WorkBoat March 2019

Diesel Engines • Dredges • Lubricants ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

March 2019

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NY Media Boat offers up close and personal tours.

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The Statue of Liberty is one of the stops on New York Media Boat tours.

MARCH 2019 • VOLUME 76, NO. 3

Photo by Bjoern Kils/New York Media Boat

FEATURES 18 Vessel Report: Big Suckers To keep U.S. ports, harbors and waterways navigable, trailing suction hopper dredges are called in.

28 Cover Story: New York Style RIBs Company has built a following for its high-speed sightseeing boat tours of New York City.

BOATS & GEAR

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22 On the Ways • Metal Shark delivers 64' pilot boat to the Brazos Pilots in Texas • Second 370' railcar barge for New York from Metal Trades • Snow & Company set to deliver first 40' workboat large to the Navy • Moran Iron awarded contract to build 64' specialized tour vessel for the Great Lakes • New 8,400-hp Z-drive tug for Shaver Transportation from Diversified Marine • Gulf Craft delivers third 194' fast support vessel to Seacor Marine • Foss Maritime building four 100' Tier 4 Z-drive tugs at Nichols Brothers with an option for six more • Master Boat Builders delivers 5,000-hp ATB tug to Kirby Offshore Marine

34 Power Hungry Diesel engine technology continues to evolve.

38 Lube Job Oil analysis tells you what you need to know about your engines.

AT A GLANCE 8 8 9 10 10 12 13

NEWS LOG 14 14 15 15 16 17

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On the Water: Open door policy — Part II. Captain’s Table: Always something new at the PVA convention.

Energy Level: Offshore projects continue in the Gulf.

WB Stock Index: Stocks rebound in January.

Inland Insider: Dry cargo barge construction continues to fall.

Insurance Watch: Ask for certificates of insurance.

Legal Talk: Duck boat tragedy leads to harsh criminal charges.

Kirby to purchase Cenac Marine’s fleet for $244 million.

Navy autonomous vessel completes San Diego to Hawaii transit.

Coast Guard worked without pay during shutdown.

Offshore wind surveys begin off New Jersey coast.

Ferry service’s training program includes active shooter drills.

Marine industry is better prepared for hurricanes.

www.workboat.com • MARCH 2019 • WorkBoat

DEPARTMENTS 2 6 41 47 48

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

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DRILL MORE HOLES From small light weight low profile mag drills to large multi-speed models and a wide range of annular cutters, Hougen has the power, performance & solutions for your holemaking needs.

Editor’sWatch

N.Y. state of mind

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n New York where the streets, railways and airspace are congested, water is often the best way to get around.

Kirk Moore’s cover story this month (see page 28) is about a relatively new entry in the city’s tour boat market that offers a novel way see the sights. New York Media Boat has built a growing business in what it calls high-speed boat “adventure sightseeing tours.”

WorkBoat -HMX-productShowcase.ai 1 1/28/2019 2:23:38 810-635-7111 • www.HOUGEN.com The company got its start by offering TV news and film producers a low-cost alternative to helicopters to get close Hou-728-WorkBoat2.indd 1 11/6/18 11:29 AM to the action. In a boat, you can stay SEWAGE TREATMENT on scene much longer, and at a much lower hourly rate. A former Coast PLANTS Guard 26' Safe Boats response boat handles video producers’ needs.

For sightseeing tours, its workhorse is a Ribcraft 9.0 Offshore RIB, powered by twin Yamaha 300-hp outboards that can push a typical 2,000-lb. passenger load around at 24 knots. A typical 90-minute tour around Manhattan passes cruise ships, the Intrepid aircraft carrier museum, the Brooklyn Bridge and the Statue of Liberty.

As Kirk wrote, with its tour boat operation, New York Media Boat has carved out a unique niche, with its combination of an exciting ride, skilled narration, and close-in vantage points for passengers.

C

M

David Krapf, Editor in Chief

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*** Also in this issue is Michael Crowley’s annual feature on diesel engines (see page 34). Cummins built its two millionth X15 truck engine last year, and in September Cummins took this proven engine and tested it in the marine market when the first two X15

marine engines replaced a pair of 450hp diesels in the Joseph M, a 65'×17' crewboat.

The article discusses other engines, including the first John Deere Power Tech 4045SFN85 production engine that went on a commercial dive boat in the San Francisco area. And MAN is currently taking orders for its new Tier 4 diesels with SCR units. MAN intends to “provide the most compact and adaptable T4 solutions in the market.”

Mike also writes about Cox Powertrain’s diesel outboards, namely its CXO300. The company says there is “no other true 300-hp diesel outboard” that meets Tier 3 emissions.

dkrapf@divcom.com

WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470.

Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 18

by Diversified Business Communications.

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www.workboat.com • MARCH 2019 • WorkBoat

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PUBLISHER

Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR

Kirk Moore kmoore@divcom.com

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ART DIRECTOR

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Give to the

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

Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609 Southern/Editorial Office: P.O. Box 1348 • Mandeville, LA 70470 • Fax: (985) 624-4801

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

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(207) 842-5508 • Fax: (207) 842-5509 Producers of The International WorkBoat Show, WorkBoat Maintenance & Repair Conference and Expo, and Pacific Marine Expo www.workboatshow.com Chris Dimmerling (207) 842-5666 • Fax: (207) 842-5509 cdimmerling@divcom.com Theodore Wirth Michael Lodato mlodato@divcom.com

www.workboat.com • MARCH 2019 • WorkBoat

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To the extraordinary men and women of the U.S. Coast Guard Editor’s note: Commandant Adm. Karl Schultz sent an email to the men and women of the Coast Guard, thanking them for their hard work and dedication during the recent 35-day federal government shutdown and lapse in appropriations.

W

ith the president’s signing of a three-week continuing resolution, we enthusiastically welcome back our greatly missed furloughed civilian employees, allowing us to reconstitute our total workforce and set a path to restore a fully ready, relevant and responsive Coast Guard in the weeks and months ahead.

Certainly, of keen interest to all is information regarding your pay, and

we are working with the Department of Homeland Security to define the path forward to get you paid expediently.

The vice commandant will communicate definitive information regarding your pay as soon as possible.

I recognize that the last five-plus weeks have been extremely trying and stressful for you and your families, but with the support of many remarkable Coast Guard communities across the nation; generous national service organizations and corporate entities; and our strong network of ombudsmen, spouse clubs and chief petty officers, you pulled together and demonstrated extraordinary patience, resiliency, and trust in your leaders.

To those serving in uniform and our “excepted” civilian employees, you either “stood the watch” or enabled another Coast Guardsman to stand the watch, buoyed by knowing that our furloughed civilian colleagues held

you in their thoughts and prayers while they dealt with different challenges and emotions.

I confidently speak on behalf of your entire senior leadership team in noting how proud we are of your service and your embodiment of our core values of honor, respect, and devotion to duty.

We are equally proud of your families that weathered adversity, unhesitatingly supporting your continued service.

“Team Coast Guard” collectively reflected the best of America, demonstrating that semper paratus – always ready is far more than a motto, it is our ethos.

Thank you.

Adm. Karl L. Schultz Commandant U.S. Coast Guard Washington, D.C.

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On the Water

Open door policy — Part II

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By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

o, if you accept the National Transportation Safety Board’s determination that rapid down-flooding of the engine room along with the subsequent loss of adequate reserve buoyancy sank the towboat Savage Ingenuity, we must return to the most relevant question. Why were the engine room doors open?

Setting aside the unlikely scenario of sabotage, the doors would be open for only one of three plausible reasons — either the crew was lazy, inattentive and/or incompetent (leaving them open out of indifference and neglect), they couldn’t be closed because of deterioration or damage, or it was purposeful because they had no other practical choice.

It should be pointed out that the NTSB report touches on this critical issue in the analysis section.

“On towboats, doors to the engine room are often left open to allow for cooling and circulation. The Savage Ingenuity was not fitted with adequate ventilation and cooling systems to allow

Captain’s Table PVA convention sails to new heights

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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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have attended Passenger Vessel Association conventions (PVA) for many years. One of the first PVA shows I went to was held in Sarasota, Fla., with only 30 or so passenger vessel operators in attendance. These meetings were held in one room with a loose agenda of topics covered. Even with this early freewheeling format, I always learned something new that would help me in my business.

Well, things have definitely changed. Today, PVA’s convention is a far cry from those held in the early days of the association when it was called the National Association of Passenger Vessel Operators, or NAPVO. PVA’s annual convention has grown significantly in attendance, programming and exhibitors. This year’s convention, which was held in January in New Orleans, featured more than 100 sessions, workshops and events all aimed at the passenger vessel industry. The exhibit hall featured products and services from 109 exhibiting companies.

Sessions and workshops covered a wide array

for the engine room doors to be continuously closed when the engines were running. Consequently, the heat generated in the engine room would also affect the vessel’s adjacent accommodation spaces, where existing ventilation and air conditioning systems could not account for the heat. The engine room doors, therefore, were left open.”

And there you have it. The NTSB had the real root cause firmly in its hand but somehow let it slip away. The towboat didn’t sink because of a lack of a company policy or other regulation, which in any case may or may not be followed.

It obviously sank because of a long-standing and well known design flaw (inadequate ventilation) that everyone knows about. Somehow boats continue to be designed and built paying no attention to this problem.

Mariners certainly play their own role in casualties when they fail to practice good seamanship in circumstances where they otherwise could without inhibition. But this crew, and all of the others on boats with this problem, were set up to fail before they ever started.

It’s a real shame that the NTSB’s recommendations failed to catch something this obvious. of topics including sales and marketing, electric vessels, mariner licensing, data analytics, marine engine technologies, inland river transportations issues, cybersecurity, risk management, and international safety issues. WorkBoat Editor in Chief David Krapf even gave a presentation on how to work effectively with the media. The annual PVA Ferry Conference featured representatives from U.S. ferry operations from coast to coast.

The PVA Green Waters Conference explored a host of topics aimed at assisting passenger vessel operators in adopting environmentally responsible activities. Roundtables on hybrid and battery technology were held. Since this is a convention of passenger vessel operators, attendees were treated to social events held on New Orleans Steamboat Company’s Natchez and New Orleans Paddlewheel’s Creole Queen.

