TWIC Update • Waterjets • Patrol Boats ®
IN BUSINESS ON THE COASTAL AND INLAND WATERS
Road Show
AUGUST 2018
McAllister‘s new Tier 4 tug shows its muscle in Virginia.
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ON THE COVER
®
AUGUST 2018 • VOLUME 75, NO. 8
The tug Rosemary McAllister leads the parade at the Norfolk, Va., Harborfest in June. Photo by Patrick Hanna
FEATURES 24 Focus: Still TWIC’ed Mariners and companies still have a deep dislike of the Transportation Worker Identification Credential program.
28 Vessel Report: Security Blanket Patrol boats continue to be built at a steady pace.
38 Cover Story: Queen of the Roads McAllister’s new 6,800-hp tug can handle the newest and biggest containerships that call at Virginia ports.
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BOATS & GEAR 32 On the Ways • Senesco Marine delivers new 150,000-bbl. ATB to Reinauer Transportation • Former Coast Guard buoy tender transformed into a research vessel at Yank Marine • MetalCraft delivers new 66' glass-bottom tour boat to Canadian operator • All American delivers 150-passenger whale watcher to Puget Sound Express • Gulf Island awarded contract to build second research vessel for Oregon • Blount signs deal to allow offshore wind farm vessels to be built in Maryland • Snow Boat Building to construct 40' workboat for the Navy
44 Jet Stream Waterjets are finding new markets for their latest models.
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AT A GLANCE 8 8 9 10 12 12 14
On the Water: Modern technology — Part I. Captain’s Table: A positive regulatory change for mariners. Energy Level: The unpredictability of oil prices. WB Stock Index: WorkBoat stocks dip 7% in June. Inland Insider: Transportation stocks and tariffs. Insurance Watch: Breach of warranty coverage can save you. Legal Talk: The Coast Guard damaged my boat.
NEWS LOG 16 16 17 18 20
Trump’s new ocean policy stresses economic benefits. Crushed car fires on barges erupt in several river areas. Canada to boost its aging icebreaker fleet. The barge industry receives a funding boost from D.C. Mississippi River cruise line sues insurers.
www.workboat.com • AUGUST 2018 • WorkBoat
DEPARTMENTS 2 6 46 51 52
Editor’s Watch Mail Bag Port of Call Advertisers Index WB Looks Back
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Editor’sWatch
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TWIC: Still useless
T
his month we revisit the controversial, reviled, useless, costly and burdensome (insert adjective here) Transportation Worker Identification Credential program. It is in the headlines again (and Pam Glass writes about it beginning on page 24) because another TWIC regulatory deadline looms in August and mariners have been urging the Trump administration to curtail or abolish it as part of the president’s plan to trim federal regulations. TWIC was created as a security enhancement program after the 9/11 terrorist attacks. As most of you know, it requires workers to pass background checks and be issued a biometric credential in order to have unescorted access to certain secure areas of the transportation system, including ports, maritime facilities and vessels. Almost every mariner must carry a TWIC. I agree with them when they say (which mariners have been doing since its creation) that the card is a costly and unnecessary burden with little or no security value. The program includes two parts (both bad, excessive and unneeded) — the TWIC card itself that’s issued to mariners, and the electronic readers used to inspect the cards. While the credentialing is largely complete, and renewals are already underway, the readers are just now coming into compliance. A look at the docket for the Office of Management and Budget’s request for comments on “Maritime Regulatory Reform” reinforces the deep dislike mariners have for the TWIC program. One called it “a laughable waste of time and money for seafarers,” while others questioned TWIC’s security value and
David Krapf, Editor in Chief
the quality of the background checks, asserting that requirements are so loose that “almost anyone can obtain one.” “Basically, the entire (TWIC) program is completely useless, a waste of time and resources, and they do not make the ports any safer,” wrote John Nelson. “This device has cost the transportation industry a tremendous amount of money and adds no value whatsoever,” wrote Stephen Banet of Wepfer Marine Inc. “Created and issued by the TSA, yet it is not accepted by the TSA as a valid identification to board an aircraft at an airport. I ask, what good has it done?” Absolutely nothing.
dkrapf@divcom.com
WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 18 by Diversified Business Communications. Printed in U.S.A.
www.workboat.com • AUGUST 2018 • WorkBoat
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EDITOR IN CHIEF
David Krapf dkrapf@divcom.com
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Ken Hocke khocke@divcom.com
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Kirk Moore kmoore@divcom.com
CONTRIBUTING WRITERS
ART DIRECTOR
PUBLISHING OFFICES
Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Max Hardberger • Kevin Horn • Joel Milton • Bill Pike • Kathy Bergren Smith Doug Stewart dstewart@divcom.com
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www.workboat.com • AUGUST 2018 • WorkBoat
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Why did the captain of the El Faro head directly into the storm track?
Dad’s towboat and company was featured in WorkBoat in 1973
I
I
operate in the North Pacific and haven’t been in East Coast waters in a long time, but for some reason I followed Hurricane Joaquin from about a week before the El Faro disaster. I remember thinking that any ship coming down the coast would either have to go far to the east or take the inside passage down the Florida coast. Then El Faro comes along and heads right for what I suspected was the likely storm track. If I can figure this out, why can’t a captain that’s been operating in those waters continuously? It was probably scheduling pressures from Tote. John Dapper Saint Helens, Ore.
enjoy reading WorkBoat every month. Thank you for your efforts with the publication. My family had a boat business back in the ’70s. I know one of our pushboats was on the cover of WorkBoat and my photo was included in the corresponding article. The vessel was the Luz M. Schouest and the company was Aquarius Marine. It would have likely been in 1972 or 1973. Do you know of any online database or physical collection of old issues that I could review to find the particular
issue? I am trying to get a copy of the cover and the corresponding article. I would love to frame them for my office. My father was very proud of his company. He and my mother, the namesake of the vessel, have since passed away. I remained passionate about maritime work and have been practicing maritime law for 30 years now. Once in your blood it’s hard to get away from the water. Any assistance would be appreciated. John L. Schouest Managing Partner Schouest, Bamdas, Soshea & BenMaier PLLC Houston, Texas
Editor’s Note: John, we found the cover and accompanying story, scanned it, and have sent the highresolution scans your way. The towboat Luz M. Schouest appeared on the cover of the November 1973 edition of WorkBoat.
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www.workboat.com • AUGUST 2018 • WorkBoat
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On the Water
Modern technology — Part I
Y
By Joel Milton
Joel Milton works on towing vessels. He can be reached at joelmilton@ yahoo.com.
ou can describe it as gap filling, career development or continuing education. Some of us call it a total waste of time and money. Regardless, I voluntarily decided to go back to school recently for electronic chart display and information system (ECDIS) certification. It’s an STCW qualification I don’t currently need but wanted to get anyway. We don’t have an ECDIS on board the tug I work on. Like much of the tug sector, we use Rose Point ECS (electronic charting system) running on a standard PC. But as my instructor at a previous training session explained, while not technically an ECDIS per IMO definitions and requirements, Rose Point ECS is still very powerful and ECDIS-like in many ways. So, he said, you may as well treat it as an ECDIS for practical usage purposes. But there is no requirement for any training in the use of an ECS, and there are often gaps and blind spots
Captain’s Table The best things come in small packages
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By Capt. Alan Bernstein
Alan Bernstein, owner of BB Riverboats in Cincinnati, is a licensed master and a former president of the Passenger Vessel Association. He can be reached at 859-292-2449 or abernstein@ bbriverboats.com.
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n June, the Coast Guard published a proposed rulemaking in the Federal Register that would revise merchant mariner credentialing regulations to remove radar observer refresher training requirements. As proposed, a mariner who serves for one year in the previous five years using radar for navigation and collision avoidance on vessels equipped with radar would not be required to complete a Coast Guard-approved radar refresher or re-certification course to renew a radar observer endorsement. This is a significant windfall for U.S. mariners. The proposed rule is a long-sought change that will provide relief for me and others who make a living on the waters. As long as I have held marine licenses — approximately 40 years — I have wondered why we were required to complete radar training every five years and, at the same time, only undergo firefighting training when we upgraded or changed the scope of our credentials. Many others in the maritime industry thought the
that go unaddressed until enough problems occur to force a change. Despite this, I wanted to update and expand my knowledge, skill set and qualifications. In the end, assuming I continue to do what I presently do, it’s unlikely that I will ever use a Transas ECDIS again. If I did, it would probably be a newer version of Transas, so I’d need updated training to be at least minimally competent with the new software. But who knows for sure what the future holds workwise? In any case, I had to work with a new system I was unfamiliar with and think outside the box. It challenged me, despite my years of experience, and that’s always a good thing to do. I came away with a better overall understanding of the general functions of ECDIS, its limits, and how it can easily get you into trouble if you become trapped by what I call “techno-rapture.” It’s the firm but foolish belief in the infallibility of modern technology to always make good on the promise. But technology can’t do it all and it won’t. In the end, modern technology is no more infallible than the people who use it. same thing and advocated for relief. This regulatory change should be embraced by all licensed mariners who are required to have a radar renewal certificate. With rules and regulations, change comes slowly, and it is very difficult to achieve final success. Professional mariners, vessel owners and operators are highly regulated. At one point, I estimated that my business, BB Riverboats, was regulated by as many as 14 federal, state and local governmental agencies. Managing the requirements of each agency, which are sometimes duplicative and uncoordinated, is a gargantuan task. When you add other requirements such as mariner licenses, TWIC and others, it becomes overwhelming. Any regulatory relief such as removing radar observer training is indeed welcomed. I want to thank everyone who participated in this discussion over the last several years. This was a group effort that included the entire maritime community. It was not easy, and I hope all the mariners who ultimately benefit from this proposed rule realize how hard many people worked to get this done. Please take the time to offer your support by commenting in favor of this meaningful regulatory change. www.workboat.com • AUGUST 2018 • WorkBoat
Energy Level
17-Nov 17-Dec 18-JanGOM INDICATORS WORKBOAT 18-Feb APR. '18 Mar-18 WTI Crude Oil 67.61 BakerApr-18 Hughes Rig Count 18 May-18 IHS OSV Utilization 25.9% Jun-18 U.S. Oil Production (millions bpd) 10.6
MAY '18 72.26 18 26.1% 10.7*
Sources: Baker-Hughes; IHS Markit; U.S. EIA
*Estimated
Where will oil prices go?
