WorkBoat April 2020 by WorkBoat

Emergency Response • Outboard Directory • Satcom ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

Grounded A host of issues face inland barge operators in 2020.

APRIL 2020

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ON THE COVER

The pushboat Andrew Golding and tow on the APRIL 2020 • VOLUME 77, NO. 4

Ohio River at Paducah, Ky. Golding Barge Line photo

FEATURES 18 Vessel Report: Home School Emergency response boat operators should be fully trained in everything from basic boating skills to docking.

24 Cover Story: Waterlogged Inland barge operators have plenty to deal with, from high water and tariffs, to consolidation and overcapacity.

BOATS & GEAR

20 On the Ways • Chesapeake Shipbuilding delivers 3,000-hp push tug to Baltimore’s Vane Brothers • All American Marine building two 87' catamarans for Alaska sightseeing cruise operator • First of four 6,800-hp tugs from Nichols Brothers Boat Builders for Foss Maritime • Lake Assault Boats inks five-year deal to supply up to 119 33foot force protection-medium patrol boats to the Navy • Canaveral Pilots partner with Glosten and Ray Hunt Design on pilot boat demonstration project • Q-LNG approved by Coast Guard to move forward on two variants of its LNG ATB design • DLBA Naval Architects develops aquaculture support vessel

30 Higher Power Satellite communications providers are improving technology and expanding product options for customers.

32 2020 Outboard Power Guide WorkBoat’s annual directory of outboard engines.

AT A GLANCE 8 8 9 10 10 11 12 12

On the Water: The Crazy Ivan — Part II. Captain’s Table: Never stop learning and improving. Energy Level: Offshore drilling is safer than onshore, BSEE head says. WB Stock Index: WorkBoat stocks shed 14% in February. Inland Insider: Barge operators are in for more high water and flooding. Book Review: A tug captain’s tales come to life. Insurance Watch: Be sure to read your insurance policy Legal Talk: The accident triangle.

NEWS LOG 14 Coast Guard takes action on several Bouchard Transportation ATBs. 15 Shipbuilder George Duclos passes away. 15 Car plunges off Florida ferry killing two.

www.workboat.com • APRIL 2020 • WorkBoat

DEPARTMENTS 2 6 40 47 48

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

IS IT TIME TO CHANGE YOUR JOB TODAY?

SEE OUR LISTINGS workboat.com/resources/jobs/

JOB WATCH

Editor’sWatch

A slowdown on the river

raditionally, the barge industry has been one characterized by slow but consistent growth. That hasn’t been the case in recent years, and currently, this is an especially punishing time for operators. As Pam Glass points out in this month’s cover story on the inland waterways (see page 24), barge operators have been hit hard by persistent high water, fallout from a trade war, delays from infrastructure closures, collapse of the coal market, the high cost of regulatory compliance, and now a slowdown from the coronavirus. These and other problems have affected most of the the industry and contributed to the recent bankruptcy filing by American Commercial Barge Line, one of the largest barge lines in the U.S. It has also idled equipment and cut into barge companies’ profits. And just when barge companies thought operations were returning to normal on the river system, high-water problems, just like last year, began to rear its ugly head again. This has already resulted in operational challenges during the first quarter. Another big problem is overcapacity on the dry side. After several years of steady barge construction spurred on by cheap money and tax incentives, the fleet became overbuilt. Some say it could take two or three years to reach equilibrium. “It’s essentially a young fleet that is not aging fast enough,” Ken Eriksen of IHS Markit told Pam. Mark Knoy of ACBL told us that the barge industry “was heavily incentivized through accelerated depreciation that spurred a lot of building that probably had marginal reasons. We must

David Krapf, Editor in Chief

become more disciplined and not react to incentives to build equipment if the demand doesn’t really support it.” Tank barge operators are faring better, with equipment currently in balance. But Arcosa and others have been receiving more tank barge orders. “The tank side is good now, but my concern is they are building a lot of barges and if we see a leveling off of crude production and pipelines are opening up, we could end up with too many tank barges,” Alan Barrett at Doane Advisory Services said. The dry barge sector should rebound — it always seems to — and hopefully the liquid side will stay disciplined.

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. Printed in U.S.A.

www.workboat.com • APRIL 2020 • WorkBoat

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EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

CONTRIBUTING EDITOR

Kirk Moore kmoore@divcom.com

CONTRIBUTING WRITERS

ART DIRECTOR

Because they watch over us. Because they give so much. Sometimes, even the rescuers Give to theneed

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

Doug Stewart dstewart@divcom.com

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to be rescued.

Coast Guard Foundation To learn more, visit RescueTheRescuers.org

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To learn more, visit RescueTheRescuers.org

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Offshore Gulf of Mexico jobs are being lost

have been working on ships for almost 19 years and hold a U.S. Coast Guard ETO (electro technical officer) endorsement. Most of my career has been on pipelay and heavy lift type vessels. Since 2008, I have noticed considerable difficulties for U.S. workers to find jobs in the Gulf of Mexico even though there has constantly been job ads appearing on LinkedIn. But most jobs request crew already holding an OCS1/B1 visa. There seems to be no limit to how many jobs in the offshore construction industry that are being lost, because they are being awarded to foreign companies with almost entirely foreign crews because it is cheaper. Almost every single job in the U.S. from doctors, lawyers, bus drivers and police officers to airplane pilots

and school teachers could be done cheaper by bringing in outsourced labor from other countries. But where do we draw the line and say enough is enough? Many of the other countries I have worked in require that a high percentage of the positions are filled by their own citizens, for example, from Malaysia, Brazil, Australia, Indonesia or China. I support the Jones Act and hope that it can be strengthened to bring back offshore jobs to the U.S. mariners. Shane Clark Electro technical officer Milton, Fla.

Coast Guard cancels bulletin on Certificate of Documentation delays

“Certificate of Documentation Guidance,” has been cancelled. In 2019, the National Vessel Documentation Center (NVDC) was experiencing delays in the time necessary to issue a Certificate of Documentation (COD) that was caused, in part, by the government shutdown. The purpose of MSIB 03-19 was to provide guidance to assist vessel owners affected by those delays. The Coast Guard is cancelling MSIB 03-19 because the NVDC is now current with processing of COD renewal requests for both commercial and recreational vessels. Any questions regarding the cancellation of this MSIB may be sent to nvdc.w.webmaster@uscg.mil or by calling 800-799-8362 or 304-271-2400. U.S. Coast Guard National Vessel Documentation Center Falling Waters, W. Va.

he Coast Guard announced that effective Feb. 25, 2020, Marine Safety Information Bulletin 03-19,

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www.workboat.com • APRIL 2020 • WorkBoat

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On the Water

The Crazy Ivan — Part II

By Joel Milton

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

he Crazy Ivan maneuver, as practiced by the Soviet submarine commanders, entailed a rapid 180° turn immediately followed by turning on the active sonar to detect their pursuer. For a tug towing a barge the maneuver is very similar, although it’s hopefully executed on the water’s surface and minus the pinging sonar. Sorry, the depth sounder doesn’t count. Usually, the idea is to flip quickly around onto an approximately reciprocal heading to the tow, roughly parallel to it but offset laterally by enough space to prevent colliding head-on with it, or being run over by the tow. Then, depending on the large number of variables usually involved (geographic location, winds, tides, currents, maneuvering characteristics of the tug and tow, water depth, proximity of hazards, how much room and time you have, etc.), either driving back to the tow or, more typically, watching and making adjustments as your tow gradually (or not-so-gradually) overtakes

Captain’s Table Never stop learning

By Capt. Alan Bernstein

Alan Bernstein, owner of BB Riverboats in Cincinnati, is a licensed master and a former president of the Passenger Vessel Association. He can be reached at 859-292-2449 or abernstein@ bbriverboats.com. 8

have spent over 40 years in the maritime industry, working my way up the hawsepipe from deckhand to master of a 1,000-passenger sternwheel riverboat. Like many of you, I have participated in emergency drills, training exercises and classes. I hold numerous mariner licenses and have amassed a great deal of experience navigating our inland waterways. One might think that I have done it all and, as a result, I have nothing more to learn. I disagree. I’m a lifelong learner who always seeks out new information that will make me a better mariner and help my professional growth. In February, I attended the PVA Annual Convention in Tampa, Fla. I attend the PVA show each year to reconnect with industry colleagues and, importantly, to learn. The meeting featured nearly 100 educational sessions and events that affect the passenger vessel industry. They provided timely information on several subjects. I attended sessions on fire suppression technologies, the role of the NTSB and the Coast Guard in investigating major

you. If all goes well you come back alongside your tow, on one side or another of its bow (preferably rather gently, but sometimes not so much), where you either make up in a heads-and-tails alongside tow, disconnect the tow wire to get into push gear, or relinquish the tow to another tug. It would be a big understatement to say that it’s never done exactly the same way each time. The general principles don’t vary, but when it comes to execution of the maneuver the final details are all dealt with on-the-fly, as the rudder goes over and the action unfolds while numerous fine (or not-so-fine) adjustments are made to pull it off. Maybe it’s even done with some measure of grace and style, or maybe not. Inevitably, sooner or later, it’ll involve cutting torches and welding rods. It’s just the contact sport nature of it. The Crazy Ivan can make you look like a superstar or a complete loser — or sometimes both during the same maneuver. It all depends on a combination of your judgment, your skills, and plain old luck.

marine casualties, OSHA obligations, medical and physical standards for mariners, the legal requirements of ADA for company websites, new vessel designs and shipyard trends, and how to prepare for an active shooter situation. My learning experiences this year didn’t end at the PVA convention. Later in February, I attended the 2020 Great Lakes Waterways Conference in Cleveland. I always discover valuable information at this meeting. At this conference, Great Lakes operators from the U.S. and Canada give me a broader perspective on the challenges that we all face. For example, this year I gained a new understanding of how Great Lakes operators are dealing with ice and high-water levels. High water is a problem that we all deal with on the inland rivers. I participated in discussions on security and interacted with all types of workboat operators. I also developed new relationships with members of the Coast Guard and Army Corps of Engineers. Have you attended a meeting of your association or industry organization recently? There is no better way to learn than at these types of gatherings. It is a great way to keep pace with our fast-paced, ever-changing industry.

www.workboat.com • APRIL 2020 • WorkBoat

WORKBOAT GOM INDICATORS DEC. '19 WTI Crude Oil 61.66 Baker Hughes Rig Count 23 IHS OSV Utilization 29.6% U.S. Oil Production (millions bpd) 12.9

Energy Level

JAN. '20 53.09 21 30.9% 13.0*

Sources: Baker-Hughes; IHSWTI Markit; U.S.U.S. EIA Prod 1000s *Estimated Price bopd

Offshore drilling is ‘safer than land’

FEB. '20 49.78 22 29.6% 13.1*

FEB. '19 56.95 22 30.7% 12.1

GOM Rig Count Util. Rate %

GOM RIG COUNT

GOM Rig Count

By Jim Redden, Correspondent

pril 20 will mark 10 years since BP’s Macondo tragedy set off a tumultuous decade that refashioned the way operators work in the deepwater Gulf of Mexico. Now, even with more relaxed federal regulations, drilling an offshore well has become less hazardous than its land-based counterpart, says the region’s top cop. “Since the Macondo event, there’s been a lot of continuous improvements. The data shows that when you compare onshore to off, the offshore is clearly the safer industry,” Scott Angelle, director of the Bureau of Safety and Environmental Enforcement (BSSE), told the Houston Chronicle on Feb. 3 during a round of meetings with local offshore companies. In May 2019, BSSE formally released new well control rules, whittling down the post-Macondo regulations put in place during the Obama administration, which operators felt were unnecessarily burdensome and threatened the economic competitiveness of the deepwater Gulf of the Mexico. Under the Trump administration, Angelle said BSSE took a “scalpel rather than a chainsaw” to the regulatory framework to remove overarching components that did not offer tangible contributions to safe operations.

