WorkBoat October 2022

HOW CAN REGULATORY REQUIREMENTS

BE FULFILLED OVER THE LONG TERM?

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FEATURES

16 In Business: Mosquito Fleet

Washington’s Kitsap Transit boasts a diverse fleet of fast and slow ferries.

28 Cover Story: Building Muscle

Technology casts an old industry in a new light.

34 Construction Survey

A list of vessels under contract, under construction or delivered in the past 12 months.

BOATS & GEAR

20 On the Ways

• Fincantieri Bay Shipbuilding delivers first Great Lakes bulk carrier since the 1980s • MetalCraft to deliver new multimission vessel to the Kuwait Fire Force • Coast Guard awards Inventech contract to build up to 200 over-the-horizon cutter boats

44 On the Surface

New and improved coatings products hit the workboat market

AT A GLANCE

8 On the Water: Don’t be a galley creature — Part II

8 Captain’s Table: Railroad strike could affect river navigation.

9 Energy Level: The U.S. is gassing up Europe.

10 WB Stock Index: Index posts small loss in August.

11 Inland Insider: Recruiting? Start with grammar schools.

12 Insurance Watch: Don’t have an underinsurance headache.

12 Legal Talk: Obstruction of justice.

13 Nor’easter: BOEM should mandate more fisheries liaisons.

NEWS LOG

14 TWIC cards can now be renewed online.

14 Conrad posts second highest backlog in its history.

14 California sets ambitious offshore wind goals.

14 Ohio court upholds Great Lakes offshore wind permit.

14 Motor Services Hugo Stamp acquires Pacific Power Group.

ON THE COVER

The tug Cooper Moran at Lyon Shipyard on the Elizabeth River in Norfolk, Va. Photo by Doug Stewart

Attitude adjustment needed

Theart of shipbuilding has been around for centuries. “And, as with any industry, innovation takes place early in its lifecycle. Moreover, the knowledge of shipbuilding from tradesmen in a shipyard was typically passed down through family lineage or the local workforce that lived around the shipyards.”

Those words came from an article written by Darren Guillory, technical solutions specialist with SSI USA. His words about shipbuilding skills being passed along ring true. It’s certainly what I’ve seen over the last 25 years. And Guillory should know what he’s talking about. He spent nearly two decades in the commercial shipbuilding industry at Leevac Shipyards in Jennings, La.

Certainly, there’s nothing wrong with civic and family pride being built into workboats that come out of U.S. shipyards. It’s the backbone of the industry.

But now, through technology, the shipbuilding industry can take a step into the future, gaining the attention of young people from all over the country who may never have thought of the industry as cutting edge. It’s time to show them what you’ve got.

“As shipbuilders, we tend to ‘stay in our lane’ and stick with the familiar. We tend to hold on to things we know and push back with phrases like ‘we’ve always done it like that.’ This condition has also had the effect of a new problem facing the modern shipbuilding industry,” said Guillory.

That problem is stagnation. We’re plowing the same eld, drawing from the same pool of workers — it’s always a struggle.

yards are healthy, but growth will come only when they reach out beyond family and community. And technology is the tool that can do that for them.

“Today’s high-tech industries are shifting towards a purer digital environment, with remote work ows and cloud-based solutions,” said Guillory. “The shipbuilding industry, although begrudgingly, is trying to follow suit.”

Change is never easy. Shipyards that make a change to a more technologically based operation will encounter implementation costs, educational challenges, and a move away from their comfort zones.

You may decide not to do it, but what about the yards you compete against?

Yes, today’s workboat construction

byDiversifiedCommunicationsPrintedinUSA 671 0444 22 ai16389015345_editwatch_BPA_2021.pdf 1 12/7/21 1:25 PM

Ken Hocke, Senior Editor khocke@divcom.com

PHOTO

The Coast

Foundation is

to the Coast Guard—tackling the toughest challenges confronting our heroes and strengthening the entire community.

EDITOR IN CHIEF David Krapf / dkrapf@divcom.com

SENIOR EDITOR Ken Hocke / khocke@divcom.com

CONTRIBUTING EDITOR Kirk Moore / kmoore@divcom.com

CONTRIBUTING WRITERS Capt. Alan Bernstein • Bruce Buls • Michael Crowley

• Jerry Fraser • Pamela Glass • Betsy Frawley Haggerty

• Max Hardberger • Joel Milton • Jim Redden • Kathy Bergren Smith

ART DIRECTOR Doug Stewart / dstewart@divcom.com

EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com

ADVERTISING ACCOUNT EXECUTIVE S

Kim Burnham 207-842-5540 / kburnham@divcom.com

Mike Cohen 207-842-5438 / mcohen@divcom.com

Kristin Luke 207-842-5635 / kluke@divcom.com

Krista Randall 207-842-5657 / krandall@divcom.com

Danielle Walters 207-842-5634 / dwalters@divcom.com

ADVERTISING COORDINATOR

Wendy Jalbert 207-842-5616 / wjalbert@divcom.com

Producers of The International WorkBoat Show and Pacific Marine Expo www.workboatshow.com • www.pacificmarineexpo.com

EXPOSITION SALES DIRECTOR Christine Salmon 207-842-5530 / c salmon@divcom.com

PRESIDENT & CEO Theodore Wirth / twirth@divcom.com

VICE PRESIDENT Bob Callahan / bcallahan@divcom.com

Those who care about customer service

Your article (“Summertime and safe operations,” WorkBoat, August 2022) was right on point.

Having spent my early years as a marine patrolmen in New Jersey, and later years as a commercial towing and salvage captain, I cannot believe the number of idiotic things people have done in front of me, from a sail boater demanding he had the right of way while crossing a channel and I had a tow in that restricted channel, to the always popular anchoring to a marker or in a channel. I don’t understand why kayaks need to be in the middle of a channel. I even had an owner tell me he did not know where his ll pipe was on the boat.

In New Jersey, the state came up with the Boating Safety Certi cate. In order to obtain the certi cate, you need eight hours of training including the hour test. In my experience dealing with these people (who have the certi cate), they now think they have an operator license. In a few cases, they even thought they had a captain’s license. What they didn’t have was much knowledge of marine law or chart reading.

So, Capt. Bernstein, I have to disagree with you on more training. What we need instead is more law enforcement. When I worked for the marine police, we did not have boating safety certi cates. If you did something wrong you

were stopped, inspected and then issued a summons for some or all violations. Word got out of the enforcement and within three years accidents and incidents were way down. Everybody seemed to be abiding the laws and safety.

Something on your mind?

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

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Today the New Jersey State Police (Marine Services Bureau) are invisible and the boating public has no fear of them. The public runs boats that are overloaded, they allow bow riding (feet over the bow), and jet skis buzz the shorelines and through anchorages and lagoons throwing a wake. Their answer when you yell, “I am only doing 10 miles an hour.” The law in New Jersey discusses wake not speed. Apparently, they don’t teach that in class.

Email: workboat@cox.net

It is not the classroom learning that is needed but the legal rami cations of their actions and violations.

Capt. Bernstein is the rst article I read when I get WorkBoat Keep up the great work.

Capt. R.M. Silva Toms River, N.J.

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BY JOEL MILTON

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

On the Water

Don’t be a galley creature — Part II

For those who eventually come to the realiza tion, sometimes after a lengthy delay, that being a “galley creature” no longer suits them and career advancement is a more suitable path, there is another big drawback.

Valuable time wasted when you are a galley creature cannot be recouped. Particularly if steer ing is what you want to do, you are really hurting yourself by not using your time productively.

This may not be apparent at the time and it likely won’t be understood without a detailed explanation and regular reinforcement, which is why it is the norm.

Most of the time captains, mates or towboat pilots (on the Western Rivers), when operating on inland waters or the Great Lakes, also serve as their own federal pilot (known as “acting-as-pilot” and often incorrectly referred to as “recency”).

This is where the required 12 complete round trips with a barge in and out of a given port or through a waterway while serving as either an ob

Captain’s Table

Possible strike could affect river navigation

Afew months ago, U.S. rail workers threat ened a strike that would have closed all bridges that crossed U.S. navigable rivers.

server or a supervised helmsman comes into play. In addition, if you are acting-as-pilot during hours of darkness, at least four of those 12 roundtrips must have been during darkness hours.

Almost all deckhands today waste months or years of sea-service time on voyages that they could’ve been racking up pilotage trips as an ob server (initially) and helmsman (eventually), even if they work just a single harbor.

There’s far more to being a mate than just the hands on mechanics of routine boat handling. One must be able to hold down a watch without direct supervision in most circumstances or the twowatch system simply fails. It’s just simple math.

Nothing says “waste of my time” more clearly than a new mate who is fully credentialed by the Coast Guard but who hasn’t made the effort to get at least some of the requisite pilotage trips done, and who doesn’t adequately know the waterways, terminals and berths (along with all of the other local knowledge required).

Therefore, that person can’t stand watch without supervision.

The time to start the process is long before one has a new license in hand.

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.

A good friend of mine, a passenger vessel operator on the Mississippi River, raised the alarm about a possible strike and in turn notified the Passenger Vessel Association (PVA). PVA immediately contacted the Coast Guard, who has the licensing authority for these bridges, to determine the plan to keep the bridges open for vessel passage should a strike occur.

Historically, steamboats preceded railroads in moving goods and passengers. In fact, there were no bridges that crossed navigable rivers, so it was quite simple for vessels to pass from one city to the next. The building of railways and highways brought with them the construction of rail and road bridges.

A rail strike could create a situation in which drawbridges are left in the closed position and are not staffed by bridge tenders who would open them according to Coast Guard-mandated

schedules and regulation. This would cause dis ruptions and delays in passenger vessel schedules and cost operators tens of thousands of dollars a day in delays.

Recognizing the seriousness of the situation, PVA sent letters to President Biden in July and to Coast Guard Commandant Linda Fagan in August, alerting them to this potential problem. In July, President Biden signed an executive order which established a cooling off period and appointed a Presidential Emergency Board (PEB) to mediate and make recommendations that would help workers and management reach agreement that would prevent a strike. The dead line for this process is Sept. 16.

In late August, PVA received a letter from the Coast Guard that said, “While most railroad drawbridges are kept in the open position and only close for a train to pass … In the event of a strike, which causes trains on the affected lines to cease operations, bridges shall remain in the open position.”

This is good news, but I urge all mariners to monitor the situation and discuss it with their lo cal Coast Guard to ensure all are alerted should a strike occur.

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U.S. is gassing up Europe

BY JIM REDDEN, CORRESPONDENT

FACTORY

WorkBoat GOM Indicators

The U.S. has stepped up as a leading provider of natural gas to Europe, helping ease the supply crunch caused by Russia’s spiteful cutback just as the winter heating season approaches.

GOM Rig Count (July '21 - July '22)

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Using export data compiled by Renitiv, a New York-based gas research and analytical rm, Reuters reported on July 26 that the U.S. had exported around 57 billion cubic meters (bcm) of lique ed natural gas (LNG) through June, 39 bcm of which sailed to Europe.

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Those volumes eclipse the 34 bcm exported to Europe for all of 2021 and are on pace to far exceed the 15-bcm commitment President Biden made to the continent in March.

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ment LP export facility in Texas. The nation’s second largest export terminal will likely resume partial operation in October but is not expected to be fully operational until the end of 2022.

