WorkBoat January 2022

Patrol Boats • 2021 Significant Boats • Wind & Hybrid ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

JANUARY 2022

Grand Reopening The 41st International WorkBoat Show.

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Content

JANUARY 2022 VOLUME 71, NO. 1

FEATURES 16 Focus: High Winds

What will the U.S. offshore wind fleet look like?

18 Vessel Report: Safeguards The patrol boat market is still hot.

21 Significant Boats of 2021

WorkBoat’s 10 top boats of 2021 and Boat of the Year.

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48 Cover Story: Revival

Coverage of the 41st International WorkBoat Show.

BOATS & GEAR 20 On the Ways

• Blount to build four CTVs for U.S. wind projects • Thoma-Sea launches passenger-car ferry • Eastern delivers second Ollis-class ferry to New York • Master Boat begins construction on Crowley’s eTug • Great Lakes Dredge signs $197 million deal to build first U.S.-flag inclined fall pipe vessel for subsea rock installation

52 Lift Off

Different methods to launch or recover a boat.

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AT A GLANCE 8 On the Water: Wrong place, wrong time — Part II. 8 Captain’s Table: Marine events: Who’s responsible?

9 Energy Level: A carbon graveyard.

10 WB Stock Index: Index loses 4% in November.

10 Inland Insider: Corps is taking the deep route.

11 Insurance Watch: Don’t overlook cargo insurance.

12 Legal Talk: Legal tests for seaman status.

12 Nor’easter: Jones Act skirmishes coming in offshore wind.

NEWS LOG 14 ACBL cleared in 2008 Mississippi River accident.

14 Marad awards $12.6 million to nine marine highway projects.

14 Kirby fined $15 million for 2014 oil spill. www.workboat.com • JANUARY 2022 • WorkBoat

DEPARTMENTS 2 Editor’s Watch 6 Mail Bag 55 Port of Call 63 Advertisers Index 64 WB Looks Back

ON THE COVER

The 41st International WorkBoat Show was held in New Orleans in December. Photo by Doug Stewart

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EDITOR'S WATCH

Many happy returns

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David Krapf, Editor in Chief

dkrapf@divcom.com

Workboat operators are still dealing with a host of issues. Government mandates are in flux, vessel capacities curbed and extra safety precautions persist. But if you go by December’s WorkBoat Show, the workboat industry is still alive and, while there is still a ways to go, well on the road to recovery.

Again, we want to thank everyone who attended the show — and welcome back. We hope to see you again next year.

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12/7/21

1:25 PM

WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Communications, 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 22

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fter a two-year hiatus, the International WorkBoat Show made a successful return to New Orleans in December. Despite the pandemic, the 41st edition turned out better than expected, with exhibitors telling us that while the crowd was understandably smaller compared to past shows due mainly to Covid concerns, the percentage of high-quality attendees at the show was up.

This, besides the fact that the WorkBoat Show was simply held in the first place, was very good news. There was no shortage of decision makers at the 2021 version of the show. They visited the rows of booths, checked out the latest products and technology, and laid the groundwork for future business and contracts.

The Think Tank sessions were well attended and the speakers were very informative. The vibe was positive from the show’s opening session on Wednesday morning with Dr. Kent Moors, who discussed the global energy market, and continued through the last session of the first day, the Significant Boat Awards and happy hour.

The positive vibe continued the next morning at the Offshore Wind Breakfast followed by a standing room crowd that afternoon at the “State of Offshore Wind” Think Tank session (see our show coverage beginning on page 48).

During the tough pandemic period of the last two years, almost everything and everyone has been affected — no one more than those who have lost loved ones to Covid-19. To millions of people and businesses, the economic and social disruption from the pandemai16389015345_editwatch_BPA_2021.pdf ic has been devastating.

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IN BUSINESS ON THE COASTAL AND INLAND WATERS

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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

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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 ART DIRECTOR Doug Stewart / dstewart@divcom.com EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com ADVERTISING ACCOUNT EXECUTIVES Kim Burnham 207-842-5540 / kburnham@divcom.com Mike Cohen 207-842-5438 / mcohen@divcom.com Kristin Luke 207-842-5635 / kluke@divcom.com Krista Randall 207-842-5657 / krandall@divcom.com Danielle Walters 207-842-5634 / dwalters@divcom.com ADVERTISING COORDINATOR Wendy Jalbert 207-842-5616 / wjalbert@divcom.com

Producers of The International WorkBoat Show and Pacific Marine Expo www.workboatshow.com • www.pacificmarineexpo.com EXPOSITION SALES DIRECTOR Christine Salmon 207-842-5530 / csalmon@divcom.com

SAVE the DATE! Don’t forget to mark your calendar for the 2022 edition of the largest commercial marine tradeshow in North America.

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MAIL BAG Green energy has its pros and cons

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s recent articles in WorkBoat attest, offshore wind is a “shot in the arm” helping much of the workboat industry recover from Covid.

Another boost is the transition of tugs, ferries, and other harbor craft to hybrid or all-electric propulsion.

However, as any experienced engineer

knows, every design solution has both pros and cons.

The pros are widely touted but the cons, not so much. A Sept. 7 article in The Wall Street Journal entitled “Get Ready for the Blackouts,” rings alarm bells on the widespread movement to green energy. The article points out the U.S. energy grid is being seriously weakened by a combination of a rush to weather-dependent energy generation

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(such as offshore wind), the closing of coal and nuclear plants that previously provided reliable baseline power, the political mismanagement of the grid (such as by Ercot in Texas, which shut down the state for over a week last February), and the simultaneous movement to “electrify everything” (including harbor side vessels) when “the grid is struggling even under existing loads.”

I can understand the professional satisfaction experienced by naval architects and marine engineers who successfully meet the technical challenges posed by offshore wind and vessel electrification. Unfortunately, that is no longer enough.

Today’s environment demands that design engineers take a broader systems engineering approach, especially toward green technologies. Failure to do so risks those eclectic electrics sitting uselessly dockside next to blacked out charging stations while the last smoky old diesel tug runs circles around its shiny new electric competition.

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AT-A-GLANCE

On the Water

Wrong place, wrong time — Part II

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BY JOEL MILTON Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

he Transocean drillship Deepwater Asgard got “caught” by Hurricane Zeta in 2020 while still attached to the well it was drilling. Didn’t they see it coming? Yes, of course they did. The drillship’s location was clearly within Zeta’s predicted “cone of uncertainty” right from the start.

In the spring 1982 the great punk philosophers and musicians The Clash asked the eternal question, “Should I Stay or Should I Go?” Apparently the captain of the Deepwater Asgard thought the very same thing and wisely concluded that going was far better than staying. But it was not to be, because fools ashore decided otherwise and ordered the ship to remain on station and attached to the well.

In its Safety Alert No. 415, the Bureau of Safety & Environmental Enforcement (BSEE) declared that there were “Inadequate Preparations in Advance of Inclement Weather Results in Excessive Rig Damage and Risk to Personnel.” Well, yes.

Captain’s Table

Marine events: Who’s responsible?

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

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everal items surprised me during a recent industry discussion about an old topic — the Coast Guard’s marine event permitting process.

A person or company that wants to hold a special event on a federal waterway must submit an application to the Coast Guard. What surprised me about the process is that to get approved, the event applicant is responsible for contacting local companies and individuals that are affected by the event. In the past few years, there have been marine events approved by the Coast Guard that have caused severe disruptions to navigation and commerce on federal waterways.

A marine event should never come as a surprise to those who live and work on federal waterways.

But many Passenger Vessel Association members have been surprised to learn of a marine event that has been approved by the Coast Guard in their areas. To find out about the event days or even several weeks before to the event is unacceptable.

Some of these events are extremely large. For example, every summer in Cincinnati there is a big event called the Ohio River Paddlefest which bills itself as the nation’s largest paddling celebra-

Sufficiently alarmed by what was shaping up to be a direct hit, the captain had already begun the process of disconnecting a day before Zeta’s arrival when he was ordered to stop. After further consideration, shoreside managers and the “customer,” obviously putting safety first, decided that relocating was out and staying put and riding it out was the “right” thing to do. Major damage ensued and disaster was narrowly averted.

There’s something really easy to understand about the dangerous power dynamic at work here and why these things keep happening over and over again — the captain is always the weakest party in the equation, and always will be. It’s by design. Don’t be misled by strong statements made by the various players and regulators about “the master’s overriding authority” because they don’t really mean it.

Exercising this authority often has negative consequences and is completely at odds with the explicitly stated principles of the mandatory safety management systems that the industry swears are the solid safety backstop against greed and idiocy.

In reality that backstop is full of holes. tion with 2,000 participants that paddle nine miles through downtown Cincinnati/Northern Kentucky in a variety of human-powered craft such as canoes, kayaks, and paddleboards. It literally shuts the river down and affects my company’s scheduled cruise routes that have been operating for more than 45 years.

While I support granting access to all who want to use our waterways safely, the big question is why does the Coast Guard and its marine event permitting process give responsibility to a thirdparty event organizer to determine if and how locals will be affected by the event? In the case of the Ohio River Paddlefest, the Coast Guard is fully aware that my company, BB Riverboats, operates inside the impact zone of the event, but it relies on the event organizer to contact us, which they rarely do. Wouldn’t the Coast Guard be in a better position to identify all affected stakeholders and contact them directly prior to approving a marine event permit?

The Coast Guard admits that the process does not currently work that way. I encourage the Coast Guard, with the help of PVA, to conduct a thorough review of its marine event permitting program with the goal of changing it to establish greater involvement on the part of the Coast Guard in evaluating impacts on local stakeholders. www.workboat.com • JANUARY 2022 • WorkBoat

AT-A-GLANCE

Energy Level Natural gas is key to a clean energy toolbox

BY JIM REDDEN

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forthcoming carbon burial plot in Texas state waters sets the stage for what could evolve into the widespread repurposing of depleted Gulf of Mexico wells, a U.S. Department of Energy (DOE) engineer said.

In the first ever offshore carbon capture and sequestration project in the U.S., Gulf of Mexico operator Talos Energy has teamed up with Freeport LNG Development L.P. to permanently store carbon dioxide (CO2) in a dedicated wellbore immediately offshore the pretreatment facilities of Freeport LNG’s liquefied natural gas (LNG) export terminal in Freeport, Texas. Talos and its operating partner Storegga Geotechnologies Ltd., plan first injection by year-end 2024.

“We look forward to advancing this project with Freeport LNG and hope to successfully reach first injection within approximately three years, which would make this the very first active carbon sequestration project on the Gulf Coast,” Talos President and CEO Timothy Duncan said when the project was unveiled on Nov. 16.

If the Biden administration has its way this will be the first of many offshore and onshore carbon capture, sequestration and utilization (CCSU) projects designed to restrain CO2 from entering the atmosphere. Nearly $12 billion is included in the recently enacted infrastructure legislation for CCSU and related activities, Sarah Leung, a DOE carbon transport and storage engineer, said at a Nov. 10 virtual technology forum sponsored by the International Association of Drilling Contractors (IADC) Drilling Engineering Committee (DEC). The earmarked expenditure, she said, “is consistent with global and national priorities as well as the administration’s ambitious climate goals.”

A blanket designation, CCSU entails

WorkBoat GOM Indicators SEPT. '21 WTI Crude Oil 73.43 Baker Hughes Rig Count 10 IHS OSV Utilization 21.0% U.S. Oil Production (millions bpd) 11.1

OCT. '21 84.64 13 20.9% 11.3*

NOV. '21 69.88 15 20.3% 11.6*

NOV. '20 42.91 13 20.6% 11.1

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11/20

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6 4 2 0 1

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the complex separation of CO2 from its host fluid stream, after which it is used in the production of synthetic fuels, enhanced oil recovery and other beneficial reuses or, more commonly, permanently encased in geologic

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formations before it can materialize into airborne emissions. Producers and industrial consumers generally support CCSU initiatives, as a means of maintaining the viability of fossil fuels in an increasingly low-carbon world.

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AT-A-GLANCE

WorkBoat Composite Index Index loses 4% in November

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he WorkBoat Stock Index gave back most of October’s 5% gain, losing 123 points, or almost 4%. For the month, losers topped winners 23-2.

Among the big percentage losers was Houston-based drilling contractor Nabors Industries, which dipped over 20% in November, this despite having a strong third quarter.

STOCK CHART

“Our operating performance in the third quarter was strong,” Tony Petrello, chairman, president and CEO told analysts during the company’s third quarter earnings call Oct. 27. All of our segments met or exceeded the outlook we gave a quarter ago. “On top of that, we completed several milestones across our strategic initiatives.

Source: FinancialContent Inc. www.financialcontent.com

INDEX COMPARISONS Operators Suppliers Shipyards WorkBoat Composite PHLX Oil Service Index Dow Jones Industrials Standard & Poors 500

10/31/21 327.59 5,100.88 3,568.39 3,132.82 53.49 35360.73 4522.68

11/30/21 318.88 4887.42 3403.78 3009.63 50.46 34483.72 4567

NET CHANGE -8.70 -213.46 -164.61 -123.19 -3.03 -877.01 44.31

PERCENT CHANGE -2.66% -4.18% -4.61% -3.93% -5.66% -2.48% 0.98%

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

Inland Insider Corps is taking a deep route

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BY KEN HOCKE, SENIOR EDITOR Ken Hocke has been the senior editor of WorkBoat since 1999. He can be reached at khocke@divcom. com

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he Army Corps of Engineers 2020 Work Plan included funding for infrastructure projects in Louisiana, including $85 million to deepen the Mississippi River to 50’.

The launch of the project followed the July 31, 2020, signing of an agreement between the Corps and the state of Louisiana. The final 256 miles of the Lower Mississippi between the Gulf of Mexico and Baton Rouge, La., is in the process of being deepened to 50’. In fact, dredging the ship channel to 50’ from the Gulf of Mexico to the Port of South Louisiana in Reserve, La. (between New Orleans and Baton Rouge) is finished.

Between Baton Rouge and the Gulf of Mexico is a stretch of river where more than 50% of U.S. corn and soybeans are shipped to U.S. export markets, according to the U.S. Department of Agriculture.

The project provides deep draft access to Louisiana ports at Baton Rouge, New Orleans, South Louisiana, St. Bernard and Plaquemines.

Erosion of the marsh land south of New Orleans has been a topic of much hand wringing for

Adjusted EBITDA in the third quarter reached $125 million. We maintained our execution at a high level while we grew the overall business. Our global average rig count for the third quarter increased by two rigs, excluding the impact of the sale of our Canadian drilling assets. This rig count growth was driven by an increase in U.S. drilling activity.”

Petrello said Nabors’ third-quarter U.S. performance remained strong.

“As we expected, for the third quarter, we held daily margins above the $7,000 mark. This accomplishment was in line with our second quarter and with the outlook we gave last quarter. We believe our value proposition leads the industry, specifically in operational excellence, advanced technology, top safety performance and sustainability. Our financial results validate this.”

— David Krapf

years now. In addition to enhancing commerce along the ship channel, the dredging project has helped the state reclaim some of that land that has eroded over the years for a variety of reasons.

“Beneficial use has created over 26,000 acres of habitat on the Lower Mississippi River,” Col. Stephen Murphy, the Corps of Engineers New Orleans District commander and chief engineer, said during a panel entitled, “What it takes to Deepen the Mississippi River” at December’s International WorkBoat Show in New Orleans.

Col. Murphy did mention that there is a hang up around mile marker 12 near Venice, La., that remains under investigation. Officials are not sure if there are pipelines there or some other obstructions that might cause an explosion or a grounding.

Ed Landgraf, founder and chairman of the Coastal and Marine Operators (CAMO) pipeline industry group who spoke on the same panel, said that marine pipeline safety is not equally understood and that damage from a third party is the source of some of the pipeline industry’s largest spills.

CAMO is active in educating Mississippi River ship channel users concerning pipeline safety.

Landgraf can be reached at ed@camogroup.org. www.workboat.com • JANUARY 2022 • WorkBoat

AT-A-GLANCE

Insurance Watch Don’t overlook cargo insurance

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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

met recently with a client who operates a small water taxi service. I noticed several crates in the bed of his truck and learned that he was transporting them to one of our local islands.

While this seemed like an innocent risk to the insured, there was one glaring problem: His policy excluded coverage for cargo.

While marine policies have limited coverage for passengers’ personal effects, there is often an exclusion attached for cargo. This can be added by an endorsement with a sublimit of coverage, with the premium based on the amount of coverage. Be sure to understand the value of the cargo you are transporting, because your insurance policy will only provide the limits you have paid for. You will also have a separate deductible for cargo claims.

A good practice is to have a freight contract with a customer which determines the value of the items to be shipped. This can help avoid any surprises in

case of a loss.

Take a look at how the cargo has been packed. We all know things can get rough and wet on the water.

You should have an established set of guidelines regarding packaging and you should reserve the right to refuse the right to ship an improperly packaged item. You can’t control the weather and you don’t want to have to pay for someone else’s poor work.

