WorkBoat April 2017

Alaska Escort Tugs • Waterjets • Towboat Report ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

APRIL 2017

School Age The different shapes of maritime training.

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ON THE COVER

®

APRIL 2017 • VOLUME 74, NO. 4

The SUNY Maritime College training vessel Empire State VI. Photo courtesy of SUNY Maritime

FEATURES 20 Focus: Push and Shove Edison Chouest will take over Prince William Sound shipescort/shipdocking duties from Crowley in 2018.

24 Vessel Report: Undertow Amidst a sluggish barge market, towboat orders slow.

32 Cover Story: High Class Maritime training occurs in class and at sea.

20

BOATS & GEAR 26 On the Ways • All American Marine building 600-passenger hybrid-electric tour vessel for San Francisco • Gladding-Hearn delivers Chesapeake-class pilot boat to Michigan • Lake Assault Boats building new 34' fireboat for Pittsburgh • ACBL christens 3,000-hp towboat built at Steiner Construction • Turn Services takes delivery of refurbished 4,400-hp towboat • Chesapeake Shipbuilding delivers another Sassafras-class tug to Vane Brothers

38 Jet Power The latest technology from the waterjet market.

AT A GLANCE 8 8 9 10 11 12 13

On the Water: Know your navigation rules.

Captain’s Table: The future direction of the Coast Guard.

Energy Level: Expect more offshore service bankruptcies.

WB Stock Index: Industry stocks post small gain in February.

Inland Insider: The size problem of cargo shipments.

Insurance Watch: The correct insurance for working overseas.

Legal Talk: Cellphone use and limiting liability.

NEWS LOG 14 14 15 15 16

Trump budget proposal targets Coast Guard, NOAA for cuts.

Coast Guard pulls in big cocaine haul.

EPA signs off on Puget Sound no discharge zone.

N.Y. commuter ferries hit the water at Horizon and Metal Shark.

Sea Year training resumes at Kings Point.

www.workboat.com • APRIL 2017 • WorkBoat

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38 DEPARTMENTS

2 Editor’s Watch

6 Mail Bag 42 Port of Call 47 Advertisers Index 48 WB Looks Back

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Learning experience

T

he marine industry is tough. To survive in it one has to be tough — but is that a mariner’s most important attribute? What about skill?

In the movie “Man on Fire,” Denzel Washington’s character, Creasy, is helping little Pita Ramos (Dakota Fanning, about 10 at the time) prepare for a swim meet. After swimming a personal best, she says something about having to be tough to win. Creasy, her bodyguard, a very tough guy indeed, tells her, “There’s no such thing as tough.

There’s trained and untrained.”

In the marine business, there’s also trained and untrained. The untrained mariner or shipyard worker can put himself/herself and others on a vessel or in a shipyard at risk. The untrained mariner or shipyard worker is a safety hazard, not to mention a drag on the proper operation of the vessel or shipyard, which costs the owner money.

Many companies have their own training methods and facilities, but many don’t. They have to send their people to training facilities to get the skills needed to tough it out in the maritime world.

“Safety training is just as important as maintenance,” Fremont Maritime’s director, Jon Kjaerulff, told me as part of this month’s cover story about maritime training and marine education (see page 32). “But if you give someone a duty, you should train them to do it before you assign it to them.”

In the story, Kirk Moore looks at a different kind of training — the training it takes to be a marine engineer or naval architect. His section of the cover story focuses on both the Webb Institute, founded in 1889 and located on Long Island’s North Shore, and the

Ken Hocke, Senior Editor

University of Michigan, Ann Arbor, to see what it takes to master those disciplines. The curriculums are tough but worth the effort.

“Every single one of our undergraduates gets multiple job offers,” said David Singer, associate professor in the Naval Architecture and Marine Engineering Department (NAME) at Michigan’s College of Engineering.

In another facet of the story, Dale DuPont examines the need that U.S. maritime academies have for updated vessels to help train tomorrow’s mariners. The State University of New York Maritime College’s training ship is 56 years old, Massachusetts Maritime Academy’s ship is 51 years old, and Maine Maritime’s vessel is only 28 years old but has a propulsion system that is 34 years old. khocke@divcom.com

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

Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 17

by Diversified Business Communications.

Printed in U.S.A.

www.workboat.com • APRIL 2017 • WorkBoat

3/14/17 12:33 PM

6 M26.3

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We provide custom training Solutions for One individual or to large fleets · Emergency Response · Shipboard Safety · Basic Safety Training · Marine Fire Training

Building a culture of safety since 1989.

TRAINING THAT WORKS FOR YOU!

PUBLISHER

Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR

Kirk Moore kmoore@divcom.com

ONLINE EDITOR

Ashley Herriman aherriman@divcom.com

CONTRIBUTING WRITERS

Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Max Hardberger • Kevin Horn • Joel Milton • Bill Pike • Kathy Bergren Smith

Dylan Andrews

ART DIRECTOR

PUBLISHING OFFICES

Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609

Southern/Editorial Office: P.O. Box 1348 • Mandeville, LA 70470 • Fax: (985) 624-4801

Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610

ADVERTISING

PRODUCTION & ADVERTISING

PROJECT MANAGER Wendy Jalbert 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 (207) 842-5616 • Fax: (207) 842-5611

wjalbert@divcom.com

EASTERN U.S. AND CANADA EUROPE Kristin Luke (207) 842-5635 • Fax: (207) 842-5611

kluke@divcom.com

WESTERN U.S. AND CANADA

PACIFIC RIM Susan Chesney (206) 463-4819 • Fax: (206) 463-3342

schesney@divcom.com

GULF / SOUTHERN U.S.

SOUTH AND CENTRAL AMERICA Jeff Powell (207) 842-5573 • Fax: (207) 842-5611

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CALL for yourself or for your fleet and get a customized training solution.

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David Cohen (207) 842-5496 • Fax: (207) 842-5611

dcohen@divcom.com

EXPOSITIONS (207) 842-5508 • Fax: (207) 842-5509 Producers of The International WorkBoat Show, WorkBoat Maintenance & Repair Conference and Expo, and Pacific Marine Expo www.workboatshow.com

EXPOSITION SALES DIRECTOR Chris Dimmerling (207) 842-5666 • Fax: (207) 842-5509 cdimmerling@divcom.com

PRESIDENT & CEO

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EXECUTIVE VICE PRESIDENT Michael Lodato mlodato@divcom.com

www.workboat.com • APRIL 2017 • WorkBoat

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3/7/17 11:49 AM

Wants more rec boater safety courses

I

’m writing you in regards to Capt.

Alan Bernstein’s recent WorkBoat magazine column about recreational boaters (“Sharing the waterways,” part two, January 2017). I have been a boat captain on the Lower Mississippi river for 20 years, and have had my fair share of run ins with recreational boaters. My concern is the lack of boater

safety courses offered for recreational use.

Does someone have to have a permit or special license to offer a basic class for rules of the road and boater safety on a recreational level? I have asked my local wildlife office the same question, and I cannot get a direct answer.

This is something that I have had an interest in doing for some time, not only on a recreational level but on a commercial level as well.

ENGINEERED COOLING SOLUTIONS.

In Louisiana we have an online boater safety course. However, anyone with book smarts can pass a test. The real test starts on the water. I would like to offer a basic hands-on course where I teach rules of the road, safe passage and boater safety. Once that is complete, I would take them out on a boat and let them demonstrate that they can actually do it.

If you could give me some insight into this or help point me in the right direction it would be greatly appreciated.

Capt. Charles Ricord Violet, La.

Editor’s note: I would suggest reaching out to your local Coast Guard district office to find out what the requirements are to offer a basic boating class.

BMT also designs wind farm service vessels

I

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just read the article by Kirk Moore in the January 2017 issue of WorkBoat (“Stiff Wind”) that highlights the Blount-built wind farm crewboat as well the Isle of Wight companies. It was a nice article, but I wanted to point out that he missed one of most prolific designers of wind farm transfer boats in the world, BMT. We have more boats around the world than either of the two designers mentioned in the article. We are a member of the Maryland-based Business Network for Offshore Wind and were a featured speaker at the International Offshore Wind Partnering Forum in Newport, R.I., in October. We also have been in talks with U.S. builders and have four new ferries under construction at Metal Shark and the Armstrong Marine facility in North Carolina.

I have attached some pertinent info for your consideration.

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3/6/17 1:43 PM

On the Water

Getting navigation rules right

S

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

hould you use one whistle signal or two? It sure sounds simple when you’re making meeting, crossing or passing arrangements with another vessel. But I’ve learned never to take it for granted that such an agreement is fully understood by both vessel operators. You must get it straight before, not while, you execute a maneuver.

Since failure to understand another vessel’s intentions is often the root cause of collisions, removing as much potential ambiguity as possible is always a good idea.

At its most basic level, it comes down to this: Navigation rules call for sound (whistle) signals to be exchanged between vessels or a verbal agreement to be reached over the VHF radio, sufficiently in advance in both time and space to allow for safe passage, with radio communication being the modern de facto standard. There are benefits to each. Whistle signals (when accurately heard) can

Captain’s Table Where is the Coast Guard heading on key issues?

I

By Capt. Alan Bernstein

Alan Bernstein, owner of BB Riverboats in Cincinnati, is a licensed master and a former president of the Passenger Vessel Association. He can be reached at 859-292-2449 or abernstein@ bbriverboats.com.

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have been listening to Coast Guard officials recently to try and get an indication of where the agency is heading on a number of fronts. Budget constraints, resource challenges, and Congressional and regulatory mandates will bring changes.

