WorkBoat April 2021 by WorkBoat

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APRIL 2021

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A well-trained crew is key to fighting fires.

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ON THE COVER

APRIL 2021 • VOLUME 78, NO. 4

Students fight a fire in the engine room of the Fire Dragon, a 130' ship mockup built in 2001 for the India Tango Marine Firefighting Training Program. MITAGS photo

FEATURES 16 Vessel Report: Blue Collar A look at recent developments in the RIB market.

24 Cover Story: Flash Points To fight fires, are new rules and more training needed?

BOATS & GEAR

20 On the Ways • Master Marine delivers third of four 1,600-hp pushboats to Plimsoll Marine • Senesco delivers 4,200-hp ATB tug to Reinauer • Crowley launches and christens 55,000bbl. fuel barge built by Greenbrier Marine • Navy awards $235 million contract to Austal USA to build 15th expeditionary fast transport vessel • Blount delivers 68' crew transfer vessel to Atlantic Wind Transfers • Casco Bay Lines to build new ferry powered by a dieselelectric hybrid propulsion system • Fincantieri Marine partners with BMT to design and build a cable ship replacement for the Navy

28 Radar Love The latest radar offerings from three manufacturers.

32 2021 Outboard Power Guide WorkBoat’s annual directory of outboard engines.

AT A GLANCE 8 8 9 10 10 12 13

NEWS LOG 14 14 14 14 14

On the Water: Disappearing buoys — Part I. Captain’s Table: A reluctant player in the Covid virtual world. Energy Level: The cost of power grid independence. WB Stock Index: WorkBoat stocks post 13% increase in February. Inland Insider: Book review: The Legacy of Cenac Towing Co. Insurance Watch: Read your policy’s special terms and conditions. Legal Talk: A legal test for seaworthiness.

Austal USA president resigns. Vineyard Wind clears environmental review hurdle. Coast Guard to replace buoy tender fleet. Newport News layoffs total over 300. Passenger Vessel Services Act exemption sought.

www.workboat.com • APRIL 2021 • WorkBoat

DEPARTMENTS 2 6 40 47 48

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

Editor’sWatch

Fight fire with fire

fire at sea is the most terrifying thing I’ve ever experienced,” Capt. Andrew Kinsey, senior marine risk consultant for insurer Allianz Global Corporate & Specialty, told Dale DuPont for this month’s cover story. “You don’t have time to think. You can’t call 911. There’s no fire department.” That’s why in these terrifying situations it often comes down to how well trained the crew is and how often they have taken part in live drills. And the training must be realistic and keep everyone engaged, according to Tom Guldner, president of Marine Firefighting and a retired New York City Fire Department Marine Division lieutenant. “I’m a big proponent of live drills,” he told WorkBoat. And don’t do the same drill every time. “A lot of time the drills are everybody sits in the kitchen and discusses a fire in the galley.” In the workboat community, firefighting and training are held in high regard, Will Williamson, maritime training coordinator, Resolve Maritime Academy, Fort Lauderdale, Fla., and a Coast Guard veteran, told DuPont. Even so, budgets for training and safety gear are smaller than for other parts of the boat. “There’s a ton of room for improvement,” he said. Some improvement came from Subchapter M, which included several new firefighting requirements such as monthly fire drills for all crew – similar to blue water commercial vessels. Capt. Sean Tortora, master mariner at the marine consulting firm Long Island Maritime LLC, and author of ai16109820207_editwatch_BPA_2021.pdf Study Guide for Marine Fire Preven-

David Krapf, Editor in Chief

tion, Firefighting & Fire Safety, said that “definitely, fire safety was addressed in Subchapter M,” and a safety management system is the key. SMSes require recordkeeping, reporting and auditing and Tortora supports more training and more documentation. “You can have training, but you have to have the paper behind it.” As Capt. Jon Kjaerulff of MITAGS told Dale for the story, “there’s a core group of companies and operators who have taken this seriously all along. Unfortunately there are companies who go with the absolute minimum.” We need more companies to get serious.

1/18/21

10:00 AM dkrapf@divcom.com

WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Communications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 21 by Diversified Communications. Printed in U.S.A.

www.workboat.com •APRIL 2021 • 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

PUBLISHING OFFICES

• 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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We know that the WorkBoat Show is your annual chance to network, shop, connect, and get in the know among the best in the business. It is a maritime industry tradition. And through good times and bad, this is the marine industry’s show. With many things changing in the world right now, we want you to know that the International WorkBoat Show will be held as scheduled, December 1-3, 2021. For over 40 years the WorkBoat Show has been here for you and this year, more than ever, we cannot wait to host you in New Orleans.

Jeremiah Karpowicz jkarpowicz@divcom.com

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Illegal vessel charters are not safe

read the February article “Covid Cruising” and decided to comment. I am president of the National Association of Charterboat Operators (NACO). We represent legal and fully licensed for hire owners and operators across the U.S. Over the past several years we have been actively involved working with the U.S. Coast Guard and other passenger vessel associations on the increased numbers of illegal charter operations. These illegal operations do a tremendous disservice to the public by offering ways for people to use their own vessels to rent while not in full USCG compliance with all legal requirements to charter for hire. They also use their own vessels advertising floating condos and hotels. Aside from the illegal operations where the crews are not properly

licensed and trained in safety and compliance with alcohol and drug regulations, vessels that are carrying more than six paying passengers are not USCG certified. USCG certification carries a multitude of increased safety requirements for the vessel. While I hope that the information in the article about the company MarineMax offering captains and other crewmembers only pertains to their operations in other countries where safety requirements are not as strong as in the U.S., the article leaves an impression that such captain and crew offerings are available in the U.S. Again, the crew is not the only part of the operation that should be properly licensed. If the parties have more than six people, the vessel must be properly licensed as well. The Coast Guard Seventh District recently busted eight more illegal charters. The Seventh District has been in the forefront of busting illegal charters.

All professional and licensed mariners strive to keep passenger vessels safe to ensure the safety of passengers and crews. Illegal charters do not provide safe operations and only serve to fool the public for profit. Capt. Bob Zales II President National Association of Charterboat Operators Hurley, Miss.

WorkBoat encourages readers to write us about anything that appears in the magazine, on WorkBoat.com or pertains to the marine industry. To be published, letters must include the writer’s address and a daytime phone number.

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On the Water

Disappearing buoys — Part I By Joel Milton

it by bit, slowly but surely, they have been steadily disappearing from the landscape. Steel is missing where steel once was. One here, one there, then a pause followed by a couple at a time, as if they were being stolen overnight by enterprising scrap metal thieves. But there was no theft, at least not in the literal sense. The missing metal in question are buoys, red buoys in fact, that used to form a chain along the East Coast. Their original purpose was to serve as “coasting” navigation marks for vessels running along the coast, with red kept to your right when proceeding from north to south. Located strategically, the buoys keep shipping off the hazards located along the coast, such as shoals or wrecks. For now, some of these buoys still remain. New Jersey still has Barnegat, Brigantine and Avalon Shoal. But the 183-mile Delmarva Peninsula, which encompasses parts of Delaware, Maryland and Virginia, got hit hard. It lost buoys in Great Gull Bank, Winter Quarter Shoal, Blackfish Bank, Parramore Banks, Hog Island, and Smith Island. And

Captain’s Table

A reluctant participant in the coronavirus virtual world By Capt. Alan Bernstein

n over 40 years as a mariner, I never expected that I would work in a virtual world. In fact, I am willing to bet that most of you never expected to enter this virtual world so quickly and so completely either. During my career on the river, my experience with technology focused primarily on radar, engines, AIS and maybe my smartphone. But the coronavirus pandemic has put pressure on all of us to work differently. Up to this point, I have been a reluctant user of virtual technology. But I participated in the PVA Virtual Convention in February and thoroughly enjoyed it. I was expecting the worst and woke up in the middle of the night a couple of times worrying that it could turn into a virtual flop. It didn’t. Attendance was strong, attendees were engaged, and there was a virtual exhibit hall featuring the products and services of PVA associate members. The convention’s goal was to cover issues that passenger vessel operators might be thinking about during the pandemic as they hopefully begin to emerge and start operating again. Open roundtable discussions were encouraged. Topics 8

North Carolina’s Outer Banks have been picked clean from False Cape, at the Virginia-North Carolina border, to Cape Hatteras, with the Diamond Shoals “12” Buoy being the first one encountered. The rest of the Carolina capes (Cape Lookout, Cape Fear and Cape Romain, from northeast to southwest) are still physically marked with lighthouses and buoys. Then the big, long curve of the Southeast coast to Cape Canaveral before you see another prominent land feature. Canaveral, too, is still well marked. Some of the old “sea” and “fairway” buoys have likewise gradually disappeared over the years. This has been an ongoing process carried out by the Coast Guard’s Aids to Navigation (ATON) Branch. They did it in their usual fashion by publishing notices in “Section VI-Proposed Changes” of each district’s Local Notice to Mariners. Comments on the changes from working mariners and the general public are duly solicited. This includes every one of the old coasting buoys that are now gone. Joel Milton works on towing vessels. He can be reached at joelmilton@yahoo.com.

such as mask wearing, Covid liability, managing social distancing, the changing insurance market, marketing and using social media in a Covid environment were all discussed. Coast Guard Commandant Adm. Karl Schultz kicked off the convention with a virtual keynote address from Coast Guard headquarters in Washington, D.C. He discussed the recent mask mandate issued by the Biden administration and followed up with a safety bulletin from the Coast Guard. While my company, BB Riverboats, has a policy on mask wearing, I was relieved to hear Adm. Schultz say that he expects operators to make best efforts to comply. The convention also featured legal sessions on Covid liability and the Seaman’s Manslaughter Act and what steps operators can take to protect themselves in the event of an accident. There was also a helpful session on how to effectively conduct refresher training for employees who have not worked during the pandemic. I am now a convert and willing participant in the virtual world. While I look forward to the return of face-to-face meetings, elements of the virtual world will become permanent fixtures in our business lives for years to come. 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.

