can be deployed out to 20' in width, supplying adequate load space and stability for crane operation.

Main propulsion comes from a single 115-hp Honda outboard, and the barge’s service power is the responsibility of a 37-hp Kohler genset. Switch Barge is also tted with Fassi controls and a hydraulic power steering system. The barge has a running speed of 17 knots.

The barge also features a 12'×20' rear cargo deck and accommodations for a crew of four. The Switch Barge was delivered in November.

OCTOBER 2022 GREAT LAKES BULK CARRIER Fincantieri Bay Shipbuilding

A new U.S.- agged Great Lakes bulk carrier has been built on the Great Lakes for the rst time in more than 35 years. The 639'×78'×45' Mark W.

Fincantieri Bay Shipbuilding

2022 BOATBUILDING REVIEW

Barker will transport raw materials to support manufacturing throughout the Great Lakes region.

The Interlake Steamship Co. took delivery of the 28,000-dwt. self-unloading dry-bulk carrier from Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis., this summer. Interlake Steamship, Middleburg Heights, Ohio, is the largest privately held U.S.- ag operator on the Great Lakes, with nine vessels that carry bulk cargoes. It’s newest vessel until now, the Paul R. Tregurtha, was built by American Ship Building Co., Lorain, Ohio, in 1981. The 1,013'×105'×56' Paul R. Tregurtha has a capacity of 68,000 tons and is the longest vessel on the Great Lakes.

Bay Engineering designed the Mark W. Barker complete with advanced vessel and unloading systems automation.

The new bulk carrier has “added protection from damage such as doublebottom and side-shell voids above damage stability requirements, sliding cargo bulkhead door forward and aft garages with garage door access to cargo holds for storage of two Caterpillar 938M front-end loaders and two T870 Bobcats box girder systems, with only a single transverse bulkhead,” said Travis Martin, president, Bay Engineering.

With a draft of 29'2", the self-unloading bulk carrier has a cargo hold arrangement and cargo hatch covers designed for maximum cubic space and the ability to handle dif cult cargoes. The vessel incorporates a ap rudder as well as bow and stern thrusters for high-level maneuverability.

The new vessel is a gravity, selfunloading/mechanical unloading ship used for hauling cargoes of salt, coal, iron ore pellets, stone, sand, and hot briquette iron. The design also allows for carrying unique cargo on spur deck hatch covers.

The 15,507-grt. Mark W. Barker’s main propulsion comes from two 16-cylinder EMD 16ME23B EPA Tier 4/IMO Tier III diesel engines, producing 4,000 hp at 900 rpm each. The mains are connected to Kongsberg Kamewa 4-bladed controllable pitch

propellers built to Ice 1C standards through Lufkin CSQ11400-5-PTO marine gears with 7.5:1 reduction ratios. The vessel is expected to have a top speed in excess of 15 mph.

The Mark W. Barker was tted with two Kongsberg thrusters for added maneuverability — one bow and one stern. Kongsberg also handled the steering systems and controls.

Tankage includes 109,077 gals. of diesel fuel; 16,939 gals. potable water; 6,444 gals. marine urea; 7,504 gals. lube oil; and 19,770 gals. ef uents.

KUWAIT

FIREBOAT

MetalCraft Marine

ning speed of 27.8 knots. For added maneuverability, the boat will be tted with a Sleipner Side-Power SH550 bowthruster.

The Monjed 2 will feature two Jason  re pumps, spewing 5,000 gpm each through telescopic monitors that extend 40' above the deck.

MJP will also take care of the controls and steering responsibilities with its Jet Master 1 package. There will also be a Raymarine Axiom, Setcom and Teledyne FLIR electronics suite aboard the boat.

Capacities will include 1,200 gals. of diesel fuel, 100 gals. water, and 800 gals. re ghting foam.

Hotel power will be supplied by twin Kohler 125EFOZCJ Decision Maker 3500 gensets.

MetalCraft Marine is close to completing the 85'×26'×12' aluminum re ghting, rescue, patrol boat Monjed 2. The vessel is scheduled to be delivered to the Kuwait Fire Force in September.

The 79.6-dwt boat was designed by the U.K.’s Walker Marine Design Ltd. with a 4' draft.

MetalCraft chose a Walker Marine design that had very tall hulls wide enough to house large diesels and lots of re ghting equipment. The design has several dozen vessels in service.

Main propulsion will come from two MTU 10V 2000 M86 diesel engines, each producing 1,360 hp at 2,450 rpm. The mains connect to twin Marine Jet Power (MJP) DRB 500 waterjets through ZF 665 twospeed marine gears. The propulsion package will give the new boat a run-

THE HORIZON

OVER

CUTTERS Inventech Marine Solutions

The Coast Guard recently selected Inventech Marine Solutions (IMS) to enter the production phase for the overthe-horizon cutter boat (CB-OTH V).

IMS, Bremerton, Wash., is the manufacturer of Life Proof Boats and F.A.S.T. Collar Systems.

The 10-year contract is for up to 200 boats with a total value of $103.6 million.

The Coast Guard said the OTH V will have a top speed of approximately 40 knots and a range in excess of 170 nautical miles. The dimensions are limited to 26'×8'6" with a maximum

MetalCraft Marine

Inventech Marine Solutions

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performance weight of 8,700 lbs.

The Coast Guard ordered a demonstration vessel in June 2021 from four manufacturers ( Blackfish Solutions LLC, Gravois Aluminum Boats LLC (doing business as Metal Shark Boats), MetalCraft Marine US Inc. and Inventech, whose designs went into the phase two testing and evaluation.

The IMS hull is based on its family of 22° monohull platforms. IMS builds hulls with 8'6" beams and between 21' and 27' in length in both outboard and inboard configurations.

IMS’s 25'6"×8'6" demonstration model weighs 6,785 lbs. and burns 10.8 gph of fuel. The boat has an 86-gal. fuel tank.

The IMS demonstration vessel is powered by a Cummins QSB 6.7 main engine, producing 480 hp, linked up to a HamiltonJet waterjet. The boat is also fitted with HamiltonJet HJX29 AVX Express controls.

The propulsion package gives the new model a running speed of 40 knots and a sprint speed of 30 knots in sea state 3 conditions.

During development and construction IMS focused on serviceability, preventing water intrusion, deck drainage, and advanced ergonomics. IMS said it believes that its focus on building a robust, simple platform that worked well for the Coast Guard set its vessel apart during the Coast Guard’s testing and evaluation period.

In addition, IMS developed a new proprietary foam collar system that utilizes its standard material and construction processes. The new F.A.S.T. (foam air stabilized technologies) collar design reduces slamming impacts. The foam collar also provides buoyancy for safety.

The Coast Guard plans to deploy the OTH V across its cutter fleet to national security cutters, fast response cutters, offshore patrol cutters, legacy medium endurance cutters, future polar security cutters, and in-service polar icebreakers.

OTH V cutter boats will support almost all missions, including search

and rescue, drug and migrant interdiction, living marine resources, defense readiness, and ports, waterways and coastal security, the Coast Guard said.

NOVEMBER 2022 EXPEDITIONARY FAST TRANSPORT SHIP Austal

USA

ing ship operations to the bridge.

Main propulsion comes from four MTU 20V8000 diesel engines hooked up to four Wärtsilä steerable, reversing waterjets. The propulsion system gives the Apalachicola a speed of 33 knots with 380 metric tonnes of cargo, 21 knots with a mission payload of 231 metric tonnes of medical cargo, and 10 knots in sea state 5.

The ship has a range of 1,200 nautical miles at 33 knots with a full load, 4,700 nautical miles at 21 knots with no cargo, and 2,000 nautical miles at 21 knots with a medical full cargo. The ship has a crew capacity of 36.

EPF 13 carries an 11-meter RIB launch and recovery system and a hydraulic painter boom.

SAVANNAH PILOT BOAT

Snow & Company

Austal USA, Mobile, Ala., has completed construction of the 338'×93'6" expeditionary fast transport ship Apalachicola (EPF 13) for the Navy.

The first EPF, formerly known as joint high-speed vessels, was delivered in 2012.

The EPF’s large, open mission deck and large habitability spaces enable the ship to conduct a wide range of missions. With its ability to access austere and degraded ports with minimal external assistance, EPFs provide options to fleet and combatant commanders.

With 13' drafts, the catamaran vessels have performed humanitarian assistance, disaster relief, maritime security, surveillance, command and control, counter narcotics, and additional operations around the world.

Austal USA has been contracted to design, procure, implement, and demonstrate the Apalachicola as an autonomous platform, allowing the ship to operate autonomously while retaining the capability for manned operation, reducing cost and centraliz-

Earlier this year, Seattle-based Snow & Co., delivered the Savannah , an aluminum 64'×19'6"×3.63' pilot boat, to the Savannah Pilots Association, Savannah, Ga.

A second 64-footer for the Savannah Pilots will be delivered by the end of 2022. A third pilot boat, for the San Francisco Bar Pilots, is also under construction, said Tim Kolb, vice president of business development at Snow & Co.

The Savannah Pilots two flushdecked pilot boats were designed by Camarc Design, Dunoon, Scotland, and are built to the same basic design. (The pilot boat for San Francisco was

Snow & Company

Austal USA

also designed by Carmarc.)

The two pilot boats feature a single-chine, deep-V hull “that’s really proven itself for seakeeping and maneuvering next to ships,” said Rich Galuk. chief engineer and captain with the Savannah Pilots. “You’ve got to be able to run in any weather.”

A run for the pilots to meet incoming vessels starts from the pilots’ station, located at the head of the Savannah River about 25 miles from the port of Savannah, and goes out into the open ocean for about 15 miles. It’s a run the pilots make up to 3,500 times a year.

