WorkBoat February 2017

Design School • Tugs • Keel Coolers ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

FEBRUARY 2017

Loading Up

More passenger vessels and services expected in 2017.

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en bu il since t h t h ing a We’ve be in ever y con fl ic t ’s no s uc e . r k e ic h t w s s p n d lo ru 0 I mpac t In s pec ia a r s, te ste HIBs li ke t he 120 ing t he B e r y b 0 ld 5 r r o ive it . fo R e w a s t he y g u n s w ic k en boats d r v o ac r os s t h B o o r g le p b s a le ta t of bat beat ing ion - ad ap fu ll li ne nd ta ke a ay ’s m is s a d h o s T om . a r. fl a W mu z z le n s w ic k .c u a r s B V iet n a m a e t h s eig ht, fa t Br ing T ta ble a r e lig ht w le pr oud l ine a Hu ll In fla id ig o R h T w C A P S e e t he Hu ll IM s in k a ble n U R LE A B O STO N W H u m Hu ll in m lu A S E N T RY

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ON THE COVER

®

FEBRUARY 2017 • VOLUME 74, NO. 2

The steamboat Natchez on the Mississippi River in New Orleans.

Photo by David Krapf

FEATURES 22 Focus: NAME Recognition University’s program focuses on ship and offshore design, right in the heart of shipbuilding country.

26 Vessel Report: Mean & Green New tugs must offer more power while at the same time adhering to new emission standards.

34 Cover Story: Cruise Control Casino boat conversions and water taxi growth highlight the energetic passenger vessel industry.

BOATS & GEAR

26

30 On the Ways • Gulf Craft delivers 194' fast support vessel to Seacor • Marine Group Boat Works busy with 820-hp yard tug for NASSCO • Florida’s Gulfstream Shipbuilding lands contract for 118' crewboat-style ferry for the Department of Homeland Security • Fourth of eight 4,200-hp tugs from St. Johns Ship Building for Vane Brothers • Harley Marine set to take delivery of 120' Tier 4 tractor tug • Metal Shark delivers more Fearlessand Relentless-class patrol boats

38 Cool Running A peek at what’s available in the keel cooler market.

AT A GLANCE 8 8 9 10 12 14 16

On the Water: Digital charts — Part I. Captain’s Table: Increase the marine casualty report thresholds.

OSV Day Rates: Offshore market optimism?

WB Stock Index: WorkBoat stocks jump 15% in 2016.

Inland Insider: Infrastructure help on the way?

Insurance Watch: Who covers gangway injuries?

Legal Talk: Developments in the El Faro sinking.

NEWS LOG 18 18 19 19 20

Obama administration restricts Atlantic and Arctic oil and gas exploration.

Captain fell asleep during Baltimore pier allision.

Seattle area voters approve passenger-only fast ferry service.

Record bid submitted for New York offshore wind energy lease.

Convictions reversed in 2005 Chicago barge explosion.

www.workboat.com • FEBRUARY 2017 • WorkBoat

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38 DEPARTMENTS

2 Editor’s Watch

6 Mail Bag 41 Port of Call 47 Advertisers Index 48 WB Looks Back

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Two markets, two paths

O

n the eve of the annual Passenger Vessel Association convention in Seattle, the story is similar to last year.

The offshore oil and gas sector is still sluggish while passenger vessel operators continue to see growth and enjoy strong demand.

The offshore industry had another tough year, but ended 2016 on an optimistic note with oil prices receiving a boost from OPEC’s production cut agreement. However, when and if any of this will help offshore rig and boat operators remains to be seen.

The opposite extreme is the passenger vessel sector. The market continues to see growth in many areas: overnight river and coastal cruising, ferry services, water taxis, etc. The strength of the overall passenger vessel market can be seen in the used casino boat market.

In the past year, several casino boats have changed hands. This includes boats in Iowa and Illinois that are being refurbished to provide dinner and sightseeing cruises and overnight cruising on the inland waterways.

In Dale DuPont’s cover story on the passenger vessel industry that begins on page 35, she discusses casino boat conversions and the recent growth in water taxi services. New water taxi projects include one in the San Francisco Bay area and projects in Baltimore and Washington, D.C. Maritime Applied Physics Corp. is building 10 water taxis for Under Armour chief Kevin Plank’s Sagamore Ventures, which last summer bought Harbor Boating Inc., operator of Baltimore’s water taxi service. The first boat, the 55'×12'9", 49-passenger Keys Anthem, debuted in October.

Farther south, Entertainment Cruis-

David Krapf, Editor in Chief

es, in partnership with The Wharf, a $2 billion waterfront development, will expand Washington’s water taxi service with four new 100-130-passenger vessels. The first two water taxis are due out late this year and the next two in early 2018.

Add to this the big expansion of ferry services in New York and the approval of fast-ferry services in the Seattle area.

The $48 million plan for Kitsap County will return the low-wake Rich Passage 1 to service and build five more ferries.

There should be a lot to talk about this and other projects at the PVA show. I hope to see you there.

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.

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/9/17 5:21 PM

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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

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

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The importance of following safety procedures

T

he Coast Guard has issued Marine Safety Alert 01-17 to remind vessel owners and operators of the importance of following established safety management system procedures.

Recently, while a bulk carrier was at anchor off the coast of Texas, a crewmember that could not swim was

put over the rail in a bosun’s chair to paint the vessel’s midship draft marks and load lines. Unfortunately, when his shipmates on deck commenced to haul him up, the chair line parted and he fell into the water. He survived the fall and attempted to swim towards a life ring that had been thrown to him, but he ultimately submerged and was lost. Other crewmembers attempted to launch a rescue craft, but it failed to operate.

As a result of this casualty, the Coast

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Guard strongly reminds vessel owners and/or operators and all personnel onboard vessels to do the following: • Properly use safety equipment.

• Ensure adequate supervision of work teams.

• Develop workplace mindsets that properly develop and execute plans, including those for worst-case scenarios.

• Implement barriers to prevent such scenarios.

• Fully implement and adhere to safety management system requirements.

For more details, please view the entire safety alert at https://www.uscg. mil/hq/cg5/cg545/alerts/0117.pdf.

Lt. Katie Braynard U.S. Coast Guard Public Affairs Washington, D.C. WorkBoat encourages readers to write us about anything that appears in the magazine, on WorkBoat.com or pertains to the marine industry. To be published, letters must include the writer’s address and a daytime phone number.

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www.workboat.com • FEBRUARY 2017 • WorkBoat

1/5/17 3:40 PM

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On the Water Digital charts — Part I

T

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

he use of digital charts and charting systems aboard workboats of all types and sizes in North America has become so widespread that it is considered standard operating procedure.

But a critical question remains unanswered. Is the digital literacy and skill set required of mariners to effectively use and administer digital charting systems equally widespread and of sufficient depth? Using history as a guide, technological advances are normally well out in front of users, and the resulting knowledge gaps can be large and potentially dangerous.

As every good deck officer knows, all paper charts and publications must be kept as accurate and up to date as possible.

To that end, Ocean Charting Services has been providing invaluable assistance to timepressed deckies, particularly for coverage of large geographic areas. Crucially, the structure of the company’s documentation system also provides easily verifiable proof that everything is or isn’t being done, as it should be, whether for internal

Captain’s Table Increase marine casualty reporting thresholds

T

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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he Passenger Vessel Association (PVA) recently sent a letter to the Department of Homeland Security urging DHS and the Coast Guard to issue a rulemaking to update the dollar thresholds for “marine casualty” and “serious marine incident.”

This needed rulemaking would finally address the $25,000 “material loss of property” regulatory provision that makes a marine casualty reportable.

Operators should get a copy of the Coast Guard’s recently updated Navigation and Inspection Circular 01-15 that covers marine casualty reporting including form 2692.

According to the Coast Guard, the $25,000 threshold that triggers a 2692 was established in 1980 and has not been adjusted to account for inflation. As a result, an increasing number of relatively minor and insignificant events cross the dollar threshold and are now reportable.

In today’s world, many minor commercial marine accidents are likely to cause property damage in excess of $25,000. PVA and others in the mari-

or external auditing purposes. In oil transportation more stringent vetting is a given, and audits are how it gets done. OCS said its estimated charges range from $70 per month for a harbor assist tug with a few charts onboard to $400 per month for a vessel with several hundred charts (e.g. Brownsville, Texas, to Bucksport, Maine) and many publications.

Thus, any digital charts that are actively used in navigation should be kept current as well, at least to the same standard as paper charts. There must also be a systematic way of documenting it, particularly since digital is now usually the primary system with paper as backup. But digital chart corrections (updates) are typically a partly or mostly automated process particular to the navigation program being used. An untrained mariner, or one unfamiliar with a specific program, may not fully comprehend it or even be aware of it. Documentation of the updates, even if they are being done, may be nonexistent.

If you hop aboard a vessel as a temporary relief master, you still assume full responsibility for everything on board, including the tools of navigation. How do you ensure your e-charts are ready to go before you shove off? time industry have argued that if none of the other statutory criteria (death, personal injury, etc.) are involved, then there should be no requirement that such minor events be reported to the Coast Guard.

At a minimum, by adjusting the property damage reporting threshold to account for inflation ($25,000 in 1980 is approximately $77,000 in today’s dollars), it will relieve vessel operators of a regulatory burden and allow the Coast Guard marine casualty reporting system to focus on more serious accidents and casualties. It costs about $25,000 just to drydock a boat even if it isn’t a major repair. I’d like to see $200,000 as a threshold.

PVA also believes that the $100,000-plus threshold for reporting “serious marine incidents” should be evaluated. It has not changed since 1988. PVA has also strongly recommended that these thresholds be adjusted regularly to account for inflation.

The Coast Guard is working on a Notice of Proposed Rulemaking (NRPM) to increase the dollar thresholds for marine casualty and serious marine incident reporting. This proposed rule is long overdue.

