WorkBoat August 2016

Seating • All American Marine • Patrol Boats ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

AUGUST 2016

Craftsmen

Boatyards show off their latest wares at MACC.

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Mack Boring & Parts Co. Phone: (908) 964-0700 East Coast

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ON THE COVER

®

AUGUST 2016 • VOLUME 73, NO. 8

Brunswick’s new 1100 Impact interceptor boat at the MACC conference in June. Photo by BCGP

FEATURES 24 In Business: American Made Washington state builder has seen its backlog grow as it gets ready to move into a larger facility.

28 Vessel Report: Danger Zone Customers want patrol boats that can get to where the trouble is fast, and take care of it.

38 Cover Story: Craft Store Bigger and faster interceptor boats were on display at the 2016 MACC conference in Baltimore in June.

BOATS & GEAR

24

30 On the Ways Safe Boats delivers its 2,000th boat. California port receives new 41,000gpm fireboat from Foss Seattle Shipyard. Another 6,000-hp ATB tug for Bouchard from VT Halter. Conrad to build a pair of ATB tugs for Harley Marine and four tugs for Young Brothers. Foss christens second of three Arctic-class tugs. Gladding-Hearn to build new Chesapeake-class pilot boat for the Mobile (Ala.) Bar Pilots.

44 Park It Marine seating must fit a wide range of body types and sizes.

AT A GLANCE 8 8 9 10 12 14 16

On the Water: Assist boat or no assist boat —Part I. Captain’s Table: National Maritime Center change of command.

OSV Day Rates: EIA report offers some hope to the U.S. Gulf.

WB Stock Index: Index falls slightly in June.

Inland Insider: Bigger isn’t always better in the barge business.

Insurance Watch: A thorough explanation can reduce down time.

Legal Talk: The dominant mind doctrine —Part II.

28 DEPARTMENTS

NEWS LOG 18 18 18 19 20 22

Panama Canal expansion could boost U.S. grain and LNG. USMMA suspends Sea Year.

Autonomous tugs are on the horizon.

Missouri River sees a boost in barge traffic.

Great Lakes shippers want pilotage rates reduced.

U.K. offshore wind vessel builders want to partner with U.S. yards.

www.workboat.com • AUGUST 2016 • WorkBoat

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2 Editor’s Watch

6 Mail Bag 46 Port of Call 51 Advertisers Index 52 WB Looks Back

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Editor'sWatch

Patrol boats speed ahead

P

lenty has been written about the sluggishness in the offshore sector and now the slowdown on the inland waterways. But there’s really been only one workboat sector that has seen a big growth spurt after 9/11 and continues to grow — patrol boats.

These boats have continued to be built at a steady pace and have been a thriving industry for boatbuilders.

That was evident at June’s MultiAgency Craft Conference held at the U.S. Coast Guard Yard in Baltimore.

MACC is where builders go to try and satisfy the demands of their customers, made up of the Coast Guard and Navy, as well as state and municipal law enforcement agencies. This year, the Coast Guard and the Navy, the industry’s major customers, were looking for faster boats with longer ranges and with improved crew endurance at sea.

The two military branches were also pushing builders to help them continue their push toward standardization through fewer boat classes. To accomplish that, the Coast Guard wants to reduce its dependency on specialpurpose boats.

At MACC, two boats that took center stage were from Brunswick Commercial and Government Products (BCGP) and SAFE Boats International. BCGP’s 1100 Impact is a new entry in the long-range interceptor market.

BCGP said it has 30 of them going to the Middle East under the government’s Foreign Military Sales program, designed for offshore intercept.

At MACC, the company’s demonstration boat was equipped with a trio of Mercury Marine Verado 350 hp outboards, with a cruise speed of 38 knots at 4,000 rpm and a top speed

David Krapf, Editor in Chief

of 65 knots. With a 300-gal. tank, the range is 300 nautical miles.

SAFE introduced its new 35'×10' multimission interceptor (MMI) at MACC. The MMI, with a trio of 350hp Mercury outboards, can hit speeds over 55 knots and is capable of highspeed transits in open ocean waters.

The MMI is the next model in SAFE’s line of interceptors. The company said that its customers were looking for a smaller interceptor, and one that is flexible and can handle several different missions.

It looks like SAFE, BCGP and other builders are providing customers with what they need and demand.

dkrapf@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 16 Printed in U.S.A.

by Diversified Business Communications.

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EDITOR IN CHIEF

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Advocate of seven-five crew shift schedule

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here have been recent articles in WorkBoat and other publications about towboat shift schedules and fatigue. The changes in the new Subchapter M have focused attention on this situation.

Most companies use the six-on, six-off schedule with forward and after watch crews. Many seem to bring new crews on at six, 12, 18 and 24. This fits typical meal schedules so the crew coming on can eat before going on shift.

There has been some concern and studies about fatigue when using these schedules. I would like to add a suggestion on this issue. As a passenger vessel captain we know that nighttime operation is more demanding. Without as much visual information available out of the window, radar, chart plotters and

swing meters have to be relied on more heavily. This is typically more stressful for captains and pilots. Why not try a seven-five schedule? Shorter shifts at night are often used in offshore sailboat cruising and racing. This schedule also provides more time to fall asleep during daylight, which is probably helpful.

If you are considering any change there are other factors to consider. In the military, the time just before sunrise was the hardest to maintain alert crews.

For those of us that teach celestial navigation we deal with civil, nautical and astronomical twilight. We need to look closely at “twilight” and when this 23- to 27-minute period occurs. Considering daylight savings time twilight starts at roughly 6:00, so having a new crew come on before six is most likely a good idea.

My suggested crew schedules would be 05:30 to 12:30, 12:30 to 19:30, 19:30 to 0:30 and 0:30 to 5:30. As an

officer in the military, I wanted maximum continuity across shift changes. I always had my crew supervisors come in 30 minutes before the bulk of the crew. That meant I always had someone working that was fully aware of any continuing problem we were trying to resolve.

I don’t believe the current system is broken, but if changes are desirable I hope the suggestions above will at least provide some things to consider.

Capt. John C. Farmer NavCal Marine Services LLC Knoxville, Tenn.

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On the Water

Assist boat or no assist boat — Part I

T

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

his choice has to be made frequently when a barge arrives at or sails from a terminal.

Should you use an assist boat?

Sometimes, because of a mandatory assist policy at a barge terminal or for a specific berth or set of conditions, the decision has already been made. But this is the exception. Most of the time, for better or worse, it’s left up to the mariner’s judgment.

It’s the classic “damned-if-you-do, damned-ifyou-don’t” scenario. Companies and customers generally want to keep costs at a minimum, but they also want a virtual guarantee of safety. That means no incidents, no injuries and no damages.

There is an inherent, unresolvable conflict between the two. And never forget the wildcard in this equation — operator ego. When that gets in the way of clear thinking (Assist boat? You want an assist boat? We don’t need no stinking assist boat!), carnage may ensue.

Regardless, there are several variables that must

Captain’s Table NMC change of command

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By Capt. Alan Bernstein

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

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Coast Guard change of command ceremony, where command responsibility is passed from one individual to the next, is steeped in tradition.It is also an excellent place for mariners to meet the incoming Coast Guard leadership and begin developing a good working relationship for the future.

On July 1, I attended the change of command ceremony for the National Maritime Center (NMC) in Martinsburg, W.Va. During the event, command of the NMC was passed from Capt. Jeff Novotny to Capt. Kirstin Martin. I attended this event because I have great respect for both of these Coast Guard officers, but also because the NMC is very important to mariners and the U.S. maritime industry. The NMC, with its relatively small staff, is responsible for keeping the U.S. marine industry operating. Their work is critical to our ongoing success as a maritime nation.

As you recall, just a few years ago there were

be considered and planned for each time a barge arrives at or departs from a terminal: the draft/ freeboard, trim and weight of the barge you’re moving, the combined handling characteristics of both the barge and the tug, wind direction and velocity, current direction and strength, proximity of other berths and whether they are occupied or empty. If they’re occupied, what size is the vessel or vessels? Other variables include dock configuration, including the types and locations of the mooring fittings, and water depths at and surrounding the berth. Is it a T-dock, finger pier or face dock? What kind of fendering? Are line handlers required or, if not, are they available? If they’re not available, is the dockman capable of safely taking or letting go your lines in the predicted conditions?

That’s before you even consider the assist boat itself. What is its size, hull type, horsepower, clutch-delay, maneuverability, is it conventional or tractor, and what’s the operator’s skill and experience level? All of the aforementioned are relevant and necessary considerations, and some of this information will not be available to you.

Yes, it’s a lot to think about, but you must do this if you want to come and go quietly and without incident.

tremendous delays processing mariner credentials at the NMC, and the addition of the Transportation Worker Identification Credential (TWIC) requirement for mariners complicated matters. To the Coast Guard’s credit, it tackled this problem with great zeal and, as a result, they have dramatically reduced processing times. The NMC now handles more than 200,000 mariner credentials annually.

Rear Adm. Paul F. Thomas, assistant commandant for prevention policy, officiated at the ceremony. He complimented Capt. Novotny and his NMC crew for achieving a 95% approval rating based on surveys from mariners. He asked the audience if their local department of motor vehicles could boast of such a high approval rating.

The NMC is not without its challenges, but I am pleased by the progress that has been made and heartened by the dedication of the NMC leadership and crew. I thank Capt. Novotny for his service and look forward to working with Capt.

Martin. If you have a chance, I encourage you to attend a change of command ceremony in your area. It will be time well spent. www.workboat.com • AUGUST 2016 • WorkBoat

7/5/16 3:50 PM

OSV Day Rates

JUNE 2016 DAY RATES, FLEET UTILIZATION

Rising demand will drive prices, activity

VESSEL TYPE

By Bill Pike

1,999 & below $ 8,575 $ 8,575 $ 9,729 70% 74% 2,000-2,999 $12,785 $12,785 $18,324 50% 68% 3,000-3,999 $19,033 $19,033 $27,812 73% 88% 4,000-4,999 $20,120 $20,120 $29,500 80% 88% 5,000 & above $24,967 $24,967 $34,200 75% 100%

nergy demand estimates in the U.S. Energy Information Administration’s (EIA) recently released International Energy Outlook 2016 (IEO 2016) should give hope to offshore operators.

