WorkBoat March 2015

Diesel Engines • Construction Survey • Rec Boat Traffic ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

MARCH 2015

Fire!

Hands-on training prepares mariners for onboard emergencies.

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ON THE COVER

®

MARCH 2015 • VOLUME 72 , NO. 3

Students at India Tango fire training in Seattle.

Photo by Bruce Buls

FEATURES 32 Focus: Close Calls Recreational boaters are crowding the waterways and putting commercial mariners on edge.

40 Construction Survey A list of vessels under contract, under construction or delivered at workboat shipyards.

52 Cover Story: Keep Low Hands-on practice is key at Seattle’s India Tango firefighting training program.

BOATS & GEAR

32

24 On the Ways Gulf Craft builds two 205' DP-2 crewboats for SeaTran Marine. Metal Shark-built pilot boat for Port Canaveral, Fla. New 2,400-hp tug for Signet Maritime. John Bludworth Shipyard staying busy with pushboats for Genesis Marine. Kvichak delivers two 40' pilot boats to British Columbia.

Harvey Gulf completes PSV’s LNG fuel bunkering. Vane Brothers orders two more tugs from Chesapeake.

56 Engine Upgrades More Tier 3 and Tier 4 engines are on the way.

AT A GLANCE 10 10 11 12 14 14 16

On the Water: Checklists must be specific, concise and accurate.

Captain’s Table: What I learned at the recent PVA convention.

OSV Day Rates: When will oil prices begin to rebound?

WB Stock Index: Index starts year with 1.5% drop.

Inland Insider: Expect more alternative fuel use.

Insurance Watch: Harsh weather and boat repairs.

Legal Talk: Door opens to medical malpractice liability.

NEWS LOG 18 18 19 19 20 20

Industry and the Corps at loggerheads over Asian carp.

Judge to decide amount of BP fine.

Low oil prices continue to plague OSV operators.

Inland operators push for passage of ballast discharge bill.

Coast Guard commandant wants closer ties with industry.

New Washington State Ferries chief shakes up top management.

www.workboat.com • MARCH 2015 • WorkBoat

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56 DEPARTMENTS

4 Editor’s Watch

8 Mail Bag 60 Port of Call 75 Advertisers Index 76 WB Looks Back

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his month, as the headline above suggests, we tackle several subjects. In the first, Dale DuPont writes about a problem that mariners have been sounding off about more and more — recreational traffic on the rivers (see page 32).

Close calls between commercial vessels and recreational boats is becoming more common and putting increased stress and strain on professional mariners. The growing anxiety among commercial operators concerns recreational boaters, which includes kayakers and jet skiers, who have never used the waterways before.

The Passenger Vessel Association has been very vocal on the issue and took its message last fall to the National Transportation Safety Board. The NTSB told PVA that it was interested in the issue and may take a closer look in the future.

Inland barge operators are also worried. They say that recreational boaters don’t know the rules of the road, have no idea that a towboat wheelhouse crew may not be able to see them, and have no idea what channel markers mean. The solution is better-educated boaters, which may include licensing and training.

One important type of training for mariners is firefighting. In this month’s cover story (see page 52), Bruce Buls writes about Fremont Maritime Service’s India Tango fire training program in Seattle. Fremont specializes in hands-on, 1,400°F training at its vessel mock-up, the Fire Dragon.

Unlike some other schools that use the same structures for shoreside firefighting training, the Fire Dragon gives mariners the feeling that they are on a

David Krapf, Editor in Chief

boat facing the challenges that come with fighting onboard fires. That means low overheads, narrow passageways, vertical ladders and watertight doors.

Finally, oil prices continue to be in the news. In this issue we document the effect that low oil prices are having on the OSV and crewboat markets.

Day rates, especially for crewboats and lower-specification shelf boats, are down, along with utilization. But there is some good news on the horizon.

Some are predicting an oil price rebound may come as soon as the second half of this year.