.
JUN. '17 43.24 21 22.3% 9.4
GOM RIG COUNT
GOM Rig Count
By Bill Pike
T
he oil and gas industry is ripe with speculation about the future of oil prices. Some say it will go up, others believe it will go down. We topped $145 bbl. in July 2015 but slid to $28.36 bbl. less than six months later. On July 2, West Texas Intermediate was at about $74 bbl. Price has been the most unpredictable variable in the energy industry for the nearly 50 years I have worked in it. But since it drives so many other facets, we must continue to try to understand it. Two factors appear to be on tap to change oil prices in the near term. One bad, one good for the offshore energy and offshore service vessel markets. The first is the looming production increases in the Permian Basin. A recent report by IHS Markit predicts that the “Permian is on track to become the world’s largest oil field by 2023, producing by itself more than any other country in the world, except Russia and Saudi Arabia,” according to a June 19 article in the Houston Chronicle. IHS Markit projects that the Permian’s oil production will more than double from an average of about 2.5 million bbls. a day in 2017 to 5.4 million bbls. by 2023. Some estimates call for the Permian topping 10 million bbls. per day by 2050. If the Permian raises production as fast and as high as projected, it will likely drive down the price of oil. If the price drops significantly, the offshore sector will not generate enough revenue to maintain most operations (especially in competition with cheaper development onshore), resulting in dwindling investment and fewer projects. This will hit the workboat industry hard, especially on the heels of the last downturn that it still hasn't recovered from yet. Second, led by Saudi Arabia, OPEC pushed through a moderate production increase of one million bpd at June’s OPEC meeting in Vienna, despite Rus-
20 18 16 17 JUN. '18 12 69.91 18 18 18 26.6% 18 10.9*
25 20 15
6/17
6/18
10 5 0
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2
3
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sia’s push for a big increase and Iran’s call for no change. It will bode well for oil prices. If offshore development costs continue to be reduced, the potential for
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the OSV industry is good. At $60 or more per barrel, and lower development costs, things will (and are beginning to) happen that we haven’t seen in a long, long time.
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WorkBoat Composite Index Stocks lose 7% in June
J
une was a rough month for the WorkBoat Composite Index, losing 151 points or 6.8%. For the month, losers topped winners 17-12 Most indexes except Operators were down for the month, with the Suppliers Index dipping over 9%. Hornbeck Offshore gained 20% in June, ending the month just below $4 a share. Although there has been no major improvement in the U.S. Gulf market, with the rig count unchanged again in June, higher oil prices have boosted some energy and oil service issues. In Hornbeck’s earnings call with analysts in May, Todd Hornbeck, the company’s chairman, president and CEO, discussed first-quarter results, STOCK CHART INDEX COMPARISONS Operators Suppliers Shipyards Workboat Composite PHLX Oil Service Index Dow Jones Industrials Standard & Poors 500
which were much worse than expected for its Gulf of Mexico offshore service vessel operations. “While we expected our first-quarter results to be materially down from 2017’s fourth-quarter numbers, the first quarter was significantly worse than we thought, as of the time of our last call,” he said. “Actually, to be more accurate, on our last call, we expected our results in the second half of the first quarter to meaningfully improve over our run rate for the first 40 days of 2018. But that pickup in activity never materialized.” Looking forward, Hornbeck said the company expects to see improvement in the next quarter, due to seasonal factors. However, the big question is whether conditions can improve due to Source: FinancialContent Inc. www.financialcontent.com
5/31/18 328.14 3646.49 3264.87 2224.84 155.16 24415.84 2705.27
6/30/18 332.76 3314.40 3122.82 2073.72 154.87 24271.41 2718.37
NET CHANGE 4.62 -332.08 -142.05 -151.12 -0.29 -144.43 13.10
For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/
PERCENT CHANGE 1.41% -9.11% -4.35% -6.79% 0.00% -0.59% 0.48%
market forces. “While we continue to believe that over the long term we will see demand driven improvement, it is very difficult to say when a true macro recovery can take hold,” he told analysts. However, Hornbeck said there are a couple of reasons to be “mildly” optimistic. “First, we are seeing a little bit more drilling activity in the Gulf of Mexico, little, being the operative word. Additionally, there is a slight heartbeat on the shelf, where for the first time in years, we have 10 jackups at work (as of May 3), up from recent quarters. “All of this is a very long way from a healthy market. But directionally it is better, not worse. Also, we are seeing regional demand for vessels stemming from Mexico and the Caribbean.” As for the supply of high speed OSVs in the U.S. Gulf of Mexico, Hornbeck said that about half of the fleet of 193 total vessels are stacked. As of May 3, he said, there were about 95 working or available OSVs in the U.S. Gulf. “For the time being, we think that roughly 100 high speed OSVs will constitute the lion’s share of the foreseeable working supply in the U.S. Gulf of Mexico.” — David Krapf
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www.workboat.com • AUGUST 2018 • WorkBoat
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Inland Insider
How much risk to tolerate?
O
By Kevin Horn
Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at
ver the last four decades I have bought and sold transportation stocks of publicly traded railroads and truck lines (nearly all barge lines are not publicly traded). I have avoided airline stocks because of the companies’ susceptibility to catastrophic events that are out of their control. I am reevaluating my comfort position with rail transportation stocks in response to a level of risk that I had not previously considered: tariffs on foreign trade that trigger possible trade wars. Some of the affected foreign trade industrial sectors are important to railroads and barge lines, such as steel and agriculture. U.S. steel imports have declined substantially before the recent tariffs. However, the U.S. is a major exporter of soybeans. The biggest U.S. customer for soybeans is China, which has purchased nearly twothirds of all U.S. soybeans. China has announced retaliatory tariffs on U.S. imports such as soybeans. There is concern that a protracted trade dispute with China could have a substantial impact on its
Insurance Watch Breach of warranty coverage: It's good for everyone
B 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.
12
reach of warranty coverage is added to a commercial hull policy at the request of the lender who holds the note on your boat. The coverage amount generally matches the amount you owe on the vessel, and the breach of warranty clause names the lender as the payee. The boat owner is responsible for paying for this added coverage even though it benefits the lender. But that doesn’t mean that there is not something in this for you as well. In past columns, we have discussed the importance of warranties in an ocean marine hull policy and what the consequences are if you have a claim and broken a warranty. If your claim is denied due to breach of warranty and you have lost your boat, you are out of luck. To make matters worse, you will still owe the lender the remaining balance on the loan, and the lender will do what it can to get paid. This is where breach of warranty coverage can work to your advantage. While you may have lost
purchases of U.S. soybeans. The bulk cargo freight sectors that rail and barge have dominated are susceptible to familiar market risks and fluctuations. For example, in recent years advances in drilling technology have changed the game for natural gas, displacing about one-third of the domestic coal market. While technological change such as this is difficult to predict, it is not impossible to apply observed market changes to investment portfolios. For example, the bankruptcies of nearly all major domestic coal producers east of the Mississippi could have been foreseen given fracking technology and the virtual collapse of natural gas prices from $12 to $3 per million cubic feet. However, the recent spate of tariff threats by the U.S. and retaliation from our trading partners are not predictable and logical in their effects. For bulk cargo transport sectors, these tariffs introduce another level of market risk that is difficult to quantify and hard to respond to. One response is to reduce risk by lightening up on bulk cargo transport sector investments. Another is to commit more heavily to these sectors if the prices are favorable as risk sensitive investors bail out. As industrial sectors affected by tariffs become riskier, investors will respond. a vessel and are not covered by insurance, your business may be able to survive. But if you also owe a sizable amount to a lender on that boat, it could drive you under. Breach of warranty can protect your business in the event of a claim not being covered due to a warranty violation. For example, your vessel’s insurance policy has a navigational warranty that says you cannot venture more than 20 miles offshore. Your captain is unaware of this and takes the boat 50 miles off the coast. A fire engulfs the boat, resulting in a total loss of the vessel. Your insurance company denies the claim due to a breach of navigation warranty. You are paid nothing for the claim and you still owe the lender your note balance on the vessel. If you have breach of warranty, this loan will be paid to your lender. While insurance can be one of your company’s biggest expenses, it is important to remember that when a loss occurs your premium is often a fraction of what the insurance company pays you back. Breach of warranty is an inexpensive addition to your policy, but it might just be the part of your policy that can protect your assets in a time of need.
www.workboat.com • AUGUST 2018 • WorkBoat
Series 9100 Digital Communication System installed on Multi-Mission Interceptor (MMI) from SAFE Boats International
The David Clark Series 9100 Digital Marine Communication System
“Operators require comfortable equipment
Rob Goley - Coast Guard veteran and currently Business Development Director for Federal Programs, SAFE Boats International
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Scalability
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Legal Talk The Coast Guard hit my boat
W
hen the Coast Guard damages your vessel during a boarding, is there a way to seek a remedy? Yes, under the Federal Tort Claims Act. Ask the boarding officers for a SF-95 form before they disembark. It’ll show
you mean business because this is the paper that needs pushing so you can get compensation. Take photos and get names. And try to stay patient and friendly because that’ll get you more information that will help your claim. Also, remember, you’ll never win an on-scene battle of wills with law enforcement, so save your energy for the court room. Here’s another. Can a passenger sue a vessel owner because the vessel wasn’t
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seaworthy? Sure, but that’s not the standard of care owed a passenger. Lawsuits get filed all the time, so when a client asks whether they can get sued, the answer is almost always “yes.” The By John better question is Fulweiler whether you will prevail if a lawsuit is filed. As for the warranty of seaworthiness, it’s only owed to crew. That is, the duty of maintaining a vessel reasonably fit for its intended purpose is only owed to those that can establish that they’re crew. This duty amounts to something akin to liability without fault and it’s reserved for those with the special status of serving the ship. Passengers, on the other hand, are simply entitled to a duty of reasonable care. For example, Lt. Fitzroy was aboard the H.M.S. Beagle and slipped on the ice-covered deck. He asserts a breach of the duty of seaworthiness and he may win arguing that a vessel with ice on its deck isn’t in seaworthy condition. When a passenger racks up his ankle on the same ice patch, the argument will likely be more difficult. He or she will have to prove the vessel owner breached the duty of reasonable care. In other words, the passenger doesn’t get to short-circuit the argument like Fitzroy does by simply pointing to the ice. He or she will have a harder hill to climb in establishing that the owner was at fault. Remember, too, Jones Act claims are for crewmembers only and it allows them to sue their employers. Maritime personal injury and death claims are slippery eels and if you don’t have a maritime lawyer aboard early on, it’s easy to run aground. John K. Fulweiler of Fulweiler LLC is a licensed mariner and maritime attorney. He can be reached at john@saltwaterlaw. com or 1-800-383-MAYDAY.