As with all insurance, the cargo endorsement will come with exclusions. Be sure to review the exclusions with your agent to make sure everyone is on the same page. Negotiations with an underwriter can often result in more favorable coverage.

Here in Maine, small cargo vessels that service local island communities are a lifeblood to those islands. Often the families that operate them have been doing so for many generations. The same is true for many coastal and river cargo operations throughout the U.S. As the nature of your business changes and develops, so too should your approach to risk management. Talk to your agent and see if your policy needs to be updated.

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AT-A-GLANCE

Legal Talk

Legal tests for seaman status

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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.

he workboat industry has various laws that deal with the rights of maritime workers.

Sometimes there’s a tendency to associate a particular law with a given setting. For instance, if the setting is a shipyard or cargo terminal, look to the Longshore Harbor Workers’ Compensation Act. For deepwater oil rigs, look to the Outer Continental Shelf Lands Act. For a deckhand on a towboat, look to the Jones Act. But sometimes it’s necessary to look at factors beyond mere physical setting. This was shown by a recent case in the Fifth Circuit Court of Appeals that involved a welder on a jackup drill rig. Here, the mere fact that the injury arose on a vessel did not automatically mean it was a Jones Act case.

The welder was injured when he tripped on a pipe.

During the time of his employment, the rig was jacked up and stood adjacent to a pier. The welder worked day shifts and went home in the evenings.

The actual facts were more complicated. They involved closely examining daily time logs for time worked on two different rigs. The welder sued under the Jones Act.

Nor’easter

Jones Act skirmishes coming in offshore wind

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BY KEN HOCKE, SENIOR EDITOR Contributing Editor Kirk Moore was a reporter for the Asbury Park Press for over 30 years before joining WorkBoat in 2015. He has also been an editor for WorkBoat’s sister publication, National Fisherman, for over 25 years.

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s the Biden administration pushes on with its drive toward 30 gigawatts of offshore wind energy potential by 2030, so are U.S. offshore operators pressing their demands for strict enforcement of the nation’s maritime laws.

Sessions discussing offshore wind attracted big audiences at the International WorkBoat Show in December. One recurrent theme was impending shortages of suitable workboats for building and operating offshore wind turbine arrays — and whether the new industry requires using foreign-flag vessels.

“It’s claimed the Jones Act will halt offshore wind. I’m here to tell you that’s not true,” said Aaron Smith, president and CEO of the Offshore Marine Service Association.

Smith spoke out about what he sees as an impulse among some players in the wind sector to win exemptions from the Jones Act with

The district court ruled that the welder was not a seaman for the purposes of the Jones Act. On appeal, the higher court looked to the legal test applied in the Supreme Court case Chandris Inc. v. Latsis. In that case, the employee’s duties must contribute to the function of the vessel or to the accomplishment of its mission, and the employee must have a connection to a vessel in navigation (or an identifiable group of such vessels) that is substantial in terms of both its duration and its nature.

But the court also looked at additional elements.

Does the worker owe his allegiance to the vessel, rather than simply to a shoreside employer? Is the work sea-based or does it involve seagoing activity? Is the worker’s assignment to a vessel limited to performance of a discrete task after which the worker’s connection to the vessel ends, or does the worker’s assignment include sailing with the vessel from port to port or location to location?

The welder did pass the duration test. He spent about 90% of his time on the rig. But in applying the additional elements, his work was not deemed to be seagoing in nature. This shows that maritime law can apply different legal tests to figure out which law applies in a given situation. And these legal tests do not always remain static. Instead, they can evolve with developments in case law. its requirement for merchandise to be carried between U.S. points in U.S.-built, -owned and -crewed vessels.

“The U.S. maritime industry has always responded to the market,” Smith told audiences at the show. He cited how OMSA member companies built a new class of subsea construction vessels for the Gulf of Mexico oil and gas industry, resulting in a fully U.S. flag fleet.

Given “certainty and predictability,” U.S. operators have made those kinds of long-term investments in dredging vessels, and can do the same for wind, said Smith. “Some say we are too pure on the Jones Act. We wear that proudly too. A belief you can get around it, or a failure to enforce it,” will stop offshore wind development in U.S. waters, he cautioned.

Political support for the Jones Act is such that Congress amended the law to cover “valueless merchandise,” said Smith. That was one critique raised by OMSA in a recent report that cited use of a foreign-flag survey vessel to transport sea floor soil samples to shore in Virginia earlier this year.

Survey operators countered they followed www.workboat.com • JANUARY 2022 • WorkBoat

AT-A-GLANCE guidance from U.S. Customs and Border Protection. Smith said it’s a problem of lawyers seeking exemptions.

“All of these little loopholes have been created by bureaucrats in private correspondence,” he said. “When certainty has been presented to the U.S. industry, we’ve always responded.”

CPB letters of interpretation, Smith said, are “a house of cards” that wind developers pursue at some political peril.

The same goes for any attempts to evade Jones Act crewing requirements, as growing publicity about Northeast wind projects draws increased scrutiny from Congress, he added.

Smith’s brief address drew applause from the audience, where Gulf of Mexico operators and suppliers were wellrepresented.

OMSA set the scene for that debate two week before, with its release of a report alleging operators of a foreignflag geotechnical survey vessel had been in violation of the Jones Act while working on a Virginia offshore wind energy project.

The 264'×59' vessel Geoquip Saentis, “a Chinese-built, Bahamian-flagged, Swiss-owned offshore supply vessel … operated for most of 2020 and 2021 in U.S. offshore wind fields,” including survey work for the Dominion Energy Coastal Virginia Offshore Wind project and the Vineyard Wind project off southern New England, according to the 34-page paper addressed to top Coast Guard and U.S. Customs and Border Protection officials.

One key allegation in the paper is that seafloor soil samples transported by a foreign-flag survey vessel to shore for testing constitute “merchandise” as described in the Jones Act. “The Geoquip Saentis has repeatedly transported and continues to transport merchandise between U.S. points, including transporting subsoil samples from points on the U.S. Outer Continental Shelf (“OCS”) to U.S. ports for testing,” OMSA stated. “That transportation violates the Jones Act.” Operator Geoquip Marine replied in its own lengthy statement, disputing among other points the OMSA claim about Jones Act cargo violations.

“Geoquip Marine vessels do not transport cargo or merchandise. The Geoquip Saentis is an IGSV, it is dedicated to research, and has world-leading drilling technology and an onboard laboratory. It collects seabed data, allowing geotechnical parameters to be derived and supporting environmental research.

“Geoquip Marine has historically relied upon the longstanding position that research work of the type that it is specifically focused on analyzing the characteristics of the seabed is not covered by the provisions of the Jones Act.” It appears that the historic Jones Act feuding between energy multinationals and U.S. operators in the Gulf of Mexico is coming to the East Coast. www.workboat.com • JANUARY 2022 • WorkBoat

ADVANCING U.S. OFFSHORE WIND

LEARN MORE TODAY www.eagle.org/offshorewind www.eagle.org/offshorewindvessels © Ian Dyball/Shutterstock

13

NEWS LOG

News Bitts

ACBL cleared in '08 Mississippi River collision and oil spill

Marad awards $12.6 million in grants to nine marine highway projects

I

Three tugs hold up barge DM-932 that was split in two on the Mississippi River, July 23, 2008. At about 2 a.m. that day the 600-foot tanker Tintomara and the towboat Mel Oliver and barge collided, and approximately 250,000 gals. of fuel oil spilled into the river.

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Coast Guard photo by Petty Officer 2nd Class Chris Lippert

fter more than 13 years of legal proceedings, American Commercial Barge Line (ACBL) has been cleared of any fault related to the 2008 Mel Oliver collision and oil spill on the Mississippi River.

The collision resulted in 250,000 gals. of fuel spilling into the Mississippi River at New Orleans, closing about 100 miles of the waterway for days.

It was determined that DRD Towing of Harvey, La., was entirely at fault for the collision and resulting oil spill. DRD operated and crewed the towboat Mel Oliver, which was towing the ACBL-owned DM-932 barge at the time of the collision.

The announcement is the result of a settlement agreement reached on Nov. 18 with the U.S. Department of Justice and the state of Louisiana regarding the case.

The accident occurred on July 23, 2008, when the Mel Oliver pushed the loaded barge DM-932 into the path of the southbound 600' tanker Tintomara, which sliced the barge in half. ACBL had chartered the Mel Oliver to DRD for $1 a day, court records show, and DRD then time chartered the Mel Oliver back to ACBL with a crew for $2,740 a day.

An apprentice steersman was at the towboat’s controls instead of the boat’s master, who had left town without DRD officials’ knowledge. Coast Guard regulations require a licensed pilot in the wheelhouse with an unlicensed steersman.

Even though ACBL was found not at fault, the Oil Pollution Act of 1990 (OPA’ 90) requires the owner/operator of a red-flagged barge to cover damages left unpaid by the negligent insolvent party.

“Accordingly, ACBL agreed in October 2016 to compromise the government’s claim for all damages resulting from the oil spill for $20 million, which was fully paid in August of 2018. In addition to the settlement payment, ACBL and its insurers paid more than $75 million to clean up the spill,” John Nicoletti, outside counsel for ACBL during the 13-year Mel Oliver proceeding, said in a statement.

14

n December, the Maritime Administration (Marad) awarded $12.6 million in grants to nine marine highway projects under the America’s Marine Highway Program (AMHP). The funding will help address supply chain disruptions, enhance the movement of goods along our navigable waterways, and expand existing waterborne freight services in Delaware, Hawaii, Indiana, Kentucky, Louisiana, North Carolina, New York, New Jersey, Tennessee, Texas, and Virginia. “These investments through the America’s Marine Highway Program will help us move more goods, more quickly and more efficiently,” U.S. Secretary of Transportation Pete Buttigieg said in a statement. “In this moment of record demand for goods and shipping, this is an important piece of the administration’s Port Action Plan to strengthen supply chains, modernize port operations, and lower the cost of goods for American families.”

Kirby fined $15 million for 2014 oil spill

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irby Inland Marine LP, Houston, has agreed to pay $15.3 million in damages and assessment costs from a 2014 oil spill from a Kirby barge — after a collision the company caused, the Department of Justice announced in December. The U.S. and Texas concurrently filed a civil complaint along with a proposed consent decree. The complaint seeks money damages and costs under OPA ‘90 for injuries to natural resources resulting from Kirby’s March 2014 discharge of approximately 4,000 bbls.

(168,000 gals.) of oil from one of its barges into the Houston Ship Channel at the Texas City “Y” crossing.

Go to workboat.com/news for the latest commercial marine industry news, or download our mobile app.

Search WorkBoat in your app store on your mobile device.

www.workboat.com • JANUARY 2022 • WorkBoat

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FOCUS Wind & Hybrid

High Winds What lies ahead for offshore wind and hybrid.

By Kirk Moore, Contributing Editor

ABS is deeply involved with reviewing designs for all elements of the future U.S. offshore wind fleet.

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ABS

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support fleet will need nine to 12 service operations vessels (SOVs); four to five cable lay vessels; 50 crew transfer vessels (CTVs); and four to six wind turbine installation vessels (WTIVs).

Fleet composition will depend on project location and ports in use, said Wei Huang, ABS principal for global offshore.

Depending on the distances they need to cover, some CTVs may be capable of 24 hours operation or more

ABS

ffshore wind energy, pushed by the Biden administration as a keystone of its climate policy, could have parallel effects — boosting U.S. shipbuilding and cutting the maritime industry’s own emissions with new propulsion technologies.

Much of December’s International WorkBoat Show focused on questions about how a future U.S. offshore wind fleet may take shape. Experts with ABS, which has a leading role in setting standards for those vessels, offered some guidance.

There are 16 construction and operation plans anticipated by 2025, nine are now in the environmental review stage by the Bureau of Ocean Energy Management, said Greg Lennon, ABS vice president for offshore wind.

With the Vineyard Wind and South Fork Wind projects approved off southern New England, and the Coastal Virginia Offshore Wind project moving closer to permitting, top ports of the moment are Providence/North Kingston, R.I., New Bedford, Mass., and Portsmouth, Va., he said.

To achieve the Biden administration’s goal of 30 gigawatts of offshore wind energy by 2030, the industry would need to build some 45 substations for routing power from turbines, said Lennon.

The probable number of turbines that would be built is “a moving target” as turbine manufacturers continue to scale up the size of their future machines, according to James Bennett, BOEM’s renewable energy chief. As a rough estimate, Bennett said 100 turbines would generate 1 GW — which, if built out, would be about 3,000 towers on the Outer Continental Shelf.

ABS analysts project that the U.S.

The offshore wind industry faces a shortage of wind turbine installation vessels capable of handling 12- to 14-megawatt machines.

with accommodations, said Huang.

Wind developers are anxious to adopt low-emission, low-impact power systems for their service fleets, and hybrid power is already being adopted in Asia markets, said Huang. She foresees “most if not all CTVs” will have some combination of batteries and low-emission main power.

SOVs will tend to be in the 60- to 90-meter range (197' to 295'), with a complement of 40 to 80 crew and technicians on board, said Huang.

“They will be 24/7, basically hotel vessels,” said Lennon. The European wind industry has a high standard for accommodation and want that here to attract a comparable U.S. workforce, he said.

“They’re bringing the knowledge and experience … that would make the quality of life better for workers in the U.S. industry,” said Lennon.

ABS and Vard offered one prospect in December 2019, when the classifica-

www.workboat.com • JANUARY 2022 • WorkBoat

THE NEXT WTIV?

Vard

The biggest question remains when a second U.S.-flag WTIV will be ordered to follow the Charybdis, a 472'×184'×38' WTIV now under construction for Dominion Energy by Keppel AmFELS at its Brownsville, Texas, shipyard. With a lifting capacity of 2,200 tons Charybdis will be able to handle the next generation of 12- to 14-MW turbines standing over 800 feet tall.

But the upsizing is unlikely to stop there. On Dec. 1 Eneti Inc. exercised an option with Daewoo Shipbuilding and Marine Engineering to build a second next-generation offshore WTIV in South Korea for $326 million.

In December 2019 ABS issued an approval in principle for a Vard SOV design for U.S. projects.

Eneti says it is looking for the right time to build a Jones Act-compliant WTIV for the U.S. market, and the planned Daewoo vessel gives some idea of the size.

An NG-16000X design by GustoMSC, it will be equipped with a Huisman 2,600-ton leg encircling crane, giving it capability to install turbines as large as 20 MW in depths of 65 meters (213'). The vessel will be future-adaptable to operate on LNG or ammonia fuel.

Industry observers said prospective builders still need guarantees that they will have 10 years of contracts to build another Jones Act WTIV. “These are high capex projects and everyone’s looking for that long-term certainty,” said Lennon. “That’s the type of difficulty the developers are facing as well as the builders.” The whole industry is busy exploring U.S. shipyard capabilities and capacity over the next few years, he added.

“The challenge is everyone’s waiting for projects to commence,” said Steve Smardacki of Moran Shipping Agencies, during an ABS panel discussion on offshore wind in New Orleans Nov. 30. “When it happens, they will be forced into the supply chain.”

“Nobody’s going to pull the pistol until they can make money,” said Darren Truelock, vice president of Vard US. He wonders if the U.S.-flag WTIV “may be one and done” for the moment with Charybdis. “It’s a moving target” with bigger and bigger turbines in the future, he added.

Meanwhile, Truelock said Vard is looking to push the cost pf SOVs “below the $100 million threshold,” but steel costs and equipment delivery delays will be a challenge.

Converting existing Gulf of Mexico assets to use on wind projects might offer short-term answers.

“We can come up with a solution that works, at first,” said Chad Verret, executive vice president of Harvey Gulf. A newbuild “is more functional and more efficient, but at what cost?

The industry just has to work with us.”

www.workboat.com • JANUARY 2022 • WorkBoat

American Offshore Services

tion society awarded an “approval in principle” for a Jones Act-compliant version of Vard’s 4 07 SOV. Vard describes its 218'×55.7' design as "a suitable vessel for small wind parks in harsher environment. Despite the cost effective size, the operability is close to that of most larger SOVs. This is because of the large centermounted gangway, good motion characteristics and DP capability.”

Vessels with stabilized gangways – commonly known in Europe as walk-to-work designs – will be a must for operations and maintenance of the large wind turbine arrays now envisioned by developers.

How soon the SOVs are scheduled for delivery will vary by developers, said Lennon: “It may come sooner in a construction role, depending on how the projects are built. It is very much geographic dependent.”

OFFSHORE WIND MAY GIVE HYBRID A BOOST

American Offshore Services’ crew transfer vessels to be built by Blount will be the first hybrid-ready offshore wind CTVs operating in the U.S.

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new U.S. offshore wind fleet would bring new investment to hybrid propulsion, on top of global pressure to cut emissions for public health and climate benefits.

“This is a momentous push to cut emissions, to move away from diesel. It won’t happen” without major government support, said Morgan Fanberg, president of Glosten.

