WorkBoat August 2019 by WorkBoat

Ferries • Tugnology ’19 • Propulsion ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

Deluge

This year’s flooding and high water are unique.

AUGUST 2019

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ON THE COVER

A Blessey tow on the Intracoastal Waterway near Port Arthur, Texas. AUGUST 2019 • VOLUME 76, NO. 8

Photo by Ryan Guidry

FEATURES 20 Focus: Powerful Force It was tugs galore at Tugnology ’19 in the U.K. in May.

24 Vessel Report: Big and Clean Ferries are getting bigger, more efficient and greener.

32 Cover Story: Flood Zone Barge operators are dealing with a prolonged period of high water on the inland waterways.

BOATS & GEAR 28 On the Ways • Conrad delivers fourth of four 6,000-hp oceangoing tugs to Young Brothers • Dive vessel for Washington state from Armstrong Marine • 195-passenger vessel for American Cruise Lines from Chesapeake Shipbuilding • Moran Iron begins construction on 210-passenger aluminum ferry for northeast Michigan • New 93' research vessel for the Virginia Institute of Marine Science • First new icebreaker in 25 years for the Canadian coast guard • Eastern Shipbuilding delivers 6,772-hp Z-drive tug to McAllister • New 2,000-hp towboat from C&C Marine for Minnesota

38 Electric Slide The U.S. lags behind Europe in the development of hybrid vessels.

AT A GLANCE 8 8 9 10 12 14 16

On the Water: Protection and safety — Part II. Captain’s Table: A big step forward for U.S. mariners. Energy Level: The lukewarm offshore recovery. WB Stock Index: Stocks rebound in June. Inland Insider: Funding inland waterways projects. Insurance Watch: The different types of shipyard coverage. Legal Talk: Coast Guard administration can improve.

NEWS LOG 18 18 18 18

Marad awards $19.6 million in shipyard grants. New Jersey awards big offshore wind contract. More indictments in Missouri duck boat accident. Coast Guard to reimburse spouse licensing, certification costs.

www.workboat.com • AUGUST 2019 • WorkBoat

DEPARTMENTS 2 6 41 47 48

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

durability - strength performance - SINGLE PROPELLER - up to 20” diameter - dependable & robust drive optimal for working vessels with moderate speeds - the 620b sets a new standard for stern drive durability

- DUAL PROPELLER - up to 16” diameter - Excellent for performance driven applications demanding high speeds, quick response and better fuel efficiency - optimal for patrol & interceptor type vessels

- DUAL PROPELLER - up to 18.50” diameter - highest torque rated stern Drive & weight carrying capability in the industry - The 680B operates with supreme efficiency for heavy single & twin applications

Application Variations - recreational - center counsel - fishing - landing craft - fire/rescue - passenger - pilot - MILITARY/patrol - COMMERCIAL - GOVERNMENT SERVICE - electric

Editor’sWatch

Water, water, everywhere ...

hat was one of our headlines in 1993 when we wrote about the epic river flooding that occurred that year. This year, the flooding has not been quite as bad as 1993, but it has been the longest period of sustained high water in almost 50 years, according to barge industry veterans. For the first time, tank barge company owner Walter Blessey said that his vessel captains have told him that they have been experiencing anxiety when operating on the Mississippi, Ohio and Illinois rivers. In this month’s cover story, “Flood Zone,” Pamela Glass takes a look at the flooding and high water, caused by a quickening snow melt and persistent rain, and its effect on navigation and the barge industry. The flooding has touched just about every part of the inland system, creating a backlog of hundreds of barges sitting for months with their cargoes. This has clogged the rivers that are critical for navigation — transporting grain, petroleum, chemicals and other commodities. This has resulted in a shutdown of a large part of the inland system. Some towboats have not operated for months. For American Commercial Barge Line, the sustained high water on the Lower Mississippi River and its effect on Gulf barge fleets and terminals has had the biggest impact on the company. This has made local Gulf deliveries very difficult, according to Mark Knoy, president and CEO of ACBL. He said that tow size reductions and daytime operating restrictions at some bridges between St. Louis and the Gulf have hurt production and increased costs. “Our 40-barge boats have been limited to 25, which is 60 percent ca-

David Krapf, Editor in Chief

pacity, for six months now,” Knoy told WorkBoat. ACBL has added more than 20 boats to help combat the bad conditions and has deployed larger horsepower boats to meet shipping schedules. But the industry was doing well before the flooding and will recover. The health of the industry is good and there is a lot of optimism in the barge industry, said Thomas Allegretti, president and CEO of the American Waterways Operators. Waterways infrastructure is being modernized and companies are making long-term investments in their fleets and training.

dkrapf@divcom.com

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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 2019 • WorkBoat

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Planning, Preparedness and Response for Oil and Hazardous Materials Spills

October 28-31 Workshops & Conference October 29-30 Exhibition Ernest N. Morial Convention Center New Orleans, LA

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

CONTRIBUTING EDITOR

Kirk Moore kmoore@divcom.com

CONTRIBUTING WRITERS

ART DIRECTOR

PUBLISHING OFFICES

Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Max Hardberger • Joel Milton • Bill Pike • Kathy Bergren Smith Doug Stewart dstewart@divcom.com

Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609 Southern/Editorial Office: P.O. Box 1348 • Mandeville, LA 70470 Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610

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Coast Guard to monitor condition of open lifeboats in U.S. fleet

n May 1, 2019, the Coast Guard concluded a year-long concentrated inspection campaign (CIC) focused on open lifeboats throughout the U.S. commercial fleet as directed in the commandant’s Final Action Memo on the 2015 sinking of the El Faro. During the CIC, Coast Guard marine inspectors visited 45 U.S.-flag vessels and inspected 122 open lifeboats. The CIC focused primarily on recordkeeping, crew proficiency, and the material condition of the lifeboats. Coast Guard marine inspectors identified 68 deficiencies on 35 open lifeboats. Examples of material deficiencies included visible cracks on the hull, wastage on davits, delamination and cracking on various components, inoperable winches, and oil leaks.

Due to mooring configurations, 14 vessels could not launch, maneuver, and recover every open lifeboat during the CIC. For lifeboats that could not be launched, Coast Guard marine inspectors examined the other eight items outlined in the CIC checklist and issued an inspection requirement to launch the remaining lifeboats in the presence of a Coast Guard marine inspector. The Coast Guard will monitor the material condition of the open lifeboats through annual inspections. The USCG will also continue to evaluate crew proficiency and company maintenance programs to ensure lifeboats are ready for immediate use.

and supports proposals from vessel owners and operators for legislation to accomplish this. For existing vessels fitted with open lifeboats, the Coast Guard will initiate a concentrated inspection campaign to ensure that the lifeboats remain in serviceable condition.

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

U.S. Coast Guard Office of Commercial Vessel Compliance Washington, D.C.

Send letters to: workboat@cox.net MAIL BAG P.O. BOX 1348 Mandeville, LA 70470

Editor’s note: As noted in the commandant’s Final Action Memo, the Coast Guard agrees that open lifeboats should be phased out of operation

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On the Water

Protection and safety — Part II

By Joel Milton

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

ne thing that never seems to change over the years is the typical response to the “why do you do it that way” question. Some version of “that’s the way it’s always been” or “that’s the way we’ve always done it” is usually the answer you receive. I use TTWWADI for shorthand. The answer seems to have the same half-life as plutonium-244, and as a way of operating it’s just as toxic. For the record, TTWWADI isn’t really a reason, it’s just a statement. A reason, even a bad one, is the result of reasoning. This implies that active reasoning actually took place and that someone at least attempted to think it through and consider some of the possibilities. TTWWADI, on the other hand, has a dead finality to it — what’s done is done. This is unfortunate because there’s often an assumption made that either the present way is as good as it gets or that change for the better isn’t possible, or even desirable.

Captain’s Table A big step forward for mariners

By Capt. Alan Bernstein

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

n June, the Coast Guard published a final rule that eliminated the requirement for marine radar refresher training. This issue had been discussed on the inland rivers for a long time. It represents a big step forward, eliminating an obsolete and unnecessary requirement for experienced mariners. The final rule also harmonizes the radar observer endorsement with the merchant marine credential. In its comments submitted last summer, the Passenger Vessel Association (PVA) agreed with the Coast Guard that refresher training is not needed when a mariner has practical on-the-water experience using radar on a regular basis. PVA also agreed with the Merchant Marine Personnel Advisory Committee’s (MERPAC) position that this regulatory change would not negatively affect safety. Over the years, PVA and many others in the maritime industry have pointed to the negative effects of regulation on small business. I was pleased to learn that the Coast Guard’s analysis of this

So, with a TTWWADI mindset being commonplace, there’s only so far you can go with a Towing Safety Management System (TSMS). Any type of Safety Management System is, in its broadest sense, supposed to be a system for safely managing recurring change. Our marine operations are 24-7-365 and the variable changes are never ending. Barge movement orders change, berth assignments change, and weather or sea conditions change. Personnel comes and goes. For a TSMS to be effective you first have to work to defeat the TTWWADI mindset that instinctively responds rigidly to changing circumstances that require adaptive flexibility in order to safely navigate a vessel. We have no control over what is happening around us as we go about our operations. To deal with that hard reality I’ve learned the merits of being detail oriented, focusing very carefully on what precious little bit we do have control or some influence over. This is particularly true when it comes to planning and executing dynamic deck operations, and dealing with the inevitable mistakes, miscues and failures. A TSMS can help or hinder.