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In its Aug. 9 Short-Term Energy Outlook, the U.S. Energy Information Administration (EIA) predicted U.S. LNG exports will increase 14% this year compared to 2021, averaging 11.2 Bcf/d, with an average of 12.7 Bcf/d to be exported largely from Gulf Coast terminals next year. U.S. exports, however, suffered a hiccup on June 8 after a re cut off the average 2 Bcf/d delivered from the Freeport LNG Develop-

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Meanwhile, analysts predict that there will be enough gas to go around, as U.S. production is on track to reach an all-time high this year. Norway’s Rystad Energy forecasts the nation’s gas production will exceed 100 Bcf/d at year’s end. “Already the top gas producer in the world, the U.S. stands ready to boost output further to meet

the global demand, but takeaway constraints are a serious risk. However, with new LNG capacity expected to be added after 2024, the U.S. is set to grow its role in global gas markets for some time to come,” Rystad Senior Analyst Kristine Vassbotn said on July 18.

Even so, the 2.501 trillion cubic feet (Tcf) of working gas in storage as of Aug. 12 was 296 Bcf less than the same time last year and 367 Bcf below the ve-year U.S. average, the EIA said.

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following

WorkBoat Composite Index

WorkBoat stocks lose ground in August

In August, the WorkBoat Composite Index lost 26 points, or about 1%. For the month, losers topped winners 14-11.

The top percentage loser for the month was Gulf Island Fabrication. Its stock price dipped 21% in August. This despite posting a second-quarter net income of $528,000, after reporting

a $1.6 million loss a year earlier.

The Houma, La.-based fabricator of structures for the energy sector said it is continuing to wind down its ship yard segment, which it sold last year.

Revenue for the segment in the second quarter 2022 was $3 million, a decrease of $200,000 compared to the second quarter 2021. Revenue for both quarters

was related entirely to the division’s 70-vehicle ferry for Texas and two 40-vehicle ferry projects for North Car olina. Operating loss for the segment was $1.4 million for the second quarter 2022, compared to an operating loss of $1.1 million a year earlier. Results for the second quarter 2022 included legal fees of $1.2 million associated with the company’s MPSV dispute.

“We continue to make progress to wards an efficient and safe wind down of our shipyard operations,” Richard Heo, president and CEO, said during the company’s Aug. 9 earnings call.

INDEX NET PERCENT COMPARISONS

Operators

7/29/22 8/31/22 CHANGE CHANGE

400.68 388.46 -12.22 -3.05%

Suppliers 4397.93 4405.21 7.28 0.17%

Shipyards 4287.31 4240.25 -47.06 -1.10%

WorkBoat Composite 3079.02 3052.56 -26.46 -0.86%

PHLX Oil Service Index 68.15 68.66 0.51 0.75%

Dow Jones Industrials 32845.1 31510.43 -1334.67 -4.06%

Standard & Poors 500 4130.29 3955 -175.29 -4.24%

For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/resources/workboat-composite-index

“Overall, we remain focused on com pleting our remaining shipyard obliga tions and we now expect to complete the wind down of the shipyard business by the end of the fourth quarter upon delivery of the final North Carolina ferry and Texas ferry. Once complete, we look forward to focusing our time and energy on profitably growing our remaining businesses.” — David Krapf

BY KEN HOCKE, SENIOR EDITOR

Earlier this summer, my esteemed colleague Pamela Glass wrote about the American Waterways Operators spring meeting held in May.

Weighing heavily on AWO’s president and CEO Jennifer Carpenter’s mind at the time was the inland industry’s chronic labor shortage. Though this problem ebbs and ows in severity, now is a particularly rough patch that owners and operators are going through.

The pandemic made a bad situation quite a bit worse. Then the recent trend to quit one’s current job because there are labor shortages everywhere and opportunities abound has made things worse yet. It’s unprecedented.

No one knows what will happen, but eventually, the problem will get better.

But now is the time to look at the big picture. What can be done to keep this from happening in the future? The answer is better planning.

The barge industry “is an essential sector with strong implications for national security, so we need to make sure we have a pipeline of people who want to come into this industry and make a career of it,” Carpenter said. “The short-term challenge [for operators] is making sure we’ve got people to run the boats now and we have the people to grow the industry into the future. Those are big issues for our members.”

How do we grow the industry? By selling the industry to generations coming up behind us. I know of many barge companies that have recruiting gigs at local high schools, but those don’t seem to be very successful.

While Pam was at the AWO meeting in Washington, D.C., I was at Shamrock Marine in Baton Rouge, La. Shamrock provides launch vessels to carry personnel, groceries, palletized cargo and other supplies to towboats

and ships on the Mississippi River.

I discussed recruiting with Shamrock’s founder and co-owner Duncan Armentor. I asked him about visiting high schools to recruit, and he said he doesn’t do much of it.

“We get them earlier than that, in grammar school,” he said. “You bring those young kids aboard the boats and

they’ll never forget it. It’s kind of like planting a seed.”

Armentor said by the time the kids get to high school, they’ve got too many other things on their minds. “They already have an idea about what they want to pursue,” he said, “but the little ones, that’s where you can make a real impression.”

BY DAN BOOKHAM

Dan Bookham is a vice president with Allen Insurance & Financial. He specializes in longshore, offshore and shipyard risk. He can be reached at 1-800-236-4311 or dbookham@ allenif.com.

Insurance Watch

Underinsurance headache

Almost everything is getting more expensive. Supply chain issues, increased demand, workforce shortages and other issues are driving inflation at a sharp clip. Every industry is affected.

And while an uptick in prices might be a boost to one’s top line profits, the increased cost of do ing business is hurting the bottom line. Insurance is not immune to inflationary pressures, and most insurance and reinsurance companies continue to look warily at the cost of materials, the time it takes to replace or rebuild property, legal expenses and other factors as they review their books of business. It appears that U.S. businesses have a large (and self-inflicted) underinsurance headache.

Think about your own operations. How much money would you need to replace a string of damaged or destroyed barges or to repair or replace systems or deck machinery on a tug? How about the cost to build a new ferry or to purchase replacement containers, reefer points or gensets?

Is the insurance limit you have in place going to

Legal Talk

Obstruction of justice

In a recent marine pollution enforcement action involving a bulk carrier, the U.S. Department of Justice included charges of “obstruction of justice.”

cut it?

Also, materials and labor shortages, and trans portation and logistics problems, have lengthened the time needed to repair or replace damaged prop erty. Under these conditions, it might take two to three times as long to rebuild and reequip a facility or vessel than it took before the pandemic.

Think about your key assets. How quickly can you get the replacement part or unit from the factory to your facility? How congested is the shipyard orderbook? Do you have the relationships that could help you bump your project to the top of the list, or do you have to resign yourself to wait ing in line? And at the end of the day, have you factored that into your business income insurance limit?

With all of this in mind, if you aren’t talking to your insurance agent about the increase in con struction and materials costs and longer time hori zons on projects, you could find yourself underin sured. The point of your policy is to protect your assets and make you whole in the event of a loss. Proper valuations of the cost to replace or rebuild your assets (including your lost income resulting from a loss) are at the core of making sure your insurance is working for you.

BY TIM AKPINAR

Tim Akpinar is a Little Neck, N.Y.based maritime attorney and former marine engineer. He can be reached at 718-224-9824 or t.akpinar@verizon. net

The case involved intentional discharges of about 10,000 gals. of oily waste onto the waters off Louisiana by a bulk carrier in 2021. Ship per sonnel failed to use the oily-water separator and oil content monitor. Further, they did not record the discharges in the ship’s oil record book.

Obstruction of justice is a crime that covers a broad range of acts that impede the efforts of au thorities in investigating or prosecuting a criminal matter. This could include giving false statements to investigators or prosecutors to throw them off the trail, lying under oath, making threats to wit nesses or hiding evidence. Different penal codes could define the crime differently from state to state.

In this case, charges of obstruction arose from repair operations aboard the bulk carrier in March 2021. The ship, registered in the Marshall Islands,

was at an anchorage near New Orleans. Repairs were underway to correct a problem involving discharge of clean ballast water. A valve burst and flooded the engine room. Later in the evening, en gineering personnel pumped the water overboard.

While the discharge itself amounted to a viola tion of the Act to Prevent Pollution from Ships, the obstruction charges stemmed from efforts to con ceal things. This included making false statements to the Coast Guard, concealing the fact that the engine room flooded and oil-contaminated bilge water was pumped overboard, destroying comput er alarm printouts, directing crewmembers to make false statements to the Coast Guard, making a false oil record book, ordering the deletion of cell phone evidence, and preparing a retaliatory document accusing a whistleblower of poor performance to discredit him.

The incident came to the attention of authorities when a crewmember used social media to alert the Coast Guard.

It’s interesting to contrast two forms of con duct here — whistleblowing and obstruction. The whistleblower is acting to blow the lid off things, while the obstructor is often trying to keep things hidden.

Nor'easter

Wind consultant: BOEM should mandate more fisheries liaisons

BY KIRK MOORE, CONTRIBUTING EDITOR

Paul Forsberg watched as the Block Island Wind Farm pilot project with its ve turbines was assembled in 2016 off Rhode Island. He saw a crowd on an island beach, gazing at the new wind generators and chattering with enthusiasm.

“I don’t know if these things are going to work,” Forsberg said then. “But they’re coming.”

In 2020, Forsberg started Offshore Wind Farm Support LLC, a consulting rm to help offshore wind developers with their needs for U.S.- ag vessels to do geophysical survey work, and onboard observers to meet regulatory requirements.

Today Forsberg works with almost all of the offshore wind developers off the U.S. East Coast.

“I’m an advocate because it’s going to create a lot of jobs,” said Forsberg. But he is also a cautionary voice for offshore wind companies.

In online postings at his website https://offshorewfs.com/, Forsberg advocates requiring sheries observers on vessels in the U.S. wind eet — and challenges a persistent sentiment among some in the industry that U.S.- ag workboats and crews cost too much for wind power to succeed here.

Since 1936, the Forsberg family has operated Montauk, N.Y.-based Viking Fleet, which operates fast ferries and other passenger vessels.

Paul Forsberg branched into commercial longline shing for tile sh and sword sh and worked in the Gulf of Mexico on offshore supply vessels.

With his Montauk connections, Forsberg knew of the escalating tensions between wind developers and commercial shermen. The Bureau of Offshore Energy Management is requiring wind

companies to hire observers to ensure safeguards for whales and other protected species. But the use of sheries liaisons — experienced shermen who keep track of survey boats and their interactions with local sheries — is spotty at best, Forsberg said.

“Vineyard Wind is the most consistent about getting along with the shermen.”

INCREASE THE RELIABILITY OF YOUR MACHINERY

Forsberg said he helped another wind developer tamp down one blowup off the Delmarva peninsula in fall 2021, after a survey boat and conch trap sherman got into a confrontation over gear being dragged and damaged.

“I told the (company) all it’s going to take is one screw-up and you’ll lose that goodwill. Right after that I put a guy on the (survey) boat.”

TESTING &

External

TWICs can be renewed online News Bitts

The Transportation Security Administration (TSA) has enhanced the renewal process for the Transportation Worker Identi cation Credential (TWIC).

California sets ambitious offshore wind goals

60% of TWIC holders renew their cards every five years.

In August, TSA began allowing current TWIC holders to renew their credentials online, which eliminates the need to visit an enrollment center and makes the ve-year renewal process more convenient.

TWIC is required by the Maritime Transportation Security Act for mariners and workers who need access to secure areas of U.S. maritime facilities and vessels. Jointly administered by TSA and the Coast Guard, TSA conducts a background check to determine a person’s eligibility and issues the credential. The Coast Guard regulates the use of TWIC in the maritime environment. U.S. citizens, lawful permanent residents, naturalized citizens, asylum seekers, refugees, and nonimmigrants in lawful status may apply for TWICs.

