WorkBoat August 2017

Military Vessels • VHF • Patrol Boats ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

AUGUST 2017

Bay Watch Badger State shipyard stays busy year round.

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PAC T 12 0 0 I M

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ON THE COVER

®

AUGUST 2017 • VOLUME 74, NO. 8

Bay Ship has built ATBs for Kirby and several other companies.

Photo courtesy of Fincantieri Bay Shipbuilding

FEATURES 20 Focus: Defensive Line The Navy and Coast Guard plan to build more vessels.

24 Vessel Report: Lookouts U.S. patrol boat builders look to overseas markets.

34 Cover Story: Italian Stallion A strong construction mix has been key to the success of Wisconsin’s Fincantieri Bay Shipbuilding.

BOATS & GEAR 28 On the Ways

20

• Vigor builds first U.S.-built liquefied ammonia transport barge for the Jones Act trade in 35 years • New 64' cat survey boat for the Corps of Engineers from All American Marine • Navy special forces training boats from North River • Gladding-Hearn delivers second of three 599-passenger sightseeing vessels to New York’s Circle Line • First newbuild pushboat for Metal Trades • Metal Shark awarded Navy contract to build near coastal patrol vessels • Diversified Marine delivers 80' tug to Harley

40 Radio Waves Today’s VHF radios are more flexible and offer more features.

AT A GLANCE 8 8 9 10 10 12 13

On the Water: Hurricane spin cycle — Part III. Captain’s Table: Life vests and racing shells.

Energy Level: WorkBoat’s new Gulf of Mexico Index.

WB Stock Index: Stocks post a small dip in June.

Inland Insider: U.S. grain exports rise, but market share drops.

Insurance Watch: Having a pollution policy can pay off.

Legal Talk: Coast Guard liability in a rescue.

NEWS LOG 14 14 15 15 17 17

Trump infrastructure plan seeks more funds from the barge industry.

Seattle locks in dire need of repairs.

Asian carp found in Chicago waterway.

NYC Ferry orders three 250-passenger vessels.

Coast Guard clarifies bareboat chartering rule.

New credit facility for Hornbeck.

www.workboat.com • AUGUST 2017 • WorkBoat

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24 DEPARTMENTS

2 Editor’s Watch

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

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Patrolling overseas

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n July, Volvo Penta announced a deal to become the majority owner of Wisconsin-based outboard manufacturer Seven Marine. The purchase enables the Swedish manufacturer of integrated propulsion systems to crack the outboard engine market.

During the July 6 press conference announcing the deal, Ron Huibers, president of Volvo Penta of America, responded to a question from WorkBoat Senior Editor Ken Hocke about the commercial patrol boat market. He said that it was certainly a place where Seven Marine’s powerful outboards could find a good fit. “We need to go this way,” he said, adding that patrol boats would need fewer of Seven’s larger horsepower outboards. “Two larger engines versus four smaller engines.”

With U.S. patrol boat manufacturers seeing export demand pick up, the timing of this deal may be good for Volvo.

In his story on the patrol boat market that begins on page 24, Kirk Moore discusses the deals U.S. builders have landed and the strength of the export market.

Recently, Metal Shark delivered the first six of 18 45' aluminum patrol boats to the Vietnam coast guard. The deal was arranged through the Defense Department’s Foreign Military Sales (FMS) program. Other boatbuilders that have supplied patrol boats under the program include Swiftships, Willard Marine and Safe Boats.

After years of building patrol boats for the Coast Guard, Navy and state and local agencies, U.S. boatbuilders are seeing more interest and demand from overseas. These coastal nations, with their own security needs and mis-

Call For Volume Pricing 800-639-2715 hamiltonmarine.com 2 WB8-17.indd 1 WB_EditWatch_LINO.indd 2

David Krapf, Editor in Chief

sions, seek vessels with multimission capabilities.

Dennis Morris, president and CEO of Safe Boats, said the international market is growing because “littoral states are where the patrol boat mentality comes in.”

Morris said Safe is targeting Southeast Asia, the Middle East and North Africa. Major concerns in these regions are terrorism, drug trafficking and smuggling.

Morris and others point out that the export patrol boat market is growing just when the domestic market is softening. This is welcome news for builders.

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 17

by Diversified Business Communications.

Printed in U.S.A.

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POWER FORWARD

www.workboat.com

PUBLISHER

Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR

Kirk Moore kmoore@divcom.com

ONLINE EDITOR

Ashley Herriman aherriman@divcom.com

CONTRIBUTING WRITERS

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

Dylan Andrews

ART DIRECTOR

PUBLISHING OFFICES

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

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ADVERTISING

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

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www.workboat.com • AUGUST 2017 • WorkBoat 6/15/17 9:13 AM 6/28/17 10:45 AM

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6/28/17 11:16 AM

Towline strength goal should be 70%

I

n the “Inspect Your Towlines” sidebar to June’s “Roped In” article

by Michael Crowley, the text reads: “As a general rule, the cutoff point for measuring a towing line’s usefulness is 2:1. That’s line strength versus bollard pull.” John Glaser of Samson Rope said, “Most customers don’t want the line to get below that.” So if the bollard pull is 50 tons, “you don’t want the line strength to fall beneath basically 100 tons.”

The Samson Rope representative may want to reflect that a 50% strength loss is an unacceptable residual strength retention even at retirement.

As these HMPE towlines are almost universally rigged on tractor tugs designed for both direct and indirect force applications, these margins are insufficient.

A well found ASD of modern design typically produces a multiple of 1.7 over bollard pull while a VSP (Voith Schneider Propulsion) produces a bollard pull force multiple of 2.2 to 2.5.

The 50-ton bollard pull vessel, depending on design and propulsion category, might therefore be called on to produce from 85 to 110 to 125 tons during a tanker escort including the morning of the day when the towline is to be renewed. This does not even account for tension spikes occasioned by dynamic seas. That is why prudent vessel operators purchase their towing hawsers with safety factors of at least 5:1 over their continuous ahead bollard pull rating.

Furthermore, and as a matter highly germane to operational safety, when high performance lines lose half their strength their physical condition is already plainly deleterious to their proper function. Fatigue is pronounced but invisible and likely strength loss is to be anticipated at an accelerated level.

I advise that operational safety, and by extension, crew safety, are enhanced if towline strength retention as a goal is set at 70% of original tensile strength at retirement. This is only achievable through a sustained program of testing 6

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and enhanced line inspections.

Joel Altus Marine and Vessel Rigging Consultant Seattle

More recreational boater safety courses?

I

n the April issue MailBag Capt.

Charles Ricord wrote about the lack of boater safety courses.

I have taught the New Jersey and New York Boater Safety Certificate courses to about 4,400 students over the past decade. Most states require course content to follow a standard established by the National Association of State Boating Law Administrators (NASBLA). Typically, it is an eighthour classroom course with an exam that must be passed. Most states have internet course options too. The course and its purpose are purely educational.

In fact, the practical aspects of the student-boater are irrelevant.

In New Jersey, there is at least one legally deaf boater I have taught and at least one legally blind holder of a Boater Safety Certificate with no state imposed legal restriction on them running a boat or jet ski in the state.

Obviously, such physical impairments dangerously hinder fog signal recognition or frustrate look out compliance for safe passage. In fact, the certificate runs afoul of USCG COLREG Rule 5 which states: “Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.”

A government-issued card cannot rationally overcome unfortunate physical shortcomings. Knowledge is certified, nothing else.

What about the seeming absence of practical power boat training? So how do you get this practical experience?

Here in New Jersey, sail boaters have many on-water training courses that are locally available. Many captains like myself offer optional water instruction on the student’s vessel. The problem

is that 90% of my students don’t own a vessel. Thus, Capt. Ricord’s offer to take folks out would be groundbreaking.

There is no equivalent “road test” for a boater here, not that it’s a bad idea.

I’m unaware of powerboat operator education schools that supply powerboats like motor vehicles. Ironically, sail boaters have plenty of schools to choose from. The difference is training vessel owner liability.

The insurance on something this productive would be astronomical. Add to this the cost to the student to pay for a vessel, a USCG-licensed captain/instructor and state oversight. Great idea, but it’s a giant hill to climb.

Truthfully, my experience as a thirddecade Sea Tow captain in New York Harbor tells me it’s more of a boater attitude problem than any educational course can fix.

Capt. Frank Dudis New Jersey Boating College LLC Ho Ho Kus, N.J.

Clarifies passage from Tier 4 tug story

O

n page 53 of the June story “Ratings Boom” the sentence “The particulate matter is reduced in-cylinder” is not quite correct.

What engine companies sometimes do is run higher in-cylinder temperatures — which results in fewer particulates actually being generated but causes the formation of more NOx — and then “treat away” all the NOx with an SCR system. So the particulate matter is not reduced, it’s just not produced.

John Fischer Engine Consultant Palatine, Ill.

Send letters to: MAIL BAG P.O. BOX 1348 Mandeville, LA 70470 workboat@cox.net

www.workboat.com • AUGUST 2017 • WorkBoat

6/28/17 1:30 PM

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On the Water

Hurricane spin cycle — Part III

T

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

he weather satellite age reached another big milestone in December when a series of new satellites (an eight-microsatellite constellation) was successfully launched into orbit.

According to the University of Miami’s Rosenstiel School of Marine & Atmospheric Science, the new system, known as CYGNSS (Cyclone Global Navigation Satellite System), “will make frequent and accurate measurements of ocean surface winds throughout the lifecycle of tropical storms and hurricanes. The constellation of eight observatories will measure surface winds in and near a hurricane’s inner core, including regions beneath the eyewall and intense inner rain bands that previously could not be measured from space because of the heavy precipitation.”

