WorkBoat September 2019

Oil Spill Response • Subchapter M • Offshore Wind Training ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

SEPTEMBER 2019

Defense Minded

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For shipyards, military contracts are big business.

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September 2019 • VOLUME 76, NO. 9

VT Halter Marine rendering

FEATURES 18 Focus: Skill Set Offshore wind will need a skilled, trained workforce.

22 Focus: Close Inspection Subchapter M continues to move along.

26 Vessel Report: Ebb and Flow New oil spill response vessels are being built for Canada.

18

36 Cover Story: Rich Uncle Military work is a big piece of business for many of the nation’s second-tier shipyards.

BOATS & GEAR 30 On the Ways • Oceaneering International adds 353' multipurpose advanced subsea construction support vessel to its fleet • Tenth Blount-built ferry for New York’s Fire Island Ferries • Gladding-Hearn delivers 320-passenger highspeed ferry to Rhode Island Fast Ferry • New 72-passenger aluminum tour boat for Michigan from Moran Iron Works • Lake Assault Boats to build 30' river rescue vessel for Pittsburgh • Three steel-hulled 40' powered barges under construction at A.F. Theriault & Son for Atlantic Canada • MiNo Marine-designed 6,000-hp towboat to be built at Conrad • Island Tug & Barge christens second Robert Allan-designed 79' articulated tug • Great Lakes Towing christens third of five 2,000-hp Damen 1907 ICE design harbor tugs

22

AT A GLANCE 8 8 9 10 10 12 14

On the Water: Protection and safety — Part III. Captain’s Table: Riverboat racing controversy.

Energy Level: Will the next offshore lease sale be successful?

WB Stock Index: WorkBoat stocks post small loss in July.

Inland Insider: Tank barge deliveries rise over 50%.

Insurance Watch: What to do after an accident.

Legal Talk: Unseaworthiness and punitive damages.

NEWS LOG 16 16 16 16

Vigor to merge with Virginia shipyard.

New York signs two offshore wind energy deals.

Kirby fined $2.2 million for 2016 grounding and fuel spill.

Marad and Sea Machines ink autonomous technology agreement.

www.workboat.com • SEPTEMBER 2019 • WorkBoat

DEPARTMENTS 2 6 41 47 48

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

1

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

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- 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

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Editor’sWatch

Military might

I

n August, Congress approved a $738 billion budget for the Defense Department for fiscal 2020. A small chunk of that amount will go to U.S. shipyards who are awarded military contracts to build for the Navy, Coast Guard, Marines, Army and even the Air Force.

Some of these contracts may seem small to people, but they help many second-tier boatyards keep the doors open and workers busy. Often, its the military contracts that enable shipyards to bid on commercial work.

Shipyards must develop a certain expertise in order to successfully build for the military. They must learn how to adhere to military construction guidelines and specifications laid out by the government.

“If you can’t perform on a military contract by delivering a product that meets the requirements and technical specifications, in the time frame in which it was promised and at the price that you agreed to do the work for, you won’t last long in the defense business,” Josh Pruzek of Vigor Industrial told WorkBoat for this month’s cover story that begins on page 36.

As these yards stress, military building standards, along with the government’s bidding process, can be very different from commercial work.

As VT Halter Marine president and CEO Ron Baczkowski told Senior Editor Ken Hocke, the “U.S. government is the most technically sophisticated customer we design and build for. Therefore, they have the highest standards for quality in the industry.”

Government inspectors, Baczkowski pointed out, verify the quality of every component used in construction. They inspect every cut, fit, weld, lift, move,

David Krapf, Editor in Chief

abrasive blast, paint application, equipment installation, equipment or system start-up and commissioning before a vessel is ever allowed to go to sea, he said.

But for those that can meet these rigorous standards and elevated levels of technical analysis and performance, the rewards can be big. Just ask Vigor, VT Halter, Swiftships, Fincantieri Marinette Marine, Austal, Bollinger, Eastern, MetalCraft Marine, Safe Boats, Metal Shark and the list goes on.

The Navy says it uses more than 30 shipyards to build its ships and boats, and more are welcome.

dkrapf@divcom.com

Ask about our marine analysis form

www.konradmarine.com 2

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.

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

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EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

CONTRIBUTING EDITOR

Kirk Moore kmoore@divcom.com

CONTRIBUTING WRITERS

NOVEMBER 21-23, 2019

ART DIRECTOR

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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

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MARK YOUR CALENDARS The 2019 Expo will take place November 21, 22 & 23.

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

Why did MetalCraft Marine select the David Clark Digital Communication System?

Series 9100 Digital Communication System is installed on the new 10M Fast-Attack Interceptor demo boat from MetalCraft Marine.

Here’s One Reason.

My experience with David Clark was extremely positive.

The [Series 9100] digital system has enhanced the demonstrations of our 10M Interceptor.

- Chris Toller, Project Manager, Patrol and Military Crafts, MetalCraft Marine US Inc.

© 2019 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark.

The Series 9100 Digital Communication System is designed to stand up to the harshest marine environments and most challenging missions. Ideal for crew members on board patrol and interdiction/interception craft, workboats, off-shore service vessels, fire/rescue boats tug and salvage boats, and more.

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Review lifeboat operations on manned offshore facilities

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n June 30, 2019, a floating offshore facility experienced a tragic accident with loss of life while exercising their lifeboat drills in accordance with their regularly scheduled maintenance and training plan.

In the process of retrieving the

lifeboat, while the lifeboat was level with the facility’s loading deck and personnel were transitioning from the lifeboat back onto the facility, an incident occurred causing the lifeboat and personnel to fall approximately 75 feet to the water.

A Coast Guard investigation to determine causal factors that contributed to this incident is ongoing. Because the potential factors involved in this inci-

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dent may be common to many facilities on the Outer Continental Shelf (OCS), immediate and positive action need not await the results of the investigation.

It is recommended that all owners, operators, and masters immediately complete the following: • Review the company’s maintenance procedures for lifeboats and ensure they adhere to manufacturer criteria for the model and make of lifeboats, davits, and other installed lifesaving equipment.

• Take a proactive approach to ensure your personnel are properly trained in the inspection, maintenance and use of their lifesaving equipment.

Operators are also encouraged to review USCG D8(ocs) Policy Letter 04-2016, Rev 1 titled “Inspections of Emergency Evacuation Drills on Manned Facilities with Lifeboats (Boats)” and contact the District 8 OCS Officer in Charge, Marine Inspection (OCMI) office at 504-671-2106 or OCSCorrespondence@uscg.mil should they desire to pursue an alternative to lifeboat loading in the Gulf of Mexico.

Capt. R.E. Holmes U.S. Coast Guard Eighth District Outer Continental Shelf Officer in Charge, Marine Inspection New Orleans, La.

Photo courtesy of Foss Maritime

70 YEARS COOLING THE MARINE INDUSTRY R.W. Fernstrum is committed to providing long-lasting, quality cooling systems. Our sales and engineering team will work with you to custom design a solution that meets the needs of your vessel and operating conditions.

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

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

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On the Water

Protection and safety – Part III

U

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

nderstanding what a Towing Safety Management System (TSMS) is all about — and what it isn’t all about — is extremely important.

It’s essentially a safety management system (SMS) tailored to the towing industry and is specific to the operational details and needs of a given company — at least in theory. A TSMS is not meant to be a one-size-fits-all static document.

It can and should evolve over time as changing operations, procedures, technology and regulations dictate. And despite the towing industry finally shedding the uninspected label, it is not a legal requirement for a towing company to have a TSMS. The Subchapter M inspection regulations offer it as an option in lieu of a traditional, direct Coast Guard inspection. For a company that chooses a direct Coast Guard inspection for its vessel or vessels, no TSMS is required.

By not having a full-blown, “approved” TSMS in place does not imply that a given company is

Captain’s Table

Riverboat racing controversy

I

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 July, the American Duchess, the American Queen and the Belle of Cincinnati squared off for a riverboat race that many people are still talking about.

This was the first riverboat race to be held in Cincinnati since the Tall Stacks riverboat event in 2006. A throng of spectators crowded both sides of the Ohio River to witness the spectacle of these three majestic sternwheelers racing side-by-side.

As the race got underway to the sound of a steam whistle, passengers aboard the sold-out vessels cheered on their crews while hurling insults and catcalls at the opposing vessels.

Controversy has always surrounded riverboat racing and this race was no different. Good natured cheating and cajoling during riverboat races dates to the early days of steamboating on the inland rivers, where riverboat owners would do almost anything to get a leg up on competing boats. In the old days, crews would stoke boilers to gain more speed. The boilers of yesteryear are long gone.

any less committed to operational safety than those that do have one. Conversely, merely having an approved TSMS is no guarantee that a company has it together safetywise or is “safer” than a company that does not have one in place. Just like a mariner that has a “bigger license” is not automatically superior in any fundamental way to another mariner who has a lower grade license.

Quality is always a big variable, and what you see is often not what you get.

In any case, a thorough, well written, regularly updated operations manual that is thoughtfully implemented can be as effective or more effective than some randomly chosen TSMS. In fact, such operations manuals are absolutely necessary and form the backbone of any good TSMS. For either to be worthwhile it all depends on how they’re used, and whether or not there is a genuine, longterm commitment to developing and maintaining a good knowledge-based safety culture. Without those elements it will be ineffective and a big waste of time and energy. The example must be set from the top down.

For the end users, a TSMS can either be a useful tool or a source of frustration and apathy.