25 20 15

2/19

2/20

10 5 0

Boosted by Chevron’s December sanctioning of the ultra-high pressure Anchor field, safety is expected to come under an even more penetrating microscope going forward as more deepwater wells are likely to hold pressures of up to 20,000 psi. “High pressure could be to offshore what shale has been to onshore,” Angelle19-Feb said. 19-Mar Meanwhile, though Gulf of Mexico Apr-19 oil production reached a milestone of 19-May more than 2 million bpd in August, Jun-19 drilling activity has been on an uneven Jul-19 track since the six-month 19-Aug deepwater moratorium in response Sep-19 to Macondo was lifted in October 2010. Amid a then Oct-19 Nov-19 industrywide upturn and despite the Dec-19 new Obama administration regulations, Jan-20 BSSE approved 112 new well permits 20-Feb

9 10 11 12 13

in 2012 for water depths of 1,000' to 12,000', according to data from the agency’s eWell Online Query. Since then, deep and ultradeepwater well authorizations have fallen sharply, with an average of 62 new wells given the green light, equaling the number approved last year. For now, finicky oil22 and gas prices have put the brakes on23a wholesale 21 recovery, but one of the Gulf’s premier 23 drilling contractors believes it’s only a 26 matter of time before 25 floaters begin to find sufficient work. “We 26 believe that a recovery is coming. It’s 22 not coming in 2020. It will be 2021 or 21 2022,” Dia22 President and mond Offshore Drilling 23 in an Oct. 28 CEO Marc Edwards said 21 earnings call. 22

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www.workboat.com • APRIL 2020 • WorkBoat

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WorkBoat Composite Index Stocks plummet 14% in February

he Workboat Composite Index had a rough month in February, plummeting over 300 points. The Index lost over 14%, with offshore service companies among the top percentage losers. For the month, losers topped winners 29-1. Transocean Ltd., the world’s largest offshore drilling contractor, saw its stock drop 50% in February. STOCK CHART

However, Jeremy Thigpen, the company’s president and CEO, offered several positives during its fourth-quarter earnings call in February. “Breakeven economics for the majority of our customer’s offshore projects continue to come in at or below $40 per barrel, and due to a lack of investment over the past five years, reserve replacement ratios continue to decline, Source: FinancialContent Inc. www.financialcontent.com

INDEX NET COMPARISONS 1/31/20 2/28/20 CHANGE Operators 337.59 286.31 -51.28 Suppliers 3,607.85 3,042.19 -565.66 Shipyards 3,074.23 2,907.53 -166.70 WorkBoat Composite 2,183.99 1,876.77 -307.22 PHLX Oil Service Index 78.29 52.11 -26.18 Dow Jones Industrials 28,538.44 25,409.36 -3,129.08 Standard & Poors 500 3,230.78 2,954.22 -276.56 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/

Inland Insider

For operators, more flooding and high water in 2020

2 By Pamela Glass

Pam Glass is the Washington correspondent for WorkBoat.

020 will be chock-full of challenges for the inland barge industry both on the water and in the halls of Congress. 2019 was a difficult year for many operators who saw business slump due to an ongoing trade war that affected grain shipments, and persistent flooding and high water. This year, barge operators are again facing high water conditions much earlier than usual, posing operational challenges on many parts of the inland system. And later this year, barge operators along the Illinois Waterway will contend with the planned closure of this important navigable link between Lake Michigan and the Mississippi River for essential maintenance, which will disrupt traffic for up to 120 days. Instead of spreading out the closures over several years, the Army Corps of Engineers will do all the maintenance work simultaneously this year at six sites, with closures planned for July 1 through October — river levels permitting — to avoid the

PERCENT CHANGE -15.19% -15.68% -5.42% -14.07% -33.44% --10.96% -8.56%

boding well for sustainably increased activity offshore.” In the Gulf of Mexico, for Transocean’s highest specification assets, Thigpen said he sees “a virtually sold out market for the majority of 2020. In fact, we’ve been contacted by customers about bringing additional rigs into the Gulf to meet their demand. As our customers continue to realize the favorable economics offshore, we are witnessing a shift in focus towards the deepwater. “The opportunities include Greenfield development, tiebacks, and exploration. In fact, some industry reports indicate deepwater exploration projects will outpace development in 2020 for the first time since 2014.” Thigpen added that the Mexican portion of the Gulf also has significant potential for ultradeepwater activity. “Multiple operators continue to drill exploration wells, and we understand that the results are very promising.” — David Krapf

spring flooding and fall harvest seasons. The industry will also continue to work through compliance schedules under the Subchapter M inspection program. Operators are pressing the Coast Guard to correct what they view as problems with enforcement of regulations, with special focus on “operators lurking below the radar,” as Jennifer Carpenter, president and CEO of the American Waterways Operators, put it, and consistency of implementation from one Coast Guard zone to another. On the policy front, waterways advocates are pushing for strong spending for inland infrastructure modernization and maintenance, and rejection of deep cuts proposed by President Trump that would essentially zero out funding for priority projects along the inland system. As in the past, the proposal would also impose user fees on commercial users of the waterways. “No president has ever proposed zero infrastructure investment,” said Mike Toohey, president and CEO of the Waterways Council Inc., an industrysupported waterways advocacy group, adding that this was an “astonishing” move. Toohey retired from WCI on Feb. 18. The industry also seeks approval of a new funding formula for the Inland Waterways Trust Fund. www.workboat.com • APRIL 2020 • WorkBoat

Tales from a Tugboat Captain 135 pages, independently published (2019) Available on Amazon

Book Review

The life of a tug captain By Betsy Haggerty

e can drink beer for breakfast but we have to wait until after lunch to have whiskey, right? Thus begins Tales from a Tugboat Captain, Thomas Teague’s lively account of his 48 years working on the water. When Teague asked that question, the year was 1972. He was 18, just out of high school and about to sign on as crew aboard a friend’s commercial fishing boat. The captain said OK, and that was the beginning of Teague’s career on the water. Two years later he got a job as a deckhand on a tugboat and never looked back. Now 65, he is captain of Reinauer Transportation’s 81'×28', 2,100-hp twin-diesel harbor tug Franklin Reinauer. The tug moves barges, docks ships and does assist work in the Port of New York and New Jersey. “Yes, it was very different back then,” Teague laughed as he compared his early days as a hawsepiper with life on a tug today. Anyone could get a job on a tug, and supervision was minimal. “It did not really matter what you did as long as you got the job done,” he told WorkBoat during a recent interview. Teague and his fellow shipmates got the job done for the

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most part, but accounts of their off-hours activities make this book a fun read. Teague is a compelling storyteller who uses vivid descriptions, good dialogue, salty (make that very salty) language, and plenty of humor to bring scenes and tugboat characters to life. A drunken bar fight in Delaware involving gallon jars of mustard, mayonnaise and ketchup that turned out badly is particularly noteworthy. While much of the anecdotal narrative focuses on his early career (this is the first book in a series), Teague also gives straightforward information about the challenges tug captains and crews face — handling a barge, dealing with bad weather, navigation, keeping six-hour watches, living aboard for a week or more without a break, and the dangers inherent in the work. “I try not to explain things to death,” he said, “but I want to let people know how things work and what it is like to live on a tug.” In a chapter called “Dangers,” he recounts the tragic stories of tug people he knew who had fatal accidents that might have been avoided had they paid better attention. The book features several color photographs, including one of Teague enjoying a beer on a tug in 1976. Today, he said, that would be grounds for immediate dismissal.

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Insurance Watch Read your insurance policy

ecently our office sent a client’s policy renewal by email rather than through the U.S. Postal Service, as had been done since the policy’s inception years ago. This was done with the client’s approval. The response we received from the client, just 24 minutes later, was very telling. By Chris An insurance policy can contain hundreds of Richmond pages. Much of it can be dry, legal sounding verbiage constituting the contract between the client Chris Richmond is and the insurance company. Marine policies can a licensed mariner include language even more dense, littered with and marine insur- marine terminology that is not always familiar to the lay person. ance agent with Our client opened his email and was immediAllen Insurance ately overwhelmed by the industry lingo. Then and Financial. He he called for an explanation. Overwhelmed is not can be reached good, calling for an explanation is. at 800-439-4311 We include a summary of coverage for our or crichmond@ marine policies. While this is by no means a allenif.com substitute for the policy, we try to point out areas of coverage which the insured should be aware of

Legal Talk

The accident triangle

By Tim Akpinar

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

erhaps the headline of this column should be the “fire triangle.” That’s the concept everyone recognizes from day one of any marine firefighting course where fuel, heat, and oxygen conspire in this three-legged threat to vessel safety. But there is such a thing as an accident triangle, and it comes up in a recent maritime safety study conducted by the American Club (a mutual protection and indemnity club), in conjunction with the American Bureau of Shipping and Lamar University. The study was aimed at improving safety for shipboard and shoreside maritime workers. The American Club looked at statistics for a range of accidents, covering slips and falls, lifting incidents, burns and explosions, getting caught in equipment, being struck by falling objects and asphyxiation. For the 2013-2018 period, it paid out $246 million on injury claims. Slips, trips, falls, and lifting incidents made up 46% of all injuries. In analyzing accident statistics, it was found that falls, which made up 22% of total incidents, were more common than slips and trips. The location

and confirm. These include: • Hull limit. • Protection and indemnity limit. • Lay-up warranty. • Navigation area and time period. • Vessel usage. • Crew count. • Loss of income. A commercial vessel policy will actually contain two separate policies. One is the hull policy and the other is the protection and indemnity policy. Toward the back of the policy will be a section that includes special terms and conditions. While the hull and P&I policy may be intimidating and archaic, terms and conditions are often laid out in a simpler format and is much more client friendly. This is also where both exclusions and endorsements are listed and explained. Insurance policies are typically not something one looks forward to reading. While we encourage clients to read their policies, we also encourage them to call and discuss any questions they may have concerning their coverage. The number of pages they read will often determine how many questions they have. Always read your policy.

of falls was documented as taking place on deck (43%), in the engine room (13%) and stairs (7%). Factors that contributed to injuries included situational awareness, spills, poor housekeeping and poor lighting. Near misses were also documented. The causes for these included situational awareness, housekeeping, asset design, seafarer fatigue, lack of following procedures, and lack of anti-skid material on decks. Now back to the accident triangle. The study makes use of something called the “Heinrich Accident Triangle,” where incidents that threaten safety are stacked like the stone tiers of a pyramid. This is a conceptual model where the widest tier at the base is made up of unsafe acts and hazardous conditions, the least threatening level. Moving upward toward the peak of the triangle, various categories of dangerous incidents are represented by successively smaller tiers as the risk they represent becomes more severe. While there is nothing good about accidents, an approach that looks at them before the fact and tries to figure out how to prevent them is positive. If studies like this can help prevent accidents, the positive result could be a safer work environment.

www.workboat.com • APRIL 2020 • WorkBoat

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APRIL 2020

NEWS LOG

USCG photo by PA2 Matthew Belson

Bouchard Transportation’s troubles continue

Bouchard’s B. No. 120 barge ran aground in Buzzards Bay in 2003. The resulting fracture of the barge’s number two starboard tank released an estimated 14,700 gals. of oil into the bay. By Betsy Frawley Haggerty, Correspondent

rouble has snowballed recently for financially distressed Bouchard Transportation Co. Inc., one of the nation’s largest oceangoing tug and barge companies. Port captains in four U.S. Coast Guard sectors — New York, New Orleans, and Port Arthur and Corpus Christi, Texas — have taken action to secure the safety of several of the Melville, N.Y.-based ATB units that had been lying idle in local anchorages for many weeks, with unpaid crews aboard. Furthermore, several Bouchard employees sued the company for unpaid wages. According to a complaint filed in the U.S. District Court for the Southern District of New York on Feb. 11, the group and its attorneys seek class-action status for the suit. The mariners stated they had not been paid since Jan. 1, and that a payroll administrator had told them, “Bouchard would not be paying for the work the seamen on the fleet of Bouchard boats would be performing and had already performed in February 2020.” 14