Here are a few things to watch: Safety management systems. Most U.S. commercial vessels on international voyages and foreign vessels are required to have a safety management system (SMS). Under Subchapter M, towboats will be required to have a towing vessel SMS. Congress has also directed the Coast Guard to develop a regulation that would require some U.S.-flagged passenger vessels to have an SMS. A SMS is good for everyone. As a Streamlined Inspection Program (SIP) participant, I welcome the idea. An SMS allows us to better manage risk and improve safety. The Passenger Vessel Association (PVA) has developed an SMS called Flagship and submitted it to the Coast Guard for approval.

Coast Guard inspections and risk-based deci-

quickly cut across any language barriers, while voice communication (when clearly understood) can quickly convey much more information and allow for far more nuance. The latter is a big plus when operating in heavy traffic in congested waterways and ports.

The downside to each is a human trait we haven’t yet found a cure for. “Message received” and “message understood” do not have the same meaning. While the slang terms for the old whistle signals sure sound salty over the radio, the possibility of misinterpreting them and making costly mistakes can sometimes increase with their use, particularly in overtaking situations.

So when I have the slightest doubt whether another vessel has fully understood my intentions, or vice versa, I immediately revert to the strict use of clear directional terminology such as, “Is it alright for me to overtake you on your starboard side?”

Or, “Okay, I’ll see you port to port.” This serves to remove as much of the doubt as possible.

Editor’s note: This column first appeared in the June 2011 issue of WorkBoat.

sions. Some decisions by the Coast Guard relating to vessel operations and safety regulations have not always used risk as a starting point. Recently, however, I was pleased to learn that the Coast Guard has developed a comprehensive inspection matrix to be used by inspectors that ranks Subchapter T and K passenger vessels based on a risk analysis. Now, a vessel operator that, based on the matrix, is considered low risk may receive an expedited inspection. This is a positive step forward and will allow both the operator and the Coast Guard to improve efficiency without jeopardizing safety.

Third-party inspections. With the release of Subchapter M, we now know that the Coast Guard will look to third parties to handle the majority of inspections for the towing industry. I am concerned that this will also be the case with passenger vessel inspections. I am against any initiative that would replace Coast Guard inspection for passenger vessels.

So what does all this mean? It signifies a major change in the way the Coast Guard will do business in the future. While change can be intimidating, we should keep an open mind while closely monitoring the situation.

www.workboat.com • APRIL 2017 • WorkBoat

3/9/17 3:36 PM

Energy Level More offshore service bankruptcies?

By Bill Pike

T

he Houston Chronicle carried news of the Emas Chiyoda Subsea bankruptcy on the front page of its Feb. 28 business section. The company is owner and operator of a group of subsea construction vessels.

The announcement is not good news for the company or its 200 Houston employees. It is not good news for the offshore service vessel industry either.

But more troubling is the litany of company bankruptcies and financial hardships leading up to this event, together with the likelihood that they will continue as oil prices remain well below 2014 levels.

The continuation of depressed oil prices, “expected to average $57.52 a barrel in 2017, even if OPEC extends its supply cuts and global demand continues to improve,” noted Reuters, will sustain the progression of bankruptcies and financial distress. It is particularly intense on the Gulf Coast.

While discussing service companies in the Louisiana ports of Iberia and Terrebonne, David Rabalais, execu-

tive director at the Port of Terrebonne in Houma, noted in The Acadiana Advocate that “they’re trying to pick up work anywhere they can … I’m sure they’re trying to get work all over the world.”

For many, however, the work is just not there, no matter how hard they try.

And it won’t likely be there any time soon. According to a recent report from New York-based AlixPartners (“Global oil & gas industry outlook for 2017: the three Rs – restructurings, realignment, and some rebuilding, February 2017”), the U.S. upstream industry would need oil prices to climb to $80 bbl. and stay there for cash flows to become truly “healthy.” Until that happens, the OSV market will remain in the toilet.

In few places is it more obvious than with Tidewater, the largest OSV operator in the world. Last summer, CEO Jeff Platt warned that the New Orleans-based company might well default on part of its debt, despite having received payment extensions on some of its notes. Bankruptcy was mentioned often. A third set of waivers, effective until March 13, was granted in early March. On Feb. 7, Tidewater reported third-quarter results. They were not encouraging. The company reported a third-quarter loss (for the period ended

www.workboat.com • APRIL 2017 • WorkBoat

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Dec. 31, 2016) of $297.7 million, or $6.32 per common share, on revenues of 129.2 million. For the same quarter in 2016, losses were $19.2 million, or 42 cents a share, on revenues of $218.2 million.

Clearly, things must change at Tidewater and other OSV operators. The threat of bankruptcy is a cloud hovering over the entire Gulf Coast, with no front in sight to clear it out. *** Editor’s note: With this issue, we are suspending our monthly offshore service vessel day rates and fleet utilization report. We launched our OSV day rates and utilization survey in the magazine over 20 years ago.

The survey initially included 32 OSV operators. Due to the depressed U.S. Gulf offshore services market, several OSV companies that had been longtime contributors to the survey have dropped out or are no longer operating. Due to this erosion in the number of survey respondents, we feel that we can no longer offer an accurate snapshot of U.S. Gulf supply vessel and crewboat rates and utilization. We fully intend to resume the survey once market conditions improve, and we can once again offer accurate data.

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3/9/17 3:35 PM

STOCK CHART For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/ workboat-index.aspx

WorkBoat Composite Index Index gains 1.7%

T

he WorkBoat Composite Index posted its second consecutive gain in 2017, rising over 30 points, or 1.7%.

For the month, losers topped winners, 17-12.

Despite most offshore service operators losing ground in February, the Operators Index was up slightly. Top percentage losers for the month included Tidewater, Hornbeck Offshore, Gulf Island and Gulfmark Offshore.

Among the operators that gained

ground was Kirby Corp.

In February, the Houston-based tank barge operator reported fourth-quarter earnings of 60 cents a share on revenue of $435.7 million, beating estimates.

Kirby Chairman Joe Pyne said during the February earnings call that he was optimistic about 2017.

“Our guidance for the inland marine utilization presumes a balanced market and improving pricing in the latter part of the year,” Pyne told analysts. “And

INDEX NET PERCENT COMPARISONS 1/31/17 2/28/17 CHANGE CHANGE Operators 336.12 340.68 4.56 1.36 Suppliers 2897.69 2925.18 27.49 0.95 Shipyards 2317.65 2445.14 127.50 5.50 Workboat Composite 1805.13 1835.92 30.79 1.71 PHLX Oil Service Index 180.24 175.89 -4.35 -2.41 Dow Jones Industrials 19864.09 20812.24 948.15 4.77 Standard & Poors 500 2278.87 2363.64 84.77 3.72

in our coastal market, we continue to face challenges this year but the path to a better market is clear. And there are many reasons to believe the outlook could grow more constructive if current trends in the oil and gas market continue.”

“We entered 2017 in a strong financial position with the lowest debt to capitalization rate that we’ve had in two years and an expectation that 2017 free cash flow before acquisitions will be on par or possibly higher than it was in 2016,” said David Grzebinski, Kirby’s president and CEO. “Our marine fleet is in great condition with the lowest average vessel age that we’ve ever had and the inland market is poised for recoveries later this year with the added benefit of new chemical volume likely to come on-stream late this year and continue for several more years beyond that.”

— David Krapf

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3/9/17 3:36 PM

Inland Insider

The shipment size problem

T

he various transportation modes often portray their physical characteristics in a favorable light.

In the past, railroads would show pictures of long freight trains with four-person crews (less today). Barge lines would tout that one dry bulk barge’s 1,500 tons of capacity is the equivalent of about 15 rail cars and 70 trucks. These are accurate snap shots but they fail to account for the reality of other circumstances.

The large shipment size for barge use, 1,500 tons, is tailored for high cargo volumes. However, the carload rail shipper, 100 tons to 110 tons, cannot efficiently use barges. The typical shipment size for trucks, 22 tons to 25 tons, is four to five times smaller than a typical carload rail shipment, making barge use even less efficient.

For shippers to efficiently use barges, it must be a bulk cargo equivalent in multiple rail cars, generally at least 1,500 tons. High volume rail shipments that are suitable for barges are difficult to identify. Un-

less the cargo has direct access to waterway docks, any distance from the waterway means additional transportation costs.

Ideally, waterways work best when a cargo shipment originates and terminates from docks on the waterway. In these situations, barge is generally cost effective compared to rail.

The barge cost efficiencies of dock to dock movements compared to rail tend to be reduced when the cargo does not originate or terminate on the waterway. Truck costs between shipping and or receiving docks can quickly add substantial cost and eliminate the waterway cost advantage.

Containerized cargo is an extreme example of the “shipment size problem.” About 40 to 48 FEUs (40' equivalent units) can be loaded on each barge.

Most of the inland waterways network lacks the volume of containers moving between two points to efficiently use one barge, let alone tows of multiple barges of containers.

Barges are impressive in size but there are just so many places you can ship and receive 1,500 tons of cargo at one time. The rest will move by rail or truck.

By Kevin Horn

Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at khorn@gecinc.com.

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3/9/17 3:36 PM

Insurance Watch Working abroad

E

very commercial boatbuilder has a general liability insurance policy that covers domestic liabilities at its yard or elsewhere in the U.S. This

policy follows a boatbuilder abroad when taking a short business trip to attend a boat show or visit a client overseas (as long as the suit is brought in a U.S. court.)

But what about extended periods of time spent in a foreign country at a yard or defense base? Do you have an office in another country, or an employee who works predominantly overseas?

You may need foreign liability as well as Defense Base Act (DBA) coverage.

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Foreign liability coverage will take care of extended stays or permanent locations internationally.