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 15

by Diversified Business Communications.

Printed in U.S.A.

www.workboat.com • MARCH 2015 • WorkBoat

2/17/15 1:36 PM

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Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

TECHNICAL EDITOR Bruce Buls bbuls@divcom.com

SENIOR EDITOR Ken Hocke khocke@divcom.com

ONLINE EDITOR Leslie Taylor ltaylor@divcom.com

CONTRIBUTING WRITERS Capt. Alan Bernstein • Michael Crowley • Dale K. DuPont • Pamela Glass • Max Hardberger • Kevin Horn • Joel Milton • Bill Pike • Kathy Bergren Smith

PRODUCTION DIRECTOR

ART DIRECTOR PRODUCTION ASSOCIATE

Doug Stewart

PRODUCTION ASSISTANT

Sokvonny Chhouk

PUBLISHING OFFICES

Jenn Bailey Dylan Andrews

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

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Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610

ADVERTISING

ADVERTISING COORDINATOR Wendy Jalbert 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 (207) 842-5616 • Fax: (207) 842-5611 wjalbert@divcom.com

EASTERN U.S. AND CANADA

EUROPEAN SALES Kristin Luke (207) 842-5635 • Fax: (207) 842-5611 kluke@divcom.com

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Emission standards have a dangerous trade-off

W

ith 35 years in the towing industry I have seen many changes.

The advancement of technology has cleaned up the environment, but at what cost?

The one thing that troubles me the most are the EPA’s tier-compliant emission standards that have pushed engine parameter tolerances so close that computer-based equipment monitoring systems will trip a generator power plant off line to protect the engines — with no alarm warnings. The best-case scenario is you are secured to a dock.

The worst-case scenario is if it happens at just the wrong time that it could be catastrophic to the environment, crew and the equipment.

In previous years, prior to ever evolving emission standards, in most cases industry standard engines that ran power plants would provide the

engineering staff with an alarm or some sort of indication that an issue was developing. This usually gave them enough time to switch power plants and troubleshoot the issue or even continue to run the plant until it couldn’t run anymore, providing valuable time to lessen the situational impact.

Basically what we need is an early warning alarm or we must rethink the slight emissions from the generator power plants, for the overall health and safety of the environment, crews and property. The hope would be that engine manufacturers rethink and rework monitoring systems to facilitate troubleshooting efforts for the engineering staff prior to a possible incident. If not maybe they should share in the liability post incident.

It seems to be a simple problem that needs consideration for the well being of the industry and the country.

The U.S. is the country with the busiest and largest infrastructure of water-

way system transport. It is the envy of the world. We are also the country with the highest risk and the most to lose.

Capt. Gary Koshland Cold Brook, N.Y.

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

Send letters to: MAIL BAG P.O. BOX 1348 Mandeville, LA 70470 workboat@cox.net fax: 504-891-4112

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THE CALM BEFORE, DURING, AND AFTER THE

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On the Water Checklists can be good

I

By Joel Milton

Joel Milton works on towing vessels.

He can be reached at joelmilton@ yahoo.com.

n my December 2014 column I discussed the proliferation of administrative duties and safety checklists that mariners must deal with. It might have been misconstrued that I am anti-checklist, which is not the case. In fact, I’m a firm believer in a checklist’s potential value. But that value is contingent on several factors, and not all checklists are created equal.

The modern safety checklist was born primarily out of the desire to improve aviation safety as complexity increased and the demands placed on pilots became excessive and sometimes led to tragedy. Checklists have a broadly proven track record of helping humans avoid some of the more common but serious (dumb) mistakes that often lead to trouble.

I’m all for checklists, as long as they’re specific, concise, accurate, easy to understand, and fully relevant to the task at hand. Checklists are usually works-in-progress, so it takes time to arrive at the point of relevancy. Early drafts of checklists

Captain’s Table Things I learned at PVA

I

By Capt. Alan Bernstein

Alan Bernstein, owner of BB Riverboats in Cincinnati, is a licensed master and a former president of the Passenger Vessel Association. He can be reached at 859-292-2449 or abernstein@ bbriverboats.com.