Wind operators will be major movers on hybrid. Blount Boats, Warren, R.I., will build four 99’ hybrid ready CTVs for delivery in 2023-2024 for American Offshore Services. The twin-hull vessels will be powered by four Volvo Penta IPS900 propulsion drives, two in each hull.

WindServe Marine LLC, New York, is already working to green up its energy use, said managing director Josh Diedrich.

“We’re looking at shoreside what we can do to reduce emissions, and how to reduce emissions on our vessels…what we’re really looking at is electrification,” Diedrich said on the ABS panel. “As an industry, we have to come to an agreement on how we want to go green.” The technologies are more expensive, so there will need to be day rate compensation, he noted: “They have to be paid somewhere.”

Diedrich said “our number-one challenge with CTVs is weight and space,” so adding batteries for hybrid drive raises those issues.

Hydrogen is touted as another fuel of the future, and entrepreneurs are working on an easier way to get it. — K. Moore

17

VESSEL REPORT Patrol Boats A 31’x10’ patrol boat built by Inventech Marine for the Washington Department of Fish & Wildlife.

Safeguards

By Michael Crowley, Correspondent

T

he market for Inventech Marine Solutions patrol boats has been pretty steady. That’s especially true in Florida where “we’ve done a lot in the state and it continues to grow,” said Jenson Charnell, president of the Bremerton, Wash., boatyard.

Popular Inventech aluminum patrol boats are the 31 and 33 full-cabin models. The enclosed cabins offer protection “so it’s a versatile platform that can go throughout the year,” Charnell said. The bow cockpit is fairly easy to access from the cabin, and when a law enforcement officer needs to go ashore, he can beach the boat and take advantage of a folding bow door that “allows you to climb off the front fairly easily.

It’s manual, lifting and lowering, and doesn’t require any pulleys or winches.”

Match the full cabin model up with a propulsion option that law enforcement agencies are starting to request from Inventech and you have a very fast patrol boat. That option is power provided by a pair of Mercury Marine V-12 600-hp Verado outboards. “In the next year to year-and-a-half, we’ll see patrol boats completed more and more with Mercury 600hp V-12 outboards, mostly in pairs,” said Charnell.

A step up in power is a 41' full-cabin model scheduled to be

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built this coming year with triple 600-hp Mercury outboards for a Florida sheriff’s department. Charnell isn’t sure what speed the triple 600-hp Mercury’s will produce. It’s 67 mph with dual 600-hp Mercurys. “That will be an interesting one because it’s a lot more weight and more fuel. I’m now estimating the high 70s if not hitting 80 with triple Mercury outboards.”

Adding the third 600-hp Mercury, which comes in at about 1,300 lbs., has required some modifications to the hull. “The biggest thing we’ve done for longevity is increasing plating thickness because it will be a faster boat,” said Charnell.

“And with three heavy outboards on the transom, fuel tanks have been moved to compensate for the added weight.”

Charnell allows that most of the time the 41-footer won’t operate at full speed, but with triple Mercurys the patrol boat will be capable of cruising at a higher speed, 40 to 45 mph.

“What we are trying to design the boat around is cruising in heavy seas at a fairly decent clip.”

SAFE BOATS

In December, Safe Boats International, another Bremerton, Wash., boatbuilder, was working on its 52nd Safe 41 Interceptor for the U.S. Customs and Border Protection. The first Safe 41 Interceptor for CBP was built in 2016, four years www.workboat.com • JANUARY 2022 • WorkBoat

Inventech Marine Solutions

ABS

The patrol boat market continues to grow.

Safe Boats

Patrol Boats

A Safe Boats 41 Interceptor for the U.S. Customs and Border Protection.

said Bob Beck, the company’s director of sales and marketing.

Two models in particular are at the forefront of Lake Assault’s focus — the 33 Patrol Mono Hull for the Navy and the 36 Army Patrol Mono Hull.

Both models are currently being built.

The Navy has the largest order, for up to 130 boats. In December six had been completed and work had started on the seventh boat. Beck said the project could take up to five years.

“The Navy will use them all around the world, in harbors and ports, wherever Navy ships are.”

The 33'×10' Navy boat, which Beck refers to as a force protection medium boat, has a full cuddy cabin with Allsalt Maritime’s Shox shock mitigat-

LAKE ASSAULT BOATS

Lake Assault Boats moved into the patrol boat arena a couple of years ago after making a name for itself as a builder of fireboats, and the patrol boat market “continues to be a focus for us,”

Lake Assault Boats

after the model was introduced in 2012 for the Royal Bahamas Police Force.

Since then, 78 aluminum 41'1"×12' Interceptors have been built, including the one currently under construction.

“They are highly maneuverable and very fast,” said Troy Knivila-Ritchie, marketing and sales specialist for Safe Boats.

The speed comes from the Mercury outboards lined up across its transom.

The early Interceptors started out with four 300-hp outboards. That was eventually stepped up to four 350-hp outboards, or 1,400 hp total, which is what the boat being built for CBP will have. That should give it a top speed of 66 mph.

“It can be configured for 1,600 hp,” or four 400-hp outboards, said Knivila-Ritchie, but that hasn’t happened yet. That should push the speed up to nearly 70 mph.

The Safe 41 Interceptor currently has seating for six with configurable shock track seating in an open cockpit with an aluminum T-top. “It’s very easy for the operator to feel comfortable running at speed and chasing down the bad guys,” said KnivilaRitchie.

ing seats for a three to four-man crew.

A Wing polyurethane foam collar protects the aluminum hull along the sheer line. There are weapon mounts for machine guns up to 50 caliber.

On the transom are a pair of 225-hp outboards that could be “Hondas or Yamahas, whatever they order,” said Beck. He puts the 33 footer’s speed with both outboards wide open at about 35 knots.

Lake Assault Boats is building 10 of the 36'9"×10' Army boats, which Beck describes as a “variation of the Navy boat. It doesn’t have quite as many features as the Navy boat.” But it does carry more horsepower with triple Honda 250-hp outboards, capable of pushing the aluminum 36 footer to 40 knots. There’s also a much more robust polyurethane foam collar Building the Army boats started in 2020 and is due to be completed in early 2022. Five boats will go to a weapons station in Compton, Calif., and five to a weapons station in North Carolina.

In addition to the boats for the Navy and Army, Beck sees a number of opportunities all over the U.S. That’s not only for patrol boats based on the Army and Navy hulls but Lake Assault’s 24 Patrol RHIB Mono Hull for local law enforcement agencies.

“The patrol boat market is definitely on the up rise,” said Beck.

Lake Assault Boats is building 10 36 footers for the Army.

www.workboat.com • JANUARY 2022 • WorkBoat

19

ON THE WAYS CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

Blount to build four CTVs for American Offshore Services

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Blount will build four 99’ CTVs for American Offshore Services.

American Offshore Services

s enthusiasm continues building for developing a viable offshore wind-energy industry, Blount Boats in Warren, R.I., is at the head of the pack when it comes to building vessels capable of servicing offshore wind platforms.

Blount Boats built the first U.S. crew transfer vessel, the Atlantic Pioneer, in 2016 and the third CTV, Atlantic Endeavor, in late 2020. Both catamaran Jones Act CTVs were built for Atlantic Wind Transfers in North Kingstown, R.I. Recently, Blount was awarded a contract to build four twin-hulled crew transfer vessels for American Offshore Services, which is owned by SEA.O.G. Offshore, New Bedford, Mass., and Europe-based Northern Offshore Services, which provided the basic design for the new CTVs. They will be built sequentially, with fabrication work on the first CTV due to start in early 2022.

The scheduled delivery date is May 31, 2023.

The four CTVs will be appreciably different from the Atlantic Pioneer and the Atlantic Endeavor, in terms of size and propulsion systems. The “new boats are significantly bigger,” said Blount Boats project engineer Luther Blount.

They will stretch out to 99'×36.7', while the Atlantic Pioneer is 70.2'×23.9' and the Atlantic Endeavor is 64.9'×28.4'.

Blount Boat’s first two CTVs are powered by a single MAN 1,400-hp V12 in each hull, matched up with waterjets from HamiltonJet. That produces a service speed of 24 knots, while the soon-to-be-built CTVs are to have a pair of Volvo Penta IPS900 propulsion drives in each hull, made up of 700-hp Volvo D13s with pod drives with forward facing counter rotating props.

The Volvo 700-hp rating “gets out of the Tier 4 emission requirement,” noted

Blount. “For the horsepower, it does provide a very efficient and maneuverable solution.” He estimated that the power package should provide a top speed of around 28 knots, while cruising at 24 to 25 knots.

The four CTVs are being referred to as “G-Class CTVs,” but Blount noted that this class name has no bearing on regulations or codes but is an internal title for Northern Offshore Services CTVs operating in Europe.

The new CTVs will be launched as hybrid-ready vessels. “Everything is being done to make a future upgrade to hybrid very easy,” said Blount. The middle of the boats will have a large void for battery storage and other spaces are being set aside for a hybrid package.

“Compared to trying to do a conversion on a boat you really didn’t plan for, this will be easy down the road.”

There will be accommodations for at least six crewmembers and seating for 24 wind-farm technicians. That includes a galley for the crew, who will often stay overnight on the boat, and a kitchenette arrangement with a microwave and fridge allowing passengers to make their

own lunch.

When taking equipment to windfarms, the CTVs will be able to transport two 10' containers on the aft deck and eight 10' containers forward of the wheelhouse, where there will also be a Palfinger PK12002 deck crane. But the total cargo capacity can’t exceed 40 tons.

With four CTV contracts in hand, Blount Boats is looking to expand its facilities. Historically the Rhode Island boatyard has been “a builder of steel boats in the weather,” Marcia Blount, president of Blount, said, indicating that steel boats can be constructed outside of an enclosed shop. “But with aluminum you cannot do that in the north. What we need with aluminum is covered space.”

Currently Blount Boats has a fabricating shop big enough to build two boats. “Our plan is to build another hull shop that will fit two more,” she said.

That expansion will accommodate the current contracts but Blount, who has been after CTV contracts for 11 years, is also thinking of the future. “We’re thrilled. It’s here now,” she said of the Continued on page 45

www.workboat.com • JANUARY 2022 • WorkBoat

2021 SIGNIFICANT BOATS SIGNIFICANT BOATS OF 2021

PASSENGER FERRY NAMED BOAT OF THE YEAR

A WELL-DESERVED AND SIGNIFICANT HONOR. Congratulations to Metal Shark’s Magnet, named to WorkBoat’s 10 Significant Boats of 2021 list. Powered by twin 2,600-hp mtu 16V2000M96L engines, the 158-foot catamaran expedition yacht has a range of 11,000 nautical miles at 10 knots, with a top speed of 27 knots.

www.mtu-solutions.com

SIGNIFICANT BOATS OF 2021

MICHAEL H. OLLIS

The 2021 Boat of the Year has room for 4,500 passengers.

Eastern Shipbuilding Group photos

BOAT OF THE YEAR

The Michael H. Ollis is the first of three new Staten Island ferries.

By Ken Hocke, Senior Editor

T

he 320'×70'×21'6" Staten Island ferry Michael H. Ollis was named Boat of the Year at the 41st International WorkBoat Show in New Orleans in December.

Eastern Shipbuilding Group (ESG) delivered the first of three new Ollis-class ferries to the New York City Department of Transportation (NYCDOT) Staten Island Ferry Division. The shipyard was awarded the $257 million contract to build the three ferries in 2017.

“It’s an honor to be recognized at the largest commercial shipbuilding event in the world and to be selected for this prestigious award,” said Joey D’Isernia, president of Eastern Shipbuilding. “The Michael H. Ollis Staten Island Ferry is in a league of its own with the Buy America certifications, environmental protections, high energy efficiency, innovative safety measures, powerful performance, and elegant design features. We are proud to deliver this exceptional vessel that millions of passengers will get to ride.”

The Michael H. Ollis, Hull 219, departed ESG’s Port St. Joe facility in early August 2021 fully certified and passenger ready.

Dann Ocean Towing’s 3,000-hp ocean tug Colonel towed the ferry from Port St. Joe, Fla., to New York City. Upon arrival in New York, the ferry was staged at Caddell Dry Dock for cleaning and another round of trials and training.

The three new 320' Ollis-class double-ended ferries are from a design

by Elliott Bay Design Group, Seattle.

Each 4,500-passenger ferry features four Electro-Motive Diesel (EMD) 12-710 EPA Tier 4 marine propulsion engines, with two engines powering one Reintjes DUP 3000 P combining gear, and one 36 RV6 ECS/2852 Voith Schneider propeller at each end of the vessel. Total installed horsepower is 9,980. Geislinger torsional couplings are installed on the EMD flywheels and provide torsional damping and driveline misalignment from the resiliently mounted EMD engines.

www.workboat.com • JANUARY 2022 • WorkBoat

SPECIFICATIONS Builder: Eastern Shipbuilding Group Designer: Elliott Bay Design Group Owner: New York City Department of Transportation Staten Island Ferry Division Length: 320' Beam: 70' Depth: 21'6" Draft: 13' Passenger/Crew Capacity: 2,551; 4,500 (max.)/16 Propulsion: (4) Electro-Motive Diesel 12-710 (Tier 4), 9.980 hp (total) Marine Gear: (2) Reintjes DUP 3000 P Ship’s Service Power: (3) Caterpillar C-18 Propeller: (2) Voith Schneider 36 RVS ECS/285-2 Certification/Classification: ABS Maltese Cross A1, Ferry Service, River Service/USCG classed, Subchapter H Delivery Date: August 2021

Each ferry has a crew of 16.

The new ferries are larger, reflect modern technology, and will operate more safely in extreme weather conditions. They feature popular design elements of past Staten Island Ferries and new customer-service amenities such as more comfortable seating and phone-charging outlets and an oval upper-deck promenade that will for the first time serve as an outdoor “walking track” for ferry riders. They have the latest in marine technology for energy efficiency and environmen23

Eastern Shipbuilding Group

SIGNIFICANT BOATS OF 2021

Each ferry features four EMD Tier 4 marine propulsion engines and three Tier 3 marine continuous duty diesel generator sets.

The new ferries are larger, reflect modern technology, and will operate more safely in extreme weather conditions.

tal friendliness. There are design features on the vessels that are part of the emergency response plan with the city.

Lessons from 9/11 were built into this fleet and they can be

connected to the New York fire vessels, also built by Eastern Shipbuilding Group, to support evacuations and rescue.

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 rated at 425 kW. The approximate fuel oil capacity is 30,000 gals.

The second ferry in the series, Sandy Ground, was delivered Dec. 8. The third ferry, Dorothy Day, is scheduled to be delivered in 2022.

“I am pleased to announce the newest Staten Island Ferry, the Sandy Ground, is being delivered to New York City.

This vessel honors our nation’s African-American heritage and will tell the story of the landmark Sandy Ground community,” said D’Isernia. “These incredible vessels are receiving international recognition for their superior design and capabilities. We thank our partners for their dedication and exceptional quality in the production of these ferries.”

New York City has operated the 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 close to 23 million passengers annually.

The layout of the three new Ollis-class ferries is similar to the 3,500-passenger John F. Kennedy ferry, commissioned in 1965 and 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 come into service.

Staten Islanders chose to honor one of their own in naming the new ferry. Army Staff Sgt. Michael 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.

SSG MICHAEL H. OLLIS Concept & Contract Design Technical Oversight

MARINE ENGINEERING & NAVAL ARCHITECTURE FOR THE MARINE INDUSTRY 24

www.workboat.com • JANUARY 2022 • WorkBoat

PROUD TO POWER YOUR OPERATION Congratulations to Gretchen V. Cooper & Michael H. Ollis.

These boats have earned a spot on the Top 10 Significant Boats of 2021. It’s a big honor to be recognized — and a big honor for us to provide the power that keeps your vessels moving forward. Thanks for placing your trust in us.

Gretchen V. Cooper - 2 Cat 3512E Tier 4 engines - 2 Cat C4.4 Tier 3 generator sets

Michael H. Ollis.

- 4 EMD 12-710 Tier 4 engines - 3 Cat C18 Tier 3 generator sets

For more information, please visit www.cat.com/marine © 2021 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, EMD, LET’S DO THE WORK, their respective logos, ”Caterpillar Corporate Yellow”, the ”Power Edge” and Cat “Modern Hex” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and its subsidiary Progress Rail and may not be used without permission.

SIGNIFICANT BOATS OF 2021

AMERICAN JAZZ

American Cruise Lines

The third overnight cruise vessel in ACL’s modern riverboat series.

American Jazz began its inaugural season on the Lower Mississippi River in March of 2021.

By Dale DuPont, Correspondent

A

merican Cruise Lines (ACL) has taken delivery of the American Jazz after successful sea trials on the Chesapeake Bay. Built by Chesapeake Shipbuilding, Salisbury, Md., which shares ownership with ACL, the 345'×60', 190-passenger overnight passenger vessel is the third in the line’s modern riverboat series and is sailing the Mississippi River. American Harmony debuted in 2019 and American Song in 2018.