www.workboat.com • AUGUST 2018 • WorkBoat
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new National Ocean Policy adopted by the Trump administration stresses economic benefits from ocean industries, rescinding a 2010 Obama policy that focused on marine conservation. The order President Trump signed June 19 rolls back regional planning bodies, envisioned in the Obama plan as advisory groups to help develop ocean zoning and avoid user conflicts. Critics had derided the regional planning as a potential new bureaucracy. The National Ocean Policy Coalition, consisting of energy, industry, commercial and recreational fishing groups, and other interests applauded Trump’s latest undoing of an Obama initiative. Overturning the 2010 policy “removes a significant cloud of uncertainty that has been hovering over a wide range of commercial and recreational interests that represent a broad cross section of the American economy,” said NOPC managing director Jack Belcher, “threatening domestic jobs, economic activity, and recreational opportunities through new and unauthorized bureaucracies, mandates to federal agencies, 16
and actions that could needlessly prohibit, limit, or delay access to public lands.” Industry and energy are prominent in the Trump order, which states at the outset “ocean industries employ millions of Americans and support a strong national economy. Domestic energy production from federal waters strengthens the nation’s security and reduces reliance on imported energy.” Among its imperatives the Trump order specifies that government must “ensure that federal regulations and management decisions do not prevent productive and sustainable use of ocean, coastal, and Great Lakes waters.” Environmental groups fumed at the reversal. “The repeal of the National Ocean Policy is another attack in the Trump administration’s all-out assault on the nation’s public lands and oceans for the sake of private exploitation and profit,” said Priscilla Brooks, director of ocean conservation at the New England-based Conservation Law Foundation. New York. The Trump order still speaks to the
SUNY Maritime
Trump issues new National Ocean Policy
arges carrying crushed cars for recycling have erupted in fires in three states, causing no serious injuries but blanketing nearby communities with toxic smoke. A May 6 fire near Mobile, Ala., occurred in the fleeting area when a barge loaded with crushed vehicles caught fire on the Mobile River. The fire was safely extinguished by local firefighters using boats. Another load of scrapped cars burned June 24 in Jefferson Parish, La., again in a fleeting area, this time on the Mississippi River. The blaze burned for hours, and the barge was in danger of sinking from the water streams until the fire was controlled and some of the cargo could be lightened, according to local authorities and the Coast Guard. A spectacular June 26 fire on the Duwamish River in Seattle sent up towering smoke that could be seen for miles, “and it became apparent the incident was evolving into a hazardous materials event in addition to the fire suppression challenge,” according to a narrative from the Seattle Fire Department. Flames roared from crushed cars stacked 30' high on the barge. Explosions sounded as propane tanks burst, but firefighters on land were able to contain the blaze until the department’s fireboat Leschi arrived. Damage was estimated at $1 million. — Kirk Moore
need for using the best science and coordination among all levels of government to maintain ocean resources, as
www.workboat.com • AUGUST 2018 • WorkBoat
other administrations have recognized. Some results from the Obama years, such as detailed mapping of economic activity on the ocean, have served the Bureau of Ocean Energy Management as it prepares new offshore energy leases for oil, gas and wind power development. The mid-Atlantic planning effort is particularly valuable with the ramping up of plans by wind energy developers off the East Coast, said Tony MacDonald, director of the Urban Coast Institute at Monmouth University in New Jersey. Writing in the institute’s online newsletter, MacDonald noted that neither Obama’s nor Trump’s orders changed existing laws protecting ocean resources, despite their different priorities. “This shift in language should not be used to justify tipping the scales against the ‘environmental benefits’ cited in the order and actions necessary to protect
and restore the marine environment, and to hold ocean users accountable to limit their impacts,” MacDonald wrote. “My experience working with various ocean stakeholders over the past 30 years ranging from ports to state managers to fishermen to nongovernmental organizations is that, despite their differences, they have a shared interest in stewardship of ocean resources.” — Kirk Moore
Canada to buy interim medium icebreakers
I
n a move that could influence U.S. policymakers, the Canadian government announced its intent to purchase and convert three ice-capable anchor handling tugs for its aging coast guard icebreaker fleet. The government issued an advanced contract award notice June 22 to Chantier Davie Canada Inc., Levis,
Quebec, operator of Davie Shipbuilding in Quebec, allowing just two weeks for other shipyards to make competing offers. The deal, which sources told Canadian news media could be worth around $500 million (Can.), would involve the purchase and conversion of tugs that had been intended for Arctic oil exploration. Officials with Public Services and Procurement Canada said the replacement vessels are “essential to ensuring that Canadian ports remain open during Canada’s ice seasons,” working in southern ports and the Great Lakes during winter and the high north during the Arctic summer. The decision addresses concerns in Quebec about the coast guard’s ability to keep the St. Lawrence River open, and about the future of 1,300 jobs at the Davie shipyard. The news could renew debate in the U.S. Congress, where some lawmakers
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Inland waterways, Southern ports win Corps priority funding
T
he inland barge industry scored some wins in Washington, D.C., during June, beating back user fees and tolls proposed by the Trump administration while Congress and the Corps of Engineers committed to some record investments. Priority funding in the Corps’ 2018 work plan for Savannah, Ga., Jacksonville, Fla., and Wilmington, N.C., will
The Canadian icebreaker Terry Fox suffered a mechanical breakdown during the January 2018 cold snap.
ShipSpotting.com
insist the Coast Guard should likewise look to purchase or lease existing ice-capable ships to back up the only two operational polar ships, the heavy icebreaker Polar Star and the medium icebreaker Healy. Money and design work are flowing for the first of a new class of heavy icebreakers to start construction in 2019. — Kirk Moore
help those ports in their drive to deepen and widen channels to accommodate the new generation of ultra-large container vessels (ULCVs) calling with increasing frequency on the East Coast. For Corpus Christi, Texas, another $23 million is going to a next phase of dredging that officials say will position the port to expand oil and natural gas exports by $40 billion after completion in 2022 On the rivers, the Corps set new
funding for key projects including the Olmsted Locks and Dam on the Ohio River and the Chickamauga Lock in Tennessee. There is $57.6 million to modernize the Soo Locks in Michigan. The critical link for Great Lakes shipping is the sole new start in the plan, and one that Minnesota officials lobbied Trump for on his June 20 visit to Duluth. “The FY18 Omnibus appropriations bill and the Corps’ FY18 Work Plan represent another year of record funding for the Corps’ critical civil works mission,” said Mike Toohey, president and CEO of the Waterways Council Inc., which advocates for inland waterways funding. “When there was once just one navigation project funded in past fiscal year budgets (Olmsted), today there are four projects proceeding and one new start.” Water resources legislation before the House and Senate omitted an
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Corps of Engineers Rock Island District
administration proposal to raise $1 billion over 10 years with new user fees, which was strong opposed by the inland barge industry. Industry advocates had been disappointed by the Trump administration’s infrastructure funding plan, which fell far short of earlier hopes. But they and their allies on Capitol Hill expressed optimism about how the waterways will fare in the budget. Before 2014, Congress had not passed a Water Resources Development Act in seven years, which stalled infrastructure projects and increased their costs. “WRDA works because these are investments in the type of infrastructure that is vital to every American and every part of the country,” said Rep. Bill Shuster, R-Pa., chairman of the House Transportation and Infrastructure Committee. “The health of this infrastructure directly impacts how efficiently the
A lock on the Upper Mississippi River.
things we buy get onto store shelves, how quickly the goods we produce get to markets around the world, and how competitive our businesses and farmers are.” — Pamela Glass
French America Line sues insurers, says it will return to the river
F
rench America Line says that insurance issues related to repairs on the riverboat Louisiane caused mounting losses and essentially drove it out of business. The insurers deny the allegations the cruise line made in a Louisiana court in March and want a federal court to hear
the case. The company’s suit does not specify how much it wants, but the insurers say that before the petition was filed the company sent them a letter “asserting a claim for $4,828,523.” The insurers, Lloyd’s of London, say they “conditionally advanced significant sums” to the vessel operator. In June, company chairman Christopher Kyte said he expects “by next spring we’ll be back and running on the Mississippi River.” Meanwhile, he said, the Louisiane may be chartered by a private company to provide lodging for six to nine months in either Puerto Rico or the U.S. Virgin Islands. One of the newer players in the boom-
www.workboat.com • AUGUST 2018 • WorkBoat
ing U.S. overnight inland river cruise market, French America Line began sailing in October 2016 but had to cancel trips the rest of that year because of plumbing problems on its second cruise. A sewage tank overflowed and flooded lower crew quarters and the food stores, a company official said. Then early in 2017, the Avondale, La.-based company delayed a spring start from March 18 to April 22. “Our insurance underwriter for the riverboat just recently requested that we make time-consuming refits to certain areas that had just been re-plumbed during the extensive refit of the vessel last summer,” Kyte said at the time through a spokesman. The company cancelled sailings again in the spring saying the plumbing problems had been fixed, but the Louisiane needed Coast Guard approval of not just the work done but the entire vessel, which is docked in Gretna, La.
