WorkBoat July 2023

Energy Boost

Port

Fourchon, La., continues to strengthen its offshore ties.

FEATURES

22 Vessel Report: Fact Finders

A peek at new research vessel construction.

32 Cover Story: Full of Energy

The Gulf energy industry relies on Port Fourchon, La.

BOATS & GEAR

26 On the Ways

Signet building two escort tugs for Port of Corpus Christi, Texas • Eastern delivers new 8,550-cu.-yd. capacity trailing suction hopper dredge to Weeks Marine • 168' search-and-rescue vessel delivered to humanitarian group • First of three 200' oceanographic research vessels launched at Bollinger Shipyards • Bristol Harbor Group to design roll-on/roll-off barge to transport rocket components.

38 2023 Power Guide

WorkBoat’s annual directory of marine diesel engines.

52 Room with a View

New wheelhouses have improved sightlines and equipment layout.

AT A GLANCE

8 On the Water: Are oximeters in your medical kit?

8 Captain’s Table: Improving vessel inspections.

9 Energy Level: Offshore drilling continues to rebound.

10 WB Stock Index: Stock index loses 200 points in May.

10 Inland Insider: Three Illinois Waterway locks close.

12 Legal Talk: Providing shipboard medical care.

14 Insurance Watch: Updated survey requests.

16 Nor’easter: Offshore wind critics are making an impact in New Jersey.

NEWS LOG

20 Workforce and Jones Act issues discussed at IMX.

20 Environmental analysis for New Jersey offshore wind project completed.

20 235 ensigns graduate from the Coast Guard Academy.

20 Cyberattackers target commercial vessels.

DEPARTMENTS

2 Editor’s Watch

6 Mail Bag

56 Port of Call

at Port of Fourchon, La..

Photo by Doug Stewart

Energized in south Louisiana

Iwrote in the May issue that it had been a long time since we had good news to report on the U.S. Gulf of Mexico offshore energy market. The good news was that the offshore energy sector had nally bounced back.

We followed that up in the June Yearbook report, writing, “for now, the oil-rich Gulf of Mexico is in the driver’s seat, as prices are poised to return to triple-digit highs.”

And Robert Ei er, president and CEO of drilling rig contractor Noble Corp., which has four deepwater rigs averaging $377,500/day at work, said that “the fundamental setup for our industry is arguably the best that it has looked in the past 20 years.”

In this issue we have more good news. Senior Editor Ken Hocke recently visited Port Fourchon, La., which was buzzing with activity. In our cover story that begins on page 32, he writes about the multiuse coastal port that functions primarily as a land base for multiple offshore energy support service companies.

The Gulf of Mexico provides the U.S. with about 18% of its domestic oil supply. More than 95% of tonnage moved within Port Fourchon’s facilities is energy related. When Port Fourchon is not available to service the energy industry and infrastructure, all other U.S. Gulf Coast port facilities combined can ful ll only 25% of the nation’s demand for those services.

For oil companies, Port Fourchon’s most important feature is its location. It sits at the mouth of Bayou Lafourche, where it empties into the Gulf and is easily accessible from any area in the

David Krapf, Editor in Chief dkrapf@divcom.com

Gulf and Caribbean. The actual entrance to the port is along Belle Pass.

Up to 270 vessels use the port’s channels each day, and approximately 1,000 trucks travel in and out of Port Fourchon in any 24-hour period. It is home to more than 200 companies that operate within and/or utilize the port by land, air, or water.

It’s estimated that the port’s daily impact on the energy industry is $46 million — and more than $500 million to the national gross domestic product.

Ken’s report shows that the traditional offshore energy sector, while not nearly as big as it once was, is still an important part of the workboat world.

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EDITOR IN CHIEF David Krapf / dkrapf@divcom.com

SENIOR EDITOR Ken Hocke / khocke@divcom.com

CONTRIBUTING EDITOR Kirk Moore / kmoore@divcom.com

CONTRIBUTING WRITERS Capt. Alan Bernstein • Bruce Buls • Michael Crowley

• Jerry Fraser • Pamela Glass • Betsy Frawley Haggerty

• Max Hardberger • Joel Milton • Jim Redden

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EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com

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BAG

Caterpillar not mentioned in article

Iamwriting about an article by Michael Crowley titled “Cleaner Engines” (“Engine manufacturers are using new technology to reduce emissions,” WorkBoat, March 2023).

I see a few engine manufacturers, but I do not see the Caterpillar 3512E methanol/diesel dual-fuel engine that is to hit the market in 2026 with a retro t kit available in 2027 that would convert the current Tier 4 3500 engine to dual fuel. I was just curious why this engine platform was not included in the article? Would you have any information on this? Maybe the author of this article was unsure who the proper point of contact would be at Caterpillar. If this is the case, I can assist in locating this point of contact.

Thomas Broussard Louisiana Cat New Iberia, La.

WorkBoat encourages readers to write us about anything that appears in the magazine, or on WorkBoat.com • Email: dkrapf@divcom.com

Editor’s note: Thanks. We attempted to contact Caterpillar on several occasions but were unsuccessful.

Cyberattackers target commercial vessels

TheCoast Guard has informed the maritime industry of recent email phishing and malware intrusion attempts that targeted commercial vessels.

Cyberadversaries are attempting to gain sensitive information including the content of an of cial Notice of Arrival (NOA) using email addresses that pose as an of cial Port State Control (PSC) authority such as: port@pscgov. org. The Coast Guard has also received reports of malicious software designed to disrupt shipboard computer systems.

Vessel masters have diligently reported suspicious activity to the Coast Guard National Response Center (NRC), which enables the Coast Guard

and other federal agencies to counter cyberthreats across the global maritime network. As a reminder, suspicious activity and breaches of security must be reported to the NRC at 800-424- 8802.

For cyberattempts and cyberattacks that do not affect the operating condition of the vessel or result in a pollution incident, owners or operators may alternatively report to the 24/7 National Cybersecurity and Communications Integration Center (NCCIC) at 888282-0870.

For more information on the NCCIC’s services, cyber-related information, best practices, and other resources, please visit: https://www.dhs.gov/ CISA. Questions may be directed to the Coast Guard Of ce of Commercial Vessel Compliance’s Port State Control Division (CGCVC-2) at PortStateControl@uscg.mil.

USCG Port State Control Division  Washington, D.C.

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BY JOEL MILTON

Milton

On the Water

Are oximeters in your medical kit?

While the Covid-19 pandemic has been officially declared over, respiratory viruses (like influenza, among others) continue to regularly cut a deadly swath across humanity. At longer intervals these outbreaks reach epidemic or even pandemic levels.

Despite Covid-19, whose exact origin remains unknown, we are nonetheless overdue for another historically big flu pandemic, the last of which occurred during World War I and was incorrectly named the Spanish Flu (hint: it didn’t come from Spain). It swept around the world with ease in four distinct waves from March 1918 to April 1920, well before the age of modern passenger aviation. It killed an estimated 25 million to 50 million people, and possibly double that.

So, it’s wise to be prepared to deal with the inevitable at our level. Plenty of gloves and N95 masks, anyone?

A relatively new addition to our onboard medical kit is a pulse oximeter. The device uses light beams to estimate the pulse rate and the oxygensaturation level of blood (expressed as a percent-

Captain’s Table

Improving vessel inspections

BY CAPT. ALAN BERNSTEIN

Iwas diagnosed with liver cancer last year and it was decided that a transplant was the best and right thing to do. (Although a transplant is an extremely difficult and long surgery, and a multitude of things can go wrong.) I underwent surgery in October, and it was a success.

I am now back in the saddle and ready to go. While recuperating, I received many calls from friends and Passenger Vessel Association members. While talking to them, many brought up the subject of inexperienced Coast Guard inspectors out in the field and how some inspectors were going back and changing what had been standard operating procedure for years.

This is not anything new.

However, when there is a pattern like this one it should receive some attention. For a large majority of operators who are new at operating a commercial boat, it can be unsettling. In my case, since I am one of the few operators who are in

age). It can be used to determine whether someone needs immediate advanced medical care. The key word to remember here is “estimate.”

The type of pulse oximeters that are available to the public are typically not as accurate as those used by medical professionals and the absolute numbers may well be somewhat off. Neither are nearly as accurate as a lab-performed blood-gas analysis, which requires the drawing of a blood sample. Their utility is simply to measure trends over time with reasonable accuracy.

Is a crewmember’s blood oxygen-saturation level stable, decreasing, or increasing? That information, along with careful observation for other symptoms such as difficulty breathing and signs of cyanosis (bluishness) of the face, lips, and fingers and toenails, can help you make the best decisions.

It’s very important to understand the limitations of these devices, and how to properly use them (read and follow the manufacturer’s directions) to correctly interpret the results.

For important in-depth information read the “Pulse Oximeter Accuracy and Limitations: FDA Safety Communication” (www.fda.gov/medicaldevices/safety-communications/pulse-oximeteraccuracy-and-limitations-fda-safety-communication) which was last updated in November.

the streamlined inspection program (SIP), I get insulated from much of this because the Coast Guard and my company, BB Riverboats, have an agreement on what criteria is used to report deficiencies. As most of you know, the way this is done is though form 835 (notice of Merchant Marine Inspection Requirements). For SIP users, it is done through a correction report and is kept in a file at BB Riverboats.

