WorkBoat January 2017

Locks and Dams • Gensets • Wind Farm Vessels ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

JANUARY 2017

Showstopper The 37th International WorkBoat Show.

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12/13/16 10:07 AM

ON THE COVER

®

JANUARY 2017 • VOLUME 74, NO. 1

The HamiltonJet display at the International WorkBoat Show.

Diversified Communications photo

FEATURES 22 Focus: Lockdown By 2020, over 75% of U.S. locks and dams will exceed their 50-year design life.

30 Cover Story: Show Pieces Coverage of the 37th International WorkBoat Show.

34 Vessel Report: Stiff Wind With the opening of Deepwater Wind in Rhode Island, the U.S. offshore wind energy industry may be here to stay.

BOATS & GEAR 26 On the Ways

34

• Metal Shark and Horizon Shipbuilding move forward on the construction of 19 ferries for New York City • Master Boat Builders is building two 3,800-hp Robert Allan-designed Rotortugs for Seabulk Towing • Two paddlewheel ferries for Virginia from Armstrong Marine • Gulf Island Shipyard launches MPSV for Hornbeck Offshore • Three cruise ships for American Cruise Lines under construction at Chesapeake Shipbuilding • Inventech Marine shows off its 30' response boat at Pacific Marine Expo • Boats from the International WorkBoat Show

38 Power Broker New hybrid system from Cummins provides three different operational modes — batteries, diesel or diesel-electric.

AT A GLANCE 8 8 9 10 12 14 16

On the Water: Navigation ‘Twilight Zone’ — Part III. Captain’s Table: Sharing our congested waterways.

OSV Day Rates: Energy and the Trump effect.

WB Stock Index: Stocks get a post-election boost.

Inland Insider: Transportation infrastructure help on the way?

Insurance Watch: Are all your important papers in order?

Legal Talk: Court of Appeals keeps salvage simple.

NEWS LOG 18 18 19 19 20

Waterways advocates are bullish on the new administration.

Deepwater Wind begins generating power.

NTSB releases El Faro transcript.

Restored World War II PT boat will offer rides in the spring.

Mechanical failure cited by NTSB in Seattle duck boat crash.

www.workboat.com • JANUARY 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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Positive show vibes

T

he prolonged energy slump has stretched through another International WorkBoat Show. As a result, at last month’s show many were prepared for the worst. But most of the people I talked to were pleasantly surprised.

In my informal survey of about a dozen or so exhibitors on the show’s final day, several said that while the number of visitors was down, the quality of the people that stopped by their booths was up. The people they needed and wanted to see were there. That’s great news.

And despite the depressed offshore energy sector, there continues to be no shortage of positive things for us to write about. One of them is offshore wind, which we believe will fare OK even if the Trump administration does not embrace it as enthusiastically as the previous administration did.

Why? Because political and market forces should keep wind energy development alive, where energy companies have already obtained leases for the sea floor, and states have adopted policies to promote wind power.

The biggest wind story to date is Deepwater Wind LLC, the first U.S. offshore project, an array of five turbines that generate 30 megawatts from the winds around Block Island, R.I. It started producing power in December.

Wind projects need workboats, and the hope is that the Atlantic Pioneer, the first U.S.-flag crew transfer vessel (CTV) built by Blount Boats, Warren, R.I., will be the first of many U.S.-built wind farm service vessels.

Marcia Blount, president of Blount, said her company continues to hear from potential customers since building the 70'6"×24' Atlantic Pioneer, named

David Krapf, Editor in Chief

by WorkBoat as its 2016 Boat of the Year at the WorkBoat Show.

She said Massachusetts has passed legislation requiring power companies to buy energy from areas off Martha’s Vineyard, and leases are in place off New York, New Jersey and Maryland.

All will require a mix of wind farm service vessels.

Blount said that developers and equipment and boat designers are still at work on designs to serve bigger offshore leases. “They are not backing out,” she said.

You can read the latest about the wind farm industry in Kirk Moore’s report that begins on page 34.

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 • JANUARY 2017 • WorkBoat

12/20/16 9:34 AM

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

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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

Passengers onboard Shoreline Sightseeing’s MV Skyview enjoy smooth, smoke-free and quiet rides along the Chicago River thanks to two Volvo Penta D13 engines supplied by Allemand Industries. Captain Chris LeBlanc says fuel burn is less than three gallons per hour total for both engines in comparison to other non-Volvo Penta powered vessels in the fleet burning 10 gallons per hour. These engines are contributing to magnificent memories for sightseers and spectacular savings for Shoreline.

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PUBLISHER

Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR

Kirk Moore kmoore@divcom.com

ONLINE EDITOR

Ashley Herriman aherriman@divcom.com

CONTRIBUTING WRITERS

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

Dylan Andrews

ART DIRECTOR

PUBLISHING OFFICES

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

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

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

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

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

dcohen@divcom.com

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

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

PRESIDENT & CEO

Theodore Wirth

EXECUTIVE VICE PRESIDENT Michael Lodato mlodato@divcom.com

www.workboat.com • JANUARY 2017 • WorkBoat

12/12/16 12:29 PM

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12/12/16 12:12 PM 9/23/16 10:21 AM

WorkBoat Show keynote was ‘mesmerizing’

I

have attended several WorkBoat shows in the past, and being a member in good standing of the geriatric set I feel comfortable in offering some feedback about this year’s show.

First, it was, as usual, a spectacular event. It really had something for everybody. And it seemed to all click

and run smoothly like a well-oiled machine. Congratulations.

I thought the keynote presentation by the ex-Navy SEALS was absolutely outstanding. The entire room was mesmerized. We’re quite fortunate to have men like this on our side. In my civilian engineer days at a Navy research and development lab in Panama City, Fla., I had occasion to work with some of these guys. Never will you find a more

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dedicated and patriotic bunch than these folks. Their pitch for teamwork was well received.

I also sat in on several of the technical presentations. The best of all was Mark Masor of Gibbs & Cox describing the restoration of the PT305 boat. His facts, organization, and graphics were very well put together. It was so interesting hearing about Higgins Industries in New Orleans where so many boats for World War II were made. I can hardly wait to take a ride around Lake Pontchartrain when this one gets put into service.

After his presentation I mentioned to him about the time the PT-104 (a tow craft for minesweeping studies where I worked) was sent to Washington, D.C., to be in President Kennedy’s inauguration parade as the PT-109.

Jim Preston Panama City, Fla.

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WorkBoat magazine/ WorkBoat.com is seeking a correspondent to report on the commercial marine industry in the Northwest.

Previous commercial marine industry writing experience and familiarity with the Northwest workboat industry is a plus. Please send your resume and clips to: workboat@cox.net

www.workboat.com • JANUARY 2017 • WorkBoat

12/19/16 9:03 AM

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12/12/16 12:12 PM

On the Water

Navigation ‘Twilight Zone’ — Part III

J

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

ust because you’re using digital charts (either raster navigational charts or electronic navigational charts) — either in an electronic charting system (ECS) common aboard tugs and other limited-tonnage vessels or a full-fledged IMO type-approved electronic chart display and information system (ECDIS) typically found on ships — instead of paper charts, the accuracy issues highlighted by new Zone of Confidence (ZOC) diagrams are not necessarily solved.

It is important to understand that inaccuracies and uncertainties can occur equally regardless of whether you are using paper or digital charts. The information used for each approved chart generally comes from the same sources. In most cases it is charted to the same World Geodetic System 1984 (WGS-84) reference coordinate system used

by GPS (see your individual charts for confirmation of this important variable) and carries all of the same inherent limitations and deficiencies.

Captain’s Table Sharing the waterways

I

By Capt. Alan Bernstein

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

8

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was recently invited by the Coast Guard’s 8th District 8 to participate in a sharing the waterway symposium in Lexington, Ky., at the National Association of State Boating Law Administrators.

NASBLA helps develop public policy for recreational boating safety and represents the recreational boating authorities of all 50 states and the U.S. territories.

This was an important meeting, bringing needed attention to the issue of congested waterways on our nation’s inland river system.

The meeting was attended by Coast Guard leaders, state boating regulators, representatives from the Passenger Vessel Association, the American Canoe Association as well as commercial operators from throughout the region.

We discussed the challenges of the nation’s increasingly congested waterways, potential safety concerns, and how best to educate the pleasure boating community about rules of the road, the navigable channel, and the difficulties mariners

There are several articles that you should read as soon as possible in order to get a better grasp of chart accuracy and the new ZOC diagrams. Even mariners who think they already know all they need to know should read these articles.

“NOAA introduces Zones of Confidence; mind your ZOC,” (http://www.panbo.com/archives/2016/07/noaa_introduces_zones_of_confidence_mind_your_zoc.html) is published on panbo, the marine electronics hub. Panbo.com is where I started out. That led me to “How accurate are nautical charts?” at NOAA Coast Survey. (https://noaacoastsurvey.wordpress. com/2016/04/08/how-accurate-are-nauticalcharts/) Another excellent source is “Safe Navigation with Uncertain Hydrographic Data,” at Hydro International. (https://www.hydro-international.com/ content/article/safe-navigation-with-uncertainhydrographic-data) While we’re on this subject, you should expand your knowledge and perspective on all things GPS related on land, sea, and in the air by reading “Pinpoint: How GPS Is Changing Technology, Culture And Our Minds,” by Greg Milner. The book is eye opening on many levels.

face when encountering inexperienced recreational boaters.

During the course of these discussions, I recognized the enormity of the problem. There are literally millions of recreational users of our waterways. (NASBLA says they represent over 76 million U.S. boaters.) Also, each state’s boating laws and regulations are different. I concluded that commercial operators must do more than just being defensive drivers. We must band together and communicate with the recreational boating community to raise the standards for education and training. We must also urge our federal and state regulators to do more to elevate this issue.

After the symposium, I was encouraged that the Coast Guard and state boating regulators were aware of the issues that surround recreational boating on the navigable waterways. It is clear that there are no easy answers to this issue. Commercial operators will have to continue to stand watch and maintain safety through their training and professionalism.

However, I’m encouraged that we have taken a positive step forward in addressing this important issue. www.workboat.com • JANUARY 2017 • WorkBoat

12/14/16 2:46 PM

NOVEMBER 2016 DAY RATES, FLEET UTILIZATION VESSEL TYPE

OSV Day Rates

NOV. '15

UTILIZATION NOV. '16

NOV. '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%

By Bill Pike

P

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.

bans will not be a cakewalk, nor will it be swift. Expanding offshore drilling and production in areas currently banned could take several years and would involve reinstituting dropped lease sales in the Beaufort and Chukchi seas formerly scheduled for 2020 and 2022 respectively.

There is also the regulatory side.

With control of the White House and Congress, the Republican administration will likely rein in the Environmental Protection Agency, refuse to ratify the Paris climate accord and end any chance of a federal carbon tax. All of these actions would benefit the energy industries and, specifically, the offshore oil and gas industry, by reducing regulatory restraints and removing costly compliance costs and taxes.

“On day one, he will commence by

www.workboat.com • JANUARY 2017 • WorkBoat

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NOV. '16

SUPPLY (DWT)

The Trump effect resident-elect Donald Trump has pledged to breathe new life into the energy industry. If he fulfills these pledges, especially with respect to oil and gas, the impact on the workboat industry could be significant.

Let’s start with the current administration’s ban on oil and gas activity in the Arctic. Although the workboat market there is not huge, it is viable.

President Obama’s five-year ban on activity killed that market. According to American Petroleum Institute President and CEO Jack Gerard, Obama’s action “puts the U.S. at a serious competitive disadvantage” given Russia’s growing interest in drilling there.

Trump, in a September campaign speech, noted that almost 90% of our nation’s offshore acreage is off limits to energy production and promised to “make full use of our domestic energy sources.” While it might be difficult, if one believes Trump’s rhetoric, a move to open up the closed Arctic waters — and perhaps other offshore areas — should be forthcoming.

However, unraveling offshore drilling

AVERAGE DAY RATES OCT. '16

49% 79%

undoing the onerous regulations placed on every industry in the past eight years,” noted prominent oilman Harold Hamm in a statement to Forbes after the election.

And then there is Trump’s March statement that he will seek to block some 1 million bbls. of oil per day of Saudi Arabian imports to the United States. While that also would be difficult due to the reliance of some U.S. refineries on that grade of Saudi crude, it could be done eventually. The response would be a ramp up of U.S. oil exploration and production that might translate into increased offshore operations.

At the moment, these scenarios are somewhat speculative, but there is some reason for optimism for OSV operators and the offshore market in general.

9

12/14/16 2:45 PM

STOCK CHART

WorkBoat Composite Index Stocks jump over 6%

T

he WorkBoat Composite Index rode the post-election wave, rising almost 106 points. The 6.4% jump was helped by oil service stocks, which saw steep increases as a result of the OPEC production agreement.

For the month, gainers topped losers 26-3. Many oil service issues were among the top percentage gainers for the month. Among them were drillers Nabors, Rowan and Transocean.

OSV operators also saw big gains in

November. Hornbeck Offshore Services, Seacor and Tidewater all posted double-digit percentage increases.

During Tidewater’s fiscal secondquarter earnings call in November, President and CEO Jeffrey M. Platt said that despite a brief recovery in oil prices and optimism that OPEC members will reduce production in January, “a cost-cutting and cash preservation mentality still rules among our customers.”

INDEX NET PERCENT COMPARISONS 10/31/16 11/30/16 CHANGE CHANGE Operators 307.01 318.08 11.07 3.61 Suppliers 2616.67 2767.04 150.37 5.75 Shipyards 2214.61 2454.40 239.79 10.83 Workboat Composite 1646.77 1752.46 105.69 6.42 PHLX Oil Service Index 150.79 176.24 25.45 16.88 Dow Jones Industrials 18142.42 19123.58 981.16 5.41 Standard & Poors 500 2126.15 2198.81 72.66 3.42

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

Tidewater continues to see sequential and year-to-year declines in its vessel revenues. The reduced utilization rate was mostly due to the stacking of 32 additional vessels in the quarter increasing the company’s total to 115 stacked vessels at the end of the quarter.

Tidewater said that declining production rates will eventually lead producers to spend more. But just when that will occur is uncertain.

“Long term, we believe in the power of the decline rates,” Platt told analysts.

“Declining global production, coupled with even very modest demand growth, will result in higher oil prices that will induce producers to spend more to develop and find additional supplies.

The challenge is predicting when that upturn will occur and what the pace of recovery will be.”

— David Krapf

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www.workboat.com • JANUARY 2017 • WorkBoat

12/14/16 2:46 PM

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12/12/16 12:13 PM

Inland Insider Infrastructure help?

I

n the November election one thing that stood out was the focus on the domestic economy and competitive factors. One of those factors is transportation infrastructure.

When tied to employment and economic stimulation it appears that President-elect Trump’s populist administration will vigorously pursue public sector transport infrastructure improvements.

Big issues arise from the funding of the infrastructure and the beneficiaries.

For example, the federal motor fuel tax has not been increased in over 20 years.

Proponents of infrastructure improvements will have to address funding sources and how the sources of funds reconcile with the beneficiaries.

Railroads are pushing to be included

in a Trump infrastructure plan noting that their largely private investments are self-funding. One of the railroads primary public policy thrusts is that the user-beneficiary should be responsible for the operations and maintenance costs of the infrastructure.

It’s likely this “pay to play” approach will be well received within parts of the Trump administration. Admittedly, much of the existing transport infrastructure funding mechanisms have arisen from attempts to deal with the economics of the various modes of transport through political mechanisms.

The funding game has been played out among the modes to see who can pay the least and benefit the most.

Historically, barge lines have played the infrastructure funding game very well using a network of large conglomerate shippers with the right Washington, D.C., contacts. It remains to be seen to what extent the agribusiness and energy sectors can continue

to prevail in their efforts to keep the waterways “forever free.”

The competiBy Kevin Horn tion will be keen for limited federal funds. The public nature of much of transport infrastructure will likely mean that the emphasis will be placed on modes that the public directly uses — highways, airports and public transport. The less known freight sectors such as railroads and water — shallow and deep-draft — will have more of a public identity problem and have to fight for funding.

I expect that federal funding of infrastructure improvements will increasingly be tied directly to the users.

In this case, barge lines and shippers should expect to pay more.

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

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12/12/16 12:13 PM

Insurance Watch

Got your things in order?

I

got a call recently from a panicked nephew telling me that my sister had passed away suddenly and without warning.

After a night’s sleep, we awoke to start the process of locating important paperwork. It’s amazing that nearly everything hinges on getting a death certificate. In this case, because of my sister’s sudden death, an autopsy was needed which delayed the issuance of the certificate because a doctor has to sign off on it.

Why am I telling you all of this? I want you to get your things in order. I thought about my own stuff and asked if anyone knew where all of my paperwork was. The answer was a resound-

ing no.

I’ve listed a few suggestions, not necessarily in order of importance, on what you should get in order.

• Where are your tax returns and other important tax documents?

• Where are your ownership papers such as deeds, auto titles and anything else that shows ownership?

• Where are your personal bank records, checking and savings account information, safety deposit box key and anything else banking related?

• Do you have an accountant? If so, where is their contact information?

• Do you have a will? If so, where is it?

• Who is your attorney and where is their contact information?

• If you are divorced, the decree may be needed if you have children from a previous marriage (their last name may be different than your current last name). This is a very difficult thing when your child from a previous mar-

riage needs to prove that you were, in fact, their parent.

• Where are your insurance papers?