Attorney Paul T. Hofmann of the New York law firm Hoffmann & Schweitzer, who filed the suit, said in early March that Bouchard had not responded to the lawsuit and additional Bouchard mariners had signed on to the class action. To his knowledge, none of the crewmembers had been paid as of March 3. Bouchard did not respond to WorkBoat’s repeated email and phone requests for comment but published a statement on its website on Feb. 14: “The past two years Bouchard has confronted tests the likes of which it has not faced in 100 years of history. Today’s (Feb. 13) Sector NY/NJ Captain of the Port Order on just eight of our 51 units is a further financial hurdle. Financial struggles are trial enough, but they are worse when they affect or worry our employees. We are working with financial and technical advisers to address the challenges at every level of our business. . . . Please know that we are working every day with clients, creditors and the authorities to put our house aright. We have a financial plan

and a clear understanding of and commitment to all those who work with, support or rely upon us.” Here’s what Bouchard is dealing with in different U.S. ports: • New York Harbor: Bouchard’s statement was posted in direct response to a Feb. 13 order from Capt. Jason Tama, captain of the Port of New York, requiring that three ATB units be moved out of the anchorage and moored at safe berths because Bouchard, the Coast Guard said, was unable to maintain safe fuel and manning levels on these vessels and did not have contingency plans for moving them in case of emergency. Those three ATB units — tugboat Ellen S. Bouchard and barge B. No. 262, Evening Star and barge B. No. 250, and Frederick F. Bouchard and barge B. No. 260 — were moved the following day to docks at the South Brooklyn Marine Terminal and Staten Island’s Homeport. In early March Daniel L. Henry, public affairs officer for USCG Sector New York, said that all Bouchard ATBs in New York Harbor except one, J. George Betz, had been moored. All except Rhea I. Bouchard still had crews aboard. The Coast Guard was continuing to monitor Bouchard vessels in New York Harbor. Henry said he understands that the requirement that crews remain aboard is stressful, though necessary. “We have no interest in taking enforcement action against hardworking professional mariners that are trying to do the right thing in a very difficult situation. That said, each case is different, depending on the vessel they are on, the manning levels of the vessel, and its specific location and operations. Our focus is ensuring the safety and security of the port. As always, if a mariner feels their situation is unsafe, they should contact the Coast Guard immediately.” • New Orleans: On Feb. 14, Capt. Kristi Luttrell, commander of Coast Guard Sector New Orleans and captain of the Port of New Orleans, issued Notices of Federal Assumption (NOFA)

www.workboat.com • APRIL 2020 • WorkBoat

NEWS BITTS SHIPBUILDER GEORGE DUCLOS PASSES AWAY for two Bouchard ATBs — tugs Donna J. Bouchard and barge B. No. 272 and Bouchard Girls and barge B. No. 295 — that had been at anchor outside the port since mid-November. According to Lt. John Edwards, public affairs officer for Coast Guard District 8, the orders said that the Coast Guard would take the vessels and federalize them to clean any potential pollution out of the barges and make them safe. Bouchard filed a petition for reconsideration, and Luttrell declined. After Bouchard failed to act by the end of February, the Coast Guard took control of the vessels and had both barges towed to Yellow Fin Marine in Houma, La., on Feb. 29, for cleaning, with payment to come from the Oil Spill Liability Trust Fund. The tugs’ draft was too deep to be docked there, Edwards said, so a lightering

ladding-Hearn Shipbuilding’s George Raymond Duclos, age 86, died on Feb. 15. At 22 years old, Duclos joined Gladding-Hearn in Somerset, Mass. He was the son of the late Raymond and Albertine (Bertha Chenard) Duclos. Born in 1933 in Fall River, Mass., Duclos spent most of his life in Westport, Mass., spending summers on the Watuppa Ponds near Fall River, and moving there permanently in the 1960s.

TWO WOMEN KILLED IN FLORIDA FERRY ACCIDENT

wo women were killed in February after their car plunged off the Fisher Island ferry east of the Port of Miami. Divers from Miami-Dade Fire Rescue and Miami-Dade Police Department located the blue 2019 Mercedes Benz submerged in the 50'-deep Government Cut, which borders the ultra-wealthy island enclave. The Miami Herald reported that sources familiar with the investigation said they believe the car was not in park and the driver mistakenly hit the gas pedal and went through a lightweight barrier into the water. The Coast Guard is conducting an investigation.

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

operation was underway as of March 3. Bouchard crews were still aboard. Once complete, the tugs will also be brought to Yellow Fin. What will happen after that is unknown. “Best case would

be for Bouchard to take action, but if that doesn’t occur, the federal government will have a say in what happens,” Edwards said. • Port Arthur, Texas: As of March 3,

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www.workboat.com • APRIL 2020 • WorkBoat

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Bouchard Transportation

Bouchard operates a fleet of 25 double-hulled barges and 26 tugs, according to its website.

tugs Danielle M. Bouchard and barge B. No. 245 and Kim M. Bouchard and barge B. No. 270 had been at anchor five miles off Sabine Pass near Port Arthur, Texas, since mid-December, with crews aboard that had not been paid since at least Jan. 1. Combined, the ATBs are carrying nearly 200,000 gals. of oil, gas and other pollutants, according to a Coast Guard press release. On Feb. 10, Capt. Jacqueline Twomey, captain of the Port of Port Arthur and commander of the Marine Safety Unit Port Arthur, issued a captain of the port order requiring that the vessels be manned by minimum crew and remain in daily communication with the Coast Guard. The notice said failure to comply would result in both civil penalties and Class D felony charges, punishable by up to six years in prison and fines up to $250,000 per individual or $500,000 for an organization. A Feb. 27 order required

Barges Dry Docks Work Boats JMS-Designed

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that repairs be made to the Danielle M Bouchard and its barge, or that it be moved to a dock. Bouchard had not complied as of March 3. According to PAO Edwards, Capt. Twomey’s order assured the crews that the Coast Guard’s top priority was their safety and well-being. She also told them that penalties and fines would be directed at Bouchard, and not at them. “The captain of the port order,” Edwards said, “is not designed to hold the vessel masters and crews responsible for the situation Bouchard Transportation has put them in. If the crews leave the boats we will not pursue their licenses or penalties against them.” But an unmanned vessel, he added, would be a threat to the environment and the waterway. “The goal is for Bouchard to take care of these vessels and move them to safe berthing with at least minimum crew,” he said. “The problem is that if Bouchard has no money and is

unable or unwilling to pay for berthing, the Coast Guard needs to take charge.” • Corpus Christi, Texas: The tug Barbara E. Bouchard and barge B. No. 240, another ATB with no work and a crew that has been unpaid since Jan. 1, is now docked at the Martin Energy Services dock on Harbor Island in Aransas Pass, Texas. Since Bouchard owes the fuel company money, Martin Energy has a lien on the vessel. It cannot be moved, and the crew, per order of the Coast Guard, must remain on board for safety reasons. Bouchard’s recent troubles date back more than two years. That’s when the B. No. 255, a 488' oceangoing tank barge, and the 127'×37'×20' 6,140-hp tug Buster Bouchard, were getting underway from Port Aransas on Oct. 20, 2017, with a cargo of crude oil. The barge blew up and burned, killing two crewmembers. In an NTSB hearing following the explosion former Bouchard employees described safety lapses in company operations. Investigations by the Coast Guard and NTSB revealed that corrosion had allowed fumes to leak and explode. Inspections showed deficiencies and corrosion in other barges as well, according to a May 2019 NTSB report. The negative findings may have contributed to a drop in business for Bouchard, which may have led to its current financial situation. Bouchard operates a fleet of 25 double-hulled barges and 26 tugs, according to its website.

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www.workboat.com • APRIL 2020 • WorkBoat

POWER FORWARD

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

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

DEC. 15 - 17, 2020 / NEW ORLEANS Morial Convention Center, Halls B, C, D, E & F

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Emergency Response Boats

Home School

Adopting a program to train emergency-response boat operators is a wise choice.

ut yourself in this situation: you’ve worked on smaller workboats for some time, even operated a water taxi for several years. On weekends, when you are not in your volunteer fireman role driving one of your town’s fire trucks, you go fishing with a buddy on his boat. Now, your town is expanding the fire department with the purchase of its first fireboat, a 27-footer that needs a crew. You think you’re a natural to run it with your workboat, weekend boating and volunteer fire department experience, and so does the fire department. You are made fireboat captain. Was this a wise choice? No. It probably was not a smart decision but is indicative of one that might be made by a city fire department or police department without any experience with emergency response boats. What’s not realized is there’s a world of difference between a fireboat or a police boat and their land-based automotive and truck counterparts, or, for that matter, other boats that work a city’s harbors and shores.

“Typically, the big difference is speed, because you have to get there fast,” said Bob Clark at Metalcraft Marine in Kingston, Ontario. “You don’t want to go too fast if you don’t have trained personnel.” An example of how quickly things can go wrong if the crew isn’t well trained occurred about seven years ago in Charleston, S.C., when a mayday call was received from a Navy patrol boat that had hit a breakwall. “Three young guys were on board and severely injured,” Clark said. “Charleston got the call in the middle of the night and they take off.” A junior crewman was at the wheel, conditions were bad, and at the head of the harbor they slammed head-on into a giant sea buoy at 40 knots. Now they were the ones calling for help. That resulted in the city of Charleston declaring that no one touches a boat unless they are fully trained. Charleston then brought in a company to set up a training program for their emergency response boats that had a “very detailed training

One of four Metalcraft fireboats involved in a December yacht fire in Miami. 18

www.workboat.com • APRIL 2020 • WorkBoat

Miami Fire-Rescue Department, Twitter

By Michael Crowley, Correspondent

TRAINING There was such a need in the early 2000s for trained emergency response boat operators “that it was like a sponge waiting for rain,” said Terry Hill of the Marine Emergency Response Group LLC, a company that specializes in training operators and crews for emergency response boats, especially police and fireboats. For its training courses, MERG will travel to wherever a boat operates out of. “We want to train you on your boat,” said Hill, one of MERG’s four owners, all of which are licensed Coast Guard captains and have extensive marine operations experience. MERG, which is based in Washington, D.C., was formed in 2000. “We saw the need to teach basic boating skills to this (emergency response) group,” said Hill. That was especially true for boats powered with waterjets. “People would get in them and not know how to operate them. In close quarters they were banging them up and crashing into stuff.” MERG quickly included more than just basic training in their curriculum. It evolved into courses where potential operators are taught advanced handling techniques for jet or prop powered boats, single or multiple engines that includes docking, close quarter handling, high-speed operations, and knowing how to take advantage of what you have onboard. “How to use a fireboat in a tactical manner,” said Hill. “How do you approach a fire, how do you attack it, what do you use, what do you not use?” When fireboats are skillfully operated, losses can be kept to a minimum. That’s what occurred during the December 2019 fire off the city of Miami’s Watson Island. Four Metalcraft boats, two from the Miami Fire-Rescue Department and two from Miami-Dade Fire Rescue Department, found themselves facing a $7 million 120' megayacht lit up by a fiery ball inside the

Marine Emergency Response Group

course,” said Clark. Ten or 15 years earlier they might not have been so fortunate since that type of training was relatively unheard of.

