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Showcase
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ON THE COVER
®
JANUARY 2015 • VOLUME 72, NO. 1
Karl Senner displayed a Steerprop 94"-dia. Z-drive at the WorkBoat Show. Photo by Diversified Communications / Ed Levy
FEATURES 28 Cover Story: On Display News from the 2014 International WorkBoat Show held in New Orleans in December.
34 Significant Boats of 2014 A review of the inaugural Boat of the Year and the nine other boats that received awards at the International WorkBoat Show.
BOATS & GEAR 22 On the Ways Seacor is building three classes of fast-suppliers at two Louisiana boatbuilders. Brunswick and Metal Shark had five boats on display at the WorkBoat Show. Naiad nears completion on a new pilot boat for the Matagorda Bay Pilots in Texas. Willard Marine to build SeaArk patrol boat designs.
44
44 Raised Expectations Chem Carriers takes delivery of the 2,520-hp Capt. Frank Banta Jr., the first Z-drive towboat with a retractable wheelhouse.
48 Load Masters New variable-speed marine generators maximize fuel efficiency.
AT A GLANCE 10 10 11 12 14 16 17
On the Water: Faith-based towing — Part II. Captain’s Table: Mariner licensing woes continue. OSV Day Rates: Another negative cycle for oil prices. WB Stock Index: Stocks tread water, but operators take a big hit. Inland Insider: The deepwater Gulf and brownwater. Insurance Watch: Know how to handle a vessel fire. Legal Talk: A shipyard and construction company fight over barge repairs.
NEWS LOG 18 18 19 19 20
Noble agrees to pay $12.2 million related to 2012 Alaska drilling. Another new rollout date for final towing vessel inspection regulations. Jones Act players in Puerto Rico, Hawaii and Alaska to change. Bill would allow the historic paddlewheeler Delta Queen to resume cruising. LNG development continues to grow, WorkBoat Show panelists say.
www.workboat.com • JANUARY 2015 • WorkBoat
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48 DEPARTMENTS 4 Editor’s Watch 8 Mail Bag 52 Port of Call 67 Advertisers Index 68 WB Looks Back
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It was quite a show
E
ach year in my welcoming remarks at the International WorkBoat Show I hint that the show will be the biggest and best ever. For the most part, that has been accurate. But there were several reasons why the 35th edition of the WorkBoat Show topped all its predecessors. First off, since last year’s show was held in October, exhibitors had been waiting for over a year to show off their latest products and services. Thus, there was bound to be lots of new and interesting stuff in the aisles. The date of last year’s show also meant that we had 14 months instead of 12 of boatbuilding coverage to consider when choosing 2014’s 10 Significant Boats (see page 34). That brings me to another reason why this show could be the best ever. For the first time, we named a Boat of the Year, selected from our 10 Significant Boats, and held an awards breakfast for the owners, builders and designers of the boats before the show opened on Thursday. The offshore refueling vessel Great Expectations was our inaugural Boat of the Year. The 314'×66'×30' DP-2 vessel, built for a joint venture of John W. Stone Oil Distributor and Edison Chouest Offshore (ECO) at ECO’s La Ship, can carry up to 1.5 million gals. of fuel, potable water and lubricants. Stone and Chouest collaborated on the customized design based on ECO’s VE (very efficient) PSV hull design. The other nine Significant Boats were made up of pilot boats, tugs, a passenger vessel, OSVs, a cargo/transport vessel, and the Z-drive towboat Capt. Frank Banta Jr. We feature the Banta, which received serious consid-
David Krapf, Editor in Chief
eration for the top award, in this issue beginning on page 44. Another reason why I felt the show was the best in my 20-plus years of attendance was that it featured three industry-targeted keynote addresses for the first time. Capt. Richard Phillips kicked things off on the opening morning of the show followed by Vigor Shipyards chief Frank Foti and Maritime Administrator Chip Jaenichen the next day. I truly believe that the 35th edition of the show was our best ever. For those that made it to the show, I hope you felt the same way.
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 14 Printed in U.S.A. by Diversified Business Communications.
www.workboat.com • JANUARY 2015 • WorkBoat
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Mariners are hurt by poor marine casualty reporting and data
I
n the November 2014 issue (“Is marine casualty reporting now an enforcement tool?”), Capt. Alan Bernstein wrote that the “Coast Guard’s marine casualty reporting program has evolved into an enforcement tool instead of a data collection plan.” While I understand his concerns,
our association previously commented at length to the Coast Guard and the DHS Office of Inspector General on the abject failure of the data collection program to collect meaningful data, particularly on reportable personal injuries suffered by mariners. In 2004, our association discovered that one egregious oilfield employer failed to report 44 injuries on form CG-2692 (marine accident report) after the injured parties brought suit against
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their employer in the U.S. District Court for the Western District of Louisiana. The OIG discovered evidence of another 100-plus lawsuits filed on other employers in the Eastern District of Louisiana where no CG-2692s were filed. This information contributed to an outstanding report in 2008 that brought to light many shortcomings in the Coast Guard’s Investigations and Casualty Analysis program. We followed up in 2012 and reported our concerns to a different OIG team that produced another report in 2013. Its executive summary crystallizes our concerns: “The USCG does not have adequate processes to investigate, take corrective actions, and enforce federal regulations related to the reporting of marine accidents. These conditions exist because the USCG has not developed and retained sufficient personnel, established a complete process with dedicated resources to address corrective actions, and provided adequate training to personnel on enforcement of marine accident reporting.” In its personal injury and illness “300-series” of reporting forms, OSHA displays far more interest in the welfare of its land-based workforce injuries and illnesses than does the Coast Guard with our working mariners’ injuries. By not cracking down on the Coast Guard’s Investigations and Casualty Analysis Branch and enforcing complete, prompt and accurate accident and personal injury data, the Department of Homeland Security is not performing effective oversight and bringing about meaningful changes that Congress has the right to expect. If DHS cannot do the job, perhaps Congress needs to provide adequate resources to the Coast Guard or reevaluate their expectations. The Coast Guard’s data collection has the foundation of a sand castle and the tide is coming in. Richard A. Block Secretary National Mariners Association Houma, La.
10/17/14 2:28 PM
www.workboat.com • JANUARY 2015 • WorkBoat
12/15/14 10:33 AM
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On the Water
Faith-based towing — Part II
S By Joel Milton
Joel Milton works on towing vessels. He can be reached at joelmilton@ yahoo.com.
o what exactly is faith-based towing? According to Merriam-Webster, faith may be defined as a “firm belief in something for which there is no proof.” In the context I’m using here, it’s the poor but sadly ordinary practice of setting out on voyages with the mindset that everything will work out OK. It will work out all by itself and without any particular effort on the part of the master and crew, simply because it has worked out in the past and that's the preferred outcome. Let’s call it a classic cause-and-effect relationship that’s become disconnected from rational thinking. Typically, this is manifested by the failure to do proper pre-voyage planning (you know, one of those pesky checklists) and, especially, thorough inspections of all of towing gear in order to catch developing problems before they can result in a failure and loss of the tow.
Captain’s Table Mariners continue to have licensing problems
R 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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ecently, several mariners contacted me about the difficulties they are having with license processing at the National Maritime Center (NMC) in West Virginia. Most of the grumbles center around three main concerns — the medical review process, inconsistent interpretation and implementation of NMC policies, and international Standards of Training, Certification and Watchkeeping (STCW) creeping into domestic licensing. Medical issues. The most frequent complaint I hear has to do with the new medical card. The card expires on a different date than the mariner’s license. This is confusing and creates yet another detail that mariners must deal with in the already cumbersome licensing and renewal process. Wouldn’t it be simpler to harmonize the expiration dates of all mariner credentials? I have also heard about the difficult communications between a mariner’s personal doctor and NMC doctors. This can severely slow or completely halt the licensing
Where does this foolish faith come from? Sadly, it usually comes from experience — that’s right, experience. It comes from something that veteran mariners have an abundance of and is often cited as our biggest asset. But it can also be a huge liability. What happens when the wrong conclusions and lessons are drawn from this plethora of valuable and irreplaceable experience? Slipshod practices become standardized as “normal” and worse is that these habits are then adopted by junior crewmembers exposed to them. Once learned and accepted, the bad habits can be very difficult to break. Even if it’s understood in theory that it’s wrong, you’re still fighting against experience and inertia. Why should I check stuff, it’s a pain and it’s always been fine? Mere regulations are often ineffective. The only remedy I know of is to work patiently towards developing both the technical knowledge to properly plan voyages and inspect the towing gear and a culture of disciplined seamanship practices that are recognized and rewarded. Otherwise, it’s just too easy to take it all on “faith.”
process. Interpretation of NMC policies. For example, if a mariner operated a passenger vessel and a towing vessel, the license type was always determined by the tonnage of the passenger vessel, not the towing vessel. Now, the NMC combines the tonnage so that a 100-ton Western Rivers operator may now need a 200-ton license or similar. Also, if you operate passenger vessels for several years and not towing vessels, you may have an extremely tough time renewing your towing license, even though you have logged many hours on the water operating passenger vessels. STCW and international regulatory creep. I am particularly concerned about the potential effect that STCW and international standards will have on the domestic maritime industry and its mariners. In some cases, I believe that the Coast Guard has adopted international training and medical standards because it supposedly makes things more consistent. Change is generally a good thing, but I don’t think you should adopt international rules just for the sake of consistency. Our domestic operators and mariners deserve a system that is fine-tuned to their needs, not those of the international maritime community. www.workboat.com • JANUARY 2015 • WorkBoat
12/15/14 5:21 PM
NOVEMBER 2014 DAY RATES, FLEET UTILIZATION VESSEL TYPE
OSV Day Rates Oil prices dive … again By Bill Pike
A
s they say in Texas, this ain’t my first rodeo. Oil prices are on the skids again. For me, it’s the fifth time in memory. I would like to say that it will get better soon and that little harm will be done, but experience tells me no. Already, we are seeing consequences for the offshore industry. Transocean has idled four drillships and Hercules Drilling has laid up the same number of jackups. Other offshore drillers are weighing their options. More drilling rig construction is looking iffy, at best. Operators are spooked, especially the heavily leveraged, smaller offshore players. Even the major oil companies are holding their breath in the wake of the 40% drop in oil prices since June.
AVERAGE DAY RATES OCT. '14
NOV. '14
NOV. '13
UTILIZATION NOV. '14
NOV. '13
SUPPLY (DWT) The question 1,999 & below $15,283 $15,283 $11,736 96% 96% now is how 2,000-2,999 $25,232 $25,232 $17,733 90% 100% far prices 3,000-3,999 $31,500 $31,500 $30,654 100% 100% will fall. 4,000-4,999 $31,250 $31,250 $31,250 100% 100% The prob5,000 & above $39,756 $39,756 $40,118 100% 100% lem is that CREWBOATS no one wants Under 170' $ 4,538 $ 4,538 $ 5,248 93% 85% to blink. 170' & over $ 8,523 $ 8,523 $ 7,195 81% 100% We all look SOURCE: WorkBoat survey of 32 offshore service vessel companies. at OPEC, specifically Saudi Arabia, expecting action Brazil and parts of Africa. The lasting to address the oil glut. But OPEC has result, which lingers today, was the loss a strong historic precedent against of Saudi market share worldwide. cutting oil supply. Remember the oil The lower oil prices are taking a crises of the 1970s? They began when big toll on countries that count heavSaudi Arabia restricted production ily on oil revenues, like several OPEC and exports to punish specific western members. countries for participation in 1973’s To cut production now to raise prices Yom Kippur War. The move backfired would put Saudi and OPEC market badly. The increase in crude prices share at substantial risk again. In midworldwide, coupled with restricted sup- December, OPEC said a clear picture ply to targeted areas, led to the rapid on oil prices and what changes need to development of other oil rich regions, be made will not emerge until the end among them the North Sea, offshore of June 2015.