Recognizing that the younger generation will be the key to our industry’s future, PVA held an emerging leaders social event and roundtable this year. This new convention component was a huge hit with attendees, so plans are in the works to expand this event each year.

There is one thing that hasn’t changed about the PVA convention. I learn something new each year that helps me and my business. www.workboat.com • MARCH 2019 • WorkBoat

Energy Level

Offshore recovery slow despite several projects

Apr-18 May-18 Jun-18 18-JulGOM INDICATORS WORKBOAT 18-Aug NOV. '18 18-Sep WTI Crude Oil 51.46 Baker Oct-18 Hughes Rig Count 23 18-Nov IHS OSV Utilization 31.2% Dec-18 U.S. Oil Production (millions bpd) 11.7 Jan-19 Sources: Baker-Hughes; IHS Markit; U.S. EIA

DEC. '18 44.48 24 30% 11.7* *Estimated

.

JAN. '18 66.27 16 25.4% 9.9

GOM RIG COUNT

GOM Rig Count

By Bill Pike

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eports of a slow recovery in the Gulf of Mexico continue to surface, but there are a few projects that could positively impact activity levels and, thereby, rig and OSV day rates.

• Shell Exploration and Production Co. has awarded a contract to McDermott International Inc. for subsea umbilical and flowline installation at its Great White Frio development in Alaminos Canyon block 857 in the U.S. Gulf of Mexico. The scope of work includes project management and engineering plus installation of a flexible flowline, one 2,000' (610-meter) long steel flying lead along with two electrical flying leads in a water depth of 8,000' (2,438 meters).

• BP has given the name Argos to the new floating production unit for the Mad Dog 2 project in the deepwater Gulf of Mexico. The project includes the Argos semisubmersible platform with the capacity to produce up to 140,000 bpd of crude oil through a subsea production system from up to

18 18 18 15 16JAN. '19 18 52.94 18 19 23 31.4% 24 11.9* 19

30 25 20 15 10

1/18

1/19

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14 production wells and eight water injection wells. First oil is expected in late 2021.

• In December, BP awarded Subsea 7 S.A. the SURF (subsea umbilicals, risers, and flowlines) contract for the Manuel project in the Gulf. The Manuel project features a two-well tieback to the Na Kika semisubmersible production platform, working at water depths of up to 1,900 meters (6,234').

• BP has approved the $1.3-billion Atlantis Phase 3 development in

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the deepwater Gulf. Atlantis Phase 3 will include the construction of a new subsea production system from eight new wells that will be tied into the current semisubmersible production platform 150 miles south of New Orleans in more than 7,000' of water. Production is scheduled to begin in 2020.

These activities represent the development side of the offshore industry and will be responsible for the stabilization and modest growth of offshore activity.

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www.workboat.com • MARCH 2019 • WorkBoat

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WorkBoat Composite Index Stocks gain 10% in January

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fter losing 169 points to close the year in December, the WorkBoat Composite Index rebounded in January, erasing the losses and more with a gain of 174 points.

Twenty-eight of the 29 companies in the Index gained ground in January with several oil service companies posting big percentage gains.

Among the top percentage gainers STOCK CHART

was Rowan Companies. In late January, the Houston-based contract driller announced it had amended the merger agreement with Ensco plc. Under the amended agreement, Rowan shareholders will receive 2.750 shares of Ensco for each share of Rowan they own. This represents a 24.2% increase over the 2.215 exchange rate in the previously announced agreement between the two Source: FinancialContent Inc. www.financialcontent.com

INDEX NET COMPARISONS 12/31/18 1/31/19 CHANGE Operators 285.19 313.54 28.35 Suppliers 3007.21 3269.14 261.93 Shipyards 2372.62 2685.27 312.65 Workboat Composite 1806.15 1980.32 174.16 PHLX Oil Service Index 80.60 96.14 15.54 Dow Jones Industrials 23327.46 24999.67 1672.21 Standard & Poors 500 2506.85 2704.10 197.25 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/

Inland Insider Hopper barge newbuilds continue to fall in 2018

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arlier this decade, inland hopper barges were being built at a staggering clip. By 2015, demand had softened significantly and the industry was tying up barges in the middle of harvest time.

The problem was the industry didn’t have a lot of old barges to scrap and take out of the fleet, so the numbers kept growing. For example, in 2014 about 60 covered hopper barges were sold to buyers in South America. In 2015, no international sales of hopper barges were recorded. The situation helped drive prices down because there was a surplus of equipment available.

In the past three years, barge owners have shown restraint and the number of new hopper barges built has fallen sharply. In fact, that restraint was so significant that it led to barge builder Jeffboat shutting down its yard in Jeffersonville, Ind., after delivering 10

PERCENT CHANGE 9.94% 8.71% 13.18% 9.64% 19.28% 7.17% 7.87%

more than 10,000 hopper barges over an 80-year time frame. In November, Trinity Industries announced that it had completed the spin-off of its infrastructure-related business, including its inland barge group, into a public company, Arcosa Inc. Trinity describes Arcosa as a growth-oriented manufacturer of infrastructure-related products and services with leading positions in construction, energy, and transportation markets.

According to River Transport News (RTN), 2018 deliveries of new jumbo hopper barges, open and covered, to operators on the Mississippi River and its tributaries fell to 214, 22% below already scaled back 2017 levels. Ingram Barge Co., Nashville, Tenn., the company with the largest hopper barge fleet, took delivery of the greatest number of new hopper barges in 2018 with 75, all built by Trinity/Arcosa. Heartland Barge Management, Columbia, Ill., took delivery of 62, Crounse Corp., Paducah, Ky., had 30 built, American Commercial Barge Lines (ACBL) took delivery of 20, and PML

companies announced in October.

“The Rowan board and management team actively negotiated with Ensco to receive the significantly improved exchange ratio and, after careful review and consideration, the board determined that the transaction continues to maximize value for all Rowan shareholders and represents the best path forward for the company,” the company said in a statement.

The other big deal announced in January was Kirby Corp.’s purchase of Cenac Marine Services LLC’s fleet for approximately $244 million.

Cenac’s fleet consists of 63 30,000-bbl. inland tank barges with approximately 1.9 million bbls. of capacity, 34 inland towboats, and two 3,200-hp offshore tugs. The average age of Cenac’s barge fleet is four years, and the towboat/tug fleet averages six years. The deal is expected to close late in the first quarter.

— David Krapf added eight new hopper barges to its fleet.

“Given the diminutive level of new hopper barge construction activity in 2018, the inland hopper barge fleet shrank By Ken Hocke, for the second Senior Editor straight year,” RTN reported in mid-January.

Meanwhile, RTN reported that 311 jumbo hopper barges were removed from the overall fleet in 2018. RTN said that “given the fleet loses identified thus far, it would be safe to say that the inland jumbo hopper fleet shrank by a minimum of 97 barges in 2018.”

Most expect the hopper barge fleet to be reduced even more in 2019. That’s because new hopper barge deliveries are expected to fall well below 2018’s numbers.

One reason, RTN said, is the average cost of new hopper barges, which may hit a record high this year.

www.workboat.com • MARCH 2019 • WorkBoat

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Insurance Watch Certificates and additional insured

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lients frequently ask us to provide a certificate of insurance to the various businesses they work with.

Often there is a request to be named as an additional insured on a policy.

But what does this certificate provide and who benefits from this additional insured?

A certificate of insurance provides a snapshot of coverages requested by a third party. Essentially your insurance agent is signing off that you have the stated coverages on that day. While a certificate will include policy effective dates, this does not ensure that the policy will remain in effect through the policy period. If a policy were to cancel for non-payment of premium, the certificate holder would not know.

Boatyards that permit independent contractors to work on their property

Legal Talk

Duck boat sinking leads to criminal charges

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n my September 2018 Legal Talk column “Duck boat tragedy and admiralty jurisdiction,” I addressed some of the legal issues related to civil litigation from the sinking of the sightseeing vessel Stretch Duck 07 on Table Rock Lake near Branson, Mo., last year.

The incident, which claimed 17 lives, has been blamed on the vessel operator’s negligent actions in responding to adverse weather and sea conditions.

Multiple lawsuits have been filed by those who were injured or lost loved ones. And while the civil suits were completely expected, the duck boat tragedy has developed a new legal twist. The U.S. Department of Justice has commenced criminal prosecution 12

should request certificates from each contractor and request to be named as additional insured. This covers you twofold. First, any third party damage the contractor does while on your property will be covered on the contractor’s policy rather than your own. If your yard is named in a lawsuit for any damages caused by the contractor as a named insured, the contractor’s policy will respond. Second, the payroll of any independent contractor you have billed out will not appear on your workers’ compensation audit. You will be happy you have these certificates when audit time rolls around.

In addition, it is important to review the coverages stated on the certificate as well. A shipyard that permits independent contractors to work on vessels stored at the yard will need Marina Operators Legal Liability. MOLL will provide coverage for work being done on a non-owned boat. A general liability policy typically excludes this.

If the work being done at your yard is on a commercial vessel or a newbuild yacht of more than 65 feet, you will want to make sure that USL&H cover-

age is stated on the certificate.

And don’t forget to ask for certificates of insurance for events you may be attending. For example, a business chartered a commercial tour boat for a holiday By Chris party and during Richmond the evening one of the attendees tripped and fell, injuring herself. The vessel took care of the medical bill under its P&I policy, but when the injured party decided to sue both the vessel and her employer, the employer had no coverage since its general liability policy did not extend over the boat. Being named as additional insured for the evening would have covered this gap.

proceedings against some of those involved in the vessel’s operations, and the charges are serious.

The duck boat’s captain was recently indicted by a federal grand jury under the seaman’s manslaughter statute. This infrequently used provision of federal maritime law provides that any person employed on a vessel whose misconduct, negligence or inattention results in the death of another can be criminally prosecuted. Punishment can include imprisonment of up to 10 years per count and/or substantial monetary fines.

If the captain pleads not guilty as expected to the criminal charges, he could face a trial and potentially imprisonment for life if convicted for each of the 17 deaths.

The seaman’s manslaughter statute is not restricted to captains or other crewmembers. A vessel’s owner or charterer, including corporate executives and personnel responsible for the control

and management of the operation, equipment and navigation of a vessel, can face similar criminal penalties if they caused or allowed “fraud, neglect, connivance, misconduct or violation of law”

By John K. that results in the loss of life from the Fulweiler operation of the vessel.

