WorkBoat October 2023

Booth #3505

October 2023

FEATURES

16 Focus: Headwinds

A look at some of the obstacles confronting the U.S. Coast Guard.

28 Cover Story: Emission Control

Shipyards are adjusting to a greener future.

34 Construction Survey

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

BOATS & GEAR

20 On the Ways

• BRIX Marine delivers 1,020-hp catamaran tour boat to Hawaii

• Hornblower Shipyard coverts charter fishing boat into offshore CTV • Edison Chouest Offshore begins construction of mini-CTV • Silver Ships makes patrol boat deliveries to Navy and Coast Guard • Bollinger Shipyards begins construction on eight prototype modules for the first polar security cutter • Derecktor Shipyards delivers 64' aluminum research catamaran to the University of Vermont

44 Boats and Gear: Recruitment

There's plenty of work available in the workboat industry.

AT A GLANCE

8 On the Water: Be ready to deal with trama — Part II.

8 Captain’s Table: Red Bull's Flugtag Cincinnati 2023.

9 Energy Level: Spending more for less.

9 Inland Insider: Improvements made to Military-to-Maritime program.

10 Nor'easter: NTSB calls for AIS, data recorders for USCG cutters.

12 Insurance Watch: Promoting a culture of safety.

13 Legal Talk: Alternate dispute resolutions can still save time and money

NEWS LOG

14 Offshore wind lease sale lands with a thud.

14 U.S., Canada participate in joint Arctic operations.

14 Bollinger Shipyards closing New Orleans shipyard.

16

44

DEPARTMENTS

2 Editor’s Watch

6 Mail Bag

48 Port of Call

55 Advertisers Index

56 WB Looks Back

VOLUME 80, NO. 10 ON THE COVER

The 364'x79'x27' R.B. Weeks trailing suction hopper dredge.

Photo by Eastern Shipbuilding Group

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Coastie Erosion

Ihave great respect for the men and women of the U.S. Coast Guard. Over the past 30 years, I’ve come in contact with quite a few of them and have come away impressed.

Overall, they have a job that is next to impossible. And yet they nd a way to get it all done. They’re our cop on the beat in the Arctic, our Good Samaritans following a hurricane, rescuers when we’re miles offshore and the boat goes down. They get the Great Lakes cargo carriers to their destinations by plowing a path through the ice, and chase the drug smugglers whose merchandise can be deadly. And that's just a sampling of the agency’s responsibilities. Incredibly, they do it all well.

Recently, however, the Coast Guard has been leaking oil. The service faces a number of challenges that our Washington, D.C. correspondent Pamela Glass reports on in her story that starts on page 16.

The National Academy of Sciences, at the request of Congress, recently issued a report on the emerging issues that will require Coast Guard action over the next decade and provided recommendations.

Rep. Daniel Webster, R-Fla., chair of the House Coast Guard and Maritime Transportation subcommittee, was not happy following the release of the report.

“It goes without saying that with growing manpower shortages, an increasing shoreside infrastructure backlog, and a completely defective procurement process, the Coast Guard has a lot of work to do in order to meet the increasing mission demands it will see over the next decade,” Webster said.

One of those problems that the Coast

Ken Hocke, Senior Editor khocke@divcom.com

Guard has is the same one many of you have — a shallow pool of potential recruits.

“Recruiting problems began prior to the Covid-19 pandemic and then worsened, resulting in a recruiting environment today that is signi cantly more complicated than it was before the pandemic,” Vice Adm. Paul F. Thomas, deputy commandant for mission support, told a congressional hearing in May. “The current shortage threatens the service’s ability to conduct missions which are vital to national security and prosperity.”

The Coast Guard is adapting to what it is taking to operate ef ciently today. We have to have patience.

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 • Robin G. Coles

• Michael Crowley • Jerry Fraser • Pamela Glass • Betsy Frawley Haggerty

• Max Hardberger • Joel Milton • Jim Redden

CONTENT SPECIALIST Benjamin Hayden / bhayden@divcom.com

DIGITAL PROJECT MANAGER / ART DIRECTOR Doug Stewart / dstewart@divcom.com

EDITORIAL DIRECTOR Jeremiah Karpowicz / jkarpowicz@divcom.com

ADVERTISING ACCOUNT EXECUTIVE S

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

GROUP VICE PRESIDENT Bob Callahan / bcallahan@divcom.com

PUBLISHING OFFICES

Main Office 121 Free St., P.O. Box 7438, Portland, ME 04112-7438 207-842-5608 • Fax: 207-842-5609

MAGAZINE SUBSCRIPTION INFORMATION

cs@e-circ.net • 978-671-0444 (Monday-Friday, 10 AM – 4 PM ET)

© 2023 Diversified Communications PRINTED IN U.S.A.

Boat of the Year winner gets more than just a piece of crystal

for CBRN detection, policing, and re response. Also, the Coast Guard has ordered three for their offshore programs, with other orders under consideration.

The design features a very ne bow entry for good rough water performance and has the Interceptor’s amazing soft dry ride. This ride along with a very comfortable spacious cabin with 6'10" headroom ts almost every operator’s needs.

It has exceptional visibility with overhead spotter windows and meets ABYC sight lines. Sliding side doors provide access to the wide side decks and use for side arms.

The propulsion utilizes the reliable Cummins 6.7L engines, and the boat has a large aft working deck and massive engine hatches for access.

Bob Clark Contracts Manager, MetalCraft Marine

WhenLA Port Police ordered a new breed of CBRN (chemical, biological, radiological, nuclear) patrol boat (Interceptor 43/44 — CBRN Patrol/Fire Boat) from MetalCraft Marine, they had no idea that the boat would win the 2020 Workboat of the Year Award from Workboat magazine. Certainly, MetalCraft had no idea about how successful this design would become in such a short time.

U.S. Coast Guard port captains in eight ports have recommended the 43/44 as a great affordable asset to port security

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. Email: dkrapf@divcom.com

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BY JOEL MILTON

Milton

On the Water

Be ready to deal with trauma — Part II

Someone has suffered a significant trauma, and clothes or boots must be cut, so you’ve got your good trauma shears from XShear out. Because of the inherently longer emergency response time in the maritime workplace, the standard first-aid need to “stop the bleed” as rapidly as possible is accelerated.

The first responders are almost always mariners, and we in turn are consistently inferior providers because, no matter how much training we receive, we don’t do this for a living. Real proficiency is elusive and typically has a short shelf-life. Doing whatever you can to compensate for that can possibly make the difference in someone’s surviving serious injury or not.

Again, in trauma cases it’s initially all about the need to stop the bleed. To that end you can turn to TacMed Solutions (www.tacmedsolutions.com) for the company’s superior line of OLAES Modular Bandages. Coming in 4" and 6" sizes, they’re all-purpose bandages great

Captain’s Table Red Bull’s Flugtag Cincinnati 2023

for getting serious, potentially life-threatening bleeding under control quickly. Going up a level in injury severity is TacMed’s Blast Bandage which, among other uses, can be used to dress an amputated limb effectively and securely.

For non-life-threatening trauma, TacMed’s Tramedic Trauma Bandage is a simple and effective pressure dressing, essentially a big elastic wrap with an attached wound pad that you can use to apply and maintain direct pressure.

Finally, we have the Sof Tourniquet. This state-of-the-art device is something every vessel should carry at least two of. It would be hard for me to overstate how over-built these are, which is exactly what you want in a do-or-die scenario like a crushed or amputated limb, and how quick and secure they are to deploy.

Rather than having to open a loop, slip it over the end of a limb and work it back up to your chosen pressure point, you can unbuckle it to get it around the limb, including a trapped limb, at a point above the injury. Then you buckle it, pull out the slack, and wind the aluminum windlass until tension is sufficient. Lock it down, and you’re done.

putting passengers and crew in unsafe situations. These conditions were unfortunately caused by a breakdown in the Coast Guard’s event permitting process and poor overall communications with and between waterways users.

BY CAPT. ALAN BERNSTEIN

InAugust, Cincinnati hosted a major Red Bull Flugtag event on its riverfront. The event attracted more than 30,000 people to an already busy Ohio River and riverfront, where participants flew off a ramp into the river in a variety of “handcrafted flying machines.”

A gallery of recreational boats, kayaks and rafts were scattered around the river and cheered for the flyers as each jettisoned down the ramp.

While all of this sounds generally benign and fun, a great deal of work and planning was required behind the scenes to avert potential marine casualties. After all, the Ohio River is an active federal waterway with passenger vessels, tug and towboats, and recreational vessel traffic. Add a marine event of this size and the possibilities for marine accidents are endless.

Unfortunately, there have been some serious problems in the past on other waterways where these types of events got out of hand and recreational vessels and other craft literally blocked the passage of commercial vessels,

Planning for such an event typically begins with an application to the Coast Guard by the event organizer to hold the event. This application for an event permit must be submitted 135 days before the start of the proposed event. Recognizing the importance of improving the functioning of the Coast Guard’s Marine Event Permitting process, the Passenger Vessel Association has been working closely with key Coast Guard staff in Washington D.C. to stress the need for rigor in the application process and open communications with and between all affected stakeholders.

While I was extremely nervous going into the Cincinnati Flugtag event, I was pleased with the outcome and feel that the event was well organized. I attribute this success to improvements that the Coast Guard has made thus far in its Event Permitting process. While this is one success story, I urge PVA to continue its work with the Coast Guard to ensure that this process continues to improve.

Joel

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

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.

