WorkBoat June 2024

David Clark Marine Headset Systems

16 Vessel Report: Something old, something new

New towboats are a combination of proven and new technology.

24 Cover Story: Yearbook

• Building outside the box.

• Riding the wave.

• Consistency reigns in construction of tugs.

• Headwinds threaten offshore wind industry.

• Different classes, different trends.

BOATS & GEAR

20 On the Ways

• All American Marine to build research vessel for Cal Poly.

• Eastern Shipbuilding holds launch ceremony for New York ferry.

• Ingalls delivers 13th amphibious transport dock to U.S. Navy.

• Eureka Shipping is building Great Lakes mechanical/pneumatic cement ship.

• Marinette Marine lays keel for first U.S. Navy frigate

34 Coat tales

Coatings manufacturers are taking on some daunting challenges

8 Captain’s Table: Get involved and learn.

9 Energy Level: A thumb on the energy scale.

8 On the Water: Ship assist work — Part 5 — Less is often more.

9 Nor’easter: New York scrambles again for offshore wind.

10 Inland Insider: Another bridge, another lesson for mariners

11 Tech Watch: Circumnavigator predicts Starlink's dominance in maritime internet.

12 Legal Talk: When is a vessel restricted in its ability to maneuver?

12 Insurance Watch: Tell your agent about any operational changes.

14 Task force pushed for Baltimore port reopening in May.

14 Conrad Industries announces 2023 results.

14 Barges break loose after heavy rains on the Ohio.

unmanned surface vessel, Prowler, that the shipyard said combines multiple technologies designed to meet current and near-future warfighting requirements of the U.S. military and its allies. That's some pretty cutting-edge stuff.

The inland waterways have been catching fire now that the pandemic’s attack on the supply chain has eased. But that industry is still facing costs

Ken Hocke, Senior Editor khocke@divcom.com

for complying with the federal towing vessel safety regulations (Subchapter M), environmental rules requiring reductions in carbon emissions, incident reporting requirements, and installation of surveillance equipment on boats under a new law to curb sexual misconduct in the maritime industry. And don’t forget about lock delays.

And talk about a group let off the chain since the general public came out of hiding, the passenger vessel operators have seen business boom, not just in the past 12 months but going back two years.

Additionally, in April, the Federal Transit Administration (FTA) announced the availability of $316 million to support and modernize passenger ferry service in communities across the country. For fiscal year 2024, $49 million is available.

MITSUBISHI

MITSUBISHI

SIMPLE | RELIABLE | ALL MECHANICAL

MECHANICAL ADVANTAGE

MECHANICAL ADVANTAGE

We designed our Tier 3 & Tier 4 engines: Simple, Reliable, & Mechanical controlled.

We designed our Tier 3 & Tier 4 engines: Simple, Reliable, & Mechanical controlled.

A real advantage when operating in remote locations.

A real advantage when operating in remote locations.

FUEL ECONOMY

FUEL ECONOMY

Our mechanically controlled engines meet emissions while providing excellent fuel economy through engine design.

Our mechanically controlled engines meet emissions while providing excellent fuel economy through engine design.

PARTS/SERVICE SUPPORT

PARTS/SERVICE SUPPORT

Strategically positioned around the world. Our Americas HQ maintains a large inventory of parts, backed up with the support of our distributor and dealer networks.

CUSTOMER PARTNERSHIP

Strategically positioned around the world. Our Americas HQ maintains a large inventory of parts, backed up with the support of our distributor and dealer networks.

CUSTOMER PARTNERSHIP

Mitsubishi and its network of distributors and dealers focus on providing support for the right engine for your application.

Mitsubishi and its network of distributors and dealers focus on providing support for the right engine for your application.

LEARN MORE LEARN MORE

LEARN MORE

NOV 12 - 14, 2024

Morial Convention Center, Halls B, C, D, E & F

EDITOR IN CHIEF David Krapf / dkrapf@divcom.com

SENIOR EDITOR Ken Hocke / khocke@divcom.com

CONTRIBUTING EDITOR Kirk Moore / kmoore@divcom.com

CONTRIBUTING WRITERS Capt. Alan Bernstein • Bruce Buls • Robin G. Coles • Michael Crowley • Jerry Fraser • Pamela Glass • Stephen Blakely • Max Hardberger • Joel Milton

CONTENT SPECIALIST Benjamin Hayden / bhayden@divcom.com

DIGITAL PROJECT MANAGER / ART DIRECTOR Doug Stewart / dstewart@divcom.com

EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com

ADVERTISING ACCOUNT EXECUTIVE S

Mike Cohen 207-842-5439 / mcohen@divcom.com

Kristin Luke 207-842-5635 / kluke@divcom.com

Krista Randall 207-842-5657 / krandall@divcom.com

Danielle Walters 207-842-5634 / dwalters@divcom.com

ADVERTISING COORDINATOR

Wendy Jalbert 207-842-5616 / wjalbert@divcom.com

Producers of The International WorkBoat Show and Pacific Marine Expo www.workboatshow.com • www.pacificmarineexpo.com

EXPOSITION SALES DIRECTOR Christine Salmon 207-842-5530 / c salmon@divcom.com

PRESIDENT & CEO Theodore Wirth / twirth@divcom.com

GROUP VICE PRESIDENT Bob Callahan / bcallahan@divcom.com

PUBLISHING OFFICES

Main Office 121 Free St., P.O. Box 7438, Portland, ME 04112-7438 207-842-5608 • Fax: 207-842-5609

MAGAZINE SUBSCRIPTION INFORMATION

cs@e-circ.net • 978-671-0444 (Monday-Friday, 10 AM – 4 PM ET) © 2024 Diversified Communications PRINTED IN U.S.A.

More industry. Less impact.

Shell PANOLIN offers a wide range of high-performance biodegradable* lubricants, delivering unrivalled protection** for your equipment and the environment you’re working in. Helping you meet your dredging goals with less impact. *

MAIL BAG

Reader questions USCG tender contract

Your cover story in the April 2024 issue of WorkBoat about "Labor Pains" (see page 20) alluded to a shipyard worker shortage that is causing delays in delivery of various Coast Guard vessels.

With regards to the Waterways Commerce Cutter (WCC) Program, the Coast Guard RFP went out in April 2021. In October 2022 the Coast Guard awarded the contract to Birdon America to build 16 river buoy tenders and 11 inland construction tenders at a cost of $1.19 billion, which was over $300 million more than the next lowest bidder. Additionally, the contract was supposed to be a Small Business set aside. Initially, Birdon quali ed as a Small Business, but upon appeal Birdon was determined not to be a Small Business.

Add to the fact that Birdon is an Australian-owned company that did

not own a shipyard at the time of the award. In its bid, Birdon planned to sub-contract with Bollinger Shipyard for the hull completion. However, after a series of meetings, Bollinger chose not to contract with Birdon. In essence, Birdon was nothing more than a broker when it received its award. Subsequently, Birdon recently purchased the Metal Shark Shipyard in Bayou la Batre, Alabama.

I sent several emails to the Coast Guard trying to determine how an Australian-owned company that did not own a shipyard, nor had ever built a vessel, get a contract worth over $1 billion to build buoy tenders and inland construction vessels. In response to my emails, I was told “the WCC contract was awarded on a 'Best Value' basis. This allows the Government to select the offeror who provides the best overall value to the Government, and not necessarily the lowest overall cost.”

When I asked what exactly was

the “Best Value” criteria that Birdon provided to the taxpayers, I received a response from an Assistant Judge Advocate General for Acquisition and Litigation, stating “the Coast Guard is not at liberty to disclose protected information regarding the offers submitted in response to the solicitation, evaluation, and award decision resulting in a contract to Birdon USA.”

Something on your mind? 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. Email: khocke@divcom.com

McDermott Light & Signal

Dredge Lights

Meets 2 mile requirement for marking of dredge pipelines

Solar Marker Lights

Navigation

Barge

1 to 3 mile visibility for aids to navigation and applications such as buoys, docks, barges, and temporary lighting

Lights

Permanent mount LED lighting for bridges, docks, and barges

For vessels greater or less than 50 meters Certified to meet UL 1104 and Subchapter M Platform Marker Lights

Solar or battery powered barge navigation lights for unmanned barges per UL1104 Regulatory

Buoys

Available for all applications

*Available with or without lighting*

BY JOEL MILTON

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

On the Water

Ship assist work — Part 5 — Less is often more

In this final installment on assist work I’m going to focus on restraint. On the idea that the throttles very seldom need to be in the corner.

You don’t need to always “roll the coal.” Belching big clouds of smoke, huge bursts of quickwater, singing and popping lines, and a wildly vibrating tug are all signs of poor planning and that horsepower was substituted for skill. Less is often more.

I generally try to use the least amount of everything (speed, power, rudder) to get the job done. An assist boat with a line up and making no turns acts as a significant drag on a light barge. Positioned with care and foresight, it’s frequently about 80% or more of what you really need: that predictable drag on the barge to prevent the wind from overpowering and working you, allowing you to keep it all under firm con-

CAPT. DAVE ANDERSON

Capt. Dave Anderson has been involved in the passenger vessel industry for 45 years and is currently the general manager/ director of operations for Fire Island Ferries Inc., where he oversees the maintenance and operations for 27 vessels.

Captain’s Table

Get involved and learn

If there is one thing I have learned in 40 years as a licensed mariner, it is that being a lifelong learner is extremely important in our profession.

Changes in technology, vessel designs, navigation tools, and operating systems are just a few of the things that mariners must stay up to date on to operate safely.

But what about the external factors that influence our ability to be safe? For example, how do we learn to interact smoothly with the Coast Guard or efficiently prepare for a Coast Guard inspection or drydock? These skills require more than just reading the regulations. They require a willingness to cultivate strong relationships, foster understanding, and develop trust with the Coast Guard. This means getting out of the pilothouse and spending time interacting with Coast Guard personnel in your area of operation. With Covid behind us, the importance of meeting in person cannot be overstated.

The Coast Guard is now holding “Industry Days.” Generally one-day meetings, they involve marine operators and Coast Guard personnel who discuss important industry topics. These

trol and land it smoothly, with minimal drama, even when operating in gnarly conditions.

With the assist tug rolling out onto a 99 (perpendicular to the hull) and pinning the barge only right at the end of the maneuver, it can easily appear to those who just don’t have the experience to understand it that the assist wasn’t really necessary at all. But appearances are deceiving. It wasn’t a lot of power that was required, mostly just the weight. As much as possible, use all the elements, along with geometry and physics, to your full advantage. Making a complex, dynamic maneuver look simple, easy, and boring is the magic trick to master. Again, less is usually more.