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Ocean Marine Division
11
12/15/14 5:16 PM
STOCK CHART
WorkBoat Composite Index Stocks of operators get hammered again
For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/ workboat-index.aspx
INDEX NET PERCENT COMPARISONS 10/31/14 11/28/14 CHANGE CHANGE Operators 457.97 399.62 -58.35 -12.74 Suppliers 2733.08 2814.37 81.30 2.97 Shipyards 1603.97 1634.06 30.09 1.88 Workboat Composite 1751.82 1741.99 -9.83 -0.56 Oil Service Index 248.74 215.72 33.02 -13.27 Dow Jones Industrials 17390.52 17828.24 437.72 2.52 Standard & Poors 500 2018.05 2067.56 49.51 2.45
T
he WorkBoat Composite Index was only off about 10 points in November, but that masked the big story. After treading water in October, operators lost 58 points, or 13%, in November. The Philadelphia Oil Service Sector Index also lost 13% in November and dropped another 9.5% through Dec. 12. The big percentage losers for the month were all drillers, including Transocean, which lost 30%. At the Cowen and Company Fourth Annual Ultimate Energy Conference held in New York in December, Steven L. Newman, president and CEO of Transocean, was asked about falling oil prices and its effect on rig counts. He said the global rig count, at best, will be flat in 2015. “We expect 2015 to be every bit as tough if not more difficult than 2014. The rig count in the Gulf of Mexico is likely to go up and rig counts in some other areas of the world is going to have to go down to compensate for that.” In Transocean’s third quarter earnings call, Newman said the company was still bullish. “As you know, the most effective cure for a low oil price is a low oil price, and we maintain that our customers’ obligation to replace reserves and grow production will inevitably drive a return to drilling. It is in this context that our long-term bullish view of offshore drilling remains intact, underpinned by our fundamental belief in the long-term growth of energy demand and the key role that offshore hydrocarbons will play in meeting that demand. The industry has been through these downturns before, and Transocean is well positioned to manage through this one.” — David Krapf 12
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www.workboat.com • JANUARY 2015 • WorkBoat
12/15/14 5:16 PM
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12/9/14 12:54:09 11:13 AM 7/17/2014 PM
Inland Insider The deepwater Gulf continues to develop
A
lot has happened in the deepwater Gulf of Mexico (GOM) since the 2010 Deepwater Horizon explosion and oil spill. Exploration and planned or new production platforms in the deepwater U.S. Gulf continues to grow, which is good news for both the blue water and brownwater sectors. The resurgence in deepwater GOM activity is marked by about a dozen large and expensive new projects. One is Royal Dutch Shell’s Olympus platform located about 130 miles offshore in about 3,000' of water. Other companies with new projects include Hess, Exxon Mobil and Chevron. BP also has two projects in the Gulf. Together these projects have the capacity to pump well over one million bbls. of oil
a day. The increase in GOM deepwater oil production marks a turning point from the recent long-term pattern of declining GOM output. U.S. Gulf oil production had been nearly four million bpd in 2001, declining to about 1.9 million bpd by 2013. Meanwhile total U.S. oil production increased from nearly 16 million bpd in 2001 to nearly 20 million bpd by 2013. The GOM share of total U.S. oil production declined from 25% in 2001 to about 10% in 2013. The resurgence in deepwater GOM oil production was a natural development in response to the sustained oil prices of $100 bbl. in recent years. Even with the recent 40% drop in oil prices, most planned deepwater oil production increases are expected to proceed. The current resurgence and competitive position of deepwater GOM oil production seems secure. However, there are several uncertainties such
as rising costs and competition from the significant increase in land-based domestic crude production that has marginalized the GOM deepwater By Kevin Horn market share during the past decade and contributed to the current drop in oil prices. Regardless of the longevity of the resurgence of GOM deepwater, the new large platforms that are coming on line will provide a long-term market for the oil and gas vendors and services required to support it. Louisiana and Texas should see positive long-term economic impacts. And the positive downstream effects from deepwater development will include the shallow-draft barge industry. 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 How to handle a vessel fire
N
othing is worse than a fire aboard your vessel, especially when the fire is in areas that are hard to reach and fueled by something you’re not prepared to deal with.
Here’s a true story. A vessel was making a passage from the outer islands in Maine to the mainland when its diesel engine began racing. Looking below in the engine room, the crew
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NABRICO 11/6/14
found a fire — a big fire — and seawater didn’t help much to put it out. What was causing the fire and the engine to race? A hydraulic line above the engine had By Gene developed a crack McKeever and pressurized hydraulic fluid formed a mist in the air that simultaneously ignited and fed the diesel engine more fuel through the air intakes. The faster the engine ran, the more pressure it built in the hydraulic lines and the more mist it created. What a nightmare. There was virtually no way to slow the engine down until the mist stopped. Finally a crewman risked his life to get enough water in there to drown the engine. I remember a news report where a fire department said that they couldn’t reach many areas in a ship fire because they didn’t know their way around. The report also mentioned that the ladder ways and gangways firefighters could 2:47 PM use were like chimneys, causing intense heat to concentrate in them. What resonated the most with me was the lack of access to the actual area of the fire and that fire departments don’t know their way around vessels in order to correctly fight the fire and mitigate the damage. Third, but just as important, is a lack of crew training in fighting fires. Remember that the vessel is your only hope at sea, so you really need to know how to handle a fire. Be sure to practice fire drills on your vessel. Invite your local fire chief aboard to get familiar with your vessel and then invite the whole department out for a drill or two. Find out where the chimney effect may happen and imagine the many different ways to get to a fire on your vessel. It may save your life. Gene McKeever is a marine insurance agent with Allen Insurance and Financial. He can be reached at 800-4394311 or gmckeever@allenif.com
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www.workboat.com • JANUARY 2015 • WorkBoat
12/15/14 5:16 PM
Legal Talk A shipyard and construction company at loggerheads
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usiness owners are attracted to the notion of incorporation. That’s because corporations have a unique trait. Generally, owners and staff are not personally on the hook if the business is sued. But that isn’t always the case. A recent Fifth Circuit decision involving a shipyard and construction company demonstrate how this basic premise could change when a corporation is dissolved. In 4 H Construction v. Superior Boat Works Inc., Superior Boat performed repairs on two deck barges owned by 4 H. The parties had a dispute about the agreed upon scope of work. Ultimately, the shipyard refused to release the barges without payment for the repairs. 4 H filed a lawsuit against the shipyard and its president alleging conversion, which is the act of doing something inconsistent with the ownership rights of another. Basically, “I want my barges back.” The shipyard filed counterclaims for breach
BALLAST
of contract, misrepresentation, in addition to a maritime lien as security for the damages. It also brought an alternative claim for quantum meruit and unjust enrichment. Quantum meruit roughly means, “The deal’s off? Okay, then pay me for the work I’ve done up until now. The lower court dismissed the shipyard’s counterclaims because it had been dissolved. The court found the shipyard and its president liable for conversion and entered judgment against them for $17,875. They appealed the decision. Soon after, the shipyard filed for bankruptcy. The bankruptcy matter was ultimately resolved, and the shipyard was reinstated as a corporation. In the end, the appeals court agreed with the lower court, pointing out that under Mississippi law a corporation that has been dissolved may not maintain a legal action until it is reinstated. Also, the owner of a corporation is personally on the hook for the liabilities of the company after its dissolution if he played an active role in the corporation. When a corporation is dissolved, it is granted certain authority to wind up and liquidate its affairs. But in this case, the lower court felt the shipyard had not wound up its business affairs.
VESSEL DRAFT
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Tim Akpinar is a Little Neck, N.Y.based maritime attorney and former marine engineer. He can be reached at 718-224-9824 or t.akpinar@ verizon.net.
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www.metalsusa.com www.workboat.com • JANUARY 2015 • WorkBoat
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JANUARY 2015 COMPILED AND EDITED BY KEN HOCKE, SENIOR EDITOR
NEWS LOG
NEWS BITTS TOWING VESSEL REGS GETS NEW AUGUST ROLLOUT DATE
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Bruce Buls
The drillship Noble Discoverer at Vigor Shipyard in Seattle in June 2012 prior to leaving for drilling operations in the Arctic.
Noble to pay $12.2 million to DOJ over Alaska drilling
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oble Drilling will plead guilty to environmental and maritime crimes for operating the drillship Noble Discoverer and the drilling barge Kulluk in violation of federal law in Alaska in 2012, the U.S. Department of Justice (DOJ) announced in early December. As part of the plea agreement filed in federal court on Dec. 8, London-based Noble will plead guilty to eight felony offenses, pay $12.2 million in fines and community service payments, implement a comprehensive environmental compliance plan and be placed on probation for four years, the DOJ said in a statement. In addition, Noble will implement an environmental management system for all mobile offshore drilling units (MODUs) owned or operated by the company, the DOJ said. Two years ago, Shell sent the anchorhandling tug Aiviq to tow the 266'dia. drilling barge Kulluk from Dutch Harbor, Alaska, to Seattle for repairs. It 18
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never made it. The rig broke numerous tow lines during a storm in the Gulf of Alaska and ended up grounded 10 days after it left Dutch Harbor. The incident added a dubious chapter in the history of drilling for oil and gas in Alaska and the Arctic. Noble’s offenses include knowingly failing to maintain an accurate oil record book and an accurate International Oil Pollution Prevention Certificate, knowingly failing to maintain a ballast water record book, and knowingly and willfully failing to notify the U.S. Coast Guard of hazardous conditions aboard the 514'×71' drillship Noble Discoverer. At the time of the offenses, the Noble Discoverer was operating under contract to Shell Offshore and Shell Development for the purpose of drilling in the Arctic in Alaska. “These charges principally relate to deficiencies and maintenance issues raised by the U.S. Coast Guard during an inspection of the Noble Discov-
final rule for new federal regulations intended to improve safety of the nation’s towing vessel fleet continues to limp along the approval process, with yet another new projected date announced for publication of the final rule: August 2015. The new date replaces earlier projections of March 2015 and late 2013-early 2014. The new date for Subchapter M was published Nov. 21 in the Unified Agenda of Regulatory and Deregulatory Actions. The comprehensive new towing vessel inspection scheme will include company compliance, vessel standards and oversight. It will also allow towing vessel companies the flexibility to customize their approach to meeting the new standards, which will be implemented in a multiyear phase-in. This will be the first ever inspection program for the U.S. towing industry. The regulations currently await clearance at the Coast Guard, which is a crucial first step in the approval process. The Coast Guard has been developing the details of the regulations for more than three years and has held numerous public hearings and comment periods to gain input from the towing industry. The USCG researched both the human factors and equipment failures that caused accidents and developed standards that would reduce the risk of accidents. After release from the Coast Guard, the regulatory package will go for review to the Department of Homeland Security and the Office of Management and the Budget. This will likely take several more months. — Pamela Glass
erer following a successful drilling season in offshore Alaska during 2012,” Noble said in a statement following the DOJ announcement. “Issues noted
www.workboat.com • JANUARY 2015 • WorkBoat
12/11/14 2:19 PM
related to the Kulluk focused on recordkeeping. Concerns related to the Noble Discoverer have been addressed during the renovation and modernization of the rig which occurred as part of an extensive shipyard program conducted in Korea and Singapore.” During the Noble Discoverer’s renovation, the drillship had its main propulsion and generator systems replaced and improvements were made to bilge water collection systems. Noble added that it has also strengthened its training programs so that its operations “more aptly reflect the company’s deep commitment to safety, compliance and environmental protection.” — Ken Hocke
More opportunities for Jones Act vessel operators
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ebt-laden Horizon Lines’ shutdown and selloff of its operations in Puerto Rico, Alaska and Hawaii shuffles the Jones Act lineup in all three locations. Horizon is expected to cease liner service to Puerto Rico by the end of 2014 and sell its Alaska business and all outstanding shares to Matson Inc. in an all-cash deal valued at $456.1 million. It will also sell its Hawaii business to the Pasha Group for $141.5 million. Matson and Pasha currently serve Hawaii. Horizon was the only carrier serving Alaska, Hawaii and Puerto Rico from the continental U.S. The deals are expected to be completed in 2015, subject to regulatory approval. “It’s rare to see acquisitions of this size in the Jones Act,” said Kevin Sterling, an analyst with BB&T Capital Markets. In a July note he signaled big changes ahead for Horizon, which, he said, is “now in the hands of more stable operators” that will invest in new, more fuel-efficient equipment. Horizon CEO Steve Rubin attributed the Puerto Rico exit to uncertain prospects for the island’s economy, continuing losses, aging ships and large
capacity additions by other carriers. Charlotte, N.C.-based Horizon, which traces its history to the mid-1950s and went public in 2005, operated two vessels built in the early ‘70s, down from four in 2012. In Puerto Rico, Horizon was cutting prices to maintain market share, Sterling said. Crowley Maritime “is going to be the winner in Puerto Rico,” he said VT Halter Marine is building two 702'×106'×32'8" LNG-powered ships for Crowley’s Puerto Rico trade due out in mid- and late-2017. Asked to comment on Horizon’s departure, Crowley spokesman Mark Miller said his Jacksonville, Fla.-based company “will be proactively monitoring cargo volumes in the trade and will be ready to introduce additional capacity should that become necessary. Additional investment in new terminal facilities in Puerto Rico is planned.” Sea Star Line president Tim Nolan said his company’s commitment to Puerto Rico “is evidenced by our recent charter of the world's first liquefied natural gas (LNG) containerized vessels and related infrastructure projects in preparation for these vessels to enter the Puerto Rico trade in October 2015.”
