WorkBoat January 2020 by WorkBoat

Offshore Wind • ATB Report • Winches ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

JANUARY 2020

Show Offs The 40th International WorkBoat Show.

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ON THE COVER

The 40th International WorkBoat Show was held in New Orleans JANUARY 2020 • VOLUME 77, NO. 1

in December. WorkBoat staff photo

FEATURES 14 Focus: Course Correction BOEM puts a pause in offshore wind plans, but enthusiasm for the new energy sector remains high.

16 Vessel Report: Love Connection ATBs have a long and successful track record.

30 Cover Story: Show Biz Coverage of the 40th International WorkBoat Show.

BOATS & GEAR 20 Tension Relief New designs and new features for towing winches.

24 On the Ways • Eastern Shipbuilding launches first of three new Ollis-class ferries for Staten Island Ferry • Master Marine to build new Subchapter M 1,600hp towboat for Houston operator • Several companies brought boats to the WorkBoat Show including Metal Shark, Zodiac Milpro, Safe Boats, North River Boats and Lake Assault Boats • Atlantic Wind Transfers to build a pair of crew transfer vessels at Blount Boats • Gladding-Hearn to build another 52' pilot boat for Louisiana pilots • Moose Boats awarded contract to build aluminum cat for California • St. Johns Shipbuilding delivers 354-passenger ferry to NYC Ferry • Chicago’s First Lady Cruises to build 98', 250-passenger vessel at Burger Boat

AT A GLANCE 8 8 9 10 10 11 11

On the Water: Voyage plans and intensifying storms — Part II. Captain’s Table: Big issues facing operators and mariners. Energy Level: Closing the operating expenses gap. WB Stock Index: Small increase for WorkBoat stocks in November. Inland Insider: Trade slowdown could hurt barge operators. Insurance Watch: Find out about your coverage before making a claim. Legal Talk: Working at sea and mental health.

NEWS LOG 12 12 12 12

Coast Guard goes over its new vessel needs at the WorkBoat Show. Take care of vessel maintenance sooner rather than later. Coast Guard mishandled harassment and bullying complaints, report says. BOEM awards 147 Gulf of Mexico leases.

www.workboat.com • JANUARY 2020 • WorkBoat

DEPARTMENTS 2 6 38 43 44

Editor’s Watch Mail Bag Port of Call Advertisers Index WB Looks Back

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Application Variations - recreational - center counsel - fishing - landing craft - fire/rescue - passenger - pilot - MILITARY/patrol - COMMERCIAL - GOVERNMENT SERVICE - electric

Editor’sWatch

A strong display

like to be as positive as possible in my post-International WorkBoat Show assessments each year, always trying to find signs of hope no matter how dire the circumstances. This year — the 40th version of the show — most of the news I heard was positive, without the need to go mining for optimistic tidbits. For us, the biggest news at the show was the continued increased interest in the burgeoning offshore wind sector. At last year’s show, we featured a session on the subject for the first time, part of our Offshore Program. This year, offshore wind energy was a major presence at the WorkBoat Show, a sign of accelerating interest in ocean power from coastal states and the opportunity it could bring to the U.S. maritime sector. More than a dozen featured expert speakers on offshore wind attracted audiences to our conference programs, including representatives of companies with years of offshore experience in the U.S. oil and gas industry. December’s show in New Orleans included an inaugural networking session for the U.S. offshore wind energy sector. About 225 guests registered for the morning breakfast session at the Hilton New Orleans Riverside hotel, to hear offshore wind experts update attendees on the latest developments. One speaker that piqued the interest of boatbuilders, operators and others was Jason Folsom of turbine manufacturer MHI Vestas. He estimated that the U.S. offshore wind industry will need about 50 crew transfer vessels by 2035. Folsom added that based on current project proposals, around 266 new and repurposed U.S. vessels could be

David Krapf, Editor in Chief

employed over 10 years (this includes construction vessels, cable laying vessels, geotechnical and others). But the show wasn’t all about offshore wind. Hybrid technology was again prominent. John Buchanan, president of Harbor Docking and Towing Co. LLC in Lake Charles, La., brought one of his two new hybrid tugs to the show, the Ralph. They are the first two tugs in the U.S. with Caterpillar hybrid propulsion systems. The Ralph was moored behind the convention center and was open for tours during the WorkBoat Show.

dkrapf@divcom.com

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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 18 by Diversified Business Communications. Printed in U.S.A.

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EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

CONTRIBUTING EDITOR

Kirk Moore kmoore@divcom.com

CONTRIBUTING WRITERS

• Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Betsy Frawley Haggerty • Max Hardberger • Joel Milton • Jim Redden • Kathy Bergren Smith

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Preserve the Jones Act

n response to your editorial in the November 2019 issue of WorkBoat (“The Jones Act turns 100”), we are in favor of preservation of the Jones Act, including its rules pertaining to cabotage. My friends and classmates (Mass Maritime Academy, class of 1968) agree that the Jones Act must be preserved. I am a retired merchant mariner

(USCG Chief Engineer Steam and Motor-Any Horsepower). My immediate family has over 120 years of both Coast Guard and merchant marine experience/ employment including matters specifically pertaining to the Jones Act. Our experience spans five generations Obviously we are in favor of the Jones Act based upon our firsthand knowledge and experiences. Marine transportation, safety at sea, training of

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licensed and unlicensed personnel, as well as jobs preservation and shipbuilding are subjects frequently discussed at home. We also understand and are able to compare our U.S. merchant marine directly against others since three in my family (myself included) have been employed by foreign maritime entities including the government of Indonesia (U.S. AID supported), PN Pertamina, Karlander and others as maritime experts and consultants. I can attest that U.S. trained mariners are the best in the world. Safety and training does count. We have witnessed both the expansion and decline of the U.S. merchant marine as well as the improvements of mariner employment conditions and welfare. My grandson (a senior at Mass Maritime Academy and soon to be a third mate) has asked for my historical, economic, and Coast Guard Academy training documents (original draft documents) currently in my possession. Obviously the Merchant Marine Act of 1920 and U.S. history were important in years long past, but now forgotten by today’s politicians and educators. History has been forgotten. Today, most politicians have no memory of the history of the U.S. merchant marine including why the Jones Act was initially enacted, and later modified, in the first place. Welfare, safety and national security were the key factors. So, while the United States can’t influence worldwide marine transportation, it can regulate and control U.S. interstate commerce (similar to our interstate commerce regulations for air travel). U.S. homeland security and marine safety (ports, for example) tend to take a back seat to cries by foreign-flag shippers that they don’t have access to our interstate marine commerce. The lower cost is the basis to allow foreign-flag vessels to compete interstate, but we all know what would be the end result. The end of our merchant marine. Wilfrid N. Derby President Wellington Development Corp. Manchester, Md.

www.workboat.com • JANUARY 2020 • WorkBoat

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On the Water

Voyage plans and intensifying storms — Part II

By Joel Milton

Joel Milton works on towing vessels. He can be reached at joelmilton@ yahoo.com.

he atmospheric and oceanic conditions that are conducive to rapid intensification are essentially the same conditions needed for formation of a tropical cyclone in the first place. This means that they are almost continuously monitored by weather satellites, radar, balloons, regularly submitted ship observations and occasionally by aircraft. Tons of data is generated, numbers are crunched, and prognostications made. But it is not about certainties, of which there are none. It’s all about highly variable and subjective probabilities, how they are come by, and what you choose to do with them. The area that you’re operating in or are near to or heading towards, may be experiencing conditions that range from very favorable to very unfavorable (or in between) for further development or strengthening. This is determined by meteorologists who often disagree on the interpre-

Captain’s Table

Important inland rivers issues

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

n November, the Passenger Vessel Association (PVA) held its Rivers Region Meeting at our new BB Riverboats facility in Newport, Ky. Each year, I am reminded that the inland rivers is where PVA was founded nearly 50 years ago. Then, a small group of committed and like-minded riverboat operators came together to identify a much needed source of marine insurance and to develop a coordinated effort to address a variety of Coast Guard issues. But this annual meeting presents more than the opportunity to just reminisce. It offers riverboat operators a chance to discuss a range of current issues facing operators and mariners. At the meeting, the Coast Guard’s new Mariner Medical Manual was discussed in detail. Also, an in-depth presentation that recounted the events leading up to the fire aboard the dive boat Conception and those aboard the Island Lady and the Tahoe Queen highlighted lessons learned and crew training recommendations. Unfortunately, accidents are reminders for operators to regularly review emergency procedures and

tation of the data, just as their computer models (represented by the spaghetti diagrams) vary in degrees. So, we’re simply being given the best guess as to what is deemed most likely to occur, based on data that is mostly a snapshot in time, updated every six hours as new data is obtained and reinterpreted. There can never be a guarantee. I give all tropical cyclones the respect they deserve and a correspondingly wide berth. Because if a “simple” tropical depression (or even just a wave) suddenly begins undergoing unpredicted rapid intensification while we have foolishly strayed too close to it, we may wind up in a situation where all or most of our escape options are taken away with equal rapidity. Rare would be the circumstances where a conventional tug and tow could hope to comfortably outrun a close-range cyclone on the move. To this end, the minimum safe distance I try to keep between the vessel and a cyclone or potential cyclone isn’t based so much on the strength of it in a given moment but rather on its potential, especially early on in the process. Thus, I regard them all as potentially lethal, and then act accordingly.

drills. During the meeting, we also discussed increased congestion on the navigable waterways. Much of this congestion is the result of growing public interest in recreational watercraft such as paddleboards, kayaks and canoes. As a result, mariners must constantly be on the lookout for those who are unfamiliar with the rules of the road. This type of congestion will only get worse, so we need to better educate the recreational boating public to help avoid future accidents. An alarming trend is the increased frequency of active shooter incidents across the U.S. The meeting featured a presentation entitled, “How to Plan and Carry Out an Active Shooter Drill: Outcomes and Benefits.” My company recently cooperated with the Coast Guard’s Area Maritime Security Committee in an active shooter drill that helped us plan and understand how to respond should something like this occur aboard one of our vessels. While there has not been an active shooter incident on board a commercial vessel, it is wise to prepare for the worst. I encourage you to work with local law enforcement agencies to organize an active shooter drill. www.workboat.com • JANUARY 2020 • WorkBoat