Today it is not the fastest steamboat that wins the race, but the one that can outmaneuver the others, not always tell the truth, and perhaps not exactly follow the rules. In simple terms, it is the one who can lie, steal, and cheat the best who usually ends up winning the race.

The Belle of Cincinnati was in the lead for most of the race until the American Queen overtook the boat about three miles into the race.

There was really no controversy until the Belle of Cincinnati arrived at the designated turning point only to find the American Duchess had turned early effectively cutting it off and allowing the American Queen to take the lead and cross the finish line first. Interference from the American Duchess allowed the American Queen to win the race.

When the crew and I arrived at the judge’s area, we filed a complaint against the American Duchess, hoping that the Belle of Cincinnati would be declared the rightful winner. Unfortunately, our complaint was disallowed and the American Queen was ruled the winner of the race.

Nonetheless, everyone involved had a great time and we look forward to the rematch, with the Belle of Cincinnati coming out on top next time.

www.workboat.com • SEPTEMBER 2019 • WorkBoat

WORKBOAT GOM INDICATORS

Energy Level

.

MAY '19 JUNE '19 WTI Crude Oil 58.40 57.35 Baker Hughes Rig Count 23 26 U.S. Prod 1000s bopd IHS OSV Utilization WTI Price 31.1% 27.8% U.S. Oil Production (millions bpd) 12.3 12.1* Sources: Baker-Hughes; IHS Markit; U.S. EIA

JULY '19 JULY '18 55.87 67.90 25 15 GOM30.6% Rig Count Util. Rate % 28.3% 12.2* 11.0

*Estimated

Lease sale success?

GOM RIG COUNT

GOM Rig Count

By Bill Pike, Correspondent

T

he Gulf of Mexico (GOM) offshore lease sale set for Aug. 21 in New Orleans will be a harbinger of activity in the region for the next several years.

It will be the fifth offshore sale under the 2017-2022 Outer Continental Shelf (OCS) Oil and Gas Leasing Program.

Lease Sale 253 will include approximately 14,585 unleased blocks, located from three to 231 miles offshore in the three planning areas, in water depths ranging from nine to more than 11,115 feet.

This is a large sale, particularly with WTI oil prices hovering in the mid-50s ($55.22 as of Aug. 2), having fallen from the mid-60s in the past couple of months. But falling oil prices might not be the only factor to negatively affect the upcoming lease sale. There is also volatility in the natural gas market.

The NYMEX futures price of Henry Hub natural gas has fallen significantly, from $4.84 per mcf in November 2018 to $2.31 per mcf in June 2019. With U.S. shale companies feeling financial pressure due to lower gas prices, some are trying to drill their way out of the problem while others are hoping to boost profitability by cutting costs and implementing spending restraints, Nick Cunningham wrote in a July 21 OilPrice.com article. In a July report from the Institute for Energy Economics and Financial Analysis, the IEEFA said that “on the face of it, neither of these strategies seem viable.”

Natural gas prices in the U.S. are expected to remain below $3 mmbtu for the foreseeable future. Finding profits at this price point is unlikely, the IEEFA report said. That is especially true if shale companies aggressively spend and produce more gas. However, a strategy of restraint may not work to raise prices either. Even if natural gas producers coordinate their activities and reduce supply — a highly unlikely prospect — the expectation that natural

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gas prices will18-Jul inevitably rise is ques18-Aug tionable, IEEFA analysts Kathy Hipple 18-Sep and Tom Sanzillo wrote.

With oil andOct-18 gas prices in a down18-Nov Dec-18 Jan-19 19-Feb 19-Mar Apr-19 19-May Jun-19 Jul-19

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ward or stalled trend,15the success of the upcoming lease sale16 might be question18 levels in the able, and with it activity 18 GOM. 23 24 19 22 23 21 23 26 25

“

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

9

WorkBoat Composite Index Stocks post small loss

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he WorkBoat Composite Index was down slightly in July, losing only eight points. For the month, however, losers topped winners by a 7-3 ratio.

The Operators Index gained 1.5% in July. However, oil service companies continued to suffer, with several posting double-digit percentage losses during the month.

Offshore service vessel operator STOCK CHART

Hornbeck Offshore Services lost 17% on news the stock had missed earnings estimates. The stock closed just above $1 on July 31.

During the company’s second quarter earnings call with analysts, Todd Hornbeck, chairman, president and CEO, remained optimistic.

“Second quarter results principally reflected our decision to remain short in a market that we see in general recovSource: FinancialContent Inc. www.financialcontent.com

INDEX NET COMPARISONS 6/28/19 7/31/19 CHANGE Operators 330.64 335.59 4.96 Suppliers 3352.68 3274.43 -78.25 Shipyards 3015.75 3136.45 120.70 Workboat Composite 2072.69 2064.13 -8.56 PHLX Oil Service Index 81.34 79.41 -1.93 Dow Jones Industrials 26599.96 26864.27 264.31 Standard & Poors 500 2941.76 2980.38 38.62 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/

Inland Insider Tank barge deliveries jump in first half

T

he pace of inland tank barge deliveries during the first half of 2019 are up 52% over the same period last year, according to River Transport News.

RTN’s midyear survey of new inland tank barge delivery activity shows “the inland barge industry operating on the Mississippi River System and its connecting waterways took delivery of 50 new inland tank barges during the first six months of 2019.”

For the first six months of 2018, 33 tank barges were delivered. So, the 2019 total of 50 represents a 52% gain.

Even more impactful, “a dramatic shift in favor of 30,000-bbl. equipment, aggregate barge deliveries measured in bbls. increased by an impressive 181%, growing from 390,000 bbls. last year to 1.097 million bbls. of capacity 10

PERCENT CHANGE 1.50% -2.33% 4.00% -0.41% -2.37% 0.99% 1.31%

delivered during the first six months of 2019,” RTN reported.

Barge companies took delivery of 27 new 30,000-bbl. tank barges through June as compared to just three 30,000bbl. barges during the first six months of 2018, according to RTN. There were only 20 30,000-bbl. tank barges delivered during the entire year.

However, deliveries of 10,000-bbl. inland tank barges dropped significantly during the first six months of 2019, falling from 30 deliveries during the first half of 2018 to 17 through June 2019. There was a total of 51 10,000bbl. tank barges delivered during 2018.

In addition, three 15,000-bbl. and three 24,000-bbl. barges have been delivered so far this year, compared to none in the first half of 2018, the newsletter reported.

Mandeville, La.-based Maritime Partners LLC, purchased the greatest number of new inland tank barges during the first half of 2019. Maritime Partners, however, charters this equipment to others.

ery over the levels that we have experienced in the last few years,” Hornbeck told analysts. “While our utilization and day rates remain essentially flat for the sequential quarter, they did so against the backdrop of increased activity of our customers and a willingness of our competition to take jobs at rates or contract (terms) that we would rather not accept.”

Hornbeck said that the company has waited five years for a turnaround.

Thus, he said, “our preference is to remain patient now and allow conditions to gel further. The inherent operating leverage in our business should reward our patience.”

Hornbeck continues to be positive.

“The market has begun to improve. It is not a recovered market yet, but is on a path to recovery and unless derailed by events that no can predict, our business should enjoy the fruits of the turnaround.” — David Krapf

Given this caveat, Devall Towing was the most prolific operator during the first half of 2019 with respect to new inland tank barges entering its fleet. Duvall took By Ken Hocke, Senior Editor delivery of 10 new inland tank barges with an aggregate capacity of 182,000 bbls. These barges consisted of five 10,000 bbl. barges, three 24,000 bbl. barges and two 30,000 bbl. barges, RTN reported.

Other operators that took delivery of inland tank barges during the first half of the year included Canal Barge Co. (seven), Enterprise Marine (five), Marathon Petroleum (five), and NGL Marine (four), according to the RTN survey.

Builders of these barges was led by Arcosa Marine Products, spun off from Trinity Marine Products.

www.workboat.com • SEPTEMBER 2019 • WorkBoat

Cullen Diesel Power, Ltd. Surrey, BC (604) 888-1211 Servicing: Alberta, British Columbia, Manitoba, Northwest Territory, Saskatchewan, Yukon Territory Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: Al, FL, MS, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Interstate Power Systems Minneapolis, MN (262) 783-8701 Servicing: IL, WI, MN, IA, MI (Upper)

DOWNTIME IS THE ENEMY

Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: CT, MA, ME, NH, RI, VT Star Marine San Carlos, SO (800) 999-0356 Servicing: Mexico Stewart & Stevenson Houston, TX (713) 751-2700 Servicing: TX, LA Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: GA, KY (Eastern), NC, OH, PA (Western), SC, TN (Eastern), VA, WV

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Insurance Watch

What to do after a vessel accident

A

fter an accident, many things go through your mind. Once the accident site has been secured, the vessel is back in port and the Coast Guard has been notified, what do you do next?

Immediately getting in touch with your insurance agent is always a good first

step.

The sooner your agent is made aware of your claim, the sooner some very important wheels get set in motion. But don’t think that you can’t do anything before you hear from an adjustor. Under the “sue and labor clause” in your hull

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policy, you are actually expected to take actions to prevent further damage or loss to your vessel or cargo. These expenses are covered under sue and labor.

Before actual repairs are made, be sure to have a

By Chris surveyor inspect Richmond the damage. The insurance company’s adjustor typically assigns a surveyor to act on their behalf.

However, if you have an adjustor who is familiar with the boat, you can inquire about using that person. Document the damage with photos and hold onto any damaged or broken machinery parts which can help determine what went wrong.