It’s not that this information had been unavailable. It’s just that it was costly and risky to send the famed U.S. Air Force Reserve Hurricane Hunter aircraft right into the storms to release dropsondes. This provided important information, but it was relatively limited. The National Oceanic and

Captain’s Table Life vests and racing shells

I

By Capt. Alan Bernstein

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

8

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n April, a 19-year-old Northwestern University student drowned when he fell from his racing shell during practice on North Shore Channel in Chicago. According to news reports, the university rowing team was practicing when the student fell overboard. One rower and a coach jumped in the water to try to save him but could not find him.

Last month in St. Paul, Minn., the scene repeated itself when a solo rower lost control of her racing shell and struck a busy commercial dock.

The racing shell overturned and the rower spilled into the cold Mississippi River. The rower was ultimately rescued but the effort required numerous individuals and a rescue boat.

In previous columns, I have consistently expressed concern about the safety of racing shells that have no regulatory requirement for rowers to wear life vests. My critics have argued that the competitive nature of the sport prevents the

Atmospheric Administration’s perennially skimpy budgets made rationing their use a necessary evil, especially during busier-than-average hurricane seasons. The amount and quality of the data that will be generated by the new system, and the frequency and speed with which it will be received, will greatly improve forecasting capabilities.

The primary scientific goal, and motivation for the mission, is “to better understand how and why winds in hurricanes intensify.” This is very important information to have and the benefits from the scientific knowledge gained will be shared by people all around the world. For mariners specifically, it eventually will reduce some of the forecast uncertainty and likely allow them to operate more safely. It will provide a more clear understanding of what is happening within the storm when navigating in proximity to tropical cyclones.

The usual six-hour forecast updates may move closer to real-time observations of when a storm is either rapidly intensifying, changing direction or speed-over-ground, or any combination of the three, and to what degree.

How important is that information? Utilized correctly it potentially could be the difference between life and death.

wearing of life vests and the experience of those who row makes it unnecessary. My position is that no matter how experienced a rower is, or how competitive the sport is, life vests help prevent drownings.

There are a variety of inflatable life vests currently on the market that are small in size and do not interfere with a rower’s mobility.

When you consider that these racing shells are often operated on crowded waterways with heavy recreational and commercial traffic, the fact that rowers do not have life vests on board the shells is hard to understand.

My company operates U.S. Coast Guardcertified passenger vessels that are required to carry life jackets for both passengers and crew.

In addition, these life vests must regularly pass inspection. We work in cooperation with the Coast Guard to maintain safe operations and protect the safety of passengers and crew. Given this, why are we turning a blind eye to ensuring the safety of those who operate racing shells on our waterways?

To me, the answer is simple. Life vests help save lives, and everyone should be required to have them. www.workboat.com • AUGUST 2017 • WorkBoat

7/5/17 4:45 PM

ex Oil Price

WORKBOAT GOM INDEX Rig Count

48.27 -­‐6.37 -­‐3.59 er -­‐0.55 -­‐1.44 r 1.14 r 5.48 4.48 5.73 -­‐1.25 1.04 1.36 -­‐4.03 PSV/AHV Utilization Rate 0.28 0.269 0.267 er 0.27 0.275 r 0.279 r 0.262 0.238 0.245 0.255 0.236 0.236 0.223

U.S Oil Production

19 0 3 1 3 3 3 4 0 0 1 Bill Pike 2 3

8.7 0 -­‐0.01 0.14 -­‐0.1 -­‐0.16 -­‐0.1 -­‐0.16 -­‐0.4 -­‐0.05 -­‐0.4 -­‐0.6 -­‐0.6

Index

0 -­‐6.37 -­‐0.58 -­‐0.59 1.46 3.98 8.38 8.32 5.69 -­‐1.3 2 3.3 -­‐1.63

Energy Level

WTI Crude Oil Baker Hughes Rig Count IHS OSV Utilization U.S. Oil Production (millions bpd)

The new WorkBoat Gulf of Mexico Index By

A

April '17

May '17

49.31 20 23.6% 9.1

49.63 21 23.6% 9.3

June '17 June '16 44.24 22 22.3% 9.3

48.27 19 28% 8.7

Sources: Baker Hughes; IHS Markit; U.S. EIA 10

fter over two decades, WorkBoat suspended its monthly offshore service vessel day rate analysis in April due to depressed market conditions.

With this issue, we are introducing the new WorkBoat Gulf of Mexico (GOM) Index.

It replaces the OSV

and crewboat day rate and utilization information.

The new index aims to track market conditions in the U.S. Gulf that effect rates and activity levels for OSVs. The new index is comprised of three elements: West Texas Intermediate oil prices taken from the U.S. Energy Information Administration (EIA), active U.S. Gulf rig counts taken from the Baker Hughes rig count, and U.S. oil production figures also from the EIA. The baseline for the index is June 2016.

The price of oil is the key element in increasing and sustaining activity in the Gulf of Mexico. It has bounced around from highs in the $100-bbl.-plus range in the last few years and has settled lately in the $40-$50-bbl. range. Posi-

8 6 4 2 0 -­‐2 -­‐4

'16

'17

-­‐6 -­‐8

tive improvements in the price of oil, measured from the baseline, stimulate activity and are entered as positive numbers. Prices below the baseline are counted as negative numbers.

The active GOM rig count is also a key indicator and is driven both by the price of oil and gas and the costs of offshore exploration and production in the U.S. As each rig employs, on average, 2.5 workboats, an increase in rig count is a positive for the workboat industry.

Finally, the GOM Index incorporates domestic oil production figures. Oil production, and particularly burgeoning shale production, has displaced a

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significant amount of offshore activity due to its lower cost and higher productivity. That trend looks set to continue. An increase in oil production from the baseline has a negative affect on offshore activity. Conversely, a fall in oil production is positive, due to its potential to stimulate offshore activity.

The GOM Index is then compared with OSV utilization rates from IHS Markit. While there is always a lapse of several months in the OSV market’s response to changing conditions in the U.S. Gulf, this index will help readers chart the emerging market trends in U.S. offshore waters.

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

WorkBoat Composite Index Stocks dip slightly in June

T

he WorkBoat Composite Index lost about six points in June, less than half a percent. For the month, losers topped winners by a 4-3 ratio.

Top percentage gainers included Hornbeck Offshore Services. Hornbeck rose 68% in June on news that the offshore service vessel operator had secured a new $300 million credit facility. This came a month after competitors Tidewater and Gulfmark Offshore filed for bankruptcy. Ap-

proval of Hornbeck’s new line of credit was seen by some industry observers as a possible sign that the depressed offshore sector has bottomed out.

Also in June, Seacor Holdings Inc. announced the successful completion of the spin-off of Seacor Marine Holdings Inc. as an independent public company. The former Seacor Holdings subsidiary began trading on the NYSE on June 2 under the symbol “SMHI”.

Seacor Holdings has interests in do-

INDEX NET PERCENT COMPARISONS 5/31/17 6/30/17 CHANGE CHANGE Operators 312.71 298.81 -13.90 -4.45 Suppliers 3102.89 3117.71 14.82 0.48 Shipyards 2528.15 2522.00 -6.14 -0.24 Workboat Composite 1892.25 1884.40 -7.85 -0.41 PHLX Oil Service Index 138.66 130.80 -7.86 -5.67 Dow Jones Industrials 21008.65 21349.63 340.98 1.62 Standard & Poors 500 2411.80 2423.41 11.61 0.48

Inland Insider

Grain: World market size up, U.S. market share down

T

By Kevin Horn

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

10

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here are two ways to grow a market such as grain exports. One is an increase in the size of the market measured in sales, and the other is an increase in the percentage share of the market.

The U.S. grain export market has displayed different patterns of growth among its major sectors — soybeans, corn and wheat. These growth patterns have important implications for the barge industry, the major conduit for U.S. grain exports.

The world soybean export market has increased over fivefold from 26 million tons in 1985 to 143 million tons in 2016. At the same time, the U.S. share of the world soybean export market has declined from 77% in 1985 to 38% in 2016. However, total U.S. soybean exports have increased from 20 million tons in 1985 to about 55 million tons in 2016.

In spite of the smaller market share, soybean exports have been a growing market for the U.S. because of the huge increase in the size of the market.

mestic and international transportation and logistics, alcohol manufacturing and merchandising, and risk management consultancy. Its Inland River Services group owns and operates covered and open hopper barges, inland river towboats and smaller harbor boats. It also operates marine equipment on the Parana-Paraguay and the Magdalena river systems in South America.

Its ocean shipping and harbor towing subsidiary, Seacor Ocean Transport, owns and operates equipment engaged in oil transportation, bunkering, harbor towing, LNG terminal support, shortsea shipping and logistics, and thirdparty ship management services.

Seacor Marine provides global marine and support transportation services to offshore oil and gas exploration, development and production facilities worldwide, and operates a diverse fleet of offshore support and specialty vessels.

— David Krapf

U.S. corn exports are a less compelling story.

They have grown about 75% from 32 million tons in 1985 to 57 million tons in 2016. However, the world corn export market has grown about threefold from 55 million tons in 1985 to 154 million tons in 2016. The U.S. corn export market share has declined from 56% in 1985 to 37% in 2016.

U.S. wheat exports have increased slightly from about 25 million tons in 1985 to 27 million tons in 2016. However, the world wheat export market has more than doubled from 82 million tons in 1985 to 180 million tons in 2016. At the same time, U.S. world wheat export market share has been halved from 30% in 1985 to 15% in 2016.

The declining market shares for U.S. grain exports are a result of major new foreign producers of grains such as Brazil that have effectively challenged the position of the U.S. as the world’s bread basket.

World grain export market sizes have increased significantly while U.S. market shares have declined. If these negative market share trends continue, the effect on U.S. agriculture and the barge sector will be profound.

www.workboat.com • AUGUST 2017 • WorkBoat

7/5/17 4:45 PM

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6/28/17 11:16 AM

Insurance Watch Pollution liability: More than just the cleanup

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ommercial hull policies usually have a pollution exclusion clause attached. Sometimes you can add a pollution buy back endorsement for a small additional premium but this will essentially just cover the cleanup of a spill.