Many operators from all over the U.S. say that inspectors are not writing 835s on site. Thus, when they receive 835s in the mail, there could be more in them than what inspectors discussed when they left your facility. In my opinion, this practice is wrong. If the Coast Guard is so short on inspectors that they cannot write the 835s on board before they leave your boat, they should hire more inspectors.

My solution to both issues is SIP. The Coast Guard needs to go back, and revisit SIP and I am willing to help them achieve this. I know the other SIP operators, and all of us can pitch in and put SIP back on the priority list. And with PVA already invested in SMS (safety management systems), I stand ready to help.

Joel

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

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

Energy Level

U.S. Gulf of Mexico drilling continues to rebound

BY JIM REDDEN, CORRESPONDENT

Leading offshore drilling contractors have picked up in 2023 right where they left off last year.

“During the [ rst] quarter, we booked nearly $900 million of contract backlog,” Transocean CEO Jeremy Thigpen recently told analysts. “In fact, this more than doubled the backlog added in the rst quarter of 2022 and [is] more than seven times what we added in the rst quarter of 2021.

“We believe that this is another clear indication of the sustainability of this constructive market environment, particularly in light of the record backlog we booked last year.”

Amid whipsawing oil prices, drilling activity in the Gulf of Mexico continues to rebound with 22 largely deepwater rigs active as of May 12, according to Baker Hughes. “Activity in the U.S. Gulf of Mexico has kept regional supply and demand largely in balance over the last several quarters,” Thigpen said.

At last count, Transocean has 10 drillships working, followed by Noble Corp. with ve and Diamond Offshore with four active oaters, according to their respective rig eet status reports. With nearly 100% utilization of sixthand seventh-generation drillships in the Gulf at average day rates of around $459,000, Thigpen said elusive $500,000/day contract rates are on the near horizon. “By the end of the year, we expect leading edge rates to exceed $500,000 per day,” he said.

Noble appears to agree. “We see some tightness in 2024 that’s very much conducive to some rate appreciation here,” President and CEO Robert Ei er said during the company’s rstquarter earnings call, on May 4. During the quarter, Noble’s backlog increased from $3.9 billion at the beginning of the year to $4.6 billion.

In its second full quarter since the

Maersk Drilling merger in October 2022, Noble is yet to see operators alter plans in the face of the current oil price volatility. “Our customers’ underlying

economics remain robust. And we have observed no pause or change in customer sentiment or forward planning,” Ei er told investors.

WorkBoat Composite Index

WorkBoat stock index loses 6.7% in May

The WorkBoat Composite Index lost over 200 points in May, or 6.7%. For the month, losers topped winners by a 7-1 ratio.

Great Lakes Dredge & Dock Corp. was among the winners, gaining over 10% in May.

The company reported improved results in the rst quarter of 2023.

“It is positive that we have seen overall improvements in results in the rst quarter and that bidding for large projects has started to pick up in rst and second quarter,” Lasse Petterson, president and CEO, told analysts during the company’s rstquarter earnings call with analysts.

“As we adjust to the current

market condition, we remain optimistic in the long-term outlook for the dredging market and our ongoing eet renewal program is part of our strategy to continue to be the U.S. industry leader in our selected market segments. After decommissioning several, our oldest dredges in 2017, we have invested in productivity upgrades on our best performing vessels and our new hopper dredge, the Galveston Island, is on budget and is expected to be operational in the third quarter. And her sistership, the Amelia Island, is expected to be delivered in 2025.”

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

Inland Insider

Illinois Waterway locks closed for repairs through Sept. 30

If all goes according to plan, barging between Lake Michigan and the Mississippi River will be a lot more complicated from June until the end of September.

Just as in 2019 and 2020, the Army Corps of Engineers has closed the Illinois Waterway for 120 days to perform much-needed repairs to three lock and

dam sites along the river system.

The Corps’ Rock Island District crafted a consolidated repair schedule to lessen disruption to commercial navigation. This included a short closure to locks in 2019 followed by longer closures in 2020 and this year to complete the upgrades.

The Illinois Waterway includes

The company is preparing to enter the U.S. offshore wind market. Construction of its U.S. ag, Jones Act-compliant inclined fallpipe vessel for subsea rock installation, is on budget. The Acadia is expected to be delivered and operational in the rst half of 2025. — David Krapf

eight locks, all built in the 1920s and 1930s, and with single lock chambers for passing vessels. The waterway is one of the busiest in the U.S.

On June 1, the Corps closed the Brandon Road, Dresden Island and Marseilles lock and dams. They are scheduled to reopen on Sept. 30. The Corps chose the summer to avoid the heavy barge demands from the fall harvest season.

BY PAMELA GLASS

Pamela Glass is the Washington, D.C., correspondent for WorkBoat. She reports on the congressional committees and federal agencies that affect the maritime industry, including the Coast Guard, Marad and Army Corps of Engineers.

Of cials have worked closely with the barge industry in developing the schedule, which has given barge operators time to develop alternate routes.

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BY TIM AKPINAR

Legal Talk

Providing shipboard medical care

Cruise ships operate in a very different world from tugs, towboats, and inland passenger vessels. But a recent 11th Circuit Court of Appeals decision dealing with medical care aboard a cruise ship raised legal issues that may be of interest to all commercial vessels.

The case involved a passenger who suffered a heart attack aboard a large cruise ship. Early into the cruise, he woke up with stomach pain. He went to the ship’s in rmary after dinner. Tests showed he was having a heart attack and he was moved to the ship’s intensive care unit.

After a remote medical consult, shipboard doctors felt the patient should stay on board for treatment. For about 36 hours, ship’s medical staff monitored the passenger. At Miami, the passenger was taken to a hospital. Surgeons implanted four stents, and he later had a pacemaker installed. He sued the cruise line for failing to diagnose and properly manage his condition, and for not evacu-

ating him from the ship.

The courts had to determine whether the cruise line was negligent. This is essentially the core of a medical malpractice lawsuit. Did the medical provider meet a certain standard of medical care? The lower court instructed jurors to apply a standard of ordinary, reasonable care under the circumstances. The cruise line argued that the instructions should have been about a standard of care for a maritime environment. The courts ruled in favor of the passenger.

The decision shows that vessel operators can be held to high standards when it comes to providing shipboard medical care. There are 200,000ton cruise ships operating with medical facilities that rival those of rural hospitals. But what about smaller commercial vessels?

A new generation of small commercial vessels may carry well-stocked in rmaries, complete with de brillators and other sophisticated equipment. But I’ve seen small boats with medical departments that are nothing more than a tin of bandages and a few aspirin tucked away in the galley next to a box of Pop-Tarts.

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

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Insurance Watch

Updated survey requests

Those with a commercial hull policy should expect a request for an updated survey from your underwriter every ve years or so. Why? To con rm the vessel’s insured value as well as its current condition.

Depending on what is in the survey, you can expect to see changes in both your coverage limits as well as vessel usage.

I tell vessel owners that they know their boats better than anyone else, the good and the bad, so they should not expect any major surprises from the survey. When an underwriter requests a new survey, it can be to your bene t to have a surveyor who previously inspected your boat do it again. They are familiar with the boat, your operations and with you. You also know what to expect from this surveyor and what sort of report to expect.

When you receive your report, the underwriter will want to know what your plan is based on the survey recommendations. Depending on the sever-

ity of the recommendations, you may not be able to operate until they are addressed. Some recommendations may simply note that you will monitor the condition and take action in the future. However, if you falsely state that you have addressed a survey recommendation and then have a claim, you can potentially lose coverage. That’s if it is determined that you falsely claimed to have corrected a survey recommendation.

The survey will also provide a market value as well as the “cost to build new” value. The underwriter almost always goes with the market value. This recently caused a problem for one of our customers who had a new survey done by a different surveyor. The initial survey stated that the value of the boat was $250,000. Ten years later (the underwriter missed the ve-year request), the survey performed by a different surveyor stated that the hull value was $650,000.

The insured was not able to absorb the major increase in the hull premium. After negotiations with the underwriter, we were able to insure the boat at 80% of the new survey value. This cut premium costs and satis ed the underwriter.

Dan Bookham is a vice president with Allen Insurance & Financial. He specializes in longshore, offshore and shipyard risk. He can be reached at 1-800-236-4311 or dbookham@ allenif.com.

BY KIRK MOORE, CONTRIBUTING EDITOR

Contributing

Nor’easter

Survey shows wind critics’ campaign has impact

On May 22 the Bureau of Offshore Energy Management announced that it had completed its environmental assessment of Ørsted’s Ocean Wind 1 project, a planned array of up to 98 wind turbine generators and three offshore substations.

With a projected maximum nameplate capacity range of 1,225 MW to 1,440 MW, Ocean Wind 1 is a centerpiece for New Jersey Gov. Phil Murphy’s administration and its ambitions to have New Jersey reliant on renewable energy sources by mid-century.

Ocean Wind is the third commercial-scale U.S. project in federal waters. Construction is apace at  800-MW project off southern Massachusetts after the 710' Belgian-flagged  began setting the first of six monopile foundations and transition pieces in

late May. The U.S.-flagged, 253’ OSV Atlantic Oceanic worked alongside to deploy a “bubble curtain” – a sound-mitigation system to reduce the noise of pile-driving operations and its effect on marine mammals and other sea life.