NEWS BITTS BILL WOULD ALLOW DELTA QUEEN TO SAIL AGAIN
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ew federal legislation would require safety improvements to allow the Delta Queen to cruise again, though the vessel isn’t mentioned by name in the Senate bill (S.2924). The move would exempt old vessels operating on inland waters from current fire hazard restrictions if the owners “make annual structural alterations to at least 10 percent of the areas of the vessels that are not constructed of fire-retardant materials.” Earlier legislation that passed the House but not the Senate gave the historic steamboat a 15-year exemption to regulations that require passenger vessels for 50 or more passengers be made of fire retardant materials. Built in 1926, the steel-hulled Delta Queen with its wood and steel superstructure had been kept alive with a series of exemptions. She stopped sailing in 2008 and is tied up in Chattanooga, Tenn. Cornel Martin, a former company executive working with a group of investors to buy the boat, said the new legislation introduced in November hopefully gives the exemption a better chance of passage. The wording was changed to accommodate a senator’s concerns. Martin said he has a purchase agreement for an undisclosed amount contingent on approval of the federal legislation. He plans about $5 million in renovations including boilers, generators and HVAC systems. “I don’t know if she can last another two years in layup,” he said. A spokesman for Sen. Sherrod Brown, D-Ohio, said he would reintroduce the bill in the next Congress if it didn’t pass the current session. — D.K. DuPont
www.workboat.com • JANUARY 2015 • WorkBoat
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Trailer Bridge, a third player in the Puerto Rico trade, could not be reached. Sterling called the Alaska deal a “transformative acquisition” and a logical extension of Matson’s existing business. “We believe that Matson has been eyeing the Alaska trade for some time,” he said, but management indicated a startup was unlikely given the cost of new Jones Act equipment and the size of the market. The purchase gives Matson “50 percent market share in a stable and mature trade lane.” Totem Ocean Trailer Express Inc. (TOTE), a Sea Star Line sister company, is the other big player. Alaska “represents a rare opportunity to grow our business in the U.S. domestic markets,” Matson CEO Matthew Cox said in a conference call. Approximately 80% of the Alaska business overlaps with Matson’s Hawaii customers. Horizon runs three diesel-powered containerships with a remaining useful life of about 10 years and has a reserve steam-powered containership for drydock relief. It also operates Alaska terminals in Anchorage, Kodiak and Dutch Harbor. Honolulu-based Matson plans to
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LNG marine fuel use touted at 2014 WorkBoat Show
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he development of LNG as a marine fuel in North America continues to gain momentum, according to panelists at a conference session at the International WorkBoat Show. John Hatley, Americas vice president for Wärtsilä, made the case that LNG fuel not only eliminates major pollutants and reduces carbon dioxide emissions, its cost is about half that of ultra-low-sulfur diesel, which he called
Diversified Communications / Ed Levy
install main engine scrubbers in each vessel starting in the second half of 2015 at a cost of $6 million to $8 million per vessel, said CFO Joel Wine. The conversions are being done to meet new North American Emission Control Area (ECA) standards. The ECA, which extends 200 nautical miles from the U.S. and Canada and around Hawaii’s major islands, requires fuel with a 0.1% sulfur limit. Steamships are exempt until 2020. Pasha, which got its start in Hawaii a decade ago with the first pure car/truck carrier for the trade lane to the mainland, will get Horizon’s four Jones Act container ships. — Dale K. DuPont
John Hatley of Wärtsilä said LNG costs half as much as low-sulfur diesel.
“champagne fuel.” Even with the recent decline in the price of crude oil, LNG continues to enjoy a competitive price advantage, he said. He also noted that Marad would provide Title 11 loan guarantees for marine LNG projects, which means lower-cost construction loans. Aziz Bamik, general manager of GTT North America, reported that his engineering company recently licensed Conrad Shipyard to build its proprietary membrane containment systems that reduce the on-board space required for LNG storage. “You can save up to 40 percent in
volume,” he said, “which allows you to carry more mud or other cargo.” He said the first mock-up of a LNG bunker barge under construction at Conrad should be complete by the end of the year. David Schultz, senior vice president of LNG America, admitted that there’s still “a lot of stuff to be put together” for LNG distribution, but said there’s an “enormous amount of supply for the Gulf from Sabine Pass” LNG export terminal and that his company will be able to supply LNG marine fuel in the Gulf by late 2015 or early 2016.
— Bruce Buls
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www.workboat.com • JANUARY 2015 • WorkBoat
12/11/14 2:16 PM
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CONSTRUCTION ACTIVITY AT WORKBOAT YARDS
On TheWays
ON THE WAYS
Seacor Marine [aerial], Cummins Marine [engines]
Seacor gets first of new monohull fast suppliers
The 10,800-hp Alex F McCall has four Cummins-powered waterjets (below right). Compiled and edited by Bruce Buls, Technical Editor
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nown as an innovator in the design and construction of crewboats and fast suppliers, including high-speed catamarans, Seacor Marine, Houma, La., took delivery of the first of 10 new monohull fast crew/support vessels back in February. All 10 are designed by Incat Crowther, the Australian design firm with U.S. offices in Lafayette, La. The Alex F McCall was built at Gulf Craft, Franklin, La., and is the first of four boats in the 202-class. Two are being built at Gulf Craft and two at C&G Boatworks, Mobile, Ala. All four boats measure 202'×34'×13' and are powered by four Cummins QSK60 Tier 3 engines rated at 2,700 hp at 1,900 rpm for 10,800 hp total. Each engine turns a Twin Disc MGX-61500 SC marine transmission that drives a Hamilton HT810 waterjet to give the boat a 32-knot maximum speed. At a cruising speed of 26 knots (1,800
rpm), the mains burn 366 gph. At the economy speed of 22 knots, (1,500 rpm) fuel consumption drops to 264 gph. Ship’s service power is provided by three 290-kW main generators powered by Cummins QSM11s. In addition to pumping and general needs, the gensets also power three electric 200-hp Thrustmaster tunnel bowthrusters for the DP-2 crew-supply boat. The 136'×27' cargo deck is estimated to have a 400-LT capacity. Below-deck capacities include 92,418 gals. of fuel, 10,848 gals. drill/fresh water and 3,200 gals. potable water. Discharge rates are 300 gpm at 380' for drill water and 354 gpm at 394' for fuel oil. www.workboat.com • JANUARY 2015 • WorkBoat
12/11/14 5:10 PM
Bruce Buls
Brunswick’s Impact 650 RIB, pictured above, and Metal Shark’s 29 Defiant received lots of looks at the International WorkBoat Show in December.
Total vessel deadweight is 472 LT. Crew accommodations include 11 berths in six cabins. Seating is provided for 64 passengers. In addition to the 202 class, Seacor is also getting a second and third set of new monohull fast-suppliers. The second set has been designated the Express class and will measure 210'×33' and be powered by five Cummins QSK60s (13,500 hp total) with five Hamilton HT810 waterjets. The center jet in this configuration will not be steerable or reversible. Design speed is 37-plus knots, light. The third set is the 206'×33' Express Plus class, which will also have five propulsion engines and waterjets. “This class will be just as fast as the Express class but will have capability to transport 100 passengers,” said Seacor’s Joe McCall. “One hundred passengers is more than a typical crewboat can carry.” McCall added that the new boats would top more than 20 knots loaded. “But we are marketing them for
their light-boat speeds.” The Express-class boats are being built at C&G and the Express Plusclass boats are under construction at Gulf Craft. — Bruce Buls
Brunswick, Metal Shark show their stuff at the WorkBoat Show
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runswick Commercial & Government Products, Edgewater, Fla., and Metal Shark Aluminum Boats, Jeanerette, La., both had multiple boats on display at December’s International WorkBoat Show in New Orleans. The two companies were located side by side, so visitors got a chance to climb around a bunch of boats all in one spot. Brunswick had three boats on display at this year’s show, including an Impact 650 RIB with Wing inflatable collars. The 21'×8'8" boat is powered by a single 170-hp Volvo Penta diesel outdrive and was built to tow oil booms for the Marine Spill Response Corporation. BCGP also had a Boston Whaler 32' Justice law-enforcement boat on dis-
www.workboat.com • JANUARY 2015 • WorkBoat
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play with twin 300-hp Mercury Verado outboards and a 12-meter Impact RIB (40'×12') with quad 300-hp Mercury Verados that push the offshore interdiction boat to 65 knots. “The new 1000, 1100 and 1200 Impact models all feature about 30 percent more deck space than the previous models,” said Jeremy Davis, BCGP’s director of sales. “And with increased lateral stability, users also have the option for quad outboards for faster response times.” One of the two boats on display by Metal Shark was a 29 Defiant that’s based on the Louisiana boatbuilder’s Response BoatSmall design for the Coast Guard. The 29'×8'6" aluminum patrol boat has a smaller cabin than the RB-S and a larger cockpit. Power for this boat, which Metal Shark will take on the road as a demonstrator, is provided by the newest generation of Evinrude E-Tec outboard engines. The twin 300-hp Evinrudes push the 29 Defiant to speeds in the mid-60s (mph).
— B. Buls
Naiad nearing completion of 57' pilot boat for Texas
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aiad Inflatables is putting the finishing touches on a 57'×16'×7' aluminum pilot boat for the Matagorda Bay Pilots in Port Lavaca, Texas. The $1.5 million RIB, with a 4'6" draft, is the largest pilot boat ever built at Naiad’s Newport, R.I., facility. “The Naiad 15-meter pilot vessel is a proven platform with 10 sisterships already in service,” said Stephen Connett Jr., Naiad’s president. Designed and engineered by Steve Schmidt of Naiad Design, Picton, New Zealand, the fendering is Naiad's proprietary foam core system, which the company has been using on commercial RIBs for more than 12 years. 23
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On TheWays
BOATBUILDING BITTS
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Crescent Towing will be adding two more ASD tugs to its Mississippi River fleet.