Consistently practicing real, effective restraint when power is always at hand and abundant isn’t easy. Trying to teach it to others can seem a fool’s errand. It is, in fact, contrary to human nature, as any trip on a highway will soon prove conclusively. When we have something, we tend to use it, and thoroughly abuse it, even when doing so causes far more harm than good.

And so it goes…

meetings are learning-rich environments that allow you to ask questions, make comments, and most importantly build relationships and understanding.

Over the years, I have been fortunate to have had the opportunity to participate as a passenger vessel operator and representative of the Passenger Vessel Association in numerous Coast Guard marine inspector training courses and quality partnership interfaces with senior leadership at Coast Guard headquarters. These sessions allowed me to talk about our industry, our challenges, and our commitment to safety.

Frequently, I am asked questions and have given open and honest answers. While marine inspector training classes are now being taught online, there will be chances for industry representatives to participate in Coast Guard journeyman marine inspector courses and in chief of inspection courses.

There are many other ways in which you can take part in industry-related discussions. Consider joining your local Harbor Safety Committee or Area Maritime Security Committee. Whatever path you choose, I encourage you to get involved, contribute, learn, and grow professionally.

This column first appeared in the May 2023 edition of WorkBoat

Energy Level A thumb on the energy scales

BY G. ALLEN BROOKS, CORRESPONDENT

In the fourth year of the Biden administration’s efforts to overhaul the nation’s energy industry, the Department of the Interior is changing the rules for companies seeking to lease public lands, including offshore. It is another example of the Biden administration playing favorites in executing its industrial policy. It seeks climate activist votes in the upcoming election.

This all started Jan. 27, 2021, with Biden’s Executive Order 14008 directing the Interior Secretary to “pause new oil and natural gas leases on public lands or in offshore waters pending completion of a comprehensive review and reconsideration of federal oil and gas permitting and leasing practices.” The DOI had to consider “potential climate and other impacts” and adjust oil

BY KIRK MOORE, CONTRIBUTING EDITOR

Contributing

Editor Kirk Moore

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

and gas production royalties to account for “climate costs.” This latest petroleum industry attack will likely have little impact other than angering people.

The offshore leasing pause caused the cancelation of a sale and means fewer future sales. Climate activists praised Biden, but his approval of ConocoPhillips’ Willow Project in Alaska cost him much of that support. Thus, he needs these new restrictions to win back climate activists.

The Energy Act of 2020 drove the renewable energy public lands adjustments. Solar and wind energy development needs more help as if subsidies were not already sufficient. Project capacity fees were cut by 80%. The application process was streamlined to give developers greater certainty. The Bureau of Land Management (BLM) can now accept renewable leasing applications without first going through a full auction. BLM retains the ability to hold competitive auctions where appropriate.

Nor’easter

New York scrambles again for offshore wind

Sixweeks after resurrecting two at-risk offshore wind projects, New York State officials again faced the prospect of a major setback to their goal of 9,000 megawatts.

Provisional contracts for three New York Bight wind projects were cancelled, after “technical and commercial complexities” made it impossible for developers to move forward, New York State energy planners announced April 19.

The projects were provisionally awarded in October 2023 with New York’s third round of renewable energy solicitation. The cancellations are tied to GE Vernova’s decision not to proceed with building 18-megawatt Haliade X turbines, meaning costs would go up using more, smaller machines, Politico and E&E News reported.

The New York State Energy Research and Development Authority (NYSERDA) said it had to close out the offshore third round without final contract awards. The GE Vernova move to stick with

The petroleum industry was treated differently. It was the first comprehensive update to the federal onshore oil and gas leasing framework since 1988. Minimum bonding levels, in place since 1960, and royalty rates for over 100 years, were adjusted. The minimum lease bond was boosted to $150,000 from $10,000, while royalty rates increased to 16.67% from 12.5 percent. Minimum lease bids jumped from $2 to $10 per acre, and delay rentals doubled for the first two years and will escalate over seven years.

The fee increases will barely lift the industry’s contribution to the federal budget. Offshore oil and gas revenues account for most or all of the funding for several federal conservation and restoration programs, which will benefit. They also contribute money to coastal states for coastal preservation and restoration. Will oil and gas companies continue targeting drilling on public lands given fee hikes or move to greener pastures?

smaller turbines was a key factor, according to the NYSERDA.

“Subsequent to the provisional award announcement, material modifications to projects bid into New York’s third offshore wind solicitation caused technical and commercial complexities between provisional awardees and their partners, resulting in the provisionally awarded parties’ inability to come to terms,” according to an agency statement.

Not to be deterred, the administration of Gov. Kathy Hochul beat onward days later, announcing it would prepare solicitation for a new round of offshore power bids.

At the end of February, Hochul announced the state had salvaged the 810-megawatt Empire Wind 1 project by Equinor and the 924-MW Sunrise Wind project by partners Ørsted and Eversource, with new agreements striking a price of $150 per megawatt-hour. The companies had warned that industry-wide problems with escalating costs had made original agreements with NYSERDA untenable.

The three New York Bight projects had been estimated at the $150/MWh target and promised a cumulative 4,000 MW of power — a big step toward New York’s goal.

BY KEN HOCKE

Inland Insider

Another bridge, another teachable moment for mariners

It was 2:45 a.m., Sept. 22, 1993, the fog low and thick on the Mobile River in southwest Alabama. Willie Odom was at the controls of Warrior & Gulf Navigation Co.’s towboat Mauvilla, pushing six barges along the river.

Odom was looking for a place to pull his tow over to the riverbank, to wait for the night air to clear.

At the same time, the Sunset Limited, an 11-car Amtrak train carrying 206 passengers was racing through the darkness and fog at 72 mph on its way from Los Angeles to Miami.

Believing he was headed upriver, Odom, without chart or compass and lacking in radar pro ciency, instead moved his tow into Big Bayou Canot, a shallow body of water adjacent to the Mobile River. Thinking he spotted another tow waiting out the fog, Odom headed for it in hopes of using it as a temporary mooring. In the wheel-

house, Odom felt a “bump.” He backed the tow away, losing two of the barges from the tow.

Odom did not realize he had hit the Bayou Canot Railroad Bridge and pushed a girder 38” out of alignment. Consequently, no mayday came from the tow.

At approximately 2:52 a.m., the Sunset Limited barreled onto the railroad bridge, the lead locomotive slamming into the displaced girder.

Three of the train’s locomotives and four of its cars plunged into Big Bayou Canot. At 3:08 a.m., a mayday nally went out.

In the wake of the disaster, 47 people were killed and 103 were injured.

The subsequent investigations would set in motion a fundamental change for the tug and barge industry — Subchapter M.

Hopefully, the powers that be will nd an answer that will make the allision between the 985' containership Dali and the Francis Scott Key Bridge in Baltimore on March 26 less likely to happen in the future.

The investigation is ongoing. But a ship that loses power, which causes it to lose steering, is a ridiculously engineered system for 2024.

Ken Hocke has been the senior editor of WorkBoat since 1999. He can be reached at khocke@divcom. com

BY BENJAMIN HAYDEN

Tech Watch

Circumnavigator states Starlink will dominate at-sea internet market

I recently attended Capt. Ronnie Simpson’s presentation on his participation in the Global Solo Challenge, which is a single-handed circumnavigation sailing race. Simpson’s mast snapped in the middle of the Atlantic Ocean on his way toward the nish line, 600 nm off the coast of Argentina, and he attributed a large part of his rescue to Starlink. While the Open 50 sailboat doesn’t fall into any typical workboat category, the communications technology that Simpson spoke to is applicable to the commercial marine industry.

“The coverage is actually far greater than what Starlink will advertise.” Simpson told me in a follow-up interview. “It actually worked everywhere. The only caveat, in the Southern Paci c Ocean, there wasn’t as much coverage, but 99% of people aren’t going around Cape Horn.”

Simpson spoke to the usefulness of the platform during the 106-days he spent at sea. “Whether

you’re consulting with a manufacturer about a technical problem, or whether you’re downloading a PDF manual, or a driver, or a software update, or whatever, for any kind of equipment onboard, but also from day-to-day functions, being able to have full access to weather, or any other pertinent information or alerts or anything, and then also, just the general communication standpoint.”

That communication standpoint proved critical during Simpson’s rescue, when he sent distress calls to the U.S. Coast Guard and Argentinean Navy. Simpson was picked up by the 738'x105' Taiwanese bulk carrier, Sakizaya Youth , communicating with them a meeting point as best his engine could manage.

Simpson re ected on the unforeseen impact of the simple WhatsApp application for international communication amid his rescue, “even dealing with people from multiple governments and everything else. You have satellite phones, SMS messaging and email is cool, but just straight up having WhatsApp and being connected. Yeah, I found that to be, I guess you could say an unexpected, just complete game changer.”

Norsap Towboat Chair

The ultimate in comfort, functionality and mobility. The Norsap Towboat chair, from the 1500 series, was developed for inland marine operations with a 5 wheeled base and footrest ring. See the full suite of Norsap seating solutions in stock now at Imtra.

Ben Hayden is a Maine resident who grew up in the shipyards of northern Massachusetts. His passion for storytelling came about on a freelance film that highlighted businesses, farmers, and fishermen while sailing up the coast of Maine.

BY TIM AKPINAR

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

Legal Talk

When

is a vessel restricted in its ability to maneuver?

Whenever two vessels collide, one of the first things the owners will do is to pull out the Navigation Rules to determine who was at fault. Sometimes the rules are easy to apply, as in the case of a sailboat being overtaken by a powerboat on an open stretch of water. At other times, the Navigation Rules could open the door to debate in their interpretation. The latter was the case in a collision between two vessels on the Mississippi River that involved Inland Rule 18.

Inland Rule 18 addresses vessels restricted in their ability to maneuver. The collision at hand occurred near Chalmette, La., in January 2019. The plaintiff’s vessel was traveling down the middle of the Mississippi. The plaintiff claimed that the defendant’s vessel steered into their path and struck them, causing injury to crewmembers. The two sides found themselves in the Federal District Court for the Eastern District of Louisiana arguing the issue in a motion.

The plaintiff asserted that the defendant’s

BY CHRIS RICHMOND

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

Insurance Watch

Tell your agent about any operational changes

One thing I will always say to clients is that it is always better to inform your agent of any changes to your operation or vessel because after a claim occurs it is too late for that conversation. There is never too much information in this regard.