(Life insurance,

By Gene disability insurMcKeever ance, homeowner’s insurance, auto insurance, etc.)

• Where are your retirement accounts and proof that you have them?

I found out in dramatic fashion that all of the above are important. Now, over a month later, my young nephew is still trying to find some of his deceased mother’s items. This makes a tough situation even tougher.

Please try to avoid this hardship by following these tips.

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

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

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Legal Talk The Eleventh Circuit keeps salvage simple

T

he U.S. Court of Appeals for the Eleventh Circuit recently highlighted with canary yellow marker what entitles you to make a salvage claim. By doing so, the court refastened the established elements of maritime salvage law. Don’t leave money on the galley table because you don’t understand the pieces you need to build a claim of salvage.

The appeal was brought by a salvor who’d rendered services to a big yacht.

The yacht went adrift as a result of its shaft divorcing the gear box all while seawater rushed in to join the party. A distress call was issued, and the salvor responded, patched and moved the yacht to the safety of a dock. When the matter went to trial, the salvor

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lost because the trial court applied the ruling of an older case. It stated that “maritime peril” must be coupled to a showing that the yacht could not have been rescued without the salvor’s assistance. That’s wrong. A salvor only needs to show a vessel is in actual or imminent danger to establish the first element of a salvage claim. (The other two ingredients are voluntariness, meaning you didn’t have some preexisting obligation to assist, and success, meaning you saved or contributed to saving the vessel).

With the wrong law having been applied, the salvor appealed. In November, the Eleventh Circuit correctly ruled that “maritime peril” stands alone. A salvor does not need to show that the salvaged vessel was a necessary element to the vessel’s rescue. Instead, the salvor only has to show that the vessel was under a maritime peril. Fire, groundings and flooding with seawater are classic examples of maritime peril.

After the ruling, the Eleventh Circuit reminded its audience that the public policy of salvage is to encourage mariners to John Fulweiler come to the aid of vessels in distress and “to do so before it is a do-or-die wager with high risks.”

I read that as the court wants to keep the threshold for proving a salvage low (right where it is) because salvage should be encouraged, not lassoed as so many interests seem to want to do.

Sure, salvage claims can be large, but why shouldn’t they be?

The salvor is risking life and property to come to the aid of someone else’s property.

John K. Fulweiler of Fulweiler LLC is a licensed mariner and maritime attorney.

He can be reached at john@saltwaterlaw. com or 1-800-383-MAYDAY.

www.workboat.com • JANUARY 2017 • WorkBoat

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JANUARY 2017

NEWS LOG NEWS BITTS FIRST U.S. OFFSHORE WIND POWER FLIPS THE SWITCH

Corps of Engineers Louisville District

P

Workers inside a cofferdam at the $3 billion Olmsted Locks and Dam project on the Ohio River.

Waterways advocates hope Trump will provide a boost

I

nland waterways advocates say they have found many similarities between President-elect Donald Trump’s positions and their own.

Leaders of two of the major associations that represent river transportation in Washington, D.C., told WorkBoat that they are encouraged by how Trump is assembling his cabinet, by his push for infrastructure modernization and protecting U.S. jobs, and by his willingness to review how all federal programs are run, especially those affecting energy and the environment.

“I might be wrong, but by and large, we should feel very bullish about the new administration and the new Congress, and the opportunities that they afford us” as an industry, said Thomas Allegretti, president and CEO of the American Waterways Operators (AWO), which represents the tug and barge industry. “We will have a businessman running the country who will provide a framework that will be more friendly. It also lowers the education bar for us because new government 18

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(appointees) will be business-friendly and will already understand the importance of domestic jobs and the economy. When we walk in the door of a new appointee, we can expect to immediately begin a substantive conversation. We didn’t have that feeling all the time over the past eight years.”

Allegretti added that the barge industry has enjoyed a good relationship with the Obama administration on issues relating to the Jones Act and the Coast Guard, among other issues, and that many officials have been “terrific champions of the maritime industry.”

The difference, he explained, is that “when dealing with a business person and not a career government person, there will be an easier conversation.”

Mike Toohey, president and CEO of the Waterways Council Inc., added that there has been a “clash of priorities” in which the Obama administration has favored ecosystem restoration along the nation’s rivers.

Instead of proposing healthy budgets to fund all programs of the Army Corps

ower started coming ashore to Rhode Island electricity customers Dec. 12, when Deepwater Wind LLC began commercial operation of the first offshore commercial wind energy array. The Block Island wind farm’s five turbines will generate up the 30 megawatts and are served by the Atlantic Pioneer, the first U.S.-flagged crew transfer vessel (CTV) built by Blount Boats, Warren, R.I. Deepwater Wind and other U.S. and European wind energy developers have their eye on developing much bigger arrays in federal waters, to sell into the energy-hungry Northeast and mid-Atlantic markets.

— Kirk Moore

of Engineers, it has taken money from navigation to fund environmental priorities. “This is where elections have consequences,” Toohey said. “We hope that the new administration will sustain investment in the ecosystem but also add spending so that infrastructure construction can resume.”

Toohey said that those who make a living from coal and oil felt threatened by the current administration. “Coal companies have gone bankrupt and aren’t shipping coal. There is a lot of economic stress in the barge industry and this was reflected in the election.”

Toohey and Allegretti praised the selection of insider Elaine Chao as Secretary of Transportation, the department that oversees federal maritime programs.

In her previous positions as deputy DOT secretary, chair of the Federal Maritime Commission and assistant administrator at the Maritime Administration, Chao expressed strong support for the U.S. merchant marine, the Jones Act and the Maritime Security Pro-

www.workboat.com • JANUARY 2017 • WorkBoat

12/14/16 11:56 AM

NTSB releases El Faro transcript, documents

H

ours before the ro/ro containership El Faro sank during Hurricane Joaquin, the ship’s mates twice suggested that captain Michael Davidson alter course as they sought to dodge the worst of the storm.

But Davidson stuck to the course they had plotted the evening before, confident the plot would take them south of the storm center on the morning of Oct. 1, 2015, according to voice data recorder transcripts released Dec. 12 by the National Transportation Safety Board.

The 500-page transcript from the recovered ship’s VDR — the longest transcript ever compiled by the agency — was among five “factual reports” made public in the NTSB’s accident investigation docket.

“It contains no analysis,” NTSB chairman Christopher Hart told reporters at a Washington, D.C., press brief-

NTSB

gram.

“Her appointment is extremely important to the Jones Act as she’s known the maritime industry her entire professional life and understands the importance of the Jones Act and will be able to help other cabinet members understand the law,” Allegretti said.

— Pamela Glass Wreck of the El Faro.

ing. “These steps are yet to come.”

Recovered from wreckage in 15,000' of water off the Bahamas, the El Faro VDR contained 26 hours of information, including crew conversations recorded on the bridge.

“We’ll be passing clear on the backside of it. Just keep steamin’ our speed is tremendous right now,” Davidson is quoted in the transcript shortly before 8 p.m. on Sept. 30. “The faster we’re going the better. This will put the wind on the stern a little more. It’s giving us a push.”

After the captain left the bridge, the transcript shows crewmembers discussing the storm.

“I’m not going to second-guess somebody,” one of the mates said. “The guy’s been through a lot worse than this. He’s been sailing for a long, long time. He did this up in Alaska.”

But in phone calls to the captain in

The restored PT-305 is moved from the National WWII Museum.

his stateroom around 11 p.m. and again at 1 a.m. that night, the mates suggested altering course, calculating that they could get as close as 22 miles from the storm center by 4 a.m.

At 4:37 a.m. the chief engineer reported the ship’s starboard list was affecting oil levels in the engine room, and the ship soon lost power. Over the next two hours the crew struggled to right the ship and pump out flooding in one of the holds.

After sending distress calls, Davidson, at 7:27 a.m., sounded the general alarm and directed the crew to prepare to abandon ship. In the last minutes before the recording ended amid heavy rumbling at 7:39 a.m., Davidson and a single crewman were still on the bridge, with the captain urging him on.

“I’m a goner,” the seaman said.

“No you’re not,” Davidson yelled back.

— K. Moore

Restored World War II PT boat hits the water

A

Ken Hocke

fter a seven-year restoration that cost an estimated $5.4 million, the National World War II Museum’s PT-305 rolled down the streets of New Orleans in late November on its way to its final destination — a custom-built boat house at the city’s Lake Pontchartrain.

In spring 2017, a new crew will fire up its three restored Packard 4M-2500 V-12 engines, each putting out 1,500 hp at 2,000 rpm, and take passengers for rides at up to 40 mph on the only operational World War II patrol torpedo boat. www.workboat.com • JANUARY 2017 • WorkBoat

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12/14/16 11:56 AM

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A duck boat on Seattle’s Lake Union.

some brackets that support the fuel selector valves.

“We had a bunch of professionals doing their jobs,” said Westfall.

Beginning in April, people can tour the boat and, on Saturdays, even ride aboard. — Ken Hocke

Mechanical failure cited in Seattle duck boat crash

T

he duck boat crash that killed five people on a Seattle bridge last year was caused by the mechanical failure of the left front axle, the National Transportation Safety Board (NTSB) found, adding that the problem could be traced to improper manufacturing and inadequate maintenance.

Ride the Ducks International, the manufacturer, should tell its licensees to stop operating their stretch amphibious passenger vehicles (APV) until they repair or replace the axle housings, the board said in a November report.

The report is another black eye for duck boats. The Ride the Ducks franchise in Philadelphia abruptly shut down in October, citing surging insurance costs after a fatal pedestrian street accident in 2015 and a Delaware River collision that killed two riders in 2010.

The San Francisco licensee suspended operations in September 2015, citing local business conditions.

APVs “provide a unique sightseeing option in many American cities.

Yet, until now, these vehicles have been operated without any regulatory

NTSB

Ride the Ducks Seattle

The 78'×20'1" Sudden Jerk — named by its first crew when it came into a dock too fast — was moved about two miles from the museum to the Mississippi River via a Berard heavy crawler machine. The move went off without a hitch, as the boat weaved around the extended arms of streetlights on several corners along the way.

“Yes, it went great,” Candy Westfall, the museum’s PT boat project director, said with a big exhale. “I couldn’t have been happier.”

The marine industry helped out, with a Coastal Cargo derrick barge crane used to lift the boat onto a barge owned

by Canal Barge. Several hours later, the barge was pushed away from the dock by a Marquette Transportation towboat, and headed a few miles away to Lake Pontchartrain. In December, the boat moved to the former Trinity Yachts yard for wet docking and sea trials, not far from where it was built by Higgins Industries in 1943.

PT-305 originally patrolled the waters of the Mediterranean. Sold as Navy surplus after the war, it was used as a fishing and tour boat. During the 1950s in New Jersey it was cut down in length to fit Subchapter T regulations.

The museum acquired it in 2007 and since then more than 200 volunteers have worked on the PT-305. The donated labor is valued at an estimated $2 million, with another $3 million in donated supplies and $400,000 raised from donations.

Some of those who worked so hard to get the boat ready for her first public appearance walked alongside the Sudden Jerk with pride. “When we first got it, it was nip and tuck as to whether we could save it,” said Bruce Harris, the lead shipwright on the project.

Tom McNeely was in the museum one day and heard a tour guide say that one of the bronze exhaust ports was missing. McNeely who owns Brammer Machine Shop in Crowley, La., thought he could help. “When I got home, I knew I could build one out of stainless steel,” he said. “It was quite a project. It took a while, but we got it done.” His company also machined

Enhanced image of damage to the Seattle duck boat that crashed last year, killing five.

oversight when driven on our roads and highways,” said NTSB chairman Christopher Hart. The manufacturer was not registered with the National Highway Traffic Safety Administration (NHTSA), the board noted. Duck boats fall under Coast Guard jurisdiction in the water.

The Sept. 24 Seattle accident occurred as Duck 6 and a motor coach were traveling in opposite directions on the Aurora Bridge over Lake Union.

The duck driver heard a loud noise at the left front of the vehicle then lost control. The duck crossed the center line and hit the bus, the NTSB said.

The left front axle assembly that failed on the Seattle duck boat had an earlier modification to the housing recommended by Ride the Ducks, the NTSB said. NTSB staff said the housing design “is inherently flawed.”

Ride the Ducks Seattle lawyer Pat Buchanan said in an e-mailed statement that the company has voluntarily taken many of the steps the NTSB discussed and has “gone above and beyond what the NTSB or Washington state’s UTC [Utilities and Transportation Commission] has asked of it in working to become the safest commercial fleet in operation.” — Dale K. DuPont

www.workboat.com • JANUARY 2017 • WorkBoat

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Inland Waterways

Lockdown

The nation’s antiquated locks and dams highlight the decline of U.S. inland infrastructure.

By Pamela Glass, Washington Correspondent

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ver half of the nation’s 242 inland waterway locks and dams are nearing or have surpassed their 50-year life spans. About a third are more than 70 years old. By 2020, it’s estimated that 78% of these locks and dams will exceed their design life.

Those built in the 1930s are the oldest and in the worst shape. Many of them have concrete that’s crumbling, failing gates, and are plagued by emergency shutdowns that cause operational and financial headaches for barge operators. But even the newest ones, built in the 1970s and ‘80s and already old by construction standards, are too small for modern-day tows and are showing their age.

Many of the oldest locks and dams along the 12,000-mile commercially navigable inland water-

ways system were built for steam-powered vessels that pushed small tows. Today, tows are bigger — with up to 15 barges carrying large loads of high-value cargo — and are part of a sophisticated, multimodal transportation network that moves commodities like coal, soybeans, cement and energy products for domestic consumption and international trade.

A recent visit to the oldest and newest locks along the Upper Mississippi and Illinois rivers, among the nation's busiest for barge traffic, provided visible evidence of the serious decline of inland infrastructure, and the challenge to maintain an efficient, reliable and globally competitive waterways system.

Waterways Council Inc.

The LaGrange Lock and Dam at Versailles, Ill., is arguably in the poorest shape of any lock in the inland waterways system.

www.workboat.com • JANUARY 2017 • WorkBoat

12/12/16 10:45 PM

Waterways Council Inc.

Waterways Council Inc.

LAGRANGE LOCK Barge companies and the Army Corps of Engineers consider the LaGrange Lock and Dam at Versailles, Ill., one of the worst. Built in 1939, it is the southernmost lock on the Illinois River, located 80 miles upstream from where the Illinois and Mississippi meet.

The structure accommodates a steady stream of barge traffic, moving mostly agricultural commodities as well as recreational vessels.

The deterioration of the lock concrete was obvious during an August press tour put together by the Waterways Council. Segments of the vertical lock wall concrete have been removed so it won’t fall into the river.

But what can’t be seen is even more troubling. Corps officials said the mechanical and electrical systems are obsolete, and that high usage, frequent flooding and freeze-thaw cycles challenge the lock’s operations and reliability. The other issue is the obsolete lock’s size. The LaGrange lock is 600'×110', while today’s big tows require 1,200-foot-long chambers. As a result, tows must be broken up and locked through in two stages, which can produce long waits of up to four hours.

The Corps has been able to keep things going with emergency maintenance, but it is getting increasingly

The Melvin Price Locks and Dam has two lock chambers — 600' and a 1,200'x110' main chamber.

hard to find spare parts. Officials expect repairs to take more time, as replacement parts will need to be special ordered.

“This site is our number one priority for major rehabilitation in the nation,” said Thomas Heinold, deputy chief of operations at the Corps of Engineers, Rock Island (Ill.) District, which is responsible for LaGrange. “It’s as if we bought a car in the 1930s and we’re still going with that original car. We have replaced some components and body parts, but what we really need to do is replace the car.”

The funding history of LaGrange is an example of how navigation projects are inconsistently handled by Congress.

The deterioration of the concrete at the LaGrange lock was evident in August. Segments of the vertical lock wall concrete have been removed so it won’t fall into the river.

www.workboat.com • JANUARY 2017 • WorkBoat

WB_Focus_Tour_LINO.indd 23

A major rehabilitation evaluation report on LaGrange in 2005 estimated a major rehab cost at $72.6 million. Between 2005-2010, Congress appropriated money to design the new 1,200-foot lock, but work was suspended in 2011 due to lack of funding. It is hoped that an infusion of funds into the Inland Waterways Trust Fund from an increase in the barge fuel tax will soon help put the project back on track.

For shippers, modernizing the locks at LaGrange is essential to their business, especially this year when the corn harvest has been one of the biggest on record. “We’re 70 cents below on profit on corn, so pennies matter. This is why we need an efficient waterways system that is competitive to rail. We need that competition because rail can't handle our capacity,” said Rodney Weinzieri, executive director of the Illinois Corn Marketing Board. “Reliability is everything. It will bring our transportation costs down.”

OLD VS. NEW The Melvin Price Locks and Dam on the Mississippi River in Alton, Ill, is one of the newest facilities in the inland system. Located 20 miles above St. Louis, it opened in 1989. It has two lock chambers — a 600-foot lock used for recreational and smaller craft, and a 1,200'×110' main chamber used for large commercial tows. About 74 million tons of commodities move through the locks annually.

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12/12/16 10:45 PM

Inland Waterways

The Christopher Myskowski, a 6,140-hp Marquette Transportation towboat, was docked near the Melvin Price locks and hosted journalists.

Waterways Council Inc.

Barge operators who traverse LaGrange and Mel Price say locking through Mel Price is a highlight of their trip, as it usually means a quick and efficient lock-through of only 45 minutes, compared to several hours at LaGrange.