The duck boat tragedy reminds those involved in the ownership and operation of vessels that harsh criminal penalties may await those whose carelessness results in a vessel-related death.

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

Daniel J. Hoerner is a maritime attorneywith Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504595-3000 or dhoerner@mblb.com.

www.workboat.com • MARCH 2019 • WorkBoat

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Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Interstate Power Systems Minneapolis, MN (262) 783-8701 Servicing: IL, WI, MN, IA, MI (Upper) Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: CT, MA, ME, NH, RI, VT Stewart & Stevenson Houston, TX (713) 751-2700 Servicing: TX, LA Superior Diesel, Inc. North Charleston, SC (843) 553-8331 Servicing: GA, KY (Eastern), SC, TN (Eastern) Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: NC, OH, PA (Western), VA, WV

Stevens Towing Company specializes in moving large specialized cargo by water. For this project of delivering an enormous Air Force One exhibit for public tours from Rhode Island to Maryland, the tug Island Trader was up to the job. Stevens repowered the Island Trader in 2014 with Volvo Penta D16 650-hp engines. With more than 20,000 hours on them, the D16s are still going strong.

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MARCH 2019

NEWS LOG NEWS BITTS

DARPA

Cenac Marine Corp.

SUCCESSFUL TRANSIT FOR NAVY AUTONOMOUS VESSEL

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The 2,000-hp towboat Diane Cenac pushing a tank barge tow.

Kirby to buy Cenac Marine fleet for $244 million

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nother consolidation in the inland barge industry is expected to close this spring with Kirby Corp.’s purchase of the Cenac Marine Services LLC fleet for $244 million.

The move is consistent with Kirby’s recent strategy of acquiring relatively new and well-maintained inland equipment. In 2018 Kirby acquired the barge and towboat fleets of companies that met this criteria including CGBM and Targa Resources.

Financed with additional borrowings

by Kirby, the Cenac deal is scheduled to close late in the first quarter. Cenac’s fleet consists of 63 30,000-bbl. inland tank barges with approximately 1.9 million bbls. of capacity, 34 inland towboats, and two 3,200-hp offshore tugs.

Cenac’s fleet meets the criteria of Kirby’s shopping list: the average age of its barge fleet is four years, and the towboats and tugs average six years.

Of the 63 barges, 48 are clean, 14 are black oil and one is oceangoing.

Twenty-six of the towboats are 1,800 hp to 2,400 hp, five are 2,800 hp to 3,900 hp, and three of the towboats are Z-drives.

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Cenac moves petrochemicals, refined products, and black oil, including crude oil, residual fuels, feedstocks and lubricants on the Lower Mississippi River, its tributaries, and Gulf Intracoastal Waterway for major oil companies and refineries.

“The acquisition of Cenac’s young fleet of well-maintained inland tank barges and modern boats is an ideal complement to Kirby’s operations,” David Grzebinski, Kirby’s president and CEO, said in a statement.

“Cenac has a strong history of operational excellence, and is well respected by the industry and its customers.

Cenac’s inland fleet of 30,000-barrel tank barges, of which approximately 80% are clean and 20% are heated black oil vessels, has an average age of only four years. Similarly, Cenac’s fleet of modern inland towboats and offshore tugboats has an average age of only six years. The addition of these vessels to Kirby’s fleet will not only further reduce our average age profile, but will also further enable us to avoid significant capital outlays for new vessels in the future.”

Grzebinski discussed the deal during

he 132' Navy research trimaran Sea Hunter became the first vessel to autonomously navigate from San Diego to Pearl Harbor, Hawaii.

The Sea Hunter was designed

by Leidos, the Reston, Va., science and technology company that started as defense contractor SAIC in the 1960s, and built by Vigor Industrial at its Portland Ore., facility.

Conceived by the Defense Advanced Research Projects Agency as an unmanned platform for minesweeping and anti-submarine operations, the twin-screw Sea Hunter is part of an advanced test program that will run through 2019.

The Pacific transits were accomplished without any crew on board, except during brief boardings by personnel from an accompanying escort vessel who checked on electrical and propulsion systems, according to Leidos.

ONR has awarded Leidos a potential $43.5 million contract to design and test the Sea Hunter II, now under construction in Mississippi with delivery expected in 2020.

Designated as a medium displacement unmanned surface vessel (MDUSV), the Sea Hunter is designed to be capable of travel for long periods of time at speeds up to 27 knots and execute a variety of missions at a fraction of the cost for a manned ship. — K. Moore

www.workboat.com • MARCH 2019 • WorkBoat

— David Krapf

Coast Guard pressed on during shutdown

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he 42,000 members of the Coast Guard worked without pay during the month-long government shutdown in January, but kept vital services going during the budget standoff in Washington.

Coast Guard

the company’s fourth quarter 2018 earnings call Jan. 31, shortly after the purchase was announced.

“This acquisition is a clear strategic win as it will improve our ability to service customers, lower the average age of the Kirby fleet, and reduce future capital expenditures,” he said. “Beyond 2019 as existing contracts expire and we realize the benefits of anticipated synergies, this acquisition will provide enhanced earnings for Kirby and higher returns.”

Grzebinski added that Cenac is a “great acquisition,” and Kirby is receiving “really good equipment” and a “top-notch group of mariners.”

Cenac is a “very well-run company,” he said. “It’s a very young fleet … and we are buying this at a significant discount to replacement value.”

Houma, La.-based Cenac said the deal will “enhance its marine construction operations, by focusing on its best-in-class shipyard at Main Iron Works while providing continued security for its loyal maritime employees.”

“We welcome this opportunity for our vessels to integrate within Kirby Corporation’s fleet, while we independently foster growth for our company’s construction and maintenance operations,” Cenac CEO Arlen “Benny” Cenac said in a statement.

Cenac’s marine employees, from deckhands to captains, will be offered jobs with Kirby and the vessels they man will continue serving current routes in what the companies expect will be a seamless transition. Cenac Marine will remain headquartered in Houma, and Kirby will occupy a small suite of on-site offices there.

The crew of the Coast Guard cutter Forward offloaded more than 17 tons of cocaine seized in the Eastern Pacific at Port Everglades, Fla., Feb. 5.

As part of the Department of Homeland Security, the Coast Guard was the only military service affected by delayed paydays. Around the coasts, civilian communities rallied around their local Coast Guard units with donation and fundraising drives.

“The Coast Guard Training Center is just an integral part of the city of Cape May,” said Gregg Coffey, owner of the C-View Inn, a Cape May, N.J., restaurant that discounted meals for Coast Guard personnel during the shutdown.

“It’s a struggle. These kids go paycheck to paycheck. I’ll run with this as long as it’s closed.”

The Coast Guard continued operations authorized by law that provide for national security or protect life and property. But certain administrative functions were limited, Coast Guard officials said.

For example, vessels with current certificates of inspection still had to be inspected as required by law, including both topside and drydock exams. But new construction could be affected due to the reduced number of Coast Guard marine inspectors and plan reviewers at the Marine Safety Center, the Passenger Vessel Association reported.

At sea, Coast Guard crews continued their usual search and rescue missions, and migrant and drug interdiction efforts. As the Washington debate raged over the Trump administration’s demand to fund a wall on the southern border, the Coast Guard issued news releases describing how its cutter crews were stopping migrant traffickers and drug smugglers in the Eastern Pacific and Caribbean.

– Kirk Moore and D. Krapf

www.workboat.com • MARCH 2019 • WorkBoat

Offshore wind energy plans advance in Northeast

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ontractors for offshore wind energy developer Ørsted began surveys off the New Jersey coast in January for the planned Ocean Wind project, as New York state energy planners hired others to help map out expanding its future offshore potential to 9,000 megawatts.

The 170'×40'×11' Fugro Enterprise, a U.S.-flag survey vessel operated by Netherlands-based Fugro N.V., was chartered by 4C Offshore, a U.K.based offshore services company which is conducting the geotechnical studies for Ørsted.

Homeported at Port Fourchon, La., the Fugro Enterprise laid some of the geotechnical groundwork for Deepwater Wind’s Block Island Wind Farm in Rhode Island, the first U.S. commercial offshore wind array that opened in 2016 and is now part of the Ørsted portfolio. The company has put in its bid to supply New Jersey with its first 1,100 MW of offshore power. According to 4C, the Ocean Wind array after build-out could have up to a 1,950-MW peak capacity.

The New York State Energy Research and Development Authority announced it has contracts with Ocean Tech Services, Cape May, N.J., and Norway-based DVN GL for multiyear weather and oceanographic studies in offshore wind energy areas.

Gov. Andrew Cuomo said he wants to increase New York’s goal for offshore power to 9,000 MW by 2035, and the contractors will deploy meteoro15

efficient turbines could open up the 60% of U.S. waters that are 200' deep or greater, where seafloor foundations are not feasible, the agency says.

— K. Moore

Ferry operators train for shooter threat

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he increase in mass shootings across the U.S. has convinced New

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logical and oceanographic (metocean) buoys to further planning.

Meanwhile, the U.S. Department of Energy is looking to deeper waters.

DOE announced it will provide up to $28 million in research money for cross-disciplinary engineering and design work to come up with radical new designs for floating offshore wind energy turbines with much higher power-to-weight ratios. Lighter, more

A floating wind turbine is assembled for Equinor’s Hywind Scotland project.

London, Conn.-based Cross Sound Ferry Services to take action to protect its passengers and employees from an active shooter on an underway ferry.

No mass shootings have taken place aboard a ferry in U.S. waters, but Cross Sound doesn’t want to wait until it happens to begin preparing for the possibility.

“This is another emergency we have to prepare for,” Christopher J. Anglin, Cross Sound’s facilities operations manager and security officer said at the Passenger Vessel Association’s annual convention in January. “It’s just part of our training program now.”

Cross Sound operates year-round ferry service between Orient Point, N.Y., and New London, across Long Island Sound. Ferries on this route are usually too far from a terminal for land-based police and Coast Guard to be able to react to the situation quickly.

“If we’re in the middle of the Sound, we’re probably not going to get any help,” said Anglin. “We’re a little bit on our own.”