The report projects a 5.5-million-bpd jump in oil demand between 2016 and 2020, with very little from Organization for Economic Cooperation and Development (OECD) nations. About 90% of the growth is in non-OECD countries, including Russia, China, India, African and South American nations. Natural gas demand will increase an estimated 5% (6.5 Tcf per year), not as much as the increase in oil demand.

The demand increases come at a time when global oil and gas production has fallen.

World crude production dropped from 80.63 million bpd to 79.65 million bpd between November 2015 and February 2016, due primarily to the drop in U.S. shale production in the wake of low oil prices. Gas production has remained relatively stable world-

UTILIZATION

JUNE '15 JUNE '16 JUNE '15

CREWBOATS Under 170' $ 3,558 $ 3,558 $ 3,670 42% 170' & over $ 5,653 $ 5,653 $ 6,082 79% SOURCE: WorkBoat survey of 32 offshore service vessel companies.

wide but has fallen slightly in the U.S. The projected increases in global demand, combined with falling production and a looming return to market stability, bode well for activity levels going forward.

According to EIA projections, crude oil and lease condensate (light liquid hydrocarbons) supplies from OPEC and non-OPEC sources will increase by 23 million bpd, from 76 million bpd in 2012 to 100 million bpd in 2040. To meet projected growth in natural gas use, the world’s natural gas supplies increase by nearly 83 Tcf (69%) from 2012 to 2040.

These figures bode well for the oil and gas industry in general, and for the

60% 82%

Gulf of Mexico in particular.

The April 2016 start of the Julia oil field, along with several other projects in the region that began operations in 2014-15 or will begin later this year, are expected to help increase the region’s production from an average of 1.5 million bpd in 2015 to 1.9 million bpd in the fourth quarter of 2017. Some projects may start production later than expected, potentially shifting some of the anticipated gains into early 2018.

Many say that these startups will mark the beginning of a return to normal activity levels in the U.S. Gulf of Mexico based on the need to bring the industry back up to speed to meet increasing demand.

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ANNIVERSARY 1946 - 2016

NationalFisherman0416.indd 1 www.workboat.com • AUGUST 2016 • WorkBoat

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JUNE '16

SUPPLY (DWT)

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AVERAGE DAY RATES MAY '16

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WorkBoat Composite Index Index posts small loss in June

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fter losing 1.4% last month, the WorkBoat Composite Index dipped 7 points in June, less than half a percent. For the month winners topped losers 17-13.

Kirby Co. lost 11% in June. The

INDEX NET PERCENT COMPARISONS 5/31/16 6/30/16 CHANGE CHANGE Operators 327.89 343.75 15.87 4.84 Suppliers 2420.44 2354.60 -65.84 -2.72 Shipyards 2058.36 2117.90 59.54 2.89 Workboat Composite 1563.49 1556.54 -6.94 -0.44 PHLX Oil Service Index 164.99 168.32 3.33 2.02 Dow Jones Industrials 17787.13 17929.99 142.86 0.80 Standard & Poors 500 2096.95 2098.86 1.91 0.09

Houston-based tank barge operator was downgraded by Credit Suisse from outperform to neutral, based on lower volumes and possible weakness in the coastal sector.

“While we like KEXs competitive position (25-plus percent share in core inland/coastal businesses) and the longterm outlook for the maritime business at 20 times our 2017 EPS estimate (12% below consensus) we believe the upside/downside risk is skewed to the downside,” Credit Suisse analyst Gregory Lewis wrote in a research note.

In Kirby’s first-quarter earnings report released in April, the company missed analysts earnings estimates by 7 cents a share. Kirby will announce its 2016 second quarter results on July 27 and hold a conference call the following day.

Transocean was up over 21% in June. The company was upgraded to hold from sell by Evercore ISI and raised its price target to $12 from $11.

The company said it was “optimistic” that Transocean has the “management team to lead it out of the current downturn, and that earnings visibility and the balance sheet should improve shortly.”

Other gainers in June from the oil services sector included Hercules Offshore Ltd. and Nabors Industries Ltd.

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

www.workboat.com • AUGUST 2016 • WorkBoat

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Inland Insider Barges: Bigger is not necessarily better

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ver two decades ago while being shown the rail connections of a deepwater Gulf Coast port, the facilities director pointed to a long shed sitting abandoned in a vacant field and asked me what I thought that was. I

saw that there were doors about every 22 feet apart alongside the building, so I surmised that this building had been a transshipment shed for older smaller 40-foot railway box cars that had since been replaced by larger freight cars.

Efficiency is usually defined as an increase in output with proportionally less input. In some instances efficiency is quite visible, such as with the growth of railway boxcars from 40 to 60 feet in length. In some instances efficiency

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is invisible. That’s the case with smaller deepwater Gulf of Mexico (GOM) oilfields being tapped relatively cheaply through tiebacks to existing offshore oil

By Kevin Horn platforms through underwater pipelines. As a result, oil companies are reportedly pumping more crude in the GOM. Visible signs of efficiency in the barge industry are harder to see. The industry is dominated by 1,500-ton capacity steel hopper barges for dry cargo or 3,200 tons or higher capacity for tank barges. Basic barge sizes and configurations have not materially changed in the last 50 years. A similar situation exists for towboats. The basic sizes as measured in horsepower are relatively unchanged.

The big efficiency changes in the brownwater sector are in the quality of barge construction and the energy efficiency of towboats. Improvements in steel alloys and coatings have increased the physical life spans of barges particularly in abrasive commodities such as coal. The old 20-year economic service life for dry cargo barges is now closer to 30 years based on quality of construction and maintenance.

Similarly, towboats have become energy intensive machines. The industry rarely measured towboat fuel consumption before 1980 other than to fill the tanks on an as needed basis. Now, fuel and tow speeds can be measured and synchronized for maximum efficiency of speed and fuel consumption.

While other sectors are producing more output with proportionally less input, the barge sector has been quietly doing the same output but with less input.

The efficiency is less visible but it is clearly there.

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

www.workboat.com • AUGUST 2016 • WorkBoat

6/17/16 12:06 PM

7/5/16 3:51 PM

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Louisiana Cat can meet your needs for the reliable heavy duty performance that will give you peace of mind. When you are out working on the water, Cat products and services make the difference.

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6/28/16 9:16 AM

Insurance Watch

Good communication is key

B

ack in 1969 at the beginning of my insurance career, I was given some advice that has stuck with me, and I always include it in my presentations.

It’s about communication whether by voice, email, text or letter.

“Always treat the person you are communicating with like they’re in third grade, and that they know nothing about what you are communicating to them —always.”

Let’s say your vessel electronics are acting up while you’re underway and you call ahead to see if you can get it resolved at your next port. Does the

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person you’re calling know what you have in your wheelhouse?

You need to explain what electronics

By Gene you have, giving the McKeever brand as well as the model numbers, how they’re arranged, how long you’ve had them, if they’ve ever been altered and any add-on equipment. Then explain as clearly as you can how the system was functioning when it went wrong and if anything else is going haywire. Finally, explain all that has been done to try and fix the problem.

You’ve just laid the groundwork for a shorter lay up while being repaired.

If your explanation was good enough then the repairer can order equipment and have it ready for replacement when you arrive in port. Your thorough explanation, by treating the person at the port like a third grader, may have just saved you money, frustration and, more importantly, down time. This sounds so simple but I've heard too many times that a repairer had to start from scratch to fix something.

Another piece of advice refers to a section of your hull insurance policy “negligence of repairers.” This is a little-known covered peril. Let’s suppose you had an engine failure and as part of the repair it was rebuilt in place rather than removed from the vessel.

The repairer tightened the piston rod caps and it runs fine for about a year.

Then you hear a loud knock and bang.

You threw a rod in the engine. The rod caps weren’t tightened to manufacturer’s specs. The rebuilder that tightened the piston rods says it’s out of warranty.

That’s when you should call your 9:08 AM vessel insurer and ask if negligence of repairers is a covered peril on your policy. There are a lot of court cases about this peril, but it’s always worth a try.

Gene McKeever is a marine insurance consultant and instructor. He was a marine insurance agent for 39 years.

He can be reached at gene@mckeeverconsulting.net or 207-596-1738.

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7/5/16 3:51 PM

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6/28/16 9:16 AM

Legal Talk A river incident and the dominant mind doctrine — Part II

L

ast month I discussed how a towing vessel and two Army Corps of Engineers towboats agreed to assist another towing vessel in transiting past Marseilles Dam on the Illinois River.

The effort didn’t end well, resulting in claims against the owner of the well-meaning vessel that rendered assistance. The U.S. filed claims for damages to the dam and related structures.

It based its claims on violations of the Rivers and Harbors Act, negligence and unseaworthiness under general maritime law, and creation of a public nuisance.

The owner of the well-meaning vessel filed a motion for the court to rule in its favor on the claims it faced.

The owners of the well-meaning vessel argued that their vessel fulfilled its duties as an assist boat and should be exonerated from liability, or legally, to get off the hook. They argued that when damages involve a tow or entire flotilla, courts employ the dominant mind doctrine to place liability on the tug and absolve the tow from liability.

In instances where multiple tugs are involved, courts examine “whose people are actually in control of the operation” to determine dominant mind status.

When a helper boat merely furnishes power under orders from the primary boat without any negligence on its part, it should be exonerated from all liability for damages to the tow. However, the assist vessel must be free of negligence to be absolved from liability.

The U.S. argued that the assisting vessel did more than simply provide passive assistance. Its actions included joining the troubled vessel at Ballards Island, connecting the two tows,

overseeing treewiring and other rigging operations, speaking with the management of the two companies, offering

By Tim Akpinar suggestions to the captain, configuring assist boats for transit, and instructing assist boats during transit.

The court ruled against the owners of the assistance vessel on its negligence, public nuisance, and Rivers and Harbors Act claims, but in their favor in the unseaworthiness claims. In multivessel mishaps, courts can examine things closely to decide if a vessel’s actions placed it in control of a given situation more than the other vessels.

Tim Akpinar is a Little Neck, N.Y.-based maritime attorney and former marine engineer. He can be reached at 718-2249824 or t.akpinar@verizon.net.

