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ON THE COVER
®
FEBRUARY 2016 • VOLUME 73, NO. 2
The American Queen on the Mississippi River after departing Clinton, Iowa. Photo courtesy of American Queen Steamboat
FEATURES 22 Vessel Report: Boat People Operators are building new boats to meet the increased demand for excursion and sightseeing cruises.
32 Cover Story: Amped Up With demand and ridership up, the passenger vessel industry continues to slowly expand.
BOATS & GEAR 26 On the Ways Eastern delivers first of four 5,150-hp Z-Tech tugs to Suderman & Young. Vigor delivers second of three 4,480hp towboats to Tidewater Transportation. Delaware pilots takes delivery of 52' pilot boat from Gladding-Hearn. ReconCraft 36' patrol boat displayed at December’s WorkBoat Show.
22
38 Classmates Vane Brothers takes delivery of the first new Elizabeth Anne-class tug.
42 Strong Hand Handheld VHFs are now packed with fixed-mount features.
AT A GLANCE 8 8 9 10 12 14 16 17
On the Water: Voyage planning — Part V. Captain’s Table: Talk to your Coast Guard inspector before drills. OSV Day Rates: More pain for the oil and gas market. WB Stock Index: WorkBoat stocks lose 10% in 2015. Inland Insider: 2016 will be another cheap year for oil prices. Insurance Watch: Insurance is extremely complicated. Legal Talk: Legal challenges during high water. Book Review: The history of McAllister Towing.
38 DEPARTMENTS
NEWS LOG 18 18 19 19 20 20
Gulf Island purchases Leevac Shipyards. High water disrupts navigation on the Mississippi River System. Congress approves record funding for inland infrastructure. Oil export ban lifted; wind and solar tax credits extended. AIS deadline nears. Dredging equipment is in demand.
www.workboat.com • FEBRUARY 2016 • WorkBoat
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2 Editor’s Watch 6 Mail Bag 46 Port of Call 55 Advertisers Index 56 WB Looks Back
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Editor'sWatch
An industry bright spot
A
t this time last year, on the eve of the annual Passenger Vessel Association convention, the energy sector was mired in bad news while passenger vessel operators were faring much better. Now, the market has eroded further for the energy sector and offshore service vessel operators, with oil prices continuing to drop right along with OSV and rig rates and utilization. At the same time, business has continued to improve for the passenger vessel industry. It is indeed a tale of two markets. Columnists Bill Pike and Kevin Horn report that more pain is expected in 2016 for the oil and gas market. Oversupply means continued low oil prices. With that, companies will continue a commitment to lower capex and operating expenses, including offshore. While new OSVs are no longer being ordered and built, it’s the opposite for passenger vessel operators. In our cover story that begins on page 32, Dale DuPont reports that passenger vessel operators had another strong year in 2015, highlighted by slow, steady expansion and new boat orders. As Troy Manthey, chief of Yacht StarShip in Tampa, Fla., said, “We’re having a good year. The price of gas is down and people have more money to spend.” Like other operators, Manthey has seen strong corporate and convention business. Another company, St. Croix Boat & Packet Co. in Stillwater, Minn., had its best season since 2000. This has encouraged many operators to expand. Manthey said his company is opening a new water taxi service in late January and they’re renovating three vessels.
David Krapf, Editor in Chief
New Orleans Steamboat Co. also has growth plans. The New Orleansbased company is building a 600-passenger, 160'×36' boat to join the 1,600-passenger Natchez. In Cleveland, Nautica Queen Dinner Cruise Ship, which saw business increase more than 10% from 2014 to 2015, is considering replacing the 385-passenger, 102' Nautica Queen, built in 1981, with a newer vessel. All of this is good news, and a welcome change from reporting on the continued gloom and doom emanating from the energy sector. Let’s hope that at this time next year, we’ll have good news to report from both sectors.
dkrapf@divcom.com
WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 16 Printed in U.S.A. by Diversified Business Communications.
www.workboat.com • FEBRUARY 2016 • WorkBoat
1/11/16 4:48 PM
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PUBLISHER
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EDITOR IN CHIEF
David Krapf dkrapf@divcom.com
SENIOR EDITOR
Ken Hocke khocke@divcom.com
ASSOCIATE EDITOR
Kirk Moore kmoore@divcom.com
ONLINE EDITOR
Ashley Herriman aherriman@divcom.com
CONTRIBUTING WRITERS
Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Max Hardberger • Kevin Horn • Joel Milton • Bill Pike • Kathy Bergren Smith
Jenn Stein
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Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609
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Reader has a hull insurance question
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read with interest Gene McKeever’s Insurance Watch column in December’s WorkBoat (“Hull insurance covers a lot more than you think”). Is latent defect covered anywhere in hull insurance? Also, is there is a difference between an all-risk perils of the sea policy and a hull insurance policy? Bob Massey Stuart, Fla.
Gene McKeever responds: Thanks so much for reading my stuff! It’s a treat to hear from my readers. Yes, you are correct. Latent defect (hidden defect) is usually a covered peril on commercial hull policies. I have insurers, however, that exclude latent defect coverage based on the age of a hull or the age of the vessel’s machinery. The reason? Sometimes it’s very difficult to tell the difference between latent defect and
age fatigue (wear and tear) because of discoloration and many other factors. Your second question sort of asks me to explain portions of the same insurance policy. A hull insurance policy is made up of several parts, one of which is “perils insured against.” In these clauses the policy explains what causes of loss are covered. Years ago, the term “all risk” was sometimes used, but court rulings caused the insurance industry to change that wording to “perils of the sea,” which narrowed the coverage. By combining “all” with “risk,” some courts interpreted that as meaning everything was covered.
Save lives by teaching children to swim
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Our sponsors, Falck Safety Services of Houma, the U.S. Coast Guard, and the Louisiana Department of Wildlife and Fisheries along with local municipalities and first responders, were on location last year and held classes regarding boat safety. This included the use of lifejackets, pool safety and water survival. Unfortunately, we lost three children to drowning last year in Terrebonne and Lafourche parishes and nine in the state. We are asking for help so we can continue to work with children, teaching the importance of swimming lessons and water safety awareness, and prevent drownings. You can contact me at 985-519-0716, 504-617-5881, or aquasafetyone@ gmail.com. Woodrow Parker President Aqua Safety First Community Program Morgan City, La.
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On the Water
Voyage planning — Part V
W By Joel Milton
Joel Milton works on towing vessels. He can be reached at joelmilton@ yahoo.com.
ill the casualty reports that will emerge from the El Faro’s have any value? Unless the authors and others look in the right direction, the answer is “no.” It’s critical to understand that it was clearly a multipoint failure, at sea and ashore, that placed the El Faro in jeopardy and ultimately resulted in her sinking. Those failure points were neither mechanical, electrical, structural, regulatory, nor technological. They were psychological, particularly the tendency toward having blind faith in technology as a remedy for delusional thinking. As Mario Vittone wrote in his Oct. 8 gCaptain essay, We Won’t Learn Anything: What Sank El Faro and What Didn’t, “Once in a hurricane, no technology will make it not a hurricane.” Looking for a technological fix for surviving contact with a hurricane is a fool’s errand. Useful technology in this application is confined to observance enabling
avoidance, of which there was no known shortage. There was also no shortage of experience aboard El Faro or among owner TOTE’s landbased personnel that would readily explain their rose-colored view of voyage planning in the face of Hurricane Joaquin. That’s unless the problem was excessive pride from experience. Despite the hard, tragic experience and historical evidence, we remain largely blind to the fact that experience alone is often overvalued and has failed repeatedly to keep us out of harm’s way. “Nothing we find out will make us safer from our ability to think we know better,” wrote Vittone. “We don’t need to wait a year for the reports. We know enough already. All we need to do now is remember. We can remember what we’ve already learned and stop thinking that our positive experience at sea matters.” Captains, crew, and anyone else with an interest in marine safety should read Vittone’s essay in its entirety. Then they should read it again, until the core message sticks. Remember, the career or life you save just might be your own.
Captain’s Table The Coast Guard and drills
T 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.
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he upcoming release of Subchapter M reminds me of the evolution of Subchapters T, K and H rules for passenger vessel operators and the challenges associated with implementing their requirements. With the new T, K and H rules, there was a sharp learning curve for passenger vessel operators and the Coast Guard, and I’m sure that will also be the case for the tug and barge industry with Subchapter M. The biggest challenges with the new rules centered on conducting drills. It wasn’t because my crew didn’t drill effectively or perform well. It was because the drills often did not live up to the expectations of the Coast Guard inspector. Why? Because we failed to sit down with the inspector before the drill and discuss these expectations. We were doing everything right, but we did it without really knowing what the inspector expected of us. As a result, we hit some home runs, but we also had our share of strikeouts. With the Coast Guard, it’s the strikeouts that you want to avoid.
Through the years, my company, BB Riverboats, has dealt with countless Coast Guard inspectors, each with their own idea on how to perform drills. Let’s face it, Coast Guard inspectors change frequently and it is critical that you get to know them quickly. This will ensure that you are aware of their priorities and that they know you, your operation and your crew. You must make sure that the inspector has confidence in your crew’s abilities as mariners. This comfort level can only be achieved through consistent communications. I have a suggestion for those who currently conduct drills for the Coast Guard and those who will begin doing so when Subchapter M finally hits the streets. Sit down with your inspector prior to a drill and discuss the scenario. If the inspector has suggestions, be open to incorporating them into your drill. If he or she has questions, be sure and thoroughly answer them. I strongly believe that marine operators and the Coast Guard share the common goal of safety. Remember, communications builds understanding, so start there first. www.workboat.com • FEBRUARY 2016 • WorkBoat
1/11/16 3:39 PM
OSV Day Rates No relief in sight By Bill Pike
F
orgive me for being repetitive, but the oil and gas market is still in the toilet and will likely remain there for some time. Why? Overproduction. OECD countries (including the U.S.) had nearly 3 billion bbls. of oil in storage in September, a two-month supply, according to the International Energy Agency (IEA). This surplus will grow as the global industry continues to produce 1.5 million bpd in excess of demand. Add the potential for Iran and Libya to throw another 700,000 bpd into the market in the coming year, and the problem is further magnified. After a sustained period of analysis, and a good bit of hoping it would just go away, oil companies are now crafting plans to deal with the problem. Below are three reactions from oil and gas majors. In a Dec. 15 investors’ presentation, Chevron CEO John Watson noted that, “our goal is to balance our cash equation by completing projects under construction and reducing capital spend and operating expenses to levels consistent with the current market conditions.” To accomplish that, Chevron has identified approximately $4 billion in spending reductions, with about half
coming from the supply chain sector. According to ConocoPhillips Chairman and CEO Ryan Lance, the company is “choosing to exercise flexibility during this downturn through capex and the balance sheet if necessary. … We’re announcing a 2016 capital budget of $7.7 billion. That’s $2.5 billion lower than 2015 capital guidance and more than $9 billion lower versus 2014.” Statoil has taken similar actions, following a drop of almost 50% in operating profit in the third quarter of 2015 compared to the same period a year earlier. President and CEO Eldar Saetre noted that the “continued low prices in the third quarter demonstrates that we must continue to chase further cost efficiencies.” To that end, Statoil and its partners have decided, among other things, to accept a delayed timetable for the commencement of production from the Aastra Hansteen and Mariner fields, moving the production start from 2017 to the second half of 2018. These examples are representative of similar rationalization programs across the oil and gas industry. They represent a commitment to lower capex and operating expenses across all operations, including offshore activities. More sobering, they also represent the initiation of a long-term commitment based on the assumption that energy prices will not recover anytime soon.