Energy Level

Spending more for less

BY JIM REDDEN, CORRESPONDENT

Operators are spending at a morethan-four-year high to uncover new oil and gas reserves, but the results so far have been disappointing.

Over the first half of 2023, new discoveries worldwide amounted to 2.6 billion bbls. of oil equivalent (BOE). This was 42% less than the 4.5 billion BOE in new reserves discovered in the first half of 2022, according to Norway’s Rystad Energy. With 55 discoveries this year, compared with 80 discoveries in the first six months of last year, new wells have averaged reserves of 47 million BOE, down from 57 million BOE on average last year.

This comes as spending on global exploration is expected to top $50 billion this year, which would be

the highest amount since 2019. Not surprisingly, offshore accounted for 95% of the exploration spend but contributed only about two-thirds of the discovered volumes. Undaunted, offshore operators, especially those targeting ultra-deepwater prospects, are expected to increase activity this year, with a projected growth rate of 27% over 2022, Rystad estimates.

“Upstream companies are facing a period of uncertainty,” said Aatisha Mahajan, Rystad’s vice president of upstream research. “They are eager to capitalize on the increased demand for fossil fuels and find additional resources, but recent results have been lackluster.

“If exploration efforts continue to yield unimpressive results for the remainder of the year,” Mahajan said, “2023 could be a record-breaker for the wrong reasons.”

Things could turn around, though, as only 30% of anticipated 2023 exploration wells have been completed and

Inland Insider

Improvements made to Military-toMaritime program

The Coast Guard says that improvements it has made to streamline the ability of those with military experience to land jobs in the maritime industry are starting to pay off.

readied for production, Rystad said. About 60% are likely to be drilled or postponed until 2024. “So, even if 2023 proves unsuccessful, a rebound could be in the cards next year,” Rystad maintains.

The South American hot spot of Guyana remains on top with 603 million BOE of newly discovered volumes already in 2023. In the deepwater Gulf of Mexico (GOM), operators continue to focus more on expanding the reserve base of existing discoveries, with the roughly 20 rigs at work largely devoted to development drilling.

The increased activity corresponds with a doubling of approved deepwater permits year-over-year. Between Jan. 1 and Aug. 13, the Bureau of Ocean Energy Management (BOEM) issued 26 new well permits for waters deeper than 4,000', compared with 13 authorizations in the same period of 2022.

Hess and Talos Energy are among those who announced fourth quarter 2022 deepwater GOM discoveries.

which provide military applicants credit for MMC requirements through the training they have received while on active duty,” he said.

In addition, a policy allowing a waiver of merchant mariner credential fees for military personnel that began in May 2022 has waived 4,302 fees for 1,580 applicants from military services.

BY PAMELA GLASS

Pamela Glass is the Washington, D.C., correspondent for WorkBoat. She reports on the congressional committees and federal agencies that affect the maritime industry, including the Coast Guard, Marad and Army Corps of Engineers.

The service says it continues to work to make the process of obtaining merchant mariner credentials (MMC), which are required to work in the industry, easier for those who have similar training and experience in the U.S. military and want to transition to maritime jobs.

“For over 20 years the Coast Guard has been actively working with FACAs [federal advisory committees] to identify pathways for utilizing military education, training and assessments to qualify for standards of training, certification and watchkeeping (STCW) and national MMC endorsements,” Vice Adm. Paul F. Thomas, deputy commandant for mission support, told a hearing before the House Coast Guard and Maritime Transportation Subcommittee.

“The Coast Guard has approved 110 courses

And since the Coast Guard expanded the window for sea service eligibility in 2020 by allowing military sea time within the last seven years to qualify to apply for an MMC, the number of MMC applicants with military backgrounds has doubled since 2016, the admiral said.

In many cases, military maritime experience may be counted towards the sea service required to become a mariner and receive the MMC. It is strongly advised that military members wanting to transition to the maritime industry start preparing a record of all training and jobs done in the service, even before leaving the military. This documentation is necessary for the MMC application process.

The “Military-to-Mariner” program, launched in 2019, is a top priority of the U.S. Maritime Administration, maritime training schools and the maritime industry. Maritime companies see it as a helpful tool to identity new talent during a time of sustained labor shortages.

BY KIRK MOORE, CONTRIBUTING EDITOR

Contributing

Editor Kirk Moore was a reporter for the Asbury Park Press for over 30 years before joining WorkBoat in 2015. He has also been an editor for WorkBoat’s sister publication, National Fisherman, for over 25 years.

Nor’easter

NTSB calls for AIS, data recorders for USCG cutters

Afatal collision last year between a Coast Guard cutter and a small shing boat off Puerto Rico resulted from the crews of both vessels failing to maintain a proper lookout, the National Transportation Safety Board (NTSB) reported in its recent ndings about the Aug. 8, 2022, accident.

The NTSB called on the Coast Guard to equip its cutters with voyage data recorders — after its investigators were frustrated by the refusal of some ranking cutter crewmembers to talk about what led to the collision between the Winslow Griesser, a 154' fast response cutter, and the Desakata , a 23' center console boat. The incident took place four miles off Dorado, Puerto Rico, on the north coast of the island.

Fisherman Carlos Rosario died and his brother Samuel Rosario Beltrán was injured in the accident.

While faulting both the cutter crew and shermen for failing to keep adequate lookout, the NTSB report also suggests that a radar re ector or Automatic Identi cation System (AIS) transponder on the Desakata might have alerted the cutter crew and shermen that they were on a collision course.

The NTSB ndings should be a caution to mariners in increasingly crowded waters like the New York Bight.

The recreational boating industry continues its upswing after Covid-19’s retreat, while shipping traf c escalates and offshore wind developers are on the verge of building new turbine arrays as close as eight nautical miles off New Jersey beaches — alongside vessel separation lanes to New York Harbor, nearshore tug and tow routes, and busy small shing ports.

“The NTSB continues to investigate tragedies like this collision in which vessels are not maintaining proper lookout,” the board’s chair, Jennifer Homendy, said in an-

nouncing release of the report.

“Early detection of a vessel is critical to avoiding a collision,” she continued. “While technology does not remove the need to maintain a proper lookout, it can aid in early detection, which is why we are issuing a safety alert for small vessels to encourage installing a radar re ector and/or an Automatic Identi cation System transponder to improve their detectability.”

NTSB investigators found that the bridge crew on the Winslow Griesser was unaware they had hit anything until a crewmember saw the wreckage of the 23-footer oating down the side of the cutter.

“Maintaining a proper lookout, by sight and sound, is a fundamental rule of the Convention on the International Regulations for Preventing Collision at Sea,” the NTSB said in introducing its ndings. The agency also called on the Coast Guard to install voyage data recorders on its cutters, which would have aided investigators in reconstructing the accident sequence.

The agency’s report notes that three ranking crewmembers — then-vessel commander Lt. Cmdr. Benjamin Williamsz, the of cer of the deck, and the quartermaster of the watch — declined investigators’ requests for interviews based on advice of their legal counsel.

Williamsz was relieved in February 2023 by Rear Adm. Brendan C. McPherson, commander of the Seventh Coast Guard District, based in Miami, “due to a loss of con dence in Williamsz’s ability to effectively command the cutter,” the Coast Guard said at the time.

In their report, NTSB investigators say that “had the Winslow Griesser been equipped with a voyage data recorder, or its equivalent, investigators would have been provided with additional critical factual information about the collision, which could help identify potential safety issues and result in safety improvements.”

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BY DAN BOOKHAM

Insurance Watch

Promoting a culture of safety

Wehave all heard it a thousand times: Management engagement is essential for the success of any safety program. I daresay we all agree, at least conceptually, but like many noble ideas it doesn’t always survive rst contact with the buzzsaw of daily operational priorities.

What if we took this statement out of the ongoing grind and put it on the pedestal where it belongs? What if instead of treating management’s role in safety as an operational question, we made it central to the values of the organization?

Elsewhere in our businesses we know that the captain, owner, CEO, or senior management team de ne the desired culture of a company. They cultivate it through leadership actions that include setting objectives, designing strategies, and communicating key results.

These same people design the organization and its operational processes to support and advance the company’s purpose and core values. The mind-

set shift for those who have yet to put management’s role in safety front and center is therefore simple: Make it a core cultural value.

When management is engaged, it sends a clear message to employees that safety is a top priority. This can lead to several bene ts, including reduced accidents and injuries, increased productivity, improved morale, reduced costs and — often overlooked — an enhanced reputation for safety and quality among peers, customers, regulators, and insurance companies.

The philosophy and culture aspects are all well and good — but what about the how? To that end, here are some speci c examples of how management can engage in safety programs.

Management can do the following:

• Set a clear safety culture by consistently communicating the importance of safety to employees. This can be done through regular safety meetings, safety posters, and other channels.

• Provide regular safety training to employees to help them learn about the hazards in their work environment and how to prevent accidents. This training should be tailored to the speci c hazards.

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.

BY DANIEL J. HOERNER

Daniel J. Hoerner

Legal Talk

Alternative dispute resolutions can save time and money

Approximately 40 million lawsuits are led in state and federal courts every year. With the big backlogs in the courts, it can take from many months to several years for a case to go to trial. The process is not only long and arduous, but it can also be expensive.

While our Constitution guarantees every litigant his “day in court,” that’s not always in your best interest. So, if you nd yourself embroiled in litigation and you don’t have the time or money to see it through the trial process (and possible appeals thereafter), there are options.