Nearly 60% of TWIC holders renew their card every ve years. Renewing online eliminates the need to go to an enrollment center, supports U.S. critical infrastructure and supply chain workers, and saves travel time and expenses associated with being away from work, TSA said. Most eligible applicants receive their TWIC card in less than 10 days. Those applicants with more complex cases may require 60 days or longer for processing. Applicants may check their TWIC status online at any time.

Most applicants, including U.S. citizens, nationals, and lawful permanent residents, will be able to renew online. Visit TSA’s enrollment provider website (https://universalenroll.dhs.gov/) for information on TWIC enrollments and renewals. If applicants encounter dif culty renewing online, they may contact customer service at 855-347-8371. — WorkBoat Staff

Conrad reports second highest backlog ever

Conrad Industries Inc., Morgan City, La., announced in August that its backlog at the end of the second quarter was $245.1 million, the second highest in the company’s history.

For the quarter ended June 30, 2022, Conrad had a net loss of $3.4 million and loss per share of 67 cents compared to net income of $8.6 million and earnings per share of $1.71 during the second quarter of 2021. The company had a net loss of $3.5 million and a loss per share of 69 cents for the six months ended June 30 compared to net income of $9.3 million and earnings per diluted share of $1.85 for the six months ended June 30, 2021.

Net income in the second quarter and rst six months of 2021 included the Paycheck Protection Program loan being forgiven in the second quarter of 2021.

During the rst six months of 2022, Conrad added $198.8 million to its new construction segment backlog compared to $60.8 million added to the backlog during the rst six months of 2021. Conrad’s backlog was $245.1 million on June 30, 2022, the second highest backlog in company history, $148.5 million at Dec. 31, 2021, and $170.9 million at June 30, 2021. Since the end of the second quarter Conrad has signed an additional $34.9 million in contracts

In August, the California Energy Commission (CEC) adopted a report establishing offshore wind goals that, state officials say, move California one step closer to development of wind energy off the state’s coast. Preliminary findings in the recently released report, Offshore Wind Energy Development off the California Coast, set planning goals of 2,000-5,000 megawatts (MW) of offshore wind by 2030 and 25,000 MW by 2045, enough electricity to power 3.75 million homes initially and 25 million by midcentury.

Court upholds Great Lakes wind permit

Prospects for the offshore wind industry on the Great Lakes got a boost with an Aug. 10 ruling from the Ohio Supreme Court allowing the Icebreaker Wind project to proceed with its plan for six turbines nine miles off Cleveland. The Lake Erie Energy Development Corporation (LEEDC) plans for a half-dozen Vestas V126 3.45 MW offshore wind turbine generators. Energy from the wind generators would come ashore into the Cleveland Public Power grid near a decommissioned coal power plant.

MSHS acquires Pacific Power Group

M

otor Services Hugo Stamp Inc. (MSHS), Fort Lauderdale, Fla., has acquired Pacific Power Group (PPG), Vancouver, Wash., a provider of products, parts, and maintenance, repair, and overhaul services for marine, energy, commercial and industrial equipment. Both PPG and MSHS will maintain their current brand names.

Go to workboat.com/news for the latest commercial marine industry news, or download our mobile app. Search WorkBoat in your app store on your mobile device.

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Mosquito Fleet

Low-wake cats highlight Puget Sound ferry operator’s fleet.

By Bruce Buls, Editor at large

From

cedar canoes to steel submarines, Puget Sound has seen its share of boats, many of them ferries. Except for one bridge, if you want to get from one side of Puget Sound to the other, you have to drive around or you take a boat.

For the past 70 years, Washington State Ferries has provided many of those ferry boats (current eet of 21) for both vehicles and walk-ons. Before that, passengers, freight and mail were carried by an assortment of wooden boats known as the Mosquito Fleet, presumably because they skittered from dock to dock up and down Puget Sound.

For a few years in the late ’90s and early 2000s, WSF provided passengeronly boats, with a pair of large catamarans running between Bremerton

and Seattle. But because of wake-wash issues in Rich Passage, a narrow arm connecting Bremerton and Puget Sound, the property owners protested

and ultimately forced the cats to slow down while transiting the passage. With the time lost from slower speeds, the fast cats weren’t so fast anymore.

The Reliance is one of two sister vessels to the Rich Passage 1. With the three boats, Kitsap Transit can now provide two-boat service during commute hours.

The ultra-low-wake passenger ferry Rich Passage 1. The high-speed aluminum catamaran has a dynamically controlled, composite hydrofoil system.

American Marine photos

Kitsap Transit

WSF nally bailed on passenger-only service and sold the two boats to San Francisco in 2008.

But ridership numbers showed that a high-speed option was very attractive to the general public on the Kitsap peninsula side. So, when WSF asked Kitsap Transit, a Kitsap County public transportation authority that operates buses and boats, to take over its role in an ongoing study of wake impacts along Rich Passage, it stepped in.

So, with wake-wash effects on the beaches being closely monitored, Kitsap Transit went to All American Marine, Bellingham, Wash., and New Zealand’s Teknicraft Design for the development of a high-speed, ultra-low-wake passenger boat. The result was the Rich Passage 1, a 78'×48' aluminum catamaran with a dynamically controlled, composite hydrofoil system that carries up to 118 passengers at

37 knots all the way through Rich Passage without tearing up the beaches.

The success of the RP1 allowed Kitsap Transit to move ahead with full fast-ferry service out of Bremerton. “Once we were able to validate that, yes, we were able to run at high speed through Rich Passage without damage, the voters approved a .3 percent increase in local sales tax in 2016 to nance expansion of the fast-ferry service,” said John Clauson, executive director of Kitsap Transit. With the tax income, Kitsap Transit was able to nance and build two sisterships to the RP1 — the Lady Swift and the Reliance. With these three boats, Kitsap Transit is now able to provide two-boat service during commute hours (departures every 30 minutes) with a back-up vessel ready to go when needed.

Nichols Brothers

The Enetai, built at Nichols Brothers, has a rounded bow that fit in Washington State Ferry’s slips as well as side-loading capability.

Kitsap Transit

EXPANSION

With the riddle of the Rich Passage nally solved, Kitsap Transit expanded its cross-sound service by establishing new operations from Southworth (south of Bremerton) and Kingston (north of Bremerton), to and from downtown Seattle. Since these routes aren’t as wake sensitive, more conventional catamarans would do. In 2018, the agency commissioned Nichols Brothers Boat Builders, Freeland, Wash., to build a pair of 140' aluminum catamarans designed by U.K.’s BMT. The Commander and the Enetai both have rounded bows that t in WSF’s slips as well as side-loading capability. The bow loading is required at Southworth, where the only dock belongs to WSF, which only operates bow loaders. The new 128-footers can carry up to 250 passengers and 26 bicycles at 35 knots.

For reliable service, both the Southworth and Kingston runs will also have

back-ups. For Kingston, it’s the Finest, a passenger cat bought from NY Waterway in 2018. Built by Derecktor Shipyard in 1996, the Finest was among the rst boats to start shuttling people off Manhattan after the 9/11 attacks. When Kitsap bought the boat, it was layed-up in New Jersey and looked very tired with peeling paint, dirty carpets, broken windows and torn-up seating.

The ferry was loaded on a heavy-lift ship and transported to Nichols Brothers Boat Builders in Freeland, Wash. After removing engine room insulation, signi cant hull corrosion was discovered, which ultimately meant replacing about 30% of the hull plating. “At the end of the day, we basically ended up gutting the Finest,” said Jen Cook, Kitsap Transit’s project manager. “It’s really great to take an old vessel and make her new again. She now has a long life ahead of her.”

Nichols Brothers is currently refur-

bishing another back-up fast ferry, the Solano. Built by Dakota Creek Industries, Anacortes, Wash., in 2004, the 126-footer worked in San Francisco Bay for 15 years before being sold to Kitsap Transit. When its restoration is complete later this year, the Solano will be the back-up fast ferry for the Southworth route.

SLOW GO

In addition to its fast ferries, Kitsap Transit also operates what could be called slow ferries. These three smaller boats shuttle passengers across Sinclair Inlet between Bremerton and the smaller Kitsap communities of Port Orchard and Annapolis. Bremerton’s Puget Sound Naval Shipyard is the county’s largest employer and many workers live on the south side of the inlet. There’s been ferry service back and forth since at least 1936 when Horluck Transportation began ferry service with the Carlisle II,

a wooden boat built in Bellingham in 1917. The 65'×20' boat was purchased from Horluck by Kitsap Transit in the early 2000s and is still in operation. The vessel was recently repowered and spruced up during a two-year $1.3 million renovation.

“The  maintenance on the Carlisle II is higher than the others,” said Paulson, “but the fuel ef ciency is quite high. It’s only a single screw.”

Paulson admits that there’s a nostalgic aspect to their ownership. “The community absolutely loves that vessel,” he said. “It’s been here for so many years. It’s part of our history.”

The other two “local” ferries, as they’re called, are the Waterman and the Admiral Pete. The Waterman is a hybrid-electric catamaran design built by All American Marine in 2020. The 70'×26' catamaran carries up to 150 passengers and is powered by batteries recharged by an onboard generator. It’s the rst of its kind in Puget Sound.

The Admiral Pete was built in 1994 and has worked for both Kitsap Transit and King County Water Taxi. The 65' plywood boat can carry up to 120 passengers and ve bikes. The boat will be replaced in a few years by a new allelectric ferry to be built to the same hull design as the Waterman. Kitsap Transit has secured state and federal grant money for its construction and will put out a call for bids after the engineering

is complete. There will be no onboard generators to recharge the batteries. That will be done from the grid during the boat’s ve-minute layover.

Kitsap Transit is also part of a public-private consortium that has preliminary funding for the design of a fast hydrofoil ferry that would operate on batteries only. Kitsap’s BremertonSeattle route has been selected as the design route.

Contact: Address: 113 Street A,

39466 U.S.A.

Phone: (601) 889 9050 Email: sales@AEF

BUOYANCY INFLATABLES

Contact:

Address: P.O. Box 2030, North Kingstown, RI 02852 U.S.A.

Phone: (401) 884 8801 Email: sales@Subsalve.com

The 65’x20’ Carlisle II is a wooden boat that was built in Bellingham in 1917.

Kitsap Transit

CONSTRUCTION

AT

YARDS

Bay Ship completes first Great Lakes bulk carrier since 1980s

Anew,

U.S.-flagged Great Lakes bulk carrier has been built on the Great Lakes for the first time in more than 35 years. The 639'×78'×45' Mark W. Barker will transport raw materials to support manufacturing throughout the Great Lakes region.

The Interlake Steamship Co. took delivery of the 28,000dwt. self-unloading dry-bulk carrier from Fincantieri Bay Shipbuilding, Sturgeon Bay, Wis., this summer. Interlake Steamship, Middleburg Heights, Ohio, is the largest pri vately held U.S.-flag operator on the Great Lakes, with nine vessels that carry bulk cargoes. It’s newest vessel until now, the Paul R. Tregurtha, was built by American Ship Build ing Co., Lorain, Ohio, in 1981. The 1,013'×105'×56' Paul R. Tregurtha has a capacity of 68,000 tons and is the longest vessel on the Great Lakes.

Bay Engineering designed the Mark W. Barker complete with advanced vessel and unloading systems automation.