Liability, business auto, employer’s liability and even kidnap and extortion can be added

By Chris to this coverage.

Richmond Once you have this coverage it is important to examine the policy exclusions. Are certain countries excluded?

Are certain activities not covered? Just because you have a policy in force, don’t assume all your activities are covered. This is when you need to have a heart-to-heart talk with your insurance agent so you can fully explain where you are going and what you will be doing while you are there.

And what about your employees who are commissioning the new patrol boat at a military base overseas? They receive U.S. Longshore and Harbor Workers Compensation Act (USL&H) coverage under DBA. This is an endorsement that is added to your workers compensation policy. Most likely the contract you have will require you to provide evidence of this coverage before you engage in operations at the foreign base, but always double-check with your agent beforehand to make sure it is in place.

We are seeing more and more builders looking overseas for new opportunities. An appropriate insurance program for activities abroad is vital to protecting this overseas business.

Editor’s note: With this issue, Chris Richmond takes over this space from longtime columnist Gene McKeever, who has decided to retire fulltime. We wish Gene all the best.

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

www.workboat.com • APRIL 2017 • WorkBoat

2/25/17 6:28 PM

3/9/17 3:37 PM

Legal Talk

Cellphone use in ferry accident

A

cellphone call on the bridge of a ferry recently became the focus of a California federal court in examining a 2013 accident on San Francisco Bay. The ferry, operated by the Golden Gate Bridge, Highway & Transportation District (Golden Gate), collided with a speedboat. The owner of the speedboat was seriously injured and its operator was killed. In the jury trial, claimants’ closing arguments were that the ferry captain was distracted by a cellphone call and did not see the speedboat.

Golden Gate filed a petition to limit liability.

Limiting liability is something that frequently arises in maritime accidents. If a vessel owner’s bid to limit liability is successful, they are basically only on the hook for the post-casualty value of the vessel.

In December 2016, the court rendered its decision on Golden Gate’s petition to limit liability. At a glance, a casual observer could say that cellphone use is not within the control of a shipowner.

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After all, shipowners have control over things like inspecting engines, requiring lifeboat drills, or ensuring STCW training. They can’t control a cell call on the spur of the moment, right?

Well, it isn’t quite that simple. Courts tend to look beneath the surface in limitation proceedings. For instance, in the 2003 Staten Island Ferry accident, the court looked at operating policies and practices when the city of New York attempted to limit liability. The court ruled against the city and did not allow it to limit liability to the $14.4 million post-casualty value of the ferry.

In this West Coast case, the court didn’t see the situation as simply a matter of a spontaneous phone call. The court felt that the ferry operator didn’t meet its legal burden of demonstrating a lack of privity or knowledge (which if met, would have enabled limiting liability). The court noted that Golden Gate didn’t have a policy for the use of cellphones by captains. Additionally, the court pointed out that it knew its captains carried personal cellphones while operating ferries and permitted their use.

As a result, the court denied Golden Gate’s attempt to limit liability.

By Tim Akpinar

Tim Akpinar is a Little Neck, N.Y.based maritime attorney and former marine engineer.

He can be reached at 718-224-9824 or t.akpinar@ verizon.net.

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3/9/17 3:37 PM

APRIL 2017

NEWS LOG NEWS BITTS

Coast Guard

COAST GUARD MAKES RECORD COCAINE BUST The Coast Guard’s biggest maritime cocaine seizure in nearly two decades yielded 4.2 tons of cocaine with an estimated wholesale value of $125 million.

The seizure occurred when the 154' Sentinel-class fast response cutter Joseph Napier intercepted a fishing boat in international waters off Suriname.

Four Guyanese men were detained on the 70' Lady Michelle Feb. 16 as Coast Guard boarders seized the drug bales.

A Trinidad and Tobago Spa-class (standard patrol) coast guard cutter based out of Staubles Bay, Trinidad, was on a joint patrol with the Napier and provided safety and escort assistance, as the Lady Michelle was taken under tow.

The smugglers were taken to St. Croix to face prosecution by the U.S. Attorney’s Office for the Virgin Islands. The fishing vessel was towed to its homeport island of St. Vincent by the 210' medium endurance cutter Vigilant, and the Napier offloaded its cocaine haul at Coast Guard Sector San Juan, Puerto Rico. – K. Moore

The Stratton, the third National Security Cutter, during sea trials.

T

he Coast Guard would take a 14% hit to its budget and lose a planned ninth National Security Cutter (NSC) under an early Trump administration budget proposal that came under immediate fire in Congress.

The White House Office of Management and Budget called for cutting Coast Guard spending by $1.3 billion and targeting ship construction for $500 million — the obvious target being the next 418' NSC to be built at Huntington Ingalls Shipbuilding, Pascagoula, Miss.

“The impact of OMB’s direction to the Coast Guard is unknown at this time,” Ingalls spokesman Bill Glenn said in a terse statement issued to news media. “We have already purchased long lead materials and have begun pre-construction.”

The National Oceanic and Atmospheric Administration face a 17% cut in the first budget guidance issued by OMB for the 2018 fiscal year starting Oct. 1. NOAA’s satellite division would 14

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be cut 22%, while the Office of Oceanic and Atmospheric Research could take a 26% hit.

Former NOAA scientists warned such cuts would undermine storm forecasts and warnings. Republicans in Congress criticize NOAA’s climate change work, but the proposed cuts invited pushback from coastal state lawmakers – as did the Coast Guard budget plan.

“It’s nonsensical to pursue a policy of rebuilding the armed forces while proposing large reductions to the U.S. Coast Guard budget,” wrote Rep. Duncan Hunter, R-Calif., chairman of the House Subcommittee on Coast Guard and Merchant Marine, in a letter warning it conflicts with Trump’s own policy priorities.

“Whoever is advising President Trump that the service could do more with even less is detached from the facts and reality on the ground,” said Frank LoBiondo, R-N.J., a subcommittee member whose district includes

Coast Guard

Trump budget takes aim at Coast Guard, NOAA

A February cocaine seizure was one of the Coast Guard’s biggest.

the Cape May Training Center and Air Station Atlantic City.

The Coast Guard is instrumental to the administration’s goals of border control and drug interdiction, Hunter wrote, noting that the Coast Guard seizes more cocaine at sea than what is captured by all other domestic law enforcement agencies.

www.workboat.com • APRIL 2017 • WorkBoat

3/14/17 10:01 AM

The NSCs play a notable role in that high seas mission, patrolling the eastern Pacific in joint law enforcement operations to detect smugglers moving cocaine by speedboats and semisubmersibles. Sen. Thad Cochran, R-Miss., got $640 million attached to a 2015 spending bill to pay for an additional cutter in the class. Hunter said the service could use five more.

“The termination of this contract is especially disconcerting when considered alongside the operational successes these assets have demonstrated, not to mention the hundreds of high paying American jobs that would be lost,” Hunter wrote.

The OMB recommendations came days after the Coast Guard awarded $20 million in contracts for design studies and analysis for planning a new heavy polar icebreaker, the first in a class of three ships to be built by the mid-2020s. – Kirk Moore

EPA OKs Puget Sound no discharge zone

T

he Environmental Protection Agency (EPA) has given its blessing for Washington state to designate Puget Sound a no discharge zone (NDZ), a move that would cost boat owners thousands for retrofits and has spurred at least one to consider moving his vessels out of the state.

Tugboats, commercial fishing boats, small commercial passenger vessels and National Oceanic and Atmospheric Administration research and survey vessels would have five years to comply, the state said.

The state conceded in its petition to EPA that additional pump out infrastructure would be helpful. It also built in the delay because of some unique retrofitting challenges, “such as requiring engineered designs with extra safety considerations and in some cases, significant costs.”

How significant? For the eight passenger vessels affected, installing a holding tank in lieu of a Coast Guardapproved marine sanitation device would require a vessel remodel or replacement costing at least $650,000.

Tugboat bills would range “from negligible to $161,000 per vessel with about 100 of the 150 Puget Sound” vessels needing a retrofit, the state said.

“The sound-wide NDZ will effectively shut down our operations in Puget Sound,” said Capt. Dan Blanchard, owner of Uncruise Adventures, a small ship cruise line whose itineraries include Alaska, Hawaii, coastal Washington and the Columbia and Snake Rivers. “We will move our underway vessel operations out of Seattle and Washington state.

“There are only two commercial pump out stations, and they are far away from where we operate and are physically too small to fit our vessels, meaning there are no commercial pump

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Creative Commons/Chuck Taylor

out stations for us,” Blanchard continued. “Due to tonnage and stability regulations we will not be able to build tanks large enough to store the amount of effluent that we create in a week’s time, it’s simply not possible from a physical standpoint.

“Like the rest of the NDZ process, the state grossly underestimates the cost of building such tanks in our vessels and ignored us when we shared with them the regulations on tonnage and stability that leave our hands tied.”

Blanchard said he will “continue to invest in modifications and installations of new state of the art federally approved marine sanitation devices, but alas these will be outlawed in the state of Washington.”

Tugboat owners are concerned, too.

“There are a few places for yachts to pump out, but there’s no commercial spot,” said Bob Shrewsbury, co-owner of Western Towboat Co., Seattle. “Not a lot of people are set up to deal with

A tug passes cruise ships docked on Puget Sound’s Elliott Bay near Seattle.

this.”

While all the new boats they’ve built in the last 15 years have fair size holding tanks, the new regulation could affect the older boats in Western’s fleet of 22.

The EPA said in a Federal Register notice that it has determined that adequate facilities for removal and

treatment of sewage from vessels are “reasonably available” in Puget Sound.

In response to comments that EPA’s action was regulatory overkill, the agency earlier said the federal Clean Water Act provides that a complete prohibition on vessel sewage discharges is OK “where the stated conditions are met.”