“The outlook for 2021 is tremendous, and we look forward to American Jazz’s first full season on the Mississippi, as well as the introduction of American Melody,” the next ship in the series, Charles B. Robertson, ACL president and CEO, said when the new riverboat was delivered.

American Jazz began its inaugural season on the Lower Mississippi River in March 2021. It was delivered in August 2020, but its debut was delayed because of the Covid-19 pandemic.

Like her sisterships, American Jazz has the contemporary styling

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and modern amenities that make river cruising more attractive and comfortable than ever before.

Featured is a five-story glass atrium, private balconies in all of its spacious staterooms, and views from everywhere on the ship. American Jazz also features the same opening bow and retractable gangway seen on American Song and American Harmony.

Ranging from 250 to 650 sq. ft., the 99 staterooms aboard American Jazz were designed to be the finest on any cruise ship, ACL said. Guests enjoy ample living space, full-size bathrooms, plush seating, and the ideal place to unwind after an enriching day of discovery.

The Grand Suite measures 650 sq. ft. and offers panoramic views through floor-to-ceiling glass windows. Sliding glass doors lead out to a private balcony complete with a private dining area.

Each Grand Suite features a separate bedroom and living area.

American Cruise Lines’ ongoing modern riverboat series started with

SPECIFICATIONS Builder: Chesapeake Shipbuilding Designer: Chesapeake Shipbuilding Owner: American Cruise Lines Length: 328' Beam: 60'4" Draft: 9' Height: 53' Mission: Overnight passenger vessel operating on the Lower Mississippi River Passengers: 190 Hull: Steel Staterooms: 99 (250 sq. ft. to 650 sq. ft.)

Decks: 6 Main Propulsion: (2) Caterpillar 3512E, Tier 4, 1,810 hp @ 1,600 rpm Z-Drive: (2) Veth VZ-1250-CR counter rotating azimuth thruster, 1,742 hp @ 1,800 rpm Marine Gear: ZF; 5.60:1 ratio Propeller: (4) 1,700 mm (front); (5) 1,530mm (aft) Tunnel Thruster: (2) Veth VZVT-400, 544 hp with 47.25"-dia. prop, 1,500 rpm with air induced noise suppression Speed (knots): 13.7 Ship’s Service Power: (3) Caterpillar C18, 565 kW; John Deere 4045HF285, 100 kW; Kohler, 16 kW Capacities (gallons): 72,800, fuel; 33,100, water Delivery Date: August 2020

the American Song in 2018, followed

by American Harmony in 2019. Following American Jazz’s debut this year, the fourth passenger vessel in the series, American Melody, a 175-passenger, entered service in August 2021.

Next are the fifth and sixth in the series, due to come out in 2022 — American Symphony in August 2022, and American Serenade late next year.

www.workboat.com • JANUARY 2022 • WorkBoat

SIGNIFICANT BOATS OF 2021

MAGNET

New aluminum yacht is a first for Metal Shark.

SPECIFICATIONS

Metal Shark

Builder: Metal Shark Designer: Metal Shark, Incat Crowther Owner: George Wallner Length: 158' Beam: 39' Displacement: 275 LT (lightship) Main Propulsion: (2) MTU, IMO Tier III, 2,600 hp Speed (knots): 10 (cruising), 17 (running), 27 (top) Range: 11,000 nm Living Space: 4,230 sq. ft.

Tankage (gallons): Fuel, 29,000 Ancillary Equipment: 5,000-lb. submersible stern platform; 3,500-lb. aft deck crane; workshop; wine cellar; 4.2-kW solar power generation array Delivery Date: September 2020 The three-deck aluminum catamaran is designed for extended travel.

By Ken Hocke, Senior Editor

L

ouisiana shipbuilder Metal Shark has introduced a 48-meter (158'×39') aluminum catamaran expedition yacht.

The Metal Shark M48, named Magnet, is the first newbuild in the company’s Metal Shark Yachts portfolio of high-speed, long range catamaran expedition yachts. The new lineup also includes the 30-meter M30 (100'), and the 70-meter M70 (231').

Magnet is the first private yacht built

by Metal Shark, which builds aluminum and steel vessels for military and commercial operators worldwide. The vessel is also notable for being built in the U.S., constructed from start to finish at Metal Shark’s Franklin, La., shipyard.

“It’s a cool boat because it’s not a fussy or frilly yacht. It’s tough and meant for extended travel,” said Josh Stickles, Metal Shark’s vice president, marketing. “It carries an insane amount of fuel so the range is ridiculous. You can cruise 11,000-plus nautical miles at 10 knots, or you can cross the Atlantic at 17 knots. If you need to go fast, say,

if you need to get ahead of an approaching storm front, you can run her all the way up to 27 knots.”

An expansive upper-level sun deck, appointed with wraparound seating and lounges, al fresco dining areas, and a bar with refrigerators and an ice maker, also features a forward flybridge which offers expanded visibility from its elevated position. A large fixed shade provides comfort while also accommodating an integrated 12-panel, 4.2-kW solar power generation array, and an aft lounge area for those who want the sun.

Magnet has been configured with a master cabin, a VIP cabin, and three guest cabins. However, each offering in the Metal Shark Yachts lineup may be fully customized to suit the unique requirements of the owner. With its 4,230 sq. ft. of interior living space, M48 can easily be configured to accommodate additional guests or crew.

The three-decked welded-aluminum boat features design work from Metal Shark’s engineering team, utilizing an Incat Crowther catamaran hull

www.workboat.com • JANUARY 2022 • WorkBoat

form optimized for maximum speed and range. The vessel weighs in with a lightship displacement of 275 metric tons and can carry up to 29,000 gals.

(110,000 liters) of fuel. Powered by twin 2,600-hp (1,939 kW) MTU IMO Tier III diesel engines, Magnet boasts an 11,000-nautical-mile range at a 10-knot cruising speed. In sea trials the yacht reached a top speed of 27 knots.

“This is not by any stretch a typical yacht,” the vessel’s owner, George Wallner, said. “I wanted a serious, rugged, purpose-built vessel capable of reaching the remote, unspoiled destinations that you can’t get to with an airplane. With Magnet, I can travel quickly to faraway places, and everyone onboard can enjoy the adventure. Upon arrival, we can stay for extended periods, independently and comfortably, without reliance on a large crew.”

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SIGNIFICANT BOATS OF 2021

CHIEF POTACKEE BETTY MAE TIGER JUMPER

SPECIFICATIONS Builder: St. Johns Ship Building Designer: Lay, Pitman & Associates Owner: Silver Springs State Park Hull & Superstructure: Aluminum Mission: Carry passengers on tours of Silver Springs State Park Length: 36'7" Beam: 12' Depth: 14"

St. Johns Ship Building

Electric glass bottom 28-passenger tour boat.

New boat is working in Florida’s Silver Springs State Park.

Draft: 12" Main Propulsion: (2) Elco outboard, 20 hp; (4) Lithionics lithium-ion battery, 7.5 kW Ship’s Service Power: (2) Lithionics lithium-ion battery, 7.5 kW Propeller: (4) 8"x9.25" 3-bladed Ancillary Equipment: Glass bottom Delivery Date: June 2021

By Ken Hocke, Senior Editor

S

t. Johns Ship Building, Jacksonville, Fla., delivered the 36'7"×12'×14" electric glass bottom tour boat Chief Potackee Betty Mae Tiger Jumper to Silver Springs State Park in June.

Designed by Lay, Pitman & Associates Inc., Neptune Beach, Fla., the new aluminum boat can carry up to 28 passengers and two crewmembers and has a 12" draft.

According to the Florida state parks e-newsletter, Real Florida, the Florida State Parks Foundation commissioned Lay, Pitman to design the boat, which includes a flat deck and ample aisles providing easy and convenient access for wheelchairs. The vessel is also equipped with an induction-loop system that assists passengers using hearing aids in listening to the captain’s narration.

In addition to the Florida State Parks Foundation, a consortium of public and private partners helped fund the vessel, including the Fish & Wildlife Foundation of Florida, the 28

Felburn Foundation, the Delores Barr Weaver Legacy Fund, the Florida Park Service, Friends of Silver Springs Park and Cape Leisure.

Chief Potackee Betty Mae Tiger Jumper is powered by twin 20hp Elco electric outboards with four Lithionics 7.5-kW lithium-ion batteries. The outboards are fixed with 8"-dia. 3-bladed props with a 9.25" pitch. The propulsion package gives the vessel a running speed of 10 knots. Controls are by Elco, steering system from SeaStar.

Ship’s service power comes from two Lithionics lithium-ion 7.5-kW batteries.

Glass bottom boats have wowed visitors at Silver Springs since the 1870s. In the past, the boats have not accommodated handicapped visitors.

Now, a wheelchair-accessible boat is available to allow all visitors to experience breathtaking views of the underwater life, ancient Native American and Spanish artifacts, and underwater props from when the park

was used for Hollywood productions.

All the glass bottom boats at the park are named after Seminole tribal chiefs. In this case, Chief Potackee Betty Mae Tiger Jumper is named after the only female chief of the tribe.

The glass bottom boats showcase the springs and the underwater life that naturally inhabits Silver Springs.

The river tours allow guests to see below the surface of the water and enjoy the river’s wildlife, vegetation, and historical and cultural artifacts.

www.workboat.com • JANUARY 2022 • WorkBoat

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SIGNIFICANT BOATS OF 2021

JACK K AND WILLIAM O

SPECIFICATIONS

Weeks Marine

Modified lugger tugs have 45’ vertical clearances.

Ship’s service power comes from two Cummins QSB7-DM gensets, sparking 65 kW of electricity.

By Ken Hocke, Senior Editor

W

eeks Marine Inc., Cranford, N.J., has taken delivery of two new 62'6"×25' modified lugger tugs from Rodriguez Shipbuilding, Coden, Ala. The first tug — the Jack K — was delivered in late March of this year.

The second is a sister tug to the Jack K — the William O, which was expected to be delivered in the summer of 2021. Rodriquez is also building Weeks a third tug, the 78' triplescrew James K, that had a scheduled delivery date of late October 2021.

“Weeks decided to invest in what we have termed a modified lugger tug. The intension was to develop a small versatile vessel that could support dredging operations, transport a significant amount of fuel/water, and perform towing operations to mobilize jobsites,” said Weeks’ senior port engineer and project manager Shaun O'Brien. "With regard to some of the robust characteristics, we have a ½" hull, ½" side shell, and 3/8" deck.”

Main propulsion for the 95-gross-

30

ton Jack K and William O comes from twin Cummins QSK 19-MRCS diesel engines, producing 750 hp each. The mains connect to 66"×54" Kahlenberg 4-bladed propellers through Twin Disc MGX-5222 DC marine gears with 6.0:1 ratios.

The tugs, which have a 45' vertical clearance and an 8' maximum draft, feature Nabrico DF-156-40-15BE facing winches with 84'×1" wire and a 40-ton holding capacity, and a single drum winch from Coastal Equipment with 900'×1" wire and a 500'×1" whip. The winch has 50,000lbs. pulling capacity and 150,000-lbs. brake hold. There’s also a Cummins QSB7-DM powered tow motor.

Ship’s service power comes from two Cummins QSB7-DM gensets, sparking 65 kW of electricity.

The Jack K and the William O are heavily fendered to protect the hull when moving anchors and making pipe connections. “Our stainless four blade Kahlenberg wheels are pitched more towards torque rather than

Builder: Rodriguez Shipbuilding Designer: Rodriguez Shipbuilding, Weeks Marine, MINO Owner: Weeks Marine Mission: Multiple missions on the inland and coastal waterways Length: 62'6" Beam: 25' Draft: 8' Vertical Clearance: 45' Main Propulsion: (2) Cummins QSK 19-MRCS, 750 hp Marine Gear: Twin Disc MGX-5222 DC, 6.01 ratio Propellers: Kahlenberg, 4-bladed Ship’s Service Power: (2) Cummins QSB7-DM gensets, 65 kW Deck Equipment: (2) Nabrico DF-156-40-15BE, 1"x84' wire, 40-ton holding capacity; Coastal Equipment, single drum, 1"x900' wire, 1"x500' whip, 50,000-lb. pulling capacity, 150,000-lb. brake hold Tankage (gallons): Fuel, 12,000; water, 6,000; lube oil, 350 Delivery Date: March 2021

speed. All deck connections and fills are stainless as are the handrails and stern cap rail,” said O’Brien. “All of the interior water piping is welded/ flanged stainless. We installed a direct to bulwark tire system that eliminates the need for tire hanging chains. This ends up with a much quieter ride for the crew and prevents a significant amount of chain and tire wear. We have designed a backup battery system powered by lithiumion batteries which maintains the electronics, interior communication,

www.workboat.com • JANUARY 2022 • WorkBoat

and lighting.”

Tankage for the tugs include 16,000 gals. of fuel; 12,000 gals. of water; and 350 gals. each of lube oil and hydraulic oil. Winch capacities include 12,000 gals. fuel; 6,000 gals. water; and 350 gals. lube oil.

With over 100 years of experience in the maritime construction industry, Weeks Marine was founded in 1919 as the Weeks Stevedoring Co. The company started with two floating cranes in the Port of New York, handling bunker coal and dry ballast.

By World War II, the company had expanded. Due in part to the workload of the war effort, modernization of the fleet began as the cranes’ original wooden hulls were replaced with steel.

Beginning in the 1950s, the Weeks expanded their company into marine projects outside stevedoring, performing salvage, dredging, and construction work and installing navigational

Weeks Marine

SIGNIFICANT BOATS OF 2021

The boats are heavily fendered to protect the hull when moving anchors and making pipe connections.

aids for the Coast Guard.

The company also became the prime contractor assigned to remove

abandoned piers and vessels for the Army Corps of Engineers — work that continues today.

FROM THE DECK UP DF-460 STAINLESS STEEL FIXED CHOCK

DF-156 HYDRAELECTRIC WINCH

• 100% stainless steel construction

• Self-contained hydraulic/electric power unit with Stainless Steel tank.

• Hydraulic system prevents power spikes.

• High polished finish

• Winch operation can also be achieved by customer-supplied hydraulic power or remote-mounted power supply.

• Free wheeling feature to allow faster cable pull-out.

Nabrico-Marine.com www.workboat.com • JANUARY 2022 • WorkBoat

• Fail safe brake.

• Stainless Steel components: control box, guards, tanks, and fasteners.

• Mechanical dog for emergency manual operation.

• Fully Synthetic Biodegradable Hydraulic fluid.

• Hot-dipped galvanized standard.

• True left or right-hand models for use in pairs.

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SIGNIFICANT BOATS OF 2021

Q-LNG 4000

Q-LNG Transport

The first offshore liquified natural gas bunkering articulated tug-barge

SPECIFICATIONS Builder: VT Halter Marine Designer: Shane Guidry, Q-LNG Transport, Harvey Gulf International Marine Owner: Q-LNG Transport Mission: Provide ship-to-ship transfers of liquid natural gas to customers in the Gulf of Mexico.

Length: 324' (barge) Length: 128' (tug) Beam: 64' (barge) Beam: 42' (tug) Depth: 32'6" (barge) Depth: 21' (tug) Main Propulsion: (2) GE 6L250 MDC, Tier 4 Z-Drive: (2) Wärtsilä Delivery Date: January 2021

Compared to heavy fuel oil, LNG reduces greenhouse gas emissions by up to 21% for 2-stroke engines and up to 15% for 4-stroke medium speed engines.

By Ken Hocke, Senior Editor

I

n January 2021, Q-LNG Transport and Shell Trading (US) Co. announced that the first offshore liquified natural gas (LNG) bunkering articulated tug-barge (ATB) in the U.S., the Q-LNG 4000, was ready for operations.

Designed to provide ship-to-ship transfers of LNG to vessels utilizing LNG as a fuel source and ship-to-shore transfers to small scale marine distribution infrastructure in the Gulf of Mexico and overseas, the ATB is an integral part of the LNG infrastructure along the southeast U.S. coast, the companies said. Q-LNG officials said the development of marine LNG infrastructure is an important step in the safe, reliable transportation and delivery of LNG in North America.

The ATB is made up of the 4,000-cu. meter, 324'×64'×32'6" LNG barge QLNG 4000 and the 128'×42'×21', 5,100hp tug, Q-Ocean Service.

The Q-Ocean Service is powered by twin GE 6L250 MDC, Tier 4 main engines and connected to Wärt32

silä Z-drives. Both the barge and tug were built at Pascagoula, Miss.based VT Halter Marine.

Wärtsilä delivered a large amount of equipment for the project. Wärtsilä’s deliverables for the barge included all of the cargo handling, cargo control, and cargo containment system as well as the PMS and automation onboard.

For the tug Wärtsilä delivered all of the bridge navigation, communications, and dynamic positioning equipment as well as thruster, PMS and automation.