MERG’s Terry Hill (far right) instructs city of Miami firefighters in how to get the most out of a fireboat.

wheelhouse, with smoke covering much of the boat and surrounding area. The yacht was destroyed, but “they had enough (water) power that the yacht (in front of the one on fire) had no damage,” said Clark. At the same time the fireboats worked to protect other nearby boats and property. Spraying the boats with water they “kept the boats cool and got them all out of there.” That included a $300 million yacht two boats down from the one that was aflame. The boats had captains aboard but Clark said they needed help in moving away from the flames. The crews on the city of Miami’s boats had gone through MERG’s training program. Besides training emergency response boat crews, MERG serves as consultants to boatbuilders, helping them to design fireboats and police boats. MERG also helps other organizations develop training programs. In a law enforcement situation, the boat operator’s stress levels are different from a fireboat operator’s, be it a police or Coast Guard boat. Operating a police boat can include maneuvers such as running at nearly wide open and then putting the boat into an almost complete 180° turn, or "coming up to a bad guy and you want to get up close and transfer people over to that boat at 40 knots. That’s spooky,” said Hill. “You don’t do it on land and not in the air, only on water. You have to learn the skills and have to be comfortable with it. That’s not inherent. People don’t have it in their makeup.” Then there is knowing how to work with highly technical equipment that might be found on these boats and

www.workboat.com • APRIL 2020 • WorkBoat

other emergency response boats. Clark mentioned a camera that detects nuclear particles inside a ship and another detection device that detects chemicals. “It tells you what it is, how far it has moved and at what speed it's moving. It can do it at four miles away," he said. That system, on a Metalcraft boat in Alexandria, Va., is linked directly to FBI headquarters. A 65' fireboat Metalcraft built for Seattle in 2015 has a pressurized cabin that’s entered through an airlock. The boat is equipped with Purple K, a chemical fire-extinguishing agent for flammable liquids and pressurized gases. Those are indicative of the “many levels of emergency response and port security” skills required, noted Clark. Despite the success of MERG and companies like it — Hill estimates there are about five other companies that offer similar training — he said there’s still plenty of need for emergency response boat training. Fire-rescue and other departments that have never had a boat are now buying them. They might start out feeling they can handle the training, but slowly “they buy into this program, saying ‘we really need more than what we have.’ ” Then throw in the constant problem of keeping trained personnel. “People finally have all the certificates and training,” said Clark. “They are at the top of their game, but they are close to retirement at that time. And many companies move their guys around. That’s a big negative when it comes to boat operations because you are always starting over. We have to recognize how hard it is to keep trained personnel.” 19

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

Vane Brothers

Chesapeake delivers 3,000-hp tug to Vane

94’ push tug for Vane Brothers in Baltimore.

hesapeake Shipbuilding, Salisbury, Md., recently delivered the Annapolis, a 94'×34'×10'6", 3,000-hp push tug to Vane Brothers Co., Baltimore. The tug operator took delivery of the new boat, the second of four 3,000-hp Salisbury-class push tugs, in February. Vane provides maritime services on the East, West and Gulf coasts. The Annapolis’s design is identical to the tug Salisbury, delivered in 2019. With an 8'6" draft, each of the push tugs in the Subchapter M-compliant Salisbury-class is designed to be well-suited for operations along the inland waterways, Vane officials said. Vane Brothers President C. Duff Hughes said the company continues to invest in “thoughtfully crafted tugboats and barges that operate to the highest standards demanded by our customers. These purpose-built vessels maximize efficiency in their defined markets while meeting strict, Coast Guard-enforced Subchapter M safety requirements.” On the Salisbury-class design, Chesapeake naval architect John Womack worked closely with Vane Brothers Port Captain Jim Demske, who has overseen construction of nearly 50 tugboats for Vane over the last two decades. “The Annapolis, like the Salisbury before her, is an extremely robust inland pusher,” said Demske. “With a solid and sturdy design that delivers unsurpassed performance 20

and safety, Vane Brothers’ crew-friendly Salisbury-class tugs can work efficiently and handle well in both shallow draft areas and open water environments.” The tugs are designed to be spacious and quiet, and feature eight separate heating and air-conditioning systems that operate independently throughout the vessels. This enhances crew comfort in addition to augmenting firecontainment capability in case of emergency. The Annapolis runs on two Caterpillar 3512 Tier 3 diesel engines, rated at 1,500-hp at 1,800 rpm each. The engines turn a pair of stainless-steel Hung Shen trooststyle 5-bladed propellers through Twin Disc MGX-5600 gears with 6:1 ratios. The propulsion package gives the tug a running speed of 10.5 knots. The pilothouse features both Simrad and Furuno electronics, as well as dual Rose Point electronic charting systems. There’s tankage for 40,000 gals. of fuel; 15,000 gals. ballast water, 5,000 gals. water; and a 5,000 gal. zero discharge tank. The crew capacity is seven. Ancillary equipment includes 65-ton Patterson winches, JonRie InterTech capstans, and Fernstrum box coolers. — David Krapf

www.workboat.com • APRIL 2020 • WorkBoat

ven with the coronavirus hovering in the background, bookings for sightseeing cruises out of Seward, Alaska, have been higher than ever. “Last year we had about 935,000 reservations on the books at this time and now we have 1.1 million,” Tom Tougas, owner of Major Marine Tours in Seward, said in late February. “These are independent passengers that have already paid us for the trips. I’ve been watching it (coronavirus) every day since this whole thing started. You might expect to see a drop-off but every day our reservation center and our online bookings have exceeded the same day a year before.” And to get all those paid passengers out to marvel at the mountains and glaciers and whales Tougas needs high-speed catamarans, two of which

All American Marine

All American building two high-speed cats for Alaska

The new 87' catamarans will join three existing cats and four monohulls at the company’s dock in Seward, Alaska.

he will be getting from All American Marine, Bellingham, Wash. The specific need is to quickly go back and forth from the Kenai Fjords National Park in time for passengers to catch the train back to Anchorage. That’s because many customers travel to Seward on the Alaska Railroad, which maintains year-round service between Seward and Fairbanks, 470 miles north, with Anchorage in between. “Our dock is directly across the street from the train depot, so when

the train from Anchorage arrives at 11, we leave the dock at 11:30.” said Tougas. “We get back to the dock by 5:30, and they walk across the street to the train depot” in time for the 6:00 train back to Anchorage, a 4-hour trip. “But if they [the train] get in late, they still leave on time, so we have to have the speed and capability of making up the difference if necessary.” The new boats will carry up to 150 passengers (Subchapter T) in heated comfort inside as well as on a covered but open-air top deck. There’s also

BOATBUILDING BITTS

Lake Assault Boats

attle, and Ray Hunt Design, New Bedford, Mass., on a pilot/demonstration project for the design, construction, and operation of an electric pilot boat. The boat will feature a battery-electric propulsion system with an emergency “get home” diesel engine. Once in service, it will serve as one of two primary boats for supporting pilotage operations in Port Canaveral. During the feasibility-level engineering, the team established that a Ray Hunt hull form outfitted with a Glosten-designed battery propulsion system will achieve the speed and operating range required to support normal pilotage operations in Port Canaveral. The minimum performance criteria set by Port Canaveral included a cruising speed of 18 knots and an operating range (on battery propulsion only) of 24 nautical miles.

33' force protection-medium (FP-M) patrol boats for the Navy.

uperior, Wis.-based Lake Assault Boats has been chosen to supply up to 119 force protection-medium (FP-M) patrol boats to the Navy. The five-year contract has a maximum value of $56 million, with the first deliveries scheduled to begin in November 2020. An operational requirement for the 33'×10' boats is to provide anti-terrorism/force protection patrols for Navy installations, which includes patrol, interrogation of other waterborne assets, and escorting large vessels in and out of port in various weather and water conditions throughout the year, day and night. Each of the boats will feature a full cuddy cabin and will carry four weapon mounts capable of accommodating up to .50 caliber machine guns. The aluminum V-hull boats will be protected by a polyurethane foam collar wrap. Canaveral Pilots Association, Port Canaveral, Fla., has partnered with naval architecture companies Glosten, Sewww.workboat.com • APRIL 2020 • WorkBoat

Glosten

Electric pilot boat for Port Canaveral. 21

On TheWays outside stadium seating at the bow. Down in the port and starboard engine rooms will be pairs of 788-hp Scania DI16 082M engines driving pairs of HamiltonJet 403 waterjets with the AVX control system. “My general understanding is that any time you get over 22, 23 knots, the jets are more fuel efficient than props, so we’re going with the quad jet,” said Tougas. The decision to go with four engines and jets resulted from not being able to find a single engine with the right horsepower that fit the criteria. The quad jets are also faster than two jets and will push a fully laden (150 passengers/1,200 gals. of fuel) 87'×32' Teknicraft-designed aluminum catamaran at a top service speed of 28 knots. The design includes a wavepiercer in the bow, between the hulls. Also, between the hulls farther aft is the carefully engineered hydrofoil for extra lift with low drag.

The new cats will join three existing cats and four monohulls at the company’s dock in Seward. Delivery will be in time for the 6:00 train in the summer of 2021. — Bruce Buls

Nichols Brothers completes 100', Tier 4 ASD tug for Foss

ichols Brothers Boat Builders, Freeland, Wash., has delivered the first of four new 100'×40'×17' ASD 90-ton tugs to Foss Maritime, Seattle. Designed by Jensen Maritime, the Jamie Ann was added to the Foss Harbor Services fleet, providing tanker escort and assist services for Foss’ oil and gas customers. With a maximum draft of 19'6" and a fuel capacity of 68,900 gals., Jamie Ann and the sisterships Sarah Averick, Leisa Florence, and Rachael Allen, which are scheduled to be delivered by year’s end, are based on Jensen’s Valor

tugboat hull, with high-efficiency catalytic aftertreatment technology to achieve Tier 4 emissions limits. The Valor design is the template for other series of powerful tugs for a number of customers, said Jay Edgar, vice president of engineering services with Jensen’s parent company Crowley Maritime Corp. “Our approach has been to use a proven hull and incorporate owner requirements into it,” Edgar said in an interview with WorkBoat last year. Jensen designers use a modular approach, accommodating different engine and generator packages, and altering deck layouts in accordance with winch and machinery requirements, he said. The Foss Z-drive tugs are being built to meet Subchapter M regulatory standards, with ABS loadline certification and UWILD notation. The 6,800-hp Jamie Ann is outfit-

Quality Liquefied Natural Gas Transport (Q-LNG) has received Coast Guard and regulatory approvals to move forward with construction on two variants of its current design. The designs, each for a 5,400- and 8,000-cubic meter articulated tug-barge, are both variants of the 4,000m3 ATB design currently under construction at VT Halter Marine in Pascagoula, Miss. Q-LNG is currently contracted with VT Halter for the construction of the first U.S. offshore LNG ATB, which includes a 324'×64'×32.6' barge and 124'×42'×21' tug. The ATB is being constructed to meet U.S.flag, ABS class and International Gas Carrier Code requirements, and is designed to carry 4,000 cubic meters of LNG. The approvals from the Coast Guard represent a continuation of Q-LNG’s commitment to developing LNG fueling infrastructure in North America, company officials said. DLBA Naval Architects, a division of Gibbs & Cox Inc., has developed an aquaculture support vessel (ASV). DLBA said that industry research indicates that most ASVs are typically skiffs, barges, and makeshift rafts which serve the purpose, but don’t lend themselves to improved productivity. In developing the ASV design, DLBA conducted site visits to aquaculture farms to assess operations and understand farm owner needs. The ASV was developed to achieve flexibility. In doing so, the hull form will provide a stable platform for hoisting and managing oyster pots, sorting tables, wash tumblers, and other associated equipment. The design incorporates a 2,500-lb. capacity knuckle boom crane on the 22

MMT Alumna Watercraft

BOATBUILDING BITTS

Watercraft can go where others can’t in Alaska.

foredeck, and a hydraulic power pack and high capacity (3") sea water pump in an internal compartment below deck. The MMT Aluma Watercraft’s AlumaPro Gen-V is designed for firefighting, rescue work, law enforcement and commercial operations such as inspections and data collection. Created for the waters in Alaska where in many cases other vessels are too large to operate, the 13'×5' AlumaPro operates in diverse environments from marinas (fire suppression, dewatering, vessel escort) to swift and shallow water (rescue, enforcement, commercial) and floodwaters (hidden debris, and strong currents). The AlumaPro, which has a 3" draft, is designed to be simple and fast to launch and operate with one or two member teams. The craft has a ¼" thick aluminum bottom, 180-hp motor and 155mm (6.1') jet drive that can reach speeds of 56 knots and operate in less than 6" of water. www.workboat.com • APRIL 2020 • WorkBoat

Foss Maritime

ted with two MTU series 4000 main engines, producing 3,433 hp at 1,800 rpm each, connected to twin RollsRoyce US255 azimuth thrusters. The new tug has a bollard pull of 90 ST. Ship’s service power comes from two John Deere 60 68A FM 85-powered gensets, sparking 120 kW of electrical power each. On deck are Markey winches, a DEPCF-52R bow winch and a DEPC-32 for escort. There’s also a TESS-34AS tow winch for emergency towing. The vessels will also be equipped with advanced condition-based monitoring for the Z-drives and main engines. Jensen designed the tugs with some of the most advanced safety features in the industry, including a single 900-gpm fire pump and monitors, which will be powered from an onboard generator. “The new tugs are designed to

The Jamie Ann was slated for a mid-March deployment to Foss Harbor Services in San Francisco Bay where the new tug will provide tanker escort and ship assist services for Foss’ oil and gas customers

upgrade our fleet and improve the company’s ability to provide timely harbor and port services to a variety of customers,” John Parrott, president and CEO of Foss Maritime, said. “By offering lower maintenance down

C&C

MARINE AND REPAIR

time, greater operating efficiencies and lower emissions, these new tugs help expand our nearshore and offshore capabilities.” The Jamie Ann can also handle towing duties. — Kirk Moore

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Waterlogged Barge operators face a host of challenges, from high water to overcapacity. By Pamela Glass, Washington Correspondent

or the inland tug and barge industry, one that has grown highly adaptable to bad weather and economic hiccups, this has been an especially punishing time. Barge operators have been hit hard by persistent high water, fallout from a trade war, delays from infrastructure closures, collapse of the coal market, the high cost of regulatory compliance, and now a slowdown from the coronavirus. These negative factors have reverberated throughout the industry, contributing to the bankruptcy filing of one of the largest barge lines, triggering consolidation and buyouts, and forcing the idling of equipment and reduced profits. It has reached the point that several companies have been pushed into deep financial trouble. And the worst is not over. Just when the industry was breathing a collective sigh of relief and feeling that operations were returning to normal on the river system, waters are on the rise again, already posing operational challenges during the first two months of 2020.