When it comes to your hull policy, one such topic that’s concerning is the warranties attached to it. Warranties state what you can and cannot do on board the vessel.

Some examples:

• Changes in operation: Is your oil skimmer going to start delivering fuel oil as well? There is a warranty stating what type of operations your vessel is insured for. If you are engaged in something different and have a claim it may not be covered.

• Changes in navigation: When we say navigation, we are not only talking about territorial boundaries but also time of year. Have you expanded your footprint and are now operating in

vessel had not displayed the ball-diamond-ball indicating its restriction under Rule 27(b). And the defendant disputed the plaintiff’s assertion that it was performing an intentional swing maneuver.

The court examined Rule 3(g) in detail. The rule defines a vessel restricted in its ability to maneuver as “a vessel which, from the nature of her work, is restricted in her ability to maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel.” The court examined a long list of activities giving rise to the restriction, which included, among others, dredging, surveying, etc.

The defendant argued that Rule 18’s “nature of her work” requirement should extend to vessels engaged in un-anchoring operations. They based this argument on the statute’s language that “vessels restricted in their ability to maneuver include, but are not limited to... ”

The court ruled in favor of the plaintiff, holding that the defendant’s un-anchoring procedures are not included in Rule 3(g)’s “nature of her work” requirement. The court felt that the defendant’s vessel was not restricted in its ability to maneuver.

The Navigation Rules can be straightforward and they can be tricky, depending on the setting.

new waters? Are you operating longer in the year with a shorter layup? Your policy will state your navigational limits as well as any layup period. If you have a claim outside of either of these two limits, there will be no coverage.

• Survey recommendations: Every five years or so, your insurance company will ask for a new survey. If survey recommendations result, you will be asked to sign off that they have been complied with. Should you have a claim, and the adjuster determines that it was caused or associated with a survey recommendation that was not complied with, it will be denied.

• Extra crew: Your policy has coverage for a stated number of crew. If you take on more personnel for a longer trip or just to have more hands onboard your policy needs to be modified to reflect this.

Insurance is one of the larger expenses that you have with your vessel and its operation. You want to do all you can before a claim occurs to ensure that you get paid in the event of an accident. Take the time to review with your agent what you currently have and make sure to keep him or her up to date with any changes.

Task Force pushed for Baltimore port reopening in May

Thirty days after the Baltimore bridge disaster, outbound ships began to slip past the wreckage as a round-the-clock drive continued to fully reopen the Fort McHenry federal channel and port operations.

Three shallow-draft emergency channels had allowed limited tug and barge traf c but no ships to move past ongoing work to clear the debris and remove the Dali, still pinned under part of the bridge span.

A fourth emergency channel 35' deep was cleared past the wreckage of the Francis Scott Key Bridge which allowed the rst Baltimore ship transits since the 985' containership Dali lost power and collapsed the bridge March 26. The deeper passage on the northern shoulder of the 50' federal Fort McHenry Channel was prepared after salvors used Donjon Marine’s Chesapeake 1000 crane barge to move a 560-ton section of the bridge's steel frame out of the way.

The Balsa 94, a 349'x62' Panama- agged bulk carrier, was the rst to depart April 25, escorted by two Moran Towing tugs. Later that day the Carmen, a 760'x106' Swedish- agged car carrier, eased out on departure to Panama.

The deep channel was used for one-way operations until April 30, when the Coast Guard-led joint response team and Army Corps of Engineers planned to begin operations for removing the Dali to the port.

The operation was continuing around the clock without any worker injuries, Maryland Gov. Wes Moore said in an April 23 press conference. A continuing priority was searching for two men still missing from a construction crew of six who were lost when the bridge deck collapsed, he said.

Vessel transits were timed in coordination with the bigger goal of clearing the deep channel for reopening in May, said Moore.

“We have to, and we will open the full federal channel,” he said. “We are going to work ef ciently, and we are going to work safe.”

Video of the Dali bridge allision at 1:28 a.m. showed the ship blacking out as it approached the span and veering to starboard

National Transportation Safety Board chair Jennifer Homendy said power issues are a primary focus of investigators. — Kirk Moore

News Bitts

Conrad Industries announces 2023 results

Conrad Industries Inc., Morgan City, La., recently announced its 2023 results and backlog.The company reported a net loss of $27.0 million and loss per diluted share of $5.39 for the 12 months ended Dec. 31, 2023, compared to net loss of $17.4 million and loss per diluted share of $3.47 for the 12 months ended Dec. 31, 2022. Conrad’s backlog as of Dec. 31, 2023, was $253.8 million, compared to $244.1 million on Dec. 31, 2022, and $148.5 million on Dec. 31, 2021.

Barges break loose after heavy rains on the Ohio

More than two dozen barges broke loose at a Pittsburgh marina and fl oated uncontrolled down the Ohio River on April 12 after heavy rains and fl ooding across the region. The 26 Campbell Transportation Co. barges, carrying coal and other dry cargo, were reported loose around 11:30 p.m., according to a statement from Pittsburgh city public safety officials. Eleven barges were rounded up and pushed to the river bank by Brunot Island. Pittsburgh city offi cials said the breakaway caused damage, but no injuries.

CORRECTION

In

the April issue, we reported on Moose Boats building a 35'x13'6" patrol boat for Santa Barbara, Calif.'s Harbor Patrol unit. We said the boat would be powered by twin Cox Marine 300-hp diesel outboards. There has been a change in plans for the propulsion system. Instead of Cox Marine diesel outboards, the build will be powered by twin Suzuki 300 counter-rotating propeller outboards.

Salvors prepare to move a large piece of supporting steel from the collapsed Francis Scott Key Bridge in Baltimore.

The cutting-edge of commercial marine meets a 44-year maritime industry tradition at The International WorkBoat Show. As the maritime industry embraces innovation, The WorkBoat Show remains at the forefront, driving progress and propelling the industry forward. Join us in November alongside Underwater Intervention to experience the dynamic synergy between the commercial marine and subsea industries.

Something Old, Something New

New towboats are a combination of proven and new technology.

By Michael Crowley, Correspondent and Ken Hocke, Senior Editor

Covid-19 took its toll on barge traf c that regularly plies inland rivers, but barge traf c seems to be returning to pre-Covid demand and revenue levels.

Supporting that resurgence are towboats under construction at various shipyards or, in some cases, already delivered.

Steiner Shipyard, Bayou La Batre, Ala., delivered a 76'x35'x10'8" inland river towboat to Florida Marine Transporters (FMT), Mandeville, La., in December 2023. The steel-hulled Kristy Dutsch was designed by Sterling Marine, Fairhope, Ala., and is the fth boat in a six-boat series.

Shipyard foreman Kevin Oliver said that having worked closely with FMT on the rst four vessels, all the bugs had been worked out during previous builds. “This boat was fairly straightforward,” he said.

Main propulsion comes from two Caterpillar 32B diesel engines, producing 2,000 hp each. The mains connect to twin 76"x68", 4-bladed Sound propellers through Twin Disc MG-540 marine gears.

Ship’s service power comes from two 99-kW John Deerepowered gensets.

Tankage includes 30,000 gals. of fuel; 10,000 gals. water; 800 gals. lube oil; and 800 gals. gear oil.

The towboat is U.S. Coast Guard-certi ed Subchapter M, and features a Furuno electronics suite.

ENVIRONMENTAL CONSCIENCE

The inland industry is not being left behind as other parts of marine manufacturing move toward a greener future. That’s part of the reason for a number of new towboat designs. Foremost among these will be the rst fully electric, truckable push tug. Elliott Bay Design Group ( EBDG) incorporated an electrical propulsion system into Miller Marine’s proven 26’ truckable push tug design. Miller Marine is building the push tug at its Deltaville, Va., shipyard.

The push tug consists of two sections, a shoebox-looking hull and a customizable superstructure with an enclosed steering station. Both sections can be loaded separately on a single atbed trailer and trucked to wherever the towboat is needed, without any special permitting, and assembled once the destination is reached. A 300 kW (400-hp) rating is provided by two permanent magnet (PM) motors.

That won’t be the only new towboat turning green. American Commercial Barge Line (ACBL), Jefferson, Ind., is launching the Hydrogen One, the world’s rst methanolfueled towboat later this year. It’s designed by EBDG to operate at standard speeds for 550 miles before needing to be refueled, all the while contributing a 40% reduction in greenhouse gases.

“We are excited to see how far we can get this boat into this industry,” said Maritime Partners’ analyst Jack Nash.

Doug Stewart photo

Towboats provide the push barges need to deliver cargo along the inland waterways.

Maritime Partners will own the new towboat and charter it to ACBL.

Towboats are not normally seen by the general public as purveyors of cutting-edge technology, but vessels like the above might help change that impression.

Meanwhile, a more traditional propulsion design but with a strong nod to the environment went into the Michael J. Kennelly, an 82’x34’ towboat that Steiner Construction in Bayou La Batre, Ala., delivered to ACBL in October 2023. The Michael J. Kennelly’s propulsion package marks the debut of the Mitsubishi S12R Tier 4 main engine — not one but two — each producing 1,260 hp. The Tier 4 engines meet nitrogen oxide emission standards and “represent the strictest of EPA emission requirements for marine diesel engines and will signi cantly reduce emissions,” said ACBL’s CEO Mike Ellis.

Another rst for the Michael J. Kennelly is that it’s the only Tier 4 towboat with a retractable pilothouse. With the wheelhouse raised there’s an air draft of 41'2". Lower the wheelhouse and the air draft drops to 17'7".

A eet-wide move toward the use of

lower-carbon fuels was made by John W. Stone Distributors, Gretna, La., in July when it started converting 11 tug/ towboats, 47 inland barges and three offshore tanker units to Renewable Diesel 99 (RD99). RD99 has a very low carbon footprint as it is made from

This methanol-fueled towboat is expected to result in a 40% reduction in greenhouse gases.

Elliott Bay Design Group and e1

VESSEL REPORT Towboats

FIVE TRENDS IN THE INLAND INDUSTRY

In a recent WorkBoat interview with Wells Fargo Senior Vice President Brett Hewitt, the subject of trends in the inland waterways industry was part of the discussion.

Hewitt said he sees five distinct tendencies: financial challenges of Subchapter M, high-water events, sustainable marine fuels, inflation and supply chain issues, and mariner shortages.

Full implementation of Subchapter M, “appears to be favoring larger operators that have more access to capital because companies must keep their fleets working and keep them COI compliant with the Coast Guard, which requires reinvestment," said Hewitt.