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AUGUST 2016

NEWS LOG NEWS BITTS

PANAMA CANAL EXPANSION COULD HELP U.S. GRAIN AND LNG SHIPPERS

UNMANNED HARBOR TUG DESIGN IN WORKS

The LPG tanker Lycaste Peace transits the expanded Panama Canal.

T

he newly expanded Panama Canal is touted as a future boon to U.S. container ports. But U.S. grain and liquefied natural gas producers are eyeing the wider locks as potential for giving them a competitive edge in world markets. The first passage June 26 of the 9,000TEU, 984'x158' Cosco Shipping Panama officially inaugurated the $5.25 billion expansion project. The following day, the 755'x121' liquefied petroleum gas (LPG) tanker Lycaste Peace held honors for the first transit reservation on June 27. It originated in Houston and was en route to the Port of Hitachi, Japan. The newly expanded Panama Canal is touted as a future boon to U.S. container ports. But U.S. grain and LNG gas producers should also benefit from the canal’s bigger locks. About 600 million bushels of U.S. soybeans transit the Panama Canal annually, “the number one agricultural commodity utilizing this critical link in the logistics chain,” said Mike Steenhook, executive director of the Soybean Transportation Coalition.

Usually soybeans are loaded into 50,000- to 60,000-dwt vessels, and the potential to ship more in bigger vessels “will present a compelling option for soybean and grain shippers as they strive to remain profitable in an increasingly competitive global market,” Steenhook said. – Kirk Moore

USMMA suspends Sea Year over harassment issues

T

he U.S. Merchant Marine Academy (USMMA) and the Maritime Administration are reviewing a proposal from the industry to address long-simmering concerns over sexual harassment and hazing of academy midshipmen during their now-suspended Sea Year assignments.

More than 90 industry representa18

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tives showed up for a “call to action” meeting June 24 at U.S. Department of Transportation headquarters in Washington, D.C. The session was convened for the maritime industry to present a proposal that improves the quality of life onboard vessels, and provides a working and training environment that is both safe and respectful for the mid-

emote controlled and autonomous tugs are on designers’ computer screens, even as they acknowledge it will take years of design and regulatory acceptance before robo-tugs are working on the water. “This operation will be automatic or remotely controlled,” explained Vince Den Hertog, a vice president with naval architects Robert Allan Ltd., Vancouver, British Columbia. He portrayed a rendering of a curiously squat vessel at the International Tug, Salvage and OSV Conference in Boston in May. There are no crew accommodations, indeed no wheelhouse — only a pair of firefighting monitors atop the superstructure. The concept is called RAmora, an unmanned escort that would assist a command tug and crew with steering and braking. Highly maneuverable and with hybrid/battery power, in emergencies “RAmora has no crew and can be sent into toxic situations without delay,” said Oscar Lisagor, a vice president at RAL. The basic system for control has been used for hydrographic stationkeeping vessels, and “it’s obviously dealing with a very dynamic situation at the bow of a ship,” Den Hertog told the audience at ITS. “The RAmora technology makes it possible to keep a position at the bow.”

Den Hertog predicted that the first uses would be very site- and task-specific until the industry gets comfortable with unmanned tugs. — K. Moore A conceptual rendering of an autonomous escort tug.

Robert Allan Ltd.

Panama Canal Authority

R

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U.S. Army photo/Master Sgt. Michel Sauret

shipmen,” according to a joint statement issued through the academy.

The traditional Sea Year, which sends sophomores and juniors to sea for around 300 days, was suspended — with an announcement made during the academy’s June 16 graduation weekend at the Kings Point, N.Y., campus — amid concern that not enough was being done about recurring reports of harassment. USMMA officials cited concerns over “safety and mutual respect” for midshipmen serving on U.S.-flagged merchant vessels.

The academy and Marad said no specific cases triggered the decision.

Marad Administrator Paul “Chip” Jaenichen said there have been “isolated incidents,” adding “it’s the harassment, it’s the hazing, it’s the coercion, it’s the retaliation,” that some midshipmen experience from crews.

Surveys in recent years portray concern at the academy about its own culture and what midshipmen experience on vessels. A 2014-2015 study identified four major concerns, including “inadequate sexual assault prevention training for midshipmen embarking on Sea Year,” and “insufficient engagement between the academy and the maritime industry on sexual harassment and sexual assault issues.”

The study notes that shipping companies involved with Sea Year are required to have zero-tolerance policies for sexual harassment, and midshipmen are able to report incidents either through company procedure or to academy officials.

At the June 24 summit, closed-door discussions focused on industry culture, sexual assault, and harassment awareness and prevention efforts. Among the actions discussed for addressing the problems were training programs involving companies and maritime unions, and assigning onboard mentors to midshipmen.

Debriefing all midshipmen upon completing their Sea Year, vessel visits by company operations representatives, and establishing a 24/7 hotline with a “duress call” for midshipmen to report problems are other possible steps.

Midshipmen stand during their 2016 graduation ceremony at the U.S. Merchant Marine Academy in Kings Point, N.Y., in June.

“Sea Year is and will remain a core element of the academy’s academic program,” USMMA officials said in announcing the suspension. “There is a need to ensure the safety and mutual respect for all midshipmen on vessels during Sea Year.” — K. Moore

Missouri barge traffic set for comeback

T

he lack of barge traffic through the Port of Kansas City’s facilities on the Missouri River forced its closure in 2007. The main reasons were a weak economy, drought and public perception that the river was no longer navigable.

“There were two things that occurred,” said Brian Ross, statewide waterways and freight manager, Multimodal Operations Division, Missouri Department of Transportation (MoDOT). The recession and the “perception of low water levels interfering with navigation. There is a private operator who has been on the river for 37 years, and he said the only time in those years that he wasn’t able to ship was because of high water. And that only happened once” during the flood of 1993.

There are three public ports on the river in Missouri — Port KC, Boonville and the St. Joseph Regional Port Authority. “The state’s always been interested in keeping commerce moving on the Missouri,” said Ross. “It’s been

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a matter of getting some funding from the state legislators.”

That funding finally came, partly because public and private groups convinced lawmakers that the economic rewards could someday rival Missouri’s ports on the Mississippi River. “We have legislators who were convinced that it would make economic sense to make some key investments,” Ross said.

The Corps of Engineers Kansas City District said it believes in the reliability of the river’s channel to move commodities up and down the waterway.

“The more the system is used the better it performs,” said James Rudy, area engineer for the Kansas City District.

“The more folks who use the river, the better we know what’s going on out there. The river doesn’t close unless we don’t have the flow support. But the last couple of years we’ve had plenty of water.”

The August 2015 reopening of KC Port’s Woodswether Terminal marked the first barge traffic through the port since 2007.

Port KC has partnered with KAW Valley Companies Inc., Kansas City, Kan., the operator for the port facility.

“We are engaged with the commercial operators on the river,” said Rudy. “We believe the conditions on the river are favorable to navigation.”

Cargo numbers for 2015 are not yet available but Ross said, “They will be up.” — Ken Hocke 19

6/30/16 1:53 PM

Great Lakes shippers sue the Coast Guard over pilotage costs coalition of Great Lakes ports and shippers wants pilotage rates reduced at least 20.6%, arguing that the Coast Guard’s calculations were flawed and the increases arbitrary and capricious.

The Coast Guard set the average annual pilot compensation for 2016 at $326,000, up from $235,000, and recommended more pilots and up to 10 days off a month.

“In recent years, pilotage cost as a component of total voyage cost has grown at an alarming rate for operators and Lakes stakeholders,” Stuart Theis, executive director of the U.S. Great Lakes Shipping Association, said in a statement announcing a lawsuit filed against the Coast Guard. “After a pattern of increases over the last 10 years of approximately 114 percent, the 2016

Army Corps of Engineers

A

The bulk carrier Buffalo approaches Soo Locks in fog.

rate will add approximately 58 percent more to vessel operator burden for pilotage services.”

The Coast Guard, which declined to comment on pending litigation, establishes rates for Great Lakes pilots while rates elsewhere in the U.S. are set at the local level.

“The Coast Guard did a very detailed analysis of the rates this year,” said Capt. Dan Gallagher, president of the

Lakes Pilots Association Inc., Port Huron, Mich., and a vice president of the American Pilots Association. “We believe industry does not have a case.

We are going to intervene in the lawsuit. We want to help defend the Coast Guard’s position.”

The Coast Guard used a new method of calculating the rates based on factors such as previous operating expenses and number of pilots needed. The revi-

/

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www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 1:54 PM

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sion was necessary because “over many years both pilots and industry have identified certain methodology issues that they believe significantly distort ratemaking calculations,” the agency said in its rulemaking.

However, the Coast Guard’s rates were “based on numerous defects in its costs and revenue calculations, and supported by faulty or unexplained logic,” according to the federal court suit filed in the District of Columbia in late May. The plaintiffs want the rule set aside and sent back to the Coast Guard for revisions.

The agency, for example, did not consider the size of the vessel to reflect that large ships yield higher pilotage fee revenues than smaller ones. As a result, the suit says, “failure to account for the weighting factor … will result in an over-collection of revenues in 2016 and was arbitrary and capricious.”

The suit also claims the Coast Guard “applies its peak-demand staffing model to the entirety of the navigation season” rather than just the beginning and end.

The 2016 shipping season included 37 registered pilots and 11 applicants, a Coast Guard spokesman said. “Our established goal to help reduce fatigue and ensure safety on the waterways is to increase that number to 54 pilots.”

In the last 20 years, 31 pilots have left piloting on the Great Lakes to take other jobs, Gallagher said. “Nowhere in any (pilot) group in the U.S. do they ever leave that job unless it’s for medical reasons or retirement,” he said.

The Tempest is one of four new aluminum crew transfer vessels built by Aluminum Marine Consultants for wind power service company CWind.

“The trend in the U.S. is one day on and one day off. We’re working more than everybody else, yet our pay is less.” – Dale K. DuPont

U.K. offshore wind farm suppliers eye U.S. market

A

luminum Marine Consultants Ltd. is finishing up a four-vessel contract for offshore wind crew transfer vessels (CTVs) at its Island of Wight yard in the United Kingdom and wants to export its technology to the emerging U.S. offshore wind power industry.