Responding to comments on the

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3/6/17 1:43 PM

Sea Year training resumes at USMMA

S

ea Year training resumed in March for midshipmen at the U.S. Merchant Marine Academy, after three commercial operators met new policy standards against sexual harassment mandated by the U.S. Maritime Administration.

Crowley Maritime Corp., Maersk Line Ltd., and American President Lines provided half the placements for the academy’s commercial Sea Year program before it was suspended in 2016.

Marad is reviewing plans from other companies “to combat sexual assault, sexual harassment and other coercive behaviors,” said Joel Szabat, Marad executive director, in announcing the return. “Commercial Sea Year training is a core training component of the academy and its midshipmen, and critical to the success of the industry, as today’s midshipmen are tomorrow’s operators.”

Five additional shipping companies are in line to rejoin the program, according to the USMMA Alumni As-

Citywide ferry heading for the water at Horizon.

First NY commuter ferries hit the water at Horizon Shipbuilding and Metal Shark

T

he first three 86'x29'x11'6" aluminum catamaran ferries for New York’s CitywideFerry Service entered the water in February. Horizon Shipbuilding launched the first boat at its west yard in Bayou La Batre, Ala., and two more went into the water at Metal Shark’s facility in Franklin, La., less than two weeks later.

Horizon is building 13 of the 19 new 149-passenger ferries designed by Incat Crowther that will service six routes and 10 new ferry landings. Metal Shark is building the other six ferries.

San Francisco based Hornblower Cruises & Events subsidiary HNY Ferry Fleet LLC will act as operator of the new citywide service. Now that the boats are wet, they still have to go through final outfitting, dock trials and sea trials down south before making their debut in New York.

“We got the award in June (2016) and we started planning — 15 of us,” said Lance Lemcool, Horizon’s business development manager. “We had our plan fleshed out in four weeks and we were cutting jigs.”

About three years ago, Metal Shark opened the Franklin yard in an effort to attract contracts for larger vessels like the New York ferries. “Yes, I had this type of project in mind. I can’t say it was exactly the market I expected to build in, but that is what presented itself,” said Metal Shark CEO Chris Allard. “We appreciate the opportunity, and we put together the planning team and the workforce to accomplish our goals.”

In addition to carrying 149 passengers, the new ADA-LL68 compliant ferries will be equipped with Wi-Fi, and feature concessions and space for bikes, strollers and wheelchairs.

New York plans for the subsidized ferry service with $2.75 fares to begin operations sometime this summer. — Ken Hocke

sociation and Foundation. The alumni association pushed hard for reinstating Sea Year, and expectations were high that incoming Secretary of Transporta-

U.S. DOT

Wiley Hall at the USMMA campus at Kings Point, N.Y.

18

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Two ferries hit the water at Metal Shark.

WorkBoat photo

Ken Hocke

cost of retrofitting and the stability challenge, the EPA said it wasn’t required to consider any of those issues or the cost of using pump out stations.

Washington state’s Department of Ecology has not decided when its official rulemaking will begin, a spokesman said. – Dale K. DuPont

tion Elaine Chao would expedite the restart. The association urged getting the other companies on board as soon as possible.

“Until there is an available berth for every midshipman to train aboard commercial vessels, the academy will continue to fall short in meeting its mission,” said Capt. James Tobin, president of the alumni association.

Chao’s DOT predecessor Anthony Foxx directed USMMA to suspend midshipmen training on commercial vessels — the decision was announced at the academy’s June 2016 commencement ceremonies — after critical reports that examined complaints of sexual harassment and assault on vessels and at the academy’s Kings Point, N.Y., campus. – K. Moore

www.workboat.com • APRIL 2017 • WorkBoat

3/14/17 10:10 AM

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3/6/17 1:43 PM 13/06/16 15:30

Alaska Tanker Escort

Push and Shove New Chouest tugs for Alaska get scrutinized.

By Bruce Buls, Correspondent

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C

ome July 2018, the marine guard will change in Alaska’s Prince William Sound.

After providing tanker-escort, shipdocking and spill-response duties under contract to Alyeska Pipeline Service Co. since the early 1990s, Crowley Maritime will be replaced by tugs and crews from Edison Chouest Offshore (ECO), Cut Off, La. The change was announced last summer, giving everyone two years to prepare for the transition.

Chouest won the contract in open bidding that included Crowley. “In the end, Edison Chouest had the better bid package, and so they won the business, “ said Michelle Egan, Alyeska Pipeline’s director of corporate communications. The contract is for 10 years.

A big part of ECO’s allure was new equipment,

which allows Alyeska to take another step along the best-available-technology path. For the new job, ECO is committed to building nine new highpowered escort tugs — five 140-footers and four 102-footers. All are designed by Damen in Europe and being built at Edison Chouest shipyards in Louisiana. All will be Z-drives with constanttension winches. The four 102' Damen ASD 3212 tugs will have a bollard pull of 70 tons each. The five 140' ASD 4517 tugs will have a bollard pull of over 150 tons.

Alyeska Pipeline Service Co.

Five 140' ASD 4517 tugs will be built at Edison Chouest shipyards in Louisiana.

Damen says the tugs will be the most powerful ASD tugs ever built, with an estimated bollard pull of over 150 tons.

MODEL TESTING NEEDED? The Crowley tugs being replaced include two 10,200-hp Voith-Schneider “enhanced tractor tugs” (Nanuq and Tan’erliq) and three 10,200-hp Z-drive “prevention and response” tugs (Alert, Atwww.workboat.com • APRIL 2017 • WorkBoat

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tentive, Aware).

The new tugs will be a “significant improvement for the oil spill prevent and response system,” according to the Prince William Sound Regional Citizens’ Advisory Council (RCAC), an independent oversight group mandated by law and funded by Alyeska.

“We’re part of a checks and balances system to insure community involvement and that due diligence is done by all parties involved,” said Brooke Taylor, RCAC’s director of external communications.

As part of that due diligence, RCAC hired naval architect Robert Allan of Robert Allan Ltd., Vancouver, British Columbia, to review the designs of the two new tug classes for Prince William Sound. In his review, which he presented to the council at its January board meeting, Allan raised a number of questions and concerns.

One of them was the absence of model testing to determine perfor-

mance capabilities. “There were some analytical predictions made on seakeeping using a very rudimentary program, and some other stuff was done,” he told WorkBoat. “But for an investment in five big, quite unique vessels like that, with the mandate that they have, not to spend a couple hun-

dred thousand dollars on model testing struck me as very, very odd.”

Allan is referring to the ASD 4517s, which will be powered by twin Caterpillar engines with a combined 12,336 hp, making them among the largest and most powerful Z-drive tugs ever built.

Altogether, Allan said, the 4517 is

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Alaska Tanker Escort “quite different than any tug previously built by Damen and much larger than any of their standard tug designs.”

Based on the information he was given, he said the tugs would not be properly equipped for Alaska’s severe weather.

Allan’s review challenged some of the 4517’s hull design elements (bow height, foredeck exposure, no bowthruster) as well as interior layouts.

“Both designs as reviewed suffer from design/layout issues which will render the tugs difficult and potentially unsafe to operate in Alaskan sea and weather conditions,” he said in his report.

Allan’s report, which is available online at the RCAC website, is appended by two reviews — one by Frosty Leonard, a former Crowley manager in Valdez, and one by Robert Archibald, a retired marine engineer and member of the RCAC board. Both agreed with Allan on most issues, especially the need for model testing of the new design.

The Alaska Department of Environ-

mental Conservation, which has regulatory authority over the tug escort and response system, is also concerned. In a February letter to Alyeska, Program Manager Graham Wood wrote that his department doesn’t have “the required degree of certainty about the characteristics of the proposed vessels” and if “there is not adequate proof of performance in the critical areas of tanker escort and response, the department will be unable to approve the new escort vessels and response system until this requirement is achieved.” The Alaska DEC also suggests model testing.

IMPROVEMENTS Alyeska’s Egan said that’s not happening. “At this time, there aren’t plans to do that [tank testing]. We’re comfortable with the analysis that’s been done and with the fact that the vessels will have to prove that they're fit for service, multiple times, before actually being put into service,” she said. “Then, un-

like many other systems in many other companies, they will have to repeatedly demonstrate their capability through drills and exercises.”

She said that Allan didn’t have all the latest information “so there are some modifications to the vessels that were already completed or underway, prior to him even publishing his report.”

On some issues, she said, it’s simply professional disagreement between naval architects. “Finally, since Mr. Allan is a competitor with the designer of the incoming vessels, he’s certainly not going to receive the proprietary information that he’s asked for.”

Egan said Alyeska agrees with RCAC’s overall assessment that the change of companies represents a significant improvement over the existing system. “There are a number of items, render-recover winches is one, that they have recommended for years and which all these new vessels will be equipped with,” she said.

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3/6/17 1:45 PM

Towboats

Undertow

Sluggish barge market slows towboat orders.

By Ken Hocke, Senior Editor, and Kirk Moore, Associate Editor

24

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T

owboat operators continue to modernize their fleets, despite stress on the inland waterways markets that continues to take a toll, especially in the overbuilt dry cargo barge sector.

The WorkBoat 2016-2017 construction survey found a slight decline in new towboats and pushboats, to 48 newbuilds compared to 52 in the previous year as the barge overhang works out.

The new deliveries were topped by Marquette Transportation’s 10,000-hp towboat Chad Pregracke, built by Gulf Island Shipyards, with most in the 2,000-hp range. One is the 2,000-hp Steve Daines, built for Blessey Marine Services, Harahan, La., by Verret Shipyard, Plaquemine, La., and christened March 10.