Extreme weather events seem to be happening more often than in the past, said Hewitt. “High water, low water, hurricanes and other unexpected events are becoming more frequent and force operators to be nimbler; they have to have effective emergency planning contingencies,” he said.

As for sustainable marine fuels, Hewitt said that each operator’s fleet has its own nuances, such as where it operates, how far its vessels need to go, what they’re carrying, and how much excess space onboard there is for a new fuel type.

In order to try to get a handle on inflation and supply chain issues, vessel operators are cutting costs or passing on these costs to their customers, which could have risk, according to Hewitt. “In the last couple of years, however, you’ve seen freight day rates continue to rise in most commodities moved, showing that operators are getting better at passing along higher costs.”

The ubiquitous mariner shortage problems plaguing the inland industry are only getting worse. “...vessel operators that can best take advantage of the transfer of knowledge from their more seasoned, older workforce to the younger generation are truly going to be the ones that are more successful,” Hewitt said. — Ben Hayden

Wells Fargo

100% sustainably sourced renewable materials, such as soybean oil and canola oil, and is a drop-in replacement for petroleum-based diesel fuel. Renewable diesel is chemically identical to petroleum yet has potential for greenhouse gas emission reduction of 75% compared to conventional fuels.

Besides dealing with its own eet, Stone has committed to two RD99 storage tanks, a 100,000-bbl. tank in Port Fourchon, La., and an 85,000-bbl. tank in New Orleans.

Even governments are bringing their vessels into the cleaner air movement.

The rst Tier-4 towboat commissioned by a government agency is the Freedom, a 103'x34'x10'9" towboat built by Vessel Repair, Port Arthur, Texas, and designed by Sterling Marine, Fairhope, Ala., for the Tennessee Valley Authority. The TVA is responsible for power generation in the Tennessee Valley and the Freedom is working to support public power generation.

Workboat ’s latest Construction Survey shows 43 towboats under contract, under construction, or delivered. That’s six fewer than the year before and 19 fewer than the 2020-2021 survey. In all three surveys, a majority of the towboats were being built at Marine Inland Fabricators, Panama City, Fla., all of which are 25' truckable towboats.

Wheelhouse Electronics, Paradis, La., supplied the electronics suite.

INJURIES AND DEATHS

In 2022 there were at least 95 incidents involving towing vessels or barges that accounted for 101 crewmember injuries. The majority were minor or moderate in severity, caused by working with lines, wires or winches, according to the Coast Guard/American Waterways Operators Annual Safety Report released by the Coast Guard Office of Investigations and Casualty Analysis in August 2023.

That same year, however, there were also four deaths, compared to two in 2021 and 11 in 2020. The four deaths involved falling into the water while moving a dredge pipe, being crushed between a towing vessel and its barge, getting hit in the head by a suspended load while involved in crane operations, and workers falling onto another barge while installing deck equipment.

— M. Crowley and Pamela Glass

GEAR FAILURE DOESN’T WORK FOR THE UNITED STATES NAVY.

For commercial marine applications, gearbox failure isn’t an option either. Philadelphia Gear created Onsite Technical Services™ (OTS) to support all our marine customers, including the U.S. Navy and Coast Guard, to install, rebuild, and maintain critical rotating equipment anywhere they go.

Get Navy-trusted OTS for your commercial marine vessels: Visit PhilaGear.com/Marine today.

The first Tier-4 towboat commissioned by a government agency is the Freedom, a 103’x34’x10’9” towboat.

Shane Carman/TVA photo

ON THE WAYS

All American to build research vessel for Cal Poly Institute at Humboldt

All American Marine (AAM), Bellingham, Wash., will build a research vessel for the California Polytechnical Institute at Humboldt, building on the company’s recent success with similar designs for nearcoastal science work.

The 78'x26.7' semi-displacement aluminum catamaran was designed by Nic de Waal of Teknicraft Design, Auckland, New Zealand, and will draw 6'. The vessel will incorporate proven design elements of two research vessels recently delivered by AAM: the research vessel Shackleford for Geodynamics, Newport, N.C., named a 2023 WorkBoat Significant Boat, and University of Hawaii at Manoa’s research vessel Imua

The propulsion package includes two xed-pitch propellers powered by twin MAN D2862LE438 EPA Tier 4 engines equipped with a diesel particulate filter. The engines, rated at 1,182 hp at 2,100 rpm each, are designed to meet California air emission requirements. The engines will connect to Twin Disc MGX-6599RV gear boxes, driving xed pitch propellers. Like the Shackleford, the vessel for

Cal Poly will be capable of supporting the emerging offshore wind industry on the West Coast. It will be out tted with a Kongsberg ADCP electronics suite augmented by a xed WASSP multibeam system. Furuno will provide GPS, AIS, depth sounders and displays, and the vessel will utilize Simrad’s AP70 Mk2 autopilot system.

“The vessel integrates the signature Teknicraft Design symmetrical and asymmetrical combined hull shape, bow wave piercer, and a patented dynamic hydrofoil-assisted hull design,” according to a statement from AAM. “The hull and hull components are designed to break up wave action and ensure reduced drag while enhancing passenger comfort. This design is proven to have both low-wake-wash energy and increased fuel economy. This advanced hull shape was custom-designed using digital modeling and computational uid dynamics analysis testing.”

AAM said the Teknicraft designs feature excellent fuel economy, consuming around the same gallons per nautical mile throughout the estimated cruising speed of 18-24 knots, with a fuel-ef cient survey operation speed

of 4-8 knots, fully laden. With a fuel capacity of 1,600 gal., the vessel will carry up to 40 total day passengers, or 10 live-aboard. Freshwater capacity is 210 gals.

Onboard the vessel, scientists and crew will have comfortable live-aboard quarters, large wet and dry lab spaces, as well as a range of oceanographic equipment for a variety of missions.

The vessel will be USCG classi ed, Subchapter T, and has an expected delivery date of early 2025.

— Ben Hayden

Eastern Shipbuilding holds launch ceremony for New York ferry

Eastern Shipbuilding Group Inc. (ESG) was planning a May 3 christening and launch ceremony at its Allanton Shipyard in Panama City, Fla., for a new 302' passenger/vehicle ferry destined for the Bridgeport & Port Jefferson Steamboat Co., Port Jefferson, N.Y.

The Subchapter H vessel will accommodate 1,000 passengers and 124 cars, or a combination of cars and up to six trucks and will have a running speed of 17 knots. The ferry will operate between Bridgeport, Conn., and Port Jefferson, traversing New York’s Long Island Sound. Steel cutting for the ves-

78’ research vessel for Cal Poly will be capable of supporting the emerging offshore wind industry on the West Coast.

The Subchapter H vessel will have capacity for 1,000 passengers and 124 cars, or a combination of cars and up to six trucks.

Eastern Shipbuilding Group

sel began in January 2023.

The new ferry was designed by Gilbert Associates, Braintree, Mass., based on the P.T. Barnum (1999) and Grand Republic (2003) auto/ passenger ferries that Eastern previously built for McAllister Towing and Transportation Co., owners of the Bridgeport & Port Jefferson Steamboat Co. The shipyard has built more than a dozen vessels for McAllister.

“We have been doing business with McAllister for more than 30 years,” Eastern CEO and Chairman Joey D’Isernia said in a statement during the initial phases of the build. “We look forward to adding another stateof-the-art auto and passenger ferry to their fleet.”

The ferry will be powered by twin EPA Tier 4 Electro-Motive Diesel (EMD) 12 ME 23B main engines, each producing 3,000 hp at 900 rpm and driving Reintjes WAF 3445 3.083:1 reduction gears delivering power to fixed pitch propellers.

The boat will also be equipped with three John Deere 6135 AFM85 diesel generators, producing 300 kW at 1,800 rpm each.

To give the ferry additional maneuverability, it will be fitted with two BERG Model MTT113 FPL bow thrusters, each driven by John Deere 6135 AFM85 diesels rated 500 hp at 2,000 rpm and coupled to Reintjes WVS 234 1.50:1 reduction gears. Steering controls are by Jastram

— B. Hayden

Ingalls delivers 13th amphibious transport dock to U.S. Navy

Huntington Ingalls Industries’ Ingalls Shipbuilding division, Pascagoula, Miss., recently delivered the amphibious transport dock Richard M. McCool Jr. (LPD 29) to the U.S. Navy.

The 684'x105'x23' Richard M. McCool Jr. is the 13th San Antonio-class ship delivered by Ingalls and is the final Flight I transition ship before Ingalls moves into production of the

BOATBUILDING BITTS

Eureka Shipping , a Norwegian provider of cement carrier services jointly owned by SMT Shipping and The CSL Group, is building a new mechanical/pneumatic (for dustfree unloading) cement ship for operation on the Great Lakes. The vessel, with a deadweight of 12,500 metric tons, will operate from Canada and is designed to replace two older vessels while maintaining the same cargo capacity. The new vessel, currently under construction by the Holland Shipyard Group in the Netherlands, is scheduled for delivery in 2025 and will begin operations in the Great Lakes region. In the interim, prior to the new vessel’s arrival in Canada, the Sunnanvik , a 8,600 DWT mechanical/pneumatic cement carrier previously operating in Europe, will service its trade routes. Sunnanvik holds the distinction of being the first sail-equipped vessel to operate in the Great Lakes.

Crescent Towing recently took delivery of the Angus R. Cooper

II, a new 6,000 hp, Tier 4 Z-drive tugboat constructed at Blakeley BoatWorks, Mobile, Ala., for its ship assist operations in the Port of Savannah, Ga. The 92'x38'x19' tug is named in recognition of the longtime chairman and CEO of The Cooper Group, the parent company of Crescent and Blakely. The new tug is powered by twin Caterpillar 3516E Tier 4 engines, each producing 3,004 hp to power Kongsberg 255 fixed pitch azimuthing drives.

The Austal USA board of directors has elected Michelle Kruger as Austal USA president, after serving as interim president since August 2023. Kruger joined Austal USA in 2022 as the vice president of global services and support. Additionally, Austal USA began the construction of LCU 1710, the first of three U.S. Navy Landing Craft Utility (LCU) ships. The shipyard was awarded a $91.5 million contract in September 2023 for the three LCUs and associated support efforts. Key specifications of the LCU 1700 class, as outlined by NAVSEA, include diesel propulsion with Kort nozzles on twin shafts generating 500 hp each. The 139'x31' vessels can reach 11 knots and achieve a range of 1,200 nm when running at eight knots.