“We get through in less than half the time,” said Jeff Stoneking, captain of the Christopher Myskowski, a 6,140-hp Marquette Transportation Co. towboat that was docked near the Melvin Price locks and welcomed journalists on board. He said towboats must pay close attention when navigating through the smaller chambers. “Those locks are designed for two, four, six barges pushed by steamboat, and we’re now pushing 15. You only get one shot at it.”

Even this newer facility has had its share of breakdowns. Cables for one of Mel Price’s chamber gates failed in 2014, causing an eight-month shutdown of that chamber because materials needed for the repair were not available immediately. Luckily the facility has two chambers, thus avoiding a complete system closure. The incident is an example of another nagging problem for waterways: deferred maintenance. The Corps of Engineers had to defer work on other navigation projects in order to pay the $4 million

emergency repairs at Mel Price.

Part of the problem in securing funds for inland infrastructure is that projects are costly and not as visible to the public as other transportation modes, such as road and rail. As a result, Congress has paid scant attention to adequately funding the system.

But after years of efforts to educate state and federal lawmakers about the importance of waterways investment, industry officials say prospects for funding have brightened and that

Waterways Council Inc.

At the Melvin Price locks, tows lock through in less than half the time it takes to pass through the LaGrange Lock and Dam.

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many inland locks and dams are finally receiving money for modernization and operations.

Changes are underway in both politics and policy. Corps of Engineers budgets for inland navigation have been the highest ever in recent memory; a much-needed increase in the barge fuel tax is bringing an influx of money to the trust fund that shares the costs of navigation improvements with the federal treasury; Congress is on the verge of putting the Water Resources Development Act (WRDA), which authorizes water projects and sets water policy, back on a two-year authorization cycle; the cost-share arrangement for the over-budget and expensive Olmsted Locks and Dam project in Illinois was changed to allow more Trust Fund money to be used for other projects; and there’s been a growing acknowledgement, and budget support, from states that rivers are important for commercial, not just recreational uses.

Most recently, a commitment from president-elect Donald Trump to boost the nation’s sagging infrastructure, from highways and bridges to waterways, has given the industry hope that this progress has staying power, and that a flurry of nationwide construction projects will bring new business to the waterways.

www.workboat.com • JANUARY 2017 • WorkBoat

12/12/16 10:46 PM

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12/12/16 12:13 PM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS New York ferry construction progressing down south

Ken Hocke

First of eight ferries under construction at Horizon Shipbuilding

T

wo Gulf of Mexico shipyards located about 230 miles apart, Horizon Shipbuilding in Bayou La Batre, Ala., and Metal Shark in Franklin, La., are moving along in the construction of 19 aluminum catamaran ferries for New York’s Citywide Ferry Service.

Designed by Incat Crowther, the new 85'4" high-speed passenger boats will have capacities of 149 passengers (three crew) and service six routes and 10 new ferry landings. The new ferries will run on routes named Rockaway, Astoria, South Brooklyn, North Brooklyn, Lower East Side and Southview.

San Francisco-based Hornblower Cruises & Events’ subsidiary HNY Ferry Fleet LLC will operate the new citywide service.

Terry MacRae, Hornblower’s owner, president and CEO, said New York is getting the turnkey package it wanted with the ferries. “You’ll see a lot of people showing interest in this business model when all is said and done. In fact, I’m getting interest now,” he said. “There’s a huge value in the way this project is being put together. The industry hasn’t seen anything quite like this.”

Construction of the new ferries is on an aggressive schedule. Though no specific dates have been released for deliver26

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Kirk Moore

First of six aluminum ferries under construction at Metal Shark.

ies, some of the ferries will be delivered in 2017 as phase one of the new routes is planned for summer 2017.

In addition to carrying 149 passengers, the new ferries will be equipped with Wi-Fi, and feature concessions and space for bikes, strollers and wheelchairs. The vessels will be ADA and NYC Local Law 68 compliant. LL68 sets more stringent standards for accessibility.

Not all the boats will be the same. Three of the ferries will have a deeper depth, draft and freeboard than the others.

The Rockaway ferries, which are being built at Horizon, will measure 85'4"×26'3"×11'6", with a draft of 4'2" and a freeboard of 7'4". The other boats, the River ferries, will measure 85'4"×26'3"×8'6", with a draft of 3'3" and a 5'10" freeboard. The Rockaway ferries are beefier because they could encounter rougher water at certain times of the year.

Main propulsion for the new ferries will come from twin Baudouin 6M26.3, Tier 3 diesel engines producing 815 hp at 2,100 rpm each. (The Rockaway boats will have Baudouin 12M26.3 diesels, producing 1,380 hp at 2,100 rpm each.) The mains will connect to 5-bladed, NiBrAl, 38" Michigan Wheel propellers through ZF 2050 marine gears with 2.519:1 reduction ratios. (The Rockaway wheels will measure 42".) The propulsion packages will give the River www.workboat.com • JANUARY 2017 • WorkBoat

12/12/16 10:53 PM

Seabulk building two Rotortugs at Master Boat

Seabulk Towing

ferries a running speed of 25 knots and the Rockaway boats 27 knots.

Capacities for the new River ferries will include 750 gals. of fuel and 200 gals. water. Tankage for the Rockaway ferries will be 1,000 gals. fuel and 200 gals. water. — Ken Hocke

95'6" Rotortug for Seabulk Towing.

H

delivery of two paddlewheel passenger ferries in 2017’s first quarter from Swansboro, N.C.-based Armstrong Marine.

An option for two more ferries is waiting on a grant from the Federal Transit Administration. The new boats will replace three HRT paddlewheel ferries that provide daily trips across the Elizabeth River between the Virginia cities of Norfolk and Portsmouth.

The new ferries measure 81'×23'×4' (67' without the paddlewheel) and were designed by BMT Designers & Planners, Alexandria, Va. The 150-passenger Subchapter T boats carry passengers on a round trip run that only takes about 30 minutes with two dockings in Portsmouth and one in Norfolk. In the summer most passengers are tourists, while in the winter it is generally commuters.

During baseball season, the ferries are loaded with fans of the Triple A Norfolk Tides, who play home games at Norfolk’s Harbor Park.

The new ferries will have seating for 30 passengers on both the upper and lower aluminum decks, but generally “every one stands,” said Mark Stemple, project manager at HRT and also responsible for the ferry operations. It’s not a long run, about seven minutes one way and nine minutes on the return, “so standing is not uncommon at all.”

The paddlewheel on the stern of each ferry is there only for looks and historical ambiance. It doesn’t propel the boat. There were never any “rear paddlewheel boats that ran the river,” said Stemple. By the late 1800s, sidepaddlewheel ferries appeared on the river.

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aster Boat Builders, Bayou La Batre, Ala., is constructing two new 98'6"×43'6"×15'7" Robert Allandesigned Advanced Rotortug (ART 80-98US) tugboats for Fort Lauderdale, Fla.-based Seabulk Towing. The tugs have drafts of 18'6".

Seabulk said this is the first time the ART, which features triangular propulsion to deliver optimum maneuverability, will be used in the U.S. Seabulk is a unit of Seacor Holdings Inc. Seacor said they decided to introduce the ART in the U.S. because it represents “the next generation of highly maneuverable tugs that provide an ideal solution for LNG export terminals and other applications that demand safe moorings,” Rick Groen, Seabulk’s chief operating officer, said in a statement announcing the newbuild tugs.

The tugs, named Trident and Triton, are scheduled for delivery in early 2017 and will work out of Seabulk locations at U.S. Gulf and Florida East Coast ports. Main propulsion will come from three Caterpillar 3512C, Tier 3 diesel engines, producing 1,910 hp at 1,600 rpm each. The Cats connect to three Schottel SRP 1210 Z-drives. The propulsion package will give the tugs a running speed of 12.5 knots.

Whereas a typical stern-drive tug provides power from just two drive units, the ART has three strategically positioned azimuth propulsion units. This provides full redundancy and maximum maneuverability while dividing the installed power among a

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trio of smaller units that combine for a guaranteed bollard pull of 80 tons, according to Seabulk.

Alphatron controls are in the pilothouse. Ship’s service power will be provided by twin Cat engines sparking 150 kW of electricity each.

Advanced Rotortugs furnish the latest technology for safe, dependable operations even under the most challenging of circumstances, Groen said.

“As the U.S. LNG market continues to grow, we definitely see increasing demand for such versatile ARTs.” Seabulk’s ARTs aim to bring maximum maneuverability to the U.S. market and enhanced safety in escorting LNG tankers and other high-demand applications, Groen said.

Capacities include 52,000 gals. of fuel; 5,000 gals. water; 865 gals. main engine oil; and 865 gals. gear oil.

On deck will be two JonRie Intertech towing winches. The forward hawser escort winch is a Series 230 outfitted with 450' of Samson 12 2-5/8"×8" high modulus polyethylene (HMPE) rope. The aft combination towing and hawser winch is a Series 500 outfitted with 2,100' of 2.25" wire rope and 450' of Saturn 12 2-5/8".

The new tugs will be ABS classed Maltese Cross A1, AMS, UWILD, Unrestricted Navigation. The Trident is scheduled to be delivered in January and the Triton soon afterward.

— K. Hocke

Armstrong Marine to deliver new Virginia ferries ampton Roads Transit, Hampton, Va., is scheduled to take

12/12/16 10:52 PM

In 1953 a tunnel was built under the river. Once people could drive back and forth, ferries weren’t needed and by 1955 the last ferry was taken off the river. But about 15 years later Portsmouth, in an agreement with Norfolk, decided it wanted a ferry on the river. Officials purchased a used rear-paddlewheel ferry in 1982, though, again, it was for looks, not propulsion.

Two more similarly equipped ferries followed, in 1985 and 1990, which will be replaced by the new ferries.

“There was a lot of discussion if the same historic look should be kept,” said Stemple, “but it was decided to keep the look. The new boats will be very

Volvo Penta

On TheWays

First of two new ferries for Hampton Roads Transit

similar.”

Power to run each ferry will come from twin EPA Tier 3/IMO Tier II compliant 400-hp Volvo Penta D13 diesels.

Each is matched up with a Twin Disc

MGX-5114 reduction gear with a 2.04:1 ratio and a Rice 4-bladed prop.

The engines were selected after the ferry built in 1990, the Elizabeth Ferry 3, was repowered in 2014.

BOATBUILDING BITTS

American Cruise Lines

ulf Island Shipyards, a division of Gulf Island Fabrication Inc., launched the 365' HOS Warhorse on Nov. 2 at its Jennings, La., facility. This is the first of a two-vessel contract for Hornbeck Offshore. The new multipurpose offshore service vessel will be outfitted with two large, Launch of a new heave-compensated multipurpose OSV for cranes, two ROVs, Hornbeck Offshore. large moonpool, and accommodations for 102. The HOS Warhorse was expected to be relocated to Gulf Island’s Houma, La., location for final outfitting, testing, commissioning and delivery. It is scheduled for delivery in the first quarter of 2018. — K. Hocke American Cruise Lines, Guilford, Conn., has three new cruise ships under construction. The new boats are being built New 170-passenger cruise ship at Chesapeake for American Cruise Lines.

Shipbuilding, Salisbury, Md. The American Constellation, the first of the three, has a capacity of 170 passengers and is scheduled to begin cruising in May 2017. The vessel is being outfitted with details including marbled tile bathrooms and large sliding glass doors in each stateroom. Designed to navigate U.S. coastal

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waters, the American 30' response boat at the Constellation will feaPacific Marine Expo. ture active wing stabilizers, the latest green propulsion technology, and other modern amenities. It will also feature the largest staterooms in the industry with private balconies and floor-toceiling sliding glass doors, ACL said. — K. Hocke A 30'×8'6" response boat with full foam collar and detachable hardtop is the latest offering from Inventech Marine Solutions. Bremerton, Wash.-based IMS, manufacturer of Life Proof Boats and FAST hybrid collar systems, took potential customers for spins at the Pacific Marine Expo in Seattle in November. Compared to similar designs, the Life Proof boat has a very low center of gravity, with a step down about 14" from the after deck into the walk-though crew cabin with four seats and a cuddy cabin area forward. That gives an extra margin of stability, along with the patented FAST collar system cored with close cell polyethylene foam. Drawing a 22" draft at rest, the boat reveals a lot of daylight under the forward hull when it passes at high speed. In sudden stops, pulling back the throttles makes the twin Mercury props act like drogue parachutes, helping halt the boat within a couple of lengths — without a big backwash coming over the bow. The removable fiberglass cabin top weighs about 400 lbs. The aluminum arch that supports the radar and antenna mounts is convertible to an A-frame to use in removing the cabin top or retrieving buoys or other objects. — Kirk Moore Kirk Moore

Gulf Island Shipyards

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• Other exhibitors who had boats at the International WorkBoat Show included Hanko’s Metal Works, Scully’s Aluminum Boats and U.S. Customs and Border Protection. Also, docked outside in the Mississippi River was the Liam J. McCall, a high-speed passenger and cargo transport vessel for Seacor Marine LLC.

Overall, HRT liked the results. While the boat’s performance improved it wasn’t a good match. “We had to put a lot of pitch in the wheels to reduce vibration and cavitation,” said Stemple.

But the new steel hull “is designed to work with the Volvo engines.” He figures the new boat could hit 11 knots but said that they generally don’t run that fast.

Besides the Volvo Penta engines, another improvement is the two doors on each side of the deckhouse for loading and unloading passengers, instead of just one door. With the single door, when a large number of people had to be moved on and off the boat and “the docking time was short, we started losing schedule,” said Stemple.

— Michael Crowley

WorkBoat Show Boats a hard-sided urethane-coated polyester fabric collar system by CPI, shock mitigating SHOXS seats, a Raymarine electronics package and a Boatmaster heavy-duty aluminum trailer. Other features include a 30" transom height, 22° deadrise, room for 17 people and 150-gal. fuel capacity.

BRUNSWICK 850

B

runswick Commercial & Government Products (BCGP) introduced a 26'2"×10' (8.5 meters) aluminum rigid-hulled inflatable boat at December’s International WorkBoat Show in New Orleans. A first of its kind for the company, the 850 Aluminum Impact [RIB] is the introductory model from a lineup that features five boats ranging in size from 7.5 meters (24') to 12 meters (40') and horsepower ranges from 300 hp to 700 hp. Designed for the commercial and government market, BCGP is marketing the new line-up to domestic law enforcement agencies as well as militaries worldwide. Sporting an 18" draft, the aluminum hull is a mill-finish welded structure designed by BCGP, fabricated by a local aluminum contractor and assembled at the company’s Edgewater, Fla., headquarters. Notable features include dual 350-hp Mercury Marine Verado outboard engines,

M

etal Shark had two boats at the show — a 45' Defiant and the 29' Defiant patrol boat. The 45-footer is a welded aluminum monohull pilothouse platform designed for military, law enforcement, port security, pilot, and fire/ rescue missions or multi-purpose use. The 45-footer can be customized to meet most any mission requirement, Metal Shark officials said. The Louisiana shipyard was awarded the $192 million Coast Guard contract to replace the agency’s aging fleet of 470 Response Boats — Small with the Metal Shark 29' Defiant. The aluminum boat features foam flotation below decks and in the gunnels and a durable foam collar made of solid foam encased in impact-resistant urethane.

S

afe Boats International’s 35'×10' aluminum Multi-Mission Interceptor (MMI) vessel gets its name from its ability to be used in a number of applications, including maritime border protection and port security, coastal patrol, alien migrant interdiction, search and rescue, smuggling interdiction, special operations and more. The boat at the show was powered by three Mercury Marine Verado 350s with joystick piloting. The propulsion package shoots the boat across the water at a maximum speed of 50-plus knots and a range of 200-plus miles. The boat’s lightship weight is 10,725 lbs. and has

www.workboat.com • JANUARY 2017 • WorkBoat

Metal Shark had two models at the show.

Metal Shark

35' aluminum Multi-Mission Interceptor.

Ken Hocke

Ken Hocke

METAL SHARK

SAFE BOATS INTERNATIONAL

Brunswick 26' Aluminum Impact RIB.

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a capacity (people, fuel and cargo) of 5,961 lbs. The MMIs can operate in a sea state of five and a survivable sea state of 6.

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Show Pieces

Diversified Communications

News from the 37th International WorkBoat Show.

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From Staff Reports

Diversified Communications

A

dopting hybrid power for offshore vessels can bring paybacks for vessel operators in lower emissions and fuel costs, and valuable backup energy in the event of power failures, according to a DNV GL team developing battery power systems.

“We tried to quantify everything that could be a value to the vessel owner to monetize the benefits of hybrid power,” Davion Hill, who heads battery development for the group, told an audience at the 2016 International WorkBoat Show in New Orleans.

DNV GL has been involved with Wärtsilä, Cummins and other power providers to develop hybrid systems, including the PSV Viking Lady project, the North Sea supply vessel that serves as a test bed for new concepts.

“We are in the fourth stage of this project,” said Sergio Garcia, maritime Americas development director for DNV GL. Starting with fuel cells in 2010, the Viking Lady received hightech batteries in 2013. Results from the project should be complete in 2017.

The technology is maturing with more conversions and newbuilds using hybrid power coming online in northern Europe. In early 2016, DNV GL issued its first classification rules for battery power, Garcia said.

Among the lessons learned were “the bigger the vessel gets, the better the costs,” Hill said. But for all vessels studied, from tugs to shuttle tankers to drillships, hybridization costs pay off within a year, he said.