AMC has handled fabrication work for South Boats IOW, the Isle of Wight company whose design is licensed to Blount Boats, Warren, R.I. Blount recently delivered the 70'6"×24'×4' Atlantic Pioneer, the first U.S.-flag CTV built for the Deepwater Wind turbine project at Block Island, R.I.

Now, with experienced U.K. and Danish wind power companies lining up with U.S. partners for developing U.S. offshore areas, British and European boatbuilders are paying attention to an emerging U.S. market and looking for their own partners. In mid-May, Rob Stewart, AMC’s commercial director, accompanied executives from a U.S. investment firm with interests in offshore energy on a boat tour of three U.K. wind arrays.

“We are, in effect, hitting the American market,” said Stewart. “I’d be very happy to tie up with an American yard.

That’s the only way we’d get in.”

AMC’s latest contract with wind power service company CWind, based in Colchester, U.K., resulted first in two 74'×25'×4'5" catamarans, Tempest and Tornado. A second pair of 82'×27'×4'10" cats will wind up the contract. CTVs are going up in size and capability to match the bigger turbines and the location of projects farther offshore.— K. Moore

www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 1:54 PM

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All American Marine

American Made

All American Marine is beefing up its backlog and facilities.

A

ll American Marine will celebrate its 30th birthday next year, and in its three decades of operation the aluminum boatbuilding business has gotten more crowded. But the Bellingham, Wash.-based builder has carved out a place for itself in the mix and is thriving against the competition.

“You always have to know what your competition is doing,” said Joe Hudspeth, All American’s vice president of business development. “We build every one of our vessels from scratch, and we market ourselves nationwide. We’re the largest builder of aluminum catamarans 45 feet and greater.”

All American partnered with New Zealand’s Teknicraft Design Ltd. in 1999, negotiating an exclusive agreement with the company’s managing director Nic deWaal to utilize his catamaran designs. The designs provide a balance between stability, low resistance and ride comfort — especially when sea conditions deteriorate.

“We offer our customers transparency in pricing, pre-engineering and the detailed general arrangement,” said Hudspeth. “We’ve delivered boats here on the West Coast, up and down the

East Coast, on the Great Lakes and in the Gulf.”

STAND AND DELIVER Among All American’s recent deliveries are two 105'×33' aluminum catamaran ferries, the Sally Fox and Doc Maynard, for Seattle’s King County, the 48'×17' Gulf Surveyor for the University of New Hampshire, and the 83'×29' La Espada for Harbor Breeze Cruises in Long Beach, Calif.

On the ways are a 68'×26' hydrographic survey vessel for the Corps of Engineers’ Philadelphia District, and two 72'×28' passenger ferry cats for the National Park Service’s Gulf Islands National Seashore, Gulf Breeze, Fla. The Sally Fox was the first Subchapter Kinspected passenger vessel built and delivered under the new 5A Space Performance Guidelines issued in NVIC 9-97, Ch-1 released in 2010. The new guidelines make it possible for boatbuilders to design and implement suitable structural fire protection in very low fire load spaces in the construction of weight-sensitive, high-speed passenger vessels.

“We also wanted to keep these boats as green as possible,” Paul Brodeur, King County’s marine

All American delivered the sisterships Sally Fox and Doc Maynard to Seattle’s King County in 2015.

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All American Marine

By Ken Hocke, Senior Editor

www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 5:10 PM

All American Marine

Harbor Breeze Cruises took delivery of the 250-passenger La Espada earlier this year.

All American Marine

division director, said during an interview aboard the Sally Fox late last year.

“I didn’t want to put paint on the boat which will also keep our ongoing maintenance costs down.”

As an environmentally friendly alternative to paint, the decks are covered with peel-and-stick non-slip tread, and the exterior of the superstructure is wrapped in UV-stable vinyl.

Both new ferries feature a hull shape that was custom designed using digital modeling and computational fluid dynamics (CFD) analysis testing. The hull design is complemented by Teknicraft’s integration of a wave piercer that is positioned between each catamaran’s sponsons to break up wave action and ensure reduced drag while adding to passenger comfort. “These boats give us a smooth, quiet ride,” Brodeur said.

The catamarans are powered

The recently delivered 48'x17' Gulf Surveyor built for the University of New Hampshire is working in the Gulf of Maine.

by twin Cummins QSK-50 Tier 3 engines, each rated at 1,800 hp at 1,900 rpm, that provide a service speed of 28 knots. The design features interior seating for 250 with seating for another 28 outdoors. “The outdoor area is important to the customers,” said Brodeur. “Even in the cold, you’ll find some passengers that want to ride out there. It’s what they wanted.”

Harbor Breeze’s La Espada was the third Coast Guard-inspected K boat built by All American under the 5A space guidelines.

The new multipurpose passenger vessel, which can carry up to 250 passengers, provides harbor tours, whale watch cruises, dinner cruises, and charter ferry service to Catalina Island.

All American delivered the passenger vessel Triumph, also 83'×29', to Harbor Breeze in 2013, and owner Capt. Dan Salas was so happy with it he went back to the boatyard for another one.

“After running the Triumph, I went back to All American and said, ‘What if I take the same hull and put 250 [passengers] on it, same hull, same engines, same everything?’ They said they could do it,” Salas said. “During sea trials we did 30 knots fully loaded with the engines at 2,100 rpm. Our competitors only go about 11 knots.”

$10 MILLION SHIPYARD UNDER CONSTRUCTION

All American Marine

C

onstruction of a new $10 million shipyard for All American Marine is well underway at the Port of Bellingham (Wash.). The 57,000-sq.-ft. site will provide All American with a larger manufacturing facility and larger workforce to meet customer requests for bigger vessels.

“We have the great fortune of customizing a facility to use as we want to,” said Joe Hudspeth, the shipyard’s vice president of business development. “We The Port of Bellingham is are currently a tenant building new and bigger at the port, and we are facilities for All American. remaining so.”

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The cost of the manufacturing facility will be repaid through a new 25-year lease with the port. Whatcom County’s Economic Development Investment Program, a revolving loan and grant program designed to encourage the creation or retention of private sector jobs, will help pay for the port’s relocation costs. It’s estimated that All American will add 27 jobs to its 46-person staff, according to the Whatcom Business Alliance.

All American has a good track record when it comes to retaining its workers, said Hudspeth. “We have very little turnover in our workforce,” he said. “If we built a boat for you six or seven years ago and we start a new one for you in 2016 chances are the same guys who were welding your first boat will be doing the welding on your new boat.”

The new shipyard facilities are scheduled for completion by the end of the year. — K. Hocke

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6/30/16 5:11 PM

The La Espada is powered by twin Caterpillar C32 ACERT Tier 3 engines rated at 1,450 hp at 2,100 rpm each. Lightweight aluminum honeycomb wall panels and perforated aluminum ceiling tiles were used to outfit the cabin interior without adding mass that causes excessive fuel burn. High performance bottom paint was used to enhance speed and fuel efficiency. The

superstructure was designed to be low profile and reduce drag.

All American installed low voltage LED lighting throughout the vessel, transforming at night when color changing LED lighting is turned on inside the main deck cabin. LED accent lights are also used to light up the vessel exterior as well as acrylic glass panels along the upper aft deck. Tinted

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Two 72'x28' passenger vessels are under construction for the National Park Service‘s Gulf Islands National Seashore.

glass was used for all passenger windows to mitigate energy use associated with offsetting heat gain.

“There hasn’t been one hiccup, and we’ve been running that boat hard,” said Salas. “We’ll run commuters to Catalina Island in the morning, do whale watching throughout the day and a sunset cruise around the bay at night.”

Salas said the Triumph has been a great addition to his fleet, but La Espada is on a completely different level.

“It’s put our company in another realm, up there with the big boys.” he said.

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FUTURE MARKET The Atlantic Pioneer, the first U.S. offshore wind energy crewboat, was christened in Rhode Island in April.

Though it will service the only offshore wind energy project in the nation currently, Hudspeth said he thinks the industry has a future in the U.S. “We’ve been following the European market for a long time now,” he said. “We are waiting for that market to develop.”

Hudspeth has attended the Oceanology International conference in London where Teknicraft debuted a new offshore wind farm support vessel in 2014.

Called the MO1, the 83' catamaran was purpose built in Scotland for offshore wind farm work for U.K.’s Mainprize Offshore Ltd. While in Great Britain, Hudspeth also visited London Array Ltd.’s offshore wind farm. “[Europe] has chosen the catamaran as its choice for a stable platform for that industry,” he said.

“We’re just waiting for that market [in the U.S.] to develop.”

Hudspeth said it takes one catamaran to support every 20 offshore turbines, so a 100-turbine farm requires five WSVs.

www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 5:11 PM

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6/28/16 9:21 AM

Patrol Boats

Danger Zone Patrol boats are being designed so they can go where the trouble is.

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

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Because of the heightened awareness of terrorism around the world, U.S. ports, harbors and waterways are counting on patrol boats more than ever.

Since 9/11 the building of patrol boats in the U.S., whether for use here or as part of the government’s Foreign Military Sales program, has been a thriving industry for boatbuilders across the country. Boats have been, and continue to be, built for the military, as well as state governments and local municipalities.

Arguably the biggest terrorist target in the nation is New York City. In late May, Kvichak Marine Industries delivered a fourth new 45'×14'7" response boat-medium C (RB-M C) to the New York City Police Department Harbor Unit. The Kvichak RB-M C is the commercial variant of the

RB-M the boatyard purpose built for the Coast Guard. Designed in partnership with the UK’s Camarc Design, it features a 3' draft and a 495gal. fuel tank.

“It has proven itself to be ideal for patrol, law enforcement and search and rescue operations,” Art Parker, Vigor’s business development manager, said in a statement announcing the delivery.

The new patrol boat, which has a running speed of 40 knots, is powered by a pair of MTU Series 60 diesels connected to Rolls-Royce Kamewa FF375S waterjets through Twin Disc MG-5114SC marine gears.

Iventech Marine Solutions

Life Proof Boats’ 28' patrol boat went from MACC to a customer in Montana.

NEW BOAT LOT The Multi-Agency Craft Conference (MACC) held in June is a place for patrol boat owners, www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 3:22 PM

Kirk Moore

operators, designers and builders to gather to see the latest and greatest the industry has to offer.

A new entry in the field is Life Proof Boats, built by Inventech Marine Solutions, Bremerton, Wash.