The new bulk carrier has “added protection from damage such as double bottom and side shell voids above damage stability requirements, sliding cargo bulkhead door forward and aft garages with garage door access to cargo holds for storage of two Caterpillar 938M front end loaders and

two T870 Bobcats box girder systems, with only a single transverse bulkhead,” said Travis Martin, president, Bay Engineering.

With a draft of 29'2", the self-unloading bulk carrier has a cargo hold arrangement and cargo hatch covers designed for maximum cubic space and the ability to handle difficult cargoes. The vessel incorporates a flap rudder as well as bow and stern thrusters for high-level maneuverability.

The new vessel is a gravity, self-unloading/mechanical un loading ship used for hauling cargoes of salt, coal, iron ore pellets, stone, sand, and hot briquette iron. The design also allows for carrying unique cargo on spur deck hatch covers.

The 15,507-grt. Mark W. Barker’s main propulsion comes from two 16-cylinder EMD 16ME23B EPA Tier 4/IMO Tier III diesel engines, producing 4,000 hp at 900 rpm each. The mains are connected to Kongsberg Kamewa 4-bladed controllable pitch propellers built to Ice 1C standards through Lufkin CSQ11400-5-PTO marine gears with 7.5:1 reduction ratios. The vessel is expected to have a top speed in excess of 15 mph. “Engines will be complete with acces sory rack and vibration mounts,” said Martin.

The Mark W. Barker was fitted with two Kongsberg

The first bulk carrier for U.S. Great Lakes service built on the Great Lakes since 1983.

thrusters for added maneuverability — one bow and one stern. Kongsberg also handled the steering systems and controls.

Tankage includes 109,077 gals. of diesel fuel; 16,939 gals. potable water; 6,444 gals. marine urea; 7,504 gals. lube oil; and 19,770 gals. ef uents.

For electrical power, the vessel has a Caterpillar C32 ACERT marine package genset rated at 940 kW, two 2,500kW shaft generators and one 274-kW emergency generator.

Mark W. Barker is ABS classed Maltese Cross A1, bulk carrier for service on the Great Lakes, St. Lawrence River Service, circle E, AMS,ACCU, CGSU, UWILD and USCG, Subchapter I (cargo vessel).

“When we approached a historic project of this magnitude — building our company’s rst ship since 1981 — we knew it was critical to choose the right partners,” Interlake

President Mark W. Barker said when the contract to build was announced in 2019. “Fincantieri Bay Shipbuilding is the shipyard that has the experience and skill to execute on our long-term vision. We’ve had a long and positive relationship of partnering with Fin-

45' aluminum research vessel.

cantieri Bay Shipbuilding as we have modernized and reinvested heavily in our eet. They have skillfully handled four repowers, ve exhaust gas scrubber installations, as well as regular maintenance and regulatory drydockings on our vessels.”

— Ken Hocke

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MetalCraft Marine 85' firefighting, rescue, and patrol boat.

ON THE WAYS

MetalCraft to deliver new multimission vessel to Kuwait

MetalCraft Marine is nearing completion of the 85'×26'×12' aluminum firefighting, rescue, patrol boat Monjeb 2. The vessel is scheduled to be

delivered to the Kuwait Fire Force in September.

The 79.6-dwt boat was designed by the U.K.’s Walker Marine Design Ltd. with a 4' draft.

“MetalCraft started on preliminary designs back in early 2015. Several concepts did not y due to the instability of shooting 12,000 gpm from 45

feet above the water,” said Bob Clark, MetalCraft’s contracts manager. “Even a catamaran design would need to be very large and very heavy with a super-low center of gravity to support the force of 12,000 gpm from the tower monitors. Of course, this is only one of the stability concerns. The boat would also need to handle severe seas if a re occurred during a storm event. MetalCraft started looking at outside designs that were designed around severe sea states that could make good speeds and carry heavy loads. This led us to the wind farm boats of the North Sea.”

North Sea wind farm boats travel long distances to service turbines that are 25-to-50 miles from shore and work in very severe wave conditions. They typically run at 25 plus knots and carry multiple sea containers that hold all of the equipment necessary to keep the towers generating. They also operate with small crews but carry a large number of turbine service techs. Most of these vessels are also semidisplacement designs, which means very little hull motion and a comfortable ride for the service techs.

“Seasick service techs don’t work very well,” said Clark.

MetalCraft decided on a Walker Marine design that had very tall hulls wide enough to house large diesels and lots of re ghting equipment. The design already had several dozen vessels in service.

The key to a mature design is its heritage, as each subsequent build incorporates new and better developments into the design, Clark said. “The MetalCraft FireStorms built today certainly have improved over the boats built in 2003, though they are all still running.”

Main propulsion will come from two MTU 10V 2000 M86 diesel engines, producing 1,360 hp at 2,450 rpm each. The mains connect to twin Marine Jet Power (MJP) DRB 500 waterjets through ZF 665 twospeed marine gears. The propulsion package will give the new boat a running speed of 27.8 knots. For

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ON THE WAYS

added maneuverability, the boat will be fitted with a Sleipner Side-Power SH550 bowthruster.

The Monjeb 2 will feature two Jason fire pumps, spewing 5,000 gpm each through telescopic monitors that extend 40' above the deck.

MJP will also take care of the controls and steering responsibilities with its Jet Master 1 package. There will also be a Raymarine Axiom, Setcom, and Teledyne FLIR electronics suite aboard the boat.

Capacities will include 1,200 gals of diesel fuel, 100 gals. water, and 800 gals. re ghting foam.

Ship’s service power will be supplied by twin Kohler 125EFOZCJ Decision Maker 3500 gensets.

— K. Hocke

Coast Guard awards Inventech $104 million contract to build up to 200 cutter boats

The Coast Guard recently selected Inventech Marine Solutions (IMS) to enter the production phase for the over-thehorizon cutter boat (CB-OTH V).

IMS, Bremerton, Wash., is the

manufacturer of Life Proof Boats and F.A.S.T. Collar Systems.

The 10-year contract is for up to 200 boats with a total value of $103.6 million. The rst delivery order for four OTH Vs was placed on Aug. 3 with a value of almost $2 million. The four OTH Vs will be used for operational test and evaluation before the program moves to full production.

The Coast Guard said the OTH V will have a top speed of approximately 40 knots and a range in excess of 170 nautical miles. The dimensions are limited to 26'×8'6" with a maximum performance weight of 8,700 lbs.

Inventech beat out three other finalists for the Coast Guard cutter boat contract.

The Coast Guard ordered a demonstration vessel in June 2021 from four manufacturers ( Black sh Solutions LLC, Gravois Aluminum Boats LLC (doing business as Metal Shark Boats), MetalCraft Marine US Inc. and Inventech), whose designs went into the phase two testing and evaluation.

Following delivery of the four boats, the Coast Guard sent ve test crews to Norfolk, Va., to operate the boats for nearly four months in side-by-side simulated operational events to help select the best value contract for the production phase.

Inventech Marine Solutions

The IMS hull is based on its family of 22° monohull platforms. IMS builds hulls with 8'6" beams and between 21' and 27' in length in both outboard and inboard con gurations.

IMS’s 25'6"x8'6" demonstration model weighs 6,785 lbs. and burns 10.8 gph of fuel. The boat has an 86gal. fuel tank.

The IMS demonstration vessel is powered by a Cummins QSB 6.7 main engine, producing 480 hp, linked up to a HamiltonJet waterjet. The boat is also tted with HamiltonJet HJX29 AVX Express controls.

The propulsion package gives the new model a running speed of 40 knots and a sprint speed of 30 knots in Sea State 3 conditions.

“The IMS boat has a number of noteworthy design features that provide mission effectiveness bene ts (range that exceeds the threshold, good joystick placement, room for

multiple stokes litters, removable tow post design),” the Coast Guard said in its post-award debrie ng document.

“The contract presents supportability bene ts with an engine that has an overhaul cycle that far exceeds the required minimum hours between overhaul, structure design that meets lifecycle cyclical loading criteria at 29 knots, a data logger to provide troubleshooting information, an extended radio warranty, familiarity with USCG technical data requirements, a radio enclosure, exceptional maintenance access, and improved engine mounts.”

During development and construction IMS focused on serviceability, preventing water intrusion, deck drainage, and advanced ergonomics. IMS said it believes that its focus on building a robust, simple platform that worked well for the Coast Guard set its vessel apart during the Coast Guard’s testing and evaluation period.

In addition, IMS developed a new proprietary foam collar system which utilizes its standard material and construction processes. The new F.A.S.T. (foam air stabilized technologies) collar design reduces slamming impacts. The foam collar also provides buoyancy for safety.

The Coast Guard plans to deploy the OTH V across its cutter eet to national security cutters, fast response cutters, offshore patrol cutters, legacy medium endurance cutters, future polar security cutters, and in-service polar icebreakers.

OTH V cutter boats will support almost all mission areas, with emphasis on search and rescue, drug and migrant interdiction, living marine resources, defense readiness, and ports, waterways and coastal security, the Coast Guard said.

— K. Hocke

The Trusted Source for Quality Systems

BOATBUILDING BITTS

Louisiana-based

boatbuilder Metal Shark is building a welded-aluminum 115’x27’ monohull patrol vessel for the Guyana Defense Force (GDF). Construction is underway at Metal Shark’s Franklin, La., shipyard on the new 115 Defi ant, a multimission vessel designed by Metal Shark. Once complete, the new vessel will join the eight other Metal Shark interdiction and patrol vessels currently in service with the GDF. The 115 Defi ant is powered by twin 1,600-hp Caterpillar diesel inboard engines turning conventional propellers through Twin Disc marine gears. The vessel is expected to deliver a cruise speed of 12 knots, and a top speed in excess of 20 knots.

Mavrik Marine, La Conner, Wash., has delivered the 130’x35’x11’, 321-passenger aluminum ferry Dorado to San Francisco’s Water Emergency Transportation Authority (WETA). Designed by Australia’s One2Three Naval Architects, the Dorado has a 4’ draft and is Coast Guard certifi ed, Subchapter K (less than 100 gt), Passenger Vessel. Main propulsion comes from twin MTU 12V 4000 M65L diesel engines, producing 2,575 hp at 1,800 rpm each. The mains connect to HamiltonJet HT810 waterjets. The propulsion combination gives the new ferry a running speed of 36 knots (full), 40 knots (light). Pacific Power Group supplied the 100-kW ship’s service power. A HamiltonJet AVX package handled the boat’s steering and controls needs. Dorado carries a fi ve-person crew and 2,000 gals. of fuel. The boat was delivered in May 2022.

Dare County, N.C., in partnership with EJE Dredging Service, announced in August that the 156’ Miss Katie — a shallow-draft hopper dredge built at Conrad Shipyard, Morgan City, La. — had arrived on North Carolina’s Outer Banks. Wanchese, N.C., will serve as the dredge’s homeport. The new dredge will be used to address the signifi cant shoaling that occurs in various channels and inlets throughout Dare County. Construction on the dredge began in March 2021.

Silver Ships Inc. recently delivered a marine surveying vessel for the Army Corps of Engineers Venice Sub Offi ce in Venice, La. The 49’ marine surveying vessel, Tobin, is the latest expansion in Silver Ships’ Endeavor series of workboats. Tobin is custom designed for the Corps to hydrographically map the mouth of the Mississippi River. The missionspecifi c vessel is designed to allow researchers to accurately and effectively obtain and document data on the rapidly changing waters in the Mississippi River, with the intent of keeping waterways open and preventing obstructions to marine navigation. The vessel is powered by twin Caterpillar C18 Tier 3 engines producing

800 hp each.