WORKBOAT GOM INDICATORS

Energy Level

SEPT. '19 OCT.'19 NOV. '19 NOV. '18 WTI Crude Oil 54.09 55.60 58.07 51.46 Baker Hughes Rig Count 22 21 22 23 IHS OSV Utilization 30.4% 29.2% 28.9% 31.2% Price bpd) U.S. Prod GOM Rig Count Util. Rate % U.S. Oil ProductionWTI (millions 12.41000s bopd 12.6* 12.9* 11.7 Sources: Baker-Hughes; IHS Markit; U.S. EIA

*Estimated

Closing the opex gap

GOM RIG COUNT

GOM Rig Count

By Jim Redden, Correspondent

hough the deepwater Gulf of Mexico has yet to recoup the drilling moxie of five years ago, the sector has become more economically competitive with short-cycle shale plays, thanks largely to tie-backs into existing infrastructure. Chevron, for one, says operating expenses in the deepwater Gulf have dropped to below $10 bbl., a significant reduction from the average opex recorded in 2014. “In terms of the Gulf of Mexico, we’ve seen our unit development cost come down to where we are now targeting $16 to $20 a barrel for new facilities and projects,” James Johnson, executive vice president, upstream, told analysts in a Nov. 1 conference call. The widespread game plan of tying new wells into existing production facilities not only reduces costs but takes away the quick payback advantage of shale, which is already struggling with diminished investor appetite. “As you look at the short cycle of the tie-back strategy operators are using in the Gulf, it really makes the shale and offshore a lot more equal from an investment point of view,” said Rystad Energy analyst Joachim Milling Gregersen, who tracks the Gulf of Mexico as part of the Norwegian consultancy’s upstream team. “With that in mind, we see investments increasing and we expect that to continue going into 2020.” On the basis of average operating days, Rystad expects overall Gulf drilling activity at year-end 2019 to match 2018, which was up from the year prior but still accounted for only half of the cumulative 12,000 drilling operating days recorded in the 10-year high water mark of 2014. Notably, the past five years have seen a steady decline on the shelf with nearly all new drilling now concentrated in deeper waters. “Looking exclusively at deepwater, drilling picked up last year, while shal-

30 25 20 15

11/18

11/19

10 5 0

low water drilling has become less and less attractive,” Gregersen said in an interview. Diamond Offshore Drilling agrees 18-Nov that deepwater is narrowing the once Dec-18 Jan-19 19-Feb 19-Mar Apr-19 19-May Jun-19 Jul-19 19-Aug Sep-19 Oct-19 Nov-19

9 10 11 12 13

wide competitive gap with shale. “It (deepwater) remains an important part of the supply stack for our clients,” President and CEO Marc Edwards said 23 in an Oct. 28 earnings call. 24 19 22 23 21 23 26 25 26 22 21 22

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WorkBoat Composite Index Index ekes out small gain in November

he WorkBoat Composite Index gained 11 points in November, or less than 1%. For the month, losers topped winners 16-14. The Operators Index posted a slight loss, two points, but made up four of the top percentage losers in November. Among them was Tidewater Inc., which was off 6% for month. At the International WorkBoat STOCK CHART

Show in December, Quintin Kneen, the company’s president and CEO, said the financial environment for offshore service vessel operators is “bruising.” He said for the market to turnaround, more consolidation, such as the 2018 merger of Tidewater and GulfMark, need to occur. And, importantly, there is still overcapacity in the OSV market, with too many companies with too much Source: FinancialContent Inc. www.financialcontent.com

INDEX NET COMPARISONS 10/31/19 11/29/19 CHANGE Operators 316.02 314.11 -1.91 Suppliers 3,547.11 3,587.17 40.05 Shipyards 3,150.00 3,145.24 -4.76 WorkBoat Composite 2,134.97 2,146.15 11.18 PHLX Oil Service Index 64.80 67.59 2.79 Dow Jones Industrials 27,046.23 28,051.41 1,005.18 Standard & Poors 500 3,037.56 3,140.98 103.42 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/

Inland Insider

Slowing of world economy could affect barge industry

conomists told the barge industry recently that the world economy is in a fragile state, indicating that a convergence of unrest, political instability and trade disputes in many parts of the globe could affect the movement of commodities along the U.S. waterways system. Tell-tale signs of a slowdown include a deceleration of world trade linked to rising protectionism and a drop in investment, said Tom Scott, global director of agribusiness consulting at IEG Vantage. Scott spoke at the Waterways Council Inc. Annual Waterways Symposium held in Pittsburgh in November. He said that real GDP (gross domestic product) growth in major economies is slowing nearly everywhere, and in this low growth environment, industrial materials prices remain constrained. Global real GDP growth will slow from 3.2% in 2018 to 2.7% in 2019, and 2.6% in 2020, due to decelerations in world trade and investment, he said. Economic growth in the U.S. will settle in near 2%, doing slightly better than other countries due to strong consumer finances and fiscal and monetary stimulus. Unemployment is expected to reach a low of 3.3% in 2021, but the U.S. deficit 10

PERCENT CHANGE -0.60% 1.13% -0.15% 0.52% 4.31% 3.72% 3.40%

debt supporting too many vessels. Kneen, who was GulfMark’s president and CEO from 2013 up until the 2018 merger, said that in the past 18 months the number of vessels scrapped by Tidewater is close to the number of vessels acquired from GulfMark. Kneen suggested that the lack of scrapping is partially caused by the thinking among some that there is always some hope. He said that many older units will likely be “scrapped in place.” That’s because with expensive reactivation costs, which are about $1.5 million per vessel with a 45-day timeline, these older OSVs will never come back into service. “Nearly 40% of all stacked vessels are 20 or more years old and are effectively obsolete.” Kneen added that many vessels on order might never be delivered. But there is some hope, Kneen said, with industry demand improving and high spec PSVs at the forefront of the recovery. — David Krapf

continues to increase and the trade balance continues to deteriorate. By contrast, growth in the Eurozone will average about 1% in 2019-2021 and growth in the UK will drop under the prolonged and uncertain Brexit process. If there is no deal, Scott expects the UK economy to slide into a recession for two years. By Pamela Growth in Asia remains strong, he Glass said, but a slowdown in China will start to weigh on the region’s progress. “Economic risks have risen, but not enough to trigger a near-term global recession,” Scott said. “These include U.S.China trade conflicts, hostilities in the Middle East, rising debt levels and political uncertainty in many parts of the world.” The World Trade Organization in October offered similar predictions, saying that world trade in merchandise is expected to grow by only 1.2% this year, which would be the weakest since 2009 when it sunk almost 13% during the worst global recession since the Great Depression. These dangerous trends are important to the barge industry, as many of the commodities carried on the inland system are destined for export, such as coal, agricultural goods and energy products, and could compound the industry’s recovery from a slew of challenges it faced in 2019. www.workboat.com • JANUARY 2020 • WorkBoat

Insurance Watch Do you have coverage?

D By Chris Richmond

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

o I have coverage for that?” This is a question insurance agents are asked often and, unfortunately, too often it is asked after a claim has occurred. The liability policy you have for your business may have some extra bells and whistles, but often these come with low limits or exclusions. Here are three often discussed coverages: • Just about every business is at risk for a cyber claim. If you have a smart phone or computer then you have a cyber risk. Many insurance companies are now offering a cyber endorsement but these often come with limited coverage and low limits. For peace of mind, look into a stand-alone cyber policy that can offer limits of up to $1 million or more. While the premium is going to be more, the broader coverage will provide the protection needed when the inevitable cyberattack happens. • The lost revenue your business incurs after a claim forces you to shut down temporarily is typically not included in your general liability policy.

Legal Talk

Mental health at sea

A By Tim Akpinar

Tim Akpinar is a Little Neck, N.Y.based maritime attorney and former marine engineer. He can be reached at 718-224-9824 or t.akpinar@ verizon.net.

career in the maritime industry is often thought of as an exhilarating and lucrative adventure. Reality shows depict scenes of ships bashing through heavy seas and deckhands running across windswept decks. While those elements of excitement and danger are always present for the commercial mariner, the part we don’t see is the toll it takes on mariners’ mental health. A recent study from Cardiff University looked into the issue of mental health risks aboard vessels. Why is this issue important? Over the years, I’ve read countless court decisions dealing with collision, injury, assault, and other events at sea. I can’t help but wonder how many of those situations might have turned out differently if shipboard conditions had been better in terms of psychological well-being. The Cardiff study examined many issues, from depression to anxiety. It made use of interviews and surveys submitted by seafarers. While based on the international cargo industry, the study’s findings are relevant for all commercial vessels. Some of the study’s recommendations included

www.workboat.com • JANUARY 2020 • WorkBoat

You need business income coverage. This helps make up for some of the lost revenue from a business shut down. You should also consider adding extra expense coverage. This could help cover costs incurred when you relocate your office to a new location while repairs are made. If your loss is centered on a vessel then loss of use must be added to the boat’s policy. Be sure to take a look at the deductible on loss of use. This is measured in days after the claim occurred and often can be negotiated. • Crime coverage is another example where limited coverage is available on your commercial property policy. However, many exclusions make a true crime policy much more attractive when looking at your business risks. Expanded areas of coverage include employee theft, forgery and alteration, and theft of money or property inside or outside your building. It is important to understand not only what your current insurance policy covers but also what it does not. Only then can you determine if you are comfortable self-insuring certain portions of your business or whether you need to expand your current policy to fill in the gaps.

free and unlimited internet, interactive recreational activities (as well as solitary ones), comfortable mattresses with cabins prioritized for rest and sleep, and good-quality food with plenty of variety. It also recommended anti-bullying and harassment policies. In terms of recreational activities, the study endorsed a minimum of four of the following: ping pong, darts, barbecues, karaoke, card/board games, and bingo with prizes. Also prescribed were one selection from a choice of basketball, squash, or swimming, which are only suited for larger vessels. The study also recommended liberal shore leave for all ranks, and work contracts that balance work and leave time in a ratio of no more than 2 to 1. In addition to confidential counseling services, the study identified the need for officers receiving training in creating a positive atmosphere on board. Again, it’s important to remember the context of this study. It was based on information from international seafarers. However, the common thread for all commercial mariners is that life on the water can take its toll on one’s mental health. Maritime workers live in a universe which is mostly invisible to society. It’s a universe that imposes difficult work schedules, isolation from family, and confinement. 11