The keel laying for the future USS Constellation was held April

Eureka Shipping

Eureka Shipping is building a mechanical/ pneumatic cement ship.

Crescent Towing adds new Tier 4, 6,000HP Z-Drive tugboat to Port of Savannah. The Cooper Group

ON THE WAYS

LPD Flight II line.

“The LPD 29 delivery demonstrates how our shipbuilders are enabling our combined Navy and Marine Corps team,” said Kari Wilkinson, president of Ingalls Shipbuilding, in a statement announcing the delivery. “It is the most recent example of what U.S. industry and government partnerships can accomplish by putting another player on the eld. We will now bring the full weight of this collaborative team to bear on steady-state Flight II execution going forward.”

Main propulsion comes from four Colt-Pielstick diesel engines generating a total of 40,000 hp. The 25,000-ton vessel is capable of 22 knots. The ship can carry either two air-cushioned landing crafts or one landing craft utility boat. The LPD 29 has a 699-person capacity.

The radar set is an AN/SPS-73(V)12, which provides contact range and

bearing information. The vessel is armed with two 30 mm Bushmaster II cannons for surface threat defense, and two Rolling Airframe Missile (RAM) launchers for air defense.

Additionally, the LPD 29 can carry, launch, and recover four Boeing CH-46 Sea Knight helicopters or two Bell MV22 Osprey tilt rotor aircrafts.

Ingalls currently has two Flight II LPDs under construction, including Harrisburg (LPD 30) and Pittsburgh (LPD 31). In March 2023, Ingalls was awarded a modification to the contract for the procurement of the detail design and construction of Philadelphia (LPD 32), the 16th ship in the San Antonio class.

Main propulsion comes from four Colt-Pielstick diesel engines generating a total of 40,000 hp.

BOATBUILDING BITTS

12 at Fincantieri Marinette Marine, the fi rst in a $795 million contract for the lead ship and nine additional vessels. In April 2020, Fincantieri Marinette Marine signed that contract. If the Navy exercises all of the options, the contract is valued at more than $5.5 billion. To date, the Navy has fi ve frigates on order with the Wisconsin shipyard, with fi ve additional options remaining on the original contract.

The Charybdis, the fi rst U.S. fl agged, Jones Actcompliant wind turbine installation vessel (WTIV), was launched at the Seatrium AmFELS shipyard in Brownsville, Texas, Dominion Energy announced April 15. The 472' WTIV is the fi rst U.S.-built entry into the off shore wind installation market. When complete, the Charybdis will support Dominion’s Coastal Virginia Off shore Wind project, a planned 176 turbines with a maximum nameplate output rating of 2.6 gigawatts.

The world’s fi rst retrofi tted, electric crew transfer vessel (CTV) will be powered by a Volvo

Penta electric propulsion system, replacing diesel engines with a 100% emissions-free solution. In a fi rst for the United Kingdom off shore wind industry, Volvo Penta will supply its Inboard Performance System (IPS) for the 65' Ginny Louise. The old propulsion system will be replaced with four Volvo Penta IPS 30s paired with fully electric motors and over 2 megawatts of on-board battery capacity.

472' U.S.-built wind installation vessel. Dominion Energy

YEARBOOK

There has been plenty of news in the workboat world over the past 12 months. Shipyards are building vessels the likes of which they have never constructed before (see below). The inland waterways industry is finding a lot to be optimistic about (see page 26). Tugboats are as popular as they have been over the past 25 years, the model of consistency (see page 30). The offshore wind industry has run into some pushback in its efforts to establish itself on the U.S. East Coast (see page 32). The passenger vessel industry is embracing greener technology in its boats (see page 34).

Building for the future outside the box

By Ken Hocke, Senior Editor

U.S. shipyard owners may not believe wholeheartedly that the customer is always right, but they try to meet their customers’ needs regardless of how unusual.

For the past 12 months, shipyards have been delivering updated versions of commercial tugs, towboats, research

vessels, passenger vessels, pilot boats, and all manner of military vessels. A lot of it is business as usual.

The yards have also been working on vessels that have not been updated. They’re vessels that have never been built. These boats feature total electric propulsion, alternative fuels, and arti cial intelligence — not business as usual.

“Our industry has to be pushed to build toward innovation,” said Garrett Rice, president, Master Boat Builders, Coden, Ala. “Our government doesn’t

work fast.”

HYDROGEN ONE

Maritime Partners’

100'x40' hydrogen-powered towboat Hydrogen One will be powered using something called a methanol reformer that converts methanol passing through it to hydrogen that then goes into fuel cells, which generate electricity.

Mike Complita, principal in charge and vice president strategic expansion at Elliott Bay Design Group, Seattle, designers of the new towboat, told

WorkBoat earlier this year that Hydrogen One will be the rst vessel to run off this technology. The boat is under construction at Intracoastal Iron Works, Bourg, La.

Electricity from the fuel cells can be sent straight to the thrusters or to charge the batteries, which can then put more power into the thrusters, depending on how much energy the thrusters need.

“So, if they need extra power, [they] draw from batteries and fuel cells, just like a hybrid would from diesel engines and batteries,” said Complita. The Ldrive azimuth thrusters (with integrated electric motors) are being supplied by Karl Senner LLC.

Maritime Partners will charter the vessel to American Commercial Barge Line, Jeffersonville, Ind. The charter is scheduled to begin in June.

In December, Complita said the Coast Guard was very close to being nished with the certi cation process, which has taken two years because the service has never classed a vessel of this type before.

eWolf

In January, Master Boat Builders, Coden, Ala., delivered the 82'x40'x17'9" eWolf, the rst all-electric, ship-assist harbor tugboat in the

U.S., to Jacksonville, Fla.-based Crowley

The eWolf was designed by Crowley’s engineering services team with a 16'5" draft. It will operate with zero emissions while providing the complete performance capabilities of a traditional tug.

Crowley said it is committed to improving air quality through battery energy for the vessel and through port technology, including a shoreside, microgrid charging and storage station at the Port of San Diego, where the boat will operate.

Main propulsion comes from 6.2-MWh battery power and two 2,100-kW electric motors spinning two azimuth thrusters. There are two switchboards — a direct current (DC) grid and an alternating current (AC) switchboard. For longer transits, the new tug has twin 300-kW generators. The tug will have a running speed of 12 knots.

Crowley said the tug will generate 178 fewer tons of nitrogen oxide (NOx), 2.5 tons less of diesel particulate matter, and 3,100 metric tons less of carbon dioxide (CO2) over the rst 10 years of its operations — the equivalent of removing 350,000 gals. of gas from use, according to EPA calculations, than a traditional tug. The

vessel uses ABB’s integrated electrical propulsion system.

The 200-grt eWolf has an estimated bollard pull of 70 short tons. Tankage includes 9,800 gals. of fuel and 750 gals. fresh water.

“We attract people to the marine industry with these new developments,” Crowley Engineering’s Coulston Van Gundy, said during a panel session during 2023’s International WorkBoat Show. “We must provide innovative, sustainable vessels for this industry to stay ahead for our customers and the next generation.”

PROWLER

Metal Shark debuted its 30' Prowler, a military craft combining multiple technologies designed to meet current and near-future war ghting requirements of the U.S. military and its allies. The company also debuted Frenzy, designed as a high-performance, low-cost, amphibious micro-USV (unmanned surface vessel) with a payload carrying capacity of up to 14 lbs.

Prowler was designed to address operational challenges identi ed by the U.S. Navy and Marine Corps, two key Metal Shark clients.

“Prowler delivers massive increases in lethality and versatility, merging multiple capabilities into a compact, exible, lower-cost platform ready for volume production,” Chris Allard, the shipyard’s CEO, said in a statement when the vessels were introduced in April.

Fully amphibious and capable of autonomous or remote operation on land or at sea, Prowler offers drastically simpli ed launch and recovery compared with traditional vessels and is capable of self-launch and recovery at boat ramps, without a prime mover or trailer, or from the well deck of an amphibious ship, with no need for cumbersome cradles or dollies, Allard said.

In addition, Prowler’s low-speed crawl enables autonomous or remote operation on land via a proprietary electric-drive system developed by Metal Shark, which uses low-pressure, Master Boat Builders

The eWolf is the first all-electric, ship assist harbor tug in the U.S.

high-traction tires mated to dedicated motors for propulsion and steering. Hydraulic rams raise and lower front and rear wheels for operation on land or at sea. Rear wheels are equipped with OTR Engineered Solutions tires and marine brakes.

Main propulsion comes from a 300hp Volvo Penta D6 Aquamatic inboard diesel engine and stern drive. The welded aluminum boat operates as a typical surface vessel while underway, with a deep-V planing hull delivering a 35-knot sprint speed and 500 nautical mile range.

Designed for extended loitering in a semisubmerged state, Prowler’s large integrated ballast tanks ood when the vessel is static. In loitering mode, its decks are near the waterline, with only the vessel’s arch-style communications mast visible above the water. Semi-submersion reduces Prowler’s operational pro le while also improving stability for sensors, surveillance, and weapons systems.

Riding the wave

By Pamela Glass, Washington Correspondent

It’sbeen a rollercoaster year of constant adaptations for the inland barge industry, with historic low water levels, travel delays, tow restrictions, hiring headaches, and a bevy of new regulations to comply with.

But as in the past, tug and barge operators have rolled with the tide, modifying operations as necessary, launching new recruiting campaigns, ponying up money for regulation compliance, and deferring new construction in favor of maintenance.

a trade association of the towing and barge industry. “It ranges from people feeling very good in certain markets like the liquid segment who are feeling good about rates and demand and feeling positive overall.

“On the dry [barge] side, it’s less rosy, but I’m hearing some sense we’re trucking along here, we’re moving, we’re getting better at operating in challenging conditions. One member told me recently, I can’t complain, overall I’m happy. I’ve seen a lot worse.”

Dry cargo barge lines had to recover from historic low-water conditions that took hold last fall and continued into early 2024, causing major operational challenges. Water levels have much improved this spring, and the Mississippi River basin drought has been declared over,” Carpenter said, but operators who move agricultural products have felt the pinch from the decision of some farmers to hold onto crops as grain prices have fallen and global competition remains high.

BUILDING SLOWDOWN

The high price of steel is increasing the cost of new construction. As a result, many operators have been reluctant to build new vessels to replace old ones or to respond to new lines of business. “But on the other hand,” Carpenter said, “those high steel prices have been helpful in guarding against an overbuilding that we have sometimes seen in the past when we have an increase in demand. We build too many vessels and then when demand falls off, we’re in a tough situation for everybody because we now have more vessels chasing less cargo.”