“After that, we have nothing else in the pipeline,” said Walter Blessey Jr., Blessey Marine’s chairman and CEO. “2016 was a good year for us, and 2017 is a wildcard. But so far so good.” The company currently has about seven of its 83 towboats tied up, and has sold some of its older boats and barges.

NEWBUILDS Generally, when there is an overhang in equipment, companies try to unload older equipment outside the U.S. According to Marcon International’s latest inland towboat/pushboat report, “The foreign market for U.S.-flag surplus equipment remains very slow … there continue to be few, if any, bright spots either foreign or domestic.” Yet the construction of new towboats/ pushboats, mostly for replacement, has continued, albeit at a slower pace.

Some of the new towboats that have been built over the past 12 months include the following: • American Commercial Barge Line (ACBL), Jeffersonville, Ind., christened a 3,000-hp towboat in New Orleans in February. Built and designed

by Bayou La Batre, Ala.-based Steiner Construction, the 88'×35'×11' steel-hulled Jeff Kindl is powered by twin Caterpillar 3512, Tier 3 diesel engines, producing 1,500 hp at 1,800 rpm each.

• Eastern Shipbuilding Group Inc., Panama City, Fla., delivered the 90'×32'×10', 3,000-hp towboats Capt. Ricky Torres and Cullen Pasentine to Florida Marine Transporters (FMT), Man-

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Marquette Transportation’s 180' Chad Pregracke was one of three 10,000hp linehaul towboats delivered by Gulf Island Shipyards.

www.workboat.com • APRIL 2017 • WorkBoat

3/7/17 7:06 PM

MORE Z-DRIVES Z-drives have become a growing part of the towboat fleet’s modernization, a trend that began when Southern Towing Co. added its first Z-drive vessel in 2008. The Memphis, Tenn., operator added several more from Steiner Shipyard Inc. and now has eight in its fleet of 23 vessels.

Houston-based Thrustmaster has been working hard to increase its inland waterways presence, marketing a line of Z-drive thrusters strengthened to handle working on the rivers. Ranging from 500 hp to 4,000 hp, the thrusters feature welded steel housings, stainless steel propellers, and torque-limiting couplings that disconnect drive shafts when a log or other debris jams the prop.

Thrustmaster’s TH750MZ drives are featured in the Carline Companies towboat Cairo. The 68'×34'×10', 1,500-

Thrustmaster

deville, La. Main propulsion for the towboats comes from twin Caterpillar 3512C Tier 3 diesel engines rated at 1,500 hp at 1,600 rpm.

• FMT also took delivery of a new 4,000-hp towboat from Horizon Shipbuilding, Bayou La Batre, Ala. The 120'×35' A.B. York is powered by two 2,000-hp 3512C Caterpillar engines.

• Gulf Island Shipyards, Houma, La., recently delivered the third of three 180'×48'×11'6" linehaul towboats for Marquette Transportation Co., Paducah, Ky. The Chad Pregracke’s propulsion package features twin EMD 20-710 G7C Tier 3 diesel engines that can produce over 10,000 hp at 900 rpm.

Carline’s USS Cairo is outfitted with a pair of Thrustmaster TH750MZ Z-drives.

hp vessel was Gonzales, La.-based Carline’s first boat built specifically for fleeting operations. Compared to using older linehaul boats, the Cairo with its Z-drives increases efficiency when fleeting barges.

With Z-drives, operators can direct 100% thrust from each drive to turn vessels more accurately, and stop sooner than a shaft-and-rudder boat.

That improved maneuverability and the shorter stopping distance increases safety when moving around barges in fast water.

“In the case of fleeting operations, thrusters actually allow vessels to ‘crab’ to port or starboard, allowing the vessel to walk itself down the side of a tow,” said Martin Meissner, marketing and communications manager for ZF North America industrial products division, which has about 150 Z-drive units in operation with customers.

“Vessel operators can more accurately

position the vessel while assembling tows reducing the time required to build the complete tow. The same can be said at the other end of the journey.”

It has been a slow process for ZF and other manufacturers to sell Z-drives to inland operators, who tend to be conservative in their approach to new technology, said Meissner. But that has changed along with the industry.

As mergers and acquisitions form larger corporate fleets, it creates momentum toward finding operating efficiencies that improve the bottom line.

That is where Z-drives got the attention of larger fleet operators, Meissner said.

“Being that thruster solutions are typically a modular drop-in design, repairs and replacement can be done via removal and replacement which can be affected in a matter of hours, versus taking the vessel out of service and putting it in drydock for an extended period of time,” he said.

DRY CARGO MARKET SOFTNESS CONTINUES

D

ry cargo barge tonnage has been on a downward trend driven by the decline of coal for power generation. This is unlikely to change soon despite the Trump administration’s goal to reverse Obama-era clean air regulations and revitalize the mining industry.

Public utility companies and private investors are already committed in switching to lower-cost natural gas, with their money flowing into new pipelines and power plants.

The Ohio River barge business will take another blow in mid2018 when Dayton Power & Light begins closing two Ohio coal-fired plants representing 2,093 megawatts of generation. Under terms of a

www.workboat.com • APRIL 2017 • WorkBoat

WB_VR_Towboats_FINAL.indd 25

settlement with the Sierra Club and other groups announced in January, DP&L will also sell off its interests in three other barge-served coal plants.

After record grain harvests, cargo rates and profits during 2014, barge companies went on a bit of building spree with 880 jumbo hopper barges delivered. The overhang from that building boom is evident now with idled barges and equipment orders down. In March Dallasbased Trinity Industries reported its inland barge group revenue was down 38% in 2016 compared to 2015, and profit margin fell to 11% from 18%. — K. Moore

25

3/7/17 7:06 PM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

All American Marine

All American building hybrid-electric tour boat for San Francisco

Hybrid-electric 600-passenger vessel for San Francisco.

A

ll American Marine (AAM) is building a new 128'×30' hybrid-electric 600-passenger aluminum monohull vessel for the Red and White Fleet in San Francisco.

“We are proud to offer a hybrid propulsion system that truly works with instant and tangible benefits,” Joe Hudspeth, AAM’s vice president of business development, said in a statement announcing the contract.

The Enhydra will be the first aluminum-hulled, lithiumion battery-electric hybrid vessel built from the keel up under Coast Guard Subchapter K passenger vessel regulations and the latest guidelines for structural fire protection.

The vessel is specifically designed for harbor tours of San Francisco Bay and the Golden Gate Bridge. Guests on board the Enhydra will have views of the bay and cityscape from each of the three decks. The second level offers a full wrap around viewing deck with access to the enlarged bow foredeck. The top deck is completely open and offers plenty of outdoor seating.

Bellingham, Wash.-based AAM partnered with BAE Systems to design and integrate the complete battery-electric hybrid system. BAE will supply its HybriDrive propulsion system that includes a generator, control system, and AC electric traction motor. The generator will mount to a variable speed Cummins QSL9 diesel engine, producing 410 26

WB_OTW_LINO.indd 26

hp at 2,100 rpm. The motor generator offers diesel-electric operation of the AC traction motor, which is coupled directly to the propulsion shaft. With this configuration, torque is immediately available for the propeller and the speed can be precisely controlled without the need for a reduction gear.

The hybrid system will also utilize battery power from two 80-kW lithium-ion battery packs. The Corvus Energy batteries are supplied under its next generation Orca Energy line. The BAE HybriDrive system can automatically utilize full electric battery operation at slower speeds and when maneuvering in and out of port. At higher speeds, the generator will automatically engage and augment the additional power demands of the traction motor. The battery system is sufficient to meet the entire demand of the vessel’s hotel load while at the same time providing silent and emission-free operation of the propulsion system during an evening sunset cruise.

AAM’s latest deal follows an earlier announcement that it would build a 500-passenger aluminum monohull tour boat for Argosy Cruises, Seattle.

Argosy will take delivery of the vessel in late fall and delivery of the Red and White boat is scheduled for late spring 2018. — Ken Hocke

www.workboat.com • APRIL 2017 • WorkBoat

3/8/17 11:07 AM

Gladding-Hearn delivers pilot boat to Michigan he Huron Spirit is the latest pilot boat built at Gladding-Hearn Shipbuilding in Somerset, Mass. The Lake Pilots Association, District 2, Port Huron, Mich., took delivery of the 52.5'×16.7'×4.8' boat late last year.

It’s a Chesapeake-class design from C. Raymond Hunt Associates in New Bedford, Mass. The Huron Spirit is the second pilot boat Gladding-Hearn has delivered to the Lake Pilots Association. The first one was a steel boat built in 1977. “It was probably the second [C. Raymond] Hunt deep-V pilot boat,” said Peter Duclos, president of Gladding-Hearn. “They love it. They repowered it, and it’s their back-up boat” to the aluminum Huron Spirit.

Gladding-Hearn

T

Chesapeake-class pilot boat for the Great Lakes.

As pilot boats go, Duclos describes the Huron Spirit as “modestly powered” with a pair of 602-hp Cummins QSM11 engines matched up with Twin Disc MGX-5114A Quick Shift gears that spin Brunton 30", 5-bladed nibral props. This will give the Huron Spirit a

top speed of 25 knots.

Operating near that speed, the boat’s Humphree Interceptor with automatic trim optimization that adjusts a boat’s trim at a given speed for a given fuel load should make a difference in fuel savings. Running at 20 knots, the

BOATBUILDING BITTS

A

Ken Hocke

88' towboat for ACBL.

www.workboat.com • APRIL 2017 • WorkBoat

WB_OTW_LINO.indd 27

Whale watcher is due for delivery in May.