DECEMBER 2015 DAY RATES, FLEET UTILIZATION VESSEL TYPE
AVERAGE DAY RATES NOV. '15
DEC. '15
UTILIZATION
DEC. '14 DEC. '15
DEC. '14
SUPPLY (DWT) 1,999 & below $ 8,694 $ 8,694 $14,851 74% 2,000-2,999 $14,031 $14,031 $23,153 55% 3,000-3,999 $25,333 $25,333 $30,924 87% 4,000-4,999 $24,340 $24,340 $31,250 100% 5,000 & above $26,225 $26,225 $39,644 75%
89% 90% 96% 100% 100%
CREWBOATS Under 170' $ 3,453 $ 3,453 $ 4,827 49% 170' & over $ 5,653 $ 5,653 $ 8,968 79% SOURCE: WorkBoat survey of 32 offshore service vessel companies.
www.workboat.com • FEBRUARY 2016 • WorkBoat
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STOCK CHART
WorkBoat Composite Index Stocks lose 10% in 2015
T
he WorkBoat Composite Index ended 2015 on a down note, losing 75 points, or 4.6%. Losers eclipsed winners 27-4. The 75-point drop contributed to an overall loss of 163 points in 2015 or 10%. The Index lost 4.7% in 2014. Like last year when it lost 25%, the Philadelphia Oil Service Index took another big hit, again losing 25%. The big losers in December and for 2015 were oil service operators. After
being unchanged in 2014, the Operators Index lost 25% in 2015. Hercules Offshore, Gulfmark Offshore, Tidewater, Transocean and Hornbeck Offshore all posted double-digit percentage losses in December. Back in November, Transocean President and CEO Jeremy D. Thigpen told analysts that he expected the next 12 to 24 months to continue to be challenging for offshore drilling companies. But he did offer hope.
INDEX NET PERCENT COMPARISONS 11/30/15 12/31/15 CHANGE CHANGE Operators 319.60 302.53 -17.07 -5.34 Suppliers 2605.40 2464.00 -141.41 -5.43 Shipyards 1936.63 1939.15 2.51 0.13 Workboat Composite 1626.22 1551.38 -74.84 -4.60 PHLX Oil Service Index 179.00 157.73 -21.27 -11.88 Dow Jones Industrials 17719.92 17425.03 -294.89 -1.66 Standard & Poors 500 2080.41 2043.94 -36.47 -1.75
For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/ workboat-index.aspx
“The currently depressed oil and gas price environment has stymied investment in the near term, but the need for future reserve replacement remains critical,” he said during the company’s thrid-quarter earnings call. “As more cost-effective solutions come to market and further efficiency gains continue to be realized by the industry, we will experience increasing demand for our world-class assets and service.” At its November earnings call the day before, Hercules President and CEO John Rynd also said the offshore drilling market continues to be challenging, “with too many rigs chasing too little work.” He said activity in the U.S. Gulf of Mexico was “lower today than at any time since the early days of the offshore drilling industry.” Yearto-date (Nov. 4), the number of new drilling permits approved has declined by over 60% from the same time last year. — David Krapf
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1/5/16 9:45 AM
Inland Insider Another year of cheap oil
T
raditionally, demand-based commodity forecasts have been easier to make and more accurate than supply-based forecasts. Supply-based forecasts include assumptions about technology and behavior of producers in response to market prices. Last year was a classic example of what went awry for domestic oil price forecasts of $50 to $60 a barrel versus the current reality of less than $35 bbl. (as of Jan. 8). This year, it looks like oil and energy supply forecasts will continue to confound traditional forecasts of a sharp drop in supply resulting in a big jump in prices. Expectations for 2016 call for the continued oversupply of energy, oil and natural gas for a much longer term, lasting perhaps several years.
In general this is great news for freight transport sectors that are intensive users of refined oil. However, the side effects of cheap energy on coal, along with more stringent emissions thresholds that result in replacing coal generation with natural gas, have been devastating. The negative effect of this on the earnings of coal-based railroads has not been compensated by a corresponding growth in other commodity sectors. Consequently, railroad stock prices have declined about 25% from their 2015 highs. There are no publicly traded barge lines to compare to railroads with large shares of domestic coal that have been affected by the energy market. However, the recent sale of AEP to American Commercial Lines is a good example of consolidation in the barge hopper market to wring out whatever economies of scale can be achieved. Similar market rumblings about further consolidation in the rail sector
involving the two major East Coast players, Norfolk Southern and CSX, seem premature, although these companies By Kevin Horn could be bought at reasonable valuations compared to the capitalized values of their West Coast peers and most likely suitors, BNSF and Union Pacific. This year will see the continuation of cheap oil and a windfall for consumers. It should also provide relief from all the supply-based forecasters who got domestic oil production and prices wrong, despite evidence that the abundant supply of oil would persist for a much longer time than forecasted. Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at khorn@gecinc.com.
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Insurance Watch
Insurance is complicated
W
hy do insurance agents need to be licensed and why do most states require continuing education for any licensed agent? It’s because insurance is extremely complicated and agents must keep up with a constantly changing world. Licensing laws also exist to protect consumers from illegal practices that used to be fairly common among insurance agents. State insurance bureaus are the cops who do a very good job of protecting the public. Consumers have a job to do, too. There are a few ways you can protect yourself and your assets. Communication is key. In last month’s column, I said to make sure
14
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your insurance agent knew who owned what, what name it was under, whether it was corporate owned, and who operated the business so each entity was named on your insurance policies. Shortly after writing the column a long-time client called and wanted to make wholesale changes to his insurance because he was cutting employees and downsizing. He wanted to cancel his umbrella coverages, reduce his fleet insurance, cancel his directors and officers (D&O) insurance, cancel his professional liability (E&O) insurance, cancel his general liability (GL), and get rid of his workers’ compensation coverage. He said that he had a larger personal umbrella and wouldn’t need a lot of those other coverages. There are a few lessons here. First, it was a phone call. Even in a face-to-face meeting, there must be written notes to catalog a client’s wishes so that the appropriate response can be made.
What is the time frame for these cuts? Was his corporation (or corporations) still operating? The types of By Gene insurance that he McKeever carried were time sensitive as to when a claim would be honored so he needed counseling as to how those coverages applied and when (and if) they should be cancelled. It was my job to get any request from him in writing then acknowledge these requests in writing, pointing out any areas that could not be cancelled. Most businesses want to go paperless but there are many times when putting it in writing will save your hide. Gene McKeever is a marine insurance agent with Allen Insurance and Financial. He can be reached at 800-4394311 or gmckeever@allenif.com
www.workboat.com • FEBRUARY 2016 • WorkBoat
1/11/16 3:22 PM
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1/5/16 9:45 AM
Legal Talk High river water and legal challenges
2
016 entered with a bang. Massive storm systems produced historic flooding throughout the Mississippi River Valley. The runoff resulted in high water, particularly on the Mississippi River, which has seen temporary closures of some vital navigation corridors. The challenges these extreme conditions place on vessel operators are obvious: fast moving water makes the handling of ships and tows much more difficult, and barge fleeting and terminal operators face the never ending forces of swift currents and fast rising and falling waters. Collisions, allisions and breakaways occur much more frequently. In an effort to temper high-water
BALLAST
perils, the Coast Guard can place special restrictions on boat operators and others that do business on our nation’s waterways. Minimum horsepower requirements and tow-size restrictions are often set during high water. Berth and fleeting operators are often required to use enhanced methods of securing vessels while not underway. But even with the best efforts and most stringent guidelines, accidents still happen. Careless vessel operators could pay dearly for inattention to safe practices. Under the “Pennsylvania Rule” a vessel operator will be presumed to be at fault if it is involved in a casualty or causes injury or damage as a result of violating a law intended to prevent accidents. This can be overcome only by demonstrating that the violation could not have caused or contributed to the accident. This can be a weighty burden. For someone found to be in violation of such a rule or regulation, liability is but a foregone conclusion.
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The marine industry benefits when everyone is dedicated to safe practices. However, during extreme conditions such By Daniel J. as severe weather, Hoerner high water or other perils from Mother Nature, extra diligence is a must. To safeguard property and personnel, as well as that of others, companies should always be attuned to mandates from the Coast Guard and other regulatory agencies. Changes in the law can come as fast as inclement weather, so keeping informed and complying with these changes are crucial to minimizing liability exposure. Daniel J. Hoerner is a maritime attorney with Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504595-3000 or dhoerner@mblb.com.
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E. info@levelcom.net www.workboat.com • FEBRUARY 2016 • WorkBoat
1/11/16 3:23 PM
Book Review McAllister book is all about tugboats By Kathy Bergren Smith
B
ooks on corporate histories usually don’t make very good reading. Generally, the self-published stories are varnished up, undocumented, and littered with bad old photos, especially in the case of family businesses. That is, unless the family is the McAllisters and the business is tugboat operations in New York Harbor and beyond. “McAllister Towing — 150 Years of Family Business,” is a big, beautiful coffee table book with quite a story to tell. The 235-page book is almost evenly divided between art and copy. The art includes many full-page reproductions of paintings of McAllister scenes by the likes of maritime historical painter Bill Muller as well as stunning and dramatic photography.
YANMAR.
Historical photos are restored and reproduced and the modern shots include a remarkable image of a McAllister tug steaming toward the flaming twin towers on 9/11. There are scores of boat shots for tug enthusiasts, many hitherto unpublished. Flipping through the book provides a visual history of the evolution of shipping, from the days of sail through two World Wars to modern day. It has well-documented captioning that is elucidating. The book is worth the $50 price tag on Amazon.com for the visuals alone. After perusing the artwork, settle into Stephanie Hollyman’s text. It is worthwhile reading. The story of the five generations of turmoil and tenacity that led to today’s modern McAllister Towing is fascinating. The tale is not your run-of-the-mill rags-to-riches family business history. There is enough family drama for a reality TV program and the business seems to regularly teeter on the brink
McAllister Towing 150 Years of Family Business Carpe Diem Books • Hardcover; $50
of bankruptcy. There are lawsuits, strikes and family discord as well as daring parlays into different sectors. At one point, McAllister owned a fleet of offshore supply vessels, 18 of which operated in the Persian Gulf. The story of how the venerable tugboat company, synonymous with New York City, entered and then left the oil business is some of the best narrative in the book. This history has been a long time in the making, and many people contributed to its research and writing. It was worth the wait.
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FEBRUARY 2016
NEWS LOG NEWS BITTS GULF ISLAND BUYS LEEVAC SHIPYARDS FOR $20 MILLION
Coast Guard photo
G
A Coast Guard helicopter flies over the flooded Mississippi River near Point Girardeau, Mo.