I join with PVA in urging DHS to publish this NPRM as soon as possible. www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 2:17 PM

OSV Day Rates

DECEMBER 2016 DAY RATES, FLEET UTILIZATION VESSEL TYPE

2017 outlook is mixed for offshore energy

UTILIZATION

DEC. '15 DEC. '16

DEC. '15

1,999 & below $ 7,800 $ 7,800 $ 8,694 61% 74% 2,000-2,999 $ 9,103 $ 9,103 $14,031 40% 55% 3,000-3,999 $25,800 $25,800 $25,333 66% 87% 4,000-4,999 $23,800 $23,800 $24,340 75% 100% 5,000 & above $30,662 $30,662 $26,225 44% 75%

O

CREWBOATS Under 170' $ 3,230 $ 3,230 $ 3,453 49% 170' & over $ 7,368 $ 7,368 $ 5,653 60% SOURCE: WorkBoat survey of 32 offshore service vessel companies.

structure and relies on relatively simple subsurface geology compared to most other deepwater developments, it has raised optimism.

Overall, there are reasons to be optimistic. But don’t get carried away.

Shale is still king.

Despite the optimism, the benefits, at least initially, will mostly go to onshore shale oil production, not to offshore development. Production increases will primarily be seen in the Permian Basin and in the Stack and Scoop plays in Oklahoma.

Some say activity is set to rise dramatically in the Permian Basin. “I believe 2017 is the Permian’s year,” Joseph Triepke, founder of Dallas-based oil and gas research company Infill

www.workboat.com • FEBRUARY 2017 • WorkBoat

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DEC. '16

SUPPLY (DWT)

By Bill Pike

ptimism about a possible oil price recovery in 2017 has picked up in parts of the offshore energy industry. But the new year is going to be complicated and this optimism may be premature.

First, there is the Obama administration’s drilling ban in the Arctic and Atlantic. But there is the pledge from the incoming Trump administration to support oil and gas development.

There is also OPEC’s promised production cuts, together with those of several non-OPEC members including Russia, that have pushed oil prices into the mid-$50-bbl. range (as of Jan. 6).

While long-term compliance may be sketchy, for now it is working, which has created more optimism.

Adding to the conversation is BP’s decision to proceed with its Mad Dog Phase 2 deepwater project in the Gulf of Mexico. This would be the first new deepwater development in quite a while and, some argue, could presage a larger move back into the Gulf. Although Mad Dog 2 will utilize existing infra-

AVERAGE DAY RATES NOV. '16

49% 79%

Thinking, told the Odessa American in December. “Companies are going to raise spending levels anyway and OPEC was just the icing on the cake.”

It’s all based on economics. Wells in the Permian Basin, even with extended laterals and complicated frack jobs, can be profitable at $45 bbl. or less.

That is why operators in the Permian Basin plan to boost spending by about 40%, according to the companies that Triepke tracks.

The result will be another surge in shale oil production that could drive prices back down into the mid-$40s or lower, barring unforeseen events.

At those prices, offshore activity will not come back, and day rates will not increase.

9

1/6/17 2:17 PM

STOCK CHART

WorkBoat Composite Index Stocks gain 15% in 2016

T

he WorkBoat Composite Index closed out a strong 2016 by rising 24 points in December, or 1.4%. Winners topped losers 20-9. Overall, the Index jumped 225 points, or 14.5%, in 2016. The Index lost 10% last year.

Oil service operators were hard hit in 2015, losing 25%. Last year was better, with the Operators Index posting an increase of 11.6%. The Philadelphia Oil Service Index also rebounded, gaining 16.5% after losing 25% in 2015.

In December, several oil service operators posted double-digit increases including Tidewater, Hornbeck Offshore, Seacor Holdings, Gulfmark Offshore and Transocean.

Despite the improvement in December and all of 2016, the oil service market is still suffering. During Gulfmark’s November earnings call with analysts, Quintin Kneen, the offshore service vessel operator’s president and CEO, said the market is currently “unsustain-

INDEX NET PERCENT COMPARISONS 11/30/16 12/30/16 CHANGE CHANGE Operators 318.08 336.61 18.53 5.83 Suppliers 2767.04 2820.54 53.50 1.93 Shipyards 2454.4 2353.18 -101.22 -4.12 Workboat Composite 1752.46 1776.66 24.20 1.38 PHLX Oil Service Index 176.24 183.79 7.55 4.28 Dow Jones Industrials 19123.58 19762.60 639.02 3.34 Standard & Poors 500 2198.81 2238.83 40.02 1.82

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

able.”

“It continues to be an extremely difficult time for those of us in the offshore vessel industry, for us in particular and most likely for the other large global fleet operators,” Kneen told analysts.

“Overall utilization is stabilizing, but quarterly average day rates are still coming down and as a result, for us and for the industry as a whole, the business is an unsustainable state.”

Kneen said that the company believes that this unsustainable period is going to be measured in years not quarters. Each major oil and gas region around the world has an oversupply of vessels, he said.

In the U.S. Gulf, day rates continue to fall. Gulf OSV operators did not reduce day rates earlier in the downturn as quickly as North Sea owners did. As a result, in the U.S., day rates are just now coming down to daily cash operating costs, Kneen said. — David Krapf

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www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 2:18 PM

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1/4/17 12:05 PM

Inland Insider More infrastructure help

I

n one of the last legislation acts before adjourning for the year, lawmakers approved the Water Infrastructure Improvements for the Nation (WIIN) Act, which includes the Water Resources Development Act (WRDA 2016).

The act included a provision that cut the cost share by nonfederal interests of harbor deepening projects with 45- to 50-foot drafts from 50% to 25%. This cost reduction is good news for several U.S. ports that are seeking drafts in this range.

The increase in the federal cost share of 45- to 50-foot harbor depth projects establishes a new baseline threshold for most large domestic harbors and ships.

Previously, harbor depths over 40 feet were viewed as primarily serving bulk

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cargoes such as coal and grain. The increase was made to reflect the growing size of the world’s container fleet and marks the first time in 30 years the cost-share depth has been changed. The 45-foot depth was established in 1986.

Consequently, local sponsors of harbors that primarily serve containerized cargo will be the most affected by the increased federal share of deepening project costs. Port Everglades, Fla., was authorized for deepening in WRDA 2016. Other ports where containerized cargo makes up the majority of its total tonnage like Jacksonville, Fla., will also follow this path toward deepening.

The increased federal cost share for harbor deepening projects increases the incentives for local port interests to pursue such projects. Why? Because these deepening projects are now less expensive for local port interests because of the reduction in their share of construction costs. Local ports will argue that increased federal cost sharing

for deeper harbors benefit national or regional economies.

However, one of the earlier arguments for cost

By Kevin Horn sharing between federal and non-federal interests was that primary local beneficiaries should shoulder the increased costs of greater depths that are particular to specific harbors.

Brownwater interests will be encouraged by the increased federal cost sharing for blue water harbor deepening projects. This is an argument in the wings for continued federal cost sharing of inland waterway projects from the general fund and the Inland Waterways Trust Fund.

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

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www.workboat.com • FEBRUARY 2017 • WorkBoat

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1/4/17 12:07 PM

Insurance Watch The gangway and injury claims

W

hat happens if somebody gets injured on the gangway between the vessel and the dock or shore? If it’s one of your crewmembers, the vessel’s Jones Act or maintenance and cure

coverage will probably pay the injury claim. But if it’s almost anyone else, there may be questions.

Will the vessel’s insurance cover it or your commercial general liability

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policy?

The U.S. Coast Guard treats the gangway as part of the shore (at least that’s been my experience).

By Gene But what if the McKeever gangway isn’t yours? Your general liability insurance won’t respond because an incident on that gangway is not on your premises.

If you offload passengers at a municipal or other government dock, will the government’s insurance respond or your vessel’s protection and indemnity liability insurance? I doubt it.

If your passenger falls getting on board the vessel from the gangway, maybe your vessel’s insurance would respond. But what if the passenger gets injured in any other part of the gangway (which, you recall, is not yours), such as slipping or tripping as they walk from the gangway to the solid dock, float or ground? The insurer will probably try to deny the claim. I’ve even seen claims denied where a workman, not crew, was injured climbing from the vessel to the gangway then onto a scaffold around the vessel.

Insurance companies exist to make a profit. If the claim may be legally denied the insurer will probably deny it. My task was always to get as much coverage for clients by trying to fill in the gaps where coverage may or may not exist.

About 30 years ago, I worked with an insurer to make up a coverage (a manuscript endorsement) for the gangway when a passenger is injured no matter where the gangway leads. That insurer agreed to go further to include passengers while ashore on a stop that was part of the itinerary. Once that endorsement was used with that insurer the rest of the ocean marine insurers picked it up as well. Problem solved.

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

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

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 2:19 PM

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Legal Talk

El Faro sinking update

T

wo developments in the El Faro sinking only a few months apart on the calendar are conceptually centuries apart in the realm of maritime law.

In September, a federal court in Jacksonville, Fla., ruled on the issue of unseaworthiness. In December, the National Transportation Safety Board added the El Faro’s voyage data recorder (VDR) bridge audio to the docket in its ongoing investigation.

Unseaworthiness is a very old concept, while digital and electronic evidence from VDR, GPS and AIS data is relatively new. Both are significant in the litigation of the dozens of wrongful death and cargo claims from the El Faro sinking.

The September ruling resulted from a motion filed by the claimants for partial summary judgment on the issue of

unseaworthiness. A motion essentially asks a court to do something, such as dismissing a claim or ruling on a legal issue in a lawsuit. In their motion, claimants argued that the ship’s loss of propulsion during the voyage was sufficient to render it unseaworthy as a matter of law. If you caught the Jan. 3, 2016, “60 Minutes” segment on television you may remember that the loss of propulsion came up.