According to the FBI, these types of incidents usually do not last more than 12.5 minutes. Consequently, Cross Sound applied for and received a grant from the federal Port Security Grant Program, hired a professional training company and trained its ferry crews.

The training company said there are more places to hide on larger ferries that carry passengers and cars than on smaller passenger vessel only boats.

Cross Sound was told that an active shooter aboard a smaller boat would probably mean passengers going into the water.

“If the water is warm our crew can www.workboat.com • MARCH 2019 • WorkBoat

2/5/18 11:17 PM

NEWS BITTS help with (personal flotation devices), but in cold water that’s a more difficult situation,” said Anglin. “A lot of our training is to get the crew to help the passengers.”

However, Cross Sound bought pepper spray and pepper gel guns to help crewmembers if they decide to intervene. “We bought the gel guns, but we also trained to use whatever else is onboard such as axes and fire extinguishers. We also, with another grant, bought portable radios for every member of the crew because communication is critical.” Anglin said. “The training lasted for about six hours and now we drill for the active shooter on an underway vessel.”

The training includes physical confrontation of the shooter. “Someone on the attack team has to get the gun,” said Anglin. “They’re also told where to place the gun so the attacker can’t get it back.” – Ken Hocke

MARINE INDUSTRY BETTER PREPARED FOR HURRICANES

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he 2017 hurricane season provided valuable lessons in how to better prepare for future storms, according to a report by federal transportation experts.

“Over the course of the 2017 hurricane season, hurricanes Harvey, Irma, and Maria affected the operating status of at least 45 ports throughout the lower continental United States and U.S. Caribbean territories,” the report from the U.S. Committee on the Marine Transportation System (CMTS) said. “Despite these challenges, the MTS (marine transportation system) community successfully adjusted in order to communicate and engage across sectors and quickly and efficiently reopen these ports.”

Storm preparations were improved by having early planning meetings, communicating between agencies, centralizing how information is distributed, and having updated response plans, the report says. Agencies reported success in working with private businesses to fill gaps in federal response operations and coordinating local efforts.

After Hurricane Harvey shut down 20 Texas ports, responders were handicapped by flooding that damaged port infrastructure and equipment and supplies that had been pre-positioned. The effort was further hampered by a shortage of accurate, updated information about port and channel status, and would have benefitted from a centralized system for collection and distributing that data, the report notes.

The report describes successes, notably how the Coast Guard restored aids to navigation (ATONs) by using the Nationwide Automatic Identification System (NAIS) to transmit electronic ATONs for AIS receivers – creating virtual buoys and beacons to stand in for the physical aids that had been destroyed or washed off station by Harvey. — K. Moore

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Dredges

Industry is the first line of defense against shoaling around U.S. ports and harbors. Great Lakes Dredge & Dock took delivery of the first ATB trailing suction hopper dredge in 2017.

Big Suckers

By Ken Hocke, Senior Editor

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trailing suction hopper dredge is used to maintain navigable waterways — deepening canals that have become excessively silted or are already so silted that they are a hindrance to navigation. The dredged material is used to construct new land elsewhere or to replace sand eroded by storms or wave action on the beaches.

These dredges carry powerful pumps and engines able to suck sand, clay, silt and gravel.

The Corps of Engineers has been on the front line of the fight against blocked federal channels for many decades. Its fleet of dredges were used almost exclusively to fight silting until 1978. That’s when legislation directed the agency to contract out much of its hopper dredging work to industry and reduce its fleet to the minimum necessary to ensure that the federal government and industry together can handle projects for the improvement of rivers and harbors.

Legislation in the early 1990s required the Corps

to offer for competitive bidding at least 7.5 million cu. yds. of hopper dredging work previously performed by the federal fleet.

“We used to be able to dredge all over the country. Now we just can’t do that anymore,” said Jim Amadio, chief, Corps’ project office Fort Mifflin, just south of Philadelphia.

The Corps operates four trailing suction hopper dredges — McFarland on the Delaware River near Philadelphia, Wheeler on the Mississippi River at New Orleans, and the smaller Essayons and Yaquina both working out of the Corps’ Portland (Ore.) District. McFarland and Wheeler are both part of the U.S. Ready Reserve Force fleet.

“When a bid goes out and a private company can’t respond within a reasonable time period, headquarters will summon out a Ready Reserve dredge,” said Amadio. “We’re basically like a fire truck.”

www.workboat.com • MARCH 2019 • WorkBoat

Great Lakes Dredge & Dock Co.

Trailing suction hopper dredges constantly play catch-up with shoaling.

Corps of Engineers

Eastern Shipbuilding Group

BIG RESPONSIBILITY In late January, shoaling on the Mississippi River near its mouth at Southwest Pass was so bad that the McFarland was called in to help.

The Wheeler has been on site and was dredging at the Head of Passes in early February. It is the Corps’ largest hopper dredge and is responsible for keeping waterway channels clear from Key West, Fla., to Brownsville, Texas.

The big dredge is staffed with 38 mariners. Crewmembers are divided into two operating tours, alternating two weeks on/two weeks off, and weighted between full and skeleton crews. When underway, the dredge operates 24/7. Every 14 days it docks for fuel, supplies, water, and engine maintenance The Wheeler operates much like a giant vacuum cleaner. It has three large drag arms and a large pumping capacity. To dredge a channel, the drag arms are lowered over the side to the channel bottom. While the dredge travels forward at a speed of approximately two knots, the drag arms suck a water and sand mixture, known as slurry, from the channel bottom. The slurry passes through the drag heads and pipelines into the hopper.

With all pumps and drag arms operating, the Wheeler fills its hopper with

The trailing suction hopper dredge Magdalen has two booster pumps, a dredge pump, and two jet pumps.

slurry in about 11 minutes. However, pumping continues to allow sediment to displace the water in the hopper and obtain a maximum load of as much as 7,872 cu. yds. of material.

At full operating efficiency, the Wheeler can remove 100,000 cu. yds. of material, or about 7,000 dump truck loads, from a project site.

The dredged material is transported from the channel and deposited to the ocean floor by opening 14 hopper doors on the Wheeler’s bottom.

The Corps would like to build a new dredge to take the place of the McFarland, which was built in 1967, but Amadio said he doesn’t think the agency will get the funding anytime soon.

“We’re getting a lot of pushback from industry,” he said. “In reality, we’re there to pick up the slack.”

Amadio said keeping federal channels clear is a fulltime job for both industry and the Corps. “What’s going on

The 6,423-cu.-yd. capacity oceangoing hopper dredge Essayons works out of the Corps’ Portland (Ore.) District.

www.workboat.com • MARCH 2019 • WorkBoat

in federal channels is critical,” he said.

NEWBUILDS On the commercial side, there have been two major deliveries of trailing suction hopper dredges, both in late 2017.

In December of that year, Eastern Shipbuilding Group, Panama City, Fla., delivered the 356'×79'6"×27'3" trailing suction hopper dredge Magdalen to Weeks Marine Inc., Cranford, N.J. Initially, the dredge was to be built

by BAE Systems Southeast Shipyard, Mobile, Ala., where the keel was laid in 2012. Weeks Marine contracted Eastern in 2015 to finish the dredge.

Those involved in the project said the construction of the Magdalen was exceptionally challenging. “Fortunately for Weeks, the dubious start gave way to an extraordinarily successful finish, due in large part to the capabilities of Eastern Shipbuilding,” J. Stephen Chatry, senior vice president, Weeks Marine, said in a statement announcing the delivery.

The Magdalen features two booster pumps, powered at 1,600 kW each, and an HD dredge pump, powered at 1,600 kW. There are two jet pumps, powered at 445 kW each. Hopper capacity is 8,550 cu. yards.

Main propulsion comes from twin GE 16V250 diesel engines, producing 5,682 hp each. For added maneuverability there is a VFD fixed pitch bowthruster tunnel unit, producing 730 kW of power. Electrical power comes from two 3,400-kW gensets, a GE 6L250, 1,423-kW auxiliary genset and a Caterpillar C18, 425kW emergency genset. The dredge’s maneuverability is enhanced by a 730kW variable frequency drive fixed pitch 19

tunnel bowthruster.

That same year, Eastern Shipbuilding completed an articulated tugbarge trailing suction hopper dredge unit consisting of the 433'×92'×36' hopper dredge Ellis Island and the 158'4"×52'×32'9" tug Douglas B. Mackie. The ATB dredge was built for Great Lakes Dredge & Dock Co., Oak Brook, Ill. Ship Architects Inc., Daphne, Ala., handled the detail tug design and Bay Engineering Inc. handled the detailed dredge design. Both designs are based on an Ocean Tug & Barge Engineering ATB concept design.

Great Lakes awarded Signal International a $94 million contract in 2012 to build what was billed as the first ATB trailing suction hopper dredge. The agreement fell apart, and Great Lakes went looking for another shipyard to finish building the ATB dredge — enter Eastern.

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Corps of Engineers

Dredges

The Wheeler, the Corps largest hopper dredge, is kept in Ready Reserve status, capable of responding to an urgent dredging requirement within three days.

The tug’s main propulsion comes from two MAK 12M32C-T3 diesel engines, producing 7,831 hp each, connected to Schottel props through Overton Chicago marine gears. The MAKs also power twin shaft generators each rated at 2,500 kW, 6,600 VAC. The tug is also equipped with a Caterpillar C32-T3 auxiliary genset, producing 730 kW of electrical power at 1,800 rpm, and a Cat C18-T3

550-kW emergency genset.

The barge has a hopper capacity of 15,000 cu. yds. and is fitted with twin Schottel STT2 electric, fixed-pitch bowthrusters, producing 800 hp each, powered by the shaft generators on the tug. The dredge pumps are powered by two, 5,000-hp EMD ME20G7C-T3 diesel engines on the barge.

The tug and barge are connected by a Taisei coupler system.

www.workboat.com • MARCH 2019 • WorkBoat

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Metal Shark

Metal Shark delivers 64' pilot boat to Texas

Pilot boat for the Brazos Pilots Association.

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etal Shark has delivered a 64'×19' custom weldedaluminum, monohull pilot boat to the Brazos Pilots Association in Freeport, Texas.

Designed by Metal Shark, the new vessel, Brazos Pilot, was built at the company’s Franklin, La., shipyard. The vessel was christened on Jan. 31 and immediately went into service.