While this is a good start, it is not the ideal solution for a potential spill.

In today’s world, the cleanup costs are often just the start of the expense you will incur.

Pollution policy premiums are based on a vessel’s gross tonnage and the

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type of vessel. These policies offer the following for coverage: Section A: The discharge of the pollutant.

By Chris B: Investigation Richmond and defense.

C: Fines and penalties.

D: Additional public relations.

E: Automatic acquisition.

F: Mitigation.

G: Property damage ashore.

H: U.S. criminal defense.

While only a few of these may apply to your circumstances, there are some important distinctions to remember. Section A not only covers spills related to the Oil Pollution Act of 1990 but also claims brought under the Comprehensive Environmental Response, Compensation and Liability Act (CERCLA). Remember, pollution can include petroleum as well as other hazardous materials that are stored or transported on your vessel. Chemical and oil spills can be equally costly.

After the spill is contained and cleaned up, who is going to pay for your defense costs? Section B addresses this. Litigation claims can drag on and defense costs mount, whether or not you are found liable. Having these covered by an insurance policy is very important.

And what if your spill was a total accident? You may still face fines or penalties imposed from state or federal authorities. Section C provides coverage here for fines that may be imposed against you.

You may never have to use your pollution policy, but if you use it just once, the coverage that it provides will pay off in the long run. It is an important part of your vessel’s coverage and in some cases is required by the Coast Guard’s Certificate of Financial Responsibility (COFR) program.

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

www.workboat.com • AUGUST 2017 • WorkBoat 6/14/17 11:50 PM 7/5/17 4:46 PM

Legal Talk

Liability of the Coast Guard in a rescue

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federal court in Florida recently looked at the liability of the U.S. Coast Guard in a rescue effort where a stricken vessel’s crewmember was injured.

A 63' fishing vessel was returning home after being out at sea for three days. The vessel ran aground at night on a shoal north of Port Everglades (Fla.) Inlet. The forecast called for 15 to 20-knot winds and 4' to 6' seas, with occasional 8' seas.

A mayday call was made that the vessel was breaking up on the shoal. The Coast Guard dispatched a small vessel

By Tim Akpinar called a 33 (about 35' long) that was already on patrol. A little later, they dispatched a 45' medium response boat.

When the 33 arrived, the fishing vessel was listing to one side with its bow pointed toward shore amid rough sea conditions.

In deciding what type of transfer method would be used for the stricken vessel’s crew, the 33’s crew considered the sea conditions, presence of debris in the water, and possibility of capsize.

They determined that a direct transfer would be preferable to people jumping in the water. They also felt that transfer should take place between the bow of the 33 and the stern of the stricken vessel.

When it was his turn to board the Coast Guard 33, the plaintiff recalled a Coast Guard member standing directly in front of him telling him to, “Go, go, go.” The Coast Guard crewmember testified that he had not given the plaintiff the command to transfer. He said that he had his hand up to signal that he wanted the plaintiff to stand by. After

the plaintiff jumped, he fell between the two vessels and subsequently found himself on the bow of the Coast Guard vessel with his legs hanging off. A wave brought the stern of the fishing vessel down on him and crushed his pelvic area.

The Coast Guard is not shielded by government immunity here, with the court citing the Public Vessels Act. The parties agreed to apply the Good Samaritan Rule, where liability is

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 2017

NEWS LOG NEWS BITTS REPORT: SEATTLE LOCKS NEED UP TO $60 MILLION IN REPAIRS

Corps of Engineers St. Louis District

T

A tow enters Locks 27, one of the most heavily used structures on the Mississippi River.

Trump infrastructure plan seeks more funding from tug and barge industry

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he Trump administration’s rollout of its much-anticipated infrastructure initiative focuses more on streamlining approvals and looking for ways to leverage local spending and private investment — with a modest 20% federal share of the $1 trillion promised in the 2016 campaign Advocates for the inland waterways industry are determined to make the most of attention focused on rivers, locks and dams. But they are still pushing back on proposals to make the industry contribute more.

“Our country has not seen this kind of leadership on infrastructure since President Franklin D. Roosevelt’s 1930s New Deal to build our locks and dams, or since the 1950s by President Dwight D. Eisenhower to construct the National System of Interstate and Defense Highways,” said Mike Toohey, president of the Waterways Council Inc., after President Trump’s June 7 14

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speech in Cincinnati.

On the banks of the Ohio River, with the flag-draped Ingram Barge Co. towboat James Paul Ayers and coal barges as a backdrop, Trump pledged to fix “a dilapidated system of locks and dams that is on average more than 50 years old.” He also pledged to address an $8.7 billion maintenance backlog.

A welcoming crowd of 500, including union workers in hardhats, made for a TV event to highlight the administration’s “infrastructure week” publicity blitz. But the initiative is a major reordering of how the federal government funds infrastructure spending, offering $200 billion over 10 years with the intent of pushing state and local governments into paying more and attracting more private investment.

The success of the infrastructure plan will depend heavily on foreign investment, Treasury Secretary Steven Mnuchin said at the SelectUSA Invest-

he locks connecting Seattle’s lakes to Puget Sound need between $30 million and $60 million in repairs, after years of flat lined maintenance spending, according to an economic study commissioned by the Marine Exchange of Puget Sound. Linking Lake Washington and Lake Union, the Hiram E. Chittenden Locks — better known as the Ballard Locks — are the 12th busiest in the Corps of Engineers inland system, servicing marine transport, passenger, fishing and recreational vessels with 40,000 transits annually, more than any other locks. The Corps has spent more operations money merely to keep the century-old lock functioning, a trend that could endanger some $1.2 billion in local business, the report says.

“Regardless of how well designed and constructed the Ballard Locks may be, it is almost certainly less expensive to fix them before they fail than to wait until afterward because of the potential for additional damage during an unplanned or uncontrolled incident,” the report says. “A long, unplanned closure would be extremely damaging to the range of businesses and organizations that depend on the locks.” — Kirk Moore

ment Summit on June 20, according to an account by the Washington, D.C., online news site The Hill.

“Working with foreign investors is going to be a critical part of any plan we put forward,” Mnuchin said.

“Public-private partnerships are crucial to ensuring that the American taxpayer does not bear the full cost of any proposed program.”

For bridge and highway projects, raising private money through public bonds or other financial instruments often means tolls on users to pay back

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Corps of Engineers St. Louis District

Tows line up to enter Locks 27 on the Mississippi River.

the debt — and changing the rules to allow new tolls on interstate highways is one idea being kicked around in Washington.

Applying those kinds of fees to the inland waterways system is deeply opposed by the industry, which was able to turn back previous attempts under the Obama and Bush administrations to impose new user fees on barge operators. WCI’s Toohey said the proposal is a perennial offshoot that grows at the White House Office of Management and Budget in both Republican and Democratic administrations.

“It’s the same OMB staff that pushes on and keeps recommending this,” Toohey said. In 2014 the industry supported a 9-cent increase in the inland commercial diesel fuel tax to 29 cents, an influx to help boost the Inland Waterways Trust Fund.

A renewed White House proposal for a $100 million annual user fee on waterways operators would double what the industry contributes now, said Toohey. The WCI countered with a proposal giving corporations tax incentives to reinvest in waterways infrastructure, using cash repatriated back to the U.S. from their overseas operations.

— K. Moore

Asian carp found near Lake Michigan

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n 8-lb., 28" Asian silver carp found in late June in a Chicago waterway raised renewed concern about the invasive fish moving closer to

the Great Lakes.

A commercial fisherman working with the Asian Carp Regional Coordinating Committee (ACRCC) caught the fish below the O’Brien Lock and Dam, about nine miles from Lake Michigan.

The discovery set off two additional weeks of sampling in the area, and the adult male carp was sent to Southern Illinois University for additional analysis.

The carp issue has pitted states, politicians and businesses against one another. Carp invading the Great Lakes would threaten the $7 billion fishing and tourism industries. But separating the lakes from the Mississippi River basin — one possible solution — would cost the barge, passenger vessel, chemical, agricultural and other industries billions as well.

This is the second time in eight years of monitoring the Chicago Area Waterway System that an Asian carp has been found above electric barriers installed to stop the fish, since a bighead carp turned up in Lake Calumet in 2010. The latest “finding does not confirm that a reproducing population of Asian carp currently exists above” the barriers or in the lakes, ACRCC said.

But it was the first time a silver carp has been caught above the barrier, said Kelly Baerwaldt, fisheries biologist with the U.S. Fish & Wildlife Service.

While the catch is notable, “it’s also a relief that we can find a needle in a haystack. If there’s one or two, we can find them.”

U.S. Sen. Debbie Stabenow, DMich., called the recent find “deeply

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alarming.” Just a few days before the find, she and Sen. Gary Peters, DMich., introduced legislation requiring the administration to release the Brandon Road Lock & Dam study, which originally was expected out earlier this year.

The Corps of Engineers considers the lock on the Des Plaines River near Joliet, Ill., a control point for keeping the menacing fish from the lakes. The Corps continues to evaluate options, from doing nothing to closing the lock while minimizing the adverse impact on users. Industry representatives have questioned the Corps’ authority to move ahead and warned about the impact on navigation.

A Corps spokesman would say only that the study was on hold “pending further coordination.”

— Dale K. DuPont

NYC Ferry needs bigger boats

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rappling with long lines and customer complaints, the NYC Ferry system is ordering three new 250-passenger vessels as part of its original 20-boat fleet to be completed in 2018.

In less than two months of operation, the public service with its $2.75 fare attracted 500,000 riders, but left many patrons upset with delays, long waits, and crowded 149-passenger boats.