Often referred to as “alternative dispute resolution,” pre-trial settlement conferences within the court system, mediation conducted in the private sector, and binding arbitration, are some of the available alternatives. In fact, research shows that less than 10% of lawsuits ever reach a judge or jury

for a nal adjudication. Most cases end up settling out of court, and for good reason.

Alternative dispute resolution offers many bene ts compared to taking a case to trial. Perhaps the primary advantage is that the parties can decide the fate of their suit without the risk of relying on a judge or jury. Resolving the case by way of settlement often results in signi cant savings, due to the sheer expense of the fees and costs required to go to trial. Also, an out-of-court resolution of your legal dispute can be decided in far less time than it takes to get to a nal ruling in the court system. For these reasons, alternative dispute resolution is practically the norm in civil litigation today.

These alternative means of handling a lawsuit still typically require formal and sometimes extensive discovery, motion practice, and other pre-trial work that can only be processed through the judicial system. But an astute attorney and pragmatic client should recognize when the time is right to negotiate an acceptable outcome and forgo the risk and cost of trial.

(This column originally appeared in the March 2023 issue of WorkBoat)

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

Offshore wind

lease

sale lands with a thud

News Bitts

U.S., Canada participate in joint Arctic operations

The Coast Guard cutter Healy (WAGB 20) conducted joint operations recently with the Canadian coast guard ship Sir Wilfrid Laurier in the Beaufort Sea, while northbound on a month-long science mission in support of the Office of Naval Research (ONR). Healy, the Coast Guard’s largest polar icebreaker, and crew participated in a personnel exchange off the coast of Utqiagvik, Alaska.

Bollinger closing New Orleans operations

Amuch-promoted rst lease sale for Gulf of Mexico offshore wind got just one winning bid of $5.6 million for 102,480 acres south of Lake Charles, La., while lease offerings east of Galveston, Texas, had no bids, the federal Bureau of Ocean Energy Management said in August.

The bidding opened with $5.1 million for the Lake Charles offshore lease and got two offers. On the second round only RWE Offshore US Gulf LLC persisted and won with its second bid for $5.6 million.

It was a stark contrast to the frenetic bidding in February 2022 for New York Bight wind leases, when Bight Wind Holdings took the mostsought prize, a nearly 126,000-acre tract 50 miles east of Barnegat Light, N.J., for $1.1 billion, beating up to five competitors in the process.

BOEM lease offerings in Northeast and Mid-Atlantic waters are attractive to wind developers for being close to the East Coast megalopolis cluster of cities and suburbs. Wind power boosters look to the Gulf of Mexico for opportunities to supply the region’s energy-thirsty needs for petrochemical processing and producing hydrogen as a new fuel for industry and shipping.

But the two lease areas off Galveston, at 102,480 acres and 96,786 acres, failed to get any bids on BOEM’s asking price of $5.1 million and $4.8 million respectively, according to the agency’s online summary following the lease sale.

Northeast state governments have made strong commitments to buying power from future offshore wind projects. Political support is spotty in Texas with its heritage of oil and gas dominance, but Louisiana’s offshore industry sees big opportunity with building and operating offshore wind projects, and the state’s political leaders are lined up in support.

“Today’s auction results show the important role state public policy plays in offshore wind market development,” said Liz Burdock, CEO, Business Network for Offshore Wind, as part of BOEM’s online summary. “Gulf expertise in offshore construction is unparalleled, and their innovative solutions will continue to drive the U.S. and global offshore wind industry forward.”

Bollinger Shipyards, Lockport, La., is closing its New Orleans shipyard operations, located on the Mississippi River in Algiers, La. The work will be moved to one of Bollinger’s Mississippi locations. The shipyard giant won’t totally be out of the New Orleans area. Bollinger Harvey, which specializes in conversions and repair, is located in Harvey, La., a suburb of New Orleans.

Merchant Marine Academy holds first advisory council meeting

InAugust, the U.S. Merchant Marine Academy advisory council held its inaugural public meeting at the U.S. Merchant Marine Academy (USMMA). The council includes 13 members, five of whom are USMMA graduates, including one member from the Class of 2022. Council members received presentations on academics, extra-curricular activities, campus infrastructure improvements and actions, and policies surrounding prevention and response to sexual assault and sexual harassment and governance at the academy.

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BOEM’s first GOM wind lease sale got just one winning bid.

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Headwinds

A shorthanded Coast Guard faces a sea of challenges.

Pamela Glass, Washington Correspondent

The U.S. Coast Guard is in high demand these days and there’s no chance of that letting up anytime soon.

New studies about the service’s everincreasing responsibilities, budget pressures and global reach, as well as some recent incidents and labor trends, are shedding renewed light on challenges facing the nation’s smallest military service.

For decades the Coast Guard has ful lled its missions — from search and rescue to keeping ports and waterways humming — with less money and manpower than the other military branches and has always made it work despite aging assets and infrastructure. Progress

has been made with better budgets and replacing antiquated assets, but both old and emerging challenges and recent incidents are deeply straining the 233-yearold organization.

OVERWHELMED

The National Academy of Sciences, at the request of Congress, recently issued a report on the emerging issues that will require Coast Guard action over the next decade and provided recommendations. It concluded that several external factors such as development of autonomous vessels, increasing cybersecurity risks, safety concerns over commercial space ight operations, and global strategic competition, mostly from China’s aggressive

posture in the Paci c, will challenge the Coast Guard’s capabilities and require it to adapt to changing missions.

“New challenges will also arise from the opening up of the Arctic domain and from growth in offshore wind energy, aquaculture and alternative-fueled vessels,” wrote Cary Coglianese, a University of Pennsylvania law professor who led the NAS study committee.

While the study found that the service generally has suf cient authority to respond to most of these challenges, some laws might need to be tweaked regarding autonomous vessels and the regulation of maritime safety zones for space ights and other activities within the maritime domain.

“It goes without saying that with growing manpower shortages, an increasing shoreside infrastructure backlog and a completely defective procurement process, the Coast Guard has a lot of work to do in order to meet the increasing mission demands it will see over the next decade,” Rep. Daniel Webster, R-Fla., chair of the House Coast Guard and Maritime Transportation subcommittee, said at a recent hearing on the NAS report.

Meanwhile, the Coast Guard is in the middle of an ambitious campaign to modernize its surface, air, IT (including the merchant marine credentialing system) and shoreside assets. There has been much progress as it nears completion of the 11-ship national security cutters (NSC) and the 64-ship fast response cutters (FRC). The service has also acquired new aircraft and made signi cant investments in shoreside facilities.

But the eet still consists of many ships that were built decades ago. There have been many program delays, and homeport and hangar upgrades are still

The Coast Guard is working to adapt to its changing missions.

needed. Building new polar icebreakers is a decade behind its original schedule and offshore patrol cutters are still in the relatively early stages, while work is underway to replace the inland buoy tender fleet.

A recent study by the Government Accountability Office said the Coast Guard faces these delays and project cost increases because it has failed to get critical knowledge about technologies, designs and cost estimates at key points in the shipbuilding process before making significant investments. They cite the offshore patrol cutter and Polar icebreaker programs as examples of cost overruns and delayed schedules that increase the risk “of potential capability gaps and putting cost pressure on the overall portfolio.”

UNDERMANNED

The agency is also facing a sustained shortage of personnel and is experimenting with different ways to attract new

talent. It is currently operating with a shortfall of about 4,800 workers across the entire service and has missed recruiting targets for the past four fiscal years. This shortfall is expected to grow in the coming years.

Shortages are especially acute among

cyberspace positions, specialized forces, and marine inspectors. “Competition with higher paying jobs in the private sector, limited opportunities for promotion and long work hours have made it challenging to recruit and retain these personnel,” according to a recent study

Personnel shortages are especially acute among cyberspace positions, specialized forces, and marine inspectors.

U.S. Coast Guard

FOCUS Coast Guard

by the GAO.

“Recruiting problems began prior to the Covid-19 pandemic and then worsened, resulting in a recruiting environment today that is signi cantly more complicated than it was before the pandemic,” Vice Adm. Paul F. Thomas, deputy commandant for mission support, told a congressional hearing in

May. “The current shortage threatens the service’s ability to conduct missions which are vital to national security and prosperity,” most speci cally assuring the ef cient ow of cargo through ports, rivers, and coastal waterways.

To expand its pool of recruits and retain existing personnel, the Coast Guard has launched a multi-tiered

strategy that focuses on improving quality of life for its members. Measures include better health care and housing, especially in remote duty areas, enhancing career and promotion opportunities and expanding parental leave and child-care services.

Recruiting efforts to reach Generation Z have taken new digital directions across the web, social media, and streaming platforms, and the service is relaxing certain entrance requirements.

Meanwhile Congress is putting its hands on deck by moving to authorize $12 million for additional recruiting personnel and of ces and $9 million to expand recruiting initiatives.

ALLEGED COVER-UP

The Coast Guard is also facing some urgent image-rebuilding and serious cultural changes within its ranks and at its training academy after it was revealed that of cials had mishandled sexual assault allegations at the school.

The agency promised a top-down review after a report by CNN showed that Coast Guard leadership kept secret the ndings of an internal investigation into a history of rapes, assaults, and other serious misconduct at the academy from the late 1980s to 2006. A draft report from the investigation done in 2019 that was reviewed by CNN concluded that academy leadership was more concerned about the school’s reputation than about the victims, and that it quietly closed the probe, called “Operation Fouled Anchor.”