High river water creates navigation turmoil
P
ersistent high water conditions on the Mississippi River last year and recent heavy rains have resulted in the highest floodwaters since 2011 and raised concerns about a prolonged disruption to river transport. The inland waterways were topped off with a shot of heavy rains in November and December, resulting in near-historic crests on the Illinois and upper Mississippi rivers. While concerns eased somewhat as crests fell, the high water moving downstream still could result in conditions that contributed to allisions, runaway barges and capsizings last spring and summer. Grain elevators and terminals closed in Illinois just before the New Year, and the Corps of Engineers opened the Old River Overbank Structure southeast of Alexandria, La., in anticipation of pressure from the rising river. With the Atchafalaya River in line to get its designated 30% of flow from Old River, the Coast Guard imposed high 18
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water towing limitations on southbound vessels near Morgan City, La. The Corps prepared for opening the Bonnet Carré Spillway near New Orleans and the Morganza Spillway, 35 miles northwest of Baton Rouge, around Jan. 9 — the earliest calendar date ever — based on forecasted river stages, said district commander Col. Richard L. Hansen. New vessel restrictions were on the way. “They’re going to work with the Coast Guard, because they’re releasing water and it may not be safe to tie up” close to the outflows, said Matt Roe, a Corps spokesman. There would also be enforcement “if anyone goes out on the levees” during the high water, he said. On the upper Mississippi, Corps officials pulled back from plans for a levee breach to open the Birds PointNew Madrid floodway on the west bank in Missouri — a move that would have inundated more farms and homes — after a lowered forecast for the Ohio River at Cairo, Ill., offered hope that
ulf Island Fabrication, Houston, has purchased “substantially all” of the assets of Leevac Shipyards, Houma, La., for $20 million. The sale, announced in January, includes Leevac’s lease interests at its Jennings, La., and Lake Charles, La., fabrication facilities and most of Leevac’s machinery and equipment. Gulf Island also agreed to lease Leevac’s facility in Houma. After receiving a dollar-for-dollar reduction for assuming certain Leevac liabilities and settlement payments on ongoing projects, Gulf Island received $1.6 million cash at closing. The deal added $112 million to Gulf Island’s backlog. Kirk Meche, president and CEO of Gulf Island, said in statement that the deal “expands our marine fabrication and vessel repair and maintenance presence in the Gulf South market.” PPHB LP, Houston, was the exclusive financial advisor to Gulf Island. — David Krapf
the worst was past. “It doesn’t mean we’re completely out of the woods,” said Col. Jeff Anderson, commander of the Corps Memphis (Tenn.) District, as the river stage at New Madrid still stood at 44', or 14' above flood stage. “There’s still a lot of water in the system that’s making its way to the Gulf of Mexico, and we must be prepared for future rain events within the massive Mississippi River drainage basin.” Barge interests are closely monitoring developments. “I don’t think you’ll see any catastrophic levee failures, but we will definitely be seeing the effects of this for a long time. This is going to be among the top 10 crests,” said Austin Golding of Golding Barge Line, Vicksburg, Miss. “The big part of it is going to hit
www.workboat.com • FEBRUARY 2016 • WorkBoat
1/8/16 12:11 PM
Congress approves record funding for inland navigation
C
ongress boosted spending for inland river navigation infrastructure, after yet another round of independent research reports warned that the U.S. Army Corps of Engineers has fallen far behind in upkeep and modernization. The fiscal year 2016 appropriation marks the highest-ever amount of federal support for the Corps’ Civil Works program, which oversees the nation’s lock and dam network and for years has had to maintain, repair and modernize the river system with inadequate and uneven funding. In a June 2015 report, the National Research Council echoed other warnings that the Corps’ $650 million annual operations and maintenance budget was eating up money when old dams and locks need replacement. That report suggested raising fees on barge operators and other users — a conclusion resisted by industry advocates, who said the tide was turning in Congress. That may be the case with the $1.15 trillion omnibus appropriations bill, which also included significant money for U.S. ports. It allocates nearly $6 billion to the Corps, a 27% increase over the president’s budget request of $4.7 million. Projects funded under the Inland Waterways Trust Fund (IWTF), which is financed by federal funds and a 29-cent per gallon diesel tax on the barge industry, will get record-level funding of $405 million for priority navigation projects. That is a 75%
U.S. Army Corps of Engineers Louisville District
here around the 12th to 14th (of January). I think you’ll see this high water be sustained. It may go right into the summer.” Last year, high and fast water from March into the summer contributed to a string of accidents, some with fatalities, and led the Coast Guard and Corps to issue warnings and traffic controls. — Kirk Moore
The Pearl River provides a work platform and crane support at the Olmsted project on the Ohio River in August 2015.
increase over the administration’s $232 million request, in addition to a 16% boost to the operations and maintenance budget over the Obama administration request. There are two key factors at play in the higher funding levels for inland navigation, according to Mike Toohey, president and CEO of the Waterways Council, an industry group that pushed for boosting the Corps O&M and construction budgets. A nine-cent increase in the diesel tax, which went into effect in April, has brought an infusion of money into the IWTF. That came on the heels of the long awaited passage of the Water Resources Reform and Development Act of 2014 (WRRDA), which set mandates and policy changes that Congress had to follow. WRRDA freed up inland trust fund revenues for other projects by federalizing the costs of building the overbudget and long-delayed Olmsted Locks and Dam on the Ohio River between Illinois and Kentucky, and setting targets for the Harbor Maintenance Fund expenditures, Toohey explained. “The Appropriations Committees have supported the WRRDA targets, Olmsted cost sharing and full utilization of revenues flowing into the Trust Fund from the nine-cent user fee increase,” he said. Congress can’t direct spending for specific projects, Toohey added, as the Corps will decide the actual amounts. But in a break from years past, when the Corps was given insufficient funds to work at capacity on navigation proj-
www.workboat.com • FEBRUARY 2016 • WorkBoat
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ects, the agency has received sufficient funds to meet its targets on several projects including $268 million for Olmsted and $60 million for construction of the Lower Monongahela River Locks and Dams 2, 3 and 4 in Pennsylvania. Toohey said that hitting record levels for navigation funding this year puts the program in a strong funding position for the future. “The trend is good,” he said. The bill also includes an increase for the EPA’s Diesel Emissions Reduction Act grants program, which will help ports reduce air emissions from their operations, and offers the same level of funding for port security grants. The bill also directs the Department of Homeland Security to assess risks of cyberattack at the nation’s largest ports. — Pamela Glass
Oil export ban lifted, offshore wind power gets tax break
I
n a historic signal of how energy politics and markets have changed, Congress and the Obama administration agreed to lift the 40-year-old ban on U.S. oil exports — an artifact of the 1970s when Americans were threatened by rising energy costs and gasoline shortages. New technology for exploiting U.S. shale reserves and the worldwide glut of petroleum, sending gasoline prices to new lows, helped U.S. oil companies realize their long-sought goal of 19
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NEWS BITTS re-entering the world market with U.S.produced crude. “Today, the American people can cheer the House and now the Senate for putting the nation’s energy needs ahead of politics,” American Petroleum Institute President and CEO Jack Gerard said in a prepared statement, shortly before President Obama signed the annual appropriations bill Dec. 18 including the repeal. “This is a historic moment in our energy renaissance. Lifting this ban will help put downward pressure on gas prices, create jobs, grow our economy and lower our trade deficit.” Despite that optimism, lifting the export ban comes as Saudi Arabia and others in the Organization of Petroleum Exporting Countries (OPEC) have gone to the mat to compete with U.S. shale oil production, pumping their reserves at cheaper prices to maintain market share. Congressional Republicans and
Democrats from oil states supported the move, so much that they agreed with Democratic lawmakers and the Obama administration to extend tax credits by five years for solar and wind energy equipment manufacturers. Those credits had been intermittent for years, especially for wind energy developers whose companies have gone through booms and busts because of tax policy changes. Old-line energy producers and conservative policy groups had tried to kill subsidies for renewable energy. That solar and wind tax credits not only survived but were given a five-year extension to 2021, even surprised their advocates. “Yes, unexpected. Kind of like when the dog catches the mail truck,” said Doug O’Malley of Environment New Jersey, which has been pushing for offshore wind farms. The tax credit extension is a big boost for offshore wind developers,
DREDGE SHORTAGE EXPOSED BY BEACH REPLENISHMENT SPAT
A
decision by the U.S. Army Corps of Engineers and contractor Great Lakes Dredge & Dock Company, Oak Park, Ill., to pause a $128 million beach replenishment job over the winter drew protests from New Jersey state officials. It also underlined a growing national shortage of equipment for increasingly ambitious coastal protection projects. The project is among a list of Corps shore protection projects funded in the wake of Hurricane Sandy in 2012. But with some beachfront property owners still fighting in court over construction easements, Great Lakes decided to redeploy dredges to projects at Kings Bay, Ga., and other Corps projects in southern states during the winter. — K. Moore
said Paul Gallagher, chief operating officer of Fishermen’s Energy, Atlantic City, N.J., which has been struggling with state regulators to get approved for a $222 million project of six turbines to generate 24 megawatts about three miles off the city beaches. The tax credit “is a great help. It will lower our cost of financing,” Gallagher said. — Ashley Herriman and K. Moore
Operators gear up for March AIS deadline
V
essel navigation takes a big leap into the digital age in March, when a new federal regulation goes into effect requiring all vessels operating in U.S. waters — including workboats and most passenger ferries — to carry an Automatic Identification System (AIS) unit. About 11,000 vessels are already in compliance, and the Coast Guard expects another 2,000 to be onboard by the March 1 deadline. The Coast Guard is ramping up its educational efforts for maritime companies, and many AIS manufacturers are preparing for the new business. They have set up web20
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www.workboat.com • FEBRUARY 2016 • WorkBoat
1/6/16 4:29 PM
sites to help customers, and rolled out new transceivers and promoted them at the International WorkBoat Show in December in New Orleans. The new AIS mandate affects U.S.and foreign-flag vessels operating in U.S. waters and is part of a U.S. and international effort to improve security and safety of maritime transportation. Under the rule, vessels longer than 65', towing vessels longer than 26' and more than 600 hp, passenger vessels certified to carry more than 150 passengers, and vessels carrying hazardous cargo or involved in dredging near a commercial channel must use a Coast Guard-approved Class A AIS device. Information from a Class A transceiver will always be prioritized and shown to other ships in the area and transmissions are sent every few seconds. Other vessels, such as fishing boats and small passenger vessels that carry less than 150 passengers and don’t operate in a VTS (Vessel Traffic Service)
area, can use a less expensive Class B unit that operates at a lower transmit power and only sends data every 30 seconds. Noncompliance with the rule could result in fines of up to $25,000. “We’re finally going from analog to digital in the maritime world,” Jorge Arroyo, AIS expert in the Office of Navigation Systems at the Coast Guard, said at a WorkBoat Show session on the AIS mandate. AIS is regarded as a highly effective tool to prevent ship collisions and enhance safety, as it automatically transmits important data about a vessel’s identity, cargo, speed, position and course, while AIS information provided by other ships in the vicinity is clearly displayed. “Once fitted on a vessel, it isn’t just for location, but it can save lives as well as searching for a vessel and locating it,” Justine Heeley, managing director and business unit manager at
McMurdo, a U.K.-based AIS manufacturer, said at the WorkBoat Show session. Arroyo said the Coast Guard is also working to digitize data developed by NOAA so it can be shared through AIS. The Coast Guard is also broadening the broadcast of electronic Aids to Navigation (ATON) and is working to digitalize its Notice to Mariners. In the past, when a mariner reported an ATON malfunction, it could take almost two months for it to appear on a nautical chart. “We’re now moving to a point that when a unit (is out) we will update the ATON database to update your chart,” Arroyo said. “This would be a 24-hour turnaround, not two months. It is happening today. You are getting almost immediate changes to electronic charts through AIS.” AIS compliance has been strong in advance of the March 1 deadline, Arroyo said. — P. Glass
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Excursion/Sightseeing Boats
Boat People Owners are building new excursion vessels as people flock to the water.