Operator NYC Ferry by Hornblower could have had a backup for high summer demand when it purchased the 400-passenger San Francisco ferry Zelinsky and moved it to New York, obtaining new Coast Guard inspection and documentation in late April.

But just days before the NYC Ferry startup, the Zelinsky struck a submerged object April 28 near Coney Island, sustained damage to its port lazarette, and had to be towed to a Hudson River shipyard where it remained hauled out two months later.

The $335 million NYC Ferry investment is a signature project for Mayor Bill de Blasio, who pushed for a citywide public ferry revival to give work15

7/6/17 4:30 PM

Pinnacle Marine

The ferry Zelinsky in service with the Blue & Gold Fleet of San Francisco.

ers more commuting options and energize waterfront neighborhoods. Amid mounting complaints, NYC Ferry and the city Economic Development Corp. leased ferries from NY Waterway, one

of the private ferry operators that had been Hornblower’s rival during 2015 bidding to operate the public system.

Two of the company’s 400-passenger monohull boats will help with weekend

crowds on East River routes, while a pair of its Jefferson-class 149-passenger ferries were added to the weekday service.

Hornblower and EDC officials chose Horizon Shipbuilding Inc., Bayou La Batre, Ala., and Metal Shark, Franklin, La., to build the complete fleet of Incat Crowther-designed 86'×29' aluminum catamarans. Metal Shark recently completed its order of a halfdozen vessels, and city officials said the last three yet to be built will be sized up for 250 passengers, likely from Incat Crowther’s design portfolio. The 2017-2018-delivery schedule will be unchanged, EDC officials said.

Until the rest of the fleet arrives, NYC Ferry is using data from its ticketing and users’ online apps to adjust for ridership demand scheduling.

In the first weeks since the startup, operators acted on another complaint from riders and waterfront residents: replacing the ferries’ shrill signal horns

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www.workboat.com • AUGUST 2017 • WorkBoat

6/29/17 10:53 PM

NEWS BITTS with a softer tone.

Delays and congestion on the system renewed complaints about how NYC Ferry was planned, when the first month of operation attracted 243,000 riders, 93,000 more than anticipated.

“They made a $2.75 fare. What did they think was going to happen?” said Tom Fox, a founder of New York Water Taxi and a prominent figure in the industry. The system’s early problems range from “the fare structure, to only one size boat fits all, to the rush to production,” he said.

Fox left New York Water Taxi five years ago but remains one of the more prominent skeptics of the de Blasio plan. Its biggest danger is that problems will turn off ferry patrons unless they are resolved soon, he said.

“I find this annoying because we worked 20 years to get ferries to be an accepted mode of transportation again.

I want to see the waterfront succeed.

It’s critical to the city,” Fox said. “But

HORNBECK SECURES NEW CREDIT FACILITY

not if people think it’s overcrowded, unreliable.” – K. Moore

I

Coast Guard clarifies chartering rule

T

he Coast Guard wants to make one thing perfectly clear about bareboat charters: They’re for the boat only.

Neither the owner nor an agent can be involved in operating the charter — and that includes obtaining and paying the crew.

Prompted by the proliferation of boat-sharing apps that let people book online, the Coast Guard, which has been cracking down on all types of illegal charters, issued a clarification of the law in late June.

If a customer doesn’t have “full possession and control of the vessel,” then the Coast Guard has to enforce vessel inspections, documentation and crew credentialing requirements.

n mid-June Hornbeck Offshore Services Inc. announced it had refinanced its existing $200 million revolving credit facility with a new credit facility providing up to $300 million of term loans. Coming a month after Tidewater Inc. and GulfMark Offshore Inc. filed for bankruptcy reorganization, Hornbeck’s new credit was seen by industry observers as a possible sign the beleaguered offshore sector has bottomed out. Covington, La.-based Hornbeck said the new six-year credit facility enhances its financial flexibility by increasing liquidity from the currently applicable borrowing base of $75 million under the old credit facility, extends the maturity date that existed under the old facility by over three years, and eliminates all of the existing financial ratio maintenance covenants and the anti-cash hoarding provision of the old facility. — David Krapf

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Kirk Moore

The damaged ferry Zelinsky at the North River Shipyard in Nyack, N.Y.

Having an owner as crew is not allowed, nor can the customer have a crew that’s paid, selected or under the authority of anyone else.

“Any attempt by the owner or agent to influence the customer invalidates the bareboat charter operation,” said Lt. Sean Haley, Coast Guard spokesman in St. Louis.

Bareboat charters may carry a maximum of 12 without a Certificate of Inspection (COI). The law requires a boat to be inspected and meet safety codes if it carries more than six people with at least one paying passenger. Operators must be licensed to legally carry up to six paying riders.

Commercial operators with six or

more onboard — with at least one paying — must have a master’s license and a COI. The Coast Guard has several enforcement options including taking control of the vessel, civil penalties up to $35,000 a day, violation notices, and revoking a master’s license.

“There’s been some confusion about recent charter operations on a couple of lakes in Missouri,” Haley said. So operators and captains asked the Coast Guard for a clarification, which its legal office provided.

It was a welcome move.

“We would certainly support it,” said Capt. Bob Zales, Panama City, Fla., president of the National Association of Charterboat Operators. “It’s a national problem. Safety is the key issue for us.”

He and other passenger vessel groups have been working for several years to get a clarification. “The public is generally not aware of what’s necessary and what’s not,” he said. — D.K. DuPont

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Military

Defensive Line

More ships on the way for the Navy and Coast Guard.

By Kirk Moore, Associate Editor

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D

espite political turmoil and budget uncertainty in Washington, one thing is clear: the Navy and Coast Guard are getting more ships.

Recapitalizing the fleets was in progress long before the Trump administration came to town with its promises of big defense spending increases. That’s good news for U.S. shipyards, faced with a long wait before demand for offshore service vessels and other boats return.

There was one heart-stopper moment for Huntington Ingalls Shipbuilding, Pascagoula, Miss., when reports emerged in March that the White House Office of Management and Budget would seek a 14% cut in the Coast Guard budget — including axing the ninth national security cutter (NSC), despite the Coast Guard already paying

for, and Huntington Ingalls ordering, pre-production material.

Coast Guard supporters in Congress quickly squelched that idea. That future 418' NSC is still on track, as are the new 360' offshore patrol cutters (OPCs) and 154' fast response cutters (FRCs). In fact, the Department of Defense wants even more from its cousins in the Department of Homeland Security, where the Coast Guard budget resides.

The U.S. Central Command in the Mideast requested six additional 154'×25'5"×9'6" FRCs to replace aging 110’ Island-class patrol boats in the region, where the Coast Guard has major maritime security missions. Bollinger Shipyards is building the FRCs. That $325 million would be in addition to the

Austal

The littoral combat ship Independence (LCS 2) at Austal in Mobile, Ala.

www.workboat.com • AUGUST 2017 • WorkBoat

6/29/17 1:07 PM

Coast Guard

CUTTER, LCS CONSTRUCTION So for all the daily drama coming out of Washington, prospects for shipbuilders seem fair.

“There’s some pretty good activity in the military and government,” said Stephen Berthold, vice president of sales

Bollinger Shipyards

58 FRCs the Coast Guard already has built or planned for its other missions.

But where the extra money would come from was unclear when the House Subcommittee of Coast Guard and Marine Transportation quizzed Coast Guard leaders June 7.

Vice Adm. Charles Ray, deputy commandant for operations, assured the committee that 58 new cutters would be assigned exactly as the Coast Guard intended.

“Someone’s going to have to find the money” to build six extra cutters for the Mideast theatre, countered Rep. John Garamendi, D-Calif. “Who’s going to pay for them?”

Lawmakers who pushed back on Coast Guard cuts are still suspicious the Trump administration might skim the budget to help pay for other military spending increases. But at the Coast Guard Academy commencement in May Trump promised a commitment to the program for building a new icebreaker fleet through the 2020s.

The 154' Oliver Berry is the 24th vessel in the Coast Guard’s Sentinel-class FRC program. The Coast Guard took delivery of the Berry on June 27 in Key West, Fla.

and marketing for Eastern Shipbuilding Group, Panama City, Fla. “There’s quite a bit of opportunity. You have to follow the federal bid offers. When they pop up, you’ve got to execute. Get your team together, get a proposal together, and get it into the government’s hands.”

In September, Eastern was awarded the bid for nine OPCs, the largest vessel procurement project in Coast Guard history, worth $110 million in the detail design phase with the first vessel

The James is the latest in a series of what will be nine national security cutters.

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construction to commence in 2018.

There is an option for Eastern to build two additional OPCs, and the Coast Guard’s long-range plan calls for 25 of them — potentially worth more than $10 billion in contracts.

“We’re in phase two which is the engineering phase right now,” Berthold said. Along with other projects in its diversified portfolio, including inland vessels, ferries and large fishing vessels, Eastern is keeping a close track of government opportunities.

“The cutters are not going to fill up our shipyard,” said Berthold. During the offshore boom, Eastern had 28 OSVs under construction from around 2014 to 2016, compared to 10 this year, he said. “So we’re hunting.”

The political climate may benefit the Navy’s littoral combat ship (LCS) program, which appears to be getting a boost from the administration’s goal to build the fleet from 270 deployable vessels to 350. The fast, lightweight shallow-water warships have endured criticism over their mechanical reliability and combat survivability.

The $29 billion LCS program had a tough year through 2016 with propulsion casualties that led to two captains being relieved, and an engineering stand-down to address shipyard issues.

An April update assessment by the 21

6/29/17 1:10 PM

Military

Eastern Shipbuilding Group

Eastern Shipbuilding Group is in the engineering phase for the construction of the first of nine offshore patrol cutters.

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Government Accountability Office reported “deliveries of almost all LCS under contract at both shipyards have been delayed several months, and in some cases close to a year or longer.”