www.workboat.com • APRIL 2021 • WorkBoat

WORKBOAT GOM INDICATORS WTI Price U.S. Prod 1000s bopd DEC. '20 WTI Crude Oil 47.50 Baker Hughes Rig Count 17 IHS OSV Utilization 21.2% U.S. Oil Production (millions bpd) 11.0

Energy Level

Sources: Baker-Hughes; IHS Markit; U.S. EIA

The cost of power grid independence

FEB. '21 61.55 17 19.1% 10.0*

FEB. '20 49.78 22 29.6% 13.1

*Weekly Estimated

GOM RIG COUNT

GOM Rig Count

By Jim Redden, Correspondent

eing a leading producer of any commodity means little if you’re unable to faithfully distribute it to your customers. The state of Texas failed that elementary business principle in spectacular fashion during February’s historic deep freeze. Wholesale disruptions to the independently operated power grid of the nation’s leading oil, natural gas and wind energy producer left up to 4.5 million Texans without heat just as the state was gripped in a freakish winter storm the week of Feb. 14. Temperatures in Houston, a city that is obviously unaccustomed and unprepared to cope with sustained subfreezing conditions, fell to 13°F at one point with many without power for most of the week. The finger-pointing began almost immediately, with the middle digit pointed squarely at the now absurdly sounding Electric Reliability Council of Texas (ERCOT), which is responsible for managing power distribution across 90% of the state. Under the control of the gubernatorial-appointed Texas Public Utilities Commission (PUC), ERCOT said it was forced to cut power as an unprecedented spike

JAN. '21 52.78 16 18.9% 10.9*

GOM Rig Count Util. Rate %

20 15 10

2/20

2/21

5 0

in demand and frozen fuel supplies 20-Feb put the entire grid on the verge of a Mar-20 wholesale collapse that would have taken months toApr-20 restore. As it was, it May-20 was the domino effect, with generators across the stateJun-20 knocked offline. 20-Jul To be fair, ERCOT has no regulaAug-20 tory authority in its capacity as a nonSep-20 profit grid manager. The genesis of the 20-Oct blackout can beNov-20 traced to the 1970s, when Texas exerted Dec-20its independent streak and decoupled Jan-21 from the federally regulated eastern Feb-20 and western U.S. grids. This rendered Texas unable to acquire power from its neighbors and essentially put the state in what has been referred to as an “electricity island.” While adopting this deregulated, free market mindset functions

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nicely by reining in consumer costs 22 when the weather cooperates, when it doesn’t the results are 18 clear. 17 economic inWith no regulatory or 12 centive to winterize electrical generat11 ing facilities or set aside reserve power 12 supplies, the state was brought to its 13 knees when power plants, natural gas 14 compression stations, 13 coal piles, pipelines and the like froze13up, along with West Texas wind turbines. 17 While much of the blame has been 16 directed toward the suddenly inoper17 able wind and solar energy systems, they account for no more than 10% of the state’s total power generating capacity, which is dominated by natural gas.

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WorkBoat Composite Index Stocks jump over 13% in February

orkBoat stocks took off in February, rising 364 points, or 13.68%. For the month, winners topped losers 25-2. Seventeen companies posted doubledigit increases during the month. This included OSV operator Tidewater, which jumped over 31% in February.

In March, the company reported that year-end and fourth quarter 2020 revenue beat expectations. For the year, Tidewater reported $397 million in revenue and $92 million in the fourth quarter. This topped guidance of $385 million and $81 million. Tidewater said the improvement was driven by

STOCK CHART

Source: FinancialContent Inc. www.financialcontent.com

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

1/29/21 302.12 4,342.04 2,671.84 2,662.88 46.77 29,982.62 3,714.24

2/26/21 342.55 5,013.51 2,777.31 3,027.23 55.78 30,932.37 3,811.15

NET CHANGE 40.43 671.47 105.48 364.35 9.01 949.75 96.91

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

Inland Insider Book takes deep dive into Cenac Towing By Ken Hocke, Senior Editor Pelican Brand Oysters to Pioneer Tug and Barge: The Legacy of Cenac Towing Co.

Jason P. Theriot Page count: 200 2020 University of Louisiana at Lafayette Press

here are quite a few family-owned companies in the workboat industry that have been passed on from generation to generation. There are lots of stories about the families that own these companies — some of them true, some are tall tales, and some are simply falsehoods. One thing most of them have in common though is that they are almost always interesting. “Cenac Towing Company is one of those pioneering firms, whose storied past has left an indelible footprint on the region,” Jason P. Theriot wrote in the introduction to his new book, “Pelican Brand Oysters to Pioneer Tug and Barge, The Legacy of Cenac Towing Co.” How do we know what’s in the book is the way it really was and is? Because Arlen B. Cenac Jr. hired Theriot, who is an author and historian, to write the book for his sons — Jack and Jock Cenac. “We are a marine-oriented family. We were born on the water, made a living from the water, and continue to be involved

PERCENT CHANGE 13.38% 15.46% 3.95% 13.68% 19.26% 3.17% 2.61%

higher-than-anticipated day rates and improved utilization. “This has been another solid quarter for Tidewater. It’s hard to overstate the challenges we faced in 2020, but the worst of the pandemic-driven downturn seems to be behind us,” Quintin Kneen, president and CEO, told analysts in the company’s fourth-quarter earnings call in March. Historically, fourth-quarter revenues are less than the third quarter. But fourth-quarter revenue was higher than third-quarter revenue, which is why “it seems that the worst of the pandemic downturn is behind us,” said Kneen. Kneen sees more improvement in 2021. “I see tendering activity in the second half of 2021 as quite robust,” he said. “Tendering activity doesn’t equate to demand, but it is a good indication that supply and demand will be tightening up over the next 12 months.” — David Krapf

with the natural waterways of the great Gulf Coast and the world,” Arlen wrote in the book’s foreward. It sounds cliché to say that the author was given unprecedented access to the Cenac family and its histories through interviews and photos. But he was and he delivered. Theriot takes us from C. Cenac & Co., the first commercial seafood cannery and distributor of oysters in the region, to the family’s close ties to Texaco and the burgeoning oil and gas business in Louisiana and right up through today. The journey runs almost 200 pages and features so many characters it’s hard to keep track of them all. The Cenac family alone is a challenge to keep up with much less all the peripheral characters. (Perhaps if the publishers had included a genealogy page with a family tree.) But it’s worth the effort. At times I asked myself, “Is that the grandfather or the great grandfather?” But it’s fun to try to stay with them all. And like a novel, you’re anxious to see how it all turns out. When I finished the book, it occurred to me that the next chapters were being written right now by current Cenac family members. Maybe Theriot will get a chance to tell their stories as well. Let’s hope so. Ken Hocke has been the senior editor of WorkBoat since 1999. He can be reached at khocke@divcom.com

www.workboat.com • APRIL 2021 • WorkBoat

Nor’easter

Wind power whiplash with Vineyard Wind review By Kirk Moore, Contributing Editor

he Biden administration’s direction on offshore wind energy is straightforward. Just five days after a March 3 notice in the Federal Register announced that the Bureau of Offshore Energy Management had resumed work on a final environmental impact statement for the 800-megawatt Vineyard Wind project off southern New England, it was done. The reversal from the outgoing Trump administration’s 11th-hour shut down of that review was widely expected by both wind power advocates and critics. It’s clearly a signal to the wind industry that things are moving its way – very fast. Maritime trade groups are enthused, anticipating a whole new growth sector after the prolonged offshore oil slump. “A timely and effective permitting regime is a necessity in developing the generational energy and economic opportunity of offshore wind. With Interior’s announcement, we are closer to that reality,” said Erik Milito, president of the National Ocean Industries Association. “This is the day the U.S. offshore wind industry has been anxiously awaiting for years. Today’s announcement provides the regulatory greenlight the industry needs to attract investments and move projects forward,” said Liz Burdock, the president and CEO of the Business Network for Offshore Wind. “The U.S. can’t be one and done. Otherwise, we cannot compete with the explosive growth currently seen in

Asian and European markets.” It’s a complete turnaround from December, when Vineyard Wind withdrew

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

its construction and operations plan from BOEM review asking for time to “conduct additional technical and logistical reviews” for using larger, more powerful GE Haliade-X turbines. The Trump administration’s Department of Interior upended the process, declaring developers would need to start the permitting process over.