By Ken Hocke, Senior Editor
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P
eople like the water, and they’ve been willing to put up some money to get on it. That’s why now is a good time to be an owner or operator of excursion and sightseeing vessels. “PVA members who operate excursion and sightseeing businesses have reported that they experienced good business conditions in 2015,” said John Groundwater, executive director, Passenger Vessel Association, Alexandria, Va. “This was largely buoyed by a strong U.S. economy, declining energy costs, which helped spur consumer spending, and an increase in international visitors. We believe the trend toward ‘experience travel’ is also contributing to this market segment.” Business was up last year over 2014 and Groundwater said that the trend should continue. “Experts are forecasting that 2016 will be another good year for travel and tourism in the United States. To help to support this, the Pas-
senger Vessel Association is working with other aligned groups to encourage Congress to promote international tourism by enhancing the Visa Waiver Program, while also strengthening the program’s security features,” he said.
Burger Boat Co.
Increased demand has led to more building of new boats like Wendella’s 89' Lucia.
NEW VESSELS While some excursion boat owners are putting money into giving their vessels a Beverly Hills facelift, others are investing big bucks into building new, supporting Groundwater’s assertion that business will be good going forward. The New Orleans Steamboat Co. is building a new 160'×36', 600-passenger Mississippi River riverboat for New Orleans. The new vessel, to be designed by marine architects DeJong & Lebet, Jacksonville, Fla., will join the company’s 600-passenger Natchez offering harbor cruises, dinner cruises, and private charters. Initial design specifications call for three paswww.workboat.com • FEBRUARY 2016 • WorkBoat
1/8/16 10:13 AM
senger decks, a dining room with seating for 200, and a full-service galley and bars. The new boat will likely have a traditional steamboat look with stacks, bow stages, and shear and camber in the decks. “We haven’t started building that one yet,” said naval architect Andy Lebet. “We’re still in the estimating stage, but I can tell you that there’s a lot of interest in it.” Lebet has three new 600-passenger, 165'×34' sightseeing vessels for New York-based Circle Line Sightseeing Cruises Inc. under construction at Gladding-Hearn Shipbuilding, Somerset, Mass. Delivery of the first new vessel is scheduled for 2016. “We’ve built for them in the past, but these boats, because they don’t have the same clearance issues as the other boats, will have a third deck,” said Lebet. Aft of the pilothouse on the third deck will be outdoor seating for 84 passengers under a fixed canopy. The Circle Line boats will be powered by twin Cummins QSK-38M1 diesel engines, delivering a total of 2,600 hp. The mains connect to ZF W3355 gearboxes, spinning 60", 5-bladed bronze propellers. The propulsion package will give the new vessel a top speed of 14 knots. For dockside maneuvering, the vessel will be equipped with a 125-hp Wesmar bowthruster, powered by an electric motor. Interior accommodations include seating and tables for 275 passengers in the main cabin. The second deck will have seating and tables for another 150 passengers indoors, plus reserved seating for up to 50 VIP passengers and outdoor seating for 88 passengers. Wendella Sightseeing Co., Chicago, has a new 89' steel passenger vessel. Built at Burger Boat Co., Manitowoc, Wis., and designed by Timothy Graul Marine Design, Sturgeon Bay, Wis., the 340-passenger Lucia is powered by two Caterpillar C12 main engines and has two Northern Lights generators. Blount Boats Inc., Warren, R.I., is scheduled to deliver a 100'×35' steel passenger ferry to Shoreline Sightsee-
ing Co., Chicago, in the spring. Designed by Seacraft Design LLC, Sturgeon Bay, Wis., the 300-plus-passenger ferry will be Subchapter K certified to operate as an architectural tour boat in partially protected waters. Main propulsion will come from twin Volvo D13 MH, 400-hp diesels, ZF W325 gearboxes with 2.933:1 reduction ratios, and 44"-dia., 4-bladed propellers. The package will produce a top speed of 11 knots. Two 65kW John Deere-powered generators will provide service power. Seattle City Lights has contracted Rozema Boat Works, Mount Vernon, Wash., to build the 55'×16'×30" aluminum tour boat Alice Ross IV. Powered by twin John Deere 6091 diesels connected to HamiltonJet 364 waterjets, the new boat will operate on Washington’s Diablo Lake. DOUBLE DUTY There are places across the U.S.
www.workboat.com • FEBRUARY 2016 • WorkBoat
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'PVA members who operate excursion and sightseeing businesses have reported that they experienced good business conditions in 2015.' John Groundwater, executive director, Passenger Vessel Association where ferries double as sightseeing boats, hauling commuters to work and back during rush hours and carrying tourists around the rest of the day. One such boat is the new 3,600-hp, 105'×33' aluminum catamaran ferry Sally Fox, delivered last spring. Owned and operated by Seattle’s King County and built by All Ameri-
that Impress
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Excursion/Sightseeing Boats
The King County, Wash., ferry Sally Fox carries summer tourists around Seattle between commuter schedules.
Ken Hocke
can Marine, Bellingham, Wash., it was the first Subchapter K passenger vessel built and delivered under the 5A Space Performance Guidelines issued in NVIC 9-97, Ch-1 and released in 2010. The new guidelines make it possible for boatbuilders to design and implement suitable structural fire protection in very low fire load spaces in the construction of weight-sensitive, high-speed passenger vessels. “We also wanted to keep these boats as green as possible,” said Paul Brodeur, King County’s marine division director. (A sistership to the Sally Fox, the Doc Maynard, was delivered in the fall of 2015.) “I didn’t want to put paint on the boat, which will also keep our ongoing maintenance costs down.” As an environmentally friendly alternative to paint, the decks are covered with peel-and-stick non-slip tread, and the exterior of the superstructure is wrapped in UV-stable vinyl. All American Marine partnered with
Teknicraft Design Ltd., Auckland, New Zealand, for the hull design. Both new ferries feature a hull shape that was custom designed using digital modeling and computational fluid dynamics (CFD) analysis testing. The hull design is complemented by Teknicraft’s
integration of a wave piercer that is positioned between each catamaran’s sponsons to break up wave action and ensure reduced drag while enhancing passenger comfort. “These boats give us a smooth, quiet ride,” Brodeur said.
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1/8/16 10:36 AM
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Now 8ft as well as 12ft array Air shippable size & weight Normal or high speed version IMO approved Magnetron
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ON THE WAYS
Eastern Shipbuilding Group
Eastern completes first of four tugs for Suderman & Young
80' tug is working in Texas.
E
astern Shipbuilding Group Inc., Panama City, Fla., delivered the 80'×38'3"×15'9" Z-Tech tug Triton to Houston-based Suderman & Young Towing Co. in December. The new tug is the first of four 2400-class terminal and escort tugs currently under construction at the shipyard. Designed by Robert Allan Ltd., the tug’s main propulsion comes from twin Caterpillar 3516C, Tier 3 diesels, producing a total of 5,150 hp at 1,600 rpm, connected to Schottel SRP 1215FP Z-drives in nozzles. Bill Hu, a Robert Allan senior naval architect, said the ZTech design has been around for about 10 years and been a very successful part of the company’s portfolio. “The concept has been widely accepted worldwide,” he said. “Suderman and Young approached us in 2004 about bringing this concept to their fleet, but the first one wasn’t delivered until 2007 because of delays created by Hurricane Katrina and other events.” Ship’s service power is the responsibility of two John Deere 4045AFM85-powered gensets, sparking 99 kW of electrical power each. On the stern deck is a Markey Machinery Fairleader DEPCF-48S, 50 hp, 36"-wide electric hawser winch with a brake drum/mid-drum holding capacity of 300,000 lbs. 26
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Eastern is also building four identical Z-Tech tugs for Bay Houston Towing Co. The first, the H. Douglas M, was launched in November and is scheduled for delivery in early 2016. “The design idea has been well accepted by the two companies,” said Hu. G&H Towing Co., the operating company for Bay Houston and Suderman & Young, is the owners’ onsite representative and agent during the engineering, construction and delivery of the tugs. G&H Towing’s fleet currently consists of eight Z-Tech tugs with the latest technology for ship assist and escort service. Operated by a crew of six, the Triton carries 38,000 gals. of fuel and 6,000 gals. potable water. The new tug is ABS classed Maltese Cross A1, Towing Vessel, AMS and Escort Service ABS Loadline, Statement of Compliance (SoC). — Ashley Herriman and Ken Hocke
Vigor delivers another towboat to Tidewater Transportation
I
n December, Vigor Industrial’s Portland, Ore., shipyard delivered the second in a series of 102'×38'×11' towboats www.workboat.com • FEBRUARY 2016 • WorkBoat
1/6/16 3:08 PM
efficient, ecologically responsible and are giving our captains and crews exactly what they’d asked for.” Deck machinery includes seven Patterson WWP Second of three towboats for Tidewater Transportation. 65E-7.5, 65-ton electric winches with pilothouse remote controls and have,” said Peter Duclos, Gladdinglocal push-button control stations on Hearn’s president. “Pilots are very trathe main deck. Each winch is wrapped ditional and slow to change. They want with Samson 1 3/8" Turbo 75 synthetic to see [how the new design performs] line. over several years.” Schuyler Rubber Co., Woodinville, That doesn’t mean there aren’t differWash., manufactured the fenders for ences between the new Delaware pilot the push knees and D-rubber for around boat and its predecessors. The engines the perimeter. in the two older pilot boats are Daewoo Variable frequency drives were used diesels. “But those engines didn’t make for all major rotating machinery apthe cut for EPA Tier 3,” said Duclos. plications to minimize power consumpSo a pair of 651-hp Volvo-Penta tion. LED lighting is employed for both D16 engines are in the J.P. Virden. interior and exterior applications. They are matched up with ZF 500-1-A Engine room fire protection is marine gears and 5-bladed nibral props. provided by a Kidde NOVEC 1230 That power package pushes the new suppression system. pilot boat up to 26 knots. In the wheelhouse, floor-to-ceiling The Volvo-Penta engines are bigger windows all around provide enhanced than the Daewoo diesels and cold-water visibility, a trademark design feature aftercoolers were needed to meet Tier 3 from CT Marine. — K. Hocke emission standards. “It was a challenge getting the engines into the boat,” Duclos said. Gladding-Hearn delivers Because the Delaware pilots someDelaware pilot boat times operate in ice, keel coolers were n November, Gladding-Hearn Ship- required for both engines and the building, Somerset, Mass., delivered aftercoolers. “The keel coolers for the the J.P. Virden, a 52.6'×17'×4.8' pilot aftercoolers were almost twice the size boat to the Pilots’ Association For the of the keel coolers for the engines,” Bay & River Delaware in Lewes, Del. said Duclos. It’s a Chesapeake-class design from Since the Delaware pilots will C. Raymond Hunt Associates in probably be repowering their two New Bedford, Mass., and the third other Chesapeake-class pilot boats in Chesapeake-class pilot boat sent from a couple of years with the Volvo-Penta Gladding-Hearn to the Delaware pilots. package, Duclos said, “from the very The first one was delivered in 2004 and beginning, as we were designing the the second in 2006. new boats, we were also designing the Though Gladding-Hearn sent the first repower.” of its revised Chesapeake Bay-class to Another feature on the J.P. Virden the Tampa Bay Pilots Association this that’s not on the previous two Chesapast October, the Delaware pilots stuck peake-class pilot boats for Delaware is with the older design. the Humphree Interceptor automatic “They wanted what they already trim optimization system. “For boats in Tidewater Transportation and Terminals