However, in late June the Navy awarded Mobile, Ala.-based Austal USA a construction contract to build an additional aluminum trimaran (LCS 28). The specific value of the contract is under the congressional cost cap of $584 million per ship.

Builders Fincantieri Marinette Marine, Marinette, Wis., and Austal are in competition as the Navy will decide by 2020 which of the yards will build an up-gunned frigate variant LCS, potentially a dozen vessels for $9 billion. Marinette is part of the Lockheed Martin-led LCS team that also includes naval architect Gibbs & Cox. Lockheed Martin’s chances for building those “multimission surface combatant ships” improved significantly with an agreement for Saudi Arabia to buy four ships for $6 billion as part of an arms deal announced in May. It would be the first LCS sale under the U.S. Department of Defense Foreign Military Sales (FMS) program.

The LCS concept’s origins go back to the 1980s, when the Navy stepped up Mideast operations to keep shipping lanes open during the Iraq-Iran war and planners saw the need for more brownwater capability.

The mission requirements for smaller high speed, shallow draft warships to counter mines and small attack boats evolved toward LCS design using more aluminum, and a trimaran hull for the Independence class. U.S. officials have wanted Saudi allies to step up their own naval capabilities.

www.workboat.com • AUGUST 2017 • WorkBoat

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Patrol Boats

Lookouts

U.S. patrol boat builders target the export market.

By Kirk Moore, Associate Editor

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I

n 1965 when the Navy was in desperate need of a fast, shallow-draft patrol boat design for the rivers and coastal waters of South Vietnam, they went looking in southern Louisiana.

The Navy found what they needed at Sewart Seacraft in Berwick, La., (now Swiftships LLC) makers of aluminum crewboats to transport Gulf of Mexico offshore workers. They struck a deal that would lead to the 50'×13'×5' patrol craft-fast, known as the iconic “Swift boats” of the Vietnam War. Fast-forward a half-century. Now closely aligned with the U.S. on security in Southeast Asia, Vietnam itself came to Louisiana boatbuilders. In May, Metal Shark delivered the first six of 18 45' Defiant-class aluminum pilothouse patrol boats, built at its Franklin, La., yard, to the Viet-

nam coast guard.

In the same remote shallow waters once patrolled by Navy “river rats” and the Coast Guard during the war, the Vietnamese will use their U.S.made waterjet-powered boats to combat smuggling, piracy and illegal fishing.

Arranged through the Department of Defense Foreign Military Sales (FMS) program, the Vietnam deal showed how in an era of shifting alliances and interests, the U.S. and its boat building industry remain preferred partners for foreign governments.

Over the years Morgan City, La.-based Swiftships has supplied coastal patrol boats for dozens of U.S. allies, recently including such countries as Iraq and Egypt.

Coast Guard/PO3 Andrew Barresi

A Coast Guard Maritime Security and Response Team patrol Boston Harbor in June to provide security during Sail Boston 2017. The Chesapeake, Va.-based team is equipped with 11-meter special purpose craft-boarding team delivery (SPC-BTD) RIBs from Zodiac.

www.workboat.com • AUGUST 2017 • WorkBoat

6/29/17 12:49 PM

Kirk Moore

The 2016 Multi-Agency Craft Conference featured a lineup of the latest patrol craft.

Kirk Moore

MORE OVERSEAS DEALS Metal Shark scored another FMS award a month later: a contract worth up to $54 million to build up to 13 85' Defiant-class cutters as near coastal patrol vessels (NCPVs) for the Dominican Republic, El Salvador, Honduras, Costa Rica, Guatemala, and other partner nations.

The cutters will be based on Damen Shipyards’ Stan Patrol 2606 design, modified by Metal Shark to suit NCPV mission requirements including search and rescue, border patrol, police and customs duties, counter-narcotics operations, and securing waters of economic importance.

Metal Shark CEO Chris Allard said the project is the result of close collaboration over several years with Damen, whose Stan designs have been adopted by several coast guards in the Americas.

“The Damen team has consistently provided us with outstanding technical support, their designs are thoroughly proven in service across a range of

Safe Boats 26' over-the-horizon (OTH) cutter boat.

markets, and their global service network has proven to be a very powerful selling feature,” Allard said when announcing the contract in June.

As part of the package, Metal Shark will supply electro-optical infrared sensors, diagnostic equipment, in-country reactivation, crew familiarization, and test support to the new NCPV operators.

After years of filling orders from the Coast Guard and state and local agencies — boosted by generous Department of Homeland Security grants — U.S. patrol boat builders are seeing more shoppers from overseas who have their own lists of security needs and missions.

That international market is growing, because “littoral states are where the

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patrol boat mentality comes in,” as coastal nations seek vessels with multimission capabilities, said Dennis Morris, president and CEO of Safe Boats International, Bremerton, Wash.

“We’re looking very heavily at Southeast Asia. The Middle East, North Africa, same thing,” said Morris.

“They’re concerned with terrorism, drug trafficking, smuggling.”

Central and South America nations have strong demand for littoral and riverine patrol craft, “and we’re seeing more of a regional approach” of cooperation in developing fleets, said Morris.

Safe Boats is playing a role in that through a partnership with Colombia and the state-owned Cotecmar shipyards.

The export market is growing at a time when the domestic market is slackening, a combination of recapitalized fleets being built out and changing federal priorities, Morris said.

“I think the days of 500-RIBs (rigid

25

6/29/17 12:52 PM

Patrol Boats

Metal Shark delivered six 45' patrol boats to the Vietnamese coast guard in May.

Metal Shark

hull inflatable boats) purchases are over,” said Morris, whose company with Metal Shark and others filled those big orders for the U.S. military.

“They came around every four or five years, but they seem to be spread out more now.”

On top of that, “state and local (demand) has definitely flattened out,” said Morris, who expects the trend to continue — especially with tighter budgets for port security and similar programs emerging from Washington.

“That budget we see coming down drastically in 2018, maybe $48 million down from almost $100 million. That was a major driver for state and local,” he said. “These fleets have been wellestablished, so when it comes time to recapitalize, it will be very competitive.”

To offer maximum capabilities to buyers, Safe premiered its 35' multimission interceptor (MMI) at the 2016 Multi-Agency Craft Conference in Maryland and has been taking the 55 knots-plus demo model around the U.S. Brunswick Commercial & Government Products, Edgewater, Fla., recently delivered an example of the multimission trend among U.S. customers: the 1000 Impact rigid hull inflatable boat for the Florida Fish and Wildlife Conservation Commission (FWC).

The 10-meter boat is an example of the Brunswick D-collar Impact series, with a hybrid air/foam-filled collar mounted directly to a solid fiberglass gunnel, allowing for more space on

deck and improved mounting surfaces for cleats and other optional equipment.

“Agencies really need to make every dollar count and boats that can handle a range of missions,” said Jeff Hubert, BCGP’s director of sales. “For the state and local agencies, that can include fisheries, boating safety, police, tactical and SWAT (special weapons and tactics), even firefighting.”

The Impact series is aimed squarely at that market, with a lineup of boats ranging from 7.5 meters to 12 meters, and options including center console or cabin, inboard or outboard power, and crew seating that can be flexibly configured to mission needs.

The FWC boat is “equipped with an insulated cabin and shock mitigating seats as well as a dive ladder for diver and rescue missions,” said Kelsey Nemeth, BCGP’s marketing coordina-

tor. “So whether the mission is port security, recreational boating safety or dive ops, the boat is mission ready to handle long legs at sea or equipped to handle a dive call but also functional for day to day calls.”

What does the future hold? Morris says to keep an eye on the Navy’s experiments with remotely piloted and autonomous patrol craft. The technology is still in its early stages, but Navy planners clearly foresee potential earlywarning and surveillance missions for robotic craft.

Economic factors could come into play too.

“For every boat, you need two to five operators and crew. That’s probably the biggest cost for operators,” said Morris.

‘You can have a $1 million boat, and over time, the crew costs much more.”

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6/28/17 11:16 AM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS Vigor delivers offshore ammonia transport barge

Vigor

First complex liquefied ammonia transport barge built for the Jones Act trade since 1982.

I

board re-liquefaction plant that keeps cargo cooled to -27° F. Vigor subcontractor JH Kelly, Longview, Wash., was a key partner in this effort, providing the onboard electrical work as well as fabrication and installation of the cargo piping systems for the plant.

The new barge is ABS classed and USCG certified. “It’s got its own freestanding tanking system and pumping system,” said Foti.

The Harvest has four cargo tanks, capable of holding 22,000 tons of liquid anhydrous ammonia. Each cargo tank is fully insulated for cargo management at a temperature range of -25°C to -27°C. Eight deep well cargo pumps provide a tank with two redundant pumping means and can complete full discharge in 22 hours.

Each cargo tank has an instrument dome, allowing access to all equipment, measurement means, and ability to isolate a single tank if required. The vent mast exceeds the requirements for minimum safe distance if ammonia is released and is also equipped with water spray for aiding in knocking down an ammonia release.

Deck equipment includes two 158,000-lb. drum mooring winches, dual anchor handling equipment, each with 10 shots of chain (each shot is 90') and two 12,000-lb. anchors.

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n June, Vigor delivered the 508'×96'×51' Harvest, the first complex liquefied ammonia transport barge built in the U.S. for the Jones Act trade since 1982.

The barge was built for The Mosaic Co., an integrated producer and marketer of concentrated phosphate and potash. The Harvest will be part of an articulated tug-barge (ATB) unit.

“It was a daunting project when I first looked at it,” said Frank Foti, Vigor’s CEO. “But we had Terry Aarnio to guide us. He could see what the issues were. It was his vision and his craftsmanship that made it work.” Aarnio is Vigor’s vice chairman, but ran Oregon Iron Works until the shipyards merged in 2014.