Its aluminum craft feature the company’s Foam Air Stabilized Technologies (FAST) collar system that’s 80% foam and 20% air. The company had a 28'×10'8" boat at the MACC show in Baltimore.

Life Proof Boats is a custom, factory direct boat manufacturer that specializes in high performance, collared aluminum boats and foam/air hybrid collared systems.

The boats include standard options like stabilized buoyancy collar systems, shock mitigation, and self-bailing decks. The company’s patrol boats are purpose built for not only protected inland waterways but also open coastal waters. With polyethylene foam under the decks, and the FAST external stabilizing buoyancy collar systems, Life Proof markets its boats as virtually unsinkable and indestructible.

The display boat, which is powered by a 500-hp Duramax diesel engine, was a one-off custom center console for a customer who will use it as a day boat on a big Western lake. The company has been building prototypes for two years and now is getting into government contracts.

The FAST system allows customers to choose the ratio of air to foam using different air bladders. A feature of the system is the ability for users to swap out air bladders to change the ratio. The company has new patented technologies that also allow users to change or replace collars with ease.

“We actually call it a RIB (rigid inflatable boat). You can puncture the bladder in this thing and still run the boat efficiently,” said Micah Bowers, Inventech’s CEO and one of its founders. “This isn’t like any other collar. To fix it, you can just unzip the collar and replace the bladder. The Coast Guard is having a heck of a time classifying it.”

In addition to the collar, there is lightweight polyethylene close-cell

A notable feature of Moore Boat’s 28' patrol boat is its broad bow.

foam floatation under the decks.

Bowers, who designed the boat, likens it to flying an airplane, with stable turns banking at 40 knots thanks to performance fins located below the collar that create low pressure and reduce heeling on cornering.

“It’s all about the boat’s stability,” said Bowers. “We created the company to design new hulls and new collar techniques. We also wanted to make our boats more affordable to more customers by bringing the price point down.

Another patrol boat manufacturer showing its wares at MACC was Moore Boat LLC who was marketing its boats as providing new reach for police and emergency operators.

“Our mentality was, ‘How do you niche yourself in the market?’ ” said Mike Early, vice president of the Bishopville, Md.-based company.

Located close to Chesapeake Bay’s eastern shore and Ocean City, Md., the builder’s main market is agencies that operate in the often-remote estuary waters of the East Coast and Gulf of Mexico.

The Moore Patrol 28 at 28'×9'3" has a static draft of 16" and can transit even thinner water on plane at better than 50 mph. Promotional videos by the company and naval architect CDI Marine Group show Early hiking across ankle-deep bars while the Patrol 28 whips past with its twin Steyr 306 engines producing 600 hp.

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“If you have someone, say a jet skier, injured on the flats, you can get all the way in and make the rescue” without forcing responders to wade in, Early said.

Planing speed and performance come from a 22° deadrise at the bow tapering back to 7° at the stern and shallow propeller tunnels. The lineup of boats — 24', 28', 32' and 38' — were all scaled off the original 38' design, Early said.

The newest addition, a 25'×8'4"×13" enclosed center console, is the first outboard boat in the lineup.

With a 300-hp Suzuki on a transom jack that can lift the engine 24", the boat has a capacity of 72 gals. of fuel and can achieve better than 50 mph.

The helm windshield is angled for better visibility and has a parabolic wiper for running in weather.

The most striking feature on all the boats is the broad bow. When combined with the shallow draft aft it makes it easy to beach the boats and back off.

“It’s very purposeful,” Early said. In an emergency crash stop, the boat with that big bow will go from 50 mph to a standstill in two boat lengths, without driving the bow under and crashing water on the crew, he said. “The sheer line won’t go under during full deceleration.”

The boat’s major market is public agencies. Moore Boat worked closely with officials from natural resource agencies when designing the boats.

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CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

Safe Boats

Safe delivers 2,000th boat and first interceptor vessel

41' Coastal Interceptor Vessel.

C

IV? Perhaps it’s an anagram? In this case, it refers to coastal interceptor vessel. It’s a model category created

by SAFE Boats International, Bremerton, Wash., specifically for the U.S. Customs and Border Protection (CBP), Air and Marine Operations (AMO).

The Interceptor line includes the new CBP boat as well as the multimission interceptor (MMI), which was introduced at MACC last month. Both are outboard-powered, opendeck, T-top speedsters built for open-water operations, both military and law enforcement.

The CIV measures 41'×12' and is powered by four 300-hp Mercury Verado outboards. Top speed is said to be 54-plus knots and cruising speed is 36-plus knots. The boats, of which CBP wants up to 52 (worth $48 million), have shockmitigating seats (SHOXS) for nine with a load capacity of 22,644 lbs. The range at cruising speed is over 350 nautical miles. The lightship weight is 16,609 lbs.

The CIV and the MMI trace their lineage back to the 38 Apostle, which was introduced at MACC in 2009 and features a stepped bottom for higher speeds.

High-speed interdiction is what these boats are really all about. It’s chasing — and catching — drug smugglers and other high-seas criminals.

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As it turns out, the first CIV for the CBP was also the 2,000th aluminum boat built by SAFE. Bill Hansen and Scott Peterson, both of whom are still associated with the company which is now owned by an investment group, founded SAFE in 1997. Almost all its boats have been built for government users, from local law enforcement to the U.S. Navy, which is having SAFE build its newest combat patrol craft, the 85' Mark VI. The Coast Guard has been a particularly good customer for SAFE, which supplied the first generation of RB-S patrol boats, some 500 or so vessels. The company is currently working on an order of up to 101 cutter boat/over the horizon-IV vessels (CB-OTH-IV) for the Coast Guard.

The transition from local ownership to the investment group has provided the company with more capital to invest in expansion, including a second manufacturing facility in nearby Tacoma, Wash., which has waterfront launching.

“The Tacoma plant does everything north of 45', basically,” said Kevin Rowlee, SAFE sales and marketing manager.

The original Bremerton location builds the smaller, trailerable boats, fabricates the patented foam collars, and provides training.

Like other aluminum boatbuilders, SAFE has its eye on www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 11:24 AM

foreign military sales and other export markets. It already has boats in Gibraltar, the Bahamas, Mexico, Nigeria, Pakistan and Russia.

At a public celebration of the first CIV/2,000th vessel milestone, company CFO Richard Schwarz pointed this out. “It’s manufacturing and exporting,” said Schwarz. “Really, all the things you want from the U.S. economy.” — Bruce Buls

T

he 108'×35' fireboat Protector, built by Foss Maritime Co. at its Foss Seattle Shipyard, was recently delivered to the Port of Long Beach, Calif.

Along with a sister vessel — Vigilance — now under construction, the Protector represents a 400% increase in firefighting power over the port’s existing fireboats. The fireboat has 10 water cannons with a capacity to pump more than 41,000 gpm, or four times the output of the old fireboats. Pumping range is 600' and higher than a 20-story building. It’s enough power to project water or foam “anywhere aboard the world’s largest containerships and oil tankers,” according to port officials.

The multimission design by Robert Allan Ltd., Vancouver, British Columbia, has the capability to protect its crew and operate amid chemical, biological, radiological and nuclear threats.

The boat’s missions include water rescue, vessel dewatering, towing and dive support. The fireboat is equipped with medical treatment facilities for EMS and paramedics, boom deployment to contain spills, an onboard crane, and can serve as an operations command center.

“We have to be prepared for any potential hazard,” said Lori Ann Guzmán, president of the Long Beach Harbor Commission. “Protector is a major improvement in our emergency response capabilities, helping us to safeguard both the port and our community.”

The fireboat project team and part-

Foss Maritime Co.

Foss completes fireboat for Port of Long Beach

The first of two 108' fireboats for the Port of Long Beach

ners include the port and fire department staff, Foss and Robert Allan, Jensen Maritime Consultants, Seattle, the Department of Homeland Security, and the Federal Emergency Management Administration. Construction costs for both vessels is $51.6 million, including $18.5 million from Homeland Security’s Port Security Grant Program.

Propulsion on the new boats comes from a pair of Caterpillar 3512C main engines, combining for 2,012 hp, that turn Voith Schneider propellers. This produces a top speed of 12 knots. The boats are designed for a low wake wash of less than 12" at 8 knots, and an onsite endurance of five days. The wheelhouses have both forward and aft control stations, where pilots can use low-speed maneuvering and zero-speed stationkeeping with the Voith Schneider propulsion system.

Two more Caterpillar 3512C engines and one Cat C12 engine are harnessed with the drive engines to power seven firefighting pumps, ranging in size from 2,000 gpm to 8,000 gpm for the total aggregate capacity of 41,000 gpm.

The largest of 10 monitors can deliver 12,000 gpm at a 600' range, exceeding National Fire Protection Association (NFPA) Type II fireboat requirements. Nine other monitors range

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from 1,500 gpm to 6,000 gpm. Two of those monitors can direct 6,000 gpm of foam at a range of 500'. For shoreside supply, the boats can put out up to 22,000 gpm. — Kirk Moore

Halter delivers another 6,000-hp tug to Bouchard

V

T Halter Marine Inc. has delivered the 130'×38'×22' 6,000-hp, twin-screw tug Frederick E. Bouchard, to Bouchard Transportation Co. Inc., Melville, N.Y. The tug, which will be part of an articulated tug/barge unit, was built at VT Halter’s Pascagoula, Miss., shipyard.

The delivery culminates a two-vessel contract awarded by Bouchard to Halter in August 2014.

Main propulsion comes from twin EMD 12-710G7C-T3 engines, producing 3,000 hp at 900 rpm each. The diesels turn 140"×94" 5-bladed wheels through Lufkin RS2800HG vertical offset marine gears with 4.9:1 reduction ratios. The propulsion package gives the tug a bollard pull of 83.44 short tons and a running speed of 14 knots.