The Savannah’s maximum speed is about 35 knots with a pair of 1,700-hp MTU 12V2000M86 diesels driving HamiltonJet HTX 52 waterjets through ZF 3055 gears. “We upgraded to the HTX 52 series for better performance,” said Galuk. The driveline was also upgraded to a Geislinger, which allows “vibration frequencies to be tuned out of the driveline.”

In the wheelhouse are six Beurteaux pilot seats and three Stidd shock-mitigation seats, two for the crew and one for a pilot. Aft of the wheelhouse, on the starboard side, is a 500-lb. capacity rescue davit.

CHARTER

FISHING BOAT

Brix Marine

Alaska-based Big Dan’s Fishing Charters. The boat, designed by Brix, has a draft of 2'4".

“Since the Conception fire, we worked really close with the Coast Guard to make sure everything was up to the new standards,” said Capt. Charlie Crane, Brix Marine’s sales and marketing director.

The new Coast Guard standards, issued in response to the fire and loss of life on the 75' dive boat Conception off California in 2019, require additional fire safety requirements for small passenger vessels, including fire detection and suppression systems, avenues of escape, egress drills, crew firefighting training, watchmen monitoring devices, and the handling of flammable items such as rechargeable batteries.

Double Down features a walkaround cabin, three sliding doors, insulated fish holds, diamond plate decks, downrigger pads, fish cleaning stations, and 52 welded aluminum rod holders. There are also eight private berths with personal storage, two queen berths in the pilothouse, hydronic heating system, galley with full-sized fridge, oven and microwave, head with shower, seating for 12 in the main cabin, aft deck bench seating, bow lounge seating, and Kryptek vinyl wrap.

The electronics suite includes twin Garmin 16" MFDs, PS60 panoptix through-hull transducer, airmar 509LHW through-hull transducer, GSD26 sounder module, GT 30THP clear-view/side-view transducer, NEMA 2000 networking, 215 AIS, six-foot open array radar, GXM 53 satellite weather receiver, and Fusion series stereo and four-channel amplifier.

Ship’s service power comes from a 6-kW Northern Lights genset.

35 knots.

Tankage includes 800 gals. of gasoline, 50 gals. diesel, and 55 gals fresh water.

The vessel has a 216-sq.-ft. rear cargo deck, and accommodations for three crew and 18 passengers. Double Down was delivered in April 2022

DIVE SUPPORT BOAT

Tideman Boats US

Brix Marine, Port Angeles, Wash., recently delivered the 48'×18'×4'10" aluminum overnight charter fishing boat Double Down to Soldotna,

Main propulsion is the responsibility of four Yamaha outboard engines, producing 425 hp at 6,000 rpm each. Yamaha’s Helm Master system dictates controls with joystick steering and setpoint functionality. Double Down has a cruising speed of

Tideman Boats US, North Andover, Mass., delivered the 23.2'×7.7' dive-support boat Blue Ocean RBB 700 OB to Blue Ocean Mariculture, Kallua-Kona, Hawaii, in April. Silverback Marine, Tacoma, Wash., outfitted the new boat.

The Blue Ocean RBB 700 OB will work off the coast of Hawaii for crew transport and dive support operations in deepwater. The boat is the first Tideman workboat built in North America.

The 100% high-density polyethylene hull is sustainable, virtually indestructible, needs no bottom paint and is resistant to marine growth, according to Tideman Boats US.

The boat is powered by a single 150-hp Mercury outboard that gives the boat a running speed of 35 knots. Blue Ocean RBB 700 OB is fitted with a Seastar hydraulic steering system.

The electronics suite includes a Shakespeare VHF antenna, Raymarine Axiom 7" DV with transom multifunction transducer, and Hella Seahawk lighting.

The boat, which carries a 50-gal. fuel tank, was built to handle a two-person crew and up to eight passengers.

Tideman Boats US

Brix Marine

2022 BOATBUILDING REVIEW

SHALLOW-DRAFT HOPPER DREDGE Conrad Shipyard

CANAL TOUR BOAT Roudebush Yacht & Engine Works

Dare County, N.C., and EJE Dredging Service have taken delivery of the Miss Katie — a shallowdraft 156'3”×35'×10'9" hopper dredge built at Conrad Shipyard , Morgan City, La. The dredge was delivered in August to North Carolina’s Outer Banks.

Construction on the dredge began in March 2021.

Jensen Naval Architects and Marine Engineers , Seattle, designed the vessel with a 9'5" draft.

Greenville, N.C.-based EJE Dredging owns and operates the Miss Katie

The shallow draft split-hull trailing suction dredge’s main propulsion comes from twin Cummins QSK19DM diesel engines connected to two ZF ATZ 4111-SM DA-FP stern-mounted azimuth thrusters, each featuring depth adjustment. The dredge’s running speed is 10 knots.

Miss Katie features a ZF ThrusterCommand AT control system. In addition to providing controls for the two Wesmar V2-26SS thrusters, the system provides follow-up steering and propulsion control, as well as independent backup and emergency stop systems.

The dredge features twin 5,000gpm dredge pumps and has a capacity of 512 cu. yds. of spoils.

Roudebush Yacht & Engine Works, Dundalk, Md., delivered a new 80'×12'×5'6", 75-passenger fiberglass/ composite canal boat to Georgetown Heritage, a group tasked with restoring and revitalizing the historic Chesapeake and Ohio Canal (C&O Canal) that runs through Washington, D.C.’s historic Georgetown neighborhood.

Designed by D.C.-based Tridentis, the Georgetown Heritage Canal Boat has a 12" draft and is built to be pulled along by two mules.

Its propulsion package contains two electric Torqeedo 10 FP motors, sparking 5.6 kW of propulsive power at 1,400 (max) rpm. The mains are connected to Torqeedo 1937-00, 12.6"×11" 5-bladed propellers. The package gives the boat a running speed of 3 knots. Six Torqeedo 48-5000 batteries provide service power.

The canal boat has a canopy that covers the passenger deck providing shade and protection from the elements.

The stainless steel rudders (one on each end) are hand operated by a tiller. The forward rudder is lifted via block and tackle and tied off. The boat has a 560 sq. ft. cargo deck.

MARINE SURVEY VESSEL

Silver Ships

Silver Ships Inc., Theodore, Ala., recently delivered a 49' marine survey vessel to the Army Corps of Engineers in Venice, La.

The 49' Tobin is custom designed for the Corps to hydrographically map the mouth of the Mississippi River. The mission-specific vessel will allow researchers to accurately and effectively obtain and document data on the rapidly changing waters in the river. With the intent of keeping waterways open and preventing obstructions to marine navigation, the Tobin is built to handle challenging river terrain. The vessel will conduct condition surveys of the river to enhance safety of marine operations.

The Tobin will join a fleet of vessels that operate out of the Corps’ Venice office year-round to provide river condition data to vessel operators. The new boat is powered by twin Caterpillar C18 Tier 3 engines producing 800 hp at 2,100 rpm each. The engines turn Michigan Wheel M-500 propellers through Twin Disc MGX-5136RV marine gears. A single Caterpillar C2.2 Tier 3 genset provides 25 kW of electric power.

The Tobin features Furuno navigation and communication systems, Delta “T” Systems engine room ventilation, Arid Bilge Series 4 system, and Ayres lightweight paneling.

With speeds that reach 28 knots, the survey vessel allows researchers to acquire data quickly and prevent inconsistencies caused by changes in the river bottom.

Silver Ships

Georgetown Heritage

Conrad Shipyard

Resurgence

The 42nd International WorkBoat Show.

After a two-year hiatus, the 41st edition of the International WorkBoat Show returned to New Orleans last December. This year, the 42nd edition will be held Nov. 30Dec. 2, returning to the Morial Convention Center in New Orleans. The show will feature hundreds of exhibitors that will showcase thousands of products and services to over 12,000 attendees.

Once again, we will feature the WorkBoat Think Tank program, at no additional cost to attendees or exhibitors.

Also, on the rst day of the show, the 2022 Boat of the Year will be announced.

As in previous years, the Think Tank will feature topical discussions led by WorkBoat editors and industry leaders. Sessions that will be offered include “State of the Inland Waterways,” “Work-

force Development: Recruiting, Training & Retention in the Maritime Industry,” “Building the U.S. Coast Guard Offshore Patrol Cutter,”

On Thursday, Dec. 1, WorkBoat’s Annual Offshore Wind Breakfast will kick off the day at 8 a.m. The breakfast will be followed by a full day of Think Tank sessions, including “WorkBoat Significant Boats.”

On Friday, “Government Maritime Acquisition Day” will feature sessions led by the Navy, Coast Guard and Army.”

On Wednesday and Thursday, Nov. 30-Dec. 1, the show is open from 9 a.m. to 5 p.m. On Friday, Dec. 2, show hours are from 10 a.m. to 2 p.m.

For more information on the show, contact 800454-3007, email: customerservice@divcom.com, or go to www.workboatshow.com.

Doug Stewart photo.

WORKBOAT THINK TANK

The International WorkBoat Show’s free WorkBoat Think Tank series will again offer over a dozen sessions featuring industry leaders from the commercial and government sectors. All sessions, the Significant Boats Happy Hour and the Offshore Wind Breakfast will be held at the Think Tank stage located at the back of the 200 aisle near the entrance to the Great Hall. Check out the full Think Tank schedule at www. workboatshow.com/think-tank-program/

*Think Tank schedules are subject to change

WEDNESDAY, NOV. 30

10:00 AM - 10:45 AM

WORKFORCE DEVELOPMENT: RECRUITING, TRAINING & RETENTION IN THE MARITIME INDUSTRY

11:00 AM – 11:45 AM STATE OF THE INLAND WATERWAYS

12:00 PM – 1:00 PM

MARKETING 101: YOU WENT TO WORKBOAT, NOW WHAT?