These are the conclusions of both observers of the navigation industry and many of its players, as they surveyed the current health of an industry that moves 760 million tons of commodities a year on the rivers and supports over 300,000 jobs nationwide. Generally, they said, carriers of dry bulk cargo fared poorly, due to soft market conditions for grain and soybeans, a continued drop in coal use, crop planting delays, a dip in demand to move sand used in natural gas fracking, and international trade disputes. Meanwhile, tank barges that serve the energy industry by moving primarily petroleum products had better results, benefiting from growth in the U.S. oil production market. “There’s no question that last year was a brutal year for the inland industry, especially the dry sector,” said Jennifer Carpenter, president and CEO of the American Waterways Operators, which represents the barge industry. “There was a chain reaction. We had rain that delayed planting, www.workboat.com • APRIL 2020 • WorkBoat

SOYBEAN MARKET COLLAPSES

The towboat Melody Golding and her tow on the Gulf Intracoastal Waterway Port Allen route near the Morley Railroad Bridge in West Baton Rouge Parish, La.

which reduced demand for fertilizer moving northbound then had the sustained and unprecedented high water, so it was difficult to move cargo, then when the water fell we had significant shoaling and need for dredging, so that was really tough.” It doesn’t help that the softening of these markets comes at a time when there are too many dry cargo barges, both covered and open hoppers, in the market, she said. The liquid cargo side has been the bright spot, as demand has been good and there’s a better supply and demand balance in terms of barge equipment, www.workboat.com • APRIL 2020 • WorkBoat

A barge load of soybeans ready for transport.

United Soybean Board

Golding Barge Line

vents far away are hitting home for the Operators. “It was the impact of the tariffs barge industry. The bottom literally fell and also the threat of continued trade tenout of the soybean barging market after sions that had folks wondering what would China slapped 25% tariffs on U.S. agricul- happen next.” Phase one, she said, allows China to buy tural products in retaliation for tariffs on a host of Chinese goods imposed by the more agricultural goods like soybeans if Trump administration in 2018. This was it needs more, and that demand could be a big blow, as many barge operators and affected by many factors that impact their farmers had made equipment investments economic growth, including the coronavibased on forecasts of steady demand from rus that has caused many Chinese ports to China due to its strong economic growth restrict operations and international conforecasts, and now this market was dry- tainership operators to cancel deliveries. “It’s better to have phase one than not ing up. Soybeans used to account for over half have it, but there’s a lot of flexibly there. of farm exports to China, which is the China didn’t commit to hard numbers, so United States’ biggest soybean customer. there is plenty of wiggle room” in comIn 2017, the U.S. exported $23 billion in ag- mitting to buy more agricultural goods. ricultural products to China, of which $12.2 “Phase one wasn’t a guarantee (that they’ll billion was soybeans. Soybean exports to buy more soybeans), so it could take a China dropped 75% to $3.1 billion in 2018 while to see what happens there.” The soybean industry also regards after the trade war began. This meant far less cargo for barges engaged in the grain phase one with caution. “We will focus not trade and caused a shift of China’s buying only on the expected volume of exports, but also on the enforceability and longevity habits to places like Brazil. A step toward ending the dispute came of those commitments,” said Mike Steenon Jan. 15 when President Trump signed hoek, executive director of the Soy Transthe phase one trade deal in which China portation Coalition, Ankeny, Iowa. He said trade was tough on soybean agreed to import an additional $32 billion in agricultural goods this year and in 2021. transportation, but so was the flooding, Chinese action not only hit barged com- and farmers and barge operators are still modity movements hard, “but it created recovering. “We’re moving more, it’s better uncertainty and that is extremely problem- than it was last year, but there are still real atic,” said Jennifer Carpenter, president challenges.” —ofP.the Glass and CEO of the American Waterways Designers cut the weight RIB for the Navy to 3,500 lbs.

Golding Barge Line

The towboat Emily Golding and tow on the Mississippi River near Garyville, La.

lines to be competitive when they can’t move products for customers due to high water, floods and fog, and when China, the world’s largest consumer of soybeans, drastically cuts back its imports during a long-running trade dispute with the U.S. BANKRUPTCY, FLOODING Among the big companies hit by this barrage of negative factors was American Commercial Barge Line,

Gregory Thorpe/ACBL

Carpenter said. Houston-based Kirby, the nation’s largest tank barge operator, is slowly emerging from a difficult year with challenges of high water and slow demand from the oil patch. It reported net income of $2.8 million for the fourth quarter of 2019, an improvement over a net loss of $24.4 million during the same period in 2018. Barge utilization was in the low 90% range and pricing was up. Revenues for inland barge operations were $311.6 million, up 6.7% from $292 million during the same period in 2018. The company predicts continued improvements into 2020 due to favorable market conditions with steady growth in customer demand, increased volumes from new petrochemical plants, and modest new barge construction in the industry. The acquisition of equipment from Savage Marine “will further strengthen our fleet and earnings power for the future,” Kirby CEO David Grzebinski said in a statement. Ken Eriksen, senior vice president for agribusiness at IHS Markit, and an expert on the inland barge and towboat market, called 2019 “an epic year on so many fronts” that have chased away barge business. He said it has been hard for barge

which filed for Chapter 11 bankruptcy on Feb. 7, citing too much debt, an oversupply of barges in the market, unplanned outages of locks and dams along the river, and weaker demand for grains and soybeans due to the trade disputes. “During these lower demand periods in the barge market, ACBL could just not carry their existing debt load,” Mark Knoy, president and CEO, said in an interview. “With this pre-packed restructuring plan, we will reduce our debt by nearly a billion dollars.” The plan, he added “will make ACBL much stronger on the competitive front and will put us back on the prowl for growth and expansion opportunities.” He said that given the dynamics of a 20% oversupply of barges in the dry sector, a weakened demand for barge services due to the trade disputes and the cost of equipment, “we just overleveraged ourselves.” Cargill Inc.’s river barge business, Cargo Carriers, also said the China trade war eroded its profits as soybean exports plummeted, while springtime flooding slowed the company’s barge movements and affected ship loading at its New Orleans

Safe Boats' Interceptor model has a top speed of over 55 knots. American Commercial Barge Line filed for bankruptcy in February.

www.workboat.com • APRIL 2020 • WorkBoat

grain terminal, according to The Wall Street Journal. By far the biggest impact has been flooding and high water that lasted 292 days last year from the spring through mid-August — an unusually long period. Unfavorable river conditions forced speed restrictions, tow size and weight restrictions, and directional changes for barges operating on most of the inland system, thus pushing up the cost of running a fleet. “Flooding and high water reduces the round trips that can be made with equipment, and makes the per ton cost go up, producing lost money on the dry cargo barge side,” said Alan Barrett, director of consulting and a commodity economist at Doane Advisory Services, Memphis, Tenn. “And for the spot market, the net effect of not turning barges is like limiting capacity and causes a spike in rates.” High water is already presenting challenges this year. Parts of the Mississippi River posted levels higher than normal in February, unusual for the winter, sparking predictions of a repeat of the 2019 events. Barging slowdowns are already in effect at Olmsted Locks and Dam along the Ohio River due to high water in February, and the Army Corps of Engineers continues to dredge sediment buildup from many spots of the river system caused by last year’s flooding. Austin Golding, president of Golding Barge Line Inc., Vicksburg, Miss., said a big challenge for the industry is understanding how climate change is affecting rivers and how to operate on them. “We’re having every year high water situations,” he said. “Last year we had a once in a century environment and this year, it’s already higher than it was last year. We operate in a living ecosystem.” Difficult river conditions also affect how barge lines plan, deploy and pay their workforce. Golding said high water requires assigning the most experienced mariners to the wheelhouse and this means offering high wages that compete with other industries in order to retain this talent.

OVERSUPPLY, CONSOLIDATION Too many barges in the dry barge fleet continues to dog the industry, as big investments made years ago, prompted by the promise of a growing economy in China and availability of cheap money for shipbuilding loans and tax incentives, inflated the fleet. Observers say it could take two or three years to reach equilibrium.

“They now have to live with the overbuilding done a few years ago,” Eriksen of IHS said, adding that many vessels are not close to retirement and are weighing on the industry. “It’s essentially a young fleet that is not aging fast enough.” “We’ve got to get the covered hopper fleet back down to 10,50011,000 barges to really get the supply

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and demand into equilibrium,” said ACBL’s Knoy. “Our industry was heavily incentivized through accelerated depreciation that spurred a lot of building that probably had marginal reasons. We must become more disciplined and not react to incentives to build equipment if the demand doesn’t really support it.” Market conditions are already forcing some changes. River Transport News reports that construction of new hopper barges last year was the “weakest since RTN first began tracking this data in 1990,” with the industry taking delivery of 186 hopper barges, 13% below the “already depressed 2018 delivery level” of 214 barges. It attributes the drop to soft dry cargo barge demand in grain and coal, limited shipyard capacity to deliver new equipment, and high steel prices that increased construction prices. Overall, RTN said the inland hopper

Barging slowdowns are already in effect at Olmsted Locks and Dam along the Ohio River due to high water in February.

fleet continued to shrink for the third straight year in 2019, with 294 jumbo hopper barges scrapped or otherwise permanently removed from service. While the tank barge equilibrium is in a good place at the moment, there

is some concern that operators could overbuild. “The tank side is good now, but my concern is they are building a lot of barges and if we see a leveling off of crude production and pipelines are

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opening up, we could end up with too many tank barges,” said Barrett at Doane Advisory. “Supply and demand is crucial,” said AWO’s Carpenter. “When we have more equipment than we need, we try to grow our way out of it, but sometimes it means we just have to get equipment out of the system.” “We need either more demand or fewer barges or a combination of the two,” Knoy said. Overcapacity has made some companies ripe for sale. “I believe consolidation will continue in this low-margin environment. Adding on compliance costs and competition for labor, smaller operators are finding it more difficult than ever to remain competitive with positive cash flow,” said ACBL’s Knoy, whose company deals mostly in dry bulk cargo. Consolidation has been going on for several years, as the bigger barge players have bought out smaller ones. What was once an industry populated by numerous small companies, many family owned, it is now dominated by three large companies: Ingram Barge Co. and ACBL in the dry sector and Kirby in the tank sector. Kirby has spent over $1 billion since 2015 on acquisitions, according to one analysis. Another factor for consolidation is the high cost of compliance with the new Subchapter M towing vessel inspection program and other federal and state regulations, which tend to hurt smaller and more financially fragile companies, making them more vulnerable for sale. “We are a mature and consolidating industry and (consolidation) is something that will continue when you have difficult economic times and when you have major regulatory changes like Subchapter M. Those can be the forks in the road” for many companies, said Carpenter. “And individual company circumstances get layered on that. How is the outlook in this sector versus what I want to do? Is the next generation going to succeed? That leads some of these decisions.” www.workboat.com • APRIL 2020 • WorkBoat

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Satellite Communications

Higher Power By Michael Crowley, Correspondent

ne of the first notions of satellite communication came out in a 1945 article whose author saw it as a way to distribute television programs. It wasn’t until 1958 that the first communication satellite was launched — the U.S. Army’s SCORE (signal communication by orbiting relay) aboard an Atlas rocket. It used a tape recorder to store and forward voice communications. Today, there are approximately 2,200 satellites in orbit. So, it’s no longer necessary to prove that you can put one in orbit. Instead, as the three companies described below show, the goal is to refine existing technology and expand communications options. Iridium Communications Inc. started refreshing its entire constellation of 66 low-earth orbiting (LEO) satellites (about 450 miles above the earth) in 2017 and finished in early 2019. “It’s a brand new network,” said Iridium’s Will Krause. “It’s the newest L-band network that’s fully global.” This allowed for the introduction of Iridium’s Certus broadband platform with the Cobham Sailor 4300 and Thales VesseLINK. “They operate with the fastest L-band service with download speeds up to 704 kilobits per second,” Krause said. That gets you on line quicker,