After the plumbing problem, French America and the underwriters had the damage assessed, the suit says, “however, underwriters unreasonably withheld consent” for the repairs. In December, after the company submitted an additional claim, the underwriters agreed to make certain payments but not the total due under the policy. In February 2017, French America submitted more documentation of the needed repairs. A month later, the suit says, the underwriters said they wouldn’t pay what the line wanted. As a result of the delayed payments, the company lost its certificate of inspection (COI) and cancelled future bookings, the suit says. The delays also meant late payments to vendors, crew and others, and caused “a default on loan obligations and resulted in other mounting losses.” “In essence,” the suit says, “underwriters’ ongoing failure to timely pay
ShipSpotting.com
French America line is suing insurers over repairs to the Louisiane.
the claims and failure to act with due diligence and dispatch essentially has caused French America to be involuntarily driven out of business as a going concern in the hospitality industry.” The Louisiane still does not have a COI, “because it isn’t operating yet,” Kyte said. “It’s going to take an entire product relaunch.” Close to $1 million has been refunded to customers whose cruises were canceled, said Kyte, who estimates French America has lost between $10 million and $40 million. The 150-passenger Louisiane is the former 203'8"×60' Columbia Queen. — Dale K. DuPont
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Still TWIC’ed
TWIC remains controversial and costly for the maritime industry.
By Pamela Glass, Correspondent
T
he Transportation Worker Identification Credential program continues to make waves through the maritime industry. Another regulatory deadline looms in August and mariners have been urging the Trump administration to curtail or abolish TWIC as part of the president’s plan to trim federal regulations throughout government. TWIC was created as a security enhancement program after the 9/11 terrorist attacks. It requires workers to pass background checks and be issued a biometric credential in order to have unescorted access to certain secure areas of the transportation system, including ports, maritime facilities and vessels. Almost every mariner must carry a TWIC, and many have complained since its creation that the card is a costly and unnecessary burden with little or no security value. The program includes two parts — the credential issued to mariners and the electronic readers used to inspect TWIC cards. While the credentialing is largely complete, and renewals are already underway, the readers are just now coming into compliance. CARD READERS For the past several years, the Coast Guard has been formulating the reader regulation by assessing security risks to three categories of vessels
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and facilities and working closely with the marine industry to understand implications of new regulations on their operations. Along the way, the Coast Guard exempted vessels with fewer than 20 crewmembers and certain shoreside facilities from the readers, including most of the inland tug and barge industry and almost all passenger vessels, after industry groups argued that their operations were not security risks. On Aug. 23, 2016, the Coast Guard published a final rule that preserved many of the exemptions but expanded the scope of areas subject to the reader rule beyond the original proposed rulemaking. It required high-risk vessels and facilities that handle certain dangerous cargoes (CDC), including barge fleeting areas that service barges carrying CDC and have a secure access area with access points for reader inspectors, and terminals that receive passenger vessels carrying more than 1,000 people, to install the readers. The industry was given two years to comply, with a deadline of Aug. 23, 2018. But the rule caused widespread confusion over the definition of “handling” CDC, and it wasn’t clear who had to comply. Industry groups representing a wide range of interests, including maritime shipping, chemical manufacturers and the oil industry, complained to the Coast Guard and Congress. A coalition of stakeholders filed a lawsuit a www.workboat.com • AUGUST 2018 • WorkBoat
U.S. Coast Guard
Petty Officer 1st Class Robert Fairchild of Coast Guard Sector Honolulu, verifies a TWIC card at Young Brothers in Honolulu.
U.S. Coast Guard photo/Petty Officer 3rd Class Connie Terrell
few months ago to force an extension of the August deadline and revisit the methodology used in assigning readers. Meanwhile, two bills are making their way through Congress that would prevent the Coast Guard from implementing any electronic reader rule until after an assessment of the effectiveness of TWICs is submitted to Congress. On June 22, the Department of Homeland Security, the parent agency of the Coast Guard, announced a new rulemaking to delay implementation for three years, until Aug. 23, 2021, for two categories of facilities: those that handle CDC in bulk by non-maritime transportation modes such as rail or truck, and those that receive vessels carrying CDC but don’t unload the cargo. Facilities that receive high-capacity passenger vessels or engage in bulk transfers of CDC must install readers by Aug. 23. “We believe that, unlike situations where CDC is not transferred to or from a vessel, these two categories of
In 2008, Massachusetts Port Authority officials at Conley Terminal posted a sign to notify port workers, longshoremen and truckers of the approaching deadline for obtaining a TWIC card.
facilities present a clear risk of a transportation security incident,” said Coast Guard spokeswoman Lt. Amy Midgett. A delay in implementation will allow the Coast Guard to review industry concerns about the scope of the final rule and re-evaluate the methodology used for the reader requirements, said Ryan Manning, chief of the Office of Port and Facility Compliance. “The Coast Guard views public participation as essential to effective rulemaking and encourages comments to be submitted” until July
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23, he said. The Passenger Vessel Association was disappointed that terminals receiving vessels carrying more than 1,000 passengers were not included in the delay and must comply on schedule. “The risk analysis model used by the Coast Guard in making this decision is unfortunately not available to the public and, as a result, PVA has no meaningful ability to comment on the risk assigned to this group,” said Gus Gaspardo, PVA president and president of Padelford
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Packet Boat Co., St. Paul, Minn. He said vendors who sell the electronic readers have told several terminal operators that they cannot supply the readers by the Aug. 23 deadline. Midgett said that the Coast Guard is aware of these difficulties and that captains of the port are “well engaged with their affected facilities and are working to provide maximum flexibility” under current regulations. ROLLBACK TWIC? Meanwhile, TWIC is a hot topic among those writing to federal agencies that are reviewing regulations considered to be burdensome, costly and unnecessary. A look at the public docket for the Office of Management and Budget’s request for comments on “Maritime Regulatory Reform” reveals just how deeply mariners dislike TWIC. One anonymous commenter called it “a
laughable waste of time and money for seafarers,” while others questioned TWIC’s security value and the quality of the background checks, asserting that requirements are so loose that “almost anyone can obtain one.” “Basically, the entire (TWIC) program is completely useless, a waste of time and resources, and they do not make the ports any safer,” wrote John Nelson, who did not provide his company or group. “A simple driver’s license, or existing Merchant Mariner Document which already is issued by the Coast Guard, should suffice. The MMD is also a photo ID, and alone should satisfy identification needs for employees by any port. A TWIC is a duplicate form of identification. I have had a card since they were mandated ... and I am still yet to have my card read at any place I work. Please get rid of the TWIC card program.” Stephen Banet, vice president of
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MARINE AND REPAIR
regulatory compliance and safety at Wepfer Marine Inc., Memphis, Tenn., which offers harbor and fleeting services The TWIC card was along the Mississippi created as a security enhancement program River, also after the 9/11 terrorist wants to see attacks. the program scrapped. “This device has cost the transportation industry a tremendous amount of money and adds no value whatsoever,” he wrote. “Created and issued by the TSA, yet it is not accepted by the TSA as a valid identification to board an aircraft at an airport. I ask, what good has it done?”
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U.S. Coast Guard illustration
Inland Waterways
Patrol Boats
Security Blanket Patrol boats protect interests at home, abroad and at sea.
S
ince the 9/11 attacks, the number of patrol boats built in the U.S. has grown substantially. The attacks drove home the fact that the country was vulnerable and needed to upgrade its defense systems. With the help of taxpayer grant money, hundreds of patrol boats — mu-
nicipal, state and federal — have been built and more are on the way. In the latest WorkBoat Construction Survey, the patrol boat category was the largest, with 221 newbuilds contracted or delivered. These boats help protect U.S. interests both domestically and abroad.
Bollinger Shipyards was awarded the FRC contract in 2008.
USCG CUTTERS In the 9/11 attacks, planes were used to strike targets in the U.S. This begged the question as to whether terrorists could carry out an attack on U.S. soil using other modes of transportation, such as ships or boats. In 2008, the Coast Guard awarded an $88 million contract (with options) to Bollinger Shipyards, Lockport, La., to build the agency’s new 154'×25'5" Sentinel-class fast response cutter (FRC). If all options 28
are exercised, Bollinger could build as many as 58 of the cutters, making the contract worth well over $1 billion. The FRC’s main missions include port and waterway security; drug and illegal immigrant law enforcement; search and rescue; national-defense operations; and fishery patrols. The first of the cutters, Bernard C. Webber, was delivered in 2010. Bollinger delivered the 29th FRC, Forrest Rednour, on June 7, 2018. The FRCs handled humanitarian
response during the 2017 hurricane season, delivering supplies and personnel, performing port assessments and security patrols, and coordinating efforts with federal, state, territory, local, and NGO partners, the Coast Guard said. “They have also made record breaking drug interdictions, saved lives at sea such as responding to a mass rescue operation during a cruise ship fire near Puerto Rico, and protecting U.S. citizens, resources, and infra-
www.workboat.com • AUGUST 2018 • WorkBoat
Bollinger Shipyards Inc.
By Ken Hocke, Senior Editor
25' RIB works the eastern side of Martha’s Vineyard.
Ribcraft
structure,” said Chad M. Saylor of the Coast Guard. The Sentinel-class is designed to deliver vital capability to the Coast Guard, to help meet its need for additional patrol boats. The current patrol boat gap hinders the Coast Guard’s ability to successfully and efficiently complete all its missions. The Coast Guard’s strategy for the FRC called for a “parent-craft” design to ensure that operating forces receive new patrol boats that are capable of performing the required missions as quickly as possible. The selected design, based on the Damen Stan Patrol 4708, features an elongated hull forward of the midships pilothouse designed to improve seakeeping, operability and habitability by significantly reducing ship vertical motions in the principal crew operating and living spaces. The Coast Guard modified this design with a stern launch capability and increased the speed to meet its requirements. Powered by pairs of MTU 20V 4000 M93L diesel engines, producing 2,900 hp each and turning fixed-pitch wheels, the new cutters must have a minimum endurance of five days at sea. The boats must also be capable of underway operations for a minimum of 2,500 hours annually, using the latest technologically advanced command, control, communications and computer technology that will be interoperable with Coast Guard assets. The FRCs are replacing the legacy 110' Island-class patrol boats built in the 1980s at Bollinger. The yard also built the 87' Marine Protector-class coastal patrol boat in the early 2000s. The Coast Guard has a project office on site at Bollinger and the military, civilian, and contract employees closely monitor each phase of the shipbuilding process, Saylor said. Bollinger is delivering FRCs at a rate of one vessel every 73 days, or five vessels in a year. “This is a win-win for both the Coast Guard and Bollinger as the production line remains steady and deliveries are predictable,” said Saylor. Meanwhile, Eastern Shipbuilding
Eastern Shipbuilding Group
The Coast Guard plans on building 25 new offshore patrol cutters.