1:15 PM – 2:00 PM IT TAKES A FLEET

4:00 PM – 5:00 PM

WORKBOAT SIGNIFICANT BOATS AWARDS & HAPPY HOUR Sponsored by Travelers

11:00 AM - 11:45 AM ARMOR 1: USING TECHNOLOGY TO PROTECT AMERICA’S MOST IMPORTANT WATERWAY

10:30 AM – 11:00 AM

NAVY BOATS & COMBATANT CRAFT (PMS 300G): ACQUISITION

12:00 PM – 12:45 PM

INNOVATION PRODUCT PREVIEWS: CUTTING EDGE MARITIME TECHNOLOGIES

1:00 PM – 1:45 PM DECARBONIZING MARITIME ’S FUTURE

THURSDAY, DEC. 1

8:00 AM - 9:00 AM OFFSHORE WIND BREAKFAST

10:00 AM - 1O:45 AM

WORKBOAT SIGNIFICANT BOATS: BEHIND THE INNOVATION WITH SENIOR EDITOR KEN HOCK E

2:00 PM - 2:45 PM

U.S. SHIPBUILDERS, MARINERS AND OPERATORS ROLE IN OFFSHORE ENERGY

11:00 AM – 11:30 AM

NAVY BOATS & COMBATANT CRAFT (PMS 300): LIFECYCLE MANAGEMENT

11:45 AM – 12:30 PM

COAST GUARD: SURFACE FORCES LOGISTICS COMMAND

12:45 PM – 1:45 PM

ARMY WATERCRAFT SYSTEMS OPPORTUNITIES

FRIDAY, DEC. 2 GOVERNMENT MARITIME ACQUISITION DAY

2022 IWBS Exhibitor Listings

Exhibitor Listings

10X Engineered Materials LLC 3646 www.10XEM.com

1st Choice Restaurant Equipment

& Supply, LLC 1546 www.galleysupply.com

2M Oilfield Group, Inc. 3618 www.2minc.com

360 Coverage Pros Marine License & Professional Liability Insurance 809 www.360coveragepros.com/mariners Abance 952 www.abance.es

ABB 2511 new.abb.com/marine

ABS & Affiliated Companies 1619 www.eagle.org

AccuTRANS, LLC 2939 www.accutransinc.com/

ACI Boats 3264 aciboats.com

Action Specialties 451 www.actionspecialties.com

Adaptall 250 www.adaptall.com

ADR Power Systems, Inc. / Neander Motors 3153, 3251 www.adrpowersystems.com

Advance Marine, LLC/Melcal Marine 3619 www.advamar.com

Advance Pro Tech 358

Advance Products and Systems, LLC 331 www.apsonline.com

Advanced Copper Alloys 319 www.advancedcopperalloys.com

Advanced Integrated Services 3566 ais-team.com

Advanced Mechanical Enterprises 1918 www.AMEsolutions.com

AdvanTec Marine 1329 www.advantecglobal.com/

AEF 713 www.aef-performance.com

AEP Sales LLC 1448 www.aepsales.com

AER Supply Ltd. 2601 www.aersupply.com

F

F Denotes International Workboat Show Exhibitors Advertising In this Issue: to For updated list www.workboatshow.com

AG Crane & Equipment Co. 1261 agcraneequip.com

Ahead Sanitation Systems, Inc. 3621 www.aheadsanitationsystems.com

Air Products AS 3243 www.airproducts.no/marinesystems

AIRMAR Technology Corporation 3505 www.airmar.com

Alatas Americas 1850 www.alatas.com

All American Marine 2010 www.allamericanmarine.com

Allied Marine Crane 939 www.alliedsystems.com

Allsalt Maritime - Owner of Shoxs

and Kinetix 3175 www.allsalt.com

Altra Industrial Motion 1346 www.altramotion.com/

Alu Design & Services 1637 www.alu-design.no

American Clean Power Association 453 cleanpower.org/

American Fire Safety Supply, LLC 356 www.AMFSS.com

American VULKAN Corporation 2519 www.vulkan.com

Ample Marine 2662 www.amplemarine.com

Analytic Systems 1846 www.analyticsystems.com

Anchor Marine & Industrial Supply 2429 www.anchormarinehouston.com

Anda-Olsen AS 2829 www.anda-olsen.no

Applegate Industrial Materials, Inc. 2411 www.the-flex.com

Appleton Marine Inc. 1843 www.appletonmarine.com

Aquakob Systems Inc. 945 www.aquakob.com/ ArborMetals, Inc. 2842 www.metalsinc.com