Over the last two years, the project supported approximately 1,500 jobs and involved close to one million labor hours at Vigor facilities in Oregon and Washington and subcontractors throughout the region, Foti said. Teams used 9,000 tons of U.S. rolled steel to complete the tank barge.

“We delivered the barge two days early,” said Foti. “We’re proud of that. At the time we started on this project, we had quite a backlog behind it.”

Foti said careful integration of various complex systems was required to support the Harvest’s state-of-the-art, on-

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6/30/17 10:06 AM

Corps survey boat from All American Marine

T

he new Corps of Engineers survey boat H.R. Spies is getting its first big task in August, handling the before and after observations of dredging in the lower Delaware Bay. Based at Fort Mifflin near Philadelphia, the 64'10"×24'10"×4'10" hydrofoil-supported catamaran has a 28-knot cruising speed — a big help for covering the Philadelphia District’s area,

All American Marine

The Harvest is part of an ATB unit that also includes the 139'×44' tug S-182 Vision being built at Nichols Brothers Boat Builders, Freeland, Wash. Designed by Ocean Tug and Barge Engineering, Milford, Mass., the tug will be ABS-classed Maltese Cross A1-Towing Service/AMS/ ACCU/UWILD SOLAS compliant and USCG certified, Subchapter I. The tug and barge will be connected via an Articouple hydraulic connecting pin.

Main propulsion will come from a pair of EMD 16-710T13 diesel engines, producing 4,000 hp at 900 rpm.

The mains will connect to 133.82-dia. props in Rolls-Royce high-efficiency nozzles through Lufkin RHS 3200 marine gears with 5.3:1 reduction ratios.

Ship’s service power will come from two Caterpillar C7.1 200-kW, Tier 3 auxiliary gensets, one Cat C9.3 200-kW, Tier 3 generator with mounted fire pump, and one Cat C7.1 138-kW emergency generator system.

The barge is fitted with a 2,000-hp Schottel waterjet bowthruster, which can rotate and provide thrust in 360° to aid in maneuvering and docking.

Thruster controls are located on the bridge of the tug.

Emergency tow wire is installed from bow to stern with a soft connection provided to the tug, allowing for emergency breakaway while still connected to the barge. An onboard vacuum system allows for all voids to be evacuated of water should the need arise. All voids have a hard pipe vacuum straw installed to allow easier connections to the vacuum system. — Ken Hocke

Corps’ 64' survey vessel will work the Delaware River.

said Steve Farrell, chief of surveys for the district.

“With a boat this size we’re limited where we can dock,” said Farrell.

“From a performance standpoint, it’s met our expectations and beyond.”

The district includes the Delaware River and bay, the expanding port of Philadelphia and shipping activity in neighboring New Jersey and Delaware.

In the weeks after its May christening, the boat was performing side-scan sonar work, as its crew geared up for the dredging survey.

The Spies was designed, built and delivered earlier this year by All American Marine, Bellingham, Wash.

The boat was based on a Teknicraft Ltd. design and specifications from the Corps of Engineers Marine Design Center, said Joe Hudspeth, vice president of business development for All American.

“The vessel design was inspired by an earlier vessel for the Jacksonville (Fla.) District,” the Florida II, Hudspeth said. The Spies is equipped with the same deployable hydrographic gear but differs in being slightly larger, with an enclosed second deckhouse, and propellers and rudders instead of the Florida II’s waterjets, he said.

That makes the Spies a little slower, but also makes more sense on the Delaware, considering winter conditions and the frequency of debris in the river, Farrell said.

“With the size of our area and the debris, we felt conventional running gear

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was the way to go for us,” said Farrell.

The primary mission is providing current channel depth information in the river, bay and Chesapeake and Delaware Canal. For that work, the Spies has a Reson 7125 deployable strut multibeam transducer, Odom CV300 Echo deployable strut, and a Klein 3075 towed sonar, controlled with a DT Marine 302 M sonar winch.

“It will be primarily used for conducting multibeam surveys,” Farrell said. An advantage of the deployable equipment is ease of repair, compared to fixing through-hull transducers that require a haul out, he noted.

Propulsion is provided by a pair of Caterpillar C18 Tier 3 engines, each turning 1,001 hp at 2,300 rpm. ZF MGX-51346SC gears turn Michigan Wheel 38.5" propellers, with controls

by Glendenning.

Two Phasor Marine 34-kW, 120/240-volt generators provide ship’s service power.

— Kirk Moore

North River Boats nears completion of Navy boat

I

n September, North River Boats, Roseburg, Ore., is due to deliver a 36'×10' special forces training boat to the Navy in Stennis, Miss. A month later another 36' will go in the water.

Up to eight boats will be delivered.

The Navy’s Small Craft Instruction and Technical Training School in Stennis “brings people from different 29

6/30/17 10:05 AM

On TheWays

BOATBUILDING BITTS

Metal Trades Inc.

M

etal Trades Inc., Yonges Island, S.C., recently launched its first newbuild twin-screw pushboat, the 50'×24'×5'6" Capt Cooper, for Bald Head Island Ltd. LLC. Designed by CT Marine, Edgecomb, Maine, propulsion will come from a pair of John Deere 6135 AFM85 Tier 3 diesels, each producing 425 hp at 1,900 rpm, transmitted through ZF W350 electric shift gears with 3.968:1 ratios. This is the first self-propelled vessel built by Metal Trades, a 55-year-old family owned company with extensive experience in government and commercial ship repair, new barge construction and heavy metal fabrication.

Metal Shark has New pushboat is a first for been awarded a Metal Trades shipyard. contract by the Navy to build near coastal patrol vessels (NCPVs) for U.S. partner nations.

The contract, awarded through the Depart-

ment of Defense Foreign Military Sales (FMS) program, is potentially worth up to $54 million. The shipyard will build up to 13 85' Defiant-class welded aluminum cutters for the Dominican Republic, El Salvador, Honduras, Costa Rica, Guatemala, and other U.S. partner nations.

The new vessels are based on Damen Shipyards’ Stan Patrol 2606 design.

Diversified Marine, Portland, Ore., has delivered the 80'×36'×13'7" tug Dr Hank Kaplan to Harley Marine Services, Seattle. Harley said it is the first vessel in North America to feature a complete Caterpillar marine propulsion system with both Cat power and Cat azimuth drives. The Dr Hank Kaplan is equipped with two 3516C marine propulsion engines, each delivering 2,675 hp to a pair of Cat MTA 524-T azimuth thrusters.

Foss Maritime christened the third in a series of three Arctic-class tugs in June. The Nicole Foss was built at Foss’ Rainier, Ore., shipyard. The tug features a pair of Caterpillar C280-8 engines putting out a total of 7,268 hp. Reintjes reduction gears turn a pair of fixedpitch propellers in Nautican Kort nozzles.

SINCE 1975, GENERATIONS OF CRAFTSMEN at North River Boats have constructed the finest vessels on the water. Specializing in craft 20- to 60-feet in length, attention to detail sets North River Boats apart in every performance measure.

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North River Boats

countries and they train them how to use the boat, how to use the weapons,” said Mike Blocher, North River Boats’ director of sales and marketing.

Construction on the first boat was due to start the week of June 19. The design for the boat is based on the boatyard’s Valor Force Protection model, with some modifications. In fact, North River’s willingness to modify a design to meet a customer’s needs is a big reason why the boatyard got the deal.

“One of the things we heard,” said Blocher, “was previous builders didn’t allow them to make changes, to do anything different than what was provided.”

One modification involved the Navy’s desire for a fuel range of about 320 miles from the three 250hp Yamaha outboards that will be mounted across the stern. So while the Valor Force model starts at about 27', that wasn’t near long enough for the

36' special forces training boat.

fuel tank that would be required. And while the Navy obviously liked the Valor Force model, they needed a 14' 6" cabin as opposed to the standard 10' cabin.

To put a 325-gal. fuel tank in the boat, have a bigger cabin and be able to pull the tank if needed without “cutting everything up,” said Blocher, the design had to be lengthened. The freeboard was also raised 6" to accommodate the larger fuel load.

Because the boats will be passing under low structures, the standard fixed mast was turned into a folding mast — two pins out, two pins in, less than a minute to drop, said Blocher. That wasn’t part of the original contract.

In the cabin are seven Shoxs 2000 series shock mitigating seats. The navigator’s seat can swivel, allowing him to work the controls or turn to the chart table. Any more people — perhaps up to 16 — would rely on benches.

BOATS INTERNATIONAL

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On TheWays The boats will come with fore and aft mounts for M240 gas-operated machine guns.

The contract required a cruising speed of 30 knots with a 4,750-lb. payload. Blocher said that would be easily obtainable.

He thinks the triple 250-hp outboards should be able to push the 36-footer anywhere from 47 to 49 knots.

— Michael Crowley

Gladding-Hearn builds another boat for Circle Line

G

ladding-Hearn Shipbuilding, Duclos Corp., Somerset, Mass., has delivered the second of three new 165'×34'×12.8', 599-passenger sightseeing vessels to Circle Line Sightseeing Cruises in New York City.

The shipyard delivered three sisterships to the company in 2009.

The primary difference between the new boats and those delivered in 2009

is in the superstructure. The new boats are not designed to go around Manhattan.

“The Harlem River has low bridges so the previous boats have only two decks and lower (6'6") head room in the interior. The new boats by contrast have a third deck plus each deck has 8-foot finish height ceilings,” said Peter Duclos, the yard’s president and director of business development.

“The windows are also taller which makes for spectacular views of the city. The new boats also have three bars as opposed to one. So the addition of bars and higher HVAC loads required significant redesign of the domestic mechanical systems.”

Designed by DeJong and Lebet, Jacksonville, Fla., the cabins on the Circle Line Staten Island are equipped with large double-glazed windows, designed to offer enhanced views of the New York skyline in any weather.

