Fireboats • Outboard Engine Directory • Outboards ®
IN BUSINESS ON THE COASTAL AND INLAND WATERS
OCTOBER 2019
Risky Business Cyberattacks, natural disasters and fewer insurers are affecting marine insurance rates.
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Coast Guard photo by Petty Officer 3rd Class John Schleicher OCTOBER 2019 • VOLUME 76, NO. 10
FEATURES 16 Vessel Report: Special Purpose First-time fireboat buyers are fueling the market.
30 Cover Story: Loss Control When it comes to insurance coverage, the big emphasis is still on safety.
BOATS & GEAR
16
24 On the Ways • Eastern Shipbuilding delivers another 6,800-hp tug to McAllister • 360-passenger whale watch boat for Massachusetts from Gulf Craft • New 55' pilot boat for the Virginia pilots from Gladding-Hearn • Birdon America awarded $190 million Coast Guard motor lifeboat life extension contract • Yank Marine puts its two New Jersey yards up for sale • Lake Assault delivers custombuilt RIB to Wisconsin • Third of three 78' low wake, high-speed ferries delivered to Kitsap Transit from All American Marine • Gulf Island to build new 293'x66', 495-passenger, 70-vehicle ferry for Texas
36 On Board Outboard use is slowly expanding in the U.S. commercial market.
39 2019 Outboard Power Guide WorkBoat’s annual directory of outboard engines.
36
AT A GLANCE 8 8 9 10 11 12 13
On the Water: Protection and safety — Part IV. Captain’s Table: My family riverboat business. Energy Level: Stock delisting for Hornbeck Offshore? WB Stock Index: WorkBoat stocks dip in August. Inland Insider: Mississippi flood fight finally ends. Insurance Watch: Adding to your insurance coverage. Legal Talk: An offshore plugging and abandonment dispute.
NEWS LOG 14 14 14 14
EPA seeks extension for operators to meet Tier 4 emission standards. New Orleans ferries still lack inspection certificates. Hornbeck receives listing notice from NYSE. Vineyard Wind’s environmental review extended by BOEM.
www.workboat.com • OCTOBER 2019 • WorkBoat
DEPARTMENTS 2 6 45 51 52
Editor’s Watch Mail Bag Port of Call Advertisers Index WB Looks Back
1
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s we were wrapping up this issue in late August, Senior Editor Ken Hocke commented that he felt all the feature stories were very strong, and offered many new insights. Maybe, I thought. In my 20-plus years as editor, WorkBoat has published some excellent, insightful stories, and some that were more on the good or average side. But reading through this issue’s stories again (for the third or fourth time), Ken may be correct. In our cover story that begins on page 30, Dale DuPont tackles a big subject — insurance. In speaking to over a half-dozen sources, this emerged: to keep insurance costs down you must have a good loss record. And to do this, a tremendous emphasis must be placed on safety. Increased safety will reduce losses. In Betsy Frawley Haggerty’s feature story on the fireboat market (see page 16), she reports that this sector has been surging over the last year. Why? Builders told Betsy that many small communities, helped by federal grants and increased funding, are ordering purpose-built fireboats for the first time. Another boost has come from repeat customers seeking larger fireboats, which has spurred design innovations at several builders. This issue features our second annual Outboard Directory (see page 39), which contains commercial outboard engine models from a dozen manufacturers. The commercial outboard market is growing, albeit slowly compared to overseas. More patrol boats, support vessels and other boats that used to rely on small and mid-sized inboard diesels are moving to outboard power.
David Krapf, Editor in Chief
As Michael Crowley reports in his outboards feature (see page 36), towboats and marine patrol boats have been strong commercial outboard markets in the U.S. and are expanding, along with the construction and government sectors. Jeff Becker of Mercury Marine told Mike that with the introduction of higher horsepower outboards, a workboat market that previously had been dominated by high-speed diesel engines will open up. Boat operators will also “see the benefits outboards can provide in terms of maintenance and repowers.” We think so, too, and will continue to follow the outboard market closely.
dkrapf@divcom.com
WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 18 by Diversified Business Communications. Printed in U.S.A.
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Coast Guard, BSEE strengthen ties
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he Coast Guard Eighth District Outer Continental Shelf OCMI (D8 OCS OCMI) staff continues to strengthen our joint regulatory oversight and compliance schemes with the Bureau of Safety and Environmental Enforcement (BSEE) to ensure a consistent approach to the OCS oil and gas industry. The
Eighth District, as well as Sector New Orleans, has been doing the same for oil spill preparedness and response. Life extensions: In response to one of the recommendations in the National Offshore Safety Advisory Committee (NOSAC) Production Subcommittee Final Report dated March 28, 2018, we finalized discussions between Coast Guard Marine Safety Center, D8 OCS OCMI staff, OCS National Center of
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Expertise (NCOE) staff and BSEE to clarify, streamline and eliminate redundancies between our two agencies related to evaluating service life extension requests. These requests are used to determine if an oil and gas floating OCS facility is suitable to remain on site and operate beyond its initial permitted design life. As a result of those discussions, industry no longer needs to submit service life extension requests to the Coast Guard. BSEE will be the primary recipient for these requests and the Coast Guard will assist BSEE’s review on a case-by-case basis. Structures: In the coming months we will have a follow-on joint discussion related to structural modifications, repair proposals, and in-service inspection plans and could potentially revise industry submissions on these topics as well. Investigations: In the last few months, both agencies have been working together on three marine casualty incidents that resulted in the loss of four personnel. One investigation is being led by the Coast Guard and the other two by BSEE. Finally, this spring, OCS inspectors, OCS NCOE and BSEE Office of Structural and Technical Support personnel traveled offshore to inspect a tension leg platform’s tendon tension monitoring system (TTMS). This case was noteworthy as it was the first time Coast Guard and BSEE structural staff responded jointly offshore to a reported TTMS concern. The case also highlighted the joint jurisdiction the Coast Guard and BSEE share related to the stability of these facilities and our ability to leverage each organization’s authorities to jointly gain compliance. These are just a few tactical examples to highlight the continued growth of the interagency relationship between the Coast Guard and BSEE’s regional and district staffs to provide regulatory oversight and support for offshore safety while facilitating commerce. Capt. Russell Holmes U.S. Coast Guard Eighth District Outer Continental Shelf Officer in Charge, Marine Inspections New Orleans
www.workboat.com • OCTOBER 2019 • WorkBoat
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Your objective is simple…Deliver your vessel and its contents safely and on time. While it might sound simple, we know it’s not easy! Whether you’re navigating the open ocean, busy harbors, or through congested inland waterways, being aware of your surroundings is paramount. Your number one line of defense is a Radar you can rely on, from a company you can depend on. Furuno’s award winning Radar technology is built to perform and withstand the harshest environments, keeping you, your crew and your precious cargo safe. With unique application features like ACE (Automatic Clutter Elimination), Target Analyzer, and Fast Target Tracking, Furuno Radars will help make that simple objective easier to achieve.
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On the Water
Protection and safety – Part IV
D
By Joel Milton
Joel Milton works on towing vessels. He can be reached at joelmilton@ yahoo.com.
one correctly, a Towing Safety Management System (TSMS) is detailed enough to provide clear and unambiguous guidance. It will also answer FAQs, while being sensibly structured and organized so that you can find the information you’re looking for without wasting a lot of time. If it is in digital form, it should be thoroughly searchable. While it may specify certain things in certain circumstances (required personal protective equipment (PPE) for particular jobs, use of a safety harness when going aloft, etc.), it can only go so far before getting hopelessly bogged down in minute details. Remember, it’s a Safety Management System, not a technical manual. A good TSMS will list and refer to the relevant technical manuals and other reference materials, and sometimes quote some limited information from these sources when it makes sense. This would be an example of the advantage of having a thoughtfully planned out and user-friendly FAQ section.
Captain’s Table
A family riverboat business
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
have been fortunate to have spent most of my career running a small family business. The nature of this type of business generally means less structure, more hands on, tight margins, and working with several generations of family members. This setup presents a host of unique challenges. I have been at BB Riverboats for many years but have also worked outside the family business. Early in my career, I worked as a deckhand for the Delta Queen Steamboat Company. I also spent a summer as a busboy in the Catskill Mountains in Upstate New York. Both experiences helped shape my future. I learned all about long hours, low pay, and customer service. At 21, my father was an artillerist in the U.S. Army during World War II. He came home from the war brimming with confidence and brought with him an entrepreneurial spirit. He started several small businesses, including a passenger vessel company which today is BB Riverboats. These small businesses fully occupied our family, highlighted by long hours and seemingly neverending shifts. Everyone pitched in wherever they
But at some point, you get down to the non-skid on the weather decks or the deck plates of the engine room, where the actual physical efforts of the crew are carried out to affect the various evolutions. It is here where it can be discovered — if an individual has an open mind — that often the smallest details really do matter. They matter from an immediate safety standpoint for the individuals doing the job as well as economically over the long term, for both the company and its employees. It also should matter to the customers as well. Sometimes these details will surface as a so-called “best practice.” Best practice is a term I don’t like to use because it implies that there’s no room for improvement and that you’re trying to do something at an unrealistically high level of performance. The reality is that many best practices are simply what we should and easily could be doing anyway, without a tremendous amount of effort. I regard best practices simply as standard practices, and I don’t consider it unreasonable to adhere to them. As such, many of them are stipulated in detail in my standing orders for the crew. Yes, real standing orders on a tug. Imagine that.
were needed. Eventually, I earned my captain’s license and added operating passenger vessels to an already long list of responsibilities. My children, Terri and Ben, grew up around the business and now work full time at BB Riverboats. They work the same long hours and roll up their sleeves just as we did in the early days. They are stepping up to lead our small company into the future, and their children — my grandkids — are also in line to enter the business. There are many good things about working in a family business and there are also some unique challenges. A family business is in many ways more challenging because family issues are always there, on or off the clock. On the other hand, I was able to work alongside my father for 25 years. His tough management style, influenced by his military training, included a mix of fatherly advice and love. I understand now that my father was preparing me to take over the company one day, just as I am doing now with Terri and Ben. Whatever challenges we face in our daily operations, I would not trade it for any corner office in the corporate world. I am proud to say that our little company is well positioned to continue moving forward in the Bernstein family way. www.workboat.com • OCTOBER 2019 • WorkBoat
WORKBOAT GOM INDICATORS
Energy Level
.
JUNE '19 WTI Crude Oil 57.35 Baker Hughes Rig Count 26 IHS OSV Utilization 27.8% U.S. Oil Production (millions bpd) 12.1
JULY '19 55.87 25 30.6% 12.2*
Sources: Baker-Hughes; IHS Markit; U.S. EIA
*Estimated
Delisting for Hornbeck?
GOM RIGGOM COUNTRig
By David Krapf, Editor in Chief
T
he outlook for energy service companies in the U.S. Gulf continues to be murky. On Aug. 22, Hornbeck Offshore Services Inc. (HOS) was notified by the New York Stock Exchange that it was not in compliance with the NYSE’s continued listing standard. The standard requires that the average closing price of the Covington, La.based offshore service vessel operator’s common stock be at least $1 per share for 30 consecutive trading days. Hornbeck has six months (from Aug. 22) to regain compliance with the NYSE minimum share price requirement. The company said it will explore all available options, including, if necessary, a reverse stock split. On Aug. 29, HOS closed at 67 cents a share. It ended July at 1.04 a share. In his Aug. 1 second quarter earnings call with analysts, Todd Hornbeck, the company’s chairman, president and CEO, did not sound gloomy and instead was generally optimistic. “We have waited five years to see a turnaround. Our preference is to remain patient now and allow conditions to gel further.” For the fourth straight earnings call, Hornbeck and the company “reaffirmed the 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 one can predict, our business should enjoy the fruits of the turnaround,” Hornbeck said. He sees the market tightening, utilization and day rates starting to stabilize, and more rigs heading to the Gulf. He also believes that equipment shortages may finally start to emerge in the region. Let’s hope this happens soon, within the next 90 days, so Hornbeck stock can avoid being delisted. Tidewater also took a generally optimistic stance in its Aug. 13 second quarter earnings call. The OSV operator pointed out that it was the second con-
18-Aug 18-Sep Oct-18 18-Nov Dec-18 Jan-19 19-Feb 19-Mar Apr-19 19-May Jun-19 Jul-19 19-Aug
30 25 20 15 10
8/18
5 0 1
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secutive quarter that worldwide average day rates increased after posting consistent declines since the downturn began in 2014. In its Americas segment, day
7
8
AUG. '19 56.24 26 30.8% 12.5*
AUG. '18 66.50 16 31.8% 11.0
Count
16 18 18 23 24 19 8/19 22 23 21 23 26 9 10 11 12 13 25 26
rates were up 8% in the second quarter. The company said that the global market is strengthening, and does not see any area or region getting worse.