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n Long Beach, Calif., in February, I attended my 35th Passenger Vessel Association convention. This year’s event was packed with seminars, sessions and roundtables that covered everything from vessel operations to the latest trends in marketing. Here are a few things from this year’s PVA show: Adm. Paul Zukunft, commandant of the Coast Guard, delivered a riveting keynote speech. I was very pleased to hear that our new commandant is committed to supporting the Coast Guard’s marine inspection mission. He spoke about the need to develop and maintain the core competencies of marine inspectors and ensure that they fully understand the industry that they regulate. He also praised U.S.-flag passenger vessel operators for their excellent safety record.

Capt. Jeff Novotny, who heads up the National Maritime Center (NMC), conducted a great workshop in which he discussed how the centralized NMC has improved its efficiency in processing mariner credentials. He said that the target goal is

seldom hit the mark.

Assuming that the criteria have been met and vessel personnel have been trained in a checklist’s use and convinced of its value, the checklist must not be forgotten. To maintain its usefulness, checklists must be subject to regular review and updated as needed.

So, did you actually test the steering system?

Both pumps? All of the steering stations? If you didn’t, how do you know that they work? If your answer is “well, they worked the last time,” then besides being negligent, you’re relying on fool’s luck.

The same goes for all of the critical gear and systems we use and rely on: radios, radar, GPS, depth sounder, search light, navigation lights, etc. These critical items won’t check themselves and won’t provide a convenient and comfortable advance warning of impending failure. In short, checklists can save us from ourselves.

For more on the subject, check out “The Checklist Manifesto: How To Get Things Right,” by Dr. Atul Gawande. In it, Gawande shows what the simple idea of the checklist reveals about the complexity of our lives and how we can deal with it.

to process credentials in less than 30 days and that in many cases the NMC is delivering them within 20 days. He added that the level of communications between NMC medical staff and mariners, including their physicians, has improved greatly.

This is good news.

PVA has always done a great job with its convention seminar topics. I learned about fire suppression systems and practices, drug testing requirements, strategies to manage customer complaints, legal issues for passenger vessel operators, new trends in vessel financing, digital marketing techniques, how to effectively respond to a marine casualty and much, much more.

In the MariTrends 2015 exhibit hall, I saw many of the latest products, technologies and services for passenger vessel operations, including the latest Automatic Identification System hardware and some impressive ticketing and customer relationship management software. I also visited with marine architects and shipyards that highlighted the latest vessel designs and discussed new construction methods and materials. I also saw some innovative seating technologies and learned about advances in marine engines. I even learned about the current market for marine insurance. www.workboat.com • MARCH 2015 • WorkBoat

2/16/15 3:57 PM

JANUARY 2015 DAY RATES, FLEET UTILIZATION VESSEL TYPE

OSV Day Rates Oil price rebound?

By Bill Pike

T

he impact of low oil prices continues to plague the OSV market, resulting in lower day rates and utilization and more idle equipment. While the industry frets over the timing of an oil price recovery, several predictions indicate help may be on the way in 2016 or sooner.

Some analysts and pundits believe that oil prices will rebound a bit in the short to medium term. That’s the message Dave Pursell of the energy investment bank Tudor, Pickering, Holt & Co. (TPH) delivered at a recent industry breakfast. TPH research predicts an upturn in the first quarter of 2016, with prices rising to the $85-bbl. range. Barclays agrees, while slashing its 2015 Brent crude oil price forecast

JAN. '15

JAN. '14

UTILIZATION JAN. '15

JAN. '14

SUPPLY (DWT) to $44 bbl.

1,999 & below $14,851 $14,851 $14,716 89% 86% from $72 bbl.