In New Jersey, the performance of Vineyard Wind’s system will be watched closely by offshore wind backers and critics alike. Opponents linked survey work for wind projects to deaths of whales and dolphins that began in December 2022. That had the effect of reducing public support for offshore wind power development, with 35% of residents supporting the projects and 39% saying the projects should be halted, according to a Fairleigh Dickinson University poll. State officials are under heavy political pressure from offshore wind critics and Republican legislators who are calling for a moratorium on the projects.

“If we’re going to meet the Murphy administration’s green-energy goals, New Jersey needs to build a lot of wind farms, and fast,” said Dan Cassino, a professor of government and politics at Fairleigh Dickinson in Madison, N.J., and director of the FDU Poll. “But the administration just

Editor Kirk Moore was a reporter for the Asbury Park Press for over 30 years before joining WorkBoat in 2015. He has

Scientific Reseach Vessel | Investigator

hasn’t convinced the public that it’s a good idea.”

The Murphy administration and federal of cials insist there is no proof of a link between wind projects and the cetacean deaths and rejected calls for a moratorium, but “such arguments seem to be effective,” according to an FDU Poll summary released May 11.

“In the survey, respondents were randomly assigned to be asked about the offshore wind farms in a question that included a mention of the whale and dolphin deaths, or a version without it,” the summary said. “Even though the question noted that there was no known link between the deaths and the wind farms, it signi cantly reduced support for the development of offshore wind.”

The pace of marine mammal strandings has slowed since late March, but months of reports appear to have had a deep

effect. The poll of 817 respondents from April 28 to May 6 found support for wind power projects drop sharply when pollsters asked about whale and dolphin deaths.

“The argument that the wind farms are hurting cute, smart animals just craters support,” said Cassino. “People concerned about the environment want to have green energy, but put that up against dolphins, and the dolphins are going to win every time.”

While the question about wind farms doesn’t mention the deaths of whales and dolphins, 42% of New Jersey residents say that the state should continue development, with 33% saying that it should be stopped, a nine-point margin in favor of development, according to the FDU Poll ndings. But when deaths aren’t mentioned, only 28% say that development should continue, while 46% say it should be halted.

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CELEBRATING SAFETY

Working on the waterfront requires a commitment to safety. As a leading USL&H provider, we take that commitment seriously. That’s why each year we celebrate our members with the strongest safety cultures in the business. Congratulations to our 2022 Safety Award winners.

Alabama Shipyard, LLC

Cardinal Plant

CS Marine Constructors, Inc.

Curtin Maritime

Donjon Marine Co., Inc.

Energy Management Company, L.L.C.

Evansville Marine Service, Inc.

General Steamship Agencies, Inc.

Green Toes GRP & Coatings, Inc.

Gulf Coast Marine Fabricators

Gulf South Services, Inc.

JB Marine Service, Inc.

Keppel AmFELS Inc.

LEAD Marine

Lind Marine LLC

Lydia Ann Channel Fleet

Manson Construction Co.

Masse Contracting Inc.

Pacific Fishermen Shipyard and Electric

Port Manatee Ship Repair & Fabrication

Portland Lines Bureau, Inc.

Prime Time Coatings, Inc.

RANDIVE, INC.

Rio Marine

the COOPER GROUP of companies

The Hiller Companies

The Quality Companies LLC

Thomas J. Feeney Enterprises, Inc.

Upper River Services, LLC

Watco Transloading, LLC

Workforce development, Jones Act highlighted at IMX

News Bitts

Environmental analysis for New Jersey off shore wind project completed

TheBureau of Ocean Energy Management (BOEM) announced in May that it has completed its environmental analysis of the proposed Ocean Wind 1 (an Ørsted and PSEG wind project) offshore New Jersey. BOEM said Ocean Wind could power up to 500,000 homes with clean renewable energy. The agency considered public comments and stakeholders’ feedback when developing the final environmental impact statement, a critical step to ensure the project can move forward while balancing the needs and interests of everyone who may be affected by the development. BOEM plans to issue a record of decision (ROD) on the project this summer.

The Inland Marine Expo (IMX) kicked off its 10-year anniversary from Nashville, Tenn., by highlighting the challenges the industry faces, and the actions being taken to resolve them.

“One of the biggest challenges that we have as an industry and that we’re all faced with, whether you’re a shipyard, a harbor operator, inland or offshore, is workforce and workforce development,” said Clark Todd, president and CEO of tank barge operator Blessey Marine Services, New Orleans.

Todd mentioned the uptick he has seen in talent development positions, a role that was almost nonexistent a decade ago, and how those positions are critical in resolving the workforce issue.

Defending the Jones Act is also a top priority for the inland marine system. Under the Jones Act, a U.S.- agged vessel that sails from one U.S. port to another must be built in a U.S. shipyard, owned by a U.S. citizen or permanent resident, and operated by a U.S. company or individual.

The importance of protecting U.S. jobs and the national security that the Jones Act provides needs to be recognized, said Todd. “Our mariners are the most important asset that we have in our industry,” he said.

Todd added that mariner safety can continuously be improved.

Sustainability — avoiding the depletion of natural resources in order to maintain an ecological balance — was the nal challenge mentioned by Todd and the other speakers. Though maritime is considered the most sustainable means of transportation, Todd noted it is a challenge that needs to be taken seriously, and there is a lot more the workboat industry can do to take it to the next level. “Sustainability is here, and it is something that we need to pay attention to within the next few years,” he said. “We all have a responsibility to protect our environment.”

Despite all these challenges, Todd noted that the inland marketplace “is in a true state of equilibrium.”

The barge industry is a very stable marketplace right now speaking on the inland side of things, he said. “In the 22 years that I’ve been in this industry, the three downturns that I’ve been a part of, the resilience of this industry is incredible.” — Ben

Hayden

Coast Guard Academy graduates 235

Two-hundred and thirty-five ensigns were graduated and commissioned for service at the Coast Guard Academy in May. Secretary of Homeland Security Alejandro Mayorkas delivered the keynote address during the 142nd commencement exercises at Cadet Memorial Field. The class of 2023 arrived at the Academy on July 1, 2019. The class motto is Omnes Simul, which means “All Together.”

Charges against duck boat employees dismissed

The8th Circuit Court of Appeals ruled in early June that the federal government lacked jurisdiction to bring criminal charges against three Ride the Ducks employees in the fatal 2018 accident on Missouri's Table Rock Lake that killed 17 people. The 2-1 ruling by the 8th Circuit affirms a federal judge's order in December 2020 dismissing charges of misconduct and neglect against the three because the U.S. government did not have admiralty jurisdiction over the lake where Stretch Duck 7 sank July 19, 2018 — the deadliest duck boat accident ever. Each was charged with 17 counts of involuntary manslaughter.

Doug Stewart photo

Workforce development is a hot topic for barge operators.

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Fact Finders

A snapshot of new research vessel construction.

By Michael Crowley, Correspondent

Humankind is committed to a never-ending quest for food, clothing, and shelter. To that list we should add data. To that end, the construction of vessels designed to gather information continues.

MIDSHIP MARINE

Midship Marine, Harvey, La., is due to begin construction on a 65'×24'×4.6' aluminum research and educational catamaran. Designed by Australian-based Incat Crowther for the University of Wisconsin-Superior Lake Superior Research Institute, it will operate as part of the university’s research and education system.

The vessel will “not only provide educational opportunities, but it will also advance scienti c research on Lake Superior,” Dr. Matthew TenEyck, director of the Lake Superior Research Institute (LSRI), said when the project was announced in

2019. The planning phase for the 65-footer began in 2019 with a $1 million anonymous grant to LSRI to bring a new oating classroom and research program to campus. But that was just the beginning. The catamaran is being completely constructed and equipped using private funding. LSRI operated the L.L. Smith Jr. research vessel and program from 1978-2012. The new 65' oating classroom will be state-ofthe-art and allow for more passengers and a formal platform to make the boat available to educators or researchers from any discipline anywhere around the world.

A hybrid battery propulsion system to reduce greenhouse gas emissions includes a pair of John Deere diesels and two Esco Power electric motors from Belgium hooked up to Twin Disc gear boxes. That’s designed to give the 65' catamaran a maximum speed of 18 knots and a range of 690 miles at 12 knots.

25-kW Northern

Also in the engine room will be a

Research Vessel Explorer LLC, Rustin Cassway

65' aluminum research vessel for Lake Superior is being built exclusively with private funds.

The 50'x16' Resilience is being built for the Department of Energy’s Pacific Northwest National Laboratory.

The 49' Tobin will hydrographically map the mouth of the Mississippi River.

The 45' Explorer is scheduled to explore the wreckage of the Andrea Doria.

Incat Crowther

Incat Crowther

Silver Ships

Multipurpose research vessel for the University of Hawaii at Manoa.

All American Marine

Lights generator.

On the main deck will be wet and dry research labs, a moon pool opening, and hydraulic winch and A-frame, aft of which will be fold-down diving platforms on the transom for sampling and analysis work. The upper deck will include a 310-sq.-ft. classroom with Internet and communication technology, and the pilothouse. There’s a maximum capacity of 49 passengers. The vessel is scheduled to be completed in spring 2024.

SNOW & CO.