JANUARY 2020

NEWS LOG

NEWS BITTS

U.S. Coast Guard

Coast Guard lays out its boat needs during WorkBoat Show

About 180 Coast Guard boats each year hit their expected 10-year service life.

he Coast Guard is preparing for a new round of five-year contracts to obtain over-the-horizon (OTH) cutter boats, long-range interceptors and trailerable aids to navigation boats. With an overall fleet of some 1,800 vessels 64' or less, about 180 boats each year hit their expected 10-year service life, said Mark Porvaznik, manager of the Coast Guard’s boat acquisition program. Porvaznik spoke during a Think Tank session at the 40th International WorkBoat Show in New Orleans in December. “In the last few years we’ve pumped out about 80 (new) boats a year … so the fleet is aging,” Porvaznik told a full audience including boatbuilders and other suppliers. The now-venerable 47' motor lifeboats’ service life extension contract was awarded in August 2019, and Cmdr. Carlos Crespo, chief of the platforms division in the Coast Guard’s Office of Boat Forces, said planners are moving on to the rest of the list. The service issued three requests for information (RFIs) to industry in the last two weeks in preparation for three projects: the OTH Gen V cutter boat, the next iteration of the high-speed mainstay of counter-drug patrols, the 25' trailerable aids to navigation tender, and 35' long-range interceptors for the national security 12

cutters. Porvaznik said the OTH-V program aims for 200 new boats to be built in 2020-2030 for new cutters, capable of stern ramp operations and single- and dual-davit hoist. The 25.5'×9.5', 7,500-lb. rigid hulls will have a 150 nautical mile range and top speed of 38 knots, powered by diesel waterjets and equipped with shock absorbing seating. — Kirk Moore

Paying for vessel maintenance now will save money later, shipyard official says

our decades of running fleets and a shipyard will teach you to spend money upfront and avoid more pain later, said Arlen “Benny” Cenac Jr. “The most important thing to us is ‘What will keep that boat afloat?’ ” said Cenac, the third-generation owner of Cenac Marine Services-Main Iron Works based in Houma, La. “Too many people own boats with patches on the bottom, with tubes leaking like crazy. Those days have been gone for us by 40 years,” Cenac told the audience at the International WorkBoat Show Maintenance and Repair program in New Orleans in December. “Good communications on the maintenance side of the vessel” is critical to success,” Cenac stressed. It establishes security for the crews, “so they go off watch they know they are on a safe vessel,” he said. When the boat goes into drydock, conversations and visits by the boat captain, the owners’ captain of the port and shipyard manager establish common understanding of the boat’s

USCG MISHANDLED HARASSMENT AND BULLYING COMPLAINTS

he House Committee on Oversight and Reform and the Committee on Homeland Security released a joint report in December that said the Coast Guard mishandled complaints of harassment and bullying and failed to hold those in leadership accountable for their actions. The investigation focused on examining the Coast Guard’s processes for receiving, investigating, and resolving allegations, the report said. This includes processes for determining whether any actions, such as disciplinary actions, should be taken in response to any findings resulting from investigations.

BOEM AWARDS 147 GULF OF MEXICO LEASES

he Bureau of Ocean Energy Management (BOEM) completed its required evaluation to ensure the public receives fair market value for tracts leased in Gulf of Mexico Regionwide Lease Sale 253, held in August 2019. After extensive geological, geophysical, engineering, and economic analysis, BOEM has awarded 147 leases on tracts covering 812,000 acres. The accepted high bids are valued at $155 million.

Go to workboat.com/news for the latest commercial marine industry news.

issues and needs, said Cenac. “Not to brag, but I think we were way ahead on this Sub M thing,” said Cenac of the Coast Guard’s sweeping safety requirements for towing vessels. “We do detailed workups of what that boat needs and how to get it done.” Cenac ticked off his longtime punch list of what to check: cooler boxes, stuffing boxes, bladder seals, wear and tear on the bottom of the hull. — K. Moore

www.workboat.com • JANUARY 2020 • WorkBoat

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Offshore Wind

Course Correction BOEM reconsiders offshore wind plans, but developers undaunted.

The Block Island Wind Farm went into operation in 2016 and service companies who worked on the project think they can make their Rhode Island location a base for the East Coast industry.

Department of Interior review of the potential cumulative impact of East Coast offshore wind energy development has not dampened the enthusiasm of Northeast states welcoming what they expect to be a major new maritime industry. Triggered when National Oceanic and Atmospheric Administration fisheries experts refused to sign off on one New England project, the study of environmental and maritime implications from possibly hundreds of wind turbines is officially scheduled for delivery in spring 2020 — although there’s speculation in the industry that it may be delayed several months. But industry advocates say the nascent U.S. industry’s momentum is continuing, with new contracts and commitments, and expectations of new Bureau of Offshore Energy Management (BOEM) offshore lease sales in New York Bight and California waters. “In 2020 we’ll have additional leases coming on line in New York and California. This will become a bicoastal industry,” Liz Burdock, president and CEO of the Business Network for Offshore

Wind, said at the 40th International WorkBoat Show in New Orleans in December. While BOEM controls the granting of offshore leases, “the states are feeding the market,” with their ambitious plans to dramatically boost renewable energy supplies, said Burdock. Massachusetts, New York, New Jersey and others are seeking offshore wind as a replacement as aging fossil fuel and nuclear power stations are phased out in the Northeast. The permitting of as many as 15 federal leases is on a pause along with a BOEM environmental impact statement on the Vineyard Wind project off Massachusetts, as the agency examines the potential impact of building those turbine arrays on the environment and other maritime uses. The Interior Department ordered that review after the National Marine Fisheries Service refused to sign off on the Vineyard Wind impact statement, the target of commercial fishing advocates who say the effect on both the environment and their industry are being underestimated. The review is “a tap on the brake” by Interior officials and is likely to be to the long-term benefit of the wind industry, said Ross Tyler, a senior

DOE

By Kirk Moore, Contributing Editor

www.workboat.com • JANUARY 2020 • WorkBoat

Atlantic Wind Transfers plans to build two Chartwell 24 crew transfer vessels at Blount Boats, Warren, R.I.

seakeeping abilities, and excellent stationkeeping performance.

The next hurdle will be building larger vessels in the U.S., and Vard took a first step when ABS announced that it had granted the first approval in principle (AIP) to the company for its design of a Jones Act service operation vessel (SOV) for offshore wind operations. The AIP, awarded at the WorkBoat Show, covers a customized version of Vard’s 4 07 US SOV design, with primary functions including accommodation, transferring technicians to installations, and storing spare parts and tools for operations in U.S. offshore wind farms. With longer endurance and more accommodations than day-boat crew transfer vessels, the SOV class will be critical to operations and maintenance of wind arrays. Vard says its design will be environmentally friendly with a focus on low fuel consumption and ease of construction. A state-of-the-art hull form designed for all weather conditions is combined with a propulsion package for economical steaming, enhanced

ABS

MORE INVESTMENT Investment in U.S.-built vessels to serve offshore wind projects is a signal of increased momentum. In early December offshore wind farm support company Atlantic Wind Transfers of Rhode Island — operators of the Atlantic Pioneer, the first U.S.-flag crew transfer vessel — announced they will build two state-of the-art Chartwell 24 CTVs, developed by Chartwell Marine. The vessels, to be deployed in support of new wind farms off the East Coast, will be built at Blount Boats, the Warren, R.I., company that built the Atlantic Pioneer, with delivery scheduled for 2020. “This is another major milestone for us as we expand our operation and aim to support the local supply chain along the East Coast of the United States,” said Charles Donadio, CEO of Atlantic Wind Transfers, whose company carries crews out to the Block Island Wind Farm, the first U.S. commercial offshore wind energy installation. Atlantic Wind Transfers, Blount and WindServe Marine — a subsidiary of New York-based Reinauer Transportation — are betting that their location on Narragansett Bay and experience can be parlayed into making Rhode Island a major service center for the industry.

Atlantic Wind Transfers

developer with RWE Renewables. “It’s better that we have this review at this point, than when we have two or three utility-scale projects underway,” said Tyler, until recently the vice president of the Business Network for Offshore Wind. Both Burdock and Tyler say the pause creates some breathing space for more U.S. companies to get involved in planning for offshore wind projects and the domestic supply chain it needs to develop, apart from the global industry’s northern European roots. “I actually see this as a positive,” said Burdock. “We were moving so quickly that a lot of U.S. businesses were not able to jump in. We’re continuing to add projects. This will be resolved.”

ABS issued an approval in principle for a Jones Act-compliant U.S. service operation vessel for the offshore wind industry, a customized version of Vard’s 4 07 US SOV design.

www.workboat.com • JANUARY 2020 • WorkBoat

PROMISING FUTURE Longtime Gulf of Mexico offshore operator Joseph A. Orgeron said the Block Island project validated his conviction that there is a big future in the offshore wind industry. Now business and technology developer for Second Wind Maritime based in Galliano, La., Orgeron told industry colleagues at the WorkBoat Show about his experience bringing Gulf of Mexico liftboats north to Rhode Island. After the relatively wide open Gulf coast, working in New England was tricky, Orgeron recalled. After travelling up the East Coast and into Narragansett Bay, the liftboats faced the Clairborne Pell/Newport Bridge suspension span. With their 235' jackup legs, and just 196' of air draft under the bridge, the liftboat operators had to work a careful transit plan with the Coast Guard. So, the trick was to lower the legs some feet and “kind of do a limbo under the bridge,” Orgeron explained. “Fortunately, there’s about 115 feet of water under the bridge.” Similar constraints face the industry at other Northeast ports too, and wind advocates and workboat providers say a lot of networking will be needed to organize construction. Wind developers have long worried about finding enough equipment to establish their industry here. Block Island showed that the Gulf of Mexico offshore industry can bring its combined experience and equipment to the game “as a cost-effective asset they hadn’t thought of,” said Orgeron. 15

ATBs 4,000-cubic meter liquid natural gas ATB barge is scheduled to be delivered in the first quarter of 2020.