Key operators who rely on the services of the Brazos Pilots Association include Dow Chemical, Enterprise, Phillips 66, FLNG and BP. “The 64 Defiant Pilot employs a very stout, extensively proven deep vee hull for stable operation in heavy seas,” Carl Wegener, Metal Shark’s vice president of commercial sales, said in a statement. “The entire vessel has been thoroughly optimized for pilots, with an emphasis on comfort, convenience, efficiency, and safety.”

Brazos Pilot replaces the pilots’ smaller, single-engine 40' pilot boat, improving safety for crews while enhancing service to operators and providing around-the-clock service at Port Freeport.

To meet the customer’s requirements, a large pilot transfer platform was engineered into the vessel’s foredeck, with a wide, integrated non-skid stairway and specially-configured safety rails.

“Our in-house engineering team works directly with clients to assure that custom features are incorporated at the design stage and not as an afterthought,” said Wegener.

“An example of this is the careful consideration given to the design and integration of the pilot transfer platform to

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minimize any obstruction to visibility.”

Main propulsion comes from twin 803-hp Caterpillar C-18 diesel engines coupled to Twin Disc MGX-5146SC transmissions that turn 5-bladed 36"×43" nibral propellers.

Brazos Pilot has a top speed in excess of 28 knots, with a nominal cruise speed of 18 knots.

A large, climate-controlled wheelhouse employs the boatbuilder’s signature pillarless glass for improved visibility, in a reverse-raked arrangement developed by Metal Shark specifically for pilots. Large overhead skylights provide upward visibility while approaching and operating alongside moving ships. Visibility is further augmented by the vessel’s centerline helm position.

In the wheelhouse, shock-mitigating seating has been provided for five crewmembers, with a footrest, cup holder, gooseneck light, and 110V USB plug at each seating position for comfort and convenience. A settee and table are also provided in the main cabin.

An integrated suite of navigation electronics includes GPS, radar, depth sounder, and AIS, which are accessed primarily through three 19" Furuno MU195T multifunction displays. These large touch-screen panels also display realtime video from a FLIR (forward-looking infrared) M400 thermal imaging system, as well as live onboard video feeds via two closed circuit TV cameras installed in the engine room.

Below decks crew quarters are accessed via a stairway in the wheelhouse and a watertight access hatch in the foredeck. Accommodations include a galley area with www.workboat.com • MARCH 2019 • WorkBoat

—Ken Hocke

Metal Trades

microwave, coffee maker, refrigerator, and sink; an enclosed head compartment; double-tiered set of lockers for crew storage; and a berthing area with double bunk, drawer storage, and a 4K LED TV with Blu-ray player and KVH TracVision TV3 satellite television system.

Outside, Brazos Pilot’s fully flush non-skid decks allow for unimpeded access around the vessel, and hand rails have been placed for easy reach at all times. Low-level LED pathway lighting enhances safety during nighttime operation.

To facilitate operation in close quarters, the vessel has been outfitted with a secondary control station on the aft deck, equipped with steering and throttle controls and a set of digital displays, which allow the operator to monitor engine performance while controlling the vessel from the station.

370' railroad barge was built in South Carolina.

Metal Trades delivers second rail barge to N.Y.

M

etal Trades Inc., Yonges Island, S.C., delivered the second in a pair of what are believed to be the first railroad car barges built for New York Harbor in about 70 years.

The 370'×59'×14' NYNJR200 carries up to 18 standard 60' railcars for New York New Jersey Rail LLC, a shorthaul railroad operated by the Port Authority of New York and New Jersey. The barge and sistership NYNJR100 ferry cars between Greenville Yard at Jersey City, N.J., and the 65th Street Yard in Brooklyn, N.Y. Also known as carfloats, special-

C&C

ized rail barges were once common in New York Harbor, to help move freight between the mid-Atlantic and New England states. The cross-harbor barging system, with its specialized landings, saved railroads time and money compared to shipping across crossings farther north up the Hudson River valley.

The trade declined in the 20th century with competition from long-haul trucking. The Port Authority’s carfloat 278, which is still in service, “is estimated to have been built in the late 1940s or early 1950s for the Pennsylvania Railroad, so (it is) approximately 70 years old,” Port Authority officials said in response to a query from Work-

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Snow building new 47' vessels for the Navy

S

now & Company is scheduled to deliver the first workboat large to the Navy in March. The Seattle shipyard was awarded a $47.6 million contract in 2017 to build four 40'×17' boats with options for 22 more.

The boatyard, located along Seattle’s Ballard docks, is known for building and repairing commercial fishing boats. This is its first job for the Navy.

Understandably, it is, said Brett Snow, the boatyard’s owner, “a big deal.” He hired additional people for the work.

He characterizes the 40' vessel as a small tugboat, since it will be assisting barges, submarines and other Navy vessels, as well as opening and closing security barriers. Despite those tuglike duties, the Navy refers to it as a workboat large.

According to the Navy, the mission of the workboat large is to provide naval shore installations with capability to meet various port operations and barrier tending requirements.

This includes the ability to safely assist barges, submarines, and other naval vessels, open and close security barriers, and to tow/push floating port operations support equipment. The Navy said the boat must be highly maneuverable and have a climate-controlled cabin that provides shelter from extreme weather.

Jensen Maritime Consultants in Seattle designed the steel hull and aluminum wheelhouse while Snow handled the construction detailing.

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40' workboat large is first Navy build for Seattle shipyard.

The workboat large will hook up to vessels and barges with two bow mounted Pullmaster H18 winches.

Down below, a pair of 455 hp at 2,100 rpm Cummins QSM11 engines will generate enough power for 22,000 lbs. of bollard pull or 9 knots speed.

Accommodations are very limited as this is a day boat that will have a crew of about three. Below the wheelhouse will be a couple of seats and a head.

At the end of January, Snow said the second boat was ready to be painted and construction had started on the third boat. “All four will be done by the end of 2019” and will operate out of Norfolk, Va. — Michael Crowley

Moran Iron building tour boat for Great Lakes

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oran Iron Works has signed a contract with Pictured Rocks Kayaking to build a 64'×19' specialized passenger tour vessel. Moran Iron will build the vessel in conjunction with Donald L. Blount & Associates, a division of Gibbs & Cox Inc. The special purpose aluminum tour boat will be a first of its kind in the Great Lakes region. It is being built at Moran Iron’s yard in Onaway, Mich. Pictured Rocks is a Munising, Mich., canoe and kayak tour operator.

The as-yet unnamed vessel will carry 72 passengers and 36 kayaks around Pictured Rocks National Lakeshore for guided kayak tours. The boat will feature a custom-designed kayak launch system that is tailored to meet the specific needs of offshore kayak launching.

Fabrication officially began with the laying of the deck plate in December.

Moran Iron Works

Boat. “Unfortunately, we have not been able to find the exact build date.”

The 278 carries up to 14 railcars, while the new barges have space for 18 per trip, This represents a 28.5% increase in capacity for the railroad.

The cross-harbor transits occur eight to nine times per week on average.

By Dec. 20 the railroad had moved about 4,900 loaded railcars in 2018, for a total of around 490,000 tons of cargo moved for the year. — Kirk Moore

Snow & Co.

On TheWays

The tour boat will feature a customdesigned kayak launch system that is tailored to meet the specific needs of offshore kayak launching.

“This vessel will not only be capable of carrying passengers but will also be capable of deploying and retrieving guests in kayaks,” Lee Fayssoux, project manager at Moran Iron, said in a statement announcing the contract.

“It’s a revolutionary way of experiencing the beauty that Northern Michigan, particularly Pictured Rocks, has to offer.”

The main engines will be twin Cummins QSK19, rated at 800 hp each, driving propellers through Twin Disc reduction gears. Twin Seakeeper HD gyro stabilizers will be fitted for passenger comfort and safety. The hull form will be a double chine, variable deadrise monohull for improved seakeeping and efficiency.

The Subchapter T boat is on schedule for a late 2019 delivery.

— K. Hocke

www.workboat.com • MARCH 2019 • WorkBoat

BOATBUILDING BITTS

www.workboat.com • MARCH 2019 • WorkBoat

up to 10 crewmembers. Samantha S is outfitted with a pair of GE 12V250 Tier 4, medium-speed diesel main engines; a pair of Rolls Royce 305, 4-bladed Z-drives; a pair of Tier 3, John Deere 6090A generators; and one Caterpillar C32 fire pump power plant. The engines are rated at 4,218 hp each, and will provide enough power to develop an estimated 230,000 lbs. of bollard pull.

The 194'×32'x15' Libby L. McCall, the third vessel in a series of new monohull fast support vessels (FSV) for Seacor Marine, was delivered recently by Gulf Craft, Franklin, La. Incat Crowther designed the new class of FSVs. The vessel’s crew accommodation area includes staterooms for 16 crew along with a large galley and mess area plus walk-in pantry. The FSV, which has a 9'3" draft, also features redundancy to mitigate against down time or loss of functionality due 194' fast support vessel for Seacor Marine.

Incat Crowther

Jensen Maritime Consultants

J

ensen Maritime Consultants provided the detailed design for Shaver Transportation Co.’s new, Zdrive tug, the Samantha S. The multipurpose tug was built at Diversified Marine Inc., Portland, Ore., and is operating along the West Coast. The tug is ABSclassed and carries a FFV1 firefighting notation. The 112'×44' tug has a 22' draft and was built for escort, ocean tow8,400-hp tug operates on the West Coast. ing and ship assist, and has firefighting capabilities. The tug features a raised pilothouse and a squared forward end. The large, flat bow allows the tug to come up flat against the transom of oceangoing ships in the Columbia River.

The tug is equipped with two wire winches forward and six aft, for hard wiring to the stern of large ships for escort. It has an enhanced fuel capacity of 108,000 gals. for offshore and rescue tows and accommodations for

25

On TheWays

BOATBUILDING BITTS

Crowley Maritime rendering

100' tractor tugs for Foss.

Master Boat 109' articulated tug/ Builders, Bayou barge tug for Kirby.