Another Incat Crowther-designed aluminum, hybrid-powered research vessel is being built in the Pacific Northwest, at Snow & Co., Seattle. The 50'×16'×3'6" Resilience is being built for the Department of Energy’s Pacific Northwest National Laboratory in Sequim, Wash. The hybrid package is comprised of twin 501-hp Volvo Penta

D8-510 diesels matched up with Danfoss Editron 20-kW generators. Power is stored using a Spear Trident battery system, which will allow the Resilience to operate quietly in a zero-emission electric state. The vessel’s speed will be 6 knots when running on electric power and 28 knots running on diesel.

On deck research gear includes an Aframe, boom crane and a movable davit, as well as a foldable swim platform. There are crew accommodations for two.

SILVER SHIPS

Silver Ships, Theodore, Ala., delivered the largest of its Endeavor series to the Army Corps of Engineers in August. The 49'×16'3"×8'2" aluminum Tobin is set up to hydrographically map the mouth of the Mississippi River, thus producing data on the river’s rapidly changing bottom to help keep the waterway open by preventing the development of obstructions to navigation.

Research Vessels

Onboard technology making this possible includes the EchoTrac E-20 survey system, which features a singlebeam transducer to chart river depths and monitor water changes that could adversely affect vessels traveling the river.

Twin Caterpillar 800-hp C18 Tier-3 engines give the Tobin a top speed of 28 knots, fast enough to help prevent delays in research scheduling. There’s also a 25-kW Caterpillar C2.2 Tier 3 generator. The Tobin will operate yearround out of the Corps of Engineers Venice Sub Office in Venice, La.

DELAWARE BAY SHIPBUILDING

Researching and salvaging shipwrecks is the task of the 45'×15'6"×6'4” Explorer, based out of Cape May, N.J. The aluminum Explorer’s lines were developed by Mike LeMole of LeMole

VESSEL REPORT Research Vessels

Naval Engineering in Tuckahoe, N.J., and then put into 3D by Stephen Pollard of Specmar Inc., St. Helen, Ore. Delaware Bay Shipbuilding completed the 45-footer in less than 12 months.

Research and diving equipment includes a Coltri scuba compressor and a Pal nger Marine crane. In 2023, the Explorer is scheduled to explore the wreckage of the Andrea Doria, an Italian passenger liner that sank in July

1956, after colliding with the Stockholm off the coast of Nantucket in the Atlantic Ocean. The Explorer’s propulsion comes from twin 670-hp Cummins QSM-11 diesels with ZF V-drives with 2.037:1 reduction, giving the 45-footer a top speed of 27 knots.

ALL AMERICAN MARINE

A multipurpose research vessel for the University of Hawaii at Manoa

that will operate in Hawaiian waters and along offshore ocean routes is being built by All American Marine, Bellingham, Wash. Teknicraft Design, Auckland, New Zealand, designed the vessel using digital modeling and computational uid dynamics analysis testing.

The 68'6"×25' semi-displacement, aluminum catamaran will work on multiple science projects including advanced studies on marine megafauna, pelagic and coastal ecosystems; oceanographic surveys; and K-12 learning experiences for up to 20 people. The vessel will have comfortable living quarters, large wet and dry lab spaces, and the latest oceanographic equipment.

The propulsion package includes twin 800-hp Scania DI16 082M Tier 3 engines that should deliver excellent fuel economy while maintaining a cruising speed of 22 to 24 knots and a minimum survey speed of three knots. Offshore missions will include eight scientists and 22 students and crew on day excursions.

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THOMA-SEA MARINE CONSTRUCTORS

NOAA’s aging eet of research vessels is being boosted twofold at Thoma-Sea Marine Constructors, Houma, La. First will be the 244'6"×51.25'×15'8" Oceanographer, the keel of which was laid in June 2022, to be followed by its sistership, the Discoverer. The Oceanographer will be homeported in Honolulu. Both vessels will carry the same names as previous ships that were in the NOAA eet from the mid-1960s to the mid1990s. Each will operate with a crew of 20 and accommodate up to 28 scientists.

Research missions on the vessels will include shallow coastal, continental shelf, and worldwide ocean surveys and data collection.

By using the latest propulsion technologies and emission controls, each vessel has the potential to save 15,000 gals. of fuel per year with a carbon dioxide reduction of 5,700 tons.

WindServe Marine, Odyssey Powered by QUAD DI16 800 HP

Photo: Lyfted Media na.sales@scania.com

Signet building two escort tugs for Texas port project

Signet Shipbuilding & Repair (SSR), Pascagoula, Miss., is currently building two 103'4"×45'6"×15'7" Robert Allan Ltd. (Vancouver, British Columbia)designed advanced Rotortugs — the 7,725 hp Signet Sirius and Signet Capella — for Signet Maritime Corp. The tugs will support the Port of Corpus Christi, Texas, channel improvement project.

With a height-of-eye draft of 24'6", Signet Sirius is 85% complete. It will be launched on May 29, with a delivery date of July 2023. Signet Capella is 65% finished and has a delivery date of November 2023.

“With the vessels nearing delivery, we’ve completed the full cycle of design and construction in 3D, and it’s improved the production methodology and ef ciency of our shipyard signi cantly,” said Signet Maritime’s Gayle C. Snyder. “All future vessels constructed at SS&R will follow the same design regimen.”

These 92-metric-ton bollard pull (85 metric tons in reverse) escort/ship-assist tugs were speci cally developed to meet the challenges of escorting deep-draft very large crude carriers (VLCC) in the Port of Corpus Christi after the pend-

ing completion of the 54' channel improvement project. “The increased depth allows vessels in the port to achieve greater loading drafts, increasing their hull resistance and necessitating deliberate tug design of this degree for assist,” said Snyder.

The three-thruster Rotortug is designed to increase maneuverability but is also unique in that the vector of vessel travel and the vector of line tension do not have to be aligned, as they must be on a conventional tug or ASD tug, allowing for more complex, effective, and ef cient maneuvers during ship escort at speed. “This, along with a next-generation Markey Machinery Agile class III render/recover winch package, exceeds the design criteria to perform constant tension ship escort in up to a two-meter, six-second wave period as found in the U.S. Gulf of Mexico,” said Snyder.

Snyder said that she believes that the new tugs are 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. “When we started the vessels, these claims were true, and I cannot speak as to if other, smaller vessels

Signet

The first of two new Robert Allan-designed tugs will be delivered this summer.

have beat us to these with shorter deliveries,” said Snyder.

Main propulsion comes from three MTU 12V4000 M65L, Tier 4 marine engines producing 7,725 hp. The mains connect to Kongsberg US 205 controllable pitch Z-drives that contain 2,500-mm-diameter, 4-bladed nibral propellers in nozzles.

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

“The tugs are built in modules and represent some of the most complex structural vessel construction in the United States, with complex geometries of strakes, chines, and hull structure for ef cient hydrodynamics and escort stability,” said Snyder. “The foundations for the Markey class III render/ recover winches are integrated into the hull structure of weight reduction and increased escort performance.”

The new tugs will have two winches

BOATBUILDING BITTS

The first of three new oceanographic research vessels was launched in May at Bollinger Shipyards, Houma, La. Construction will be staggered about six months between each vessel. The 199’6”x41’x19’ Taani is being built as part of a project led by Oregon State University and funded by the U.S. National Science Foundation to provide scientists with valuable new tools to study critical issues such as rapidly changing ocean conditions and human impacts on the marine environment. The vessel will feature a range of over 5,000 nautical miles, with berths for 16 scientists and 13 crew, a cruising speed of 11.5 knots, and a maximum speed of 13 knots. Taani will have a 12'6" draft.

In a canyon at the Idaho border and alongside a bayou in Louisiana, two nearly identical cruise ships were christened by American Cruise

Let Us Help You Plan and Build Your Next

Lines. ACL announced in May the christening of the 345'x60' American Jazz and the 328'x60'4" American Serenade. The sisterships are two of the company’s six new American Riverboats. The new riverboats each accommodate 180 guests and feature the largest staterooms on any riverboat in the world, ACL officials said. Each has multiple dining and lounge options, as well as spacious sundecks and lecture rooms. They also feature the hallmark

Bollinger Shipyards Inc.

The 199'6" research vessel Taani will be operated by Oregon State University.

architectural detail of the American Riverboat series, a four-story glass atrium in the center of the ship.

Bristol Harbor Group Inc. (BHGI) was recently awarded a contract from United Launch Alliance (ULA) to design a river and oceangoing manned roll-on/roll-off barge for the transportation of ULA’s Vulcan Centaur rockets. The barge will be supported by an operations and cargo monitoring crew. BHGI, Bristol, R.I., will also aid in the bidding process for prospective shipyards including answering any bidder questions, reviewing shipyard proposals and providing construction

each — a Markey DESF-52 Agileclass, 200-hp, electric winch on the bow; and a TESF-32 Agile-class, 200hp, electric winch on the stern. Also on deck, the tugs are equipped with a Fire Fighting Systems AS (FFS) SFP 1,000-kW centrifugal re pump, and two FFS 1200LB, remote operated monitors with 10,600-gpm

oversight. BHGI handled design work on the Pegasus barge for the Army Corps of Engineers. NASA partnered with Corps Marine Design Center to refurbish the barge. It was used to transport rocket components for NASA’s Space Launch System. BHGI was tasked to design the structure of the Pegasus hull for transport and load on/off of new structural test assemblies and the core stage for the Space Launch System. BHGI did not release any specifications.