The internal investigation found that despite credible evidence of assaults, most of the alleged perpetrators were not criminally investigated at the time. Incidents were treated as administrative violations, and punishments if given included extra homework or lowered class standings. In some cases, those discharged from the school were allowed to serve in the military, and some moved up into top ranks at the Coast Guard or in other services. Meanwhile, many of the alleged victims left the Coast Guard with their service careers shattered and they continue to cope with medical and mental health prob-

lems years after their traumas.

The service didn’t brief Congress about the investigation until June, after the CNN report was aired, and this angered lawmakers.

“It’s heartbreaking, maddening,

frustrating and intolerable where we are today with this sexual abuse and assault within the Coast Guard,” Sen. Maria Cantwell, chair of the Senate Armed Services Committee, said at a Senate subcommittee hearing in July.

Coast Guard

“We cannot have the media be the policeman on the beat.”

Coast Guard Commandant Linda Fagan, the rst woman to lead the agency, said she didn’t know why the investigation wasn’t shared with Congress and she learned details of it from CNN

“There was a legacy of mishandling reports of sexual assault at the Coast Guard Academy in the 1980s,” she said, but added that the Coast Guard has made progress in holding perpetrators accountable since then. “We are not the same organization that we were in the 1980s,” the admiral said, acknowledging that “we’ve got pockets of rust that need to be eliminated from the organization to ensure that there’s no silence around it.”

Fagan said she is assembling a team “to look at everything with regard to accountability” and to reform the culture within the service and at the academy.

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Bollinger Shipyards

The 154' fast response cutter is part of the Coast Guard’s modernization program.

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS BRIX Marine delivers 49-passenger tour boat to Hawaii

Whether exploring Kona’s historical coastline and deep offshore waters, snorkeling with mantas at night, or watching humpback whales on their winter migration, Artemis is designed to take its passengers to all of it, according to Hawaiian Adventures officials.

Main deck seating is from Genoa and features Phifertex material. The upper passenger seats are also from Genoa and include outer arm rests with cupholders and aluminum leg assemblies. There are also two aluminum bench seats with marinegrade fabric cushions and storage.

Main propulsion comes from twin Volvo Penta IPS D11 diesel inboards, creating 510 hp at 2,250 rpm each. The mains connect to Volvo Penta IPS 650 outdrives with P series props. Controls are also from Volvo Penta. The individual propulsion system will give the tour boat a running speed of 20 knots.

Ship’s service power will come from twin 380-hp gensets (manufacturers of the motors and engines have not been released).

Tankage includes twin 300-gal. fuel tanks.

There are USCG-approved 22-person life floats, an eight-person life float, and two life jacket storage bags on both the main and upper decks.

— Ken Hocke

Brix Marine, Port Angeles, Wash., recently delivered the 46'x16' catamaran tour boat Artemis to Hawaiian Adventures Kona, Kailua-Kona, Hawaii.

Artemis is Coast Guard certified for 49 passengers with an extended range offshore route allowing the vessel to access Kona’s deep waters up to 20 miles offshore.

The new tour boat has an experienced crew, modern lifesaving equipment, and new vessel construction standards featuring 5086 alloy aluminum hull skins, 5052 alloy aluminum interior transverse frames, longitu-

dinal T-bars, longitudinal (internal) hull stiffeners, self-bailing aluminum decks, watertight bulkheads, and a four-foot hull extension with twofoot swim step extension, centerline ladders, removable railings, boarding door cleats, and hatches.

“This is the first boat we built for Hawaiian Adventures Kona,” said Capt. Charlie Crane, sales and marketing director for Brix. “The owner and his family worked very close with the Brix team from start to launch. Shane and Jen Aggergaard had a lot of input from design to layout. They were available 24/7 for any questions.”

Hornblower Shipyard converts charter boat into CTV for Coast Line Transfers

Coast Line Transfers LLC (CLT), New Bedford, Mass., recently converted a fishing boat into a crew transfer vessel (CTV) for the Vineyard Wind 1 Project. The original boat, constructed by Geo Shipyard, New Iberia, La., in 2007, had been used for charter fishing before the transformation.

Hornblower Shipyard, Bridgeport, Conn., carried out the retrofitting of the Capt. Les Eldridge in early 2023.

The 46' Artemis is powered by twin IPS diesel inboards.

The aluminum catamaran now measures 62'x21'6"x20' and draws 9'6".

The decision to convert the boat into a CTV came about when a partner at Coast Line Transfers, Ed Washburn, spotted the vessel and proposed the idea. After exploring different subchapters under the U.S. Coast Guard certi cations, CTL decided to proceed with the conversion and brought on naval architects Nautical Design Inc., Harmony, Pa.

Rob Pearce, a partner at CTL, met a Buoyant Works representative at last year’s International WorkBoat Show, which led to a Buoyant Works (UK) Wide Cup adjustable fender being one of the rst modi cations made to the vessel.

“Bridgeport did all the painting and all the coatings; they resealed the windows and the pilothouse,” said James Stasinos, co-owner of Stasinos Marine and partner at CTL. “They did a ton of little items that turned a dirty shing boat into a much nicer high-speed crew transfer vessel.”

The ship’s service power comes from a Lugar 9-kW AC.

The CTV is powered by twin Cummins QSL 9.0 engines hooked up to a pair of bronze fixed-pitch propellers through two Twin Disc MG-509 reduction gears.

Current North Atlantic right whale speed restrictions limit the vessel to 10 knots, which makes the commute to the offshore cable-laying vessel approximately ve hours each way.

The Capt. Les Eldridge is currently operating under a COI Subchapter T certification as it awaits its final stability review, including a dual subchapter certificate, which will be both Subchapter T and L. Reduced passenger capacity right now allows CTL to carry 26 passengers without deck cargo. Under Subchapter L, the boat can carry deck cargo and 18 offshore workers.

The CTV is currently able to carry 1,000 lbs. of deck cargo, but that capacity is also expected to increase with its nal stability review. The distinction between passengers versus offshore workers comes as Subchapter T is a small passenger vessel, while Subchapter L is a vessel in support of offshore energy.

To create more space for cargo

on the aft deck, CLT cut back the overhang and stairs. Typical cargo includes offshore consumables, ship spares, small spare parts, and trash from offshore vessels.

The most signi cant modi cations were made to the bow. The anchor setup was completely removed, and an escape hatch was installed for Subchapter L compliance. Bow handrails and the Buoyant Works fender were added to enhance safety and functionality.

“The Buoyant Works fender is a multipiece section, so it can be replaced as it wears. For different transition pieces offshore, they can swap the pieces that touch the transition piece,” said Stasinos.

Additional upgrades to the CTV include 200% lifesaving capacity,

Come visit us at:

Coast Line Transfers

Former charter fishing boat now works on offshore wind structures.

ON THE WAYS

changing from foam life rafts to two 25-person SOLAS A Pack lifeboats.

The vessel is equipped with two Furuno VX2 radars; Furuno sonar depth sounder; and Furuno RD 30 GPS; Rosepoint electric chart plotters; Simrad 1512 navigation system; and Simrad AP-35 autopilot; and a KVH Azimuth 1000 digital compass. VHF radios include an iCom IC MC422, an iCom IC M302, and a Raymarine VHF with digital selective calling.

Tankage includes 12,000 gals. of fuel oil and 250 gals. potable water.

— Benjamin Hayden

Edison Chouest begins construction on first mini-CTV

Edison Chouest Offshore (ECO), Cut Off, La., announced in August that construction of the U.S. offshore

wind industry’s rst-ever mini-crew transfer vessel (CTV) had begun.

The 39'x13.4'x7.4', aluminum CTV, designed by Chartwell Marine, a UK-based naval architecture and marine engineering rm, should be in operation for summer 2024.

The vessel will work for Ørsted and its U.S.-based joint venture partner, Eversource Energy. The miniCTV will simultaneously accompany the launch of ECO Edison, the rst ever U.S.-built service operation vessel (SOV), Chartwell of cials said.

The “daughter craft” onboard the SOV will be able to be deployed to ef ciently maneuver crew across the Revolution Wind, South Fork Wind, and Sunrise Wind offshore wind farms in the U.S., under development by the joint venture.

“This vessel is the small but essential chain connecting SOVs and turbines together,” Andy Page, Chartwell’s managing director, said

in a statement announcing the start of construction. “Engineers need to safely transition from larger vessels to turbines quickly and safely, and we set out to design an agile and streamlined vessel that has both bases covered.”

Page said the mini-CTV is not a one-size- ts-all. Turbines come in different con gurations, with different requirements for effective crew transfer. That’s why he said Chartwell and ECO collaborated with Ørsted to thoroughly test and tweak the design to the joint venture portfolio’s particular needs. “We’re grateful for their collaboration and honored to have our design be the rst out on U.S. waters servicing the renewables industry,” he said.

Construction began in July at ECO’s La Ship shipyard, employing an estimated 15 workers while drawing components from U.S. suppliers in ve states. ECO will manage the entire pipeline of construction and operation, supported by the incentives provided by the In ation Reduction Act.

“ECO Edison needed to have the perfect partner on launch, and Chartwell has crafted her,” said Michael Braid, ECO’s vice president of renewables. “As we look to further expand our fleet and activate it across a growing number of offshore wind projects, maintaining the efficiency of our transfers and our high level of technical availability will be key. Diversifying the range of vessels we use is one of the ways we can achieve that, but making sure they’re best-inclass is equally important.”

Chartwell said its design meets the increasing demand in the U.S. offshore wind market for low-emissions, cost-effective support vessels, with the catamaran’s optimized hull form offering ef cient fuel use as well as stability and maneuverability in choppy waters.