Vessel interests argued that it is premature to rule on unseaworthiness because discovery, or fact finding, has been substantially limited. In general, there are a couple of legal compass points courts navigate by in lawsuits involving unseaworthiness. Under maritime law, a shipowner has an absolute duty to provide a seaworthy vessel.

Maritime law also imposes a rebuttable presumption of unseaworthiness if a vessel sinks in calm weather and seas.

The arguments made by the claimants were that the El Faro lost pro-

pulsion due to an engineering problem. It does not matter why it lost propulsion, the loss of propulsion on its own

By Tim Akpinar is sufficient to render the ship unseaworthy as a matter of law. The vessel sank, and if a vessel that does not float is not considered unseaworthy, then unseaworthiness has no meaning.

The court felt that the claimants’ arguments were straightforward. However, it did not rule in their favor. It said there was no evidence that the El Faro sank in calm waters, adding that there is no presumption of unseaworthiness simply because a vessel sinks.

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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NEWS LOG NEWS BITTS CAPTAIN DOZED OFF DURING ALLISION

A

BOEM

Oil platforms off the California coast.

Obama blocks Atlantic and Arctic offshore exploration

O

utgoing President Barack Obama’s move to restrict offshore oil and gas development in Atlantic and Arctic waters will likely be an early target of a Trump administration intent on undoing his legacy.

But the tactic chosen by Obama — sweeping use of the 1953 Outer Continental Shelf Lands Act, rather than an executive order that might be more easily overturned by an incoming Trump administration — sets the stage for a court battle.

“Blocking offshore exploration weakens our national security, destroys good-paying jobs, and could make energy less affordable for consumers.

Fortunately, there is no such thing as a permanent ban, and we look forward to working with the new administration on fulfilling the will of American voters on energy production,” said Eric Milito, upstream director for the American Petroleum Institute (API).

Obama used a provision in the law previously applied only to protect smaller marine wildlife habitats. In 1990, President George H.W. Bush used it to ban drilling in California’s Monterey Bay, and Obama used it to protect Alaska’s Bristol Bay salmon 18

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habitat in 2014.

This time, he removed areas off the Virginia coast and in the Chukchi and Beaufort seas from the 2017-2022 Outer Continental Shelf oil and gas leasing program.

The move may be subject to reversal by the Trump administration, but it could take years of litigation and there is little legal precedent, according to the Sierra Club.

“No president has ever rescinded a previous president’s permanent withdrawal of offshore areas from oil and gas development. If Donald Trump tries to reverse President Obama’s withdrawals, he will find himself in court,” said Marissa Knodel of Friends of the Earth.

But API contends Obama’s use of the law conflicts with the original intent of Congress to make the OCS “available for expeditious and orderly development.”

Trump can also undo the withdrawals with a presidential memorandum, as former president George W. Bush did in 2008 by making all shelf areas available for leasing, except designated marine sanctuaries, API argues.

Drilling opponents in South Carolina

midnight party cruise that ended with a pier allison in Baltimore’s Inner Harbor was caused by the captain dozing off at the helm, Coast Guard investigators found. The Aug. 28 incident occurred when the 131'x36' Spirit of Baltimore was returning to shore with more than 400 passengers on board.

Citing a Coast Guard report obtained through the Freedom of Information Act, the Baltimore Sun reported that the boat’s mate had left the bridge to assist with a drunken passenger. The unidentified captain fell asleep, according to the report. The boat hit a floating pier at a marina, tearing up about 60' of decking and damaging two recreational boats. Several passengers were treated for minor injuries. Damage to the Spirit of Baltimore was minimal, and it was back at work the next day, but without the captain. Chicago-based Entertainment Cruises suspended the captain and then fired him within 24 hours, general manager Dan Leaman told the Sun. — K. Moore

expressed disappointment that Obama did not withdraw more areas off the southeast coast and also wanted permits for seismic blasting denied.

Opponents got their wish on Jan. 6 when the Bureau of Ocean Energy Management (BOEM) denied six pending geophysical and geological permit applications to conduct airgun seismic surveys in the mid-Atlantic and south Atlantic planning areas of the Atlantic OCS Region.

National Ocean Industries Association president Randall Luthi cast the Obama decision as a setback for U.S. competitiveness, and prospects for boosting energy exports to developing countries.

“While other countries are ramping

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 12:35 PM

A

fter failed attempts in 2003 and 2007, Kitsap County, Wash., voters have approved a proposed tax increase to be used exclusively for passenger-only fast ferries to downtown Seattle. Kitsap County is located on the west side of central Puget Sound.

The $48 million plan will enable Kitsap Transit to return to service the 79'×28' Rich Passage 1, a low-wake, 118-passenger catamaran built by All American Marine, Bellingham, Wash., in 2012, and build five more vessels.

The foil-assisted Rich Passage 1 was built specifically to demonstrate that a high-speed, low-wake vessel could transit Rich Passage near Bremerton, Wash., without damaging the shoreline and upsetting the waterfront property owners. Washington State Ferries abandoned its passenger-only service to Bremerton after being sued by Rich Passage residents back in 2003.

In addition to returning the Rich Passage 1 to service in the summer (it hasn’t operated regularly since 2012), the plan calls for building two more RP-class boats for Bremerton and three larger fast boats, for a total fleet of six fast ferries. The three large bowloader-class vessels will have capacities of 200-250 passengers and will serve Kitsap County’s Kingston and Southworth. Kitsap Transit hopes to begin service between Kingston in 2018 and from Southworth in 2020.

A 0.3% sales-tax increase pays the county’s share of the $48 million project. The county will put up 44% and the Federal Transit Administration will cover 56%.

Kirsten Holland, policy associate at

The Rich Passage 1 could return to service on Puget Sound this summer.

the Center for Transportation Excellence in Washington, D.C., said the Kitsap County vote is notable for being ferry specific. “I think it’s fair to say that this year’s Kitsap measure was unique in that it succeeded in securing funding exclusively for ferry service, at least of the measures CFTE has tracked since 2000,” she said. All other public referendums have been for multimodal transportation packages.

To save money, and expedite the process, Kitsap Transit hopes to use existing docks owned and operated

by Washington State Ferries in Southworth and Kingston for the bowloaders. “We’re still negotiating with Washington State Ferries for the use of their docks,” said Sanjay Bhatt, public information officer at Kitsap Transit.

Bhatt also said his agency intends to partner with the King County Marine Division to operate and maintain the boats. “We would still own the boats and administer the program, but they have an existing water-taxi program,” said Bhatt. “So we hire them to basically drive the boats and maintain them

Statoil

New fast ferries to be built for Puget Sound

Kitsap Transit

up offshore oil and natural gas exploration in the Arctic and in the Atlantic basin, President Obama has benched the United States, dismissing his own advisors who have argued that energy development, particularly in the Arctic, is imperative to our national security,” Luthi said. – Kirk Moore

Statoil bids record $42 million for NY offshore wind lease

N

orwegian energy major Statoil’s winning $42 million bid to develop an offshore wind energy lease near New York City — by far the biggest play yet for a wind lease in U.S. waters — shows that U.S. and European companies are willing to invest for the long haul.

“The U.S. is a key emerging market for offshore wind with significant potential along both the east and west coasts,” said Irene Rummelhof,

Statoil’s Sheringham Shoal array in the North Sea.

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because they have a maintenance facility down on the dock in Seattle.”

Kitsap Transit expects All American Marine to build the additional RPclass boats but will consider bids from any builders in the country for the three bow-loaders. The county expects to put out a request for proposals sometime this spring. Kitsap Transit has been operating public transit for Kitsap County since 1983. — Bruce Buls

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Chicago Fire Department

Statoil’s executive vice president for New Energy Solutions. “Statoil is well positioned to take part in what could be a significant build out of offshore wind in New York and other states over the next decade. This effort is in line with the company’s strategy to gradually complement our oil and gas portfolio with viable renewable energy and other low-carbon solutions.”

Statoil’s U.S. subsidiary, Statoil Wind US LLC, must first pass federal agency reviews before it can open a one-year preliminary lease. It must also survive a hearing in U.S. District Court, where commercial fishermen sought an injunction against the lease.

Located 11.5 miles south of Jones Beach, N.Y., on Long Island, the New York Wind Energy Area is a triangle of 79,350 acres on the sea floor, wedged between two busy shipping lanes for New York Harbor.

If developed with wind turbine arrays, the area would feed into powerhungry Long Island and the New York metro area. Competition for the lease was intense, said Abigail Ross Hopper, director of the federal Bureau of Ocean Energy Management.

“We have seen robust competitive interest for this auction, as evidenced by 33 rounds of bidding — the most we have seen for any of our lease sales to date,” Hopper said in announcing the sale. “BOEM will continue to work with the members of the New York Intergovernmental Renewable Energy Task Force and the public on any future wind energy project proposed for this lease area.”

The $42 million commitment from Statoil is more than twice the $16 million BOEM has brought in so far with leasing one million acres for wind energy development in previous sales.

By contrast, oil and gas leasing generates about $24 billion a year for the government, but it will be years before production royalties are paid from wind farms.

Like Statoil, Dong Energy, Denmark’s largest energy company and the world’s largest offshore wind operator, is taking an avid interest in the U.S.

A barge burns in Chicago after a 2005 explosion that killed a crewman.

market. In 2016 Dong acquired lease rights to areas offshore of New Jersey and Martha’s Vineyard, Mass.

Construction of such large offshore arrays could begin in the 2020s.

If the court approves BOEM’s lease award, Statoil would have about five years to submit a construction and operations plan to BOEM. At that point, the agency says, it would “conduct an environmental review of the proposed projects and reasonable alternatives.”

– K. Moore

Convictions from 2005 Chicago barge explosion reversed

A

federal appeals court threw out a seaman’s manslaughter conviction from a fatal 2005 Chicago barge explosion. The court ruled that government prosecutors in an earlier civil trial had failed to prove that the victim was obeying orders that triggered the blast.