Bay Welding

merican Commercial Barge Line (ACBL), Jeffersonville, Ind., christened a new towboat on the New Orleans riverfront in February. Built and designed by Bayou La Batre, Ala.-based Steiner Construction, the 88'×35'×11' steel-hulled Jeff Kindl is named for ACBL’s vice president, Gulf operations. Main propulsion for the Jeff Kindl comes from twin Caterpillar 3512, Tier 3 diesel engines, producing 1,500 hp at 1,800 rpm each, supplied by Thompson Power Systems, Spanish Fort, Ala. The Cats are connected to Sound 82"×72" stainless steel props through Twin Disc MGX-5600 marine gears with 6:1 reduction ratios, furnished by Sewart Supply, Harvey, La. Twin Disc also manufactured the towboat’s controls, EC 300s. Gulf Coast Air & Hydraulics, Mobile, Ala., supplied the Jastram Engineering steering system and rudder angle indicators. Other electronics manufacturers with products in the wheelhouse include Standard Horizon and Furuno. Ship’s service

power is provided by two John Deere-powered gensets, sparking 99 kW of electrical power each. Capacities include 38,000 gals. of fuel, 10,000 gals. water, and 500 gals. lube oil. The new towboat carries a crew of 10.

Bay Welding Services, Homer, Alaska, is designing and building a new 53'6"×17'4", 49-passenger, aluminum whale watching boat for Juneau Whale Watching, Juneau, Alaska. When completed in early May, the new sightseeing vessel will weigh 15 tons and have a 24" draft. Main propulsion will be from four Yamaha 350-hp outboards, with Yamaha controls. The steering system will come from Sea Star. A Garmin multifunction display will be a major part of the wheelhouse electronics system.

Moran Iron Works (MIW), Onaway, Mich., is building a new 56'9"×16'×6'1" aluminum fisheries research vessel, Stanford H. Smith, for the U.S. Fish and Wildlife Service (USFWS) in Green Bay, Wis. Weighing in at 27

3/8/17 11:06 AM

On TheWays

towboat was built Towboat named after Triple at Hillman Barge Crown winner. & Construction, Brownsville, Pa., and refurbished at Florida Marine Shipyard & Repair, Harvey, La. Main propulsion for the inland pushboat comes from a pair of Caterpillar 3516 diesel engines, producing 2,199 hp at 1,600 rpm each. The Cats spin 97"×80", 4-bladed stainless steel Avondale Shipyard props through Karl Senner-supplied Reintjes WAF873 gears with 3.47:1 reduction ratios.

Chesapeake Shipbuilding, Salisbury, Md., has delivered the 13th 94'×34'×15' Sassafras-class tug to Baltimore-based Vane Brothers Co. Designed by Entech Designs LLC, Kenner, La., the Fishing Creek, like its sisters, is powered by twin Caterpillar 3512 Tier 3 engines delivering a total of 3,000 hp. The engines turn Troost 4-bladed open-wheeled propellers through Twin Disc 6:1 reduction gears. On deck, a JonRie 500 series hydraulic towing winch controls the barges in both towing and pushing operations.

Seaspan Ferries, Vancouver, British Columbia, recently took delivery of the Seaspan Reliant, the second of two new 6,750-dwt, 488'×85' dual-fueled/ hybrid (diesel, liquefied natural gas and battery) ferries.

A sistership, Seaspan Swift, was delivered in late 2016.

Designed by Vard Marine and sporting a 23' draft, the steel monohull Seaspan Reliant features two dual-fuel Wärtsilä engines and a Corvus lithium ion energy storage system.

Moran Iron Works

Ken Hocke

57' fisheries research vessel for Fish and Wildlife Service.

63,582 lbs. and sporting a draft of 4'6", the new boat will feature a Kennebec net lifter, Rapp winches and net reel, and Kolstrand winch necessary for Fish and Wildlife personnel to do their jobs. Capacities will include 1,160 gals. of fuel oil and 75 gals. water, with a 78-gal. holding tank. The rear deck will measure 195 sq. ft. covered and 255 sq. ft. uncovered. Main propulsion will come from twin John Deere 6135 SFM85 diesel engines, producing 500 hp at 1,900 rpm each. The engines will turn 34"×32", 5-bladed nibral Michigan Wheel props through Twin Disc MGX-5126 marine gears with 2.04:1 reduction ratios. The propulsion package will give the new research vessel a speed of 20 knots. Ship’s service power will be the responsibility of a Northern Lights M844 DW3 genset, sparking 16 kW of electrical power.

Turn Services took delivery recently of the refurbished 120'×35'×10'6" towboat American Pharoah.

Naming its boats after thoroughbred racehorses, especially Triple Crown winners, is a company tradition.

Turn Services now has 23 towboats in its fleet. The steel Huron Spirit is estimated to have a 350-mile range with its 690-gal. fuel capacity.

The wheelhouse features Furuno electronics, including a pair of Furuno radars — MFD12 and DRS12 — a Furuno FA-150 class 1 AIS and a Furuno DFF1 Navnet.

The wheelhouse also has four Llebroc pilot seats and a helm seat. On those cold northern winters, a pair of Heatercraft 40,000-btu units will heat the wheelhouse. Another 40,000-btu heater is in the fo’c’sle. A 120,000-btu diesel-fired heater will prevent ice from forming on the handrails and foredeck.

The pilot boat has boarding plat28

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forms on the foredeck’s port and starboard sides and on the wheelhouse roof.

The Huron Spirit can be maneuvered from the aft deck for docking or rescue work. To lift someone out of the water, a winch-operated rotating davit is over a recessed platform that’s only a few feet away from the aft steering station with its Twin Disc EC300 Quick Shift electronic controls.

One difference between the Port Huron and most other aluminum Chesapeake-class boats is that the Huron has heavier than normal bottom plating.

In the winter, Lake Huron freezes and “they will let [the Huron Spirit] freeze

in the winter,” said Duclos. “They don’t haul it. It sits in a slip.”

— Michael Crowley

Lake Assault building new fireboat for Pittsburgh

L

ake Assault Boats, Superior, Wis., is building a new $540,000 deep-V aluminum hull fireboat for the Pittsburgh Bureau of Fire. The 34'×11' fireboat will respond to emergencies and help manage fires on waterways, waterfronts, rail lines, and marinas that lie along the Allegheny and Monongahela rivers. The vessel is scheduled for delivery this summer.

www.workboat.com • APRIL 2017 • WorkBoat

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On TheWays

CORRECTIONS AND CLARIFICATIONS In WorkBoat’s Construction Survey in the March 2017 issue, the general manager of Moose Boats was incorrectly identified. The general manager is Stephen Dirkes.

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WB_OTW_LINO.indd 30

34' fireboat for Pittsburgh.

Lake Assault Boats

Main propulsion will come from twin Yamaha F300 4.2L V-6 300-hp outboard motors, capable of a top speed over 40 mph. The firefighting system will feature a compact Hale 80FC pump putting out up to 3,000 gpm. A dedicated 6.6L Duramax V-8 diesel engine will power the pump. The fire pump will include a 6" main discharge that feeds a number of outlets, including bow and stern mounted TFT Hurricane monitors, each capable of producing 1,250 gpm.

“Our team is especially excited to manufacture the first fireboat in its

class capable of pumping up to 3,000 gallons of water per minute,” Chad DuMars, Lake Assault’s vice president of operations, said in a statement announcing the contract.

The 11' pilot master cabin is designed to offer the operator enhanced outward visibility and will include a 15,000-btu rooftop AC unit, an adjustable (and full suspension) operator’s

seat, additional bench seating, and SCBA mounting brackets.

The new fireboat will feature Garmin electronics, including chart plotter, HD radar, sonar, and a forward looking infrared (FLIR) system, all controlled through 12" and 16" touchscreens. Other notable features will include a full complement of LED floodlights and spotlights, a raised engine compartment/work deck, an automatic engine compartment fire suppression system, a hinged radar arch, dive bottle racks, and a removable canvas awning. — K. Hocke

www.workboat.com • APRIL 2017 • WorkBoat

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High Class

SUNY Maritime’s steam-powered 565' Empire State VI training ship turns 56 this year, two years from the end of its useful service life.

WB_CoverStory_LINO.indd 32

SUNY Maritime

Maritime training comes in different forms from different sources.

3/8/17 1:15 PM

By Kirk Moore, Associate Editor, and Dale K. DuPont, Correspondent

Webb Institute

I

n the engineering laboratory at Webb Institute, technician Jamie Swan leaned across the lathe, explaining to first-year students the fundamentals of machining metal.

“On this first pass, we’re going to take 1/5,000 of an inch. It’s not going to take a lot,” Swan said, as Harrison Tack aligned the work, a small aluminum cylinder, with a carbide cutter.

“As soon as that cutter touches the work, watch what happens,” Swan said, as the lathe began its low whine. “Excellent. We’re going to make chips.”

By the end of their second semester, Tack and classmate Mary McGuinness will be prepared for their first summer work in shipyards, after coming in as part of an annual freshman class of 28 at the tiny New York maritime engineering college on Long Island’s North Shore.

“They’ve all welded something in the machine shop before they go to the shipyard,” said dean Matt Werner, a Webb graduate who returned to the Glen Cove, N.Y., campus to teach here 15 years ago.

Along with fulfilling a heavy load of 146 college credits within four years, Webb students work hands-on in the industry. Sophomores get sea time — four Webb students shipped to Antarctica with Maersk this season to resupply the McMurdo Station. Juniors and seniors get to work in naval architecture design firms.

With a student body around 90 and 12 full-time faculty, Webb Institute commands an outsized reputation in the field. It was founded in 1889 by William H. Webb, a New York City shipyard operator and philanthropist widely considered to be the first true American practitioner of naval architecture.