Archway Marine Lighting 853 www.archwaymarinelighting.com

Arcosa – NABRICO/Wintech 621 www.nabrico-marine.com

Arcosa Marine 710 www.arcosamarine.com

Armach Robotics 418 www.armachrobotics.com

ASCOM / International Boatlift Exchange Inc 2251 www.ibeglobal.com

Askew MarineAn AFC Industries Company 1604 www.askewmarine.com

AST Americas 843 www.ast-systems.us.com

Atlas Copco Tools and Assembly Systems LLC 345 www.atlascopco.com

Atlas Incinerators 1921 www.atlasinc.dk

Attwood / Navico Group 701 attwoodmarine.com

Auros Knowledge Systems 1954 www.aurosks.com

Austal USA 1649 usa.austal.com

Auto-Maskin LLC 3147 www.auto-maskin.com

AV-DEC 2553 www.avdec.com

Ayres Composite Panels USA LLC 1404 www.ayrescom.com

BAE Systems 2021 www.gettozero.com

Baltic Lifejackets 357 www.baltic.se

BAR Technologies 438 www.bartechnologies.uk

Bay Ship and Yacht Co. 1258 www.bay-ship.com/

Bayonne Dry Dock & Repair Corp. 821 Bayonnedrydock.com

Bayou Metal Supply & Bayou Manufacturing Services 3260 www.bayoumetalsupply.com

Beacon Finland Ltd Oy 337 www.beaconfinland.com

Behringer Corporation 929 www.behringersystems.com

Beier Integrated Systems 1529

www.workboat.com

www.beieris.com

Bekina Boots 2652 us.bekina-boots.com/

Bell Power Systems 1501 www.bellpower.com

BEP | Navico Group 701 bepmarine.com

Berard Transportation, Inc. 3037 www.berardtrans.com

Bergan Marine Systems 222 www.berganmarinesystems.com

Bergen Engines, Inc. 3019 www.bergenengines.com

Beurteaux North America 2139 www.beurteaux.com

BFG Marine, Inc. 2132 www.bfgmarine.com

BGH Specialty Steel 2761 www.bgh.de/en/

Big Top Fabric Structures 1447 www.bigtopshelters.com

Birdzoff 249 www.birdzoff.com/

Bishop Lifting Products 3601 www.lifting.com

BlastOne 3630 www.blast-one.com

BLOM Maritime Inc. 3337 www.blommaritime.com

Blount Boats Inc. 2107 www.blountboats.com

BLÜCHER, a WATTS Brand 242 www.blucherpipe.com

Blue Sea Systems / Navico Group 701 bluesea.com

BMT 1611 www.bmt.org

Boat Lift s.r.l. 2464 www.boatlift.it

Boats & Harbors 1106 www.boats-and-harbors.com

Boening USA Inc. 2536 www.boening-usa.com/

BOHAMET S.A. 538 www.bohamet.com

Boksa Marine Design, Inc. 1410 www.boksamarinedesign.com

Boll Filter Corporation 806 www.bollfilterusa.com

Bollinger Shipyards, LLC 1929 www.bollingershipyards.com

Bosch Rexroth Corporation / Hägglunds 2409 www.boschrexroth-us.com

Bostrom Co Inc 2743 www.hobostrom.com

Brass Works, Inc. 2050 www.thebrassworksinc.com

Breaux Petroleum Products 343 www.breauxpetroleum.com

Bristol Harbor Group, Inc. 2651 www.bristolharborgroup.com

BRIX Marine 1911 brixmarine.com/

Bronswerk Marine Inc 1542 www.bronswerkgroup.com

Browns Point Marine Service, LLC 1901 www.brownspoint.com

Bruce S. Rosenblatt & Assoc., LLC 1761 www.brosenblatt.com

Brunvoll AS 2829 www.brunvoll.no

Bullard Abrasives, Inc. 347 www.bullardabrasives.com

Buoyant Works 452 www.buoyantworks.com

Bureau Veritas Marine Inc 1310 marine-offshore.bureauveritas.com/

Burger Boat Company 3523 www.burgerboatcommercial.com

Business Network for Offshore Wind 657 www.offshorewindus.org

Butler Heavy Structures 852 www.heavystructures.com

Byrne Rice & Turner Inc 921 www.brtmarine.com

C.C. Jensen Inc. 3038 www.ccjensen.com

CAB Products 2756 www.cabproducts.com

CACI International 558 www.caci.com/

CADMATIC 1237 www.cadmatic.com

Caframo Ltd 349 caframo.com

CAIG Laboratories 847 www.caig.com/

Capital Bedding Co 1763 www.capitalbed.com

Carboline Global 1400 www.carboline.com

Cardinal Valley Industrial Supply 1661 cv-starters.com

Carlisle & Finch Company (The) 2043 www.carlislefinch.com

Caterpillar Inc. 2801 www.cat.com/marine

CaviDyne, LLC 454 cavidyne.com

Centek Marine 1829 www.centekmarine.com

Center Lift Inc. 3501 www.center-lift.com

Chafe-Pro by FJORD, Inc. 1414 www.ChafePro.com

Chapel Steel 3555 www.chapelsteel.com

Chevron Lubricants 2029 www.chevronlubricants.com

Chornco 3653 Chornco.com

Christie & Grey Inc. 3050 www.christiegrey.com

Cimolai Technology 3165 www.cimolaitechnology.com

Cincinnati Gearing Systems 3600 cincinnatigearingsystems.com/

C-Job Naval Architects 1451 www.c-job.com

C-LARs, LLC 2764 www.c-lars.com

Clean-Co Systems 554 cleancosystems.com

Clear-Com 807 www.clearcom.com/

ClearSpan Structures 1608 www.ClearSpan.com

Clement Industries 3607 clementind.com/

Cleveland Vibrator Company 3543

2022 IWBS Exhibitor Listings

Exhibitor Listings

www.clevelandvibrator.com

CMP Group 2654 www.cmpgroup.net/

Coast Marine & Industrial Supply 350 www.comarsf.com

Coastal Marine Equipment Inc 1343 cmei.biz/

Cobham Satcom 2437 www.cobhamsatcom.com

Cojali USA 1042 www.cojaliusa.com

Colonna’s Shipyard Inc / Steel America 2337 www.colonnaship.com

Columbia Industrial Products (CIP Composites) 949 www.cipcomposites.com

ComAp 3519 www.comap-control.com/marine

ComNav Marine Ltd. 1751 www.comnav.com

Compass Water Solutions 2537 separatorequipment.com

Conrad Shipyard, LLC 2929 www.conradindustries.com

Consilium Marine Safety 3043 www.consiliumsafety.com

Continental Battery Systems 753 www.gocbs.com

Continental Western Corporation 439 www.cwcglobal.com

Controlled Water Systems 2951 www.controlledwater.com

Core Group Resources 1059 coregroupresources.com

Cortland Company 1701 www.cortlandcompany.com

Corvus Energy 1201 www.corvusenergy.com

Cospolich, Inc. 1919 www.cospolich.com

Coval Technologies 259 covaltechnologies.com

Cox Powertrain 3659 www.coxmarine.com

Cranes101 757 www.cranes101.com/cranes/

F Denotes International Workboat Show Exhibitors Advertising In this Issue: *Exhibitor list is subject to change. For the most updated list visit www.workboatshow.com

Creative Systems, Inc. 650 www.GHSport.com

Crowley 1337 www.crowley.com

CS Controls Inc 929 www.cscontrols.com

Cummins Marine 3001 now.cummins.com/workboat

Cupix 3343 www.cupix.com/

Custom Abrasives, LLC 1760 www.customabrasivesllc.com

Custom Marine Inc 2563 www.custommarine.com

Customers Commercial Finance, LLC 811 customerscommercialfinance.com

D&W Marine Systems Management 449 www.dwmsm.com

Dacon Rescue Equipment 3243 www.daconrescue.com

Daihatsu Diesel (America) Inc. 1307 www.dhtd.co.jp

Dale's Welding & Fabricators 1313 dalesweldingandfabricators.com/

Damen Marine Components Netherlands B.V. 2829 www.damenmc.com/

Damen Shipyards Gorinchem B.V. 419 www.damen.com

Dantech Offshore & Marine Group LLC956 dantech-group.com/ Datrex Inc. 1304 www.datrex.com

David Clark Company Inc. 1157 www.davidclark.com

DCL Mooring and Rigging 1655 www.dcl-usa.com

Deansteel Manufacturing Company, Inc. 855 www.deansteel.com

Delaware Elevator, Inc. 1058 www.DelawareElevator.com

Dellner Bubenzer 729 www.dellnerbubenzer.com

Delta - T Systems 1829 www.deltatsystems.com

Delta Marine Technik 2655 www.deltaMT.net

Delta Steel, Inc. 1443 www.deltasteel.com

Denke Laboratories d/b/a Hascall-Denke 1454 www.hascall-denke.com/

Derecktor Shipyards 2839 www.derecktor.com

Desco Manufacturing Co. Inc. 3353 www.descomfg.com

DESMI Inc 1960 www.desmi.com/ Detyens Shipyards Inc 219 www.detyens.com

Digital Twin Marine 3347 www.digitaltwinmarine.com

Digital Yacht 904 digitalyachtamerica.com/

Distribution International 901 www.distributioninternational.com

Diverse Dimensions 455 www.diversedimensions.com

DLS Marine 2350 www.dlsmarine.com

DMIC - Delaware Manufacturing Industries Corporation 929 www.dmic.com

DMT Marine Equipment 3451 www.dmt-winches.com

DNE Global 254 www.dne.global

DNV 1137 www.dnv.us

Dometic 2601 www.dometic.com

Don Hart's Radiator Service Center Inc.

Hart Heat Transfer Products 553 donhart.com

Donovan Marine, Inc. 2219 www.donovanmarine.com

Dr. Diesel Technologies 252 www.drdieseltech.com/

Dr. Shrink, Inc. 900 www.dr-shrink.com

Driveline Service of Portland Inc. 2312 www.driveshafts.com

www.workboat.com

Drury Hotels 341 www.druryhotels.com

Duramax Marine LLC 2001 www.DuramaxMarine.com

Dynamax Inc. 3521 www.dynamax.com

Dyson Corp 3550 www.dysoncorp.com

e1 Marine 1219 e1Marine.com

Eastern Shipbuilding Group, Inc. 3113 www.easternshipbuilding.com

EBI Cranes LLC 1943 www.ebi-inc.com/services/marine-cranes

E-Crane International USA 1349 www.e-crane.com

ECS Federal, LLC 3357 www.ecstech.com

EEG Marine 3370 eegmarine.com

ElectriCities of North Carolina, Inc. 1755 www.electricities.com/econdev/

Electro Plastics Inc. / STEP Marine 2650 www.stepheat.com

Electronic Marine Systems Inc. 2328 www.emsmarcon.com

Elevating Boats LLC 1943 www.ebi-inc.com

Elgin Separation Solutions/ Norris Screen 3547 www.elginseparationsolutions.com

Elison & Associates, LLC 3355 www.elisonandassociates.com

Elliott Bay Design Group 2137 www.ebdg.com

Eltorque LLC 3612 www.eltorque.com

Emerson 929 www.emerson.com

e-motion Hybrid Propulsion Systems1405 e-motion-usa.com

Endura Paint 1151 www.endura.ca

Enfasco Inc. 3152 www.enfasco.com

engines, inc. 743 www.enginespower.com

ERL Inc. 1629 www.erlinc.com

ERMA FIRST 1104 www.ermafirst.com

Etiflex Corp. 2361 www.etiflex.com

EVAC North America Inc 1921 www.evac.com

Everett Ship Repair 1847 www.everettshiprepair.com

EWI 3509 www.ewi.org

ExxonMobil 229 www.exxonmobil.com/en/marine

F&M Mafco, Inc. 1533 www.fmmafco.com

F. Walther Electric Corporation 1205 www.waltherelectric.com

FabTek Industries 3561 www.fabtekind.com

Fairlead Integrated 2315 www.fairleadint.com

Fantail Services LLC 353 fantailservices.com/

Farmers Copper Ltd. 3248 www.farmerscopper.com

Farrell and Norton Naval Architects 902 www.farrellandnorton.com

Fast Flow Pumps 1311 www.fastflowpumps.com

FAUN Trackway USA Inc 3620 www.fauntrackway.com/

FEDPRO 1249 www.fedpro.com

Fincantieri Marine Group 1429 www.fincantierimarinegroup.com

Finsulate USA 354 www.FinsulateUSA.com

Fire and Safety Specialists, Inc. 3061 www.teamfss.com

Fire Fighting Systems AS 1637 www.fifisystems.com

Fire Protection Service Inc 1019 www.fps-usa.com

Fireboy-Xintex - United Safety 2305 www.fireboy-xintex.com

Fischer Crane Company 3637 fishercrane.com

Flagship Marine 3060 www.flagshipmarine.com

Flender Corporation 2960 www.flender.com

Flexco 532 www.flexcofloors.com

FlexForce 3671 flexforce.us/contact/

Form-A-Tread Company 3542

Freedman Seating Company 3266 www.freedmanseating.com

Freudenberg e-Power Systems 519 www.Freudenberg-eps.com/

Fuel Ox 2752 www.fuelox.com

Fuel Right Global, LLC 1352 www.fuelrightglobal.com

Furuno USA 2229 www.FurunoUSA.com

Garibaldi Glass Industries Inc. 3561 www.garibaldiglass.com

Garmin USA 1709 www.garmin.com

GE Power Conversion 1811 www.gepowerconversion.com

GEA Mechanical Equipment US Inc. 2537 separatorequipment.com

Geislinger Corporation 2306 www.geislinger.us

GEMECO Marine Accessories 3505 www.gemeco.com

General Work Products/ Palmer Safety/ BEXCO 2755 generalworkproducts.com/ Generon, IGS 2657 www.generon.com