Jensen Maritime Consultants
illard Marine, Anaheim, Calif., has acquired the rights to design and build Crystaliner boats, a line of fiberglass surf and rescue boats that date back to 1956 but were discontinued in 2012. Willard will also now be building commercial and military vessels designed by SeaArk Marine, Monticello, Ark. SeaArk also ceased production a few years ago, but its work and patrol vessel designs will now be built and marketed by Willard. Rodriguez Boat Builders, Bayou La Batre, Ala., recently delivered a 65'×26' Lugger-style tug to Belle Chasse, La.-based Cvitanovic Towing. Main propulsion for the Andrew C comes from a pair of Cummins 355-hp QSM11-M diesels, producing a total of 710 hp. The mains connect to Kahlenberg 51"×49", 4-bladed propellers through ZF 325 gears with 2.95:1 ratios. Designed and built to service rigs in the extensive delta area of the Mississippi River, the tug only draws 5'6". Capacities include 10,600 gals. of fuel oil and 24,300 gals. water. For cargo transfer the tug is fitted with a Veeder Root discharge meter. The tug’s 400 The Andrew C is a new 65'x26' sq. ft. of deck space shallow-draft, Lugger-style tug allows for transport built by Rodriguez Boat Builders for of smaller pieces of Belle Chasse, La.-based Cvitanovic equipment. Towing. Sabine Pilots, Grove, Texas, has ordered a new pilot boat from Gladding-Hearn Shipbuilding. Delivery is expected in late 2015. With a deep-V hull designed by C. Raymond Hunt Associates, the all-aluminum Chesapeake-class pilot boat measures 53.6'×17.8' with a 4.8' draft. The launch will be powered by twin Caterpillar C-18s diesels, each rated at 715 hp at 2,100 rpm. Loaded top speed will reach 28 knots. The engines will turn 5-bladed nibral propellers via Twin Disc MGX-5135A Quick Shift gears. A Humphree Interceptor trim tab system, with automatic trim control, will be installed at the transom. The vessel will be equipped with a 12-kW Alaska Diesel genset. The boat will include wide side decks, side and rear doors, and boarding platforms on the roof and bow. Throttle and steering controls at the stern and a winch-operated, hinged rescue basket will be installed for pilot rescues. The wheelhouse will be cooled by two 16,000-Btu air conditioners. A third, 12,000-Btu unit will be installed in the foc’sle. Interior accommodations include eight Llebroc seats, a head, a small galley and
two settee berths forward. Crescent Towing, New Orleans, is adding two more ASD tugs to its fleet. The design for the 92-footers was developed by Jensen Maritime Consultants, Seattle, and will be built by Steiner Shipyard, Bayou La Batre, Ala. The tugs will be the fourth and fifth designed for Crescent by Jensen. The 5,360-hp boats will be powered by GE 8L250 Tier 3 main engines turning Rolls-Royce US 255FP Z-drives, which will produce 70 MT of bollard pull, and a modified staple placement is expected to increase steering forces by approximately 30%. The tugs are scheduled for delivery in November 2015 and January 2016. Moran Iron Works, Onaway, Mich., landed a contract to build a new all-aluminum passenger ferry for Shepler’s Mackinac Island Ferry, also in Michigan. The new 85-footer, to be named Miss Margy, is scheduled to carry its first passengers to the Lake Huron resort island next July. The Subchapter K boat will carry up to 281 passengers at a top speed of 40 mph. Bollinger Shipyards, Lockport, La., has added two new drydocks with a total lifting capacity of 12,000 tons. One of the docks, Mr. Eric, measures 320'×100' between the wing walls. The 10,500-ton drydock is located at Bollinger’s Port Fourchon, La., facility, where it joins two other floating drydocks. The other new drydock, with a 1,500-ton capacity, will be located at Bollinger Quick Repair in Harvey, La. It measures 160'×60'.
Bollinger Shipyards
Rodriguez Boat Builders
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Bollinger’s new 10,500-ton drydock (top) services the Harvey Supporter at Port Fourchon, La.
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“The Naiad 15-meter pilot vessel is a proven platform with 10 sisterships already in service.” Stephen Connett Jr. President, Naiad
Naiad Inflatables
On TheWays
with main propulsion. The DI13s will connect to Michigan Wheel 4-bladed, 30"-dia. props on stainless steel shafts through Twin Disc MGX-5114 gears. The propulsion package will give the RIB a running speed of 30 knots. There’s tankage for 525 gals. of fuel. Controls will be ZF 4200 and Seastar will provide the steering system. The cabin area will be well appointed with Shockwave seating, full Raymarine electronics suite and air conditioning. The pilot boat is scheduled for completion in early January.
New 57' pilot boat is the largest ever built by Naiad Inflatables.
“It's large cross section offers better protection and better shock absorption than the smaller, denser materials offered by many of our competitors,” said Connett. “One of the primary benefits
of this system is greatly increased safety for both the vessel and crew.” Twin Scania DI13 77M marine diesels, producing 700 hp at 2,200 rpm each, will provide the new RIB
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12/11/14 5:11 PM
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12/9/14 11:14 AM
On Display
Bruce Buls
News from the 35th International WorkBoat Show.
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rom his harrowing ordeal with Somali pirates, Capt. Richard Phillips learned three important things: “You are much stronger than you’ll ever know; nothing is over ‘til we choose to give up; and a dedicated, motivated, focused team can overcome most any obstacle.” The importance of those points was reflected on the opening day of the 35th annual International WorkBoat Show in December in Phillips’ fast-paced, dramatic keynote speech on the hijacking of the Maersk Alabama in 2009. He detailed everything from the piracy drill before the Somalis boarded to his rescue by Navy SEALs — much of which has been portrayed in his book and in the 2013 movie. In an answer to a question from the standing-room-only crowd estimated at around 800, Phillips said he endorsed weapons onboard. “I think we should have armed security, and crews definitely need training,” he said, noting that piracy isn’t just off Somalia but elsewhere around Africa, Asia and Latin America. Phillips also explained why he boarded the lifeboat with the pirates hoping to be exchanged for one pirate taken by his crew. “I believed my major responsibility was to get these pirates off my ship,” he said. The pirates’ boat had sunk, so it was agreed to let them have the ship’s lifeboat, but they needed a crewmember to operate it. Phillips thought he should be the one. “For me to leave my ship wasn’t surrender, wasn’t heroism. It was my duty,” he said. “My crew, my ship and cargo were free and clear. That’s how I ended up on the lifeboat with the pirates.” But they didn’t let him go. “Another lesson I learned — never trust a pirate.” Before the ordeal began, Phillips had held a piracy drill. “I always told my crew it was a matter of when not if.” The drill turned up some problems such as open doors that should have been locked. Then they saw the pirates approaching and heard bullets flying into the
All photos Diversified Communications/Ed Levy
From Staff Reports
Capt. Richard Phillips delivered the opening keynote address at the 35th International WorkBoat Show held in December in New Orleans.
hull. Soon Phillips issued the warning “pirates aboard, pirates aboard.” Most of the crew were in the safe room, and because of the drill, “doors that should have been locked were locked.” The 508', 1,068-TEU containership was dead in the water and Phillips refused the pirates request to get it going. He told them they broke it and said he didn’t know where the crew was. He and the pirates eventually got into the lifeboat where his unsuccessful escape attempt resulted in his being tied up so tight he still has scars and numbness. “I worked at staying calm,” said Phillips, a 1979 graduate of the Massachusetts Maritime Academy. “For as long as you don’t give up, you still have a chance. He realized the Navy was nearby. They got the pirates and freed him. “The real heroes of this story,” Phillips said, “are the military and Navy SEALs.” — Dale K. DuPont ****
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rank Foti, the CEO of Vigor Industrial, Portland, Ore., delivered his message of “truth, responsibility, evolution and love” to the keynote audience on the second day of the show. With a presentation that began with a slide show featuring the faces of shipyard workers and music by Sting, Foti engaged the audience with anecdotes, a stuffed-toy elephant and the thinking behind his company’s mission statement, which he and his executive team have boiled down to the four words quoted above.
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“Truth is the hardest one,” he said. “It’s the elephant in the room, but it’s very important to speak openly about what’s not good or not working right.” Regarding responsibility, Foti said that at Vigor, “If you see it, you own it.” In other words, it’s everyone’s responsibility “to act on what you know is right.” Evolution means adapting to a changing world. “We can get too rigid,” he said, and then played a “Star Wars” video clip with Yoda saying, “You have to unlearn.” Love, he said, means caring about the people you work with and the world we live in. Foti illustrated this value with a story about a single mom who works at Vigor’s shipyard in Ketchikan, Alaska. When the roof of her house was literally blown off during a recent storm, the shipyard essentially shut down for a day while her co-workers rebuilt her roof. Regarding the mix of work many shipyards depend on, Foti said that the industry is “too dependent on the military.” He said that this government work “needs to be part of what we do — and we’re grateful for it — but there should be a better balance with commercial work.” When asked if he intended to expand into the Gulf, Foti said that there was already a “lot on our plate with nine yards” in the Pacific Northwest and Alaska. He said Brazil has been considered for expansion, but with the recent merger with Oregon Iron Works and the anticipation of a recapitalization of the North Pacific fishing fleet, “the future is bright” on the West Coast and Alaska. — Bruce Buls 29
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••••
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he marine transportation system is uniquely situated to play a larger role in the future of a nation that is expected to have nearly 80 million more people by 2050, U.S. Maritime Administrator Paul “Chip” Jaenichen said during the final keynote address at the show. That means more coal, petroleum, grain, sand and gravel and other commodities — 10 billion more tons of domestic cargo will be needed by midcentury, according to one estimate, he said. Three quarters of the population will live in 11 “megaregions,” one of which will be a dense, uninterrupted stretch from Pensacola, Fla., to the southern tip of Texas. “Most of the emerging megaregions are located on major maritime hubs,” Jaenichen said. “It will require substantial improvements in service and facilities for the national marine transportation system to reach its optimal potential.” Marad is working on a national maritime strategy to strengthen not only the marine transportation system but also the U.S. shipbuilding and repair industry and the U.S. merchant marine, he said. And, he added, “We are taking great pains to ensure that the inland waterways and the offshore industries are included in our final product.” Jaenichen also promised “that the Maritime Administration will staunchly and aggressively defend the Jones Act — wherever the attacks may be coming from.” “Right now, the Jones Act is in a very solid position,” he said. “The Jones Act is and always will be under attack, and we will have to be vigilant against those threats because once fractured, those cracks will tend to spread.” — D.K. DuPont ••••
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Frank Foti of Vigor Industrial espoused on his company’s philosophy during the first of two keynote addresses on the second day of the show.
on Sandahl, a Coast Guard electrician stationed in Panama City Beach, Fla., wants to get into the marine industry when he retires from the service in two years. He’s working on his third engineer’s license and aiming for a spot on an offshore service vessel, like some of his friends have. “That seems like a good fit for me,” said Sandahl, who was one of the estimated 200 armed services personnel at the Military2Maritime job fair held during the show. “Good fit” also was a common expression among the nearly 50 companies that participated in the event, sponsored by the American Maritime Partnership (AMP) and the Offshore Marine Service Association (OMSA). It was the latest in a series of such events designed to help current and former members of the military find jobs in the domestic maritime industry. The unemployment rate for Gulf War Era II vets (anyone on active duty since September 2001) was 5.7% in November, compared to 5.8% for the U.S. as a whole, Bureau of Labor Statistics data show. The U.S. Coast Guard also was on hand to provide information about credentials needed to make the transition. Not all military education, training and experience are recognized as meeting certification standards. Lt. Josiah Star, a search and rescue controller with the Coast Guard in New Orleans, expects to start the licensing process soon. He came to the fair to explore his options in the industry when he gets out of the service in two years. “I love being out on the water. It’s a beautiful way to make a living,” said Star, who expects to work his way up to master. Veterans are “well-suited to work on our boats. They understand the chain of command. They make great employees,” said Kyle Buese, general man-
ager, vessel operations, Kirby Inland Marine, Houston. Kirby expects to hire about 250 deck people and another 60 to 70 for the wheelhouse over the next 12 months, Buese said. The inland tank barge operator has a Coast Guard-approved training center and licensing department. “We handle the whole thing,” he said. “Employees are getting paid while doing training.” From earlier military to maritime events held in Houston and Jacksonville, Fla., “we have gotten quite a few good candidates.” Nicky Collins, recruiter for Edison Chouest Offshore, Cut Off, La., said he “could see myself hiring five veterans that came here today.” “Veterans are used to taking orders and running a tight ship, and that’s what we like to do,” he said. “Veterans are very disciplined and good workers.” Noel Ramos, personnel director for Weeks Marine’s dredging division, agreed. “They have a good work ethic. Backgrounds are easier to check. They’re used to travel and a lot of their experience can be converted to our business,” said Ramos, who needs dredging equipment operators, naval architects, site safety officers, surveyors, crane operators and welders. For more information, go to: www. AmericanMaritimePartnership.com/ Military2Maritime — D.K. DuPont ••••
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eople who can’t meet Coast Guard medical certification requirements often fall into two categories — those
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who don’t take the medications they should and those who take too much of what they shouldn’t. “I’ve told patients the Coast Guard doesn’t worry about you having high blood pressure. Some people just need medication,” Dr. Brian Bourgeois, owner of West Jefferson Industrial Medicine, New Orleans, said at a WorkBoat Show session on an issue
that frustrates many trying to get their credentials. “I don’t fail somebody for having high blood pressure. I fail them for not taking their medication.” On the other hand, people often take drugs they really don’t need. But all in all, there are very few disqualifiers for meeting the standards. “The majority of problems are fixable,” said Bourgeois, who also is a
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About 200 armed forces personnel and 50 companies took part in the Military2Maritime job fair held at the WorkBoat Show.