regulation estimated that the annualized total cost savings will be about $6.8 million, and over 7,000 mariners will benefit from this rule each year. I am a big believer in on-the-job training, especially when it pertains to navigation, electronics in the pilothouse, deckhand training, and emergency situations. Once a mariner has a radar endorsement, there is no substitute for real time experience to stay up to date. Safety and training are at the core of what my company, BB Riverboats, does. Not only do we conduct the training that is necessary to meet Coast Guard regulations, but we believe that we have a responsibility to exceed regulations to protect the safety of our passengers and crew. One accident is one too many. My company ensures that the core competencies that are necessary for mariners to navigate safely are common practice. While this recent regulatory change has eliminated the need for radar refresher training, our mariners will have the necessary training and experience. I commend the Coast Guard for eliminating the requirement for radar refresher training. In the future, I hope that they can target other regulations for elimination to lessen the regulatory burden on operators and mariners. www.workboat.com • AUGUST 2019 • WorkBoat

WORKBOAT GOM INDICATORS

Energy Level

APR. '19 WTI Crude Oil 65.66 Baker Hughes Rig Count 21 IHS OSV Utilization 30.3% U.S. Oil Production (millions bpd) 12.2

MAY '19 58.40 23 31.1% 12.3*

JUNE '19 57.35 26 27.8% 12.1*

WTI Price U.S. U.S. ProdEIA 1000s bopd GOM Rig Count Util. Rate % Sources: Baker-Hughes; IHS Markit; *Estimated

JUNE '18 69.91 18 26.6% 10.9

A tepid recovery offshore GOM RIG COUNT

GOM Rig Count

By Bill Pike, Correspondent

n his June 17 article on WorkBoat. com, contributor Barry Parker noted that “the underlying day rate markets are improving, but the equities have not reacted.” This was the assessment from offshore drilling and offshore service vessel executives at the 32nd annual Marine Money Week in New York in June. It’s a reasonable analysis. The question is, will the underlaying day rate markets continue to improve? As always, it depends on oil prices. As of June 20, oil prices have settled a bit lower after an uptick following a larger-than-expected drawdown of U.S. crude stockpiles earlier in the month. That drawdown “helped ease some of the supply side concerns in the energy market ... but U.S. supply data is a secondary influence on the market right now as there are too many other, potentially more important moving pieces in the market,” according to Tyler Richey, co-editor at Sevens Report Research. So, what might those concerns be? According to Stewart Glickman, senior equity analyst at CFRS Research, “the biggest catalyst for crude oil prices will be driven by fiscal policy, not monetary policy.” In particular, whether the Trump administration can strike a trade deal with China will go a long way in determining emerging market GDP and oil demand. The impact of a trade deal with China would be boosted by a possible interest rate cut by the Federal Reserve that would spur the U.S. market. But then there is OPEC+ (OPEC plus cooperating non-members). There is growing concern that there could be an increase in production from OPEC+, driving oil prices lower. The U.S. Gulf of Mexico has the highest rate of laid up OSV/PSV vessels in the world. Out of a fleet of 1,028 supply vessels, 390 (as of April 30), or nearly 40%, are laid up. Of 176

30 25 20 15

6/18

6/19

5 0

construction vessels, 76 (32.75%) are laid up. Of the 62 mobile offshore drillJun-18 ing units in the Gulf of Mexico fleet, 13 18-Jul (21%) are18-Aug laid up.

www.workboat.com • AUGUST 2019 • WorkBoat

18-Sep Oct-18 18-Nov Dec-18 Jan-19 19-Feb 19-Mar Apr-19 19-May Jun-19

9 10 11 12 13

If day rates are put in jeopardy by wayward OPEC+ 18 fiscal policy, exacerbated by the laid-up 15 equipment, it will take another big16toll on the industry. 18 18 23 24 19 22 23 21 23 26

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WorkBoat Composite Index Stocks gain 8% in June

he Standard & Poors 500 had its best June since 1955, and the Dow Jones posted its largest June percentage gain since 1938. WorkBoat stocks also did well. The WorkBoat Composite Index gained 159 points, or about 8.3%. Winners topped losers by a 9-1 ratio.

Almost half of all composite index components posted double-digit increases. Gulf Island Fabrication was one of only three composite issues that lost ground in June. The Houston-based fabricator of complex steel structures, modules and marine vessels saw its stock value fall over 11%.

STOCK CHART

Source: FinancialContent Inc. www.financialcontent.com

INDEX NET COMPARISONS 5/31/2019 6/28/2019 CHANGE Operators 318.49 330.64 12.15 Suppliers 3,037.95 3,352.68 314.73 Shipyards 2,778.75 3,352.68 573.93 WorkBoat Composite 1,913.65 2,072.69 159.04 PHLX Oil Service Index 74.03 81.34 7.31 Dow Jones Industrials 24,815.04 26,599.96 1,784.92 Standard & Poors 500 2,752.06 2,941.76 189.70 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/

PERCENT CHANGE 3.82% 10.36% 20.65% 8.31% 9.87% 7.19% 6.89%

In the company’s first-quarter conference call in May, Kirk Meche, president and CEO, was optimistic. “With the addition of the OSU (Oregon State University research vessels) and Navy T-ATS options, we have one of the largest backlogs in our company’s history,” he said. “Further, our backlog at quarter end and these executed options after quarter end reflect our ongoing efforts to diversify outside of our traditional reliance on the oil and gas sector. Approximately 90% of our backlog is outside of the oil and gas sector. “Having said this, we are continuing to see significant opportunities for onshore fabrication in the industrial sector as well as traditional oil and gas maintenance and repair. We are also beginning to see increased engineering activity associated with the Gulf of Mexico.” — David Krapf

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Inland Insider

Funding the inland waterways

fter years of funding droughts, the inland waterways have enjoyed seven consecutive years of robust budgets to improve the aging lock and dam system. The bad news is that due to years of underfunding and delayed maintenance, this is just a trickle of the investment

needed to finish projects and make transporting goods along the inland waterways smooth and cost effective. Use of the waterways is currently under capacity, and the barge industry says it’s ready to take on new business expected from increases in freight movements over the next few decades.

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The Department of Transportation projects that freight tonnage movement through the nation’s transportation system will grow 40% by 2045, to 25 billion tons. With highways clogged and rail near capacity, By Pamela Glass moving by water is an attractive alternative. Major progress in funding has allowed the completion and opening last August of the much-delayed, $3 billion Olmsted Lock and Dam along the Ohio River. Also receiving money were three priority navigation projects and a major rehabilitation project. There are 15 other authorized high priority projects awaiting construction. Among them: seven 1,200' locks on the Upper Mississippi and Illinois rivers which were built in the 1930s and authorized more than 10 years ago. The waterways industry says that if funding is delayed, construction costs could rise 300%-500%, repeating a funding fiasco similar to the Olmsted project, which was approved in 1988 at an estimated cost of $775 million and cost $3 billion by the time it was finished last year. The Waterways Council Inc. is asking Congress to revise the current 50-50 cost sharing formula for waterways construction to 75% from the general treasury (taxpayers) and 25% from the Inland Waterways Trust Fund, which is financed by a diesel fuel tax on the barge industry. This will allow a constant amount of $400 million to be available for projects going forward. A similar formula change was put into effect to help Olmsted and is expiring, and a change was made to the fund for harbor improvements, so WCI says there’s precedent for the change. Pamela Glass is the Washington correspondent for WorkBoat magazine and WorkBoat.com.

www.workboat.com • AUGUST 2019 • WorkBoat

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Insurance Watch Various shipyard coverages

T 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

oday’s shipyards perform many different jobs, each creating unique risks that must be managed. That’s where insurance comes in. At most businesses, general liability provides coverage for slips, trips and falls at a facility. At a shipyard, you not only need regular general liability but also Marine General Liability (MGL) insurance. How does this coverage differ from landbased, non-marine general liability insurance? The usual insurance forms cover your liability for operation of non-owned watercraft with either no length restriction or a maximum length. Keep in mind that when it comes to marine insurance almost everything is negotiable. The vessels you are working on or storing also require coverage. These are in your care, custody and control. There’s Ship Repairers Legal Liability insurance for this. This insurance overcomes a gap left by MGL which excludes any vessel in your care custody or control. Since we’re on the subject of vessels in your care, what about vessels that tie

up to your docks? For that risk you’ll need Wharfingers Legal Liability insurance, which can be tied together with Ship Repairers Legal Liability insurance to save on premiums. What about the buildings you work in or the equipment you use every day? Property coverage is needed but make sure you know about insurance to value on your buildings. If you underinsure your buildings and have a claim, you may face a co-insurance penalty. Insurance companies like to insure buildings to its rebuild value. Don’t create a situation where you underinsure because you’ll pay for it should you ever have a claim. The mobile equipment you use every day, such as travel lifts and fork trucks, are placed under an equipment floater. Let your agent know about maintenance schedules because underwriters love to hear about how you take care of your equipment. To cover your employees, you will need workers’ compensation. If you are involved in commercial shipbuilding or repair you may need insurance under the Longshore and Harbor Workers’ Compensation Act (USL&H) as well. Also, if you have a yard boat, you may also need Jones Act coverage.

St. Johns Ship Building Multiple Ferries Currently Under Construction

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5:12 PM www.workboat.com • AUGUST 2019 6/20/19 • WorkBoat

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Powering ferry transportation to the

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Legal Talk

The Coast Guard: Room for improvement?