“Shell has an ambition to be a netzero emissions energy business by 2050 or sooner, in step with society, and we are working hard to deliver the kind of solutions our customers need now to help them decarbonize,” Karrie Trauth, general manager for Shell shipping and maritime, Americas, said in a statement announcing the delivery. “LNG is an important part of the solution today, and I’m proud that this vessel will effectively double the number of LNG bunker vessels in the U.S. and making it possible for us to continue to help

others accelerate their own transition.”

The barge complements Shell’s existing global network of six LNG bunker vessels to meet the growing global demand for cleaner maritime fuels.

Compared to heavy fuel oil, LNG reduces greenhouse gas emissions by up to 21% for 2-stroke engines and up to 15% for 4-stroke medium speed engines as well as significantly reducing pollution from nitrogen oxides and particulate matter compared to conventional marine fuels. This fuel type also meets IMO 2020 sulfur regulations.

www.workboat.com • JANUARY 2022 • WorkBoat

“I’m pleased to have taken delivery and to begin our long-term service contract with Shell Trading,” Shane Guidry, CEO of Q-LNG said. “All of my companies, including Q-LNG, are focused on, and will continue to do our part to design, build and operate vessels that will assist with the quest to decarbonize. We look forward to delivering extremely safe and reliable service, as we have done for Shell all of my career. I absolutely want to thank all of those with Shell who were very helpful throughout the build process and to especially thank everyone on my team, whom all remained focused and committed, with boots on the ground 24/7 to get this vessel across the finish line.”

Guidry said that by working with current equipment suppliers, Q-LNG is able to leverage efficiencies and ensure competitive pricing, while positively affecting vessel construction, delivery

Q-LNG Transport

SIGNIFICANT BOATS OF 2021

The Q-LNG 4000 ATB meets U.S.-flag, ABS-class and International Gas Carrier Code requirements

and reliability during operations.

Approvals from the Coast Guard represent a continuation of Q-LNG’s

commitment to developing LNG fueling infrastructure in North America, Guidry said.

Wabtec’s L250 and V250 Medium Speed Diesel Engines Wabtec is the only engine manufacturer supplying marine medium speed diesel engines that are certified to meet EPA Tier 4 and IMO Tier III emissions standards without requiring urea-based aftertreatment.

• Advanced Exhaust Gas Recirculation (EGR) technology minimizes formation of NOx in-cylinder while maintaining world class fuel efficiency • Eliminates spacious provisions required for a SCR aftertreatment system and urea storage, preserving valuable cargo and tank space • Easier and less expensive to install • Simpler to operate and no additional operating expenses from urea use, catalyst replacements and SCR component maintenance • Impressive durability with no planned major overhauls for up to 60,000 operating hours

No urea. No kidding.

www.workboat.com • JANUARY 2022 • WorkBoat

MSDProducts@wabtec.com wabteccorp.com/marine-solutions

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SIGNIFICANT BOATS OF 2021

GRETCHEN V. COOPER

SPECIFICATIONS

Cooper/T. Smith

Linehaul towboat is one of the most powerful on the Tenn-Tom.

The company said the new towboat is the first linehaul towing vessel in the U.S. powered by Tier 4 Caterpillar high-speed engines with selective catalytic reduction.

By Ken Hocke, Senior Editor

T

he Gretchen V. Cooper , a 110'×33' linehaul towboat built

by Blakeley Boat Works (BBW), was delivered to Cooper Marine and Timberlands (CMT) in March 2021.

BBW and CMT, both located in the port of Mobile, Ala., are wholly owned subsidiaries of Cooper/T. Smith. The company said the new towboat, which has a maximum 8'6" working draft, is the U.S.'s first linehaul towing vessel powered by Tier 4 Caterpillar highspeed engines with selective catalytic reduction.

Blakeley BoatWorks is a full-service shipyard that specializes in small vessel repair, barge repair, and new vessel construction. It is equipped with a 1,900ton floating drydock, 660-ton Marine Travelift boat hoist, and four covered fabrication shops.

Currently, Tier 4 diesel engine standards are the strictest Environmental Protection Agency emissions requirements for new engines found in inland marine vessels.

34

“Our customers expect Blakeley BoatWorks and Cooper Marine & Timberlands to drive industry innovation, and our building and operating one of the industry’s most environmentally friendly towboats marks our unwavering commitment to always exceed their expectations,” Angus R. Cooper III, president, Cooper/T. Smith, said. “Naming a boat after my wife Gretchen meant that we couldn’t just settle for building a standard towboat and therefore, the Gretchen V. Cooper will be one of the most powerful towing vessels operating on the Tennessee-Tombigbee Waterway and will lead the way for a new industry standard for reduced emissions on towboats.”

The new towboat is powered by two Cat C3512E 3,400-hp Tier 4 diesel marine engines operating at 1,800 rpm and coupled to Twin Disc MGX-5600 gears.

The Cats are connected to Southeastern Propeller 88"×74"×9" 4-bladed stainless-steel propellers to provide thrust through twin J&S Machine

Builder: Blakeley Boat Works Designer: Farrell and Norton Naval Architects Owner: Cooper Marine & Timberlands Mission: Pushing cargo barges along the inland waterway system Length: 110' Beam: 33' Draft: 8'6" Hull and Superstructure: Steel Main Propulsion: (2) Caterpillar C3512E, 3,400 hp @ 1,800 rpm, Tier 4 Marine Gear: (2) Twin Disc MGX5600 Propeller: (2) Southeastern Propeller 88"x74"x9" 4-bladed, stainless-steel Ship’s Service Power: (2) Cat C4.4 Tier 3 generators with R.W. Fernstrum keel coolers.

Deck Winch: (2) Patterson, 40-ton Tankage (gallons): Fuel, 44,200; potable water 10,00 Delivery Date: March 2021

Works 9" ABS Grade propeller shafts with Cutlass shaft bearings, Thordon rudder bearings, and Kemel shaft seals. Gulf Coast Air and Hydraulics supplied the steering system for the two main and four flanking rudders.

Hydra Force LLC provided a pair of Quincy reciprocating air compressors, with ventilation fans provided

by Donovan Marine. Schuyler Maritime LLC supplied varying sizes of rubber fendering around the perimeter of the vessel and push knees.

Thompson Caterpillar also supplied electrical power with two Cat C4.4 Tier 3 generators with RW Fernstrum keel coolers throughout.

Stone Construction provided a Mitsubishi mini-split HVAC system in all interior spaces with Blakeley

www.workboat.com • JANUARY 2022 • WorkBoat

BoatWorks providing all custom woodwork and interior finishes. Bozant supplied aluminum and rubberframed windows.

On deck, Donovan Marine supplied a pair of Patterson 40-ton deck winches.

Blakeley BoatWorks installed all electronics, communications, and an alarm system.

The towboat has a capacity of 44,200 gals. of fuel and 10,000 gals. potable water. The vessel is outfitted with six crew staterooms housing eight crewmen, 4-1⁄2 baths and a full galley arrangement.

Cooper Marine & Timberlands has a fleet of 20 towing vessels and over 400 hopper barges. CMT has one of the largest U.S. fleets of dry bulk gantry and floating derrick cranes. The company’s marine footprint includes the TennesseeTombigbee Waterway, Ohio River, Gulf Intracoastal Waterway, Illinois River, Arkansas River, Cumberland River,

Cooper/T. Smith

SIGNIFICANT BOATS OF 2021

The new towboat is powered by a pair of Caterpillar C3512E 3,400-hp Tier 4 diesel marine engines operating at 1,800 rpm.

Black Warrior River, Tennessee River, Tombigbee River, Mobile River, and Mississippi River. CMT’s stevedoring

operations include two deep-draft bulk cargo terminals at the port of Mobile and several inland marine terminals.

Congratulations BLAKELEY BOATWORKS

& the entire Cooper Group of companies for the

Gretchen V. Cooper being honored as one of

WorkBoat’s 10 Significant Boats of 2021 www.workboat.com • JANUARY 2022 • WorkBoat

www.hydraforcellc.com • (504)391-1065 • 1910 Engineers Rd, Belle Chasse, LA

Hydra Force LLC proud partner of Blakeley BoatWorks Steering Systems Alarm Systems Pneumatics Parts Service

35

SIGNIFICANT BOATS OF 2021

SPINDLETOP

SPECIFICATIONS

Breaux’s Bay Craft

The new 90’ aluminum pilot boat has two boarding platforms.

The boat ran six pilots out in its first hour of operation.

By Ken Hocke, Senior Editor

B

reaux’s Bay Craft, Loreauville, La., delivered the new 90'×23'×12'4" aluminum pilot boat Spindletop to the Sabine Pilots on March 6. The Sabine Pilots, Port Arthur, Texas, serve the Texas ports of Orange, Port Arthur and Beaumont.

Designed by Breaux’s Bay Craft and C. Fly Marine Services, the new Spindletop has two boarding platforms on the bow, port and starboard, and two overhead on the pilothouse, port and starboard. Rescue assist equipment includes a SeaLift custom-built rescue platform on the transom with a 24V hydraulic unit and a transom jib pole with a 120V electric winch. The rubber bumper system is a combination of D Bumpers and aircraft tires around the perimeter.

USCG-approved equipment includes lifejackets for 16, Revere Coastal Commander life raft, flare kit, battle lantern, and throw rings.

“The boat ran six pilots out in its first hour of operation,” said Roy Breaux.

36

The Herbert S. Hiller firefighting system includes one fixed CO2 suppression system with three bottles in the machine room. The Delta ventilation system includes four 11" blowers with temperature and speed control and Delta moisture eliminators with automatic vent dampers.

Inside the pilothouse are 15 NorSap 1600 chairs and one NorSap 1700 captain’s chair with controls, VHF speaker and microphone in headrest, steering and three VHF push to talk buttons on armrest.

Main propulsion comes from four Scania DI16-82-M diesel engines producing 800 hp at 2,100 rpm each.

The mains connect to four HamiltonJet HM461 waterjets through Twin Disc MGX-5146 marine gears. The propulsion package gives the boat a running speed of 27 knots and a top speed of 30.6 knots.

Ship’s service power is the responsibility of twin Northern Lights gensets, sparking 38 kW of electricity each.

Builder: Breaux’s Bay Craft Owner: Sabine Pilots Designer: Breaux’s Bay Craft/C. Fly Marine Services Inc. Mission: Ferry pilots to and from ships in the Gulf of Mexico.

Length: 90' Beam: 23' Depth: 12'4' Draft: 4'2" Main Propulsion: (4) Scania DI16M, 800 hp @ 2,100 rpm Waterjet: (4) HamiltonJet HM461 Ship’s Service Power: (2) Northern Lights, 38 kW Marine Gear: Twin Disc MGX5146SC, 1:48:1 ratio Speed (knots): 30.6 Controls: Hamilton Electronics: (2) Furuno DRS12ANXT radar 4' scanners; (4) Furuno TZT19F 19" monitors; (2) Furuno MCU004 remote control for MFD; Seatronx sunlight readable touch screen monitor; Furuno SCX 20 Sat compass; Furuno FA 170 AIS; Furuno DFF3D sonar; Furuno weather station; FLIR Systems M400XR stabilized thermal/visible camera with JCU; (4) FLIR thermal and visible imaging cameras for temperature measurement; (3) Icom M605 VHF radios with (2) Icom command microphones; one 10" monitor with six cameras with DVR for boarding areas — aft deck, machinery space and jet room; KVH Tracvision 3 motion satellite system, Sirius XM for weather overlay; (3) 32" TVs with Direct TV; (2) Kingdel Windows 10 microcomputers.

Hull Construction: Aluminum Tankage (gals.): Fuel, 4,000; fresh water, 360; lube oil, 100 Classification/Certification: Built to USCG and ABS welding standards Delivery Date: March 2021

www.workboat.com • JANUARY 2022 • WorkBoat

Tankage includes 4,000 gals. of fuel in two tanks — one 1,500 gal. forward tank and one 2,500 gal. aft tank; 360 gals. fresh water; and 100 gals. lube oil.

The electronics suite is made up of two Furuno DRS12A-NXT radar 4' scanners; four Furuno TZT19F 19" monitors; twin Furuno MCU004 remote control for MFD; Seatronx sunlight readable touch screen monitor; Furuno SCX 20 Sat compass; Furuno FA 170 AIS; Furuno DFF3D sonar; Furuno weather station; FLIR Systems M400XR stabilized thermal/ visible camera with JCU; four FLIR thermal and visible imaging cameras for temperature measurement; three Icom M605 VHF radios with two Icom command microphones; one 10" monitor with six cameras with DVR for boarding areas — aft deck, machinery space and jet room; KVH Tracvision 3 motion satellite system, Sirius XM for weather

Breaux’s Bay Craft

SIGNIFICANT BOATS OF 2021

The pilot boat has a full electronics suite including two Furuno DRS12A-NXT radar 4' scanners and four Furuno TZT19F 19" monitors.

overlay; three 32" TVs with Direct TV; and two Kingdel Windows 10 microcomputers.

The new pilot boat also has Humphree HA-1100 interceptors with active ride plus stability.

MEETING THE CHALLENGE

Our waterjets and controls represent the pinnacle of high thrust capability, agile maneuverability and superior durability, delivering absolute confidence for wind farm support vessels the world over. www.hamiltonjet.com

www.workboat.com • JANUARY 2022 • WorkBoat

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SIGNIFICANT BOATS OF 2021

SEA CHANGE

SPECIFICATIONS

All American Marine

BAE‘s system integrates the electric power with the propulsion.

All seats are attached to removable tracks, so the interior can be cleared for other uses

By Bruce Buls, Correspondent

W

hen the Sea Change, a 70'×25' aluminum catamaran with seating for 78 was first conceived, the developers called it the Water-Go-Round. The name reflected both the vessel's mission as a waterborne ferry and its power system, which would be water-sourced hydrogen powering fuel cells that generate electricity to turn motors and charge batteries.

That name dates back to 2018, when the newly formed company Golden Gate Zero Emissions Marine received a $3 million grant from the California Air Resources Board to design and construct a passenger ferry powered by hydrogen fuel cells.

The company was founded by Dr. Joe Pratt, who had been working as a research engineer at the U.S. Department of Energy-funded Sandia National Laboratories in Livermore, Calif., near San Francisco Bay. At Sandia, Pratt and colleague Dr. Lennie Klebanoff took what they considered a “crazy idea” and put together a study of potential marine uses of hydrogen fuel cells. The study

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focused in part on a concept vessel called the SF Breeze, which was envisioned as a 350-passenger catamaran ferry powered by hydrogen.

It was an impractical idea, said Pratt, because no one had seriously looked into the possibility of running a boat that big using only hydrogen.

Pratt’s work at Sandia also led to consider the commercial possibilities of hydrogen in the marine industry, which is why he took leave from Sandia and started Golden Gate Zero Emissions Marine. In 2018, Pratt and the company commissioned a smaller catamaran design from Incat Crowther.

SWITCH Maritime joined the project in 2019. Pace Ralli, SWITCH co-founder and CEO, had initially met Pratt at a conference in Brooklyn and was actively looking for partners to design and build zero-emissions commercial vessels. Ralli founded SWITCH because he sees tremendous potential in the marine marketplace, especially in ferries.

“There needs to be, in general, a

Builder: Bay Ship & Yacht; All American Marine Designer: Incat Crowther (structural); Hornblower Group (systems); Zero Emission Industries (hydrogen power) Owner: SWITCH Maritime Mission: Passenger service Passenger/Crew Capacity: 78/2-3 Length: 72'7" Beam: 24'6" Draft: 4.5' Hull & Superstructure: Aluminum Propulsion: (2) BAE Systems, 300-kW electric traction motor, rated 240 kW continuous Fuel Cell: (3) 120 kW, Cummins HyPM R120 HD Batteries: (2) Xalt, 50-kWh lithium-ion pack XMP71 Propeller: (2) 27", fixed pitch, 5-bladed Speed: 21 knots (estimated) Capacities: Fuel (hydrogen), 264 kg (in 10 Hexagon Magnum highpressure tanks), (8) 26"x225", (2) 26"x95"); fresh water, 120 gals.

Ancillary Equipment/Systems: (2) BAE 30-kW 230 V 3 phase inverter; (2) BAE 30-kW 24 VDC power supply; (2) Victron 8-kW inverter/ charger; (4) FloMax cooling pump; (5) Kidde fixed fire suppression systems Speed: 22 knots Range: Two days Certification: Subchapter T Delivery Date: December 2021 (estimated)

pretty significant fleet renewal in the U.S.,” he told WorkBoat. “Our objective is to make sure that that renewal is not dependent on more diesel-powered ferries that will last for another 30 years with diesel emissions. We want to help existing ferry operators adopt zero-

www.workboat.com • JANUARY 2022 • WorkBoat

carbon technologies.” SWITCH also promises to help build the supply chain, whether it’s hydrogen or battery charging. “We have the ability to put together that infrastructure for the ferry operator as well.”

As an “investment platform,” SWITCH provided the matching money for the $3 million CARB grant, and a bunch more as well, until they owned the boat. Pace said that the total cost of this first hydrogen- powered boat is around $10 million, which includes a $5 million loan from KeyBank.