member of the Coast Guard’s Merchant Mariner Medical Advisory Committee. “You can’t make a risk zero. You can’t make every illness go away.” The major medical issues facing mariners — and ones that hold up most certificates — include cardiovascular disease, diabetes, hypertension, medications and seizures. There also are folks who may have conditions that make them too risky to be on a vessel. For example, “seizures are inherently unpredictable,” he said. And administering insulin is problematic because it needs to be kept cool and requires needles. “I’m not a big fan of insulin-dependent diabetics working on a vessel,” said the doctor who performs Coast Guard physicals. He also suggests testing mariners maybe once a year in case they began taking addictive over-the-counter or prescription drugs since being hired. “As an employer, you can’t ask those questions,” Dr. Bourgeois said, “but I can.” He also said the medical advisory committee formed four years ago to simplify and clarify the review process is making progress. “It’s slow, but it’s moving.” The 14-member group of health care professionals and mariners has suggested some changes that would allow people with certain conditions to work inland but not offshore instead of disqualifying them altogether. Bourgeois said the group wants everyone to go to work, but “we just want the problems to be taken care of.” — D.K. DuPont
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WorkBoat Awards
Significant Boats of 2014
2014
SIGNIFICANT BOATS Great Expectations named WorkBoat's Boat of the Year.
At the International WorkBoat Show held in New Orleans, the editors of WorkBoat magazine presented awards to the owners, designers and builders of 2014’s 10 Significant Boats. Also, for the first time, we selected the Boat of the Year from among the 10 winners. The 2014 Boat of the Year is the offshore refueling vessel Great Expectations, jointly owned by John W. Stone Oil Distributor and Edison Chouest Offshore and built at ECO’s La Ship. Below are descriptions, specifications and photos of each award winner.
Astoria
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he Astoria is the third Kvichakbuilt, Camarc-designed pilot boat purchased by the Columbia River Bar Pilots, Astoria, Ore. The Chinook, the first of three nearly identical boats, was built in 2000 and traded in on the Astoria, the third of this series, which the Seattle-based boatbuilder delivered in March 2014. All three feature virtually the same combination of twin 1,400hp MTU engines, ZF electric-shift transmissions and Hamilton 651 waterjets pushing 75'6"×21'6" aluminum, double-chine monohulls. “By pilot boat standards, she’s long and narrow,” said Keith Whittemore, Kvichak Marine’s president, “and because she’s a doublechine boat, you’re able to make her out 34
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of aluminum with a deeper forefoot, and the double chine acts as an extra spray rail, so she’s very dry on deck up next to the side of a ship.” The boats are also “unbelievably maneuverable with extremely fast throttle response,” said Mike Tierney, a member of the Columbia River Bar Pilots, noting capabilities that are required to cozy up to the side of a running ship in ocean swells while a pilot grabs or lets go of a ladder dangling off the side. The Astoria and its sisters are also self-righting if rolled over in the turbulent waters of the Columbia River bar. The new Astoria has an open cabin inside, with no bulkhead separating wheelhouse controls from the pilot lounge. And where there had been two staterooms forward of the engine room, the Astoria has one
stateroom with two bunks. The other room is a dedicated for electronics.
Buckley McAllister
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esigned by Jensen Maritime Consultants in Seattle and built at Kingston, R.I.-based Senesco Marine for McAllister Towing and Transportation Co., the 96'×36'×14.9' Z-drive harbor/escort tug Buckley McAllister is powered by a pair of Caterpillar 3516 CHD Tier 3 diesels producing a combined 5,150 hp. The main engines are matched up with Schottel SRP 1215 Z-drives and 4-bladed fixed-pitch nibral props in nozzles. It is the first Z-drive harbor/escort tug built by Senesco. Towing equipment includes a JonRie 512 towing winch aft with 2,100' of
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SPECIFICATIONS John Fleck Photography
ASTORIA
2-1/4" wire. The winch has a 140,000lb. line pull at 60 fpm. At the bow, a JonRie 250 escort winch carries 600' of 8" Samson Saturn-12 hawser line with a line pull of 145,000 lbs. at 100 fpm. The JonRie 250 has an active heave compensation system for controlled payout and recovery. The 250-winch system also includes tension meters with data logs and foot controls for hands-free operation. The tug also features a FiFi 1 firefighting system from In-Mar Systems that consists of two forward facing FFS monitors putting out about 6,000 gpm each. A 1,300-hp Cat C32 Tier 3 engine powers the 11,600-gpm firefighting system. Capacities on the tug include 30,000 gals. of fuel; 6,150 gals. potable water; 14,314 gals. fresh water; and 1,500 gals foam. There are accommodations for seven. The tug’s loaded draft is 16'6". The Buckley McAllister is working Massachusetts’ Cape Cod Canal.
Builder: Kvichak Marine Industries Designer: Camarc Design Owner: Columbia River Bar Pilots Mission: Bar pilot transfers Length: 75'6" Beam: 21'6" Draft: 3'6" Hull/Superstructure: Aluminum Main Propulsion: (2) MTU 16V2000, 1,410 hp Marine Gear: ZF 3050
The Frank Banta Jr., which has an operating draft of only 8'4", is designed to travel in areas with low-height restraints. A joint project with Rodriguez Shipbuilding, Bayou La Batre, Ala., Chem Carriers said the new 90'×30'×10' towboat is the first Z-drive towboat with a retractable pilothouse. Lowered, the house is 19'7" and it’s 35'3" when fully extended. Chem Carriers says it can cut over two days travel time off of some east-west tows versus a conventional boat. About two years ago, Chem Carriers took delivery of its first Z-drive towboat, the Brooke Banta. The Brooke’s propulsion package includes a pair of ZF Marine AT 4111 WM–FP azimuth Z-drives and Mitsubishi S6R engines each rated at approximately 1,400 hp at 1,700 rpm. The Frank Banta Jr. has a pair of Mitsubishi S12R engines that produce 1,260 hp each at 1,600 rpm. The engines power a pair of ZF 6000 azimuth Z-drives with ZF 73"×55" 5-bladed
Waterjets: (2) HamiltonJet 651 Service Power: (2) Kohler, 40 kW Speed (max.): 29 knots Capacities (gals.): Fuel, 1,655; water, 75 Passenger/Crew Capacity: 4; 2 Displacement (light): 110,000 lbs. Fendering: Popsafe shock-absorbing foam with polyethylene contact surface Delivery Date: March 2014
stainless steel wheels in nozzles. The Z-drives have much better fuel efficiency. To make the Frank Banta Jr. even more efficient, they gave it a tunneled stern so the Z-drives are pretty well protected. Chem Carriers paid a lot of attention to crew comforts, working to reduce noise and vibration wherever possible. Everything is shock mounted. The generators are double shock mounted. The company also used rubberinserted couplings between stationary piping and pumps. The entire engine room is insulated and sheeted with perforated aluminum, and all exhaust silencers are hospital grade to help further reduce noise levels. The floor is installed over mineral wool and five-quarter plywood with Hardie board overlay. There’s ceramic tile in the galley and corridor, and crown molding throughout the vessel. There are accommodations for 10 including three queen berths. Rodriguez handled construction
Capt. Frank Banta Jr.
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BUCKLEY McALLISTER Builder: Senesco Marine Designer: Jensen Marine Consultants Owner: McAllister Towing and Transportation Length: 96' Beam: 36' Depth: 15' Draft (loaded): 16'6" Towing Equipment: (aft) JonRie 512 towing winch, 2,100' of 2-1/4" wire, 140,000 lbs. line pull at 60 McAllister Towing and Transportation
unshine, La.-based Chem Carriers christened its second Z-drive towboat, the 2,520-hp Frank Banta Jr., in September.
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SPECIFICATIONS
fpm; (bow) JonRie 250 escort winch, 600' of 8" Samson-12 hawser line, 145,000 lbs. line pull at 100 fpm. Main Propulsion: (2) Caterpillar 3516 CHD, Tier 3, 2,575 hp Crew Capacity: 7 Capacities (gals.): Fuel, 30,000; potable water, 6,150; fresh water, 14,314; foam, 1,500 Ancillary Equipment: In-Mar Systems FiFi 1 firefighting system, 11,600-gpm, powered by Cat C32 engine; (2) FFS monitor, 6,000 gpm Delivery Date: June 2014
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WorkBoat Awards
Significant Boats of 2014
CAPT. FRANK BANTA JR. Joe Rodriguez, Rodriguez Shipbuilding
Builder: Rodriguez Shipbuilding/ Chem Carriers Designer: Rodriguez Shipbuilding/Chem Carriers Owner: Chem Carriers Mission: Push barges on the inland waterways Length: 90' Beam: 30' Depth: 10' Hull/Superstructure Material: Steel Main Propulsion: (2) Mitsubishi S12R, 1,260 hp at 1,600 rpm
of the steel towboat’s hull and superstructure and then Chem Carriers’ engineering department took over, completing construction at the company’s Plaquemine Point Shipyard in Sunshine. Chem Carriers handled all equipment installations. The retractable pilothouse system uses a single vertical piston in the center with four telescoping guide tubes. These units also have air brakes that lock the wheelhouse in place at the end of a trip. The air brakes were furnished by Main Iron Works, Houma, La. The system has two redundant air tanks for emergency brake release. The retractable pilothouse ladder system keeps steps on level plane at any pilothouse height.
Fort Ripley he Fort Ripley is an aluminum 64-footer built by GladdingHearn Shipbuilding for Southeast Ocean Response Services, a sister company of the Charleston [S.C.]
FORT RIPLEY
Builder: Gladding-Hearn Shipbuilding Designer: C. Raymond Hunt Associates/Gladding-Hearn Owner: Southeast Ocean Response Services Mission: Emergency response/pilot transfers Length: 64' Beam: 21' Depth: 6' Hull/Superstructure Material: Aluminum Main Power: (3) Volvo Penta D13, 700 hp at 2,300 rpm Propulsion: (3) Volvo Penta IPS pod with dual, forward-facing,
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Z-Drive: (2) ZF 6000 Ship’s Service Power: (2) John Deere/ Stamford, 99 kW Propellers: ZF 73"x63", stainless steel, 5-bladed Speed (knots): 6-7 Capacities (gals.): Fuel, 28,000; water, 8,000 Ancillary Equipment: Single-piston hydraulic pilothouse equipment; auxiliary air receivers for pilothouse brakes Delivery Date: September 2014
Peter Duclos, president of GladdingHearn. “Essentially, we’re doing with 2,100 horsepower what would otherwise have taken 2,800 horsepower.” Another important feature of the Volvo Penta IPS system on the Fort Ripley is dynamic positioning, which can keep the vessel in position while fighting fires offshore. Firefighting equipment includes a 3,500-gpm Hale fire pump, a small foam injection system and two monitors. Another important response feature of the boat is the communica-
SPECIFICATIONS Gladding-Hearn Shipbuilding
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Branch Pilots Association. The new boat was designed and built to satisfy a Coast Guard requirement for emergency response to ships in distress offshore. Designed jointly by Gladding-Hearn and C. Raymond Hunt Associates, the deep-V Fort Ripley measures 64'×21'×10'6" and is powered by three 700-hp Volvo Penta engines with Volvo Penta IPS steerable pod drives that push the new boat to over 28 knots, loaded. The IPS drives feature two forward-facing, counter-rotating propellers that pull vessels through the water, according to Volvo Penta. “It’s very efficient,” said
SPECIFICATIONS
counter-rotating propeller Ship’s Service Power: (2) Northern Lights, 30 kW Speed (max.): 30 knots Capacities (gals.): Fuel, 2,000; water, 100 Ancillary Equipment: Hale 3,500-gpm fire pump; FFS 600 remotecontrol fire monitor, 2,500 gpm; Elkhart Brass manual fire monitor, 1,250 gpm; FoamPro foam system, 20 gpm; Palfinger 2300 knuckle-boom crane; Humphree Active ride control system Certification: USCG Subchapter T Delivery Date: August 2014
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Congratulations Willard Marine Congratulations to Willard Marine, the leading USA Manufacturer of Rigid Inflatable Boats, for winning the contract for the US Navy 7 meter RIB.