You want to have your vessel repaired as soon as possible so it can go back to work. Don’t let the insurance company impede your repairs. If you have a repair facility you use and like, see if they can get started on the work. Keep track of the receipts for materials and time that your crew spends on any repairs as well. The adjustor, or assigned surveyor, should work with you and the shipyard during the repair to get the project done as quickly and efficiently as possible. If you experience any delays, you should call your insurance agent immediately for assistance to keep things moving forward.

After the repairs have been completed and you are back in operation, what will happen with your policy at the time of renewal? Will the insurance company choose not to renew? Will your premium go up? It all depends on your claims history. If you have frequent claims, then yes, you may not get renewed.

Most likely your rates will go up.

Remember, just like you, the insurance company is in this to make a profit.

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

www.workboat.com • SEPTEMBER 2019 • WorkBoat

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Legal Talk

Supreme Court bars punitive damages for unseaworthiness

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By Daniel J. Hoerner

Daniel J. Hoerner is a maritime attorneywith Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504-595-3000 or dhoerner@mblb. com.

n June, the U.S. Supreme Court issued a significant ruling that is favorable to the maritime industry.

In Dutra Group v. Batterton, the court resolved a longstanding conflict between federal circuit courts concerning the availability of punitive damages for unseaworthiness under general maritime law. It held that such damages cannot be awarded.

Punitive damages, which are in addition to compensatory damages, punish a defendant for wrongful actions or inactions that cause injury or harm to others. Usually, punitive damages are not insured, so they can be a particularly harsh penalty. Punitive damages have historically been controversial in cases governed by maritime law.

In 1990, the Supreme Court ruled that seamen cannot pursue a claim for punitive damages for negligence, even for gross or willful misconduct,

under the Jones Act. The Jones Act is a remedy unique to seamen which allows them to sue their employer or vessel owner when they are injured or become ill through negligence. The cause of action for unseaworthiness is also a remedy unique to seamen, and it allows them to recover damages when they are injured or become ill through some condition that renders a vessel or its gear unfit for their intended purpose.

Until the Batterton decision, courts were split over whether seamen could recover punitive damages on top of compensatory damages when pursuing an unseaworthiness claim. Batterton overturned rulings by a federal district court in California and the U.S. Court of Appeals for the Ninth Circuit, and adopted the approach taken by the Fifth and First appellate circuits that have disallowed punitive damages for unseaworthiness.

The Supreme Court was heavily influenced by its obligation to promote uniformity in maritime law. Because punitive damages are not allowed for Jones Act negligence claims, the court found that there was no justification to allow them for unseaworthiness claims.

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NEWS LOG Vigor to merge with Virginia shipyard

NEWS BITTS

Tom Rabaut, former president and CEO of United Defense and a current operating executive at The Carlyle Group, and Adm. James Stavridis, a retired four-star Navy officer and a current operating executive at The Carlyle Group, will both join the board of directors. Foti will also join the board as vice chairman and will continue as Vigor’s CEO until a new chief executive is retained. — Ken Hocke

New York signs biggest U.S. offshore wind deal Vigor

In July 2018, Washington State Ferries officially accepted the 1,500-passenger ferry Suquamish from Vigor.

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lobal investment firm The Carlyle Group and private equity firm Stellex Capital Management have agreed to acquire and merge shipbuilder Vigor Industrial LLC, Portland, Ore., and MHI Holdings LLC, a ship repair and maintenance company based in Norfolk, Va. The combination will create a bicoastal company involved in ship repair services and commercial and defenserelated fabrication services.

The Carlyle Group will become majority owner of the combined company.

Equity for the investment will come from the Carlyle U.S. Equity Opportunity Fund II, a $2.4 billion fund that focuses on middle-market and growth companies in the U.S. and Canada. As part of the transaction, Stellex Capital, MHI’s existing owner, will contribute new equity to the platform, while Vigor’s CEO Frank Foti will roll a portion of his existing Vigor ownership stake into the combined company.

“This evolution takes us where we want to go, growing sustainable jobs into the future. I’m excited to be an investor in this adventure and to be a part of what’s to come,” Foti said in a statement announcing the sale.

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ew York state officials struck deals with two offshore wind energy developers to build 1,700 megawatts of capacity off Long Island, aiming to have turbines in operation by 2024 that could potentially power more than one million homes.

The projects would also bring 1,600 jobs and $3.2 billion in economic activity, according to state energy planners. Ørsted, one of the winners in the New York power agreement bidding, said its investments in the state will include training programs for new workers — seen as a critical need for the budding U.S. wind industry. Ørsted also plans a new operations and maintenance center near Port Jefferson, N.Y., to include dockage for a 250' service operation vessel.

Building a Jones Act-compliant vessel of that size for the U.S. market would be a step up from a first generation of U.S.-built crew transfer vessels now under construction for Ørsted, and could be a signal for other offshore operators to take on the risk of investing in a first U.S.-flag wind turbine installation vessel (WTIV) ahead of an anticipated tight global market for those specialized assets.

“Sunrise Wind will bring renewable energy and new economic development to New York,” said Lee Olivier, executive vice president of enterprise energy strategy at Eversource, Ørsted’s partner

KIRBY FINED $2.2 MILLION FOR SPILL

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To make the on-water exercises possible, Sea Machines will install its SM300 autonomous-command system aboard a Marine Spill Response Corp.

(MSRC)-owned Marco skimming vessel and will train MSRC personnel to operate the system.

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in that 880-MW project on a federal lease 30 miles east of Long Island. “We look forward to partnering with New York state as a clean energy leader in the Northeast as well as with the local communities and businesses on Long Island and throughout the state.”

The other contract winner is Equinor, one of the early arrivals in the New York Bight when it acquired a 79,350acre federal lease, tucked between two traffic separation lanes in and out of New York Harbor.

— Kirk Moore

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Offshore Wind Training In August 2016, Fred. Olsen Windcarrier’s jackup installation vessel Brave Tern completed the installation of five GE Haliade 1506MW turbines at Deepwater Wind’s Block Island Wind Farm.

Skill Set

By Pamela Glass, Washington Correspondent

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or the past several years, the emerging offshore wind industry has been busy securing state and federal permits, convincing state governments, fishermen, environmentalists and coastal residents of the advantages of wind power, and raising capital to finance offshore development.

Now attention can turn to creating a workforce that is skilled, trained and ready to jump in when this promising renewable energy sector takes off.

“It was difficult to put money into training in the early stages because there wasn’t the clarity that the market for wind power existed as it does today,” said Liz Burdock, president and CEO of the non-profit Business Network for Offshore Wind.

“You didn’t want to put money into training and then have no jobs. But now, with all the changes that are happening, we’ll be facing (the need for) worker training in the next 12-18 months” as multiple commercial projects move forward.

While the offshore wind industry is well established in Europe with an experienced and seasoned workforce, it is just revving up in the U.S., with scant public knowledge about the possibilities of wind-powered electricity and the job opportunities it can offer.

The U.S. Department of Energy estimates that 43,000 new jobs will be created in the offshore

wind market by 2030, while the Labor Department predicts that wind turbine technicians will be the fastest growing job in the U.S. in the coming decades.

“There is enormous opportunity, especially off the East Coast, for wind. I am very bullish,” said former Interior Secretary Ryan Zinke. “Market excitement is moving towards offshore wind. I haven’t seen this kind of enthusiasm from industry since the Bakken shale boom” when oil was discovered in North Dakota in 2006.

There is currently only one offshore wind farm in the U.S. — five turbines off the coast of Block Island, R.I., which began operating in 2016 — but there are 15 active commercial leases for new projects, mostly along the East Coast, where wind is strong and reliable.

A wind farm’s turbines stand about 600 feet high, with blades longer than the wing span of a 747 airplane, and they require precise fabrication and assembly from highly skilled workers.

Over the 25-year lifespan of a wind farm, specialized talent will be needed in all three phases of development: planning, construction and operation and maintenance. This includes engineers, site managers, longshoremen, port service workers, shipyard workers, water transportation workers and others. www.workboat.com • SEPTEMBER 2019 • WorkBoat

Fred. Olsen Windcarrier

Offshore wind gears up for worker training.

Fred. Olsen Windcarrier

WORKER SHORTAGE There’s already a shortage of workers in many of these skilled trades along the East Coast, and since the industry essentially is non-existent here, there are currently no professional offshore wind technicians to draw on. A study

by McKinsey & Co. in April said there is significant concern that there will be a lack of trained personnel to install and maintain the energy capacity expected from the current lease schedule.

In addition, even if current workers possess skills in the basic trades needed, they will require additional, specialized training for the offshore environment, which brings a unique set of dangers and demands.

Among the water transportation workers that will be needed are mariners to operate vessels that will bring construction and maintenance crews and turbine components from port to offshore work sites, pilot vessels that lay cables and perform surveying and monitoring duties, and operators of guard ships, tugs and barges.

In its 2018 Offshore Wind Workforce Assessment, Massachusetts concluded that short-term demand for maritime workers will likely outstrip the state’s existing supply of these workers “who would need to be incentivised to leave

The Block Island Wind Farm off the coast of Rhode Island began operations in 2016.

established industries such as commercial fishing.”

“There will be a deficiency in these jobs, so there’s a need to start training now,” said Paul Vigeant, executive director of the New Bedford (Mass.)

Wind Energy Center.

The Port of New Bedford is investing more than $200 million to dredge channels and berths, and repair and enlarge maritime terminals to accommodate the needs of the emerging offshore wind industry, becoming the first port in North America specifically built to support staging and deployment of offshore wind components. A new offshore wind training facility on the waterfront is also planned.