Ribcraft USA recently entered the production phase on its fi ve-year $80 million contract with the Navy to build the standard seven-meter RIB. Under the multiyear contract, Ribcraft, Marblehead, Mass., will build up to 278 of the seven-meter rigid infl atable boats. The new agreement is purported to be the largest single contract based on number of boats ever awarded by the Navy. The 24’ RIBs will serve as the ready service lifeboats on all Navy ships sailing around the world. As multipurpose platforms they serve several secondary missions including anti-terrorism/force protection operations, search and rescue, vessel boarding search and seizure (VBSS), and maritime interdiction operations.

A new American Cruise Lines (ACL) Mississippi River overnight riverboat passed sea trials in early August and headed to New Orleans to begin its inaugural season. Guilford, Conn.-based ACL has taken delivery of the 328’x60’4” American Symphony from Chesapeake Shipbuilding in Salisbury, Md. American Symphony is the fi fth riverboat in ACL’s new series and the 15th small ship built by Chesapeake for ACL. The 175-passenger boat joined the company’s Mississippi River fl eet in August.

Bordelon Marine LLC has signed a two-year charter extension with Helix Robotics Solutions for the Shelia Bordelon, a 260’ DP-2 Jones Act-compliant ultra-light intervention vessel. The vessel is mobilized with two Triton 200-hp ROVs with high spec survey capabilities operated by Helix.

Dare County Board of Commissioners

Construction on the dredge began at Conrad in March 2021.

Metal Shark Patrol boat under construction at Metal Shark for Guyana.

Silver Ships

New boat will hydrographically map the mouth of the Mississippi River.

Mavrik Marine

321-passenger ferry for San Francisco.

Building Muscle

Technology casts an old industry in a new light.

By Ken Hocke, Senior Editor

Shipbuilding is a hard business. Boatyard owners and operators continually face obstacles such as personnel problems, supply chain issues, cost overruns, and weather delays. But shipyards continue on, doing what they have done for years — building workboats.

The face of Bollinger Shipyards for decades was Donald “Boysie” Bollinger. Under his direction, Bollinger was one of the rst in the Gulf to embrace not only building and repairing oil and gas industry vessels but also boats outside that industry.

“If you’re not willing to diversify, you’re not going to make it,” Bollinger told WorkBoat in the late 1990s. And he was right. There have been many yards in the last two decades that stubbornly built and repaired for the offshore oil eld only. And many of them are not around today.

It’s no secret that the shipbuilding industry as a whole

— not just in the Gulf — is slow to adapt to change.

“This is because the art of shipbuilding has been around for centuries and, as with any industry, innovation takes place early in its lifecycle. Moreover, the knowledge of shipbuilding from tradesmen in a shipyard was typically passed down through family lineage or the local workforce that lived around the shipyards,” Darren Guillory, technical solutions specialist with SSI USA, wrote in an article that appeared on WorkBoat.com. SSI USA is the U.S. subsidiary of SSI, an international company that provides Autodesk-based solutions to the shipbuilding and offshore industry. The company focuses on sales, support, training, and implementation as well as specialized research and development for U.S. users of ShipConstructor software.

“It’s one reason why shipbuilders tend to be slow to adopt to change from outside sources. As shipbuilders, we tend to ‘stay in our lane’ and stick with the familiar. We

Ken Hocke

The shipbuilding industry has been around for centuries.

tend to hold on to things we know and push back with phrases like ‘We’ve always done it like that.’ This condi tion has also had the effect of a new problem facing the modern shipbuild ing industry,” said Guillory.

That problem is an aging work force. Many times, more experienced shipyard workers are slow to adopt changes or pass shipbuilding knowl edge to the next generation of work ers. “This has led to a brain drain in the shipbuilding industry and forced modernization from the bottom to the top. The all too dreaded word ‘change’ raises questions the industry must face,” said Guillory.

HARD DECISIONS

Nick Saban, the University of Ala bama’s head football coach, has been so successful throughout his career because of his willingness to adapt to change. If he were running the same offense that he was at Alabama 10 years ago, he would be out of a job.

Maybe it’s time for the boatbuilding industry to go on the offensive, too. Shipbuilding has never been seen as high tech. But why can’t it change? It might be an answer to the indus try’s efforts to attract young people. Kids want to work for Google, Apple, Meta ( Facebook) or Space X because they perceive high tech as “cool.”

Yet Austal USA’s automated alumi num and steel manufacturing plants in Mobile, Ala., for example, are state of the art.

“Today’s high-tech industries are shifting towards a purer digital environment, with remote workflows and cloud-based solutions,” wrote Guillory. “The shipbuilding industry, although begrudgingly, is trying to follow suit. With the advent of MRP [material requirements planning], ERP [enterprise resource planning], and PLM [product lifecycle manage ment] systems, the data is now at your fingertips.”

He went on to say that connecting shipbuilding CAD tools to these en terprise solutions is a must in the race

Shipyards are sometimes slow to adopt to change or pass shipbuilding knowledge along to the next generation of workers.

to a true digital twin — a virtual rep resentation of a physical system that serves as a digital counterpart of it for practical purposes such as simulation, integration, testing, monitoring, and maintenance.

The digital twin can now become the “source of truth” for an organiza tion and a true shift to a “data-centric workflow” that focuses on generating information and putting it to use.

“With that, shifting to a datacentric workflow forces an organiza tion to answer other serious questions they would rather avoid. Things like: Do I have the right workforce for this type of shift? Do I need to add infrastructure that will help me make these changes? Will this shift give us a return on investment?” Guillory wrote.

Shipyards willing to shift to a data-centric workflow can focus on efficiencies that streamline their busi nesses.

“Two things become evident in a shift to this workflow,” said Guillory. “First, the design phase becomes a central focus, and designers need the ability to use multiple design tools that allow the accurate addition of information to the model. Second, the design must become as detailed as possible so all stakeholders can access information from the model and trust that it is accurate and up to

date.”

Switching over to the data-centric model is not something that can be done overnight. And there are big differences between shipyards that employ 23 people and shipyards that have hundreds of workers on their payroll. It’s a process and not an easy one. “Any shift to a data-centric workflow can be a major undertaking for any industry, but more so for one reluctant to change,” Guillory wrote.

WEATHER RELATED

Weather has always been the wild card in a shipyard owner’s attempt to run a smooth operation. It doesn’t matter where the yard is located, it will face the vagaries of Mother Nature as sure as the sun sets in the west. Floods, hurricanes, earth quakes, tornadoes, snow, extreme heat and cold are all in play when one attempts to build a boat. The only difference is where one is trying to build it.

Even if the boat is being built indoors, the weather outside can influence whether supplies can be delivered on time, employees can get to work, or flood waters find a way to get inside. What about the weather ef fects on the electrical grid or the wind tearing at the roof?

Extreme weather patterns such as those being experienced across the

Ken Hocke

world this year are a real threat to shipyard owners everywhere.

“Shipyard work has become nearly impossible in the sweltering tem

peratures and workers have had to take unscheduled breaks, meaning that production has been delayed,” according to a report written by three of UK-based Reed Smith’s shipping lawyers — Thor Maalouf, Sally-Ann Underhill and Lianjun Li. “Many yards are therefore having to declare force majeure due to extreme weather

and, whilst owners may push back depending on their particular word ing, it is hard to see what the yards could reasonably do to alleviate the current conditions.”

These conditions can keep a shipyard from being able to deliver a boat on time. Reed Smith’s report said that shipyards have traditionally

DERECKTOR MARKS ITS 75TH ANNIVERSARY

In1947, Bob Derecktor founded a shipyard in Mamaroneck, N.Y., Derecktor Shipyards. It is still operating today — 75 years after it opened.

The company has had its ups and downs. It’s Bridgeport, Conn., yard filed for Chapter 11 protection twice between 2008 and 2012.

But today, the company operates three new construction and repair shipyards — its headquarters and new commercial construction base in Mamaroneck, N.Y., its large-yacht repair facility in Dania Beach, Fla., and its newest yard in Fort Pierce, Fla., designed specifically for megayachts. (Derecktor also owns a full service yacht yard and marina in Robinhood, Maine.)

Derecktor’s Mamaroneck yard built the 63’x21.3’ hy brid aluminum catamaran Capt. Ben Moore for Harbor Harvest. The freight hauler was one of WorkBoat’s Sig nificant Boats of 2019.

“The yard in Fort Pierce has been doing a lot of repair work on Bahaman utility boats,” said John Koenig, Derecktor’s director of communications. “Yes, the yachts, of course, but we’ve been pleasantly surprised with the Bahaman boats.”

The New York yard is in the same spot, building and repairing vessels of all types while adding to the yard’s history. Currently that yard is in the middle of a contract to repower six ferries for NY Waterway and recently delivered a 68’ research vessel for the University of Vermont.

Koenig said that yard can handle any commercial refit job and sees refit ting propulsion packages as a big market in the future. “Hybrid and electric propulsion are the future, especially in boats that don’t have to go fast, like the ones that operate in the harbor,” he said. “We see it as a good business.”

Koenig said the New York yard has built a diverse group of vessels in the past and would like to get involved in building boats for the offshore wind energy industry. “We’d love to build wind boats,” he said, “especially since New York has such an involvement in that industry.”

The company will soon release a book about the history of Derecktor Ship yards to celebrate its 75th anniversary. The company also plans to celebrate its anniversary at the Fort Lauderdale International Boat Show (Oct. 26-30) and the International WorkBoat Show (Nov. 30-Dec. 2). — K. Hocke

63' freighter connects family farms to urban and suburban markets in New York and Connecticut.

done poorly in court concerning cases dealing with delivery delays. To protect against this, the report suggests doing the following:

• Claim for permissible delays as they arise, and make sure records of

delays that are supported by criticalpath analysis are kept.

• Comply with all formal noti cation provisions under the contract.

• Keep a record of how the condi-

tions have impacted work at other yards, and even how they have impacted other industries in the region.

• Keep a clear record of what has been done to try to overcome delays in an effort to demonstrate that the shipyard has acted reasonably.

“Most shipbuilding contracts set an agreed ‘delivery date’, with liquidated damages payable to the buyer (via reduced purchase price) in case the yard misses the delivery date,” the report said. “They tend to contain a system for calculating a long stop date, on which the buyer gets a right to cancel the contract completely if the ship has not been delivered. Most shipbuilding contracts also contain a mechanism by which the yard can push back the contractual delivery date in case of certain types of delay.”

Usually, force-majeure delays are tolerated as long as the contract has delay provisions.

“come

Logan CH Clutches

Logan CH Clutches for Aquamaster Z-Drives

Logan HPC-1450 clutch on a Schottel SRP 1515 / SRP 460 Z-drive, aboard the Alaska Titan

Ken Hocke

New

The term “act of God” is frequently used as a catch-all provision in force majeure clauses, according to the Reed Smith report. “It has been de ned in English law as ‘such an operation of the forces of nature as reasonable foresight and ability could not foresee or reasonably provide against.’ If the yard wants an extension of the delivery date based on an act of God, it must prove not only the impact of a natural phenomenon on the expected delivery date, but also that it could not reasonably have been avoided.”

The report does bring up the question of whether extreme heat can be identi ed as an act of God. “It seems likely that weather can constitute an act of God if it is so extreme, judged in light of the usual conditions at the place of contractual performance, that the yard could not reasonably have been expected to take steps in advance to avoid it, according to the

High-tech steel cutting and other advancements have aided shipyards, but there is an increasing focus on data today.

report.