Due to this limited barge construction and the removal of many assets for scheduled maintenance, Kirby Corp., the nation’s largest tank barge operator, predicts that barge availability will be tight through 2024.

Meanwhile, a high performing national economy that created strong demand for towing and barging services and continues into 2024, coupled with high barge rates, has left companies feeling nancially con dent about the future economy and their own business outlook.

“It’s a pretty positive climate,” said Jennifer Carpenter, president and CEO of the American Waterways Operators,

One factor keeping the industry on an even keel is the good balance between the supply of barges and the demand from customers. “That balance is fairly tight in a positive way,” she said. “We have the vessels we need to move the cargo that is there, but we don’t have the vessels and cargo sitting around waiting for something to do. That’s a good thing.”

Kirby, based in Houston, said it ended 2023 “in a position of strength,” with barge utilization and customer demand strong and rates continuing to increase, according to the company’s year-end results report. “Overall, we anticipate our business to deliver 30 percent to 40 percent earnings growth in 2024,” if in ation stays under control and a recession stays at bay.

STIFF CURRENTS

The inland industry faced mounting costs on multiple fronts, such as in ation, spiraling labor and recruiting costs in a tight job market, and con-

A high performing national economy that created strong demand for towing and barging services has continued into 2024.

tinued supply chain hiccups that have made spare parts scarce and expensive and raised prices on equipment.

There have been costs for complying with the federal towing vessel safety regulations (Subchapter M), environmental rules requiring reductions in carbon emissions, and incident reporting requirements and installation of surveillance equipment on boats under a new law to curb sexual misconduct in the maritime industry.

Costs have also piled up to pay for long lock delays due to failures or maintenance closures, and for expenses associated largely with climate-changeinduced weather events (like 100-year weather events that now seem to happen every year). Extreme weather patterns have produced high water, low water, powerful and sustained hurricanes, and bouts of dense fog that seriously disrupt commercial navigation.

Mike Ellis, CEO of American

Commercial Barge Line, suggests that the industry pass on to customers the navigational risks of these expenses, similar to what is done with fuel escalators in contracts. Otherwise, it will be hard for barge operators to renew their vessel eets. “It will take an industry effort to make customers understand that we have to charge you for it whether it happens or not and build it into a xed rate or build in surcharges that you pay only when it happens,” he told a Marine Money Forum in December. “It’s part of our business that if we don’t transfer these risks, we won’t be able to invest in our eets.”

On the positive side, industry coped with low water better than it has in previous years due to highly coordinated plans between inland companies, the Army Corps of Engineers and the Coast Guard. As a result, Carpenter said, “we lost fewer barge days among the worst conditions, and we want to

continue to build on that and continue to get better at managing.”

Pro-active dredging by the Corps was a big help. Previous low water experience that timely dredging of ports and harbors was as important to moving commerce as dredging channels.

In addition, funds from the federal infrastructure bill reached lock and dam projects, and Congress recently approved a healthy budget for several key modernization projects along the river system. But a concrete failure in January at the Demopolis Lock, located at the con uence of the Black Warrior and Tombigbee Rivers in Alabama and a shortcut to the Gulf of Mexico, is a “ ashing yellow light of caution for the system overall and another reason to invest in this critically important transportation mode,” according to the Waterways Council Inc., which advocates for waterways spending.

Recruiting and retaining the right

YOUR PARTNER ON THE WATER.

Whether you’re powering an offshore service vessel, a passenger vessel, or an inland pushboat, Louisiana Cat has the right engine for your hard working fleet. We focus on you, the customer, and the reliability, safety and profitability of your business. Let us help you navigate every waterway. Visit us online to request an engine quote for your next project: www.LouisianaCat.com/Marine

people for physically and mentally demanding jobs remained a challenge, although some operators report an uptick in applications, mostly for entrylevel positions. Challenges remain to attract more experienced mariners, hold on to those already employed, and continue mariner training and selling the advantages of working in the industry even when the job market improves, Carpenter said.

“We’ve got a positive story to tell about this industry, a good message,” she said. “But we’ve got to get out there and tell it. We can’t assume or wait for them to come to us.”

Consistency reigns in construction of tugs

By Ken Hocke, Senior Editor

InWorkBoat ’s latest Construction Survey (October 2023), the number of tugboats under contract, under construction, or delivered in the past 12 months was 61. The year before that the total was 47. In 2021, the number was 44 and back in 2016 the total was 68. In fact, the numbers have been in that range over the past 25 years, meaning the highly recognizable boats have been the model of consistency.

A FEW EXAMPLES

This past 12-month period is no different.

In September, Signet Shipbuilding & Repair (SS&R), Pascagoula, Miss.,

delivered the rst of two new Robert Allan Ltd.-designed 103'4"x45'6"x15'7" Rotortugs to Signet Maritime, which operates a eet of tugs that provide ship assist, ship escort, towing, offshore support, subsea and rig moves.

The Rotortugs — Signet Sirius and Signet Capella — were voted WorkBoat ’s Boat of the Year by our readers.

The vessels operate at the Enbridge Ingleside (Texas) Energy Center at the Port of Corpus Christi, which is the largest crude oil storage and export terminal by volume in the U.S. Those exports are moved by VLCCs (very large crude carriers) that are maneuvered by harbor tug. The size of the VLCCs as well as the complexity of the product they haul calls for a special type of harbor tug — tugs that can drive the VLCCs around the tight turns that mark the port’s entrance to the Gulf of Mexico.

“This Rotortug design is the only available technology to assure the safe movement of future, deeper-draft VLCCs through the currents in the jetties in Corpus Christi,” George Burkley, executive director, Maritime Pilots Institute, Covington, La., said when the tugs were delivered.

The tugs operate through Aransas Pass and its unique geography. It’s a narrow channel with a strong crosscurrent from the north and up to 6.5', six-second wave periods. The Rotortugs have to maintain outbound speed to steer the ships properly and pull the ships against the crosscurrent at the bar.

The new tugs were the rst towing vessels to receive an ABS ENVIRO notation, rst in the U.S. to achieve an ABS LEV (low-emissions vessel) notation, and rst in the U.S. to receive an ABS Cybersecurity-1 (CS-1) notation.

The tugs’ hulls are designed to meet intact damage stability criteria in each compartment.

A hull breach in any space will keep the vessel upright. In addition, the tugs carry custom-designed, modular ultrahigh-performance polyurethane elastomer fenders from Buoyant Works. The fenders are 30% lighter than materials normally used and can be individually replaced, thus eliminating the need to replace an entire fender because of damage to one area.

Main propulsion comes from three MTU 12V4000 M65L Tier 4 marine engines producing a total of 7,725 hp.

Signet Maritime

The 103' tug Signet Sirius at work.

The mains connect to Kongsberg US 205 controllable pitch Z- drives with 2,500mm-dia., 4-bladed nibral propellers in nozzles.

Ship’s service power comes from a pair of Tier 3 John Deere 6135 AFM85 gensets, each providing 300 kW of power.

The new tugs have a three-thruster design — two forward and one aft — making them able to steer and affect line tension in different directions.

Crescent Towing took delivery of the 92'x38'x19' Angus R. Cooper II, a new 6,000 hp, Tier 4 Z-drive tug built at Blakeley BoatWorks, Mobile, Ala., for its ship-assist operations in the Port of Savannah (Ga.).

The Angus R. Cooper II is powered by twin Caterpillar 3516E tier 4 engines, each producing 3,004 hp to power Kongsberg 255 xed pitch azimuthing drives.

The tug carries an ABS FFV1 class notation with a FFS main-enginedriven re pump and twin remotely operated re monitors, each capable of 5,230 gpm output at 145 psi.

The Angus R. Cooper III is built to ABS classi cation Maltese Cross, A-1 towing, AMS, full ocean service, FFV1, international loadline, UWILD, and escort class towing.

The tug, designed by Crowley Engineering Services, has a fuel capacity of 44,193 gals. and a potable water capacity of 16,862 gals.

The Tortuga is powered by two Caterpillar 3512E Tier 4 diesel engines, producing 2,000 hp each. The vessel also features two Berg Z-drive thrusters (MTA 523) and a Beacon Finland JAK coupler system.

Bay-Houston Towing and Suderman & Young Towing Co. recently awarded construction contracts to Sterling Shipyard to build new 105'x46' tugs.

The rst tug is expected to be deliv-

Master Boat Builders Inc., Coden, Ala., has successfully delivered the 109' tug Tortuga, the latest tugboat to join Seaside LNG/Polaris New Energy’s expanding eet. The Tortuga operates out of Jacksonville, Fla., alongside its sister vessel, Polaris

“Seaside LNG/Polaris New Energy is leading the way in LNG maritime distribution, with the largest LNG bunker eet in the country,” Garrett Rice, the shipyard’s president, said in a statement announcing the delivery. “We are proud to partner with an innovative company at the forefront of providing clean, dependable, competitively priced fuel for the shipping industry and look forward to working with them in the future.”

ered in October 2025.

The specially designed Robert Allan RAstar 3200-W tugs for this application are based on the RAstar 3200 design series. So far 100 have been delivered or are under construction worldwide.

The tugs will be powered by a pair of EMD 16 E23B HD Tier 4-compliant engines putting out a total of 8,800 hp and propelled by two Schottel SRP610 units generating an estimated bollard pull of 105 metric tons. When

Say Goodbye to Guesswork

Convert data from existing tank level sensors to the NMEA 2000® network, displaying critical tank levels on your multifunction display (MFD).

One Module Multiple Tanks Any Fluid and Sensor Type

SmartBoat® — Your Boat. Your Data. Exactly Where You Need it.

performing escort operations, the 105' escort tugs will be capable of providing an estimated steering and braking force of 115 metric tons and 162 metric tons respectively at speeds up to 10 knots. The tugs will be tted with a towing winch on their aft decks for coastal towing service.

The tugs will have ABS notations of Maltese Cross A1, Towing Service, Maltese Cross AMS, Escort Service, Fire-Fighting Vessel 1, Low Emission Vessel (US).

Headwinds threaten

off shore wind industry

By Kirk Moore, Contributing Editor and Ken Hocke, Senior Editor

The offshore wind industry continues to suffer setbacks, the latest of which involves three offshore wind projects in New York.

Provisional contracts for three New York Bight wind projects were canceled in late April after “technical and commercial complexities” made it impossible for developers to move forward, New York State energy planners announced.