T By John K. Fulweiler

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.

he Coast Guard is making me mad. Recently they stopped providing vessel owner details in its documented vessels report. What gives? There’s no reason to shield this information. Owning a vessel documented under the laws of the U.S. is as public as the purchase price of your home. And don’t get me started on Coast Guard casualty investigation reports. Nothing should take so long. It sometimes takes literally years before these reports are issued. This needs to change. The Coast Guard does good work, okay? On the waterfront, I don’t have a problem with them, but when it comes to their back offices and the administration, I’ve had enough. With Coast Guard marine casualty investigation reports, my sense is that the reports get composed relatively quickly and then go aground in the approval process. I wonder whether there’s an

C&C

unwillingness on the part of those wearing the shoulder boards to sign the final report. Maybe whoever has to sign says to themselves, “I’ll wait. I’m only in this station for another six months, let the next person put their name on this.” That’s too bad because a statute, “Information barred in legal proceedings,” nearly insulates the Coast Guard from being dragged into a proceeding because of what’s in such an investigative report. The statute states that “no part of a marine casualty investigation conducted under section 6301 of this title, including finds of fact, opinions, recommendations, deliberations, or conclusions shall be admissible as evidence or subject to discovery in any civil or administrative proceedings.” Yes, the statute allows you to depose (ask questions under oath) Coast Guard personnel “on solely factual matters,” but that’s not an easy row to hoe and it’s a tough process to schedule such a question and answer session. Does the Coast Guard know about this statute? It seems that it should remove any concern about signing a casualty investigation report because the possibility of blowback is about zero.

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AUGUST 2019

NEWS LOG

NEWS BITTS MORE INDICTMENTS HANDED DOWN IN DUCK BOAT ACCIDENT

Small Shipyard Grant awards announced

he U.S. Department of Transportation’s Maritime Administration (Marad) announced $19.6 million in grants to support capital improvements at 28 U.S. small shipyards as a part of its Small Shipyard Grant program. The funding supports employee training and related improvements that foster increased efficiency and economic growth. Since 2008, Marad’s Small Shipyard Grant Program has awarded over $226 million for 216 grants. These grants help fund upgrades and expansions that often lead to more competitive operations, quality ship construction and improved employee skill. “These grants help create jobs in America’s small shipyards, which play a significant role in our country’s maritime sector,” U.S. Transportation Secretary Elaine L. Chao said in a statement announcing the awards. Typically family-owned and employing less than 1,200 workers, small shipyards play a critical role in contributing to the U.S.’s economy. Supporting more than 400,000 jobs, they create employment opportunities for working families and small communities. U.S. small shipyard grants are a proven, wise investment that leverage the skills and expertise of the U.S shipyard community, which in turn empowers our entire maritime industry, Marad officials said. A complete list of small shipyard grant recipients can be viewed at workboat.com/news/. 18

Since 2008, Marad’s Small Shipyard Grant program has awarded over $226 million.

Ørsted wins big U.S. offshore wind contract

n June, offshore wind energy developer Ørsted was awarded an 1,100-megawatt commitment from the state of New Jersey for its Ocean Wind project off Atlantic City, the single largest award to date for the budding U.S. industry. “After so many years New Jersey is finally open for business as far as offshore wind is concerned,” said Joseph Fiordaliso, president of the state Board of Public Utilities, after a unanimous vote to choose Ørsted to build the project on its federal continental shelf lease. Ørsted has been surveying the tract. It will be the first in what state energy planners hope will be three awards for offshore power, with a total capacity of 3,500 MW. “We’re looking for competition. The competition only helps the ratepayer,” said Fiordaliso. The Ocean Wind project would deliver a first-year price of $98.10 per megawatt-hour. BPU officials estimate actual costs paid by ratepayers after energy and capacity revenues are refunded to ratepayers, at $46.46/MWh. That will increase average monthly bills by $1.46 for residential, $13.05 for commercial, and $110.10 for industrial customers, according to the BPU. Ørsted edged out bids from Equinor and a partnership of EDF and Shell. — Kirk Moore

Ken Hocke

federal grand jury has indicted two supervisors on charges of misconduct and neglect in the Missouri duck boat accident that killed 17 people — the deadliest duck boat accident ever. Curtis Lanham, 36, general manager at Ride the Ducks Branson, and Charles Baltzell, 76, the operations supervisor, were named in a superseding 47 count indictment unsealed in late June that includes Capt. Kenneth Scott McKee, 52, originally indicted last year on charges of misconduct, negligence and inattention to duty. All three have pleaded not guilty. — Dale K. DuPont

USCG TO REIMBURSE SPOUSE LICENSING, CERTIFICATION COSTS

he U.S. Coast Guard announced it will begin reimbursing spouses of Coast Guard service members for qualified relicensing costs incurred by them due to the transfer of an active duty service member to another state, U.S. territory or the District of Columbia. The term “qualified relicensing costs” means costs, including examination and registration fees, imposed by the state of the new duty station to secure a license or certification to engage in the same profession the service member’s spouse engaged in while in the state of the original duty station. The reimbursement is authorized by the 2018 National Defense Authorization Act (NDAA).

VIEW THE LATEST NEWS AND INDUSTRY UPDATES Go to workboat.com/news for the latest commericial marine industry news and also sign up for our twice a week WorkBoat eNewsletter that features blogs, breaking headlines and vessel construction project updates.

www.workboat.com • AUGUST 2019 • WorkBoat

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Tug design, tanker escort tugs and more at Tugnology ’19.

Foss Maritime’s 8,000-hp tractor tug Lindsey Foss awaits a tanker in the Puget Sound.

ot every tug claiming to be escort rated can perform the required duties safely and effectively. That was one of the messages delivered by world-renowned tug designer Robert Allan of Robert Allan Ltd. at May’s Tugnology ’19 conference in Liverpool, England. Tugnology is a twoday technical conference on the design, construction, operation and economics of tugs. Allan, the executive chairman of the Vancouver, British Columbia-based naval architect and marine engineering firm, provided some background on the history of tug escorts before co-worker Brendan Smoker presented RAL’s paper on escort tug safety. “Thirty years ago, the world of tug design really got turned on its head,” Allan said. “The Exxon Valdez incident had regulatory repercussions. What arose from that in the United States was the regulatory act known as the Oil Pollution Act of 1990.

Tug designer Robert Allan of Robert Allan Ltd.

That act invoked tug escorts. But the reality was that the world of tug operators, tug owners, and tanker owners and operators didn’t really understand what they were asking for.” No one really understood what was about to happen. “But the world that is represented by the community in this room really responded to that challenge and moved ahead,” said Allan. In the early 1990s, Foss Maritime designed a pair of big tractor tugs, the 137'×46' Lindsey Foss and Garth Foss. The 8,000-hp tugs were built by www.workboat.com • AUGUST 2019 • WorkBoat

ABR Company Ltd.

By David Krapf, Editor in Chief

Nichols Brothers Boat Builders

Halter Marine and delivered in 1993 and 1994. “They were really the first true purpose-designed tanker escort tugs in the world.” The tugs deliver about 80 tonnes of bollard pull. In Europe, things developed differently. “Voith had done a really wonderful job of convincing oil companies that the cycloidal propeller was the best available technology for escort,” Allan said. “For many years it was considered as the only solution.” European tug owners took the direction of very large and very powerful ASD tugs. Though these were “magnificent” deepwater towing tugs, they were not really configured well for tanker escort. “Most of them had very high fo'c'sles, relatively low freeboard aft, so they really set the use of ASD tugs in tanker escort back a generation. We had a lot of demand from our clients that ‘there’s got to be a better way’ so that we could do tanker escort with an ASD, so that set us on a course of research that began in the early and mid-’90s.” What RAL was able to demonstrate through model testing and analysis was that regardless of the type of propulsion “there was a configuration that could do the job.” “The important proviso behind all of that is that not every tug claiming to be escort rated — and just about any tug can be escort rated is an important point to note — doesn’t necessarily mean that it can perform those duties and [do it] safely or effectively,” Allan said. Through the 1990s, a whole new

The Delta Teresa is a hybrid tug built for Baydelta Maritime by Nichols Brothers Boat Builders.

generation of escort tugs emerged, with some very unique hull forms, and the knowledge base grew. *** In his paper “Development of a Mechanical-Electric Hybrid ASD Tug” presented with Kristian Eikeland Holmefjord of Kongsberg Maritime, Jonathan Parrott, senior naval architect at Jensen Maritime Consultants, discussed the tug Delta Teresa. Nichols Brothers Boat Builders delivered the tug in April to Baydelta Maritime. The 100'×40', 5,350-hp hybrid tug works in and around San Francisco Bay. It was designed to reduce air emissions, lower fuel and maintenance costs, and boost bollard pull on demand. For several years, JMC worked with Rolls-Royce (Rolls-Royce commer-

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cial marine is part of Kongsberg) on a mechanical-electric hybrid propulsion system for ASD tugs to boost available power to the thrusters. The Delta Teresa utilizes lower horsepower EPA Tier 3 main engines and an electric motor on each drive to maintain the same bollard pull rating as its sisterships. The propulsion system is designed so that the vessel is able to transit and maintain stationkeeping using small auxiliary diesel generators and electric motors without the main engines running. This reduces emissions as well as maintenance and operating costs. Baydelta has been a Jensen customer since 2006 and has built six of JMC’s 100' Valor-class ASD tugs at Nichols Brothers. The main goal was to implement the hybrid system into the existing Valor-class design with minimum

Let’s make plans. Naval Architecture Marine Engineering www.JMSnet.com 860.536.0009

ABR Company Ltd.