“Given the shortage in these trades,

the unions are gearing up and schools are developing technical training programs,” Vigeant said. “People are paying attention because without training, we will have a shortfall.”

Massachusetts is committing to multiple offshore wind projects in the coming years, with the first being the 800-MW Vineyard Wind project which will stage out of New Bedford.

In May, the state announced $721,500 in grants to six academic institutions, including Massachusetts Maritime Academy, to establish offshore wind training and development programs.

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Offshore Wind Training

PURPOSE-BUILT VESSELS he challenges of assembly and installation at sea and transporting massive offshore wind farm components will require purpose-built construction and maintenance vessels that are Jones Act compliant.

The big gap is with the heavy lift or jackup installation vessels used to install the massive wind turbines. No U.S. shipyard has ever built one of these large and expensive vessels, and there are currently none on order.

“We would need training and (engineering) consultation from Europe and Asia,” said Josh Diedrich, director of business development at WindServe Marine, a division of the Reinauer Group.

In May, WindServe announced that it was partnering with developer Ørsted to build two purpose-built Jones Act-compliant crew transfer vessels (CTVs) for projects off Virginia and Connecticut. The vessels will be the first offshore wind vessels built in the U.S. to class requirements.

Crew carrying vessels like CTVs, 80- to 90-footers that transport crews up to 20 miles offshore, and service operating vessels (SOVs), which can be up to 150-feet long and accommodate larger crews, will be in big demand. U.S. yards are starting to build CTVs using U.K. designs, such as the recently announced WindServe boats as well

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Fred. Olsen Windcarrier

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Jackup installation vessels worked on Ørsted’s Borkum Riffgrund 2 offshore wind farm project. as the first U.S-built CTV, the Atlantic Pioneer, delivered by Rhode Island’s Blount Boats in 2016 for the Block Island project.

Special training for shipyard workers constructing these vessels isn’t necessary, observers say, as most U.S. yards have experience building the large, complex steel vessels used in the Gulf. Training is more important for vessel crews.

– P. Glass

www.workboat.com • SEPTEMBER 2019 • WorkBoat

Maryland have also stepped up their game in the competitive race to harness wind power off their shores, attract offshore developers, and create offshore wind training programs.

New York, for example, has committed $15 million to train the local workforce and buildout port infrastructure.

The state is also creating an advisory council on offshore workforce development and a $20 million offshore wind training institute on Long Island.

Universities and colleges on the East Coast are creating offshore wind degrees, certificates or course programs, often with the guidance of European experts, mostly from Denmark and the U.K. Congress also acted in June, when a group of East Coast lawmakers introduced the “Offshore Wind Jobs and Opportunity Act,” that would provide up to $25 million in federal grants to help colleges, universities, unions and non-profits educate “a new generation of offshore wind workers.”

Offshore wind training programs for maritime workers can benefit from the experience of the U.S. offshore oil and gas industry in the Gulf. People and equipment from the Gulf were used in the Block Island project.

But wind service vessels are built differently and pose different safety and technical challenges requiring special certification.

All global offshore wind developers have agreed to follow safety and technical training standards set by the Global Wind Organization (GWO), a non-profit body founded by leading wind turbine manufacturers and operators. Anyone who works in U.S. offshore wind, no matter the job, will have to pass a GWO basic safety training standard course.

“No one will hire you to work at sea if you don’t pass the five GWO basic safety courses,” in first aid, manual handling, fire awareness, working at heights and sea survival, said Vigeant of the Wind Energy Center. “It’s not a law, but a matter of risk mitigation and self-protection” for developers.

Until GMO certificate courses are widely available and more offshore

wind vessels are built here, offshore wind companies will send employees to work on sister vessels in Europe under consultancy agreements, said Josh Diedrich, director of business development at WindServe Marine, a division of the Reinauer Group that provides support services to offshore wind projects along the East Coast.

If fishermen are recruited to work on CTVs as they have been in the U.K., they will need to learn a CTV’s waterjet propulsion system. They will also need to get used to intentionally steering into

something at sea when they “gently kiss” a turbine in order to offload passengers, said Ben Colman, naval architect and director of Diverse Marine Ltd. on the Isle of Wight in the U.K. Taking advice and acting on lessons learned from Europe’s wind industry can cut 10-15 years off the U.S. industry’s learning curve, said Colman.

“They should use the European experience as much as they can,” he added.

“Most European operators would be happy to help. We learned the hard way.”

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21

Subchapter M

Close Inspection Subchapter M is a work in progress.

By Kathy Bergren Smith, Correspondent

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ales of headache remedies may have seen a spike in the past year as independent tug operators contend with the process of applying for Coast Guard Certificates of Inspection (COIs) on boats previously outside the agency’s jurisdiction. Most operators are finding that working with the Coast Guard to smooth the waters is the best way to reduce the pain.

After years of expectations, Subchapter M is becoming a reality along the nation’s waterfronts.

The Coast Guard is conducting inspections and has issued nearly 900 COIs. Operators are taking a hard look at their fleets. Boat crews are learning vesselbased computer systems and a cottage industry has sprung up of those willing to help figure it all out.

Checking in with a few East Coast companies, a common theme emerges — the implementation is a work in progress and collaboration between industry and government is key.

Tampa, Florida-based Dann Ocean Towing’s

15-boat fleet has obtained five COIs in one year.

Ryan Maloney, safety and operations manager at the company, said that starting early and working as a team has been the key to the company’s success in navigating the COI application process with different OCMIs. “Our operations span the East and Gulf coasts and into the Caribbean,” said Maloney, a Maine Marine Academy grad who spent several years on tugs before going shoreside as a manager at Dann.

His background is especially well-suited to the new world of compliance that towing companies are facing. “Our boats are not all alike and our jobs range from moving barges of all types to dead ship tows to dredging and construction support.”

Dann Ocean had an International Safety Management (ISM) plan in place from Bureau Veritas and has several ABS-classed vessels. Because the company already met ISM standards, Subchapter M compliance was already mostly in place. www.workboat.com • SEPTEMBER 2019 • WorkBoat

Dann Ocean Towing

Dann Ocean Towing’s 15-boat fleet has obtained five COIs in one year.

Dann Ocean Towing

A Dann Ocean captain shows an AB how the EPIRB mounts during an abandon ship drill.

TSMS OR COAST GUARD Towing vessel operators have two options for complying with Subchapter M and obtaining a COI. They can choose the Towing Safety Management System (TSMS) option in which the company develops its safety management system and conducts internal and external audits. ICM used the TSMS option to gain its COIs. TPOs, designated by the Coast Guard, can assist in developing a TSMS and conduct external audits to ensure the vessel remains in compliance. About two thirds of COIs that have been issued are using this option.

In Marblehead, Mass., Smith Marine Inc., a marine contractor that also pro-

Smith Marine

“The most important thing to remember is that this is a learning process for everyone,” said Maloney. “We worked collaboratively with our partners at the Coast Guard. Having an open dialogue is key.”

This has been the case for Intracoastal Marine Inc. (ICM) in Norfolk, Va. Greg Conn’s fleet of eight coastwise tugs has met the compliance deadlines of Subchapter M and 25% of his boats have COIs. He decided during the process to let go of one of his workhorses, the 64' Evelyn Doris built in 1957, because it would require too much to pass the inspection. He placed a tongue-incheek ad in a maritime classified section entitled, “Victim of Subchapter M.” He wound up dismantling the vessel but it was bittersweet.

“That boat built this company,” said Conn, Intracoastal’s president. “We had a little decommissioning ceremony for her. This is a new set of policies, new regulations and requirements, not just for us, but for the Coast Guard.”

Alex Merz, ICM’s safety and compliance officer, said that the company has been proactive throughout the first year of Subchapter M in keeping the Coast Guard in the loop. He invited the local inspections and investigations team to observe an outside audit by the company’s selected third party organization (TPO), Decatur Marine, Dulles, Va. “I am a firm believer in collaboration, and this is a case where it is essential.”

www.workboat.com • SEPTEMBER 2019 • WorkBoat

vides tug and barge services, has chosen the so-called “Coast Guard” option, like many small operators. In this scenario, the local Coast Guard inspection team performs an annual inspection of the vessel and all the administrative records required.

Smith Marine turned to an independent consultant to assist in getting its plan together. Pat Folan, president of Tug and Barge Solutions LLC, Daphne, Ala., said it is common for a smaller operation to use his service to prepare for a Coast Guard inspection. Many also chose to let Folan’s company set up its TSMS and integrate a vessel-based computer system for crew. Folan’s team scores crewmembers on their compliance with the reportage required under Subchapter M. “Our customers are often surprised by how in-depth the survey and audit process is,” said Folan.

Smith Marine experienced this firsthand. In order to obtain a COI under the Coast Guard option, the company needed one of its two boats that fall within the regulation to be inspected this year.

In preparation, Matt Plauché, a senior vice president at Smith Marine, asked the Coast Guard to do an inspection while the vessel, the 67'×23', 1,400-hp Meridian, was on drydock.

“They did a very thorough inspection of the hull and void spaces and it turned

Smith Marine’s 67'x23', 1,400-hp tug Meridian.

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out we needed to replace steel where the previous owner had installed a solid bulwark,” said Plauché. “Then it just became a Pandora’s box. We wound up spending a lot more money and time in the shipyard than we planned, but it was worth it. This is a very handy boat, it is very popular with our customers.”