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www.workboat.com • OCTOBER 2019 • WorkBoat
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WorkBoat Composite Index Stocks lose ground in August
T
he WorkBoat Composite Index fell 88 points, or about 4% in August. For the month, losers topped winners by a 13-2 ratio. All indexes lost ground except shipyards. The big percentage losers included Valaris and Hornbeck Offshore. STOCK CHART
Hornbeck was notified by the New York Stock Exchange on Aug. 22 that it was not in compliance with the NYSE’s continued listing standard that its stock be at least $1 per share for 30 consecutive trading days. Hornbeck, which closed at 67 cents a share on Aug. 30, has six months to regain compliance. Source: FinancialContent Inc. www.financialcontent.com
INDEX NET COMPARISONS 7/31/19 8/30/19 CHANGE Operators 335.59 324.04 -11.55 Suppliers 3,274.43 3,054.09 -220.34 Shipyards 3,136.45 3,244.14 107.69 Workboat Composite 2,064.13 1,976.41 -87.72 PHLX Oil Service Index 79.41 62.88 -16.53 Dow Jones Industrials 26,864.27 26,403.28 -460.99 Standard & Poors 500 2,980.38 2,926.46 -53.92 For the complete up-to-date WorkBoat Stock Index, go to: workboat.com/resources/tools/workboat-composite-index/
10
PERCENT CHANGE -3.44% -6.73% 3.43% -4.25% -20.82% -1.72% -1.81%
Shares in offshore driller Valaris lost 44% in August. In the company’s Aug. 1 earnings call, its first since changing its name from EnscoRowan to Valaris on July 31, President and CEO Tom Burke noted that the company had reached the 100-day milestone following the closing of the merger between Ensco and Rowan Companies. He reported that the integration was “moving forward as planned.” Burke said that current market conditions “are fairly positive with commodity prices remaining at levels that should be conducive for new offshore project investments.” However, he added that “despite spot utilization increasing, we still have not seen deepwater contract terms lengthen with a six-month average duration for new contracts and extensions in the first-half of 2019, which is in line with contract length over the prior period. — David Krapf
www.workboat.com • OCTOBER 2019 • WorkBoat
Inland Insider
Mississippi River flood fight ends after 292 days
T
he Corps of Engineers made it official in mid-August: after 292 days, water levels along the Mississippi River dropped below 11' at the Carrollton Gauge in New Orleans, prompting the agency to close out its flood fight efforts. Included in the flood fight was the restriction of certain construction activities within 1,500' of the Mississippi River levees. “Now that the river is below 11' at the Carrollton Gauge, these restrictions are lifted. Permit holders and residents are advised to contact their local levee districts for detailed information regarding their projects,” the Corps said in an Aug. 14 statement. The historic and unprecedented high-water levels began almost 10 months ago and surpassed the 1973 high water event, 225 days, as the longest in the New Orleans District’s history. The high-water levels in New Orleans also marked the first time the Bonnet Carré Spillway was operated in back-to-back years, twice in one year, as well as the longest single opening at 79 days and a combined 123 days open this year.
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The extended use of the spillway caused the formation of algae that closed beaches along the Gulf Coast — including the Fourth of July weekend — and created major problems for the area’s seafood industry. Throughout the high-water challenge, the Corps of Engineers worked closely with federal, state, and local partners to coordinate efforts and By Ken Hocke, conduct inspections of the entire river Senior Editor levee system to ensure it would perform as designed and safely pass the high water levels caused by a number of problems along the inland waterways system upriver. The Corps continues to work with state and local levee boards during post-flood inspections while working to reset and restore the levee system on the Mississippi and Atchafalaya rivers. A tug captain who requested anonymity said the lower water means it takes longer to stop. “Going into a five- or six-knot current, you can almost stop on a dime,” he said. “In the lower water, you have to start thinking about stopping long before you stop.”
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Insurance Watch
Add to your insurance coverage
A By Chris Richmond
Chris Richmond is a licensed mariner and marine insurance agent with Allen Insurance and Financial. He can be reached at 800-439-4311 or crichmond@ allenif.com
nyone who owns or operates a commercial vessel will have hull and protection and indemnity coverage. Of course, you want your investment in the boat covered as well as your liability while operating it. But don’t stop with a bare bones policy. Add some bells and whistles which can extend your insurance coverage when it’s needed most. Your P&I policy covers your crew and passengers while on board your vessel. But what about when a passenger is boarding or disembarking? If he or she stumbles and falls off the gangway and injures themselves on the dock, will your boat’s P&I coverage react? It will if your agent has added Docks, Piers and Wharfs coverage. This endorsement extends liability coverage to the wharf and dock that you normally tie up to. When one of your passengers gets injured on the dock, you will be happy you have this coverage.
Commercial policies typically exclude pollution coverage and a wise vessel owner or operator should have a stand-alone pollution policy. But if you decide you don’t want one, then at least request a pollution buy back endorsement. While this is not a substitute for a true pollution policy, it does provide you with clean up coverage. In the event of a pollution claim, you will still be stuck with the fines, penalties and so on, but at least the physical cleanup of the spill will be covered. You have had a claim and your insurance covered it. Your boat is going to need repairs and will be out of commission for four weeks. Repair costs are being covered under your policy. But what about lost income while the vessel is being repaired? Unless you added Loss of Use coverage to your policy, you’re out of luck. Loss of Use coverage reacts when you have a covered claim. You set the limits that you are comfortable with and the premium is adjusted accordingly. The deductible varies from three to 14 days after the claim. If you are not comfortable with a 14-day or higher deductible, try to negotiate a lower one.
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S E A T T L E 12
www.workboat.com • OCTOBER 2019 • WorkBoat
Legal Talk Costly dispute in the plugging of oil wells By Tim Akpinar
T
aking an offshore oil well out of commission can be costly and complex. Plugging and abandonment operations can run into the tens of millions of dollars, and if disputes arise while handling such activities in a joint venture, the price tag can rise even more. That’s essentially what happened when three wells in the Mississippi Canyon area of the Gulf of Mexico needed to be shut down. Two companies had entered into a joint operating agreement (JOA) for the operation of the wells in 1999. One was the designated operator and the other the nonoperator. The two companies were not able to agree on how P&A operations would be conducted. A central dispute involved the selection of vessels to be used for the operation. The designated operator originally chose a single vessel to do the work. Subsequently, it proposed replacing it with two other vessels. The reason for the switch was a matter of debate. The designated operator argued that the original vessel was not a safe option after the Deepwater Horizon spill, and that government regulators would not have approved it for P&A work. The non-operator argued that the reason for the switch was because the two replacement vessels had been contracted to perform new drilling operations by the designated operator. However, that project was abandoned. The non-operator argued that the costs for those two vessels was piling up at about $1 million a day. The two companies were at an impasse, after which the designated operator proceeded with the work. The P&A operations were completed in February 2015 at a cost of slightly over $139 million. The designated operator had a 51% interest in the wells while
the non-operator had a 49% interest. The designated operator billed the nonoperator 49% of that $139 million, or approximately $68.6 million. In response, the non-operator partially paid $24.9 million, arguing that the operator’s “insistence on using a drilling rig unnecessarily and unreasonably increased the costs of this work,” and determined that it was not obligated to pay the full billed amount because it
had not approved the expenditures. The lower court ruled in favor of the designated operator for the full amount, awarding it $43.2 million, and the appeals court upheld the award.
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Tim Akpinar is a Little Neck, N.Y.-based maritime attorney and former marine engineer. He can be reached at 718-2249824 or t.akpinar@verizon.net.
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OCTOBER 2019
NEWS LOG
NEWS BITTS
EPA wants changes toTier 4 emission requirements
Vigor
Savannah Pilots need 1,400-hp propulsion packages.
O
wners of certain classes of workboats would get three more years to meet Tier 4 emission standards for their lightweight and high-powered diesel engines, if a new proposal from the U.S. Environmental Protection Agency is approved. In a notice published in late August, EPA officials outlined their intent to give certain classes of high-speed vessels more time, given the technical challenges designers and builders face cramming in new emission controls. The Savannah Pilots Association, for example, who serve Georgia’s rapidly growing ports and face a set of design challenges and constraints in planning to update their pilot boat fleet, need boats with specialized hull designs and deck layout. Those designs leave little space below for the selective catalytic reduction (SCR) technology that’s being used in ferries and tugboats to reduce particulates and gas emissions. “We’re limited to 65' (hull length) with the right whale speed restrictions,” said pilots association president Trey Thompson III, whose colleagues transit waters frequented by the migratory, endangered marine mammals. The ride out requires lots of horsepower. “We’ve got a 17-mile run so we need 35 knots,” Thompson said, so the pilots require a 1,400-hp propulsion package. Given the current state of SCR technology, the pilots’ builder, Vigor, in Seattle, cannot meet both Tier 4 and the need to update the fleet, said Thompson. 14
MORE SCRUTINY FOR VINEYARD WIND
T
But with the time extension, “I think we can go ahead and get a Tier 3 replacement in the near term and look forward to new advances for a boat in the 2020s, he said. SCR emission controls typically include bulky filters, exhaust gas handling equipment and tanks carrying urea catalyst, and present a challenge even to naval architects working on larger vessels. — Kirk Moore
New Orleans ferries can’t make COI grade
I
n late July, the two new 105', 150-passenger catamaran ferries delivered to New Orleans in 2018 were inspected by the Coast Guard. Those inspections failed and no Certificates of Inspection (COI) were issued for the boats. Though the new ferries, RTA 1 and RTA 2, were delivered last year by Louisiana boatbuilder Metal Shark, neither has been authorized to operate on its approximately half-mile route between the east and west banks of the Mississippi River. Capt. Kristi Luttrell, the Coast Guard’s Sector New Orleans commander and the Officer-in-Charge of Marine Inspection (OCMI), said city officials called them, requesting the routine checkup. However, when the Coast Guard team arrived, the crews were not ready for the inspection. “Until the crews can prove to us that they can respond to any incident on the river in regard to abandoning ship and safely removing people from the water, that’s what’s really holding them up,” said Luttrell. “I don’t have a complete punch list of what’s wrong, but for the most part what happened was that they didn’t have crews onboard who could prove they could
he federal Bureau of Ocean Energy Management (BOEM) is extending its environmental review of the proposed 800-megawatt Vineyard Wind offshore wind project and will expand its “cumulative impacts analysis” of other massive wind power plans for the East Coast. The news is another blow to Vineyard Wind’s plan for 84 turbines on its federal lease 15 miles south of Martha’s Vineyard, Mass.
HORNBECK OFFSHORE WARNED BY NYSE
H
ornbeck Offshore Services Inc. received notice from the New York Stock Exchange (NYSE) in August that the company was not in compliance with the NYSE continued listing standard. The standard requires the average closing price of the company’s common stock to be at least $1 per share over a period of 30 consecutive trading days. Hornbeck Offshore has six months to cure the deficiency and regain compliance.
Go to workboat.com/news for the latest commercial marine industry news.
safely carry passengers. That’s the gist of it.” Josh Stickles, Metal Shark’s vice president, marketing, in an interview with WorkBoat, said, “Both RTA 1 and RTA 2 were inspected by the USCG in Morgan City (La.) prior to delivery. Both vessels passed the inspections without incident and were issued Certificates of Inspection,” he said. Luttrell said those COIs were only good for transporting the boats from Morgan City to New Orleans. “Those were temporary transit COIs. There were no passengers onboard,” she said. “They need a COI that proves they can operate here on the river as a passenger vessel.” — Ken Hocke
www.workboat.com • OCTOBER 2019 • WorkBoat
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Fireboats
Special Purpose By Betsy Frawley Haggerty, Correspondent
16
T
he fireboat market has been surging over the last year, with eight North American fireboat builders filling orders for a variety of domestic and international customers. The reason, according to several manufacturers, is that smaller communities, many with the help of federal port security grants as well as increased state and municipal funding, are ordering purposebuilt fireboats for the first time. In addition, repeat customers in need of larger vessels have spurred design innovations at builders such as MetalCraft Marine in Kingston, Ontario, Canada. “There has been steady interest from smaller communities because first responders are responsible for safety on the water, and they need multimission boats with fire-response capability,” explained Chad DuMars, vice president of operations at Lake Assault Boats, Superior, Wis., part of Fraser Shipyards Inc. Previously, DeMars said, many local fire departments struggled to get by with recreational boats equipped with firefighting pumps, but the boats were overburdened by the weight of the added gear. Once funds became available these communities opted to find more capable craft. Most in demand are high-speed, nimble, easy-tooperate multipurpose vessels in the 22- to 40-foot range that can be used to fight fires and perform
The New York City Fire Department added three new 33' fireboats in August from Safe Boats.
patrol, search-and-rescue, diving and law enforcement missions. “Landing-craft style boats have gained a lot of popularity,” said David Hunt, project manager for Silver Ships, Theodore, Ala. MORE OUTBOARDS Jesse Munson, vice president of Munson Boats, Burlington, Wash., noted a trend toward outboard motors, even in larger craft. “Ten years ago,” he said, “bigger boats would have had inboards, but they are now being purchased with triple and quad outboards. The upfront costs are less, and maintenance is simpler. Fire departments want more speed and more performance, and outboards do the job.” Secaucus, N.J., is a case in point. The town of 16,000 on the Hackensack River seven miles west of New York City is part of a NY/NJ regional marine firefighting task force responsible for New York Harbor, the Hudson River, the commercial ports in Newark Bay and adjacent waterways. In August Secaucus took delivery of new a 28'×10' fireboat from Lake Assault. Before that, the all-volunteer fire department patrolled and fought fires with a 17' Boston Whaler fitted with a fire pump, and three 14' skiffs used for rescue work. Secaucus fire chief Carl Leppin had wanted a www.workboat.com • OCTOBER 2019 • WorkBoat
Safe Boats International
More purpose-built fireboats are being built.