Genoa Design International Ltd. 1036 www.genoadesign.com

GH Cranes & Components 1663 www.ghcranes.com

GHENOVA ENGINEERING 2252 www.ghenova.com/ Gibbs & Cox Inc. 3309 www.gibbscox.com

2022 IWBS Exhibitor Listings

Exhibitor Listings

Gilbert Associates Inc. 2008 www.jwgainc.com

Gilbert Gilkes & Gordon Ltd 1409 www.gilkes.com

Gladding-Hearn Shipbuilding 2207 www.gladding-hearn.com

Glamox Aqua Signal Corporation 1749 www.glamox.com

Glendinning Products, LLC 1100 www.glendinningprods.com

Global Data Systems 2047 www.getgds.com

Global STSS USA, LLC 3546 GlobalSTSS.com

Global Tool and TechnologyBadger Products USA 653 www.badgerproductsusa.com

GlobalTech Motor & Controls, Inc. 1108 www.globaltechmotors.com

Glomex Americas 1200 www.glomex.us

Glosten 1321 www.glosten.com

GMA Garnet (USA) Corp. 1844 www.gmagarnet.com

GORDHEAD 3332 www.gordhead.com

Great Lakes Maritime Academy 1509 nmc.edu/maritime

Green Instruments USA Inc. 223 greeninstruments.com/

Green Marine & Industrial Equipment Co. Inc. 1921 www.greenmarine.com

Greenbrier Marine 707 www.gbrx.com/manufacturing/marine/

Gulf Coast Yacht Group 3654 www.gulfcoastyachtgroup.com

Gulf Copper & Manufacturing

Corporation 1643 www.gulfcopper.com

Gulf Crane Services 1565 www.gulfcraneservices.com

Gulf Engine & Equipment Inc. 957 www.gulfengine.com

Gulf Marine Repair Corporation 2243 www.gulfmarinerepair.com

F Denotes International Workboat Show Exhibitors Advertising In this Issue: *Exhibitor list is subject to change. For the most updated list visit www.workboatshow.com

GUMMI 854 www.gummiargentina.com

Gutteling Americas, Inc. 2343 www.gutteling.com

H.S. Marine Propulsion 953 www.hsmarineprops.com/

H3X Technologies Inc. 1465 www.h3x.tech/

Haley Marine Gears Inc. 3229 www.haleyinc.com

Hamilton Jet Americas 2329 www.hamiltonjet.co.nz

HappyFeet/TMKE LLC 2754 tmkellc.com

Harrington Marine 1302 www.harrringtonmarine.com

Hatenboer-Water 2860 www.hatenboer-water.com

Hatteland Technology 2747 www.hattelandtechnology.com

Hausner Hard-Chrome Inc 3549 hausnerinc.com/ Hawboldt Industries 2238 www.hawboldtind.com

Hawken Components 239 www.hawkencomponents.com/ Headhunter Inc. 1421 www.headhunterinc.com

Heatmaster 737 www.heatmaster.nl

Hefring Marine 248 www.hefringmarine.com/

Heila Cranes S.p.A. 2829 www.heila.com

Heinen & Hopman 2543 www.heinenhopman.com

Helm Operations 2643 www.helmoperations.com

Henderson Auctions | marinebid 1158 www.HendersonAuctions.com

Hilb Insurance Brokers 1208 hilbgroupne.com/marine/ Hiller Companies (The) 2619 www.hillerfire.com

Hilliard Corporation (The) 1610 www.hilliardbrakesystems.com

Hilliard Enterprises, Inc. 3628

www.hilliardenterprises.com

Hilti Inc. 2843 www.hilti.com

Hockema Group, Inc. 1762 www.hockema.com/

Holloway Houston, Inc. 2357 www.hhilifting.com

Honeywell 2351 www.honeywellprocess.com

Hose Master 2209 www.hosemaster.com

Hose-McCann Communications 2033 www.hosemccann.com

Huber Inc. 929 supremeintegratedtechnology.com

Hug Engineering 2956 www.hug-engineering.com

Humphree USA Inc. 1010 humphree.com

Hydrasearch Company, LLC 1605 www.hydrasearch.com

Hydro Dynamics Solutions, LLC 1119 www.hdsmarine.com

Hyspan Precision Products 740 www.hyspan.com

iba America LLC 903 www.iba-america.com

IBIX North America, Surface Technologies, LLC 551 www.IBIXUSA.com

ICC Cable Corp. 2963 www.icccable.com

Icom America Inc. 1005 www.icomamerica.com/marine

ILS Ship Design & Engineering 1862 www.ils.fi/

IMS Marine Solutions 3319 www.imsdoors.com

Imtra Corporation 1719 www.imtra.com/

Incat Crowther 2310 www.incatcrowther.com

Industrial Packing & Seals, Inc. 3454 www.ipseal.com

Industrial Repair Service 3648 www.industrialrepair.net

Industrial Service Solutions 1029

www.workboat.com

ISS-NA.com

Infra-Metals Co. 1443 www.infra-metals.com

Ingersoll Rand 2239 www.IngersollRandProducts.com

In-Mar Systems, Inc. 1637 www.inmarsystems.com

Inmarsat Global 1805 www.inmarsat.com

Innomar Ocean Technology 446 www.innomar.no

InnovMarine Inc. 1664 www.innovmarine.com

Intellian Technologies 3154 www.intelliantech.com

Intercon 629 www.intercon.com

International Castings & Fabrication LLC 2109 www.icf-mfg.com

International Paint LLC 1946 www.international-marine.com/

International Ship Repair & Marine Services, Inc. 3446 www.internationalship.com

InterOcean Systems, LLC 1408 www.interoceansystems.com

Intsel Steel Distributors 2842 www.intselsteel.com

Inventech Marine Solutions 2957 www.lifeproofboats.com

ioCurrents 2961 www.iocurrents.com

IOW Group 2542 www.iowgroup.com/

IPS Pump Services 3454 ipspumpservice.com/

Irwin Car and Equipment 3161 www.irwincar.com

ISIC A/S 2449 www.isic-systems.com

Isoflex Technologies 2307 www.isoflextech.com

J & A Enterprises 2443 www.jandaenterprises.com

J A Moody Company 1652 www.jamoody.com

J H Menge & Associates LLC 3329 www.jhmenge.com

J.H. Fletcher & Co. 3439 jhfletcher.com

J.W. Winco, Inc. 2565 www.jwwinco.com

Jamestown Metal Marine Sales Inc. 1821 www.jmms.com

Jastram Engineering 2111 www.jastram.com

JD Neuhaus 3054 www.jdngroup.com

Jets AS 2829 www.jetsgroup.com

Jetstream of Houston 946 www.waterblast.com

JMP Corp. 3055 www.jmpusa.com

JMS Naval Architects 943 www.jmsnet.com

Joe's Septic/Environmental Contractors 2964 joesseptic.com

John Deere Power Systems 743, 1501 www.johndeere.com/marine

Johnson Brake SystemsJohnson Industries Ltd. 1143 brakes.ca

JonRie InterTech LLC 1804 www.marinewinch.com

Jotron 3456 www.jotron.com

JOWA USA, Inc. 2552 www.jowa-usa.com

JRC Americas, Inc. 1037 www.jrc.am

Kahlenberg Industries Inc. 2011 www.kahlenberg.com

Kalon Direct 259 kalondirect.com/

Kappler 3613 www.kappler.com

Karl Senner, LLC 2919 www.karlsenner.com

Kaya Ropes 2136 www.kayaropes.com/en

KEMEL USA 911

www.kemel.com

KENT Safety Products 2546 www.kentsafetyproducts.com

Kidde Fire Systems 908 www.kiddefiresystems.com

King Valve Company, LLC 1907 kingvalveusa.com

KING-GAGE (a NOSHOK Company) 3360 www.king-gage.com

Klüber Lubrication NA LP 3517 www.kluber.com

Kobelt Manufacturing Co Ltd 320 www.kobelt.com

Kohler Power 2101 www.kohlermarine.com

Kold-Ban International, Ltd 1002 www.koldban.com

Kongsberg Maritime 3219 www.kongsberg.com/maritime

Konrad Marine 706 www.konradmarine.com

Kropf Industrial Inc. 2555 www.kropfindustrial.com

KTI Systems Inc. / Keenan Filters 1354 www.ktisystems.com

La Marche Manufacturing Co 736 www.lamarchemfg.com

Laborde Products, Inc. 2719 www.labordeproducts.com

Lake Assault Boats 3671 www.lakeassault.com

Lasdrop Shaft Seals 955 www.lasdrop.com

LeBlanc & Associates, LLC 2543 www.leblancandassociates.com

Lewis Marine Supply 1901 www.lewismarine.com/

Lifeline Batteries Inc. 557 www.lifelinebatteries.com

Liferaft Systems Australia 2146 www.LSAMES.com

Light Structures AS 338 www.lightstructures.com

Lignum Vitae North America, LLC 1406 www.lignumvitaesolutions.com

Lincoln Electric Company 1521 www.lincolnelectric.com

2022 IWBS Exhibitor Listings

Exhibitor Listings

Linde Gas & Equipment Inc. 837 www.praxairusa.com

Linden Comansa America 954 northamerica.comansa.com/en

LionRock Maritime 244 www.lionrockmaritime.com

Lippert 1353 www.taylormadesystems.com

Livorsi Marine Inc. 2561 www.livorsi.com

Llebroc Industries 1743 www.helmchair.com

Lloyds Register 2953 www.lr.org

Logan Clutch Corporation 2508 www.loganclutch.com

Lokring Gulf Coast 2952 www.lokring.com

Lonseal Flooring 3367 www.lonseal.com

Lopolight 819 www.lopolight.com

Lo-Rez Vibration Control Ltd 1143 www.lo-rez.com

Louisiana Association for the Blind 3466 lablind.com

Louisiana Cat 2901 www.LouisianaCat.com

Louisiana Economic Development 2419 www.opportunitylouisiana.com

Lubriplate Lubricants 1554 www.lubriplate.com

Lufkin Gears LLC 1704 www.lufkingears.com

Luftex Gears Manufacturing & Services 1204 www.luftexgears.com

Lynden Logistics 2851 www.lynden.com/logistics

M&H Engineering 246 marineandhazardousengines.com/

Mackay Marine - Satellite Solutions & Marine Electronics 2153 www.mackaymarine.com