2,000-2,999 $23,153 $22,895 $24,416 90% 90% in early Feb3,000-3,999 $30,924 $30,924 $26,192 96% 100% ruary, that 4,000-4,999 $31,250 $30,750 $32,000 100% 100% an oil price 5,000 & above $39,644 $39,644 $39,589 100% 100% recovery is CREWBOATS possible next Under 170' $ 4,827 $ 4,149 $ 4,784 72% 92% year. Bar170' & over $ 8,968 $ 7,950 $ 7,302 71% 100% clays’ MiSOURCE: WorkBoat survey of 32 offshore service vessel companies. chael Cohen, in a note to clients in late January, said, “We expect crisis, is a bit more optimistic. At an to see further downside to prices in the early February meeting at OPEC’s next few months, with both WTI (West Vienna headquarters, OPEC delegates Texas Intermediate) and Brent likely told Reuters that oil prices might stay to trade in the high $30s before the depressed until summer due to weak oil price decline is arrested.” Barclays seasonal demand. The delegates noted notes that although rig counts in North oil prices could slip as low as $30-$35 America are falling, production is not bbl. due to weak demand combined being cut fast enough to bring the oil with refinery maintenance in the first market back into balance in the short and second quarters. With decreasing term. In line with TPH, Barclays looks stocks due to falling shale production, for a moderate price rebound in 2016.

OPEC is somewhat hopeful of a return OPEC, whose refusal to cut proto higher prices beginning in the secduction has exacerbated the current ond half of 2015.

www.workboat.com • MARCH 2015 • WorkBoat

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AVERAGE DAY RATES DEC. '14

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STOCK CHART For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/ workboat-index.aspx

WorkBoat Composite Index Index begins 2015 on a down note

T

he WorkBoat Composite Index opened 2015 with a loss, dropping 1.5% in January. The 25-point drop was mostly attributed to operators, who lost just over 4%. For the month, losers topped winners by a ratio of about 4-1.

Several operators posted double-digit losses in January including Hornbeck Offshore Services, which saw its stock price drop over 11%.

In the company’s fourth quarter earn-

ings call on Feb. 12, Todd Hornbeck, chairman, president and CEO of Hornbeck Offshore, began on an upbeat note. “Nothing that we have seen has shaken our faith in long-term prospects for the deepwater energy industry or of our business model,” Hornbeck told analysts. “In fact, the current market reinforces our belief in the resilience of deepwater markets to short-term market swings. We believe that our company

INDEX NET PERCENT COMPARISONS 12/31/14 1/30/15 CHANGE CHANGE Operators 401.14 384.34 -16.80 -4.19 Suppliers 2738.16 2689.59 -48.57 -1.77 Shipyards 1660.55 1732.88 72.32 4.36 WorkBoat Composite 1714.28 1689.30 -24.98 -1.46 Oil Service Index 210.87 187.20 -23.67 -11.22 Dow Jones Industrials 17823.07 17164.95 -658.12 -3.69 Standard & Poors 500 2058.90 1994.99 -63.91 -3.10

is well positioned to weather this storm and emerge to continue to carry out our overall business plan for growth and development. We have the right assets, the right people, strong balance sheet, ample liquidity, and strong positions in what we believe are the most promising deepwater energy markets.”

However, Hornbeck said that the company has stacked 12 of its new generation vessels due to the sharp decline in drilling activity on the shelf. “While we’re principally a deepwater focused company, we have always considered the shelf to be a market alternative to which our higher value assets could migrate and replace lower value tonnage in periods of deepwater market imbalance,” Hornbeck said. “That sanctuary is eroding daily, which was the principal driver behind our decision to stack 12 vessels, five in the fourth quarter and seven more in the last few weeks.”

— David Krapf

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www.workboat.com • MARCH 2015 • WorkBoat

2/16/15 3:51 PM

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Inland Insider

What comes around, goes around

D

ecade-old newspaper headlines about oil prices look a lot like they do today.