When the work was complete and the Coast Guard came to do its full inspection for the COI, Plauché felt prepared.

“There was a team of three. One went over the bridge systems, one focused on the engineering and one did a walk around of the vessel,” he said. There was a fire drill and then the team got the boat underway and tested its maneuverability and did man overboard drills. “It was actually rather painless since we were prepared.”

In the end, the Meridian was issued a coastwise COI, but with the requirement of adding three additional line-throwing apparatus, a requirement that Smith is

appealing.

Meanwhile, in Washington, D.C., Erik Johnson and his colleagues at the Office of Commercial Compliance at Coast Guard headquarters have given OCMIs wide latitude in application of the law.

This is done in hopes that the collaboration with industry will set standards that are consistent and make sense.

There is a fleet of some 5,800 vessels that need to be inspected that operate in different conditions on a multitude of missions. “This is not a one-size-fits-all situation,” Johnson said.

The Washington office hosts a bimonthly Towing Policy Council teleconference with towing vessel coordinators across the U.S. to gather best practices and problem solving. The intelligence from the field and the Towing Vessel National Center of Expertise is driving policy on the national level, like the recent “Nosing Out” letter 19-01. This clarifies manning, credentialing and

C&C

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U.S. Coast Guard photo by Petty Officer 3rd Class Andrea

Subchapter M

A Coast Guard vessel inspector examines a passenger vessel’s operational, mechanical, and safety systems during an annual inspection in Long Beach, Calif., in 2016.

watchkeeping requirements for harbor assist tugs who venture out to the U.S. Boundary Line.

As the first year of Subchapter M compliance deadlines wraps up, the nation’s tug fleet has, by and large, heeded the call. Johnson said approximately 23% of the tug fleet is in line for a COI and considering the fact that single tug owners have until next year to apply, the numbers are positive.

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OSRVs Rozema launched the 74' Barkley Sentinel in August for Western Canada Marine Response.

Ebb and Flow

By Michael Crowley, Correspondent

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Clean Gulf Associates

fter the Deepwater Horizon oil spill in the Gulf of Mexico in 2010, Clean Gulf Associates, a non-profit oil spill cooperative in New Orleans, significantly expanded its vessel fleet and oil spill support equipment inventory.

Clean Gulf had been relying on 47' near-shore oil spill response vessels (OSRVs) from Rozema Boat Works, but beginning in 2012, the company added four 95'×21' fast response boats and three 60'×14' shallow-water skimmers. All were built at Midship Marine in Harvey, La. “They were all state of the art,” said Frank Paskewich, president of Clean Gulf. The last 95-footer, the aluminum J.L. O’Brien, was delivered in 2017.

Even though Paskewich said Clean Gulf responds to “a handful” of incidents each year, the building of new boats has been put on hold. “We are not thinking of building. With the downturn in the oil industry, we’ve kind of been steady.”

That downturn means a dearth of funding for new OSRVs. “Their (Clean Gulf’s) funding got cut back with the oil industry being like it is,” said Randy Hinojosa, treasurer with Midship Marine.

As a result, it’s been two years since Midship Marine has built an oil spill response vessel. The J.L. O’Brien was the last one built, which Hinojosa said was the first aluminum OSRV “of its kind to be built with overnight accommodations.”

Without outside funding, oil spill response companies won’t upgrade their fleets and boatyards will look elsewhere for work.

Clean Gulf took delivery of the last of four 95' fast response boats, the J.L. O’Brien, in 2017.

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NEW OSRVS FOR CANADA A good example of the power of funding is Western Canada Marine Response Corp. “WCMRC, they are on a roll,” said Paskewich. “They are the kings right now.”

WCMRC, a marine spill response organization on Canada’s West Coast based out of Burnaby, British Columbia, is “on a roll” because by 2022 oil should be flowing through a new pipeline, stretching from Alberta to the British Columbia coastline. Trans Mountain Corp., which is owned by the Canadian government, will operate the pipeline. Part of the approval process for the pipeline was a commitment “to provide additional capacity for spill response,” said Scott Wright, WCMRC’s director of response readiness.

“It has definitely changed our business substantially.

WCMRC, named Burrard Clean Operations when it was established in 1976 with 25 employees, will have 200 employees by 2022. Its fleet of 44 OSRVs will double to 88 when the pipeline is operational. Additional boats will certainly be needed, as the increase in shipping will be substantial. Currently, four ships leave the Burnaby terminal a month. That number will increase to 34 ships. Then you have to factor in coverage of British Columbia’s extensive

www.workboat.com • SEPTEMBER 2019 • WorkBoat

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

and inflates the boom as it comes off the reel.

Then a judicious use of the boat’s power and the current can create a loop that encircles the oil while it is still thick and An OBOCS boom ready to be deployed can be easily skimmed off a barge on the Mississippi River. and recaptured.

Kuchta said an oil spill recovery vessel would benefit by having the OBOCS boom aboard because it can be deployed quicker than other inflatable booms. “It’s a real lightweight boom. Five hundred feet of boom goes out in 25 to 30 minutes.”

Currently OBOCS has two reel models. One holds 300' of boom, which is generally considered the inshore model, while the offshore model has 500' of boom. OBOCS can also customize reels for customers.

The inshore reel is approximately 5'x7' and has a 28" boom with a 10" chamber and 18" skirt. The boom fills in about 20 minutes at 40 psi.

The offshore reel is approximately 6'x8' with a 42" boom with an 18" chamber and 24" skirt. The boom fills in about 30 minutes at 40 psi.

Both booms are 28-oz. urethane fabric — M. Crowley

OBOCS

W

hen there’s an oil spill, if it’s contained quickly, less environmental damage occurs, recovery expenses are smaller, and possible fees and penalties associated with the spill may not be as great. That’s the driver behind the oil spill recovery system introduced by New Orleansbased OnBoard Oil Containment Systems (OBOCS) in 2018.

Typically, when an accident occurs, say a grounding or collision that results in oil being released into the water, a call goes out to a shoreside response company, providing them with the stricken vessel’s coordinates. The company assembles the crew and needed assets and heads off to the spill. From receiving the call to arriving at the scene it “can take two to 10 hours depending on the location of the spill,” said Julie Kuchta, president of OBOCS. OBOCS has an answer for avoiding this delay. First is to be mindful of where spills are likely to occur. Second, have OBOCS’ oil containment reel and boom on vessels that operate in that area, be it a supply vessel, barge, a tug involved in the transportation or transferring of oil products, or even a fuel dock or terminal. Thus, when there’s an accident, the containment can begin as soon as the spill occurs. “It’s like a sprinkler system in the office building. It’s designed to start as soon as [the spill] happens,” said Kuchta.” It’s the first line of defense.”

The boom is thrown out with the leading line connected to the vessel’s winch. Air from the vessel’s air supply powers the OBOCS reel

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OSRVs Besides capturing and bringing oil into the boat’s 215-bbl. oil recovery tank with a pair of Lamor threebrush skimmers, The G.M. Penman was the first 65-footer Rozema the 65-footer has built for Western Canada Marine Response. a 1,500' Kepner when additional crew is needed. For Plastics Fabricators boom on a back oil recovery there’s a pair of Lamor deck reel. three-brush skimmers and 2,000' of 43" When there’s an oil spill near Kepner boom on the reel. The oil recovWCRMC’s terminal, the Rozema ery tank located under the aft reel and 65-footer can get there in a hurry, hitin the center of the boat holds 277 bbls. ting 26 knots when its pair of 1,600-hp Caterpillar C32 diesels are cranked up. Two 1,600-hp Cat C32s give the Barkley Sentinel a top speed of 23 knots.

The biggest differences between the Rozema said that before WCMRC 65-footer and the new 74-foot Barkley the OSRV construction market had been Sentinel “is the wheelhouse, accommovery slow. “As soon as the oil patch dations, and the 74 has more boom and recovery oil space,” said Rozema. slows down, spill response gets cut. It’s the first thing.” But lately, “it’s been a The larger wheelhouse and accomvery steady business.” modations area will come in handy Rozema Boat Works

coastline, which is about 17,000 miles long. On average, WCMRC responds to 20 spills each year.

Rozema is a West Coast boatyard that’s already benefited from WCRMC’s fleet expansion. The Mount Vernon, Wash., boatyard has sent three 65'×23' aluminum skimmers north to WCMRC. Then in early August, the yard launched its first 74'×24' fast response skimmer, the Barkley Sentinel, for WCRMC. Another 74-footer is on order. (WCRM also acquired three 75' steel OSRVs from Singapore.)

The G.M. Penman, WCRMC’s first 65-footer, was built after WCMRC representatives took a ride in 2012 on a 65-footer that Rozema built for Clean Seas in Ventura, Calif. Rozema designed the 65' vessels with a built-in skimming system. “I think we are the only ones on the West Coast that builds with built-in side skimmers,” said Dirk Rozema, president of Rozema.

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

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CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

Alan C. McClure Associates

BAE-built MPSV at work for Oceaneering International

353’ multipurpose subsea construction support vessel.

O

ceaneering International Inc., Houston, has added the 353'×72'×29'6" multipurpose advanced subsea construction support vessel (MPSV) Ocean Evolution to its fleet.

The new offshore service vessel was built at BAE Systems Southeast Shipyards before the Mobile, Ala.-based facility closed. Oceaneering took delivery of the MPSV in April, and after completing final outfitting in Port Fourchon, La., the OSV began work in June.