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www.workboat.com • APRIL 2021 • WorkBoat

Insurance Watch Special terms and conditions By Chris Richmond

our commercial vessel’s insurance policy actually consists of two separate policies — the hull policy and the protection and indemnity policy. While the actual hull and P&I policies typically consist of accepted insurance forms, underwriters always add additional terms and conditions. These are worth noting because they can significantly affect your policy. Take a look at the last few pages of your policy to read these special terms and conditions. They vary by insurance company, but here are a few to keep an eye out for: • Commercial vessel use warranty. This stipulates that there is only coverage for what has been declared on the policy for the vessel’s commercial usage. If you operate as a passenger vessel but decide to do some commercial fishing, be sure to notify your agent that your commercial use warranty needs to be amended. • Lay-up warranty. If you do not operate your vessel year-round, you can get a premium break by adding a lay-up

warranty. But if you operate your vessel during this period no coverage will apply should you need it. Lay-up warranty differs slightly from company to company but basically your boat needs to be in a state of decommission and not used for any purpose during the lay-up period. • Diving warranty. Do your operations sometimes involve commercial diving? This is excluded from your policy. Typically, all overboard activities are excluded but some can be added back (such as swimming or snorkeling). Diving requires a special policy. • Gear and cargo exclusion. Some insurance companies will exclude fishing gear that is not permanently installed on a vessel (and the catch also will be excluded from coverage). Other cargo that is being transported may also not be covered. Cargo can often be added back on but if you are storing the cargo on shore before getting underway you will need additional coverage. Chris Richmond is a licensed mariner and marine insurance agent with Allen Insurance and Financial. He can be reached at 800-439-4311 or crichmond@ allenif.com

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www.workboat.com • APRIL 2021 • WorkBoat

Legal Talk

A legal test for seaworthiness By Tim Akpinar

hen we hear the term “seaworthiness,” we may think of things such as adequate bow flare or a good degree of stability. But it runs deeper than that in maritime law, where it covers other attributes that make for a safe vessel. Seaworthiness could be thought of like a warranty, looking at things like safety shields for exposed rotating machinery, adequate lighting in passageways, or ensuring crew training for dangerous procedures. Seaworthiness arose in a recent case involving a harbor pilot working in the Gulf of Mexico. He was assigned to guide a 120' oceangoing vessel in Texas through Corpus Christi Harbor. After boarding, the pilot was met by an employee to take him to the wheelhouse. Unfortunately, the two became separated along the way. On his own, the pilot climbed through a two-foot-high bulkhead and watertight door. He then had to use another step inside the engine room to enter the interior deck area, which was not well lit. He fell and doctors confirmed the pilot had

fractured his left foot. He was declared medically unfit for mariner certification as a result of the injury. The pilot sued the vessel owner for negligence and unseaworthiness. The court determined that the pilot was not a Jones Act seaman. The court then decided the pilot could be considered a “Sieracki seaman,” and proceed with a seaworthiness claim. The term Sieracki seaman comes from Seas Shipping Co. v. Sieracki, which applied this warranty-based theory of seaworthiness. To prevail, the pilot had to show that the vessel operator “failed to provide a vessel, including her equipment and crew, which is reasonably fit and safe for the purposes for which it is to be used.” The lower court concluded that the vessel was unseaworthy. On appeal, the higher court agreed, ruling that the pilot sufficiently demonstrated that his injuries were caused by his fall over the unmarked hatch door and that the door was a tripping hazard. 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.

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APRIL 2021

NEWS LOG

NEWS BITTS

Austal USA president resigns after probe

Austal USA

Austal USA said it complied with its reporting requirements with the Navy.

ormer Austal USA President Craig Perciavalle resigned in February. His resignation comes after investigations by U.S. regulatory authorities that focused primarily on the Mobile, Ala., shipyard’s operations, including the write back of work in progress (WIP) attributable to the littoral combat ship (LCS) program in July 2016, the procurement of certain ship components for use in connection with U.S. government contracts, and charging and allocation of labor hours. Though Perciavalle resigned because of the investigation, Austal USA noted the following: • The LCS vessels cost more to construct than originally anticipated largely due to additional costs incurred to meet the requirements of U.S. Naval vessel rules and mandatory shock standards. The company announced a one-off write back of WIP in July 2016 to fully reflect these additional costs. Prior to mid-2016, inaccuracies in Austal USA’s internally generated cost estimates understated the full costs to construct the LCS vessels, which delayed parent company Austal Ltd.’s understanding of the magnitude of those costs and the need to change those estimates. • The company has identified isolated instances of misallocation of labor hours between vessels in the early stages of the LCS program, although no material inaccuracies have been identified regarding the total labor hours for the LCS program.

USCG TO REPLACE BUOY TENDER FLEET

• The installation of certain valves on board LCS-10 through LCS-20 did not meet all of the required military specifications at the time of their procurement. The Navy has since agreed to modify the contract in regard to these vessels to accept the as-built condition of those valves on board the LCS vessels so that they are not required to be replaced. — WorkBoat staff

Vineyard Wind passes environmental review

oving quickly on the Biden administration’s renewable energy agenda, the Bureau of Ocean Energy Management completed its environmental review of the 800-megawatt Vineyard Wind plan, clearing the path for the first truly commercial-scale U.S. offshore wind project. “The United States is poised to become a global clean energy leader,” said Laura Daniel Davis, a deputy assistant secretary in the Department of Interior, in announcing the step in March. “To realize the full environmental and economic benefits of offshore wind, we must work together to ensure all potential development is advanced with robust stakeholder outreach and scientific integrity.” Located about 15 nautical miles off Martha’s Vineyard, Mass., Vineyard Wind is viewed as a bellwether for the nascent U.S. offshore wind industry. Analysts predict BOEM approval would trigger new investment commitments to building out a U.S.-flag wind energy workboat fleet to accommodate up to 15 other offshore wind projects now in various planning stages. Vineyard Wind’s plan review appeared to be on a smooth path in summer 2019. Vineyard Wind had obtained its offshore lease from BOEM

he Coast Guard has begun the early steps of replacing its aging fleet of buoy tenders that service aids to navigation in federal inland waterways. The current fleet of 35 river buoy tenders, inland construction tenders and inland buoy tenders will be replaced by 30 waterways commerce cutters (WCC). — Pamela Glass

NEWPORT NEWS TO LAYOFF 314 WORKERS

ewport News Shipbuilding announced in late February that it was laying off 314 salaried shipbuilders and demoting 119 managers. “Today is a tough day as we say goodbye to 314 fellow shipbuilders as part of a layoff impacting our salaried workforce,” Jennifer Boykin, the Virginia-based shipyard’s president, wrote in a Facebook post. “This is the first workforce reduction we’ve experienced in five years and comes after a thorough assessment of our business.”

EXEMPTION SOUGHT TO PASSENGER VESSEL SERVICES ACT

ep. Don Young, R-Alaska, is seeking a temporary workaround of U.S. maritime law, and a House committee wants Canada to compromise on its extended ban on cruises which is hurting businesses from coast to coast. Young has introduced the “Alaska Tourism Recovery Act” (H.R. 1318) that would provide relief for foreign-flag cruise ships traveling between Washington state and Alaska by designating roundtrip cruises as foreign voyages.

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

at auction in 2015, submitted permit applications in 2017, and the following year won an offshore power contract with Massachusetts.— Kirk Moore

www.workboat.com • APRIL 2021 • WorkBoat

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RIBs

Blue Collar By Betsy Frawley Haggerty, Correspondent

t used to be that the acronym RIB meant just one thing — a rigid inflatable boat — a fiberglass or aluminum hull with a round air-filled tube on top of it. While that is still technically true, vessels with foam or hybrid foam/air collars are often thought of as part of the RIB family. All are valued for their stability, speed and maneuverability and are in high demand as patrol boats, fireboats, port security, military, research, fish and wildlife vessels, tour boats and even recreational boats.

SPECIAL DELIVERIES Marblehead, Mass.-based Ribcraft specializes in “true” RIBs, said Matthew Velluto, the company’s director of marketing and business development. On a true RIB, he explained, in addition to fendering, the tube provides a performance component, offering lateral stability, buoyancy, and shock mitigation, allowing for a more extreme deep-V hull. “A long time ago we chose to specialize in all things RIB and diversify the markets we serve rather than the style of our boats. We feel you can use a RIB for every application out there.” The 20-year-old company builds vessels for military, law-enforcement, safety professionals, research institutions, yacht clubs, the tourist industry and recreational boaters. Last year

Ribcraft signed a five-year contract with the Navy to build up to 48 fiberglass 391 mine expeditionary boats with polyurethane inflatable collars, twin Cummins QSB 6.7 473-hp diesels and twin HamiltonJet 292 waterjets. The company has completed and successfully sea trialed the first of these. Additional boats are in production. The company is continuing work on other projects and recently delivered two specialized 25' Ribcraft 7.8 patrol boats to the Vermont State Police Marine Division. The boats, which will operate on Lake Champlain, are the state’s fourth and fifth Ribcraft boats. The center-console boats feature a heavyduty dark grey Hypalon tube with reinforcing at the bow, two rows of rubstrake reinforcing and boarding wear patches. Mercury SeaPro 300-hp outboards provide speeds in excess of 50 mph. Inventech Marine Solutions, Bremerton, Wash., maker of Life Proof Boats, began as a research and development company seven years ago. “We had a lot of good ideas,” said CEO Micah Bowers. “We wanted to take the foam-stabilized collar idea and make it a better product. We did not market for two years. We built prototypes and applied for patents.” The result is the company’s patented air/ foam hybrid collars and remarkable business growth. “We just finished hull 120, and we are selling out into

Ribcraft specializes in ‘true’ RIBs. 16

www.workboat.com • APRIL 2020 • WorkBoat

Ribcraft

Today’s RIBs are driven hard by commercial and military owners.

Life Proof Boats

the 150s now,” Bowers said. “During our prototyping days, we were building great boats, and clients came to us wanting custom boats. We said yes, and we listened and took the good designs and incorporated them into a wider brand of boat models.” With the air/foam hybrid system, the ratio of air to foam inside the collar can be adjusted. The collars are softer to the user, easier to replace, and easier to ship and they have the benefits of both foam collared boats and inflatables. Life Proof currently builds about 30 boats a year, with sizes from 13' to 50', with 35-footers being the “sweet spot.” The company is anticipating growth, chasing a number of federal opportunities and adding sales agents in Florida and New England. “Many companies are making collared and rib boats, and they are all different,” Bowers said. “The interesting www.orca.eu thing about this industry is that every-

Life Proof Boats aluminum 35s have a patented foam/air collar system.

one has their own secret sauce. Some companies focus on price point, others on safety and others on high quality. We try to hit on all those categories.” Recent deliveries include: • The NW Adventurer, a 46'×12', 26-passenger tour boat for Argosy Cruises, Seattle, which was named one of WorkBoat’s 10 Significant Boats of 2020. Twin 480-hp Cummins QSB6.7 diesel engines connected to Hamilton-

Jet HJ292 waterjets provide speeds of www . up to 35 mph. The boat, which went into service last spring, ferries passengers from downtown Seattle to a remote island park in Puget Sound. The ride is 20 to 25 minutes long, and there is room for passengers to bring kayaks and bikes and spend the day on the island. PROFESSIONAL • In early March, Life Proof shipped a / MILITARYpatrol RIB 29' multipurpose harbor security

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RIBs nearby expanded quarters this spring. Titan specializes in custom aluminum RIBs between 5 meters (16.4') and 15 meters (49.2'), with a range of superstructure options in various hull types with either round or D-collar tubes, Mitchell said. Their two main tube manufacturers are Nautic & Art out of Quebec and California-based Wing Inflatables. Titan’s round tubes are generally air filled, but their D-tubes have a foam

Titan Boats photos

Titan Boats has been building aluminum rigid hull inflatable boats for law enforcement, patrol, commercial and safety agencies since 1998.

boat to the San Luis Obisbo (Calif.) County Sheriff’s Office. The location is midway between San Francisco and Los Angeles, with the nearest Coast Guard Station 30 miles away, so, Bowers said, the vessel is a “do it all boat,” which was purchased through a port security grant. It is equipped with a 500-gpm fire monitor, backboard, FLIR cameras and radio detection finder to locate boats in need of service. Dual 300-hp outboards provide power. Titan Boats has been building aluminum rigid hull inflatable boats for law enforcement, patrol, commercial and safety agencies since 1998. The company, located in Sidney, British Columbia, Canada, on Vancouver Island, got its start building whale watching boats for the local tourism industry.