Shuttle tankers can see the most immediate cost benefit because battery banks can effectively replace the need for some onboard generation. For the tankers, batteries are an additional margin of safety. A complete power loss while maneuvering in close quarters is a low probability event, but backup power can provide previous time in an emergency, Hill noted.

Savings can be big for drillships – along with the upfront costs. For battery suppliers, a single drillship using up to 50 megawatts “is a huge project for them,” he said. — Kirk Moore

Sergio Garcia (right) and Davion Hill of DNV GL discussed hybrid power.

*** The U.S. Navy is looking for a few good used offshore service vessels.

But OSV operators should not get too excited. The Navy’s notice of interest is for information only with no guarantee the government will actually buy anything in the next two to four years.

The three OSVs or anchor-handling tug/supply vessels (AHTSes) would be used for training.

The Navy wants inventory information on 200'-240' vessels with aft decks of around 140'×45' and a 15' draft.

Owners who miss the Dec. 30 deadline can still bid if there’s an acquisition proposal.

While iffy, the Navy’s interest is a small bright spot for owners of the scores of OSVs stacked and awaiting an oil market rebound.

“This is not a domestic phenomenon, this is worldwide,” Anil Raj, president, Technology Associates Inc., New Orleans, said at a WorkBoat Show conference session.

“The good news is the world is more than 70% water,” Raj said. “Waterborne transportation is still the most costeffective mode of transportation.”

And the versatile OSV has several prospects for a new life because of its assets such as large open decks aft and diesel electric systems. OSVs have been converted to cruise vessels, ferries, fish processors, diving support vessels, yacht escorts and feeder vessels.

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After two major dips in the offshore energy market, significant building began again in 2004, Raj said. The current demand dip started in 2015.

“At one point eight vessels serviced a rig. Now we’re down to about four," said Chad Fuhrmann, with (R)Evolution Consulting & Engineering Services LLC. All the excess has created “a bubble of opportunity.”

He questions the wisdom of a $1.2 billion proposal in Washington to build four training vessels for state maritime academies. He doesn't dispute there's a critical need, since, for example, SUNY Maritime College’s oldest training vessel is 54.

“We have all these assets that could be used,” said Furhmann, a King’s Point graduate, noting that idled OSVs have the modern technology students will need when they go to sea.

Fuhrmann has proposed an offshore academy, an industry/government initiative to use some of the stacked OSVs. Owners and operators essentially would sell time on the OSVs to training providers, other vessel operators who need to train crew and entities such as the Navy. — Dale K. DuPont *** hen it comes to marine casualty reporting, operators should remember that compliance is a more economical route than defending an enforcement action.

“Think before the phone rings how

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— D.K. DuPont

*** iquefied natural gas’s acceptance as a marine fuel is progressing in the U.S. although the going is slow because of regulatory hurdles and the effects of low oil prices.

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Diversified Communications

you are prepared for a marine casualty,” Sean Pribyl, an attorney with Blank Rome, Washington, D.C., told a session at the WorkBoat Show. Consider everything from prevention and crew training to cleanup costs and possible criminal penalties.

“Develop your response plan beforehand,” he said, and be sure employees have clear guidelines on what they can post on Facebook and Twitter about an incident. “The government will use that.”

And the Coast Guard may not be the only government agency involved, Pribyl said. He cited others like OSHA, EPA, the Department of Justice, and the National Transportation Safety Board (NTSB), which “is taking a much more active role in these incidents.” Furthermore, “there’s a real focus on falsified records.”

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, which has caused more than a little confusion over the years.

The new guideline is still too new to assess how much of a difference it’s made for operators, said Capt. Alan Bernstein, owner of BB Riverboats, Cincinnati. But it has cleared up several important issues such as touch-and-go if there’s no damage.

He suggests mariners be careful what they put on the 2692. “You put down facts with as little editorializing as you can,” said Bernstein, who also is a columnist for WorkBoat.

An issue that needs to be resolved, he said, is the current $25,000 damage threshold that triggers a 2692. “It’s about $25,000 just to drydock the boat even if it wasn’t a major repair. I’d like to see $200,000 as a threshold.”

Alan Bernstein (left) and Sean Pribyl discussed marine casulaty reporting.

When the price of oil was over $100 bbl., LNG’s lower price became more attractive. When oil prices fell precipitously over the past two years, LNG lost some of its popularity. Oil prices, however, have increased recently after the Organization of Petroleum Exporting Countries (OPEC) announced production cutbacks in late November.

“LNG prices are far more stable,” Rafael Riva, business development manager, Lloyd’s Register, said during an LNG Bunkering Infrastructure session at the WorkBoat Show. “LNG will gain in prominence between now and 2050.”

LNG-fueled vessels, especially larger vessels, have found acceptance in Europe, but in the U.S. the going is slower. About the only success so far has been in 2015 when Harvey Gulf International Marine put the first dual-fueled vessel in the U.S. into service. The 302'×64' OSV Harvey Energy has tankage for both diesel fuel and liquefied natural gas (LNG). (Harvey Gulf now has six dual-fuel OSVs in operation or under construction.)

To support the dual-fuel vessels, Harvey Gulf opened what it touts as the first marine liquefied natural gas fueling terminal in North America.

The New Orleans-based company inaugurated the LNG terminal at its operating base in Port Fourchon, La., by completing the first bunkering of the Harvey Energy there with the transfer of 43,000 gals. of fuel in about

two hours and 15 minutes, according to Harvey Gulf. The terminal is designed to meet regulatory requirements and deliver LNG at a pumping rate of 550 gpm. The total on-site storage is approximately 270,000 gals., contained in three 90,000-gal. vacuum insulated tanks.

The U.S. Maritime Administration, among others, is interested in developing LNG-powered vessels on the inland waterways system. Marad is providing $730,000 to Pittsburgh Region Clean Cities (PRCC) to convert two towboat engines from diesel to diesel/natural gas. The demonstration project is designed to help expand the development and availability of natural gas conversion technology for smaller scale tug, tow, and harbor vessels. PRCC will collect air emissions data before and after the conversion, which will allow for operational and emissions comparisons. The Shearer Group Inc., Seabrook, Texas, is the naval architectural firm on the project which involves the conversion of twin Cummins NTA855M diesel engines on the 56'×20' towboat Ron Chris to dual-fuel engines. The project is expected to take two years to complete.

“We’re currently going through the regulatory process,” Joshua Sebastian, engineering manager at the Shearer Group, said at the LNG session. “We’re breaking new ground with the Coast Guard, and we’re using as much technology that is already proven.”

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*** rain exports are expected to hit a record 5.5 billion bushels this year, but the oversupply of barges is keeping freight rates at lower summer rather than peak harvest levels.

And barge excess is just one challenge facing the industry, said Ken Eriksen, senior vice president, Informa Economics IEG, adding infrastructure, lower coal demand and attractive natural gas prices to the list. Infrastructure problems mean inefficiencies, which eventually lead to lower producer returns, less competitiveness and less economic activity.

When you have a system that’s really humming, “it doesn’t take much for it to become unraveled,” he said.

Low water, no dredging, and lock failures here can rattle customers worldwide. And “if we have a problem in the United States, we can see it become an opportunity elsewhere,” Eriksen told a seminar at the WorkBoat Show, noting South America is investing heavily in its waterways.

Propelling global markets is a population that is becoming more urbanized, with big cities expected to grow from

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Diversified Communications

Sebastian said the project is not about reinventing the wheel. It’s about getting a boat in the water to prove how efficient LNG can be as a marine fuel. LNG burns cleaner than diesel.

“We want to get a boat in operation,” he said. “Marad wants to get a boat in operation.”

In addition, more engine companies are envisioning a future with dual fuel and, eventually, LNG-only marine engines on U.S.-flag boats. “You’ll see engine companies coming out with fuel conversion packages,” Sebastian said.

A continuing question about LNG use on the inland waterways is infrastructure for towboats that convert to it.

David Grucza, director, drilling and marine, Siemens U.S., said his company is working on that very problem.

“We can provide a [module-style] facility that can fit on a 100 by 50 site and have it delivered in 38 to 40 weeks producing LNG,” he said. — Ken Hocke

Jocko Willink (left) and Leif Babin delivered the opening day keynote address.

4.3 billion people in 2015 to 6.3 billion in 2050. The U.S., Canada and Brazil have a great supply of natural resources that these densely populated areas, especially in Asia, need.

An improved infrastructure could mean more and different kinds of commodities moving by water. The open barge fleet, for example, is more than adequate and looking for something to transport.

The inland river barge fleet expanded from 21,000 a few years ago to 22,000 in 2015. Both tank and dry covered barges are up over the same period, though dry covered are down from a peak of 12,700 in the mid-’90s to just over 12,000 today.

“And for the open barge fleet, it has been horrendous,” Eriksen said. Approximately 1,000 to 1,200 — most in coal service — have been retrofitted to covered. Coal accounted for 30% — the biggest single share — of the 592 million tons of commodities moved on the inland rivers in 2014.

“There are still too many barges out there,” he said. — D.K. DuPont *** raining his Navy SEAL unit to deploy to Iraq, Jocko Willink got the feeling his men were just not getting everything they needed to face a rising insurgency in Iraq.

“Jocko taught us this concept of ‘extreme ownership,’ ” recalled Leif Babin, Willink’s comrade in Anbar

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province in 2006. “We couldn’t blame it on the trainers. We had to take ownership of it. Thank God we did that … we get new orders and find out we’re going to a little place called Ramadi.”

Now partners in their leadership consulting firm Echelon Front LLC, Willink and Babin shared what they learned with a packed audience at the opening day keynote address at the WorkBoat Show.

With their life or death decisions at the squad and platoon level, the Ramadi SEALs helped the Army and Marines secure the city, ultimately helping make it one of the safer places for Iraqi citizens, Willink recalled. That experience and their later work as top SEAL trainers led the pair to adapt their combat rules for use by business.

“Cover, move. Simple. Prioritize and Execute. Decentralized Command.” Inside those four concepts are their rules for leading and working together.

“If the team fails, everyone fails,” Babin said. “It’s not about you, it’s about the mission … I’ve got to help you get better.”

In charge of two SEAL platoons, Willink was frustrated by excessively complicated plans, ineffectively communicated by young officers. “If people don’t understand, they can’t execute.”

At the same time, “it’s your responsibility to raise your hand and find out why,” Willink said. That’s what makes decentralized command work.

— K. Moore

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Wind Farm Vessels

Stiff Wind

Despite the election, offshore wind energy should

The crew transfer vessel Atlantic Pioneer at one of Deepwater Wind’s Block Island turbines.

By Kirk Moore, Associate Editor

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B

y late October, it looked like the longanticipated U.S. offshore wind energy industry finally had found its footing.

Deepwater Wind LLC built its first project, an array of five turbines to generate 30 megawatts from the winds around Block Island, R.I. The American Wind Energy Association held a conference in Rhode Island, and members toured the Block Island site on the Atlantic Pioneer, the first U.S.-flag crew transfer vessel (CTV) built by Blount Boats, Warren, R.I. Barely two weeks after the AWEA conference, the future of the U.S. drive to develop offshore wind energy — a signature initiative of the Obama administration — suddenly seemed in doubt.

The upset victory of president-elect Donald Trump appeared to throw the future of renewable energy policy deep into hostile territory, the deepest-red wing of the conservative movement that views wind power as an expensive boondoggle.

Deepwater Wind

survive and may eventually prosper.

But wind energy looks like it will survive and, someday, may even prosper. Political and market forces should keep wind energy development alive, where energy companies have already obtained leases for the sea floor, and nearby states have adopted policies to promote wind power.

Projects in state waters, like Deepwater’s and Fishermen’s Energy’s similar 30-MW project proposed for Atlantic City, N.J., could continue as demonstration projects if they get support from state governments. In federal waters, the Bureau of Ocean Energy Management (BOEM) has already leased more than one million acres for $16 million to wind energy developers, including U.S. subsidiaries of big players in the European wind industry.

“The leases are locked in and that creates a property right,” said Jeremy Firestone, a professor at the University of Delaware who studies offshore wind power. Like oil and gas leases, the federal

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The jackup Brave Tern at work on Deepwater Wind’s Block Island turbines.

Blount said that developers and equipment and boat designers are still at work on designs to serve bigger offshore leases. “They are not backing out,” she said.

Blount said wind power is a “fascinating industry” that U.S. shipyards can be part of. “We’re just the crew vessels, we’re just the first. The jackups are going to be built here. There’s going to be a mix of these vessels going out to these wind farms.”

The Atlantic Pioneer was built under license from South Boats IOW, a British boatbuilder and major supplier to the European wind industry located on the Isle of Wight.

Another Isle of Wight company, Aluminum Marine Consultants, is likewise looking for U.S. partners to break into the U.S. market. AMC’s latest products, the 23-meter (75') Tempest and Tornado, and 25-meter (82') Typhoon TOW and Hurricane TOW, reflect the trend toward larger CTVs for better seakeeping and ability to stay on

The Atlantic Pioneer presses against the base of a Deepwater Wind turbine.

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station for prolonged periods.

Semi-displacement catamaran hulls drawing 4'6" and high waterlines allow more room for waves to pass between the hulls and reduce slamming. The higher profile means better comfort for the three crew and up to 12 passengers on the boats, and more space in the engine compartments, according to AMC. Power for the 82' vessels comes from a pair of MTU 12V 2000 M72 12-cylinder engines each rated at 1,448 hp.

The 75' boats are powered by MTU 10V engines. The engines turn RollsRoyce Kamewa A3-56 waterjets. The package provides top speeds up to 28 knots.

AMC commercial director Rob Stewart touts the new class as “future proof” because the vessels exceed specifications and meet latest guidance from the U.K. Maritime and Coastguard Agency.

“Wind farm service vessels today, and increasingly in the future, are not just transit vessels,” he said. “They not

The Atlantic Pioneer during sea trials in spring 2016.

Blount Boats

Deepwater Wind

MORE LEASES, MORE BOATS “We’re not worried about it at all,” said Marcia Blount, president of Blount Boats. She said her company continues to hear from potential customers since building the 70'6"×24'×4' Atlantic Pioneer, named by WorkBoat as its 2016 Boat of the Year. “Massachusetts has passed a bill for those three areas off Martha’s Vineyard, requiring utilities to buy, I think, 1,600 megawatts from those leases. There are leases in place off New York, New Jersey, Maryland.”

Deepwater Wind

government cannot take them back without compensating companies for their investment, he said. “One would think the leases are strapped in. And Trump has talked a lot about infrastructure investment.”

Two weeks after the election, Deepwater Wind CEO Jeff Grybowski announced his company had acquired the rights to a federal lease 17 miles northeast of Ocean City, Md. Dubbed the Skipjack Wind Farm, the site could generate 120 MW of power and be in operation by 2022, the company said.

Maryland was supportive of wind power under former Democratic Gov. Martin O’Malley. Current Gov. Larry Hogan is somewhat more skeptical — he has questioned how much wind subsidies will cost ratepayers — but “he’s not against it at all,” said Donald Boesch, president of the University of Maryland Center for Environmental Science and a science advisor to the state.

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Wind Farm Vessels only have to cope with extended operating hours, but have to meet ever more stringent international regulations.”

Remote Monitoring & Diagnostics for Commercial Vessels & Fleets

GROWTH EXPECTED Globally, the International Energy Agency anticipates wind power, while supplying just 2.5% of the world’s electricity today, will continue to grow by 42% into 2021. Much of the growth is in Europe where 754 new offshore turbines were installed in 15 arrays during 2015.

The average transit from port to turbines is about 27 miles, and the European trend toward bigger CTVs will be seen in the U.S. too if federal leases farther offshore are developed.

Another manufacturer with its sights set on the U.S. market is Volvo Penta, which is marketing its IPS steerable pod drive system with contra-rotating propellers as an option to waterjet propulsion in CTVs. In their pitch, Volvo reps discuss how the IPS drives help boats spin up to tower bases, and place 16 tons of push on the bow to hold in place for crew transfers. They found a receptive audience at the AWEA conference in Rhode Island.

“It was full of people. It was fantastic. That was cementing the interest in offshore wind,” said Jens Bering, manager of product management and marine sales at Volvo Penta, Americas Region in Chesapeake, Va. State support in Rhode Island, Massachusetts and Maryland bode well for

continuing development, said Gerard Torneman, marine commercial sales project manager for Volvo Penta. “It looks like it will be controlled by the states.”

“The economics of offshore wind have changed a lot in the last few years,” said Firestone of the University of Delaware. “A lot of the cost is the cost of capital.”

But those costs are coming down as “the projects have been built on time and reasonably close to budget,” Firestone said. “There are bigger machines, and they are getting better at installation and operating and maintenance.”

Those more powerful turbines and expertise will be applicable when bigger U.S. projects get underway, he said.

TRUMP AND ENERGY In the meantime, the industry is trying to determine what a Trump administration will do on energy policy.

Market forces appear to count for more than Trump’s campaign promise to restore the coal industry, for example. A detailed post-election analysis and survey of power companies by S&P Global Market Intelligence showed utilities remain committed to decommissioning 46 coal-fired generating plants of 16,600 MW or more, with much of that capacity to be replaced with natural gas.

Environmental regulations, including the last eight years of efforts by the Obama administration to reduce air emissions from coal, pushed the con-

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issues, Congress was able to strike a deal that maintained the extended tax credits that are an important subsidy to renewables. More critically, onshore wind power is popular in states like Texas and Iowa, where farmers and landowners are paid for siting the towers.