La Batre, Ala., has delivered the 109'×36'×18'3" ATB tug Cape Henery to Kirby Offshore Marine, Houston. Designed

by Guarino & Cox, Covington, La., the new steel tug has an aluminum tower. It is powered by a pair of Tier 4 Caterpillar 3516E diesel engines, each producing 2,501 hp at 1,600 rpm. The Cats turn 120"×78", 5-bladed stainlesssteel Hung Shin wheels through Reintjes WAF 1173 marine gears with 7.429:1 reduction ratios. The gears were supplied by Karl Senner. The propulsion package gives the new tug a running speed of 13 knots and a bollard pull of 48.19 metric tons. The tug has a 15' draft.

Three John Deere 6068AFM85 generator-drive engines power three 150-kW gensets.

Main Iron Works, Houma, La., has delivered the first in a series of three Subchapter M-certified 2,680hp towboats for Kirby Inland Marine, Houston. The 88'×35'×9' Bailey is powered by a pair of Caterpillar 3512C-HD diesel engines, each providing 1,340 hp at 1,600 rpm. The engines turn a pair of wheels through Twin Disc MG-5600 gears with 6.04:1 reduction ratios. Two John Deere generator-drive engines power two 99-kW gensets. A Rio Controls & Hydraulics electric/hydraulic control system, and electric over hydraulic redundant steering systems for main and flanking rudders, were also installed.

Master Boat Builders

to mechanical complications. Five Cummins QSK 60 Tier 3 diesel engines, each producing 2,680 hp, coupled to Twin Disc MGX-61500 SC gearboxes, provide main propulsion power. The propulsion machinery drives Hamiltonjet HT-810 waterjets through a cardan shafting system from Driveline Service. Ship’s service power comes from three Cummins QSM 11 generator sets, each producing 290 kW of electrical power.

Offshore stationkeeping and dockside maneuverability is aided by three Thrustmaster 30TT200 bowthrusters each producing 200 hp. Stationkeeping is enhanced through a Kongsberg DP-2 system.

Nichols Brothers Boat Builders, Freeland, Wash., is building four 100'×40' Tier 4 tractor tugs for Foss Maritime, with an option for six more of the Jensen Maritime Consultants-designed tugs. Once delivered, the 90-short-ton bollard pull tugs will be deployed along the U.S. West Coast. Powered by twin Z-drive propulsion units, the tugs will be suitable for offshore service, ship assist, escort, maneuvering and docking. The tugs feature a large fuel capacity for long trips, comfortable crew accommodations, a spacious engine room along with an anchor windlass and chain locker, and a Markey TES-40 winch.

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A tour group takes in Manhattan on New York Media Boat’s Ribcraft 9.0 Offshore RIB.

New York Style RIBs

By Kirk Moore, Associate Editor

28

T

he streets are congested and so is the airspace, so sometimes the easiest way to get around New York City is by water. Plus, you get all the million-dollar views for cheap.

At $95 a ticket, New York Media Boat has built a thriving business in high-speed boat “adventure sightseeing tours” around the city. It’s come a long way since company founder Bjoern Kils hit on the idea of offering TV news and film producers a low-cost way to get close to the action — compared to thousands of dollars in helicopter time.

“It’s a nice complement to the helicopter. You can stay on scene much longer, the hourly rate is lower,” said Kils, who started out as a street-level TV photojournalist himself. “That’s why I called it New York Media Boat.”

His father Uwe Kils was a marine scientist

at Rutgers University, working out of a remote marshland field station near Tuckerton, N.J. Son Bjoern grew up around the water, likewise pursuing marine science, and journalism, when he enrolled at Rutgers.

Kils inherited something else from his father: a four-meter Avon SeaRider rigid hull inflatable boat (RIB), which is believed to have been the first commercially produced RIB. It would serve him well in starting a new business.

Starting out at a local TV station, Kils learned video editing, did freelance and worked his way up to full-time operating cameras and a satellite truck covering breaking news, crime scenes and the overnight shift.

“You’re parked in a bad neighborhood with a satellite truck and the antenna is up, so you can’t drive away when something bad happens,” said www.workboat.com • MARCH 2019 • WorkBoat

Kirk Moore

Adventure sightseeing tour company rides high in the harbor.

The Brooklyn Bridge is an iconic stop for photographers on New York Media Boat cruises.

CNN and national television networks called, looking for a way to get around the snarled road system and document the destruction.

“The day after Sandy hit, we took these crews out by boat and that gave us a big boost,” said Kils. “So we’re out there on the water every day, making friends and building the network.”

More news media support jobs followed, and the company started picking up additional work for photography and promotional video with organizations like the sports network ESPN. In January 2014 Kils and his crew were on their way to a job off Atlantic Beach, N.Y., when he picked up a mayday call from the sinking tugboat

Kirk Moore

THE START-UP Kils started exploring New York Harbor and nearby lakes with the SeaRider, photographing events including trans-Atlantic sailing races launched from the city. His work attracted attention, and led to support from Maserati, the Italian car manufacturer and sailing team sponsor.

“I thought, I can build this out,” Kils recalled. “I just need a bigger boat with more range.”

Kils picked up a surplus Willard Marine seven-meter RIB that had been on the Navy guided missile destroyer Russell, and “started reaching out to all the producers I knew” from his previous work in TV and video.

He took New York Media Boat full-time in June 2012. That October, Hurricane Sandy hit. “And almost immediately the boat was booked out every day,” said Kils. Reuters,

Kirk Moore

Kils. After several “close calls” and an assault on the street, he quit to work as a freelance video producer, and then landed a job with a medical news service.

But after five years of traveling the world to cover events, the water called him back.

“I love it here in September. I was missing all the nice weather in New York,” said Kils. “I had always taken an interest in marine photography.”

The nine-meter Ribcraft accommodates guests in saddle seats while leaving room to move about the deck for photography and video. www.workboat.com • MARCH 2019 • WorkBoat

Sea Lion. Identifying the tug’s position using AIS, Kils went full throttle at 30-plus knots through 6' seas in dense fog for two miles to reach the scene, and found a crewman clinging to the bow of the Sea Lion.

The Sandy Hook Pilots had dispatched a boat that was able to pick up three other crewmembers before its propeller was fouled by a floating line. The New York Media Boat crew pulled the injured man aboard just as the tug sank.

After transferring the man to a pilot boat, the crew docked at the Atlantic Beach Fire Rescue station and met an array of waiting television news crews.

The stories that followed brought more recognition and helped the company grow.

Other jobs include carrying vessel surveyors, and bathymetry work, like preliminary mapping of new ferry landing sites around the city for NYC Ferry operator Hornblower. Corporate sailing and America’s Cup event organizers call on New York Media boat as a photo platform, and to carry clients to and from vessels. That led to what would become the bigger part of the business.

“We started the adventure sightseeing tour because people were asking for it,” said Kils.

A RIDE AROUND MANHATTAN On a blustery, unseasonably cold 29

Kirk Moore

morning in mid-October, New York Media Boat captain Eric Rosen welcomed his 10 a.m. tour group at North Cove Marina, helping a dozen customers clad in anti-exposure suits get settled in saddle seats on the company’s Ribcraft 9.0 Offshore RIB. Powered by twin Yamaha 300-hp outboards, the 29'7"×10'3"×22" RIB was designed for tactical and patrol use, typically with two 250-hp engines.

But Kils went to Ribcraft in Marblehead, Mass., with specific needs — including plenty of power.

The power package can push a typical passenger payload of 2,000 lbs. on the deep-V hull smoothly through the harbor chop, cruising at around 70% power. On this tour the west wind was gusting over 15 mph across the Hudson River, but the passengers stayed dry and comfortable as the Ribcraft made 24 knots, its 21" inflated collar deflecting the spray.

New York Media Boat captains say the nine-meter Ribcraft is good for handling the constant chop in New York Harbor while keeping guests dry and secure.

With two rows of seating and an internal deck beam of 6'10" the boat has room for passengers to move about for the best photo and video perspectives.

“Our tour is planned with the pho-

tographers’ needs in mind,” said Kils.

After the welcome and safety briefing, the typical 90-minute tour heads out of North Cove up along the Manhattan West Side piers, passing cruise

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ships and the Intrepid aircraft carrier museum. Rosen and other captains pause their boats to explain the sights, architecture and history. Part of the company’s standard training is sending captains along the Hudson and other waterways to familiarize with shoreline features and learn all they can about the region’s always evolving historic and urban landscapes.

At $95, the ride costs less than helicopter tours that clatter overhead when groups cruise into the East River for a view of the Brooklyn Bridge. From there the boats run across the harbor to the New Jersey side and the Statue of Liberty, then dash back across the Hudson.

Business is good — up to 10 trips run daily during the peak weeks in summer. “In summer we have a good roster of freelance captains” to add capacity, said Kils. The Lower Manhattan location taps into the tourist

New York Media Boat tours are based out of the North Cove Marina, close to Freedom Tower and the World Trade Center memorial in Lower Manhattan.

trade around the World Trade Center memorial, Freedom Tower and other sights.

Many customers are New Yorkers, often bringing out-of-town guests to

see the city from a novel angle. They even come in winter, when one of the attractions is viewing harbor seals.

“It’s a fun thing to do in New York when you have friends visit,” said

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Kils.

New York Media Boat also works with the Center for the Study of Pinniped Ecology and Cognition based at St. Francis College in New York City, taking researchers and photographers to the seals’ gathering sites twice a month.

GROWING FLEET New York Media Boat operates six vessels out of its home base at Liberty Landing Marina in Jersey City, N.J., including six-passenger Zodiac boats.

The base has two shipping containers to accommodate parts and spares, support metal work, welding and maintenance.

Engines can be changed out in about four hours to keep all the boats running.

A former Coast Guard 26' Safe Boats response boat is the company’s service vessel and does the heavy lifting for video producers’ needs.

Inside the house is an aviation radio for working with helicopters, police scanners, and video equipment. With an HDMI video port on the aft deck, camera operators can shoot images while a producer monitors the live feed inside the cabin.

An autopilot with AIS and a FLIR low-light imaging system help for maneuvering and holding steady for the best images. The boat runs on twin Honda outboards — quiet four-cycle engines that help with audio quality for video. The fleet’s Willard RIBs have inboard diesels with a lot of torque and payload capacity, but engine noise can be an issue when recording video.

The company is developing its own airborne arm, with three cameracarrying drones so far. That capability enables New York Media Boat to launch and fly drones from its boats in permitted areas, to capture aerial video for shipping companies and others.