to Vancouver, Wash.-based Tidewater Transportation & Terminals. Designed by CT Marine, Edgecomb, Maine, the new “environmentally friendly” Granite Point is powered by a pair of Tier 3 Caterpillar 3516C main engines, each rated at 2,240 hp at 1,600 rpm. The Cats spin matching Reintjes WAF873 reverse-reduction gears with 7.455:1 reduction ratios and 92"×100" fixed-pitch, 5-bladed stainless-steel propellers in CT28 Kort nozzles. The engines are connected to the gears by Centalink torsional couplings. The new towboat is a sistership to the Crown Point, which was named one of WorkBoat magazine’s Significant Boats of 2015. A third towboat, Ryan Point, is currently under construction at Vigor. Ship’s service power comes from two Cat C7.1 Tier 3 generator sets, each sparking 200 kW at 1,800 rpm. These boats operate on a river system that stretches 465 miles and specializes in high winds and extreme currents. To facilitate safe and efficient operations in these conditions, the boats have enhanced steering systems with four free-hanging steering rudders and four free-hanging flanking rudders. Marc Schwartz, Tidewater’s maintenance and engineering manager said in a statement announcing the delivery that the Granite Point performed “exactly as we wanted it to during its river trials … We are ready for the Granite Point to team up with Tidewater’s current fleet of 16 towboats to provide our customers with the highest quality river transportation” The new boat is also quiet in keeping with the company’s focus on crew comfort and endurance. Noise Control Engineering LLC, Billerica, Mass., developed the sound and vibration control package that includes Christie and Grey engine mounts and comprehensive acoustic insulation. Noise levels register at less than 60 dB in the accommodations areas during vessel operations. “The up-front work paid off,” Tidewater’s CEO Bob Curio said in a statement. “The vessels are fuel-
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On TheWays
BOATBUILDING BITTS
Barnstable County Sheriff’s Office
Moose Boats
etaluma, Calif.-based Moose Boats recently delivered an M2-38 fire rescue catamaran to the Bellingham Fire Department, Bellingham, Wash. The 38'10"×13'×6" aluminum catamaran Salish Star is equipped with dual front end power take off bronze fire pumps and is capable of pumping 3,000 gpm while simultaneously maintaining full maneuverability from both propulsion jets. The Hamilton HJ292 waterjets are powered by twin Cummins QSB 425-hp diesel engines connected through Twin Disc marine gears. The pressurized chemical, biological, radio38' fireboat for New Bedford, Mass. logical, nuclear and explosives (CBRNE) cabin features shock mitigating helm and navigator seats, a patient bench, workstation and a head enclosure with SCBA storage. Salish Star will be responsible for firefighting, EMS and emergency response. Moose also has been awarded a contract from the New Bedford (Mass.) Fire Department for the construction of a 38' M2-38 (CBRNE) aluminum catamaran emergency response and recovery vessel. The new boat will be equipped with a fire pump, dual monitors, discharges fore and aft for hand lines and supply to land-based apparatus, multithreat detection equipment and SCBA distribution throughout the vessel. Main propulsion will come from twin Cummins 425-hp turbo diesel engines connected to HamiltonJet waterjets. The M2-38 will be capable of pumping firefighting water at a flow rate exceeding 1,500 gpm while maintaining full maneuverability from both propulsion engines and jets. A heavy-duty push knee will enable the M2-38 to come in contact with larger vessels and piers while the custom bow ladder will allow firefighters to disembark in beach landing scenarios. In early 2016, Safe Rendering of 31' patrol boat for Boats International Cape Cod, Mass. LLC, Bremerton, Wash., is scheduled to deliver a 31'×10'×22" version of its full cabin patrol boat, equipped with chemical, biological, radiological and nuclear detection equipment (CBRNE), to the Barnstable County Sheriff’s Office on Cape Cod, Mass. The boat was purchased with a $445,965 grant from the 28
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Department of Homeland Security. Vigor Industrial, Seattle, has inked a deal with Washington State Ferries to build a fourth Olympic-class ferry for the WSF fleet. Work on the 144-vehicle ferry is scheduled to begin in January. The new ferry is funded through the Connecting Washington transportation funding package. The ferry will join sisterships Tokitae, Samish and Chimacum, completing a program to replace four of the state’s oldest ferries. — Ashley Herriman Austal USA has been awarded a $51.6 million modification to its 10-ship $3.5 billion Littoral Combat Ship (LCS) contract for the Navy. The contract modification is expected to increase to $198.3 million over three years if options are exercised. This work includes design services for upgrades to the LCS and preliminary design for the Navy’s future frigate. The upgrades include preliminary design efforts for the LCS transition to the frigate. In December, Bollinger Shipyards delivered the 16th fast response cutter to the U.S. Coast Guard. The Lockport, La.-based shipbuilder delivered the 154'×26'8"×9'6" Winslow Greisser to Key West, Fla., and the Coast Guard is scheduled to commission the FRC in Puerto Rico in March. The patrol craft is part of the Coast Guard’s Sentinel-class FRC program. Blount Boats Inc., Warren, R.I., is scheduled to deliver a 100'×35' steel passenger ferry to Shoreline Sightseeing Co., Chicago, in the spring. Designed by Seacraft Design LLC, The 16th fast response cutter for Sturgeon Bay, Wis., the the USCG from Bollinger. 300-passenger vessel will be certified under Coast Guard Subchapter K to operate as an architectural tour boat in partially protected waters. Power will come from twin Volvo D13 MH, 400-hp diesels with twin 65-kW John Deerepowered generators, ZF W325 gearboxes with 2.933:1 reduction ratios, and 44"-dia. 4-bladed propellers, for a top speed of 11 knots. Delivery is slated for spring 2016. Ribcraft recently delivered a 25' 7.8 RIB to the Vermont State Police Marine Division and a 21'5" 6.5 RIB to the Lamoine (Maine) Volunteer Fire Department. The new 25' patrol boat is the third Ribcraft for the Vermont police and is powered by a 300-hp Evinrude E-TEC G2 outboard engine. It is capable of reaching speeds of up to 50 mph.. The purpose-built RIB for Maine will be used for search-and-rescue operations and is powered by a single 150-hp Honda.
Bollinger Shipyards Inc.
P
www.workboat.com • FEBRUARY 2016 • WorkBoat
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the 25-knot-plus range, there’s definitely a payback in fuel,” Duclos said. The Humphree system automatically optimizes the trim of a boat at a given speed or for a given fuel load. That allows pilots to have different trim tab settings at different speeds and when going upwind and downwind. Though the automatic feature can be overridden to manually control the trim tabs. Gladding-Hearn has three more of the original Chesapeake-class pilot boat designs to build. One is going to the Lakes Pilots Association in Port Huron, Mich., another to the Sabine (Texas) Pilots, and the third to the Mobile (Ala.) Bar Pilots. — Michael Crowley
ReconCraft patrol boat can operate in and out of water
S
ReconCraft
tanding tall on its extended wheels, the ReconCraft RC-36C-SLG Amphibious Interceptor Vessel was impossible to miss at the International WorkBoat Show in December. But in the field, operating as a security and law enforcement vessel, it is built for stealth. “I looked at it from the tactical side before we even designed the boat,” said Jonathan Hoflich, who after leaving the Coast Guard in 2008 co-founded ReconCraft with his brother Jay and friend Joe Silkowski. “You can take this from a remote, austere area with no docks. Not only can it detect and moni-
Gladding-Hearn
On TheWays
The Delaware pilots wanted the new boat built to the same design as its other Gladding-Hearn pilot boats.
tor, it can intercept. It has endgame.” Hoflich has experience with that, having commanded Coast Guard vessels up to a 110' Island-class cutter on the West Coast. The Newton, Mass., company started out with its 21' Riverine Shallow Draft Vessel (RSDV-21), a waterjet boat that can run in 4" of water on plane, designed for the U.S. Customs and Border Protection to use on shallow waters along the U.S.-Mexico border. As part of that program, ReconCraft developed a patent pending grate system that keeps weeds and debris out of waterjet intakes. The new 36'×12'10"×23" RC-36C is similarly built for shallow water, able to run in 10" to 12" on plane, pushed by twin 335 hp Mercruiser diesels at up to 45 knots. But it is a bigger, self-contained package, designed to roll up quietly to a launch site at 7 mph on land, and deploy its radar and other sensors. The builders are looking at ways to incorporate a tethered aerial
Reconnaissance boat is able to run in shallow water.
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drone system to extend that field of vision. When a target comes into range, the boat with its crew of three to four can trundle down shoreline grades up to 30% using its SeaLegs 100 extended wheels to get in the water. ZF 220 marine gear and HamiltonJet HJ 241 waterjets complete the transition up to planing speed in 60 seconds. With 200 gals. of fuel, range is over 300 nautical miles. The aluminum hull includes a 5086/5083 alloy bottom plate 6 mm thick, coated with the proprietary Hull Shield abrasion resistant elastomer and ultra-high molecular weight (UHMW) thermoplastic polyethylene. The gunwale is ringed with a high-density foam collar-sponson, edged with a black or non-marking rub rail. Inside the cabin are Simrad highdefinition radar and instrument suite, satellite broadband connectivity and a forward looking infrared camera (FLIR) for night vision and poor visibility. Shock absorbing seats cushion the crew during high speed runs. On deck, there is a wide walk-around with big hand rails around the cabin, narrowed for the rescue zone amidships, and walk-throughs from the bow to pilothouse and aft to the dive platform. The deck can be configured for cargo pallets and seating for up to eight additional crew. The design is all about expanding patrol area, tactical flexibility and enabling crews to operate far out on the edge. “In terms of tactical ability, this can replace much larger assets,” Hoflich said. — Kirk Moore
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Amped Up The passenger vessel industry continues its slow,
New Orleans Steamboat is building a 600-passenger, 160'x36' boat to join the 1,600-passenger Natchez.
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David Krapf
steady expansion.
1/6/16 2:12 PM
By Dale K. DuPont, Correspondent
Nautica Queen
I
sles of Shoals Steamship Co. had a good year in 2015, with business up about 5% over 2014. “We had a really strong summer,” said Jerod Blanchette, co-owner of the Portsmouth, N.H., passenger vessel operator. A big plus is that the city is undergoing a growth spurt, and many business conferences that used to take place in Boston have moved north to Portsmouth. Sightseeing is the strongest of the company’s offerings that also include party cruises, weddings, and corporate events. They’ve rehabbed the interior of the 340-passenger, 83'4"×25'×7'1" steel hulled Thomas Laighton and are replacing a 40-passenger boat, which the business had outgrown, with one double the capacity. Isles of Shoals is emblematic of an industry that is slowly expanding. River, harbor and coastal passenger vessel operators are gradually adding boats, stretching seasons, and some are increasing fares by mid-single digit percentages. They’re also beefing up security, making plans to sail to Cuba, and waiting anxiously for Congress to decide the fate of what could be a very expensive requirement for out-of-water survival craft.
In Cleveland, Nautica Queen’s business was up more than 10% in 2015.