The Frederick E. Bouchard underwent sea trials on June 1. The first vessel in the contract, the Morton S. Bouchard Jr., was delivered to Boucha31

6/30/16 11:24 AM

On TheWays

BOATBUILDING BITTS

Conrad Industries

organ City, La.-based Conrad Shipyard and Seattle-based Harley Marine Services have signed a contract to build a pair of 116' articulated tug/barge unit tugs. Designed by Entech Designs LLC, Kenner, La., the ATB tugs will be powered by twin GE 6L250, Tier 4 diesel engines, producing 2,280 hp each. No other specifications on the boats were available as WorkBoat went to press. Conrad has previously built tugs for Harley. Also, Young Brothers Ltd., Honolulu, Hawaii, a Foss Maritime company, and Conrad have signed an $80 million contract to construct four new tugs. The first 6,000-hp, 123'×36'6" tug will be delivered in the first quarter of 2018, and the fourth by the first quarter of 2019. The tugs will be powered by GE 8L250MDC Tier 4 engines. — K. Hocke Foss Maritime recently christened the second in a series of three Arctic-class tugs, the Denise Foss. The new tug, built at Foss’ Rainier, Ore., shipyard, was christened June 1 at the Foss Waterway Seaport in Tacoma, Wash. She is due to enter service later this summer.

The Denise Foss is ice class D0, which means the hulls are designed specifically for polar waters and are reinforced to maneuver in ice. The vessel complies with the requirements in the ABS Guide for Building and Classing Vessels Intended to Operate in Polar Waters, including ABS A1 standards, The new tugs will be similar SOLAS and Green to other tugs Conrad has built Passport. — Ashley for Harley.

Herriman

Gladding-Hearn Shipbuilding, Somerset, Mass., has signed a contract with the Mobile Bar Pilots to build a new 53.6'×17.8' Chesapeake-class pilot New Foss Arctic-class tug boat. Designed by C. will work in cold climate.

Raymond Hunt, the Deep V, all-aluminum pilot boat will have a draft of 4.8' and be powered by twin Caterpillar C-18 diesel engines, each delivering 671 hp at 2,100 rpm. Top speed will be 25 knots. The engines will turn 5-bladed Nibral propellers through Twin Disc MGX-5135A Quickshift gears. A Humphree interceptor trim-tab control system will be installed at the transom. Diesel capacity is 800 gals., which will provide a range of at least 380 miles at an economical speed of about 20 knots, according to Gladding-Hearn. The wheelhouse, flush-mounted to the deck amidships and with forward-leaning front windows, will be outfitted with six Llebroc seats, an L-shaped settee, and cooled by two 16,000-Btu air-conditioning units. The forecastle includes an enclosed head and built-in cabinetry. Outside of the wheelhouse will be wide side decks, side and rear doors, and boarding platforms on the roof and port and starboard platforms on the foredeck. At the transom are throttle and steering controls, and a winch-operated, rotating davit over a recessed platform for rescue operations. — K. Hocke Austal USA, Mobile, Ala., officially delivered the fourth 221'×99' aluminum Independence-variant littoral combat ship (LCS), the future Montgomery (LCS 8), to the U.S. Navy June 23. This milestone marks the second LCS built by Austal as the prime contractor as part of an 11-ship contract worth over $3.5 billion. After the deFoss Maritime

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livery of Montgomery, six Independence-variant LCSes remain under construction at Austal’s Alabama shipyard.

Gabrielle Giffords (LCS 10), Omaha (LCS 12) and Manchester (LCS 14) are being prepared for trials. Assembly is underway on Tulsa (LCS 16) and Charleston (LCS 18), and modules for Cincinnati (LCS 20) are under construction in Austal’s module manufacturing facility. In addition to the LCSes, Austal is also working on a $1.6 billion contract to build 10 expeditionary fast transport vessels (EPF) for the Navy. — K. Hocke JMS Naval Architects engineered and designed a 300'×72' crane barge for the state of Rhode Island that will be used for steveOne of three new MRAV doring operations at naval vessels.

Provport Inc., a multimodal, deepwater facility. JMS designed the barge, which was built at Conrad Industries, Amelia, La., to carry and operate

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ProvPort’s 440-ton Liebherr LHM 550 mobile harbor cranes. The wide rake/box barge has a deck rating of over 6,000 lbs. per sq. ft.. The barge was delivered to ProvPort in May and christened on June 6. — K. Hocke Bollinger Shipyards, Lockport, La., has delivered the 18th fast response cutter (FRC), Joseph Tezanos, to the U.S. Coast Guard. The 154' patrol craft is the 18th vessel in the Coast Guard's Sentinel-class FRC program.

To build the FRC, Bollinger used a proven, in-service parent craft design based on the Damen Stan Patrol Boat 4708. It has a flank speed of 28 knots, state of the art command, control, communications and computer technology, and a stern launch system for the vessel’s 26' cutter boat. The Coast Guard took delivery on June 22, in Key West, Fla., and is scheduled to commission the vessel in Puerto Rico in August. — K. Hocke Damen Shipyards Group has introduced a new range of multirole auxiliary vessels (MRAV). The new range of military boats consists of three different designs: the 141.04' MRAV 660, 203.36' MRAV 1600 and 278.8' MRAV 3600.

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rd on Feb. 1, and is currently in service in the coastwise trade. The new tug will also be joining Bouchard’s fleet servicing the coastwise trade. Both tugs are equipped with an Intercon coupler system and are ABS classed as Maltese Cross A1 Ocean Towing, Dual Mode ATB, USCG certified, Subchapter C. The delivery of the Frederick E. Bouchard “marks the conclusion of our major fleet expansion plan in partnership with our dear friends at VT Halter Marine,” Morton S. Bouchard III, the company’s president and CEO, said in a statement announcing the delivery.

In addition to the Morton S. Bouchard Jr., recent deliveries include the company’s two newest ATB units the Kim. M. Bouchard and B. No. 270 and the Donna J. Bouchard and B. No. 272.

“Together, these vessels work to define Bouchard as a state-of-the-art, fuel-efficient and safe operation, which will better serve our customers and crew for years to come,” Bouchard

VT Halter Marine

On TheWays

Tug will be part of a new Bouchard ATB.

said.

Ship’s service power comes from three John Deere 6068AFM85 generator-drive engines, sparking 99 kW of electrical power each.

Tankage includes 150,000 gals. of fuel in 10 tanks; 60,000 gals. ballast in six tanks; 11,000 gals. lube oil; and

11,000 gals. potable water.

The tug features steering gear by Engine Monitor Inc., a Kongsberg K-Bridge navigation system and a Furuno electronics suite. On deck are twin Intercon capstans, a Palfinger rescue boat and davit. — Ken Hocke

BOATS INTERNATIONAL

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Craft Store

SAFE Boats’ 35' multimission interceptor (MMI) debuted at the MultiAgency Craft Conference held in June at the Coast Guard’s Baltimore yard.

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Kirk Moore

Bigger, faster interceptors extend law enforcement.

7/1/16 12:31 PM

'We need standardization.

We’d like fewer boat

B

Kirk Moore

ig new long-range interceptor boats held center stage at the 2016 Multi-Agency Craft Conference at the U.S. Coast Guard Yard in Baltimore, as builders try to satisfy the demands of law enforcement for longer legs and crew endurance at sea.

“Interdiction boats, with quad engines and shock absorbing seats, that changes the whole dynamic of these boats,” Jeremy Davis, director of sales for Brunswick Commercial and Government Products (BCGP), said as he showed the Edgewater, Fla., builder’s new 1100 Impact model to MACC visitors in June.

In conference sessions, the industry’s major customers — planners from the Coast Guard and Navy — agreed that technology advances have been impressive.

The Coast Guard’s over the horizon (OTH) cutter boats “have revolutionized the way we do business,” said Rear Adm. Michael Haycock, director of acquisition programs. “I won’t use a cutter without boats.”

At the same time, the Coast Guard and Navy are looking for the industry to help them further standardize and lower costs. For years, end users made the decision on buying boats, but with insufficient product documentation and support. “We were buying boats, but we couldn’t sustain them,” Haycock said.

“We need standardization. We’d like

fewer boat classes,” said Rear Adm. Bruce Baffer, the Coast Guard’s assistant commandant for engineering and logistics. “We’ve got to control our appetite for special purpose boats.

Anything you guys can do to help us reduce our boat classes, that’s where we want to go.”

The MACC conference, revitalized in the last two years under the sponsorship of the American Society of Naval Engineers, aims to help the armed services and civil law enforcement share their knowledge and experience with all aspects of small craft, from contracting and procurement to tactics, maintenance and new technology.

As Haycock and other Coast Guard officers told the stories, it has been the evolution of small boat operations that enables the Coast Guard and its partners to do what they can to staunch the flood of drugs from South and Central America, especially in the vast eastern Pacific theatre.

A cutter commander there is almost like a 19th-century U.S. whaling captain — his lookouts in fixed-wing surveillance aircraft instead of the crow’s nest, his harpooners in a helicopter and 26' OTH boats. Instead of whales, they chase go-fast boats or semisubmersible craft over hundreds of square miles of ocean.

Haycock commanded the 378'×43' cutter Sherman in 2009-2011 in the eastern Pacific, and recalled one patrol when his crew rounded up four boats

26' over the horizon (OTH) cutter boats enable the Coast Guard to track and arrest multiple drug smuggling crews on the high seas.

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classes.'

Rear Adm. Bruce Baffer U.S. Coast Guard Assistant Commandant for Engineering and Logistics in the ocean between Costa Rica and the Galapagos Islands. The operation began at 2 a.m., and in the hours that followed the helicopter crew shot out two boats’ engines with a .50 caliber, returning to refuel in between. The OTH boats raced as long as an hour from the cutter to apprehend the crews.

When it was over, the Sherman had its whales: four boats in tow and 20 detainees.

“We could have never prosecuted those cases without those boats,” Haycock said. The cutter boats have the deck space, speed and range — and most important, reliability. “We were literally 5,000 miles away from the United States,” Haycock said. “We need boats that are reliable, and we need the whole package.”

The late model OTHs with jet drives that can drive up a cutter’s stern notch have “been a real game changer for the Coast Guard,” Baffer said. Compared to old cutter boats launched by davits or cranes, the OTH boats can launch at cutter speeds of 18 knots and take off on plane, reaching out 100 miles in pursuit, he said.

SAFE’s MMI has a maximum speed of 55-plus knots.

Kirk Moore

By Kirk Moore, Associate Editor

39

7/1/16 12:38 PM

The Brunswick 1100 Impact is a new entry in the long-range interceptor boat market.

shore intercept,” Davis said.