A Titan 249XL pilot boat.

“We ended up flooding the market,” said Jennifer Mitchell, the company’s organizational development manager, so they turned to government agencies, with good sales in Canada and internationally, including several U.S. sheriff’s agencies. The company will move into

layer on the outside with the air bladder in the center. “We’ve seen a lot more Dtubes in the last decade, mainly because of the deck space gained,” Mitchell said. “With RIBs it’s all about hull performance and being able to handle rough seas at a fast pace.”

Contract Holder

www.LifeProofBoats.com 18

www.workboat.com • APRIL 2021 • WorkBoat

Kirk Moore

Recent newbuilds include: • Two Titan 10.5-meter (34') Raptor Enforcement ribs delivered to Vietnam, with aluminum hulls and D-tube collars, equipped with a Shockwave Ice 6 Console, twin Yamaha 350-hp outboards, Raymarine electronics, and other imaging and communications systems. • Going back to its roots, Titan recently built a 7.4 meter (24'6") D-tube, eco-tour RIB (the politically correct name for whale watching boats) with Shockwave seating modules for 15 passengers, twin 250-hp Mercury Seapro outboards, Garmin electronics and a head in the T-top console. The boat will operate on the west coast of Vancouver Island Safe Boats International LLC, Bremerton, Wash., gave itself an early birthday present on Jan. 1. “We will be 25 at the end of this year,” said Rob Goley, director of business development and strategy, “and we have had the same brand and logo for 25 years. “As we position ourself for growth, we thought it was important to have a renewed vision and a renewed focus on our customers. We have a new logo and a website with a different customer interface that reflects our brand pillars of craft, care and concierge.” Safe Boats has built 2,400 vessels since its founding, most have been collared boats, which are known for their high-

The Safe 35' Interceptor with foam collar cruises at 35-plus knots and can carry up to 14 personnel in shock mitigating seats.

quality, reliability and ability to stand up to the rigors of the operations. According to Goley, the company delivered 84 boats in 2020, including vessels for ongoing large government contracts — one with the Coast Guard for 140 cutters and another with Customs and Border Protection for 52 coastal interceptor vessels. Twenty-two boats were delivered to various international customers, and another 24 vessels were delivered to state and local first-responder agencies. The company is also building large, non-collared aluminum boats, including an 85' MK VI patrol boat for the Navy and is ramping up to build large vessels for an expected contract for the Ukraine. Looking to the future, the boatbuilder hopes to build vessels for offshore wind projects, survey boats and other large commercial vessels.

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On TheWays

ON THE WAYS

Master Marine Inc.

Master Marine delivers new pushboat to Plimsoll Marine

67’ pushboat is the third of a four-boat contract.

aster Marine Inc. (MMI) has delivered the 67'×28' pushboat Rock Solid to Plimsoll Marine. The Rock Solid is the third of four vessels that MMI is scheduled to deliver to the company. The four state-of-the-art pushboats are designed by Entech Designs LLC. and are fully compliant with all Coast Guard regulatory requirements. “The delivery of the Rock Solid marks another milestone in our effort to build and maintain our industry’s most modern and capable fleet of pushboats,” said Angus R. Cooper III, president, Cooper/T. Smith, parent company of Plimsoll Marine. “Our team prides itself on serving our industry as the premier pushboat service provider on the Lower Mississippi River and our continued investment in the Plimsoll fleet is a testament to our pledge to always return the highest level of value to our customers.” Main propulsion comes from twin Mitsubishi Tier 3 diesel marine engines producing 803 hp at 1,400 rpm each. The mains were supplied by Laborde Products Inc. and are coupled to Twin Disc 5321 gears. Ship’s service power is the responsibility of two Tier 3 Northern Lights gensets, also supplied by Laborde, sparking 65 kW of electrical power each. All the pushboat’s engines feature RW Fernstrum Inc. keel coolers. The diesels spin a pair of Sound Propeller Services 70"×48"×7" 4-bladed stainless-steel propellers through two J&S Machine Works Inc. 7" ABS Grade propeller shafts with all Thordon Bearings, Thorplas bushings and shaft seals. RIO Controls and Hydraulic Inc. supplied the

steering system for the two 7" main and four 7" flanking rudders. Gulf Coast Air & Hydraulics Inc. provided a pair of Quincy reciprocating air compressors and ventilation fans. Schuyler Maritime LLC supplied all 18"×12" rubber fendering around the perimeter of the vessel and push knees. R.S Price & Son supplied a Carrier mini-split HVAC system in all interior spaces with Blakeney Marine providing all custom woodwork and interior finishes. The large Bomar aluminum windows came from Donavon Marine and the aluminum exterior doors are from Dales Welding and Fabricators LLC. Wintech International LLC supplied a pair of 40-ton deck winches and New World Inc. provided all electronics and communications, with an alarm system from Unlimited Control & Supply Inc. “Plimsoll Marine is proud to add the Rock Solid to our growing fleet of world-class pushboats,” said Karl Gonzales, vice president, Plimsoll Marine. “Coupled with our team of highly experienced and skilled mariners, Rock Solid further ensures our ability to exceed the expectations of our customers in the safest and most efficient manner.” Each of the four towboats has the capacity for 10,400 gals. of fuel, 4,359 gals. potable water and 9,500 gals. ballast water. The pushboats are outfitted with three staterooms housing six crew, 1 1⁄2 baths and a full galley arrangement. — Ken Hocke www.workboat.com • APRIL 2021 • WorkBoat

4,200-hp ATB tug went directly to work transporting product on the U.S East and Gulf coasts.

Senesco Marine completes new ATB tug for Reinauer

Greenbrier Companies

enesco Marine has built and delivered another EPA Tier 4 compliant ATB tug, the Janice Ann Reinauer, to Staten Island, N.Y.-based tug-and-barge operator Reinauer Transportation Companies. The 4,200-hp tug was designed by Ocean Tug & Barge in cooperation with Reinauer. It is the 13th tug Senesco has built for Reinauer. The tug is designed to operate as part of an articulated tug-barge unit using an Intercon coupling system. “Reinauer is pleased to have taken delivery of the Janice Ann Reinauer, confident in the proven quality and workmanship that Senesco Marine has provided in the past,” said Reinauer general manager Scott Townsend. “The Janice Ann allows us to continue to support our customers with modern and efficient vessels outfitted with the latest equipment and technology. We look forward to safe and reliable service from this new ATB tug.” The Janice Ann Reinauer is ABS classed, A1, Towing Vessel, AMS, certified to USCG Subchapter M requirements and is fully SOLAS and ISM compliant. Main propulsion comes from two GE 6L250, Tier 4 diesel engines

Senesco Marine

connected to Nautican integrated propulsion units including high efficiency nozzles, triple rudders, pre-swirl stators and propellers through Lufkin reduction gears. “For this tug, we actually built the Nautican rudders and Kort nozzles in our own fabrication yard,” said Mike Foster, Senesco Marine’s vice president and general manager. The electrical power plant consists of John Deere-powered ship’s service generators including an emergency backup generator. The Janice Ann Reinauer has been outfitted with spacious accommodations, galley, mess and working areas. Upon delivery, the tug went directly to work transporting product on the U.S East and Gulf coasts. Senesco, best known as a builder

The 55,000-bbl. ATB petroleum barge is specifically designed for Alaska.

www.workboat.com • APRIL 2021 • WorkBoat

of large steel tugs and barges, has expanded its construction and repair capabilities over the past two years with the addition of an aluminum fabrication shop and numerous ballast water management system installations. — K. Hocke