Designed by Merin Teknikk Design & Engineering, Gurskoy, Norway, the DP-2, ABS-classed vessel is equipped with a 250-mt heave compensated National Oilwell Varco crane which can set loads on the sea floor in 4,000 meters of water.

Four other cranes are onboard — two ROV cranes, a provisioning crane and an auxiliary crane.

Alan C. McClure Associates (ACMA), Houston, provided technical support as owners’ engineer in the conversion from a European design approved by DNV to a Coast Guard-approved Jones Act-compliant vessel classed by ABS. ACMA performed structural and stability analyses, powering studies and engine selection, propeller design reviews, dynamic positioning analyses, marine system and accommodations reviews and redesign. ACMA also participated in equipment factory acceptance testing and dock and sea trials.

“The Ocean Evolution is a world class vessel ready to service the construction and intervention needs of our customers in deepwater,” Mike Ellis, vice president, subsea projects for Oceaneering, said during christening ceremonies.

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Two of Oceaneering’s work-class remotely operated vehicles (ROVs) with AHC launch systems are standard equipment with the latest onboard operating and support facilities.

The boat has five Tier 4 GE engine generators plus a harbor generator to provide redundancy and flexibility to meet the variable power demands at any time. The new MPSV has a running speed of 13 knots.

Noise and vibration were given extra attention to ensure compliance with ABS HAB+ standards, designed to enhance the working life onboard for all crewmembers. The vessel is equipped to handle well stimulation fluids with below tanks and a nitrogen blanketing system.

Ocean Evolution features enhanced stationkeeping capabilities, which allows it to maintain position even during extreme weather conditions. The vessel’s position is held using two tunnel thrusters and a drop-down thruster in the bow along with two Rolls-Royce Azipull thrusters in the stern.

The vessel serves the deepwater stimulation and intervention needs of Oceaneering’s customers with its well stimulation and well intervention design, ABS Well Stimulation and Well Intervention (WS/WI) ready notation and under deck capacity to store special products.

Capacities include 316,000 gals. of fuel; 3,900 gals. lube oil; 109,000 gals. special products; and 242,000 gals. potable water. Ocean Evolution’s 12,595 sq.-ft. (1,170 m2) steelconstructed deck is designed to carry heavy loads and equipwww.workboat.com • SEPTEMBER 2019 • WorkBoat

Blount Boats completes 400-passenger ferry for Fire Island, N.Y.

I

Another Gladding-Hearn ferry for Rhode Island

I

n June, Gladding-Hearn Shipbuilding, Duclos Corp., Somerset, Mass., delivered the high-speed passenger ferry Julia Leigh to Rhode Island Fast Ferry, North Kingston, R.I. The 113'6"×32.4'×6' aluminum catamaran ferry is similar in appearance and size to the 110'×30.6'×7' Ava Pearl, which Gladding-Hearn delivered to Rhode Island Fast Ferry in 2012.

The 320-passenger Julia Leigh is slightly larger, but the biggest difference between the two Incat Crowtherdesigned ferries is that the Julia Leigh has a third deck with passenger access via a stairway from the second deck.

That gives the ferry additional passenger capacity. There’s seating for 142

Gladding-Hearn, Duclos Corp.

n June, Blount Boats, Warren, R.I., delivered the Isle of Fire, a 400-passenger ferry to Fire Island Ferries. It’s the 10th ferry that Blount has designed and built for the Bay Shore, N.Y., ferry company, starting in 1972 with the 75'×18' Capt. Patterson. The Isle of Fire replaces the Traveler, a 1974 Blountbuilt ferry that’s being retired.

The hull design changed in 1983 from 75'×18' to 85'×20' with the ferry Fire Bird. These dimensions have been adhered to on all Fire Island Ferries boats since then, along with the steel hull and aluminum wheelhouse. Over the years there haven’t been any major changes to the overall design. The only exception might be reducing the seating capacity from 400 to 383 in 2009 to create wider isles to “accommodate better flow of traffic and baby strollers and carriages,” said Dave Anderson, director of operations at Fire Island Ferries.

The Isle of Fire is the first boat in the fleet with surveillance cameras, but otherwise it’s similar to the other 85 footers.

There’s a very practical reason for sticking with a set design from one ferry to the next. “A crew goes on any one of the vessels, familiarization is very simple,” said Anderson. Thus “we try to lay out all the consoles and the electronics with the same package.” It’s the same in the engine room. “A crewmember can go down and know the port engine will be driving the bilge pump and the starboard engine will be driving the fire pump.” In an emergency situation, that familiarity will be important.

Speaking of the engine room, the Isle of Fire has three 650-hp John Deere 6135SFM main engines matched up

Blount Boats

with ZF 550 gears with 2:1 reduction ratios and 34" props. That power package should give the new ferry a 25-minute passage on its scheduled eight-mile run across Great South Bay from Bay Shore to Fire Island’s Ocean Beach.

These are simple, no-frill rides. There are no concession stands, no toilets, no bars, no carpeting, no plush seating. All the seats are bench seats. On the upper deck they are fiberglass and on the lower deck aluminum. Blount subcontractors built the seats.

Besides taking people from Bay Shore to Fire Island, Fire Island Ferries also provides mutual assistance to New York City when called upon. “On 9-11 we were one of the first companies there,” said Anderson.

— Michael Crowley

ment, which accommodates a wide variety of missions. The deck has a total cargo carrying capacity of 1,900 MT. The steel deck and on deck utilities, including water, power, fuel and communications, is designed to enable easier and faster loading. — Ken Hocke

Blount has built 10 vessels for Fire Island Ferries.

passengers in the main cabin, which also has a snack bar and three heads.

The second deck has partially protected seating for 130 passengers. There is seating for 18 passengers on the third deck, along with standing room for 42 more passengers. The Ava Pearl is limited to 150 passengers.

With several ferry runs, the company will use the Julia Leigh “to swap off with the Ava Pearl,” said Peter Duclos, Gladding-Hearn’s president. “This gives the option to move the boats where the capacity is needed the most.”

The Julia Leigh has a very large baggage area on the aft section of the first deck. “That’s a service thing,” said Duclos. Because there’s not a large crew, it makes it easy for passengers to dispose of their own bags. Passengers without bags go to the right and into the cabin. “If I have a bag I go to the left and put the bag in the luggage rack. It’s designed into the boat with very wide gangways and passage ways. It’s very efficient.”

A pair of MTU 12V4000M64 Tier-3 diesels, each capable of producing

113'6" fast ferry is working in Rhode Island.

www.workboat.com • SEPTEMBER 2019 • WorkBoat

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1,875 hp at 1,800 rpm, powers the Julia Leigh. (To qualify for Tier 3 engines, construction on the ferry had to begin before October 2017.) The MTUs are matched up to ZF 5055 gearboxes with 2.5:1 reduction ratios that turn 5-bladed Ni/Br/Al Brutons props. A pair of 55kW RA Mitchell generators provides ship’s service power.

The Julia Leigh, with weight aboard to simulate a full load of passengers, made in excess of 29 knots, said Duclos. The Julia Leigh, as well as the Ava Pearl, benefits from the Incat Crowther “S” bow hulls, which “gives a longer water line without making the whole boat longer and dampens the pitch of the boat in bigger waves,” said Duclos.

Moran Iron Works

On TheWays

— M. Crowley

Moran Iron delivers 72-passenger tour boat

M

oran Iron Works (MIW), Onaway, Mich., has delivered the 64'×19', 72-passenger specialized

72-passenger kayaking adventure vessel.

aluminum tour boat Kayak Express to Pictured Rocks Kayaking (PRK), Munising, Mich.

Designed by Donald L. Blount & Associates (a division of Gibbs & Cox Inc.), the new boat is the first of its kind in the Great Lakes region, according to shipyard officials.

“This was a fascinating project.

The vessel started fabrication in early December, launched at the end of June, and started running in early July with a COI,” said Lee Fayssoux, Moran’s project manager. “To me, that is one heck of a compliment to this entire team. To take a concept of this propor-

tion and see if morph into reality was very surreal.”

In addition to the 72 passengers, Kayak Express can haul up to 36 kayaks around Pictured Rocks National Lakeshore for guided kayak tours. The boat features a custom-designed kayak launch system tailored to meet the specific needs of offshore kayak launching.

Main propulsion comes from twin Cummins QSK19 diesel engines, rated at 800 hp each, turning propellers through Twin Disc reduction gears.

The boat is fitted with a pair of Seakeeper HD gyro stabilizers for passenger comfort and safety. The hull form

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continues to grow. Located in Alaska, tour boat fleet of AllenisMarine Inc.additions to the St. Helaina, one of Tours, the latest The is powered 3 x Baudouin 6M26.3 fleetSt. of Helaina Allen Marine Tours,byInc. engines delivering 815mhp by @ 2100rpm each.

Utilizing The St. Helaina is powered 3 x Baudouin 6M26.3 Common Rail Fuel Injection Systems, engines delivering 815mhp @ 2100rpmBaudouin each. Utilizing engines offer great fuel consumption in both US EPA 3 Common Rail Fuel Injection Systems, Baudouin and US EPA configurations. engines offer4 great fuel consumption in both US EPA 3

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Center

On TheWays is a double chine, variable deadrise monohull for improved seakeeping and efficiency.