A rst for this vessel type, main propulsion will come from a Volvo Penta IPS 500 system designed to provide high power and performance as well as onboard comfort for operators. The system allows for a wide

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ON THE WAYS

number of optional features and functions, featuring forward-facing, twin counter-rotating propellers with an individually steerable integrated propulsion system under the hull.

The mini-CTV can carry a crew of up to 12 personnel and is designed to be conveniently deployed from ECO Edison during extended offshore stays, offering key staff efficient access to turbines, vessels, and other critical project infrastructure.

Working closely with Ørsted throughout the design process, Chartwell conducted model testing in January to simulate and adapt to the speci cations of the wind turbines that will be installed at the U.S. East Coast project sites.

Considerations were made to facilitate Ørsted’s “Get Up Safe” system, which is a motion-compensated hoist solution that enables technicians to

safely transfer between small moving vessels and offshore wind turbines without a ladder.

“These vessels represent the incredible power of offshore wind to create American jobs in the industries of the future, deliver clean, renewable en-

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ergy, and establish a U.S.-based supply chain that will bene t workers and communities for generations yet to come,” said Mike Ausere, Eversource Energy’s vice president of business development.

— K. Hocke

Chartwell Marine

This 39-footer will be deployed from an Edison Chouest SOV, hence its designation as a “daughter craft.”

BOATBUILDING BITTS

Silver Ships, Theodore, Ala., recently completed the first deliveries under the Naval Sea Systems Command of seven 36' open center console (OCC) vessels and two 26'open center console (OCC) vessels, under the Naval Special Warfare Surface Support Craft (NSWSSC) contract. The Navy has also conducted pre-delivery inspection and testing (PDIT) of three vessel variants included in the contract. Silver Ships has also delivered the first SPC-LE2 vessel variants to Coast Guard Station Miami Beach, Coast Guard Station South Padre Island, Texas, and the USCG Maritime Law Enforcement Academy in Charleston, S.C. Bollinger Shipyards LLC recently began cutting steel at Bollinger Mississippi Shipbuilding, Pascagoula, Miss., on the first of eight prototype modules that will become the foundation of the first U.S. Coast Guard polar security cutter (PSC), Polar Sentinel (PSC-1) — the first heavy icebreaker to be built in the U.S. in 50 years. Bollinger purchased VT Halter Marine last year. The PSC contract was part of the deal.

Derecktor Shipyards, Mamaroneck, N.Y., recently delivered a 64' aluminum hybrid research catamaran to the University of Vermont (UVM). The Marcelle Melosira, designed

by Chartwell Marine in collaboration with UVM and Derecktor Shipyards, meets the requirements from UVM’s Rubenstein School of Environment & Natural Resources. The requirements include low emissions, minimal fuel consumption, a stable and safe platform for research, high maneuverability, and the capability to tow trawls, sleds, and plankton nets. The vessel facilitates the deployment and retrieval of scientific equipment, small remotely operated vehicles (ROVs), and sediment sampling devices.

Boston Ship Repair has clinched a signifi cant contract for the extensive overhaul and drydocking of the U.S. Navy's Military Sealift Command›s (MSC) 338' expeditionary fast transport vessel, USNS Burlington (T-EPF 10). The fi rmfi xed-price agreement, valued at $13.8 million encompasses a base period and two optional periods, potentially reaching a cumulative value of $13.88 million.

Conrad Industries Inc., Morgan City, La., in August reported a second quarter net loss of $5.9 million and loss per diluted share of $1.18. That compares to a net loss of $3.4 million and loss per diluted share of $0.67 during the second quarter of 2022. However, during the fi rst six months of 2023, Conrad added

$191 million of backlog to its new construction segment compared to $198.8 million added to backlog during the fi rst six months of 2022. Conrad’s backlog was $323.7 million at June 30, 2023, $244.1 million at Dec. 31, 2022, and $245.1 million at June 30, 2022.

Crowley and the Port of

San Diego broke ground this summer for the shoreside charging station designed to provide clean energy for the company’s planned zero-emissions tugboat, eWolf. The charging station will be equipped with two containerized energy storage systems provided by Corvus Energy.

Silver Ships will deliver a series of centerconsole boats to the Navy.

Silver Ships

Bollinger Shipyards is building the heavy icebreaker Polar Sentinel.

Technology Associates

UVM's 64' research catamaran will be homeported on Lake Champlain.

Derecktor Shipyards

It’s SHOW TIME

NOV 29 - DEC 1, 2023 / NEW ORLEANS

Morial Convention Center, Halls B, C, D, E & F

Use code “NOW” for your free pass to the International WorkBoat Show and Underwater Intervention

After a three-year hiatus, Underwater Intervention is back and has joined the International WorkBoat Show!

Underwater Intervention attracts a global audience of engineers, technical specialists, industry leaders and experts, to share ideas, debate the issues of the moment and to create common agendas for the future of the industry.

Underwater Intervention features some of the world’s leading figures within the upstream oil and gas industry coupled with technical sessions covering the most current challenges and up-to-date strategies and technologies.

Underwater Intervention will be located directly on the WorkBoat show floor and admission is included in your Expo Pass.

Produced by Presented by

Emission Control

Shipyards meeting challenges on the way to decarbonization

By Jim Redden, Correspondent

Shipyards are getting greener, both in the types of vessels they’re building and the way they’re building them.

Amid the relentless push to eliminate atmospheric pollutants, “our shipyard members decided they wanted to set a more ambitious target of net-zero emissions by 2050,” said Brittney Blokker, program manager for Quebec City-based Green Marine, a voluntary environmental certi cation program for the North American marine industry. She spoke from her of ce in Seattle. “They pushed themselves and that is what they’re aiming for.”

Fittingly, the greener construction cycles are churning out an eclectic mix of boats that support or meet decarbonization mandates. Among them are a number of Jones Act offshore wind service vessels, a one-of-a-kind hydrogen-on -demand towboat and the rst all-electric tugboat in the U.S.

Not surprisingly, the unique and complicated innerworkings of these types of vessels are foreign to shipbuilders

more at home with conventional diesel-powered boats. For them, coming up with a competitive quote, while not underestimating costs with no re-negotiation option, is a delicate balance.

Traditionally, 80% of the costs was the physical construction, while the remaining 20% covered the engines, generators, navigation steerage and other inside equipment. The script has been ipped, said Beau Berthelot, VP of business development and director of government affairs for Maritime Partners LLC, New Orleans, owners of the Hydrogen One towboat, the world’s rst methanol-to-hydrogen vessel, to be built at Intercoastal Iron Works, Bourg, La.

“The U.S. shipyards and the way they do construction does not support the implementation of all this new technology, because the yards are just not capable of handling the risks and that’s why they need incentives and government support,” he said. “They will have to price it through the roof or we’re going to leave them holding the bag because there’s not enough information for them to be competitive in price.”

The all-electric eWolf tugboat is launched in Mobile, Ala., in late July preceding commissioning and delivery later this year.

Crowley Maritime Corp.

GAS ON

The Hydrogen One towboat will epitomize new technology. Berthelot is con dent of “cutting steel” by the end of the year and said the boat conceivably could be in the water sometime in 2024, depending on the delivery of components and what could be an atypical commissioning and sea trial process.

“Everybody and their grandmother in the Coast Guard are going to want to see this thing before they allow it to go into commercial operation,” he said. "As a whole new design, they’re going to want to see how it operates.”

That whole new design is the handiwork of the Elliott Bay Design Group, Seattle, with a collaboration that includes Oregon-based e1 Marine’s exclusive methanol-to-hydrogen fuel cell and ABB automation and power distribution technology. Maritime Partners will own the vessel, which it plans to lease to American Commercial Barge Line, Jeffersonville, Ind.

In operation, the Hydrogen One will use methanol, which is handled and transported much like diesel or any conventional fuel, as the feedstock that is mixed with continually re-circulated deionized water. The methanol-water mixture goes through the patented e1 Marine reformer, which breaks out the hydrogen and sends it to the fuel cell.

Unlike potentially hazardous compressed hydrogen that is normally stored at high pressure of 300 bar (about 4,300 psi) or more, the small volume of hydrogen on board at any one time goes into the fuel cell at between .5 bar (7.25 psi) and 2 bar (14.50 psi), Berthelot said.

“The Hydrogen One is highly automated and can be operated remotely,” Berthelot said. “With the exception of the electric motors and propellers, there are very few moving parts.”

As designed, the 90'x43' towboat will have a 550-mile operational range before refueling, during which Berthelot said the boat will achieve 100% reductions in nitrogen oxide (NOx), sulphur oxide (SOx) and particulate emissions, easily meeting EPA regulations for inland waterways. He notes the only exhaust is vapor from the deionized water, which is captured, condensed and returned to the system. “With this technology you’d have to raise the (emission) goal posts really, really far” for the towboat to be noncompliant, Berthlot said.

John Waterhouse, founder and chief concept engineer for Elliott Bay, cautioned that the Hydrogen One will not be a quick build. “We’re still working through a lot of the design and safety issues with the Coast Guard to make sure they’re on board,” he said. “When you introduce a new technology, it’s going to take some time.”

ALL-ELECTRIC TUG

Commercial deployment of the nation’s rst all-electric tugboat is considerably closer. Launched in late July, the 82' eWolf harbor tug, delivering a diesel-like 70 tons of bollard pull, is slated to go into service in early 2024 at the Port of San Diego, where construction of a dedicated shore side charging station began in August, said owner Crowley Maritime Corp.