Greenbrier Marine launches ATB fuel barge for Crowley

n March, Jacksonville, Fla.based Crowley Maritime Corp. launched and christened the Qamun, a 55,000-bbl. shallow draft, double hull petroleum tank barge built by Greenbrier Marine, a wholly owned subsidiary of Greenbrier Companies Inc. The Qamun will be part of an articulated tug-barge (ATB). The 350'×88'×23' ATB petroleum barge specifically designed for the Alaska fuels market will be paired with the 108' tug Aurora, which has been launched and is near completion at Master Boat Builders Inc., Coden, Ala. Delivery is expected in April. Once construction is completed, the ATB will head to Alaska to deliver clean fuel products in the western part of the state. “The Qamun, paired with Aurora, will bring a new generation of cost-efficient, sustainable service for Alaskan communities and business customers,” said Rick Meidel, vice president and general manager of Crowley Fuels. “Teams at Crowley and Greenbrier have worked hard together to ensure this ves21

sel design and its construction delivers exceptional service to ensure high quality, life-sustaining fuel supply continues to reach across the most remote parts of the state on time.” The 410' ATB will be able to operate in ice and temperature conditions common during the Alaska winters. It will have a range of 4,300 miles and be able to access most locations in Alaska, including those in waters as shallow as 9'. The ATB has an improved design speed of 9 knots at Beaufort Force 4. It incorporates modern technologies like Z-drive propulsion, Tier 4 engines, and has been equipped with 400-hp bowthrusters to maximize maneuverability in tight areas. Additionally, ship fenders and a specialized coupling system with a first-of-its-kind lightering helmet, will allow for ship-to-ship lightering at a load rate of 6,000-bbls. per hour. The vessel’s double anchor system will give it the ability to move close to the beach to reach undeveloped port and village sites. The ATB was specifically designed to meet Ice Class and Polar Code requirements to safely and effectively operate in Western Alaska year-round. The vessel can operate in winter ice conditions and temperatures as low as -20°. The barge’s 55,000-bbls. of oil cargo will be carried in 10 tanks. The 108'×46'×16' tug Aurora will have tankage for 81,150 gals. of fuel oil and 7,135 gals. fresh water. On-site construction management was provided by Crowley Engineering Services, using an Alaska-specific design by Jensen Maritime, Crowley’s recently integrated naval architecture and marine engineering firm. “It has been a pleasure to work with Crowley on this important project. Our shared goal to supply the U.S. with dependable, high-quality marine products and services was demonstrated in our work together on this Jones Act-compliant barge,” said William A. Furman, Greenbrier chairman and CEO. — David Krapf

Austal USA

On TheWays

Austal USA will build the 15th fast transport vessel for the Navy.

Austal USA awarded Navy contract to build another fast transport vessel

n February, the U.S. Navy awarded Austal USA a $235 million contract modification for the detailed design and construction of the 15th 337'10"×93'6" expeditionary fast transport (EPF) vessel. As the U.S. Department of Defense’s multiuse all-aluminum platform, the fast transport vessels have provided rapid deployment/transportation of personnel, equipment and supplies. EPFs have supported military logistics, sustainment and humanitarian relief operations. With a draft of 13' and a full displacement of more than 2,500 tons, the EPF is able to access inferior ports with minimal external assistance providing flexibility to fleet and combatant commanders. With its maneuverability, large open mission bay and ability to achieve speeds greater than 35-knots, the EPFs have the capability to support additional missions such as special operations and medical support. The shallow draft enhances theater port access. The EPFs feature 20,000 sq. ft. of mission bay area. “At its core, the EPF is designed to be highly capable, flexible and affordable,” Rusty Murdaugh, Austal USA’s chief financial officer and interim president, said. “With this baseline, we’ve been able to deliver multiple

ships that are performing different missions for the U.S. military. The award of EPF 15 allows the Navy to leverage a hot production line and highly trained workforce to continue producing ships that are meeting the needs of warfighters today and into the future.” Four MTU 20V8000 M7 11 diesel engines, developing 12,203 hp at 1,150 rpm each, supply the EPF with its main propulsion. The mains connect to four Wärtsilä WLD 1400 SR waterjets through ZF 60000R2H marine gears. Maximum speed without payload is 43 knots, with a running speed (with payload) of 35 knots. Its range is 1,200 nautical miles. The NAVAIR Level 1, Class 2 certified flight deck can accommodate one helicopter and a NAVAIR Level 1, Class 2 certified VERTREP (vertical replenishment) helicopter control station. The EPFs can also deploy various small boats and unmanned systems. EPFs transport medium-size operational units with their vehicles or reconfigure to provide troop transport for an infantry battalion, allowing units to transit long distances while maintaining unit integrity. The vessel also has a slewing vehicle ramp on the starboard quarter which enables use of austere piers and quay walls, common in developing countries. The EPF program, currently operating on schedule and under budget, has delivered 12 ships to the fleet. — K. Hocke

www.workboat.com • APRIL 2021 • WorkBoat

68' crew transfer vessel is working in Virginia’s pilot offshore wind farm.

Fincantieri Marine Group

Atlantic Wind Transfers

BOATBUILDING BITTS

ARC(X) cable ship replacement program, and Fincantieri Marine will support BMT as a major partner. Conrad Shipyard, Morgan City, La., held a steel cutting ceremony recently for a new suction hopper dredge for Great Lakes Dredge & Dock Corp. (GLDD). The 6,500-cu.-yd. trailing suction hopper dredge is scheduled for delivery in the second quarter of 2023. The 346'×69'×23' dredge will feature two 800-mm suction pipes, will be able to dredge at depths of up to 100', and have total installed horsepower of 16,500. As Fincantieri Marinette Marine prepares to start construction of the Navy’s newest class of ships, several key leaders were in Marinette, Wis., recently to mark the occasion of the largest building in Marinette Marine history. The multimillion dollar building is part of the company’s most recent $200 million shipyard capital expansion underway in Wisconsin. In addition to this building, there are several other projects at the shipyard. The largest ship lift in the U.S. is being built along the waterfront, as well as improvements to other buildings to facilitate upcoming frigate fabrication for the U.S. Navy. All American Marine (AAM) has named Ron Wille president of the Bellingham, Wash., boatbuilder. Wille joined AAM in 2018 as the business development manager. Previously, he spent a decade working at Kenai Fjords Tours in Seward, Alaska. During that period, Kenai Fjords purchased and operated three AAM hydrofoil-assisted catamarans.

www.workboat.com • APRIL 2021 • WorkBoat

Conrad Shipyard

Elliott Bay Design Group

he 68'×28.4' Atlantic Endeavor crew transfer vessel (CTV) was recently delivered to Atlantic Wind Transfers (AWT). The vessel, built by Blount Boats Inc., Warren, R.I., will support Dominion Energy’s Coastal Virginia Offshore Wind (CVOW) pilot wind farm. UKbased Chartwell Marine designed the CTV and oversaw the vessel’s construction. AWT opted to equip the vessel with advanced surveying equipment to prepare for future operations in the region, supporting wind farm owners and operators such as Dominion Energy as additional generation capacity comes online. Portland, Maine-based Casco Bay Lines will soon begin construction on a new ferry that will use innovative battery technology. The ferry will be powered by a diesel-electric hybrid propulsion system that will make Casco Bay Lines one of the first U.S. public passenger ferry systems to fully utilize such technology that will eliminate up to 800 metric tons of CO2 emissions annually, the ferry operator said. The recommended design is a 164'×40'×12', double-ended ferry capable of carrying up to 599 passengers and 15 cars. Fincantieri Marine Group has partnered with BMT to design and build a cable ship replacement for the Navy. The Navy’s only operational cable ship, Zeus, is at the end of its long service life. The Navy wants to recapitalize its undersea cable installation and repair capabilities, as well as adding the new mission sets of acoustic, hydrographic, and bathymetric survey, and deploying and recovering unmanned underwater vessels. BMT was recently awarded the prime contract to conduct industry studies for the T-

The new Maine ferry will be powered by a diesel-electric hybrid propulsion system.

Only operational Navy cable ship, the Zeus.

The 6,500-cu.-yd. trailing suction hopper dredge is scheduled for delivery in 2023. 23

Flash Point

After several high-profile incidents, are new firefighting rules and more training needed?

fatal barge fire and explosion four years ago and a deadly dive boat fire two years later left 36 people dead. Both vessels had Coast Guard Certificates of Inspection (COI). One had a Safety Management System (SMS), but inspection and survey records indicated that the overall condition of the barge was poor. An investigation of the dive boat found several unsafe practices including a lack of crew training and emergency drills and no roving patrol. Both incidents raise questions about how well existing rules are followed and whether there need to be new ones. Subchapter M – the towboat inspection rule – has new firefighting mandates, and additional requirements for passenger vessels are looming. Firefighting detection equipment has evolved. New extinguishing agents like 3M’s Novec 1230, FM-200 and water mist have come on the market. And challenges have grown with the wider use of lithiumion batteries. “Generally, the rules in place are certainly adequate,”

said Capt. Jon Kjaerulff, director of business development at Seattle’s Maritime Institute of Technology and Graduate Studies (MITAGS), and founder of Fremont Maritime Services. The question is how the rules are interpreted. How rigid are the auditors? Does the vessel have all the necessary equipment? Is it well maintained? It also comes down to how well trained the crew is and how often they drill. “There’s a core group of companies and operators who have taken this seriously all along,” he said. “Unfortunately, there are companies who go with the absolute minimum.” “The training has got to be realistic. It’s got to keep the interest of everybody,” said Tom Guldner, president, Marine Firefighting Inc., a retired lieutenant from the New York City Fire Department’s Marine Division, who held a Coast Guard license as a ships master and is certified as a fire instructor in New York and nationally. He has also trained firefighters and mariners in Canada, Mexico and Australia. www.workboat.com • APRIL 2021 • WorkBoat

U.S. Coast Guard photo by Chief Warrant Officer John Edwards

By Dale K. DuPont, Correspondent

Guldner said all firefighting equipment should be checked. “If you don’t do that, they’re not actually drilling. “I’m a big proponent of live drills,” he said. And don’t do the same drill every time. “A lot of time the drills are everybody sits in the kitchen and discusses a fire in the galley.” SMS, SUBCHAPTER M Subchapter M “changed everything. It was a good change,” said Capt. Sean Tortora, master mariner at the marine consulting firm Long Island Maritime LLC, and author of Study Guide for Marine Fire Prevention, Firefighting & Fire Safety. “Definitely, fire safety was addressed in Subchapter M,” and a safety management system is the key. The American Waterways Operators’ Responsible Carrier Program was accepted by the Coast Guard in 2016 as an existing SMS that complies with Subchapter M. The Passenger Vessel Association’s (PVA) Flagship SMS was accepted in 2017. SMSes require recordkeeping, reporting and auditing. Tortora supports more training and more documentation. “You can have training, but you have to have the paper behind it.” Tortora points out a number of new firefighting requirements in Subchapter M including: portable, semi-portable and fixed fire extinguishing systems must be Coast Guard approved; monthly fire drills for all crew – similar to blue water commercial vessels; at least two firefighter outfits that meet National Fire Prevention Association (NFPA) standards and two approved SCBAs (self-contained breathing apparatus); operators must provide documented evidence of satisfactory testing, servicing and inspection of systems and equipment; every crewmember must receive a safety orientation within 24 hours of boarding.