Towboat captain Dennis M. Egan and his family’s company, Egan Marine Corp., Lemont, Ill., were prosecuted under a federal statute of negligent manslaughter of a seaman, and convicted in 2014. Egan was sentenced to six months in prison and the company ordered to pay a $5.3 million penalty toward cleanup costs.

But in a Dec. 12 ruling, judges with the Seventh District Court of Appeals found the trial judge erred in accepting the government’s argument that crewman Alexander Oliva, 29, died because Egan had directed him to use a small propane torch to thaw out a frozen discharge pump so they could unload a 600,000 gals. of clarified slurry oil.

The 62'×20', 800-hp tugboat Lisa E was pushing the barge EMC-423 in

the Chicago Sanitary and Ship Canal between Joliet and Chicago in January 2005 when the explosion tore through the barge, throwing debris hundreds of feet onto the Cicero Avenue bridge.

Cleanup costs ran to $12 million, according to federal officials.

Prosecutors filed criminal charges in 2010, shortly before a statute of limitations deadline. During the 2014 bench trial, U.S. District Court Judge James B. Zagel heard from expert witnesses who said an open standpipe vent allowed oil fumes to escape, while the discharge pump was not working because it had been disconnected from a heating system. Prosecutors argued Oliva used a propane torch at Egan’s direction, and that ignited the fumes.

“Judge Zagel concluded that the defendants were negligent because they knew that the crew occasionally used an open flame to heat the cargo pump, but nonetheless permitted the crew to engage in the illegal and unsafe practice,” said U.S. Attorney Zachary T. Fardon when he announced the Egan sentencing in June 2015.

But the appeals court said that ran counter to the findings in a 2011 civil case, where another judge found the government failed to prove Oliva was using the torch.

“The United States did not appeal from that adverse decision but instead pressed forward with this criminal prosecution,” the appeals judges wrote in their opinion. Egan and Egan Marine argued that prosecutors should not be allowed to bring that charge again, but the trial judge rejected that position.

“The Supreme Court has said that the outcome of a civil case has preclusive force in a criminal prosecution,” the appeals judges noted. – K. Moore

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/5/17 9:54 PM

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Naval Architecture School

NAME Recognition University’s naval architecture and marine engineering program is a school unto itself.

Dr. Lothar Birk stands in front of the wave tank, the school’s most prized possession.

The towing and wave tank measures 125'x16'.

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W

hat is the most common misconception that parents have about naval architecture and marine engineering? They think it has something to do with the Navy.

“In a broad sense, their sons and daughters might work on Navy projects some day, but, of course, the parents think it might include some obligation to the Navy,” said Dr. Lothar Birk, department chairman at the University of New Orleans School of Naval Architecture and Marine Engineering (NAME).

Birk said he enjoys talking to the parents of potential students when they visit the New Orleans campus. “Especially when the students come from states that aren’t anywhere near a coastline,” he said. “They don’t understand that their kids are drawn to these big, complex mechanisms that float on the oceans or inland waterways.”

Growing up in Germany, Birk himself lived far from the sea. “But I had a fascination for ships

Ken Hocke

By Ken Hocke, Senior Editor

and the ocean. And here I am.”

EMPLOYMENT GUARANTEE UNO is one of the few institutions of higher learning where you can earn both graduate and undergraduate NAME degrees. (Technically a part of the university’s college of engineering, the naval architecture and marine engineering school could stand alone as a separate entity.)

“The others are the University of Michigan and the Webb Institute on Long Island,” said UNO’s Eric Balukonis, a former mariner. “Employment opportunities for the graduates come from engiwww.workboat.com • FEBRUARY 2017 • WorkBoat

1/5/17 8:06 PM

Ken Hocke

neering firms, shipyards, yacht builders, classification societies, offshore oil and gas companies, energy companies, independent consultants, government agencies and others including the U.S. Navy.”

Currently, the school has an undergraduate enrollment of 120 and a graduate class of 25. About 65% of the students are from outside Louisiana.

“We are an engineering program that focuses on ship and offshore structure design,” said Birk. “Enrollment has been growing over the past four years.

Most of our students have jobs lined up before they graduate.”

UNO’s School of NAME has a pretty good graduate placement percentage. “It’s 100%. A lot of our juniors and seniors are working as interns for companies like Hornbeck Offshore,” said Birk. “There aren’t that many naval architects in the country. The total number of undergraduates from all the schools in a given year is only

The University of New Orleans School of Naval Architecture and Marine Engineering was established in 1980.

about 50.”

UNO expects to graduate 16 in May. Naval architects have starting salaries of approximately $65,000 annually and median annual salaries of $92,930, according to the Bureau of Labor Statistics.

Graduates can work in an office or research laboratory, on a construction site, or a mix of all three. There could also be a lot of international travel.

The university actively recruits stu-

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dents for its NAME school, being flexible in offering tours and using former graduates to help inspire and convince potential students to come aboard.

“We want our alumni to become more involved,” said Balukonis, who works for UNO’s University Advancement Department. “We had an event at NOLA brewery during the WorkBoat Show, and we were happily surprised to see how many people showed up.”

“I’ve been at UNO since 2004, so I

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Naval Architecture School knew all of them,” said Birk. “These people are now moving into upper management in their firms, and that’s good for us.”

What UNO offers that no other school can is location. “It’s in the center of 70% of the shipbuilding and offshore industry in the U.S.,” said Birk. “We are right where the ships and offshore structures are being built.”

The UNO School of NAME was established in 1980. “In the late 1970s, a group of shipbuilders were having a hard time finding marine engineers,” said Balukonis. “They used their influence to convince the state to fund the school.”

Enrollment over the years has generally followed the ups and downs of the oil and gas industry. “Our enrollment was down slightly last year, mirroring the offshore industry,” said Birk. “This year we’re seeing an increase in those who are looking to enroll next summer.”

TOWING TANK Birk said there has been a great deal of study concerning wave action on the oceans because of the offshore industry. “There were always tales from mariners of these gigantic waves coming from seemingly nowhere. Most of the stories were seen as exaggerations,” said Birk. “Now we know that there are waves that can reach heights of 30 meters, especially in some areas of the north Atlantic. The offshore industry really pushed for these wave statistics.”

One of the most popular tools NAME has is its 125'×16' towing and wave tank. “There is not another one like it around here,” said Balukonis.

“I guess the closest would be at Texas A&M.” “Naval architecture and marine engineering is so much math and theory,” said Birk. “Whenever the students get something that they can actually put their hands on, they can’t get enough.

It’s very popular.”

Birk said the tank, which has a depth of 6', helps students understand the math and theory they study and encourages them to prove what they’ve learned in class. In addition, they can develop their own theories and use the tank to prove or disprove their hypotheses. “I tell my students that the ocean is the greatest bending tool on earth,” he said.

“Yes, it’s a great tool,” said Birk.

“We could do more if we had a bigger tank. If someone said here is a million dollars, we would start digging [the new tank] tomorrow.

“This is a pretty down to earth university. We do a lot to help our kids,” said Birk. “We are hiring tutors to help those who are having some problems.

This is a program that begins with calculus and moves on from there. It’s tough. But we do everything we can to get the kids through it. It’s an honorable profession.”

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www.workboat.com • FEBRUARY 2017 • WorkBoat

1/5/17 8:07 PM

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1/4/17 12:07 PM

Tugs

Mean & Green New tugs need to have more muscle while keeping an eye on the environment.

Jensen Maritime designed a 6,770-hp tractor tug under construction for Baydelta Maritime.

B

igger containerships, prospects for increased U.S. grain exports and worldwide expansion in the liquefied natural gas trade are helping drive tugboat design and construction to the next levels of power and sophistication.

With that demand come additional challenges — fitting bigger, heavier engines and drives into the new tugs. For these high-horsepower vessels, the advent of Tier 4 emission standards brings additional complexity and space requirements for emission controls.

HIGH EXPECTATIONS That new generation will be emerging from shipyards in the first half of 2017. In Bayou La Batre, Ala., Horizon Shipbuilding is working to complete the Capt. Brian A. McAllister, first in a

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series of four 100'×40', 6,770-hp escort tugs for New York-based McAllister Towing and Transportation Co. Inc. With a bollard pull of around 90 short tons, they are designed to handle bigger containerships that pass through the widened Panama Canal.

They will be among the biggest tugs in McAllister’s East Coast fleet, a hull design from the minds at Jensen Maritime. Another next-generation design from the Seattle architects, a 110'×40', 6,770-hp multipurpose tractor tug under construction by JT Marine, Vancouver, Wash., is scheduled for delivery to Vessel Chartering LLC, a subsidiary of Baydelta Maritime, San Francisco, later this year.

Jensen says the vessel’s 110' length gives it the towing performance and range of larger oceango-

Jensen Maritime

By Kirk Moore, Associate Editor

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1/6/17 7:04 PM

Ridderinkof Winches

Washburn & Doughty

ing tugs, with a bollard pull of 93 to 95 short tons, while still providing the deft ship assist and escort touch of smaller harbor tugs. The escort capability was enhanced in anticipation of bigger containerships up to 18,000 TEUs coming to West Coast ports.

It is the third Jensen tug design to tackle the Environmental Protection Agency’s Tier 4 emissions requirements, using exhaust treatment systems to achieve the further 74% reduction in nitrogen oxides and 82% cut in particulate matter demanded in the new rules.

That takes some doing. Vessel designers and engineers say Tier 4 equipment can require two to three times the internal space of older exhaust systems.

The Baydelta tug will carry up to 4,500 gals. of urea to treat exhaust gases — more than its 4,300 gals. tankage for fresh water.

“The development of the Tier [4] engines for this tug demonstrates our commitment to innovative, environmentally friendly design while continuing to deliver powerful, high-quality performance,” Johan Sperling, Jensen’s vice president, said when the project was announced. “This tug will meet our industry’s demands for strong, yet nimble vessels with the quality design people expect from us.”