Maine Maritime Academy 1462 www.mainemaritime.edu

MAN Engines & Components Inc 2501

F Denotes International Workboat Show Exhibitors Advertising In this Issue: *Exhibitor list is subject to change. For the most updated list visit www.workboatshow.com

www.man-engines.com

Mareleng 3513 www.mareleng.com

Maretron 1004 www.maretron.com

MARIN - Maritime Research Institute Netherlands 1452 www.marin.nl

MarinaStep-SafeRack 3277 www.marinastep.com

Marine Group Boat Works, LLC 2206 www.marinegroupbw.com

Marine Jet Power 3129 www.marinejetpower.com

Marine Log 1301 www.marinelog.com

Marine Systems, Inc. 3101 www.marinesystemsinc.com

Marine Technologies LLC 2629 www.marine-technologies.com

Marine Travelift Inc. 1243 www.marinetravelift.com

Marine Yellow Pages 1363 www.marineyellowpages.com

Maritime Compliance International LLC 1909 www.maritimecomplianceinternational.com

Maritime Partners LLC 1219 www.maritimepartnersllc.com

Maritime Reporter and Engineering News 801 www.marinelink.com

Markey Machinery Company 3329 www.markeymachinery.com

Marsol Technologies 359 www.marsoltech.com

MarWear 348 www.marwear.is

Mascoat 3053 www.mascoat.com

Massachusetts Maritime Academy 2461 www.maritime.edu

Master Boat Builders, Inc. 3209 www.masterboat.net

Master Packing & Rubber Company (MPRC) 2861 www.mprcseals.com

Mastervolt | Navico Group 701 mastervolt.com

McDermott Light & Signal 2450 www.mcdermottlight.com

McLean Contracting Company 655 mcleancontracting.com

MCT Brattberg 3043 www.mctbrattberg.com

MechPro Inc. 3618 mechprousa.com/

Metal Shark 218 www.metalsharkboats.com

MetalCraft Marine/Stanley Boats 2436 www.metalcraftmarine.com

Metals USA - Plates & Shapes 1505 www.metalsusa.com

MetOcean Telematics 3622 www.metocean.com/ MGX Equipment 1646 www.mgxequipment.com

Michelli Weighing & Measurement 2753 www.Michelli.com

Michigan Wheel 2037 www.miwheel.com

Micro-Star Int’l Co. Ltd. 1865 acs.msi.com/

Mide Technology | Hutchinson 2060 www.mide.com

Miko Marine USA 713 www.mikomarine.com

Military Sealift Command 3545 www.msc.usff.navy.mil/

Miller Electric Mfg LLC 543 www.MillerWelds.com

Miller-Leaman Inc 639 www.millerleaman.com

Mitsubishi Turbocharger and Engine America, Inc 2819 www.mitsubishi-engine.com/

MMC International Corp 1344 www.mmcintl.com

MobileOps, Inc. 1118 www.mobileops.co

Modern Metals Recycling 658 modernmetalsrecycling.com/

Morse Rubber 3329 www.morserubber.com

www.workboat.com

Moteurs Baudouin 3153 www.baudouin.com

Motion Industries (MiMotion) 2665 www.motionindustries.com

Moxie Media Inc. 1007 www.moxielearning.com

MPW Filter Worldwide 3569 www.mpwfilter.com

MSHS (Formerly Motor Services Hugo Stamp/Governor Control Systems) 3019 www.mshs.com/ mtu (a Rolls-Royce solution) 2701 www.mtu-solutions.com

Murray and Associates LLC 1801 www.murrayna.com

Murray Ventilation Products, LLC 1801 www.murrayvenitilation.com

NAG Marine 1357 www.nagmarine.com

NAI Latter & Blum 1113 www.latterblum.com

Naiad Dynamics 3137 www.naiad.com

Naplesyacht.com w/ Legacy Innovations LLC 3581 www.naplesyacht.com

Natalie Jean Marine LLC 257

National Association of Marine Surveyors - NAMSGlobal 2338 www.NAMSGlobal.org

National Energy Equipment 2355 www.nee.ca

Nautican Research & Development Ltd 909 www.nautican.com

Nauticomp Inc. 636 www.nauticomp.com

Navtek Naval Technologies Inc. 2943 www.navtek.net

Neptune Marine 1961 www.neptunemarine.com

Newmar Power 2015 www.newmarpower.com

Nichols Brothers Boat Builders 1847 www.nicholsboats.com

NOAA, Office of Marine and Aviation Operations 2246

www.omao.noaa.gov/ NobelClad 1654 www.nobelclad.com

Noram Management LLC 3612 www.Mesongroup.com

North River Boats 3181 www.northriverboats.com

Northern Lights, Inc. 2729 www.northern-lights.com

Northern Safety & Industrial 429 www.northernsafety.com

Northrop Grumman Sperry Marine 2147 www.sperrymarine.com

Norwegian Electric Systems 3243 www.norwegianelectric.com

Norwegian Greentech AS 2829 www.norwegiangt.no

Norwegian Maritime Exporters 3243 www.nme.no

NOV 1154 www.nov.com

Nova Southeastern University

Project SEAMIST 255 osteopathic.nova.edu/ori/hazmat-healthand-safety/seamist.html

NRE Power Systems, Inc. 443 www.NrePowerSystems.com

NVI LLC 3649 www.nvindt.com

Occupational Health Center 536 www.occupationalhc.com/

Ocean Craft Marine 3481 oceancraftmarine.com/

Ocean Marketing Inc. 3565 www.oceanmark.com

Ocean Technologies Group 2846 oceantg.com/

OEG Offshore Inc 3647 www.oegoffshore.com

Oil States Industries, Inc. 3136 www.oilstates.com

Oil-Chem Research Corp. / zMAX 3645 zmax.com

Olson Aluminum Castings 1563 www.olsonalum.com

Omega Products Inc. 2237 www.omegaproductsinc.com

Omega Thermo Products 2529 www.omegathermoproducts.com

Omni Powertrain Technologies 2242 omnipowertrain.com

Omnisense Systems USA Inc. 1000 omnisense-systems.com/ Omnithruster Inc. 1247 www.omnithruster.com

On Site Alignment 3409 www.onsitealignment.nl

Onboard Response, LLC 456 obresponse.com

OneStep Power Solutions Inc. 440 onesteppower.com

OpenTug 253 opentug.com/ Optimarin 3243 www.optimarin.com

Orion Cordage Company 3608 orioncordage.com/ Orttech 2454 www.orttech.com

Outfitters International 3261 www.outfittersint.com

OXE Marine Inc. 3471 www.oxemarine.com

Pacific Pipe and Pump 1119 www.pacificpipeandpump.com

Pacific Power Group 2711 www.pacificpowergroup.com

Padgett-Swann Machinery Company, Inc. 3146 www.padgettswann.com

Palfinger Marine 2219 www.palfingermarine.com

Panel Components & Systems 1656 www.pc-s.com

Panel Specialists Inc. / FiproThermax 1057 www.panelspec.com

PANOLIN America, Inc. 1705 www.panolinamerica.com

Parker Water Purification 1921

Passenger Vessel Association 1365 www.passengervessel.com

Patterson Company 2017

2022 IWBS Exhibitor Listings

Exhibitor Listings

www.pattersonmfg.com

Paul Automobiles 1461 www.starterdrive.in

PCI Manufacturing LLC 3255 pci-mfg-llc.com/ PCS Construction Group 1552 www.pcscg.com

Pearlson Shiplift Corporation 2421 www.shiplift.com

Pemamek Ltd. 1519 pemamek.com/us PERKO, Inc. 2114 www.perko.com

Philadelphia Gear 805 www.philagear.com

Phoenix Labor Group 1953 phoenixlaborgroup.com/

Phoenix Lighting 2142 www.phoenixlighting.com

Pilot Marine Products 1747 www.comrod.com

Plascore, Inc. 1957 www.plascore.com

Platypus Marine, Inc. 942 www.platypusmarine.com

Point Eight Power Inc. 1129 www.pointeightpower.com

Point Lighting Corporation 718 www.pointlighting.com

Pole Star Maritime 1256, 1257 www.psmaritime.com

Porta Products Corporation 759 www.PortaProducts.com

Power Cell 1219 powercellgroup.com

Power Dynamics Innovations LLC / Redox 3529 www.powerdynamicsllc.com

Powertherm Maxim Silencers 1044 maximsilencers.com/

Precise Power Systems 806 www.precisepowersystems.com

Precision Tension Solutions LLC 2954 precisiontension.com

Premium Plate 1449 tfwarren.com/companies/premium-plate

Prime Mover Controls Inc. 1351

F Denotes International Workboat Show Exhibitors Advertising In this Issue: *Exhibitor list is subject to change. For the most updated list visit www.workboatshow.com

www.pmc-controls.com

ProCurve Glass Technology LLC 1342 www.procurveglass.com

Pro-Drive Outboards 2064 prodriveoutboards.com/

Professional Mariner 2512 www.professionalmariner.com/

ProfiSeal GmbH 2829 www.profiseal.com

ProMariner | Navico Group 701 promariner.com

Propspeed & CMP 2654 www.propspeed.com

PYI Inc. 1420 www.pyiinc.com

Quality Metal Works Inc. 1806 www.qualitymetalworks.net

R&M Lumen Electrical Inc. 1048 rm-electrical.com

R&P Technologies 656 www.rp-tech.net

R.M. Young Company 2938 www.youngusa.com

R.W. Fernstrum & Company 2529 www.fernstrum.com

Rasmussen Equipment Company 3501 rasmussenco.com/

Raymarine - FLIR 2813 www.raymarine.com/ Raytec Systems Inc. 1055 www.raytecled.com/