One of Iridium’s 66 cross-linked low-earth orbit (LEO) satellites that were recently updated.

gets more information and gets it quicker. He described L-band as “a very robust, healthy signal unencumbered by weather” blockages. The Sailor 4300 is a full-featured broadband terminal with three voice lines for global calling and can be used for all normal shipboard communications. With onboard sensors for such things as fuel monitoring and alarms, data can be sent back to the vessel’s operation center. In January, the International Maritime Organization authorized Iridium to provide Global Maritime Distress and Safety System (GMDSS) service — used to recognize mariners in distress at sea — with its LEO satellite network. Iridium is just the second satellite provider to offer GMDSS service. (Inmarsat is the other GMDSS satellite provider.) Iridium’s GMDSS terminals “are the first ones to have truly global safety services,” said Krause, noting that while the “G” in GMDSS stands for global coverage, there hadn’t been the possibility of coverage at the north and south poles until Iridium was approved by the IMO. Iridium’s first GMDSS terminal is the Lars Thrane LT 3100S, which is designed for 100% www.workboat.com • APRIL 2020 • WorkBoat

Iridium Communications

Satellite communications providers are fine-tuning existing technology and expanding options.

and the V11-HTS TracPhone with a one-meter antenna. Recently, the V3-HTS TracPhone with a 39-centimeter antenna became available. The monthly fee, which includes the antenna, installation and a monthly data plan, starts at $799 for the V7-HTS and V11-HTS and goes up depending on how much data is required. It’s a $499 monthly fee for the V3HTS, though the V3-HTS is only for regional satellite coverage. The V7HTS and V11-HTS are global coverage. However, regional airtime rates are available at a slightly lower cost, which would be ideal if, say, you want a V7-HTS but your vessel never leaves the Gulf of Mexico. A relatively new feature with KVH’s satellite communication systems is its high throughput satellite technology, which is indicated by the “HTS” with each of the three antenna systems. It takes advantage of Ku-band (or VSAT) HTS satellites launched by Intelsat to achieve higher data speeds. “KVH now offers data speeds five times higher than what we previously offered,” said Connors. For the V-3-HTS it’s 5 Mbps download, 2 Mbps upload. The V7-HTS and the V11-HTS both have internet of things capability allowing real time data transfer from the vessel to shore. This might be something such as engine data that could be sent to the vessel’s home office or the engine manufacturer to monitor potential problems. Both a high-speed data channel and a low-speed data channel can be used at the same time. The low-speed channel would transmit data pertaining to the vessel’s equipment, while the high-speed channel is for video conferencing, crew connectivity or bridge operations.

KVH

KVH Imagine you need to upgrade your satellite communications system but it’s been tough to come up with the funds required for the purchase and installation. AgilePlans from KVH Industries Inc. allows you to get around the need for the large capital outlay with a plan that’s marketed only to commercial boats. You don’t have to come up with that $25,000 to $30,000 for an antenna, or anything else for that matter. In what is basically a subscription plan, KVH sets you up with the antenna, installs it and handles any maintenance and service needs. Then you sign up for a data plan that covers your communication requirements and pay a monthly fee for the whole package. “We made AgilePlans a nocommitment program to help commercial fleets deal with the challenge of the global maritime economy,” said KVH’s Jill Connors. Two years ago, AgilePlans was introduced with KVH’s V7-HTS TracPhone with a 60-centimeter antenna

KVH’s TracPhone V3-HTS is available with AgilePlans regional coverage.

GLOBALSTAR Globalstar pushed its portable SAT-Fi2 Wi-Fi Hotspot to the next level in November by matching it up with a remote antenna station, creating the SAT-Fi2 RAS (remote antenna station). That turns a smart device into a satellite communications instrument. With Wi-Fi hotspot technology its ra-

www.workboat.com • APRIL 2020 • WorkBoat

Globalstar

global GMDSS services. (Sailor 4300 and VesseLINK will offer GMDSS service next year.) The LT 3100S has three key GMDSS services: distress alert, distress voice, and maritime safety information. It also provides voice, texting and data services. “You can do voice calls on it, messaging on it and have the entire emergency infrastructure,” said Krause. Then throw in things such as longrange identification and tracking and ship security service.

Globalstar’s SAT-Fi2 remote antenna station.

dius of connectivity allows you to stay connected through Globalstar’s LEO satellite constellation, whether on deck or in the wheelhouse, talking, texting or emailing. The SAT-Fi2 RAS is priced at $1,299. Up to eight smart devices can be connected to what amounts to your own Wi-Fi satellite network. In March a bundled package became available for $1,799 that includes a magnetic mountable antenna or a pole mountable antenna and a cable connection. “It is designed as a low-cost alternative satellite terminal,” said Denise Davila, Globalstar’s corporate communications manager. A relatively new satellite related product from Globalstar is Spot My Globalstar, introduced a year ago. “It was introduced as an enterprise solution,” said Davila, bringing together several Globalstar products, giving fleet operators, for example, real time tracking of vessels. “If you want to track fleet deliveries, put a tracking device on each boat.” The boats are tracked in real time and if one goes beyond a set boundary an alert will appear. “We have a client in the Gulf of Mexico who does a lot of fleet management,” said Davila. “He uses it to see where his guys are, where they are traveling, if they are staying on course, if they are doing (a job) in the set amount of time what they should be.” You determine how often a vessel is tracked, be it five minutes or five hours. The sensor could also be used as an anti-theft device. Another client tracks buoys and another tracks Arctic icebergs. After putting a solar unit on the iceberg, “he can see where the safe passages are for his fleet and plan their route.” 31

OUTBOARD DIRECTORY / 2020 Oxe’s new 300-hp diesel outboard was featured at the Laborde Products booth at the Miami International Boat Show in February.

hree years ago, WorkBoat began putting together an outboard engine directory because more and more outboards were finding their way into military, government and commercial applications. And that trend is expected to continue. At this year’s Miami International Boat Show, for example, Inventech Marine Solutions/Life Proof Boats brought one of its aluminum patrol boats for government, military, and all other professionals to see. (Though the show primarily showcases recreational boating, there is a place there for commercial workboats too.) Also at the show, Covington, La.-based Laborde Products had Oxe’s new 300-hp diesel outboard in its booth, and it received a lot of attention. The Swedish diesel outboard features a BMW engine. OXE says the primary customers for the diesel 300-hp outboard are search and rescue operations, government and transportation operators, and other marine applications with high-speed and high

load demands. Those are all workboat applications. The new outboard will be available in the near future. Speaking of diesel outboards, UK-based Cox Powertrain recently introduced its CXO300 diesel outboard to the market to take advantage of the trend. “The biggest rise in outboards is the convenience of access to the engine, should anything go wrong, meaning less downtime and disruption to operations,” David LeBlanc, director of sales and product development with Cox Powertrain dealer Innovative Diesel Technology, Houma, La., said in an interview last year. “The CXO300 offers the same fuel saving benefits of an inboard engine so the economic advantages are not compromised. Also, with space on boats being more restrictive, having large inboard engines isn’t always convenient. There is also an increased interest in diesel outboards because diesel is more widely available. It is also safer to use and allows the mother craft the convenience of carrying a single fuel.” — Ken Hocke www.workboat.com • APRIL 2020 • WorkBoat

Ken Hocke

2020 OUTBOARD DIRECTORY

Outboard Directory Sponsored by

Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

COX POWERTRAIN LTD. The Cecil Pashley Building, Unit 8, Cecil Pashley Waym Shoreham (Brighton Way) Airport, Lancing, West Sussex, UK Bn43 5FF info@coxpowertrain.com / www.coxmarine.com / +44 (0) 1273 454 424 • Innovative Diesel Technology, 1903 Coteau Road, Houma, LA 70364 • David J. LeBlanc, Director of Sales and Product Development / 985-850-0066 / dleblanc@invdtech.com / invdtech.com CXO300

826

300 @ 4,000

266

3.3x3.9

EVINRUDE OUTBOARD MOTORS/BRP 10101 Science Dr., Sturtevant, WI 53177 800-901-3228 / www.evinrude.com E-TEC G2 D.I.

390-426

115 @ 5,000-6,000 rpm

114

3.85x3.25

E-TEC G2 D.I.

390-426

140 @ 5,000-6,000 rpm

114

3.85x3.25

E-TEC G2 D.I.

397-433

150 @ 5,000-6,000 rpm

114

3.85x3.25

E-TEC G2 D.I. (150 High Output)

496-541

150 @ 5,000-6,000 rpm

167

3.39x3.10

E-TEC G2 D.I.

496-541

175 @ 5,000-6,000 rpm

167

3.39x3.10

E-TEC G2 D.I.

496-541

200 @ 5,000-6,000 rpm

167

3.39x3.10

E-TEC G2 D.I. (200 High Output)

547-569

200 @ 5,400-6,000 rpm

210

3.85x3.00

E-TEC G2 D.I. (225 High Output)

547-569

225 @ 5,400-6,000 rpm

210

3.85x3.00

E-TEC G2 D.I.

558-570

250 @ 5,400-6,000 rpm

210

3.85x3.00

E-TEC G2 D.I. (250 High Output)

537-569

250 @ 5,400-6,000 rpm

210

3.85x3.00

E-TEC G2 D.I.

537-569

300 @ 5,400-6,000 rpm

210

3.85x3.00

E-TEC D.I.

320

90, 75, 60 H.O. @ 5,000-5,500 rpm

3.62x2.60

E-TEC D.I.

150

25 @ 5,500-6,000 rpm

2.992x2.5

E-TEC D.I.

187

15 H.O. @ 5,000-5,500 rpm

2.992x2.5

V6 60° E-TEC D.I.

418-433

150, 135 H.O. @ 5,400-6,000 rpm

158.2

3.62x2.60

V4 60° E-TEC D.I.

390

115, 90 H.O. @ 5,500-6,000

105.4

3.62x2.60

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OUTBOARD DIRECTORY / 2020 Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

Portable

114.4

3.5, 6, 9.8, 15 @ 5,000-6,000 rpm

21.41

2.4x2.36

V6 60° E-TEC D.I.