As the new owners, SWITCH changed shipyards, to All American Marine, Bellingham, Wash. “All American really has a focus on these new technologies,” said Ralli.

BAE Systems provided the HybriGen backbone that integrates the electrical power with the propulsion, and Cummins Marine, which supplied the fuel cells. Another key vendor in the Sea

All American Marine

SIGNIFICANT BOATS OF 2021

SWITCH Maritime joined the project in 2019. As the new owners, SWITCH changed shipyards, moving the project to All American Marine.

Change construction is Hexagon, which supplied the high-pressure fuel tanks for the hydrogen. Joe Pratt and Golden Gate Zero Emissions Marine, now Zero Emission Industries have continued to be a prominent partner. XALT Energy supplied the two banks of lithium-ion

batteries The generated electricity will be used to keep the two banks of lithium-ion batteries (one 50 kWh in each hull) charged and to directly drive the two 300-kW traction motors that turn the two fixed-pitch propellers.

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INTRODUCING BOAT OF THE YEAR NOMINEE:

SEA CHANGE

THE WORLD’S FIRST COMMERCIAL VESSEL POWERED 100% BY HYDROGEN FUEL-CELLS

THE FUTURE OF PROPULSION IS HERE. LEARN MORE AT:

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www.allamericanmarine.com

SIGNIFICANT BOATS OF 2021

NIKOLA TESLA, JAMES V. GLYNN

The vessels provide a smoother, quieter and greener all-electric ride.

SPECIFICATIONS

Maid of the Mist

Builder: Maid of the Mist (assembly); Burger Boats (modules) Designer: Propulsion Data Services Owner: Maid of the Mist Mission: Guided tours of Niagara Falls Length: 90' Beam: 32' Passengers: 600 Main Propulsion: (2) ABB highcapacity battery pack (lithium ion battery, onshore charging system), 400 kW Delivery Date: October 2020

The new 90' catamarans are the first passenger vessels of their kind in the U.S.

By Ken Hocke, Senior Editor

T

he Maid of the Mist announced in October 2020 that the iconic boat tour that has navigated the waters below Niagara Falls since 1846 (using one of the first steam ferries) had launched the first two new all-electric, zero-emission passenger vessels in the U.S. Passengers now enjoy a smoother, quieter and greener ride when visiting Niagara Falls State Park, the nation’s oldest state park.

James V. Glynn’s and Nikola Tesla’s modules were built at Burger Boat Co., Manitowoc, Wis., and transported in May 2019 to Maid of the Mist’s drydock and maintenance facility at Niagara Falls, N.Y., for assembly.

The 90'×32' catamarans are the first passenger vessels of their kind in the U.S. “The launch of the James V. Glynn and Nikola Tesla, the first passenger vessels of their kind in the United States, will markedly enhance the visitor experience, providing a

smooth, quiet trip to and from the base of Niagara Falls,” said Maid of the Mist president Christopher M. Glynn.

“With no engine noise, our guests will be amazed by the sounds of nature and the roar of the falls they will hear from the decks of our vessels.”

Designed by Propulsion Data Services, Marblehead, Mass., the vessels have an integrated power and propulsion package from ABB, including lithium-ion battery packs and an onshore charging system, enabling sustainable operation with maximum reliability.

The New York State Office of Parks, Recreation and Historic Preservation and New York Power Authority (NYPA) collaborated with the Maid of the Mist operators and ABB to make the electrification of the boats a reality.

NYPA is providing clean, renewable hydropower for the operation of the vessels and has provided technical support on the electrification process.

NYPA is also providing ongoing monitoring of electricity usage for the

www.workboat.com • JANUARY 2022 • WorkBoat

boats to ensure they are being energy efficient and cost effective. The new vessels are powered by high-capacity battery packs supplied and integrated

by ABB. In addition to batteries, ABB has supplied a comprehensive integrated power and propulsion solution, including an onshore charging system, enabling sustainable operation with maximum reliability.

The new Maid of the Mist vessels build on a $70 million revitalization of Niagara Falls State Park.

The blue and green color pattern 41

Maid of the Mist

SIGNIFICANT BOATS OF 2021

The 90'x32' catamarans are the first passenger vessels of their type in the U.S. The boats are expected to enhance the onboard passenger experience.

on the exterior of the two vessels pays tribute to the fact that Maid of the Mist is investing in green energy to help preserve the natural wonder of Niagara Falls for generations to come. Prominent on each side of the vessels is a

water droplet icon with three elements: waves of water representing Niagara Falls, a lightning bolt to symbolize electricity and the turbine to characterize hydroelectric power, with a blue line representing the water flowing

Take us with you on the go!

from the upper deck of the vessel into the turbine.

After tallying the votes from more than 10,000 electric boat enthusiasts all over the world and an international panel of judges of e-boat experts, the second annual Gustave Trouvé Awards for Excellence in Electric Boats and Boating — “The Gussies” — announced that the Maid of the Mist’s all-electric boats were a recipient of its 2021 Gustave Trouvé Award.

The Maid of the Mist was honored in the “Electric Boats Designed for Paying Passengers, In Operation” category.

The awards were created by electric boat website Plugboats.com to recognize the inventors, designers, manufacturers, entrepreneurs, and visionaries who are making advances to develop clean, quiet, zero-emission technologies and designs to reduce reliance on fossil fuels for marine propulsion.

Our team has been hard at work creating some new features to add to the WorkBoat brand family.

Download our new mobile apps to see what we have been up to!

Workboat News • Browse news and read the latest from voices in the industry • Download full issues of WorkBoat Magazine for offline reading • Read the latest from our brand partners, and so much more

Search WorkBoat in your App Store or use your mobile device camera to scan this QR code!

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Congratulations to the Sea Change for being nominated as a Significant Boat of 2021.

Changing the Seas For more than 25 years, our electric propulsion technology has been helping reduce the impact of carbon emissions. Working to shape the future of marine transportation, BAE Systems is honored to power the first commercial hydrogen fuel cell passenger ferry with our HybriGen® patented technology.

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congratulations We congratulate Spindletop on being named a “Significant Boat of 2021” by Workboat. We also applaud everyone involved with this project, and thank you for choosing Scania QUAD V8 power!

Sabine Pilots, Owner Breaux’s Bay Craft, Builder & Photo C. Fly Marine Services, Designer Laborde Products Inc., Scania Marine Distributor Scan to hear the roar of four Scania V8 engines from Spindletop’s engine room:

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ON THE WAYS move to establish the offshore wind industry. “If they develop all the leases that have been purchased, they are going to need a lot of boats,” and with expanded building facilities, she sees Blount Boats continuing to be an active player in that market.

— Michael Crowley

Thoma-Sea launches 168' Great Lakes ferry

T

32'7" aluminum multimission vessel.

C

onnor Industries/Stanley Boats has delivered a new Stanley 32 Bullnose aluminum multimission vessel to an unnamed owner. Designed by the builder, the boat measures 32'7"x10'6" and weighs 9,200 lbs. (lightship). The 32 Bullnose is powered by three 300-hp Mercury Verado 4-bladed outboards that give the boat a running speed of 60 mph. The steering system is an integrated electrohydraulic power steering system, and the controls are Mercury DTS. The new boat features a 12' cargo deck, a crew/ passenger capacity of 12, tankage for 210 gals. of fuel, and a Raymarine electronics suite.

Master Boat Builders has begun construction of Crowley Maritime’s eWolf, the first all-electric ship assist tug in the U.S., at its shipyard in Coden, Ala. The 82-foot harbor tug is expected to be completed and ready for service in mid-2023 at the Port of San Diego.

The eWolf features a design that allows the vessel to operate fully electric while maintaining full performance capabilities and zero carbon emissions.

The eTug will feature an integrated electrical package provided by ABB. Great Lakes Dredge & Dock Corp. announced in November that it has signed a $197 million contract with Philly Shipyard Inc. to build the first

TAI Engineers

Great Lakes Dredge & Dock

homa-Sea Marine Contractors, Houma, La., recently built and launched the 168'×45' passenger, truck and automobile ferry Carmen Lee. The ferry, designed by New Orleansbased TAI Engineers Inc., was built for a partnership between the Lorain Port Authority (LPA) and Kelleys Island Ferry Boat Line. It can hold 149 passengers and 36 trucks and automobiles. The Carmen Lee will operate on Lake Erie providing service between Marblehead, Ohio, and Kelleys Island, Ohio. It will begin service in early 2022.

The double-ended ferry is designed to operate on lakes, bays and sounds.

The vessel has a steel hull and deckhouse design and is compliant with Coast Guard Subchapter T regulations.

The main deck is high-strength AH 36 steel to withstand tire loadings from up to 36 cars or equipment trucks in four

lanes.

Main propulsion comes from four Caterpillar C18 propulsion engines, producing 470 hp at 1,800 rpm, each driving Schottel SRP 150FP Z-drives using Twin Disc HPTO hydraulic clutches. The propulsion package allows precision maneuvering in challenging Lake Erie approaches during harsh weather and provides propulsion redundancy.

Ship’s service power comes from two Cummins Onan 40-kW marine gensets. Kelleys Island Ferry Boat Line has a similar ferry called the Shirley Irene in operation on this route.

TAI was selected to provide naval architecture and marine engineering services and also provided professional support for the competitive procurement of a shipyard to build the new ferry. TAI’s work included drawing review, construction inspection, as well as test and trial supervision of the boat during its construction. The Carmen Lee has been built to conform (but not certified) to American Bureau of Shipping (ABS) standards and is Coast Guard inspected.

“TAI Engineers and S&B Infrastructure are proud to utilize our marine engineering expertise to help improve transportation, mobility and accessibility for the Lorain Port Authority and Kelleys Island Ferry Boat Line,” said Danny Rios, president of S&B Infrastructure. (TAI is owned

Connor Industries/Stanley Boats

Continued from page 20

BOATBUILDING BITTS

The double-ended ferry is designed to operate on lakes, bays and sounds.

www.workboat.com • JANUARY 2022 • WorkBoat

The 461'x112' vessel will service the U.S. offshore wind energy industry.

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Eastern Shipbuilding Group

ON THE WAYS

The Sandy Ground conducting sea trials in the Gulf of Mexico.

by S&B.) “TAI’s marine capabilities, especially in passenger and automobile ferries, nicely complement S&B’s transportation and highway design capabilities.”

— Ken Hocke

Eastern delivers second Ollis-class ferry to New York Workboat (3.3125” wide x 4.875” high)

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GLADDING-HEARN SHIPBUILDING

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E

astern Shipbuilding Group (ESG) has delivered the second of three new 320'×70'×21'6" Ollis-class ferries to the New York City Department of Transportation (NYCDOT) Staten Island Ferry Division.

The Sandy Ground left Eastern’s Port St. Joe, Fla., shipyard in December passenger ready with its USCG Certificate of Inspection and ABS-class certificate.

Dann Ocean Towing’s 3,700-hp ocean tug Sarah Dann towed the ferry to New York City. Upon arrival in New York, the ferry was staged at Caddell Dry Dock for cleaning and another round of trials and training. The ferry is scheduled to begin transporting passengers in 2022. The third ferry, Dorothy Day, is scheduled to be delivered in 2022.

“I am pleased to announce the newest Staten Island Ferry, Sandy Ground, is being delivered to New York City. This vessel honors our nation’s African-American heritage and will tell the story of the landmark Sandy Ground community,” Joey D’Isernia, president of ESG, said in a statement announcing the delivery. “These incredible vessels are receiving international recognition for their superior design and capabilities. We thank our partners for their dedication and exceptional quality in the production of these ferries.”

The three new 320' Ollis-class double-ended ferries are from a design by Elliott Bay Design Group, Seattle.

ESG is providing regulatory and detailed production engineering, vessel construction, and delivery for the three new Ollis-class ferries. The ferries have been constructed in ESG’s Allanton, Fla., yard. ESG’s newest facility in Port St. Joe handled the outfitting, testing and trials.

Each 4,500-passenger ferry features four Electro-Motive www.workboat.com • JANUARY 2022 • WorkBoat

Diesel (EMD) 12-710 EPA Tier 4 marine propulsion engines, 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. Geislinger torsional couplings are installed on the EMD flywheels and provide torsional damping and driveline misalignment from the resiliently mounted EMD engines.

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 rated at 425 kW. The approximate fuel oil capacity is 30,000 gals.

Eastern secured the $257 million contract to build the three ferries through a competitive bidding process in 2017.

— K. Hocke

U.S.-fl agged Jones Act-compliant, inclined fall pipe vessel for subsea rock installation. The 461'x112' vessel will service the U.S. off shore wind energy industry.

Maritime Partners LLC, Metairie, La., has announced its plan for the world’s first methanolfueled towboat. The Hydrogen One, will have an operational range of 550 miles before refueling. It is being developed by Maritime Partners in cooperation with Elliott Bay Design Group, e1 Marine, and ABB. RIX Industries, Benecia, Calif., builds package methanol systems to produce high-quality hydrogen suitable for use in both fuel cells or as straight fuel. A 400-kW system fits in a 20' container. For retro-

Maritime Partners LLC

ON THE WAYS

Methanol-fueled towboat will have a range of 550 miles.

fits, existing diesel tanks can be used for methanol once hydrocarbons are cleaned out. The methanol-hydrogen generation approach is a solution to local air quality demands — as in California where the maritime sector has to reduce emissions — and the global move by the IMO to raise standards.

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WorkBoat / Doug Stewart photo

xxxxxxxxxxxxx

COVER STORY

Revival News from the 41st WorkBoat Show.

A

s was the case in 2019, the future of the offshore wind sector was again a major presence at the Internatioanl WorkBoat Show.

The show, the 41st edition, returned to New Orleans after a two-year hiatus due to the pandemic.

U.S. Gulf of Mexico offshore service operators see opportunity in the early stages of the U.S. offshore wind industry — and its impending shortage of suitable workboats.

With two Northeast projects approved by the Bureau of Ocean Energy Management and 12 construction and operations plans submitted, “what you 48

will be seeing over the next 24 months … is these churning through the process,” Liz Burdock, CEO and president of the Business Network for Offshore Wind, said at a breakfast meeting at the show.

It’s part of the Biden administration’s drive for 30 gigawatts of offshore wind power potential by 2030. Some 14 GW in offshore power commitments secured by states and developers will translate to about 1,000 turbines off the East Coast, said Burdock.

But “if we rely solely on newbuilds, we won’t reach the 2030 target,” said Burdock.

The sole U.S.-flag wind turbine installation vessel, the Charybdis, now under construction for Dominion Energy, will have a 2,200-ton capacity crane able to handle the coming generation of 12- to 14-megawatt turbines, and it’s already committed for years.

The lack of Jones Act-compliant WTIVs has been one theme in arguments that U.S. wind development is hobbled by the law, which requires that merchandise moving between U.S. points be carried on U.S.-built, -crewed and -owned vessels.

“It’s claimed the Jones Act will halt offshore wind. I’m here to tell you that’s not true,” said Aaron Smith, president and CEO of the Offshore Marine Service Association. “The U.S. maritime industry has always responded to the market.”

Smith cited how OMSA member companies built a new class of subsea construction vessels for the Gulf of Mexico oil and gas industry, resulting in

www.workboat.com • JANUARY 2022 • WorkBoat

WorkBoat / Doug Stewart photo

COVER STORY

a fully U.S.-flag fleet.

Given “certainty and predictability,” U.S. operators have made those kinds of long-term investments in dredging vessels, and can do the same for wind, said Smith. “Some say we are too pure on the Jones Act. We wear that proudly too,” he added. “A belief you can get around it, or a failure to enforce it,” will stop offshore wind development in U.S. waters, he cautioned.

Political support for the Jones Act is such that Congress amended the law to cover “valueless merchandise,” said Smith. That was one critique raised

by OMSA in a recent report that cited use of a foreign-flag survey vessel to transport sea floor soil samples to shore in Virginia earlier this year.

Survey operators countered they followed guidance from U.S. Customs and Border Protection. Smith said it’s a problem of lawyers seeking exemptions.

“All of these little loopholes have been created by bureaucrats in private correspondence,” he said. “When certainty has been presented to the U.S. industry, we’ve always responded.”

In fact, “utilizing Gulf of Mexico assets (in wind development) has been happening for a while now,” said Louisiana state Rep. Joe Orgeron, cofounder of 2nd Wind Marine LLC, Galliano, La. There is intense interest in joining that business, he added: “Three times a week I get calls from small machine shops, oil and gas suppliers” asking how they can get involved.

WorkBoat / Doug Stewart photo

Discussion panels at WorkBoat‘s offshore wind breakfast and during a Think Tank session on the offshore wind sector provided lively debate.

the East Coast projects, and one Gulf vessel was called to Block Island to stand by during operations and maintenance work, said Orgeron.

Some ways of doing business will evolve — probably including the “muscle-car mentality” of speed and power in the Gulf, toward lower impact, lower emissions operations that wind developers will strive for, he said.