The time scale for building those offshore arrays already extends into the 2020s — beyond a first-term Trump presidency. Developers could bide their time, conducting the years of studies before construction, and be ready with new technology when economic and political conditions align.

One factor could be whether BOEM gets the resources from the administration and Congress it needs to review and approve offshore wind plans.

“I think things could get slowed

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Trump himself fought development of an 11-turbine wind project off the east coast of Scotland, arguing that the view of wind turbines from a golf resort he owns in Aberdeenshire would harm the business. Scotland strongly supports wind industry development.

In late 2015 the United Kingdom’s high court rejected Trump’s arguments.

Soon after the election, press reports said that Trump had urged political allies with the U.K. Independence Party to continue fighting the project.

But the movement toward wind power now has momentum that could survive even a period of hostility in the White House, some experts say. Wind and solar became leading sources of new electric power starting in 2014.

Despite partisan rancor on other

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down there … but there’s no reason to believe it would be totally shut down,” Firestone said. “It’s possible we might get one (major offshore project) toward the end of a Trump administration.

More likely we’re looking at 2021, 2022. By 2025 we could be looking at a lot of projects.”

Of course, that’s a guess.

“This administration is such a wild card. There’s no reason to be overly optimistic or pessimistic about anything,” said Firestone, “least of all offshore wind.”

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Gensets

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Cummins’ new hybrid system offers an alternative to SCR exhaust aftertreatment.

By Michael Crowley, Correspondent

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L

ets say that you’re an inland waterways towboat operator that wants to build a new boat in a couple of years, and you’re looking at powering the boat with engines in the 1,000-hp range.

There’s never been an emissions issue with these sized engines before, but beginning in 2017, a 1,000-hp engine presents a problem because of EPA Tier 4 regulations. For engines over 804 hp, the new Tier 4 emissions rules will take effect Jan. 1. So, sticking with a 1,000-hp engine will likely mean matching it up with a urea-based selective catalytic reduction (SCR) exhaust aftertreatment system.

That SCR system will take up space, add weight, and be more complicated than most operators want. Are there any alternatives other

than SCR? Well, if you were at the International WorkBoat Show in December and stopped by the Cummins booth, you might have heard about one.

David Krapf

Operators that want to build new towboats with engines over 804 hp in the next couple of years will have to deal with new Tier 4 regulations that take effect Jan. 1.

THE HYBRID OPTION The company’s hybrid variable-speed dieselelectric system matches up Cummins engines and a generator with controllers — an AC traction motor and a power management system from BAE Systems, and batteries from Corvus Energy. A likely scenario would be a Cummins QSK19 at about 750 or 800 hp with a power take in on the marine gear that receives power from the electric motor to make up the difference between the QSK19’s horsepower and the needed 1,000 hp.

The hybrid notion comes in when the QSK19 is matched up with the BAE components and a www.workboat.com • JANUARY 2017 • WorkBoat

12/12/16 10:27 PM

KOHLER’S PARALLELING OPTION

K

ohler Marine, Kohler, Wis., which has seen an increased use of its generators in the towboat and dredging markets, will add to its line of paralleling (or auto transfer) generators in 2017 with 30and 40-kW units. Previously this feature was available with Kohler generators rated from 50 kW to 200 kW. Those generators were powered with John Deere generator-drive engines. The 30- and 40-kW generators will have Kohler diesel engines.

The advantage of having the major elements — engine, generator and controller — in a power system from the same company is when things go wrong you only need to talk to one outfit for product

Kohler

On Kohler generators with the auto transfer option, the need for switchgear is eliminated.

Cummins QSB7 diesel with a variablespeed generator that would “develop 200-kW power to charge the batteries and/or to provide power to the electric motor,” said Frank Ruggiero, who leads the applications and engineering group at Cummins for the marine oil and gas divisions. Combine the output from the QSK19 and the QSB7-powered generator and 1,000 hp is delivered to the shaft.

Cummins sees this combination as particularly fitting for inland pushboats which spend about “25 percent of the time at idle or full on and the rest of the time, somewhere in between at an operating power of about 750 hp,” Ruggiero said.

support. In the case of the 30- and 40-kW generators that would be Kohler. (Kohler does say that when John Deere engines are used, “Kohler completely supports the product.”)

On Kohler generators with the auto transfer option, the need for switchgear is eliminated. Depending on the size of the generator, this could save a lot of money, as much as $50,000, said Patrick Kline, a marine manager with Kohler.

As long as the wiring is sized appropriately for the generators’ load requirements, the loads can be transferred from one generator to another within 10 seconds. If one 40-kW generator reaches 80% of its load, than generator number two will turn on “and balance the load,” said Kline. “As the load drops off, generator number two would shut down and generator number one would carry the load.”

Instead of needing switchgears or transfer switches, said Kline, “our standard controller does that communication.”

That works with Kohler generators from 13 kW to 200 kW, and generators with different power outputs can be mixed and matched together. Up to six generators can be tied into a single auto-transfer system and the generators can be single or three phase. “When people parallel,” said Kline, “it’s normally three phase. This system allows single or three phase.” — M. Crowley

Thus when a pushboat is running at idle it can get by on batteries alone or batteries and the variable-speed generator to supply power to the electric motor. That, said Ruggiero, would “minimize emissions because you are only running on a 7-liter engine rather than a 38-liter engine, which historically you would use for those times below 25 percent load.”

The QSK19 by itself would be adequate when running barges because you only need about 700 hp, Ruggiero said. When the full 1,000 hp is called for, the electric motor comes on line with power from the batteries and the QSB7’s variable-speed generator.

Basically, the Cummins system pro-

vides three different modes of operation: batteries only, diesel power only, or diesel and electric together on the same shaft.

Another advantage to the CumminsBAE power management system is that it can provide house power as well as power to deck equipment such as electric winches.

Ruggiero contrasts the Cummins option with the only other way to avoid installing SCR emission systems in a pushboat. That would be three engines less than 804 hp with three shafts. But with that arrangement, “you lose all that power on the wings for maneuvering,” he said. “Operators don’t have the turning force they use to have.”

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As for the cost compared to a conventional engine power arrangement, Ruggiero figures it’s about a 20% hit upfront to install the system. However, he said an operator could recover that within the first year in just fuel savings alone. Plus, maintenance costs should be less with two relatively small engines that aren’t running full time as opposed to a large engine.

Savings for “the total cost of ownership” is about $10,000 over a 10-year period, said Ruggiero. From an environmental standpoint, use of a smaller engine with the variable-speed generator, carbon emissions would be 200 to 250 tons less than with a conventional operation.

The Cummins hybrid variable-speed diesel-electric system shouldn’t present much of a learning curve for a boat’s engineer, Ruggiero said. The BAE components are modular and self-diagnostic, alerting you when there’s an issue. “It’s more of a paradigm shift, as in ‘I’m used to having diesels, so why do I have to have batteries and all this other hardware?’ ” The variable speed diesel-electric solution is not new. Versions of it are

Cummins

Gensets

Cummins hybrid-assist system.

used in locomotives, linehaul trucks, and Cummins and BAE have partnered in powering about 7,000 buses with a parallel hybrid system. But it is new to the marine world. Ruggiero said he’s not aware of another company that offers a similar hybrid system.

At the WorkBoat Show, Cummins representatives spent a fair amount of time explaining the hybrid variablespeed diesel-electric system to several

customers, including one interested in a 1,000-hp pushboat and another considering a 1,200-hp harbor service vessel.

It wouldn’t be a problem matching the Cummins hybrid system and the QSK19 up with 1,200-hp since BAE offers “the same electric motor from 100 kW to 300 kW, so I can supplement up to 420 hp,” said Ruggiero.

Now, all that’s needed is for someone to sign on the dotted line.

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WorkBoat magazine/ WorkBoat.com is seeking a correspondent to report on the commercial marine industry in the Northwest. Previous commercial marine industry writing experience and familiarity with the Northwest workboat industry is a plus.

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ADVERTISERS INDEX

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Advertiser

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ABB Inc BU Turbocharger..................14

Mari2me Ins2tute of Technology

Bloom Incorporated...........................37

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Ahead Sanitation Systems Inc...........37

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Hamilton Marine Inc.............................2 Hougen Mfg., Inc...............................40 Karl Senner, LLC............................CV4 Louisiana Cat..................................... 11 Marine Machining & Mfg....................12 McDermott Light & Signal..................25 Metal Shark Aluminum Boats............12 Metals USA - Plates & Shapes..........39 Motor-Services Hugo Stamp Inc........21 Northern Lights..................................13 R W Fernstrum & Company.................6 Seakeeper.........................................17 Sheaves Inc.......................................14 Sherwin-Williams.................................5 Volvo Penta..........................................3 Walker Engineering Enterprises..........9 Yanmar America................................16

www.workboat.com • JANUARY 2017 • WorkBoat

WB17_Classifieds_January.indd 47

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LOOKS BACK JANUARY 1977

• Tidewater Marine Service Inc., New Orleans, will take over the management and operation of six oilfield service vessels for Theriot Offshore International Ltd. of Great Britain.

The large North Sea-class towingsupply vessels are designed primarily for work in harsher environments of the world where heavy seas and adverse weather con-

ditions are common.

• Dravo Corp. recently purchased the assets of SteelShip Corp., a Pine Bluff, Ark., shipbuilder, for an undisclosed amount of cash. The company will be renamed Dravo SteelShip Corp. and will operate as a subsidiary.

• A new aluminum pushboat designed for exceptional bollard pull, light transportation load characteristics, easy maneuverability by a single operator JANUARY 1987 in shallow water,

and quick launch and retrieval operations by truck has been introduced by Newport Ship Yard, Newport, R.I. The new vessel class, the “Sea Mule,” is the third generation of workboats developed by the shipyard since 1972.

• Bisso Marine Co. has added the deavor, she will be the 20th boat to be Lili Bisso to its fleet of certified heavyowned by the 70-year-old company. duty derrick barges. The new barge has • The Majestic Lady, a 300-passena safe working load of 600 short tons ger, 76' catamaran, has been completed 60' from its stern. at Conrad Industries, Morgan City, • Blount Marine Corp., Warren, La., and is working in the Bahamas R.I., has laid the keel for a new ferry tourism industry. for Neuman Boat Line Co., Sandusky, Ohio. Constructed of U.S. steel, the double-ended ferry will be 101' long, with a 34'6" beam. To be JANUARY 1997 named the En• Most second-tier yards in the Gulf of Mexico are feeling the effects of too few workers. But the problem is especially acute in the Morgan CityHouma, La., area, often referred to as the “boatyard capital of Louisiana.” It’s home to an estimated 30 builders and repair yards.

• In a pitch to marine insurance underwriters and petroleum compa48

WB_LooksBack_LINO.indd 48

nies, a top barge official is seeking a break for operators who participate in an industry-sponsored safety program.

Greg McGinty, president of Turecamo Maritime Inc., Stamford, Conn., wants lower insurance premiums and higher charter rates to compensate tug and barge owners who go to the expense of complying with AWO’s Responsible Carrier Program (RCP). www.workboat.com • JANUARY 2017 • WorkBoat

12/13/16 10:24 AM

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WorkBoat Awards

Significant Boats of 2016

SIGNIFICANT BOATS 2016 TABLE OF CONTENTS

2 ATLANTIC PIONEER

14 ELIZABETH ANNE

Builder: Blount Boats

Designer: Entech Designs LLC

Designer: South Boats IOW

Owner: Vane Brothers Co.

Owner: Atlantic Wind Transfers

8 COASTAL INTERCEPTOR VESSEL Builder: Safe Boats International

PUBLISHER Jerry Fraser jfraser@divcom.com EDITOR IN CHIEF David Krapf dkrapf@divcom.com SENIOR EDITOR Ken Hocke khocke@divcom.com ASSOCIATE EDITOR Kirk Moore kmoore@divcom.com ONLINE EDITOR Ashley Herriman aherriman@divcom.com ART DIRECTOR Dylan Andrews

Builder: St. Johns Ship Building

18 FIREBOAT 3 Builder: Vigor Designer: Jensen Maritime Owner: San Francisco Fire Department

Designer: Safe Boats International

20 LA ESPADA

Owner: U.S. Customs and Border Protection

Builder: All American Marine

(CBP) Air and Marine Operations (AMO)

Designer: Teknicraft Design

10 DAN REEVES

www.workboat.com

Owner: Harbor Breeze Cruises

PUBLISHING OFFICES Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609 Southern/Editorial Office: P.O. Box 1348 Mandeville, LA 70470 • Fax: (985) 624-4801 Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610 ADVERTISING

PRODUCTION & ADVERTISING PROJECT MANAGER Wendy Jalbert 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 (207) 842-5616 • Fax: (207) 842-5611 wjalbert@divcom.com EASTERN U.S. AND CANADA, EUROPE Kristin Luke (207) 842-5635 • Fax: (207) 842-5611 kluke@divcom.com

Builder: Horizon Shipbuilding

22 MANATEE

Designer: Corps of Engineers, Marine Design

Builder: Gladding-Hearn Shipbuilding

Center

Designer: C. Raymond Hunt Associates

Owner: Corps of Engineers

Owner: Tampa Bay Pilots Association

GULF / SOUTHERN U.S. SOUTH AND CENTRAL AMERICA Jeff Powell (207) 842-5573 • Fax: (207) 842-5611 jpowell@divcom.com

12 DONNA J. BOUCHARD/ B. NO. 272 and KIM M. BOUCHARD/ B. NO. 270

24 PROTECTOR

David Cohen (207) 842-5496 • Fax: (207) 842-5611 dcohen@divcom.com

WESTERN U.S. AND CANADA, PACIFIC RIM Susan Chesney (206) 463-4819 • Fax: (206) 463-3342 schesney@divcom.com

Builder: Foss Seattle Shipyard Designer: Robert Allan Ltd. Owner: Port of Long Beach

ADVERTISER

PAGE

Blount Boats Inc......................................... 6 Bouchard Transportation Co Inc............ CV2

Builder: VT Halter Marine

26 SEACOR OLMECA

Designer: Guarino & Cox

Builder: Master Boat Builders

CENTA Corporation.................................. 19

Owner/Operator: Bouchard

Designer: Master Boat Builders

Duramax Marine LLC............................. CV3

Transportation Co. Inc.

Owner: Seacor Offshore LLC

H.S. Marine Propulsion/Hung Shen......... 11

Caterpillar Inc Marine Engines................. 17

Imtra Corp.................................................. 7 MAN Engines & Components Inc............... 5 Master Boat Builders Inc.......................... 28 Robert Allan Ltd....................................... 25 Safe Boats International............................. 9 WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470.

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

by Diversified Business Communications.

Printed in U.S.A.

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St. Johns Shipbuilding............................. 15 Twin Disc Incorporated............................ 27 Vane Brothers Marine Safety & Services Inc.......................................... 16 Vigor...................................................... CV4 ZF Marine................................................... 4 1

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Blount Boats

2016

SIGNIFICANT BOATS

Atlantic Pioneer named WorkBoat’s 2016 Boat of the Year.

At the 37th edition of the International WorkBoat Show held in New Orleans recently, the editors of WorkBoat magazine presented awards to the builders, designers and owners of 2016’s 10 Significant Boats. Also, for the third consecutive year, the editors selected a boat of the year from among the 10 winners. The 2016 Boat of the Year was the Atlantic Pioneer, the first U.S.-flag crew transfer vessel built by Blount Boats. What follows are the descriptions, specifications and photos of each award winner.

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WorkBoat Awards

Significant Boats of 2016

Atlantic Pioneer WorkBoat’s 2016 Boat of the Year.

By Kirk Moore, Associate Editor

W

ith its 2,800-hp, near 30-knot sprint speed and specialized fendering system, the waterjet-propelled Atlantic Pioneer brings North Sea know-how to the fledging U.S. offshore wind energy industry.

Named WorkBoat’s 2016 Boat of the Year, the 70'6"×24'×4' aluminum catamaran built by Blount Boats, Warren, R.I., was commissioned in April and worked through the year as Deepwater Wind LLC completed the first commercial offshore wind project in U.S. waters — a five-turbine, 30-megawatt array off Block Island.

The Atlantic Pioneer is the first U.S.-flag crew transfer vessel (CTV) engineered specifically to service offshore wind turbines. It is a model for the industry to follow as the industry develops bigger wind power arrays on federal offshore leases.

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Inside a deckhouse isolated from hull vibrations, up to 16 wind farm technicians disembark from shock absorbing seats. As the captain noses the CTV up to the cylindrical tower base, he presses forward on the throttle controls, adding more power from the twin 1,400-hp Tier 3 MAN D2862 LE466 engines.

Some of the boat’s 2,800-hp thrust transfers as heating the fender against the tower steel, resulting in adhesion — stickiness that holds the Atlantic Pioneer tighter to the wind turbine base, while technicians climb a podium stair to the bow and step off to the tower.

“The boat is basically built around the technicians,” said Charles Donadio, president of Atlantic Wind Transfers, North Kingston, R.I. Donadio, who operates Rhode Island Fast

Blount Boats

The Atlantic Pioneer underway in April.