For example, “Crude Oil Nears $50” was one such headline from 2004 and 2005’s “Oil Forecasts Are a Roll of the Dice” could well be from this month. These up and down commodity cycles in general are not a surprise. For example,

By Kevin Horn consider that U.S. coal companies were among the darlings of Wall Street investors a few years ago Kevin Horn is and now the shares of these same companies are a senior manworth a fraction of what they once were. ager with GEC Inc., The big news about domestic oil production is Delaplane, Va. He that it is fully driven by new private sector techcan be contacted at nology, similar to drilling developments in natural khorn@gecinc.com. gas and the accompanying revolution in gas prices.

The current boom in domestic oil production has several people claiming that peak prices and the current low oil prices are all part of repetitive boom-to-bust cycles, just like for other commodities. While this is true, it fails to recognize that the last oil boom spanned nearly a decade and evolved over several decades since the early 1970s.

Insurance Watch Same damn wind

I

By Gene McKeever

Gene McKeever is a marine insurance agent with Allen Insurance and Financial. He can be reached at 800-439-4311 or gmckeever@ allenif.com

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wrote this column while sitting in my office with the space heater going because it was 12° outside, fierce hurricane force winds were blowing and blizzard conditions were supposed to last for a day or more.

Those weather conditions resulted in an urgent email from one of my tall ship clients, informing me that his beautiful vessel blew over onto her side while laid up at a shipyard. She was dismasted, the bowsprit was broken, a jack stand pierced her hull and there were other damages too numerous to list. In short, she was an expensive mess requiring repairs that need to be finished by next summer so she can earn a living for the owners.

Now we’re faced with what the client needs to know to deal with this dilemma. That knowledge is the same in the winter as the summer, because it’s all the same damn wind.

First, do I need my own surveyor? Usually not, because the insurer will hire a claim surveyor who

Over the past four decades the rising cost of energy moved the transport sectors toward fuel efficiency technology and standards, mainly focused on diesel. In the future, we’ll likely see more emphasis on alternative fuel flexibility, such as substituting natural gas for diesel.

Transportation sectors are looking at the capability to efficiently switch among multiple substitute fuels such as LNG and petroleum. There is likely to be considerable competition and tradeoffs between sustained low prices for natural gas and petroleum in the long term, particularly if petroleum prices rebound. Future transportation fuel investments will likely focus on the capability to switch among alternative fuels rather than maximize fuel efficiency for only one particular energy source such as diesel.

Consequently look for more emphasis being placed on alternative fuel flexibility in the transport sectors versus fuel efficiency only. With the current low prices, if sustained, fuel efficiency is less important than the lowest cost fuel.

The offshore sector seems to have identified this opportunity that should cascade down to the domestic sectors, particularly railroads and brownwater barge fleets.

will work with you and the repair yard to get the vessel back to its pre-damage state. In usual commercial vessel hull policies, repairs are based on a “new for old” basis, which means no depreciation.

Knowing this, you don’t have to worry about having to look for used anything in the repair.

Next, are you making yourself available during the repair period? If not, there will be delays until you sign off on any changes. Remember you own the vessel so you’re the only one who can say what’s supposed to happen. Your insurer would like to think they have control but all they have is a contractual agreement called an insurance policy. They can suggest what course of action to take, but you’re the one who signs off.

Finally, was the shipyard at fault for not blocking your vessel correctly? After all, she tipped over. For several reasons, I’d let my insurance company handle that fight.

First, your policy pays new for old and the yard would owe a depreciated amount. Second, why get your boatyard mad at you? Let the insurer be the bad guy, not you.

www.workboat.com • MARCH 2015 • WorkBoat

2/16/15 3:51 PM

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WB_FULLS.indd 15

2/11/15 10:41 AM

Legal Talk Liability for medical malpractice

T

he Court of Appeals for the 11th Circuit (Alabama, Florida and Georgia) has opened the door to a potential flood of liability exposure for vessel operators for negligence of shipboard doctors and other medical

personnel.