A worker strike can also affect a yard’s delivery date. “For example, in a strike situation, the buyer could argue the yard has been unreasonable

in its dealings with its workforce i.e., the strike was not in fact outside the yard’s control,” the report noted. “The courts have been sympathetic to arguments like that.”

Ken Hocke

By Ken Hocke, Senior Editor

Theincreased use of the non-disclosure agreement (NDA) makes it more dif cult than ever to supply the information our readers look

for each year in our annual Construction Survey. Some shipyards choose not to participate, so WorkBoat’s annual survey is not a complete list.

When boatbuilders opt out, it is often because their clients don’t want to

disclose what they are building.

The total number of boats in our survey is also skewed because at least half a dozen yards have inde nite delivery/ inde nite quantity military contracts. In addition, by the time the information is gathered and the magazine is published, new contracts could have been signed.

Current trends include the burgeoning offshore wind industry and the use of autonomous vessels.

Much of the autonomous vessel industry is driven by military newbuilds, which are shrouded in secrecy for obvious reasons.

Swiftships was involved in the Pentagon’s Strategic Capabilities Ofce’s “Ghost Fleet”, having converted a 175'×25'×13'6" offshore supply vessel into the Ghost Ship Nomad. The shipyard built and delivered the OSV, known as the Riley Claire, to Rodi Marine back in 2014. Nomad was of cially transferred from the SCO to the Navy earlier this year.

Doug Stewart photo.

Construction Survey

Steel prices gave shipyard owners fits this year.

Savannah

Navy

mjpescudier@ccmrepair.com • www.ccmrepair.com

Ned Brooks, 2021 290'x72'x16'

84'x34'

2/21 250'x64'

3/21 200'x35'

Parker 2021 147'6"x34'x10'9"

2023 290'x72'

CHESAPEAKE SHIPBUILDING

Chasse,

Tel: 504-433-2000 • Fax: 504-433-2044

Cutter Suction Dredge Callan Marine

2,600-hp Towboat

Crane Barge

Tank Barge

4,400-hp Towboat

Parker Towing Co.

Cutter Suction Dredge Callan Marine

martin@cheship.com • www.chesapeakeshipbuilding.com

Salisbury, MD 21801 • Tel: 800-784-2979 • Fax: 410-742-3689

Passenger Vessel American Cruise Lines

Trailing Suction

Patrol

Suction

Hopper Dredge (self-propelled)

FINCANTIERI MARINE GROUP/FINCANTIERI MARINETTE MARINE george.moutafis@us.fincantieri.com • www.fincantierimarinegroup.com • www.marinettemarine.com

George Moutafis, Vice President of Programs

(8)

(8) RBM J-1,

1600 Ely St.

TBD 386'x57'

44.6'x14.7'

44.6'x14.7'

389'x58'x14'

Marinette, WI 54143 • Tel: 715-735-9341 ext. 6610

Littoral Combat Ship U.S. Navy

Response Boat-Medium U.S. Coast Guard

Response Boat-Medium DHS

Multimission Surface Combat Ships Foreign Military Sales (FMS)

FINCANTIERI MARINE GROUP/FINCANTIERI BAY SHIPBUILDING

Michael.Pinkham@us.fincantieri.com • www.fincantierimarinegroup.com

Michael

Mark W. Barker 2022 639'x78'x45'

www.bayshipbuildingcompany.com

Sturgeon Bay, WI 54235

Great Lakes Bulk Carrier

Tel: 715-587-6960

The Interlake Steamship Co.

ATB LNG Bunkering Barge

ATB LNG Bunkering Barge Polaris New Energy

Polaris New Energy Hull 3792 2023 340'x66'x32'10"

416'x68'x38'

12,000-M3 LNG Bunker Barge Crowley Maritime

GLADDING-HEARN SHIPBUILDING, THE DUCLOS CORP. sales@gladding-hearn.com

Peter

Tel: 508-676-8596

www.gladding-hearn.com

Fax: 508-672-1873

155 8/22 33'x10' A Hardtop

Law Enforcement

154 7/22 23'x8'6" A Hardtop Law Enforcement

158 6/22 21'x8'6" A Hardtop Law Enforcement

153 6/22 31'x10' A WAC Law Enforcement

148 3/22 21'x8'6" A Hardtop Law Enforcement

148 3/22 21'x8'6" A Hardtop Law Enforcement

139 2/22 21'x8'6" A Hardtop Law Enforcement

135 2/22 31'x10' A Full Cabin Law Enforcement

128 1/22 25'x8'6" A CC Federal

134 12/21 23'x8'6" A Hardtop Law Enforcement

127 11/21 23'x8'6" A Hardtop Law Enforcement

124 10/22 21'x8'6" A Hardtop Law Enforcement

125 10/21 31'x11' A Partial Cabin Law Enforcement

136 9/21 27'x8'6" A Hardtop Law Enforcement

121 9/21 21'x8'6" A Hardtop Law Enforcement

108 9/21 31'x11' A Partial Cabin Law Enforcement

114 8/21 31'x10' A Full Cabin Fire Department

107 4/21 35'x11' A Hardtop Law Enforcement

116 4/21 27'x8'6" A Full Cabin Law Enforcement

91 4/21 31'x10' A Full Cabin Law Enforcement

104 3/21 29'x10' A Hardtop Law Enforcement

105 3/21 27'x8'6" A Hardtop Law Enforcement

122 2/21 25'x8'6" A Hardtop Law Enforcement 96 1/21 31'x10' A WAC Law Enforcement 97 1/21 23'x8'6" A Hardtop Law Enforcement (1-200) — TBD 21'-27' A Over-the-Horizon Cutter Boats U.S. Coast Guard

LAKE ASSAULT BOATS/FRASER SHIPYARD www.lakeassault.com 1 Clough Ave. • Superior, WI 54880 • Tel: 985-876-6302

Patchogue 9/21 32' A Landing Craft

Patchogue (N.Y.) Fire Department (3) Hennepin 12/21 24' A Patrol Boat RIB with Fire ghting Capacity Hennepin County (119) Force Protection Medium TBD 33' A Patrol Boat

U.S. Navy Ada County 9/21 26' A V-Hull Patrol Boat Ada County Sheriff's Department MI DNR 5/22 34' A V-Hull Patrol Boat Michigan Department of Natural Resources

Fallen Leaf Lake 12/21 22' A Fireboat RIB

Fallen Leaf Lake Fire Department SeaRobotics 12/21 26' A Workboat SeaRobotics MN DNR 2/22 26' A Patrol Boat Landing Craft Minnesota Department of Natural Resources

Duluth USACE 1/22 19' A V-Hull Research Vessel Corps of Engineers, Duluth, Minn. Orange Township 9/22 24' A Fireboat

Orange Township Fire Department Lucas Fire Department 8/22 22' A RIB

Siddons-Martin Emergency Group USACE Jacksonville 8/22 24' A Patrol Boat Tactical & Survival Specialities Inc. Glen Canyon NPS 8/22 26' A Patrol Boat NPS, IMR-Arizona MABO Saugatuck 9/22 22' A Fireboat

Saugatuck Township Fire Department Excelsior 9/22

Putnam County 1/23

Superior Fire Department 10/22

Riverside County 3/23

Fireboat Excelsior (Minn.) Fire District

Fireboat

Rescue/Airboat

Rescue Boat

Putnum County Fire Department

Superior (Wis.) Fire Department

County of Riverside, Calif.

Greene County 2/23

Fireboat

Greene County Board of Commissioners Tahoe Douglas FD 1/23

Tahoe Douglas Fire Protection District San Diego Lifeguards 11/22

Fireboat

RIB

San Diego Fire Department

Anthem Marine

Newt Marine

Pro-Tech Marine

Paint

Vessel Name or Hull #

Delivery Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Hull 406 11/21 25'x14'x5' S

Type Vessel

Towboat

Hull 407 10/21 25'x14'x5' S Towboat

Hull 408 10/21 25'x14'x5' S Towboat

Owner

Newt Marine

McDonough Marine

Palm Island Transit

Hull 409 11/21 25'x14'x5' S Towboat Hughes Brothers

Hull 410 1/22 25'x14'x6' S Towboat

Newt Marine

Hull 411 1/22 25'x14'x5' S Towboat Winter Brothers

(3) Hulls 412-414 11/21, 5/22, 6/22 26'x12.5'x5'10" S Tug Rybovich

(6) Hulls 416-417, 421 4/22, 7/22, 9/22, 25'x14'x5' S Towboat

Newt Marine 423-424, 432 11/22, 2/23, TBA

Hull 415 3/22 25'x14'x5' S Towboat Paducah Barge

(3) Hulls 418-420 5/22, 6/22, 7/22 25'x14'x5' S Towboat McLean Contractors

Hull 422 8/22 25'x14'x5' S Towboat McDonough Marine

Hull 425 11/21 25'x14'x5' S Towboat Safety Boats

Hull 426 10/22 25'x14'x5' S Towboat

Michael Marshall

Hull 427 11/22 25'x16'x7' S Towboat TBD

(3) Hulls 428, 430-431 1/22, 12/22, 1/23 25'x14'x6' S

Towboat

New York State Canal Corp.

Hull 429 11/22 25'x14'x5' S Towboat Creole Bayou

Hull 430 12/22 25'x14'x5' S Towboat NYSCC

Hull 431 1/23 25'x14'x6' S Towboat NYSCC

Hull 432 2/23 25'x14'x5' S Towboat

Newt Marine

Hull 433 9/22 25'x14'x5' S Towboat Vecellio Gordan

Hull 434 9/23 25'x14'x6' S Towboat

Hull 435 8/22 25'x14'x5' S Towboat

Newt Marine

Weeks Marine

Hull 436 8/23 26'x12'6"x5'10" S Tug Rybovich

Hull 438 8/22 25'x14'x5' S Towboat

Hull 439 6/23 25'x14'x5' S Towboat

Hull 440 9/23 40'x12'x4' S Dredge

Hull 441 6/23 25'x14'x5' S Towboat

Hull 442 1/23 25'x14'x5' S Towboat

Newt Marine

Newt Marine

City of Mexico Beach (Fla.)

McLean Contractors

Tennessee Valley Authority

Hull 443 3/23 25'x14'x5' S Towboat Norfolk Dredging

Hull 444 8/23 25'x14'x5' S Towboat

Hull 445 9/22 25'x14'x5' S Towboat

Creole Bayou

Jensen Construction

Hull 446 9/22 33'x14'x5' S Dredge Tender South Dredge

Hull 447 9/23 25'x14'x5' S Towboat

Newt Marine

Hull 448 10/23 25'x14'x5' S Towboat Paduach Barge

Hull 449 11/23 25'x14'x5' S Towboat

Newt Marine

Hull 450 11/23 25'x14'x5' S Towboat McLean Contractors

MASTER

adubroc@masterboat.net • www.masterboat.net

• Tel: 251-824-2388 • Fax: 251-824-4401

85'x38'6"

Tug

Bay Houston Towing Co.

98'6"x42'6" S Tug Bay Houston Towing Co.

85'x38'6" S Tug Sudermann & Young Towing Inc.

Tug Sudermann & Young Towing Inc.

ATB Tug

ATB Barge

Tractor Tug Crowley Maritime

Tug Seabulk

Vessel

Firestorm

Firebrand

Firebrand

First Responder

New Model

First Responder

New

(Multiple)

Dimensions (LxB)

Type Vessel

Fireboat Inshore

Fireboat Offshore/Inshore

2021

2021

Municipal

Fireboat Offshore/Inshore Municipal

Patrol Inshore State Police

Patrol Inshore State Police

Firestorm

METAL

2021

Fireboat Offshore/Inshore Port Authority (45)

26.2'

callard@metalsharkboats.com

Christopher Allard, Owner

6816 E.

Doyle Dr.