“From the first sea trials the vessel over-performed all of our expectations,” said Fayssoux. “At top end the Kayak

Express ran 24 knots (28 mph) versus the 21-22 knots we were predicting. The passenger count has been confirmed for 72, plus eight crewmembers, which really helps maximize the ability of PRK to provide the ultimate tour of the Lake

Superior shoreline at Pictured Rocks National Park. The conceptual design of loading and unloading kayaks and passengers has proven to be a factual success for Pictured Rocks Kayaking on the water.” — K. Hocke

Lake Assault Boats

BOATBUILDING BITTS and net handling. A 280-hp Cummins QSL9 engine turning a 32"×20" 4-bladed prop through a ZF 305-3 marine gear with a 2.5:1 ratio provides propulsion power. This gives the barge a speed of 8 knots.

MiNO Marine LLC, Jefferson, La., has announced that the second vessel based on its new 6,000-hp inland towboat design will be built at Conrad Amelia Shipyard for an unnamed operator. The 166'×49'×12' MiNO 6000-class towboat design will be propelled by two conventional propellers in Kort nozzles each driven by a 3,000-hp, Tier 4 GE engine. The pilothouse is divided into two sections, one floating and one fixed. The floating section sits atop vibration isolators which are air bellows or spring type depending on owner preference. The hull form was developed through extensive engineering analysis using computational fluid dynamics (CFD) methods.

30' river rescue boat will operate in Pittsburgh.

he city of Pittsburgh River Rescue Unit awarded a contract to Lake Assault Boats, Superior, Wis., to build a 30' EMS river rescue vessel. The boat’s primary mission is to respond to water emergencies, administer advanced life support (ALS) services, assist firefighting operations, and provide security for the U.S.’s second largest inland port. The boat is scheduled for delivery in fall 2019. It will be powered by two Yamaha 425-hp outboard engines. Slow speed maneuvering is controlled

by Yamaha’s Helm Master joystick steering and digital anchoring system. The vessel features a 74" hydraulically operated bow door, a heated front deck, and dive step cutouts.

Cooke Aquaculture in Atlantic Canada has a number of fish farms located in protected waters around the Maritime Provinces. Supplies and gear have to be transported between the farms and the shore. To meet this demand, Cooke worked with Poseidon Marine Consultants Ltd. to develop a 40'×20' powered barge design.

Three steel-hulled boats with aluminum houses located forward and a flat deck aft are under construction at A.F. Theriault & Son Ltd., Nova Scotia. The vessels’ 4.5' molded depth provides buoyancy for significant loads while maintaining a relatively shallow draft. A Palfinger 18500M crane and two vertical capstans ease cargo

A.F. Theriault & Son

40' powered barge for Canada.

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MiNO Marine

T

New 6,000-hp towboat will be built in Amelia, La.

In June, Island Tug and Barge (ITB), a subsidiary of Tidewater Canada, christened the second of its 79'×41' articulated tugs, the Island Regent, in Burnaby, British Columbia. The Island Regent was designed by Robert Allan Ltd., Vancouver, British Columbia. It will be paired with the double-hulled oil tank barge ITB Reliant as an articulated tug-barge (ATB). The first phase of construction of the Island Regent took place at ITB’s Annacis Island facility along the Fraser River in British Columbia. Construction was completed at Nichols Brothers Boat Builders, Whidbey Island, Wash.

In July, Great Lakes Towing Co., Cleveland, celebrated its 120th anniversary with the christening of its newest tug, the 64'×24'×11' Michigan. The new tug is the third in a series of five Damen 1907 ICE design harbor tugs that Great Lakes Shipyard is building for sister company Great Lakes Towing. The tug is powered by two 1,000-hp MTU 8V4000 Tier 3 diesel engines and generates over 30 tons of bollard pull. www.workboat.com • SEPTEMBER 2019 • WorkBoat

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Rich Uncle Military contracts help keep the doors open at many U.S. shipyards.

By Ken Hocke, Senior Editor

36

S

hipyards that sign military contracts to build for the Navy, Coast Guard and even the Army and Air Force often have a financial leg up over those that don’t. Many such contracts run into the millions of dollars, some into the billions.

The government doesn’t just give these contracts away, however. Shipyards, building in steel or aluminum, have to learn how to deal with military construction guidelines and specifications laid out by the government.

“If you can’t perform on a military contract by delivering a product that meets the requirements and technical specifications, in the timeframe in which it was promised and at the price that you agreed to do the work for, you won’t last long in the defense business,” said Josh Pruzek, vice president, marine sales and business development, Vigor Industrial, Portland, Ore. “Military contractors are assessed and rated in a system called the Contractor Performance Assessment Reporting System (CPARS). We pride ourselves on our performance and always work to manage our customers’ expectations and then exceed them.”

And, Pruzek added, military contracts may also require systems reviews, production readiness reviews, quarterly program management reviews

Silver Ships’ Riverine patrol boat is used for foreign and joint force operations on river, coastal and open ocean patrol and interdiction duties.

and test readiness reviews — “at a minimum.”

Military building standards, along with the bidding process, can be quite different from commercial contracts.

“The U.S. government is the most technically sophisticated customer we design and build for.

Therefore, they have the highest standards for quality in the industry,” said VT Halter Marine president and CEO Ron Baczkowski. “These quality standards affect every aspect of the design and build process. U.S. government inspectors verify the quality of every technical deliverable and every component utilized in construction. They inspect every cut, fit, weld, lift, move, abrasive blast, paint application, equipment installation, equipment or system start-up and commissioning before a vessel is ever allowed to go to sea.”

Halter has built vessels for the Navy since World War II and is currently building two 269'×69' APL67-class berthing barges for the Navy, and two 273'×60' logistics support vessels for the Army.

In April, the Navy awarded Halter a $746 million contract for the design and construction of the 460'×88' Coast Guard polar security cutter. The www.workboat.com • SEPTEMBER 2019 • WorkBoat

Silver Ships Inc.

“To fulfill their needs,” Baczkowski continued, “every technical data deliverable (every drawing, manual, label plate and spare part) must be in absolute perfect agreement with all other vessel sustainment documents to enable a constantly changing team of vessel operators to maintain the vessel with the highest percentages of availability possible.”

Both commercial and military contracts are publicly advertised so that any boatbuilder can bid on them.

U.S. military contracts are typically more detailed and the bid package and deliverables are much more extensive, according to Shawn Lobree, federal contracts manager, Silver Ships Inc., Theodore, Ala. “Military contracts require a greater

PSC program is a multiple year initiative to acquire up to three multimission PSCs to recapitalize the Coast Guard’s fleet of heavy icebreakers. The contract, if all options are exercised, would total $1.9 billion The first PSC is scheduled for delivery in 2024, the second in 2025, and the final cutter in early 2027.

“Once a vessel is put to sea, the U.S. government verifies that every performance criterion is demonstrated to be in full compliance with the contract documents,” said Baczkowski. “They procure the most comprehensive vessel sustainment package (manuals, spare parts, special tools, consumables, and etc.) of any vessel operator in the world.

Austal USA photos

Above, an Austal-built LCS. On June 29 (right), the USS Oakland (LCS 24) was christened at Austal USA.

level of technical analysis such as more extensive and detailed drawings and other technical reports, compared to commercial contracts,” he said. “Most commercial contracts are for a single

www.workboat.com • SEPTEMBER 2019 • WorkBoat

vessel to be built and delivered in a short period of time (less than one year), while the majority of military aluminum workboat contracts are for multiple vessels to be delivered over a two- to five-year period.”

LARGE BOATS The most sought after contracts for shipyards involve the construction of multiple vessels. Some of these agreements are called IDIQ (Indefinite Delivery/Indefinite Quantity) contracts.

Vigor is currently working on three such agreements — the 60' combatant craft medium and the 80' combatant craft heavy for the Navy, and the 117' maneuver support vessel light for the Army.

“IDIQ contracts are important because it can take years to get a contract vehicle in place that the government can utilize to buy products or services. IDIQ contracts provide a long-term contracting vehicle for the government to contract for work,” said Pruzek. “But an IDIQ contract is not a guarantee of work by any means. We’ve had significant IDIQ contracts that never get funded to anywhere near their contract ceiling value. What helps ensure repeat orders against an IDIQ contract is contractor performance.”

In 2018, Gulf Island Shipyards was awarded a $63.5 million contract from the Navy for the design and construction of a 263'×59' steel hulled towing, salvage and rescue ship (T-ATS). The contract includes options for seven additional vessels which could bring its value to $522.7 million.

Designated T-ATS(X) by the Naval Sea Systems Command (NAVSEA), the new class of vessels will be based on existing commercial towing offshore vessel designs and will replace the current T-ATF-class and T-ARS 50-class ships currently in service.

Hiring a commercial tug service to tow a military ship disabled in a war zone can be a big ask. One of these tugs’ duties is to perform that function.

“These boats have to be built to a parent craft design, meaning a boat that has been built before, something proven and 37

Coast Guard photo by Seaman Erik Villa Rodriguez

in service,” Cliff Long, Gulf Island’s general manager, told WorkBoat earlier this year. “It’s very similar to the setup of an anchor handler, so we’re very familiar with that type of construction.”

Other military vessels currently under construction or recently delivered include: • Swiftships: Four 134'×30' landing craft for the Navy.

• Fincantieri Marinette Marine: 16 (awarded so far) 387.6'×57.7' littoral combat ships (LCSes) for the Navy, multiple response boat-medium for the Coast Guard, design contract for Navy guided missile frigate.

• Austal USA: 19 (awarded so far) aluminum, trimaran 421'6"×103.7' Navy LCSes, 14 338' expeditionary fast transport (EPF) vessel.

• Bollinger Shipyards: 35 (so far) 154'×25' fast response cutters (FRCs) for the Coast Guard.