Designed by Crowley Engineering Services with ABB providing the fully integrated electrical package, eWolf is under construction at Master Boat Builders, Coden, Ala.

“It’s still a tugboat, but not like the tugs we normally build,” said Master Boat President Garrett Rice. “It doesn’t have an engine or diesel-driven main propulsion. It’s all electronic with cabling and just a new and different way of doing it.”

Vessels like tugs and ferries that follow a route with access to charging stations are most conductive for electri cation. The biggest challenge with the former, however, is packing a lot of power in a very small space.

“We’ve done diesel-electric [hybrid] tugs, but here we’re doing this in an 82foot boat," Rice said. “You’re putting 2,000 horsepower electrically in a very, very tight space, so that presented most of the challenges in running cables and the separation of power and control that has to be done for an electric tug like this.” Rice said.

“Being a new design and novel technology comes with challenges, but we’ve done a good job with our partners at Crowley and ABB to mitigate most of those challenges along the way. But she’s doing well and in the water working toward commissioning (scheduled for this past August).”

Crowley has estimated that over 10 years of service the eWolf will eliminate 178 tons of NOx, 2.5 tons of diesel particulate matter and 3,100 metric tons of carbon emissions. Such vessels could be a harbinger of things to come as the push for emission-reduction technologies gains steam.

“We’re still in the early stages of

Elliott Bay Design Group

The towboat Hydrogen One will be the world's only methanol-to-hydrogen vessel.

this,” Rice said, “and as the market evolves and external pressures push the market to these new technologies, the market will shake out to determine the best approach,” Rice said.

FIGURING IT OUT

As of now, those new technologies have caught shipbuilders unawares, leaving them scratching their heads trying to put together a competitive and pro table quote.

“A great example is that everything we’re talking about requires some kind of cabling and wire connections, so just the sheer amount of cabling that goes into these vessels is catching shipyards by surprise,” said Elliott Bay’s Waterhouse. “I understand for a ferry that was done for the state of Texas the shipyard had underestimated the amount of cabling they would need by 40%.”

For Rice, years of experience and intimate familiarity of all the components of a conventional diesel-driven tugboat means he can pull together a “pretty accurate” quote for one in a matter of minutes. No so for the eWolf.

“A battery-powered tug is different, and we really didn’t understand all the concepts and battery cooling,” he said. "So, obviously, if we submit another one, we’ll know a lot more and be able to run the traps and see what we missed on before.

“We’ve done it now. We know the game and having done it, have a lot more experience than anyone in the country, so the lessons learned have been great.”

Waterhouse suggests this is all part of “the new reality” that shipbuilders will have to confront. Whereas typical diesel boats, for instance, had all the power wrapped in a single package, new-generation designs require separate cooling systems.

“Now, we have to provide independent cooling for the switchgear, for the batteries and for the propulsion motors, so the cooling systems are getting much more sophisticated and complicated,” he said.

Advancing technologies, said Waterhouse, adds another wrinkle to the pressures contemporary shipbuilders are facing. “It’s a challenging time in the shipyard business, with the combination of new technologies, supply-chain challenges and the general in ation shipyards are facing.”

SMALLER FOOTPRINTS

Green Marine’s Blokker said the new reality includes intensifying pressure to reduce air pollutants at their source. “More people in the industry are realizing the necessity, not just for the environment but their customers are kind of requiring it,” she said. “Programs like ours make it easier to implement

some of these actions.”

Seventeen U.S. and Canadian shipyards are members of the nonpro t, up from six in 2018. The rapidly expanded roster prompted the program in 2022 to include a set of performance indicators tailored speci cally to shipyards and geared largely to greenhouse gas (GHG) emission reductions. The program also takes in spill prevention, storm water management, and community impact. “It reads almost like a checklist shipyards can take to improve their environmental performance,” Blokker said.

Seaspan ULC, North Vancouver, British Columbia, owns two shipyards in Vancouver and one in Victoria. Seaspan was the rst of its peers to join Green Marine in 2011. In an area where hydroelectric power is the predominate energy source, the shipbuilder has managed to reduce GHG emissions in yard operations by nearly 20% over the past three years, largely from electrifying its equipment and vehicles, said Daryl Lawes, senior manager environment.

Seaspan hired an industrial energy expert in 2022 who “helps us measure our energy consumption and also helps identify government funding and grant opportunities,” Lawes said. “We’re looking at everything, including how we heat our buildings to reduce natural gas use.”

A two-year Green Marine member, fellow Canadian Heddle Shipyards, Ontario, began calculating GHG emissions from its three Great Lakes shipyards this year. “We look at the different fuels we buy and there’s a calculation we put it through and identify how much (emissions) we’re outputting,” said Dan Cummings, manager of health and safety, security and environment (HSSE). “We’re in the early stages of these programs and working through that right now.”

The Fincantieri Marine Group, with two Green Marinecerti ed shipyards in Wisconsin, has committed to reducing direct and indirect (Scope 1 and Scope 2) GHG emissions by 20% compared with 2021, according to its 2022 sustainability report. Fincantieri joined Green Marine in January 2022.

The Fincantieri Bay Shipbuilding yard in Sturgeon Bay, Wis., is currently building two tug-assist lique ed natural gas (LNG) bunkering barges, as well as a service offshore vessel (SOV) for Virginia’s Dominion Wind Farm.

Owing to tightening fuel standards, the LNG bunkering market is expected to see a compound annual growth rate between now and 2031.

Eastern Shipbuilding Group, Panama City, Fla., a non-member of Green Marine, instead has been certi ed under the stringent criteria of the ISO 14001 Environmental program for more than 13 years. The company says its three Florida Gulf Coast shipyards continually “operate below the emission thresholds and limitations set forth in their corresponding air permits.”

“Environmental stewardship is of signi cant importance to us and was the motivation for developing an ISO 14001 environmental program,” Eastern CEO Joey D’Isernia said in remarks at the 2022 International WorkBoat Show. “This program is designed to ensure regulatory compliance while also minimizing impacts to the environment.

“Our program has driven a reduction in waste, an increase in recycling, a reduction in emissions from machinery and from coating operations.”

Fincantieri Marine Group

A rendering of the 289 ' CREST Wind SOV being constructed at the Fincantieri Bay Shipbuilding shipyard in Wisconsin for deployment to the Dominion Wind Farm, Virginia.

Seaspan ULC

One of the two Seaspan shipyards in Vancouver, British Columbia.

EASTERN TO CONVERT OSV TO WIND SERVICE

Backwhen it was fashionable to do so, the Eastern Shipbuilding Group built a respectable portfolio of oil and gas off shore supply vessels (OSV).

The Florida shipbuilder is now making one of its earlier creations fi t for service in the off shore wind market.

Eastern teamed up with Hornbeck

Off shore Services, Covington, La., in July to convert a 280’ OSV to a service operation vessel (SOV) for the U.S. wind market. The vessel, which Eastern built in 2014, will be converted at the company's Allanton Shipyard in Panama City, Fla.

The HOSSOV 300E is scheduled for delivery in the spring of 2025 to a yetto-be-announced location where it will be capable of supporting both construction, operations and maintenance activities. The SOV will have capacity to accommodate more than 90 persons in fl otel or off shore wind service mode, with step-less walk-to-work transfer capabilities in up to 8' sea states, according to Eastern. —

J. REDDEN

After a three-year hiatus, Underwater Intervention is back and has joined the International WorkBoat Show!

Underwater Intervention attracts a global audience of engineers, technical specialists, industry leaders and experts, to share ideas, debate the issues of the moment and to create common agendas for the future of the industry. Underwater Intervention features some of the world’s leading figures within the upstream oil and gas industry coupled with technical sessions covering the most current challenges and up-to-date strategies and technologies.

To obtain further information, please visit www.workboatshow.com/underwater-intervention

Hornbeck will convert one of its 280' OSVs to a service operation vessel (SOV) to service the U.S. offshore wind market.

Eastern Shipbuilding Group Inc.

CHANGE ORDER

WorkBoat's 2022-2023 Construction Survey

By Ken Hocke, Senior Editor

For the rst time in the history of WorkBoat 's Annual Construction Survey, no shipyard with the word "Halter" appears in this listing. Last November, Bollinger Shipyards

Powered

completed the acquisition of VT Halter Marine Inc. and ST Engineering Halter Marine Offshore (STEHMO). The newly acquired yards have been renamed Bollinger Mississippi Shipbuilding and Bollinger Mississippi Repair

Reported for 2022-2023

Bollinger purchased the companies from ST Engineering North America, a technology, defense and engineering group, for an estimated $15 million.

Vigor Industrial LLC, Portland, Ore., changed hands from one private equity rm to another in February.

Back in 2019, The Carlyle Group, a global investment rm, and private equity rm Stellex Capital Management acquired and merged Vigor and MHI Holdings LLC, a ship repair and maintenance company based in Norfolk, Va.

This year, Carlyle and Stellex announced they had agreed to sell Titan Acquisition Holdings to an undisclosed af liate of Lone Star Funds Titan is made up of Vigor, MHI Holdings, and Continental Maritime, San Diego. The transaction is expected to close later in 2023. Financial terms were not disclosed.

Final totals of boats appearing in this year's survey total 690 vs. 574 last year.