Love Connection By Ken Hocke, Senior Editor

t’s fair to say that the articulated tug/barge (ATB) unit has revolutionized the towing industry. Linking the tug and barge together with a connection system pin versus hawser winches and heavy towing gear gives ATB owners more flexibility and increases safety. Naval architect Robert P. Hill, president, Ocean Tug & Barge Engineering Corp., part of Hyperion Marine Engineering Group, expertly laid out the advantages of ATBs in a white paper a few years ago. Hill, considered one of the foremost authorities on modern ATBs, cited the following advantages: • Reduced bow damage to barges because the tug crew can feel excess pounding they cannot sense at the end of a tow wire. • Reduced fender replacement and tow wire replacement costs. • Lower back injury claims from not having to handle backing wires and towing gear. • More control over barge and less dock damage, emergency maneuvers without fear of breaking wires or tripping the tug. • Higher average speeds both light and loaded. • Ship-reliable ETAs, providing improved scheduling capability. • Greater crew comfort and reduced hazards

• • • • •

•

• • • •

from handling tow wire. As much as 25% fuel savings vs. towing. Ability to sail through a wider range of weather conditions. Ability to enter ports with severe bar situations. Reduced port time/elimination of transfer time from pushing to towing gear and back. Improved fuel economy from reliable autopilot function — less rudder carried to compensate for loose backing wires or fighting a tow line in seas. Availability of a large, high horsepower ocean tug for emergency and salvage work, and a means to deploy a spill boom in an accident. No crew needed on deck to connect or disconnect — all functions controlled from pilothouse. Reduced construction costs vs. a tanker of equal deadweight. Reduced engineering costs vs. a tanker of the same deadweight. Annual delivered tonnages competitive with a tanker due to the higher speed of an ATB vs. towed barge.

VT Halter Marine

Popularity of ATBs continues to grow, years after their introduction.

www.workboat.com • JANUARY 2020 • WorkBoat

Ken Hocke

“With over 35 years of experience engineering systems and vessels for the tug/barge industry — 34 of that working with ATBs — I’ve watched the tug and barge industry begin a slow transformation,” Hill wrote. “More and more, owners are turning away from hawsers and heavy towing gear and moving toward pushing barges at sea — a transition made possible by the application of the ATB. Whether the connection system be Intercon, Marine Specialties, Artubar or others, the ATB has provided the tug and barge industry with a vessel that can effectively compete with ships in two areas where ships were long held to be better performers. These are the areas of speed and weather reliability.” Hill said that an ATB can run at greater speeds than a conventional towed barge. Some operate at speeds of more than 13 knots. In addition, bad weather can create a host of problems. “Lower cargo rates and the days of bloated inventories were once enough to allow shippers to overlook the delays. But in the modern world of reduced inventories in terminals and the need for scheduled deliveries, weather delays with towed barges are an increasing problem,” Hill wrote. “Coupled with that is the increased exposure to financial penalties created under OPA ‘90. A parted hawser in bad weather could in some cases be the virtual end of a company.”

Shane Guidry, Q-LNG Transport’s CEO (left); Sen. Roger F. Wicker, R-Miss. (center); and Ronald Baczkowski, president and CEO, VT Halter Marine (right); jointly announce the names of the barge and tug that make up Q-LNG’s new ATB.

SOMETHING NEW In 2017, New Orleans-based Q-LNG Transport LLC awarded a contract to VT Halter Marine, Pascagoula, Miss., to build a first-of-its-kind (in the U.S.) liquid natural gas (LNG) articulated tug-barge unit. In October 2019, the 4,000-cubic meter, 324'×64'×32'6" liquid natural gas ATB barge Q-LNG 4000, was launched at VT Halter. The ATB also consists of the 128'×42'×21' 5,100-hp tug, Q-Ocean Service. “The Q-LNG 4000 is dedicated to delivering safe transit to all ships and ports it will serve,” Shane Guidry, chief executive officer of Q-LNG Transport, said during the launching ceremony. “Q-LNG Transport is committed to being a leader in developing LNG infrastructure in the United States and abroad.” The Q-Ocean Service is powered by twin GE 6L250 MDC, Tier 4

The 128'x42'x21', 5,100-hp tug Q-Ocean Service.

www.workboat.com • JANUARY 2020 • WorkBoat

main engines and connected to Wärtsilä Z-drive units. The new ATB is scheduled for delivery in the first quarter of 2020 and will work under a 15-year contract for Shell Trading (U.S.) Co., delivering LNG fuel to ports in Florida and the Caribbean. Q-LNG 4000 and Q-Ocean Service are designed to provide ship-toship transfers of LNG to vessels that use LNG as a fuel source and also shipto-shore transfers to small scale marine distribution infrastructure in the Gulf of Mexico and abroad. Ronald Baczkowski, president and CEO of VT Halter, said the launch of the LNG barge “marks a significant milestone in our role to deliver cleaner and more efficient fuels for the cruise and commercial ship industries.” The new ATB will bunker Carnival Cruise Line’s two new dual-fuel ships and two dual-fuel Siem Car Carrier’s pure car/truck carriers chartered by the Volkswagen Group to transport vehicles from Europe to North America. Guidry told WorkBoat after the ceremony that he has plans to build another LNG ATB at Halter. “This one will be twice the size,” he said. OTHER NEWBUILDS ATB newbuilds contracted for, under construction or delivered over the past year include: • Crowley Fuels signed construction contracts to build a 55,000-bbl. ATB that is specifically designed to serve the Western Alaska market with delivery 17

of clean fuel products. Master Boat Builders, Bayou La Batre, Ala., will build the tug and Gunderson Marine LLC will build the 350', 55,000bbl. tank barge. Construction on the barge will begin in the first quarter of 2020, with delivery of the ATB expected by January 2021. • Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis., has been awarded a contract to build a 340'×66'×32'10", 5,400-cubic-meter tank barge for Polaris New Energy (PNG). The contract includes options to build two sister barges. The barge will be used for the coastwise transportation of LNG. The barge will operate as an ATB unit that will initially run along the U.S. East Coast providing LNG bunkering solutions to customers. The ATB will be fitted with four 1,350 CBM IMO Type C tanks. It will utilize a cargo handling system designed and developed by Wärtsilä.

Island Tug and Barge/Tidewater Canada

ATBs

The Island Regent ATB tug was named one of WorkBoat’s Significant Boats of 2019.

• Island Tug and Barge (ITB) christened the second of its new 82'×41' custom-built, state-of-the-art ATB tugs, the Island Regent, last summer. The tug was designed by Robert Allan Ltd., Vancouver, British Columbia, and is paired with ITB’s double-hulled oil tank barge, the ITB Reliant, to form an ATB.

C&C

• Overseas Shipholding Group Inc. (OSG) is building a second 204,000bbl. oil and chemical ATB barge at Gunderson Marine. The barge, scheduled for delivery in the second half of 2020, will be designed and built to be paired with one of OSG’s existing tugs, replacing a rebuilt barge unit which will be phased out.

MARINE AND REPAIR

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www.workboat.com • JANUARY 2020 • WorkBoat

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Deck Equipment Lighting

Tension Relief New winches and new designs.

By Michael Crowley, Correspondent

ecently, Markey Machinery sent several winches to Gulf Island Shipyard for various Robert Allan Ltd. (RAL) designed tugboats. That includes two newly designed winches for an RAL Tundra 3600 Ice-class 1A tug, the Seaway Guardian, being built at the Jennings, La., shipyard for the Saint Lawrence Seaway Development Corporation (SLSDC). One of the winches is a 100-hp, single-drum, Ice-class electric towing winch, model TES34UL, that has to fit inside an enclosed winch room on the stern with the towing wire emerging through a small aperture in the back of the winch room. That’s not a common way to set up a towing winch, but Markey had done “similar applications for tugs operating on the Saint Lawrence Seaway,” said Scott Kreis, Markey Machinery’s vice-president of sales and engineering. Another uncommon feature for the towing winch is a line tension display system. “It’s quite common on rope winches on the

bow, but not on towing winches.” The second winch is a newly designed 20-hp variable speed electric tugger winch for handling aids to navigation on the aft deck. Usually an electric tugger winch is one speed but this joystick-controlled winch is variable speed and designed for either wire or rope. Markey Machinery winches are also destined for two Robert Allan designed tugs for G&H Towing Company that Gulf Island Shipyard is building. The eight previous G&H Towing tugs built at Gulf Island were launched with Markey’s standard Class-2 hawser winch, the 75-hp DEPCF-52. For the next two tugs, G&H Towing told Markey that “they wanted something to give them enhanced operations while doing escort work,” said Kreis. Markey’s answer was an electric Class-3 100-hp escort winch, the DESF-48A, that was recently developed with line pull that would be equal to the tug’s performance. “It would give them more capability in escorting maneuvers.” www.workboat.com • JANUARY 2020 • WorkBoat

Gulf Island Shipyard

Markey 75-hp DEPCF-52 winches were installed on eight G&H tugs built at Gulf Island Shipyard.

Markey Machinery

The Robert Allan-designed Tundra 3600 Ice-class 1A tug Seaway Guardian.

thing for us,” said Kreis. The first of the new escort winches with the beefier level wind, the Class-3 DESF 48, was shipped to Gulf Island Shipyard in mid-November. OTHER WINCHES Everything that goes on a tug’s deck for working vessels doesn’t have the size, weight and power of a towing or

MAKING MANUAL WINCHES SAFER

nless you work on barges on large river systems, it might be easy to lose sight of the fact that a force other than electricity, diesel or hydraulic fluids may power a winch. Some physical effort in terms of arm and leg muscles is required, a bit of gravity, plus a handle and foot pedal connected to Nabrico’s manually operated FASST Winder Winch. That’s all that’s needed to connect two barges together or bring a barge up to a towboat. The FASST Winder Winch, designed to be a safer alternative to manual winches that rely on a ratchet handle, cheater pipe or Johnny bar, is just the latest in the evolution to make the manual winch safer. Before the ratchet handle, spoked hand wheels were used to tighten down wire rope on the drum of a manual deck winch. You would put your “feet and hands into the spokes to tighten the winch,” said Clint Bryan, Nabrico’s vice president. “You could tighten the winch by using their body weight in the spokes.” But if the spoked wheel spun backwards, you were going to get hurt. Then about 15 years ago, the entire industry “did away with the spoked hand wheel,” Bryan said, and went with the ratchet handle. It was not as easy to use but was safer if used properly. Later, looking back on the changeover, it became apparent the spoked wheel was faster at spooling wire rope onto the drum and people wished an alternative could be developed so they “could go back to doing it quicker but without the risk,” Bryan

www.workboat.com • JANUARY 2020 • WorkBoat

escort winch, but that doesn’t make it any less important. A good example is the Markey 5-hp electric capstan for two RAL-designed Rapport 2400 ship assist/escort tugs for New Orleans-based E.N. Bisso & Son. The tugs are being built at Eastern Shipbuilding Group in Panama City, Fla. The first of the two tugs, the C.D.