The Jensen designs are close in size and power. Propulsion on the McAllister tugs will be pairs of Caterpillar 3516E Tier 4 engines running Schottel SRP4000 FP azimuth thrusters, with 80 metric tons of bollard pull.

They will be classified ABS Maltese

The Moran Towing tug Maxwell Paul Moran was launched Sept. 30 at Washburn & Doughty.

Cross A-1 Towing, Escort Service, FiFi 1 and Maltese Cross AMS. The Baydelta tug will likewise be powered by two Cat 3516Es. With its deck machinery — an electrically powered Rapp Marine double-drum tow winch aft and an electrically powered hawser winch forward by Markey Machinery — the tug will have a calculated 93-to-95 short-ton bollard pull. Having both winches run on electrical power removes the chances of a hydraulic oil spill on deck.

Jensen designers came up with another low-cost solution for environmental and regulatory issues with ballast water. With new rules pending to treat ballast water for the control of invasive marine species, they simply got rid of ballast water tanks. The Baydelta tug will move its 123,000 gals. fuel capacity around tanks to maintain trim.

TIER 3 With the Tier 4 emission requirements fast approaching, builders and operators have been adding vessels just before the new EPA threshold kicks in.

Washburn & Doughty Associates Inc., East BoothRidderinkof Winches has designed a dynamic bay, Maine, continues to braking system to help tugs handle the immense build 93'×38'×15'6", 6,000-hp loads of post-Panamax ship escort work.

Z-drive tugs for New Canaan, Conn.-based Moran Towing Corp. Powered by twin EMD 12-710G7C or Caterpillar 3516B engines, they have been Moran’s preferred newbuilds since 2013, with the Maxwell Paul Moran hitting the water Sept. 30. Moran now has 11 6,000-hp Z-drive harbor tugs in its fleet and two more under

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construction, according to its website.

Moran also has two LNG 6,000-hp tugs under charter.

Based on Washburn & Doughty’s earlier 92'×32' design, the 93' tugs accommodate more horsepower while maintaining good handling characteristics. Executive vice president Bruce Washburn said the company is preparing for the Tier 4 generation, but the 6,500-hp level and above represents a new design frontier beyond recent 95' to 100' docking tugs.

Tug designs from the prolific Robert Allan Ltd. (RAL), Vancouver, British Columbia, are favored worldwide and have been prominent additions to U.S. harbor fleets in recent months. In December E.N. Bisso & Son Inc. took delivery of the 80'×38'×15', 5,362-hp azimuth stern drive (ASD) tug Gladys B from Signet Shipbuilding & Repair, Pascagoula, Miss.

New Orleans-based Bisso decided to build the ASD tug before the Tier 4 emission requirements took effect in 2017. The Gladys B Tier 3 propulsion package is made up of two MTU 16V4000 M64 diesels that produce 2,681 hp each, turning Rolls-Royce US205 fixed-pitch Z-drives. That combination provides bollard pulls of 60 metric tons forward and 56 metric tons astern.

Built on the lines of the RApport 2400 class, it was the 10th RAL tug design for Signet Maritime Corp., and the fourth to be built at Signet’s Pascagoula yard. A sistership, the Signet Magic, has been in the company’s fleet for three years.

Based on that design, the Gladys B differs in its increased helm beam, 27

1/6/17 7:04 PM

modified skeg, and the addition of bilge keels. That makes it fully ABS class compliant for escort operations, according to the designers.

“This powerful steel titan will serve her owner well. Built in America, built

by Americans and built for progress.

She will soon be known in Louisiana as the Maserati of the river,” Signet president J. Barry Snyder said in remarks at an Oct. 12 christening.

Eastern Shipbuilding Group, Panama City, Fla., launched a similarly sized series of RAL-designed Z-Tech 2400-class terminal and escort tugs for Bay-Houston Towing Co. and Suderman & Young Towing Co. — eight vessels in all to assist ships that call at Texas ports.

Along with larger containerships, prospects for U.S. export growth of grain and LNG are factoring into tug operators’ planning and building programs.

In its year-end Grain Transporta-

Signet Maritime/Robert Allan Ltd.

Tugs

The tug Gladys B at Signet Shipyard.

tion Report, the U.S. Department of Agriculture called 2016 a “remarkable” year, with barge movements of grain up 19% from the year before and strong export activity out of the Pacific Northwest and Gulf of Mexico ports.

Those expectations led Crescent Towing to add three new Z-drive ship

assist and escort tugs for its operations in New Orleans, Mobile, Ala., and Savannah, Ga. The 92'×38'×17', 5,500hp Mardi Gras, Arkansas and South Carolina, a Jensen Maritime design built by Steiner Shipyard, Bayou La Batre, Ala., were all delivered by the end of 2016.

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Proudly Made in the USA!

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 7:05 PM

Allemand Industries, Inc. Harvey, LA (504) 340-5581 Servicing: LA Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: FL, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: CT, MA, ME, NH, RI, VT Superior Diesel, Inc. North Charleston, SC (843) 553-8331 Servicing: GA, Eastern KY, NC, SC, Eastern TN Volvo Penta Canada Burnaby, BC (604) 872-7511 Servicing: Western Canada Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: OH, Western PA, VA, WV

Conserving Resources Eco-friendly and fuel-efficient: two important attributes the South Carolina Department of Natural Resources considered when evaluating engines to repower fisheries vessel R/V Palmetto. And their selection of Volvo Penta D16 MH600 Tier 3 engines is paying off.

“The fuel efficiency provided by the new Volvo Penta engines will contribute to considerable savings in operating costs and increase endurance time on station,” says Robert Boyles, deputy director of the Marine Resources Division, SCDNR. At least a 45% improvement in fuel economy is expected.

Volvo Penta Power Centers Contact one of our Power Centers for applications guidance and engine quotes.

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1/4/17 12:07 8/17/2016 2:45:43 PMPM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

Gulf Craft

Gulf Craft delivers fast support vessel to Seacor Marine

The 206'x32' Alya McCall, delivered in 2015, is an Express Plus-class FSV. 194' fast support vessel for Seacor.

ulf Craft LLC, Franklin, La., delivered the 194'×32'×15' aluminum fast support vessel Liam J. McCall to Seacor Marine, Houma, La., in early January.

Designed by Incat Crowther, the new FSV is part of what Seacor calls its Express Plus-Plus-class FSVs. The Liam J. McCall has a 9.08' draft, can carry a crew of 16 and has a passenger capacity up to 58 offshore workers.

Its mission is high-speed passenger and cargo transport and emergency evacuation.

The Liam J. McCall has tankage for 62,700 gals. of fuel oil; 5,600 gals. water; and 650 gals. lube oil. The FSV’s rear cargo deck measures 125'6"×26'6" (3,150 sq. ft.) and can haul up to 350 LT of freight.

In addition to carrying people and cargo, the boat has a need for speed. Main propulsion for the FSV comes from five Cummins QSK60 diesel engines, producing 2,680 hp at 1,900 rpm each. The mains connect to HamiltonJet HT810 waterjets through Twin Disc MGX-61500SC marine gears with 2.56:1 reduction ratios. The package gives the boat a light speed of 38 knots and a loaded speed of 25 knots.

There are also three Thrustmaster 30TT200 200-hp tunnel thrusters for added maneuverability around offshore structures.

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Seacor Marine

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Seacor had previously taken delivery of a pair of Express Plus-class vessels in 2015-2016. The vessels have the same Cummins-HamiltonJet propulsion package that produce the same speeds as the Express Plus-Plus class, but are 12' longer and have a slightly larger deck area and fuel capacity.

“These boats are designed to help us compete against the helicopter world,” said Robert Clemons, Seacor’s vice president and COO. “We have no trouble competing with our competitors’ boats, but these put us in the running for the helicopter business too.”

For passengers, the Express Plus-Plus-class FSVs features include USB ports and 120v receptacles for charging portable electronic devices, beverage consoles, bigger seats on tracts for custom configuration with additional incline, extra headroom, snack bar, LED accent lighting with solar www.workboat.com • FEBRUARY 2017 • WorkBoat

1/9/17 11:56 AM

— Ken Hocke

Marine Group Boat Works building tug for NASSCO

M

r. Ed — nope, not the talking TV horse — a harbor tug operated

by General Dynamics NASSCO San Diego shipyard, is being retired. Its replacement is a 38'×15'×5'6" tug being built at Marine Group Boat Works LLC’s new solar-powered yard in National City, Calif.

Jensen Maritime, Seattle, designed the tug.

It’s not that Mr. Ed wasn’t doing its job of moving vessels about San Diego’s harbor. “We are really comfortable” with Mr. Ed, said David Barbat, senior facilities engineer at General Dynamics, but the nearly 40 year-old boat “has a cracked hull and deteriorated steel.” In other words, Mr. Ed is old.

Its engines are also old and the California Air Resources Board’s tier ratings for air emissions restricted Mr. Ed “to only a few hundred hours a year,” said Barbat. That meant the shipyard had to rent outside tug services so Mr. Ed wouldn’t exceed the tug’s annual operational hours.

The new tug’s dual 410-hp Cummins QSL9M Tier 3 diesels won’t have that CARB handicap. The twin Cummins, when matched up with ZF 325-1 marine gears with 2.97:1 ratios that

Jensen Maritime Consultants

options, and recessed lighting.

HamiltonJet also handled the steering system and controls for the Liam J. McCall. Furuno’s navigation and communication system is responsible for the boat’s electronics needs. Other systems installed include FiFi 1, Kongsberg DPS-2 KPOS, ride control and VSAT. Ship’s service power comes from three Cummins QSM11 gensets, sparking 290 kW of electrical power each.

The Liam J. McCall is ABS classed Maltese Cross A1 HSC crewboat, AMS, DP2 Fire Fighting Capacity.

Clemons said Seacor has three more fast support vessels coming from Gulf Craft and two larger catamarans from Armon Shipyards, Asturias, Spain.