Tugnology ’19

Jonathan Parrott of Jensen Maritime (right) and Kristian Eikeland Holmefjord of Kongsberg Maritime.

modifications. The original design had Rolls-Royce US 255 FP top-mounted drive units, powered by Caterpillar 3516 engines rated at 3,386 hp each. To accommodate the change to the hybrid system, modifications to the existing Valor-class design included:

• Modifying the locations of the main engines and Z-drives. • Replacing two 175-kW diesel generators with three 300-kW gensets. • Revising the exhaust for the new gensets. • Replacing the existing service

GladdingHearn-WorkboatB_Ferry-BW-Update.pdf

1/10/19

switchboard with a combination RR switchboard/control center. • Adding an electrical cabinet for the drive motor variable frequency drives (VFDs) and cooling. • Revising the pilothouse consoles for upgraded control heads and panels. • Upgrading the machinery space ventilation supply to account for additional cooling requirements. The concept of the mechanical-hybrid tug is not new, but acceptance of this tug type has been slow, mainly due to the initial cost of the installation, Parrott said. However, as more examples of this type of hybrid tug are put in service, the long-term cost benefits will be better documented. In addition, Parrott concluded, with the rapid advances in battery technology, the installation of battery-assisted drive trains will increase, where space allows.

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Ferries

Big and Clean

As ferry transit grows, fleets get more efficient and ‘green.’

By Kirk Moore, Contributing Editor

erries continue to be a dynamic sector of the workboat industry, with steady passenger growth and innovative design — bigger, faster vessels for major metropolitan markets, and a new wave of hybrid propulsion. Designers and builders are responding to demand for cleaner-operating vessels, pushed by California air-quality mandates and moves by Washington State Ferries toward developing hybrid and electric power. On the East Coast, ferry operators tend to stick to proven Tier 3 emissionsapproved designs. But there’s also interest in hybrid-electric drive for making new ferries good neighbors in densely populated waterfront neighborhoods. The first U.S. passenger ferry with Tier 4 emissions controls went into service March 4 with the San Francisco Bay Ferry system. The $23 million 445-passenger high speed Pyxis is the fifth new ferry built for the system administered by the Water Emergency Transportation Authority (WETA) since the agency started acquiring its new Hydrus class in 2017. “They operate on a longer route than the Hydrus boats. We’re a one-hour trip,” said Martin Robbins, general manager of the Bay Ferry’s Vallejo division. “These are waterjet boats so they’re designed for 34 knots. They will make 37 or 38 knots running light.” The first of three new 142.7'×39.4'×5.4', all-

aluminum boats being delivered by Dakota Creek Industries, Anacortes, Wash., in 2019, the Pyxis serves the growing Vallejo route. It is the first new vessel on the northern bay since 1997, and very similar to earlier waterjet ferries conceived by designers at Advanced Multihull Designs (AMD) of Australia. “It’s largely the same design, 2.6 meters (8.5') longer so we can get passenger capacity up from the mid-300s to 445,” said Robbins. “We’ve seen steady (passenger) growth for five to six years. We slowed down a little bit, and that might have been because of our capacity limits. The parking lots are full and we’ve had to turn people away. Hopefully these new boats will help turn that around.” Two MTU 16V4000M65 engines rated at 3,433 hp each drive a pair of HamiltonJet HT810 waterjets through ZF 9055 gears. Propulsion integration by Pacific Power Group, Kent, Wash., includes the Tier 4 emissions control, a first for U.S. ferries. Earlier PPG supplied power packages and emissions controls for the Hydrus-class boats surpassed their nominal Tier 3 ratings, classing them two years ago as the cleanest U.S. passenger ferries. San Francisco Bay operators were early pioneers in cleaner propulsion technology. The 320-passenger Solano, delivered by Dakota Creek in 2004, was equipped with an early, experimental selective catalytic reduction (SCR) emissions system that www.workboat.com • AUGUST 2019 • WorkBoat

WETA

The Pyxis is the first U.S. ferry with Tier 4 emission controls.

HYBRID POWER While San Francisco cuts diesel emissions, Washington State Ferries is planning how to meet Washington Gov. Jay Inslee’s 2018 directive to work toward a zero-emissions fleet. The agency’s 20-year plan calls for 16 new vessels by 2040, including a new class of five hybrid-electric boats, and full electrification of its terminals. That will span a time frame when ridership is expected to grow by 30% and the fleet is recapitalized “with a focus on building a reliable fleet that has a lighter footprint on the environment and outperforms (carbon dioxide) reduction targets,” according to the WSF plan. “This electric-hybrid propulsion fleet will also cost less to operate.

All American Marine

was not so efficient “but it proved very educational,” said Robbins. “In the last 12 to 14 years the technology has become more advanced.”

Kitsap Transit’s 150-passenger Waterman is the first hybrid-electric ferry on Puget Sound.

In addition, WSF’s retiring vessels should be replaced with those that are strategically designed to more easily accommodate growing ridership, with flexible passenger and car-deck space to better serve the particular demands of a route,” the report says. During the same time almost all WSF terminals will be fully electrified and upgraded to support charging vessel batteries. The first five hybrid newbuilds will come out of an extension for the open contract for Olympic-class vessels. “With some modifications, the existing

www.workboat.com • AUGUST 2019 • WorkBoat

Olympic-class design can be reworked for hybrid propulsion and also certified as an international vessel with opportunities to serve the Sidney, British Columbia, route as a service or relief vessel,” the plan said. All American Marine Inc., Bellingham, Wash., has cracked the hybrid passenger vessel market in a big way, partnering with propulsion provider BAE Systems. The yard was the first to build a full hybrid-electric ferry for Puget Sound. After delivering the hybrid electric tour vessel Enhydra,

Ferries

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WorkBoat’s 2018 Boat of the Year, to San Francisco’s Red and White Fleet, All American in February launched the 70'×26', 150-passenger hybrid-electric ferry Waterman for Kitsap Transit. Designed by Glosten in Seattle, the aluminum catamaran is outfitted with a BAE HybriDrive system that uses fixed pitch propellers, a generator, propulsion power converter, house load power supply and control system. “The hybrid system is fully automated, assessing the power loads, both hotel and propulsion loads, and manages the entire system,” Matt Mullett, All American’s president and CEO, said at the time of the launch. The system requires lower engine operating hours and is more streamlined than a conventional drive, requiring fewer parts and service. That brings savings in fuel and maintenance costs, while using battery power to operate almost silently while passengers are boarding and exiting GROWTH IN D.C., NEW YORK Mounting traffic and transit delays are marketing opportunities for metropolitan ferry operators on the East Coast too. In Washington, D.C., passenger demand is growing steadily on the Potomac River, where Entertainment Cruises’ Potomac Riverboat Co. has a new fleet of four catamarans from Louisiana-based builder Metal Shark. Designed by BMT, the 88', 149-passenger high speed aluminum catamaran vessels Potomac Taxi I, Potomac Taxi II, Potomac Taxi III, and Potomac Taxi IV feature a service speed of 24 knots, running twin Scania DI13 081M engines delivering 500 hp at 1,800 rpm. The engines spin Michigan Wheel 31.5"×33.5", 5-bladed nibral propellers through Twin Disc MGXZ5114 marine gears with 1.74:1 reduction ratios. Metal Shark is building on success, after constructing its first ferries for the NYC Ferry public system in New York. Another southern shipyard making new inroads into the ferry market is St. Johns Ship Building, Palatka, Fla. The yard is building four new 152'×52'×12' www.workboat.com • AUGUST 2019 • WorkBoat

St. Johns Ship Building

150-passenger, 30-vehicle ferries for the Fisher Island ferry that operates between Miami Beach, Fla., and the exclusive island resort. Designed by Seattle-based Elliott Bay Design Group, the new boats, featuring 8' drafts, can handle heavy equipment — including loaded concrete trucks for construction projects on the island. Each ferry has three lounges inside the offset deck house — two separate lounges on the main deck, one for residents and one for employees, and a lounge on the second deck for residents. Internet, music and satellite TV are provided. The boats have a 40' air draft for bridge clearances. The pilothouse is 30' above the water surface. The twin engine propulsion package will feature two Caterpillar C-18 diesel engines, producing 600 hp at 1,800 rpm each. The Tier 3 Cats connect to Hundested VP10 CPG 4-bladed 67"dia., nibral props through Hundested CPG 38 marine gear with 5.53:1 reduction ratios. The package will give the boats an operating speed of 10 knots. St. Johns is also building the new class of 350-passenger aluminum catamaran ferries for Hornblower and its NYC Ferry fleet. Ordered to increase capacity on the popular public transit system, St. Johns’ Hull 90 was delivered in mid-summer with two more under construction for delivery in winter 2020. The 97'1"×27'11"×5'3" design by Incat Crowther is powered by a pair of Baudouin 12M26.3 diesels turning 1,300 hp at 1,800 rpm though ZF 3050 marine gears at a 2.609:1 ratio and 5-bladed Michigan Propellers, for a service speed of 24 knots. Yet another New York ferry service could soon be on the way, as the city of Glen Cove, N.Y., on Long Island negotiated with potential operators for its long-anticipated commuter connection to Manhattan. “The boats are all available,” said Shea Thorvaldsen of TMS Waterfront, Port Chester, N.Y., consultants who have been assisting Glen Cove city officials. They are aiming for a two-year

A quartet of new vessels for the Fisher Island ferry in Florida have separate lounges for residents and workers, and vehicle capacity for heavy equipment and concrete trucks.

pilot project using boats with up to a 150-passenger capacity that could tie into stops on the NYC Ferry system or offer direct service to Manhattan. A Glen Cove ferry could start in spring 2020. New York City developers RXR Realty, which is working with partners to build the Garvies Point residential development of 1,100 apartments and condominiums next to the terminal, promised a $1 million subsidy over two years for the ferry. “Longer term, we’re looking at the

potential to change over to electric,” said Thorvaldesen. Across Long Island Sound, Derecktor Shipyards, Mamaroneck, N.Y., builds hybrid-electric aluminum cats — most recently the Capt. Ben Moore, a small freighter built for food and produce purveyor Harbor Harvest, Norwalk, Conn., to connect upstate farms with suburban customers. New ferries with quiet electric drives could find a warmer welcome in those waterfront towns.