428

105, 60, 40 @ 5,400-6,000 rpm

158.2

3.62x2.60

E-TEC D.I. (Inline)

250-277

60, 55, 50, 40, 30 @ 5,500-6,000 rpm

3.62x2.60

2.4x2.5

HONDA MARINE 4900 Marconi Dr., Alpharetta, GA 30005-8847 770-497-6400 / www.marine.honda.com BF25

155-160

25 @ 5,500 rpm

552 cc

BF30

155-160

30 @ 6,000 rpm

552 cc

2.4x2.5

BF75

357

75 @ 5,500 rpm

808 cc

2.87x3.52

BF90

359

90 @ 5,800 rpm

1,496 cc

2.87x3.52

BF100

359

100 @ 5,900 rpm

1,496 cc

2.87x3.52

BF60

239

60 @ 5,500 rpm

998 cc

2.87x3.13

BFP60

239

60 @ 5,500 rpm

998 cc

2.87x3.13

BF40

214

40 @ 5,500 rpm

808 cc

2.76x2.76

BF50

214

50 @ 6,000 rpm

808 cc

2.76x2.76

BF115

478

115 @ 5,250 rpm

2,354 cc

3.43x3.9

BF135

478

135 @ 5,500 rpm

2,354 cc

3.43x3.9

BF150

478

150 @ 5,500 rpm

2,354 cc

3.43x3.9

BF200

622

200 @ 5,500 rpm

3,583 cc

3.5x3.77

BF200 iST

—

200 @ 5,500 rpm

3,583 cc

3.5x3.8

BF225

622

225 @ 5,500 rpm

3,583 cc

3.5x3.77

BF225 iST

—

225 @ 5,500 rpm

3,583 cc

3.5x3.8

BF250

622

250 @ 5,800 rpm

3,583 cc

3.5x3.77

BF250iST

—

250 @ 5,800 rpm

3,583 cc

3.5x3.8

BF20

104-110

20 @ 5,500 rpm

350 cc

2.3x2.5

BF15

104-110

15 @ 5,000 rpm

350 cc

2.3x2.5

BF9.9

92-107

9.9 @ 5,500 rpm

222 cc

2.3x1.7

BF8

92-107

8 @ 5,000 rpm

222 cc

2.3x1.7

BF5

60-81

5 @ 5,500 rpm

127 cc

2.4x1.8

BF2.3

29.5-31

2.3 @ 5,500 rpm

57.2 cc

1.8x1.4

BF150J/105 Jet

501

105 @ 5,500 rpm

2,354 cc

3.4x3.9

BF90J/65 Jet

373

65 @ 5,800 rpm

1,496 cc

3.0x3.5

BF60J/40 Jet

288

40 @ 5,500 rpm

998 cc

2.9x3.1

PORTABLES

JET DRIVE SERIES

MERCURY MARINE W6250 Pioneer Road, P.O. Box 1939, Fond du Lac, WI 54936-1939 920-929-5040 / www.mercurymarine.com 25 EFI FourStroke

157

25 @ 5,000-6,000 rpm

32.1

2.4x2.36

20 EFI FourStroke

20 @ 5,700-6,200 rpm

20.3

2.4x2.24

15 SeaPro

15 @ 4,500-6,200 rpm

20.3

2.4x2.24

15 ProKicker FourStroke

122

15 @ 5,700-6,200 rpm

20.3

2.4x2.24

15 EFI FourStroke

15 @ 5,799-6,200 rpm

20.3

2.4x2.24

www.workboat.com • APRIL 2020 • WorkBoat

Outboard Directory Sponsored by

Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

9.9 ProKicker FourStroke

108

9.9 @ 5,000-6,000 rpm

12.8

2.16x1.73

9.9 FourStroke

9.9 @ 5,000-6,000 rpm

12.8

2.16x1.73

8 FourStroke

8 @ 5,000-6,000 rpm

12.8

2.16x1.73

6 FourStroke

6 @ 5,000-6,000 rpm

7.5

2.32x1.77

5 Propane SailPower

5 @ 5,000-6,000 rpm

7.5

2.32x1.77

5 Propane FourStroke

5 @ 5,000-6,000 rpm

7.5

2.32x1.77

5 FourStroke SailPower

5 @ 4,500-5,500 rpm

7.5

2.32x1.77

5 FourStroke

5 @ 4,500-5,500 rpm

7.5

2.32x1.77

4 FourStroke

4 @ 4,500- 5,500 rpm

7.5

2.32x1.77

3.5 FourStroke

3.5 @ 5,000-6,000 rpm

5.2

2.16x1.42

2.5 FourStroke

2.5 @ 4,500-5,500 rpm

5.2

2.16x1.42

400 Verado

668

400 @ 6,200-6,800 rpm

159

3.23x3.23

350 Verado

668

350 @ 5,800-6,400 rpm

159

3.23x3.23

300 Verado

600

300 @ 5,200-6,000 rpm

281

3.6x3.4

250 Verado

600

250 @ 5,200-6,000 rpm

281

3.6x3.4

300 CMS SeaPro

527

300 @ 4,800-5,600 rpm

281

3.6x3.4

300 AMS SeaPro

600

300 @ 4,800-5,600 rpm

281

3.6x3.4

250 SeaPro

527

250 @ 4,800-5,600 rpm

281

3.6x3.4

225 SeaPro

527

225 @ 4,800-5,600 rpm

281

3.6x3.4

200 SeaPro

483

200 @ 4,600-5,400 rpm

207

3.6x3.4

300 Pro XS

505

300 @ 5,600-6,200 rpm

281

3.6x3.4

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Interceptor 40’

Produced By Diversified Communications

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www.metalcraftmarine.com • 1-800-410-8464 35

OUTBOARD DIRECTORY / 2020 Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

250 Pro XS

505

250 @ 5,600-6,200 rpm

281

3.6x3.4

225 Pro XS

505

225 @ 5,600-6,200 rpm

281

3.6x3.4

200 Pro XS

505

200 @ 5,600-6,200 rpm

281

3.6x3.4

175 Pro XS

470

175 @ 5,400-6,000 rpm

207

3.6x3.4

300 FourStroke

527

300 @ 5,200-6,000 rpm

281

3.6x3.4

250 FourStroke

527

250 @ 5,200-6,000 rpm

281

3.6x3.4

225 FourStroke

475

225 @ 5,200-6,000 rpm

207

3.6x3.4

200 FourStroke

475

200 @ 5,000-5,800 rpm

207

3.6x3.4

150 Pro XS

456

150 @ 5,200-6,000 rpm

183

4.0x3.6

115 Pro XS

359

115 @ 5,300-6,300 rpm

128

3.5x3.2

150 FourStroke

455

150 @ 5,000-5,800 rpm

183

4.0x3.6

115 FourStroke

359

115 @ 5,000-6,000 rpm

128

3.5x3.2

90 FourStroke

359

90 @ 5,000-6,000 rpm

128

3.5x3.2

75 FourStroke

359

75 @ 4,500-5,500 rpm

128

3.5x3.2

150 SeaPro

455

150 @ 4,800-5,300 rpm

183

4.0x3.6

115 SeaPro

363

115 @ 5,000-5,500 rpm

128

3.5x3.2

90 SeaPro

363

90 @ 5,000-5,500 rpm

128

3.5x3.2

75 SeaPro

363

75 @ 5,000-5,500 rpm

128

3.5x3.2

80 Jet

378

80 @ 5,000-6,000 rpm

128

3.5x3.2

65 Jet

378

65 @ 5,000-6,000 rpm

128

3.5x3.2

60 EFI FourStroke

247

60 @ 5,500-6,000 rpm

995 cc

2.56x2.95

50 EFI FourStroke

247

50 @ 5,000-6,000 rpm

995 cc

2.56x2.95

40 EFI FourStroke

204

40 @ 5,500-6,000 rpm

747 cc

2.56x2.95

40 FourStroke

204

40 @ 5,500-6,000 rpm

—

40 FourStroke

260

40 @ 5,500-6,000 rpm

995 cc

2.56x2.95

30 EFI FourStroke

172

30 @ 5,250-6,250 rpm

526 cc

2.4x2.36

60 SeaPro

260

60 @ 4,500-5,500 rpm

995 cc

2.56x2.95

40 SeaPro

260

995 cc

2.56x2.95

40 Jet

267

40 @ 5,000-6,000 rpm

995 cc

2.56x2.95

35 Jet

267

35 @ 5,000-6,000 rpm

995 cc

2.56x2.95

—

OXE DIESEL Laborde Products, 74257 Hwy. 25, Covington, LA 70435 • 7410 Miller Road 2, Building 4, Houston, TX 77049 800-628-9882 / labordeproducts.com / ccerullo@labordeproducts.com OXE Diesel, Metallgalan 17 b, SE 262 72 Angelholm, Sweden +46 431 37 11 30 / info@oxe-diesel.com OXE 125

772 (350 kg)

125 @ 4,100

122

OXE 150 Diesel

772 (350 kg)

150 @ 4,100

122

—

OXE 200 Diesel

650-705

200 @ 4,100

122

—

OXE Kreta

750 (340 kg)

150 @ 4,100

122

—

OXE 300

870

300 @ 4,200-4,400

3.0 L

—

RAIDER OUTBOARDS INC. 1855 Shepard Dr., Titusville, FL 32780 321-403-3585 / www.raideroutboards.com / george@raideroutboards.com Raider 40

145

45/47 (JP fuel) @ 5,200-5,800 rpm

30.08

—

Raider 50

175

55/57 (JP fuel) @ 5,000-5,800 rpm

42.5

—

www.workboat.com • APRIL 2020 • WorkBoat

Outboard Directory Sponsored by

Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

SEVEN 7 MARINE W186 N11676 Morse Dr., Germantown, WI 53022 262-502-7770 / seven-marine.com 527

1,094

527 @ 5,800 rpm

376

4.06x3.62

577s

1,094

577 @ 5,700 rpm

376

4.065x3.622

627sv

1,094

627 @ 5,800 rpm

376

4.06x3.62

SUZUKI MOTOR OF AMERICA 3251 E. Imperial Hwy., Brea, CA 92821-6795 714-996-7040, ext. 2322 | www.suzuki.com | dgreenwood@suz.com DF350A

727

350 @ 5,700-6,300 rpm

267.9

3.74x3.82

DF350A

747

350 @ 5,700-6,300 rpm

267.9

3.74x3.82

DF300AP

626

300 @ 5,700-6,300 rpm

245.8

3.81x3.46

DF300AP

659

300 @ 5,700-6,300 rpm

245.8

3.81x3.46

DF250AP

639

250 @ 5,500-6,100 rpm

245.8

3.81x3.46

DF250AP

659

250 @ 5,500-6,100 rpm

245.8

3.81x3.46

DF250T

606-626

250 @ 5,500-6,100 rpm

220.5

3.75x3.35

DF225T

606-626

225 @ 5,000-6,000 rpm

220.5

3.75x3.35

DF250SS

606

250 @ 5,300-6,300 rpm

250

3.81x3.46

DF200A

518-529

200 @ 5,500-6,100 rpm

200

3.81x3.81

DF200SS

529

200 @ 5,500-6,100 rpm

200

3.81x3.81

DF175A

511-522

175 @ 5,500-6,100 rpm

175

3.81x3.81

DF175AP

522

175 @ 5,500-6,100 rpm

175

3.81x3.81

DF150A

522

150 @ 5,000-6,000 rpm

175

3.81x3.81

DF150SS

522

150 @ 5,000-6,000 rpm

150

3.81x3.81

DF140A

405

140 @ 5,600-6,200 rpm

124.7

3.40x3.50 3.40x3.50

DF115SS

405

115 @ 5,000-6,000 rpm

124.7

DF90A

352

90 @ 5,300-6,300 rpm

91.8

3.0x3.30

DF70A

352

70 @ 5,000-6,000 rpm

91.8

3.0x3.30

DF60A

229

60 @ 5,300-6,300 rpm

57.4

2.85x2.99

DF50A

229

50 @ 5,300-6,300 rpm

57.4

2.85x2.99

DF40A

229

40 @ 5,000-6,000 rpm

57.4

2.85x2.99

DF30A EFI

143

30 @ 5,300-6,300 rpm

29.8

2.80x2.68

DF25A EFI

143

25 @ 5,000-6,000 rpm

29.8

2.80x2.68

DF20A EFI

108

20 @ 5,300-6,300 rpm

2.38x2.24

DF9.9BT EFI

120

9.9 @ 4,700-5,700 rpm

2.38x2.24

DF60AV

253

60 @ 5,300-6,300 rpm

57.4

2.85x2.99

DF50AV

253

50 @ 5,300-6,300 rpm

57.4

2.85x2.99

DF30A EFI

158

30 @ 5,300-6,300 rpm

29.8

2.80x2.68

DF25A EFI

143

25 @ 5,000-6,000 rpm

29.8

2.80x2.68

DF15A EFI

108

15 @ 5,000-6,000 rpm

2.38x2.24

DF6A

6 @ 4,750-5,750 rpm

8.4

2.44x1.81

DF4A

4 @ 4,000-5,000 rpm

8.4

2.44x1.81

DF2.5

2.5 @ 5,250-5,750 rpm

4.1

1.89x1.50

www.workboat.com • APRIL 2020 • WorkBoat

OUTBOARD DIRECTORY / 2020 Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

TOHATSU AMERICA CORP. 670 S. Freeport Parkway, Suite 120, Coppell, TX 75019 469-771-3740 | www.tohatsu.com MFS40