“Total of five at present,” he said.

38' yard tug will work around NASSCO’s shipyard.

spin 38"×26" props on 3" Aquamet 22 shafts, should produce between 18,000 lbs. and 20,000 lbs. of bollard pull and a top speed of nine to 11 knots.

Brian Nichols, director of business development at Jensen Maritime, said the new tug would be “a nice little workboat that’s got great maneuverability and a lot of horsepower for its size.”

Flanking rudders will provide much of that maneuverability and allow the tug to work in very tight places, such as around the shipyard’s piers. Towing bitts are in front of and aft of the pilothouse, which is outfitted with a fly bridge. The pilothouse has an unobstructed 300° view of the water.

Jensen Maritime worked “close with the builder to help keep the cost down,” said Nichols. “There’s a lot of cut plate here. We tried to eliminate the number of brackets and the amount of angle.

We were able to customize the structure for their shipyard. Hopefully it will drive down some of the cost to put the boat together.”

Marine Group Boat Works is expected to deliver the new yard tug this summer. — Michael Crowley

Gulfstream building Homeland Security ferry

G

ulfstream Shipbuilding, Freeport, Fla., has been awarded a contract through the U.S. Department of Homeland Security for a passenger/ vehicle ferry to service New York and Connecticut waters.

The 118'×27'×10'9" crewboat-style ferry will transport passengers, freight

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and vehicles in and around the waters of eastern Long Island Sound and Gardiner’s Bay for the DHS’s Plum Island Animal Disease Center.

The welded aluminum, monohull, diesel propelled, quad-screw passenger/ vehicle ferry will have a 6'6" draft and a 735-sq.-ft. cargo deck.

“Gulfstream Shipbuilding is not only familiar with the eastern Long Island Sound waters, our team has delivered three ferry vessels to North Ferry Company that operate near these waters,” said James Murray, the shipyard’s sales manager. “We are proud of our 35-plus-year history of building strong aluminum crewboats for all types of conditions.”

Working with naval architects C. Fly Marine Services, Madisonville, La., Gulfstream and its design team have incorporated key design elements to meet and exceed its “critical vessel objective,” Murray said.

Main propulsion will come from four Caterpillar C32 diesel engines, producing 1,300 hp at 1,800 rpm each.

The Cats will be connected to 40" 4-bladed, nibral wheels through ZF 3050A marine gears, giving the new ferry a running speed of 26 knots. For added maneuverability, the vessel will be fitted with a 75-hp Wesmar hydraulic dual prop thruster.

The hull structure is designed for strength with considerations for ice, but not overly heavy as to affect performance, maneuverability, seaworthiness, comfort and speed requirements.

Paying particular attention to the beam at waterline and dead rise considerations, the hull is designed to provide 31

1/9/17 11:55 AM

minimal frictional and wave making resistance along with the center of gravity to meet the peak performance envelope and to ensure adequate speed and efficiency.

Gulfstream's hull design is similar to that of a Gulf Coast crewboat, with a diminished cargo deck overall and a narrower beam at the waterline to reduce overall resistance at semidisplacement speeds. A sharp entry and moderate dead rise will provide a comfortable ride platform within the operational envelope.

Ship’s service power will be the responsibility of twin John Deere GK4045-powered gensets, sparking 65 kW of electricity each. Other features will include ZF four-station Clear Command controls with synchroniza-

Gulfstream Shipbuilding

On TheWays

New 118’ ferry will run in the eastern Long Island Sound and Gardiner’s Bay.

tion capabilities, a Skipper Hydraulics steering system, and capacities of 9,500 gals. of fuel, 800 gals. water and 375 gals. lube oil.

The new yet to be named ferry will be capable of carrying up to 148 passengers and crew and fire engines,

various support vehicles and freight on its rear cargo deck.

The new ferry has an expected delivery date of April and will carry a USCG Subchapter T, under 100-GT certification. — K. Hocke

BOATBUILDING BITTS

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trol boat to the Colombian Metal Shark patrol boat for National Police and has Colombian National Police. been awarded a contract to build 12 38' Defiant-class pilothouse patrol boats for the Dutch Caribbean Coast Guard.

Vigor has delivered the Sentinel, a 60'×24'×7'9" catamaran research vessel, to the California Department of Water Resources.

Designed by Incat Crowther, the boat was built at Vigor’s aluminum fabrication facility in Seattle (formerly Kvichak). Main propulsion is from twin Cummins QSB 6.7 diesels. The Subchapter T Sentinel features a relatively wide beam, which creates an efficient layout conducive to research and water sampling activity.

Safe Boats International, Bremerton, Wash., hosted Israel Marine Police officials recently who inspected and conducted sea trials on the last three vessels — a 25-footer, a 27-footer and a 31-footer — of a contract for 60' research vessel 10 patrol boats. The last of for California. the aluminum vessels, which have 36" drafts, will be put in service by March. Designed

by Safe, the vessels are powered by pairs of Honda 225-hp outboards that deliver running speeds of 45-plus knots.

Metal Shark

arley Marine Services, Seattle, was scheduled to take delivery of the world’s first Tier 4 tractor tug in January. The 120' Earl W. Redd was built at Diversified Marine Services, Portland, Ore., and is powered

by Caterpillar 3516 engines. The tug was launched on Dec. 6, 2016.

Eastern ShipFirst Tier 4 tug set for delivery. building Group Inc. delivered the 3,000hp Capt. Ricky Torres in October and the 3,000-hp Cullen Pasentine in December. The Caterpillar 3512C-powered vessels are the 64th and the 65th 90' inland towboats built by Eastern for Florida Marine Transporters, Mandeville, La. Metal Shark, Jeanerette, La., has delivered its first three 36' Fearless-class center console patrol boats to the Puerto Rico Police Department. With high performance ventilated stepped-bottom running surfaces and powered by triple 300-hp Mercury Verado engines, the PRPD’s new patrol boats have top speeds up to 55 knots. Metal Shark also announced it The Cullen Pasentine for FMT. delivered a new 33' Relentless-class pa-

Incat Crowther

Eastern Shipbuilding Group

Harley Marine Services

H

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/9/17 11:56 AM

St. Johns delivers fourth Elizabeth Anne tug to Vane t. Johns Ship Building, Palatka, Fla., recently delivered the fourth of a new class of eight 4,200-hp tugs to Baltimore-based Vane Brothers.

The 100'×34'×13' Delaware is the newest tug in Vane’s Elizabeth Anne class. The class was recognized as one of WorkBoat's Significant Boats of 2016. The three tugs delivered prior to the Delaware are the Elizabeth Anne, Hudson and Baltimore.

Designed by Kenner, La.-based Entech Designs LLC, the Delaware is powered by twin Caterpillar 3516 (A-rated) Tier 3 diesel engines, rated at 2,100 hp at 1,600 rpm each. The Cats connect to Reintjes WAF 873 gears supplied by Karl Senner with 7.09:1 reduction ratios that turn Hung Shen 104"×77" stainless steel propellers with an open-wheel and rudder configuration. Simplan dripless shaft seals from Simplex America are part of the package.

Running light, the Delaware makes 12 knots. Fully loaded, the tug’s cruising speed is 10 knots. Two 99-kW John Deere 4045 generator-drive engines deliver ship’s service power.

St. Johns ramped up manpower to meet the requirements of this program.

Currently, 140 people are working in an “old school production line using modern shipyard technology” with each person doing the same job for each vessel, said Bobby Barfield, St. Johns vice president of operations and

Vane Brothers

S

The Delaware, the fourth of eight Elizabeth Anne-class 4,200-hp tugs for Vane.

general manager.

This makes for a smooth and efficient process. “Jim Demske (Vane’s senior port captain) brought a lot of knowledge and experience to this project and that has allowed us to produce the vessels just as Vane envisioned them,” said Barfield.

As the first three boats were built, minor tweaks were made, but by the fourth, they were “tweaked out” and the remaining boats are being built identically, said Barfield.

On deck, an Intercon DD 200 towing winch provides the added security of double drums of towing cable for coastal towing. The main drum carries 2,500' of 2" wire while the second drum has 800' of 1.75" wire and 300' of Spectra 2" line. The winch is powered by a John Deere 4045 engine.

In the wheelhouse, the tug carries a full suite of Simrad electronics from Houma, La.-based Rhodes Electronics. Both the upper station and the navigation bridge have Simrad Halo radars and Simrad 3D with touchscreen

MARINE AUTOMATION & CONTROL SYSTEMS

monitors. Controls are by Rexroth and the steering system by Jastram.

The upper wheelhouse windows are angled to mirror the tilt of the pilothouse. The upper station gives the boat a 40' height of eye.

Capacities include 85,000 gals. of fuel and 9,000 gals. potable water. The new tug has a crew/passenger capacity of seven.

In December, St. John’s launched a sistership, the Philadelphia, due for delivery in February. In addition to that boat, three more Elizabeth Anne-class tugs are scheduled for completion during 2017.

“Midway through our contract with St. Johns Ship Building, we are thrilled with the high quality of the four Elizabeth Anne-class tugboats,” Vane Brothers President C. Duff Hughes said.

“The Delaware and her three sister tugs bring heightened performance, crew comfort and safety to the ocean-service towing sector.”

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1/9/17 2:30 PM

Cruise Control

The used boat market and water taxi growth highlight a vibrant passenger vessel sector.

F

rom fast ferries to leisurely harbor cruises, the passenger vessel market is humming.

In the New York City area, NY Waterway celebrated its 30th anniversary and the city itself plans to launch a new waterborne public transit system starting this summer. Across the country, Washington State Ferries (WSF) is replacing four of its oldest boats, and the river and coastal cruising sector is enjoying a renaissance with new and refurbished vessels.