The 2014 case of Franza v. Royal Caribbean Cruises Ltd. arose out of the injury and death of Pasquale Vaglio, an 82-year-old cruise ship passenger who fell and struck his head while disembarking for a shore side excursion in Bermuda. Immediately after the accident, Vaglio was taken to the medical facilities aboard Royal Caribbean’s Explorer of the Seas for treatment. The ship’s nurse failed to properly assess

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Vaglio’s condition. When Vaglio was examined further by the ship’s doctor hours later, he was in need of

By Daniel J. critical emergency Hoerner treatment for a brain injury.

He was airlifted to a New York hospital and died a week later.

Vaglio’s family brought suit against Royal Caribbean, claiming that it was liable for the negligence of its medical personnel. The suit was initially dismissed by the trial court, based on longstanding precedent that historically protected vessel operators from the negligence of shipboard medical staff. That general exception to a vessel operator’s liability was based on the rationale that the nature of a physician’s specialized skill and training made it unreasonably impractical to fall within the scope of management and/or oversight by the vessel owner/employer.

Other courts had held that vessel operators were incapable of controlling onboard medical personnel because the patient typically determined the nature and extent of the treatment.

In breaking from the longstanding law on this issue, the 11th Circuit reinstated the case. Essential to its ruling was what the appellate court noted as a progression of modern technology over the past decades and the expansion of the employment of medical personnel in corporate settings, including the shipping industry. Such developments, in the 11th Circuit’s view, have made it easier for vessel management to oversee and control the medical personnel they employ.

Consequently, the Franza case holds that vessel owners and operators can now be held liable for the medical malpractice of physicians that serve aboard their vessels. Royal Caribbean said it may appeal the ruling.

Daniel J. Hoerner is a maritime attorney with Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504595-3000 or dhoerner@mblb.com.

www.workboat.com • MARCH 2015 • WorkBoat

2/16/15 3:51 PM

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MARCH 2015

COMPILED AND EDITED BY KEN HOCKE, SENIOR EDITOR

NEWS LOG

NEWS BITTS

KEEL LAID FOR LCS 13 AT MARINETTE

JUDGE TO DETERMINE AMOUNT OF BP’S FINE

Joe Mancini, Lockheed Martin

A

T

he keel for the Navy’s 13th Littoral Combat Ship (LCS), Wichita, was officially laid in a ceremony held at Marinette Marine Corp. in Marinette, Wis., in early February. At the ceremony, Kate Staples Lehrer’s initials were welded into a sheet of the ship’s steel, which will ultimately be mounted in the LCS. Lehrer is the ship’s sponsor. The Wichita is a 378'×57' semi-planing, steel monohull LCS that will be designed and outfitted with systems to conduct a variety of missions including anti-surface warfare, mine countermeasures and submarine warfare. The industry team, led by Lockheed Martin, has so far delivered two ships with six others in various stages of construction and testing. The Navy’s first LCS, Freedom, completed a deployment in 2013, and the Fort Worth (LCS 3) is currently deployed for 16 months to Southeast Asia. All of the monohull LCSes have been and will continue to be built at Marinette and carry odd number designations.

Industry and Army Corps at odds over Asian carp

B

randon Road Lock & Dam, on the Des Plaines River near Joliet, Ill., is the newest front in the battle over the invasive Asian carp.

The U.S. Army Corps of Engineers has proposed evaluating a range of options — from doing nothing to closing the lock — to keep Asian carp out of the Great Lakes. Industry representatives have questioned the Corps’ authority to move ahead and warned about the impact on navigation.

18

WB_Newslog_LINO.indd 18

The Brandon Road project is in addition to the Great Lakes and Mississippi River Interbasin Study (GLMRIS) released in January 2014 outlining eight alternatives to stop the spread of the carp. The most drastic choice in the study ordered by Congress would separate the lakes from the Mississippi River basin, cost at least $18.4 billion and take 25 years to complete.