209

40 @ 5,000-6,000 rpm

52.84

2.75x2.95

MFS40 JET

237

40 @ 5,000-6,000 rpm

52.8

2.76x2.96

MFS35 JET

234

35 @ 5,000-6,000 rpm

52.8

2.76x2.96

BFT250

613

250 @ 5,300-6,300 rpm

218.6

3.5x3.8

BFT225

589

225 @ 5,000-6,000 rpm

211.7

3.5x3.7

BFT200

584

200 @ 5,000-6,000 rpm

211.7

3.5x3.7

BFT150

478

150 @ 5,000-6,000 rpm

143.6

3.4x3.9

BFT115

478

115 @ 4,500-6,000 rpm

143.6

3.4x3.9

BFT90

366

90 @ 5,300-6,300 rpm

91.3

2.9x3.5

BFT75

364

75 @ 5,000-6,000 rpm

91.3

2.9x3.5

BFTW60

262

60 @ 5,000-6,000 rpm

2.9x3.1

BFT60

243

60 @ 5,000-6,000 rpm

2.9x3.1

MFS50

209

50 @ 5,000-6,000 rpm

52.8

2.76x2.95

MFS60

209

50 @ 5,000-6,000 rpm

52.8

2.76x2.96

MFS30

157

30 @ 5,250-6,250 rpm

32.09

2.4x2.36

MFS25

157

25 @ 5,000-6,000 rpm

32.09

2.4x2.36

MFS25 JET

234

25 @ 5,000-6,000 rpm

52.8

2.76x2.96

MFS20

94.8

20 @ 5,400-6,100 rpm

20.3

2.4x2.24

MF15

94.8

15 @ 5,400-6,100 rpm

20.3

2.4x2.24

MFS9.9

94.8

9.9 @ 5,400-6,100 rpm

20.3

2.4x2.24

MFS9.8

9.8 @ 5,000-6,000 rpm

12.8

2.17x1.73

PORTABLES

MFS8

8 @ 5,000-6,000 rpm

12.8

2.17x1.73

MFS6

6 @ 5,000-6,000 rpm

7.5

2.32x1.77

MFS5 LPG

5 @ 5,000-6,000 rpm

7.5

2.32x1.77

MFS5

5 @ 4,500-5,500 rpm

7.5

2.32x1.77

MFS4

4 @ 4,500-5,500 rpm

7.5

2.32x1.77

MFS3.5

3.5 @ 5,000-6,000 rpm

5.2

2.17x1.42

MFS2.5

2.5 @ 4,500-5,500 rpm

5.2

2.17x1,42

TORQEEDO INC. NORTH AMERICA 171 Erick Street, Unit D-2, Crystal Lake, IL 60014 815-444-8806 / www.torqeedo.com/us/en-us Cruise 10.0 T

—

132.66-138.6

20 @ 1,400 rpm

—

Cruise 10.0 R

—

131.8-137.8

20 @ 1,400 rpm

—

Cruise 2.0 T

—

38.5-40.92

5 @ 1,300 rpm

—

Cruise 2.0 R

—

33.66-35.64

5 @ 1,300 rpm

—

Cruise 4.0 T

—

40.26-42.68

8 @ 1,300 rpm

—

Cruise 4.0 R

—

35.42-37.4

8 @ 1,300 rpm

—

Deep Blue 25 R

—

306

40 @ 2,400 rpm

—

Deep Blue 50 R

—

306

80 @ 2,400 rpm

—

www.workboat.com • APRIL 2020 • WorkBoat

Outboard Directory Sponsored by

Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

YAMAHA MOTOR CORP. USA 1270 Chastain Road, Kennesaw, GA 30144 866-894-1626 | www.yamahaoutboards.com F350C

763

350 @ 5,000-6,000 rpm

323

3.7x3.78

F300

562

300 @ 5,000-6,000 rpm

256

3.78x3.78

F250

551

250 @ 5,000-6,000 rpm

256

3.78x3.78

F225

551

225 @ 5,000-6,000 rpm

256

3.78x3.78

F425 XTO Offshore

952

425 @ 5,000-6,000 rpm

341

3.78x3.78

F200

608

200 @ 5,000-6,000 rpm

201

3.7x3.17

F200

487

200 @ 5,000-6,000 rpm

171

3.78x3.79

F175

483

175 @ 5,000-6,000 rpm

171

3.78x3.79

F150

478

150 @ 5,000-6,000 rpm

165

3.70x3.79-3.78x3.79

F115

377

115 @ 5,300-6,300 rpm

110

3.19x3.5

F90

353

90 @ 5,000-6,000 rpm

110

3.19x3.5

F75

353

75 @ 5,000-6,000 rpm

110

3.19x3.5

F70

253

70 @ 5,300-6,300 rpm

2.56x2.95

F60

247

60 @ 5,000-6,000 rpm

2.56x2.95

F50

247

50 @ 5,000-6,000 rpm

2.56x2.95

F40

214

40 @ 5,000-6,000 rpm

747 cc

2.56x2.95

F30

214

30 @ 5,000-6,000 rpm

747 cc

2.56x2.95

F25

126

25 @ 5,000-6,000 rpm

432 cc

—

F20

126

20 @ 5,000-6,000 rpm

432 cc

—

F15

111

15 @ 5,000-6,000 rpm

362 cc

—

F9.9

9.9 @ 5,000-6,000 rpm

212 cc

—

8 @ 5,000-6,000 rpm

212 cc

—

6 @ 4,500-5,500 rpm

139 cc

—

4 @ 4,000-5,000 rpm

139 cc

—

F2.5

2.5 @ 5,250-5,750 rpm

72 cc

—

VF250

505

250 @ 5,000-6,000 rpm

4,169 cc

—

VF225

505

225 @ 5,000-6,000 rpm

4,169 cc

—

VF200

505

200 @ 5,000-6,000 rpm

4,169 cc

—

PORTABLES

V MAX SHO

VF175

480

175 @ 5,000-6,000 rpm

2,785 cc

—

VF150

480

150 @ 5,000-6,000 rpm

2,785 cc

—

VF115

377

115 @ 5,300-6,300 rpm

1,832 cc

—

VF90

353

90 @ 5,000-6,000 rpm

1,832 cc

—

T60

262

60 @ 5,000-6,000 rpm

996 cc

—

T50

262

50 @ 5,000-6,000 rpm

996 cc

—

T25

141

25 @ 5,000-6,000 rpm

432 cc

—

3.15x3.15

HIGH THRUST

YANMAR Laborde Products, 74257 Hwy. 25, Covington, LA 70435/7410 • Miller Road 2, Building 4, Houston, TX 77049 800-628-9882 | labordeproducts.com | ccerullo@labordeproducts.com Dtorque 111

www.workboat.com • APRIL 2020 • WorkBoat

392

50 @ 3,500-4,000 rpm

PortofCall

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EMPLOYMENT

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HR@smithmarinetowing.com www.smithmarinetowing.com

OFFSHORE WORKERS NEEDED!

Cooks, Utility Hands, Galleyhands & Riggers All applicants must have: TWIC card Water Survival T Huet & Safe Guard certification. Positions require travel and set schedules. Send resume to

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www.workboat.com • APRIL 2020 • WorkBoat

****

Post a Job today Contact:

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**** 41

PortofCall

Your Source For Employment, Equipment & Services LEGAL

MARINE GEAR

Classified and Employment Advertising Contact: Wendy Jalbert wjalbert@divcom.com (207) 842-5469

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MARINE GEAR

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

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

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MARINE GEAR & SUPPLIES

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www.workboat.com • APRIL 2020 • WorkBoat

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Coast Guard & State Pilotage License Insurance

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Fishing Vessel Qualified. Complete course and examination for all vessel types and uses. 1-800-245-4425 or navsurvey.com 46

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

www.workboat.com • APRIL 2020 • WorkBoat

For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496

SERVICES

We Build the Ship First. Production Lofting Detail Design 3D Modeling St. John’s, NL | Vancouver, BC | New Orleans, LA 709.368.0669 | 504.287.4310 | www.genoadesign.com

Become a member of the Council of American Master Mariners and join us in supporting the U.S. Merchant Marine, the Jones Act and the Seaman’s working rights.

ADVERTISERS INDEX Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . 28 All American Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Bloom Incorporated . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . 23

Go to:

www.mastermariner.org

David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . . . 3 Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . . . CV3 FPT Industrial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV2 Imtra Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 International WorkBoat Show . . . . . . . . . . . . . . . . . . . . 17 JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4 KVH Industries Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Laborde Products Inc . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Metalcraft Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Research Products/Incinolet . . . . . . . . . . . . . . . . . . . . . 29 RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . 6 Waterline Systems LLC . . . . . . . . . . . . . . . . . . . . . . . . 27 Subsalve USA Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Tandemloc, Inc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

www.workboat.com • APRIL 2020 • WorkBoat

LOOKS BACK APRIL 1960

• W.J. Amoss, the first man to hold the position of director of the Port of New Orleans, has been reappointed to the post succeeding Robert W. French, it was announced recently by Terence J. Smith, president of the Board of Commissioners of the port. Since Sept. 1, 1956, Amoss has held an executive position with American and Foreign Power

Co. Inc. in Cuba. French recently announced his resignation to become president of the Tax Foundation Inc., New York. • A versatile new 90' tug, the Chemung, built at Ira S. Bushey and Sons, Brooklyn, N.Y., was placed in service recently by Spentonbush Fuel Transportation Co. Powered by an 1,800-hp Fairbanks Morse opposed-piston diesel, the new APRIL 1970 tug is intended • The past year was a good one for builders of workboats and barges. The boatbuilding scoresheet for 1969 totaled more than 575 workboats built or under construction during 1969 along with more than 650 barges. Waterborne commerce in the U.S. during 1969 totaled 1.432 million tons — an all-time high, according to preliminary estimates compiled by the U.S. Army Corps of Engineers.

for work on the New York barge canal, in coastwise service, and for miscellaneous harbor towing. The engine drives through a controlled-slip clutch and reverse-reduction gears. • The West Coast Inland Navigation District, Bradenton, Fla., part of the Atlantic Intracoastal Canal, has completed 100% of its construction. The waterway is picking up in barge traffic.

APRIL 1980

• Conservation will headline the nation’s waterways agenda in the 1980s, said Lt. Gen. John W. Morris, U.S. Army Corps of Engineers. At a luncheon address at the annual meeting of the Water Resources Congress, the chief engineer was optimistic about the future. • It was a grand opening New Or48

leans style: the world famous Olympia Jazz Band led a happy procession from the Marriott Hotel down Canal Street, the world’s widest city street, to open the 1980 WorkBoat Show. Months of preparation and expectation were over as thousands of visitors swarmed onto the exhibit floor. The official attendee count was 9,191. www.workboat.com • APRIL 2020 • WorkBoat

Duramax Marine Products and Knowledge You Trust. ®

All Made in USA

Duramax Marine® is the world leader in water-lubricated bearing technology and has gained the trust of marine professionals around the world, setting performance records our competitors are still trying to meet. www.DuramaxMarine.com

NEW! DryMax® Rudder Seal

DryMax® Shaft Seal

DuraCooler® SuprStak® Keel Cooler

DuraBlue® Rudder Bushings

Johnson® Cutless® Bearings

This axial system provides excellent sealing and can accommodate large increases in radial clearances due to wearing down of rudder stock bushings. Designed to deliver long service life.

Shaft Sealing System has nitrile rubber seal that rotates with the shaft and creates a hydrodynamic seal. Seal is easy to maintain, reliable, and boasts a low life cycle cost and total cost of ownership.

SuprStak® with TurboTunnel design is engineered to “jet” turbulent seawater in a tunnel-like configuration that greatly enhances heat transfer.

Composite Rudder Bushing and Thrust Washers that are self-lubricating and pollution free. It is dimensionally stable with ultra low friction and extremely long life.

Water-Lubricated Rubber Bearing Technology that has nothing more to prove. It’s the longest life bearing in harsh abrasive laden river applications.

Duramax Marine® is an ISO 9001:2015 Certified Company

Products And Knowledge You Trust

p: 440.834.5400 f: 800.497.9283

Karl Senner, LLC is proud to supply REINTJES gearboxes aboard 3 vessels for Hines Furlong Line. Barry Griffith and Carolyn Lampley, identical vessels built by Bourg Dry Dock & Services, each equipped with a pair of REINTJES WAF562L Reverse Reduction Gearboxes with a two-station Emerson Control Station. Jesse A. Mollineaux, built by Intracoastal Iron Works, is equipped with a pair of REINTJES WAF562L Reverse Reduction Gearbox with a two-station Emerson Control Station. Owner: Builder:

504-469-4000

Hines Furlong Line Bourg Dry Dock & Services and Intracoastal Iron Works

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