Steyr-Motors North America, Inc. and Boatswain’s Locker salute your dedication to unsurpassed quality and innovation.
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GREAT EXPECTATIONS
SPECIFICATIONS
John W. Stone Oil Distributor
Builder/Designer: La Ship/Edison Chouest Offshore Owner: John W. Stone Oil Distributor/Edison Chouest Offshore Operator: John W. Stone Oil Distributor Length: 314' Beam: 66' Depth: 30' Draft: 25'6" Deadweight Tonnage: 7,000 LT Capacities (gals.): Diesel, 1,048,740; lube oil, 36,730; intermediate fuel oil, 435,750; fresh water, 590,100; fresh water/ballast, 212,900; fresh water/anti-roll, 41,890; potable water, 125,600; slop oil, 33,000 Main Propulsion: (2) Caterpillar C280, 3,600 hp at 1,000 rpm Thrusters: (2) Brunvoll 1,250-kW (1,675 hp) CPP bow tunnel thruster, electric; (2) Brunvoll 800-kW (1,072 hp) CPP stern tunnel thruster, electric Classification/Certification: ABS A1, Fuel Oil Carrier, Offshore Support Vessel, Supply AMS, ACCU, DPS-2, POT, UWILD, ACP, CRC Delivery Date: August 2014
tions system with two KVH satellite antennas, one for television reception and one for Internet communications, and the ability to stream live video back to shore. The Fort Ripley is Coast Guard-approved for 12 passengers and will work as a back-up pilot boat in addition to its response duties.
Great Expectations
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he offshore refueling vessel Great Expectations, a joint venture between Louisiana companies John W. Stone Oil Distributor and Edison Chouest Offshore, was chosen as WorkBoat’s inaugural Boat of the Year at the 2014 International WorkBoat Show in December. The new 314'×66'×30', DP-2 ORV has a 1.5-million-gal. capacity and is working out of Chouest’s C-Port facilities in Port Fourchon, La. Built at
Chouest’s La Ship in Houma, La., the vessel is a customized design based on Chouest’s VE (very efficient) PSV hull design. Great Expectations replaces the 280'×45' single-skin Stone Buccaneer built in 1985. After almost 30 years of service, the 750,000-gal.-capacity Buccaneer was phased out because of OPA ’90 regulations. The additional capacity on the Great Expectations means offshore structures can take on greater quantities in a single hook-up, which increases safety for both the rig and vessel personnel. Though it has a supply boat look to it, the ORV is a refueling boat. It does not carry liquid mud or general cargo like a supply boat. It is designed to refuel supply boats, not compete with them. Great Expectations can also take on garbage and spent lubricants. Other structures Great Expecta-
Ocean Charting Services
tions can fuel include FPSOs (floating production storage and offloading), flotels — state-of-the-art living accommodations built alongside or on top of floating oil and gas platforms — and MODUs (mobile offshore drilling units). Twin Caterpillar C-280 diesel engines, each producing 3,600 hp at 1,000 rpm, supply Great Expectations’ main propulsion. The Cats connect to twin Schottel CPP 4-bladed 2,700-mm controllable pitch propellers through Flender GNBK 585 marine gears, giving the new vessel a running speed of 13.4 knots. For added maneuverability around offshore structures, the new fuel oil carrier was fitted with twin Brunvoll 1,250-kW CPP bow tunnel thrusters, two Brunvoll 800-kW CPP stern tunnel thrusters and a DP-2 system from Marine Technologies.
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ON THE WATER. AROUND THE CLOCK.
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WorkBoat Awards
Significant Boats of 2014
Hornblower Niagara Cruises
HORNBLOWER GUARDIAN
Depending on the job, the new ORV can carry a combination of the following up to its 1.5-million-gal. capacity: 36,730 gals. lube oil; 125,600 gals. potable water; 33,000 gals. slop oil; 590,100 gals. fresh water; 212,900 gals. freshwater/ballast; 41,890 gals. freshwater/anti-roll; 1,048,740 gals. diesel; and 435,750 gals. intermediate fuel oil (IFO)/diesel.
Hornblower Guardian
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Builder: All American Marine Designer: Elliott Bay Design Group/ E.Y.E. Marine Consultants Owner: Hornblower Cruises & Events/ Hornblower Niagara Cruises Length: 68' Beam: 16' Passengers/Seating: 145 (143 passengers, two wheelchairs)
which conducts wet rides around Horseshoe Falls, has a secondary mission as a rescue boat. Push knees on the bow and a tow post behind the wheelhouse are available to assist Hornblower’s other two Niagara tour boats, if necessary, and there’s a rescue platform on the starboard side for man-overboard recovery. Main propulsion comes from a pair of Scania DI13, Tier 2 engines, producing 700 hp each and matched up to ZF Marine 550 transmissions and MJP UltraJet 452 waterjets. The small wheelhouse aft is raised to provide better visibility for the operator, and the open deck has seating for 143 passengers and space for two pas-
HOSMAX 300-
AND
Marine Gear: (2) ZF 550 Waterjets: (2) MJP Ultrajet 452 Hull Material: Aluminum Main Propulsion: (2) Scania DI13 Tier 2, 700 hp Classification: Transport Canada regulations Delivery Date: December 2013
sengers in wheelchairs. All American delivered the Hornblower Guardian’s hull and wheelhouse separately by truck to Canada, where an All American construction crew assembled the vessel and prepared it for sea trials.
HOSMAX 300- and 310-Class
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astern Shipbuilding Group, Panama City, Fla, built the HOSMAX 300- and 310-class offshore service vessels for Hornbeck Offshore Services, Covington, La. Vard Marine designed the OSVs for deepwater. These U.S.-flagged,
310-CLASS
SPECIFICATIONS Builder: Eastern Shipbuilding Group Designer: Vard Marine Owner: Hornbeck Offshore Services Length, Beam, Depth: 292'x64'x24'6" (300s); 302'x64'x26' (310s) Maximum Draft: 19'11" (300s); 21'2" (310s) Power Generation/Main Propulsion: (4) Caterpillar 3516C, 1,825 kW each (total power, 7,300 kW); (2) Schottel Z-drive, 3,350 hp Bowthruster: (2) Schottel SRP 2020 tunnel thruster, 1,580 hp Speed: 10 cruise; 12 max. Deadweight Tonnage: 5,407 LT (300s); 6,089 LT (310s) Passenger/Crew Capacity: 50 in 17 staterooms Capacities (300s, 310s): Dry bulk: 14,347 cu. ft.; liquid mud, 20,846 bbls., 21,507 bbls. (8 tanks); methanol, 1,605 bbls., 2,212 bbls. (2 tanks); potable water, 57,494 gals., 62,538 gals.; rig fuel, 220,168 gals., 261,114 gals.; rig water, 498,523 gals., 526,533 gals.; fuel oil, 241,141 gals., 285,649 gals. Delivery Dates: June 2013-2015 (four 300s; six 310s) Eastern Shipbuilding Group
ll American Marine in Bellingham, Wash., built the Hornblower Guardian for Hornblower Cruises & Events’ Hornblower Niagara Cruises on the Canadian side of Niagara Falls. It’s a 68'×16', 145-passenger open-deck tour boat. The boat was co-designed by Seattle-based Elliott Bay Design Group and E.Y.E. Marine Consultants of Dartmouth, Nova Scotia. The aluminum monohull vessel,
SPECIFICATIONS
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Builder: Patti Marine Enterprises Designer: Robert Allan Ltd. Owner: Signet Maritime Length: 105' Beam: 38' Depth: 18'2" Propulsion: (2) Caterpillar C175-16, 3,417 hp Z-Drive: (2) Rolls-Royce US 255 CPP Propeller: (2) 110"-dia. 4-bladed nibral in Kort nozzles Bollard Pull: 83.45 MT, ahead; 75 MT, astern Generators: (2) John Deere 6068AFM85, 125 kW, 60 Hz, 480V FiFi System: (2) FFS SFP 250x350 pumps, driven off front of main engine; (2) FFS 1200LB, remote-operated monitor, 5,300 gpm flow, 400' range Speed: 13.5 knots Capacities (gals.): Fuel oil, 90,068; hydraulic oil, 125; lube oil, 507; ballast,
Bill Troendle
SIGNET ARCTURUS AND SIGNET POLARIS SPECIFICATIONS
26,162; potable water, 6,104 Crew Capacity: 10 Winch: Markey DEPCF-52S, 75 hp, electric hawser winch on the bow, 9"-circ. x 500' Samson Saturn-12 line; Markey TESD-34, 100 hp, double-drum electric towing winch, 2 ¼" x 2,500' tow wire, 2 ¼" x 1,500' tow wire Classification: ABS ✚ A1; AMS, FiFi 1; USCG Subchapter I Delivery Dates: Signet Arcturus, April 2014; Signet Polaris, June 2014
The 310s are a bit deeper with bigger capacities than the 300s. For liquid mud, the 300s have room for 20,846 bbls., and the 310s have tankage for 21,507 bbls. (in eight tanks). For methanol, it’s 1,605 bbls. and 2,212 bbls. (in two tanks); potable water, 57,494 gals., 62,538 gals.; rig fuel, 220,168 gals., 261,114 gals.; rig water, 498,523 gals., 526,533 gals.; and fuel oil, 241,141 gals., 285,649 gals. Each OSV has over 1,000 sq. ft. of strengthened clear deck cargo area with cargo rails for pipe loadouts. Eastern has delivered all four 300-class OSVs and has delivered four of six 310s as of Dec. 10.
Signet Arcturus and Signet Polaris
T
he Signet Arcturus and Signet Polaris are multimission 6,834-hp
Jones Act-compliant, ABS-classed, DP-2 OSVs feature increased capacity and meet or exceed the latest stringent emissions and environmental requirements. The OSVs carry Environmental Protection (ENVIRO) and Green Passport (GP) ABS-class notations. The 300-class OSVs are 292'×64'×24'6" with a deadweight tonnage of 5,407 LT. The 310s are 302'×64'×26' with a deadweight tonnage of 6,089 LT. Both classes feature diesel-electric plants and power management systems made up of four Caterpillar 3516C engines each producing 1,825 kW each (total power, 7,300 kW) with two Schottel Z-drives each rated at 3,350 hp. Each 300 and 310 is also outfitted with a pair of Schottel SRP 2020 1,580-hp tunnel thrusters. This setup gives the OSVs operational flexibility, optimal fuel efficiency and cost saving options while reducing runtime maintenance. The vessels are also comfortable for the crews. Each vessel has staterooms for 50, a three-bed hospital, theater, satellite entertainment system and wireless Internet. www.workboat.com • JANUARY 2015 • WorkBoat
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“Gladding-Hearn’s construction and Hunt’s hull design make an unmatched combination.”
“Our boat operators say that no other pilot boat hangs alongside a ship like one from Gladding-Hearn.”
John Cameron, President Southeast Ocean Response Services, Inc. Charleston Navigation Co.
Gladding-Hearn construction, C. Raymond Hunt Associates design, LOA 65’, beam 21’, draft 6’, top speed 28+ knots It takes experience to integrate customer detailing and guaranteed performance, backed by dependable customer service. All at a price you can afford. If you are looking to build a new boat or upgrade an old one, we can offer complete design and construction, from port security vessels and pilot boats to high-speed ferries. To learn more call Peter Duclos at 508 676-8596 or visit: www.gladding-hearn.com.