“The Brandon Road site has elements of a number of the GLMRIS

federal judge is weighing the financial fate of BP in the 2010 Deepwater Horizon disaster that killed 11 people and spewed oil for nearly three months into the Gulf of Mexico.

U.S. District Judge Carl Barbier, New Orleans, heard arguments from the U.S. government and the company in the final phase of a trial that ended in early February. At presstime, it was unclear when he will rule. At stake are billions in penalties under the Clean Water Act (CWA). The judge has determined that the largest spill in U.S. history unleashed 3.19 million bbls. of oil, which could mean a fine of $13.7 billion. The government claimed a discharge of 4.19 million bbls., which would have meant a fine of about $18 billion. BP’s estimate was 2.45 million bbls., court documents show. Judge Barbier earlier found BP guilty of gross negligence and willful misconduct in the accident.

CWA penalties of $1,100 bbl. can rise to $4,300 bbl. when the spill results from gross negligence. But the judge noted in his latest ruling that BP was not grossly negligent in its response to the spill. BP said in a statement that the court is required to consider a number of factors in calculating the fine including efforts to minimize the spill and the economic impact of the penalty on the company.

Considering all the factors “weighs in favor of a penalty at the lower end of the statutory range,” BP said. The company has appealed the gross negligence finding, has taken a $43.5 billion pre-tax charge for the spill and set aside $3.5 billion for CWA penalties.

— D.K. DuPont

alternatives,” said Dave Wethington, GLMRIS project manager for the Corps. “What we’re seeking to do is focus in on one of the control points

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 5:12 PM

NEWS BITTS at the downstream end of the Chicago waterway system.”

They’ll do engineering and economic analyses as well as consider the available technologies, the risks to existing users and the cost, he said. The goals of the study, expected to take three years, are to prevent the transfer of aquatic nuisance species and minimize adverse impact to users.

“We don’t like Asian carp any more than anyone else does,” Matt Woodruff, director of government affairs, Kirby Corp., Houston, said at a Corps meeting in New Orleans on Jan. 8. “What we’re in support of is navigation and finding a way to control nuisance species” without impeding navigation.

“It looks to me that this option is being artificially moved forward as a means to quell some concern that perhaps the Corps isn’t doing anything, when we know that is not factual,” Paul Rohde, the Midwest vice president for the Waterways Council Inc., said at the meeting. “I’d encourage you to avoid any pressure to do something now.”

Two states that have the most trade between them are Illinois and Louisiana, said Frank Morton, director, Turn Services Inc., New Orleans, and chairman of the American Waterways Operators (AWO).

“I want to caution you against unintended consequences,” he said.

“The Corps cannot move ahead without additional congressional authorization. WRRDA 2014 [Water Resources Reform and Development Act] lays out a very precise way to evaluate and prioritize projects. Why is this project outside of that process?”

“The Corps does not have the authority to move forward on any one of the eight alternatives identified in GLMRIS,” said Spencer Murphy, general counsel, Canal Barge Co., New Orleans. And they don’t have the authority to piecemeal together any of the alternatives.

Wethington said the GLMRIS report, “is its own entity. We heard a lot of interest in some of these potential options. We also identified the Brandon

Road site in GLMRIS as a place to advance risk reduction. So the decision was made to do an analysis as a followon next step.”

The Corps has installed electronic barriers to stop the fish, but as it said in the GLMRIS report, “an absolute solution guaranteeing the complete prevention of [aquatic nuisance species] transfer may not be feasible or even technologically possible.”

Oil prices hitting OSV and rig operators hard

T

he news continues to be ominous for rig and boat operators in the Gulf oil patch. Oil prices hit a six-year low in January with WTI falling below $44 bbl. for the first time since 2009.