Webb worked during the great crossover era from wood and sail to iron and steam. His 135 vessels ranged from fast clipper ships to warships, both for the U.S. Navy and foreign powers.

Webb’s career left him money for worthy causes, and he started one of his

A model is readied for testing in the Webb Institute’s 90' wave tank.

own in 1889. On its original site overlooking the Harlem River, the Webb Institute was a combination college to train new naval architects and a retirement home for aging ship designers, all supported through an endowment set up by Webb.

In 1947 the college moved to its present home, a neo-Jacobean style mansion complete with leaded glass and statuary, the former summer home of a Standard Oil CEO. Above an entrance hall lined with Webb’s old half-hull plaques, each entering class of students study as a group, in the same classrooms and labs, over four years.

Webb’s original endowment continues, funded by supporters and alumni who have a 76% participation in the school’s fundraising efforts. That support enables Webb to select the best candidates — and offer full tuition coverage, the equivalent of $48,350 a year, based strictly on merit.

“As a result we get very good students,” said college president R. Keith Michel. “We tell them they are going to work hard. It’s very rigorous.”

All students live on campus, in a main complex that includes classrooms, labs, and a library with deep engineering collections, an auditorium, dorms and living spaces.

Other buildings are filled with heavy iron, like the marine engineering lab where students learn how to strip down newer Yanmar diesels before moving on to bigger beasts like an MTU Series 60. In the structural testing lab, students learn about breaking stresses of aluminum — an issue for bigger

www.workboat.com • APRIL 2017 • WorkBoat

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aluminum vessels now carrying bigger loads — with test items provided by Louisiana builder Metal Shark, whose CEO Chris Allard is a 2004 Webb grad and college trustee.

Webb is among a select few U.S. engineering schools that offer degrees in naval architecture, alongside the University of Michigan, the University of New Orleans, and Stevens Institute of Technology, which offers a naval architecture concentration.

It’s a challenging career path — and one that can branch off in unexpected directions. Entering the field offers a distinct advantage for graduates: finding a job right away. Deans and student advisors can pretty much assure 100% job placement.

“Every single one of our undergraduates gets multiple job offers,” said David Singer, associate professor in the Naval Architecture and Marine Engineering department (NAME) at University of Michigan College of Engineering, Ann Arbor, Mich.

“When the oil industry is hot, salaries are ridiculous,” said Singer, who is the faculty undergraduate advisor at NAME. With the contraction in offshore energy, “companies are now just giving the best kids offers,” he said.

But meanwhile, “the Navy is rebuilding its entire naval enterprise,” with lots of opportunities for young engineers, Singer said. Other shipbuilding and maritime sectors still need those skills, and students themselves are looking forward to future prospects like offshore wind energy projects.

“The students are all in very high demand,” Singer said. “The downturn 33

3/8/17 1:21 PM

NEW VESSELS NEEDED The State University of New York Maritime College’s training ship — the steam powered 565'×76'×25' Empire State VI — turns 56 this year, two years from the end of its useful service life.

Massachusetts Maritime Academy’s

Texas A&M

has not affected the naval architecture student at all. It’s more realistic now.”

“Generally the Navy and defense industries have been okay,” said Raju Datla, a research associate professor and co-director of the naval engineering program at Stevens Institute of Technology, Hoboken, N.J. Students interested in naval architecture often come from a background on the water, and family life fishing or sailing, educators say.

“That can be a problem. Most of them come in interested in being, say, a yacht designer,” Raju said. “We have to tell them the opportunities are limited.”

From their perch on the bluffs opposite Manhattan, Stevens students can get out in the summer to intern with builders in the highly urbanized region, like Derecktor Shipyards, Bridgeport, Conn., and Viking Yachts, Bass River, N.J.

Michael J. Rodriguez, superintendent at Texas A&M Maritime Academy, Galveston, said one of the biggest challenges is finding training berths for cadets.

540'×76'×27'5" Kennedy is just five years younger. Maine Maritime Academy’s 500'×72'×30' State of Maine is only 28, but the former oceanographic research vessel’s 34-year-old propulsion plant is rapidly nearing its end, the Maritime Administration said.

Critical for cadets’ required sea time, the six state academy ships, which Marad owns, are an aging, motley crew kept alive through costly maintenance and repairs. Eventually, the ships reach the point of diminishing returns.

“We’re very challenged to find training berths for our cadets,” said Michael

J. Rodriguez, the new superintendent of Texas A&M Maritime Academy, Galveston. “We’re looking at ways to increase our capacity,” including public/private partnerships.

A&M’s 224'×43'×16' General Rudder, a Navy ocean surveillance ship built in 1984, can carry 48 cadets.

Marad “should investigate alternative sources of funding” and review the law “to see what changes might be required to permit SMAs [state maritime academies] to charter vessels and to operate the vessels to generate revenue, for example, by supporting research or

TRAINING AND LICENSING FACILITIES FOCUS ON MARINERS’ NEEDS

Sea School

M

aritime training facilities across the U.S. enroll everyone from first time deckhands to multiple renewal masters and everything in between. From brownwater to blue, the facilities specialize in training for STCW, emergency response, shipboard safety, basic safety, marine fire and a litany of other necessities today’s mariners need to work in the marine industry safely and legally.

“Maintenance and safety training is something you do to keep the boat operating,” said Jon Kjaerulff, director, Fremont Maritime, Seattle. “Safety training is just as important as maintenance. But if you’re going to give someone a duty, you should train them to do it Reading paper charts are before you assign still a necessity at sea. it to them.”

34

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Training isn’t cheap but most companies put up the money to adequately train their employees. “The major companies know that training is part of the expense of owning a marine company,” said Kjaerulff.

Training facilities such as Fremont must keep up to date with new requirements such as Subchapter M that requires, for the first time, towing vessels to carry certificates of inspection (COI).

“You have to have safety management training for your crew,” said Kjaerulff. “Subchapter M has forced companies to be more proactive when it comes to safety.”

For marine companies across the industry, attracting, training and retaining young people is a constant challenge.

“We’re finding that there is a large desire for young folks to get in this industry,” said Capt. Ken Wahl, vice president, Sea School, St. Petersburg, Fla. “We try to tell the kids exactly what they are going to experience, what kind of money they will make, and the ups and downs that come from working in the offshore industry, for example.

That kind of thing.” — Ken Hocke www.workboat.com • APRIL 2017 • WorkBoat

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3/6/17 1:46 PM

Webb Institute professor Adrain Onas and lab technician Pat Doherty prepare a model for testing in the school’s 90' wave tank.

Kirk Moore

something like semester-at-sea programs,” said Rodriguez, former deputy maritime administrator at Marad and a merchant mariner with Capitol Hill experience.

Crowley Maritime Corp., for example, provides sea time training on its tankers, tugs and ATBs for 150 academy cadets annually.

“The most logical plan is getting funding for a new vessel,” said Capt.

Rick Smith, master of SUNY Maritime’s training vessel, and commandant of cadets at the Throggs Neck, N.Y., college. The options they’ve explored include buying and converting old cruise and cargo ships or getting a vessel out of the reserve fleet.

SUNY Maritime and the other state schools are making a case for new ships that also would be used for national emergencies. The first, which would go to SUNY, would cost an estimated $280 million to $300 million.

Marad is working on a design for a

National Security Multi-Mission Vessel (NSMV)/School Ship Replacement Program if funding is provided and is weighing options for converting an older vessel, a Marad official said.

While SUNY’s ship is coming up for a critical American Bureau of Shipping survey in two years, the

date is a moving target. The hull is in great shape, but some of the interior nonstructural parts need to be replaced, Smith said. The most recent drydock cost about $5 million, up from the previous $3 million, but below the $8 million to $9 million expected in 2019.

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www.workboat.com • APRIL 2017 • WorkBoat

3/8/17 1:15 PM

Webb Institute technician Jamie Swan instructs student Harrison Tack on using a lathe.

Kirk Moore

ronmental regulations mandating use of low sulfur fuels and no discharge zones. (Steamships are exempt until 2020 from the North American and Caribbean Emission Control Area standards that kicked in two years ago.)

Even if a new vessel were approved, it would be at least three years until delivery.

Beyond vessels, one of the biggest challenges for all the schools is keeping on top of regulations, Rodriguez said.

“The pace of change is very quick.

There’s a lot to keep track of.”

Mariners now need a lot more training. “The expectation of officers onboard vessels now is so much higher than back in my day,” said Rodriguez, 59. “It’s much more difficult now to get those licenses.”

A&M picked Rodriguez from among three finalists for the job in part because they also wanted someone who could easily connect with the industry and make the school more relevant to

groups that are underrepresented in the business, said Dr. Patrick Louchouarn, executive associate vice president for academic affairs, chief academic officer and head of the search committee.

What’s more, Rodriguez recognized the diversity of the industry. “He understands the need to reach out to the

brownwater fleet.”

Louchouarn, too, cited the training ship problem. “The entire U.S. is hurting,” he said. “We’re going to all have a very serious issue in being able to replace the workforce that is retiring. We do not have the essential elements in the right numbers for sea time training.”

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nforcement officers in a waterjet-powered patrol boat have been waiting for the signal that a drug deal has gone down so they can swoop in and bust the alleged criminals.

The officers can’t anchor because they might have to chase down the drug dealers at a moment’s notice. So for two hours the crew has been trying to hold the boat in one spot, against the tide and a light breeze. It’s tiring. Wouldn’t it be nice if there were an easier way?

Well, there just might be. Government agencies, municipalities and others that plan to build a patrol boat (fireboat or police boat) in the 350- to 1,200-hp range can outfit the boat with HamiltonJet’s HJ series of waterjets. The HJ series features the New Zealand-based company’s new positioning system that automatically maintains a boat’s position and heading.