Nabrico’s manually operated FASST Winder Winch.

said. Nabrico developed the FAAST Winder Winch in response to that need. There was also an ergonomic reason to offer an alternative to the ratchet. The FAAST Winder Winch, using the foot pedal, requires less physical effort, thus taking stress off the winch operator’s back and shoulders. To operate the winch, start by turning the handwheel on the side of the winch to spool loose wire rope that’s on the deck. When the wheel can’t be turned anymore, and while standing next to the winch, pull the FASST grab handle toward you with both hands and push the foot peg away from you with the foot closest to the winch. Once the engaged position has been reached on the winch, repeat the motions until full tension on the line has been achieved. Depending on a person’s strength and weight and using the grab handle and peddle, Bryan said between 12,000 lbs. and 18,000 lbs. of line pull can be achieved.

Nabrico

The only problem — and it led to a new feature on the escort winch — was a lack of room on the bow between where the winch was to be mounted and the staple. The shorter the distance the greater the angle the line has to come at to the level wind, which induces a higher load on the level wind. That required designing a much more robust level wind. “It was a new

Robert Allan Ltd.

A Markey TES-34UL Ice-class electric towing winch is being installed on the Seaway Guardian.

— M. Crowley

Eastern Shipbuilding

Deck Equipment

Each tug for E.N. Bisso has a Markey DEPCF-42 HS electric escort forward hawser winch.

White, was launched this past August and is scheduled for a late December delivery. The second tug, the A. Thomas Higgins, will be delivered in May or June 2020. The 5-hp capstan — model CEPB-

40 — had to be designed to “drop into the mounting foundation for a tow hook they have on the stern. For us it’s unusual,” said Kreis. That required Markey to work closely with the naval architect “so it would fit within the shipyard supplied

integrated piece and to evaluate the forces within the foundation for the capstan.” The same tugs have a Markey DEPCF-42 HS electric escort winch on the bow with 500' of 8" HMPE line. It’s the fifth and sixth time E.N. Bisso has used this model winch on a new tug. Markey Machinery is currently developing a new class of escort winch. It’s being driven by the recognition that the size and weight of contemporary winches “have quite an impact on tug design and performance,” said Kreis. The goal is to reduce a future winch’s size and weight while enhancing the winch’s performance. Markey is working with some customers and naval architects to help evaluate the developing design. It will be called the AGILE-class escort winch which, Kreis noted, “is spelled with all caps” to emphasize its importance.

HARBOR CAPTAINS AGREE ENDURA 12 IS THEIR GO-TO CHOICE

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Commercial Marine inquiries contact garrett.krapf@teufelberger.com | 508.730.4518

www.workboat.com • JANUARY 2020 • WorkBoat

POWER FORWARD

The International WorkBoat Show is a trade-only conference and expo for commercial vessel owners, operators, and builders as well as the vendors and suppliers that serve them. It’s your annual chance to network, shop, connect and learn among the best in the business. Don’t miss out on this maritime industry tradition.

Don’t forget to mark your calendar for the 2020 edition of the largest commercial marine tradeshow in North America. Registration for the 2020 Show opens this summer!

DEC. 16 - 18, 2020 / NEW ORLEANS Morial Convention Center, Halls B, C, D, E & F

Produced by

Presented by

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS The 320', 4,500-passenger ferry Michael H. Ollis for Staten Island Ferry with its sister vessel, the Sandy Ground, in the background.

David Krapf

Eastern Shipbuilding launches new ferry for Staten Island

astern Shipbuilding Group Inc. (ESG), Panama City, Fla., which incurred massive damage from Hurricane Michael 13 months ago, celebrated its comeback with a giant splash on Nov. 15 when it launched the SSG Michael H. Ollis. The Ollis is the first of three ferries for Staten Island Ferry that the shipyard is building for the New York City Department of Transportation (NYCDOT). “The launch of this iconic Staten Island ferry marks a significant milestone in the recovery of Bay County and Northwest Florida,” Eastern’s president Joey D’Isernia said as Florida Gov. Ron DeSantis, hundreds of employees and special guests, the Coast Guard and others gathered for the event. D’Isernia noted that both the shipyard’s Allanton facility, where the launching took place, and the company’s Nelson Street yard were “virtually unrecognizable” following the hurricane. Many buildings were severely damaged or destroyed, but several partially built vessels, including the ferry, suffered little or no damage. The workforce was back building vessels in just weeks, ESG executive vice president and COO Ken Munroe told WorkBoat. The three new Ollis-class 320'×70'×21'6" double-ended ferries are from a design by Elliot Bay Design Group, Seattle. Each 4,500-passenger ferry features four Electro-Motive Diesel (EMD) 12-710 EPA Tier 4 marine propulsion engines, 24

with two engines powering one Reintjes DUP 3000 P combining gear and one 36 RV6 ECS/285-2 Voith Schneider propeller at each end of the vessel. Total installed horsepower is 9,980. The ferries will each have a crew of 16. Ship’s service power is provided by three EPA Tier 3 marine continuous duty diesel generator sets — Caterpillar C18s driving 480-V, 60 Hz, 3-phase generators each rated at 425 kW. The approximate fuel oil capacity is 30,000 gals. Eastern was awarded the $257 million contract to build the three ferries in 2017. There was no increase in price following the hurricane damage, according to a NYCDOT spokesperson. New York City has operated Staten Island Ferry since 1905. The ferries, which run 24/7 on a 5.2-mile route between St. George Terminal on the north shore of Staten Island and Whitehall Terminal in Lower Manhattan, carry approximately 23 million passengers annually. The Michael H. Ollis is slated to be towed from the shipyard to New York Harbor in August 2020 after sea trials are completed. It will be the first new ferry added to the fleet since 2006. The layout of the three new Ollis-class ferries is similar to the 52-year-old John F. Kennedy ferry, a favorite of commuters and tourists because of its outdoor promenade seating and extended foredecks. The Kennedy and two other boats are expected to be retired once the new ferries are in www.workboat.com • JANUARY 2020 • WorkBoat

67' towboat is the first newbuild for Osage Marine.

Hydraulics Inc. will provide a pair of Quincy F325 reciprocating air compressors and ventilation fans, while R.S. Price & Son Inc. will supply a mini-split heat pump HVAC system in all interior spaces. Blakeney Marine will handle the custom woodwork and interior finishes. Donovan Marine will supply the large aluminum Diamond Sea Glaze windows and the aluminum exterior doors will be from Dales Welding and Fabricators LLC. Byrne Rice & Turner Inc. will supply a pair of Nabrico 40-7HE 40-ton deck winches. Capacities will include 15,600 gals. of fuel, 4,359 gals. potable water and 9,500 gals. ballast water along with providing a maximum 7'9" working draft. Each vessel will have three crew staterooms, 1-1⁄2 baths and a full galley arrangement. Each Osage Marine boat will be powered by a pair of Laborde Productssupplied Mitsubishi S6R2-Y3MPTAW 803-hp Tier 3 diesel marine engines, operated at 1,400 rpm coupled to Twin Disc MGX-5321 gears. Laborde Products is also providing electrical power with a pair of Northern Lights M65C13.2S 65-kW Tier 3 electronic controlled generators with Fernstrum keel coolers throughout. A pair of Sound 70"×48"×7", 4-bladed stainless steel propellers will provide thrust via ABS Grade 2 propeller shafts with Thordon bearings, ThorPlas bushings and shaft seals. RIO Controls and Hydraulics Inc. is supplying the steering system for the two main and four flanking rudders. The boat will have a pair of Quincy F325 reciprocating air compressors and ventilation fans. Schuyler will provide all 18"×12" rubber fendering around the outside perimeter of the vessel and push knees. The towboat will feature a pair of Wintech 40-ton deck winches. Each boat will have 10,400 gals. of fuel, 4,359 gals. potable water and 9,500 gals. ballast water along with providing a maximum 7'9" working draft. Both towboats will have three crew staterooms for six crewman, 1-1⁄2 baths and a full galley arrangement. — Ken Hocke

www.workboat.com • JANUARY 2020 • WorkBoat

service. Staten Islanders chose to honor one of their own in naming the new ferry. Army Staff Sgt. Ollis was a Staten Island native who was killed by a suicide bomber at age 24 while on his third tour of duty in Afghanistan. The second of the new ferries, the Sandy Ground, is named in recognition of a nineteenth-century African American settlement on Staten Island. The third ferry is unnamed. Launch dates for those ferries are pending, according to Eastern Shipbuilding. Before Hurricane Michael, the Sandy Ground was scheduled to arrive in the New York Harbor in summer 2020 and the third ferry had an estimated delivery date of spring 2021. The NYCDOT has not provided updated timelines for the final two Ollis-class ferries. — Betsy Frawley Haggerty

Master Marine to build 1,600-hp towboat, makes delivery to St. Louis

Master Marine Inc.

aster Marine Inc., Bayou La Batre, Ala., was awarded a contract from Marine Chartering Associates LLC, Houston, to build a Subchapter M 67'×28'×9'6" 1,600hp towboat. The towboat design is from Entech Designs LLC, Kenner, La.. There is an option for a second boat. The new fleet towboat will meet “all Subchapter M requirements,” said