Patrol Boat U.S. Navy

Patrol Boat U.S. Navy

www.metalsharkboats.com

Jeanerette, LA 70544 • Tel: 337-364-0777 • Fax: 337-364-0337

(Multiple) (Various) 26'x9'4" A High-Speed U.S. Navy Surface Target (Multiple) (Various) 29'x8'6" A Response Boat-Small U.S. Coast Guard Patrol Boat

(Multiple) (Various) 32'x10' A Force Protection Boat-Medium U.S. Navy (Multiple) (Various) 25'x10'

RIB U.S. Navy (Multiple) (Various) 36'x10'

Puerto Rico Police Department (Multiple) (Various) 27'x8'6"

Patrol Boat

Patrol Boat

FMS (Latin America) (Multiple) (Various) 29'x8'6"

FMS (Africa/Caribbean) (Multiple) (Various) 32'x10'

Patrol Boat

FMS (Africa/Caribbean) (Multiple) (Various) 33'x10'

Patrol Boat

Patrol Boat

FMS (Africa/Latin America) (Multiple) (Various) 38'x11'6" A Patrol Boat FMS (Africa, Asia, Caribbean, Latin America) (Multiple) (Various) 45'x15'

Patrol Boat FMS (Asia) Betelgeuse 2020 85'x19'6"

Patrol Boat Dominion Republic Navy FB-21, FB-73 2021 55'x7'6"

Island

70'x23'

Fireboat

Miami-Dade Fire Rescue

Range Unmanned Surfaced Vessel U.S. Marine Corp.

Vehicle Ferry Fire Island Ferries

Patrol Boat Guyana Defense Force

Towboat Florida Marine

(Calif.)

Orchard,

360-674-7161,

6/21, 12/21 41'x12'

7/21, 12/21 26'x8'6"

1017

Patrol/Law Enforcement Colombia Coast Guard

Patrol/Search and Rescue U.S. Coast Guard

Patrol/Law Enforcement Homeland Security

11/21, 12/21 41'x12'

Hull 2487 11/21 27'x10'

Towboat TowBoat US Hull 2475 1/22 35'x10'

Hull 2479 2/22 29'x10'

3/22, 4/22 38'x10'

Hull 9002 2/22 26'x10'

Hull 2466 5/22 35'x10'

Hull 2478 5/22 27'x10'

5/22 25'x17'

6/22 29'x10'

Hull 2489 7/22 27'x10'

2021 22'

84.8'x20'6"

Jason

Tender Private

Patrol/Law Enforcement Texas Sheriff

Patrol/Law Enforcement FMS (Ghana)

Research Vessel

Patrol/Law Enforcement

Patrol/Law Enforcement

State of Washington

State of Michigan

Patrol/Law Enforcement International Organization for Migration

Patrol/Law Enforcement

Florida Sheriff

Patrol/Law Enforcement State of Massachusetts

Stormer Workboat Hempstead, N.Y.

Patrol Boat Government

jpowers@silverships.com • www.silverships.com

Fax: 251-973-2711

— 2021 30'x10'

Multiple

2021 30'x10'

26'-36'

26'-36'

2022 28'x8'10"

2022

9243 Bellingrath Road • Theodore, AL 36582 • P.O. Box 1260, Theodore, AL 36590 • Tel:

Linehaul Towboat League City (Texas) Fire Department

Linehaul Towboat Bayport (N.Y.) Fire Department

Naval Support Craft Naval Special Warfare Command

Coast Guard Special Purpose Craft Naval Special Warfare Command

RIB National Oceanic and Atmospheric Administration

Marine Surveying Vessel Corps of Engineers

STANLEY ALUMINUM BOATS brian@connerindustries.com • www.stanleyboats.com

Brian Higgins, Commercial Sales

(11) Patrol 2021

Tudhope St.

Parry Sound, Ontario • Tel: 705-746-5875

Center Console Enforcement Montana State Wildlife

Dual Console Lines Repair Bell Canada Plusecraft 2021-2022 22'x8'4" A Landing Craft Fire/Rescue Lakewood (N.Y.) Fire Department Plusecraft 2021-2022 22'x8'4" A Landing Craft Fire/Rescue Vulcan County, Alberta, Canada, Fire Department

Patrol 2021

Plusecraft 2022 22'x8'4" A Landing Craft Fire/Rescue

Lower St. Croix, MN Fire Department Plusecraft 2021-2022 22'x8'4" A Landing Craft Fire/Rescue Hudson, NY Fire Department Plusecraft 2022 22'x8'4" A Landing Craft Fire/Rescue King George County, VA Fire Department Plusecraft 2021-2022 22'x8'4"

Landing Craft Fire/Rescue Winnipeg, Canada Fire Department Plusecraft 2022 22'x8'4"

Landing Craft Fire/Rescue New Fair eld, Ct. Fire Department Plusecraft 2021-2022 22'x8'4"

Parks Canada Plusecraft 2021-2022 22'x8'4"

Plusecraft 2021-2022 22'x8'4"

2021

2021-2022

2021-2022

2021-2022

2021-2022

Landing Craft/Workboat

Landing Craft Fire Rescue Ontario Power Generation

Landing Craft/Workboat

Commercial Canada

Console Search and Rescue CCGA

Landing Craft Fire/Rescue Chattanooga (Tenn.) Fire Department

Landing Craft Fire/Rescue

Landing Craft/Marine Research

Landing Craft/WorkBoat

Big Prairie, Alberta Fire Department

First Nation Ontario

Commercial Canada

Landing Craft Fire/Rescue Collingwood, lberta Fire Department

Landing Craft Fire/Rescue Ramara, Ontario Fire Department

Landing Craft Fire/Rescue

Seguin Township, Ontario Fire Department

Landing Craft Fire/Rescue Shelburn (Vt.) Fire Department

Landing Craft/Workboat

Commercial, Canada

Closed Cabin Water Taxi/Crew Commercial, Canada

Landing Craft/Workboat

Landing Craft/Marine Research

Commercial, Canada

Parks Canada

Landing Craft/Marine Research Ontario Government

Landing Craft/Workboat Commercial, Canada

Console Search

Cabin Search

Search

CCGA

CCGA

CCGA

Closed Cabin Fishing Commercial, Canada

Landing Craft Fire/Rescue Stillwater, MN Fire Department

Landing Craft/Workboat Commercial, Canada

Landing Craft/Workboat Commercial, Canada

Closed Cabin Fishing Commercial, Canada

Vessel Name

Hull #

Date

Dimensions (LxB) & Hull Material Steel, Aluminum, Fiberglass

Type Vessel

A Landing Craft Fire/Rescue Clark Township, MI Fire Department Bullnose 2021 32'x10' A Landing Craft/Workboat Windward yachts, Ontario Bullnose 2022 32'x10' A Landing Craft Fire/Rescue Verplank, NY Fire Department Bullnose 2022 32'x10' A Landing Craft/Marine Research Ontario Government Bullnose 2021-2022 33'x11'7" A Landing Craft/WorkBoat

Bullnose 2021-2022 32'x10'

Island Spirit, Ontario Bullnose 2022 33'x11'7" A Diesel Jet Pushboat Bigwin Island, Ontario Bullnose 2022 40'x12' A Landing Craft/Workboat Commercial Canada

STEINER CONSTRUCTION CO. Steiner@SteinerMarine.com • www.steinermarine.com

Russell T. (Bubba) Steiner, Owner/Founder • P.O. Box 609 • Bayou La Batre, AL 36509 • Tel: 251-824-2320

(3) Darrell Hiatt, 2021 84' S Pushboat Maritime Partners Lily G. Brooks, Elizabeth Gray

(4) Tucker M. Hamilton, 2021-2022 88'x34' S Pushboat Maritime Partners Andrew Walsh, Avery Brooks, Brian Hamilton

Houston Honor 2021 65'x28' S Pushboat

STEINER SHIPYARD INC. tara@steinershipyard.com • www.steinershipyard.com

American Commercial Barge Line

American Commercial Barge Line Mark Glabb 2021 70'x30' S Pushboat Ron Nokes 2021 142'x44' S Pushboat Kirby Corp. Texas Transporter 2021 70'x30' S Pushboat

Tara Steiner Marshall, President • 8640 Henley St. • Bayou La Batre, AL 36509 • Tel: 251-824-4143 • Fax: 251-824-4178

Hull 546 4/21 86'x35' S 2,400-hp Conventional Towboat

Florida Marine Transporters Hull 547 8/21 76'x35' S 2,000-hp Conventional Towboat Florida Marine Transporters Hull 548 11/21 76'x35' S 2,000-hp Conventional Towboat Florida Marine Transporters Hull 549 7/22 76'x35' S 2,000-hp Conventional Towboat Florida Marine Transporters

ST. JOHNS SHIP BUILDING www.stjohnsshipbuilding.com

560 Stokes Landing Road • Palatka, FL 32177 • Tel: 386-328-6054 • Fax: 386-328-6046

Costa VI 9/21 160'x35'x10' S

Cargo Carrier

Island Shipping S. De R.L.

Florida Department of Tiger Jumper Environmental Protection Pickle Rick 8/21 53'x18'x7' S Intercoastal Fuel Carrier Intrepid Oceans Marine LLC

Chief Potackee Betty Mae 6/21 36'7"x12'x14" S Glass Bottom Boat

(2) — — 98'5"x32'10"x14'5" A Crew Transfer Vessel Windea CTV LLC/Hornblower

Hull 126 — 87'x30' S Landing Craft

Sunshine Equipment Hull 140 10/21 39'x19' S House Barge Private Owner

(2) Hull 141, Hull 142 — 78'x22' S/A

Paddlewheel Ferry Hampton Roads Ferry State of Virginia

Hull 155 — 165'x38' S Event Boat Sea Fair Miami

Conquer 4/22 25'x13'6" S Truckable Tug Underwater Mechanics Willie Clyde 3/22 25'x13'6" S Truckable Tug Shivitten Builders

(2) Sophia, Kora 4/22, 7/22 25'x13'6"

Truckable Tug

Leware Construction

Hull 160

50'x20'

House Barge Private Owner Morty 8/22 25'x13'6"

Truckable Tug Intracoastal Marine Fueling

Iron Trooper

25'x13'6"

Truckable Tug G&S Marine Black Swan

25'x13'6"

Frank, Carl 6/22 25'x12'

Truckable Tug

Carpenter Barge

Blackwater Dredging

www.workboat.com

Owner

Tug

MISCELLANEOUS

BREAUX'S

BLAKELEY

2021 90'x23'x12'4"

Sabine Pilots

Gretchen V. Cooper 2021 110'x33'

DELAWARE BAY SHIPBUILDING RV Explorer 2022 45'x15'6"

ACI BOATS

Noble Eagle 2021 50'x17'

ALUMA MARINE

Annie Moore 2021 74'x24'

RODRIGUEZ SHIPBUILDING

(3) Jack K, William O, 2021, 62.6'x25'

THOMA-SEA

Carmen Lee 2022

Linehaul Towboat

Cooper Marine & Timberlands Corp. Green Wave 2022 70'x28'

Pushboat Plimsoll Marine

Shipwreck Research/Dive Boat Research Vessel Explorer LLC

Passenger Vessel Eagle Charters

Passenger Vessel National Park Service

Modi

Lugger Tugs Weeks Marine

Passenger/Truck/Car Ferry

Kelleys Island Ferry Boat Line

Oceanographic Research Vessel NOAA

Inclined Fall Pipe Vessel

Great Lakes Dredge & Dock Corp.