Ken Hocke

Vessels

Dinner,Excursion,Sightseeing PilotCrew&SupplyOffshoreWindCrewTransferVesselsPushboat,Towboat (MilitaryandNon-Military)Tug,AHTSFire,RescueBoom,SpillResponseResearch Dredge Patrol (MilitaryandNon-Military)OtherMilitaryNon-Self-PropelledVessels

C&C

CHESAPEAKE

CONRAD SHIPYARD

DIVERSIFIED

GREAT LAKES SHIPYARD

LAKE

MARINE INLAND

MASTER BOAT BUILDERS

METALCRAFT MARINE

MOOSE BOATS

NICHOLS

Jamie Ann, Rachael Allen — 100'x40'x17' S Tractor Tug

RIBCRAFT USA info@ribcraftusa.com • www.ribcraftusa.com P.O. Box 463 • Marblehead, MA 01945 • Tel: 781-639-9065 • Fax: 781-639-9062

SILVER

STANLEY ALUMINUM BOATS

VIGOR athena.maris@vigor.net • www.vigor.net

YANK MARINE bjyank@yankmarine.com • www.yankmarine.com

MISCELLANEOUS

Opportunity Awaits

Job openings are plentiful in the workboat industry.

By Michael Crowley, Correspondent

If your company works the U.S. waterways, the major issue you are facing is employment. Without enough crew — be they deckhands, mates or skippers — boats don’t leave the dock and passengers or cargo never get to the intended destination.

“It’s almost every day we have canceled sailing due to crew situations,” said Ian Sterling, public information of cer for Washington State Ferries. It’s “licensed deck of cers that we’re really suffering the shortage of right now.”

A canceled departure impacts many passengers, for WSF is not a two- or three-boat ferry system. WSF describes itself online as the largest ferry system in the U.S. and the second largest in the world with a eet of 21 auto-passenger vessels.

ACROSS ALL SECTORS

Crew shortage is a problem that most, if not all passenger vessel operators are dealing with. “Primarily we are having dif culty attracting licensed mariners,” said John Groundwater, executive director of the Passenger Vessel Association, agreeing with Sterling.

It’s no different for the tugboat and barge industry. Patrick Parsons, director of government affairs for the American Waterways Operators, has “heard it across the board, from inland operators to coastal operators. There’s more business

out there if we had people to run the boats.”

Parsons said the employee situation became dire enough that a little over a year ago, AWO members said the organization needed to formally address workforce development issues. Last fall a workforce action plan was developed that focuses on recruitment, marketing, diversity, credentialing, candidate testing and retention.

The AWO’s major challenge is lling entry-level positions “and to a lesser degree the captain level,” said Parsons. “There’s a little less trouble when it comes to the mid-level areas — steersmen, mates, etc.” He doesn’t think those who left will be coming back, because they were either nearing the end of their careers or decided they wanted to work at a shoreside occupation. “It’s new entries into the career eld” who will be taking their place, he said.

Luring a new crop of tugboat and passenger vessel recruits into the maritime world isn’t easy, because “in the last decade the workforce has not been that signi cant of a challenge,” said Parsons, so it’s not an issue that vessel operators previously had to focus on. The traditional model of recruitment of “word of mouth, people wanting to come into the eld from friends, from family members,” isn’t working. “There just isn’t that pool of people that instinctively want to come into the industry.”

As a result, vessel operators must come up with new game plans and “think a lot more about recruitment and going out

A ferry employee works on the deck of the Coho during a voyage between Port Angeles, Wash., and Victoria, British Columbia.

there and marketing their company and its careers,” Parsons said. “Whereas before people came to them, now we have to go out and look for people.”

Those “people” aren’t necessarily ones who several years ago might have been a logical match for tugboat operations or passenger vessels. “We’re trying to reach folks that we haven’t tried to reach before,” said Sterling, including “different age groups, different ethnicities, people that haven’t thought about a career in the maritime.”

Parsons emphasized that the “the industry and AWO are really having to think creatively. The problems just haven’t had to be addressed full-on before.” Part of the new approach is “getting out there and telling a good story about our careers and getting as many people interested as we can,” he said.

Recruiting new workers, especially those not familiar with a maritime lifestyle, which often requires being away from home for several days or a week or two isn’t easy. “Younger people look at [work] day-to-day, and that’s a challenge,” said Parsons, which might be why he acknowledges that “we’ve had better luck getting applicants, but retention is still a bit of a challenge.”

Groundwater said the PVA has been working with maritime academies, such as Maine Maritime Academy and Massachusetts Maritime Academy “to try to raise visibility of careers in the passenger vessel industry,” for four or ve years. The effort has been “somewhat successful,” he said, but that obviously more recruits are needed.

Parsons said efforts to bring in new, younger employees who are more likely to make it a career are more likely to bear fruit. If the recruits are given the sense that they are in a job that matters. “Explain the impact their careers can have on the country, the economy, the security, the environment,” he said. “Focus the talk about working on the water with a close-knit team, doing something that matters.”

He added, “I think that’s starting to resonate, when compared to a job in a warehouse.” There’s also a big draw for people in being outdoors and being

somewhat independent because they are “working within a team but able to take on tasks on their own.”

Including a prospective employee’s family in the discussion is also a good idea,” he added, “so that the family understands what the life of a mariner is like.”

On the plus side, individuals starting out as unlicensed deckhands learn that there’s a way to move up in rank and pay. “We’ve tried to make it easier to go from AB to mate or mate to captain,” said Sterling. The WSF system offers 10 scholarships a year for a two-year apprentice program for those wanting to be licensed deck of cers. It’s done in conjunction with the Maritime Institute of Technology and Graduate Studies (MITAGS) and

covers tuition for academic training, onboard experience and a daily stipend.

Outside of the WSF system, the Passenger Vessel Foundation (PVF), a nonpro t corporation in the District of Columbia that’s not part of the PVA, though its donors are, offers grants twice a year for education assistance, research, and safety improvement.

Special attention is given to employees of PVA members. “They want to be master and get their 100-ton license? That’s our bread-and-butter,” said Rob McMahon, PVF’s president. He said PVF has provided over $325,000 in grants so far. “It's a selling feature for PVA members to offer their employees; in some respects, it's part of their company bene ts.”

PVA ADVOCATING FOR MARIJUANA IMPAIRMENT TEST

While marijuana is legal in several states, it remains classified as an illegal drug under federal law, which the Coast Guard enforces. This tends to limit the potential pool of employees.

“One of the things we are seeing across the country,” said John Groundwater, the Passenger Vessel Association executive director, “has to do with the federal marijuana law.”

The problem for a casual user of marijuana working on a commercial vessel is that marijuana stays in the system for weeks after being used. A marijuana user who doesn’t use at work may still test positive, which could mean a career-ending penalty under federal law.

The PVA “has been advocating for the development of a test that would test for (marijuana) safety,” said Groundwater. The operator of a passenger vessel can test for alcohol impairment but there’s no such test for marijuana impairment.

Work is ongoing for an oral-fluid test that Groundwater said “could possibly provide relief and we are advocating for that.” — M. Crowley

American Cruise Lines is in the middle of a building program.

American Cruise Lines

Bay Weld Boats

Cordova Port & Harbor

LifeMed Alaska

Nichols Brothers Boat Builders

Hammonds Fuel Additives Inc

Scurlock Electric LLC

Bay Ship and Yacht Co

Petro 49, Inc. dba Petro Marine Services

Altra Industrial Motion Corp

Datrex Inc

Columbia Industrial Products

Mackay Communications, Inc (dba Mackay Marine)

MechPro Inc

Roxtec

Lynden International

Glosten

WCT Marine

Endura Paint

JT Marine

Lopolight

Electronica Naval SA / Seaman

Electronics

Hydro Dynamics Solutions

Distribution International

AdvanTec Marine

Lignum-Vitae Bearings

Coastwise Corporation

Panel Components & Systems

Ravn Alaska

Seattle Tarp, Inc.

Trident Seafoods

Whistle Workwear

Port of Port Angeles

Transport Products and Service Enterprises, Inc.

Delta Western llc, dba Delta Western Petroleum

Geislinger Corp

ShipConstructor USA Inc

Longsoaker Fishing Systems

JMP Corporation

Enviro-Tech Diving Inc

Ships Machinery International Inc

Catalyst Marine Eng., LLC

FT - TEC USA Corp.

Nauticomp Inc

Newfront Insurance

Cooley Equipment Sales, Inc.

Standard Calibrations Inc

UAS Maritime

Wiehle Industries Inc.

Thoma-Sea Marine Constructors LLC

Hiller Companies (The)

Farwest Steel Corp

Wager Company

Alaska Chadux Network

Aquakob Systems Inc.

Ameco

Deckhand Electronic Logbook

Hockema Group, Inc

TRIM-LOK, INC.

U.S. Navy

Washington Machine Works

Schae er Manufacturing Co

Whittier Seafood

Seatronx

Spears Manufacturing Company

Bomar- Pompanette

Dong Yang Rope Mfg Co Ltd

Woods Hole Group

RESOLVE Marine Group

Highmark Marine Fabrication

ACI Boats

Graco Inc

Anchor Hatches

Washington Maritime Blue

Alfa Marine and Protein

Greysam Industrial Services

Diesel Outboards Northwest

BlastOne

ARMOR Industries, LLC, DBA

ARMOR Marine and Precision

Weld Boats

Alpha Welding and Boat Repair Inc.

Arrow Speed Controls & Automation

Cook Inlet Spill Prevention and Response, Inc. (CISPRI)

DEIF

Marine Hydraulic Consultancy Pivotel

YNAGG Fishing Careers

Isolv Technical Services

rjll enterprises

PRISM GRAPHICS INC

Jokasafe Oy

Zhejiang Longyuan Sifang Machinery Manufacture, Ltd.