Steven Authement, Master Marine’s director of business development. “The first vessel will be delivered and placed into service by the end of summer 2020 with the additional option vessel if exercised to follow.” Master Marine also delivered the first of two 67'×28' Entech-designed vessels, the Charlie T, to Osage Marine Services Inc., St. Louis. It’s Osage’s first newly built towboat and it has all of its Coast Guard certificates for Subchapter M compliance. The towboat for Marine Chartering will be powered by a pair of Laborde Products-supplied Mitsubishi S6R2Y3MPTAW 803-hp Tier 3 diesel marine engines to be operated at 1,400 rpm coupled to Twin Disc MGX5321DC gears. Devall Diesel Services is supplying the two John Deere 4045 65-kW Tier 3 electronic controlled generator-drive engines. The main engines, gears and generators will be cooled by RW Fernstrum keel coolers. A pair of Hung Shin Marine Propulsion LLC 70"×48"×7", 4-bladed stainless steel propellers will provide thrust through two J&S Machine Works 7" ABS Grade 2 propeller shafts with Thordon bearings, ThorPlas bushings and shaft seals with the steering system provided by Custom Hydraulic Components Inc. Schuyler Maritime LLC will provide 18"×11" rubber fendering around the perimeter of the vessel and push knees. Gulf Coast Air &

On TheWays

2019 WORKBOATS AT THE 40TH Metal Shark brings pilot boat and patrol boat to WorkBoat Show

Doug Stewart

etal Shark had two of its boats on display at this year’s International WorkBoat Show, the 45' Defiant pilot boat Jet 2 and a 26' Relentless patrol boat. The shipyard delivered the Jet 2 and its sistership Jet 1 to New Orleansbased Belle Chasse Marine Transportation LLC (BCMT) earlier this year. Both vessels are now operating on the Mississippi River, providing service to BCMT’s Port of New Orleans customers. The Jet 2 was pulled out of service to make an appearance at this year’s show. Designed in-house by Metal Shark and built at the company’s Jeanerette, La., production facility, Jet 1 and Jet 2 are 45' welded aluminum Defiant-class monohull pilothouse vessels featuring a proven hull design, according to shipyard officials. The vessels feature a deck arrangement designed for pilots and

45' Defiant pilot boat.

customized to meet BCMT’s specific requirements. Powered by twin Cummins Marine QSM11 diesel engines coupled with HamiltonJet HJ322 waterjets, Jet 1 and Jet 2 feature pinpoint maneuverability while delivering a cruise speed in excess of 30 knots and a top speed in the 40-knot range. The 26' center-console Relentless patrol boat is for the Florida Fish & Wildlife Conservation Commission. The boat at the show is powered by twin 250 Suzuki outboards.

Zodiac shows off RIB and raiding craft

odiac Milpro brought two vessels to the floor of the 40th International WorkBoat Show this year — a 15'5"×6'3" combat rubber raiding craft and a 14'5"×6'4" rigid hull inflatable boat (RIB). The raiding craft is the only boat of its type that has been used in combat in different theatres and come through successfully. Other features of the vessel include a patented hull shape with the ability to carry a heavy payload on plane, achieve faster speeds than a standard V-bottom hull, maneuverability, and battle tested and qualified for 26

Doug Stewart

RIB is made of marine grade aluminum alloy.

multiple types of missions — airborne operations, insertion and extraction, and underwater cache operations, etc., company officials said. The craft has a maximum payload of 2,756 lbs. and Zodiac recommends using a 40-hp outboard for propulsion though the raiding craft can handle up to 65 hp. The RIB, made of marine grade aluminum alloy, features the following equipment: 360° light, boat hook, boarding ladder, radar reflector, two rescue rings, twin righting ropes, and 50-meter tow rope. Additional features include an ancillary scoop, compass, torch with four batteries and one spare bulb, armament bag, 1-kg extender, pharmacy kit, floating knife, foot pump, manual, floating anchor with line, searchlight, sponge, telescopic paddles, thermal protection, whistle and battery box.

North River displays its Liberty patrol boat at the WorkBoat Show

orth River Boats’ aluminum Liberty patrol vessel got lots of looks from people on the floor of the International WorkBoat Show in December. The Roseburg, Ore., boatbuilder’s 34'×12', 11,500-lb. boat has a 360° walk-around cabin to allow officers and crew full and unobstructed access from the bow to the aft cockpit. At the dash, there is a pair of Raymarine Axiom Pro 12" displays, a Ray 63 VHF radio, FLIR joystick control, stereo, a Whelen WPA siren control, and the bowthruster control panel. Designed in-house by North River, the patrol boat is powered by twin Yamaha 5.6-liter V8 outboards that produce 425 hp each, giving the boat a speed of 48 knots. Operator and navigator positions feature Shoxs 2000 shock mitigating seats, aft bench seats, and a workstation that includes a writing surface, three storage draws, and a storage cabinet to keep the cabin neat and organized. Other features include Westerbeke 3.5 SBCG low-CO generator, Wing Inflatables hybrid foam fendering, Laurus Systems radiation detector, 325-gal. aluminum gasoline fuel tank, 5-gal. aluminum diesel fuel tank for cabin www.workboat.com • JANUARY 2020 • WorkBoat

BOATBUILDING BITTS

heater and defroster, and Diamond Sea Glaze port and starboard side doors and 28" aft door.

Safe Boats features its Stormer Porter 68S

Doug Stewart

afe Boats International, Seattle, showed off its 3,748-lb. 23.31'×8.53' Stormer Porter 68S, which features a 1.15' draft (engine trimmed up); a maximum of 140 hp, giving the boat a running speed of 25 knots; seating for three; 31-gal. fuel tank; and a 10' height when on the trailer. Other attributes of the boat are swim steps on either side of the outboards, self-bailing decks with high volume scupper drains, aft deck moon pool, flip-down dive door on the starboard side and a starboard side helm. Super structure characteristics are a weather-tight door in the main cabin, aft; two aft sliding windows, port and starboard; tempered glass used in all windows; up to three seated positions in the main cabin;

22' Stormer Porter 68S was built in Bremerton, Wash.

port-side survey workstation; aft deck bench seating; emergency roof hatch in the main cabin; and safety hand/grab rail system. There are four lift fitting points, six aluminum T-post cleats, a house battery system, four LED flood lights, LED navigation lights, interior LED red/white dome light, navigation horn, two fire extinguishers, and a life ring bracket.

New 24' Lake Assault patrol boat Lake Assault Boats, Superior, Wis., brought a brand-new patrol craft to the International WorkBoat Show in New Orleans. The 24' vessel had been on tour, performing for officers representing various law enforcement agencies in www.workboat.com • JANUARY 2020 • WorkBoat

.S. offshore wind farm support company Atlantic Wind Transfers has signed a multimillion-dollar, market-first order for two state-of the-art Chartwell 24 crew transfer vessels (CTVs), developed by Chartwell Marine. The vessels, to be deployed in support of new wind farms off the East Coast, will be built by Blount Boats, Warren, R.I., with delivery scheduled for 2020. Specifications were not available. Gladding-Hearn Shipbuilding, Somerset, Mass., will build another 52.6'×16.11' pilot Crew transfer vessels will boat for Delta work in the Atlantic Ocean. Launch Services LLC, the Metairie, La.-based operating company for the Associated Branch Pilots. The pilots operate in Southwest Pass on the Lower Mississippi River. The new boat will be the sixth St. John’s-class launch built by Gladding-Hearn for Delta Launch Services. With a draft of 4.8', the new aluminum launch features the C. Raymond Hunt-designed deep V hull. It will be powered by twin Caterpillar C-18 EPA Tier 4 diesel engines, each delivering 671 hp at 2,100 rpm and have a top speed of 24 knots. The engines turn a pair of 5-bladed Bruntons nibral propellers through Twin Disc QuickShift MGX-5136A 52.6' pilot boat for Louisiana pilots. gears, with reduction ratios of 2:1. The launch is equipped with a 12-kW Northern Lights genset. Moose Boats was awarded a contract from the state of California’s Department of Fish and Wildlife for the construction of an M1-46 catamaran to serve as an offshore game warden boat. Twin Volvo Penta D11-625-hp turbo diesel propulsion engines, Twin Disc transmissions and HamiltonJet waterjets with Blue Arrow and JETAnchor stationkeeping controls will power the 46' aluminum catamaran. Accommodations are designed around extended patrol duties for a crew of up to four with Coast Dynamics Shoxs shock mitigating seats and berthing for each crewmember, a full galley, dinette table, head and shower facilities. St. Johns Ship Building, Palatka, Fla., delivered a new 97'1"×27'11"×11'6" aluminum passenger ferry this summer to NYC Ferry. The H90 has a passenger capacity of 354 and will operate in New York Harbor. Designed by Incat Crowther with a draft of 5'3" and a deadweight of 38,060 lbs., the new boat is powered by twin Baudouin 12M26.3 diesels, producing 1,300 hp at 1,800 rpm each. The mains are connected to Michigan Gladding-Hearn Shipbuilding

34' Liberty patrol boat.

Atlantic Wind Transfers

Doug Stewart

BOATBUILDING BITTS

On TheWays

The hull is protected by a full collar around the gunwales.

Minnesota’s Twin Cities and as far north as the Canadian border. The craft is powered by twin Honda 200-hp engines (other engine options are available). It features an overall height of less than 13'6" and a person and cargo capacity of about 3,000 lbs. The boat is outfitted with a bow-to-beach access door and ladder located at the front “V” of the bow, making it easier to deploy officers onto beaches or islands. The hull is protected by a full collar around the gunwales, and the craft features a semi-enclosed pilothouse with 76" of headroom. It offers multiple seating options for two officers. The dash console provides ample room for electronics.

Wheel 5-bladed propellers through ZF 3050 marine gears with 2.609:1 reduction ratios. The propulsion package can push the vessel through the water at 24 knots. Ship’s service power comes from twin R.A. Mitchell gensets, sparking 45 kW of electrical power each at 1,800 rpm. The controls and electronics suite are custom designed, the steering system is from Jastram, and the new ferry is fitted with a Humphree interceptor stabilization system. Burger Boat Co., Manitowoc, Wis., has begun work on a new passenger vessel for Chicago’s First Lady Cruises. The new Chicago River tour vessel, Chicago’s Emerald Lady, is due to launch next spring. This is not the first time Burger Boat and Chicago’s First Lady Cruises have joined forces. This will be the third passenger vessel Burger will have built for the Chicago’s Classic Lady company. Following in the line of Chicago’s Classic Lady and Chicago’s Leading Lady, Chicago’s Emerald Lady will launch in the spring of 2020. The 98'×32' steel vessel will have room for 250 passengers. It is designed by Mark Pudlo of Seacraft Design in Sturgeon Bay, Wis. Bollinger Shipyards, Lockport, La., has been awarded a contract to build a 395'×100' ocean transport barge for General Dynamics Electric Boat. The concept and contract design for the new barge is from Bristol Harbor Group. The detail design engineering will be handled at the Bollinger Lockport facility in Lockport, La., and the barge will be built at Bollinger Marine Fabrication in Amelia, La. Delivery is scheduled for 2021. Fincantieri Marinette Marine and Vigor have delivered the first three of a six-vessel RB-M contract to the Coast Guard. The 45'×14.7' response boatmediums are for the Kingdom of Bahrain's coast guard. Hulls four through six are expected to ship in 2020. A total of 182 RB-Ms have been built by Vigor's Team RB-M. Key features of the boats include a 92,000-btu HVAC system, Rolls-Royce Kamewa FF375S waterjets and two MTU series 60 825-hp engines. The RB-M has a top speed of more than 42 knots and mission duration of up to 24 hours.

