On the Ways

On TheWays CONSTRUCTION ACTIVITY AT WORKBOAT YARDS ON THE WAYS

Conrad Shipyard to build

Great Lakes dredge vessels

The Multi Cat is designed to perform a wide range of tasks including handling submerged and fl oating pipelines as well as anchor handling and logistics supply.

Conrad Shipyard, Morgan City, La., held a steel cutting ceremony in July for two new Damen Multi Cat vessels for Great Lakes Dredge & Dock Co. LLC (GLDD).

Conrad recently signed a technical cooperation licensing agreement with the Netherlands-based Damen Shipyards Group to build the new 99'×41'×12' boats to Damen’s Multi Cat 3013 design.

The two vessels, which will have drafts of just over 8', will be the rst Damen Multi Cats to be built in the U.S., fully compliant with Coast Guard and Corps of Engineers stability criteria.

“This is a milestone moment for the US shipping industry and our company,” said Lasse Patterson, GLDD’s CEO. “The Multi Cats will give us the ability to dredge with enhanced operating ef ciencies needed to maintain our shorelines and waterways.”

With its large winches and deck cranes, the Multi Cat can perform a wide range of tasks including handling submerged and oating pipelines as well as anchor handling and logistics supply. Large tank capacities onboard will ensure that the Multi Cats can also supply dredgers with the required replenishments.

The Multi Cat has optimum deck space in relation to its deck equipment. This means maximum ef cient operation with minimal crew, Damen said. The wheelhouse has also 360˚ visibility which ensures the highest standards of safety on the deck.

Damen Technical Cooperation (DTC) licensing agreements were established in 1977 to enable local yards to build Damen designs. “These DTC licensing agreements are a means by which U.S.-based operators are able to access Damen’s proven vessel portfolio in a manner fully compliant with the Jones Act,” said Damen sales manager Daan Dijxhoorn. “License holders construct the vessel themselves in the country, drawing upon Damen’s experience in the engineering and production of the platform and on Damen’s support throughout the building process.”

“Right now, GLDD is a very big part of Conrad and this is a very unique vessel,” Dan Conrad, the shipyard’s senior vice president said at the ceremony. GLDD had 12 hulls under construction at the shipyard in July.

For these vessels, what’s on deck is the meat of the operation. The cats will feature two HS Marine AKC 410 HE 2 deck cranes — one on the bow and one aft of the pilothouse; Ridderinkhof hydraulically driven anchor winch; Kraaijeveld KA-30/2-H-TR anchor handling winch; Kraaijeveld KA-20/2-H-TR towing winch; and twin Brevini 8-ton tugger winches. There will also be two Mampaey 20-ton towing hooks aboard.

Capacities will include 182 m3 of fuel oil, 80 m3 of fresh water, 4.5 m3 of hydraulic oil, and 2.8 m3 of lube oil.

David Johanson, GLDD’s senior vice president, project and area operations, Gulf of Mexico, said that the Multi Cat eliminates the need for assorted oating support equipment such as derrick barges, towboats and anchor barges. It also

signi cantly increases operational safety — enabling hose and pipe maintenance work to take place securely on deck, reducing the risk of man-overboards compared to standard industry methods utilizing oating pontoons. “This will improve our operating ef ciency,” he said.

Main propulsion will come from three Caterpillar 3412D TTA diesel engines, producing a total of 2,500 hp at 1,800 rpm. The mains will connect to Promarin fixed-pitch wheels in Optima nozzles through Reintjes WAF 464 marine gears with 5.591:1 ratios. The propulsion package will give the new Multi Cats a speed of 9.6 knots and a bollard pull of 35 metric tons. For added maneuverability, the new multipurpose dredge support vessels will feature a 360° hydraulically driven, 310-hp bowthruster.

Ship’s service power will come from two Caterpillar C 04.4 gensets, sparking 107.5 KVA (one KVA is equal to 1,000 volt amps) each. Hydraulic power will come from a Cat 3412D TTA engine, producing 632 kW of electrical power.

The electronics suite will feature a Furuno FAR 2117 radar system, Furuno FE-700 echosounder, Furuno DS-80 speedlog, Furuno GP-150 D GPS, Furuno NX-700 Navtex, Furuno FA-150 AIS, two Pesch search lights, Cassens & Plat Reflecta 1 compass, Tokimec ES-160 gyro compass, Transas Navigator Pro chart system, Sea Pilot 75 autopilot, two Sailor RT5022 VHFs, twin TR-20 handheld VHFs, Thrane & Trane system 500 SSB, and two Sailor H-2095 C Inmarsat-Cs. — Ken Hocke

Rodriguez delivers two lugger tugs to Weeks Marine

Weeks Marine, Cranford, N.J., has taken delivery of two 1,500hp 62'6"×25' modi ed lugger tugs from Rodriguez Shipbuilding, Coden, Ala.