Measuring 31'4"×11'6"×21" with a 30" high transom, the 1100 can carry up to 18 people or 5,521 lbs. Engine packages can range from 600 hp to 1,050 hp and four outboards, with The 1100 helm features a multifunction a maximum engine weight of Raymarine navigation package.

2,400 lbs. and fuel capacity of up to 450 gals.

The company’s demonstrafigurable shock-absorbing seats, the tion boat was equipped with a trio new 35'×10' multimission interceptor of Mercury Marine Verado 350 hp (MMI) from SAFE Boats Internaoutboards, with a cruise speed of 38 tional, Bremerton, Wash., lined up knots at 4,000 rpm and a top speed MACC riders to try its high-speed runs of 65 knots. With a 300-gal. tank, the down Curtis Bay. “This is the next in range is 300 nautical miles. “We can do our line of interceptors. We found that a four-man or six-man cabin. We can our customers are looking for a smaller do twin inboard diesels with jet propul- interceptor, and one that is flexible and sion,” Davis said. can handle a lot of different missions,” With its twin consoles and reconsaid Rob Goley of SAFE Boats.

Kirk Moore

NEW CONTENDERS Manufacturers at MACC offered solutions running the gamut from powerful long-range offshore interdiction vessels, to small law enforcement and rescue boats for ultra-shallow bay and marshland patrolling.

At first glance the new 1100 Impact from Brunswick looks like another of the muscular rigid hull inflatable boats (RHIB) that have come to dominate the industry’s patrol sector. But over the gunwale and inside, there is no tube bulging into the crew space, just a solid, flat fiberglass gunwale that the boatbuilder calls the D-Collar after the cross section of hybrid foam.

“When the Coast Guard pulls up to a $600,000 Sea Ray they don’t want to scratch the hull,” said Davis of BCGP. The D-Collar design keeps that soft touch for routine boardings, with more room and maneuverability for the crew on deck, he said. “We’re making a big program in the Middle East for 30 of these. They will be designed for off-

BCGP

“You almost buy another cutter by deploying the boats with ships,” Baffer said. “We realized shipbuilders are not good boatbuilders. The boats are our responsibility. We don’t shoot missiles, we shoot boarding teams.”

COAST GUARD MAY REPOWER, REFIT 47' LIFEBOAT FLEET

T

U.S. Coast Guard

he Coast Guard’s workhorse 47' motor lifeboats are in danger of becoming obsolete with aging engines. The solution will be either to build a new MLB class or embark on a major service life extension, the Coast Guard’s acquisition chief says.

The 47'11"x14'x4'6" motor lifeboat was a leap forward when it replaced the old 44' design in the 1990s. But the twin 435-hp Detroit

40

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A Coast Guard 47’ motor lifeboat in a training exercise off the Oregon coast.

Diesel DDEC-III 6V-92TA engines in the class are no longer manufactured. “Unfortunately they’re becoming obsolete in terms of support,” Rear Adm. Mike Haycock, director of acquisition programs, said at the Multi-Agency Craft Conference in Baltimore in June.

Coast Guard planning is in the very early stages, but considering the agency’s limited capital funds, Haycock said he expects a service life extension project (SLEP) will be a likely outcome. “The cost differential is substantial. I don’t think we have room in our capital budget,” he said.

“If you’re in the boat sustainment business, I’d keep an eye on that,” Haycock advised the MACC audience, heavy with representatives from boatbuilders and suppliers.

A SLEP would require not just new engines for the 107 MLBs in service, but new transmissions and other systems “so we can get another 20 years out of these,” Haycock said.

He could not say what the timeline would be for doing a SLEP, but the time is nearing for a decision. “The way things are going, we won’t be able to support them past 2019,” he said. — K. Moore

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large coastal metro police departments, and government agencies in the Caribbean and Central and South America.

NEW POWER SOLUTIONS At MACC, Yanmar displayed one of its new diesels with The demo dock had common-rail fuel injection — the 6LY400/440CR 5.8-litre another visitor, a 25' inline six-cylinder rated between 400 and 440 hp. response boat-small (RB-S) from Coast Guard Training Center, Yorktown, Va. R&D center.

It’s the testing platform for a study of According to a cooperative research diesel outboards by the Coast Guard and development agreement with MerResearch and Development center at cury Marine, the project will “evaluate New London, Conn., and Mercury and test the advantages, disadvantages, Marine. required technology enhancements, The pair of 3.0-liter Mercury diesels performance, costs, and other issues on its transom were part of an eightassociated with diesel outboard engine week field study, with performance technology.” instrumentation installed on the boat A recent cost-benefit study found the to monitor power, speed, and fuel conCoast Guard would not save money by sumption, said Lt. Keely Higbie of the fully converting its outboard-powered Kirk Moore

Based on SAFE’s established family of interceptor vessels, the MMI with a trio of 350-hp Mercury outboards is capable of speeds over 55 knots, highspeed transits in open ocean waters, and “extreme velocity maneuvers,” according to the company. The aluminum vessel with foam collar cruises at 35-plus knots and can carry up to 14 personnel in shock mitigating seats, reconfigurable according to mission needs with an integrated Shoxs Trax system in the aft deck.

“We worked with our friends at Shoxs to make this a totally flexible package,” Goley said, after he and coworker Scott Clanton finished resetting the seating in preparation for a demonstration ride. “You have 80 square feet of deck back there that can do anything.”

The demo boat unveiled at MACC is the first model. SAFE is marketing the design mainly to its customers including the U.S. and allied coast guards,

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www.workboat.com • AUGUST 2016 • WorkBoat

7/1/16 12:40 PM

Kirk Moore

Haynes described 6'×3'×2' plug-andplay battery packages that can provide power for the 24-meter crew service vessels (CSVs) used in offshore wind energy arrays. A typical CSV workday involves a one-hour transit from shore, carrying four technician teams to service the turbines, then loitering and idling while the work gets done.

It’s that “tick over” time when batteries and electric drive can be used to reduce engine cycles, Haynes said.

A crew from Coast Guard Training Center, Yorktown, Va., worked with Mercury Marine testing diesel outboards on a 25' response boat-small.

small boat fleet to diesel fuel in the short term. But as a long-term acquisition move, moving the small boat fleet to single-fuel diesels may be worth considering, the analysis found.

The revived MACC show attracted Yanmar Marine, who showed off its new generation of inboard diesels with common-rail fuel injection, including the 6LY400/440CR compact 5.8-litre inline six-cylinder model, rated at 400 hp and 440 hp. The Tier 3 engine delivers extremely finely atomized fuel to the cylinders.

The newly marketed 8LV model was there too. With ratings of 320, 350 and 370 hp at 3,800 rpm, the 4.6 liter V8 was paired with Yanmar’s ZT 320/370 Sterndrive, engineered to handle the 8LV’s 800 ft.-lbs. of torque.

“These are ideal for light commercial, military as well as recreational craft applications,” Philip Secord, North American sales manager for Yanmar Recreational Marine of Americas, said in announcing the company’s return to MACC. Amid all the big diesel power, John Haynes of Shock Mitigation Ltd., Dorset, U.K., talked about future military marine applications of hybrid energy sources. This included dual propulsion vessels where electric drives, energy storage and solar will supplement and extend the endurance of engine power.

“That doesn’t work in the go-fast community here … but it’s coming,” said Haynes, who works with the offshore wind energy industry in the U.K. and Europe. www.workboat.com • AUGUST 2016 • WorkBoat

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That translates into fuel and maintenance savings. “As a mariner, on a dark and stormy night, I want my throbbing diesels,” he said. “But I want to bring stored energy on board.”

That’s where hybrid power has military applications, in endurance and loitering time on station, and low-signature stealth, compared to “just sitting there, running your diesels, smoking everyone out, just to maintain your coms (communications),” he said.

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7/1/16 12:25 PM

Seating

Park It

New seats have to fit all body types and sizes and handle long periods of use.

By Michael Crowley, Correspondent

Y

ou can’t be very efficient at running a boat if you are tired, cranky and beat up. Often that’s the result of inadequate, uncomfortable seating In September, NorSap, the Kristiansand, Norway-based manufacturer of seating for the marine market, will launch its newest chair at the SMM maritime trade fair in Hamburg, Germany.

Then in December, NorSap is teaming up with the Imtra Corp. in New Bedford, Mass., to introduce the chair to the U.S. market at the International WorkBoat Show in New Orleans.

NORTH SEA TESTED NorSap began building aluminum products in 1969. Soon after, requests came in from Norway’s commercial fishermen to build them a helm seat.

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As time progressed, “the effort went into building an ergonomic solution for a really demanding North Sea environment,” said Alex Larsen, vice president of commercial sales for Imtra.

Gradually NorSap expanded its focus beyond commercial fishing to the workboat market. “Now the focus is on building a chair that someone can sit in for eight- to 12-hour shifts with an ergonomic range that can fit 90 percent of the body shapes,” said Larsen. “It could be used as a helm chair or, say, a chair at the controls for operating a deck crane.

A chair that matches up with a wide range of body types requires more than one or two adjustments. Chair height and footrest adjustments aren’t enough. “You need to think about the differentiating factors you have on a person,”

Shockwave Marine

NASCAR seats were the inspiration behind Shockwave’s ICE chairs for marine applications.

www.workboat.com • AUGUST 2016 • WorkBoat

6/30/16 11:10 AM

NASCAR HERITAGE There are sea trials and then there are sea trials. But none like the one that David Smith put his new product through. Smith is president of Sidney, British Columbia-based Shockwave. In 2010 he introduced the first integrated control environment (ICE) cockpit, which puts the entire console area in suspension, as opposed to having a suspension seat behind a fixed console.

Having both seats and controls moving in the same manner makes it easier to operate the controls at high rates of speed. It also means the guy at the controls is more apt to know what’s going on around him.

The sea trial for ICE1 was 8,000 miles. The ICE concept “was treated with such skepticism,” said Smith, “that we set a world record taking a boat [with the ICE cockpit] through the Northwest Passage. That’s the way I roll. If you say you can’t do that, well,

NorSap

said Larsen. “Shoulder to elbow is the height you have to account for, from your hips to your knees and then from your knees to the bottom of your feet.”

That requires the adjustments found in NorSap’s new chair — adjustments for seat depth and height, seat angle, backrest angle, armrest height and head support. Larsen said these adjustments are not new for the seating industry, but it hasn’t been fully developed in the demanding marine environment.