Burger Boat Company

Doug Stewart

St. Johns Ship Building

The H90 has a passenger capacity of 354.

www.workboat.com • JANUARY 2020 • WorkBoat

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Show Biz

he future of offshore wind energy was a major presence at the 40th annual International WorkBoat Show, a sign of accelerating interest in ocean power from coastal states and the opportunity it could bring to the U.S. maritime sector. More than a dozen featured expert speakers on offshore wind attracted audiences, including representatives of companies with deep offshore experience in the U.S. oil and gas industry. The show included a first-ever networking session for the emerging U.S. offshore wind energy sector. More than 225 guests registered for the morning breakfast session at the Hilton New Orleans Riverside hotel, to hear experts update the latest developments. So far 15 federal lease areas off the East Coast could potentially be developed to 23.6 gigawatts of power potential, exceeding the total 18.6 GW built in Europe since the 1990s, Liz Burdock, president of the Business Network for Offshore Wind, told guests. “In 2020 we’ll have additional leases coming on line in New York and California. This will become a bicoastal industry.” Workboat builders will be major beneficiaries of that

The aisles were busy at the 2019 WorkBoat Show held at the Morial Convention Center in New Orleans in December.

work, said Jason Folsom, national sales director for turbine manufacturer MHI Vestas. “We estimate we need about 50 crew transfer vessels by 2035,” typically 65'to 90', said Folsom. Judging from project proposals to date, around 266 new and repurposed U.S. vessels could be employed over 10 years, he said. After the prolonged downturn in oil prices, more of the legacy offshore industry is looking to the East Coast as a new growth opportunity. After years of skepticism, industry leaders with groups like the Offshore Marine Service Association and National Ocean Industries Association are publicly saying wind power could be its next big thing. “Probably 40, 50 years ago with the rise of the Cajun mariners my dad was looking in the Gulf of Mexico and saw a great opportunity when the oil and gas companies said how much they were going to spend,” said Joseph A. Orgeron, business and technology developer for Second Wind Maritime based in Galliano, La. When Orgeron brought liftboats north up the East Coast to work on the Block Island Wind Farm in 2015-2016, “I www.workboat.com • JANUARY 2020 • WorkBoat

WorkBoat staff photo

News from the 40th International WorkBoat Show.

prospects. “It’s better that we have this review at this point, than when we have two or three utility-scale projects underway,” said Ross Tyler, a senior developer with wind company RWE Renewables. That too will give more U.S. companies — including the Gulf of Mexico legacy industries — more time to prepare, Burdock said.

Jason Folsom, national sales director at MHI Vestas.

saw then there was so much interest in Gulf of Mexico vessels,” he said. ”There was so much more there for Gulf of Mexico operators to look into.” Orgeron tells wind developers and fellow Gulf business owners alike there is a lot to be applied from the oil and gas business. There is the experience with “distributed vessel infrastructure that doesn’t exist on the East Coast, the 24/7/365 mentality and work safety … the European developers who are coming in to develop offshore wind see that as high value.” The full-on timeframe for starting East Coast construction has been pushed back – in large part by the efforts of commercial fishing advocates, who urged the National Oceanic and Atmospheric Administration to hold off from endorsing an environmental impact study of the planned Vineyard Wind project off Massachusetts. That led the U.S. Department of Interior to initiate a further study of the cumulative impacts of building hundreds of wind turbines on the outer continental shelf, looking at effects on the environment and other maritime uses. The Coast Guard is likewise conducting its own study of port access and marine traffic issues. The study has been targeted for delivery around March 2020. Meanwhile the Coast Guard is completing its own assessment of how to plan for maritime traffic and safety on a seascape altered by potentially hundreds of turbine towers. But advocates for the wind industry say the delay may benefit its long-term

*** TIDEWATER CHIEF SAYS OSV OVERCAPACITY MUST BE TACKLED TO BOOST BUSINESS In order for the offshore service vessel market to turnaround, overcapacity must be addressed. That was the message Quintin Kneen, the president and chief executive officer of Tidewater Inc., the world’s largest OSV operator, delivered at the 2019 International Workboat Show in New Orleans. Kneen, who assumed the top job at Tidewater in September, had come to the Houston-based OSV operator after a lengthy stint at GulfMark, which was acquired by Tidewater in 2018 following financial restructuring at both companies. As a result of the offshore energy downturn now in its fifth year, the financial environment in the OSV business can only be described as “bruising.” Indeed, Kneen’s experience at GulfMark (which he led from 2013 up until the November 2018 merger with Tidewater) informs greatly on his outlook. For the OSV business to turnaround, “consolidation” will be vital in Kneen’s view. Indeed, he described Quintin Kneen, president and CEO of Tidewater.

WorkBoat staff photo

— Kirk Moore

www.workboat.com • JANUARY 2020 • WorkBoat

Tidewater as a “consolidation machine” — acquiring newer vessels and scrapping older units, with a mission of being profitable. Kneen said that further consolidation must be fueled by deals that make sense financially. “It does not make sense for us to consolidate with a company having a high level of debt,” he stressed. With his slide deck showing a roster of industry leaders, many saddled with extremely high debt levels, it may be inferred that further acquisitions may come in conjunction with restructuring. Besides being selective financially, Tidewater is also focusing on internal efficiencies and has been able to “focus on regions where we can make money.” Rather than operate everywhere, he stressed that “it’s about being the most profitable.” Regions where Tidewater has increased its presence include the Gulf of Mexico, the North Sea/Mediterranean and West Africa. In Kneen’s view, the industry’s overcapacity extends beyond vessels into the realm of the executive suite, with too many management teams with too much debt supporting too many vessels. He said that the number of vessels scrapped by Tidewater in the past 18 months is comparable with the number of vessels acquired from GulfMark. Kneen lamented the lack of scrapping, which he suggested is caused by the thinking that there is always some hope. He said that many older units will be “scrapped in place,” meaning that with expensive reactivation costs (which he pegged at $1.5 million/vessel typically, with a 45-day timeline), these OSVs will never return to service. “Nearly 40% of all stacked vessels are 20 or more years old, and are effectively obsolete,” Kneen said, adding that many vessels on order might never actually deliver. He did offer a glimmer of hope, with industry demand improving and high spec PSVs at the forefront of the recovery. For larger PSVs, leading edge day rates are reaching up to nearly $18,000 in the Gulf of Mexico, compared to about $11,000 a day three years ago. In the North Sea, Kneen compared charters today of nearly 31

$15,000 a day with those at the 2016 nadir of less than $7,000. While these may not be fully compensatory, current charters are trending upwards, and importantly, covering operating expenses. *** VT HALTER LOOKING TO DOUBLE ITS WORKFORCE BY NEXT YEAR, CEO SAYS VT Halter Marine, Pascagoula, Miss., has a large and diverse orderbook, and the shipyard is going to have to double its workforce by next year in order to keep its delivery schedule on track. “We currently are at 830 employees and by this time next year we will have about 1,500 employees at our Pascagoula shipyard,” Ron Baczkowski, VT Halter’s president and CEO, said during his keynote address at the International WorkBoat Show’s Shipyard Program in December in New Orleans. “This increase in program orders creates a dramatic challenge, but our HR team is working diligently to bring on board the skilled staff we require.” Baczkowski said the yard’s current backlog means there’s work for the next 10 years. “Our business development efforts are designed to fill the gaps between project spikes in staffing. This strategy will enable a consistent growth in labor and support services for the next decade,” he said. Projects that VT Halter has in its orderbook include Navy T-AGS research vessels, Navy APL(S) barracks craft, logistics support vessels (LSVs) for the Army, Coast Guard Polar Security Cutters (icebreakers), and an LNG ATB for Q-LNG. “For this workforce development plan, we are using a two-pronged approach: finding new employees and retraining our current employees,” said Baczkowski. “Manning such a challenging schedule is a moving target, but we are recruiting qualified candidates and offering career development programs to our current employees. In fact, we are working 32

WorkBoat staff photo

— Barry Parker

The tug Ralph, which was open to visitors during the WorkBoat Show, features a Caterpillar hybrid propulsion system.

with the Mississippi Gulf Coast Community College and the Mississippi Development Authority for training programs.” Baczkowski said there are opportunities for any employee to move up at VT Halter. “It is absolutely possible to move from a pipefitter to the VP of production, and in fact, we have an employee who has charted that exact path,” he said. VT Halter realizes that the demographics are changing and the company must modernize for the future, Baczkowski said. “We need skilled welders who also have strong computer skills because we are installing various automated welding optimization equipment boards. Halter Marine has more than $25 million in capital improvements taking place over the next three years, so we are recruiting craft labor personnel who also have strong software skills,” he said. — Ken Hocke