The rst tug, the Jack K, was delivered in late March of this year. The second is a sister tug to the Jack K, the William O, which was expected to be delivered by the end of July or early August. Rodriquez is also building a third tug for Weeks. The James K, a 78' triple screw, is expected to be delivered in late October.

“Weeks decided to invest in what we have termed a modi ed lugger tug. The intention was to develop a small versatile vessel that could support dredging operations, transport a signi cant amount of fuel/water, and perform towing operations to mobilize job sites,” said Weeks’ senior port engineer and project manager Shaun O’Brien. “With regard to some of the robust characteristics, we have a half-inch hull, half-inch side shell, and three-eighths-of-an-inch deck.”

Main propulsion for the 95-GT Jack K and William O comes from twin Cummins QSK 19-MRCS diesel engines, producing 750 hp each. The mains connect to 66"×54" Kahlenberg 4-bladed propellers through Twin Disc MGX-5222 DC marine gears with 6.0:1 ratios.

The tugs, which have a 45' vertical clearance and an 8' maximum draft, feature Nabrico DF-156-40-15BE facing winches with 1"×84' wire and a 40-ton holding capacity and a single drum winch from Coastal Equipment with 900'×1" wire and a 500'×1" whip. The winch has 50,000 lbs. of pulling capacity and 150,000 lbs. of brake hold. There’s also a Cummins QSB7-DM powered tow motor.

Ship’s service power comes from two Cummins QSB7-DM gensets, sparking 65 kW of electricity each.

The James K and William O have heavy fendering to protect the hull when moving anchors and making pipe connections.

“Our stainless four-bladed Kahlenberg wheels are pitched more towards torque rather than speed. All deck connections and lls are stainless as are the handrails and stern cap rail,” said O’Brien. “All of the interior water piping is welded/ anged stainless. We installed a direct to bulwark tire system that eliminates the need for tire hanging chains. This ends up with a much quieter ride for the crew and prevents a signi cant amount of chain and tire wear. We have designed a backup battery system powered by lithium-ion batteries which maintains the electronics, interior communication, and lighting.”

Tankage for the tugs include 16,000 gals. of fuel; 12,000 gals. of water; and 350 gals. each of lube oil and hydraulic oil. Winch capacities include 12,000 gals. fuel; 6,000 gals. water; and 350 gals. lube oil.

The new tugs are built to Subchapter M ocean standards to support dredging and construction projects along the

Weeks Marine

Modifi ed lugger tugs built in Alabama.

Gulf and Atlantic coasts. The tugs have 360° visibility from the wheelhouse with four steering stations — port and starboard wings, center of the dash, and at the stern of the wheelhouse where the captain has a complete electronics suite to operate the anchors and tow winch in all weather conditions.

The tugs are capable of handling anchors via their anchor chute which has been divided to allow one side to handle towing duties and the other to handle anchor duties. The tugs are set up with two electric push winches to handle barges with crew safety in mind.

“The tugs handle well. They have a balanced feel with great rudder power, which allows the tug to utilize all of the vessel thrust to work in the tight con nes of dredging and construction sites,” said Weeks’ towing manager Capt. Ben Peterson. “Crew well-being was taken into consideration and the vessels were built with crew endurance as a priority.”

Fire suppression systems include three 100-lb. xed CO2 bottles installed by Hiller.

All bunks are tted with a pillow top twin XL mattress. Each bunk has a TV and the state rooms share a cable box. All four rooms and galley can independently watch different channels.

All interior cabinetry is custom made with hardwood panels and stainless steel Perko hardware. There are granite countertops in the galley and heads.

The tugs have a 3/4" thick DexO-Tex floor system with rubberized overlay. “This ooring is robust, reduces engine room noise, and provides a comfortable walking surface,” said

O’Brien. — K. Hocke

Aluma Marine delivers new utility boat to New York

She’s the Annie Moore, and you couldn’t have a better name for this 74'×24'×6'6" passenger and utility vessel. That’s because the U.S. National Park Service vessel transports foreign dignitaries from Battery Park, N.Y., to Ellis Island, home of the Statue of Liberty, and Annie Moore, a 15-year-old Irish girl, was the rst immigrant to sign the Ellis Island register on Jan. 1, 1892. After her about 12 million immigrants arrived on the island in search of a better life.

TAI Engineers, New Orleans, designed the Annie Moore for the NPS and managed the project. Aluma Marine, Harvey, La., built the all-steel vessel that was delivered in early July, said TAI Engineers president Anil Raj.

The Annie Moore has seating for 40 passengers but can carry 49 passengers on the main deck. There is also a galley. Passengers load and unload over a bow ramp which is wheelchair accessible. A crew of three to four operates the vessel.