And there’s a flip side to the low energy prices that’s hurting some other sectors of the workboat industry. “We’re having a good year. The price of gas is down and people have more money to spend,” said Troy Manthey, chief of Yacht StarShip, which has two vessels in Tampa, Fla., and one in Clearwater, Fla. “The big difference is the corporate and convention markets have come back very strong.” Manthey said the company is opening a new water taxi service in Tampa in late January and they’re renovating three vessels — two 50-passenger and one 40-passenger. New Orleans Steamboat Co. also has growth plans. The New Orleansbased company is building a 600-passenger, 160'×36' boat to join the 1,600-passenger Natchez, built in 1975,
St. Croix Boat & Packet Co.
St. Croix Boat & Packet had its best season since 2000.
www.workboat.com • FEBRUARY 2016 • WorkBoat
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for harbor and dinner cruises and private charters on the Mississippi River. The new vessel is expected to enter service in late 2017. CEO Gordon Stevens said that with tourism and travel up substantially, business has surpassed pre-Katrina numbers. STRONG 2015 Last year also was a good one for St. Croix Boat & Packet Co., which had its best season since 2000. “It was super,” said Dick Anderson, founder of the Stillwater, Minn., company whose six boats run from mid-April to lateOctober. Traditionally, the passenger mix has been 60% corporate and 40% public/ private. “It turned exactly the opposite” last year, he said. As for 2016, “I think the economy’s coming back.” In Cleveland, Nautica Queen Dinner Cruise Ship’s business was up more than 10% from 2014 to 2015. And Capt. Jim Dale, the port captain, expects this year to be good too, noting that the city will host the Republican National Convention in July. “We did a lot of weddings and a lot of tour groups,” during a season that runs from Easter to New Year’s, Dale said. The increase is a reflection of the city’s resurgence. They’re also considering replacing the 385-passenger, 102'3"×31'1"×8'9" Nautica Queen, built in 1981, with a newer vessel. “The good news is Cleveland is getting busier,” Dale said, “but it does add to some anxiety with all the smaller vessels around.” He echoed many operators’ concerns about the profusion of recreational boats ranging from 33
1/11/16 3:02 PM
NEW BOATS FOR SEATTLE, SAN FRANCISCO
D
Rozema Boat Works
irk Rozema is broadening his reach with his first commercialgovernment tour boat. The 49-passenger craft for Seattle City Light’s tours of Diablo Lake is a “completely new design,” said the president of Rozema Boat Works, Mount Vernon, Wash. He expects the aluminum 55'x16'x30" boat with twin John Deere 6091s and Hamilton 364 waterjets to be delivered in the spring. Rozema said he bid on the project because “it
New tour boat from Rozema for Seattle.
runabouts and canoes to kayaks and paddleboards that often get too close for comfort and whose passengers are clueless about the rules of the road. Out West, the Columbia and Snake rivers have their own traffic issues. The beautiful scenery is attracting even more overnight cruise vessels. American Cruise Lines’ 150-pas-
seemed like a perfect fit” given the size of the vessel and the fact that the client was “essentially in our backyard.” The cabin is almost all glass “so there’s a lot of openness.” The visibility and the 14' aft deck were very appealing, said Jon Aguirre, project manager, Seattle City Light’s fleet and mobile equipment group. The Alice Ross IV will be the only tour boat in a fleet that includes three tugs and other smaller vessels. It will run from early July to mid-September on the lake formed by one of three hydroelectric dams on the Skagit River about three hours northeast of Seattle. “It’s a totally different concept for us as far as a tour boat,” Aguirre said, with one instead of several decks and air conditioning. “This was the first boat designed for us.” There were three bids on the $1.7 million project. Farther down the coast, another agency expects to award a contract in early summer for up to three 400-passenger, high-speed aluminum catamarans. San Francisco’s Water Emergency Transportation Authority (WETA), which operates ferry service in the Bay area, wants vessels with Tier 4 diesels that will operate about 3,000 hours a year and can make 34 knots fully loaded. — D.K. DuPont
senger American Pride (formerly Queen of the Mississippi) will join its Queen of the West on the ColumbiaSnake this year. The latter ran at full occupancy in 2015, and 2016 bookings “are going very well,” said Charles Robertson, who heads both Guilford, Conn.-based ACL and Chesapeake Shipbuilding, Salisbury, Md.
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American Empress’ second year on the Columbia-Snake was “fabulous,” said Ted Sykes, president and chief operating officer of American Queen Steamboat Co. (AQSC), Memphis, Tenn. Nineteen back-to-back cruises were sold out, and they’re already over half booked for this year. The vessel is extending the season
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o matter what the economic climate, operators focus on security. They use metal detectors and search bags, backpacks and carry-ons among other measures. At its January convention, the Passenger Vessel Association (PVA) scheduled its first live shooter exercise onboard a vessel in conjunction with the Transportation Security Administration and the Coast Guard. “This is a logical topic given the state of the world,” said PVA executive director John Groundwater. “Our operators have a heightened sense of awareness.” And on the regulatory front, PVA was battling a proposal requiring all small vessel operators to have survival craft that keep passengers from being immersed in water. They argued that the one-size-fits-all approach, which would cost $350.2 million over 10 years to replace life floats, made no sense and was not justified by the casualty history. A provision added to the Coast Guard Authorization Act would apply only if vessels are built or significantly altered after January 2016 or if they operate in cold water. As of late 2015, the measure survived a Senate vote and was due to be voted on early this year by the House, which already had approved similar language. — D.K. DuPont
together to sail the entire river — an itinerary especially appealing to international travelers. As for the new rival in the Northwest, Sykes said, “There’s room for
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several weeks to the end of November, adding two cruises “because we were oversold,” he said. They’re also offering full Mississippi River cruises because people were stitching trips
more. We will compete on our product.” “The more the merrier,” seconded Dan Blanchard, CEO of Un-Cruise Adventures, Seattle, noting that the company appeals to a different clientele than the other four vessels on the rivers. Last year, the company stretched the 88-passenger S.S. Legacy’s season through the summer rather than just spring and fall, a move Blanchard termed successful. So they’ll be running late March to late November again, and bookings already are strong. The 192'×40' vessel, built in 1983 by Bender Shipbuilding, was renovated in 2013. “All our operations are up substantially,” said Blanchard, whose company also offers cruises to Alaska, Latin America and Hawaii. “We have a need for another one or two U.S.-flag vessels, and we’d like to add another foreign flag to meet demand.” Sykes said the outlook for both the Empress and the American Queen, which sails the Mississippi, is “really good. We have more than twice as much booked as this time last year.” So will they add a vessel to their fleet? “We’re constantly looking for additional tonnage,” he said. ACL’s Robertson is building his own tonnage. The 185-passenger 260'×53'×8' sternwheeler America will make its first cruise on the Mississippi in late April. The 175-passenger, 276' hulls 119 and 120, both coastal cruisers, are due out in 2017 and 2018. ACL also will introduce another riverboat in 2018, and the American Eagle will be renamed Queen of the Mississippi. “Our outlook is relatively bullish,” he said. ACL’s Alaska schedule is “virtually sold out” for 2016. ALASKA, CUBA MARKETS The 49th state is hot indeed. “We just can’t keep up with our demand in Alaska,” which along with the Antarctic are the top two destinations for Lindblad Expeditions, a spokesman said. They recently signed a $95 million deal with Nichols Brothers Boat Builders, Whidbey Island,
www.workboat.com • FEBRUARY 2016 • WorkBoat 6/1/15 9:04 AM
1/6/16 2:13 PM
Yacht Starship
Wash., for two, 100-passenger U.S.flag coastal cruisers due out in 2017 and 2018. The 238'6"×48'×9'6" vessels will cruise Alaska, the Columbia-Snake, Baja California, Costa Rica and Panama. Lindblad owns six boats, of which two are U.S. flagged. The next hot passenger vessel market may be Cuba. Jorge Fernandez is gearing up for a market that hasn’t been open in about a half century. “We are moving fast. We have our offices set up at Port Manatee (Tampa),” said the CEO of Havana Ferry Partners, Fort Lauderdale, Fla., one of the first companies to get a license from the Treasury Department’s Office of Foreign Assets Control for ferry service between the U.S. and Cuba. “The spirit of cooperation is very positive,” Fernandez said. They hope to start trips in early 2016 after ironing out compliance issues with the De-
Yacht Starship has benefitted from strong corporate and convention markets.
partment of Homeland Security, U.S. Customs and Border Protection, and the Cuban government. They’re considering a couple of vessels that can each carry 400 passengers and hoped to have made a decision by the end of January on whether to buy or build. The ferry was expected to be U.S. flag “as of now,” he said. The company may eventually also offer service from Key West and either Miami or Fort Lauderdale. Travel time from Tampa is about eight hours and from Key West under 3.5 hours at 30
knots. Fares have not been established yet “but they are going to be very competitive,” Fernandez said. Cruise ships also are planning to visit the island. Among them is Pearl Seas Cruises’ 210-passenger Pearl Mist, which makes its first 10-day trip from Miami to Cuba in early March. Charles Robertson, who also owns U.S.-flagged ACL, is the president of Pearl Seas. He said spring cruises are nearly sold out.
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Vane Tugs
Classmates Jim Demske, Vane Brothers
Vane is building two new tug classes.
The Elizabeth Anne was delivered in January, and the Hudson (above right) will follow later this year.
By Kathy Bergren Smith, Correspondent
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I
n January, the tug Elizabeth Anne was delivered to Vane Brothers Co. by St. Johns Ship Building. For Baltimore-based Vane, the 100'×34'×15'4" model bow tug is the 30th vessel in the company’s tug building program that began 15 years ago. The new 4,200-hp Elizabeth Anne-class represents the refinement of a design from Entech Designs LLC that has served Vane well as the company has expanded beyond its home waters of the Chesapeake and Delaware Bay region. The new tug, the first of eight 100-footers to be built at the Palatka, Fla., shipyard located about 70 miles south of Jacksonville, is powered by twin Caterpillar 3516C Tier 3-compliant engines each putting out 2,100 hp at 1,600 rpm. The engines spin Hung Shen 104", 4-bladed fixed-pitch pro-
pellers through Karl Senner-supplied Reintjes WAF 873 reverse reduction gearboxes with 7:1 reduction ratios. Each new Elizabeth Anne-class tug will have Jastram hydraulic steering systems and feature an open-wheel and rudder configuration. On deck is an Intercon DD200 double-drum stern winch for coastal towing. If needed, the tug can be modified to function as an ATB. “One of the unusual things about this design is that the towing winch is located farther forward than comparable tugs of the same approximate size,” said Kimia Jalili, president of Kenner, La.based Entech. “It is closer to the center of gravity and the center of buoyancy. The tug will have a better trim and more freeboard at the stern. It generally improves the stability of the tug while www.workboat.com • FEBRUARY 2016 • WorkBoat
1/6/16 1:38 PM
Jim Demske, Vane Brothers
The granite counters and full-size appliances in the Elizabeth Anne’s galley add to the focus on habitability.