Fincantieri Marinette Marine, Manitowoc, Wis., has been awarded a $526 million contract to build a fourth

496'x65' Constellation-class frigate. FMM received the contract for the firstin-class Constellation-class frigate in 2020, and since then the Navy has exercised three options for followon vessels. Construction on the first frigate began in late August 2022 in Marinette, Wis. FMM is scheduled to deliver that ship, the future Constellation, in 2026. The generator sets are based on the MTU 20V 4000 M53B engine and provide a total power output of 12 MW for propulsion and on board power supply. Each ship will also be powered by a GE LM2500+G4 gas turbine.

ow and a range of 400'.

Tankage includes 45,000 gals. of fuel oil; 3,500 gals. diesel exhaust uid; 5,300 gals. potable water; 500 gals. lube oil; and 160 gals. hydraulic oil.

“We also have worked extensively with Robert Allan to design to meet intact damage stability standards for all below-deck watertight spaces, making

the vessel survivable for the crew in the event of a breach of the aft or forward thruster rooms, or main engine room — not required by regulation, and dif cult to attain on a vessel of this size, but critical to Signet’s standards of safety in design,” said Snyder.

—

Ken Hocke

Eastern Shipbuilding delivers new dredge to Weeks Marine

Eastern Shipbuilding Group (ESG), Panama City, Fla., recently announced that it has delivered the R.B. Weeks, a 364'6"×79'6"×27'3", 8,550-cu.-yd. capacity trailing suction hopper dredge, to Weeks Marine Inc., Cranford, N.J.

Despite building the vessel through the height of the Covid-19 pandemic, ESG was able to deliver it on schedule. The R.B. Weeks was built at ESG’s Allanton, Fla., shipyard and was

American Cruise Lines

Two new riverboats were built by Chesapeake Shipbuilding.

Bristol Harbor Group Inc.

When completed, this ro/ro barge will transport Vulcan Centaur rockets.

Marinette Marine

Marinette has been awarded a $526 million contract to build a fourth 496' frigate.

launched about a year ago.

Weeks said the new dredge represents a signi cant milestone for the company and is the largest capital investment in the company’s history, which spans over a century.

“We look forward to putting the R.B. Weeks to work deepening and maintaining navigation channels, restoring storm-damaged coastal barrier islands and nourishing beaches lost to erosion, aiding the U.S. Army Corps of Engineers and other key clients,”

said Weeks Marine President and CEO Eric Ellefsen.

The R.B. Weeks is nearly identical

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to the Magdalen delivered by ESG in 2017. The dredge’s electrical power, propulsion, and dredge machinery

Eastern Shipbuilding Group

The R.B. Weeks was launched a year ago and delivered on time despite the pandemic.

ON THE WAYS

package by Royal IHC features a pair of GE 16V250 Tier IV engines. The dredge was also designed with several accommodation and crew comfort upgrades.

The diesel engines connect to a Wärtsilä controllable pitch prop system in nozzles through four Siemens reduction gears. For additional maneuverability, the R.B. Weeks is fitted with a Wärtsilä xed-pitch tunnel bowthruster.

Main electrical power comes from two Hyundai gensets, a GE 6L250 MDC auxiliary generator, and a Caterpillar C18 emergency generator.

The new dredge is classed Lloyd’s Register Maltese Cross A1 Hopper Dredge, LMC, UMS.

“The R.B. Weeks joins an impressive fleet that works alongside the Army Corps of Engineers to preserve our treasured waterways,” Joey D’Isernia, president of Eastern Shipbuilding, said in a statement. — K. Hocke

Norway shipyard delivers emergency vessel to humanitarian group

Larsnes Mek Verksted shipyard, Larsnes, Norway, delivered the 168.3'×39.4'×20.3', 1,350-gt. searchand-rescue vessel Life Support late last year to Emergency Ong, an international humanitarian organization

founded in Italy in 1994 to provide free surgical and medical assistance to the victims of war, land mines and poverty. The owner and manager of the boat is Italy’s Prua Rossa SRL, Milano.

Life Support is a refurbished vessel that is large enough to accommodate 200 castaways. It went through a series of modi cations at the San Giorgio del Porto shipyard in Genoa, Italy. “Some of the most relevant works were new dedicated bathrooms, new stability calculations, new onboard systems, new class certi cation with RINA and new ag (Panama),” said Andrea Preden of Ship & Boat S.r.1., the ship management company on the project.

Rescue equipment includes a six-person DSB 39 IRB02 rescue boat, powered by a 25-hp outboard engine; two RIBs; and 16 liferafts that carry up to 25 people each.

The electronics suite is made up of a Furuno GP 80 GPS, GP 36 DGPS, NX-700 Navtex, SC50 satellite compass, FE-700 and FCV-611 echo sounders, 3 cm FR 2117 Apra radar and FR 2137 S Apra radar. Other navigation and communication equipment includes a Skanti TRP1000 HF, TT3020Cog MF, and TT 3617A digital selective calling transmitters; four Sailor VHF and TT-6110 Mini-C Terminal Satellite communications; three Sait SRH 50 portable VHF; four Entel UHF; Simrad GC80/85 gyro and AP 70 autopilot; Telchart El. Chart; Bergen Nautic BN35Pl magnetic compass; two Jotron Tron 40 S search-and-rescue transponders; and SAAB R5 AIS.

On deck is a Dreggen folded jib crane — 10 metric tons at 46'. There is also a 5-metric-ton Vestdavit PLR-15000 workboat davit.

Main propulsion comes from a pair of Anglo Belgium Corp. (ABC) 6MDZC diesel engines producing 1,800 hp at 1,000 rpm each. The mains connect to 4-bladed Scana Volda props through Scana Volda CP/54 ACG 450/PF565/1 marine gears. There are also twin Stamford HC.M734 F2 1,000-kW shaft generators. Running speed is 15 knots.

For additional maneuverability, Life Support was fitted with a Brunvoll 710-hp bowthruster, Brunvoll 400-hp stern thruster, two Scana Volda highlift rudders, and two Ulstein Tenfjord SR 622 steering gears.

There are cabins for 33 — three one-bedroom cabins, four two-bedroom cabins, two three-bedroom cabins, one four-bedroom cabin, and two six-bedroom cabins. — K. Hocke

Emergency

The Life Support is a refurbished 168' search-and-rescue vessel.

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Full of Energy

By Ken Hocke, Senior Editor

There is no other port quite like Louisiana’s Port Fourchon. Operated by the Greater Lafourche Port Commission (GLPC), it sits at the southernmost point of Louisiana accessible by road and is near the greatest amount of energy infrastructure in the Gulf of Mexico, miles closer than any other service port.

“Over the years, we have taken an increasingly holistic approach to our port development,” said the port’s executive director, Chett Chiasson. “Since Hurricane Katrina [in 2005], we have focused on making sure that our projects and infrastructure are built to a higher standard. We have increased the base elevation of our newer slips, our roads, bulkheads, you name it.”

In addition, the port’s benefactors have continued to add hundreds of additional acres of wetlands through its continued development to protect its tenants’ assets “in a natural way,” said Chaisson. Wetlands are a natural barrier against hurri-

canes.

From anywhere inside the port’s facilities, it’s only about a mile to the Gulf of Mexico.

“Port Fourchon is a model of persistence,” said Davie Breaux, the port’s deputy director. “We understand what the industry needs.”

It’s a multiuse coastal port that functions primarily as a land base for multiple offshore energy support service companies.

The Gulf of Mexico provides the U.S. with about 18% of its domestic oil supply. More than 95% of tonnage moved within Port Fourchon’s facilities is energy related. When Port Fourchon is not available to service the energy industry and infrastructure, all other U.S. Gulf Coast port facilities combined can ful ll only 25% of the nation’s demand for those services.

The port, which also supports a healthy commercial shing industry, primarily shrimp boats, is not lled with traditional commercial cargo but with a multitude of individually leased and independently run specialized docks and service facilities.

Port Fourchon, La., is exemplary in its support of the Gulf of Mexico energy industry.

Port Fourchon is home to more than 200 companies.

You won’t find any container terminals, breakbulk cargoes, or bulk grain elevators. What cargoes you will find are specialty tools, drilling fluids and mud, as well as other equipment needed to support the offshore energy industry. Another commodity of great importance to offshore service companies are the people who work the rigs and other offshore structures. The South Lafourche Airport is only 22 miles from Port Fourchon, and approximately 15,000 people per month are flown by helicopter to offshore locations supported by the port’s customers.

In fact, Port Fourchon itself almost lays out like an airport. But instead of a concrete concourse loaded with Delta planes and another concourse full of Southwest planes, at Fourchon, there are channels with a group of Edison Chouest Offshore (ECO) vessels, Jackson Offshore OSVs just beyond that, and clusters of Hornbeck Offshore, Harvey Gulf International Marine, Candy Fleet, Seacor Marine, Otto Candies and any service vessel company you can think of — all represented.

LOCATION, LOCATION, LOCATION

For oil companies, one of Port Fourchon’s most attractive aspects is its location. It sits at the mouth of Bayou Lafourche, where it empties into the Gulf and is easily accessible from any area in the Gulf and Caribbean. The actual entrance to the port is along Belle Pass.

Up to 270 vessels use the port’s channels each day, and approximately 1,000 trucks travel in and out of Port Fourchon in any 24-hour period. It is home to more than 200 companies who operate within and/or utilize the port by land, air, or water.