Elsewhere, “2016 will be a record-breaking year on every single thing you can measure,” said Kenneth Svendsen, CEO of Entertainment Cruises, a Chicago-based dining cruise company whose brands include Odyssey and Spirit Cruises. And 2017 bookings “look very encouraging.”

Here’s a look at some other areas that also are attracting industry attention:

CASINO BOAT CONVERSIONS With land-based gambling on the rise, the waterborne casino market is drying up, leaving behind an array of boats in very good to salvageablespare-parts condition.

In the past year, several casino boats have changed hands, destined for new uses. The fourdeck, 1,900-passenger 276'4"×78'×14' Treble Clef moved from Davenport, Iowa, to join Memphis Riverboats Inc.’s fleet and will host dinners, dances and weddings. The 185'×56' diesel-electric powered sternwheeler Casino Rock Island, that stopped operating in Illinois in 2010, will offer dinner and sightseeing cruises for the New Orleans Steamboat Co., and the 280'6"×87'

New Orleans Steamboat is renovating the idle diesel-electric-powered sternwheeler Casino Rock Island into a dinner and sightseeing vessel.

WB_CoverStory_LINO.indd 34

Matthew Dow

By Dale K. DuPont, Correspondent

1/5/17 10:04 PM

Iowa-based Bettendorf Capri is being transformed by American Queen Steamboat Co. into a luxury overnight cruise vessel.

Buying used can mean big savings.

Overnight operators, for example, can convert a decent existing boat for about 40% of the estimated $70 million cost of a new one.

“It’s a buyer’s market. Everything’s going cheap,” said Capt. William Lozier, owner/operator of Memphis Riverboats, who’d been looking for a used boat for about three years. He bought the soon-to-be-renamed Treble Clef to replace his floating infrastructure at the Historic Cobblestone Landing in downtown Memphis, Tenn.

“It’s in really good condition,” he said, but needs to be painted, cleaned and have all systems checked. The boat, which he’s aiming to have ready March 1, can hold 1,900 passengers with gaming equipment and nearly 3,000 without it — which is how he bought it. His four excursion boats have capacities from 149 to 600 passengers.

“This boat will sit here for 20 years and we’ll never have to worry about it sinking,” Lozier said.

New Orleans Steamboat originally leaned toward building a new boat but time and cost considerations sent them looking for an existing one, said Matt Dow, assistant marine operations manager for the New Orleans operator.

Built in 1991 in Louisiana at Leevac

Shipyards, the former Casino Rock Island, which will be renamed the City of New Orleans, needs only minor mechanical work as well as interior refurbishment. The paddlewheel is fully functional and “the hull is in great shape,” Dow said. New Orleans Steamboat plans to place it into service by January 2018, joining the company’s Natchez on the Mississippi River.

American Queen is adding a third deck and transforming its gaming boat into the luxury passenger vessel American Duchess. It is expected to set sail in June on the inland rivers. Several boats were available, but there are “not that many out there that have got steel plate in good condition,” said David William Kelly, American Queen’s vice president, new construction. “There isn’t that much good inventory out there to grab a hold of. We were really lucky with the Duchess.”

There’s not a lot of inventory now, confirmed Rob McMahon, president of Pinnacle Marine Corp., a Stoddard, Wis.-based brokerage, who sold the Treble Clef to Memphis Riverboats.

“There’s probably been more casino boats sold this year (2016) than the last five or six years.”

He receives queries from people abroad who want to continue gaming operations while U.S. operators want to convert the casino boats to overnight cruise vessels or permanently moored facilities for weddings and other events.

“It gives you a great amount of square

“It’s a buyer’s market.

Everything’s going cheap.“ Capt. William Lozier Owner/Operator Memphis Riverboats footage with quite a bit of high-end machinery,” McMahon said.

Frank Storti, owner of Stomar Inc., a broker based in Fort Lauderdale, Fla., also cites the size — 30,000- to 40,000-sq.-ft. or more — as a selling point especially for dockside office, entertainment or retail use.

“I’m absolutely shocked that many municipalities that have waterfront locations with little building space [on land] don’t talk to me about these things,” he said. “We have a couple of boats that have come out of service recently that are in incredibly good condition.”

Two types of casino boats are on the market — offshore and river. The offshore U.S.-flag market has shrunk from well over 30 operating boats to five or six now, Storti said. That market “is pretty much on its way out. A lot were sold for conversion from casino to dinner boats, some were taken out of the country, and others that were in bad shape were scrapped.”

The 161'3"×39'3", 600-passenger Horizon’s Edge that once ran gaming trips off Massachusetts and Florida, is for sale for $3.25 million, said David Smith, a lawyer with Farrell McAleer

The 1,900-passenger Treble Clef will join the Memphis Riverboats fleet in the spring.

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Memphis Riverboats

Blount Small Ship Adventures

The overnight cruise market on the inland waterways is enjoying a renaissance. New and refurbished vessels, some of them former casino boats, are set to join the fleet.

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& Smith, Salem, Mass., who represents the owner.

Inquiries come from people who fall into four categories, he said. They include dinner cruise operators who want a bigger boat or want to add to an existing fleet, a small number who still see a gambling market, and those who want to use it for something like ferrying people between islands.

Mechanically and structurally, the boat, built in 2000, is sound, but it needs updating, Smith said. “It’s a good hull for someone.”

WATER TAXIS Most metro area residents would probably echo Nathan Nayman’s assessment of the biggest headache in town.

“We know that traffic congestion is the No. 1 issue in the entire (San Francisco) Bay area,” said Nayman, president of Tideline Marine Group, Sausalito, Calif. “It just became evident

there’s a need for more water transportation.”

So in January he was expected to start water taxi service from Berkeley, Calif., to San Francisco on a 43-passenger boat, initially on Fridays only. Then they’ll add service as demand grows for the 20-minute ride.

Water taxis are becoming more prevalent in the U.S. both as scheduled commuter and hop-on-hop-off tourist services.

Two high-profile projects are in Baltimore and Washington, D.C. Maritime Applied Physics Corp. is building 10 water taxis for Under Armour chief Kevin Plank’s Sagamore Ventures, which last summer bought Harbor Boating Inc., operator of Baltimore’s water taxi service. The first boat, the 55'×12'9", 49-passenger Keys Anthem, debuted in October.

The project is “a real unique opportunity to connect two sides of the harbor,” said Demian Costa, Sagamore

DON’T BUILD A FERRY. BUILD A LEGEND.

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Ventures’ managing partner. “We’re trying to rebrand it as a true transportation alternative for commuters.”

A new contract with the city includes additional routes, longer hours and an increase in stops from 12 to 21. The fleet, half of which will be in service by year’s end, will have WiFi onboard and GPS tracking in partnership with Uber.

Harbor Boating has 17 water taxis.

“The plan is to have the new fleet replace the old fleet,” Costa said. “We are projecting approximately 125,000 daily tickets sold in 2017 averaging 2.5 boardings per rider which equal a total ridership level of 312,500.”

Farther south, Entertainment Cruises, in partnership with The Wharf, a $2 billion waterfront development, will expand Washington’s water taxi service with four new 100-130-passenger vessels designed by BMT Designers & Planners (U.S.) working with BMT Nigel Gee (UK).

The first two are due out late this year and the next two in early 2018, said Svendsen of Entertainment Cruises. No yard had been named at press time.

The company bills itself as the nation’s largest dining cruise operator with 38 vessels in New York, Chicago, Washington, D.C., Boston, Philadelphia, Baltimore, Norfolk, Va., and south Florida.

Last spring, Entertainment Cruises acquired Alexandria, Va.-based Potomac Riverboat Co., which has seven vessels that offer private charters, sightseeing and water taxi cruises. It was “a great strategic play for us,” Svendsen said, noting Potomac’s deep knowledge of the area and lots of growth activities.

The combined fleet will total 17, counting Entertainment Cruises’ six boats and the four new vessels.

They expect the regularly scheduled water taxi to carry 300,000 passengers a year with stops 10 times a day during high season from Memorial Day to Labor Day. Off peak will have a minimum of four trips a day.

Both Costa and Svendsen say they’re concentrating on their existing

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/5/17 10:07 PM

Scott Lewis

projects but neither would rule out expanding water taxi services elsewhere.

In Tampa, Fla., Troy Manthey, CEO of the dinner cruise operation Yacht StarShip, is adding a fourth vessel to the Pirate Water Taxi service he started late last February.

“Ridership is exceeding our expectations. We’re very pleased,” said Manthey, who had water taxis in his business plan when he came to the area in 2001, but the city’s Riverwalk hadn’t matured enough. Now it connects museums, parks, shops and restaurants along the waterfront.

The taxis are part tour and part transportation. “I would equate us to a double-decker bus tour,” Manthey said.

Tourists want that flexibility. “What I’m most proud of is we receive no subsidies and we’re making a go of it.”

In California, Tideline’s new scheduled route goes beyond the on-demand water taxi service it has provided on the Bay since 2012. Through its website

The 43-passenger Osprey and Heron were expected to begin offering water taxi service from Berkeley, Calif., to San Francisco in January.

the company surveyed people on where they wanted to be picked up and where they wanted to go. “We got a number of requests from the city of Berkeley,” Nayman said.

The privately funded company, whose fleet includes the 43-passenger, 52'×17'5" Osprey and Heron, applied to the state to operate a water taxi service.

Last fall they were one of two companies the California Public Utilities Commission approved for regular Bay area service citing “demand for increased ferry and water taxi services.”

The other was PropSF of Alameda, Calif., with routes that include San Francisco, Emeryville, Redwood City and Berkeley.

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www.workboat.com • FEBRUARY 2017 • WorkBoat

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Cooling Systems

Cool Running Today’s keel coolers are much more efficient.

By Michael Crowley, Correspondent

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S

ometimes it just doesn’t make sense to throw something out and replace it with a new item especially when the old one still works. Like that old wool shirt that for 10 years has kept you warm on early spring barge runs across the Gulf of Alaska. Or the filthy old hat you’ve worn in the wheelhouse on trips out to Gulf of Mexico oil platforms. But hauling the same keel cooler from one boat to another?