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WorkBoat Awards
Significant Boats of 2014
tugs built for Houston-based tug operator Signet Maritime by Patti Marine Enterprises at its Pensacola, Fla., shipyard. The 105'×38'×17'8" Robert Allan Ltd.-designed tugs were reportedly the seventh and eighth RAL designs for Signet at delivery time. Signet essentially took the hull of its similar-sized RAL-designed 105'×38' Weatherly that is outfitted with MTU 16V4000 M60 engines and Niigata Z-drives and swapped in Caterpillar engines with Rolls-Royce Z-drives. Signet wanted the new tugs to work offshore, so they are more powerful with more bollard pull. Bigger engine rooms were needed to fit the Caterpillar C175-16 Tier 3 engines, each rated at 3,417 hp. The Cats drive Rolls-Royce US 255 CPP controllable-pitch Z-drives with 110"dia. 4-bladed nibral wheels in Kort nozzles. The package gives the tugs 83.45 tons of bollard pull ahead and 75 tons astern. For service power, the tugs are outfitted with pairs of John Deere 6068AFM85-powered, 125-kW generators. Many of the new tugs’ features are not typically found on other ABSclassed tugs. What sets these tugs apart are the additional requirements needed to secure a Coast Guard Subchapter I Certificate of Inspection. Patti Marine said these are the first Subchapter I tugs in this size range. Usually, Subchapter I tugs are much larger. The Arcturus and
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I
t’s not uncommon to repower older boats, especially if they were built 86 years ago. But replacing an older diesel engine with brand new electric motors, powered only by batteries? That may be about as uncommon as it gets, at least at the moment. But this is the case for Tender 4, an 86-year-old tug with two new EP10000 electric motors from Elco Motor Yachts in Athens, N.Y. The 39'×14' tug is working as a dredge tender on the Erie Canal for the New York State Canal Corp. With its new motors, the Tender 4 has been maneuvering dredges and dredge barges on the canal since June. The Canal Corp., which oversees and
SPECIFICATIONS
Builder: New York State Canal Corp. Designer: Elco Motor Yachts Owner: New York State Canal Corp. Mission: Dredge tender Length: 39' Beam: 14' Main Power: (2) EP-10000 electric motors from Elco Motor Yachts Batteries: (36) Lead-acid, absorbed glass mat Speed (max.): 8.5 knots Delivery Date: June 2014
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Tender 4
maintains New York’s canal system, is comparing the performance and maintenance costs of the twin Elcos with the engine that had been in the boat, a 175hp Detroit Diesel 6-71. Early results showed they are delivering 15% more horsepower to the shaft and they drive the tug to its maximum hull speed of 8.5 knots. Replacing the 6-71 Detroit with two Elco electric motors, each generating about the equivalent of 100 hp, was a fairly simple and straightforward process. Elco used existing engine stringers and coupled up to the existing shaft. The same 33"-dia. prop was retained, making for a better direct comparison between the diesel and the electric motors. In the tug’s engine room, the two Elco motors take up about 30% less space than the old diesel engine did. The electric motors also weigh less, 740 lbs. per motor (1,489 lbs. total) compared to 2,190 lbs. for the Detroit 6-71. The 36 batteries for New York’s canal tug are lead-acid, absorbed glass mat batteries, half on one side of the engine room, half on the other. The tug runs all day on a nightly charge from shore power that costs about $5 to $6. The EP-10000 electric motors are priced at $21,000 each and the 36 batteries come in at about $10,000.
Unalaq
O
wned by Bowhead Transport, Barrow, Alaska’s native corporation’s marine transport subsidiary, the Unalaq was designed by Columbia
Elco Motor Yachts
TENDER 4
Polaris are the also the first RAL RAmparts tugs to receive Subchapter I certification. The tugs have automation, a safe manning certificate and a lot of SOLAS features that bigger tugs have. With a Coast Guard NVIC 10-82 tug, the higher standard applies, regardless of the system. If an ABS and Coast Guard rule is not the same, then the more stringent of the two is incorporated and enforced. For ship assists each tug has an electric Markey DEPCF-52S electric hawser winch on the bow. For ocean towing and rig moves, the tugs have a Markey TESD-34 100-hp double-drum electric towing winch on the stern.
www.workboat.com • JANUARY 2015 • WorkBoat
12/11/14 1:19 PM
SPECIFICATIONS
Builder: Nichols Brothers Boat Builders Designer: Columbia Sentinel Engineers Owner: Bowhead Transport Mission: Cargo transfer, personnel transfer Length: 150' Beam: 50' Depth: 8' Hull/Superstructure Material: Steel; aluminum Main Propulsion: (3) Caterpillar C-18, 600 hp Marine Gear: Twin Disc, 2.57:1 Ship’s Service Power: (2) John Deere/ Marathon, 75 kW Speed (max.): 11 knots Bollard Pull: 28 tons
Sentinel Engineers, Seattle, and built by Nichols Brothers Boat Builders, Freeland, Wash. The 150'×50'×8' landing craft is powered by three 600-hp Caterpillar C18s turning 2.57:1 Twin Disc gears and propellers in tunnels. The maximum
Bruce Buls
UNALAQ
Capacities (gals.): Fuel, 63,660; ballast water, 210,000 Passenger/Crew Capacity: 16 Certification: ABS Load Line, Subchapter I Delivery Date: August 2014
draft is 5'6". Electric power is generated by a pair of John Deere/Marathon 75-kW gensets. The open cargo deck is almost 5,000 sq. ft. and can pack up to about 400 tons of freight. “The bow ramp is the key to the landing craft,” said Jim Dwight, general
manager of Bowhead Transport in Seattle. “Without the bow ramp, it’s just another selfpropelled barge. But with the ramp [27' long and 24' wide], we can roll heavy equipment on and off and back tractor-trailers on and off.” The Unalaq can carry up to about 210,000 gals. of ballast water and 63,660-gals. of fuel in tanks isolated from the bottom of the boat. With 16 berths and a galley that seats 16, the Unalaq can also support offshore oil exploration and production, as well scientific researchers or marine mammal observers. The deck can accommodate a 20-ton crane and a large towing winch on the stern.
Metal Shark is Now Offering Damen Designs at its New South Louisiana Shipyard.
www.workboat.com • JANUARY 2015 • WorkBoat
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12/12/14 10:47 AM
Z-Drive Retractable Towboat Towboat
Raised Expectations Chem Carriers takes delivery of retractable Z-drive retractable towboat.
By Max Hardberger, Correspondent
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Z
-drive and retractable towboats are becoming familiar sights on the U.S. inland waterways. But when they’re combined in a broad-shouldered, single-deck linehauler that can cut up to two-and-a-half days off an east-west Intracoastal Waterway passage and do it in style with the lowest possible fuel burn, people are going to take notice. The 2,520-hp Capt. Frank Banta Jr., jointly designed by the owner, Chem Carriers of Sunshine, La., and the builder, Rodriguez Shipbuilding of Bayou La Batre, Ala., has the maneuverability of a DP-class supply vessel and the air draft of a crewboat, while pushing up to 1,170' of barges on the trickiest U.S. waterways. Chem Carriers said the new 90'×30'×10' towboat is the first Z-drive towboat with a retractable pilothouse.
“The efficiency of modern Z-drives is phenomenal,” said Warren Berthelot, director of newbuilding for Chem Carriers. “There’re a lot of reasons, including directing all thrust in the desired direction, and the reliability and ease of maintenance. But for a lineboat dealing with a long tow, cross-currents and other traffic, the maneuverability of its stern Z-drives offers a tremendous safety factor.” “Z-drives have a much better fuel efficiency per horsepower and thrust ratio,” said Frank Banta Jr., owner and president of Chem Carriers, who added that the company has been considering the conversion from conventional drives for several years. A willingness to innovate that distinguishes Chem Carriers’ designs, including its previous Z-drive towboat, the 70'×28'×8'7" Brooke Banta,
Max Hardberger
The 2,520-hp Capt. Frank Banta Jr. was named one of WorkBoat’s Significant Boats of 2014.
www.workboat.com • JANUARY 2015 • WorkBoat
12/15/14 1:45 PM
Chem Carriers
COMFORT FEATURES And the boat’s attention to amenities for its five-person crew, each in a private two-berth cabin, contributes at least as much to their well being. “It’s hard to get and keep good crews these days,” observed Berthelot, “but our boats aren’t comfortable just for that. We really do think of these boats as our crews’ homes. It’s more than things like soft bunks and hot water showers. It’s the entire environment onboard.” The company’s care for its crew includes a potable water system with double-bottom, coated potable-water tanks (all ballast tanks in the vessel are
potable-water tanks), dual pumps, charcoal filters, and an ultraviolet purification system. The care also includes the crew’s physical surroundings. Natural-wood fittings, like the ornate crown molding, wainscoting and exotic pecan-wood floors, are found throughout. “We had hundreds of beautiful old pecan trees at our company property that were blown down in [Hurricane] Gustav,” Berthelot said, “so we had them cut and planed into planking, and some of it went into the boat’s beautiful walls and floors.” It’s unusual for a boat captain to wax poetic about his boat’s comfort features, but Garon was clearly proud of them. “Touch faucet in the galley,” he said, demonstrating, “so if your hands are dirty you can turn the water on with your elbow. Built-in surroundsound for the television and stereo. Individual hotel-unit air conditioners. And the near-silence in the cabins, even when underway. There’s nothing like working hard in comfortable circumstances.” The comfort extends to the wheelhouse as well. All controls are within arm’s reach from the operator’s chair, and a 13-camera closed-circuit monitoring system with simultaneous displays on the large-screen monitor in the wheelhouse provides the wheelman with a view of every part of the vessel except the tanks. A touch-screen display about the size of a laptop-computer screen offers access to all vessel
The single-piston retractable wheelhouse features an elevating rear companionway.
www.workboat.com • JANUARY 2015 • WorkBoat
WB_BG_Chem_LINO.indd 45
systems from the operator’s chair. Similar screens in the galley and engine room do the same. “Gone are those huge panels with hundreds of gauges and read-outs,” Garon said. “The boat’s central-computer branching program let us access every system on the boat from these little screens.” He demonstrated by switching quickly from engine performance displays to electrical displays to ballast-tank levels. “All our young crew are tech-savvy,” he said, “so accessing whatever we need on these screens comes naturally to them.” Another nice touch is the indicator panel in the galley with a light for every pump onboard. “Anybody in the galley can look up and see what’s running,” Garon said, “and if some pump, like a bilge pump, is coming on too often or at the wrong time, we’ll know it.” Some of the design’s most innovative features aren’t as visible. The hull’s underbody was carefully balanced for minimum draft, using a double-chine section with deep tunnels for the drives. “We were well-aware of the dangers presented to Z-drives in an inland environment,” Berthelot said, “so we
In the wheelhouse, all controls and a touch-screen display that offers access to all vessel systems are within arm’s reach from the operator’s chair.
Chem Carriers
can be seen throughout the Capt. Frank Banta Jr. The unique single-piston elevating wheelhouse, with its cantilevered retracting radar masts and elevating rear companionway, is one of the most obvious, but the care and thought given to the design extends down to the rubber vibration-isolation mounts for the generators and motors. “This boat even has rubber mounts for the starter panels,” said the Banta’s master, Capt. Neal Garon. “With [the generators’] hospital-grade mufflers, the isolation mounts, and the triplelayer sound-deadening flooring, this is the quietest, smoothest riding boat I’ve ever been on.” Garon’s point was well taken. He was speaking in a conversational tone just two feet behind a main generator’s rear-facing exhaust.
“This is the quietest, smoothest riding boat I’ve ever been on.” Capt. Neal Garon Master M/V Capt. Frank Banta Jr.
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Z-Drive Retractable Towboat put them as high in the hull as possible, and we haven’t seen any diminution in performance.” Raising the drives into tunnels also helped to give the design its shallow 8'4" draft. TIME AND FUEL SAVINGS The thought, expense and effort that went into reducing the vessel’s water and air drafts have provided significant benefits. “On some of our regular routes, conventional towboats have to either make extensive detours around shallow waterways or, more commonly, around low bridges,” Berthelot said. “We studied every single restricted draft and restricted height location on our regular runs in designing this boat. The savings in time and fuel can range from hours to days, and with no penalty in power, maneuverability, or efficiency, only in initial cost. And with the longevity we built into this boat, that cost will be amortized over many, many years.”