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On TheWays

ON THE WAYS

Conrad delivers fourth new tug for Young Brothers

onrad Shipyard, Morgan City, La., christened the 123'×36'6"×15'9", twin-screw oceangoing tug Kāpena Bob Purdy built for Young Brothers Ltd., Honolulu, a subsidiary of Foss Maritime Co. The ceremony was held at Conrad Amelia in Amelia, La., in May. With a 16'7" draft, the Damen USA-designed tug is powered by twin GE 8L250 MDC Tier 4 engines producing a total of 6,027 hp. The engines turn two Damen fixed pitch wheels in Optima nozzles through Reintjes WAF marine gears with 5.524:1 reduction ratios. The propulsion package gives the tug a running speed of 12.5 knots and a bollard pull of over 80 metric tonnes. Kāpena means captain in Hawaiian, and the Kāpena Bob Purdy is the fourth in a series of Conrad-built tugs, all named for legendary captains in Young Brothers’ 100-year history. “This beautiful tug is a testament to the hard work of what we believe to be among the industry’s finest shipbuilding teams,” Conrad senior vice president, Dan Conrad, said during christening ceremonies. The tug has a 40-ton deck load maximum, U.S. gross tonnage weighs in at 391 and a net tonnage weight of 265. Ship’s service power is the responsibility of three Caterpillar C7.1 TA gensets. Steering system is from Van der Velden Marine Systems, featuring fore and aft consoles in the pilothouse. Capacities include 73,380 gals. of fuel; 4,147 gals. potable water; and 2,060 gals. lube oil. There’s a rear cargo deck that measures 1,453 sq. ft.

The new tug features fully air conditioned and insulated living spaces for 10 crewmembers in six state rooms, a combined galley/mess, stores and sanitary units. The electronics suite includes three Seematz 1,000-watt, remote controlled searchlights and a Furuno radar system, GPS, echosounder, speed log, SSB; navtex receiver, two Inmarsat Cs, and AIS. There’s also a Simrad AP-70 autopilot. The Kāpena Bob Purdy was delivered in June 2019. Kāpena Jack Young was delivered in August 2018, Kāpena Raymond Alapa`i was delivered in November 2018, and Kāpena George Panui in March 2019. — Ken Hocke

Armstrong Marine completes dive vessel

he 38'×13' monohull dive compliance vessel Sentry was delivered in June to the Washington State Department of Natural Resources (DNR). Last year, DNR chose Armstrong Marine to design and build multiple vessels for its marine law enforcement program. Sentry is customized for efficient geoduck fishery management along with other marine law enforcement operations. A 4' dive platform, tank racks, aft deck shower, and custom dive ladder serve DNR divers monitoring geoduck stock and habitat. “As the manager of 2.6 million acres of aquatic lands, the Department of Natural Resources plays a critical role in protecting our waters and preserving habitat from those who seek to damage it,” commissioner of Public Lands Hilary www.workboat.com • AUGUST 2019 • WorkBoat

Foss Maritime Co.

Fourth of four new 123' interisland cargo towing tugs.

Franz said in a statement announcing the delivery. “The Sentry will be DNR’s first line of defense against derelict vessels, abandoned fishing gear, and plastics that pollute our waters. The boat and its crew will assist recreational boaters and enforce the laws that keep Washington state’s natural resources healthy and productive, Franz said. Twin Cummins QSB6.7 425-hp engines in a semi-tunnel straight shaft arrangement achieve 24-knot cruise and 30-knot pursuit speeds. SeaStar/ Teleflex steering with Capilano helm pump, an Imtra Side-Power bowthruster, Bennett electric trim tabs, and Garmin navigation package with autopilot complete the system that’s designed to ensure superior maneuverability around other boats. Two 180-gal. fuel tanks allow for long hours on station, while an offset windlass eases repeated anchoring. Sentry is also outfitted with two tow bollards, 3" D-rubber fendering, and Rigid LED floodlights.

Armstrong Marine USA

38' dive compliance vessel for the state of Washington.

Inside the heated walk-around cabin, six Bentley’s Mariner seats with heavy duty suspension bases accommodate captain and crew. Two folding tables and a storage cabinet lend versatility to the interior workspace. AJR Marine overhead spotter windows maximize visibility. A sliding half door at the helm offers quick operator access during mooring. The passthrough cuddy provides bow access and emergency egress in addition to housing the head and ample equipment storage shelving. Sentry was the first unit delivered

under this contract. The second vessel, currently in production, will be completed later this summer. Another recent delivery for Armstrong was the 41'×13.78' Naiad RIB Kibou. The vessel was built for Hawaii Experiences, which also operates the 40' catamaran Mirai, built by Armstrong in 2017. Pacific Boats & Yachts, Armstrong Marine’s Hawaii agent, collaborated on both projects. The 40-passenger plus two crew Subchapter T vessel features Naiad’s fender system with rub strip, and a generous shade canopy. At the center console, a

tal footprint. The gearbox also powers a robust hydraulic system via two independently clutched PTOs, to support the suite of deepwater trawl winches and bowthruster. The electrical system is comprised a pair of 99-kw Kohler 99EOZCJ generators. The Canadian coast guard’s first new icebreaker in 25 years was formally welcomed to the Atlantic region headquarters at St. John’s, Newfoundland, in late May. The 307.4'×59' Captain Molly Kool – the first of three for rebuilding the fleet – is the former icebreaking anchor handling tug Vidar Viking, converted and refitted at the Chantier Davie Shipyard, Lévis, Quebec. It was accepted for service in December 2018 and will be followed by two sisterships now undergoing refit at the yard to be delivered over two years, under a contract totaling $610 million (Can.).

93' research vessel is named for its homeport.

he 93'×28'×12.7' research vessel Virginia completed sea trials and headed to its homeport in Virginia in early June. Matane, Quebec, Canada-based Meridien Maritime Reparation built the research vessel for the Virginia Institute of Marine Science, Gloucester Point, Va. Designed by JMS Naval Architects, Mystic, Conn., the vessel operates as an uninspected research vessel with an ABS Loadline. Main propulsion is provided by a pair of 660-hp Tier 3 Cummins QSK 19M engines coupled to Finnoy 2G27-42FK two-in/one-out marine gears driving Finnoy 5-bladed, 1.95-meter diameter controllable pitch propellers. The props turn inside of a Rice thrust nozzle with triple Rice rudders for steering. The unique arrangement provides the capability to operate the vessel efficiently on a single propulsion engine when on station or during slow speed transits. This feature is designed to reduce overall engine hours and improve fuel efficiency, minimizing its environmen-

www.workboat.com • AUGUST 2019 • WorkBoat

Shipspotting.com

JMS Naval Architects

BOATBUILDING BITTS

Icebreaker used to be icebreaking anchor handling tug.

On TheWays

Chesapeake Shipbuilding delivers riverboat to American Cruise Lines

he 269'×59' riverboat American Harmony was launched in November for American Cruise Lines at its affiliated shipyard, Chesapeake Shipbuilding. The Salisbury, Md., shipyard also designed the new passenger vessel. After work on the upper deck, the boat was moved in mid-June to the shipyard’s outfitting pier for final work prior to its scheduled Aug. 17 inaugural cruise along the Lower Mississippi River. The American Harmony will primarily be making eight-day trips between New Orleans and Memphis, Tenn. This is the second in a series of five riverboats being built by Chesapeake for ACL, Guilford, Conn. The

American Cruise Lines

ballistic nylon seat/leaning bolster accommodates the captain, protected by a polycarbonate windscreen. — K. Hocke

269' riverboat purposely has no paddlewheel.

342'×59' American Song was the first riverboat in the series for ACL and started cruising in October 2018. ACL bills the American Song, as well as the other boats, as the “first modern riverboat in U.S. history.” By that they mean the riverboats lack the Victorianstyle paddlewheel, replacing it with a patent-pending opening bow, and the living quarters for the passengers have a lush opulence not found on earlier riverboats. The 2,700-gt American Harmony has five decks, four of which have cabins. There’s 102 cabins for 195 passengers. All the cabins have floor-to-ceiling slid-

ing glass doors and private balconies looking onto the water. Cabin sizes vary from 250 sq. ft. to 645-sq.-ft. suites. There are also a pair of “Grand Suites” that are over 800 sq. ft. with two floorto-ceiling windows offering 270° of panoramic viewing, a wrap-around private balcony and marble bathroom. A five-story glass atrium with a domed skylight is in the center of the boat. ACL told WorkBoat that the American Harmony is “designed to bring the outside world in and give guests the feeling that they are one with the landscape, as they cruise along the country’s most beautiful rivers.”