A New England workboat operator is now on his third boat, and he is using the same set of Walter Machine Co. keel coolers that were on his first two boats, said Don Chatmuck, Walter Machine’s president.

In this case, if the old engine or engines went into the new boat it shouldn’t be a big problem.

However, if it’s a repower with more horsepower

and the boat owner doesn’t check with the keel cooler manufacturer to find out if its parameters match up with the new engines for things such as coolant velocity, coolant pump flow rates and maximum pressure drop, there could be a problem.

The boat owner that wants to take his old keel cooler with him to a new boat is “more the exception than the rule,” said Lewis Foster, vice-president of sales for engineered products at Duramax Marine. However, if that’s what the boat operator wants and he wants to bring in a different engine, Duramax and other keel cooling companies will work with him to see if the keel cooler provides sufficient heat rejection.

When an existing cooler is reused, it often is “in conjunction with smaller newer coolers to handle

Duramax Marine

The DuraCooler SuprStak is built around a double bank of coolers. It is designed to force a turbulent flow of water over and around the keel cooler.

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/9/17 10:13 AM

the entire application, instead of just a new larger unit,” said Sean Fernstrum, president of R.W. Fernstrum & Co. A drawback to sticking with what you know and have learned to rely on is that you can miss out on new, more efficient keel coolers. Take Fernstrum’s optional enhanced interior surface on its copper nickel tubing. The enhanced surface breaks up the flow of water coming down the tube — turning it over, if you will — which increases the heat exchange. Depending on the velocity through the tube, the cooling efficiency can be improved from 15% to 50%.

The enhanced tubing has been available for about 15 years, “but people are still surprised by the fact that we have something like that,” said Fernstrum.

He attributes the lack of awareness to the fact that boat operators aren’t always looking for additional efficiencies. “Some love getting the latest and greatest,” he said. “Others say ‘if this works that’s all I’m using. I’m not taking any chances.’ ” Another example of a missed opportunity would be Walter Machine’s End Model, a single through-hull keel cooler in either a single or doublestacked model with two to 16 tubes available. The single through-hull fitting located at the end of the cooler contains both the inlet and outlet water connections.

With the End Model, installation time is reduced since all the plumbing is in one area of the keel cooler. Put the End Model close to the engine and it

Shipbuilders • Architects • Marine Engineers

“minimizes plumbing inside the boat,” said Chatmuck. “More importantly, on some workboats where you have an area inside the hull you can’t get to, you can put the keel cooler under it because you are not going through the hull.” He said Walter Machine is the only company that offers a single through-hull keel cooler.

The most recent example of an innovative keel cooler is probably Duramax’ DuraCooler SuprStak, which was introduced at the International WorkBoat Show in 2015.

“One of the biggest challenges we have is to get the external flow of water over the tubes efficiently,” said Foster.

What often happens, especially at low and moderate hull speeds, is that the water passing over the tubes creates an insulating boundary layer that reduces heat transfer.

The SuperStak, which is built around a double bank of coolers, is designed to force a turbulent flow of water over and around the keel cooler. Diverter scoops along the sides disrupt the water flow and an angled header design and spacers at the end “grab the water.”

“It actually circulates the water horizontally as a turbulent flow of water,” said Foster. The flow of seawater between the upper and lower tubes is also accelerated, thus enhancing heat transfer into the seawater.

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CHANNEL IRON Then there are boat owners reluctant to give up the channel iron that’s welded to the outside of a hull as a cooling

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system. “You’ll probably find that between ourselves and our competitors, our biggest competitor is a boatbuilder slapping on some steel channel on the underside of the hull,” said Chatmuck.

“It all goes down to the customer or designer’s line of thought,” said Fernstrum. “Some of them really love channel iron, feel it adds rigidity to the hull and helps offset any ballast issues they might have by adding that extra weight.” And if a shipyard needs to keep its welders busy that’s one way to do it.

Channel iron can also be seen as a cheaper alternative. “Sometimes they just think it’s going to cost less to throw some steel on the bottom of the boat,” said Chatmuck.

What they don’t know is the savings that a packaged keel cooling system can provide. “We use one-tenth the amount of coolant and chemical additives that they need in a much larger channel iron system,” Chatmuck said.

R.W. Fernstrum

Cooling Systems

A Gridcooler keel cooler installation with external guards.

So while the packaged keel cooling system will cost more than hiring a welder, Chatmuck said his system would be on the boat for 30 or 40 years. “During that time, the operator is going have a much greater return than if he had just gone the cheap route.”

Channel iron isn’t used as much as it was several years ago and boatbuilders will probably be forced to curtail its

THINK AHEAD

use even more for several reasons. Take the case of tugs. They aren’t necessarily getting bigger but “they are getting more powerful, more multifunctional, so the demands on the keel cooler are ever increasing,” Foster said. “You have to make the return temperature to the engine lower and lower.” And for some boats there’s just no more room on the hull for channel iron.

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www.workboat.com • FEBRUARY 2017 • WorkBoat

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www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 1:05 PM

To advertise please contact Jeff Powell • 207-842-5573 • jpowell@divcom.com MARINE GEAR & SUPPLIES

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11:14 AM www.workboat.com • FEBRUARY 201710/19/16 • WorkBoat

1/6/17 1:07 PM

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45

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Your Source For Employment, Equipment & Services

www.workboat.com • FEBRUARY 2017 • WorkBoat

1/6/17 1:07 PM

PortofCall

Your Source For Employment, Equipment & Services

ADVERTISERS INDEX

TRAINING

Advertiser

Page

Ahead Sanitation Systems Inc...........40

Mari2me Ins2tute of Technology 850-387-1829

925 Cherry Street

Alphatron Marine USA Inc.................17

Panama City, FL 32401

All American Marine..........................12

Brunswick Commercial

www.mitnavschool.com

& Gov't Products.............................CV2

facebook.com/mitnavschool

USCG Approved Courses

Burger Boat Company.......................14

CPV MANUFACTURING...................37 Diesel America West..........................12 Duramax Marine LLC.....................CV3

Basic First Aid, CPR & AED

Leadership & Managerial Skills

STCW (Basic Safety Training)

Radar Renewal

Able Seaman / Lifeboatman Limited

Exam Prep (500 / 1600 / 3rd Mate)

Gladding-Hearn Shipbuilding.............37

100 Ton Master (Upgrade)

T O A R (Towing Operator Assessment Record)

GPLink, LLC......................................39

200 Ton Master (Upgrade)

Visual Communications (Flashing Lights)

Celestial Navigation

OUPV (Operator of Uninspected Passenger Vehicles)

Fremont Maritime Services..................4 Furuno USA.........................................5

Great American Insurance Group......10 Hamilton Marine Inc.............................2 Imtra Corp.........................................16 Karl Senner, LLC............................CV4 Louisiana Cat..................................... 11 Lubriplate Lubricants.........................21 Marine Machining & Mfg....................24 McDermott Light & Signal..................25 Metal Shark Aluminum Boats............24 Mitsubishi Turbocharger and Engine America, Inc...................13 Motor-Services Hugo Stamp Inc..........7 MTU America Inc.................................3 Omnithruster Inc................................28 Power Panels, LLC............................14 R M Young Company.........................28 R W Fernstrum & Company.................6 TMS - LevelCom................................33 Vigor Industrial..................................15 Volvo Penta........................................29 Walker Engineering Enterprises..........9 Washburn & Doughty Associates Inc...................................39 Washington Chain & Supply Inc........40 Yanmar America................................23

www.workboat.com • FEBRUARY 2017 • WorkBoat

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LOOKS BACK FEBRUARY 1977

• Florida Gov. Reubin Askew and the Florida cabinet voted six to one recently against completing the rest of the Cross Florida Barge Canal. Construction of the 107-mile canal from the St. Johns River at Palatka to the Gulf of Mexico near Yankeetown began in 1964. It was about a third complete on Jan. 19, 1971, when President Richard Nixon

issued an executive order halting work on the canal. The estimated cost of the project if it were completed would be about $180 million. Costs to date have exceeded $60 million.

• The governors of Tennessee, Alabama, Kentucky and Mississippi are urging President Jimmy Carter to place a high priority on the completion of the Tennessee-Tombigbee Waterway during his administration. The govFEBRUARY 1987 ernors represent

the states most directly affected by the economic impact of the Tenn-Tom Waterway. The governors are pushing for full funding of the project, which is now in its fourth year of construction with almost $240 million under contract.

• Despite the downturn in the workour business,” was heard from many boat market, attendance at December’s exhibitors and attendees. Most exhibiInternational WorkBoat Show was tors said that the quality of the attendeven with last year. Over 11,000 attend- ees was excellent. “Companies may ees visited the Louisiana Superdome not be sending as many people ... but over the show’s three days. The overall they are sending their key people,” one mood at the show was optimistic. One exhibitor said. company hung a sign from the stadium’s upper deck that tracked the price of oil that has been on the rise from the mid-teens. “As the price of oil FEBRUARY 1997 goes, so goes • The U.S. Gulf crewboat sector is seeing high utilization and high rates, according to a recent WorkBoat survey of 15 crewboat operators. The crewboat sector is also seeing some consolidation. Seacor Holdings, Seabulk Offshore and Trico Marine Services are responsible for much of the recent crewboat consolidation. Seacor was especially active last year with its pur48

WB_LooksBack_LINO.indd 48

chase of McCall Boat Rentals and its December announcement that it would acquire Galaxie Marine Services and its 24 vessels for approximately $21.2 million. Seacor purchased crewboat operator John E. Graham & Sons in 1995. Crewboats should continue to reap the benefits of the resurgence in the Oil Patch, with utilization of almost 100% at the end of 1996. www.workboat.com • FEBRUARY 2017 • WorkBoat

1/8/17 8:50 PM

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

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