It was then launched and fitted out in the drydock where the second Vane Elizabeth Anne-class tug, the Hudson, is currently under construction. Jim Demske, Vane’s senior port captain, has headed up the building program since it began in 2001. He has helped St. The Elizabeth Anne is outfitted with Johns shorten the learnCaterpillar 3516 Tier 3 engines. ing curve associated with building a tug that has to fit a lot of machinery into relatively and options were exercised. Sixteen tight quarters. Patapsko-class tugs are now in service. “They never come to us with a In 2007, Basile developed the design problem that doesn't have a solution,” for the smaller Sassafras-class tugs. Ganoe said. “These are pretty comSeventeen Sassafras tugs are being plex vessels and it helps to have such built at Chesapeake Shipbuilding in knowledgeable clients.” Salisbury, Md. The first was delivered in 2008. The 11th was delivered in NoCONSTRUCTION PROGRAM vember. The 3,000-hp, 90'×32' tugs are When the tug construction program powered by twin Cat 3512 diesels. began, Vane was building a series Basile designed the tugs to be highly of 362'×62'x×24'6" double-skinned maneuverable since they are matched 52,000-bbl. barges and needed boats to to a series of 30,000-bbl. barges for move them. Vane president C. “Duff” oil terminal work. Rolls-Royce 87" Hughes tasked Demske with finding a Troost-style props and an oversized vessel design that would be the main“barn door” rudder configuration stay of the company’s fleet. achieve both speed and steerage, acDemske, a seasoned tug captain with cording to Demske. “The combination a keen eye for design, knew where to of the right propellers, the size of the go. He contacted legendary tug derudders and the hull form give the opsigner Frank Basile of Entech. erators excellent backing capability and “It was a cold call. I didn’t know exceptional steering and performance.” Frank, but I had always admired his Like St. Johns, Chesapeake Shipboats. I went ahead and emailed the set building had not built a tug before. of requirements we had compiled.” “I knew this yard had potential as a Less than a week later, Demske and great tugboat builder,” said Demske. Basile met in Houma, La., and began “We have shared our knowledge with talking tugs. They then went to nearby each other and these boats really speak Thoma-Sea shipyard to have a look at for themselves. The quality is amazing. the 100' Basile-designed boats under This Vane fleet from Chesapeake has construction there. done these tugs of Frank’s proud.” “There was one in the water and one Demske has added his own signature in the shed and the purchase contract to the Vane fleet, refining the original had fallen through,” said Demske. design to suit the needs of the mariners “It was remarkable how closely they who operate them and his own aesmatched our requirements.” The tugs thetic. The upper wheelhouse windows even had the distinctive modern look are angled to mirror the tilt of the that Hughes wanted for the new boats. pilothouse. This cuts down on glare and So began the Patapsco class. In 2004 smooth’s out the line. This upper stathe first Patapsko-class tug was delivtion gives the boat a 40' height of eye. ered. The original order was completed The wheelhouse is designed for the Jim Demske, Vane Brothers
towing.” The design also reduces noise and vibration. “Bulkheads are strategically placed to add strength and reduce vibration, and thermal acoustic coatings are used throughout the tug to help with insulation and sound,” said Jalili. For added sound reduction, the Elizabeth Anne features an airlock in the main deck house between the living quarters and the upper engine room. Also, the living quarters are insulated with 4" mineral wool high-density insulation, “which helps with temperature comfort and sound reduction,” Jalili said. These are the first tugs of this type that St. Johns Ship Building has built. The yard has built 25' push tugs for Australia and 39' truckable tugs. In 2007, Steve Ganoe and partner Michael Grandonico purchased the 98acre shipyard located on the St. Johns River after it was dormant for nearly a decade. They updated the infrastructure and doubled its tonnage capacity. The yard, which can build, refit or repair most workboats, has a 1,200-ton drydock, 2,400' of water frontage with over 900' of bulkhead, two rail launch systems, and a fabrication shop. The Elizabeth Anne was built in modules. The hull was completed in the 20,000-sq.-ft. fabrication shop on rails.
www.workboat.com • FEBRUARY 2016 • WorkBoat
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Vane Tugs
ELIZABETH ANNE SPECIFICATIONS
operator. Demske laid out an ergonomic and intuitive arrangement. On the Elizabeth Anne, Houma’s Rhodes Electronics supplied a full suite of Simrad electronics, including solid-
Speed (knots): 12 Hull Construction: Steel Crew/Passenger Capacity: 7 Capacities (gals.): Fuel, 85,000; potable water, 9,000 Electronics: Simrad electronics suite; Simrad, solid-state Halo radars (installed by Rhodes Electronics) Ancillary Equipment: Intercon DD200 towing winch; Simplex dripless shaft seals; fenders (M&M Bumper Service); vessel alarm panel (unlimited controls); Duramax keel coolers (East Park Radiator) Classification/Certification: ABS Load Line Delivery Date: January 2016
state Halo radars. Vane is putting Simrad electronics in all its new vessels. “We want people to feel safe and comfortable operating any one of the vessels if called upon,” said Demske.
The 4,200-hp Elizabeth Anne.
He said that the success of the Vane fleet “is a tribute to the experience and wisdom of one great naval architect.” Now in his 90s, Frank Basile has semiretired. He sold Entech in 2014 to Jalili, a naval architect and engineer who joined the firm in 2006, and remains onboard as a consultant.
Jim Demske, Vane Brothers
Builder: St. Johns Ship Building Designer: Entech Designs LLC Owner: Vane Brothers Co. Mission: Coastwise petroleum barge towing Length: 100' Beam: 34' Depth (molded): 15' Draft: 14' Main Propulsion: (2) Caterpillar 3516, Tier 3, 2,100 hp @ 1,600 rpm Bollard Pull: 65 tons (est.) Ship’s Service Power: (2) John Deere 4045; Marathon, 99 kW Marine Gear: Reintjes WAF 873, 7:1 Propellers: Hung Shen 104", stainless steel, 4-bladed Controls: Rexroth Steering System: Jastram
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Communications
Strong Hand Handheld VHFs have more and more features.
By Michael Crowley, Correspondent
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V
HF handheld radios used to be pretty simple. Not anymore. Companies are now putting features that were first developed for fixed-mount VHF radios into handheld units. A good example is Standard Horizon’s HX870 handheld radio. “There’s a need to have all those [fixed-mount] features, to have GPS and DSC (digital selective calling) built into a handheld,” said Hans Rooker, account manager with Standard Horizon. “That’s kind of the future of handhelds.” The HX870 certainly has those features. The radio comes with a 66-channel WAAS (Wide Area Augmentation System) GPS. “It’s a true class-D VHF radio,” Rooker said. Class-D radios have two receivers. One is for voice communication and the other continuously monitors channel 70 for DSC distress calls. It also allows the radio to transmit a distress call, and since there’s a built-in GPS, the boat’s position
automatically goes out with the call. What makes the dedicated class-D DSC receiver unusual in a handheld radio is that the Federal Communications Commission doesn’t require it. Fixed-mount radios, however, have had a class-D requirement for about five years. That increases a handheld radio’s retail price, but having the added safety feature seems to be worth it. “We were the first to do a true class-D in a handheld,” said Rooker. Another example of putting fixed-mount radio features into handhelds is the HX870’s group monitoring feature. “That’s a unique feature for us,” he said. With the radio’s DSC function, the HX870 automatically monitors boats in a select group and tracks them on the radio’s 1.7"×1.7" display. The display has your position in the center and range rings around it, depicting the position of other boats. “I don’t think anyone else is doing it,”
U.S. Coast Guard
With a built-in GPS, a boat’s position automatically goes out with a distress call.
www.workboat.com • FEBRUARY 2016 • WorkBoat
1/6/16 1:47 PM
POWER PLAY But a fixed-mount class-D VHF radio with built-in GPS has a big power advantage over a handheld unit. The fixed-mount unit has about 25 watts of power versus 5 or 6 watts for a handheld. Since the VHF signal goes out by line of sight, “the more power you have, the further you can reach out,” said David McLain, Icom America’s national sales manager for marine products. Thus, it would probably be a good idea to have both fixed mount and handheld VHF radios aboard the boat. Just because a class-D fixed-mount VHF radio has a built-in GPS doesn’t mean you have to cough up big bucks. McLain describes Icom’s IC-M324G (the “G” stands for GPS), which has been available for about a year, as an entry-level radio. The M324G’s built-in DSC monitors channel 70 for distress and safety alerts even while you are on another channel. The radio is also compatible with the MA-500TR class-B AIS transponder, which allows DSC calls to instantly go out to selected boats. That brings up Rooker’s notion that AIS might make it into a VHF radio. He was referring to handhelds, and
Icom America Inc.
said Rooker. In addition there’s a compass heading display. When your boat is moving, the display shows the boat’s course, speed over ground, bearing and distance to a waypoint. With those features, the HX870 could serve as a backup navigation device. The radio is waterproof, floats face up, and a water-activated LED strobe light with a quarter-mile range flashes SOS, showing your position. In the future, Rooker said, AIS could be in a handheld radio. “There are a lot of people inquiring about having AIS built into it. Then you’d have VHF with GPS with AIS.” An advantage of a handheld VHF over a fixed mount unit is that you can take the handheld anywhere on a boat. That’s a big advantage when it’s time to jump into a life raft.
Icom‘s IC-M506 fixed-mount VHF.
while they haven’t gotten there yet, AIS receivers have made it into fixed mount VHF radios. Icom’s IC-M506 fixed-mount classD VHF is one example. “AIS is the hottest thing right now,” said McLain. The inclusion of an AIS receiver and the fact that it has NMEA 2000 protocol are probably the reasons the M506 won the National Marine Electronics Association’s best marine radio award in 2014 and 2015. NMEA 2000 protocol means the
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radio can be part of a network of other electronic devices as long as all of them are compatible with NMEA 2000. It doesn’t matter what company manufactures the other devices. The M506’s integrated AIS receiver plots nearby vessels transmitting AIS signals with their position, course and speed. Match it up with the MA-500TR class-B AIS transponder to send out data on your own vessel.
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Communications Pete’s Marine Electronics in Waldoboro and services both commercial fishing boats and workboats, finds that both groups sometimes don’t have a GPS hooked up to the VHF radio’s DSC. Though often when Grant is aboard a boat, “they’ll ask me if I can hook GPS into [the radio]. It’s an issue.” Folkerts said one reason for the failure to hook up GPS to DSC is that often people don’t realize that they have to hook them up.” He said that could be due to the fact that when radios with DSC were manufactured, “there was no public education program that went with it, so people didn’t recognize DSC for what it can do.” Then, too, a small boat operator not familiar with wiring electronic equipment might find the process intimidating. “There’s no standardized color code on manufacturer’s wiring between GPS and the radio,” Folkerts said. “You can take the same brand GPS with the
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Standard Horizon’s HX870 handheld radio has a 66-channel WAAS GPS.
same brand radio and the wire colors are different to hook up.” Once you get past the color-code issue, you don’t want to connect the wires by twisting them together and wrapping them with electrical tape. That won’t hold up in a marine environment and soldering will take some instruction. The solution, Folkerts said, is 3M Scotchlok 314 connectors. “I give them away when I talk about DSC,” Folkerts said. “They are marine grade with silicon in them. You put two wires together, crimp them together and you are done.”
Standard Horizon
have is built-in GPS. Send out a distress signal with a class-D VHF radio with DSC and built-in GPS and your position is known. Without a builtin GPS, you have to wire a separate GPS into the radio. Without that GPS hookup, no one will know where your boat is located. In February 2011, Coast Guard Rear Adm. R.E. Day wrote NMEA that “of the roughly 100 digital selective calling distress alerts we are now receiving each month, approximately nine out of 10 do not have position information, and approximately six out of 10 have not registered their Maritime Mobile Service Identity.” (The MMSI is a ninedigit number that identifies your boat.) Mike Folkerts, boating safety specialist with the Coast Guard’s District 17 in Juneau, Alaska, estimates that only about 2% of the VHF radios in Alaska have MMSI numbers and are properly connected to a GPS. In Maine, Peter Grant, who operates
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Have you thought about the accomplishment you have made by obtaining a Captain’s License? The many hours of study and time at sea?