Group, Panama City, Fla., is gearing up to begin construction of the Coast Guard’s new 360'×54' offshore patrol cutter (OPC). In 2016, the Coast Guard awarded a detail and design contract to Eastern which includes options to build up to nine vessels. It has a potential total value of $2.38 billion. With a 17' draft, 60-day endurance, more than 8,500-nautical-mile range and a 22-knot running speed, the OPC is designed to conduct multiple missions in support of U.S. maritime security and border protection. The OPC will provide a capability bridge between the national security cutter (NSC), which patrols the open ocean in the most demanding maritime environments, and the FRC, which operates closer to shore. OPCs will have room for three operational overthe-horizon (OTH) small boats and be equipped with a highly sophisticated combat system and C4ISR suite. The Coast Guard plans to acquire a total of 25 OPCs.
www.workboat.com • AUGUST 2018 • WorkBoat
RECENT CONTRACTS AND NEWBUILDS The majority of the patrol boats in the U.S. are smaller than the FRC and OPC but are just as important for the jobs they do. Some of the patrol boats under construction or recently delivered include: • Metal Shark delivered its latest law enforcement patrol boat to the Puerto Rico Police Department early this year. The 35' Defiant-class welded aluminum pilothouse vessel joins a fleet of 36' Fearless-class high performance center console boats the company delivered to the PRPD in 2017. The new boat features a fully-enclosed, climate-controlled pilothouse for all weather operation, outfitted with Shockwave shock-mitigating seating for a crew of four. Three Mercury 300-hp Verado four-stroke outboards push the vessel to speeds in excess of 45 knots. • Ribcraft, Marblehead, Mass., recently delivered a specialized 25' Ribcraft 7.8 RIB to the Edgartown Har29
Lake Assault Boats
Metal Shark
Patrol Boats
The Metal Shark 35 Defiant was the first new boat to enter service with the Puerto Rico Police Department since Hurricane Maria devastated Puerto Rico last September.
28' patrol boat from Lake Assault for Minnesota.
bormaster, located on the eastern side of Martha’s Vineyard. Featuring a two-person console enclosure, the 7.8 provides open deck space for patients or equipment, easy access for officer boardings, unobstructed views, and most importantly a comfortable platform for long hours on the water. Powered by
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a 250-hp Yamaha outboard, the RIB will reach speeds in excess of 50 mph. • Moose Boats, Vallejo, Calif., has been awarded a contract from the city of Memphis (Tenn.) fire and police departments for the construction of a 38’10”x13’10” M2-38 fire rescue and patrol catamaran. The boat will
respond to incidents on the Mississippi River and in the port of Memphis. Twin Cummins engines producing 425 hp each will be connected to Hamiltonjet waterjets to power the boat. Delivery is scheduled for September 2018. • Lake Assault Boats, Superior, Wis., delivered a 28' rescue vessel late last year to the Hennepin County Sheriff’s Water Patrol Unit in Minneapolis. Purchased through the General Services Administration, the boat is powered by a pair of Mercury Verado 300-hp engines with digital throttle, shift, and power steering. The vessel features Mercury joystick piloting and the Skyhook digital anchoring system. The pilothouse is CBRNE compliant, with radiation, chemical, and biological detection systems. The boat has an interior clearance height of 76" and a fold-down workstation. • North River Boats, Roseburg, Ore., is building 36'×10'3" Navy security force assistance craft boats. North River holds a five-year blanket purchase agreement for the project and is working with military agencies for procurement. The high-speed, heavy gauge aluminum vessel has a draft of 38". It is designed to assist Naval Small Craft Instruction and Technical Training School personnel in the training and education of foreign security forces and other international students on small craft strategy, operations, communications, weapons, maintenance and instruction development. The boats are powered by triple Yamaha 250-hp four stroke outboard motors.
Let’s make plans. Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009
www.workboat.com • AUGUST 2018 • WorkBoat
MISSION-CRITICAL VESSELS FOR COMBATANT, UNMANNED AND PORT SECURITY APPLICATIONS
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On TheWays
ON THE WAYS Senesco Marine delivers new ATB to Reinauer
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generator. Other features include: Hawbolt Industries hydraulics, South Coast Electric switchgear, Danfoss VFDs for the ballast pumps, Coastal Marine mooring winches, anchor windlass and capstans, Sulzer deep well cargo pumps, W&O deep well ballast pumps, John Deere 6135HF485 cargo engines, Bergan DFG tank gauging systems, and Hawbolt cargo hose handling cranes. Capacities include 14,928 gals. of fuel; 161,892 bbls. total cargo carrying capacity; and 2,384,130 gals. ballast water. The barge is ABS classed Maltese Cross A1, Oil and Chemical Tank Barge. Main propulsion for the tug Bert Reinauer is provided by two 12-cylinder GE 12V250MDC4, Tier 4-certified marine diesel engines, producing 4,200 hp at 900 rpm each. The mains turn Hung Shen 3.5m (11'6"), 5-bladed wheels with 19.5° pitch through Lufkin RHS3200HG marine gears with 5.036:1 reduction ratios. The props are enclosed in Nautican nozzles and the running speed of the ATB is nine knots. Three John Deere 6068 generators providing 125 kW of electrical power each and a John Deere 4045 emergency 99kW emergency generator supply the tug’s electrical needs. The tug’s electrical suite includes Furuno FAR 3210 radars, AIS, GPS, GMDSS, and a Simrad HS80a compass. Additional features include 170,582 gals. of fuel, EMI Marine Y16040SC steering system and EMI Y16056ET controls. The tug has room for a 12-person crew. The tug is ABS classed Maltese Cross A1 Towing Vessel, AMS, SOLAS. Since 2005, Senesco has delivered 30 vessels to Reinauer, with two more 4,000-hp tugs slated for delivery later this year. — Ken Hocke
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www.workboat.com • AUGUST 2018 • WorkBoat
n June, Senesco Marine LLC, North Kingston, R.I., delivered a new articulated tug-barge (ATB) unit to Reinauer Transportation Companies LLC, Staten Island, N.Y. The launch of the ATB — the 8,000-hp tug Bert Reinauer and 150,000-bbl., 19,999-dwt. barge RTC 165 — marks the largest such unit constructed in the Northeast, Senesco said. An Intercon 50"pin system connects the tug to the barge. Senesco has upgraded the facilities and infrastructure needed to construct, launch and deliver the 515'4"×73'7"×41' RTC 165 barge. Senesco recently built and added a 200' drydock with 50' aprons and a 2,100-LT capacity to its repair yard. The drydock was used to transfer and launch the 124'3"×40' Bert Reinauer. The tug has a 24' draft and a bollard pull of 72.4 short tons. The Reinauer-designed ATB was built as an international Solas-class unit and incorporates the latest build technology and equipment design. The RTC 165 is a grade A clean service barge and is authorized for international oil and chemical service. The barge is equipped with an electronic gauging system and Cargo Max loading system and has four independent segregated cargo systems that can load or discharge up to four products at the same time. The barge is outfitted with an independent vacuuming system for change of cargo, an independent ballast system contained in the double hull, and hydraulic 360° cranes for lifting. Ship’s service power for the new barge comes from twin John Deere 6090-powered gensets, sparking 175 kW of electrical power. There is also a John Deere 4045 99-kW backup
Senesco Marine
New ATB is largest of its kind built in the Northeast.
Yank Marine upgrades buoy tender to research vessel former Coast Guard buoy tender turned boat utility stern loading (BUSL) vessel is beginning its third act as a research vessel, with the unveiling in June of the Nauvoo at Highlands, N.J. The 49.6'×16.8'×5.6' vessel had been a fisheries science and survey vessel based at the National Oceanic and Atmospheric Administration laboratory at nearby Sandy Hook, N.J., but was laid up three years ago for budget reasons. Then scientists at the Urban Coast Institute at Monmouth University, West Long Branch, N.J., made a deal with their NOAA colleagues to acquire the boat at no cost. Donors helped the university pay for upgrades at Yank Marine in Dorchester, N.J. “In all it was probably around $120,000. Even if you spent $250,000 it’s still a bargain,” said Jim Nickels, a marine science professor at Monmouth and the boat’s captain. “The surveyor estimated to do a newbuild like this would be over $1 million.” Having the Nauvoo will expand the institute’s research, educational and contract work, and serve faculty and students in the university’s marine and environmental biology and policy program. Coast Guard certified to work up to 20 miles offshore, the Nauvoo, with a capacity for a captain and 22 passengers, can carry full classes on the water and even take overnight research trips with berths for seven. With twin 350-hp Detroit Diesel 8V-71 engines turning a pair of wheels through Twin Disc 2.5:1 gears, the Nauvoo has a 300-mile range at a service speed of 10 knots. Ship’s service power is supplied by a Perkins 22-kW genset. Two Pullmaster KPL8 winches carry 684' of ¼" wire rope through an 18'×12' A-frame with a capacity of 1,800 lbs. A 6'×3' aluminum net reel handles gear for fish surveys. Helping local coastal communi-
Kirk Moore
A
49'6" research vessel for Monmouth University was a Coast Guard buoy tender.