“The mentality of the crewmembers up to the captain about safety in general has increased significantly,” said Will Williamson, maritime training coordinator, Resolve Maritime Academy, Fort Lauderdale, Fla., and a Coast Guard veteran. Unfortunately, it comes from incidents like the dive boat and El Faro, the 790' containership that sank in Hurricane Joaquin in 2015 with all 33 on board. In the workboat community, firefighting and training are held in high regard, Williamson said. Still, budgets for training and safety gear are smaller than for other parts of the boat. “There’s a ton of room for improvement.” Firefighting has been helped by advances in equipment such as SCBAs, which are ergonomically more comfortable with masks that give an LED indicator when running out of air, and in thermal imaging, which is especially critical in search and rescue. The biggest challenges onboard versus onshore are damage control, communication flow among the crew, and stability — removing the water you’re putting on the boat. For the latter, the easiest solution is to have functioning bilge pumps. “If that doesn’t happen, you have to get your portable pumps in action,” Williamson said, and that

www.workboat.com • APRIL 2021 • WorkBoat

Resolve Maritime Academy training on the 140’ fire training vessel Gray Manatee.

FIRES AND EXPLOSIONS Nearly 83% of fires/explosions on towing vessels, passenger vessels and OSVs occurred in machinery space – mostly engine rooms and some auxiliary machine and generator spaces. Accommodation spaces were next at 4.8%, followed by galley and open deck space at 3.5% each. Material failure/malfunction accounted for 51.4% of the incidents, followed by fire at 40.1%. From 2016 to 2020, there were 236 incidents with 36 people dead and 40 injured. Property damage was $43 million. Source: U.S. Coast Guard

means making sure in advance they’ll start when you need them. And that goes back to SMS. “There’s no ceiling for that,” he said. “It needs to be in the forefront of everything.” Insurers are keenly interested in fire safety, too.

Resolve Maritime Academy

Members of Coast Guard recruit company Kilo 190 conduct firefighting training in a simulator on board Coast Guard Training Center Cape May. Firefighting training is part of the Coast Guard recruit’s eightweek basic training curriculum.

Coast Guard photo.

MITAGS

“A fire at sea is the most terrifying thing I’ve ever experienced,” said Capt. Andrew Kinsey, senior marine risk consultant for insurer Allianz Global Corporate & Specialty (AGCS), and a member of the International Union of Marine Insurance (IUMI) loss prevention committee. “You don’t have time to think. You can’t call 911. There’s no fire department.” He’s seen improvements since Subchapter M became effective. “It’s not people coming on telling you what to do, but verifying that what you say you’re doing, you’re actually doing,” he said. “From a marine insurance standpoint, we are still in a relationship business. A COI is the starting point,” Kinsey said. “In many cases, the broker will ask us for help.” They look at everything from losses to procedures. Do you have job descriptions? Do you tell your crewmembers what’s expected of them? “That’s really the challenge. You have to change a mindset,” he said. “SMS was a steep learning curve for blue water.” Most SMSes “are really written

MITAGS students in an advanced firefighting class fight a fire in the engine room of the Fire Dragon, a 130’ ship mockup built in 2001 for the India Tango Marine Firefighting Training Program.

from the deck plates up. They make a vessel safer, and a safer vessel is a more efficient vessel,” Kinsey said. And that could translate to lower premiums. Just having an SMS guarantees nothing. The National Transportation Safety Board (NTSB) determined that a 2017 explosion on the articulated tugbarge Buster Bouchard/B. No. 255 that killed two crewmen near Port Aran-

sas, Texas, was caused by inadequate maintenance and safety management by operator Bouchard Transportation Co., compounded by ineffective inspections and surveys by the Coast Guard and American Bureau of Shipping. Crude oil cargo leaked through a corroded bulkhead into the forepeak void space, forming vapor and igniting, NTSB said. The century-old Bouchard’s path to a Chapter 11 filing last September can be traced back to that tragedy, Matthew Ray, of Portage Point Partners and chief restructuring officer, said in a bankruptcy court filing. “The resulting litigation, environmental costs, and public hearings conducted by the Coast Guard, exacerbated by general industry headwinds, ultimately precipitated a steady decline in both revenue and liquidity, severely straining operations throughout 2017 and 2018.”

SMS RULES FOR PASSENGER VESSELS The Coast Guard is formally considering SMS rules for U.S.-flag passenger vessels. The proposed rulemaking comes after the 2019 Conception dive boat accident off Santa Cruz Island, Calif., that killed 33 passengers and The tugboat Signet Constellation fights a fire on board the B. No. 255 tank barge one crew. The NTSB blamed lax approximately three miles from the Port Aransas,Safe Texas, jetties on Oct. 20, 2017.has a top speed of over 55 knots. Boats' Interceptor model oversight by the owner, no roving The explosion on the ATB Buster Bouchard/B. No. 255 killed two crewmen. watch, insufficient smoke detectors 26

www.workboat.com • APRIL 2021 • WorkBoat

Ventura County Fire Department photos

escape routes, and faulted the Coast Guard for not requiring SMSes as called for in the 2010 Coast Guard Authorization Act. Six passenger vessel accidents from 2017 to 2019 including the Conception resulted in 55 deaths, the Coast Guard said in its recent Advanced Notice of Proposed Rulemaking. Five of the six incidents and all but one of the deaths involved vessels without an SMS. The agency wants to know whether owners have seen any safety improvements using the PVA’s Flagship SMS. “The (dive) boat was technically in compliance with the rules. It’s just the rules were not adequate,” said Guldner, who’s also a principal member of NFPA’s technical committee on merchant vessels. The NTSB didn’t positively identify an ignition source but said possible flashpoints included the vessel’s electrical distribution system and divers’ electronic devices such as cell phones, underwater flashlights and tablets being charged overnight. A Coast Guard safety bulletin urged operators to limit the unsupervised charging of lithiumion batteries and extensive use of power strips and extension cords. Lithium-ion batteries present new firefighting challenges. They will “continue to burn even if you extinguish the fire,” said Ernie Ellis, president of Metalcraft Inc., Baltimore, parent of Sea-Fire Marine, which designs and manufactures fire detection and suppression systems. Heat released by cell failure can trigger a thermal runaway reaction. The industry primarily has used CO2 suppression systems to protect the engine rooms where there was the greatest likelihood of fire, Ellis said. The problem with CO2 is it’s potentially deadly for humans. “There’s a movement away from CO2 for that reason.” What came to market were manmade chemicals, which were great extinguishing agents but had adverse environmental implications. Among the newer products on the market is 3M’s Novec 1230 fluid, which has

The Coast Guard is considering SMS rules for U.S.-flag passenger vessels. The proposed rulemaking comes after the 2019 Conception dive boat accident off Santa Cruz Island, Calif., that killed 33 passengers and one crew.

negligible global warming potential and is being specified in many marine applications, Ellis said. “The industry can continue to use CO2, but it needs to have strict protocols so it doesn’t accidentally discharge. CO2 is a lot less expensive initially, however, over its useful life it turns out to be a lot more expensive,” he said. It takes one third less Novec to extinguish a fire than CO2. Lee Nelson, president Upper River Services, St. Paul, Minn., installed the Novec 1230 “Clean Agent” system in the Mendota, his new 2,013-hp,

www.workboat.com • APRIL 2021 • WorkBoat

76'×30'×9'4" triple-screw towboat. Designed by CT Marine, Portland, Maine, and built by C&C Marine and Repair, Belle Chasse, La., the boat is the first new vessel built for the company. He saw a demonstration of Novec at the International WorkBoat Show and was intrigued by the safety for crews and electrical non-conductivity. “We haven’t had to use it and I’m glad,” he said. And as for the cost versus other systems, “if we were to have a fire, if it saved a life, then how can you put a price on that?” 27

Radar Love

New radar offerings from a trio of manufacturers By Michael Crowley, Correspondent

i-Tex Marine Electronics introduced Koden’s latest radar, the Koden RADARpc–1100, this past fall. It’s a vastly upgraded version of the Koden RADARpc that was discontinued about two years ago. River operators are the primary market for the RADARpc-1100. That’s because the radar can be matched up with Rose Point ECS chart-plotter software, which about “98% of the river pilots use,” said Allen Schneider, vice president of sales and marketing, Si-Tex Marine. Interfacing the two systems turns the charting display into a full-featured radar system. The interface is seamless, said Schneider, requiring only an Ethernet connection. “The river guys have been asking for that type of capability,” he said. Matching up the Koden radar with the Rose Point software allows them to see “the river, the

Koden’s RADARpc-1100 can be interfaced with Rose Point ECS chart plotter software in a full screen combination or a split-screen view, as shown above.

buoys, the radar targets, AIS targets all on one screen, and it confirms that AIS targets are where AIS says they are.” Overall, it gives a much better situational awareness. Whereas the discontinued Koden RADARpc needed a different control box when a different radar antenna was installed, the new RADARpc–1100 control box can be matched up with any of the Koden antennas, from a 4-kW 25" dome to a 9' 25-kW open array. That makes upgrading your existing radar relatively simple. If a boat operator currently has a pair of Koden radars and wants to change over to a PC antenna, one of the radars can be disconnected from the original display and plugged into the RADARpc–1100 control box. Then connect the control www.workboat.com • APRIL 2021 • WorkBoat