To get under the low spots and still see over the tow, the wheelhouse, at 35'3" high fully extended, can be lowered to a minimum air draft of 19'7". With radars and antennas down, the boat is only 17' high. The custom-designed and -built elevating system uses a single massive vertical piston in the center of the wheelhouse to raise it, with four guide tubes at the corners. Air brakes lock the wheelhouse in place to prevent accidental lowering. And the operator can maneuver the vessel with the wheelhouse at any elevation. “Heck,” Garon pointed out, “even the companionway goes up and down with the wheelhouse. You can enter and leave at any point.” To keep the steps level at any angle, the companionway is cantilevered like the radar masts. The extremely tight fit between the moving members of the radar masts and the companionway, and the apertures cut out for them in
the wheelhouse and accommodations, are testament to the precise calculation and fit that construction required. “We had a good arrangement with Joey [Rodriguez],” Berthelot said. “His yard built the hull and superstructure and we took it from there. That way, when it came to equipment and fittingout, we had a free hand.” With ½" plate on the boat’s forward bottom and 5/8" plate at the stern, and a ¾" transverse reinforcing frame under the main engines, the vessel has a strong and stable platform from which to exert its 68,000-lb. bollard pull. The two Mitsubishi S12R diesel engines, each producing 1,260 hp at 1,600 rpm, drive a pair of ZF 6000 Zdrives with ZF 73"×63" stainless-steel 5-bladed propellers. Two John Deere/Stamford generators, each producing 99 kW, supply ship’s service power. “This boat’s maneuverability is amazing,” Garon said. “I’ve never had
They protect us. Every day. Every night. And they need your support. HHH Inspire leadership, learning and a legacy of service by supporting the brave men and women of the United States Coast Guard through the Coast Guard Foundation.
USCG photo by pA1 tom SperdUto
To learn how you can help, call (860) 535-0786 or visit our website at www.coastguardfoundation.org. Ask about our Boat Donation Program.
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www.workboat.com • JANUARY 2015 • WorkBoat
12/15/14 12:01 PM
a boat that could drive a tow like this one. With conventional drives when you get sideways to the current you can get in real trouble, but with Z-drives you just turn them in whatever direction you want and that’s where you go.” Two fire monitors behind the wheelhouse can supply water to fight a fire on the boat or tow, and a fueling station amidship has metering so the boat can pump fuel from its 28,000-gal. diesel tankage to other vessels. With 11 towboats in its fleet, Chem Carriers isn’t resting on the Banta’s laurels. The company has already commissioned a yet unnamed third Z-drive towboat from Main Iron Works in Houma, La. It will be a 2,000-hp two-
Max Hardberger
CAPT. FRANK BANTA JR. Builder: Rodriguez Shipbuilding/Chem Carriers Designer: Rodriguez Shipbuilding/Chem Carriers Owner: Chem Carriers Mission: Tow barges on the inland waterways Length: 90' Beam: 30' Depth: 10' Maximum Draft: 8'4" Main Propulsion: (2) Mitsubishi S12R, 1,260 hp @ 1,600 rpm Z-Drive: (2) ZF 6000 Bollard Pull: 68,000 lbs. Ship’s Service Power: (2) John Deere/Stamford
deck boat with a retractable wheelhouse. “This one is going to be really interesting,” Berthelot promised. “The wheelhouse will nest inside the second deck, so it won’t be much higher than [the Frank Banta]. And we have some
SPECIFICATIONS
99kW Propeller: (2) ZF 73"x63" stainless steel, 5-bladed Speed: 6-7 knots Hull Construction: Steel double-chine Crew Capacity: 10 in five double-berth cabins Electronics: Furuno radars; AIS; VHF radios Tankage (gals.): Fuel, 28,000; potable water, 8,000; lube oil, 250; hydraulic oil, 250 Ancillary Equipment/Systems: (2) fire monitor; hydraulic elevating pilothouse Classification/Certification: USCG inspected towing vessel Delivery Date: September 2014
more ideas we want to try out on that one.” If the Capt. Frank Banta Jr. is any indication, those will be interesting ideas indeed.
From sunrise to sunset, the news and information you need, when you need it.
24/7 access to important industry resources. Become a member today. www.workboat.com • JANUARY 2015 • WorkBoat
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Gensets
Load Masters
New generator technology helps reduce diesel-electric fuel consumption.
By Michael Crowley, Correspondent
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C
ummins has been building diesel-electric marine power systems since 2004. Then at the end of 2014, Cummins advanced its game with variable-speed, diesel-electric power generation. Its first variable-speed, diesel-electric package is powered by the QSK50. The QSK50 has been used in standard propulsion applications and for fixed-speed diesel-electric. For the new variable-speed, diesel-electric generator package, the QSK50 has a rating of 2,183 hp at 1,800 rpm. That was optimized specifically for variable-speed applications to give maximum fuel efficiency at all operating points. The big advantage of a variable-speed diesel generator over fixed-speed diesel-electric is matching loads and reducing fuel consumption. “You don’t have an engine that’s constantly
screaming at 1,800 rpm with less than 20 percent load on it,” said Cummins Scott Roth. “That’s the big deal.” Being able to run more efficiently, especially in low-load applications such as with ferries and other passenger vessels and offshore support vessels, results in reduced fuel consumption, CO2 emissions and maintenance expenses, and longerlasting engines. From an operator’s standpoint, there really isn’t a learning curve with variable-speed diesel-electric. “It’s similar to today’s diesel-electric,” Roth said, though there is a learning curve in terms of the designing and installation. “It will require different switch gear and alternators.” You can expect more variable-speed dieselelectric generator units from Cummins. “We will
Bruce Buls
Marine generators consume lots of fuel. Now variable-speed and easily paralled generators can reduce that consumption.
www.workboat.com • JANUARY 2015 • WorkBoat
12/11/14 1:50 PM
AUTO TRANSFER Another way to reduce fuel costs for power generation is to parallel smaller fixed-speed generators as needed. Kohler’s J Series generators rated from 50 kW to 150 kW can now be operated with an auto transfer option that can parallel up to eight generators together without costly switchgear. “The ability to auto transfer load and to parallel generators leads to immediate fuel cost savings,” said Kohler’s William Bussier. “This creates an opportunity for customers to install smaller-sized generators properly fitted for loads they are carrying 80 percent of the time, and then parallel them together when they are running peak loads.” Kohler’s new load transferring
system also features the ability to “auto transfer the load” to a second generator, said Kohler’s Patrick Kline. “If a generator shuts down by itself, the load switches over in less than 10 seconds to another generator. No one else on the market has it.” The system is pretty simple. It’s basically a cable that connects one generator to another with a “motorized operator mounted on the circuit breaker on the genset. It’s simple for it to auto transfer a load,” Kline said. That’s opposed to the traditional way of auto transferring a load that requires about $50,000 in switching gear or $15,000 for marine transfer switches and the dedicated space for the transfer switches. Kohler’s load transferring system runs about $2,500 per generator. Kohler’s solution to a generator shutdown has been available for about a year. The impetus for its development came from a need in the megayacht market to parallel generators without paying for expensive switching gear. Kline said that since Kohler was
Christie & Grey
have an array of ratings that will be specifically designed to be used with variable-speed diesel generators for diesel-electric applications,” said Roth. “We are working on our Q60 and some of the 19-liter products.” All the ratings will meet IMO Tier 2 emissions standards at the ISO E2 and E3 test cycles.
The proper isolation mounts dampen genset vibrations.
gaining more traction in the commercial workboat market and “we knew the auto transfer function was capable, we started talking to customers in the workboat market. Everyone had a lot of interest, because if you lose steering [powered by a genset], it could be a problem.” The system can be incorporated into newbuilds as well as repowerings. By this time next year it will be available for 13- to 40-kW gensets.
ISOLATING NOISE AND VIBRATION
W
hether the genset in the engine room is a Cummins, Kohler or another brand, the noise and vibrations are essentially the same. Daily crew exposure is ultimately unhealthy. It can affect the amount of sleep you get, your general level of irritability and how aware you are of what’s going on around you, which could become a safety issue. Above a certain decibel level, the noise affects your hearing. There are two types of machinery noise, airborne and structural. A well insulated engine room blocks out most of the airborne noise. Insulation, however, won’t work for structural noise and vibration, which is created by mounting an engine and generator directly to engine beds. “You have vibration pouring out through the ship’s structure. It makes panels vibrate and makes pipes vibrate, and creates noise and long-term wear on the vessel,” said Matt Coombs with Christie & Grey, Kent, England, a manufacturer of rubber and spring mountings for the isolation of onboard equipment. The company has a U.S. facility in Fairhaven, Mass. Coombs has a good understanding of the damage caused by structural noise. After 27 years in the U.S. Coast Guard he has fingers that tingle because of the vibration and he has lost about 80% to 90% of
www.workboat.com • JANUARY 2015 • WorkBoat
WB_BG_Gensets_LINO.indd 49
his hearing because of high frequency noise. Christie & Grey’s isolation mounts are designed to reduce engine and generator noise and vibration in the marine environment. “It’s a spring and rubber isolator. We are the only ones in the world to have perfected it in the marine market,” said Coombs. The mounts feature spring and rubber components that are isolated from the surrounding casting, so vibration isn’t transmitted through the mount to the boat. Because a boat rolls, Coombs said that springs, while they allow the isolator to have an extremely high load-carrying capacity, aren’t sufficient by themselves. They are good up and down, but “not sideways. They tend to wander.” The rubber element, which Coombs describes as an engineered product working on a “compression in sheer” principle, keeps the isolator properly aligned. As the weight comes down on the mount, instead of bulging, the rubber moves sideways along the length of its grain. How effective can Christie & Grey isolation mounts be? Coombs said that an engine on an inland pushboat that had been bolted down to its beds was put on Christie & Grey mounts and the noise level dropped from 126 dB to 82 dB. Hearing damage begins to occur at 90 dB to 95 dB. — M. Crowley
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www.workboat.com • JANUARY 2015 • WorkBoat
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12/9/14 11:15 AM
LOOKS BACK JANUARY 1965
• A careful buildup is underway for a cabinet-level Secretary of Transportation post. The idea of a cabinet post for transportation is not new, but Congress has shied away from it since the Doyle Report four years ago. The Senate Committee on Commerce issued a staff report on National Transportation Policy, called the Doyle Report, in June 1961. Among
its recommendations was the establishment of a Department of Transportation. Congress is concerned that the creation of a DOT would step on many bureaucratic toes and cause infighting. There is a connection between the buildup for the transportation post and an expected report on transportation from a special presidential panel. • What is reportedly the world’s largest log-carrying barge will be JANUARY 1975 delivered to Is-
land Tug & Barge this spring. The $1.75 million 364'×80'×23' barge will have a draft of 23' and be able to carry over two million board feet of logs. It will serve the British Columbia lumber industry. Island Tug is an affiliate of McAllister Brothers.
• In November, President Ford, in an vessel over segments of the inland attempt to cut the budget deficit, called waterways of the U.S.” The tax would on Congress to impose a waterways be determined by multiplying vessel user tax on the barge and towing ton-miles plied by each “transporter” industry and lockage fees on noncomwithin each segment of the inland wamercial craft. The proposal is designed terways by the ton-mile unit rate for the to eventually add $100 million a year calendar year. to the national treasury. The Waterway User Tax Act of 1974 would take effect on April 1, 1975. It would be “imposed upon any person who transports JANUARY 1985 property by • More than 400 companies filled 850 booths at the 1985 International WorkBoat Show. That meant that the show was another sellout. All exhibit space at the Superdome in New Orleans was filled, with a waiting list of companies. Attendance at the Jan. 24-27 show was over 11,500. The show again featured a large number of foreign exhibitors, including a new 26-booth 68
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Government of Canada contingent. This year, in response to the growth in the commercial fishing industry, the WorkBoat Show offered an extensive technical seminar program tailored to fishermen. This year’s WorkBoat-related seminars included engines, fuels and additives, the state of the offshore and inland waterways sectors, and demand for workboats. www.workboat.com • JANUARY 2015 • WorkBoat
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