ties with their environmental issues is a major mission of the Urban Coast Institute and “the acquisition of the Nauvoo is a major step forward in that process … it greatly expands our research capability,” Monmouth University president Grey Dimenna said. “This boat is such a game changer that we already have other universities in the area asking if they can use it.” During its years with NOAA from 2002 to 2016 the Nauvoo was a familiar sight around New York Harbor and surrounding waters, and she will be back there again. Research work will include monitoring sediment pollution in the harbor, studying sharks and endangered Atlantic sturgeon in the Hudson River and around planned offshore wind energy sites, water quality studies, and assisting state and federal agencies with fish surveys. The Nauvoo’s old crew from the NOAA Sandy Hook lab will be working on her again too from time to time, said lab director Beth Phelan. Longtime NOAA captain Peter Plantamura advised Monmouth University on the restoration effort, and the project already has the vibe of a regional cooperative effort. “It is difficult for institutions” to acquire and support an asset like the Nauvoo, said Nickels. “This is a bigticket item.” — Kirk Moore
MetalCraft tour boat for Blue Heron Cruises
M
www.workboat.com • AUGUST 2018 • WorkBoat
etalCraft Marine, Ontario, Canada, delivered the new
aluminum 66'×23'×6'6" glass-bottom tour boat Blue Heron 8 to Blue Heron Cruises, Tobermory, Ontario, Canada, late last year. Between then and May, the owners prepared the boat for its first tourist season. Tobermory is a harbor village on the Bruce Peninsula, home to two national parks and multiple nature reserves. It is one of UNESCO’s World Network of Biosphere Reserves sites. Many of Tobermory’s tourists are attracted to the area’s hiking trails and glass-bottom boat tours that cruise over a selection of the 22 shipwrecks scattered under the area’s clear waters. Blue Heron Cruises is one of the tour companies that offer glass-bottom tours during the peninsula’s busy tourist season, from May to October. “When people get here, they’re wowed. It becomes a playground for those who live in the city and an escape from the concrete and skyscrapers,” said Ashley Salen, general manager of Blue Heron Cruises. “Our waters are so deep, so cold and so constantly clear and clean. I always hear people say, ‘I didn’t know we had Caribbean colors in our backyard.’” Designed by Bedford, Nova Scotiabased E.Y.E. Marine Consultants, the 125-passenger Blue Heron 8 is powered by three MTU 10V 2000 M72 engines, producing 1,207 hp at 2,250 rpm each. The mains are connected to HamiltonJet HM521 waterjets through ZF 2000 marine gears with 1.63:1 reduction ratios. The propulsion package gives the tour boat a cruising speed of 22 knots and 33
a top speed of 38 knots. HamiltonJet also supplied the controls and steering system (MECS control system). For added maneuverability, the boat was fitted with a Sleipner Motor SidePower bowthruster. “The extra horsepower these MTU engines give us help us stay on schedule, especially during busy long weekends. We’re excited we don’t need to overwork an engine while we provide reliable, fast ferry service for our guests,” Salen said. The MTU Series 2000 engine is designed to be undetectable in the Blue Heron 8’s passenger lounge. The reduction in noise can be attributed to the pre-engineered rubber isolators on the engines. MTU’s engines in ferries like the Blue Heron 8 are installed on rubber mounts designed specifically for MTU to reduce vibration and noise.
MTU
On TheWays
66' glass-bottom boat operates in Canada.
Blue Heron’s ferries travel directly past waterfront homes, especially during high season, and the company tries not to disturb their neighbors. When the company began looking to expand its fleet, Blue Heron surveyed the community for its input. “We built in feedback from everyone when planning the addition of this vessel,” Salen said. “As a result, we
knew our priorities were to select an understated ferry design and to ensure the ferry was powered by quiet but powerful engines.” Other features of the new boat include a Furuno electronics suite, Zipwake dynamic trim control, and a fuel capacity of 1,123 gals. Blue Heron 8 is Transport Canada certified Near Coastal Class II. — K. Hocke
BOATBUILDING BITTS
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ulf Island Shipyards, Houma, La., was awarded a contract to build a second 193'×41' regional-class research vessel (RCRV) for Oregon State University (OSU). Seattle-based Glosten Associates designed the vessels. The first RCRV contract was awarded in July 2017, which included options for two additional vessels. The vessels are highly flexible, multimission platforms designed to maximize energy efficient design concepts. Each vessel will be built in Houma and be ABS IceClass C0 and DPS-1, Green Marine-certified, acoustically quiet, and carry up to 29 crew and scientists. The National Science Foundation (NSF) is providing $88 million for the second research vessel, which is the second of three planned for the Pacific, Atlantic and Gulf of Mexico coasts. NSF chose OSU in 2013 to be the lead institution on the project for planning and selecting a shipyard. The building program calls for the first OSU vessel to be delivered in 2020, followed by a yearlong testing program. The follow-on vessels would be delivered in 2021 and 2022.
Blount Boats
New agreement allows South Boat CTV designs to be built in Maryland .
Glosten Associates
Second of up to three 193' research vessels.
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Blount Boats Inc., Warren, R.I., has signed an agreement to allow Marine Applied Physics Corp. (MAPC) to build South Boats-designed wind farm crew transfer vessels (CTVs) at its Baltimore facility. Blount acquired the U.S. license from South Boats in 2011. MAPC will build the UK designs as U.S.-flag, Jones Act-compliant boats for wind turbine arrays to be built on federal leases off Maryland. South Boats has designed and built about 30% of the CTVs in use by the European wind power industry. Blount built the first U.S.-flag CTV for Atlantic Wind Transfers, a subsidiary of Rhode Island Fast Ferry that services the Deepwater Wind Block Island Wind Farm project. The 70'6"×24'×4' aluminum catamaran Atlantic Pioneer was commissioned in April 2016 and currently services the five-turbine, 30-megawatt array. Snow Boat Building has been awarded a contract from the Navy to build a 40'×17' workboat-large. The small heavily built steel vessel with aluminum superstructure will be operated by a crew of two and have
www.workboat.com • AUGUST 2018 • WorkBoat
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ll American Marine Inc., Bellingham, Wash., delivered a new 150-passenger whale watching vessel to Puget Sound Express, Port Townsend, Wash., in April. The 72'11"×29'6" Saratoga, a highspeed aluminum catamaran vessel, was designed by Nic De Waal of Teknicraft Design, Auckland, New Zealand. The Saratoga is the second vessel built at All American’s new facility on Bellingham Bay. The Subchapter T-certified, highspeed catamaran has a 3' draft, two asymmetrical semi-planing hulls, and an adjustable aluminum midship hydrofoil plus two aluminum aft foils, which allow the boat to reach top speeds over 40 knots with low wake wash. Powered by four Scania D16 diesel engines, producing 900 hp at 2,300 rpm each, the design, coupled with
finely-tuned, wave-piercing sickle bows, enables the boat to travel through both calm and rough water at full cruising speed while keeping underwater noise to a minimum. To help save weight, the boat was fitted with carbon fiber drive shafts. This helped the vessel reach a running speed of 35 knots. “This is a very special event for Puget Sound Express,” co-owner Peter Hanke said in a statement announcing the delivery. “The Saratoga is the first boat that we have had the opportunity to build. We designed it with customers, whales and the environment in mind.” The new whale watcher was designed from top to bottom for low fuel consumption at high speeds, a critical factor to the success of the daily whale watch tours originating out of Edmonds, Wash. The vessel uses HamiltonJet drive control systems with four HJ364 waterjets and MECS control systems, which are designed to increase maneuverability as well as fuel efficien-
BOATBUILDING BITTS
Bollinger Shipyards Inc.
room for up to five passengers, and a 3,100-lb. total payload capacity. Main propulsion will come from a pair of Cummins QSM11 mains each developing 455 hp at 2,100 rpm, which will give the vessel a bollard push of 22,000 lbs. and a speed of nine knots. As a Naval shore installation support vessel, the workboat will be capable of assisting barges, submarines and other naval vessels. It can also be employed in opening and closing security barriers or to tow/push other floating port support equipment. Bollinger Shipyards, Lockport, La., has delivered the 29th fast response cutter (FRC), Forrest Rednour, to the Coast Guard. The 154' Sentinel-class FRC was
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29th fast response cutter for the Coast Guard from Bollinger.
Whale watcher was built with the environment in which it operates in mind.
cy at higher speeds. Ship’s service power is the responsibility of a single Northern Lights Tier 3 genset. The Saratoga has two 700gal. fuel tanks and is USCG certified, Subchapter T. The interior of the vessel is finished with materials that include recyclable Ayres aluminum honeycomb wall panels and recyclable Dampa aluminum ceiling tiles with acoustic insulation. Other amenities include ADA-friendly accommodation spaces, Beurteaux seating, two restrooms, and a galley complete with a full-service bar. The Saratoga is also equipped with seven HDTVs and a premium sound system with speakers inside and out. — K. Hocke
40' workboat-large for the Navy.
U.S. Navy
150-passenger whale watcher from All American
All American Marine
On TheWays
delivered on June 7 in Key West, Fla. To build the FRC, Bollinger used a proven, in-service parent craft design based on the Damen Stan Patrol Boat 4708. It has a flank speed of 28 knots, state of the art command, control, communications and computer technology, and a stern launch system for the vessel’s 26' cutter boat. Fincantieri Bay Shipbuilding has signed an agreement with VanEnkevort Tug & Barge Inc. to build a 740'×45' self-unloading barge for the transportation of bulk products throughout the Great Lakes region. The barge will be built in Sturgeon Bay, Wis. VanEnkevort, Escanaba, Mich., currently operates three articulated tug/barge units on the Great Lakes. The new barge is scheduled for completion in mid-2020.
www.workboat.com • AUGUST 2018 • WorkBoat
Working on the waterfront can be dangerous. As a leading USL&H provider, we take safety seriously. That’s why each year we celebrate our members with the strongest safety programs in the business. Congratulations to our 2017 Safety Award winners.
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Queen of Supply Chain the Roads
Demand for high-spec OSVs in the Gulf heats up. McAllister‘s latest tug brings 6,800-hp of power to Hampton Roads.
By Xxxxxx
X
xxxxx
The Rosemary McAllister’s primary mission is ship assist for the new generation of large containerships and LNG carriers calling at Chesapeake Bay port facilities.