*** HYBRID PROPULSION: A VIABLE OPTION FOR TUGS “These new tugs are like sports cars and Mack trucks all rolled into one,” John Buchanan, president of Harbor Docking and Towing (HDT), Lake Charles, La., said as he kicked off the Tugs and Coastal Towing Program at the 40th International WorkBoat Show in New Orleans. Buchanan was describing

the Ralph and the Capt. Robb, 93'×38'×15.5' tugs that the company has been running on the Calcasieu Ship Channel since this summer. The boats, built at Washburn & Doughty in East Boothbay, Maine, are the first two tugs in the U.S. with Caterpillar hybrid propulsion systems. These make the boats both extremely powerful and immensely responsive. Buchanan said he sees hybrids as a viable option for the tug industry going forward because they are more economical and efficient to operate. A pair of Tier 4 2,550-hp Cat 3512E main engines plus two ABB electric thruster motors, rated at 800-hp each, power the tugs. Completing the hybrid package are two 565-kW Caterpillar generators and a single 200-kW Cat C7.1 genset for on-demand electrical power to the Cat MTA 628 Z-drives. Batteries are not required for power storage. There are four power modes: an eco mode for traveling to and from jobs with the generators powering the electric motors, a mechanical mode that runs just the main engines, a power mode for ship work that uses the main engines, generators and electric motors. There is also a firefighting mode. Everything is operated via touch screen, and the modes can operate automatically, powering up or down as needed. The electric motors allow the tugs to avoid what Buchanan said are “some

www.workboat.com • JANUARY 2020 • WorkBoat

low-torque issues in conventional Tier-4 designs.” The electric motors give “immediate torque at the low-end (allowing) the 3512 to spin up faster and allowed us to go with smaller main diesel engines without sacrificing bollard pull.” Buchanan said they went for hybrid power because they were looking for a technology that matched their needs in the tight and twisty 35-mile long Calcasieu Ship Channel that connects the Port of Lake Charles to the Gulf of Mexico. “We wanted high horsepower — at least 80 metric tons of bollard pull — for moving ships, but we only use that a small percentage of the time, and this system allows us to scale up and scale down. We can transit a light boat under seven knots running one generator, burning just 22 gallons of fuel. Contrast that with full power, burning 326 gallons an hour, pushing and pulling at 100%.” The benefits of a hybrid system, Buchanan said in summary, are quick throttle response from the thruster motors, better escort maneuverability in tight channels, fewer running hours on the main engines which means reduced maintenance, minimum fuel burn in transit and increased redundancy. The Ralph was moored at the Julia Street wharf behind the convention center and was open for tours during the WorkBoat Show.

The Office of Marine Safety, the smallest unit in the NTSB, works 24/7 with a staff of 12 investigators to study and analyze accidents with more than $500,000 in damages, six or more fatalities, or the loss of mechanically propelled vessels over 100 gross tons, as well as accidents between U.S. government-owned and privatelyowned vessels with more than $75,000 in damages or one or more fatalities. The agency currently has a lot on its plate right now with 50 pending reports and investigations, including the: • 2017 USS Fitzgerald collision in Japan that killed seven sailors, • July 2018 sinking of Stretch Duck 7 in Branson, Mo., that left 17 dead, • September fire aboard the dive boat Conception in Santa Barbara, Calif., where 34 people died, which, Curtis believes, is the worst passenger vessel fatality incident since the early 1950s, • Puzzling September capsizing of the cargo ship Golden Ray off Brunswick, Ga. “We want to learn how this vessel wound up on its side while taking a 20-degree turn while going five knots,” Curtis explained. Towing vessel casualties typically make up 50% of the caseload, with fishing vessels representing 15%, small passenger vessels and ferries 8%, and other vessels at less than 5%. Curtis, who spent 23 years sailing as an engineer on oceangoing ships before joining the NTSB, said he had

*** NTSB’S OFFICE OF MARINE SAFETY HAS A FULL PLATE Brian Curtis, the director of the Office of Marine Safety at the National Transportation Safety Board (NTSB), is a man on a mission. His job is to investigate marine accidents. His goal, he told the audience at the Inland Waterways and Passenger Vessel Program at the International WorkBoat Show in New Orleans, is to make the industry safer. “The idea of our investigations is to gather facts, make recommendations to affect change and try to make sure things don’t happen again.”

WorkBoat staff photo

— Betsy Frawley Haggerty

Brian Curtis of the NTSB.

www.workboat.com • JANUARY 2020 • WorkBoat

several observations about accident causes and lessons learned. With the advent of younger folks operating vessels and using personal electronic devices while underway, distraction has become a major issue. In a duck boat accident 10 years ago for example, he said, the captain was on his laptop and the lookout was on his cell phone when they got run over by a towboat. Two passengers died. Fires are on the rise, he said, noting that reports show inadequate maintenance and the lack of crew training as factors. For example, in one case a passenger vessel burned when the engine overheated because the water pump failed and the exhaust system caught fire. The pump had not been inspected in three years, although the maintenance guidelines recommended every six months. The fire, which caused a death, destroyed a vessel and did environmental damage, could have been avoided if regular maintenance had been done. In a lube oil spray fire aboard a tug, the crew could not close off the fuel system and could not release the firefighting system. There were no casualties, but the tug was a total loss. Captains know what to do but crews are not always aware of emergency responsibilities. Curtis is optimistic that new Subchapter M requirements will boost safety in the tug and towboat industry because it requires a safety management system, good maintenance practices and records and crew training. Offshore safety management regulations have brought the number of incidents down in the deep-sea industry, he said. No safety management systems are required for passenger vessels, but the agency encourages that, Curtis said. Noting that the NTSB has been working to get the Coast Guard to agree to some kind of management system. Duck boats are of particular concern. Many of the original and modified World War II amphibious DUKW vessels now used as tour boats have insufficient reserve buoyancy. Further, 33

canopies, side curtains and associated framing can block passenger egress in the event of an accident. “When these boats fill to the waterline, they sink like rocks, and people get trapped under the canopies,” Curtis said. The Branson, Mo., Stretch Duck 7 sinking on Table Rock Lake during a high-wind storm is a case in point.

“That boat sank in 30 seconds once it hit the waterline,” he added. “People’s feet were not even wet. Less than a minute later, that vessel was on the bottom.” While the investigation is ongoing and a final report will not be released before spring 2020, the NTSB issued recommendations to the Coast Guard

in November — recommendations that were similar to those issued in the past but never implemented. “Lives could have been saved, and the Stretch Duck 7 accident could have been prevented had previously issued recommendations been implemented,” NTSB Chairman Robert L. Sumwait, said when the recommendations were announced. — B.F. Haggerty

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*** COAST GUARD UPDATES PLANS FOR NEW CUTTERS The Coast Guard is moving closer to finalizing a plan to replace its aging inland cutter fleet within the next 10 years, said Aileen Sedmak, assistant commandant for acquisition for the Waterways Commerce Cutter (WCC) Program. Sedmak addressed a standing-roomonly audience of shipbuilders and equipment manufacturers at a “Think Tank” session at the International WorkBoat Show. During the last year the WCC program has engaged in engineering and cost-benefit analyses to establish top-level requirements, and it has set a 2021 target date for issuing Requests for Proposals for three types of cutters — river buoy tenders, inland buoy tenders and inland construction tenders. The need for new vessels to operate on western rivers and inland waterways is critical. Tyler M. Young, the Coast Guard’s Aids to Navigation and Icebreaker Platform manager, said that the existing fleet of 35 cutters has an average age of 55 years, which results in increased maintenance costs, decreased operational ability and habitability concerns. The current cutters, he said, are full of lead and asbestos and accommodations are not conducive to mixed gender crews. Analysis is still ongoing, but the team has settled on monohull configurations with three variants: 170'-180' for river buoy tenders, 150'-160' for inland construction tenders and 100'120' for inland buoy tenders, all with shallow draft, a speed of 11 to 13 knots

www.workboat.com • JANUARY 2020 • WorkBoat

Doug Stewart

and specific maneuverability requirements. “We want to be able to approach a buoy that is in four feet of water, 20 feet back from the bow without touching the bottom,” Sedmak said. The plan calls for as much commonality as possible in the river buoy and construction tenders, which need to be developed under a design-build contract. “We did not see anything out there that meets our needs,” Sedmak said. That is not the case, however, for the smaller inland buoy tenders. “We are looking to see if commercial vessels could meet our specifications or could do so with minor modifications,” she said. Prior to the release of the RFP, the Coast Guard will invite industry representatives to come aboard some current vessels and see the mission in action. Decisions about the number of vessels to be built and the overall budget are

Aileen Sedmak of the Coast Guard said the agency is getting closer to finalizing a plan to replace its aging inland cutter fleet within the next 10 years.

still pending. The acquisition schedule, which could change as specs are refined, calls for a 2021 release of RFPs, contract awards in 2021 and 2022, with the first vessel of each type delivered and

operational for testing in 2025, and full operational capacity by 2030. This may change, Sedmak said, based on the quantity needed and the production rate. — B.F. Haggerty

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www.workboat.com • JANUARY 2020 • WorkBoat

LOOKS BACK JANUARY 1960

• The Federal Lease Sales scheduled for Feb. 24 at the Sheraton-Charles Hotel in New Orleans, will open a totally new area to offshore leasing. The hitherto unleased West Cameron Area, West Addition, has not been opened for bids, but nominations in that area and government intention to make the lease offers, will open a new section to offshore drilling.

• Something new in marine repair equipment, a 750-ton steel floating pontoon drydock without either wing walls or pumps or permanent moorings, was christened and demonstrated on the Mississippi River waterfront at Algiers, La., recently, by its owner, Algiers Iron Works and Dry Dock Co. Inc. • The U.S. Supreme Court has finally received a case JANUARY 1970 (Appeals

Docket No. 535) that grew out of the attempt of Eastern railroads to eliminate the jobs of “oilers” or “firemen” on tugs that operate in New York Harbor. The dispute began on June 10, 1959.

Seacraft Inc., Berwick, La., is an 85' • They may speak a different lanall-aluminum triple screw vessel powguage or follow different rules of the ered by three 12V-71 General Motors road, but in the final analysis there is diesels that wring out a top speed of 30 little difference between tug operators mph under normal operating load. anywhere in the world. This is one conclusion reached by the more than 3,000 delegates from 30 countries who attended the inaugural International Tug Conference in Teddington, England, in October. • Recently unveiled JANUARY 1980 by Sewart

• PBR Offshore Marine Corp., Morgan City, La., recently took delivery of the PBR-115, a 105' crew/supply vessel, from Swiftships Inc., also of Morgan City. Three General Motors 12V-71TI engines give the boat a top speed of more than 23 mph. Seating can accommodate 55 persons, with a sleeping area for 20 passengers. 44

• Two 8,000-ton ships, the Klondike and Frank H. Brown, have been converted into radio-steerable coastwise barges for the run between Vancouver, British Columbia, and Skagway, Alaska. After shipping economics threatened to mothball the two freighters, trials were held in the Strait of Georgia to see if towing was feasible. www.workboat.com • JANUARY 2020 • WorkBoat

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