The projects were provisionally awarded in October 2023 with New York’s third round of renewable energy solicitation. Planned for farther offshore than earlier projects off New York and New Jersey, they were seen as a next big step forward for the industry.

The cancellations are tied to GE vernova’s decision not to proceed with building a next generation of 18-megawatt turbines, meaning costs would go up using more, smaller machines, according to Politico and E&E News.

The New York State Energy Research and Development Authority (NYSERDA) said it had to close out the offshore third round without nal contract awards. GE’s move to stick with smaller turbines was a key factor in a time of in ation and high interest rates, according to NYSERDA.

“Subsequent to the provisional award announcement, material modi cations to projects bid into New York’s third offshore wind solicitation caused technical and commercial complexities between provisional awardees and their partners, resulting in the provisionally awarded parties’ inability to come to terms,” the agency said in a statement following the announcement.

Last summer, Shell CEO Wael Sawan told the BBC, “The reality is the energy system of today continues to desperately need oil and gas,” he said. “I think what would be dangerous and irresponsible [would be] to actually cut out oil and gas production so that the cost of living — as we saw just last year — starts to shoot up again.”

BP, meanwhile, had aimed to reduce emissions by 35% to 40% by the end of the decade, but in March 2023 scaled back the declaration to a 20% to 30% reduction target. Both oil giants have stated the transition to renewable energy must be a more gradual process with oil and gas carrying the load for now.

In September 2023, with their ambitions for offshore wind power apparently at dire risk, the governors of six Northeast states — Massachusetts, Rhode Island, Connecticut, New York, New Jersey, and Maryland — appealed to the Biden administration. They warned the halcyon days of offshore wind optimism were closing.

“Instead of continued price declines, offshore wind faces cost increases in orders of a magnitude that threaten states’ ability to make purchasing decisions,” the governors warned in a letter to President Biden. “These pressures are affecting not only procurements of new offshore wind but, critically, previously procured projects already in the pipeline.

“Absent intervention, these nearterm projects are increasingly at risk of

Oil and gas are running smooth, while offshore wind has hit some rough patches

failing. Without federal action, offshore wind deployment in the U.S. is at serious risk of stalling because states’ ratepayers may be unable to absorb these signi cant new costs alone.” The biggest shock came on Halloween, when Ørsted abruptly announced it was dropping its Ocean Wind 1 and 2 projects planned off New Jersey.

A month later at the International WorkBoat Show, Gulf of Mexico offshore operators who work in offshore wind said they anticipated a slowing, but not a stopping of the U.S. market.

Offshore oil and gas, meanwhile, is well positioned, with U.S. consumers burning through approximately 20 million bbls. of petroleum per day, an amount that has been on the increase since 2019.

The Bureau of Ocean Energy Management (BOEM) in April announced a nal rule to protect taxpayers from picking up the tab when offshore platforms require decommissioning. With this action — which updates 20-year-

old regulations — BOEM has substantially strengthened nancial assurance requirements for the offshore oil and gas industry operating on the U.S. Outer Continental Shelf (OCS).

The costs to decommission oil and gas facilities on the OCS are substantial, and if companies fail to meet their decommissioning obligations those costs fall to American taxpayers. The Government Accountability Of ce (GAO) found that previous practices did not effectively ensure that industry operators meet decommissioning deadlines for offshore wells and platforms at the end of their useful lives, potentially leaving the costs to be borne by American taxpayers.

The nal Risk Management and Financial Assurance for OCS Lease and Grant Obligations rule amends existing regulations to respond to those concerns and reduce nancial risks associated with OCS development by substantially increasing the level of nancial assurances that operators must

provide in advance.

“The American taxpayer should not be held responsible when oil and gas companies are unable to clean up after their own operations,” Secretary Deb Haaland, said in a statement announcing the nal rule. “This nal rule updates, simpli es and strengthens outdated requirements to ensure that taxpayers are protected, and current operators are held responsible for their end-of-lease cleanup obligations on the Outer Continental Shelf.”

Under the new rule, BOEM estimates industry will be required to provide $6.9 billion in new nancial assurances to protect American taxpayers from assuming industry decommissioning costs. To provide industry with exibility to meet the new nancial assurance requirements, BOEM will allow current lessees and grant holders to request phased-in payments over three years to meet the new supplemental nancial assurance demands required by the rule.

The nal rule follows a proposed rule issued by BOEM in June 2023, which received over 2,000 public comments that informed its development.

Diff erent classes, diff erent trends

By Ben Hayden, Content Specialist

The passenger vessel market is witnessing a transformative period driven by technological advancements and a renewed focus on sustainability.

The market is diverse, ranging from small in atable dive boats to massive 5,000-passenger casino vessels. The U.S. Coast Guard (USCG) has categorized commercial passenger vessels into various classes based on their service types, regulated under different subchapters in Chapter 46 of the Code of Federal Regulations (CFR).

In the past year, signi cant developments have shaped the ferry and other passenger vessel sectors. There’s been a notable shift towards alternative propulsion methods, with numerous conversions and repowering projects underway.

Vessels operating on shorter, xed routes are optimal for electric operation, and we’re starting to see that play out in a number of ferry newbuilds. Battery

packs can fully power ferries for the duration of their journey, and predictable routes allow for ef cient deployment of shoreline charging infrastructure. Hybrid-electric conversions, construction of environmentally friendly propulsion methods, and infrastructure upgrades for electri cation to support vessel recharging are modernizing ferry operations around the country.

In April, the U.S. Department of Transportation’s Federal Transit Administration (FTA) announced the availability of $316 million to support and modernize passenger ferry service in communities across the country. Within that FTA support, the Electric or Low Emitting Ferry Program provides federal support to transit agencies to buy ferries that reduce emissions by using alternative fuels or on-board energy storage systems. For scal year 2024, $49 million is available.

FERRIES

As travel and tourism approach pre-2020 levels, passenger vessels are experiencing increased activity. This recovery is evident in Washington State Ferries ridership, which saw a 7.4% increase in 2023, with over 1.3 million more riders compared with 2022. The rise is attributed to a signi cant increase in walk-on passengers, re ecting resurgence in tourism and in-person work.

Washington State Ferries, the largest ferry system in the U.S., is converting its ferry eet to hybrid mechanicalelectrical systems. With $1.33 billion in funding secured, the program aims to convert 16 vessels of its eet, through additional funding of $2.37 billion is still required for completion.

In addition to Washington State, other regions are also embracing hybrid and electric ferry technology. New York City announced plans for its rst hybridelectric ferry, set to begin operations in 2024, while initiatives like the Mackinac Island Ferry Co.’s (MIFC) electric conversion project in Michigan showcase the industry’s commitment to reducing greenhouse gas emissions. MIFC is receiving a $3.06 million grant from the Michigan’s Fuel Transformation Program to convert the 84' ferry Chippewa to electric power. The project will replace the ferry’s 1988 diesel engines with new electric propulsion motors, resulting in a significant reduction in greenhouse gas emissions.

“Converting a ferry in the Mackinac eet to electric will build on our cleanenergy leadership and help us achieve the goals of the MI Healthy Climate Plan to make our state carbon-neutral by 2050,” Michigan’s governor, Gretchen Whitmer, said when the conversion of the Chippewa was announced.

In December 2023, Wärtsilä said it has agreed to work on a pioneering project to build the first zero-emission high-speed ferries in the U.S. Wärtsilä will help develop the ferries with the San Francisco Bay Area Water Emergency Transportation Authority (WETA), which operates the San Francisco Bay Ferry system. Wärtsilä will collaborate with the WETA project team to nalize vessel and charging system concepts. Also in the Bay area, all-electric hydrofoil boat company Navier announced last month a rst-of-its-kind pilot program to provide water transit services to San Francisco Bay area commuters.

S enesco Marine, North Kingston, R.I., is building a pair of hybrid ferries for the Maine State Ferry Service “They are the rst-ever hybrid ferries in Doug Stewart

Washington State Ferries ridership saw a 7.4% increase in 2023, with over 1.3 million more riders compared with 2022.

Uninspected Passenger Vessels (UPVs)

Less than 100 gross tons 6 or fewer passengers, at least one of whom is for hire

Uninspected Passenger Vessels (UPVs) More than 100 gross tons 12 or fewer passengers, at least one of whom is for hire

Small Passenger Vessels (SPVs)

Less than 100 gross tons

Small Passenger Vessels (SPVs)

Less than 100 gross tons

Passenger Vessels

More than 100 gross tons

the Northeast,” said Senesco Marine’s Ted Williams. One will operate out of Rockland and the other from Portland. The ferry for Rockland should be launched in the spring of 2024, while the Portland-based ferry is scheduled to be launched a few months later.

In Gee’s Bend, Ala., the Gee’s Bend Ferry was retro tted to 100% lithiumion battery repower. The ferry runs on two banks of 135 kWh batteries and new 480 VAC induction motors for propulsion.

Between six and 150 passengers, at least one of whom is for hire; also limited to 49 or less passengers overnight

More than six passengers, at least one of whom is for hire.

Certified for the carriage of more than 150 passengers or more than 49 overnight

More than 12 passengers, at least one of whom is for hire

Netherlands-based Damen Shipyards has been awarded a contract to build four fully electric passenger/car ferries for British Columbia Ferry Services. The order will raise the total number of ferries that Damen has supplied to BC Ferries in recent years to 10. As opposed to the previous ferries, these latest additions will be the rst to

Subchapter C Charter fishing vessels, small water taxis

Subchapter C Large charter yachts

Subchapter T Ferries, inflatable dive boats, submarines, aluminum crew boats, charter fishing boats

Subchapter K Large dinner cruise vessels, casino vessels, and larger ferries

Subchapter H Largest casino vessels, ferries, cruise ships

Source: U.S. Coast Guard

use 100% electrical power.

CRUISES

In February, American Queen Voyages (AQV) ceased operations and led for bankruptcy. AQV attributed the closure to changes in travel preferences affecting the overnight cruise industry, rendering the company nancially unsustainable.

American Cruise Lines (ACL) will acquire all four of the paddle wheelers that made up AQV’s river cruise eet, including the company’s largest and agship vessel, the American Queen, along with the American Countess, the American Empress and the American Duchess. ACL was the top bidder for the vessels, with all four vessels selling for just over $5.5 million.