Interior accommodations include space for loose seating and tables for 275 passengers in the main cabin. The second deck provides space for seating and tables for another 200 passengers indoors and outside seating for 88 passengers. Aft of the seating is a bandstand for live entertainment. Aft of the pilothouse on the third deck is outdoor seating for 84 passengers under a fixed canopy.

The cabins are arranged to improve concession areas, three cocktail bars and wheelchair-accessible heads. A 278,000-Btu diesel-fired boiler and four 15-ton water-cooled chillers supply heating and air-conditioning.

With a top speed of 14 knots, the vessel, which sports an 8' draft, is powered by twin Cummins QSK-38M1, Tier 3 diesel engines, delivering a total of 2,600 hp at 1,800 rpm. The engines turn Hung Shen 60", 5-bladed bronze propellers through ZF W3355 gear boxes.

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Gladding-Hearn Shipbuilding

Cummins Northeast, Dedham, Mass., supplied the engines.

For dockside maneuvering, the Circle Line Staten Island is equipped with a 125-hp Wesmar bowthruster, powered by an electric motor. The pilothouse is equipped with port and starboard wing stations, in addition to the center console. Ship’s service power comes from two 140-kW generators.

Fernstrum manufactured the keel coolers. ZF supplied the Mathers Premium Command Controls with centerline helm and Kobelt manufactured the steering system, which includes two Vickers/Rexroth gearbox PTOdriven hydraulic pumps, with a followup power-assist control unit.

Circle Line Staten Island’s crew room, located below the main deck, is outfitted with storage cabinets, a refrigerator, shower and head, and walk-in cooler.

The electronics suite includes Furuno 1935 radar, with open array;

New 599-passenger sightseeing boat for New York.

GPS and plotter; AIS; depth sounder; two Standard VHF radios; and Richie 5" Globe Master B-200P compass.

The vessel’s sound/public address system features 48 Bose interior speakers, 22 Bose exterior speakers, QSC 800-watt amplifier, Fur-

man power conditioner, and a Denon five-disc CD player.

The vessel, which carries 8,200 gals. of fuel and 4,000 gals. potable water, is USCG certified, Subchapter K and was delivered in May. — K. Hocke

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Italian Stallion

Bay Ship recently expanded to 63 acres of surface area.

WB_CoverStory_LINO.indd 34

Fincantieri Bay Shipbuilding

At Bay Ship, itâ&#x20AC;&#x2DC;s newbuilds, conversions and repair.

6/30/17 9:31 AM

By Ken Hocke, Senior Editor

Fincantieri Bay Shipbuilding

F

incantieri Bay Shipbuilding’s (FBS) lineage can be traced back almost 100 years. The Sturgeon Bay, Wis., shipyard has been building, repairing and converting modern marine equipment such as offshore service vessels, dredges and dredging support vessels, ferries, research vessels and OPA ’90-compliant barges for decades.

In 2008, Italian shipbuilder Fincantieri bought Manitowoc Marine Group from The Manitowoc Co. Inc. for $120 million. FBS was part of that acquisition, as was Marinette Marine, the military building arm of Fincantieri Marine Group LLC in Wisconsin.

Manitowoc’s then president and CEO, Glen Tellock, called the marine group the company’s legacy business and said it was responsible for establishing Manitowoc’s value system that had led to its success.

Todd Thayse, Bay Ship’s current vice president and general manager, said FBS personnel value a strong work ethic, quality construction and customer service.

“We have a high focus on customer experience,” he said in an interview at the shipyard in June. “It’s why we have so many repeat customers. They expect everything we do to be on the highest

Bay Ship has years of experience building articulated tug-barge units.

level, and that’s what we strive to give them. We might not be the most visible shipyard in the country, being up here in the Great Lakes, but we’re working to change that.”

Thayse said a key to the success of FBS is its construction mix. “We’ve always been a diverse company with a diverse mindset,” he said. “If it floats, we’ve pretty much built it.”

Last year, Fincantieri bought the yacht builder Palmer Johnson’s boatyard, located adjacent to FBS. The sale added over three acres to the FBS footprint, bringing the total to 63 acres of surface area. The expansion provided room for additional manufacturing

Fincantieri Bay Shipbuilding

The shipyard contains 10 berths that can accommodate up to 15 vessels, two graving docks and two floating drydocks. It has more than 20 buildings totaling 376,000 sq. ft. of building space.

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WB_CoverStory_LINO.indd 35

'We've always been a diverse company with a diverse mindset.'

Todd Thayse, vice president and general manager facilities and state-of-the-art manufacturing equipment.

FBS has 10 berths that can accommodate up to 15 vessels, two graving docks and two floating drydocks, and more than 20 buildings totaling 376,000 sq. ft. of building space. The graving docks are 1,140'×140' and 225'×39'. The two floating drydocks can be used individually or together for a total capacity of 7,000 LT. When combined, the length is 654'.

The smaller section of the floating drydock is also used for launching newbuilds such as tugs with the use of a fixed ramp.

“We could have, at any one time, a ferry, an ATB (articulated tug-barge), and a fishing vessel,” said Thayse. “If there’s an available market, we’re comfortable there.”

“We do well in all three markets — new, repair and conversion,” said Mike Pinkham, FBS’s vice president, sales and marketing.

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7/6/17 11:09 AM

BAY SHIP SERVICES GREAT LAKES FLEET DURING WINTER

E

ach year, when the Great Lakes freeze over, vessels that ply the lakes head for shelter until it’s safe to work again. That’s when over-winter repairs take place.

At Fincantieri Bay Shipbuilding (FBS), these repairs range from steel renewals to machinery overhauls and scheduled Coast GuardAmerican Bureau of Shipping inspections.

“Repair work is a significant part of our yearly business along with new construction and conversions,” Todd Thayse, FBS’s vice

Fincantieri Bay Ship

Great Lakes freighters like the 767'x70' Arthur M. Anderson are a common sight at Bay Ship during the over-winter repair season.

president and general manager, said. “Our repair business is for the most part Great Lakes based, and includes several well established Canadian operators.” (Canadian Steamship Lines, Algoma Marine, and Lower Lakes Towing just to mention a few).

The scope of the repairs includes vessel repowering from steam propulsion to diesel; steel and piping repairs; bulkhead renewals; machinery inspection and repairs; exhaust scrubber installation; painting; and regulatory inspections.

Customer expectations were high this year as they are every year as work completion coincided with the beginning of the shipping season. Deadlines were more easily met in part because of the shipyard’s recent three-acre expansion that includes new manufacturing buildings and additional computeraided manufacturing equipment.

“Primarily we target regulatory survey work,” said Thayse. “Every five years these vessels need to drydock and inspect various com-

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Fincantieri Bay Shipbuilding

ponents of the exterior hull and machinery.

We dock upwards of 30-40 vessels per year for repairs and surveys.

“We also do top side work on freighters during their winter lay-up period,” Thayse continued. “This work can range from steel work in ballast tanks and cargo tanks, machinery overhauls, upgrading of electrical systems, installation of exhaust scrubber systems to meet new EPA emissions rules, and installation of new electrical automations systems for operations and unloading.

We also do a significant amount of casualty work from groundings or dock damages.”

Thayse said the shipyard has a full-time staff of about 500 shipyard workers and 100 office personnel. During the winter repair season, FBS takes on more workers. “We get a lot of the same people back each year,” he said. “They depend on it. But they make sure we meet our deadlines because they usually have other jobs to go to.” — K. Hocke

Tug construction, repair and conversion are a Bay Ship specialty.

ATBS Though FBS is a diverse shipbuilder, one might say its specialty is ATBs. “Being able to specialize in a single product doesn’t breed success, and we don’t do that,” said Thayse. “Having

said that, nobody has more experience than us when it comes to ATBs.” In 2014, for example, FBS contracted with Houston-based Kirby Corp. to build two 155,000-bbl. capacity barges and two 6,000-hp tugs to haul petro-

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SHIPYARD NOT JUST ANOTHER BUSINESS TO WISCONSIN COMMUNITY turgeon Bay, Wis., with a population of around 9,100, is the county seat of Door County. One of the town’s biggest employers is Fincantieri Bay Shipbuilding.

The shipyard has been around a long time and employs about 600 residents year round and quite a few more during the Great Lakes over-winter repair season, when the lakes are too iced for cargo to travel freely. “[FBS] has a gigantic impact on not just Door County, but the surrounding areas as well, employing 600 to 1,000 workers depending on the time of year,” said Caleb Frostman, the county’s executive director of economic development. “And that number is much bigger when you include the vendor suppliers and service suppliers. That would put the jobs number closer to 3,000.”

“They’re not just a good community steward, they’re a huge draw to visitors,” said Pam Seiler, executive director of the Door County Visitor and Convention Bureau. “People are interested in Sturgeon Bay’s maritime history. When they see those 1,000-footers (Great Lakes freighters) coming through the bridges, believe me, that’s a huge tourist draw.”

FBS vice president and general manager Todd Thayse discussed the relationship between the shipyard and the city.

“The town of Sturgeon Bay understands the marine industry very well,” he said. “We’re not just a company that happens to be located here. We try to play a prominent role in the community.”

The town’s Rotary Club has sponsored a shipyard tour every year for more than 15 years. “This is an event sponsored by our local Rotary group that allows for the one and only time we are open to the public for tours and viewing,” said Thayse. “This event has brought in more than $250,000 to benefit local Rotary charities. We provide guided tours of the yard for more than 2,500 people during this event.”

The shipyard is also Bay Ship employs hundreds of workers a major sponsor of Sturin the Sturgeon Bay area. geon Bay’s local Boys & Girls Clubs, providing both financial and mentoring support. In addition, FBS is a major donor to the local United Way. “It’s a generational thing,” said Frostman. “Families have had workers at Bay Ship for Ken Hocke

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several generations in some cases.”

The shipyard sponsors the town’s local July 4th fireworks show, which is set off directly in front of FBS each year. “This is a significant light show that we provide a large share of the funds for,” Thayse said.