It’s called JETanchor. It works with new installations and retrofits. It’s not like the dynamic positioning systems that are used with offshore

Gulf of Mexico oil and gas installations. “It’s not that precise,” said Jeff Bockmeyer, HamiltonJet’s sales manager for the Gulf of Mexico. “But it does hold you in position within a few meters.”

Captains tend to “overcompensate” to hold position when there’s current and wind, Bockmeyer said. So JETanchor results in a significant reduction in operator workload. It reduces wear and tear on the gear and engine. It also reduces crew fatigue by making it a lot easier to hold position for hours at a time with the throttle and shift levers.

On a much larger scale, HamiltonJet put five of its HT810 waterjets on Seacor Marine’s new fast support vessel, the 206'×43' Alya McCall.

The HT810 jets stretch across the back of the Alya McCall — two on the transom’s starboard side, two on the port side and one in the middle.

Each is matched with a 2,680-hp Cummins QSK60 and a Twin Disc MG-61500 SC gearbox.

“The jets on the outboard sides are steerable and reversible,” said Bockmeyer. “The center jet

Thrustmaster

A pair of Thrustmaster Doen DJ172 waterjets hooked up to 805-hp C18 Cats powers the Bue Tobol, a 60’ ferry that operates in the southern Caribbean.

www.workboat.com • APRIL 2017 • WorkBoat

3/7/17 6:55 PM

THRUSTMASTER DOEN Armstrong Marine in Port Angeles, Wash., is building a 42' 36-passenger whale watching boat with a pair of DJ172 Thrustmaster Doen waterjets matched up with 600-hp Cummins M11s for a company in Alaska. When the boat hits the water, it will be the first whale watching boat in the U.S. outfitted with Thrustmaster Doen jets.

It’s also the first since Houston-based Thrustmaster of Texas acquired the manufacturing and licensing rights for Doen in Hawaii and North, Central and South America from the waterjet’s Australian parent company in 2014.

The Thrustmaster Doen waterjets are manufactured in Houston.

MJP Waterjets

is strictly a boost jet and can’t go in reverse and can’t steer.”

When the Alya McCall is moving from one location to another the inside jet will be running. During docking or at slow speeds, it will be turned off.

The MJP Hybrid waterjet combines the best characteristics of the MJP DRB and MJP Ultrajet series.

The DJ172 is also a new line of Thrustmaster Doen waterjets that’s rated up to 850 hp. The whale watch boat jets are a direct thrust model, which means that the inboard thrust bearing has been eliminated. “Because we have eliminated the inboard thrust bearing, direct coupling to the gearbox allows the builder to move things further aft in the hull,” said Jordan Tilton, Thrustmaster’s sales manager for waterjets.

That reduces weight, cost and eliminates the traditional Cardin drive shaft.

Boatbuilders like that feature.

A feature favored by the whale watch

boat’s owner is the internal inboard hydraulics. “So there’s no risk of hydraulic fluid being exposed to the outside environment,” said Tilton.

DJ120 (510-hp) jets are going into some Navy boats. Tilton can’t disclose what the boats and their missions are, but said, “It’s a new approach for the Navy and kind of a different application for us.”

A feature that made the DJ120 waterjets particularly appropriate for the Navy project is their cavitation margin.

There’s usually some cavitation as a boat starts to get on plane, but the way

WWW.WORKBOAT.COM NEWS FOR THE COMMERCIAL MARINE INDUSTRY.

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Waterjets DJ120’s impellers are designed, “drastically reduces the cavitation margin when getting on plane,” said Tilton.

MJP Not long after the Swedish company MJP Waterjets acquired Ultra Dynamics about five years ago, the company introduced its MJP Hybrid waterjet in the U.S. The Hybrid matches up MJP’s mixed-flow stainless steel pump with its UltraJet series easyto-install aluminum frame.

The benefit of the mixed flow pump as opposed to the axial flow waterjet is more efficiency, said Jason Hill, product manager for MJP’s UltraJet series.

Within the mixed-flow pump, the water accelerates more than with the typical axial-flow pump. “That allows it to

generate more pressure, which is more speed and gives it higher efficiencies in the 25-knots-plus range,” said Hill.

That also means better fuel economy.

A new product due out soon is a waterjet with a 400- to 600-hp mixed-flow pump that will be more economical and more competitive against traditional cast aluminum waterjets.

MJP’s new waterjet won’t be a 100% cast-aluminum jet. There will still be some traditional MJP components. The stator, for instance, will be stainless steel. “We don’t see the benefits of going to aluminum in that particular component because it sees the most abuse,” said Hill. “It catches the water off the pump, things that are being accelerated come in contact with it.”

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NAMJET NAMJet, the Denver-based waterjet company, has come a long way in the past four years. Back then it delivered 18 waterjets a year. Now NAMJet delivers an average of one of its five models every two days.

With its new product offerings, NAMJet should increase production output even more. One is the RaptorJet, available in both electric and hydraulic versions. “But the electric version is the first waterjet worldwide to provide the option of electric actuation,” said Phil Organ, NAMJet’s technical sales support manager. That means no hydraulic pumps, oil tanks, filters, plumbing, hydraulic maintenance or oil leaks.

For both the electric and hydraulic models, the operating systems for the jet’s steering and reverse are in the vessel’s interior. With the hydraulic RaptorJet, that means no oil in the water.

NAMJet’s 431HH was the first waterjet put into the RaptorJet series as the RJ431e (“e” denotes electronic version). A test boat outfitted with RJ431e jets and 480-hp diesels hit 40 knots, 5 knots faster than a standard 431HH. Part of that increase is from NAMJet putting the RaptorJet through its new computational fluid dynamics program, which resulted in a smoother intake design.

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Ahead Sanitation Systems Inc...........16 Bloom Incorporated...........................37 Brunswick Commercial & Gov't Products.............................CV2 CLS America.....................................36 David Clark Company Inc..................12 Diesel America West..........................10 Duramax Marine LLC.....................CV3 Fremont Maritime Services..................4 Furuno USA.......................................31 Hamilton Jet.......................................30 Hamilton Marine Inc.............................2 Imtra Corp.........................................15 Jamestown Metal Marine Sales Inc...39 Karl Senner, LLC............................CV4 Louisiana Cat.....................................17 Lubriplate Lubricants.........................29 Marine Jet Power, Inc........................35 Marine Machining & Mfg....................16 Motor-Services Hugo Stamp Inc..........3 Ocean Charting Services..................40 Omnithruster Inc................................22 Power Panels, LLC............................40 Research Products/Blankenship........10 R W Fernstrum & Company.................6 Safran Electronics & Defense............19 Simrad - Navico...................................7 Smith Berger Marine Inc....................37 Texas A&M Engineering Extension Service..............................................21 Thordon Bearings Inc........................23 Thrustmaster of Texas....................... 11 Walker Engineering Enterprises..........9 Washington Chain & Supply Inc........22 Waterways Journal Inc.........................5 Worldwide Electric Corporation.........41 Yanmar America................................13

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3/14/17 9:54 AM

LOOKS BACK APRIL 1967

• Fifteen ships of the Commerce Department’s “Survey Fleet” will conduct survey operations this year over an estimated 200,000 square miles of ocean.

The fleet is operated by the Coast and Geodetic Survey for Commerce’s Environmental Science Services Administration (ESSA). This year, eight new ships are being added to the fleet.

They are the

Discoverer, McArthur, Davidson, Fairweather, Rainier, Mt. Mitchell, Rude and Heck.

• Two identical harbor tugs and a work launch for the Bureau of Public Works, Republic of the Philippines were delivered recently by Marine Construction & Design Co. (Marco), Seattle. The 66', 350-hp steel tugs are designed for towing barges and floating equipment such as dredges and pile APRIL 1977 drivers, in harbor

development projects.

The 39' steel work launch is one of the smallest vessels ever built under ABS survey. Designated WL-11, the vessel will transport personnel and supplies to floating equipment operating in Manila harbor.

• U.S. Rep. Berkley Bedell, D-Iowa, projects. has introduced a bill to impose a two• Two bills were filed recently to cent-per-gallon fuel tax on shallowauthorize replacement of Locks and draft cargo vessels used on the inland Dam 26 on the Mississippi River near waterways of the U.S. The proposal Alton, Ill. The House bill would authowould also allow the secretary of the rize construction of a new dam with a Army to assess other charges in order 1,200' lock. to reach, over a five- to 10-year phasedin period, 50% of the cost of operation and maintenance and eventually 50% of the cost of construction of federally APRIL 1987 supported navigation • Halter Marine Inc. has been awarded a contract to build six 44' aluminum patrol boats for the government of Ecuador. The boats will be based on Halter’s 44' design and will be built to U.S. Coast Guard requirements.

Halter will build four of the vessels in “kit” form by pre-cutting and fabricating the parts, machining the underwater gear, and containerizing the parts and 48

WB_LooksBack_LINO.indd 48

assemblies for shipment to Ecuador.

The first two vessels will be completely built at Halter’s New Orleans yard. Ecuador will use these vessels as models to assemble and complete the four kit boats. The boats will be powered by Detroit Diesel 8V71TI engines rated at 450 hp each connected to Twin Disc MG-510 gears. The 8-kW gensets will be powered by Onan diesels. www.workboat.com • APRIL 2017 • WorkBoat

3/7/17 7:21 PM

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Keeps seawater out of your vessel and your bilge dry. The DryMax™ engineered nitrile rubber ring rotates with the shaft and creates a hydrodynamic seal with the DuraChrome™ mating ring.

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