In addition to the acquisition, ACL announced it has two new small

ships coming in 2025, the American Patriot and the American Pioneer. The 125-passenger sisterships represent the fth and sixth ships in the company’s Project Blue series of 12 small ships for the U.S. market. The ships will be built at the company’s af liated shipyard, Chesapeake Shipbuilding, Salisbury, Md.

SUBSEA

OceanGate’s submersible Titan has drawn international attention to the safety of deep ocean exploration. The circumstances that led to the failed voyage, in which five lives were lost, will also have complex legal ramifications.

The implosion raised questions about whether a submersible vessel being used for tourism or commerce must be classi ed by a third-party engineering rm such as Lloyd’s Register.

Coat Tales

Coatings manufacturers are taking on some daunting challenges.

By Michael Crowley, Correspondent

It’s that time of the year when a lot of workboat operators are looking to refresh a vessel’s paint after a winter’s work, or the boat is going back in the water after sitting out a few months. For those not entirely satis ed with what’s coated a vessel’s surfaces in the past, new coatings have recently been introduced.

An example is SiloxoGrip, a relatively new coating from NCP Coatings that should be of interest to anyone in the car ferry business. SiloxoGrip is a polysiloxane-based non-skid that when compared to a traditional epoxy coating system has “three to ve times the life span,” said Glenn Arent, NCP Coatings director of defense, aerospace and marine coatings in Niles, Mich.

He said SiloxoGrip has low-solar absorbance, is moisture tolerant and is designed to retain its color and chemical resistance, even in the presence of things you’d think would break it down, such as diesel fuel and motor oil.

As a result, it is well-suited for use by agencies such as Washington State Ferries or New York City Ferry Service, he said.

SiloxoGrip is available in a conventional formulation, though NCP Coatings is developing a lightweight version that will reduce the weight of the non-skid coating by nearly 50% per square foot. “It could potentially lead to fuel savings,” noted Arent, and should be available in early 2025.

Another NCP Coatings product, SiloxoShield initially quali ed as a coating for the U.S. Navy’s surface eet in 2017. The Navy then asked if the same technology could be developed to naval aerospace speci cations, and NCP Coatings delivered in 2022. Now there’s SiloxoShield technology available for commercial marine use. It’s a single-component, non-isocyanate coating.

Which is what stands out about the SiloxoShield coating. What’s not usually talked about when the subject is paint coatings is a coating’s impact on the health of those applying it. Isocyanates “can cause long-term nerve damage, especially when spraying,” said Arent. That’s not just for the person doing the spraying but anyone else in an enclosed environment. “A lot of manufacturers building multiple workboats or aircraft are looking to eliminate isocyanate catalysts to reduce the risk to their employees.”

The SiloxoShield technology is available for commercial use, “though we haven’t had anyone capitalize on that, yet,” said Arent. But NCP Coatings is currently “looking at the cruise line industry” because “they do so much touchup on their vessels when underway.” It’s also appropriate “when maintaining or building new workboats, especially when looking to eliminate isocyanates,” he said.

SHERWIN-WILLIAMS

Sherwin-Williams and a large tankbarge operator are engaged in a coatings project centered on a 360'x74'x25' asphalt tank barge. The two companies have been discussing the project for

About 12,000 gals. of Sherwin-Williams Nova-Plate 360 will be used to coat the tank’s 400,000-sq. ft. of surface.

NCP Coatings’ Siloxo Grip rolls on easily on this flight deck.

Sherwin-Williams

nearly a year and it’s now due to start.

Matthew Heffernan, SherwinWilliams commercial marine business manager for North America, described it as “a very substantial coatings project” starting off with taking the barge’s “entire 80,000-gallon ballast tank down to a near white metal blast” at a Bollinger shipyard in Louisiana.

About 12,000 gals. of SherwinWilliams Nova-Plate 360 will be used to coat the tank’s 400,000-sq. ft. of surface. Nova-Plate 360 was introduced a couple of years ago, but “it takes a long time for a product rollout,” explained Heffernan.

He said that Nova-Plate 360 has several advantages over other coatings: it utilizes the abrasion-resistant PTFE (Teflon) that helps when cleaning the bilges by eliminating the need for intensive scrubbing, making it easier to wash out and inspect the tanks. That “will then be a huge savings,” noted Heffernan. An optically active pigment in the coating indicates if spots were missed when the coating is applied. Thus “You know you are getting a quality full application,” said Heffernan.

The ballast tank is beneath the commodity tank and with its load of asphalt, the commodity tank’s envelope is expected to have an average temperature of 300° to 350°. That creates “a very extreme situation in that ballast area with seawater, which is very corrosive, and a lot of coatings can’t withstand this temperature,” said Heffernan. But he feels high temperatures won’t be an issue for Nova-Plate 360, which will mitigate microbial deep corrosion. That’s when microbes found in sea water leave behind very acidic excrement. “The chemicalresistant coating can deal with very high acidic content and excrement of microbial bodies.”

Another Nova-Plate 360 advantage is that only a single coat is required, including stripe coating the welds and edges, as opposed to the usual two coats. “The labor savings will be substantial,” Heffernan said. “No one that I know of has done a project such as this.”

COVAL

Coval Technologies, a coatings manufacturer based in Stafford, Texas, probably best known for its coatings for concrete, stone and vinyl, is due to launch Harbor Guard, a line of marine coatings, in June.

Harbor Guard coatings are designed for commercial marine and high-end yachts. Initially there will be coatings for metal, fiberglass, painted surfaces and wood. These are clear coats, but Coval is experimenting with black and six or seven other pigments. “We will bring colors in after launching the four clear coats,” said Tom Ellsworth, Coval’s national director marine, based in San Diego.

Much of Coval’s success has been with coatings for concrete, stone and vinyl. “They are forgiving surfaces,” said Ellsworth. “The marine environ-

ment is less forgiving.” Thus, Coval has reformulated “a lot of solvents to have a better application experience for the different substrate in the marine environment.”

Ellsworth said Harbor Guard is particularly focused on preventing “diesel and other grime and crud and other things” from sticking to surfaces in the marine environment.

He has subjected coatings to trials on a test boat and found that the use of Harbor Guard has prevented diesel smoke from sticking to a boat’s transom and Seagull droppings also don’t stick. “It makes clean-up a lot easier,” he said. “There’s a video of me taking dry microfiber and wiping diesel off without using water, soap or anything.”

Eventually Harbor Guard will offer underwater applications, but those are still in the design stage.

Coval Technologies

Coval Technologies is due to launch Harbor Guard, a line of marine coatings, in June.

Western Towboat Co. is searching for a Lead Gear Tech to join our team working in our Ballard shipyard. If you are a versatile marine mechanic with experience working with z- drive tugs, then this could be the next step in your maritime career.

McAllister Towing, “Leading the Way” for over 150 years, Has positions available:

Captains, Mates, Engineers, AB & OS Deckhands

 Captains: Need a minimum of 200 Ton Near Coastal License with Master of Towing, 1600 ton preferred, with a valid TWIC, USCG Medical Certificate, NY harbor experience is preferred. Coastwise towing experience on wire tugs and /or Tractor tug experience is a plus

 Mates: Need a minimum of 200 ton Near Coastal License with Mate of Towing, 1600 ton preferred, with a valid TWIC, USCG Medical Certificate, NY harbor experience is preferred. Coastwise towing experience on wire tugs and /or Tractor tug experience is a plus

 Engineers: Need a valid MMC, TWIC, USCG Medical Certificate, We prefer a Licensed Engineer with Tug experience, but will consider unlicensed personnel that have tug experience.

Send resumes to: revans@mcallistertowing.com or employment@mcallistertowing.com

Or apply online at: https://www.mcallistertowing.com/about

Modular: Each bow, middle and stern modules

Displacement at full submersion: Bow module supports gross weight of 3,100 lbs. and middle/stern each supports 4,200 lbs.

Wheelhouse positions: Captain, Mate, Purser Engine Room positions: Chief Engineer, 1st Assistant, 2nd Assistant, Oiler, Fishmeal Technician

Galley positions: Chief Steward, Cook, Prep Cook, Galley Assistant, Housekeeper Deck positions: Bosun, Deck Boss, Deckhand, Deckhand Trainee

Factory positions: Baader Technician, Surimi Technician, Quality Control, Foreman, Factory Mechanic, Processor

Operating

Operating

Housing/Transportation

•

•

•

•

•

•

•

•

•

LOOKS BACK

JUNE 1964

• The Coast Guard has now made an of cial proclamation referring to the permitted length of hawsers for all tows in inland waters and placed the new rules into effect at the end of May. In brief, the new rules make this requirement: “The length of hawsers between vessels shall be limited to no more than 450 feet (75 fathoms). This length shall be the distance measured

from the stern of one vessel to the bow of the following vessel. The distance between two vessels should in all cases be as much as the weather or sea will permit....”

• Harbor Boat Building Co., Terminal Island, Calif., has received a $493,500 contract from the U.S. Navy for the construction of 16 utility boats. Harbor Boat will deliver the

JUNE 1984

JUNE 1974

• Bouncing back from the devastating results of last year's ood, Mainstream Shipyard & Supply Inc., Greenville, Miss., has completed the Frank H. Peavey, a 140' steel pushboat. The Frank H. Peavey gets 3,800 horses from its pair of 16-567CE2 EMDs, which are mated with a pair of Falk reduction gears — model 1635 MRV — of 3.95:1 ratio.

• Capt. Neville Levy, founder of the Equitable Equipment Co., which is said to be the world's largest barge

completely out tted 50' boats made of berglass reinforced plastics after completion of acceptance trials.

• The apparent end of an era has passed in Pittsburgh. Dravo Marine Equipment Co., the vessel building arm of the Dravo Corp., has announced an inde nite suspension of business at its Neville Island shipyard.

• A group of investors headed by Irwin L. Jacobs has purchased 8.6% of outstanding common stock in Tidewater Inc., New Orleans. Filings made with the Securities and Exchange

Commisssion (SEC) report that Jacobs group purchased the shares to allow it to explore various options reharding its stake in Tidewater, including seeking control of the company.

• The rst of six double-deck trailer/railcar barges owned by Alaska Hydro-Train (AHT) recently left Seattle on its inaugural ve-day voyage to Whittier, Alaska. The barge 500-3 measures 400'x105'.

builder, died April 13 in his native city of New Orleans. Capt. Levy is also remembered for his leadership in the construction of the Greater New Orleans Mississippi River Bridge.

• Representatives of 18 states and one Canadian province attended the rst of cial meeting of the Midwest Chapter of the World Dredging Association (WODA) at the Hilton Hotel in St. Louis.

EXCELLENCE