Lake Assault Boats
better-equipped boat for a long time. “I applied for a grant three times, and this time we were successful,” he said. A federal port security grant provided 75% of the funding for the $425,000 monohull, with Secaucus paying the rest. “I am a boat guy,” Leppin said, “and this is an unbelievable piece of equipment.” The landing-craft style trailerable boat has a CBRNE (chemical, biological, radiological, nuclear and explosive) pressurized cabin system to protect the crew in hazardous areas. The hull has a 32" draft, with a hydraulically powered drop-down bow door and a port side dive door. Twin 350-hp Mercury Verado outboards propel the boat at up to 50 mph while a marinized 356-hp V-8 powers the Darley fire pump, which supplies two Task Force Tips (TFT) bow monitors — one rated at 1,500 gpm, the other at 500 gpm. There is also a large-diameter manifold on the bow deck to supply land-based fire apparatus.
In August, Secaucus, N.J., took delivery of a 28'x10' fireboat from Lake Assault.
Lake Assault, which, DuMars said, has built 111 fireboats since 2010, is also constructing a 32' aluminum landing craft catamaran with fire, patrol and EMS capabilities for the Pittsburgh Water Rescue Group, and they just shipped a 28'×10' monohull fireboat to Ho Chi Min City in Vietnam, their first fireboat for a foreign market. Frank Simpson, chief of marine operations for the New York City Fire Department (FDNY), was pleased to learn
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that the Secaucus boat would be a new regional asset. “The more help you have on the water, the better,” he said. FDNY added three new 33' fireboats in August, built by Safe Boats International, Bremerton, Wash. Funded partially by federal grants, the boats have aluminum hulls, foam collars, full cabins, and are powered by three 300-hp Yamaha outboards that provide speeds of up to 43 knots. Darley fire pumps, rated at 1,000-gpm each, feed deck
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monitors. The boats are similar to others in the FDNY fleet, which has 20-plus Safe boats in the 31' to 35' range, in addition to four much larger vessels. “We like these boats because they have proven records and are fast, agile and powerful with the shallow draft we need in some areas,” Simpson said. “We’ve been building fireboats for New York City for a long time,” said James Babcock, director of U.S. and FMS (Foreign Military Sales) programs at Safe Boats. “They fight fires, assist people in the water and pull people off of planes that land in the Hudson River. “If you look at the old pictures,” he said, referring to the “Miracle on the Hudson” flight that made an emergency landing on the river in 2009, “you’ll see that three or four of the assisting boats are ours.” Safe has built a variety of fireboats for communities from Massachusetts to California and is currently building a multipurpose boat with firefighting capability for the Westchester County, N.Y., sheriff’s office. OTHER NEWBUILDS North River Boats, Roseburg, Ore., displayed the 31'×10' fireboat they built for Narragansett, R.I., at the 2018 International WorkBoat Show in December, and delivered it two weeks
North River Boats
Fireboats
North River’s 31'x10' fireboat the boatyard built for Narragansett, R.I.
later. “The boat was so well-received that we immediately started getting requests from other agencies,” director of sales Mike Blocher reported. The company is now building similar boats for Bristol, R.I., and Baytown, Texas. Twin 250-hp Yamaha outboards propel the aluminum deep-vee hull Narragansett boat at better than 40 mph. The boat, which is used for rescues, medical transport and firefighting, has a 10' walkaround cabin, a 36"-wide folding bow door, a dive door, a Darley 500-gpm engine-mounted fire pump, bow and stern TFT monitors and a suite of Raymarine electronics. The new Lake of the Ozarks fireboat built by Silver Ships has been busy since its delivery last November. With
nooks, crannies and rugged terrain, the Missouri lake boasts more shoreline than the coast of California, which makes firefighting a challenge from both land and water. According to the boatyard’s David Hunt, the new 34'×12' welded aluminum Silver Ships Endeavor 34 monohull was tapped to assist with condo and marina fires soon after it was launched, using its deck monitors to wet down surfaces it could reach from the water and its large diameter hose discharge to supply lake water to land-based fire trucks. The boat is powered by three 350-hp Mercury Verado outboards. A Hale fire pump with a GM Duramax diesel engine feeds an electric remote monitor on the cabin top.
800-413-6351 commercialsales@northriverboats.com NorthRiverBoats.com
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www.workboat.com • OCTOBER 2019 • WorkBoat
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The Lake of the Ozarks new fireboat built by Silver Ships has been busy since its delivery in November 2018.
features joystick steering, and a Duramax diesel/Hale fire pump rated at 3,000 gpm that feeds a TFT roof monitor and two Akron Brass bow monitors.
Munson Boats
Munson Boats has been building fireboats in the 26' to 38' range for several years, usually one or two a year, according to Jesse Munson. “Most of the orders we’ve been getting have been for multipurpose rescue boats with added firefighting equipment.” Many, he said, have been small, trailerable boats. But last year the company delivered one of its larger boats, a 38'×13' catamaran, to Hillsborough County Fire Rescue for use in Tampa Bay, one of Florida’s busiest commercial ports. The boat, which was funded in part by a port security grant, provides CBRNE detection, EMS and firefighting services to the area’s waterways. Four 250-hp Yamaha outboards propel the landing-craft style aluminum hull at speeds up to 47 mph. The boat
Moose Boats, Vallejo, Calif, delivered a 38' fire-rescue catamaran to the San Francisco Fire Department in December and is currently building a similar boat for the Rochester, N.Y., Fire Department and a 46' fire-rescue cat for the North Beach Volunteer Fire Department in Chesapeake Beach, Md. The San Francisco M2-38 catamaran, which was funded in part by a FEMA port security grant, will be used primarily as a dive and rescue boat. Twin Cummins 425-hp turbo diesels with HamiltonJet waterjets produce speeds up to 35 knots. The boat is equipped with a Hale fire pump, rated at 1,500 gpm, radiation detection equipment and CBRN positive pressure cabin air filtration and an extensive electronics suite.
Last year, Munson delivered a 38'x13' catamaran to Hillsborough County Fire Rescue for use in Tampa Bay, Fla.
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The Rochester boat, another M2-38 cat, is slated for delivery in fall 2020, and will also have Cummins diesels, HamiltonJet waterjets and a fire-pump system flowing in excess of 1,500 gpm. Cockpit mounted monitors and a hose discharge portal for connection to fire trucks will allow firefighting from water and land. The larger M1-46 fire-rescue catamaran that Moose is building for use in Chesapeake Bay will have bigger engines and more powerful pumps. Twin Cummins 600-hp diesels coupled with waterjets will provide the power and a Hale fire pump will push water out of TFT monitors at 2,500 gpm. It will also have a large volume discharge for supplying water to land-based fire apparatus. Delivery is set for January 2020. MetalCraft, which is currently building its 112th fireboat, has a thriving business in small and medium-size fireboats. But the company is most excited about two innovative vessels, both bound for Kuwait. The first, a FireStorm 50, now aboard a ship headed to the Kuwait Fire Service Directorate, is the first fireboat in the world built with Marine Jet Power (MJP) 310X jets, according to MetalCraft. “We saw unbelievable results during sea trials,” said Bob Clark, the company’s contracts manager. “We got
MetalCraft Marine
Fireboats
A FireStorm 50, now aboard a ship headed to the Kuwait Fire Service Directorate, is the first fireboat in the world built with Marine Jet Power (MJP) 310X jets.
four knots more speed with those jets,” bringing the top speed to 44.5 knots. Two other boats with MJP jets are now on order, Clark said. Kuwait’s 50'×15.6' aluminum boat has twin Volvo Penta D13 1,000-hp engines, Raymarine electronics and Darley fire pumps capable of producing 7,500 gpm at 150 psi through Elkhart Brass monitors on the bow and cabin top. MetalCraft will begin production this fall on a new FireCat 80 for Kuwait that will use “groundbreaking design technology and be the first fireboat of its kind in the world,” according to Clark. The company partnered with the UK’s Walker Design to acquire rights to use its proven North Sea hull design. The semi-displacement hull will have a speed of 27 knots and the ability to
pump 11,000 gpm from two telescopic towers up to 45' above the water. “No other fireboat has towers this tall,” Clark said. MetalCraft is working with Norway’s Jason Engineering on the design of the towers and all firefighting equipment. The 83'×25.6' catamaran will be powered by MTU 2,000-hp engines paired with MJP DB 500 jets. MetalCraft is aiming for a December 2020 or early 2021 delivery. Metal Shark, Jeanerette, La., is building a 50 Defiant X fireboat to replace an older vessel operated by the Miami-Dade Fire Rescue Department. The 50'×15' vessel will be powered by twin inboard diesels mated to a pair of waterjets. Top speed is expected to be 45 knots.
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When it comes to your next patrol boat, Lake Assault is mission ready. We have a proven track record building custom patrol boats, fire/rescue craft, airboats, and more — for customers who keep coming back. Built at the Fraser Shipyards on the shores of Lake Superior, our boats are designed and created to meet your needs — with whatever capabilities are required to complete your mission. © 2019 Lake Assault Boats, LLC
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www.workboat.com • OCTOBER 2019 • WorkBoat
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On TheWays
Eastern Shipbuilding Group
ON THE WAYS
New boat is McAllister’s 33rd tractor tug.
Eastern delivers 6,800-hp tractor tug to McAllister
M
cAllister Towing and Transportation Co. Inc.’s 6,770-hp escort Z-drive tug Capt. Jim McAllister arrived at the Port of Charleston, S.C. in August. The Capt. Jim was built by Eastern Shipbuilding Group (ESG), Panama City, Fla., and delivered on Aug. 16 The new boat is the fourth in a series of four 100'×40', 80-MT bollard pull tugboats. The tug is the 33rd tractor tug in New York-based McAllister’s fleet. Jensen Maritime Consultants, Seattle, designed the tug to full ABS Class Maltese Cross standards. The vessel has been issued a Coast Guard Subchapter M Certificate of Inspection (COI). This is ESG’s second new Subchapter M-qualified tugboat, with a COI under the new regulatory regime issued at delivery. McAllister Towing’s new construction delivery team worked closely with Eastern during the Subchapter M COI inspection. The Capt. Jim McAllister’s vessel crew participated in the sea trials and performed the required vessel safety drills.
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The Capt. Jim is powered by a pair of Caterpillar 3561E Tier 4 engines, each rated at 3,386 hp at 1,800 rpm. The engines turn twin Schottel SRP4000FP drive units with nibral 2,800-mm 4-bladed propellers with SDN 55 high efficiency nozzles. The tug is also outfitted with three Cat Tier 3 C7.1 keel-cooled engines driving two 118-kW ship service generators with manual parallel, auto start and auto transfer. The Tier 4 powered tug is designed to handle the new generation of neoPanamax containerships now regularly calling at several East Coast ports. On the bow Capt. Jim has a Markey DEPCF-52 75 hp full render/recover Class II escort winch with 800' of 10" line. Aft, the tug has a Markey DEPC-42 hawser winch with 450' of 2 1/4" Amstel Blue line. Rated for 80 metric tons of bollard pull, the new tug outperformed during sea trials and achieved 82.5 tons during her American Bureau of Shipping bollard pull certification and had a maximum pull of 83.70 tons. The tug has a maximum draft of 18'. Capacities
include 58,710 gals. of fuel oil, 545 gals. of lube oil, and 3,075 gals. of potable water. The Capt. Jim joins her sister vessels, the Capt. Brian McAllister, Rosemary McAllister and Ava McAllister, as the most powerful Tier 4 tugs in the McAllister fleet. Combining her eco-friendly Cat engines with Markey winches on the bow and stern puts the Capt. Jim at the forefront of shipdocking tugs on the U.S. East Coast, McAllister said in a statement. The Rosemary McAllister was named one of the Significant Boats of 2018 by WorkBoat magazine at the 2018 International Workboat Show in New Orleans. The lead vessel of this four vessel series, the Capt. Brian, was delivered in 2017 by Horizon Shipbuilding Inc. McAllister is eager to put the new tug into service. “We are excited and proud to be able to bring the newest level of service to our customers in Charleston,” said Capt. Steven Kicklighter, vice president and general manager of McAllister Towing of Charleston Inc. “The Capt. Jim will make a huge difference here. We are receiving 1,200'/14,000-TEU container ships on an almost daily basis. This tug, with her capabilities, will be able to safely handle these ships and even larger ones with exceptional control and power.” — David Krapf
Gulf Craft delivers whale watch boat to Massachusetts
D
olphin Fleet Whale Watch, Provincetown, Mass., took delivery of its newest whale watch boat in May from Gulf Craft, Franklin, La. The Dolphin XI, designed by Gulf Craft and engineered by InCat Crowther, is the fifth boat built by Gulf Craft for Dolphin Fleet. The Dolphin V was the first boat built by the Louisiana boatyard for Dolphin Fleet in 1983. Dolphin Fleet boats have
www.workboat.com • OCTOBER 2019 • WorkBoat
Gladding-Hearn
Gulf Craft
grown in those 36 years. The Dolphin V measured 80'×24' and carried 150 passengers, while the Dolphin XI is 114'×25'×9' and can carry 360 passengers on three levels. She replaces another 150-passenger vessel. The Dolphin XI is the first vessel in the fleet with a third deck for passengers, with seats for 44, though the Coast Guard permits 170 passengers. The second deck has seating for 186, while the main level has seating for 118 in the cabin and 88 outside. All those seats won’t be occupied when the Dolphin XI or any of the company’s other three boats that leave Provincetown for whale watching trips, which are generally four hours long and go as far as 30 miles from the dock. “We don’t load the boat to full capacity,” said Steven Milliken, Dolphin Fleet’s owner. In the busy part of the season it’s about 250 people. With its three 1,450-hp Tier-4 Caterpillar C32 main engines, the Dolphin XI can move in a hurry to find whales. They are the first Cat C32 Tier 4 engines, which fit in with Dolphin Fleet’s attention to the environment. “We try to be as environmentally friendly as possible,” said Milliken. The Cats are matched up to Twin Disc MGX-6650 SC gears spinning 43"×47" 5-bladed Michigan wheels. The package enabled the Dolphin XI to hit about 30 knots in sea trials. “One reason we wanted power is if we need to go farther distances,” said Milliken. Cruising speed is 22.5 knots, while
114’ whale watch vessel can carry up to 360 passengers.