NorSap focuses on modular construction, especially in being able to add components that meet the end user’s need. With NorSap’s new chair, that means there’s the option of being able to add controls and touch-screen interfaces to the arm rests, as well as having built-in wire runs to accommodate those features. Plus it can be built to slide on a deck rail so it can go in and out of a console and swivel 360°.

That adds weight and structural stress.

That’s why “they spend a long time making sure what they build is stable, and you can sit in it a long time without even thinking that my back is hurting,” said Larsen.

NorSap is introducing its most ergonomic seat to the marine industry this year.

we’ll just see who can do that and can’t do that.” It was a two-month trip from St. John’s, Newfoundland to Sidney.

ICE1 is a single axis seat that moves up and down. It was followed by ICE2 and ICE3. ICE4 is the most recent seating product from Shockwave. Like ICE2 and ICE3 it has multiaxis suspension, meaning the suspended cockpit can dampen motion in all directions.

That’s opposed to conventional seats that only move up and down. The movement is controlled by what is called an onboard filling system.

“That’s an onboard compressor and computer that automatically sets the shock absorbers for the payload and sea conditions,” said Smith.

Fox, a Scotts Valley, Calif., company that designs shock absorbers for off-road racing and armored personnel carriers, developed the shocks for this application, said Smith.

The rolling motion is dampened by a sway control system similar to that used with NASCAR racers. It shouldn’t be a surprise that Smith uses this system with ICE, since in the 1970s and ’80s he was building NASCAR chassis.

What he learned building race cars gave him the experience to develop Shockwave’s ICE. ICE4 is the latest example. It’s “primarily used for jockey seat applications, whereas ICE3 is used for conventional helm chair applications,” said Smith. “ICE4 is a refinement, looking at future U.S. Coast Guard needs.”

www.workboat.com • AUGUST 2016 • WorkBoat

WB_BG_Seating_LINO.indd 45

That would primarily be an open deck configuration and a RIB. SHOCKING Fort Worth, Texas-based Llebroc Industries might not have a new helm chair, but it has a couple of new suspension pedestals and upgraded the material in all its seats to “a much heavier duty vinyl,” said Greg Carman, sales and marketing manager with Llebroc. It’s been upgraded from 28 oz. to 32 oz. vinyl.

Any of the new vinyl covered helm chairs can be set up with either of the two suspension pedestals that Llebroc introduced to provide a more comfortable ride on rough days at sea.

There’s the EZ Ride Pedestal and the Shocker. The Shocker is the “the heavy duty one. It has more shock power, more recovery power,” said Carman.

It uses a scissor mechanism to absorb impacts when the boat slams into an oncoming wave. “The scissoring mechanism gives it a little more dampening power,” Carmen said. The Shocker’s dampening effect is achieved with a heavy-duty spring and a shock absorber that’s mounted inside the spring, which offers 4.5" of vertical movement.

The EZ Ride Pedestal uses a 4"-dia., straight up and down high-strength aluminum post with a spring and a shock absorber inside the post to reduce impact. That allows for about 2.5" of progressively dampened travel.

45

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www.workboat.com • AUGUST 2016 • WorkBoat

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www.workboat.com • AUGUST 2016 • WorkBoat

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Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . 16

McDermott Light & Signal . . . . . . . . . . . . . . . . . . . . . . 27

Bostrom, H.O. Co Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Metal Shark Aluminum Boats . . . . . . . . . . . . . . . . . . . 34

Breaux Brothers Enterprises Inc . . . . . . . . . . . . . . . . . 22

Mitsubishi Engine North America . . . . . . . . . . . . . . CV2

Brunswick Commercial & Gov't Products . . . . . . . . . . . 21

Modutech Marine Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 42

Coast Guard Foundation . . . . . . . . . . . . . . . . . . . . . . . 42

Motor-Services Hugo Stamp Inc . . . . . . . . . . . . . . . . . . 5

David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . 12

Nabrico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . CV3 Eastern Shipbuilding Group . . . . . . . . . . . . . . . . . . . . . 11 Fremont Maritime Services . . . . . . . . . . . . . . . . . . . . . . 4 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Great American Insurance Group . . . . . . . . . . . . . . . . . 6 Hamilton Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Harris Electric Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 IMS Internet Media Services . . . . . . . . . . . . . . . . . . . . 41

PEPCO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Power Panels, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Reliant Recycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . 10 SAFE Boats International . . . . . . . . . . . . . . . . . . . . . . 36 Sagem - Groupe Safran . . . . . . . . . . . . . . . . . . . . . . . . 23

International WorkBoat Show . . . . . . . . . . . . . . . . . . . 43

Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Japan Radio Co., Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Vigor Industrial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

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

Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Washburn & Doughty Associates Inc . . . . . . . . . . . . . 14

MAN Engines & Components Inc . . . . . . . . . . . . . . . . 37

Worldwide Electric Corporation . . . . . . . . . . . . . . . . . . . 3

Marine Machining & Mfg . . . . . . . . . . . . . . . . . . . . . . . 16

Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

www.workboat.com • AUGUST 2016 • WorkBoat

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LOOKS BACK AUGUST 1976

• The $4.5 billion that the federal government has invested in navigation on the inland waterways since 1824 “is but a drop in the bucket when compared to more than $125 billion spent for all forms of domestic transportation in just the past 25 years,” said Congressman Joe L. Evins, D-Tenn., chairman of the House Public Works Appropriations Subcommit-

tee. According to Evins, major recent recipients of federal transportation funding were airways and airports, $22 billion; highways, $100 billion since the 1920s; mass transit, $6 billion in the last 10 years; and $3 billion in the last three years for rail plus the recently enacted $6.4 billion rail revitalization program.

• The U.S. Navy has awarded a $30 million contract to MariAUGUST 1986 nette Marine • McDermott Shipyards, Morgan City, La., has completed $1 million in modifications to the Hatch Tide for deepwater service in the Gulf of Mexico. Owned by Tidewater Marine Service Inc., New Orleans, the towing/supply vessel was lengthened from 200' to 216' and fitted with liquid mud capacity. Four chain lockers were added below deck and a larger 550-hp bowthruster was installed.

AUGUST 1996 Towing capac-

• Orange Shipbuilding Co. Inc., Orange, Texas, was awarded a $30 million contract to build 12 pusher-tugs for the U.S. Army. Corning Townsend at CT Marine, Rowayton, Conn., designed the 59'8"×22'×8' hull. The tugs will move LASH and general cargo barges in harbors and on inland and coastal waters. Army specifications call for each tug to have a bollard pull 52

WB_LooksBack_LINO.indd 2

(Wis.) Corp. to build four 7,200-hp fleet tugboats. It is the first contract targeted to replace the World War II fleet tugs. The 226'×42' tugs will have a maximum draft of 15'.

The tugs will be powered by a pair of 20-cylinder EMD 645s. ity was increased and a 25,000-lb. line pull tugger was added. The Hatch Tide joins the Doc Tide and Darol Tide that received similar modifications “as industry conditions continue to improve and drilling resumes in this area,” the company said.

of 30,000 lbs. ahead, 15,000 lbs. astern, and 4,000 lbs. athwartship.

• Gladding-Hearn Shipbuilding, The Duclos Corp., Somerset, Mass., recently delivered the 80'×22'×6'9" Southbay Clipper to Sayville (N.Y.) Ferry Service. The 415-passenger vessel is manned by a crew of five. The ferry has three Detroit Diesel 12V-92TA DDECs that each develop 815 hp at 2,100 rpm. www.workboat.com • AUGUST 2016 • WorkBoat

7/5/16 8:40 AM

Hull of a Breakthrough in Cooling Technology.

Angled TurboTunnel HeAder design Increased convergent header pressure “jets” turbulent sea water between the upper and lower tube decks.

Turbulizer spAcers Unique shape spacers create vortex effect to “turbulize” the sea water to increase cooling efficiency (Von Karman effect).

Flow diverTer scoops Diversion of sea water disrupts the laminar flow and allows stagnant high temperature areas to be cooled.

PATENTS PENDING

oTHer engineered durAmAx HeAT excHAngers ®

Single-Stacked DuraCooler®

DuraCooler® SuprStak™ is an engineered, double-stacked,

Updated version adds flow diverters that greatly enhance cooling efficiency over previous design.

hull mounted cooler that “jets” turbulent seawater in a tunnel-like configuration between its top tubes and lower tube assemblies.

Design innovations were made to optimize turbulence and greatly

Demountable Keel Cooler

increase flow velocity of seawater over the cooler by using state of

Replaceable copper-nickel spiral tubes cut maintenance costs and allows for easy upgrades.

the art Computational Fluid Dynamic (CFD) modeling techniques.

Tested and validated in a full scale water tunnel.

Duramax® Box Cooler

DuraCooler® SuprStak™ is the high-performance answer to meet

Gives in-hull protection against underwater hazards and allows for large cooling capacity.

ever increasing cooling requirements using half the hull space.

Duramax® Plate Heat Exchanger

It is available in a one-piece braised or two-piece modular design

In-hull system can be easily expanded to re-power or cool multiple heat sources.

for easier handling.

www.DuramaxMarine.com Duramax Marine® is an ISO 9001:2008 Certified Company

Products And Knowledge You Trust

Duramax_suprstak_workboat8.125x10.875.indd 1 WB_CVRS.indd 3

p: 440.834.5400 f: 800.497.9283

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PROPELLING

EXCELLENCE

Karl Senner, LLC supplied four of the Fast Missile Crafts (FMC) built at VT Halter Marine, Inc with four Reintjes WVS 2240 Marine Gearboxes: -Two Diagonally Offset U-drive Gearboxes -Two Horizontally Offset Gearboxes

Karl Senner, LLC proudly represents:

WEST COAST Karl Senner, LLC. Seattle, WA (425) 338-3344

EAST COAST Karl Senner, LLC. New York, NY (917)722-8118

PADUCAH SERVICE FACILITY Karl Senner, LLC. 2401 Powell Street Paducah, KY

GULF COAST HEADQUARTERS Karl Senner, LLC. 25 W. Third St. Kenner, LA (504) 469-4000

WWW.KARLSENNER.COM (504)469-4000 WB_CVRS.indd 4

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