Remitite America, Inc.

Mitsubishi Marine Engine Eltorque LLC

TAHMA BOOTS

Philadelphia Gear, Power Systems by Timken

Continental Western Corporation Schottel Inc

Victaulic Company

Beijer Electronics Inc

Alaska Longline Fisherman’s Association

Fishery Friendly Climate Action

ACS-Advanced Manufacturing Solutions

Raytec Systems Inc. Transfluid LLC Boat Lift SRL

Aleutians East Borough

Fish Expo WorkBoat Atlantic Weiler Abrasives

Michelli Weighing & Measurement

Thrustmaster of Texas

Kendrick Equipment

Rugged Seas LLC

Rasmussen Equipment Co Wire Rope and Rigging

Thorp Equipment Inc

Phoenix Lighting Gold Star Marine

Gold Star Marine

Hill Innovations

SafetyNet Technologies Ltd

Scantrol AS

Aleutian Airways

PACFAB

Exail

Blue Ocean Gear

MetOcean Telematics

Vallation Outerwear

Machine Support Technologies, Inc.

Puget Buoy Suspension Systems

Bornstein Seafoods Inc.

Penser North America Inc

OptimERA xG

Northline Seafoods US Electric

Omnisense Systems USA

Castoldi US

Ounalashka Coirporation

Beacon OHSS

Dryshod Waterproof Footwear

Cali-optics Importer

Kleen Pacific, LLC

Rubber Resource

California State University

Maritime Academy

North American Fishing Supplies

Seadog Fishing Solutions, Inc.

Weihai Fly Young Sports Co., Ltd

Desert Air Alaska

Vonin Ltd

Accounts Receivable Team

Cascade Machinery & Electric

North Atlantic Pacific Seafood

Star Rentals

KAPP USA

R.E. Thomas Marine Hardware State of Alaska Division of Health Department of Public Health/ Project Gabe

Leitor Inc

Pacific Marine Center

Fronius USA LLC Moore Boats LLC DBA

of Steam Power Vessels

OF CALL Employment, Equipment & Services CAPTAIN'S & AB'S

New Orleans Steamboat Company (Str. NATCHEZ) is seeking USCG Licensed Chief Engineer of Steam Powered Vessels (min. 3,000 h.p.). Must be able to pass USCG random drug test and an employee background check. Salary based on experience. Orleans Steamboat

504-628-5122

Scott Vieages

www.steamboatNatchez.com

Company Inspect, evaluate, overhaul and test stern tube and rudder stock seals Develop and maintain customer satisfaction

Strong

NOW

Offshore Stewards, Cooks and Galley Hands

holiday leave, life insurance, alternate work schedule and a great professional atmosphere. Apply at SFWMD.gov/Careers

SafeGulf/RigPass & Water Survival preferred.

McAllister Towing, “Leading the Way” for over 150 years, Has positions available: Captains, Mates, Engineers, AB & OS Deckhands

 Captains: Need a minimum of 200 Ton Near Coastal License with Master of Towing, 1600 ton preferred, with a valid TWIC, USCG Medical Certificate, NY harbor experience is preferred. Coastwise towing experience on wire tugs and /or Tractor tug experience is a plus

 Mates: Need a minimum of 200 ton Near Coastal License with Mate of Towing, 1600 ton preferred, with a valid TWIC, USCG Medical Certificate, NY harbor experience is preferred. Coastwise towing experience on wire tugs and /or Tractor tug experience is a plus Engineers: Need a valid MMC, TWIC, USCG Medical Certificate, We prefer a Licensed Engineer with Tug experience, but will consider unlicensed personnel that have tug experience.

Send resumes to: revans@mcallistertowing.com employment@mcallistertowing.com

Or apply online at: https://www.mcallistertowing.com/aboutmcallister/employment-opportunities

Employment, Equipment & Services

Golden Alaska Seafoods has open positions on the M/V Golden Alaska

Wheelhouse positions: Captain, Mate, Purser Engine Room positions: Chief Engineer, 1st Assistant, 2nd Assistant, Oiler, Fishmeal Technician

Galley positions: Chief Steward, Cook, Prep Cook, Galley Assistant, Housekeeper Deck positions: Bosun, Deck Boss, Deckhand, Deckhand Trainee

Factory positions: Baader Technician, Surimi Technician, Quality Control, Foreman, Factory Mechanic, Processor

Benefits: Medical, Dental, Vision, 401(k) EOE and Drug Free Company

Please apply online at: www.goldenalaska.com

36-inch Diameter Modular Plastic

Pontoons

TheBestIdea SincetheIndianCanoe

Uses: Pontoon boats, house boats, workboats replace old steel or aluminum pontoons

Heavy Duty: Molded from sturdy, medium density polyethylene (MDPF) and filled with polyurethane foam for increased stability

Modular: Each bow, middle and stern modules are 10 ft. in length

Displacement at full submersion: Bow module supports gross weight of 3,100 lbs. and middle/stern each supports 4,200 lbs.

Toll Free: 877-456-2531

www.plasticpontoon.com

GE Vernova’s Power Conversion business is hiring Power Systems Engineers, Controls & Automation Engineers, Systems Engineers & Field Service Engineers

Our mission is clear Addressing the climate crisis is an urgent global priority and we take our responsibility seriously That is our singular mission at GE Vernova: continuing to electrify the world while simultaneously working to help decarbonize it

At Power Conversion, part of GE Vernova, we apply the science and systems of power conversion to help drive the electric transformation of the world’s energy infrastructure

We design and deliver advanced motor, drive and control technologies helping to accelerate the energy transition across marine, energy and industrial applications https://jobs.gecareers.com/gepcna

Come join us and be part of the energy to change the world!

The Alutech and OP Series Chairs & Deck Rails

Greater Quality. Greatest Value.

Alu Design offers a standard product line in addition to the option for customization to suit specific needs. Sleek modern design and maximum utility and comfort are emphasized. No matter whether you call it a pilot chair, helm chair, navigator chair or operator seat, we have the chair for your application.

They are Incredibly durable, driven by over-sized clutches and operated by a stainless steel pull chain. We offer measurement and installation services in Southern Louisiana, Mississippi and Alabama. We carry $5,000,000 workers’ compensation, and liability insurance policies with U.S.L.&H. and the Jones Act.

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n d T r a n s d u c e r

A l l b o a t s s y s t e m s i n g o o d w o r k i n g o r d e r

M o r e v e s s e l d e t a i l s a n d p i c t u r e s a v a i l a b l e u p o n r e q u e s t

P r i c e i s $ 2 9 9 , 0 0 0 U S D

R e a s o n a b l e o f f e r s w i l l b e c o n s i d e r e d

F u r u n o R a d a r

3 f w d L E D b o a r d i n g l i g h t s , 1 a f t

For all inquiries please email: adam.shannahan@GalvestonPilots.com

LOOKS BACK

OCTOBER 1963

• Drave Corp. recently launched the 5,600-hp towboat Sun ower into the Ohio River at its Neville Island shipyard near Pittsburgh. Owned by Flowers Transportation Inc., Greenville, Miss., the Sun ower will be used in grain trade on the Mississippi River from Cairo, Ill., to New Orleans. The vessel is 140'x42' and capable of tows carrying 25,000 tons

or more. The Sun ower is the fth of Dravo's Viking-class of towboats to be launched this year.

• The Board of Engineers for Rivers and Harbors, in announcing its ndings on three studies on deepwater ports for the Atlantic, Gulf, and Paci c coasts, concluded that such facilities are feasible — but at the same time did not recommend federal construction.

OCTOBER 1973

• Sale of the controversial Japanesebuilt, Liberian- ag car ferry City of New Orleans to Alaska Transport Ship Corp. was approved last month by the Maritime Administration, despite protests from many segments of the domestic marine industry. The vessel is expected to operate between the U.S. and foreign ports, particularly between Vancouver, British Columbia and Alaska.

• The new self-propelled vessel, Skilak, equipped with retractable bow

OCTOBER 1983

• Marine Logistics Corp., Seattle, recently took delivery of two barges designed and built by its parent company, Marine Power & Equipment Co. Inc. The 330'x86'x21' MCL 340-1 and the MCL 340-2 are believed to be the largest barges ever built in Seattle. The 340-1 is a 75,000-bbl. oil barge which features an enclosed tape gauging area — thought to be the rst such system used on the West Coast. Tandem block

valves permit the barge to carry up to seven different products in 18 separate cargo tanks.

• Swiftships Inc., Morgan City, La., recently delivered two patrol/rescue/ reboats to the Plaquemines Parish Council. The all-aluminum 50'x16' boats' main propulsion comes from a pair of Detroit Diesel 8V-92TI engines linked to Twin Disc MG-514 reduction gears. Top speed is 25 knots.

The facilities will be used to accommodate very large crude oil carriers.

ramp for beach loading and unloading, was launched recently at the yard of the builder, Paci c Coast Engineering Co., Alameda, Calif. The 125'x36' vessel was developed for summer service in the Bering Sea, Arctic Ocean, and along the Aleutians. The vessel is owned by Crowley Launch and Tugboat Co. and will be used to supply Armed Forces DEW Line stations and U.S. Coast Guard lighthouses and make coastal runs.

“Throughout many years and many gears, Karl Senner and REINTJES have provided Verret Shipyard with products and services for 40+ vessels. A good hull, the right ratio and propellers have been the key to the success and reliability of Verret built vessels. Many thanks to the Senner Family for all their dedication to their product and Verret Shipyard.” –

Karl