Koden

Radar

FURUNO About two years ago, Furuno came out with the FAR2xx8 radar with a magnetron version in X-band and Sband configurations, along with a solid-state S-band. Then in September 2020, the solid-state FAR2xx8 was offered as an X-band. Each has its advantages. The magnetron model “puts a little more energy on targets and has a little bit greater finetuning capability, particularly in challenging weather conditions,” said Matt Wood, Furuno’s national sales manager. In average conditions there’s virtually no difference between the magnetron and solid-state versions. However, the solid-state radar brings with it a “huge cost maintenance advantage,” Wood said, mostly because there’s no magnetron to replace. It’s a “big step up in longevity for a big commercial radar,” he said, in the neighborhood of “tens of thousands of hours.” While the solid-state radar is a little more expensive, “the maintenance cost is as close to zero as we can make it.” The solid-state FAR2xx8 also has operating advantages. When the magnetron radar is turned on, there’s a warm-up period of two-and-a-half to three minutes, but press the transmit key on the solid-state radar and its ready to go in six seconds. That’s a pretty dramatic difference for law enforcement or search and rescue boat guys at the dock that have to jump on the boat, turn the key and go. In that case, “you are not going to be constrained by magnetron warm up time anymore,” said Wood. Two FAR2xx8 features that make it different from a lot of other radars are the automatic clutter elimination or ACE, and the fast target tracking or FTT. “I have not seen

Furuno

box to the computer. Run it as full-screen radar, overlay it with Rose Point software, or go to a split-screen view. “It just gives a lot more flexibility,” said Schneider. Summing up the benefit of the Koden RADARpc–1100 for river pilots, Schneider said, “things happen quickly. Northbound and southbound tows coming together, you need to see everything that’s going on.”

Furuno’s automatic clutter elimination feature quickly removes false targets and clutter from the radar display. Display 1 (top) shows a radar screen full of clutter. Display 2 (bottom) shows a vastly cleaned up screen after ACE was activated

something comparable to ACE or FTT,” said Wood. ACE is a one-button clutter reduction feature for busy harbors or congested waterways, where you’ve got lots of false targets and noise on the screen. ACE automatically

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Radar

JRC JRC’s newest radar is the JMA-3400 series introduced in 2020. JRC also has a river radar, the JMR-611, developed with Alphatron Marine, that’s going through FCC approval. It should be available in April or May. The JMA-3400 is not an updated version of a previous JRC radar but a completely new model. On smaller workboats that don’t have a lot of wheelhouse space, the JMA3400 doesn’t take up a lot of room and might be the perfect fit. There's a 12.1" display, while the display screen housing is

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adjusts the radar’s clutter reduction filters and gain levels to match sea and weather conditions and “immediately presents a very intelligent, clean, clear picture.” The FTT processor accesses a target’s motion or lack of motion “from the moment the antenna starts spinning,” Wood said. “It’s a very fast way of accessing the motion of targets,” which helps to prevent collisions, and the target motion information is stored. Furuno’s solid-state FAR2xx8 radar is available in both X-band and S-band configurations. The X-band has better target resolution while S-band picks up targets farther out from the vessel and is less affected by rain and fog.

JRC’s JMA-3400 can overlap a Navionics+ chart on the radar image to display the relationship between the radar image and coastlines.

only 2" thick. The entire radar body comes out to 3.82". Prior to the JMA-3400, JRC never had a 12" radar, but today’s processing technology “is much better in that smaller package. We were able to compact it, make it smaller, make it work better,” said Tom McCasland, JRC’s training manager. Thus, the JMA-3400 is “much easier to mount in specific places,” than larger radars. If you want radars at both a forward and an aft wheelhouse location, but, again, there’s not a lot of room, a pair of JMA-3400 radars could be the answer. With an Ethernet connection they would operate off the same antenna. The 12.1" dimmable color LCD display is optically bonded for better viewing. “It’s a much clearer, much more brilliant display using the optical silicon,” said McCasland. A Navionics+ chart overlay shows the relationship between targets on the radar and the coastline. JRC’s Constaview feature refreshes the screen every 16 milliseconds. “There’s no redraw, no jump in the display when the vessel changes course,” McCasland noted. It memorizes all radar trails for an hour. If a trail is turned off and then turned back on within that hour you don’t have to wait for an update. The JMA-3400 tracks up to 30 vessels and 100 AIS targets. There is also a plug for a GPS antenna on the back of the radar, which allows a GPS display. A range of X-band scanners is available, including a 4' 6-kW antenna and 4' and 6' 10-kW antennas. For its new river radar, JRC emphasizes that in combination with its GPS compass and smart calculation technology, the JMR-611 suppresses the effect of wave action on the display. JRC says it’s the first river radar able to do this. The JMR-611 also features prediction lines from a vessel’s fore and aft ends that show where it will be at a certain time. www.workboat.com • APRIL 2021 • WorkBoat

OUTBOARD DIRECTORY / 2021 Repowered workboat in Louisiana is now running on new twin 200-hp Oxe diesel outboards.

olvo Penta stopped the sales and marketing of Seven Marine outboard engines on Jan. 1, 2021, as well as phasing out production once customer demand is met. The company will, however, continue to support the current outboard customer base by taking full warranty and parts responsibility for the products that are in the field. (Seven Marine remains in our directory this year because Volvo is still producing engines that were already ordered.) Diesel Outboards LLC, Lake Placid, Fla., just put a pair of 200-hp Oxe diesel outboards on a repowered workboat for Morgan City, La.-based TK Towing. The Swedish outboards, which feature a BMW engine, will soon be made in the U.S. at Diesel Outboard Manufacturing in Albany, Ga. All the engine parts will also be made at the Georgia plant. “The main appeal of these outboards is the safety, longevity and lower cost of maintenance as compared to a gas outboard,” said David LeBlanc of Diesel Outboards. “The 32

diesel outboards are more expensive, but if you run the boat a lot, the fuel economy is over 50 percent and you can pay for the engines in about eight months.” LeBlanc said the first Oxe 300 diesels in the U.S. will be delivered at the end of April. “Those were built in Sweden,” he said. “We'll start manufacturing the 300s in Albany by the end of the year.” Honda Marine has redesigned its flagship BF250, BF225, and BF200 models, adding features, updates and improvements that are designed to make the V6 outboards better. Upgrades include easier maintenance and tougher corrosion resistance. The outboard engines market is forecast to top $17 billion in revenue by 2025 with a projected compound annual growth rate (CAGR) of 7% over 2019-2025, according to a 2020 report from Global Market Insights Inc.

www.workboat.com • APRIL 2020 • WorkBoat

Diesel Outboards LLC

2021 OUTBOARD DIRECTORY

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

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

www.workboat.com • APRIL 2021 • WorkBoat

OUTBOARD DIRECTORY / 2021 Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

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 Diesel Outboard

528

175 @ 5,000-6,000 rpm

186

3.63x3.0

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

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

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

www.workboat.com • APRIL 2021 • WorkBoat

Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

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

600 Verado

V12

1,260

600 @ 5,600-6,400 rpm

461

—

500 SeaPro

V12

1,260

500 @ 5,000-5,800 rpm

461

—

OXE DIESEL Diesel Outboards LLC., 730 US 27N, Lake Placid, FL 33852, www.dieseloutboards.com / info@dieseloutboards.com OXE Diesel, Metallgalan 17 b, SE 262 72 Angelholm, Sweden +46 431 37 11 30 / info@oxe-diesel.com OXE 125 Diesel

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 Diesel

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 Gen II

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 2021 • WorkBoat

OUTBOARD DIRECTORY / 2021 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

DF300B

727-747

300 @ 5,500-6,100 rpm

267.9

3.74x3.82

DF300AP

626

300 @ 5,700-6,300 rpm

245.8

3.81x3.46

DF250AP

639

250 @ 5,500-6,100 rpm

245.8

3.81x3.46

DF250SS

606

250 @ 5,300-6,300 rpm

250

3.81x3.46

DF250

606-626

250 @ 5,500-6,100 rpm

220.5

3.74x3.35

DF225

606

225 @ 5,000-6,000rpm

220.5

3.74x3.35

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

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

DF140B

394

140 @ 5,600-6,200 rpm

124.5

3.40x3.50

DF115SS

405

115 @ 5,000-6,000 rpm

124.7

3.40x3.50

DF115A

401

115 @ 5,000-6,000 rpm

124.7

3.40x3.50

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

DF9.9B EFI

108

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 2021 • WorkBoat

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

MFS40A JET

237

40 @ 5,000-6,000 rpm

52.8

2.76x2.96

MFS35A JET

234

35 @ 5,000-6,000 rpm

52.8

2.76x2.96

BFT250D

613

250 @ 5,300-6,300 rpm

218.6

3.5x3.8

BFT225D

589

225 @ 5,000-6,000 rpm

211.7

3.5x3.7

BFT200D

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

MFS115

392

115 @ 5,000-6,000 rpm

121.6

3.31x3.54

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

MFS90

392

90 @ 5,000-6,000 rpm

121.6

3.31x3.54

MFS75

392

75 @ 5,000-6,000 rpm

121.6

3.31x3.54

MFS25A 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

MFS15

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 Ultralight 1103 AC

—

33.66

3 @ 1,100 rpm

—

Ultralight 403 AC

—

24.2

1 (propulsive power)

—

2 (thrust) Ultralight 403A

—

19.36

1 (propulsive power) 2 (thrust)

Travel 1103C

—

38.06

3 (propulsive power) 4 (thrust)

Travel 1003C

—

32.78

3 (propulsive power) 4 (thrust)

Travel 603

—

34.1

2 @ 600 watts

—

Cruise 10.0 T

—

132.66-138.6

20 @ 1,400 rpm

—

Cruise 10.0 R

—

131.8-137.8

20 @ 1,400 rpm

—

www.workboat.com • APRIL 2021 • WorkBoat

OUTBOARD DIRECTORY / 2021 Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

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

—

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

—

VF175

480

175 @ 5,000-6,000 rpm

2,785 cc

—

PORTABLES

V MAX SHO

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

—

HIGH THRUST

www.workboat.com • APRIL 2021 • WorkBoat

Model

Cyl.