• Eastern Shipbuilding Group: 360'×64' offshore patrol cutter, first is

The crew of the Coast Guard cutter Joseph Doyle (WPC-1133) during the ship’s commissioning ceremony held at Coast Guard Sector San Juan on June 8, 2019.

The Doyle is the 33rd fast response cutter to be commissioned in the Coast Guard.

scheduled for delivery in 2021. As many as 25 may be built.

SMALLER BOATS Small shipyards don’t have the physical layout and number of employees that the bigger yards have. For example, a shipyard that has between 25 and 200 workers is a far cry from Austal USA’s 4,000 employees. But the U.S. government needs small boats for its fleet and small boatyards to build them. Small boats are also needed for the Foreign Military Sales program.

MetalCraft Marine has built for the Department of Homeland Security and is a member of the Department of Defense’s supply chain.

“MetalCraft started building for DOD in 1999. Originally, before MetalCraft had its U.S. manufacturing facility (2007), we were the only Canadian company building small patrol boats for DOD,” said Bob Clark, the company’s contracts manager. “MetalCraft had developed new technology that made the boats easily convertible for rapid C-130 loading for overseas deployment. These

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MetalCraft

boats played a major role in the Iraqi war and were also deployed to many Middle Eastern hot zones.”

Clark said military contracts require a higher level of specification and standards that are well above commercial standards.

“Often military specifications push the envelope of what is an existing known design and pushes industry to go beyond known design. This is done to provide the U.S. warfighter with the best tools and equipment there is,” he said.

Meeting DOD requirements requires a lot more paper, tracking and highlevel manual packages to better support the product in the field.

MetalCraft is currently working on several IDIQ contracts. “Based on the high demands required as a DOD supplier, a company must closely monitor IDIQ contracts as they require additional resources,” Clark said.

Silver Ships’ Ambar Series RIBs are versatile in functionality and are the most common boats in use for military missions, the boatyard said. The series includes High Speed Maneuverable Surface Targets (HSMST) for Navy fleet ships and tactical aircraft live-fire ordnance training in the Atlantic and Pacific oceans.

The Navy required that the HSMST be a highly durable and reliable RIB to be used to support seaborne training for Navy surface force live-fire gunnery training, said Lobree of Silver Ships.

In April, the boatyard was awarded an $11 million contract for the construction and delivery of up to 160 HSMSTs with options that, if exercised, would bring the total value of the contract to nearly $19.7 million.

Since the early 1990s, the boatyard has delivered over 500 of the eightmeter HSMSTs to the Navy for use in their Seaborne Targets Program.

Several other shipyards build for Uncle Sam, including Safe Boats International, Seattle, and Louisiana’s Metal Shark. In fact, the Navy uses more than 30 shipyards to fill its requests, according to a NAVSEA spokesperson, and more are welcome.

MetalCraft began building for the Defense Department in 1999 and also builds for other countries like Bangladesh.

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N

avigating through the labyrinth of integrated logistics support associated with military contracts is easier for someone with decades of experience in the Coast Guard or Navy, especially those who reached the upper ranks. This fact is not lost on shipyards who want to build for that sector.

Last year, Wisconsin-based Fincantieri Marinette Marine was awarded a $15 million contract from the Navy to evolve Fincantieri’s multipurpose frigate design into the next-generation FFG(X) guided missile frigate. (Marinette is the builder of the Freedom-variant littoral combat ship (LCS) for the Navy.)

Fincantieri wants to build that frigate. But one of the main challenges for all FFG(X) competitors is adapting the parent design to the extensive set of U.S. specifications, which include over 2,000 pages of Navy system specs. Company officials say Fincantieri is up to the challenge and that its frigate design lends itself to multiple configurations, To help meet that challenge, former chief of Naval Operations Adm. Gary Roughead was elected chairman of the board of directors of Marinette Marine in July.

Dario Deste, Fincantieri Marine Group’s CEO, said in a statement

Fincantieri Marine Group

SHIPYARDS BRING RETIRED MILITARY INTO THE FOLD

Fincantieri wants to build the Navy’s next guided missile frigate.

that Roughead’s naval and defense expertise is “unquestioned and few can bring his depth of leadership and management skills to an organization.”

In addition to Roughead, the shipyard recently named retired Navy three-star Vice Adm. Richard W. Hunt president of the shipyard.

In July, The Carlyle Group and private equity firm Stellex Capital Management agreed to acquire and merge shipbuilder Vigor Industrial LLC, Portland, Ore., and MHI Holdings LLC, a ship repair and maintenance company based in Norfolk, Va. The Navy is one of MHI’s biggest customers. Adm. James Stavridis, a retired four-star Navy officer and a current operating executive at The Carlyle Group, will join the board of directors.

In December, Gen. (Ret.) John Coburn stepped down from his position as CEO at VT Systems, parent company of VT Halter Marine, Pascagoula, Miss. Coburn was then named VT Systems’ non-executive chairman. — K. Hocke

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www.workboat.com • SEPTEMBER 2019 • WorkBoat

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TRAINING

ADVERTISERS INDEX Advanced Mechanical Enterprises . . . . . . . . . . 12 Lubriplate Lubricants . . . . . . . . . . . . . . . . . . . . 17 AdvanTec Marine . . . . . . . . . . . . . . . . . . . . . . . 38 Maine Maritime Academy . . . . . . . . . . . . . . . . . 21 Ahead Sanitation Systems Inc . . . . . . . . . . . . . 20 Marine Jet Power AB . . . . . . . . . . . . . . . . . . . . 28 Aventics Corporation . . . . . . . . . . . . . . . . . . . . . 9 Maritime Professional Training . . . . . . . . . . . . . 21 BAE Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Massachusetts Maritime Academy . . . . . . . . . . 21 Bloom Incorporated . . . . . . . . . . . . . . . . . . . . . 38 Motor-Services Hugo Stamp Inc . . . . . . . . . . . . 33 C & C Marine and Repair LLC . . . . . . . . . . . . . 24 MTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Capital Bedding Co . . . . . . . . . . . . . . . . . . . . . . 32 OBOCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Chesapeake Marine Training Institute Incorp . . 21 Pacific Marine Expo . . . . . . . . . . . . . . . . . . . . . . 4 David Clark Company Inc . . . . . . . . . . . . . . . . . . 5 Philadelphia Gear, A Timken Brand . . . . . . . . . 15 Duramax Marine LLC . . . . . . . . . . . . . . . . . . CV3 RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . 32 Eastern Shipbuilding Group . . . . . . . . . . . . . . . 13 R M Young Company . . . . . . . . . . . . . . . . . . . . 20 Force Control Industries Inc . . . . . . . . . . . . . . . . 4 R W Fernstrum & Company . . . . . . . . . . . . . . . . 6 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Sea Machines Robotics Inc . . . . . . . . . . . . . . . . 29 Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Tandemloc, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . 24 International WorkBoat Show . . . . . . . . . . . . . . 40 Twin Disc Incorporated . . . . . . . . . . . . . . . . . CV2 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . CV4 Vigor Industrial . . . . . . . . . . . . . . . . . . . . . . . . . 39 Konrad Marine . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Lake Assault Boats . . . . . . . . . . . . . . . . . . . . . . 19

Classified and Employment Advertising Contact: Wendy Jalbert | wjalbert@divcom .com | (207) 842-5469 www.workboat.com • SEPTEMBER 2019 • WorkBoat

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LOOKS BACK SEPTEMBER 1949

• The Myers subcommittee of the Senate Interstate and Foreign Commerce Committee concluded hearings recently on the bill to increase the capital stock of the Inland Waterways Corp. from $15 million to $31 million. Indications are that little else will be done on the bill during this session. Committee spokesmen say that the bill, which is sponsored by a

dozen or so Mississippi and Missouri rivers and Gulf Coast states senators, may be held up pending completion of the much larger investigation of the overall transportation setup — water, rail, motor carrier and air.

• The U.S. Navy is continuing to conduct extensive comparison tests between fixed pitch and controllable pitch propellers in Chesapeake Bay this year.

The Navy has not SEPTEMBER 1959 disclosed

the final results, but has made some preliminary data available.

Control of propeller pitch setting from the pilothouse enables the persons operating the vessel to get optimum performance from their engines.

and be accepted for listing on the New • Lake Erie is expected to get heavy York Stock Exchange last month interest from oil and gas producers when 1.53 million shares of its comduring the next 12 months, according mon stock were posted for trading, to reports from Canada. Crown lands listed under the symbol ABR. under Lake Erie have been leased by a number of large petroleum companies, though interest is apparently in natural gas instead of oil.

• American Commercial Barge Line Co., Jeffersonville, Ind., became the first barge line SEPTEMBER 1969 to apply • Humble Oil Co. has awarded a contract to Barbour Boat Works, New Bern, N.C., to build a 155' petroleum tanker. The tanker will be designed by James S. Krogen & Co. The tanker will utilize large stern drives. Power will be provided by two Caterpillar 343 diesel engines rated at 365 hp each, with propulsion and steering coming from a pair of Schottel navigator stern48

drive units.

• American Commercial Lines Inc., a wholly owned subsidiary of Texas Gas Transmission Corp., has acquired control of Coyle Lines Inc. for approximately $750,000. Coyle, which operates on the Gulf Intracoastal Waterway and adjacent waterways, will become part of the inland waterways service division of Texas Gas. www.workboat.com • SEPTEMBER 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®

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Demountable Keel Cooler

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p: 440.834.5400 f: 800.497.9283