While there is less wind resource over the Gulf than the Northeast waters, Orgeron says there still are promising areas. In developing wind, states should take a broad regional look at the economic benefits they can all share, he added.

“There will be enough gravy in offshore wind that Louisiana will get its share,” he said. — Kirk Moore

*** AUTONOMOUS SYSTEMS CONTINUE TO ADVANCE

Liz Burdock, president and CEO of the Business Network for Offshore Wind.

Orgeron took liftboats up the East Coast to conduct seafloor soil sampling and work on installing the five turbines for the Block Island Wind Farm 30 MW project in 2016.

Orgeron said decades of “Cajun ingenuity” applied in the Gulf oil fields translate well to the wind sector.

Offshore service vessels carrying equipment in containers can work on

www.workboat.com • JANUARY 2022 • WorkBoat

Autonomous systems are growing in the maritime industry, offering benefits in efficiency and safety as sensor and control systems are integrated, expert panelists said at the International WorkBoat Show.

“Autonomy in general is moving our industry into where it needs to be for the 21st century,” said Michael Gordon Johnson, CEO and founder of Sea Machines, a builder of autonomous vessel systems.

Now established in missions including survey work and guard duty, “you’ll see it moving into other areas,” said

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WorkBoat / Doug Stewart photo

COVER STORY

Autonomous systems continue to grow in the U.S. workboat sector, with tugs viewed as a potential fertile market.

Johnson. “Tugs is one area where there’s a lot of low-hanging fruit,” benefits to be gained by incorporating autonomous functions, he said.

Two years ago, propulsion supplier Hamilton Jet had systems on 50 autonomous vessels. The tally is now up to 200, “with another 200 in the pipeline,” said Tom Latham, general manager Americas with Hamilton Jet. “That’s the big difference.”

Autonomy can create some new jobs in the maritime sector, panelists said.

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“People associate autonomy with un-crewed,” said Olivier Cadet, senior vice president global operations for Kongsberg Maritime Inc. But “a human is in the loop,” from system design to operations and troubleshooting, said Cadet.

“I saw the need to do this” with bringing in software engineers from other industries to join Sea Machines’ maritime projects, said Johnson. Now software specialists are working with traditional maritime trades, as when Sea Machines mounted its latest autonomous “odyssey,” a 1,000-mile voyage steering a tug around Denmark with help of maritime union members, said Johnson.

Recent growth and trends show autonomous systems making clear gains in “skipper assist” roles, said Latham.

Vessel crews “have so much work to do, they (operators) would rather have them doing that than staring out a window,” said Johnson.

Building safety and reliability into navigation systems means layering ship sensors – a vessel’s autonomous eyes and ears – into “domain awareness,” Johnson explained.

With 25 operators now using Sea Machines systems, there have been no major challenges from regulators. Johnson said autonomy is moving into a “common-technology adoption cycle,” with widening acceptance of a once-exotic concept – similar to how the advent of dynamic positioning for drilling vessels enabled deepwater oil production.

— K. Moore

*** COAST GUARD LOOKS TO FUTURE SMALL BOAT FLEET With a fleet of 1,500 operational small boats in 41 vessel types, the Coast Guard makes long-range plans for a myriad of mission platforms, Cmdr. Carlos Crespo told an audience on the final day of the International WorkBoat Show in New Orleans.

Boatbuilders, suppliers and others with interest in the program heard a summary of the Coast Guard’s ongoing efforts, from cooperating with the Navy on shared designs, to future acquisitions like the 52' Special Purpose CraftHeavy Weather that will replace aging rescue boats for the ferocious Pacific Northwest surf.

One reason the Coast Guard and Navy work together on small boats is the structure and time demands of acquisition is an “intensive process that’s more difficult every year” for generating requests for proposals (RFPs), explained Mark Porvaznik, the Coast Guard boat acquisition program manager.

With the typical small boat service life of 10 years, “half of the life cycle is just getting to RFP” for replacements, he said.

A PowerPoint summary presented by the Coast Guard team can be obtained by emailing a request to CG9325Boatinfo@uscg.mil www.workboat.com • JANUARY 2022 • WorkBoat

COVER STORY

YOU DESERVE

WorkBoat / Doug Stewart photo

THE ENGINE

THAT TAKES YOU Jet-Tech Propulsion, Diesel Outboards and OXE Marine introduced a new waterjet at the show designed for outboard engines.

The slides detail the Coast Guard’s ongoing small boat programs, and includes discussion points that solicit industry suggestions and ideas on how to solve the problems faced by Coast Guard small boat crews and maintainers, including: • Water intrusion into electronics, controls and other components.

• Maintainability.

• Parts availability.

• Performance at medium speed and high sea states.

— K. Moore

EVERYWHERE YOU NEED TO GO Yanmar manufactures reliable and durable marine engines with a high torque reserve that gets you where you need to go every time – no matter the load, and never at the expense of efficiency.

Purpose-built, clean Yanmar engines protect your bottom line with renowned fuel economy and long maintenance intervals to get you through even your busiest seasons.

*** DIESEL OUTBOARDS, OXE, JET-TECH INTRODUCE NEW WATERJET Jet-Tech Propulsion, through a partnership with Diesel Outboards LLC, introduced a new ultra-high-performance waterjet designed for an outboard diesel engine at the 2021 International WorkBoat Show.

The partnership is in collaboration with the Swedish outboard engine manufacturer OXE Marine AB (OXE).

Jet-Tech is a single stage compact high performance waterjet which combines mixed-flow properties within an axial design build, with a hybrid stator for high torque diesel outboard engines.

The Jet-Tech waterjet performance is equal to or better than propeller versions and is matched 1:1 to the unit horsepowerdriven prop outboard, a level of achievement that has never been reached in any waterjet product to date, according to Diesel Outboards’ President Douglas Natoce.

“It was a substantial investment,” he said from the floor of the Morial Convention Center in New Orleans as more than 700 exhibitors prepared their booths for the opening of the show the next day, “but we built the first one and the data told us we had what we were hoping for.”

Natoce said the approach combines the key benefits of highspeed efficiency with cavitation margins at lower speeds and high load conditions that Diesel Outboards, Jet-Tech, and OXE Diesel think are excellent.

— Ken Hocke www.workboat.com • JANUARY 2022 • WorkBoat

highspeedcommercial-ya@yanmar.com showcase/marine-engines yanmarUSA

yanmar.com/us/marinecommercial THANK YOU FOR VISITING US AT THE 2021 INTERNATIONAL WORKBOAT SHOW 51

BOATS & GEAR Boat Lifting

Lift Off

Different ways to launch a boat or recover one from the water.

International Boatlift Exchange

ABS

This 200-ton Marine Travelift is one of several used boat hoists offered by the International Boatlift Exchange.

By Michael Crowley, Correspondent

I

f you operate a boatyard or are starting up a new one and need to replace the travel lift, International Boatlift Exchange may be a good place to start your search.

“It’s a niche market and we are one of the few in the country doing it,” said James Alfieri, owner of the Seffner, Fla.-based company.

The niche market he’s referring to is not just new travel lifts, but used travel lifts, as well. “I give you choices to find a good used travel lift and if there are none then offer up a new one,” said Alfieri, who is also the North American agent for Ascom, an Italian builder of new travel lifts. Alfieri has sold new and used travel lifts to boatyards as far away as Russia and Malaysia, since International Boatlift Exchange was founded in 1991.

In mid-November, IBE listed seven used travel lifts on its website that hadn’t been sold. Most were in the 60- to 100-ton 52

range, which is generally suitable for most marinas. For builders and operators of boatyards that deal primary with workboats there was also a 200-ton Marine Travelift mobile boat hoist priced at $485,000 and built in 2001, and a 300-ton travel lift for $650,000 that was built in 2003.

To replace the 200-ton travel lift with a new model by the same manufacturer, Alfieri estimates would cost between $900,000 and $1 million. That points out the major benefit of buying a used travel lift — price. Alfieri allows that there are not as many used travel lifts available for the workboat industry as for the pleasure boat market, but they are available.

“I have to know a lot of people and do a lot of searching to find them.”

Though just because the price is right for, say, that 200-ton used travel lift, it doesn’t mean it’s a good fit for your boatyard. For someone that hasn’t previously operated a travel lift or if the 200-ton travel lift is larger than the one currently being used, Alfieri likes to see an AutoCAD layout of the boatwww.workboat.com • JANUARY 2022 • WorkBoat

Servicing All of Your New Construction and Repair Needs Since 1997

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Repair Work

Top-Side Repairs • Hull Damage Repairs • ISE Repairs • Hull Re-Siding • Barge Blasting & Painting • Bottom Replacement • Piping Repairs and Modifications • Barge Modifications • Cargo Tank Repairs and Modifications • Barge Coatings and Tank Liners • Specialized Projects

701 Engineers Road • Belle Chasse, Louisiana 70037 • (504) 433-2000 • www.ccmrepair.com • sales@ccmrepair.com

BOATS & GEAR Boat Lifting yard with its buildings showing where the travel lift is going to be operating.

“We’ll put our 200-ton machine on his property and it shows where he can best facilitate that property with the machine, or if he can at all.”

Being a dealer of new and used travel lifts has its advantages. IBE recently sold a new 750-ton Ascom travel lift to Fred Wahl Marine Construction in Reedsport, Ore., that replaces a 650-ton Ascom travel lift built in 2015. “He just needed to go bigger,” Alfieri explained.

“I sold the 650-ton for him when we were halfway through the manufacturing process for the 750.”

INFLATABLE ENGINEERING

The only way Ocean Tundra was able to be launched was to increase its buoyancy by encircling the hull — well below the water line — with a number of Subsalve’s IBE SP70000 salvage pontoons. These are totally enclosed cylindrical bags made of high-strength urethane-coated nylon with shackles and valves and a lift harness that maintains the bag in a horizontal position against the hull.

When inflated, a SP70000 salvage pontoon is 115" high and 207" long, has seven attachment points, and a lifting capacity of 77,000 lbs. In the case of the Ocean Tundra the IBE SP70000 salvage pontoons provided 350 tons of buoyancy, enough to launch the tug. That was in 2013 and several more launchings have taken place with the help of Subsalve. Inflatable bags are also used when a boat with too much draft has to be hauled out.

The tug Ocean Tundra could be launched only because Subsalve’s enclosed cylindrical buoyancy bags reduced her draft.

54

Subsalve offers a wide range of engineered inflatable underwater lift bags, including inflatables for marine construction, salvage and towing, aircraft recovery, draft reduction, and pipeline and tunnel construction.

An inflatable bag’s size and shape

'We make single bags that generate as much as 50 tons of positive buoyancy.'

Subsalve

While IBE has the answer for lifting a boat out of the water and bringing it on land or putting it in the water, that doesn’t work for salvage work when you have to lift a totally submerged or partially submerged boat. The boat can be in deep water or next to the dock, or when you need to reduce a boat’s draft enough that when it’s launched it has enough buoyancy that it won’t ground out. That kind of lifting requires inflatable engineering, which is what Subsalve in Kingston, R.I., has been doing for the past 45 years.

Take the case of the Ocean Tundra, a 118'×42'×22'6", twin-screw tractor tug built by Ocean Industries, Iles aux Coudres, Quebec, Canada. Ocean Indus-

tries has a problem that more boatyards are now experiencing. “As time marches on, larger vessels are being constructed and shipyards don’t have sufficient water depth to launch or haul very large vessels,” said Richard Fryburg, Subsalve’s founder.

depends on the size of the vessel that needs to be raised and the depth of the water. In shallow water situations, the bag has a low-profile cylinder or pontoon shape, whereas in deep water the inflatable bag appears to be more like a parachute.

An example would be Subsalve’s professional lift bag, which varies in size from the PF-1000, with a 35” diameter and 56" length with a 1,100lb. lift capacity, to the PF 100000, with a 166" diameter and 316" length with a 107,000-lb. lift capacity. Depending on the load they will be subject to, the professional lift bay is outfitted with either nylon lift straps on the bottom of the bag or a heavy-duty nylon webbing lift harness.

“We generated enormous forces,” said Fryburg. “We make single bags that generate as much as 50 tons of positive buoyancy. The largest vessels we’ve assisted in floating entirely are about 8,000 tons.”

While Subsalve provides only the products needed to get or keep a boat afloat and not the onsite services, they will “assist with how the product is implemented,” said Fryburg. That relates to “the inflation sequence and timing of buoyancy” to control the vessel’s altitude.

On a much smaller scale, Subsalve also offers a propeller bag for when a prop needs to be removed and replaced by divers while the boat is in the water.

The bag goes over the top half of the prop to provide enough buoyancy to support the prop’s weight while it’s being taken off the shaft and brought to the surface.

www.workboat.com • JANUARY 2022 • WorkBoat

PORT OF CALL

EMPLOYMENT Hiring ALL Marine E n g i n e e r Po s i t i o n s • Safely and efficiently operate vessels machinery • Oversees transfer of necessary fluids including, but not limited to fuel, lube oil, DEF, hydraulic oil, ballast water, and potable water.

• Perform routine and emergency repairs to the vessels main and auxiliary systems.

• Become familiar and adhere to Company policies and procedures.

• Become proficient in and assist in linehandling operations • Perform scheduled maintenance plans.

Please visit website to submit application at:

http:/www.gandhtowing.com/ online-applications

Tugboat Captain and AB Needed!

SHORE OFFSHORE SERVICES Has Immediate Openings!

Mobro Marine has openings for Captains and Able Bodied Seaman. Experience required for inland and offshore East Coast US, Gulf of Mexico and Caribbean.

We offer excellent benefits and competitive wages to qualified applicants.

Equal Opportunity Employer Located Green Cove Springs, Florida

Contact Mike Rodriguez (904) 305-2502 mrodriguez@mobromarine.com

Now accepting applications for Marine Superintendent

OPEN POSITIONS!  Mates

 Licensed Engineers

• 10 years of experience in vessel operations and logistics • US citizenship required, as is eligibility for a TWIC card • Successful candidate should have a thorough working knowledge of oceanographic research vessels, marine operations and USCG regulations • Oversees a shore-based team consisting of Port Captain and Port Engineer, marine technicians and ship’s crew

 Tankermen

 AB/Deckhands

Staten Island, NY We offer competitive salary, full benefits and equal time.

Equal Opportunity Employer

For complete job description go to:

www.bios.edu/about/careers/ Please submit applications, including cover letter and resume to:

Please forward all inquires/resumes to:

HR@bios.edu

www.workboat.com • JANUARY 2022 • WorkBoat

Careers@Reinauer.com

                   

Derrick Barge Deck Foreman Leadermen Rigger Derrick Crane Operator Deck Crane Operator Tower Operator Welding Foreman Welder (6 GR Certified) Clerk Chief Engineer Chief Electrician Mechanic Oiler Electrician Steward Night Cook Galley Hand Tug Boat Captain Able Body Seamen QMED/OILER

VANUATU FLAGGED TUG CREWS:  Able seafarer deck–II/4 or II/5  Chief engineer—III/3  Able seafarer engine—III/4 or III/5 All deck officers must hold valid Vanuatu GMDSS– General Operator’s Certificate (GOC) (IV/2)

Minimum 2 years offshore experience onboard a derrick barge required.

Applicants must have a valid TWIC card.

Email resume to:

jobs@shoreoffshore.com

55

PORT OF CALL Employment, Equipment & Services

EMPLOYMENT FOR IMMEDIATE HIRE!

Marine Chief Engineer •

•

•

•

Knowledge of United States Coast Guard regulations governing ferry operations.

Knowledge and ability to operated and monitor main engines and auxillary machinery on ferry vessels Hold a minimum of MMC-endorsed as “Chief Engineer” motor vessels of at least 3000 H.P. Familiarity and experience with vessels of at least 200 feet/800 tons.

• • • •

Director of Business Development Lead Customer Support Customer Support Administrator Supervisor

1600 Sparrows Point Blvd., Baltimore, MD Equal Opportunity Employer

www.tradepointatlantic.com Send resumes to:

hr@tradepointatlantic.com

5+ marine sales experience Shipbuilding knowledge/industry contacts

Click on “Careers” at:

www.stimarine.com

Grants and Budget Administrator The Grants and Budget Administrator reports to the Chief Financial Officer and plays a critical role in WETA’s success by performing complex financial, analytical, and administrative functions to support development, implementation, and management of the Agency’s transit and emergency response grant programs. WETA offers a small collegial team, hybrid work environment, competitive compensation, and excellent health and retirement benefits.

Entire job description is available at: https://weta.sanfranciscobayferry.com/ employment

Mate Trainee

Vane Brothers is looking to bring on Mate trainees.