Security Multimission Vessel Maritime Administration

Passenger Vessel

New coatings are entering the commercial marine market.

By Michael Crowley, Correspondent

There’s

nothing better than a good challenge that prompts you to come up with new ideas. That’s what Sherwin-Williams was facing several years ago after securing a contract with Great Lakes Dredge & Dock Co. for all the company’s coating needs, except for one. That was a paint for Oak Brook, Ill.-based Great Lakes Dredge’s hopper dredges.

“They were using a competitor’s product,” said Matt Heffernan, Sherwin-Williams commercial business manager, who admits he likes a good challenge. The hopper, he noted, is “a really severe environment for coating applications.” It is subjected to impacts, abrasion, immersion and exing.

Heffernan said that Great Lakes Dredge basically told him that they were “switching to Sherwin-Williams for everything — except for that.” But they left the door open if SherwinWilliams could come up with a better product and “bring it to the table and prove it.”

Sherwin-Williams analyzed past coating problems with Great Lakes Dredge’s hopper dredges as well as issues with the current coating, “to gure out what would best t their needs,” said Heffernan.” As it turned out, Sherwin-Williams had a product developed in 2020 that looked like it might be the answer. That was the Dura-Plate 6000, a high-strength, 100% solids, reinforced epoxy for steel coatings.

After Sherwin-Williams presented Dura-Plate 6000 to Great Lakes Dredge they were told “prove it on our own hopper.” Lab testing was used to compare Dura-Plate 6000 with the competitor’s coating. The enhanced testing went on for about six months and replicated conditions that would take place over four to ve years.

“Our product (Dura-Plate 6000) performed extremely well,” said Heffernan, “and checked all the boxes they were looking for — impact resistance, reduced coef cient of friction, exibility and more.”

As a result, Sherman-Williams Dura-Plate 6000 went on its rst Great Lakes Dredge hopper dredge this past spring. It covered the lining of the trailing suction hopper dredge Liberty Island’s hopper. By the end of September, another Great Lakes Dredge & Dock hopper dredge, the Ellis Island, should have a Dura-Plate 6000 coating in its hopper. Then the hopper dredge, the Galveston Island, which is being built at Conrad Shipyard in Amelia, La., will also receive a coating.

Heffernan said Dura-Plate 6000 should also be a good coating for scows that work with dredges, over “the freeboard side where the dredge comes up next to it.” That’s also where a dredge’s clamshell bucket hits, as well as the weather deck and the bow deck where the anchor chains are stored.

A single coat of Dura-Plate 6000, 70- to 90-mils thick, covers the 6,540 yd³ (5,000 m³)-capacity hopper aboard the Great Lakes Dredge & Dock Co. trailing suction hopper dredge Liberty Island

Sherwin-Williams

Dura-Plate 6000 has also been used on the back deck of Norfolk Dredging Co.’s 97' tug Miss Cate, for the past 18 months. Out tted with a crane on the back deck, the Miss Cate is essentially a supply vessel to offshore dredges. “They wanted a very durable product that they could, essentially, slam stuff down on the back deck and drag pallets across it and not worry,” said Heffernan.

Another successful use of the DuraPlate 6000 is over the bow rake of several of Norfolk Dredging’s push tugs. The bow rake area was experiencing a lot of abrasion and its coating and antifoulant would wear off when pushing hopper barges in the shallow areas of Charleston, S.C. The Dura-Plate 6000 was taken on as an abrasion coating. “It’s been successful,” said Heffernan.

Dura-Plate 6000 can be thickly applied. Traditional epoxy is ve to seven mils per coat. (One mil is about the thickness of the cellophane wrapping around a pack of cigarettes.) The DuraPlate 6000 “can go 125 mils per coat,” said Heffernan. “A really cool bene t is special equipment is not required to apply it. Just a regular shipyard pump.”

NCP COATINGS

For more than a decade, NCP Coatings has been working with the U.S. Naval Research Laboratory (NRL) to develop paint coatings that meet the Navy’s needs and then to bring those same coatings to the commercial marine market.

The most recent coating introduced into the commercial marine sector is SiloxoShield, a polysiloxane topside coating. The development process began in 2010, trials were completed in 2012, and it has become a daily use product for the Navy over the past two years. SiloxoShield can be rolled, brushed or sprayed.

SiloxoShield’s big advantage, said Glenn Arent, NCP Coatings director, defense, aerospace and marine coatings, “is it’s a single polysiloxane-based product with the same performance and durability as contemporary two-component polysiloxane.” Plus, NCP Coatings testing shows it to have improved UV stability.

Since it’s a single-component paint, you don’t have to mix two components and worry that it’s being done at the right ratio. When nished painting, there won’t be any leftover waste. Simply tightly seal the can and it will last inde nitely.

SiloxoShield can be formulated using low solar absorbing pigments to reduce interior temperatures in areas with high solar loadings. That should create a better working environment for both a vessel’s crew and its electronic equipment.

SiloxoShield will last “three to ve times the traditional alkali,” said Arent. From a chemical resistance and durability standpoint, it’s comparable to a

urethane coating.

SiloxoShield is primarily seen as a coating for steel, but “over a properly primed surface it could be used over berglass or composite,” said Arent. It also works with aluminum.

ENDURA MARINE

This year, Endura Marine introduced the Evolution Marine Topcoat for the marine industry. It’s an upgraded version of one of Endura’s agship products, the EX-2C Topcoat that was designed for the oil eld and construction industries. “A lot of people liked it and wanted something similar for the marine industry,” said Endura Marine’s Elissa Milner.

Endura Marine had been in the marine coatings business for a number of years but did not have a line of paints speci cally designed for the commercial marine market.

So, Endura Marine took its agship product and tailored it to commercial marine customers for above-the-waterline applications on steel, berglass, aluminum and wood. The Evolution Marine Topcoat is a two component — polyester and polyurethane — coating that includes additional UV and color protection

Endura Marine has also created activators for different timeline and working environment situations giving vessel owners some exibility.

A couple of examples are the maritime urethane accelerator that allows a vessel to be painted in weather below 50 degrees without external heat. Another is the ACT component B that allows multiple color coats — including taping — to be applied in a 12-hour day. That’s opposed to having a painting job “stretch out over several days,” said Milner. “It allows a vessel to meet time lines and get back in the water.”

Marine

For eet owners who want their own distinctive colors to differentiate their vessels from others, the Evolution Marine Topcoat offers plenty of options. “It’s available in a library of 50,000 colors,” said Milner. That includes 5,000 variations of white.

NCP Coating’s SiloxoShield being rolled on the hull of the aircraft carrier USS Essex.

A fishing boat with an above the waterline fresh coating of Evolution Marine Topcoat.

NCP Coatings

• Easy to use simple and reliable.

• Reduce maintenance costs.

• Improve engine availability.

• Use to balance cylinders.

• Pinpoint engine problems.

• Optimize fuel consumption.

• Fits any standard indicator valve.

• Recommended and used by major engine builders.

• Minimal investment to monitor engine condition..

modern design and maximum

and

No matter whether

chair, helm chair, navigator chair or operator seat,

the chair

PORT OF CALL

ADVERTISERS INDEX

Advanced Mechanical Enterprises 13

Ahead Sanitation Systems Inc 18

Airmar Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

All American Marine 22

Arcosa Marine 18

BAE Systems Ship Repair . . . . . . . . . . . . . . . . . . . . . . . 15

Browns Point Marine Service, LLC 22

Clean Gulf 30

Coast Guard Foundation 4

Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Fairbanks Morse Engine 23

Fincantieri Marine Systems North America Inc 3

Furuno USA CV3

Hougen Mfg., Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Hydro Dynamics Solutions 9 Imtra Corp 26

International WorkBoat Show 2, 32

John Deere Power Systems 7

Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4

Logan Clutch Corp 31

McDermott Light & Signal 33

MTU - A Rolls-Royce solution . . . . . . . . . . . . . . . . . CV2

NCP Coatings Inc 32

Pacific Marine Expo 46+47

Platypus Marine 17 Pyrotek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

R W Fernstrum & Company 6

Sea Tow Services Intl Inc 10

Subsalve USA Corp 19

Thomas USAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Trimaco 5

Washburn & Doughty Associates Inc 11

LOOKS BACK

OCTOBER 1962

• Part I of a School for Towboat Masters, presented earlier this year by Southern Illinois University, Carbondale, Ill., will be repeated the week of Nov. 5, according to the university’s Transportation Institute. Subjects for the ve-day session include responsibilities of the towboat master, supervisory operations, employee rights under admiralty law, human relations, re-

sponsibility for sick and injured, safety practices, communications, limitations of radar, rules of the road, and labor relations.

• When Warner Brothers decided to lm the movie “PT-109,” based on the wartime experiences of President John F. Kennedy, they called in salvage operator and yacht broker Tom McCrory as maritime consultant and turned over

OCTOBER 1972

• The newly christened 56'×22'×7'6" Christine is the rst commercially built towboat to be launched on the new Arkansas River System, and the rst boat completed by the newly organized MonArk Shipyard Inc., Pine Bluff, Ark., a subsidiary of MonArc Boat Co., Monticello, Ark. The boat’s main propulsion comes from two Cummins V12-500M main propulsion engines, each capable of 400 hp. Christine can carry 10,000 gals. of fuel; 2,000 gals. water; and 200 gals. lube oil.

OCTOBER 1982

• The barge and towing industry is being forced to shoulder the added cost of permit delays as a result of Section 404 of the Clean Water Act, the chairman of the board of Twin City Barges Inc., South St. Paul, Minn., said recently. In testimony before the House Merchant Marine and Fisheries Committee, John W. Lambert outlined industry problems with Section 404, which regulates Corps of Engineers

permits for dredged or ll material.

• Moss Point Marine Inc., Escatawpa, Miss., recently delivered three tug/supply boats to Gulf Fleet Marine Corp., New Orleans, two supply boats to Golden Gulf Marine, New Orleans, and one boat to PBR Offshore Marine, Morgan City, La. The yard also delivered a 250'×72'×16' deck barge to Pajaritos Limited Partnership, New Orleans.

the task of duplicating the PT 109 to Allied Marine Corp., Miami, which remodeled a Navy torpedo boat.

• Dravo Corp., Pittsburgh, has been awarded a contract, said to be in excess of $11 million, for 41 double-skin barges for Ashland Oil Inc., Ashland, Ky. The contract is the largest order ever received by Dravo and will add 828,000 bbls. to Ashland Oil’s carrying capacity. To be constructed on the Ohio River at Dravo’s Neville Island yard near Pittsburgh, the rst barge is scheduled for delivery in December.

Serious Radar. Simply Reliable.

Being aware of your surroundings is paramount. Your primary line of defense is a Radar you can count on, from a company you can depend on.

Karl Senner, LLC is proud to equip the F/V Pacific Viking with a REINTJES WAF 763 Reverse Reduction Gearbox.

“Karl Senner, LLC was able to deliver a new drop-in replacement gearbox from the factory in record time. The great support from the Karl Senner Team allowed us maximize our fishing season despite unexpected challenges.”

Karl Senner, LLC is proud to supply two REINTJES WAF 563 Gearboxes onboard the M/V Daniel Wisner.

Owner: Trident Seafoods Shipyard: Pacific Fisherman

Owner: Blessey Marine Services, Inc. Shipyard: Verret Shipyard

John Halhjem, Fleet Engineer | Trident Seafoods

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