the boat is in idling speed when the Dolphin XI is amongst the whales. Helping to make the ride comfortable at any speed are Humphree interceptor trim tabs. “It gives a smooth ride. That’s a pretty impressive system. None of the other boats have them,” said Milliken. In the time spent going to and from the whales, a naturalist gives a presentation on whales and their habitat on the upper deck, which is carried to display screens in other parts of the boat. Once the talk is over, passengers can view on screens what is going on with some of the wheelhouse displays, such as radar, chart plotters, and depth sounder. They can also keep track of the weather from a Sirius XM receiver. Power to run those displays and any other electrical needs comes from a pair of Caterpillar C4.4 75-kW gensets. The electronics package includes a large selection of Furuno products. — Michael Crowley
Gladding-Hearn building new pilot boat for Virginia
G
ladding-Hearn Shipbuilding had completed 50% of a new pilot boat hull for the Virginia Pilot Association by the end of August. The Somerset, Mass., boatyard should finish
New pilot boat, like the one here, will be delivered in spring 2020.
www.workboat.com • OCTOBER 2019 • WorkBoat
the C. Raymond Hunt & Associates designed 55'10"×17'2" boat in time for a spring 2020 delivery. That would make it the 8th pilot launch GladdingHearn has built for the Virginia Pilots since 1983. This pilot boat marks the latest stage in a 36-year pilot boat evolution. The current 55-footer is aluminum and will have a pair of 700-hp Volvo Penta D13 main engines matched up with Volvo Penta IPS 3 pod systems that should propel the new pilot boat over 30 knots, a speed not associated with pilot boats in the early ‘80s. Back then, pilot boats “were very simple,” said Peter Duclos president of Gladding-Hearn. “They were mostly steel built with 350-hp diesels that might make 20 knots on a good day.” The 1983 51' pilot boats from C. Raymond Hunt and Gladding-Hearn were “one of the first aluminum pilot boats,” said Duclos. The switch from steel to aluminum was driven by the need to go faster and with horsepower limits. Lightening the boat with aluminum was the only way to go. Nothing was very complicated about the early pilot boats: no generators, no air conditioning, five simple seats, a couple of engines and a rubber fender. Contrast that with the new 55' boat with five NorSap shock-mitigating reclining seats in the wheelhouse, a 12-kW Alaska Diesel generator, two 16,000-BTU reverse-cycle HVAC units, plus a head, small galley and lockers. “Between Gladding-Hearn and C. Raymond Hunt we continued to develop the 50-foot class of boat to where it is today,” said Duclos, and it looks like the evolution won’t stop with the 2020 spring’s launching. Duclos is talking about a “60ish” long boat 25
with triple 800-hp engines. “Might see something before the end of the year,” he said. “People are asking us to do it. It’s an evolution, a carefully planned evolution of design.” The shipyard announced in August that it will build a ninth Chesapeakeclass pilot boat for the Virginia pilots, with virtually the same equipment as the eighth boat. — M. Crowley
Birdon America awarded contract to retrofit USCG’s 47’ motor lifeboats
I
n August, the Coast Guard awarded a contract to Birdon America Inc., Denver, to perform work supporting the service’s 47' motor lifeboat (MLB) service life extension program (SLEP). The initial award to complete the detail design and SLEP work on the first vessel is valued at $6.5 million, with a total projected contract value of close
to $190 million to complete the MLB SLEP over the 10-year contract period. The initial detail design and work on the first vessel will be done at Fred Wahl Marine Construction, Reedsport, Oregon. Once in full production, a second subcontracted work facility will be opened on the East Coast. “There are between 107 and 117 of these boats,” said Jim Ducker, Birdon’s president. “This is a service life extension program that we’ll be using two shipyards to complete, one on the East Coast and one on the West Coast.” The East Coast yard has been chosen, but Ducker said he was not yet ready to announce who it is. The current in-service MLBs were designed by the Coast Guard and built from 1997 to 2003. These boats are now approaching the end of their original 25-year service lives. The SLEP will extend the useful life of the MLB by 20 years.
Birdon America Inc.
On TheWays
The MLB retrofit contract is worth $190 million.
The main work will be on systems experiencing technical obsolescence: the main propulsion, electrical, steering, towing and navigation systems, as well as replacement of areas of the hull and structure that have demonstrated high failure rates. The next step is to get the boats to the shipyards so the retrofits can be performed. “It will be a combination of towing and transport over the road,” said Ducker. “The first set of boats will come from the Great Lakes. It’s not your typical job, but that’s what we like about the contract.” — Ken Hocke
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www.workboat.com • OCTOBER 2019 • WorkBoat
On TheWays BOATBUILDING BITTS
24' RIB patrols a 27-mile stretch of the St. Croix River in Wisconsin.
J
Crowley Fuels
ohn C. Yank Jr., owner and operator of Yank Marine, announced in mid-August that his shipyard business is up for sale. Yank said he has been in the boatbuilding business for more than 50 years, and it’s time to retire. Both of Yank’s New Jersey boatyards — Dorchester and Tuckahoe — are up for sale. The letter did not say if the yards would be sold as a pair or separately. Lake Assault Boats, Superior, Wis., delivered a custom-built 24' RIB to the St. Croix County Sheriff’s Office, Hudson, Wis. The new boat enhances the sheriff’s patrol capabilities and water-based emergency rescue operations on a 27-mile stretch of the St. Croix River, a National Scenic Railway. The craft has an overall height of less than 13'6" and a person and cargo capacity of 3,000 lbs. It is able to operate in as little as 21" of water for easier access to shallow areas. The boat is outfitted with a bow-to-beach access door and ladder located at the front “V” of the bow. In July, All American Marine Inc., Bellingham, Wash., delivered the last of three low wake, high-speed passenger vessels built for Kitsap Transit, Bremerton, Wash. The Lady Swift, an aluminum catamaran coupled to a composite superstructure and a dynamic carbon fiber hydrofoil, was designed by Teknicraft Design, Auckland, New Zealand. It will operate on Kitsap’s current cross-sound ferry route between
28
ATB will operate in Alaska upon completion in 2021.
All American Marine
Lake Assault Boats
78' low-wake, high-speed ferry for Washington state.
Bremerton and downtown Seattle, alongside the recently delivered Reliance. The design of the new 78'×28' vessel was based upon the successful ultra-lowwake Rich Passage 1 (RP1), built by All American in 2011. Crowley Fuels has awarded contracts to build a 55,000-bbl., articulated tug-barge (ATB) specifically designed to serve the Western Alaska market with delivery of clean fuel products. The 410' ATB will have enhanced performance features for the demanding river and sea conditions of Western Alaska. Master Boat Builders, Bayou La Batre, Ala., will build the tug and Gunderson Marine LLC, Lake Oswego, Ore., will construct the 350', 55,000-bbl. tank barge. Construction on the barge will begin in the first quarter of 2020, and delivery of the ATB is expected by January 2021. The barge will be dual-certified to comply with both U.S. EPA Tier 3 and IMO Tier III airquality emission standards. This will be the 10th barge Gunderson Marine has built for Crowley since 1985. Gulf Island Fabrication Inc. (GIFI) is building a new 293'×66'×16', 495-passenger, 70-vehicle, doubleended ferry for the Texas Department of Transportation (TxDOT). The Shearer Group Inc., Houston, designed the hybrid propulsion ferry that will operate between Galveston, Texas, and Bolivar Island, Texas. The vessel will be built at GIFI’s Jennings, La., facility, with delivery scheduled for late 2021. The diesel-electric (with energy storage) ferry will feature a Voith Schneider propulsion system. Fincantieri Marinette Marine and Vigor (Team RB-M) have delivered two additional 45'×14.7' response boat-mediums (RB-Ms) to the Coast Guard. The boats are part of an approved foreign military sale to the Hashemite Kingdom of Jordan through the Department of Homeland Security. Marinette Marine was the prime contractor and program manager for the project, and Vigor built the vessels at its Seattle facility.
www.workboat.com • OCTOBER 2019 • WorkBoat
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www.workboat.com • OCTOBER 2019 • WorkBoat
8/7/19 12:37 PM
29
Loss Control
By Dale K. DuPont, Correspondent
30
C
oast Guard bulletins this year have sounded the alarm about maritime cybersecurity dangers. Among the incidents: Someone claiming to represent an official port state control agency emailed a captain requesting sensitive information about his vessel, crew and cargo; another vessel’s onboard computer system was damaged by malware. The bulletins warn that with computer-controlled engines and increased reliance on electronic charts and navigation systems, cybersecurity
measures are critical for protecting vessel control systems. The Coast Guard isn’t the only one concerned about cyberattacks. Insurers are getting more inquiries about cyber coverage and more claims. Operators are really questioning how to address the threats, said Capt. Andrew Kinsey, senior marine risk consultant for insurer Allianz Global Corporate & Specialty (AGCS). “It starts with understanding how your vessel is connected to the internet. Understand where your exposures are.” www.workboat.com • OCTOBER 2019 • WorkBoat
A.P. Moller-Maersk
Cybersecurity, high water and other natural disasters have operators bracing for insurance rate increases.
Train the crew — don’t bring a flash drive and intend to print something out. “We’re looking at people who are targeting unsecured ISPs.” Today’s maritime insurance picture is colored not only by high tech but also by high water and the high court (See sidebar, page 34). And still on the horizon is how Subchapter M will affect premiums. It’s another way to ensure companies are operating safely and legally, said Courtney Jones, vice president of insurer Aon National Marine Practice. Safe operations should result in fewer claims. “And the biggest thing for any type of operator to help bring and keep their insurance costs down is a good loss record.”
High water, storms and flooding are affecting the insurance market.
“You may have some carriers less apt to give full machinery coverage or they don’t want to write in some parts of the country.” And things are going to get tougher in the Gulf of Mexico region. “There’s big premiums down there, and the losses have all come home.” Over the past 10 years, ocean marine insurance premiums peaked at $3.1 billion in 2008, a year in which insurers paid out $1.25 for every dollar taken in, according to S&P Global Market Intelligence. Premiums fell to $2.9 billion in 2018 and the payout was about breakeven. (The total property and
U.S. Coast Guard photo
NATURAL DISASTERS While rates have held steady or risen slightly the past few years, operators are bracing for increases because of all the natural disasters as well as fewer insurers in the market – some of whom are being more selective in their underwriting. “There’s a tightening the terms APM Terminals’ Cai Mepininternational andterminal conditions in the marketplace,” in Vietnam. APM Terminals, a subsidiary of A.P. Moller-Maersk, was hit said Jack Devnew, partner in Compass by a massive cyberattack in JuneVa. 2017. Insurance Solutions, Norfolk,
Army Corps of Engineers
A.P. Moller-Maersk, the owner of container shipper Maersk Line, was hit by a massive cyberattack in June 2017.