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Xxxxxx www.workboat.com • AUGUST 2018 • WorkBoat
Xxxxxx xxxxxx Patrick Hanna
By Ken Hocke, Senior Editor
O
n one of her first jobs after arriving in Virginia, the tractor tug Rosemary McAllister flexed her 6,770-hp muscle during an escort of a large containership, with Capt. Larry Sullivan running in indirect mode as is often done in Hampton Roads waters. “The pilot said, ‘Sully, you turned the ship.’ That’s some power there,” Sullivan said in the wheelhouse of the newest addition to McAllister Towing and Transportation Co.’s fleet. In the days following its transit from Eastern Shipbuilding Group in Panama City, Fla., Sullivan and the crew of the 100'×40' Rosemary McAllister familiarized themselves with operating the second Tier 4 tugboat on the East Coast, then got right to work with moving the 1,200' containership. That’s just the size the Rosemary and her sistership, the Capt. Brian A. McAllister, were built to handle: the newest classes of ultra-large container vessels (ULCVs), with capacities of 14,000 TEUs and over, and the growing U.S. liquefied natural gas (LNG) trade. Designed by Jensen Maritime, Seattle, two more of these tugs are under construction for McAllister, a
153-year-old, fifth-generation family owned company based in New York City. The first two are named for company president Brian McAllister and his wife, Rosemary. The new tugs are the most powerful in McAllister’s fleet. “She’s been working every day consistently. With 6,800 horsepower, she’s the belle of the ball,” said Bobby Clinton, McAllister’s Norfolk, Va., port director of compliance and safety. BIG TUGS, BIG SHIPS The tugs are McAllister’s response to the challenge of ULCVs that are already making regular calls at East Coast
ports with the widening of the Panama Canal, and the prospect of even bigger ships to come. Industry heavyweight CMA CGM is looking to build future vessels of 18,000 TEUs to carry cargo between Asia and North America. Capt. Elliott Westall, McAllister’s vice president and general manager in Norfolk, said the Rosemary McAllister will equip his team to handle 1,500' ships. The Port of Virginia offers 50' channels, inbound and outbound, and is the only East Coast port with federal authorization to dredge to 55'. “Our main function is going to be these 1,200-foot, 14,000-TEU ships,”
Patrick Hanna
By Kirk Moore, Associate Editor
The new tug is powered by two 3,386-hp Cat 3516E Tier 4 engines.
ROSEMARY McALLISTER
SPECIFICATIONS
Builder: Eastern Shipbuilding Group Designer: Jensen Maritime Owner: McAllister Towing and Transportation Co. Inc. Mission: Ship assist and escort Length: 100' Beam: 40' Depth: 16.4' Maximum Draft: 18' Main Propulsion: (2) Caterpillar 3516E Tier 4, 3,386 hp at 1,800 rpm Azimuth Thruster: (2) Schottel SRP 4000FP NiBrAl 2800 mm, 4-bladed propeller with SDN 55 high efficiency nozzle Bollard Pull: 80 metric tons Ship’s Service Power: (3) Caterpillar Tier 3 C7.1; (2) 118-kw generator at 1,800 rpm with manual parallel, auto start and auto transfer Speed: 14 knots (free running) Hull Construction: Steel Deck Winch: Forward, Markey DESF-48-100 with 558,000 lbs. brake
www.workboat.com • AUGUST 2018 • WorkBoat
holding force and full render/recover, 800' of 10" line; aft, Markey TES40-75 tow winch 2,500' of 2 1/2" wire Electronics/Navigation Equipment: Radar, (2) Furuno FR8122 w/ ARPA, 4' antenna; radio, (3) Standard Horizon GX2200; auto pilot, Anschutz Pilotstar; depth sounder, Furuno BFF1-UHD and (2) FCV295 w/ transducers forward and aft; AIS, Furuno FA-300 series; GPS, (2) Furuno GP32 Tankage: Fuel, 58,710 gals.; lube oil, 545 gals.; urea for Tier 4 emissions control, 1,000 gals.; potable water, 3,075 gals.; AFF foam, 750 gals. Ancillary Equipment/Systems: (2) FFS SFP 250x350 pump rated at 5,980 gpm; (2) FFS remote controlled monitor rated at 5,284 gpm with foam injection capability, 1,100-gpm deluge system; full engine room monitoring system with remote monitoring capability at helm engine room, and deck cameras with wheelhouse display Classification/Certification: ABS Maltese Cross A-1 Towing, Maltese Cross AMS, Escort Service, Maltese Cross A-1 Fire Fighting (FiFi 1) Delivery Date: June 2018
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Kirk Moore
Kirk Moore
With its Markey winches the Rosemary McAllister achieved 82.75 tons bollard pull in sea trials.
The tug’s firefighting system has twin FFS monitors with a combined capacity of more than 10,000 gpm.
Soon after her arrival the Rosemary had a starring role in the annual Norfolk Harborfest parade in June, leading the way on the Elizabeth River with both FFS fire monitors going full blast. The remote controlled monitors are crucial
Kirk Moore
Kirk Moore
said Sullivan. Tug operators and pilots are discussing their plans for dealing with the 18,000-TEU ships to come, which will surpass the 1,092' Nimitzclass Navy carriers homeported at Norfolk. “It’s only a matter of time.” The tug is designed for escort and coastal response. Video cameras fore and aft and on both sides provide Sullivan and other captains with a full arc of view, while other cameras send a continuous feed from the engine room. The sound-power phone system connects five stations, with an intercom system for general announcements. With joystick and steering controls under his hand, Sullivan can tap foot pedal controls at his seat to activate the Furuno radars and Standard Horizon VHF radios with drop mics. The Markey class III escort winch can run at three speeds, and during sea trials the Rosemary McAllister exceeded her rating with a bollard pull of 82.75 metric tons. Sullivan can start and stop the three Caterpillar generators from the wheelhouse controls, and “you can put them in parallel if you need more power to the winch,” he said. Before the Rosemary was delivered Sullivan went to New York to learn on the Capt. Brian A. McAllister, the first Tier 4 tug on the U.S. East Coast when it was delivered last year. In the Port of New York and New Jersey, “they don’t do a lot of indirect like we do here,” Sullivan noted, but he got a good feel for the design. “For escort work we’ve already done one of these 1,200-footers, and it handled great,” he said.
Two Caterpillar 3561E engines and emission control systems, plus pump engines and intakes for the firefighting system. 40
The Tier 4 selective catalytic reduction (SCR) emission control system requires its own space in the engine room.
safety equipment for another mission, escorting liquefied natural gas (LNG) carriers. With pumps rated at nearly 6,000gpm each, the deluge system is supplied by 24" water mains in the engine room. Beyond that fire engine-red plumbing is a pair of Caterpillar 3516E Tier 4 engines, each turning 3,386 hp at 1,800 rpm with remote start/stop capability from the wheelhouse. The Cats drive two ABS Schottel SRP 4000FP azimuth drives, spinning NiBrAl 2800 mm, 4-bladed propellers inside SDN 55 high efficiency nozzles. Also packed into the engine room is the Tier 4 emission control system with its selective catalytic reduction equipment, drawing on a 1,000-gallon urea tank. Aft is the generator compartment, with the three Cat C7.1 Tier 3 engines. The new tug came out of the shipyard already compliant with the new Subchapter M towing vessel safety rules. “The wire runs are all metal strapped, its all approved hoses,” said Sullivan. The Rosemary McAllister is a whole new chapter in Sullivan’s career, which started in the Navy and included serving on hydrofoils before he started running YTB tugs at Groton, Conn. After eight years on Navy tugs and earning an unlimited tug and harbor pilot license, Sullivan joined McAllister and will mark 15 years with the company in September. “Tugboats have come a long way,” he said.
www.workboat.com • AUGUST 2018 • WorkBoat
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Kirk Moore
Kirk Moore
CREW COMFORT Even with all the throbbing horsepower, the Rosemary McAllister is a notably quiet boat. “This thing throws a wake. But when it’s running you can go back between the stacks and talk on your phone. It’s that quiet,” said Sullivan. Jensen designers included more sonic protection below. A roomy engineer’s control room is separate and insulated from the engines. In the galley above, the satellite television can stay on normal low volume with the machinery running. “The soundproofing on this is a real innovation. It’s a big step for crew endurance,” said Clinton. Fitting all of it into a 100' hull is a challenge – some tug designers and builders wonder if they are getting close to the limits of feasibility with current technology. The saga of getting the first two McAllister tugs built
The wheelhouse on the Rosemary McAllister, the second Tier 4 tug in the company‘s fleet.
The new tug was built with crew comfort in mind, including heavy soundproofing and a large galley area.
showed that difficulty. Horizon Shipbuilding Inc., Bayou La Batre, Ala., delivered the Capt. Brian A. McAllister in August 2017. But two months later, Horizon filed for bankruptcy. The Rosemary McAllister and a third tug hull that had been started at Horizon were moved to Eastern Shipbuilding in Florida for completion.
In Norfolk, McAllister is investing in a new base for the future. Now located on Pearl Street near the BAE Systems and General Dynamics NASSCO shipyards, the tug operators are planning for a move next year across the Elizabeth River to the site of the former JH Miles & Co. shellfish plant. Having a tug of the Rosemary McAllister’s class is a welcome addition
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11:28 AM www.workboat.com • AUGUST 2018 3/1/18 • WorkBoat
Kirk Moore
to the port infrastructure, said Ashley McLeod, vice president of communications with the Virginia Maritime Association. “This is huge for us,” said McLeod. “This addition of the Rosemary McAllister is a major improvement to the infrastructure here.” The maritime community is working with political leaders and the Corps of Engineers toward channel deepening and widening to accommodate ULCVs, going to 56' or deeper and widening some reaches to 1,400'. Next-generation tugs are another step toward guaranteeing both safety and easy access, said McLeod. “We’re committed to making sure they can always get in … it’s hard to believe they’ve doubled in size in just a few years,” she said. “Norfolk traditionally has been the deepest natural port, going back to the earliest history of this country. We’re the easiest in,
Capt. Larry Sullivan on the Rosemary McAllister at the Port of Virginia.
and the easiest out.” At least for East Coast ports, both the new ULCVs and their tugboats may be approaching the upper limit of capability for the foreseeable future.
But there’s no question that in its design and execution, the Rosemary McAllister is a big leap forward. “I’m confident this platform will be around for a long time,” Clinton said.
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Waterjets Lighting
Jet Stream New models and markets for waterjets.