It’s estimated that the port’s daily impact on the energy industry is $46 million — and more than $500 million to the national gross domestic product. But when Louisiana Highway 1 (LA 1), which offers the only land access to Port Fourchon, is closed because of

The Greater Lafourche Port Commission

Doug Stewart

From any point within the port's premises, a mere mile separates you from the vast expanse of the Gulf of Mexico.

COVER STORY

storm water, that economic engine is shut off.

In 2020, traffic in and out of Port Fourchon was halted seven times due to hurricanes and tropical storms. Water overtops the road prior to each storm coming ashore and takes its time receding once the storm passes. The port itself was still operational. It’s built-up higher than LA 1. But when the road goes under, there’s no way in or out.

Port officials have worked hard for years to get the money to complete the elevated LA 1 highway connection between Port Fourchon and Golden Meadow, La. It’s the port’s top infrastructure challenge.

Currently, the $463 million Phase 2 of the elevated highway connection between Leeville, La., and Golden Meadow, La., is under construction.

Where is the money coming from? The majority, about $150 million is from BP as part of the Deepwater Horizon 2010 accident accountability fund, and $130 million from an Infrastructure for Rebuilding America (INFRA) grant. In addition, $95 million is from the state of Louisiana, $25 million from GLPC, $12 million from the oil and gas industry, $1.2 million from Lafourche Parish, and $1.2 million from the LA 1 coalition.

“If we would have had the elevated highway in 2020, we would only have had to shut down once instead of seven times,” said Chaisson.

Breaux said that under the leadership of GLPC, Fourchon is constantly evolving and changing with the times. “Our efficiency makes us different,” he said. “We’re not sitting on our hands waiting.”

In May, the GLPC signed a Cooperative Endeavor Agreement (CEA) with C-Logistics, Bollinger Fourchon, and Grand Isle Shipyards. The agreement paves the way for the development of a multipurpose heavy industry facility that will support deepwater rig, drillship and heavy lift installation vessel repair and refurbishment; wind farm fabrication, assembly, and repair; general heavy industry fabrication; project cargo and logistics; and decommission-

ing, all at Fourchon Island.

Fourchon officials said the CEA demonstrates a commitment by the key tenant organizations to work toward maximizing the full potential of Fourchon Island in the coming years.

Plans are underway to build a bridge and connector road to join Port Fourchon with the 1,000-plus acre site at Fourchon Island, and to dredge Belle Pass to 50' to get those vessels into port. “We lose business because we don’t have capacity to handle deepwater rigs,

drillships, heavy lift installation vessels and the rest,” said Chaisson. “That business is taking place in other countries.”

According to Chiasson, the agreement provides GLPC with additional clout to apply for more funds to aid in the process of helping Fourchon Island reach its full potential.

“We have aggressively pursued dollars to build the bridge and connector road, and that project is on track to begin construction in the near future,” he said. “However, the com-

Doug Stewart

Edison Chouest Offshore is one of several OSV operators that base many of its vessels at Port Fourchon.

Doug Stewart

Port Fourchon sees up to 270 vessels utilizing its channels every day, making it a busy and vibrant maritime hub.

CROWLEY MAY DEVELOP OFFSHORE WIND TERMINAL AT PORT FOURCHON

ThoughPort Fourchon has traditionally supported the oil and gas industry, it’s America’s energy needs that get Fourchon offi cials’ attention.

“We have been building this port for oil and gas,” said Davie Breaux, Port Fourchon’s deputy port director, “but we can walk right into the alternative energy industry in the future.”

In fact, Crowley Maritime recently signed an agreement with the port commission to potentially lease and develop an off shore wind terminal.

The 40-acre site, which has over 2,200 linear feet of prime waterfront property, is expected to become a purpose-driven off shore wind facility. Located at Slip C, adjacent to the Flotation Canal, the site is a prime location to service the burgeoning off shore wind market in the Gulf of Mexico, Breaux said.

Through Crowley Wind Services, the company has already begun development and planning for wind services terminals in Massachusetts and California. Louisiana looks like it’s next.

“Crowley’s forward-thinking vision aligns perfectly with our goals … to further our role as a leading service

supply port for all forms of energy, including wind,” Chett Chiasson, Port Fourchon’s executive director, said in April when the deal was signed.

“We look forward to working with the port commission to consider the next steps in serving the wind energy needs and goals of Port Fourchon and its communities,” said Bob Karl, senior vice president and general manager, Crowley Wind Services. “The port is strategically located to serve as a hub for the supply chain and transportation required to create clean, renewable wind energy. We are committed to a process that is collaborative to create a sustainable energy solution.”

— K. Hocke

Crowley

Crowley signed on at Port Fourchon to take advantage of the burgeoning offshore wind marketplace in the Gulf of Mexico.

plete development of Fourchon Island requires partnerships such as this to be successful. The commitment shown by these tenants will be the key to unlocking the growth of Port Fourchon moving forward.”

ENVIRONMENTAL CONCERNS

The oil and gas industry has long been tied to an environmental whipping post across the world. Oil spills

like the Exxon Valdez and Deepwater Horizon have helped foster the idea that oil companies place mining black gold ahead of protecting forest green or sapphire blue.

But Breaux said that stereotype is not relevant in 2023. “Today, oil companies are all about keeping it clean,” he said.

The port works with local entities doing research on coastal restoration and marsh creation methods. It prides itself on collaboration between industry and environmental concerns and considers

itself a shining example of how industry and environment can coexist successfully. “Here, industry and environmental leaders work side by side,” said Breaux. “We look at who our expansion will affect, and we do it for industry, the community, and the environment.”

GLPC is Green Marine certified, a voluntary environmental certification program for the North American marine industry. It is a rigorous, transparent, and inclusive initiative that addresses key environmental issues through performance indicators.

Participants are ship owners, ports, terminals, seaway corporations and shipyards based in Canada and the U.S. To receive certification, participants must benchmark their annual environmental performance, the results of which must be approved by an accredited external verifier. Participants agree to publication of their individual results.

In addition, GLPC has partnered with SailPlan, a platform for realtime, highly accurate emissions and air quality monitoring, to deploy emission measurement technology throughout Port Fourchon, giving officials a precise 360° view of its emissions footprint.

Breaux said port officials are currently working with a vendor to install several EV charging stations and building a library of data to help them improve, alongside all their tenants, in reducing emission levels throughout the port.

Doug Stewart

Port Fourchon is a hub for a thriving commercial shrimping fleet, playing a vital role in supporting the shrimping industry in the region.

Doug Stewart

The Port Commission works hard to protect and restore the coastal landscape. They have a recreational area for kayaking, fishing, and embracing the restored natural beauty.

Join us this November 8-10th for Pacific Marine Expo, the largest commercial marine trade show on the West Coast, serving commercial mariners from Alaska to California.

If you make your living on the water, you just can’t afford to miss it!

• More than 500 exhibitors including equipment companies, propulsion, builders, and suppliers and more

• Education sessions on marine safety, business management, regulatory issues and technical advancements, and more

• The Alaska Hall, daily free happy hours, the King County Maritime Economic Forecast Breakfast, an Authors & Artists Corner, a special Fishermen’s Lounge, the National Fisherman Highliner Awards, performances by Fisher Poets, and the epic Fisherman of the Year contest

Registration opens August 15th. Visit www.pacificmarineexpo.com to sign up for the latest news!

Produced by:

Presented by:

2023 POWER GUIDE

By Ken Hocke, Senior Editor

In 2023, we again present our annual diesel engine power guide — WorkBoat ’s Diesel Directory.

While the majority of the information in our annual power guide can be found in various locations on the internet, we gather the information for our readers, so it’s all in one spot. We do the research for you.

One observation is that more and more engine companies are offering hybrid engine systems. These systems usually consist of a popular engine surrounded by the most up-to-date components to reduce emissions.

Caterpillar Marine Power Systems was one of the rst, introducing

its Powered Marine Hybrid System, a complete hybrid propulsion package applicable to all engine platforms, in 2013.

Developed with electrical specialists

Aspin Kemp & Associates (AKA), the package utilizes AKA’s XeroPoint hybrid marine propulsion system and provides fuel savings of up to 25%, Cat said.

Volvo-Penta revealed details of its hybrid-powered Inboard Performance System (IPS) concept in 2018.

The company said that the hybrid variant would allow boats to operate in the low-and-zero emission zones that were expected to be introduced in the future. Volvo said the hybrid con guration will also bring additional bene ts,

including lower noise, vibrations and running costs.

Volvo’s IPS hybrid system was initially planned for the 8-13 liter engine range – suitable for powering vessels such as ferries, pilot and supply boats. The IPS system uses proven hybrid technology rst developed by the company, which Volvo Penta is adapting and certifying for marine applications, using its extensive boat propulsion experience.

“A hybrid provides a exible solution, one that maintains the high efciency offered by the IPS system and adds the ability to run in zero-emission environments,” Niklas Thulin, Volvo Penta’s director of electromobility, said when the concept was announced.

Cat

The Caterpillar 3516.

CATERPILLAR MARINE

Ph: 985-674-5163

2270 7th St., Mandeville, LA 70471 www.cat.com/en_US/ • E-mail: info-usa@catpropulsion.com

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

CATERPILLAR MARINE POWER SYSTEMS (MAK)

Ph: +49 (0) 40 2380-3000 • Fax: +49 (0) 40 2380-3535

Neumuehlen 9 • 22763 Hamburg, Germany

www.mak-global.com • E-mail: ju_marketing@CAT.com

• ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

CUMMINS RECON PRODUCT LINE

Ph: 800-DIESELS

4500 Leeds Ave., Suite 301 • Charleston, SC 29405 www.cumminsengines.com • e-mail: marine.communications@cummins.com

• ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

DAIHATSU DIESEL (AMERICA) INC.