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Significant Boats of 2016

ATLANTIC PIONEER

SPECIFICATIONS

Builder: Blount Boats Designer: South Boats IOW Owner: Atlantic Wind Transfers Mission: Crew transfer vessel for offshore wind energy turbines Length: 70’ Beam: 24’ Maximum Draft: 4’ Main Propulsion: (2) MAN V12-1200CR, 1,400hp @ 2,150 rpm Marine Gear: (2) ZF 3050 Waterjet: (2) Hamilton HM571 with MECS control system Ship’s Service Power: Cummins Onan 17kW Speed (knots): 26 service, 30 top Hull Construction: Aluminum Cargo Capacity: 15 tons on deck Lightship Tonnage: 16 Crew/Passenger Capacity: 16 windfarm technicians with 2-3 crew; 47 passengers Electronics/Navigation Equipment: Furuno bridge suite Tankage (gals.): 2,100 fuel, 130 potable water, 70 sewage Ancillary Equipment/Systems: RG Seasight fender system, South Boats boarding platform for crew transfers, Palfinger PK6500M knuckleboom crane, Imtra LED lighting, Colorlight CL20 searchlights,

CONGRATULATIONS TO BLOUNT BOATS AND ALL THE 2016 SIGNIFICANT BOAT WINNERS. ZF Marine is proud to have our gearboxes on America’s first US Flagged Offshore Wind Farm Service Vessel, the Atlantic Pioneer, built for Atlantic Wind Transfers. www.zfmarinecc.com

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Blount Boats

WorkBoat Awards

(5) Decca straight-line wipers, fender system (RG Seasight Fenders), shock mitigating seats (Seat Design Co.) Classification/Certification: Subchapters T and L Delivery Date: April 2016

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

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WorkBoat Awards

Significant Boats of 2016

Ferry from the same Quonset Point, R.I., terminal, started the wind farm service vessel company to get the $4 million boat built and fulfill a 20-year contract with Deepwater Wind. The deal was made possible by Donadio’s persistence and promise to bring the best technology available, said Deepwater Wind president and CEO Jeff Grybowski.

Blount built the vessel under license from South Boats IOW, a United Kingdom boatbuilder and primary supplier to the European wind industry. It is certified under both Subchapter L as an offshore supply vessel, and Subchapter T as a small passenger vessel, so it can also carry up to 47 passengers on tours of the wind farm site and nearby Narragansett Bay. The 21-meter vessel is the midsize in South Boat IOW’s wind farm CTV lineup. Blount CEO Marcia Blount said her company is ready to build more boats for bigger East Coast wind

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projects.

Donadio is likewise positioning his company to provide those offshore services. Located on the western shore of Narragansett Bay, the Quonset Point terminals are close to areas the federal Bureau of Ocean Energy Management is leasing off Martha’s Vineyard and Long Island, where developers could be building large arrays in the early 2020s.

Operators like the Atlantic Pioneer’s maneuverability and power, which cranks enough water through the jets to fill an Olympic-size swimming pool in about 10 seconds.

“It performs very well. It’s an upgrade to the boats we use in the U.K., with bigger engines and drives,” said T.J. Bailey, a training captain with Seacat Services Ltd., an offshore wind operations company based along with South Boats on the Isle of Wight, who has been training Atlantic Wind Transfers crew. “The result is brilliant,

actually.”

In the pilothouse the captain sits in a centered console with joystick controls, facing a suite of Furuno radars and instrumentation. “It’s very agile. The jets are a little overpowered, so it’s very easy to maneuver around the turbines,” said Capt. Chris Anderson.”

The crew transfer part is accomplished with a unique fendering system designed for the European industry by RG Seasight Fenders of Denmark.

The black rubber heats through friction upon contact with the base of a turbine tower, effectively gripping the structure while technicians and equipment disembark. There are also corner fender sections by Ocean3, and welded split pipe along the sides.

“You bump up to make contact, then put some horsepower into it,” explained Blount Boats engineer Luther H. Blount III. The energy translates to heat and adhesion.

Blount has a long history building

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Deepwater Wind

T boats, and “it was just seawater-cooled AC bridging the gap to the new units with reverse cycle Subchapter L regulations,” heat pumps regulate said Coast Guard chief temperature. For heat warrant officer Joe Miner, a during the offshore marine inspector who often New England winters, deals with Gulf of Mexico there is a Kabola boiler OSVs. L boat rules call for supplying forced hot damage stability criteria, water radiators. and “because it’s a catamaThe cabin was built ran our vessel safety guys as a separate structure, had to come up with equivaisolated from hull lents,” he said. vibration with RubThe MAN engines turn ber Design isolation Hamilton HM571 waterjets mounts. Seat Design through ZF 3050 marine Co. suspension seats gears. The engine rooms in on aluminum storage each hull have bright, cool pedestals, two in the piImtra LED illumination all lothouse and 12 below The Atlantic Pioneer presses against the wind tower base. around the MAN diesels. in the main cabin, are Trim is adjusted with two provided for seating.

Humphree trim tabs. tection and alarm system is from SeaOn deck, a Palfinger PK6500M For firefighting there is a hydrauliFire, with an Ansul manual release fire knuckle-boom crane handles up to 12 cally driven fire pump on house station suppression system. tons of cargo on the forward deck, with on the main deck. The onboard fire deIn the cabin, three Dometic Cruisair room for another three tons aft.

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La Espada – All American Marine Atlantic Pioneer – Blount Boats Manatee – Gladding-Hearn Shipbuilding Donna J. Bouchard/B.No.272 and Kim M. Bouchard/B.No.270 - VT Halter Marine • Protector – Foss Seattle Shipyard • Secor Olmeca – Master Boat Builders IMTRA COLORS 2016 Primary Use

Congratulations on being selected as one of Secondary Use the Top 10 Significant Boats of the Year!

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WorkBoat Awards

Significant Boats of 2016

Coastal Interceptor Vessel Safe Boats 41-footer for CBP.

By Bruce Buls, Correspondent, and David Krapf, Editor in Chief

C

IV refers to coastal interceptor vessel. It’s a model category created by Safe Boats International, Bremerton, Wash., specifically for U.S. Customs and Border Protection (CBP), Air and Marine Operations (AMO).

The CBP CIV is a variant of the Safe 41 Interceptor, a reliable and commercially proven design currently in service with the Royal Bahamian Police, Royal Gibraltar Defense Forces, Colombian navy and several private owners.

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

The 41'6"×12' CIV and is powered by four 350-hp Mercury Verado outboards. Top speed is 54-plus knots and cruising speed is 36-plus knots.

The boats, of which CBP wants up to 52 (valued at over $48 million if all options are exercised), have four SHOXS shock-mitigating seats, and a personnel capacity for nine with a load capacity of 22,644 lbs. The range at cruising speed is over 350 nautical miles. The lightship weight is 16,609 lbs.

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

The rugged and highly maneuverable vessel can be configured for a number of mission operations including pursuing vessels for boarding, searching

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and, when necessary, arresting violators and seizing vessels and contraband. The CIV is configured to provide AMO marine interdiction agents with a safe working platform with outstanding performance, seakeeping and mission capabilities.

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

As it turns out, the first CIV for CBP was also the 2,000th aluminum boat built by Safe Boats.

CBP named the vessel the Alexandria.

The company was pleased with the CIV’s selection as a 2016 Significant Boat.

“Safe Boats is proud to be selected for this award,” said Dennis Morris, president and CEO of Safe Boats. “We are extremely pleased to be partnered with U.S. Customs and Border Protection to provide their marine interdiction agents with an enhanced capability to allow them to accomplish their challenging mission. Building this incredible vessel for the Department of Homeland Security uniquely positions us for future U.S. government programs where performance, durability, long life, total ownership costs and a daunting presence really matter.”

Bill Hansen and Scott Peterson founded Safe Boats in 1997. Both are still associated with the company, which is now owned by an investment group. Almost all its boats have been built for government users, from local law enforcement to the U.S. Navy, which is having Safe build its newest

Safe Boats International

41' CIV for CBP from Safe Boats.

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WorkBoat Awards

COASTAL INTERCEPTOR VESSEL

Safe Boats International

SPECIFICATIONS Builder: Safe Boats International Speed (knots): 54 plus Designer: Safe Boats International Hull Construction: Aluminum Owner: U.S. Customs and Border ProtecCrew/Passenger Capacity: Four seated tion (CBP), Air and Marine Operations (AMO) positions, five passengers Mission: Maritime law enforcement Capacities (gals.): Gasoline, 600; washLength: 41'6" Beam: 11'10" down freshwater tank, 15 Depth (molded): 32.75" Electronics: Furuno NavNet TZtouch Draft: 42.7" (static) Ancillary Equipment: Mercury K-Plane Lightship Weight: 16,610 lbs (7.42 long trim tabs; tactical electro-optical/infrared tons) system Main Propulsion: (4) Mercury Verado 300 Delivery Date: June 2016 hp @ 5,800 to 6,400 rpm (engines have been upgraded to (4) Mercury Verado 350 hp) Marine Gear: Mercury HD Verado gear case, 1.85:1 ratio Propeller: (4) Mercury Revolution, stainless steel, 21" pitch Controls: Mercury military-grade Zero Effort throttle and shift controls Steering System: Latham Marine Veridrive electro-hydraulic

Significant Boats of 2016 combat patrol craft, the 85' Mark VI. The Coast Guard has been a particularly good customer for the company, which supplied the first generation of RB-S patrol boats, some 500 or so vessels. Safe is currently working on an order for up to 101 cutter boat/over the horizon-IV vessels for the agency.

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

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

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

41ft.

INTERCEPTOR

BOATS INTERNATIONAL

35ft.

INTERCEPTOR

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WorkBoat Awards

Significant Boats of 2016

Dan Reeves

Horizon Z-drive towboat for the Corps.

By Ken Hocke, Senior Editor

E

arly in 2016, Horizon Shipbuilding, Bayou La Batre, Ala., delivered the 95'×43'×10' Z-drive towboat Dan Reeves to the Corps of Engineers Little Rock (Ark.) District. The new 2,600-hp boat is designed to comply with Coast Guard Subchapter M requirements although it was delivered before the final rule was published.

“The design and construction of the vessel incorporated systems, equipment and features to comply with the proposed Subchapter M rules,” said Timothy J. Keyser, the Corps’ chief, hull section, at the Marine Design Center in Philadelphia.

“As an example, a bridge navigation watch alarm system (dead man system) was installed in the pilothouse, with alarms throughout the vessel.

“The Corps designed the vessel with Z-drive propulsion for the increased maneuverability and increased effective horsepower,” Keyser continued. “The vessel has to operate in restricted areas in and around locks, dams and river structures and maneuverability is paramount. The 2,600-hp Z-drive is comparable to a 3,000-hp conventional drive, and this will allow the boat to operate safely in high river flows.”

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Two other important factors that were considered included fuel savings from Z-drives, and the ability to perform in-water repairs without drydocking the vessel. “The fuel savings is estimated be around 10% as compared to a 3,000-hp conventional drive,” said Keyser. “Along with the savings associated with less installed engine horsepower, the directional thrust and efficiencies of the Z-drives provide further advantages. The Corps also optimized the propeller and nozzle for this vessel to maximize efficiency gains.”

Main propulsion comes from twin Caterpillar C32 WOSR “C” rated diesel engines, producing 1,300 hp each at 1,800 to 2,100 rpm. This gives the towboat enough power to push maintenance tows. The Cats are connected to two Thrustmaster TM1500MZ Z-drives with reduction ratios of 5.74:1. The Z-drives turn Hung Shen 4-bladed 67.75" props in nozzles. The Z-drive system has environmentally acceptable lubricants inside and the boat has the capability to operate as a zero discharge vessel.

With a draft of 8'6" and an air draft of 47'10", the Dan Reeves has a displacement of 657 LT.

Richard Dollison

The 2,600-hp Dan Reeves.

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WorkBoat Awards

SPECIFICATIONS

Builder: Horizon Shipbuilding Designer: Corps of Engineers, Marine Design Center Owner: Corps of Engineers Length: 95' Beam: 43' Depth: 10' Draft: 8'6" Displacement: 657 LT Main Propulsion: (2) Caterpillar C32 WOSR “C” rated diesel engine, 1,300 hp @ 2,100 rpm Z-Drive: (2) Thrustmaster TM1500MZ, 5.74:1 Propeller: (2) Hung Shen (HS Marine

Propulsion), 67.75", 4-bladed Capacities (gals.): Fuel, 22,800; potable water, 7,500 Ship’s Service Power: (2) John Deere 6068AFM85 generator-drive engine, 150 kW Hull Construction: Steel Ancillary Equipment: (4) Patterson WWP 65E-7.5 14 winch; Rapp Marine 4,000-lb. capacity deck crane, 10' radius; Schoellhorn-Albrecht inline 10-hp, 14,000-lb. line pull capacity capstan

The towboat has accommodations for eight crew.

Capacities include 22,800 gals. of fuel, 7,500 gals. potable water, and 19,400 gals. ballast. It is ABS classed Maltese Cross A1 Towing Vessel, River

Service, Maltese Cross AMS. In the wheelhouse is a Furuno electronics suite and on deck are four Patterson WWP 65E-7.5 14 winches, a Rapp Marine 4,000-lb. capacity deck crane with a 10' radius and

Richard Dollison

DAN REEVES

Significant Boats of 2016

Classification/Certification: ABS Maltese Cross A-1 Towing Vessel, River Service, ABS; designed to comply with USCG Subchapter M requirements Electronics: Furuno integrated electronic and navigation package Crew: 8 Delivery Date: January 2016

Schoellhorn-Albrecht inline, 10-hp, 14,000-lb. line pull capacity capstan.

Ship’s service power comes from John Deere 6068AFM85 generatordrive engines, sparking 150 kW of electrical power each.

LEAVE THE COMPETITION IN YOUR WAKE

Congrats to these HS Marine-propelled boats for your position in the TOP 10!

DAN REEVES

|

ELIZABETH ANNE

|

SEACOR OLMECA

These nominees for 2016’s most Significant Boat trust HS Marine Propulsion for their engineered propellers. It’s how they stay on top. Join them by calling (228) 875-6611 or by visiting hsmarineprops.com.

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Donna J. Bouchard/B. No. 272 Kim M. Bouchard/B. No. 270 ATBs are part of Bouchard’s expansion program.

By Ken Hocke, Senior Editor

B

ouchard Transportation Co. Inc. christened a new 255,000-bbl. articulated tug-barge (ATB) unit in New Orleans in February 2016.

The ATB, part of the Melville, N.Y.-based coastal oil barge company’s major expansion program, is made up of the 150'×50'x29', 10,000hp tug Donna J. Bouchard and the 628'5"×91'×47' clean oil tank barge B. No. 272. Designed by Guarino & Cox, Covington, La., the barge has a deadweight tonnage of 35,800 LT and a cargo capacity of 255,000 bbls. of petroleum products.

The tug has a draft of 24'.

The ATB, built at Pascagoula, Miss.-based VT Halter Marine, entered service hauling product for ExxonMobil’s marine affiliate, Houstonbased SeaRiver Maritime, a frequent charterer of Bouchard’s equipment.

“Bouchard enjoys a long relationship with Halter that goes back some 50 years, and the relationship with SeaRiver is just as strong,” Morton S. Bouchard III, president and CEO of the company, said during christening ceremonies on the Crescent City’s riverfront.

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“What I originally thought was a barge is really quite a ship,” SeaRiver’s Jim Muschalik said at the christening.

The Donna J. Bouchard and B. No. 272 are sisterships to the Kim M. Bouchard and B. No. 270 that were delivered in 2015. Both ATB tank barges are classed ABS A1 Oil Tank Barge, Circle E, UWILD, SH, SHCM, CPS and USCG certified Oil Tank Barge Grade “B” and lower cargo authority for Jones Act trade. They feature three John Deere-powered 300-kW main generators and a 90-kW John Deere-powered auxiliary unit.

There are twin ballast water treatment systems from Hyde Guardian and fire detection and fire extinguishing systems from Hiller.

The barges are equipped with crude oil washing systems, inert gas, and clean water ballast with two ballast water pumps. There are two cargo pumps and 12 cargo tanks for each barge. According to Bouchard’s website, one difference is that B. No. 270 will haul black oil, while B. No. 272 will carry clean oil.

Bouchard said the ATB units are the “safest and most technologically advanced units of their

Bouchard Transportation

The ATB Donna J. Bouchard/B. No. 272.

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WorkBoat Awards

Significant Boats of 2016

SPECIFICATIONS

Deere 6090 AFM 75, 200 kW; John Deere 6068 AFM emergency generator, 150 kW Ship’s Service Power (barge): (3) John Deere, 300 kW; John Deere 90-kW auxiliary genset Hull Construction: Steel Steering System: EMI electro/hydraulic Ancillary Equipment (tug): Intercon 64" coupler system, Intercon bow and stern capstans, Palfinger RSQ4SOA rescue boat, (2) Viking 12-man capacity rafts, Coastal rescue boat davit, (5) Imtra Corp. Decca straight-line wiper with Thor control system Ancillary Equipment (barge): (2) Hyde Guardian ballast water treatment system, Hiller fire detection and fire extinguishing system Electronics: (2) Furuno radar, (2) Furuno

Builder: VT Halter Marine Designer: Guarino & Cox Owner/Operator: Bouchard Transportation Co. Inc. Mission: Transportation of petroleum products Length/Beam/Depth (tug): 150'x50'x29' Length/Beam/Depth (barge): 628'5"x91'x47' Draft: 25' Deadweight Tonnage: 35,800 LT Bollard Pull: 145 tons Petroleum Product Capacity (bbls.): 255,000 Main Propulsion: (2) EMD 20-170-G7C, EPA Tier 3 diesel engine, 5,000 hp Marine Gear: (2) Lufkin RS4100HG, 6:1 Propeller: (2) Nautican 148", 4-bladed in stainless steel nozzle Capacities (gals.): Fuel, 293,000; fresh water, 11,700; lube oil, 5,300 Ship’s Service Power (tug): (3) John

Bouchard now has ATBs that are part of its newbuild program working on all three coasts — West Coast, East Coast and Gulf Coast.