Last year, Foss Maritime received a certificate of inspection for the towing vessel America, the first to be issued in the San Francisco Bay Area under Subchapter M. The new regulation may help slow the rate of insurance increases for operators. www.workboat.com • OCTOBER 2019 • WorkBoat
casualty business in the U.S. is $558.2 billion, Insurance Information Institute figures show.) “We’re hearing the market’s hardening with all the high water and storms and flooding that came this spring,” on top of recent hurricanes, said Gus Gaspardo, owner, Padelford Riverboat Co., St. Paul, Minn., which offers sightseeing and dinner cruises. “We’ve had such crazy weather the last few years that it’s kind of inevitable.” To collect on insurance from flooding, “you have to have a physical loss. Because we do such a good job of taking care of our equipment, we never have a physical loss,” he said. One of the trends he has seen the last few years is corporate charterers trying to push liability limits higher. They say they need $10 million worth of liability coverage for a group of 50, Gaspardo said. “I said I’m just not going to do it.” This year’s extensive flooding is leaving some operators eating the losses. “Marine insurance policies don’t have an exact equivalent to business interruption,” said Aon’s Jones. “Loss of hire can be added to marine policies but the trigger is a covered hull loss. So if it is simply lost revenue due to inability to operate and not due to hull damage from the flooding, there would likely be nothing to claim.” Allianz’s Kinsey said they’re see31
SUB M, POLLUTION, CYBER On the brighter side is the prospect of some relief from Subchapter M — the new federal inspection program aimed at improving safety in the towboat, tugboat and barge business. “I don’t think Sub M’s going to lower anybody’s insurance rates. It may slow the acceleration,” said Austin Golding, president, Golding Barge Line Inc., Vicksburg, Miss. “If we don’t hang our hat on top-of-the-field safety, then what am I selling as a small player?” Elder Brown III, vice president, Continental Underwriters, Covington, La., doesn’t expect a material change in rates because of the new regulation. “We know our insureds are top tier operators. Subchapter M is just another mechanism to allow us to get it right. It’s all driven by improved safety standards.” The underwriting requirements have
U.S. Coast Guard photo by Chief Petty Officer Donal Warden.
ing an uptick in losses and damage. “You’ve got tonnage waiting for so long on the Mississippi that they can’t get their anchors up,” he said. “From an insurer’s standpoint, it’s communication and education. Let everybody on the vessel know what is going on and how to respond in the event of an emergency.” Bracing for higher premiums might be prudent because of the impact on reinsurers. “With too many national disasters, they get hit hard and they charge insurance companies more,” Devnew said.
A tug operated by Island Tug and Barge allided with a barge on the Duwamish River near Seattle in 2017 causing a diesel fuel spill. The frequency of oil spills has gone down the last five years, but cleanup costs have increased.
not changed. “We feel we got it right all along. It’s helpful being close to the risks that you write,” he said. Continental, which has six offices across the U.S., recently opened an office in Seattle. “We saw the downturn coming, so we further diversified our portfolio and expertise.” “If you talk to any insurance company – whether you had Subchapter M in place or not, there’s always a tremendous emphasis on safety,” said John Miklus, president of the American Institute of Marine Underwriters (AIMU). “What hopefully Subchapter M will mean down the road is greater safety, and greater safety will reduce
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losses.” Generally, “safety has probably always been and always will be a top concern for underwriters,” Jones said. They want as much information as possible to assess the risk. “Thus, the more detail you provide to underwriters, such as vessel surveys and crew resumes, the better.” Pollution coverage is one area where rates have been fairly stable, but spill response is getting more complicated. The frequency of spills has gone down the last five years, “but the complexity of the cost of the cleanup has increased,” said Russ Brown, partner in Safe Harbor Pollution Insurance, North Kingston, R.I. “There’s a political climate that comes along with an oil spill. There’s a lot more public outrage. This all adds up to additional costs. You can get in pretty deep water pretty quickly if you don’t know what you’re doing.” So, more operators are buying higher primary pollution limits, he said, to cover things like having experts on hand longer. Ten years ago, operators were buying policies with $1 million or $5 million limits. Now they’re more likely to start at $5 million and go to $10 million or $25 million.
www.workboat.com • OCTOBER 2019 • WorkBoat
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One of the workboat and insurance industries biggest issues is cybersecurity. Almost 80% of large U.S. maritime industry companies (400-plus employees) reported cyberattacks last year, the Maritime Cybersecurity Survey from New Orleans-based Jones Walker LLP showed. Ten percent of those surveyed said the breach was successful, while 28% reported a thwarted attempt. Sixty-four percent said their companies are unprepared to handle the far-reaching consequences of a data breach. A majority of small and mid-size companies have no cyberinsurance, while 97% of large companies do. Cybersecurity coverage is gaining traction. U.S. cyberinsurance premiums on standalone policies jumped from $488 million in 2015 to $1.1 billion last year, according to S&P Global Market Intelligence. (A breakout for marine companies was not available.) Padelford’s Gaspardo said they have coverage. So does Campbell Transportation Co., Houston, Pa. “It’s a big topic,” said CEO Peter Stephaich. “It’s a topic for all of us.” Allianz’s Kinsey also is wary of an overreliance on technology in general. “Just don’t watch what’s on the screen — look out the window,” he said. “There is a problem, and it is a generational thing. Use the technology but incorporate it.”
Booth 608
34
Booth 904
SUPREME COURT BARS PUNITIVE DAMAGES FOR UNSEAWORTHINESS
T
he Supreme Court ruled in June that an injured seaman can’t seek punitive damages on a claim of a vessel’s unseaworthiness. “Unlike a claim of maintenance and cure, which addresses a situation where the vessel owner and master have ‘just about every economic incentive to dump an injured seaman in a port and abandon him to his fate,’ in the unseaworthiness context the interests of the owner and mariner are more closely aligned,” the court said in a 6-3 decision, citing significant economic incentives for owners to have sound vessels. “And if a vessel’s unseaworthiness threatens the crew or cargo, the owner risks losing the protection of his insurer (who may not cover losses incurred by the owner’s negligence) and the work of the crew (who may refuse to serve on an unseaworthy vessel).” The case (Dutra Group v. Batterton) was brought by Christopher Batterton, a deckhand on vessels owned by the Dutra Group, a San Rafael, Calif.-based dredging and construction company, who was injured when his hand was caught between a bulkhead and a hatch that blew open after unventilated air pressurized in the compartment, according to court filings. “The Jones Act does not preclude the award of punitive damages in unseaworthiness cases,” the three dissenters said. It provides a cause of action for a seaman injured by an employer’s negligence. Such damages are not awarded to compensate the plaintiff but “to punish the defendant and deter misconduct.” “Certainly, the insurance industry is pleased with the ruling,” said John Miklus, president of the American Institute of Marine Underwriters (AIMU). “It won’t have an immediate impact on rates. It’s heading off losses down the road. If punitive damages were allowed, that would have increased the losses, and you’d see a rate increase. It would have potentially opened the proverbial floodgates.” “If the decision had gone the other way, it would have driven up the cost of settlements,” said Harold Watson, a maritime attorney with Chaffe McCall in Houston with a specialty in insurance law. “It’s going to eliminate a source of concern for workboat operators. It’s bad business to have unseaworthy vessels. Workplace injuries affect morale.” Until the Dutra Group v. Batterton decision in June, courts were split over whether seamen could recover punitive damages on top of compensatory damages when pursuing an unseaworthiness claim. This decision overturned rulings by a federal district court in California and the U.S. Court of Appeals for the Ninth Circuit. — D.K. DuPont
www.workboat.com • OCTOBER 2019 • WorkBoat
WB BrandPartners PRODUCT ANNOUNCEMENT
Cummins Powers Polish Diesel-Electric Vessels for 2020 Poland’s impressive history in maritime research will continue to grow with the delivery of two multipurpose vessels in the second and third quarters of 2020. Under construction at the noted Remontowa Shipbuiding yard in Gdańsk the two 60 by 12.8-meter vessels will work under the direction of the maritime office in Szczecin and Gdynia. In addition to servicing Polish navigational aids and ice breaking, the vessels will be equipped for towing ships in emergencies. A major focus of their work will be in conduction hydrographic research on water quality and depth contours. Both vessels will carry the class notification allowing operations to 200 nautical miles offshore. The first hull was launched from the shipyard at Gdańsk in July with the second to follow in October. The vessels will be fitted out alongside with three 1359 kWe generators, each powered by an IMO Tier III compliant Cummins QSK50 diesel that will turn at 1800 RPM. To learn more about Cummins IMO Tier III power solutions visit cummins.tech/imo.
PRODUCT CONTACT CUMMINS INC. 500 JACKSON STREET | COLUMBUS, IN 47201 • U.S.A. PHONE: 1-800-286-6467
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Booth #3001
PRODUCT ANNOUNCEMENT
Available Now: Add Autonomous Marine Systems to Commercial Vessels Today Sea Machines is the leader in pioneering autonomous control and advanced perception systems for the maritime industry. Founded in 2015, the company builds autonomous vessel software and systems, which increases the safety, efficiency and performance of ships, workboats and commercial vessels. Sea Machines’ SM series of products, which include the SM300 and SM200, open a new era of vessel capability for marine operators. The SM series empowers boats to work better and stay on task without interruption from beginning to end of the job. The products can be installed aboard existing or new-build commercial vessels with ROI typically seen within a year. Sea Machines adds the following new capabilities to commercial vessels: SM300: Autonomous-command and remote-control system • Data-driven waypoint following & mission planning • Collaborative vessel operations • Search and survey pattern following • Remote vessel and payload control • Minimally manned and unmanned configurations • Obstacle detection and collision avoidance
SM200: Industrial-grade, remote-control system
• Remote control of workboats, daughter craft and other vessels • Remote payload control
Contact Sea Machines to learn how you can increase your fleet’s capability, predictability and productivity, while simultaneously reducing at-sea risk and operational costs, with our commercially available autonomous-command and remote-control technology. PRODUCT CONTACT SEA MACHINES ROBOTICS 256 MARGINAL ST, BUILDING 16A | BOSTON, MA 02128 USA PHONE: +1-617-455-6266 | E-MAIL: SALES@SEA-MACHINES.COM
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www.workboat.com • OCTOBER 2019 • WorkBoat
Booth #2153
35
Outboards Lighting
A BoatU.S. towboat with a pair of 300-hp Suzuki outboards.
On Board By Michael Crowley, Correspondent
36
O
utboard use in the U.S. workboat market is picking up, but it doesn’t come close to matching demand overseas. It’s estimated that about 25% of outboard engines sold globally are used in commercial applications. The percentage is much smaller in the U.S., which has been focused mostly on recreational use. Towboats and marine patrol boats have been strong commercial outboard markets in the U.S. and are expanding, along with the construction and government sectors. Jeff Becker, Mercury Marine’s category manager of outboard engines 75-hp and above, suggests that with the introduction of higher horsepower outboards, a workboat market that previously had been dominated by high-speed diesel engines will open up. Boat operators will also “see the benefits outboards can provide in terms of
maintenance and repowers,” Becker said. Yamaha recently made a foray into the higher horsepower sphere in a climb past the 400-hp category for its offshore outboards. It’s been an incremental journey. First there was the XTO (extreme thrust outboard) 300-hp 4.2-liter V6. That was followed by the XTO 350-hp 5.3L, V8. Then last year Yamaha bumped up to 425 hp with the introduction of the XTO 425 5.6 liter V8 outboard. The XTO 425 is the biggest outboard for Yamaha since 2007, said Vance Peterson with Yamaha’s customer relations department. It wasn’t designed as a replacement for either the XTO 300 or 350 models. Yamaha “just didn’t have anything comparable” to some of the engine offerings from other outboard companies, said Peterson. “This was our call to break 400 horsepower.” The XTO 425 comes with up to 2,900 PSI direct www.workboat.com • OCTOBER 2019 • WorkBoat
Suzuki
Outboard manufacturers see growth in the U.S. commercial market.
SUZUKI Suzuki will add to its workboat options in January with the introduction of a new outboard at IBEX 2019 in October in Tampa Bay, Fla. Clint Saunders, Suzuki district sales manager, described the new 300-hp outboard as basically “a detuned 350 with a dual prop lower unit.” He said Suzuki is the only outboard company offering dual props. The dual-prop feature should give workboat operators such “maneuverability, especially with heavy loads and towing,” that the new 300-hp outboard “probably is going to be a flagship motor to
Yamaha
injection and 90 amps output for alternator, which Peterson said is better than any other outboard. Yet the XTO 425 still weighs under 1,000 lbs. Available controls include a new feature called Fish Point, which holds a boat’s position but not the heading. Another new control option that can be used with any of Yamaha’s digitally controlled motors holds a boat’s position and heading. It’s called Stay Point. “In decent conditions it will hold you within 10 feet of your spot,” said Peterson. It also maintains a boat’s heading. “Press a button and you’ll hear motors click in and out of gear, twisting and turning, keeping you in that position with that heading.”