When the Annie Moore isn’t carrying passengers, it can haul cargo on pallets to the island. They are loaded and unloaded with a bow-mounted knuckleboom Pal nger crane. In an emergency, the crane “can also be used to pick

BOATBUILDING BITTS

Crowley Maritime Corp., Jacksonville, Fla., said it will lead the next generation of industry sustainability by building and operating eWolf, the rst all-electric powered harbor tugboat that can complete a job without expending a drop of fuel. The 82'×40'×17'9" tug, with 70 tons of bollard pull, advances Crowley and the maritime industry’s efforts toward sustainability and decarbonization, Crowley said. Over the rst 10 years of its use, operation of the new eTug will reduce emissions by 178 tons of nitrogen oxide (NOx), 2.5 tons of diesel particulate matter, and 3,100 metric tons of carbon dioxide (CO2) when compared to a conventional tug, Crowley of cials said. The eTug will be built by Master Boat Builders, Coden, Ala., with the design and on-site construction management by Crowley Engineering Services and its Jensen Maritime naval architecture and marine engineering group.

Nichols Brothers Boat

Builders (Ice

Flow LLC) has delivered the Rachael Allen — the nal 100'×40' ASD-90 tractor tug in a four-vessel series — 82' all-electric tug. to Foss Maritime, a division of Saltchuk. NBBB completed and delivered the four 6,800-hp tugs, which includes the Jamie Ann, Sarah Avrick and Leisa Florence, between April 2020 and June 2021. Two tugs will be stationed in Los Angeles/Long Beach, while the other two will operate in San Francisco Bay providing escort and assist services to large tankers and containerships. The ASD-90 class tugs are a Jensen Maritime Consultants design. The Z-drive tractor tugs are built to Coast Guard Subchapter M regulatory standards, with ABS loadline certification, and UWILD notation.

Nichols Brothers Boat Builders

100', 6,800-hp ASD-90 tractor tug.

TAI Engineers LLC

74' utility vessel is named after the fi rst immigrant to sign Ellis Island register.

people out of the water,” said Raj.

The trip from Battery Park to Ellis Island takes less than 30 minutes with, said Raj, “a normal running speed of 11 knots.”

The Annie Moore is powered by twin 785-hp Caterpillar C18 diesels matched up to ZF 3356 marine gears with a 4:1 ratio that turn 53" props. Ship's service power comes from a pair of 65-kW Kohler generators.

The Annie Moore will operate year round, so the vessel’s bow and ice belt are designed to ABS ice class CO rules. The reduction gears, propulsion shafting, rudders and propellers are ice

strengthened. — Michael Crowley

Gladding-Hearn to build fourth launch for Galvestom-Texas pilots

also allows the sleeping accommodation to be moved aft “to a more comfortable position on the boat,” said Duclos.

Crew quarters include a stateroom with two berths, a head and hanging locker, and a small galley with a table and settees. Heat and air conditioning for the boat will come from two 8,000BTU units in the forecastle and four 16,000-BTU units in the wheelhouse. A pair of Phasor 2-kW generators will supply electricity.

The wheelhouse is getting a centerline helm station, heated forward, side and roof windows, six Norsap shockmitigating seats and a settee with a table.

Duclos added that “another neat feature is the Seakeeper 30HD gyro system.” It’s the fi rst Gladding-Hearn built boat with this stabilization system that creates torque to counteract the force of waves. It should reduce the boat’s rolling motion by as much as 80%.

Coupled with the Seakeeper, which works at all speeds but particularly at low speeds, will be Humphree interceptors with Active Ride Control, Coordinated Turn Control and Automatic Trim Optimization on the transom, said Duclos.

The Humphree system only works at higher speeds but the combination of the two should produce “a stable ride at all speeds” for the pilots as they head out of Galveston and into the Gulf of Mexico to meet an incoming ship. —

M. Crowley

Gladding-Hearn Shipbuilding has built three pilot launches for the Galveston-Texas City Pilots. The Somerset, Mass., shipyard will begin construction soon on a fourth launch for the Texas pilots group with delivery scheduled for late 2022.

The new pilot boat, with an aluminum Ray Hunt-designed deep-V hull, is expected to be faster and burn less fuel than the previous three boats for the Galveston-Texas City Pilots, two of which were 70' and one 40' in length. All three are powered by waterjets.

The new pilot boat will be similar in appearance, with the wheelhouse mounted just aft of amidships, but a bit larger at 73.2'×23.3'×5.9'. Instead of twin 1,300-hp jets there will be three 800-hp at 2,300 rpm Volvo Penta D13 Tier-3 diesels, matched up with Volvo’s IPS 1050 pod propulsion systems. That power combination is expected to give the new pilot boat a 30-knot top speed, while burning 25% to 30% less fuel, said Peter Duclos, president of Gladding-Hearn.

The key to the speed and improved fuel consumption is Volvo Penta’s drive system, said Duclos. “The IPS pods, forward facing with dual counter-rotating propellers, are very effi cient.”

Another advantage that comes with the IPS system is being able to install the engine hatches on the aft deck. Before, the hatches led through the boat’s interior, and when removing an engine, you had to take the interior apart. Moving the engines farther aft

Gladding-Hearn

73' pilot launch for Texas will work in the Gulf of Mexico.