Employees will enter Mate Trainee program with the goal being to move to a Mate role within a year time period. Candidates should have the following minimum requirements to apply:  1600 GT Mate, Near Coastal  Unlimited Radar Endorsement

 Towing endorsement (preferred, but can be acquired during training)  STCW Basic Training (VI/1, VI/2, VI/3)

Email resumes with subject line “Grants and Budget Administrator to:

sfwetacareers@gmail.com

Accepting applications

Hiring for Pacific Northwest & greater Northeast region

Competitive salary, bonus, benefits + company vehicle

Send resumes to: Curtis.hardison@usfacilities.com

WE ARE SEEKING TO FILL OUR OPEN POSTIONS!

Marine & Industrial Account Managers

SEEKING ENGINEERS!

 STCW rating for Officer in Charge of a Navigational Watch ( STCW II/1)

Interested candidates should email resume to: fleetresumes@vanebrothers.com or to: jtenerowicz@vanebrothers.com

Mechanical—Electrical—Marine  Responsible for solving technical problems  Develop applicable 3D Models and

documentations

 Supervise all assigned resources to support

Captains, Engineers & ABs Email your resume and credentials to:

jobs@tradewindtowing.com

projects at our 63 acre facility

 Support 1000+ men and women working on

the waterfront by assisting in determining technical requirements of projects

 Define resource requirements to achieve

schedule and budget commitments

Equal Employment Opportunity Employer

Apply online at:

https://fincantierimarinegroup.com/careers

www.tradewindstowing.com (No phone calls please)

56

www.workboat.com • JANUARY 2022 • WorkBoat

PORT OF CALL

EMPLOYMENT Dann Ocean Towing

NOW HIRING! As our fleet continues to grow, we are looking for experienced wire boat:

- Captain - Mates

- Engineers - AB Deckhands

We Offer:  A company committed to safety  Competitive Day Rates  Equal Time Opportunities  Paid Travel

Apply online: www.dannoceantowing.com Email: hiring@dannoceantowing.com Phone: (813) 251-5100

NOW HIRING!!!

Need To Fill All positions aboard DP2-Construction Support Vessel • MASTER—STCW II/2 Master 3000 Tons and Unlimited DP Certificate • CHIEF MATE—STCW II/2 Chief Mate 3000 Tons and Unlimited DP Certificate • MATE—STCW/OICNW II/1 and Unlimited DP Certificate • CHIEF ENGINEER—STCW IIl/2 CE 3000KW/ 4000HP • ASSISTANT ENGINEER—STCW lll / 1 OlCEW • DECK FOREMAN —3+ Yrs experience in deck supervisory role • BOSUN—STCW II/4, II/5, VI/2, VI/6 AB Unlimited • ABLE SEAFARER DECK—STCW II/5, STCW II/4 AB Unlimited • ABLE SEAFARER ENGINE—STCW ll/5 , STCW II/4 Oiler/Motorman • CRANE OPERATOR—API Operator License Knuckle Boom • Wiper - OS License • OS/RIGGER—Qualified Rigger API RP2D or Equivalent • COOK—Food Safety Certificate • GALLEY HAND —Food Safety Certificate • ELECTRICIAN—Minimum 5 Yrs Mechanical/ Electrical Experience on all Vessel Types (DP2 & Conventional) • CONSTRUCTION SUPERINTENDENT– 5 + Yrs Industry Experience– Current Offshore Certifications • ROV SUPERVISOR—5+Yrs Industry Experience with 360+ Days In Senior Pilot Tech Role and Current Certifications • ROV PILOT TECH—150-hurs Piloting Experience/180+ Days Offshore as Pilot with Current Certifications

OFFSHORE POSITIONS WANTED Experienced Utilities, Preps, Bakers & Cooks for offshore. Must have T.W.I.C. Minimum 2 years offshore experience. Must pass drug test.

JPADD RESOURCES STAFFING Email resumes to: j.padd@yahoo.com

Must have DP-2 DSV experience, current mariners’ credentials, certifications & physical.

Send resumes & copies of credentials to:

SSR2-JOBS@HYDRAOC.COM

www.workboat.com • JANUARY 2022 • WorkBoat

PORT OF CALL Advertising Contact: Wendy Jalbert wjalbert@divcom.com (207) 842-5469

Vessel Construction Manager 1 / 2 In this position you will be the design and construction engineer for medium and large vessel refurbishment, upgrade, and new build projects.

The VCM 1/2 will coordinate with all interested parties to prepare the bid documents and to administer service and construction contracts.

This position acts as the AMHS onsite Resident Engineer during construction projects to in-state and out-of-state shipyards and supports the AMHS Project Manager.

For a full job description, minimum qualifications and benefits check out the full job listing at Workplace Alaska:

www.governmentjobs.com/careers/alaska

57

PORT OF CALL Employment, Equipment & Services

EMPLOYMENT

Now Hiring—All Trades North Kingstown, RI

⬧ www.jgoodison.com

Laborers

Welders

Painters

Pipefitters

Crane Operators

Shipfitters

Inside Machinists

Carpenters

Outside Machinists

UHP Blasters

Riggers

Shipyard Maintenance Mechanics

Please apply online or send resume to: Karhina@jgoodison.com

Place your ad! Contact: Wendy Jalbert wjalbert@divcom.com | www.workboat.com/resources/jobs/

LEGAL

WE HAVE OPEN POSITIONS!!

• Quality Assurance InspectorNorfolk, VA

• Project Superintendent-

Bremerton, WA Los Angeles, CA

• Project ManagerBremerton, WA

• Environmental Health and Safety Supervisor Bremerton, WA

Equal Opportunity Employer For job descriptions click on Join Our Team at:

www.ampunited.com

Please send resume and salary requirements to:

pdanles@ampunited.com

58

www.workboat.com • JANUARY 2022 • WorkBoat

PORT OF CALL

MARINE GEAR & SUPPLIES BARGE PUMPS

BOLLARD™ MARINE GENERATORS

IMO ROTARY SCREW ASPHALT PUMPS

Designed & Built for the Harsh Marine Environment

9kW - 550kW Gensets

BYRON JACKSON TURBINE PUMPS

LOWEST COST OF OWNERSHIP MORE COPPER = LOWER OPERATING TEMPS & LESS FUEL CONSUMPTION

ured by

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t

uipmen

MER Eq

BLACKMER ROTARY GEAR PUMPS

CUSTOM SPECS AVAILABLE

OUR 110TH YEAR

800.777.0714

Locate a dealer www.merequipment.com

DUVIC’S PUMPS “Greater Downtown” HARVEY, LA 70059 Box 1237 • 504-341-1654 PH/FX

SIMPLE. RUGGED. RELIABLE. KIENE Cylinder Pressure Indicators for measuring diesel engine firing pressures...

Easy to use—simple and reliable.

Reduce maintenance costs.

Improve engine availability.

Use to balance cylinders.

Pinpoint engine problems.

Optimize fuel consumption.

Fits any standard indicator valve.

Recommended and used by major engine builders.

• Minimal investment to monitor engine condition..

• • • • • • • •

Call or e-mail for info!

1-800-264-5950 info@kienediesel.com www.kienediesel.com

www.workboat.com • JANUARY 2022 • WorkBoat

59

PORT OF CALL Employment, Equipment & Services

MARINE GEAR & SUPPLIES

MARINE MACHINING & MANUFACTURING Your One-Stop Shop for Your Marine Drive Needs Sales and Service

Sales and Service

• A17, A19, A22 and A22HS • Propeller Shafting Bar Stock lengths up to 36’ • C.N.C. Machined Propeller Shafting • Precision Propeller Shaft straightening & repair

• Custom Machined Shaft Couplings up to 30” diameter • Michigan Wheel Propellers • Propeller Repair

W O R L D L E A D E R I N B O AT S H A F T I N G World's Largest Stocking Distributor of AQUAMET PH. 586-791-8800

33475 Giftos Dr., Clinton Township, MI 48035 ◼

www.marinemachining.com - www.aquamet.com

Become a Certified and Accredited Marine Surveyor

Fishing Vessel Qualified. Complete course and examination for all vessel types and uses.

1-800-245-4425 or navsurvey.com

THE MOST POWERFUL TOOL

for removing coatings and rust

220 Ton Mobile Boat Hoist Marine Travelift brand; model 200 CII upsized from standard 32’x30’ model to 34’ inside clear height x 34’ inside clear width, max 30’ vessel width Bought new in 2009, in excellent operating condition Gulf Coast area $595,000 USD As is where is Buyer arrange and pay for relocation.

Rustibus® is designed to de-scale and power brush ship decks, hatch covers, tank tops, etc. free from paint and rust!

For purchase inquiries contact: Mbhoist220@gmail.com 60

USA OFFICE Ph: 832-203-7170 houston@rustibus.com

www.workboat.com • JANUARY 2022 • WorkBoat

PORT OF CALL

MARINE GEAR & SUPPLIES REPELLER GRATE

Keel Coolers Trouble free marine engine cooling since 1927!

THE WALTER MACHINE CO, INC •

The Repeller Grate is a rugged & reliable, stainless steel intake grate designed to enhance the performance of jet drive watercraft.

•

Both models (Hydraulic & Stationary) are designed to inhibit the accumulation of weeds and debris on the intake grate.

•

Both models are scalable and can be designed to fit any watercraft.

Tel: 201-656-5654 • Fax: 201-656-0318 www.waltergear.com

750 Ton Floating Steel Drydock  Type: Sectional 6 Pontoon  Overall 152’ x 58’ (46‘ inside)  6’ Pontoon Depth  24 Vertical lift gate valves; 24 centrifugal 4” pumps  Built 2011, In excellent operating condition  Buyer responsible for relocation costs  Gulf Coast Region US $850,000

DJC Marine Technologies, LLC (207) 784-3177

www.repellergrate.com

36-inch Diameter Modular Plastic Pontoons

For purchasing inquires contact:

gulfcoastshipyard@gmail.com

The Best Idea Since the Indian Canoe Now Manufacturing and Installing Fire Retardant Bunk Curtains Uses: Pontoon boats, house boats,

workboats—replace old steel or aluminum pontoons Heavy Duty: Molded from sturdy, medium density polyethylene (MDPF) and filled with polyurethane foam for increased stability Modular: Each bow, middle and stern modules are 10 ft. in length

We custom build every shade to fit each window in our facility.

They are Incredibly durable, driven by over-sized clutches and operated by a stainless steel pull chain.

We offer measurement and installation services in Southern Louisiana, Mississippi and Alabama. We carry $5,000,000 workers’ compensation, and liability insurance policies with U.S.L.&H. and the Jones Act.

Displacement at full submersion:

Bow module supports gross weight of 3,100 lbs. and middle/stern each supports 4,200 lbs.

We are a Custom Manufacturer of Wheelhouse Tinted Shades & Crew Quarter Blackout Shades

Download our order form to purchase your shades today.

Contact: Edward Kass III | 504-615-5833 | ekass@solarboatshades.com | www.solarboatshades.com

5602 Sea Grapes Way The Village, FL 32163 Phone: 419-675-0002 info@wilsonpontoons.com

Toll Free: 877-456-2531

www.plasticpontoon.com www.workboat.com • JANUARY 2022 • WorkBoat

61

PORT OF CALL Employment, Equipment & Services

MARINE GEAR & SUPPLIES

In-Mar Solutions offers Wynn Marine Heavy Duty Straight-Line Wipers Wynn Type C (internal Motor) and Type D (external motor) Straight-Line Wipers offers the most advanced design in linear action window wiper systems for marine and other specialized applications. Optimum window coverage can be achieved and enhanced by utilizing a twinbladed or dual-arm/blade design.

www.inmarsolutions.com 

info@inmarsolutions.com

(225) 644-7063

Place your ad! Contact: Wendy Jalbert wjalbert@divcom.com | workboat.com/resources/jobs-marketplace

MB Brokerage Co. HOSS Winch Division

NEW & REFURBISHED WINCHES Call or email for a quote or custom winch requirement!

cgonsoul@gmail.com

850-255-5266 www.HossWinch.com 62

www.workboat.com • JANUARY 2022 • WorkBoat

PORT OF CALL

SERVICES

MB Brokerage Co. | MB Barge Co. | BG Fleeting

Barges | Boats | Cranes Vessel Chartering Services Chris Gonsoulin, Owner (850) 255-5266

cgonsoul@gmail.com

www.mbbrokerage.net Coast Guard & State Pilotage License Insurance Available Coverages; Legal Defense for CG, NTSB and State Pilot Hearings; Federal and State Civil Actions Reimbursement for Loss of Wages Group Coverage Also Available R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com

Place your ad! Contact: Wendy Jalbert wjalbert@divcom .com | workboat .com/resources/jobs-marketplace

ADVERTISERS INDEX ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Incat Crowther . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

All American Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9,40

International WorkBoat Show . . . . . . . . . . . . . . . . . . . . . . . . 4

BAE Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sig Boats CV3

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

Browns Point Marine Service, LLC . . . . . . . . . . . . . . . . . . . 49

Lopolight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Burger Boat Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Marine Jet Power AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . . . . . . 53

Marine Travelift Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Caterpillar Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

McDermott Light & Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

MTU - A Rolls-Royce solution . . . . . . . . Sig Boats CV2, CV2

Elco Motor Yachts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Nabrico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

Elliott Bay Design Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Phoenix Labor Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Gladding-Hearn Shipbuilding . . . . . . . . . . . . . . . . . . . . . . . 46

Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sig Boats CV4

GPLink, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Ship Interior Systems, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Hamilton Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Wabtec Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Hougen Mfg ., Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

Hydra Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 www.workboat.com • JANUARY 2022 • WorkBoat

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LOOKS BACK JANUARY 1962

• Two unusual floating drydocks, along with other items of floating equipment, soon will become part of a new marine repair yard at Baton Rouge, La., which is being built by Dravo Corp. The facility is scheduled to begin operations this month. The drydocks, one of which will handle vessels up to 4,000 tons and the other up to 3,000 tons, are unusual in that

they were built from two converted Navy landing craft. They will be used to service river towboats, barges and small seagoing vessels.

• Construction of a trio of 352' car and passenger ferries destined for service in Southeastern Alaska was assured recently when the state of Alaska awarded a $9.8 million contract to Puget Sound Bridge and Drydock

Co., Seattle, to build the vessels. Service speed for the new ferries will be 18 knots.

JANUARY 1972

• The 60' towboat Karche was christened recently at a ceremony at Skipper Hydraulic Inc., on the Harvey Canal in Harvey, La., where Skipper steering gear and make-up winches were installed. The vessel was built at Rayco Shipbuilders, Houma, La. The vessel is powered by twin V-12-71N Detroit Diesel engines through Twin Disc MG-514 with 6:1 reduction gears coupled to a 60"×48" stainless steel propeller built by Avondale Shipyard.

• Main Iron Works, Houma, La.,

had a busy year in 1971. Its deliveries included three impressive, sophisticated workboats — the Seafarer, a 135' tug for Interstate Oil Transportation Co., Wilmington, Del.; the Satoco, a 149' towboat for Sabine Towing & Transportation Co., Wilmington; and fittingly, for its last delivery of 1971, the 111'6"×30'×15' tug Eileen C, built for McAllister Brothers, also of Wilmington.

JANUARY 1982 • Jeffboat Inc. has launched a pair of outsized fuel tank barges for Boston Fuel Transportation. The barges, launched in 30-day intervals this past fall, were nearing completion during the final outfitting stage in the Ohio River, adjacent to the shipyard. The 36,000-bbl. oceangoing barges measure 260'×60'×18' and are equipped with living quarters for a two- to four-man crew. Jeffboat is also building a 60,00064

bbl., 325'×60'×22' tank barge for Reinauer Transportation Co. • Great Lakes Power Products Inc. has opened a new headquarters facility in Mentor, Ohio. Primarily a service company, Great Lakes Power performs engineering, service, machining, and warehousing, along with the manufacture of high torque universal joint drivelines and marine propulsion systems. www.workboat.com • JANUARY 2022 • WorkBoat

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“Karl provides excellent and a product helps us “With moreSenner, than 65 setsLLC. of Reintjes gears in service today, ourservice business has continued to operatethat safely and efficiently with reliable and dependable Karl Senner, Reintjesto andsay Karl Senner, as our partners, we are confi dently operateservice our from vessels.

WeLLC. areWithproud that LLC. Reintjes has been confident that we will have many more years of operating success along America’s Inland waterways.”

Photo: Michael Steiner

in every boat that Canal Barge Company -has built over the past decade.”

Clark Todd, President, Blessey Marine Services Inc. – Mark Allen, Director of Vessel Engineering

Karl Senner, LLC is proud to equip the M/V Sally Lapeyre with REINTJES Gears. This is the first of two vessels in this series.

Onboard Karl Senner, LLC supplied two Karl Senner, proud Reverse to supply REINTJES WAF LLC 873 /is7.454:1 Reduction Gearboxes, two REINTJES WAF with 563internal Gearboxes multi-discthe shaftM/V brakes, AMOT Temperature onboard Daniel Wisner.

Control Valves and Torsional Couplings.

Owner: Canal Barge Company, Inc. Shipyard: Steiner Construction Company, Owner: Blessey Marine Services, Inc. Inc. Shipyard: Verret Shipyard

504-469-4000

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