For Bouchard, the Donna J. Bouchard and B No. 272 signified another major milestone in the company’s development of a modern, fuel-efficient, well-specified, reliable, and safe fleet.

One that’s “capable of supporting the exacting requirements of the offshore

Ken Hocke

kind.”

The Donna J. Bouchard and Kim M. Bouchard are 10,000-hp ATB tugs and classed by ABS as A1 Towing Vessel, Dual Mode ATB, USCG Subchapter M. They are each equipped with an Intercon coupler system. With a 24' draft, the tugs main propulsion comes from twin EMD 20-170-G7C, Tier 3 diesel engines producing a total of 10,000 hp. The mains connect to two 148", 4-bladed Nautican props in stainless steel nozzles through two Lufkin RS4100HG marine gears with 6:1 reduction ratios.

Ship’s service power is the responsibility of three 200-kW gensets powered

by John Deere 6090AFM75 marine generator-drive engines and a 150-kW auxiliary genset powered by a Deere 6068AFM85 generator-drive engine.

Capacities include 293,000 gals. of fuel, 5,300 gals. lube oil and 11,700 gals. fresh water.

To help visibility, the tugs have five Imtra Corp. Decca straight-line wipers with Thor control systems.

DGPS, Kongsberg ECDIS Crew Capacity: 15 Certification/Classification (tug): ABS classed Maltese Cross A1 Towing Service, SOLAS certified Certification/Classification (barge): ABS Maltese Cross A1 Oil Tank Barge, Circle E, UWILD, CPS, SH, SHCM, USCG certified Oil Tank Delivery Date: July 2015, Kim M. Bouchard and B. No. 270; February 2016, Donna J. Bouchard and B. No. 272

industry around the world,” Bouchard said in a statement announcing the naming of the tug and barge.

The new tug is named for Bouchard’s older sister. According to its website, the coastal and oceangoing petroleum barge company now has a fleet of 25 tugs and 26 barges. The clean oil and black oil barges range in size from 35,000 bbls. to 255,000 bbls. The tugs range from 3,000 hp to 10,000 hp.

The Donna J. Bouchard/B. No. 272 at its christening in New Orleans.

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VT Halter Marine

DONNA J. BOUCHARD/B. NO. 272 AND KIM M. BOUCHARD/B. NO. 270

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WorkBoat Awards

Significant Boats of 2016

Elizabeth Anne Vane’s new 4,200-hp Elizabeth Anne-class tug

By Kathy Bergren Smith, Correspondent, and David Krapf, Editor in Chief

A

year ago, the tug Elizabeth Anne was delivered to Vane Brothers Co. by St. Johns Ship Building. For Baltimorebased Vane, the 100'×34'×15'4" model bow tug was the 30th vessel in the company’s tug building program that began 15 years ago.

The new 4,200-hp Elizabeth Anne-class represents the refinement of the Patapsco-class design from Entech Designs LLC that has served Vane well.

The new tug was the first of eight 100-footers to be built at Palatka, Fla.-based St. Johns Shipbuilding, located about 70 miles south of Jacksonville.

The tug is powered by twin Caterpillar 3516C Tier 3 engines each putting out 2,100 hp at 1,600 rpm. The engines spin Hung Shen 104", 4-bladed fixed-pitch propellers through Karl Senner-supplied Reintjes WAF 873 reverse reduction gears with 7:1 reduction ratios. HS Marine Propulsion supplied the propellers.

Each new Elizabeth Anne-class tug will have Jastram hydraulic steering systems and feature an open-wheel and rudder configuration. On deck is an Intercon DD200 double-drum stern winch for coastal towing. If needed, the tug can be modified

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to function as an ATB. “One of the unusual things about this design is that the towing winch is located farther forward than comparable tugs of the same approximate size,” said Kimia Jalili, president of Kenner, La.based Entech. “It is closer to the center of gravity and the center of buoyancy. The tug will have a better trim and more freeboard at the stern. It generally improves the stability of the tug while towing.”

The design also reduces noise and vibration.

“Bulkheads are strategically placed to add strength and reduce vibration, and thermal acoustic coatings are used throughout the tug to help with insulation and sound,” said Jalili.

For added sound reduction, the Elizabeth Anne features an airlock in the main deck house between the living quarters and the upper engine room. Also, the living quarters are insulated with 4" mineral wool high-density insulation, “which helps with temperature comfort and sound reduction,” Jalili said.

These are the first tugs of this type that St. Johns has built. The yard has built 25' push tugs for Australia and 39' truckable tugs.

Jim Demske, Vane Brothers

The 4,200-hp Elizabeth Anne.

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ELIZABETH ANNE SPECIFICATIONS Builder: St. Johns Ship Building Propeller: Hung Shen Designer: Entech Designs LLC (HS Marine PropulOwner: Vane Brothers Co. sion), 104", stainless Mission: Coastwise petroleum barge steel, 4-bladed towing Controls: Rexroth Length: 100' Steering System: Beam: 34' Jastram Depth (molded): 15' Speed (knots): 12 Draft: 14' Hull Construction: Main Propulsion: (2) Caterpillar 3516, Tier Steel 3, 2,100 hp @ 1,600 rpm Crew/Passenger Capacity: 7 Bollard Pull: 65 tons (est.)

Capacities (gals.): Fuel, 85,000; potable Ship’s Service Power: (2) John Deere water, 9,000 4045; Marathon, 99 kW Electronics: Simrad electronics suite, Marine Gear: Reintjes WAF 873, 7:1 solid-state Halo radars (installed by Rhodes In 2007, Steve Ganoe and partner Michael Grandonico purchased the 98acre shipyard located on the St. Johns River after it was dormant for nearly a decade. They updated the infrastructure and doubled its tonnage capacity.

The yard, which can build, refit or repair most workboats, has a 1,200-ton drydock, 2,400' of water frontage with over 900' of bulkhead, two rail launch systems, and a fabrication shop.

The Elizabeth Anne was built in

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Significant Boats of 2016

Jim Demske, Vane Brothers

WorkBoat Awards

Electronics) Ancillary Equipment: Intercon DD200 towing winch, Simplex dripless shaft seals, fenders (M&M Bumper Service), vessel alarm panel (unlimited controls), Duramax keel coolers (East Park Radiator) Delivery Date: January 2016

modules. The hull was completed in the 20,000-sq.-ft. fabrication shop on rails. It was then launched and fitted out in the drydock. The fourth Vane Elizabeth Anne-class tug, the Delaware, was delivered in December.

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Significant Boats of 2016

Jim Demske, Vane’s senior port captain, has headed up the building program since it began in 2001. He has helped St. Johns shorten the learning curve associated with building a tug that has to fit a lot of machinery into relatively tight quarters.

“They never come to us with a problem that doesn't have a solution,” Ganoe said. “These are pretty complex vessels and it helps to have such knowledgeable clients.”

When the tug construction program began, Vane was building a series of 52,000-bbl. barges and needed boats to move them. Demske needed to find a vessel design that would be the mainstay of the company’s fleet, so he contacted legendary tug designer Frank Basile of Entech.

“It was a cold call. I didn’t know Frank, but I had always admired his boats. I went ahead and emailed the set of requirements we had compiled.”

Less than a week later, Demske and

Basile met in Houma, La., and began talking tugs. They then went to nearby Thoma-Sea shipyard to have a look at the 100' Basile-designed boats under construction there.

“There was one in the water and one in the shed and the purchase contract had fallen through,” said Demske.

“It was remarkable how closely they matched our requirements.” The tugs even had the distinctive modern look that Vane wanted for the new boats. So began the Patapsco class. In 2004 the first Patapsco-class tug was delivered.

The original order was completed and options were exercised. Sixteen Patapsco-class tugs are now in service.

In 2007, Basile developed the design for the smaller Sassafras-class tugs. Seventeen Sassafras tugs are being built at Chesapeake Shipbuilding in Salisbury, Md. The first was delivered in 2008.

Basile designed the tugs to be highly maneuverable since they are matched to a series of 30,000-bbl. oil barges.

Jim Demske, Vane Brothers

WorkBoat Awards

Four of eight Elizabeth Anne-class tugs have been delivered.

Like St. Johns, Chesapeake Shipbuilding had not built a tug before.

“I knew this yard had potential as a great tugboat builder,” said Demske.

“We have shared our knowledge with each other and these boats really speak for themselves. The quality is amazing.

This Vane fleet from Chesapeake has done these tugs of Frank’s proud.”

The award-winning tugboat Elizabeth Anne has joined a hard-working fleet that is now 150 vessels strong.

Baltimore

New York

Philadelphia

Norfolk

Charleston

Savannah

Jacksonville

the vane brothers company Bunkering, Lightering and Marine Transportation Launch Services • Marine Safety and Services

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12/16/16 1:55 PM

SOMETIMES LIGHTNING

STRIKES TWICE Last year, five of the Top 10 significant boats of 2015 had chosen Caterpillar® for our powerful engines and support.

This year we are proud to say that once again - five of the Top 10 significant boats have Caterpillar engines.

We would like to congratulate Seacor Olmeca, Dan Reeve, Elizabeth Anne, La Espada and Protector for making the Top 10 2016!

Proud to partner with you on the water.

cat.com © 2016 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, ”Caterpillar Yellow,” the ”Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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WorkBoat Awards

Significant Boats of 2016

Fireboat 3

San Francisco’s new fireboat has plenty of pumping capacity.

By Ken Hocke, Senior Editor

T

he San Francisco Fire Department hasn’t had a new fireboat in more than 60 years — until this year. The city christened its new 88'×25' fireboat, Fireboat 3, in mid-October. The city has two other fireboats — the Guardian, built in 1951, and the circa-1955 Phoenix. The two boats will stay on the job.

Designed by Jensen Maritime Consultants and built at Vigor’s Seattle shipyard, the $11.8 million, steel-hulled Fireboat 3 is considered to be a first-in-class vessel, and boasts an 18,000-gpm pumping capacity. “First-of-a-class fireboats are tricky,” said Johan Sperling, Jensen’s vice president. “This one’s main function is not the typical firefighting fireboat.”

While Fireboat 3 will act as any other fireboat in the port of San Francisco, its main function will be as a mobile pumping station for city water, with the ability to plug into the city’s water system should a major earthquake cause a disruption of the system.

“This is not really a fast fireboat. This boat is more about being able to connect to San Francisco’s water system in case of an emergency,” said Keith Whittemore, Vigor’s vice president business development. “We can pump 18,000 gallons per minute into the city’s water system” from various locations.

Three Cummins QSK19-M, Tier 3 diesel engines, producing 750 hp at 1,800 rpm each, provide propulsion and pumping power. “Thepumps

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run off the main engines. The wheels run off the front of the engines and the pumps run off the rear,” said Sperling. “Cummins had never done it that way, configured them that way. It’s a unique thing to have the wheels running off the front.

They pulled it off. They did a good job.”

When it comes to pumping, the mains power three Counterfire ESF 300-550 pumps with a capacity of 6,000 gpm each. That’s a total of 18,000 gpm at 150 psi (all three pumps in parallel) or 6,000 gpm at 300 psi (two pumps in series) that flows through six Stang monitors. Power is transmitted to the pumps through three Logan LC318 SAE #0 air actuated clutches and Elbe cardan shafts with Centa Centaflex-R flywheel-mounted torsional coupling. The engines are mounted on Christie & Grey TSC T-10 vibration isolators For propulsion from the front of the engine, the two outboard Cummins engines also provide 591 hp at 1,800 rpm. The engines turn 62"×55", 4-bladed, CF-3 Sound stainless steel propellers through Centa CX-56 torsional couplings and Karl Senner-supplied Reintjes WAF 364 reduction gears with 4.92:1 reduction ratios. For added maneuverability, the new fireboat has a Wesmar V2-2ONS bowthruster. The new San Francisco fireboat has a running speed of 11.5 knots.

Fireboat 3 is a different kind of animal. “This is the one-off of the one-offs. This boat is absolutely custom built. There is no other fireboat around like this one because of San Francisco’s unique needs,”

Vigor

The Fireboat 3 acts as a mobile pumping station for the city.

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FIREBOAT 3 SPECIFICATIONS Builder: Vigor Controls: Aventics Marex Designer: Jensen Maritime OSIII Owner: San Francisco Fire Department Steering: Jastram, S-17Length: 88' 2-45 Beam: 25' Speed (knots): 11.5 Draft: 14' Hull Construction: Steel Main Propulsion: (3) Cummins QSK19-M, Crew/Firefighter Tier 3, 750 hp @ 1,800 rpm Capacity: 3 crew/4 firefighters Propeller: (2) Sound CF-3, 62"x55", Capacities (gals.): Fuel, 10,900; water, 4-bladed, stainless steel 250; lube oil, 100; foam concentrate, 1,046 Marine Gear: (2) Reintjes WAF 364, 4.92:1 Ancillary Equipment: (3) Counterfire ESFThruster: Wesmar V2-2ONS bowthruster 300-550 fire pump, (6) Stang fire monitor, said Whittemore. “She’s still a firefighter and a patrol boat if needed, but this is a full-blown pumping machine.”

“It’s really unique. It’s a huge floating pumper,” said Sperling. “The fire department was more concerned with the boat being a provider of water” for city services following an emergency than as a normal fireboat.

As a mobile pumping station, Fireboat 3 can transfer millions of gallons of water directly from the bay into the city’s auxiliary water system for firefighting.

“No other city has a water system like ours. We need an auxiliary system in case of a break. That’s what this boat gives us,” said Ken Lombardi, assistant

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Significant Boats of 2016

Vigor

WorkBoat Awards

Scott breathing air compressor Electronics: Furuno electronics suite, Simrad autopilot, FLIR thermal camera, Nobeltec navigation software Delivery Date: July 2016

deputy chief, SFFD. “We’ll never run out of water in the bay.”

“It was a really challenging boat to build, but the fire department, Jensen and all those involved were great to work with,” said Whittemore. “The fact of life with a fireboat is that usually there are lots of systems in a small space. We all knew what was at stake.”

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WorkBoat Awards

Significant Boats of 2016

La Espada Second high-speed cat from All American for Harbor Breeze Cruises.

By Kirk Moore, Associate Editor

C

apt. Dan Salas, owner of Harbor Breeze Cruises, Long Beach, Calif., liked the cutting-edge catamaran built for his company by All American Marine Inc. in 2013 so much that he had the shipyard build him a second speedster, the 83'×29'6" La Espada.

La Espada (“The Sword” in Spanish) is a multipurpose vessel that offers harbor tours, whale watch and dinner cruises around Los Angeles and Long Beach harbors, and charter ferry service offshore to Catalina Island.

Salas became a believer after Bellingham, Wash.-based All American built him the Triumphant, a similar 83' catamaran, in 2013. Naval architect Nic De Waal of Teknicraft Design, Auckland, New Zealand, designed both vessels.

The catamarans feature Teknicraft’s signature

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hull shape with a symmetrical bow and asymmetrical tunnel. High performance bottom paint enhances speed and fuel efficiency. The superstructure was also designed to be low profile and reduce drag. The La Espada hull is practically a sistership to the Triumphant. However the cabin design and interior layout were changed to allow the new boat to be utilized for different operations in the Long Beach area. Also, the La Espada carries up to 250 passengers, increasing its capacity by 66% over the 149-passenger Triumphant.

The vessel is powered by twin Caterpillar C32 ACERT Tier 3 engines that each produce 1,450 hp at 2,100 rpm. Harbor Breeze Cruises also partnered with Lucas Oil to utilize its line of ecofriendly products to enhance fuel efficiency and reduce emissions.

All American Marine

The La Espada has room for 250 passengers.

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WorkBoat Awards

SPECIFICATIONS

Builder: All American Marine Designer: Teknicraft Design Owner: Harbor Breeze Cruises Mission: Passenger cruises, charter ferry Length: 83' Beam: 29'6" Draft: 6' Main Propulsion: (2) Caterpillar C32 ACERT Tier 3, 1,450 hp @ 2,100 rpm Ship’s Service Power: (2) Northern Lights, 20 kW Marine Gear: (2) ZF 3000 Propeller: (2) Veem 5-bladed Controls: ZF Cruise Command control system

Speed (knots): 27 service, 30 top Passengers: 250 Hull Construction: 5083 aluminum hydrofoil-assisted catamarn Ancillary Equipment: Imtra Roca W25 Series wiper system Certification: Subchapter K Delivery Date: July 2016

senger windows to mitigate energy use associated with offsetting heat gain.

Lightweight aluminum honeycomb wall panels and perforated aluminum ceiling tiles were used to outfit the cabin interior without adding mass and causing excessive fuel burn. La Espada is the third Subchapter K vessel

All American Marine

Teknicraft

The Subchapter K La Espada’s capability and speed are an important competitive edge, Salas said. Full load speeds hit up to 30 knots at 2,100 rpm, compared to competitor’s vessels that make around 11 knots, according to Salas. Like the Triumphant, the La Espada is a hydrofoil-supported catamaran, and fuel consumption per nautical mile is a nearly constant curve from 17 knots up to 27 knots. The fuel-efficient hull significantly reduces operating costs, Salas said.