Yamaha XTO 425-hp outboard.
go after (the workboat) market”. When either the new Suzuki 300 with a 4.4-liter block or the 350, which came out with dual props in 2017, are put in reverse, both props are turning. There have been outboards with dual props that when put in reverse only one prop was spinning, said Saunders. The difference with Suzuki’s dual props, he said, “is maneuverability, swinging the boat around at the back and holding on
Mercury
A RIB outfitted with a pair of Mercury 300-hp SeaPro outboards.
www.workboat.com • OCTOBER 2019 • WorkBoat
a spot.” When it’s put into reverse “it’s moving backwards whichever way the propellers are pointing,” said Saunders. “It’s the same going forward.” The thrust in reverse with both propellers working is much greater than with a single prop.” All workboat operators want to improve fuel economy, and Saunders said that’s what Suzuki offers. He cited a workboat operator on the West Coast who exchanged another company’s 300-hp outboards for Suzuki’s 300-hp versions. In doing so, he gained “about half-a-mile per gallon at cruise. When you run 300 miles per day, you can imagine what that means for your fuel miles per month.” In fact, Saunders said, fuel economy and Suzuki’s reliability “are what’s pulling us into the commercial towboat market.” A feature that is unique to Suzuki in the 300- to 350-hp range is an oil-based timing chain that never needs adjusting and doesn’t have to be replaced at certain service intervals. Throw in the fact that Suzuki’s new 300-hp outboard runs off 87-octane fuel and has a detuned compression ratio, “we think that it’ll be a pretty big hit in that commercial category,” Saunders said. MERCURY Mercury has five outboard models and within each model are several horsepower options. That could be a bit confusing for a workboat operator who is exploring the use of outboard motors for the first time, but Mercury helps narrow those options down with only one model targeted at workboat applications. That’s the SeaPro 4-stroke commercial outboard. The first SeaPro was introduced in 2015 with four engine models: 75, 90, 115, and 150 hp. In 2016, 40- and 60-hp models were unveiled. In 2017, a 15-hp outboard was added and 2018 offered five options: a pair of 300-hp models, plus a 250-hp, 225-hp and 200-hp outboard. The 2018 outboards are all 4.6L V8s engines except for the 200-hp model, which is a 3.4L V6. 37
Outboards
Mercury’s $10 million NVH Technical Center in Fond du Lac, Wis., opened in December.
38
outboards, Mercury focuses on designing models that are smoother operating, quieter and operate with less noise and vibration. In the outboard world those qualities are known as NVH, or noise, vibration and harshness. Becker’s statement is not just a sales pitch. It’s backed up by a $10 million investment in Mercury’s two-story NVH Technical Center in Fond du Lac, Wis., that opened in December 2018. It’s the largest testing center in the marine industry for studying NVH.
Evinrude
Each of Mercury’s five outboard models is targeted for a specific type of customer and conditions. For SeaPro it’s the workboat operator for whom durability and reliability are the main selling points. “Those were the two big targets found after doing research in the U.S. markets and globally,” said Mercury’s Becker. Thus, all SeaPro outboards on the 4-stroke platform “are validated to be three times what current recreational engines are validated to be,” he said. The differences between the SeaPro lineup and other Mercury options such as Pro XS and Verado, are basically minor engine differences and calibrations. That generally translates to more power for SeaPro. “(Workboat) customers need a lot of torque,” Becker said. “They spend a lot of time at lower rpms. They are not buying SeaPro engines to get the most speed out of your boat. It’s targeting engines to last a long time in that rpm range.” Joystick piloting is available with the SeaPro 300-hp outboard to make docking and low-speed maneuverability easier. With that comes Mercury’s Sky Hook option, which holds a boat’s position and frees the operator from having to worry about steering and throttle functions. Becker said that in developing new
Mercury
The building includes two marinespecific hemi-anechoic chambers that simulate an outboard’s performance on water while instruments pinpoint sounds being generated by the outboard. EVINRUDE Evinrude added three new outboards to its E-Tec G2 lineup in July — a 115-hp HO (high output), a 140-hp and a 150-hp model. (The high output designation indicates it generates 10% more horsepower than the standard 115-hp engine.) There are two choices with the 150 G2 outboard, said Larry Koschak, Evinrude’s senior outboard product coordinator. One is a V6, whereas the other 150 as well as the 115 HO and 140 have inline 3-cylinder 1.9-liter engines that deliver “the lowest emissions of any outboard in this class.” In the case of the 3-cylinder 150 outboard, it’s “the lightest weight in its class,” said Koschak. Besides weight savings, the 150 features the Rotax adjustable valve exhaust, which adjusts cylinder port timing to develop maximum top end power, without sacrificing torque or low-end power. The new outboards utilize the E-Tec direct fuel injection system for greater engine efficiency. “We can tailor the power with the new engine block to get more power out of less,” Koschak said. Several steering options are available. There’s standard mechanical steering, external Sea Star type hydraulic steering, built-in power steering or a tiller arm for the 115 and 140 that’s full digital shift and throttle. Then there’s the five-year, 500-hour period the owner has to schedule dealer maintenance. Koschak noted that means “you wouldn’t have to service the water pump or change the lower unit gear oil for 500 hours or five years.” Whereas with a workboat with a four-stroke engine, “you would probably be doing it every 100 hours if the operator sticks to the manufacturer’s recommendation to change gear oil.”
150-hp Evinrude E-TEC G2 outboard. www.workboat.com • OCTOBER 2019 • WorkBoat
2019 OUTBOARD DIRECTORY
T
he workboat world is embracing outboard engines today more than it has in the past. More patrol boats, support vessels, special military crew carriers and other boats that used to rely on small to mid-sized inboard diesels are moving to outboards. Safety and convenience are the most important reasons. If an engine has to be changed out, for example, it’s much easier to replace an outboard than an inboard engine. Or if an engine fails in hostile waters, there is more than one outboard to bring the boat out. “It’s a rapidly changing market,” said David LeBlanc, director of sales and product development at Innovative Diesel Technology, Houma, La., a dealer for UK-based Cox Powertrain’s CXO300 diesel outboard. “We’ve got a little more than 100 on order.” LeBlanc said the engine meets Tier 3 emissions standards, and is more robust and safer than a gasoline-powered
39
outboard. “We’re really looking for good things from this engine,” he said. “It’s definitely got a place in the market.” Sweden’s OXE Diesel also is marketing its diesel outboards in the 125-hp, 150-hp and 200-hp range. The Yanmar 50-hp Dtorque 111 turbo diesel is another choice for the diesel outboard market. Raider Outboards’ Raider 40 outboard motor is primarily a gasoline commercial-off-the-shelf (COTS) outboard engine modified to operate on “emergency” fuels. The fuels include JP-5/8, diesel #2 and kerosene. The company targets the military market’s submersible standards fleet, having the ability to withstand air drops, remain in the water at 66' for 18 hours and start within five minutes, according to company officials. The Raider 50 outboard is also a COTS outboard with the same modifications/features as the Raider 40. — Ken Hocke
Ken Hocke
Outboards now have a bigger presence in the workboat market.
www.workboat.com • OCTOBER 2019 • WorkBoat
Model
Cyl.
Weight (lbs.)
Horsepower (hp @ rpm)
Displacement (Cu. In.)
Bore x Stroke (Inches)
COX POWERTRAIN LTD. The Cecil Pashley Building, Unit 8, Cecil Pashley Waym Shoreham (Brighton Way) Airport, Lancing, West Sussex, UK Bn43 5FF info@coxpowertrain.com / www.coxmarine.com / +44 (0) 1273 454 424 • Innovative Diesel Technology, 1903 Coteau Road, Houma, LA 70364 • David J. LeBlanc, Director of Sales and Product Development / 985-850-0066 / dleblanc@invdtech.com / invdtech.com CXO300
8
826
300 @ 4,000
266
3.3x3.9
EVINRUDE OUTBOARD MOTORS/BRP 10101 Science Dr., Sturtevant, WI 53177 800-901-3228 / www.evinrude.com E-TEC G2 D.I.
3
390-426
115 @ 5,000-6,000 rpm
114
3.85x3.25
E-TEC G2 D.I.
3
390-426
140 @ 5,000-6,000 rpm
114
3.85x3.25
E-TEC G2 D.I.
3
397-433
150 @ 5,000-6,000 rpm
114
3.85x3.25
E-TEC G2 D.I. (150 High Output)
6
496-541
150 @ 5,000-6,000 rpm
167
3.39x3.10
E-TEC G2 D.I.
6
496-541
175 @ 5,000-6,000 rpm
167
3.39x3.10
E-TEC G2 D.I.
6
496-541
200 @ 5,000-6,000 rpm
167
3.39x3.10
E-TEC G2 D.I. (200 High Output)
6
547-569
200 @ 5,400-6,000 rpm
210
3.85x3.00 3.85x3.00
E-TEC G2 D.I. (225 High Output)
6
547-569
225 @ 5,400-6,000 rpm
210
E-TEC G2 D.I.
6
558-570
250 @ 5,400-6,000 rpm
210
3.85x3.00
E-TEC G2 D.I. (250 High Output)
6
537-569
250 @ 5,400-6,000 rpm
210
3.85x3.00
E-TEC G2 D.I.
6
537-569
300 @ 5,400-6,000 rpm
210
3.85x3.00
E-TEC D.I.
3
320
90, 75, 60 H.O. @ 5,000-5,500 rpm
79
3.62x2.60
E-TEC D.I.
2
150
25 @ 5,500-6,000 rpm
35
2.992x2.5
E-TEC D.I.
2
187
15 H.O. @ 5,000-5,500 rpm
35
2.992x2.5
V6 60° E-TEC D.I.
6
418-433
150, 135 H.O. @ 5,400-6,000 rpm
158.2
3.62x2.60
V4 60° E-TEC D.I.
4
390
115, 90 H.O. @ 5,500-6,000
105.4
3.62x2.60
Portable
2
114.4
3.5, 6, 9.8, 15 @ 5,000-6,000 rpm
21.41
2.4x2.36
V6 60° E-TEC D.I.
6
428
105, 60, 40 @ 5,400-6,000 rpm
158.2
3.62x2.60
E-TEC D.I. (Inline)
2
250-277
60, 55, 50, 40, 30 @ 5,500-6,000 rpm
53
3.62x2.60
2.87x3.52
HONDA MARINE 4900 Marconi Dr., Alpharetta, GA 30005-8847 770-497-6400 / www.marine.honda.com BF75 20"
4
357
75 @ 5,500 rpm
808 cc
BF90 20"
4
359
90 @ 5,800 rpm
1496 cc
2.87x3.52
BF100 20"
4
359
100 @ 5,900 rpm
1496 cc
2.87x3.52
BF60 20"
3
239
60 @ 5,500 rpm
998 cc
2.87x3.13
BF40
3
214
40 @ 5,500 rpm
808 cc
2.76x2.76
BF50
3
214
50 @ 5,750 rpm
808 cc
2.76x2.76
BF115
4
478
115 @ 5,250 rpm
2,354 cc
3.43x3.9
BF135
4
478
135 @ 5,500 rpm
2,354 cc
3.43x3.9
BF150
4
478
150 @ 5,500 rpm
2,354 cc
3.43x3.9
BF200
6
622
200 @ 5,500 rpm
3,583 cc
3.5x3.77
BF225
6
622
225 @ 5,500 rpm
3,583 cc
3.5x3.77
BF250
6
622
250 @ 5,800 rpm
3,583 cc
3.5x3.77
www.workboat.com • OCTOBER 2019 • WorkBoat
40
Model
Cyl.
Weight (lbs.)
Horsepower (hp @ rpm)
Displacement (Cu. In.)