Eastern Shipbuilding Group Inc., Panama City, Fla., delivered the 100'×40'×16'4", 6,772-hp escort/ rescue Z-drive tug Ava M. McAllister to McAllister Towing and Transportation Co., New York, in late May. The new tug design was provided by Jensen Maritime Consultants, Seattle. The Ava was issued a Coast Guard Subchapter M Certificate of Inspection (COI). The tug is powered by two Caterpillar 3561E Tier 4 engines, producing 3,386 hp at 1,800 rpm each, turning twin Schottel SRP510 Z-drives through Lufkin MV1600S marine gears with 2:1 reduction ratios. C&C Marine and Repair, Belle Chasse, La., recently delivered a new 2,013-hp towboat to Upper River Services, St. Paul, Minn. The new 76'×30'×9'4" triplescrew towboat Mendota is the first new construction ves-

Eastern Shipbuilding Group

The 6,772-hp Ava M. McAllister.

C&C Marine and Repair

BOATBUILDING BITTS

First new construction vessel for Upper River Services

sel ever built for Upper River Services. Designed by CT Marine, Portland, Maine, the vessel’s main propulsion includes three Caterpillar C18, ACERT marine diesel engines. There’s also two John Deere 4045T Power Tech diesel driven generators. The Lowell Police Department, Lowell, Mass., took delivery in June of a new Ribcraft 5.85 for patrol and enforcement duties. The new 19'4"×8' RIB increases the department’s on-water presence and visibility and expands its response capabilities on an increasingly busy stretch of water. Among the boat’s features are a forward positioned center console with windscreen, an upgraded aluminum top T-top, and antenna arch with integrated dive ladder. The new RIB has a draft (without engine) of 14".

www.workboat.com • AUGUST 2019 • WorkBoat

nd n M Sh p

Shep e s s bu d ng a new 210 passenge e y ha w above s he 265 passenge Cap Shep e bu n 1986

A carryover from the paddlewheeler days is the ability to enable bow landings via a retractable gangway that’s accessed once the forward section of the bow lifts up, enabling passengers to exit on to a dock or beach. A pair of 1,810-hp Caterpillar 3512E diesels power the American Harmony. The Cats are matched up with VZ-1250-CR Z-drives from the Netherlands-based Veth Propulsion. The Cat-Veth combination should produce a top speed of 14 mph. For maneuverability and berthing flexibility there are a pair of Veth Tunnel VT-400 bowthrusters rated at 544-hp each. For service power, there’s five generators: three 565-kW Caterpillar C18s, one 100-kW John Deere and a 14-kW Kohler genset. The American Jazz is the third ACL riverboat being built at Chesapeake Shipbuilding and is expected to be launched in September. It will be similar in size to American Song and American Harmony and will go into service on the Mississippi River. — Michael Crowley

Moran Iron building 210-passenger ferry

hepler’s Mackinac Island Ferry, Mackinaw City, Mich., and Moran Iron Works, Onaway, Mich., are joining forces a second time to build a $4 million 84'×20'3", 210-passenger aluminum ferry in northeast Michigan. Designed by Seacraft Design, the ferry is scheduled to carry its first passengers in the summer of 2020. “Moran Iron Works is all in on fulfilling Shepler’s commitment to build in Michigan, by Michigan, for Michigan,” Tom Moran, the shipyard’s CEO and founder, said during a news conference

wo k n M ch gan P c u ed

shop floor over the next several months. Capacities will include 900 gals. of fuel and a cargo deck that will measure 20'×18'. The electronics suite will include Furuno 1935 radar and GP33 GPS and Sitex Class A AIS. This fall the 60-ton ferry will be trailered to Moran Iron’s Port Calcite Collaborative, a deepwater port in nearby Rogers City, Mich. It will then launch in Lake Huron and be sailed in spring 2020 to Shepler’s facility in Mackinaw City where it will be detailed in preparation for its inaugural run next summer. Moran Iron has done routine repairs and extensive modifications on four Shepler vessels. The current newbuild is the second ferry it has built for the company. Moran’s first ferry for Shepler’s was the $3.8 million, 281-passenger vessel Miss Margy, launched in 2015. Miss Margy is Shepler’s largest ferry.

in June. “The work being done here will support 40 local families and result in one of the finest vessels plying the straits today.” Instead of propellers, the new ferry will have four HamiltonJet HM461 waterjets connected to Yanmar AYEM-ET Tier 3 main engines, producing 803 hp at 1,800 rpm each, through Twin Disc MGX-5146SC marine gears with 1.33:1 reduction ratios. HamiltonJet will also take care of the boat’s steering and controls needs. The propulsion package will give the boat a running speed of 30 knots. The — K. Hocke ferry will have an 8' draft. The new boat will be the first fast-ferry application of waterjets from HamiltonJet in the U.S. Great Lakes, and the first application of its OPENING THE FUTURE TO new advanced vessel control system in the SECURIT Y AT SE A U.S., according to Comm tted to the cutt ng edge of Moran and Shepler’s nnovat on du ab ty and safety officials. The new passenger vessel will be wheelchair accessible and have a big aft deck for luggage, bikes and strollers. It will also include enhanced air conditioning and heating capabilities to keep CONSULT CREATE DES GN MANUFACTURE DEL VER passengers comfortable in all weather www AdvanTecg oba com conditions. www AdvanTecma ne com Construction will 800 770 0455 require some 13,000 man-hours on the

www.workboat.com • AUGUST 2019 • WorkBoat

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Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Duis autem vel eum iriure dolor in hendrerit in vulputate velit esse molestie consequat, vel illum dolore eu feugiat nulla facilisis at vero eros et accumsan et iusto odio dignissim qui blandit praesent luptatum zzril delenit augue duis dolore te feugait nulla facilisi. Lorem ipsum dolor sit amet, cons ectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. Lorem ipsum dolor sit amet, consectetuer adipiscing elit, sed diam nonummy nibh euismod tincidunt ut laoreet dolore magna aliquam erat volutpat. Ut wisi enim ad minim veniam, quis nostrud exerci tation ullamcorper suscipit lobortis nisl ut aliquip ex ea commodo consequat. 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Flood Zone

Barge operators are dealing with sustained high water on the inland waterways. By Pamela Glass, Washington Correspondent

he barge industry depends on water to do its work, but too much of it along the inland system since the beginning of the year has caused enormous operational challenges, personal sacrifices and big financial losses. Some are calling it the “Great Flood of 2019,” while others prefer to label it as a Top 10 flood event that hasn’t matched records set in 1927 and 1993. But everyone agrees that this year’s flooding and high water event is unique for its longevity and geographic reach throughout the river network. “In my 45 years in this industry, this is the longest period of sustained high water that we’ve experienced,” said Walter E. Blessey Jr., chairman and CEO of Blessey Marine Services Inc., a large

inland tank barge operator based in Harahan, La. “We have also had to deal with unprecedented river velocities. For the first time ever, I have been told by our vessel captains that they are experiencing anxiety when operating on the Mississippi, Ohio and Illinois rivers. The floodwaters from the Missouri River and Arkansas River systems are putting a strain on our industry.” Flooding and high water, caused by a quickening snow melt and persistent rain, have touched just about every part of the inland system, creating a backlog of hundreds of barges sitting for months with their cargoes, clogging swollen rivers that are critical for transporting grain, petroleum, chemicals and other essential commodities.

www.workboat.com • AUGUST 2019 • WorkBoat

Corps of Engineers, Patrick Loch

BAD WEATHER, RIVER CLOSURES The U.S. endured the wettest January-May period on record since 1895, according to NOAA’s National Centers for Environmental Information in Asheville, N.C. There was heavy snow in the Midwest and Great Plains that melted and saturated the ground, NOAA said, and then a bomb cyclone

Ryan Guidry

With the high water, barge lines have had to take extraordinary steps to avoid damage to their fleets, protect cargoes, and meet delivery schedules.

hit Iowa and Nebraska with record rain and snow in March, pushing the Missouri River over its banks. The bad weather forced closure of the Upper Mississippi River (locks from St. Louis to Bellevue, Iowa), St. Louis harbor and the Arkansas River. On June 8, the National Weather Service reported that the Mississippi River at St. Louis had crested at 46'. Tow size restrictions were imposed along the Lower Mississippi from Cairo, Ill., to the Gulf Coast due to high water, while passage under bridges in Memphis, Tenn., Vicksburg, Miss., and Baton Rouge, La., were limited to daylight hours. Congestion plagued the Lower Miss and Gulf Coast, with 24- to 72-hour delays getting in and out of fleets with reduced shuttle tow sizes. Heavy currents there required helper boats at certain points. At press time, many closures remained in force, although the situation had begun to improve and river segments were expected to be reopened by the end of June. “There has been commerce disruption, a shutdown of a large part of the system, equipment idled and revenue idled. Some (vessels) have not operated for months or weeks,” said Thomas Allegretti, president and CEO of the American Waterways Operators, the national association of the barge industry. “But there’s also the human dimension that stands out — the workers that haven’t been paid, the farmers

The Dredge Goetz completed a job to remove an estimated 60,000 cu. yds. of dredged material from the navigation channel near Read’s Landing, Minn., in June.