The Safe boat is especially useful for drone flights, where the operator can control the craft from the cabin and monitor the aviation radio for air traffic. The service is useful for shipping companies who want imagery of their vessels for inspections, surveys and promotional video of them underway near New York.

Now the company has eyes underwater too, with a remote underwater vehicle (ROV) for underwater inspections of vessels and waterfront structures.

“In winter when we have some down time, we’re looking for shipwrecks,” said Kils.

New York City has always had a large tourism fleet, from the stately Circle Line and Hornblower vessels

www.workboat.com • MARCH 2019 • WorkBoat

to go-fast thrill boats. New York Media Boat has a unique niche, with its combination of exciting ride, skilled narration, and close-in vantage points for city visitors.

“The Ribcraft is our workhorse.

This boat runs every day,” said Kils.

A second 9.0 Offshore is coming from Ribcraft, set to begin service in spring 2019 as the seventh boat in the fleet.

T H E F I R ST T H I N G I N OT I C E D WA S

THE POWER. — Marty Wise, Boat Captain

The new John Deere PowerTech™ 4045SFM85 marine engine is small but powerful. Its high power-to-weight ratio delivers impressive acceleration and power in a compact engine package — with ratings applicable to both commercial and recreational applications. Get strong performance and quiet operation with the dependable quality you expect from John Deere.

Learn more by contacting your local John Deere dealer, or visit JohnDeere.com/4045S.

33

Diesel Engines

Power Hungry

By Michael Crowley, Correspondent

34

L

ast year, Cummins built its two millionth X15 truck engine. In September 2018 Cummins took this proven engine and tested it in the marine market when the first two X15 marine engines replaced a pair of 450-hp diesels in the Joseph M, a 65'×17' crewboat.

The boat, operated by Weeks Marine in Houma, La., served as a test vessel for the X15. Two months later the X15 was formally introduced to the marine market at Seattle’s Pacific Marine Expo.

The Cummins 15-liter X15 is a six-cylinder inline engine with ratings from 450 hp to 600 hp.

It slid into the Cummins power lineup between the 11-liter QSK11 and the 19-liter QSK19, as demand has increased for an engine in that power range.

The X15 utilizes Cummins latest fuel system, the XPI, and its CM2350 engine control module. The CM2350 provides advanced monitoring and diagnostic capability and prevents catastrophic engine failures with automated engine shut downs.

The Joseph M’s two Tier 3 575-hp X15s were matched up to Twin Disc MG-514B marine gears with 2:1 reduction ratios that turn 32", 5-bladed props on 2.5" shafts. That power package pushed the Joseph M to 21 knots, which is three knots

Two Cummins X15 marine engines were installed on a 65' crewboat last year.

faster than before the repower, and improved fuel savings by 20%, said Jennifer Amy McQuilken, Cummins global marine marketing communications director.

Limited production of the X15 is scheduled to begin in the second quarter of 2019 and full production should take place by the third quarter.

Last year Cummins also introduced the QSK60 with selective catalytic reduction to meet IMO III ratings. That was 10 years after the QSK60 with common rail fuel system was introduced to the marine market.

Cummins is currently working on developing the QSK60 with Tier 4 ratings.

JOHN DEERE The Escapade, a commercial dive boat that operates out of the San Francisco Bay area, received the first John Deere Power Tech 4045SFM85 production engine.

The Tier 3 engine has two power ratings: M4 is 275 hp at 2,600 rpm and M5 is 315 hp at 2,800 www.workboat.com • MARCH 2019 • WorkBoat

Cummins

Diesel engines continue to evolve.

MAN Engines

rpm. The 315-hp version went into the twin-engine dive boat. The Escapade was one of four boats that acted as a test vessel for the 4045SFM85. The other three were fishing boats.

In the Escapade’s twin-engine application, the 4045SFM85 was mounted next to an older engine of the same horsepower and rating but from a different engine manufacturer. After about six months the verification work was completed. The Escapade’s owner was impressed enough with the John Deere diesel that he had the other engine removed and bolted a new 4045SFM85 next to the test engine. “He basically got the first production engine,” said Vincent Rodomista, marine sales engineer at John Deere.

Rodomista described the 315-hp 4045SFM85 as “a light-duty commercial EPA rating.” It’s in the process of getting ABS-type approval on the rating, he said.

The modular exhaust aftertreatment system from MAN Engines consists of few components, making it compact and light.

ering jobs especially difficult. Swap in a diesel with a Tier 4 SCR unit and the space becomes even tighter.

MAN is in the process of taking orders for its newly introduced Tier 4 diesels with SCR units, and it came to the realization that “the least amount of space dedicated to a vessel is the engine room,” said Brett Halavacs, North American sales manager for MAN Engines & Components. That’s why MAN intends to “provide the most compact and adaptable T4 solutions in

the market.”

The ability to do that stems from years of designing and installing SCR aftertreatment systems in MANpowered on-road vehicles. Applying that technology to the marine market is “why we’ve been able to use the same unit and provide many different configurations,” said Halavacs.

For an example, the SCR’s mixing unit, where urea is mixed with exhaust gases and sits over the SCR catalyst unit, can be twisted 90° over the catalyst so it lies on the other side. “Some components have a V-belt clamp,” said Halavacs, “so you can change the configuration in the V-belt clamp.”

Building design flexibility into the SCR unit allows them to be mounted “above the engine, to the side, it can go straight up as well, wherever it needs to be.”

Not only is that important for fitting a MAN diesel with SCR into a small

VOLVO PENTA AND ZERO EMISSIONS

The John Deere Power Tech 4045SFM85 engine.

One of the differences between the 4045SFM85 and other engines in the same horsepower range is that the John Deere diesel has cylinder linings. “We are the only engine at that platform or displacement range that has cylinder liners,” Rodomista said.

Other engines have what is called parent-bore blocks. That’s without cylinder linings. “If you have wear in the bore you can’t repair it, whereas with our bore, take the liner out and put new sleeves in.”

MAN In the engine room, there never seems to be enough space. That makes repowwww.workboat.com • MARCH 2019 • WorkBoat

n 2026 Norway will ban all ferries and cruise ships with internal combustion engines from entering its fjords. The fjords will be zero-emission zones where only electrically powered vessels will be allowed to operate.

By 2026 Volvo Penta should be ready to meet this challenge with a commitment to offer all electric drivelines, as well as a hybrid propulsion system with Volvo Penta’s IPS propulsion unit by 2021.

The first ferry with a Volvo Penta allelectric propulsion system will be the 103'6"x26'7" Alvsnabben 4 in Gothenburg, Sweden. The 448-passenger ferry is currently powered by diesel engines. The diesels will be replaced with battery-electric propulsion of the same power as the diesels but will deliver more torque. The repower is scheduled to take place next year and the ferry will be operational on the Gota River by the end of 2020.

Volvo Penta’s IPS hybrid system will initially focus on engines in the eight- to 13-liter range, which would be suitable for vessels such as ferries, pilot boats and supply boats.

Volvo Penta’s marine hybrid system has

Volvo Penta’s IPS hybrid propulsion unit.

Volvo Penta

John Deere

I

a clutch and electric motor between the engine and the IPS pod, which features twin counter rotating propellers facing forward. The electric motor is supported by lithium ion (Li-ion) battery packs that can be charged externally with AC or DC chargers or with the primary diesel engine.

Open the clutch and the boat is powered only by electricity, which allows it to run in zero emission zones. Close the clutch and both diesel and electric power can be used in parallel. The modular nature of the battery packs allows changes to be made based on how the boat is to be used: more battery capacity allows for longer electric only runs and less money spent on fuel. A boat with parallel hybrid IPS propulsion will be tested in early 2020. — M. Crowley 35

space but it makes it easier to accept for vessel operators whose comfort level with SCR “is not there yet,” said Halavacs.

COX Tired of gasoline outboards and looking for a diesel version with a lot of power, say about 300 hp? Then the CXO300 diesel outboard from Cox Powertrain might be what you need.

“There’s no other true 300-hp diesel outboard in the U.S. or the world that meets T3 emissions,” said David LeBlanc director of sales and product

development with Innovative Diesel Technology, Houma, La. The company will be a dealer for the British outboard when it’s introduced in the third quarter.

Orders are currently being taken.

LeBlanc feels there’s “been a huge demand for a number of years” for a diesel outboard with the power of the CXO300. That’s especially true of the rivers and the “inland sector, which is 90% outboards, if not more.”

Comparing the CXO300 to gasoline outboards, LeBlanc said gasoline engines used in commercial applications “average 1,200 hours a year on the low

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36

Cox Powertrain

Diesel Engines

The CXO300 diesel engine.

scale and 1,800 to 2,000 hours a year on the high scale before they have to be replaced.” It’s 400 to 800 hours for the lower unit before it has to be replaced.

In comparison, the CXO300’s lower unit has a 3,000-hour durability rating before it needs to be overhauled and 6,000 hours for the power head, which can be rebuilt.

The CXO300’s peak torque is 479 foot-pounds, which LeBlanc said is three times that of a gasoline outboard.

That should allow a boat operator to move heavy loads through rough water with less strain on the engine and better fuel savings than contemporary outboards. LeBlanc expects fuel savings to be 25% to 30% better than a gasoline outboard.

The CXO300 is powered with an eight-cylinder diesel that puts out 338 hp at the crankshaft and 300 hp on the lower unit. At 826 lbs. it’s a little heavier and bigger than the gasoline engine.

At $50,000 it’s also more expensive, but LeBlanc feels that’s offset by the CXO300’s safety advantage. “You are not sitting on a time bomb with 800 gals. of gasoline in a tank under you,” he said, plus maintenance costs will be “drastically reduced.” Also, he added, the CXO300’s longevity is three times that of the gasoline outboard.

If the CXO300 proves to be successful, and LeBlanc feels it will be, then expect to see diesel outboards with even more horsepower over the next few years. He said Cox Powertrain has plans to go up to 500 hp. www.workboat.com • MARCH 2019 • WorkBoat

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Complimentary Extra Services Package Newark, NJ 07105 / Toledo, OH 43605 / 800-733-4755 LubeXpert@lubriplate.com / www.lubriplate.com

Equipment Surveys / Tech Support / Training Color Coded Lube Charts & Equipment Tags Lubrication Software / Follow-Up Oil Analysis

Fuels and Lubricants Lighting

Lubricant analysis can prolong the life of your machinery.