Raytheon Anschuetz GmbH 2855 www.raytheon-anschuetz.com/usa

Red Fox Environmental Services 2544 www.redfoxenviro.com

Red Sky Lighting LLC 813 www.redskylighting.com

Regal Rexnord 3429 www.regalrexnord.com/

Reliable Industries 2321 www.reliableindustries.com

RELiON | Navico Group 701 relionbattery.com

RelyOn Nutec 2465 www.relyonnutec.com

Remitite Offshore Shipbuilding & Eng 2950 www.remitite.com

Renold Hi-Tec Couplings 2404 renoldajax.com

Rescue Technology 2332 www.rescuetech1.com

Reserve Systems Inc 2560 reservesystems.net

Resolve Marine 1109 www.resolvemarine.com

REULAND 752 www.reuland.com

Reygar 2643 www.reygar.co.uk

Rhineland Cutlery 2661 www.RhinelandCutlery.com

RHOTHETA International Inc. 958 www.rhothetaint.com

RIBCRAFT 3271 www.ribcraftusa.com

Rice Nozzles - Metalmec 555 www.metalmec.com.mx

Rice Propulsion 3143 www.ricefoundries.com/en/inaval

Rigidized Metals Corporation 1210 rigidized.com/markets/marine

RINA 3452 www.rina.org

Rivertrace Ltd 1921 www.rivertrace.com

Riviera Maritime Media Ltd 907 www.rivieramm.com

RIX Industries 2053 www.rixindustries.com

Robert Allan Ltd. 2210 www.ral.ca

Rose Point Navigation Systems 1905 www.rosepoint.com

Roxtec 1419 www.roxtec.com/us

Royal Purple Synthetic Oil 3636 royalpurple.com

Rubber Design BV 2443 www.rubberdesign.nl

Rustibus Inc. 628 www.rustibus.com

Rutter Inc. 3614 rutter.ca/ RYDLYME Marine 638

www.workboat.com

www.rydlymemarine.com

Ryerson 2460 www.ryerson.com

Rypos Inc. 352 www.rypos.com

Sabine Surveyors Ltd. 2457 www.sabinesurveyors.com

Safariland 3362 www.safariland.com

SAFE Boats International 963 www.safeboats.com

Safeguard Technology 3275 www.safeguard-technology.com

SailPlan 550 www.sailplan.com

Sample Brothers, Inc. 738 www.samplebrothers.com

Samson Rope Technologies 537 www.samsonrope.com

Sauer Compressors USA 2453 www.sauerusa.com

SCANIA 3401 www.scaniausa.com

Schaefer Electronics Inc. 3629 www.schaeferpower.com

Schoellhorn-Albrecht Machine Company 2236 www.schoellhorn-albrecht.com

Schottel, Inc. 3029 www.schottel.com

Schuyler Companies 1118 www.schuylerco.com

Scienco/FAST (a subsidiary of BioMicrobics Inc.) 2518 www.sciencofast.com

Scurlock Electric 719 www.scurlockelectric.com

Sea Foam Sales Co 950 seafoamworks.com

Sea School 1952 www.seaschool.com

Sea3 Systems LLC 442 sea3-systems.com

Seacoast (a GCG company) 1518 www.seacoastusa.com

Sea-Fire Marine 1101 www.sea-fire.com

Sealevel Construction Inc. 1156 www.sealevelinc.com

Sealing Equipment Products Co. Inc. 256 www.sepcousa.com

Seas Of Solutions 1200 seasofsolutions.com

Seashore Maritime Services Limited 3447 www.seashoreltd.com

Seaside Marine International Drug Co.1560 www.seasidemarine.com

Seastone Marine Services 1562

Seatrax, Inc. 1548 www.seatrax.com

Seatronx 918 www.seatronx.com

Seattle Marine & Fishing Supply Co 947 www.seamar.com

Separator Spares & Equipment, LLC 2537, 2542 separatorequipment.com/

SF Marina 1965 www.sfmarinausa.com

SH Group 3038 www.shgroup.dk

Sharrow Marine 1401 www.sharrowmarine.com/

Shearer Group, Inc (The) 2651 www.shearer-group.com

Shell Marine 654 www.shell.com/business-customers/marine

Shift Clean Energy 1029 shift-cleanenergy.com

Ship 2 Shore 849 ship-2-shore.com

Ship Architects, Inc. 1309 www.shiparch.com

Ship Interior Systems 1854 www.shipinteriorsystems.com

ShipConstructor USA Inc 1543 www.shipconstructor.com

Shipnet 2643 www.shipnet.no

Ships Machinery International Inc 2829 www.shipsmachinery.com

ShipServ 1742 www.shipserv.com

ShipTracks 2643 www.shiptracks.com

Shockwave Seats 3381 www.shockwaveseats.com

Siemens Energy 2737 www.siemens-energy.com/marine

Signal Mate 2463 www.signalmate.com

Silent Running/Current Inc. 1511 www.silentcoating.com

Siltec USA, Inc. 756 www.siltec.us

Silva Non Skid Solutions 259 silvanonskidsolutions.com

Silver Ships, Inc. 3371 www.silverships.com

Simrad / Navico Group 701 simrad-yachting.com

Sinex Solutions 2148 www.sinexsolutions.com

Sionyx, LLC 904 www.sionyx.com

Si-Tex Marine Electronics 1842 www.si-tex.com

SKF 3047 www.skf.com/marine

Smith Berger Marine Inc./Marco 3329 www.smithberger.com

SNAME 1463 www.sname.org

Solar Boat Shades LLC 1052 www.solarboatshades.com

Solberg Crankcase Ventilation Systems 2004 www.solbergmfg.com

Sonetics Corporation 1848 www.soneticscorp.com

Sonihull 1360 sonihull.com/

Sound Propeller Services 1300 www.soundprop.com

Soundown Corporation 2443 www.soundown.com

Source IEx 1055 www.sourceiex.com

Southern Fasteners & Supply 1860 southernfasteners.com/

2022 IWBS Exhibitor Listings

Exhibitor Listings

Southern IoT 222

SouthernIoT.com

Southern Thrusters 318 www.southernthrusters.com

Southland Reach Rods 2213 www.southlandreachrods.com

Spears Manufacturing Company 1255 www.spearsmfg.com

Speich S.r.l. 1660 www.speich.com

Sperre Air Power AS 3243 www.sperre.com

Sponge-Jet, Inc. 1239 www.spongejet.com

Spurs Marine Manufacturing Inc. 2750 www.spursmarine.com

St. Johns Shipbuilding 1043 www.stjohnsshipbuilding.com

Standard Calibrations Inc. 3604 www.standardcal.com

STAR Center 2760 www.star-center.com

Starlight Maintenance, Inc. 3361 www.StarlightMaintenance.com

Steele Rubber Products 652 www.steelerubber.com/

Steerprop 3415 www.steerprop.com

Steiner Construction Company Inc. 3255 www.steinermarine.com

Steiner Shipyard 3160 www.SteinerShipyard.com

STI Marine Firestop 2110 www.stimarine.com

Straub Pipe Couplings 436 www.straub-couplings.com

Subsalve USA 713 www.subsalve.com

Summit Electric Supply, Marine Division 1051 www.summit.com/marine

Sun Powered Yachts 238 sunpoweredyachts.com

Sunbelt Rentals Inc 1361 www.sunbeltrentals.com

Supreme Integrated Technology 929 www.sitech-us.com

F Denotes International Workboat Show Exhibitors Advertising In this Issue: *Exhibitor list is subject to change. For the most updated list visit www.workboatshow.com

Supreme Manufacturing, Inc. 1364 suprememfg.net

Survival Systems International 2856 www.survivalsystemsinternational.com

Syncrolift Inc 3361 syncrolift.com

TAI Engineers LLC 3421 www.TAIEngineers.com

Taylor Devices, Inc. 3610 www.taylordevices.com

TDI / Tech Development 1105 www.tdi-turbotwin.com

T-Drill Industries 2352 www.t-drill.com

TEAM Industries Inc. 637 www.weldpositioner.com

TEC Sales 1455 www.tec-sales.com/ Techcrane International, LLC 1729 www.techcrane.com

Technical Marine & Industrial 1119 www.tmigreen.com

Techsol Marine 2660 www.techsolmarine.com

TECO 2030 INC 3337 teco2030.no/ Tees White Gill Thrusters 2551 www.teesgillthrusters.com

TEMP-COAT Brand Products 1511 www.tempcoat.com

Texas A&M University at Galveston & Texas A&M Maritime Academy 2554 www.tamug.edu