1-800-584-0242
WorkBoat's Port of Call Advertise Today! Call Adam Shaw toll free at 800-842-5603 or email ashaw@divcom.com
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BAYFRONT MARINE, INC. D-SHAPE, WING & TUGBOAT FENDERS LIFE RAFTS ~ WINCHES ~ SHACKLES SHIP LAUNCHING MARINE AIRBAGS BUOY RELEASE HOOKS ~ CRANES MOORING LINES ~ ROPE ~ BUOYS
WORLDWIDE VESSEL DELIVERY SERVICE EXPERIENCED PROFESSIONALS Licensed Masters, Engineers and Crews Call Mel or Diane Longo (904) 824-8970 www.bayfrontmarineinc.com
BLUE OCEAN TACKLE INC
“AUTHORIZED NABRICO DISTRIBUTOR”
4911 Lyons Technology Parkway #9 Coconut Creek, FL 33073 Tel: (754) 212-4892 Fax: (754) 999-2199 SALES@BLUEOCEANTACKLE.COM WWW.BLUEOCEANTACKLE.COM
2021 Dauphine Street
(800) 823-1324
www.workboat.com • FEBRUARY 2016 • WorkBoat
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•
New Orleans, LA 70116
(504) 945-8917
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PortofCall
Your Source For Employment, Equipment & Services
SERVICES
TRAINING
GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers 100 Drive, Suite 205,Hingham,MA Braintree, MA02043 02184 350Grossman Lincoln St.,Suite 2501, Tel:(781) 740-8193 | Fax:(781) 740-8197 E-mail:jgilbert@jwgainc.com www.jwgainc.com
Coast Guard & State Pilotage License Insurance Available Coverages; Legal Defense for CG, NTSB and State Pilot Hearings; Federal and State Civil Actions Reimbursement for Loss of Wages Group Coverage Also Available R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com
USCG License Software Affordable–Merchant Marine Exam Training
http://hawsepipe.net Freelance Software, 39 Peckham Place, Bristol RI 02809
401-556-1955 sales@hawsepipe.net
3D Measure Inc. Marine Digital Measurement Laser Hull Scanning 3D Modeling
Maritime TOAR Assessments
info@3dmeasure.com www.3dmeasure.com
Tel: 401-848-4575 Fax: 401-848-4574 Cell: 401-638-5333
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Providing Mariners with Solutions for USCG TOAR Requirements
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www.workboat.com • FEBRUARY 2016 • WorkBoat
1/7/16 8:39 AM
To advertise send details to: classifieds@workboat.com or call: 1-800-842-5603 TRAINING
SERVICES
A SAMS® Surveyor must: ê Strive to enhance the profession of Marine Surveying. ê Maintain and enhance their professional knowledge and expertise. ê Conduct their business in a professional manner. ê Maintain independence, integrity, and objectivity. ê Avoid prejudice and conflict of interest. ê Abide by a strict code of ethics and rules of practice.
SERIOUS TRAINING FOR SERIOUS MARINERS.
Dynamic Positioning (DP)
STCW & ISPS
• Basic and Advanced classes now available
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All Modules available, including:
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All Engineer Modules available, including:
Become a Certified and Accredited Marine Surveyor
Fishing Vessel Qualified. Complete course and examination for all vessel types and uses. 1-800-245-4425 or navsurvey.com
• QMED • Assistant Engineer & DDE • Chief Engineer
Maritime Professional Training Masters, Mates and Engineers, Inc. 1915 South Andrews Avenue Ft. Lauderdale, FL 33316
www.workboat.com • FEBRUARY 2016 • WorkBoat
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• STCW Basic Safety Training • Radar & ARPA • GMDSS • ECDIS • Advanced Firefighting • PSC/Lifeboatman • Bridge Resource Management • Crowd & Crisis Management • Tankerman • Fast Rescue Boat • Medical First Aid • Medical PIC Care at Sea • ISPS SSO/CSO/PFSO • Onboard Courses • And Many More!
Ph: +1.954.525.1014 Toll Free: 1.888.839.5025 Email: info@MPTusa.com Website: www.MPTusa.com
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54
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Your Source For Employment, Equipment & Services
www.workboat.com • FEBRUARY 2016 • WorkBoat
1/7/16 8:39 AM
To advertise send details to: classifieds@workboat.com or call: 1-800-842-5603 ADVERTISERS INDEX Advertiser
Page
ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . 40 All American . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Aluminum & Stainless Inc . . . . . . . . . . . . . . . . . . . . . . . 9 Bass Products LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Blount Boats Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Breaux Brothers Enterprises Inc . . . . . . . . . . . . . . . . . 16 Burger Boat Company . . . . . . . . . . . . . . . . . . . . . . . . . 37 Diesel America West . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . CV3 FLIR Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Fremont Maritime Services . . . . . . . . . . . . . . . . . . . . . 43 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Gladding Hearn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 GPLink, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Great American Insurance Group . . . . . . . . . . . . . . . . . 6 Hamilton Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Interstate Power Systems . . . . . . . . . . . . . . . . . . . . . . 12 Japan Radio Co., Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4
Advertiser
Page
Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Lubriplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Marine Machining & Mfg . . . . . . . . . . . . . . . . . . . . . . . 10 McDermott Light & Signal . . . . . . . . . . . . . . . . . . . . . . 29 Metal Shark Aluminum Boats . . . . . . . . . . . . . . . . . . . 24 Mitsubishi Engine North America . . . . . . . . . . . . . . . . 41 MOPS Marine License Insurance . . . . . . . . . . . . . . . . 40 Motor-Services Hugo Stamp Inc . . . . . . . . . . . . . . . . . . 5 MTU America Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 NEWMAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Ocean Charting Services . . . . . . . . . . . . . . . . . . . . . . 34 Omnithruster Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 PYI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 RM Young Company . . . . . . . . . . . . . . . . . . . . . . . . . . 10 R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . CV2 Simrad - Navico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Si-Tex Marine Electronics . . . . . . . . . . . . . . . . . . . . . . 36 Thermal Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 TMS-LevelCom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Vigor Industrial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
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For more information contact: Adam Shaw toll free at 800-842-5603 ashaw@divcom.com
www.workboat.com • FEBRUARY 2016 • WorkBoat
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LOOKS BACK FEBRUARY 1976
• The public landing at Cincinnati was the scene recently for Midland Enterprises’ christening of its new 6,650-hp towboat Robert N. Stout. The vessel, designed by the St. Louis Ship division of Pott Industries Inc., is powered by two 20-645-E-5 EMDs. Measuring 166'×45'×11', the boat features the Hydrodyne hull and has a St. Louis Ship
FAST sewage system that treats all sanitary sewage with complete recirculation. • A new company was recently formed by Crowley Maritime Corp. as part of an overall effort to expand Crowley’s salvage capabilities, said Leo L. Collar, president of CMC’s offshore division in San Francisco. The new company, Crowley Maritime Salvage Inc., is headquartered in FEBRUARY 1986 San Francisco
and will provide all Crowley operations with specialized salvage equipment and personnel, as well as compete for other salvage work on a worldwide basis. Warren D. Thomas will direct the new company as its vice president and general manager.
• Zapata Corp. has sold the dredgcommission for Paul G. Brown, the ing and marine construction assets first black pilot in the Houston Pilots’ of its Metairie, La.-based WilliamsAssociation. Brown, 31, completed a McWilliams Co. Inc. subsidiary to T.L. two-year apprenticeship on the HousJames & Co., Ruston, La. T.L. James ton Ship Channel, under the supervipurchased the dredging assets, which sion of the pilots’ association. include nine dredges, support vessels and other equipment, for approximately $12 million. • Port of Houston Authority commissioners recently approved a FEBRUARY 1996 branch pilot • New York City officials are considering leasing a vacant Navy base on Staten Island to two companies interested in using it as a port for a cruise-to-nowhere gaming operation. New York Mayor Rudolph Giuliani is expected to announce whether he supports a proposal put forth by Steve Wynn’s Mirage Resorts and Manhattan’s Circle Line excursion vessel 56
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service. In partnership, the companies want to ferry gamblers from the 34-acre Stapleton Homeport Base on Staten Island’s north shore three miles into international waters, where wagering is legal. • The House and Senate have finally taken steps toward implementing an international pact to eliminate foreign shipbuilding subsidies. www.workboat.com • FEBRUARY 2016 • WorkBoat
1/6/16 1:19 PM
Hull of a Breakthrough in Cooling Technology. Angled TurboTunnel HeAder design Increased convergent header pressure “jets” turbulent sea water between the upper and lower tube decks.
Turbulizer spAcers Unique shape spacers create vortex effect to “turbulize” the sea water to increase cooling efficiency (Von Karman effect).
Flow diverTer scoops Diversion of sea water disrupts the laminar flow and allows stagnant high temperature areas to be cooled.
PATENTS PENDING
oTHer engineered durAmAx HeAT excHAngers ®
Single-Stacked DuraCooler®
DuraCooler® SuprStak™ is an engineered, double-stacked,
Updated version adds flow diverters that greatly enhance cooling efficiency over previous design.
hull mounted cooler that “jets” turbulent seawater in a tunnel-like configuration between its top tubes and lower tube assemblies. Design innovations were made to optimize turbulence and greatly
Demountable Keel Cooler
increase flow velocity of seawater over the cooler by using state of
Replaceable copper-nickel spiral tubes cut maintenance costs and allows for easy upgrades.
the art Computational Fluid Dynamic (CFD) modeling techniques. Tested and validated in a full scale water tunnel.
Duramax® Box Cooler
DuraCooler SuprStak is the high-performance answer to meet
Gives in-hull protection against underwater hazards and allows for large cooling capacity.
®
™
ever increasing cooling requirements using half the hull space.
Duramax® Plate Heat Exchanger
It is available in a one-piece braised or two-piece modular design
In-hull system can be easily expanded to re-power or cool multiple heat sources.
for easier handling.
www.DuramaxMarine.com Duramax Marine® is an ISO 9001:2008 Certified Company
Products And Knowledge You Trust
Duramax_suprstak_workboat8.125x10.875.indd 1 WB_CVRS.indd 3
p: 440.834.5400 f: 800.497.9283
10/5/15 3:21 AM PM 1/5/16 9:43
PROPELLING
EXCELLENCE
“Karl, Senner LLC is proud to equip the M/V Nancy Peterkin with two REINTJES WAF 5666 Reverse Reduction Gearboxes with Internal Hydraulic Shaft Brakes, behind two 5,000hp EMD main engines.”
Owner: Kirby Offshore Marine Builder: Nichols Bros. Boatbuilders
WEST COAST Karl Senner, LLC. Seattle, WA (425) 338-3344
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EAST COAST Karl Senner, LLC. New York, NY (917)722-8118
PADUCAH SERVICE FACILITY Karl Senner, LLC. 2401 Powell Street Paducah, KY
GULF COAST HEADQUARTERS Karl Senner, LLC. 25 W. Third St. Kenner, LA (504) 469-4000
1/5/16 9:43 AM