Lube Job

By Ken Hocke, Senior Editor

38

T

he most advanced marine diesel engine in the industry can be reduced to scrap if it’s not kept properly lubed up. If the oil is not changed regularly, the engine can suffer damage, and not following a regular oil change schedule can reduce the life of an engine faster than anything else.

“Lubricants are the lifeblood of mechanical systems,” J.R. Hand, marine field engineer, ExxonMobil Fuels & Lubricants Co., said during a presentation on oil analysis at the International WorkBoat Show in November.

It’s not just the main diesel engines that need fluids — it’s gas turbines, steering gear hydraulics,

reduction gears, cam shafts, thrusters and stern tubes. And don’t forget about deck gear drives and hydraulics, auxiliary engines, turbochargers, purifiers and compressors.

Yet Hand’s main message that day was how much used oil from these machines can tell you about that engine rather than about the oil currently in the engine. “The purpose of used oil analysis is to monitor the health and condition of the equipment and to monitor the physical condition of the lubricant in the system,” he said.

This type of analysis can improve equipment reliability, reduce maintenance costs, enhance equipment life, and potentially extend oil drain inwww.workboat.com • MARCH 2019 • WorkBoat

MTU

Workboat machinery is only as good as the fluids that keep them running.

Reliable Industries

tervals. “The goal of sample frequency is to achieve a regular pattern of sampling,” Hand said. “This establishes a credible historical trend of machine performance.”

ExxonMobil launched its lubricant analysis program, its next generation used oil analysis service, at the 2017 WorkBoat Show. The technology monitors both oil condition and the health of high-speed marine engines.

“The service helps customers manage total cost analyst, monitor the lubricant’s condition, and monitor the equipment to help avoid a catastrophic failure,” Hand said.

The program is designed to help prolong engine life by assessing oil condition, assisting vessel operators to identify issues before they become problems. Regular oil analysis can therefore help identify ways to enhance engine reliability and prevent unscheduled downtime.

Jars representing fuel tanks with air and condensate, diesel, microbial growth, water, and sludge (dead microbes, rust, biofilm).

“It’s very pertinent to this industry to improve cost analysis,” said Hand.

“One sure way of doing this is to monitor one of the vessels most important assets — the engines.”

It can also help ensure that operators avoid taking apart equipment for

www.workboat.com • MARCH 2019 • WorkBoat

unnecessary inspection or maintenance when their oil analysis reports indicate that the lubricant and equipment are in good condition. This can help customers avoid costs while prolonging engine life.

To eliminate labels and paper-

39

Fuels and Lubricants

CONTAMINATED FUEL The best fuel for any marine engine is fuel with the fewest contaminants in it.

“Every time fuel is handled, it gets contaminated, from the refinery to the fuel tank,” said Adam Stanga, territory sales manager, Reliable Industries, a filtration and exhaust solutions supplier in Harahan, La. “One of the worst things you can have in your fuel is water. With water, you get microbial growth. It has a lifecycle.”

When the growth dies, it floats to the bottom of the fuel tank. Eventually, the tank has to be cleaned by removing the dead microbes.

Reliable designs systems based on the individual customer or equipment needs.

For example, the company created a custom designed offline polishing system made up of filters, a pump, and a motor inside a housing that’s placed just outside the fuel tank. Blessey Marine Services, also of Harahan, has installed these systems on more than 80 of its towboats.

“The system we designed filters out contaminants while recirculating the diesel in the bulk fuel tanks,” said Stanga. “We aim to have the inlet located near the bottom of the reservoir

and the return placed as far away as possible. The system is operated on a continual basis to ensure the cleanliness of the tank.

Stanga said boats need different filtering systems depending on where it operates, how many hours it works a day and other variables. “A lot of it de-

pends on the company,” he said. “Some keep up with it better than others.”

For the past 30 years, Reliable has offered the industry one of the most diverse, extensive and experienced worldwide support for heavy duty diesel engines and the equipment they power, said Stanga.

LUBRICANTS THAT MEET VGP REQUIREMENTS

E

ngines aren’t the only machinery on a workboat that need monitoring and maintenance. With the handling of grease and oils for various onboard and on deck equipment, there is always the possibility of product accidently going into the water. It happens.

The Environmental Protection Agency (EPA) first issued the Vessel General Permit (VGP) in 2008 and reissued it in 2013.

The VGP provides for National Pollutant Discharge Elimination System (NPDES) permit coverage for incidental discharges into U.S. waters from commercial vessels greater than 79' and for ballast water from commercial vessels of all sizes. EPA estimates

The company has developed a product, Biobased EP-2 grease, for articulated tug/ barge units’ notch interfaces, coupler rams, and drive screws, rudder shafts and above deck equipment. The grease can also be used for wire ropes, port equipment, cranes, barges and oil platforms. It is designed to provide water resistance, oxidative stability and load carrying properties, and is made for all slow- to medium-speed bearings.

“It’s been an immense success,” said Jim Girard, Lubriplate’s executive vice president and chief marketing officer. “There are three Lubriplate distributors which have circulated it through the ATB marketplace.”

Lubriplate Lubricants

work, the new service also features optional scan-and-go technology.

Operators can simply scan the QR code (barcode) of the sample bottle filled with their vessel’s lubricant, enter the sample information and then submit it.

Vessel operators then receive a report on engine and lubricant condition with tailored advice to help formulate maintenance schedules and understand data trends. The service offers mobile access, enabling operators to view data and results wherever needed.

So where does oil analysis fit into the business plan? Hand said it benefits your total cost of ownership by improving equipment reliability, enhancing equipment life, reducing maintenance costs, reducing lubricant consumption, and potentially extending oil drain intervals.

Biobased EP-2 grease can be used for articulated tug/barge units’ notch interfaces. that approximately 61,000 U.S.-flagged commercial vessels and approximately 8,000 foreign-flagged vessels require VGP permit coverage for incidental discharges.

Lubriplate Lubricants, Newark, N.J., manufactures a line of lubricants that are designed to protect customers’ vessels and other equipment affected by VGP regulations. These environmentally acceptable lubricants (EAL) are designed specifically for harsh marine conditions and meet VGP requirements.

And Lubriplate’s Bio-Synxtreme HF series of zinc-free hydraulic fluids are designed for marine applications requiring environmental sensitivity and fire resistance, with anti-wear properties over a wide range of temperatures.

The polyalkylene glycol-based fluids are water free and do not break down to form sludge or hydrolyze (undergo a chemical breakdown) in the presence of water.

— K. Hocke

nc.

LOYMENT

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www.workboat.com • MARCH 2019 • WorkBoat

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ADVERTISERS INDEX Advertiser / Page AdvanTec Marine . . . . . . . . . . . . . . . . . . . . . . . . . 32

MAN Engines & Components Inc . . . . . . . . . . . . . . 5

Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . 30

MTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,3

Bloom Incorporated . . . . . . . . . . . . . . . . . . . . . . . 32

Panolin America Inc . . . . . . . . . . . . . . . . . . . . . . . 20

C & C Marine and Repair LLC . . . . . . . . . . . . . . . 23

Reliable Industries . . . . . . . . . . . . . . . . . . . . . . . . 39

David Clark Company Inc . . . . . . . . . . . . . . . . . . . 16

RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . 26

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

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

Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Headhunter Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Simrad - Navico . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

Tandemloc, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 27

Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

TOTAL Lubmarine . . . . . . . . . . . . . . . . . . . . . . . . . .11

John Deere Power Systems . . . . . . . . . . . . . . . . . 33

Twin Disc Incorporated . . . . . . . . . . . . . . . . . . . . CV2

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

USA Pumps 24, LLC . . . . . . . . . . . . . . . . . . . . . . . 30

Laborde Products Inc . . . . . . . . . . . . . . . . . . . . . . 31

Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Lake Assault Boats . . . . . . . . . . . . . . . . . . . . . . . . . 9

Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Lubriplate Lubricants . . . . . . . . . . . . . . . . . . . . . . 37

www.workboat.com • MARCH 2019 • WorkBoat

47

LOOKS BACK MARCH 1949

• The Charles M is the fifth all-wood crewboat built by Houston-based Cron & Gray Drilling Corp.’s Houma, La., boatyard, but the first to be powered with diesel engines. Twin diesel power was chosen for the 35'×11' crewboat because of the added security that twin engines offer. Also important is the increased maneuverability. The Charles M can turn in its

own length and hit a speed of 25 mph with crew and eight passengers. The crewboat is powered by two 110-hp GM diesels, equipped with GM hydraulic marine gear, delivering a total of 220 hp at 1,850 rpm. The engines are straight-line connected to two Michigan wheels.

• Two bills by Rep. Hale Boggs of Louisiana and Rep. Robert E. Jones Jr. of Alabama are designed MARCH 1959 to increase • Braxton Carr, president of the American Waterways Operators Inc., spoke out against waterway user charges at a recent meeting in Birmingham, Ala. Carr said that user charges would hurt the nation’s economy by boosting all transportation costs, and would result in the loss of jobs, payrolls, and production facilities in every waterfront city in the U.S. • For the first time in MARCH 1969 seven years,

• A new waterway fuel tax measure is before Congress. It’s the sixth straight year that a tax on waterway commerce has been proposed. The latest measure mirrors the draft legislation submitted last June. It calls for a tax of 2 cents per gallon on fuel used by towboats and tugs with a maximum draft of 15' or less, with the tax increasing to 10 cents per gallon by June 30, 1973.

48

the capital stock of Federal Barge Lines from $15 million to $31 million. The Jones bill would also extend FBL’s service to the Tennessee and Cumberland rivers. Other measures are expected to be introduced later. enrollment in U.S. engineering schools declined. The country’s 153 accredited engineering colleges had 2.9% fewer students in 1958 than in 1957. Freshman enrollment fell 11.6%.

The Waterway User Act of 1969 was referred to the House Ways and Means Committee, but no immediate action is expected.

• The inaugural Offshore Technology Conference is scheduled for May 19-21 in Houston. The conference was established last year by nine of the leading engineering and scientific societies in the U.S. www.workboat.com • MARCH 2019 • WorkBoat

Delivering WorlD-class ProDuct solutions For over 100 Years

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