Weight (lbs.)

Horsepower (hp @ rpm)

Displacement (Cu. In.)

Bore x Stroke (Inches)

T25

141

25 @ 5,000-6,000 rpm

432 cc

—

T9.9

102-114

9.9 @ 5,000-6,000 rpm

212 cc

2.20x1.69

105 Jet Drive

493

105-150 @ 5,000-6,000 rpm

2.7L

3.70x3.79

115 Jet Drive

378

80-115 @ 5,000-6,300 rpm

1.8L

3.19x3.5

90 Jet Drive

354

65-90 @ 5,000-6,000 rpm

1.8L

3.19x3.5

60 Jet Drive

257

40-65 @ 5,000-6,000 rpm

2.56x2.95

40 Jet Drive

219-227

30-40 @ 5,000-6,000 rpm

747 cc

2.56x2.95

—

3.15x3.15

JET DRIVE

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

392

50 @ 3,500-4,000 rpm

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www.workboat.com • APRIL 2021 • WorkBoat

PortofCall

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We Offer Competitive Salaries Equal Opportunity Employer Please forward all inquires/resumes to:

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Licensed Chief Engineer BB Riverboats is looking to hire a Licensed Chief Engineer with a rating of at least 2000HP. The Chief Engineer is a key member of the onboard crew, overseeing the marine engineering department on the vessel and responsible for the maintenance and operation of all engineering equipment onboard the vessel.

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EEOC Employer

www.workboat.com • APRIL 2021 • WorkBoat

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

EMPLOYMENT

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Email resume to:

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IMMEDIATE OPENINGS: Captains, Mates, Engineers, AB’s and Deckhands Dann Ocean Towing is A leading provider of marine towing services, serving the Eastern Seaboard, Gulf of Mexico, Caribbean and beyond. To Apply Please Visit www.DannOceanTowing.com 3670 S Westshore Boulevard Tampa, FL 33629

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

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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

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

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

33475 Giftos Dr., Clinton Township, MI 48035 ◼

www.marinemachining.com - www.aquamet.com

Marine Rubber Seals & Weatherstripping BY THE FOOT - ORDER TODAY! ORE

BEF

AFT

Hatch & Door Seals

Livewell Seals

Windshield Mounting Rubber

Screw Track Insert Seals

marine.steelerubber.com www.workboat.com • APRIL 2021 • WorkBoat

Rub Rail Insert Kits

800-563-9810 43

PortofCall

Your Source For Employment, Equipment & Services

MARINE GEAR & SUPPLIES

Now Manufacturing and Installing Fire Retardant Bunk Curtains

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

THE MOST POWERFUL TOOL

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

for removing coatings and rust

They are Incredibly durable, driven by over-sized clutches and operated by a stainless steel pull chain. We offer measurement and installation services in Southern Louisiana, Mississippi and Alabama. We carry $5,000,000 workers’ compensation, and liability insurance policies with U.S.L.&H. and the Jones Act.

Download our order form to purchase your shades today.

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

Rustibus® is designed to de-scale and power brush ship decks, hatch covers, tank tops, etc. free from paint and rust! USA OFFICE Ph: 832-203-7170 houston@rustibus.com

Place your ad! Contact: Wendy Jalbert wjalbert@divcom.com | www.workboat.com/resources/jobs/ 44

www.workboat.com • APRIL 2021 • WorkBoat

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

MARINE GEAR & SUPPLIES BARGE PUMPS

Keel Coolers IMO ROTARY SCREW ASPHALT PUMPS

Trouble free marine engine cooling since 1927!

THE WALTER MACHINE CO, INC Tel: 201-656-5654 • Fax: 201-656-0318 www.waltergear.com

BYRON JACKSON TURBINE PUMPS BLACKMER ROTARY GEAR PUMPS OUR 110TH YEAR

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

Hoss Winch Co., LLC

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

cgonsoul@gmail.com

850-255-5266

www.workboat.com • APRIL 2021 • WorkBoat

PortofCall

Your Source For Employment, Equipment & Services

MARINE GEAR & SUPPLIES SIMPLE. RUGGED. RELIABLE.

BOLLARD™ MARINE GENERATORS

KIENE Cylinder Pressure Indicators for measuring diesel engine firing pressures...

Designed & Built for the Harsh Marine Environment

99kW LOWEST COST OF OWNERSHIP MORE COPPER MEANS IT RUNS COOLER & USES LESS FUEL

tured by

Manufac

uipmen

MER Eq

EPOXY COATING PROVIDES ENHANCED CORROSION RESISTANCE

800.777.0714

Locate a dealer www.merequipment.com

Easy to use—simple and reliable. Reduce maintenance costs. Improve engine availability. Use to balance cylinders. Pinpoint engine problems. Optimize fuel consumption. Fits any standard indicator valve. Recommended and used by major engine builders. • Minimal investment to monitor engine condition.. • • • • • • • •

SERVICES

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

Barges | Boats | Cranes Vessel Chartering Services

Call or e-mail for info! 1-800-264-5950 info@kienediesel.com www.kienediesel.com

Chris Gonsoulin, Owner (850) 255-5266

cgonsoul@gmail.com

www.mbbrokerage.net

SERVICES

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

Become a Certified and Accredited Marine Surveyor

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

www.workboat.com • APRIL 2021 • WorkBoat

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

ADVERTISERS INDEX Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . . 12

Inventech Marine Solutions . . . . . . . . . . . . . . . . . . . . . . 18

All American Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

BMT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

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

Browns Point Marine Service, LLC . . . . . . . . . . . . . . . . . 11

Keenan Filters / KTI Systems . . . . . . . . . . . . . . . . . . . . . 30

C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . . . 7

Metalcraft Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

CAIG Laboratories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

MTU - A Rolls-Royce solution. . . . . . . . . . . . . . . . . . . CV2

David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . . . 15

Pennel USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

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

RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

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

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

Hawboldt Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Subsalve USA Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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

Trimaco Marine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

WORKBOAT CLASSIFIEDS

EMPLOYMENT SPECIAL 2 - 3" PRINT ADS 2 - MONTHS ONLINE 2 - DIGITAL JOB WATCH NEWSLETTERS

ONLY $595.00 (over $1200.00 value)

CALL WENDY JALBERT TODAY 207-842-5616 www.workboat.com • APRIL 2021 • WorkBoat

LOOKS BACK APRIL 1961

• A second giant refrigerated propane-ammonia barge, the 284'×44'×12'6" Marjorie B, built for Phillips Petroleum Company, was launched recently at the main yard of Avondale Shipyards Inc., New Orleans. Designed to carry 1,700 tons of anhydrous ammonia (propane), the barges are said to be the largest of their kind ever construct-

ed for the petrochemical industry. • American Commercial Barge Line Co.’s new 6,500-hp, 190'×48'×12' towboat J.E. Alquist, was christened recently at Jeffersonville Boat and Machinery Co. Inc., Jeffersonville, Ind. Main propulsion comes from four Alco 251-B diesel engines producing 1,655 hp at 1,000 rpm each. • The 208'×46' hydraulic dredge Alaska was APRIL 1971 deliv• Teledyne Sewart Seacraft, Berwick, La., in cooperation with Ford Motor Co., showed in New Orleans recently its revolutionary installation of twin gas turbines in a 65' all-aluminum Sewalt-built crewboat. The new vessel represents a first-of-its-kind application in the marine industry of a scheduled production model of Ford’s 3600 Series turbine which will be production rated at 450 hp. APRIL 1981 The boat

• Two alledged hijackers climbed aboard Moran Towing of Texas Co.’s tugboat E.M. Black recently and ordered the captain and the threeman crew to head out into the Gulf of Mexico, reportedly for Florida. But 40 miles out, the tug, built for harbor work, began listing sharply and taking on water. After a bout at the rails, the 48

ered recently to Great Lakes Dredge and Dock Co., Chicago, from Todd Shipyards Corp., Morgan City, La., after a 10-month construction period.

is owned by R.A.G. Boat Contractors. • The Interstate Commerce Commission (ICC) has a proceeding underway proposing functional realignment of the Interstate Commerce Act.

two would-be hijackers turned themselves over to the crew. • Riverway Shipyard, Grafton, Ill., recently completed the remodeling of the 80' towboat Glen-Karen for Riverway Harbor Services, St. Louis. The work included a retractable pilothouse, new fixed pilothouse, second deck, internal stairways, and removable stacks. www.workboat.com • APRIL 2021 • 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

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 Bushings and Thrust Washers that are self-lubricating and pollution free. They are dimensionally stable with ultra low friction and extremely long wear 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

“Over the course of three generations, LeBeouf Towing has relied on Karl Senner, LLC for REINTJES gearboxes and product - Clark Todd, President, Blessey Marine Services Inc. support. Since 1967 until today, Karl Senner remains one of the best vendors a vessel operator could ask for.”

“With more than 65 sets of Reintjes gears in service today, our business has continued to operate safely and efficiently with reliable and dependable service from Karl Senner, LLC. With Reintjes and Karl Senner, LLC. as our partners, we are confident that we will have many more years of operating success along America’s Inland waterways.”

− Jon Gonsoulin, President LeBeouf Towing

Karl Senner, LLC is proud to equip the M/V Miss Andrea with two REINTJES WAF 773 gearboxes internal Karl Senner, with LLC is proudhydraulic to supply multi-disc shaft brakes, andGearboxes an Emerson two REINTJES WAF 563 Control System. onboard the M/V Daniel Wisner. Generic Product Image

Owner: LeBeouf Bros. Towing, LLC Shipyard and Designer: Bourg Dry Dock Owner: Blessey Marine Services, Inc. Shipyard: Verret Shipyard

504-469-4000

KARLSENNER.COM