Bore x Stroke (Inches)
MERCURY MARINE W6250 Pioneer Road, P.O. Box 1939, Fond du Lac, WI 54936-1939 920-929-5040 / www.mercurymarine.com 25 EFI FourStroke
3
157
25 @ 5,000-6,000 rpm
32.1
2.4x2.36
20 EFI FourStroke
2
99
20 @ 5,700-6,200 rpm
20.3
2.4x2.24
15 SeaPro
2
99
15 @ 4,500-6,200 rpm
20.3
2.4x2.24
15 ProKicker FourStroke
2
122
15 @ 5,700-6,200 rpm
20.3
2.4x2.24
15 EFI FourStroke
2
99
15 @ 5,799-6,200 rpm
20.3
2.4x2.24
9.9 ProKicker FourStroke
2
108
9.9 @ 5,000-6,000 rpm
12.8
2.16x1.73
9.9 FourStroke
2
84
9.9 @ 5,000-6,000 rpm
12.8
2.16x1.73
8 FourStroke
2
84
8 @ 5,000-6,000 rpm
12.8
2.16x1.73
6 FourStroke
1
57
6 @ 5,000-6,000 rpm
7.5
2.32x1.77
5 Propane SailPower
1
63
5 @ 5,000-6,000 rpm
7.5
2.32x1.77
5 Propane FourStroke
1
59
5 @ 5,000-6,000 rpm
7.5
2.32x1.77
5 FourStroke SailPower
1
59
5 @ 4,500-5,500 rpm
7.5
2.32x1.77
5 FourStroke
1
57
5 @ 4,500-5,500 rpm
7.5
2.32x1.77
4 FourStroke
1
57
4 @ 4,500- 5,500 rpm
7.5
2.32x1.77
3.5 FourStroke
1
41
3.5 @ 5,000-6,000 rpm
5.2
2.16x1.42
2.5 FourStroke
1
41
2.5 @ 4,500-5,500 rpm
5.2
2.16x1.42
400 Verado
6
668
400 @ 6,200-6,800 rpm
159
3.23x3.23
350 Verado
6
668
350 @ 5,800-6,400 rpm
159
3.23x3.23
300 Verado
8
600
300 @ 5,200-6,000 rpm
281
3.6x3.4
250 Verado
8
600
250 @ 5,200-6,000 rpm
281
3.6x3.4
300 CMS SeaPro
8
527
300 @ 4,800-5,600 rpm
281
3.6x3.4
300 AMS SeaPro
8
600
300 @ 4,800-5,600 rpm
281
3.6x3.4
250 SeaPro
8
527
250 @ 4,800-5,600 rpm
281
3.6x3.4
225 SeaPro
8
527
225 @ 4,800-5,600 rpm
281
3.6x3.4
200 SeaPro
6
483
200 @ 4,600-5,400 rpm
207
3.6x3.4
300 Pro XS
8
505
300 @ 5,600-6,200 rpm
281
3.6x3.4
250 Pro XS
8
505
250 @ 5,600-6,200 rpm
281
3.6x3.4
225 Pro XS
8
505
225 @ 5,600-6,200 rpm
281
3.6x3.4
200 Pro XS
8
505
200 @ 5,600-6,200 rpm
281
3.6x3.4
175 Pro XS
6
470
175 @ 5,400-6,000 rpm
207
3.6x3.4
300 FourStroke
8
527
300 @ 5,200-6,000 rpm
281
3.6x3.4
250 FourStroke
8
527
250 @ 5,200-6,000 rpm
281
3.6x3.4
225 FourStroke
6
475
225 @ 5,200-6,000 rpm
207
3.6x3.4
200 FourStroke
6
475
200 @ 5,000-5,800 rpm
207
3.6x3.4
150 Pro XS
4
456
150 @ 5,200-6,000 rpm
183
4.0x3.6
115 Pro XS
4
359
115 @ 5,300-6,300 rpm
128
3.5x3.2
150 FourStroke
4
455
150 @ 5,000-5,800 rpm
183
4.0x3.6
115 FourStroke
4
359
115 @ 5,000-6,000 rpm
128
3.5x3.2
90 FourStroke
4
359
90 @ 5,000-6,000 rpm
128
3.5x3.2
75 FourStroke
4
359
75 @ 4,500-5,500 rpm
128
3.5x3.2
150 SeaPro
4
455
150 @ 4,800-5,300 rpm
183
4.0x3.6
115 SeaPro
4
363
115 @ 5,000-5,500 rpm
128
3.5x3.2
90 SeaPro
4
363
90 @ 5,000-5,500 rpm
128
3.5x3.2
75 SeaPro
4
363
75 @ 5,000-5,500 rpm
128
3.5x3.2
80 Jet
4
378
80 @ 5,000-6,000 rpm
128
3.5x3.2
65 Jet
4
378
65 @ 5,000-6,000 rpm
128
3.5x3.2
60 EFI FourStroke
4
247
60 @ 5,500-6,000 rpm
995 cc
2.56x2.95
50 EFI FourStroke
4
247
50 @ 5,000-6,000 rpm
995 cc
2.56x2.95
40 EFI FourStroke
3
204
40 @ 5,500-6,000 rpm
747 cc
2.56x2.95
41
www.workboat.com • OCTOBER 2019 • WorkBoat
Model
Cyl.
Weight (lbs.)
Horsepower (hp @ rpm)
Displacement (Cu. In.)
Bore x Stroke (Inches)
40 FourStroke
3
204
40 @ 5,500-6,000 rpm
46
—
40 FourStroke
4
260
40 @ 5,500-6,000 rpm
995 cc
2.56x2.95
30 EFI FourStroke
3
172
30 @ 5,250-6,250 rpm
526 cc
2.4x2.36
60 SeaPro
4
260
60 @ 4,500-5,500 rpm
995 cc
2.56x2.95
40 SeaPro
4
260
40
995 cc
2.56x2.95
40 Jet
4
267
40 @ 5,000-6,000 rpm
995 cc
2.56x2.95
35 Jet
4
267
35 @ 5,000-6,000 rpm
995 cc
2.56x2.95
—
OXE DIESEL Laborde Products, 74257 Hwy. 25, Covington, LA 70435 • 7410 Miller Road 2, Building 4, Houston, TX 77049 800-628-9882 / labordeproducts.com / ccerullo@labordeproducts.com OXE Diesel, Metallgalan 17 b, SE 262 72 Angelholm, Sweden +46 431 37 11 30 / info@oxe-diesel.com OXE 125
4
772 (350 kg)
125 @ 4,100
122
OXE 150 Diesel
4
772 (350 kg)
150 @ 4,100
122
—
OXE 200 Diesel
4
650-705
200 @ 4,100
122
—
OXE Kreta
4
750 (340 kg)
150 @ 4,100
122
—
RAIDER OUTBOARDS INC. 1855 Shepard Dr., Titusville, FL 32780 321-403-3585 / www.raideroutboards.com / george@raideroutboards.com Raider 40
2
148
45/47 @ 5,200-5,800 rpm
30.08
—
Raider 50
3
178
55/57 @ 5,000-5,800 rpm
42.5
—
SEVEN 7 MARINE W186 N11676 Morse Dr., Germantown, WI 53022 262-502-7770 / seven-marine.com 527
8
1,094
527 @ 5,800 rpm
376
4.065x3.622
577s
8
1,094
577 @ 5,700 rpm
376
4.065x3.622
627sv
8
1,094
627 @ 5,600 rpm
376
4.065x3.622
SUZUKI MOTOR OF AMERICA 3251 E. Imperial Hwy., Brea, CA 92821-6795 714-996-7040, ext. 2322 | www.suzuki.com | dgreenwood@suz.com DF350A
6
727
350 @ 5,700-6,300 rpm
267.9
3.74x3.82
DF350A
6
747
350 @ 5,700-6,300 rpm
267.9
3.74x3.82
DF300AP
6
639
300 @ 5,700-6,300 rpm
245.8
3.81x3.46
DF300AP
6
659
300 @ 5,700-6,300 rpm
245.8
3.81x3.46
DF250AP
6
639
250 @ 5,500-6,100 rpm
245.8
3.81x3.46
DF250AP
6
659
250 @ 5,500-6,100 rpm
245.8
3.81x3.46
DF250
6
606
250 @ 5,500-6,100 rpm
220.5
3.75x3.35
www.workboat.com • OCTOBER 2019 • WorkBoat
42
Model
Cyl.
Weight (lbs.)
Horsepower (hp @ rpm)
Displacement (Cu. In.)
Bore x Stroke (Inches)
DF225
6
606
225 @ 5,000-6,000 rpm
220.5
3.75x3.35
DF250SS
6
606
250 @ 5,300-6,300 rpm
250
3.81x3.46
DF200A
4
529
200 @ 5,500-6,100 rpm
200
3.81x3.81
DF200SS
4
529
200 @ 5,500-6,100 rpm
200
3.81x3.81
DF175A
4
522
175 @ 5,500-6,100 rpm
175
3.81x3.81
DF175AP
4
522
175 @ 5,500-6,100 rpm
175
3.81x3.81
DF150A
4
522
150 @ 5,000-6,000 rpm
175
3.81x3.81
DF150SS
4
522
150 @ 5,000-6,000 rpm
150
3.81x3.81
DF140A
4
405
140 @ 5,600-6,200 rpm
124.7
3.40x3.50
DF115SS
4
405
115 @ 5,000-6,000 rpm
124.7
3.40x3.50
DF90A
4
352
90 @ 5,300-6,300 rpm
91.8
3.0x3.30
DF70A
4
352
70 @ 5,000-6,000 rpm
91.8
3.0x3.30
DF60A
3
229
60 @ 5,300-6,300 rpm
57.4
2.85x2.99 2.85x2.99
DF50A
3
229
50 @ 5,300-6,300 rpm
57.4
DF40A
3
229
40 @ 5,000-6,000 rpm
57.4
2.85x2.99
DF30A EFI
3
143
30 @ 5,300-6,300 rpm
29.8
2.80x2.68
DF25A EFI
3
143
25 @ 5,000-6,000 rpm
29.8
2.80x2.68
DF20A EFI
2
108
20 @ 5,300-6,300 rpm
20
2.38x2.24
DF9.9BT EFI
2
120
9.9 @ 4,700-5,700 rpm
20
2.38x2.24
DF60AV
3
253
60 @ 5,300-6,300 rpm
57.4
2.85x2.99
DF50AV
3
253
50 @ 5,300-6,300 rpm
57.4
2.85x2.99
DF30A EFI
3
158
30 @ 5,300-6,300 rpm
29.8
2.80x2.68
DF25A EFI
3
143
25 @ 5,000-6,000 rpm
29.8
2.80x2.68
DF15A EFI
2
108
15 @ 5,000-6,000 rpm
20
2.38x2.24
DF6A
1
55
6 @ 4,750-5,750 rpm
8.4
2.44x1.81
DF4A
1
55
4 @ 4,000-5,000 rpm
8.4
2.44x1.81
DF2.5
1
29
2.5 @ 5,250-5,750 rpm
4.1
1.89x1.50
TOHATSU AMERICA CORP. 670 S. Freeport Parkway, Suite 120, Coppell, TX 75019 469-771-3740 | www.tohatsu.com MFS40
3
209
40 @ 5,000-6,000 rpm
52.84
2.75x2.95
BFT250
6
613
250 @ 5,300-6,300 rpm
218.6
3.5x3.8
BFT225
6
589
225 @ 5,000-6,000 rpm
211.7
3.5x3.7
BFT200
6
584
200 @ 5,000-6,000 rpm
211.7
3.5x3.7
BFT150
6
478
150 @ 5,000-6,000 rpm
143.6
3.4x3.9
BFT115
4
478
115 @ 4,500-6,000 rpm
143.6
3.4x3.9
MD115
4
392
115 @ 5,150-5,850 rpm
107.9
3.46x2.86
BFT90
4
366
90 @ 5,300-6,300 rpm
91.3
2.9x3.5
MD90
3
337
90 @ 5,150-5,850 rpm
77.3
3.39x2.86
BFT75
4
364
75 @ 5,000-6,000 rpm
91.3
2.9x3.5
MD75
3
337
75 @ 5,150-5,850 rpm
77.3
3.39x2.86
BFTW60
3
262
60 @ 5,000-6,000 rpm
61
2.9x3.1
BFT60
3
243
60 @ 5,000-6,000 rpm
61
2.9x3.1
MFS50
3
209
50 @ 5,000-6,000 rpm
52.9
2.76x2.95
MD50
3
205.7
50 @ 5,150-5,850 rpm
42.5
2.68x2.52
MD40
3
205.7
40 @ 5,150-5,850 rpm
42.5
2.68x2.52
MD35JET
3
196.2
35 @ 5,150-5,850 rpm
42.5
2.68x2.52
MFS30
3
157
30 @ 5,250-6,250 rpm
32.09
2.4x2.36
MFS25
3
157
25 @ 5,000-6,000 rpm
32.09
2.4x2.36
MD25JET
3
196.2
25 @ 5,150-5,850 rpm
42.5
2.68x2.52
43
www.workboat.com • OCTOBER 2019 • WorkBoat
Model
Cyl.
Weight (lbs.)
Horsepower (hp @ rpm)
Displacement (Cu. In.)
Bore x Stroke (Inches)
TORQEEDO INC. NORTH AMERICA 171 Erick Street, Unit D-2, Crystal Lake, IL 60014 815-444-8806 / www.torqeedo.com/us/en-us Cruise 10.0 R
—
131.8-137.8
20 @ 1,400 rpm
—
—
40 @ 2,400 rpm
—
—
80 @ 2,400 rpm
—
—
40 @ 2,400 rpm
—
—
306
80 @ 2,400 rpm
—
without battery Deep Blue 40 RL/RXL
—
306 without battery
Deep Blue 80RL/RXL
—
306 without battery
Deep Blue 40 TL/TXL
—
306 without battery
Deep Blue 80 TL/TXL
—
YAMAHA MOTOR CORP. USA 1270 Chastain Road, Kennesaw, GA 30144 866-894-1626 | www.yamahaoutboards.com F350C
8
763
350 @ 5,000-6,000 rpm
323
3.7x3.78
F300
6
562
300 @ 5,000-6,000 rpm
256
3.78x3.78
F250
6
551
250 @ 5,000-6,000 rpm
256
3.78x3.78
F225
6
551
225 @ 5,000-6,000 rpm
256
3.78x3.78
F425 XTO Offshore
8
952
425 @ 5,000-6,000 rpm
341
3.78x3.78
F200
6
608
200 @ 5,000-6,000 rpm
201
3.7x3.17
F200
4
487
200 @ 5,000-6,000 rpm
171
3.78x3.79
F175
4
483
175 @ 5,000-6,000 rpm
171
3.78x3.79
F150
4
478
150 @ 5,000-6,000 rpm
165
3.70x3.79-3.78x3.79
F115
4
377
115 @ 5,300-6,300 rpm
110
3.19x3.5
F90
4
353
90 @ 5,000-6,000 rpm
110
3.19x3.5
F75
4
353
75 @ 5,000-6,000 rpm
110
3.19x3.5
F70
4
253
70 @ 5,300-6,300 rpm
61
2.56x2.95
F60
4
247
60 @ 5,000-6,000 rpm
61
2.56x2.95
F50
4
247
50 @ 5,000-6,000 rpm
61
2.56x2.95
F40
3
214
40 @ 5,000-6,000 rpm
747 cc
2.56x2.95
F30
3
214
30 @ 5,000-6,000 rpm
747 cc
2.56x2.95
—
3.15x3.15
YANMAR Laborde Products, 74257 Hwy. 25, Covington, LA 70435/7410 • Miller Road 2, Building 4, Houston, TX 77049 800-628-9882 | labordeproducts.com | ccerullo@labordeproducts.com Dtorque 111
2
www.workboat.com • OCTOBER 2019 • WorkBoat
392
50 @ 3,500-4,000 rpm
44
PortofCall
For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496
EMPLOYMENT
KIRBY INLAND MARINE IS HIRING ALL VESSEL POSITIONS Apply at:
kirbycorp.com/careers/
www.workboat.com • OCTOBER 2019 • WorkBoat
45
PortofCall
Your Source For Employment, Equipment & Services EMPLOYMENT
NOW HIRING!!!