By Michael Crowley, Correspondent
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N
AMJet had been trying to crack the offshore wind service market for some time but had no luck. That finally changed in March with the delivery of the 77'×21' SC Sapphire, a wind farm service vessel for the North Sea that was built at Neptune Marine, Aalst, Netherlands, for Sima Charters. The three TJ611HH 24" waterjets that are lined across the SC Sapphire’s stern are the first highthrust jets from NAMJet to go on a wind farm crew transfer vessel (CTV). That and the fact that Sima is having another CTV built with a NAMJet waterjet package gives company’s technical sales support manager, Phil Organ, enough confidence to say, “We are on the cusp over in Europe.” The waterjets are matched up with 651-hp Volvo D16MH engines through Twin Disc MGX5146SC gears with 2.5:1 reduction ratios. The power package gives the SC Sapphire a cruise speed of 25 knots and a 12-ton bollard pull. Breaking into the European wind-farm market was a big coup for Denver-based NAMJet. “But the hopes are frankly that it will be seen over here,” said Organ, referring to the nascent offshore wind farm market in the U.S. What NAMJet was butting up against in its attempt to get its jets into the wind farm market was
a perception that the optimal waterjet for that trade is a high-speed jet that could send a vessel out to wind farm towers at 30 to 35 knots or more. However, with North Sea conditions where “it’s a good day to see 25 knots,” said Organ, it didn’t take long to realize what was needed was thrust, not top-end speed. Combine that with Simi Charters realizing that some waterjets didn’t perform well when pushing against a structure, and the door opened for NAMJet. “We’re not made for high speed,” said Organ. “We are made for thrust. That’s what gave us the competitive edge.” He said that Sima told him that the TJ611HH jets’ “superior static thrust” allowed the SC Sapphire to “push firmly against towers for crew and supply transfers at lower power settings than previous waterjet vessels.” A key to the TJ611HH’s ability to deliver high thrust throughout a vessel’s speed range is the design of the NAMJet water gate, said Organ. “It’s got high flow at low pressure. What we call the NAMJet true axial flow design. The design is not susceptible to cavitation.” That’s allowed the CTV to push up against a structure with less throttle and not lose the thrust when a wave comes along.
www.workboat.com • AUGUST 2018 • WorkBoat
NAMJet
The SC Sapphire, the first wind farm boat with NAMJet waterjets, is outfitted with three TJ611HH jets.
transom and bearings can be replaced with the boat in the water, thus avoiding the time and cost needed to haul a boat. The X Series waterjets can be operated with either hydro-mechanical or electrical controls. “If the customer still wants to use a cable-driven system, they have that option,” said Natoce. HamiltonJet also unveiled a new line of waterjets at Seawork — the HTX30, and a new control system, the AVX. HamiltonJet’s previous introduction of a new line of waterjets was in 2009–2010. Orders for the new
a lot stronger than the previous one,” said Montocchio. It’s also one-third the weight. A lot of research went into corrosion protection. That included keeping the prototype in brackish waters in Australia for two-and-a-half years. “It’s the most corrosive space they can be in,” Montocchio said. HamiltonJet’s new control system, the AVX, is being released after undergoing testing on search and rescue boats for the past two years. The AVX can be matched up with the HTX30 or existing HamiltonJet waterjets. Something that makes the AVX dif-
Marine Jet Power
NEW WATERJETS Marine Jet Power introduced its X Series line of waterjets at the Seawork Commercial Marine Conference in the UK in early July. MJP’s X Series waterjets will also be at the MultiAgency Craft Conference in Baltimore July 18-19. A driving force behind the X Series development was to bring waterjet technology in line with changes in engine propulsion. “Jets have not matured to the level of the engines,” said Douglas Natoce, MJP’s regional director and president for the Americas. He attributes environmental regulations and the desire of engine manufacturers to improve performance for having pushed diesel development. “Engine manufacturers on the diesel side want higher rpm, higher thrust, higher performance and cleaner diesels,” Natoce said. That’s led to a changing diesel engine technology that has outpaced waterjet development. Thus, the X Series is designed to “marry up better with today’s performing diesel and be able to accommodate higher rpms, higher thrust.” The first model in the X Series is the 310X. The 310X is able to “absorb up to 1,000 horsepower, though optimally 800 to 900 horsepower,” said Natoce. In 2019 the 280X and 350X models will be available. The 310X relies on MJP’s stainless steel mixed-flow pump designed for high-speed applications, in this case in excess of 50 knots or 57.5 mph. And because it’s a mixed-flow pump, the jet is smaller compared to axialflow waterjets, resulting in a weight reduction of up to 10%. A new nozzle design provides greater maneuverability in both high- and low-speed operations. Improvements in ease of maintenance and environmental friendliness are two characteristics of the X Series. The inboard, integrated hydraulic system means that “oil for the hydraulics are captured inside the vessel,” said Natoce. “You don’t have a ruptured hydraulic line external to the jet.” There’s an inspection hatch aft of the
MJP’s 310X can handle up to 1,000 horsepower.
waterjets and control system in the U.S. were first accepted in July. The HTX30 is designed for patrol boats and other commercial workboats up to 60 feet, with a performance curve topping out at about 764 hp. Years of research included in-house hydrodynamic testing, with the overall goal being “to push the envelope at the top end of the performance curve,” said Albear Montocchio, HamiltonJet’s global marketing manager in Christchurch, New Zealand. That means improving the highspeed thrust performance and vessel acceleration, though low-speed thrust was also a concern. The end result was a 19% increase in maximum thrust. The HTX30 has a smaller footprint than HamiltonJet’s current waterjets and visually looks different. Improved hydrodynamics accounts for some of that, as does the steering system. “The new steering gimbal we’ve designed is
www.workboat.com • AUGUST 2018 • WorkBoat
ferent from previous control systems is its dual redundancy. Earlier HamiltonJet control systems offered some redundancy but were not fully redundant. Montocchio said he believes HamiltonJet is the only company offering dual redundancy for waterjets. If one side of the propulsion system fails, maybe a frayed cable part, “you can still ‘talk’ to propulsion on the other side,” said Montocchio. “Every unit has like a double chip that allows you to be able to talk both ways around the loop — the communication ring. Can go one way around the ring or the other way, if there’s a failure.” AVX is also computational redundant, so if there’s a computer failure the system remains functional, and there’s a dual battery backup. In addition, the AVX design, because it’s more compact than previous control systems, takes up less space. It comes with a color screen. 45
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51
LOOKS BACK AUGUST 1948
• The American Waterways Operators said they have made progress in efforts to obtain a fair, reasonable and guaranteed supply of steel plate, shapes, pipe and fittings through the Commerce Department’s Office of Industry Cooperation. In August, a public hearing will be held before the Steel Products Advisory Committee where the industry’s
steel requirements will be presented. • U.S. shipyards may be one of the few industries to receive a break from the special session of Congress — the approval of a new governmentsponsored shipbuilding program. The Navy and Maritime Commission are prepared to endorse the new program. It would authorize the building of 18 large passenger ships capable of ready conversion to troop carriers, and AUGUST 1958 15 T-4 type tank-
ers capable of serving with the fleet. The cost of the program to the government was originally estimated at $100 million. The National Federation of American Shipping is spearheading the drive for the program on Capitol Hill.
Marinette Marine Corp., Marinette, • Chesapeake and Ohio Railway Wis., has been delivered to the U.S. has announced plans to consolidate Army Transportation Corps, Brooklyn and expand its train ferry operations Army Terminal. The 64'6"×23' ferry is in Milwaukee. Company officials powered by two Detroit GM 6071A have asked the city’s Board of Harbor diesels equipped with hydrostarters. Commissioners to provide $600,000 in additional rail facilities on city owned Jones Island, on which the railway would pay interest, rental and maintain the proposed new tracks. • The 200-passenger ferry FB AUGUST 1968 814, built by • The Golden Gate Bridge and other bridges were supposed to be a death blow to ferries, but San Francisco officials are looking at the possibility of pressing the boats back into operation. Officials from San Francisco and Marin County recently signed an agreement to spend $45,000 for a fourth-month study of high-speed ferry service across the bay. Tentative plans include the use of 52
buses on each side of the bay to carry commuters to their destinations. • Rose Barge Line Inc., St. Louis, recently launched a 5,000-hp towboat built by St. Louis Ship. The 170' American Beauty is powered by two 2,500hp GM engines capable of pushing a 25-barge tow. The towboat is the first of two. The Crimson Glory is scheduled for delivery in the fall. www.workboat.com • AUGUST 2018 • WorkBoat
Hull of a Breakthrough in Cooling Technology. Angled TurboTunnel HeAder design Increased convergent header pressure “jets” turbulent sea water between the upper and lower tube decks.
Turbulizer spAcers Unique shape spacers create vortex effect to “turbulize” the sea water to increase cooling efficiency (Von Karman effect).
Flow diverTer scoops Diversion of sea water disrupts the laminar flow and allows stagnant high temperature areas to be cooled.
PATENTS PENDING
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VLJ GEARBOXES
Reduction gearbox specifically designed for waterjet applications. Available in vertical or horizontal offsets. 500 – 13,200kW.
WVS GEARBOXES
Reverse reduction gearboxes designed for FPP applications, but also used for waterjet applications when back-flushing or a diagonal offset is desired. Available in vertical offset, diagonal offsets, and U-drive. 350kW – 5,000kW.
WLS GEARBOXES
Reduction gearboxes designed for CPP applications, but also used for waterjet applications when a diagonal offset is desired. Available in vertical offset, diagonal offsets, and U-drive. 350kW – 5,000kW.
*WVS and WLS units utilize the same housing design.
ZWVS GEARBOXES
Two-speed reverse reduction gearboxes designed for FPP applications. Available in vertical and diagonal offsets. 350 – 3,082kW.
DOWN ANGLE GEARBOXES
Reverse reduction gearboxes with 8°-10° down angled output shaft, designed for FPP applications. 500kW-4,900kW.
REINTJES HYBRID SYSTEM (RHS)
The WVS, WLS, and Down Angle Gearboxes can be configured with the RHS which integrates an electric motor/generator for hybrid applications.
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