Ph: 516-822-3483/3484 • Fax: 516-822-3485

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

JOHN DEERE POWER SYSTEMS

Ph: 800-JDENGINE • Fax: 319-292-5075

3801 W. Ridgeway Ave. • Waterloo, IA 50704 www.deere.com/marine

• ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER. SEE DEALER FOR EXACT SPEEDS.

ELECTRO-MOTIVE DIESEL INC.

• E-mail: grwest@progressrail.com

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

Ph: 800-856-9639 • Fax: 586-268-9320 Ph: 954-763-3660 • Fax: 954-713-0435

Most Ratings Available EPA Tier 3 ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER. Manufactured in Italy

FPT NORTH AMERICA MOTOR SERVICES HUGO STAMP INC.

Ph: 630-887-2384

Ph: 954-763-3660 • Fax: 954-713-0435 6900 Veterans Blvd. • Burr Ridge,

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

Ph: 954-960-6744

• Fax: 954-946-9098 591 S.W. 13th Terrace • Pompano Beach, FL 33069-3520

www.man-mec.com

• E-mail: jmilbert@man-mec.com

Engines fulfill latest EPA emissions standard, unless otherwise indicated

• IMO Tier II

•• IMO Tier III R (Repower or Amendment only)

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

MITSUBISHI TURBOCHARGER AND ENGINE AMERICA INC.

Ph: 630-268-0750 • Fax: 630-268-9293

Two Pierce Place • 11th Floor • Itasca, IL 60143 www.mitsubishi-engine.com

* Engines listed under High Output are actually Light Duty. ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

MOTEURS BAUDOUIN

MOTOR-SERVICES HUGO STAMP INC.

Ph: 954-763-3660 • Fax: 954-763-2872

3190 SW 4th Ave. • Fort Lauderdale, FL 33315

All 6M26.3 engines are IMO III and EPA Tier 3 compliant

All 12M26.3 engines are IMO III and EPA Tier 4 compliant/ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

ROLLS-ROYCE SOLUTIONS AMERICA INC.

Ph: 248-560-8000 • Fax: 248-560-8001

39525 Mackenzie Drive • Novi, MI 48377 www.mtu-solutions.com • Email: jeff.sherman@ps.rolls-royce.com

RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

SCANIA USA INC.

Legend: a=U.S. EPA Tier 3, b=U.S. EPA Tier 2, c=IMO Tier III, d=IMO Tier II, e=EU Stage IIIA,

• ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER

STEYR MOTORS GMBH

Ph: 850-784-7933

2310 S. Hwy. 77, Ste. 110, #338 • Lynn Haven, FL 32444 www.steyr-motors.com

USA/NORTH AMERICA DISTRIBUTORS

Laborde Products, Covington, LA, Phone: 985-892-0107

Boatswain’s Locker, Costa Mesa, CA, Phone: 949-642-6800

II,

* Waterjet Only. ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

VOLVO PENTA

Ph: 757-436-2800 • Fax: 757-436-5150

1300 Volvo Penta Dr. • Chesapeake, VA 23320

Phone: 757-436-2800 • Fax: 757-436-5150

www.volvopenta.com

** Package weight pair — engine and drive *D3 is rating 5 engine/ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

WABTEC CORP.

Contact: Patrick Webb • Ph: 251-222-0020 • Email: patrick.webb@wabtec.com 30 Isabella Street • Pittsburgh, PA 15212-USA

YANMAR MARINE

ALL HORSEPOWER RANGES ARE NOT LISTED. FOR MORE OPTIONS, CHECK YOUR LOCAL DEALER.

Room with a View

New vessels emphasize operator sightlines and equipment layout.

By Michael Crowley, Correspondent

There may be times in a workboat’s wheelhouse when things aren’t going as expected — when you reach for that lever you’ve reached for a million times before and it’s not there. Suddenly you can’t cut back on power and the vessel you are approaching is way too close — and getting closer.

This situation, or a similar one, is more apt to occur when someone works on different boats, each with a different layout of wheelhouse controls and displays. When a company’s boats all have the same wheelhouse controls and instrumentation design, that confusion shouldn’t be an issue.

That’s what Crowley Maritime Corp. is hoping to accomplish. “What we are trying to do with Crowley is standardize the pilothouse between all the boats so a crew can go from one class of vessel to another class and don’t have to retrain

themselves as to where all the switches are,” said Jonathan Parrott, senior naval architect with Crowley Engineering Services.

This won’t apply to Crowley’s existing tugs, only to its new harbor boats. It starts with the rst all-electric harbor

tug, the 82'×40' eWolf, being built at Master Boat Builders, Coden, Ala. Upon completion, the new tug will operate in the Port of San Diego.

Gladding-Hearn Shipbuilding

Crowley’s electric tug, the eWolf, has larger windows all the way around and windowsills that are lower than normal.

Crowley Maritime

The wheelhouse console for the Texas City, a 73.2’ pilot boat built by Gladding-Hearn for the Galveston–Texas City Pilots.

IMPROVED SIGHT

The eWolf has attracted attention, but not only because of its fully electric design. Parrot said another critical design element is being able to see “all contact points all the way around the boat.” That’s especially important for “tugs that are going to have fewer crewmembers, to be aware of a crewmember in a dangerous position,” such as near machinery or at the side of the boat. To provide that total view, the eWolf has “larger windows all the way around and windowsills are lower than normal,” said Parrot. “It’s most critical in a harbor boat than a line haul.”

The eWolf also has lots of cameras, and not for just monitoring what’s happening on deck. Instead, many of the cameras provide 360° visibility around the boat for obstructions and potential collision situations. “It’s not typically done,” Parrot noted. Short-range radar will be used for the same reason.

Depending on the workboat’s mission, 360° wheelhouse visibility might not be the main priority.

Gladding-Hearn Shipbuilding, Somerset, Mass., is building a wind-farm crew transfer vessel (CTV) where “bow visibility is everything,” said GladdingHearn President Peter Duclos. When a CTV is transferring crew or service technicians, the vessel operator needs to know that the right people are on deck as the CTV approaches the turbine or if the cargo is being transferred. “Bow visibility — if you don’t get that right with windfarm CTVs you’ve failed,” said Duclos. The CTV and the eWolf are examples of having similar wheelhouse needs, but the priorities are somewhat different.

Over time wheelhouse priorities change. Twenty years ago, Duclos said, pilot boats didn’t have a wheelhouse helm seat. “You stood up when on watch,” he said. Then helm seats were introduced to reduce fatigue and improve safety. About the same time, pilot boat wheelhouse layouts started to evolve from a basic compass, a couple of engine panels, a few lights, and a radar.

Now, engine displays, which were

considered “the most important thing” and were often on either side of the wheel, have been moved aside, with large navigation displays typically taking the primary position. You don’t want the ship’s wheel to block the view of navigation screens or force the helmsman to reach through the steering wheel to touch the display, so the wheel often is built into the arm of the helm chair.

The navigation screen is usually joined by a couple of radars, AIS and GPS. “That’s the general trend — glass cock-

pit with large displays front and center,” said Duclos. “It’s just more and more. These are usually items intended to enhance safety. Just got to do your best not to compromise safety, like visibility.”

That requires coming up with creative ways to add additional surfaces, such as wrapping the console alongside the operator to t more equipment in, all within an arm’s length, including overhead panels. And you can’t use the space directly in front of you — that’s the window. Making the operation more challenging for boatbuilders is that while more instrumentation is becoming available, every workboat operator has their own priorities. “It’s amazing, but every operator has a different idea of what they want,” said Duclos.

Another innovation is the oating wheelhouse, which is becoming more popular, said Metal Craft Marine’s Bob Clark. Basically, the wheelhouse is decoupled from the rest of the superstructure by installing it on isolation mounts designed to reduce vibration and noise from the vessel’s hull to the wheelhouse. High noise decibel levels are extremely fatiguing. OSHA won’t allow decibel levels over 85 dB, “but 85 is bloody loud,” noted Clark.

Gladding-Hearn Shipbuilding

Designing the wheelhouse console for the pilot boat Texas City, built by Gladding-Hearn, started in a computer’s 3D virtual world, where it’s easy to correct mistakes.

The eWolf will have several cameras providing 360° visibility around the boat.

Crowley Maritime

BOATS & GEAR Wheelhouses

TURN OFF THE LIGHTS. WHAT?

While visibility is the most important thing in any wheelhouse, there are some vessel operators that apparently aren’t aware of this. Accidents have been caused by vessel operators who turned off wheelhouse electronics because they didn’t know how to dim the screens.

“Turned them right off and then ran into something, instead of reading the manual to know how to dim them — one of the fi rst things you learn,” said Metal Craft Marine ’s Bob Clark.

At least two of those accidents involved Metal Craft boats. In one case, a Firestorm 30 fi reboat hit a

10’ high break wall at the mouth of a canal. The fi reboat sped through an anchorage at high speed, hit the break wall, and shot up in the air and went over the wall. The boat was destroyed because of “the stupidity of not knowing how to dim the lights on the screens,” said Clark. The helmsman was charged with reckless driving and fi ned $89. The $700,000 boat was totaled.