www.workboat.com • AUGUST 2019 • WorkBoat

who can’t plant their crops. This is a big deal with commerce and a big deal for families and communities.” Barge operators are used to dealing with weather events — adjusting their operations to floods, drought, high water, swift currents, blinding rain, thick ice and snow. Since the beginning of barging in the U.S., this has always been a part of the inland business. But this year, many barge lines have had to take extraordinary steps to avoid damage to their fleets and injuries to crews, keep their cargoes protected, and meet customer-driven delivery schedules. “The duration of high water on the Lower Mississippi River and in the Gulf fleets and terminals (which began in mid-December) has had the most significant impact to us, making local Gulf deliveries very difficult,” said Mark Knoy, president and CEO of American Commercial Barge Line, one of the country’s largest carriers. He added that “tow size reductions and daylight running restrictions at some bridges between St. Louis and the Gulf have really hurt production and run up costs. Our 40-barge boats have been limited to 25, which is 60 percent capacity, for six months now.” ACBL has added more than 20 boats to help combat the bad conditions. In the Gulf, it deployed larger horsepower boats, doubling the Gulf boat fleet, to assure product delivery. “Our business planning changes daily due to river conditions,” Knoy said. “We’re very good at responding to these challenges. Other than missing revenue opportunities due to restricted navigation, we’ll pick up where we left off and continue to deliver contracted affreightment.” He estimates losses to the barge industry to be in the couple of hundred million range, based on what ACBL has experienced in lost revenues. “To some extent we are able to reduce crewing and fuel costs when not running, but that has its limits too.” At Blessey Marine, operations have continued using the company’s most experienced wheelmen, and at times an extra boat is added to help safely dock 33

Corps of Engineers, Patrick Loch

barges. “Additionally, we try to light load our barges so that our horsepowerto-tonnage ratio is safer for our voyages,” Blessey said. “So far, we have been fortunate to not have experienced any incidents related to high water.” Kirby Corp., the nation’s largest tank barge operator, reported that high water conditions on the Mississippi, combined with persistent fog along the Gulf Coast and extended periods of ice on the Illinois River, cut into its first quarter revenues in 2019. “Our inland marine transportation quarter’s results were heavily impacted by unusually poor operating conditions throughout the U.S. waterways network which negatively impacted our earnings by approximately 5 cents per share,” David Grzebinski, Kirby president and CEO, said in its first quarter earnings report in March. Getting back to normal operations won’t be quick and easy, observers say. Barge lines will be busy once the rivers open dealing with pent up demand and delivering a backlog of cargo to customers, but they’ll still have to deal with some hazards to navigation caused by high water and flooding. “It won’t be like flipping a switch,” AWO’s Allegretti said. “We anticipate lots of shoaling on the river system due to the high velocity of water, so dredging will be necessary.” With the exception of some lower segments, the Ohio River was largely

spared of high water and remained operational, said Mike Monahan, president of Campbell Transportation Co. Inc., a barge and marine services company that operates on the upper Ohio River. “We were very fortunate this year. Last year we had extremely difficult operational conditions. The upper Ohio had ice and high water and there were numerous barge breakaways. This year it’s different, and we are able operate most of the year.” RETURNING TO NORMAL Port facilities that were submerged in water will need repair, and sediment buildup and shoaling will have to be addressed throughout the inland system. All of this carries huge costs. Dredging the Mississippi River Ship Channel from Baton Rouge to the Gulf of Mexico, for example, is expected to cost $75 million. As of June 27, the Corps was continuing to respond to active shoaling in Southwest Pass (SWP) at the mouth of the Mississippi. There were only three hopper dredges working in the area of SWP, two industry hoppers and one government hopper. “It’s going to take a tremendous amount of coordination between industry, the Corps of Engineers and the Coast Guard to make sure we have clear operational channels for barges and resetting buoys for navigation,” Monahan said. “There’s also the practical issue of deploying the dredge

The 6,120-hp Ingram Barge towboat Aaron F. Barrett, pushing 12 barges en route to St. Paul, Minn., was locked through Lock and Dam 2 on April 24.

equipment and buoy tenders as there’s not enough of them to take care of the whole system all at once. Once the water comes within the banks, we’ll have months of coordination to get back to traditional operating.” Monahan said dry barge operators will also face the challenge of anticipating demand for this fall’s and next season’s barged grain, as farmers haven’t been able to plant much this spring due to flooded fields and the inability to get delivery of barged fertilizer. The U.S. Department of Agriculture estimates that just 30% of the U.S. corn crop was seeded as of early May, well below the five-year average of 66% by early May. June is a critical planting month. This could have long-term impacts on barging, he said, while also affecting other parts of the economy. “There’s the cost of raw materials,” Monahan said. “There’s the effect on the maintenance of the system, the need for dredging, the homes, farms and facilities that were under water for a month. We’re just beginning to grasp the total implications and potential economic impact into 2020.” Allegretti said that there is a concern that customers might begin to question the reliability of the waterways after all these disruptions, especially if they could move their products using other modes. “Our members will try to provide good service so these concerns are fleeting and don’t become part of logistical decisions of the customers. It just goes with the business and you’ve got to adapt and plan for (the disruptions) and be responsive (to customers) when it passes.” Knoy of ACBL thinks barge customers won’t switch to other modes. “I’m sure some shippers are concerned about reliable transportation going forward with such frequent flooding since 2000, but it’s really unnatural to have this much water over such a wide geographic area and most shippers are pretty understanding. We find more discontent from shippers over unplanned lock outages than weather.” Before the bad weather hit and

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backlogs developed, the barge industry was enjoying the benefits of an ongoing inland market recovery. The barge supply and demand situation had much improved, and commodity movements in many sectors were strong. While coal remained challenged by closures of coal-fired utility plants and soybean exports dropped due to the ongoing trade war with China, barges were busy moving steel, crude oil, refined petroleum products, salt and biofuels, and benefited from strong domestic energy production, according to River Transport News. Growing volumes from petrochemicals, fueled by the oil and gas production increase, pushed Kirby’s barge utilization to the mid-90% range earlier this year, and the company expects this to continue once operational conditions return to normal on the Mississippi. Congress was also good to the waterways, appropriating record funding for lock and dam improvements, which allowed completion of the much-delayed $3 billion Olmsted project on the Ohio River, which was 30 years in the works, and the restart of several other stalled inland projects. Opening of the new state-of-the-art locks and dam at Olmsted has improved navigational efficiencies along an important part of the waterways

Despite the flooding, barges have been busy moving steel, crude oil, refined petroleum products, salt and biofuels, and have benefited from strong domestic energy production.

system, said Michael Toohey, president and CEO of the Waterways Council Inc. Tows are moving through twice as fast, but he said removal of the old dam structures has been slowed by high water and become more difficult. It will require an additional $60 million appropriation from Congress to finish. New investment in maintenance of waterways infrastructure has led to fewer unscheduled closures for emergency repairs, Toohey added, which means fewer disruptions to barging across the waterways network. Instead of dealing with last minute closures,

the industry can now work closely with the Corps to develop schedules for when locks and dams will be out of service, which gives barge lines more certainty in planning their operations. “Overall I’d say the health of the industry is very, very good and there is a lot of optimism in our business,” Allegretti said. Waterways infrastructure is being modernized, “the new Subchapter M will make us a safer industry, and companies are making long-term investments in their fleets and in training people to remain for entire careers.”

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Propulsion The 600-passenger boat Enhydra features hybrid diesel-electric propulsion.

Electric Slide By Michael Crowley, Correspondent

lmost every day you hear or read about global warming, climate change, and the need to reduce carbon emissions. Replacing gas powered cars with hybrid and all-electric vehicles are seen as a key component in addressing these issues. They will become even more prominent as state legislatures increasingly enact regulations pressuring automakers to produce more and cheaper electric vehicles. In contrast, the marine industry has been slow to adopt alternative forms of propulsion. Compared to Europe, building hybrid or electric-powered vessels has been limited in the U.S. Sveinung Odegard, a vice president with Corvus Energy, said that hybrid vessels are developed much more in Europe than North America. “Eighty to 90% of the market, I would guess, has been in Europe,” he said. A strong motivator in Europe has been government subsidies and financial support. “There’s tremendous support for this technology because it leads to emissions reduction. They don’t have the same initiative here,” said Odegard. Jonathan Parrott, senior naval architect with Jensen Maritime Consultants, agreed. “They are do-

ing all sorts of hybrid stuff in Europe,” said Parrott, senior naval architect with JMC. He also attributes much of that activity to government subsidies. JMC is currently looking at a few non-traditional propulsion options, including a diesel-electric hybrid and some that rely more on batteries. It’s first hybrid-designed vessel, the 100'×40' tug Delta Teresa, was recently delivered to San Francisco’s Baydelta Maritime. Parrott refers to the Delta Teresa as a mechanical hybrid. It has a pair of Caterpillar C3516 diesels delivering a total of 5,350 hp and three Cat C9.3 generators putting out 300-kW each to two 424-kW electric motors. There are no batteries, other than start-up batteries. “That generally doesn’t impact space” in the engine room, noted Parrott. When a large number of batteries are needed, especially in a vessel that “wants the equivalent of 5,000 hp and 70-ton bollard pull, that’s a pretty significant cost and space loading on a tug.” Odegard sees the “space” issue being solved by reducing the size of the engine. “If you add on a certain amount of batteries, then go down on size in the engine.” That’s if you really want to go hybrid.and take advantage of it, he added. www.workboat.com • AUGUST 2019 • WorkBoat

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ZERO EMISSIONS TUG According to Corvus’s website, depending on the battery size and operation, a hybrid tug can reduce fuel consumption and emissions by 30% to 60%. A future option might be a tug with only batteries in the propulsion space. In fact, Corvus’s Orca energy storage system will be in the first battery powered all-electric tug — the Zee Tug, which stands for zero emissions. It is being built in Istanbul, Turkey. The tug’s Corvus ESS battery system with a capacity of 1,500 KWh will provide power to two Siemens propulsion motors powering ABB thrusters and drive systems. Odegard calls the all-electric tug “a big changer. What you are seeing is exactly what happened in the car industry a few years ago. We are a marine version of hybrid and electric cars.” Corvus’s Orca lithium-ion batteries are part of a hybrid package being