Texcel 3642 www.texcelrubber.com

The Marine Guardian 1211 www.themarineguardian.com

The Maritime Executive 2765 www.maritime-executive.com

The Timken Company 3237 timkenmarine.com

The Wing Group 3461 www.inflatablesolutions.com

Thomas Financial 1208 www.thomasusaf.com

Thoma-Sea Marine Constructors LLC 829 www.thoma-sea.com

Thordon Bearings, Inc. 1336 www.thordonbearings.com

Thrustmaster of Texas, Inc. 1229 www.thrustmaster.net

Tideman Boats US LLC 763 tidemanboats.us

Tiger Cranes 321 www.servicetrucks.com

Timco Industries Inc 2301 www.timcomarine.com

Titanium Marine Technologies LLC 1805 www.titaniummarine.com

TMS - LevelCom 1951 www.levelcom.net

Tnemec Company, Inc 3246 www.tnemec.com

Torqeedo 919 www.torqeedo.com

Total Control Systems 2557 www.tcsmeters.com

TOTE Services LLC 556 toteservices.com

TowWorks LLC 937 www.towworks.com

Trac Ecological-Drew Marine 1553 www.trac-online.com

Tradesmen International Inc. 1737 www.tradesmeninternational.com

Transfluid LLC 1009 www.transfluid.us

Transport Products and Service Enterprises, Inc. 3142 www.tpsemarine.com

Travelers Insurance 1956 www.travelers.com/ocean

Trelleborg Sealing Solutions 437 www.trelleborg.com

Triangle Enterprises, Inc 548 www.triangle-co.com

TriCab USA 3467 www.tricab.com/

Trident Maritime Systems LLC 857 tridentllc.com/

Tridentis 458 tridentis.com

Trimaco 3443 www.Trimaco.com

www.workboat.com

Triman Industries 3062 trimanindustries.com/

Trim-Lok Inc. 3233 www.trimlok.com

Triple Son Wholesale Timbers 2413 www.tripleson.net

Tube-Mac Piping Technologies 1561 www.tube-mac.com

Tug and Barge Solutions, Inc. 339 www.tbssafety.com

Twin Disc Incorporated 3201 www.twindisc.com

U.S. Coast Guard 457 www.uscg.mil

U.S. Navy - PEO SHIPS (PMS 300) 814 www.navsea.navy.mil

UBC Pile Drivers and Divers 2143 www.ubcpiledrivers.org

UES MARINE 1450 www.uesusainc.com

Ullman Dynamics USA LLC 3470 www.ullmandynamics.com

Unipar, LLC 3628 www.uniparllc.com/

Unique Group 1006 www.uniquegroup.com

United States General Services Administration (GSA) 755 www.gsaauctions.gov

United Titanium Inc. 3537 www.unitedtitanium.com

US Watermaker, Inc 1119 www.uswatermaker.com

Van der Leun North America, Inc. 2864 www.vanderleun.nl

Vanuatu Maritime Services Ltd 812 www.vanuatumaritimeships.com

Vard Marine Inc. 1833 vardmarine.com/

VDL Klima bv 2829 www.vdlklima.com

Veotec (Americas) LLC 1764 www.veotecamericas.com

Vera Navis Ship Design 952 veranavis.com

Vestdavit, Inc. 2054 www.vestdavit.no

VETUS Maxwell 1001 www.vetus.com/usa

VFS Fire & Security Services 1305 vfsfire.com

Vibratech TVD 3605 www.vibratechtvd.com

VICUS DT 1054 vicusdt.com/en/ Viega 3162 www.viega.us

Viper WRL Pty Ltd 1564 www.viperwrl.com

VITA Yachts | Power - 100% Electric 263 www.vita-power.com

Voestalpine Böhler Welding USA 258 www.voestalpine.com/welding/Brands/ Boehler-Welding

Voith Turbo, Inc. 1942 www.voith.com

Volvo Penta 2401 www.volvopenta.com

W & O 2119 www.wosupply.com

Wabtec Corporation 2129 www.wabteccorp.com/marine-solutions Wager Company 1819 www.wagerusa.com

Wago Corporation 433 www.wago.us

Wandfluh of America 929 www.wandfluh-us.com

Wartsila North America, Inc. 702 www.wartsila.com

Washburn & Doughty Associates Inc. 619 www.washburndoughty.com

Washington Alloy Company 2865 www.washingtonalloy.com/

Washington Chain & Supply 1655, 3329 www.wachain.com

Watermakers, Inc. 1547 www.watermakers.com

Waterways Journal, Inc. 329 www.waterwaysjournal.net

Waypoint Marine Service 763 www.waypointmarineservice.com/

WCT Marine & Construction 355 www.wctmarine.com

Weems & Plath 3643 www.weems-plath.com

WEG 1601 www.weg.net

Weld Mount - HB Fuller Marine 3364 www.hbfuller.com/marine

Wesco 2201 www.anixter.com/marine

WESMAR - Western Marine Electronics 1853 www.wesmar.com

Western Branch Metals Inc 2013 www.wbmetals.com

Whaly Boat USA 463 www.WhalyBoatsUSA.com

Wheelhouse Industries LLC 559 wheelhouseindustries.com

White Glacier 428 www.whiteglacier.com

Whiting Door Manufacturing Corporation 1460 www.whitingdoor.com

Willard Marine 563 www.willardmarine.com

Winteb USA Inc. 737 www.wintebusa.com

Wintron Electronics 904 www.wintronelectronics.com

Wooster Hydrostatics, Inc. 2852 www.woosterhydrostatics.com

Worksaver Employee Testing Systems 2763 www.worksaversystems.com

WPT Power Corporation 1800 www.WPTpower.com

Wynn Marine Ltd. 1637 www.inmarsystems.com

YANMAR America Corporation 2309 yanmar.com/us

Yarde Metals 3656 www.yarde.com

Yates Cylinders 1253 www.yatesind.com

ZF Marine Propulsion Systems 529 www.zfmarinepropulsion.com

Zodiac of North America, Inc. 858 www.zodiacmilpro.com

ADVERTISERS INDEX

Marine 84

North River Boats 30

Norwegian Maritime Equipment 75

Oil-Chem Research Corp. / zMAX 46

Panolin America Inc 51

Pennel USA 27

Philadelphia Gear, A Timken Brand 67

Eastern

Everglades

Fincantieri

Fincantieri

Fraser

Phoenix Labor Group 16

Platypus Marine 82

Pyrotek 9

Research Products/ Incinolet 78

RIBCRAFT USA 28

Rio Marine Inc 83

RIX Industries 33

R M Young Company 40 Robert Allan Ltd 70

Calumet Specialty Lubricants 47

Inc 58

Gladding-Hearn Shipbuilding 32 Greenbrier Marine 88

Gulf Coast Air &

Hydraulics Inc. Cover Tip Imtra Corp 15

Incat Crowther 56

Innovative Manufacturing 45 Intercon 18

Kahlenberg Industries Inc 34

Karl Senner, LLC CV4

KEMEL USA Inc 49

Laborde Products Inc 95

Logan Clutch Corp 38

Louisiana Cat 23

Lyon Shipyard Inc 62+63

Rapp Marine U.S. Inc/ MacGregor 73

MAN Engines & Components Inc 19

Marine Jet Power AB 69

Marine Specialised Technology Limited 85

Maritime Partners LLC 89

McDermott Light & Signal 79

Metalcraft Marine Inc 5

Mitsubishi Turbocharger and Engine America, Inc 21

Moose Boats 77

MTU - A Rolls-Royce

solution CV2

Nag Marine 60

Neptune Americas &

R W Fernstrum & Company 17

Schoellhorn-Albrecht Machine Company 74

Schottel GmbH 10

Scienco/Fast Systems 92

Scienco/Fast Systems 54

Sea Machines Robotics Inc. 53

SENESCO Marine 49

Southern Fasteners and Supply, Inc. 78

Southern Thrusters 28

Steiner Construction Company Inc 87

Steiner Shipyard Inc 52

STI Marine Firestop 91

Subsalve USA Corp 59

Thordon Bearings Inc 57

Transport Products and Service Enterprises, Inc. 66

Trimaco 25

Twin Disc Incorporated 3

Volvo Penta 55

W & O 72

Wabtec Corporation 80

Walther Electric 48

Washburn &

Doughty Associates Inc 92

White Glacier 34

WorkBoat 88

Yank Marine Inc. 61

Yanmar America 14

LOOKS BACK

DECEMBER 1962

• The second new 4,320-hp Humble Oil and Re ning Co. towboat, Esso West Virginia, was christened last month at Nashville Bridge Co.’s shipyard. The new towboat will push an integrated eight-barge tow, operating between Humble Oil’s Baton Rouge, La., re nery and company terminals in West Virginia, on the Ohio and Kanawha rivers. The new towboat, equipped with radar

and automatic pilot, is powered by two 12-cylinder Fairbanks-Morse opposed piston diesel engines, and carries a crew of seven.

• Another 108'×28'×17', 3,500-hp tug, Kerry Moran, was launched last month at Jakobson Shipyard, Oyster Bay, N.Y., for Moran Towing and Transportation Co. The twin-screw tug, powered by General Motors diesels, is a sister-

DECEMBER 1972

• The American Waterways Operators Inc. has led a complaint with the U.S. District Court for the District of Columbia “to enjoin, set aside, and annul” the recent decision by the Interstate Commerce Commission approving ownership and control by the Southern Railway Co. of Southern Region Coal Transport Inc. (SRCT), a subsidiary barge line.

• Upper Mississippi Towing Corp., Minneapolis, recently announced that UMTC and Harold G. Williams have

ship to the Patricia Moran, commissioned early in the fall. The vessel cost was approximately $750,000.

DECEMBER 1982

• Halter Marine, New Orleans, recently delivered the third and fourth boats of an eight-boat contract to Tidewater Marine Service Inc., also of New Orleans. The Budd Tide and the Julie Tide are sister tug/supply vessels measuring 192'6"×40'×15'. Shipboard power for the twin sister vessels comes from two Delco 150-kW generators driven by a pair of Detroit Diesel 12V71 engines. Main propulsion for

each boat comes from two EMD 12645 diesels developing 4,160 hp.

• The governor of Alaska recently said his state is having symptoms of the same disease which has knocked the bottom out of the Mexican economy — too great a reliance on easy-to-tax oil. Mexico used its potential oil wealth to embark on ambitious spending programs and now faces an $81 billion debt and an economic crisis.

acquired the assets of Gulf Atlantic Towing Co. from Citadel Industries, New York.

• Recently delivered by Halter Marine Fabricators, Moss Point, Miss., State Treasure, a 176'×38'×14' offshore service vessel, is the sistership to the State Diamond, which was delivered the rst week of October. The vessel is for the State Boat Corp., Wilmington, Del., and will work oil rigs off the Louisiana coast.