For passengers, there is stadium-style seating on the foredeck for unobstructed views in addition to comfortable interior and exterior seating with ADA accessibility throughout the cabin, and a fully-equipped snack bar in the main deck cabin. The upper deck provides passengers with a premium cabin complete with a private bar.

Low voltage LED lighting is installed throughout the vessel, transforming it at night when color changing LED lighting is turned on inside the main deck cabin. LED accent lights are also used to light up the vessel exterior, as well as acrylic glass panels along the upper aft deck. Imtra supplied the interior bluestrip LED marine lighting.

Tinted glass was used for all pas-

All American Marine

LA ESPADA

Significant Boats of 2016

Stadium-style seating provides passengers with unobstructed views.

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built by All American under the new 5A space guidelines for structural fire protection.

The boatyard’s experience with constructing Subchapter K vessels makes it possible to design a configurable platform that can serve many purposes and still comply with required regulations, CEO Matt Mullett said.

“We find it exciting to work with a client who wants to push the envelope and implement new features that will make the boat truly outstanding,” Mullet said. “We look forward to building more vessels for the Harbor Breeze Cruises fleet in the future.”

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WorkBoat Awards

Significant Boats of 2016

Manatee

Gladding-Hearn revises its Chesapeake-class pilot boats.

By Mike Crowley, Correspondent, and David Krapf, Editor in Chief

I

n September 2015, Gladding-Hearn Shipbuilding, Somerset, Mass., delivered the Manatee, a 53'×16'8" pilot boat, to the Tampa Bay (Fla.) Pilots Association.

“It’s the first of a revision of the Chesapeake Bay class,” said Peter Duclos, Gladding-Hearn’s president. The initial Chesapeake Bay pilot boat, designed by C. Raymond Hunt Associates, New Bedford, Mass., was built in 2003. Fifteen have been built since then. They all are traditional propeller-driven boats.

Several years ago Gladding-Hearn did a survey of pilot boat associations to find out what qualities were most important to them in a pilot boat. “The top three were saving fuel, going faster and greater comfort,” said Duclos. “This boat addresses all three.”

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That’s the Manatee and the biggest difference between it and earlier pilot boats is the dual Volvo Penta IPS 650MC propulsion pods.

This is nothing like dragging a traditional shaft, propeller and rudder through the water. The IPS pod system uses forward facing, counter rotating bronze propellers. “It’s more efficient. It burns about 25 to 28 percent less fuel than conventional propeller drives,” said Duclos.

The hull shape has slightly different lines to accommodate the pods. Visually the biggest difference would be in the placement of the wheelhouse.

“Because of the IPS system, we were able to move the whole superstructure and where the pilots are seated further aft and still have a clear deck hatch over the machinery,” said Duclos. Now

Gladding-Hearn Shipbuilding

The Manatee features a larger foredeck.

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WorkBoat Awards

SPECIFICATIONS

Builder: Gladding-Hearn Shipbuilding Designer: C. Raymond Hunt Associates Owner: Tampa Bay Pilots Association Length: 53' Beam: 16'8" Depth: 8'6" Draft: 4'6" Main Propulsion: (2) Volvo Penta D11, Tier 3, 503 hp @ 2,250 rpm Propeller: (2) Volvo Penta IPS 650MC propulsion pod with (2) forward-facing, counter-rotating bronze propeller Engine Controls: Volvo Penta EVC integrated steering and engine control system Ship’s Service Power: Northern Lights, 9 kW Steering System: Powered steering system with wheel and joystick in the pilothouse, aft deck docking station with joystick integrated with Volvo IPS pod system Speed: 27 knots, loaded Capacities (gals.): Fuel, 800; fresh water, 50 U.S. gal.

Electronics: Furuno DRS4D radar, (2) Standard GX1600B VHF radio, Furuno GP330B GPS/WAAS antenna, Furuno depthsounder, 5” Ritchie compass, Furuno LH3000 loudhailer Important Ancillary Equipment/Systems: Humphree automatic trim optimization system and coordinated turn optimization system (CTOS) integrated with the Volvo Penta IPS pods, (2) 16,000-btu MarineAir AC unit in pilothouse, 12,000-btu MarineAir AC unit in

forecastle area, Exalto Type 1 wiper system Delivery Date: September 2015

The pilots need to go faster was met by hooking each pod up to a pair of 503-hp Volvo Penta D11 diesels. The The Manatee is outfitted with a Humphree Interceptor automatic trim tab system.

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power package gives the Manatee a 27-knot top speed, loaded

Gladding-Hearn Shipbuilding

the pilots, sitting in any one of five Stidd seats, are slightly aft of the boat’s center of gravity, improving comfort.

“This is where you want to be.”

Moving the superstructure aft also created a larger foredeck, which benefits pilots when boarding and leaving a ship.

A Humphree Interceptor automatic trim tab optimization system also provides a comfort advantage for the pilots. “You want different trim tab settings at different speeds, and when going up wind and down wind,” said Duclos. The Humphree trim tabs automatically optimize the trim of a boat at a given speed, though the automatic feature can be overridden to manually control the trim tabs.

Besides comfort, the fuel savings provided by the Humphree system is a bonus. “You can pay for the system in a couple of years.”

Two Volvo D11 engines are hooked up to a pair of Volvo IPS 650 propulsion pods.

Gladding-Hearn Shipbuilding

MANATEE

Significant Boats of 2016

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WorkBoat Awards

Significant Boats of 2016

Protector

New Long Beach, Calif., fireboat can pump 41,000 gpm.

By Kirk Moore, Associate Editor

T

he Port of Long Beach, Calif., got a 400% increase in firefighting power with delivery of the 108'×35' fireboat Protector, built

by Foss Maritime Co. at its Foss Seattle Shipyard. With sister vessel Vigilance now under construction and scheduled to enter service in 2017, the port will be better prepared for the new generation of supersized cargo ships.

The Protector has 10 water cannons with a capacity to pump more than 41,000 gpm, or four times the output of the old fireboats. Pumping range is 600' and higher than a 20-story building — enough power to project water or foam anywhere aboard the world’s largest containerships and oil tankers. The multimission design by Robert Allan Ltd., Vancouver, British Columbia, has the capability to protect its crew and operate amid chemical, biological, radiological and nuclear (CBRN) threats.

The fireboat is equipped with medical treatment facilities for EMS and paramedics, boom deployment to contain spills, an onboard crane, and can serve as an operations command center. “We have to be prepared for any potential hazard,” said Lori Ann Guzmán, president of the Long Beach Harbor

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Commission. “Protector is a major improvement in our emergency response capabilities, helping us to safeguard both the port and our community.”

The fireboat project team and partners include the port and fire department staff; Foss and Robert Allan; construction support by Jensen Maritime Consultants, Seattle; and the Department of Homeland Security and the Federal Emergency Management Administration. Construction cost for both vessels is $51.6 million, including $18.5 million in grant funding from Homeland Security's Port Security Grant Program.

The boats will replace the 88'6"×21'×6', 10,000gpm fireboats Challenger and Liberty, which have served the port since the late 1980s. Back then, Long Beach handled containerships of only around 4,500 TEUs. Now, the port regularly has 18,000-TEU vessels calling, and even larger ships are anticipated.

On the new boats, propulsion comes from a pair of Caterpillar 3512C main engines, each producing 2,012 hp at 1,600 rpm, turning Voith Schneider propellers for a top speed of 12 knots.

The boats are designed for low wake wash of less than 12" at 8 knots, and an onsite endurance of

Long Beach Fire Department

The Protector has 10 fire monitors.

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PROTECTOR SPECIFICATIONS Builder: Foss Maritime Co. Designer: Robert Allan Ltd. Owner: Port of Long Beach Mission: Firefighting and emergency response Length: 108' Beam: 35' Main Propulsion: (2) Caterpillar 3512C, 2,012 hp @ 1,600 rpm; (2) Voith Schneider propeller Fire Pumps: (2) Caterpillar 3512C, Caterpillar C12; (7) pumps, 2,000 gpm to 8,000 gpm; total capacity, 41,000 gpm (two of the pumps are driven by the main diesels) Fire Monitors: 12,000 gpm with range up to 600'; (9) 1,500 gpm to 6,000 gpm; (2) foam capable at 6,000 gpm to 500' five days. The wheelhouses have both forward and aft control stations, where pilots can use low-speed maneuvering and zero-speed stationkeeping with the Voith Schneider propulsion system.

Two more Caterpillar 3512C engines and one Cat C12 engine are harnessed with the drive engines to power seven

Significant Boats of 2016

Long Beach Fire Department

WorkBoat Awards

Speed (knots): 8 service (low wake), 12 top.

Hull Construction: Steel Ancillary Equipment: Imtra Marine Lighting (Portland, Bi-Color); Vimar switching system Delivery Date: July 2016

firefighting pumps, ranging in size from 2,000 gpm to 8,000 gpm for the total aggregate capacity of 41,000 gpm. Two of the pumps are driven by the main diesels.

The largest of 10 monitors can deliver 12,000 gpm at a 600' range, exceeding National Fire Protection

Association (NFPA) Type II fireboat requirements. Nine other monitors range from 1,500 to 6,000 gpm. Two of those monitors can direct 6,000 gpm of foam at a range of 500'. For shoreside supply, the boats can put out up to 22,000 gpm for firefighting along the city waterfront.

Innovation Design Engineering Analysis Safety

RAnger V-3300 N AVA L A R C H I T E C T S A N D M A R I N E E N G I N E E R S

www.ral.ca

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Port of Long Beach Fireboat Protector

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WorkBoat Awards

Significant Boats of 2016

Seacor Olmeca Stretched version of 200'-class OSV from Master Boat.

By Ken Hocke, Senior Editor

M

aster Boat Builders, Bayou La Batre, Ala., delivered the 221'×48'×18', DP-2 platform supply vessel Seacor Olmeca to Seacor Offshore LLC in May. Master Boat also designed the 2,216-dwt OSV, which has a light draft of 7' and a loaded draft of 15'3".

“The vessel is a stretched version of our 200-foot-class vessel previously delivered to Seacor,” Andre Dubroc, the yard’s general manager, said. “Notable differences are the enclosed bow, CargoFlexX dry bulk system that uses atmospheric tank design which allows the use of rectangular tanks versus the traditional round ‘P’ tanks. This allows the carriage of more product in a smaller footprint. The vessel is able to carry 8,000 cubic feet of dry mud in four (2,000 cu. ft.) tanks.”

In addition to its dry mud capacity, the new OSV can carry 150,000 gals. of fuel and 6,000 bbls. of liquid mud. The rear cargo deck measures 155'×39' and can haul up to 1,000 LT of freight.

“The vessel meets the requirements of SPS (special purpose ship) which will allow the carriage of up to 60 people,” said Dubroc.

Main propulsion comes from twin Caterpillar 3512C diesels, producing 1,911 hp at 1,600 rpm each. The Cats are connected to 82"×70",

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5-bladed, bronze Hung Shen (supplied by HS Marine Propulsion) wheels through Twin Disc MGX-5600 marine gears with 5.04:1 reduction ratios. The propulsion package gives the new OSV a running speed of 11 knots fully loaded.

For added maneuverability, the OSV has two Schottel SST-2FP 800-hp bowthrusters and two SST-170FP 350-hp sternthrusters.

Ship’s service power comes from two Cat C32powered gensets, sparking 940 kW of electrical power each, and twin Cat C18-powered gensets, producing 425 kW of electrical power each.

Capacities include 162,000 gals. of fuel; 6,000 bbls. liquid mud; and 8,100 cu. ft. dry mud in four tanks. The boat consumes fuel at a rate of 195 gph at maximum speed (11.8 knots), 118 gpm at cruising speed (10.5 knots) 82 gpm at economical speed (9.5 knots), 34 gpm in dynamic positioning mode, and 30 gpm in dynamic positioning standby mode.

Seacor Olmeca has accommodations for 35 in 13 cabins — a single captain’s cabin, seven twoman cabins, and five four-man cabins. The boat’s mess can handle 20 people.

Other features include Fire Fighting System’s FiFi 1 Class 1 system with two 5,250-gpm pumps,

Seacor Offshore

The 2,216-dwt Seacor Olmeca.

www.workboat.com • JANUARY 2017 • WorkBoat Significant Boats

12/16/16 3:10 PM

WorkBoat Awards

SPECIFICATIONS

Builder: Master Boat Builders

170FP, 350 hp

Designer: Master Boat Builders

Controls: Jastram (supplied by

Owner: Seacor Offshore LLC

Gulf Coast Air & Hydraulics)

Length: 221'

Steering System: Twin Disc

Beam: 48'

EC-300DP

Depth: 18'

Hull Construction: Steel

Draft: 7' (light), 15'3" (loaded)

Speed (knots): 11 (full load)

Deadweight Tonnage: 2,216 LT

Ship’s Service Power (parallel

Main Propulsion: (2) Caterpillar

operation): (2) Caterpillar C32,

3512C, 1,911 hp @ 1,600 rpm

940 kW; (2) Caterpillar C18,

Propeller: (2) Hung Shen (HS

425 kW

Marine Propulsion), bronze,

Capacities: Fuel, 162,309 gals.;

5-bladed

drill water, 157,000 gals.; fresh

Rear Cargo Deck: 155'x39',

water, 24,000 gals.; liquid mud,

1,000 LT

6,028 bbls.; dry bulk mud, 8,100

Marine Gear: (2) Twin Disc

cu. ft (in four tanks)

MGX-5600, 5.04:1

Ancillary Equipment: FFS

Bowthruster: (2) Schottel SST-

FiFi 1 firefighting system, GE

2FP, 800 hp

Seastream DPS-2 system,

Sternthruster: (2) Schottel SST-

electronics suite from New

Seacor Offshore

SEACOR OLMECA

World Electronics, (2) Imtra Corp.

NorSap NS 1500 (6510) helm seat, (2) Imtra Corp. NorSap NS 1500 (6510) helm chair mounted on 6350-style deck rails Crew/Passengers: crew, 12; passengers, 23; 13 cabins — one captain’s cabin, seven 2-man cabins and five 4-man cabins Classification/Certification: ABS classed Maltese Cross A-1, DPS-2, SPS, Offshore Support Vessel, Firefighter Class 1, SOLAS; USCG certified, Subchapters L&I Delivery Date: May 2016

Significant Boats of 2016 a 3,108-gpm deluge pump, and two monitors, GE Seastream DPS-2 system, Jastram split rudder steering system from Gulf Coast Air & Hydraulics, Twin Disc EC-300DP controls and a Ned Deck Marine 4.4 6-person rescue boat. In addition, the wheelhouse has four Imtra Corp. NorSap 1500 helm seats, two of which are mounted on 6350-style deck rails.

The electronics suite from New World Electronics consists of a Furuno navigation package that includes two Furuno Far 2117 radars.

In addition, there are three Teledyne Marine Meridian TSS GYROs and GE Seastream independent joystick and portable joystick.

The new boat is ABS classed Maltese Class A-1, DPS-2, SPS, Offshore Support Vessel, Firefighter Class 1, USCG certified, Subchapters L&I.

From transmissions to propellers, Twin Disc has a comprehensive array of rugged powertrain components with a state-of-the-art joystick control and DP interface system to make your endeavors faster, more efficient and safer. For more information, visit twindisc.com/ontheline.

Twin Disc and Sewart Supply were honored to partner with Seacor and Master Boat Builders on the Olemeca OSV project. Congratulations on being named one of the top 10 Significant Boats in 2016.

www.workboat.com • JANUARY 2017 • WorkBoat Significant Boats

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QUALITY OFFSHORE VESSELS

SINCE 1979.

Harvey Challenger

Seabulk Trident

Seacor Olmeca

MASTER BOAT BUILDERS, INC. opened in 1979 with a vision to build quality boats for quality-minded customers. After all these years that tradition of quality continues. We specialize in work boats, with an emphasis on WORK. Our boats are built to last and when they are delivered to our customers, they are ready for the high seas.

masterboat.net | (251) 824-2388

WorkBoat_SignificantBoats_2016_B_FINAL.indd 28

12/16/16 3:11 PM

DURAMAX®

SHAFT SEAL SYSTEMS

Engineered for Optimum Sealing Performance.

The DryMax™ seal is a robust, environmentally friendly, water-lubricated stern tube seal system. Engineered to accommodate the most axial and radial shaft movement of any seal design while eliminating wear on the shaft.

Reversible DuraChrome™ mating ring gives 2X the life extending drydock intervals

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.

Superior sealing and wear life. The proprietary rubber polymer seal ring and the DuraChrome™ alloy mating ring have been engineered to provide optimal sealing and long wear life.

Virtually maintenance free. An inflatable seal is built into the housing allowing seal inspection and primary sealing ring replacement at sea without dry docking.

MADE IN U.S.A.

DryMax™ is ideal for vessels operating in both brown and blue water. It accommodates shaft sizes and stern tubes up to 36".

MADE IN U.S.A.

The DryMax™ seal is also available as a rudder stock seal.

For more information on DryMax™ Shaft Seal or to purchase contact: Duramax Marine at 440-834-5400 or go to DuramaxMarine.com

Duramax Marine® is an ISO 9001:2008 Certified Company

Products And Knowledge You Trust WorkBoat_SignificantBoats_2016_B_FINAL.indd 3 2016WORKBOATAd_8.125x10.875.indd 1

p: 440.834.5400 f: 800.497.9283 12/16/16 3:12 AM PM 11/4/16 9:33

Vigor was honored to build San Francisco’s first new fireboat in 61 years.

VIGOR.NET

MARINESALES@VIGOR.NET

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