In addition to other charitable organizations and several high school events, Thayse said FBS is a major supporter of and donor to the Door County Maritime Museum. “It is one of the best known maritime museums in the Midwest,” he said.

When yacht builder Palmer Johnson closed its doors, FBS purchased the space to expand its shipyard. “Bay Ship really stepped up in acquiring that building,” said Frostman. “It would have been hard to find another company to go in there. They’re a great corporate citizen and economic driver.” — K. Hocke

leum and chemical products in the U.S. coastwise trade.

The first Kirby ATB, made up of the 521'4"×72'10"×41' barge Kirby 155-01 and the 121'×38'×22' tug Heath Wood, was delivered in November. Ocean Tug & Barge Engineering, Milford, Mass., designed the tugs and Guarino & Cox, Covington, La., the barges.

In mid-June, the second Kirby ATB was having the finishing touches put on it for a July delivery. Both the tug and barge looked impressive sitting dockside in the yard, waiting to be connected by the Intercon coupling system.

Like its sistership Heath Wood, the 766-gt tug Paul McLernan, with a draft of 18'6", will be powered by twin EMD 12-710G7B, Tier 3 diesels connected to fixed pitch, 140", 5-bladed Hung Shen Advantage Series wheels through Reintjes WF3455 marine gears with 4.957:1 reduction ratios.

The propulsion package will push the ATB through the water at a running speed of 12 knots.

Ship’s service power will be the responsibility of a pair of John Deere powered 6090AFM85, Tier 3 gensets.

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of another 521'×72'×41', 155,000-bbl. barge and a 130'×42'×23', 8,000-hp tug.

In addition, there is an ATB underway at FBS, again for an undisclosed owner, made up of a 578'1"×78'×42', 185,000bbl. barge and another 130'×42'×23', 8,000-hp tug.

On the repair side, activity is year around and projects range from 100' passenger ferries to tugs, barges, USCG icebreakers to Great Lakes freighters.

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Like the Kirby 155-01, the 11,352-gt double-hull barge Kirby 155-02 has a 28'2" draft, Coastal Marine winches, Volcanic heaters, and a Alfa Laval ballast water treatment unit. Ship’s service power will come from a John Deerepowered 13.5L, Tier 3 genset. Kirby also operates several ATB units built

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39

6/15/17 9:11 AM

7/6/17 11:11 AM

VHF

Radio Waves

VHF radios are more flexible, with more options.

By Michael Crowley, Correspondent

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T

here was a time when VHF radios were bulky, heavy, extremely power hungry, limited in options and ugly. But things slowly improved. The radios got smaller, more versatile and better looking as VHF technology went from vacuum tubes to solid-state transistors in the 1960s and ’70s and then to digital in the early 2000s.

The advent of digital technology would bring with it AIS and digital selective calling (DSC), as well as a host of other non-voice communication options, such as a hailer, weather channel, the ability to save voice recordings, and being able to determine your boat’s speed on a display screen.

As the technology progresses, you aren’t limited to having to be near a single radio unit. A VHF radio such as Icom America’s IC-M605 has built-in

system flexibility allowing it to be operated from different locations on a boat. The IC-M605 was introduced in February.

Remotely controlling all functions of the radio, including DSC and distress messages, is done from “up to three different stations on the CommandMics,” said David McLain, Icom America’s national sales manager for marine products. The Icom CommandMics are about the size of a handheld VHF, which makes them very convenient in tight spaces. Or, McLain said, there’s the option of substituting another control head for a CommandMic. The HM-195 CommandMic lets you travel about 60' from the IC-M605, while the RC-M600 control head can operate the IC-M605 as far away as 164'.

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www.workboat.com • AUGUST 2017 • WorkBoat

6/28/17 3:54 PM

When the GX6500 is released, it will be NMEA 2000 compatible and have a dedicated antenna connection for AIS transmitting and receiving.

“That will be an industrial first,” said Rooker. “That will be the next industry game changer. Whenever you have a product like this — a first — usually there are delays in getting it approved.”

He suggests checking in with a Standard Horizon dealer near the end of the year for the GX6500’s availability.

HANDHELD VHF If it’s a handheld VHF that’s needed, a radio slowly gaining acceptance is the GX850W from the Australian electronics company GME. The GX850W is being marketed through GME’s New England distributor, WhiffleTech in Bridgton, Maine.

The GX850W is a 48-channel GPS, and since it’s a Class D VHF, there are two dedicated receivers.

One is for voice communication while the other receiver continually monitors channel 70 for DSC distress calls. If you are talking but receive a distress signal, the radio will automatically go to channel 70. DSC uses preformatted messages instead of voice when transmitting important information such as GPS coordinates and the boat’s MMSI number to another radio.

When calling someone on the GX850W, you don’t have to worry about audio quality, said George Lariviere, owner of WhiffleTech. “It has a high quality receiver for audio. It’s really sharp and really easy to hear and understand.”

If you want to know your vessel’s

www.workboat.com • AUGUST 2017 • WorkBoat

WB_BG_VHF_LINO.indd 41

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The IC-M605 from Icom.

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The IC-M605 has integrated GPS and the option of an AIS receiver. With AIS, the radio receives real time vessel traffic information on the display, allowing you to monitor the actions of nearby vessels and call a selected vessel.

The IC-M605 has NMEA (National Marine Electronic Association) 2000 connectivity, which McLain described as “huge, especially with the workboat community.” The advantage of NMEA 2000 connectivity is it makes the ICM605 part of a network of other electronic devices, as long as all of them are compatible with NMEA 2000.

McLean noted that Icom has taken NMEA’s best VHF award three straight years with its IC-M506. This year he’s hoping the IC-M605 will win for a fourth straight year.

A fixed-mount VHF radio that might compete with Icom for that award is Standard Horizon’s GX6500. It could also push out the GX2200, which has been Standard’s “flagship radio,” said Hans Rooker, account manager with the Cypress, Calif.-based company.

The terms “might” and “could” are important because while there were expectations the GX6500 would have been released by mid-2017 that hasn’t happened. “They are still working out details on the manufacturing side,” said Rooker, and the GX6500 is still pending FCC approval.

But there’s plenty of information available for those who want to know more about the GX6500. Panbo is a good place to start. Panbo is a marine electronics website that called the GX6500 “a loaded VHF radio” after Panbo’s owner, Ben Ellison, who is also on NMEA’s editorial advisory board, tried out a prototype at a NMEA conference.

Ellison listed some of the GX6500’s features including Class-D VHF, a full Class-B AIS with target display and since there’s a GPS, you can display COG/SOG and waypoints. Throw in programmed fog signals, a voice recorded for the last two minutes of audio, and up to five wired and wireless full-featured remote mics.

GME’s GX850W is marketed by WhiffleTech in the U.S.

speed, you can monitor it on the display using GPS. The GX850W floats and has an IP67 rating, which means it’s waterproof down to just over 3'. Drop it in the water and not only does it float, but a bright-green display starts flashing. This makes it easy to find, said Lariviere.

If someone goes overboard, press and hold the MOB key for two seconds and an alert goes out to nearby boats with your latitude and longitude.

Handheld VHFs like the GX850W have functions that early handhelds did not. So what’s next? Some people are wondering if it’s not AIS. “A lot of people are asking about it,” said Rooker. “If we can do it in a fixed mount, we can definitely do it in a handheld.”

At Icom, McLain feels that there is a market for it. “Especially with man overboard.” So while it’s on Icom’s list of things to do, it’s not at the top of the list. A major issue preventing the development of AIS in a handheld seems to be price.

“Once you get over a certain price, the sales just go away on the handheld,” McLain said. “There’s a market but no one has tried it because of the price.”

41

6/28/17 3:54 PM

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7/6/17 10:02 AM

LOOKS BACK AUGUST 1947

• On the cover is Boston Tow Boat Co.’s new tug, the 100'×25'10"×12'6" Juno. The tug is one of three 1,270-hp sister tugs recently acquired by the company.

• A House bill to divest the government from federal barge line ownership and operation contains too many loopholes, barge operators say. While most opera-

tors support the removal of the federal government from barge line ownership, the American Waterways Operators listed three objections to the bill. First, the bill specifies no effective deadline or date that the federal government must sell the barge lines. Next, it does not specify a cash transaction, thus making the deal wide open to speculators. Finally, the bill would permit the leasing of barge lines by the AUGUST 1957 government, thus

allowing underwriting of the lines. A recent House report said that government-owned barge lines were losing money while private operators were posting strong profits. Last year’s federal barge operations posted a $2.5 million loss.

• Since World War II, more than $1 Coast were warned in time to head to billion has been spent on new plant sheltered waters. All personnel were construction on the Mississippi River evacuated from oil drilling platforms in the 82-mile stretch between Baton and mobile rigs. With the exception of Rouge, La., and New Orleans, aca seismic vessel and a crewboat, the cording to the American Waterways offshore workboat fleet escaped with Operators. little damage.

• The commerical fishing and workboat city of Cameron, La., suffered major destruction last month from Hurricane Audrey. In general, workboats AUGUST 1967 along the Gulf • Offshore operators along the Gulf Coast are looking for a boost in exploration activities based on the recently completed $500 million federal offshore Louisiana lease sale. James F. Wilson, vice president of Shell Oil Co., New Orleans Exploration & Production Area, said that the industry is in a much better position to move on these leases than on the ones purchased in 1962.

48

WB_LooksBack_LINO.indd 48

He attributed the current temporary slowdown in offshore activity mainly to the completion of the evaluation of this prior group of leases. Wilson expects offshore activity from the new leases to be stronger than the 1962 leases because of the high prices paid for many of the leases, which indicates that the industry thinks a lot more highly of the tracts offered this year. www.workboat.com • AUGUST 2017 • WorkBoat

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