MARINE PERSONNEL
Seeking qualified & experienced personnel to work on our subsea construction fleet.
AVAILABLE POSITIONS
• • • • • •
4pt Anchor Captains Licensed Chief Engineers Able Bodied Seaman Vessel Clerks Surface and Saturation Divers Dive Tenders
Benefits includes Health, Dental, Vision, Disability/Life and 401K. Must be able to pass physical and drug screen.
EEO M/F/D/V www.morrisonenergy.com
****
Classified Advertising Contact:
Wendy Jalbert (207) 842-5616 wjalbert@divcom.com
****
Master Senior Chief Officer Chief Officer Second Officer Chief Engineer Second Engineer Third Engineer Fourth Engineer Electro-Technical Officer Electrician Instrument Technician Bosun Able Seafarer Able Seafarer (Engine) Welder Crane Operator Crane Technician Materials Coordinator Chief Pipelay Engineer Offshore Construction Manager Senior Offshore Construction Supervisor Offshore Construction Supervisor ROV Senior Pilot Technician Dive Technician Supervisor PLC Technician
Send resumes to:
offshorevesseljobs@technipfmc.com IMMEDIATE OPENINGS: Captains, Mates, Engineers, AB’s and Deckhands
2ND ASST ENGINEER PLD CL 1 Dredge JADWIN
Dann Ocean Towing is A leading provider of marine towing services, serving the Eastern Seaboard, Gulf of Mexico, Caribbean and beyond.
About the Position: 2nd Assistant Engineer assigned to the Dredge JADWIN, Operations Division, River Operations Branch.
To Apply Please Visit www.DannOceanTowing.com 3670 S Westshore Boulevard Tampa, FL 33629
Vicksburg, MS
Federal Job ⬧ Full Benefits Full Time ⬧ Permanent Must have USCG Assistant Engineer Limited or Higher. The work schedule while in Vicksburg, MS will be 40 hours a week, while dredging the work schedule will be a rotating 6 hour shift 7 days on 3 days off then 7 days on 4 days off. This is a permanent full time position with overtime, full government benefits TSP, Insurance, paid time off, and Federal Employee Retirement System.
Apply Online at:
www.usajobs.gov 46
Electrical Technician Mechanical Technician Pipelay Operator Deck Mechanic Barge Engineer Barge Supervisor Rigging Supervisor Rigger Rigger Welder ROV Superintendent ROV System Supervisor ROV Supervisor ROV Pilot Technician HSE Advisor Medic Admin Project Admin Clerk Hydraulic Technician Pipelay System Supervisor Dive Electrical Technician Dive Mechanical Technician Assistant Rigging Supervisor VLS Supervisor VLS PLC Technician VLS Electrical Technician VLS Mechanical Technician VLS Hydraulic Technician VLS Equipment Operator
Phone (813) 251-5100
Seeking Port Captain The position is shore-based and full-time in Staten Island, NY. Some required travel.
RESPONSIBILITIES • Oversight of RTC towing vessel
operations and personnel
• Knowledgeable of navigational matters, • • • •
•
nautical systems, publications and reporting Conversant in regulatory requirements, mariner licensing and training Facilitate audits and inspections, including USCG, ABS, SIRE, TMSA Emergency response and incident investigation experience Familiar with maritime security, Sub-Chapter M, ISM, ISO and OHSAS standards USCG License, Bachelor’s Degree, or commensurate experience required.
To apply, please send resumes to:
info@reinauer.com www.workboat.com • OCTOBER 2019 • WorkBoat
For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496
EMPLOYMENT
MARINE GEAR
NOW HIRING! Captains Mate’s Engineers Deckhands/AB’s
APPLY ONLINE www.RobbinsMaritime.com
MARINE GEAR & SUPPLIES
Become a member of the Council of American Master Mariners and join us in supporting the U.S. Merchant Marine, the Jones Act and the Seaman’s working rights.
Go to:
www.mastermariner.org www.workboat.com • OCTOBER 2019 • WorkBoat
47
PortofCall
Your Source For Employment, Equipment & Services
Now Manufacturing and Installing Fire Retardant Bunk Curtains
We are a Custom Manufacturer of Wheelhouse Tinted Shades & Crew Quarter Blackout Shades
We custom build every shade to fit each window in our facility. They are Incredibly durable, driven by over-sized clutches and operated by a stainless steel pull chain. We offer measurement and installation services in Southern Louisiana, Mississippi and Alabama. We carry $5,000,000 workers’ compensation, and liability insurance policies with U.S.L.&H. and the Jones Act.
Download our order form to purchase your shades today.
Contact: Edward Kass III | 504-615-5833 | ekass@solarboatshades.com | www.solarboatshades.com
****
THE MOST POWERFUL TOOL
Classified and Employment Advertising Contact:
for removing coatings and rust
Wendy Jalbert | wjalbert@divcom.com | (207) 842-5469
Keel Coolers Rustibus® is designed to de-scale and power brush ship decks, hatch covers, tank tops, etc. free from paint and rust!
Trouble free marine engine cooling since 1927!
THE WALTER MACHINE CO, INC Tel: 201-656-5654 • Fax: 201-656-0318 www.waltergear.com
USA OFFICE Ph: 832-203-7170 houston@rustibus.com
Marine Mattresses Marine Industrial Bunk Beds Bunks and Curtains Lockers and Benches
Polar Fleece Blankets/Towels Fire Retardant Meets IMO Requirements Meets USGC Requirements
WWW.CAPITALBED.COM 48
◼
BUNKS
CURTAINS
800-579-3065
◼
BENCHES/LOCKERS
SALES@CAPITALBED.COM
www.workboat.com • OCTOBER 2019 • WorkBoat
For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496
MARINE GEAR & SUPPLIES
BOLLARD™ AIR COOLED GENERATORS Designed & Built for the Harsh Marine Environment
EPOXY COATING PROVIDES ENHANCED CORROSION RESISTANCE MORE COPPER MEANS IT RUNS COOLER & USES LESS FUEL LOWEST COST OF OWNERSHIP Visit us at PME Booth 1321 & IWBS Booth 731
Manufactured by
800.777.0714 www.merequipment.com
DATREX Maxflow Mesh Vests
BARGE PUMPS 1-800-40-PILOT Sales@PilothouseCharts.com www.PilothouseCharts.com
IMO ROTARY SCREW ASPHALT PUMPS BYRON JACKSON TURBINE PUMPS BLACKMER ROTARY GEAR PUMPS OUR 110TH YEAR
DUVIC’S PUMPS “Greater Downtown” HARVEY, LA 70059 Box 1237 • 504-341-1654 PH/FX
www.workboat.com • OCTOBER 2019 • WorkBoat
49
PortofCall
Your Source For Employment, Equipment & Services SERVICES
Become a Certified and Accredited Marine Surveyor
Fishing Vessel Qualified. Complete course and examination for all vessel types and uses. 1-800-245-4425 or navsurvey.com
We Build the Ship First. Production Lofting Detail Design 3D Modeling St. John’s, NL | Vancouver, BC | New Orleans, LA 709.368.0669 | 504.287.4310 | www.genoadesign.com
Coast Guard & State Pilotage License Insurance Available Coverages; Legal Defense for CG, NTSB and State Pilot Hearings; Federal and State Civil Actions Reimbursement for Loss of Wages Group Coverage Also Available R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com
We Build the Ship First. Production Lofting Detail Design 3D Modeling St. John’s, NL | Vancouver, BC | New Orleans, LA 709.368.0669 | 504.287.4310 | www.genoadesign.com
50
www.workboat.com • OCTOBER 2019 • WorkBoat
For Port of Call advertising, email wjalbert@divcom.com or call 207-842-5496
TRAINING
ADVERTISERS INDEX Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . . . . . . 26
Metalcraft Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Browns Point Marine Service, LLC . . . . . . . . . . . . . . . . . . . . . 32
Motor-Services Hugo Stamp Inc . . . . . . . . . . . . . . . . . . . . . . . . 5
C & C Marine and Repair LLC . . . . . . . . . . . . . . . . . . . . . . . . 17
Motor-Services Hugo Stamp Inc . . . . . . . . . . . . . . . . . . . . . . . 29
Cummins Filtration . . . . . . . . . . . . . . . . . . . . COVER SNIPE, 23
MTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3, 29
Cummins Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Northern Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
David Clark Company Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
North River Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV3
Pacific Marine Expo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Force Control Industries Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Panolin America Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Platypus Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Headhunter Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Hougen Mfg ., Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Sea Machines Robotics Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Tandemloc, Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21, 29
International WorkBoat Show . . . . . . . . . . . . . . . . . . . . . . . . . 33
Transfluid LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Twin Disc Incorporated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV2
Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4
Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Lake Assault Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Walther Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Weems & Plath . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
McDermott Light & Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
www.workboat.com • OCTOBER 2019 • WorkBoat
51
LOOKS BACK OCTOBER 1949
• President Truman has signed into law the Independent Offices Appropriation bill that includes $1 million authorizing the U.S. Treasury to pay the money into the general funds of Federal Barge Lines. The $1 million will be used to repair and rehabilitate barges. • The U.S. Coast Guard Merchant Marine Council
scheduled a hearing for Sept. 27 to take testimony on several proposed changes to regulations affecting water carriers. Testimony will be heard on suggested changes in regulations affecting daytime signals, safety, life rafts, transportation of inflammable materials, greater safeguards affecting handling of explosives, and others. • The sweeping cuts in defense spending recently orOCTOBER 1959 dered by De-
fense Secretary Louis Johnson has hit the Army Engineers hard, with heavy personnel reductions in virtually all offices as well as Washington headquarters. Personnel cuts in some offices ranged from 10% to 30%.
in barge traffic were the steel strike • August barge traffic was substanand a continuation of the labor dispute tially below last month and the same which hampered operations at four month last year at common carrier member companies. barge operators, according to Patrick Calhoun Jr., president of the Inland Waterways Common Carriers Association. Compared to a year ago, barge tonnage was off 29.35%, barges loaded dropped 25.94%, and gross freight revenues fell 44.74%. Calhoun said that among the factors accounting for OCTOBER 1969 the declines • Gladding-Hearn Shipbuilding, Somerset, Mass., has delivered the 65'×18' Portland Pilot to the Portland Pilots, Portland, Maine. The pilot boat replaces a 1931 vintage schooner. The new pilot boat is powered by a Caterpillar D343 turbocharged engine rated at 365 hp at 1,800 rpm. The engine turns a 48"×36" 3-bladed propeller through a 3.5:1 reduction gear. The 52
package gives the boat a cruising speed of 10.6 knots. • Union Barge Line Corp., Pittsburgh, will expand its Tampa, Fla., service with the addition of three covered hopper barges designed for both river and deepwater operation. The 195'×35'×12'6" barges will be built at the Neville Island, Pa., shipyard of Dravo Corp., Union’s parent company. www.workboat.com • OCTOBER 2019 • WorkBoat
DURAMAX®
SHAFT SEAL SYSTEMS
Engineered for Optimum Sealing Performance.
The DryMax™ seal is a robust, environmentally friendly, water-lubricated stern tube seal system. Engineered to accommodate the most axial and radial shaft movement of any seal design while eliminating wear on the shaft.
Reversible DuraChrome™ mating ring gives 2X the life extending drydock intervals
Keeps seawater out of your vessel and your bilge dry. The DryMax™ engineered nitrile rubber ring rotates with the shaft and creates a hydrodynamic seal with the DuraChrome™ mating ring.
Superior sealing and wear life. The proprietary rubber polymer seal ring and the DuraChrome™ alloy mating ring have been engineered to provide optimal sealing and long wear life.
Virtually maintenance free. An inflatable seal is built into the housing allowing seal inspection and primary sealing ring replacement at sea without dry docking.
MADE IN U.S.A.
DryMax™ is ideal for vessels operating in both brown and blue water. It accommodates shaft sizes and stern tubes up to 36".
MADE IN U.S.A.
The DryMax™ seal is also available as a rudder stock seal.
For more information on DryMax™ Shaft Seal or to purchase contact: Duramax Marine at 440-834-5400 or go to DuramaxMarine.com
Duramax Marine® is an ISO 9001:2008 Certified Company
Products And Knowledge You Trust
p: 440.834.5400 f: 800.497.9283