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Built by Nichols Brothers, the mechanical hybrid 100'x40' tug Delta Teresa was designed by Jensen Maritime Consultants.

retrofitted into a pair of Harvey Gulf OSVs, the 302'×64' Harvey Energy and 292'×65.6' Harvey Supporter. “A huge amount of the projects we are dealing with are retrofit projects,” said Odegard. He also points out that Corvus 80kWh lithium-ion battery packs went into the 600-passenger, 128' sightseeing boat Enhydra with its hybrid dieselelectric propulsion that operates in San

ELECTRIC POWER NEWCOMER orqeedo is an electric power system for hybrid and pure electric power that’s not often talked about for the workboat market. The German company is more known for its electric drives and outboards for recreation boats. But in the past couple of years, Torqeedo’s Deep Blue, an integrated electric propulsion and energy management system, has gone into two workboats. One is in a hybrid-powered dive boat that operates in the Florida Keys that utilizes a diesel genset to recharge batteries. The other is an electric propulsion system in a 59' catamaran ferry in Spain. The 120-passenger ferry has a battery-electric drive with solar panels that charge the batteries. A Deep Blue propulsion system is also going into a 75' water taxi that will operate out of Ottawa, Canada. The Deep Blue Hybrid Drive System’s largest electric motor is 100 kW (135 hp). That might not seem like a lot of power, but it’s more than you might think. “The torque is more similar to a 300-hp diesel,” said Todd Sims, Torqeedo’s director of product 40

Torqeedo

The Ecocat consists of two 50-kW Torqeedo Deep Blue electric motors driven by eight lithium ion batteries. sales. The Spanish ferry, the Ecocat, which operates along the Mediterranean coast, has 120 photovoltaic solar panels on its roof, part of which is deployed as retractable pneumatic wings. The solar panels feed four 30.5-kWh BMW i3 lithium ion batteries in each hull. They power two 50kW Torqeedo Deep Blue electric motors. There’s no auxiliary internal combustion engine. The electric power package delivers a top speed of 9.7 knots. The Ecocat’s electric power is designed to have lower operating costs than an internal combustion engine, zero fuel costs and less maintenance. — M. Crowley

Francisco Bay. Red and White Fleet’s Enhydra was named WorkBoat magazine’s 2018 Boat of the Year. BAE Systems also contributed to the Enhydra’s hybrid propulsion. Hybrids are nothing new for the London-based company, which brings a technology developed for on-road vehicles over the past 20 years to the marine market. BAE has “leveraged that experience and brought it over to the marine market,” said Joe Hudspeth, the company’s marine marketing manager. HybriGen is BAE’s primary power and propulsion system and it went into the Enhydra. “What’s unique about it is it’s a variable speed diesel-electric hybrid system that manufacturers power based on demand,” Hudspeth said. The system determines how much power is needed and where to get it from, whether directly from lithium-ion batteries or a power generation source. That’s not just power for propulsion, but also for hotel loads and auxiliary needs. On another level, BAE is currently working with Golden Gate Zero Emission Marine in Alameda, Calif., to develop “the first hybrid hydrogen fuelcell powered vessel in America,” said Hudspeth. The project will show the benefits of hydrogen fuel cells, he said. It’s another example of BAE being able to utilize its land-based experience — this time from fuel cell powered transit buses — and apply it to a maritime application. The fuel-cell 84-passenger ferry is being built at Bay Ship & Yacht in Alameda.

www.workboat.com • AUGUST 2019 • WorkBoat

PortofCall

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EMPLOYMENT

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PortofCall

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EMPLOYMENT

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MARINE GEAR 2ND ASST ENGINEER PLD CL 1 Dredge JADWIN EPIC Companies, LLC, formerly TETRA Offshore Services, an energy service provider located in Houma, LA, is now hiring:

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R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com

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1-800-584-0242

AdvanTec Marine . . . . . . . . . . . . . . . . . . . . 31 Ahead Sanitation Systems Inc . . . . . . . . . . 22 All American Marine . . . . . . . . . . . . . . . . . . 26 American Equity Underwriters (The) . . . . . 37 Aventics Corporation . . . . . . . . . . . . . . . . . 26 Burger Boat Company . . . . . . . . . . . . . . . . 27 C & C Marine and Repair LLC . . . . . . . . . . 16 Clean Gulf . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Duramax Marine LLC . . . . . . . . . . . . . . . . CV3 Eastern Shipbuilding Group . . . . . . . . . . . . 23 engines, inc . . . . . . . . . . . . . . . . . . . . . . . . 11 Force Control Industries Inc . . . . . . . . . . . . . 4

www.workboat.com • AUGUST 2019 • WorkBoat

Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . 19 Gladding-Hearn Shipbuilding . . . . . . . . . . . 22 JMS Naval Architects . . . . . . . . . . . . . . . . . 21 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . CV4 Kohler Power Systems . . . . . . . . . . . . . . . . 11 Konrad Marine . . . . . . . . . . . . . . . . . . . . . . . 2 MAN Engines & Components Inc . . . . . . . . . 5 Mitsubishi Turbocharger & Engine America ,Inc . . . 8 Motor-Services Hugo Stamp Inc . . . . . . . . . 15 MTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Philadelphia Gear, A Timken Brand . . . . . . 17 Regal Beloit Spain S .A . . . . . . . . . . . . . . . . . 25

Research Products/Incinolet . . . . . . . . . . . . . 9 R W Fernstrum & Company . . . . . . . . . . . . . 6 Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Schottel Inc . . . . . . . . . . . . . . . . . . . . . . . . . 10 Simrad - Navico . . . . . . . . . . . . . . . . . . . . . 13 St Johns Shipbuilding . . . . . . . . . . . . . . . . . 14 Tandemloc, Inc . . . . . . . . . . . . . . . . . . . . . . . 35 Twin Disc Incorporated . . . . . . . . . . . . . . . CV2 Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . 39 Yank Marine Inc . . . . . . . . . . . . . . . . . . . . . . 36

LOOKS BACK AUGUST 1949

• On July 6, the House Public Works Committee approved and reported to the floor the 1949 omnibus waterways bill that authorizes $120 million for navigation projects and approximately $1 billion for flood control programs. Committee spokesmen indicated that the measure will become law before Congress goes home. The bill brings the total of autho-

rized flood control projects to more than $3 billion and nearly $1.5 billion for navigation works. • Higgins Industries, New Orleans, is building six 200-hp 36'×10'2" small boats for the U.S. Coast Guard, St. Louis District. The boats, which will have 2'6" drafts, will be used by the Coast Guard for patrol and law enforcement duties on the Ohio, Missouri and Mississippi rivers. AUGUST 1959

• Ocean trials of a 100' flexible oil tank barge began recently between England and Holland. On one test the Dracone carried 40 long tons of liquid hydrocarbons on a 520-mile roundtrip to Great Britain out of Flushing, Holland. The barge has .15" woven nylon skins, proofed inside against oil, and outside against weather and abrasion. • The Tennessee Valley Authority has awarded a contract AUGUST 1969 to Crounse • The 135,000-bbl. Ocean 135, billed as the world’s largest oceangoing petroleum barge, was christened June 20 in Houston. The 435'×74' barge was built by Gulfport Shipbuilding Co., Port Arthur, Texas, for Interstate Oil Transport Co. Cities Service Corp. will operate the barge, transporting petroleum products across the Gulf of Mexico. The 16,200-dwt. Ocean 135 48

• The White House indicated in July that no move will be made to proceed with Hoover Commission recommendations for governmental reorganization that might affect the Army Engineers until next winter.

Corp., Paducah, Ky., to barge coal to its steam plants. The contract is for eight years beginning Jan. 4 and could involve the transport of as much as 33.28 million tons of coal.

will be pushed by the 5,600-hp tug Clipper, built by Main Iron Works, Houma, La. The tug is powered by a pair of 16-cylinder General Motors diesel engines The barge has a deep-notched, V-shaped stern and two adaptable rudders that can be trimmed to meet the best towing or pushing conditions. The Ocean 135 has six pair of cargo tanks and four cargo pumps. www.workboat.com • AUGUST 2019 • 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

oTHer engineered durAmAx HeAT excHAngers ®

Single-Stacked DuraCooler®

DuraCooler® SuprStak™ is an engineered, double-stacked,

Updated version adds flow diverters that greatly enhance cooling efficiency over previous design.

hull mounted cooler that “jets” turbulent seawater in a tunnel-like configuration between its top tubes and lower tube assemblies. Design innovations were made to optimize turbulence and greatly

Demountable Keel Cooler

increase flow velocity of seawater over the cooler by using state of

Replaceable copper-nickel spiral tubes cut maintenance costs and allows for easy upgrades.

the art Computational Fluid Dynamic (CFD) modeling techniques. Tested and validated in a full scale water tunnel.

Duramax® Box Cooler

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Duramax® Plate Heat Exchanger

It is available in a one-piece braised or two-piece modular design

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for easier handling.

www.DuramaxMarine.com Duramax Marine® is an ISO 9001:2008 Certified Company

Products And Knowledge You Trust

p: 440.834.5400 f: 800.497.9283

WorkBoat August 2019

Articles inside

WorkBoat Focus Tugnology 2019

Vessel Report: Big and Clean