In the second incident, a Firestorm 36 fi reboat hit a sea buoy head-on traveling at full speed (40 knots). It was dark and all the electronics had been turned off. Why? Because once again the operator “didn’t know how to dim them.” After hitting the buoy, the boat went up on the buoy, where an angle iron attached itself to the boat’s chine and ripped a 10’ hole in

the bottom, after which the boat was towed ashore.

No one was injured, but something positive did result from this incident. Because of the accident, the vessel’s owner “instituted very rigorous training before anyone could touch the wheel of a boat,” said Clark. With safe boating, it’s only safe when you can tell what’s going on. “That’s why the visibility of a wheelhouse is so critical.”

— M. Crowley

Show!

Underwater Intervention attracts a global audience of engineers, technical specialists, industry leaders and experts, to share ideas, debate the issues of the moment and to create common agendas for the future of the industry. Underwater Intervention features some of the world’s leading figures within the upstream oil and gas industry coupled with technical sessions covering the most current challenges and up-to-date strategies and technologies.

To obtain further information, please visit www.workboatshow.com/underwater-intervention

A Metal Craft FireStorm 30 fireboat. Metal Craft Marine

After a three-year hiatus, Underwater Intervention is back and has joined the International WorkBoat

Employment, Equipment & Services

Minimum 100-ton Great Lakes or Near Coastal License with Master of Towing, TWIC, FCC, and CPR FA Passenger vessel (K Boat) experience preferred.

Please contact Marc at: mm@boatrides.com

For full job description and to apply: https://www workboat com/resources/ jobs-marketplace/welders-painterscarpenters-deckhands

CHIEF ENGINEER (LIMITED)

60/30 Rotation

Live aboard ship 60 days at a time Monitors & maintains ship's main power place & equipment, unloading and auxiliary equipment Responsible for the maintenance and repair of all ship’s equipment

Full job description and to apply click APPLY NOW button at: www interlake-steamship com/careers/

 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/aboutmcallister/employment-opportunities

Derrick Crane Operator

Deck Crane Operator Tower Operator

Welding Foreman Welder (6 GR Certified) Clerk Chief Engineer Chief Electrician Mechanic

Night Cook

VANUATU FLAGGED TUG CREWS Able seafarer deck–II/4 or II/5

Seeking a captain to operate passenger tug and barges on the Chicago River.

Unlimited Tonnage: Tankerman PIC preferred Limited Tonnage: Tankerman PIC and MOT preferred Marine Engineers - $5K sign-on bonus for select fleets

USCG

FOR PASSENGER

& PART-TIME POSITIONS Interstate Navigation operates traditional passenger/vehicle ferry vessels between Point Judith and Block Island, R.I.

2023 summer season (May-October) Applications are available on our website at: www.blockislandferry.com

Live aboard ship 28 days at a time Monitors & maintains ship's main power place & equipment, unloading and auxiliary equipment Responsible for the maintenance and repair of all ship’s equipment

click APPLY NOW button at: www.interlakelogistics.com

PORT OF CALL Employment, Equipment & Services

NOW HIRING!!!

Need To Fill All positions aboard DP2-Construction Support Vessel

• MASTER STCW II/2 Master 3000 Tons and Unlimited DP Certificate

• CHIEF MATE STCW II/2 Chief Mate 3000 Tons and Unlimited DP Certificate

• MATE STCW/OICNW II/1 and Unlimited DP Certificate

• CHIEF ENGINEER STCW IIl/2 CE 3000KW/ 4000HP

• ASSISTANT ENGINEER STCW lll / 1 OlCEW

• DECK FOREMAN 3+ Yrs experience in deck supervisory role

• BOSUN STCW II/4, II/5, VI/2, VI/6

• ABLE SEAFARER DECK STCW II/5, STCW II/4

• ABLE SEAFARER ENGINE STCW ll/5 , STCW II/4 Oiler/Motorman

• CRANE OPERATOR API Operator LicenseKnuckle Boom

• Wiper - OS License

• OS/RIGGER Qualified Rigger API RP2D or Equivalent

• COOK Food Safety Certificate

• GALLEY HAND Food Safety Certificate

• ELECTRICIAN Minimum 5 Yrs Mechanical/ Electrical Experience on all Vessel Types (DP2 & Conventional)

• CONSTRUCTION SUPERINTENDENT –5 + Yrs Industry Experience – Current Offshore Certifications

• ROV SUPERVISOR 5+Yrs Industry Experience with 360+ Days In Senior Pilot Tech Role and Current Certifications

• ROV PILOT TECH 150-hurs Piloting Experience/180+ Days Offshore as Pilot with Current Certifications

Must have DP -2 DSV experience, current mariners’ credentials, certifications & physical. Send resumes & copies of credentials to: ssr2-jobs@hydrasubsea.com To place a

A full service shipyard in Norfolk, VA

Great paying positions for shipyard repair trades people.

 Production Manager

 Ship Superintendent

 1st Class Craft Workers for all trades

EXCELLENT BENEFITS with 401(k) PLAN

EOE/AA/M/F/D/V

SEEKING CHIEF ENGINEER

of Steam Power Vessels

New Orleans Steamboat Company

New Orleans Steamboat Company (Str. NATCHEZ) is seeking USCG Licensed Chief Engineer of Steam Powered Vessels (min. 3,000 h.p.). Must be able to pass USCG random drug test and an employee background check. Salary based on experience.

504-628-5122 mdow@glnosc.com www.steamboatNatchez.com

Seeking Offshore Positions

Experienced

Wynn Type C (internal Motor) and Type D (external motor)

We are seeking a highly motivated Sales and Application Engineer based in Louisiana to join our team at Böning USA (Gulf Coast Area)

Please send resume t info@boening-usa com Or apply via LinkedIn: https://www.linkedin.com/company/ boeningusa/

Offshore Positions Wanted

Experienced Riggers, Painters, Cooks & Galleyhands for Offshore.

Must have T W I C Miniumum 2 years offshore experience Must pass drug test

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

specialized applications. Optimum window coverage can be achieved and enhanced by utilizing a twinbladed or dual-arm/blade design.

PORT OF CALL Employment, Equipment & Services

LOOKS BACK

JULY 1963

• The Reliance, the rst major cutter built since World War II, was christened at the Houston plant of Todd Shipyards Corp., recently. The vessel is a 210' medium endurance patrol craft. Propulsion equipment consists of twin propellers driven by a combination of diesel engine and gas turbine power plant, which will give the cutter a sustained speed of 18 knots and a

cruising radius of 5,000 miles at 15 knots.

• Two new 195'×35'×11' semi-integrated covered hopper barges have been added to the eet of Sioux City and New Orleans Barge Lines Inc., Houston. Built by Dravo Corp., Pittsburgh, the barges each have a cargo capacity of 1,400 tons. Each barge is equipped with weather tight rolling hatch covers.

JULY 1973

• NABRICO (Nashville Bridge Co.) has delivered the 4,200-hp Luke Burton to Canal Barge Co., New Orleans. The 144'×35'×11' towboat was built to ABS rules. Main propulsion comes from two 12-645E-5 EMD engines.

•Avondale Shipyards, Avondale, La., launched the rst of three LASH (lighter aboard ship) ships recently for Delta Steamboat Lines, New Orleans. The 893' ships can carry up to 74 lighters (barges) loaded with 370 tons of cargo each.

JULY 1983

• Marco Seattle, Seattle, recently delivered one of its class 1.1 oil skimmers to the Arabian-American Oil Co. (Aramco) at its Ras Tanura, Saudi Arabia, oil terminal. The Ain Dar I is the rst of two 34'×9'9" skimmers bound for Ras Tanura. The boat has a 3'6" draft and is powered by a pair of 90-hp Johnson outboards.

• G&W Industries, Cleveland, recently delivered the 90'×38'×8', ferry

Islander. Power is provided by a pair of 12V-71 Detroit Diesel engines. Top speed is 12 mph.

• The Coast Guard buoy tender Scioto and its companion barge are back at work following an overhaul at Missouri Valley Shipyard, Leavenworth, Kan. Both barge and tender were hauled out late last year. Among the major work items was the sandblasting and repainting of each hull.

The barge line serves the Missouri River from major connecting waterways.

• The newest additions to the ferry eet of the Washington State Highway Commission are jumbo in more than just name — the Spokane and Walla Walla have more than twice the capacity of several of the older vessels in Washington state’s 21-ship eet. The twin 440'×87'×24'9" Spokane class can carry 2,000 passengers and 206 standard-size cars.

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

Karl Senner, LLC is proud to equip ACBL’s new Inland Linehaul Towboat with REINTJES Gearboxes.

- Clark Todd, President, Blessey Marine Services Inc.

Onboard, Karl Senner, LLC is supplying two REINTJES WAF 6755 Reverse Reduction Gearboxes (Horizontally O set) with Internal Hydraulic Multi-disc Shaft Brakes, and Two Station Control System.

Karl Senner, LLC is proud to supply two REINTJES WAF 563 Gearboxes onboard the M/V Daniel Wisner.

Owner/Operator: American Commercial Barge Line (ACBL) Shipyard: C&C Marine and Repair Naval Architect: CT Marine

Owner: Blessey Marine Services, Inc. Shipyard: Verret Shipyard