There’s also plenty of oil out there, and U.S. oil production continued to increase in January.

Most workboat industry veterans know that the OSV, rig and oil markets are cyclical. Some analysts are predicting that oil prices are expected to remain depressed for another 12 to 24 months.

At January’s Offshore Marine Service Association meeting in New Orleans, marine analyst Richard Sanchez of IHS-Petrodata delivered plenty of bad news, but he did offer a glimmer or two of hope for OSV operators in the crowd. “This downturn is not expected to be as severe or as sharp as you experienced back in 2010, 2011 and 2012,” Sanchez said. “But it is expected to last approximately two to three years.”

Also, Sanchez said, the deepwater and ultradeepwater market will actually grow in 2015 and the big deepwater projects will continue to move forward.

Still, Sanchez delivered much of the same gloomy news that OSV operators have been hearing for months. He said that the majors are under pressure to reduce spending, thus they are seeking discounts and rate reductions from rig and vessel owners, “even on long-term contracts.”

And, he added, the PSV market is

www.workboat.com • MARCH 2015 • WorkBoat

WB_Newslog_LINO.indd 19

— Dale K. DuPont

AWO, KIRBY PUSH FOR PASSAGE OF BALLAST DISCHARGE BILL

I

n early February, the Senate Subcommittee on Oceans, Atmosphere, Fisheries, and Coast Guard held a hearing on the impacts of vessel discharge regulations. The hearing focused on existing regulations governing ballast water discharge and other discharges incidental to the normal operation of vessels.

Current state and federal vessel discharge regulations are inconsistent and sometimes are scientifically and technologically impossible to meet. Inland and coastal waterway operators are pushing for nationally uniform and environmentally sound standards to simplify the complicated patchwork of state and federal regulations that currently govern the management of discharges. Jim Farley, president of Kirby Offshore Marine, Houston, who testified on behalf of the American Waterways Operators and Kirby at the hearing, pushed for the passage of the Vessel Incidental Discharge Act, introduced in the Senate in March 2014. Farley told senators that the existing state and federal regulatory patchwork makes compliance complicated, confusing and costly for vessel operators and mariners. Farley urged Congress to act swiftly to fix the broken regulatory regime. “The only way to fix this broken regulatory regime is for Congress to act, and act soon,” Farley testified. “Although the Coast Guard, EPA and state regulators are currently in agreement about achievable standards for ballast water treatment, the way that they administer and enforce that standard is at best duplicative, and at worst incompatible. The strong bipartisan support for the Vessel Incidental Discharge Act introduced last Congress demonstrates that the problem, and the urgent need for a solution, is well understood.”

— D. Krapf

“very” saturated and about 18-20 new PSVs are scheduled for delivery in 2015. “High quality PSVs are getting coldstacked,” he said. “The competition is very strong for big PSVs.”

— David Krapf 19

2/11/15 5:04 PM

NEWS BITTS Closer ties needed with industry, USCG commandant says

A

fter veering heavily toward security after 9/11, the U.S. Coast Guard is “back in the living room” with its maritime partners. That was one of the messages delivered in February by Commandant Paul F. Zukunft at the Passenger Vessel Association’s annual meeting in Long Beach, Calif.

On marine safety, Zukunft, who was named commandant eight months ago, said he’d like to see the same “closedloop community” that exists within its aviation community. Pilots go to flight school, get trained, go to an air station, and then for the next eight or 10 years they spend most of their time in a cockpit. “We have not done that with our marine safety program and it’s about time we did so. We need to be in lockstep with the industries we regulate.”

Zukunft said they must get to know

the passenger vessel industry “inside and out, and not simply as someone who writes a ticket. We need to understand the risks involved in keeping your programs viable and that we don’t become an impediment to your business.”

The commandant also touched on the Coast Guard budget and said that the agency is a “good investment.”

The Coast Guard is “the silent service” and with its 88,000 personnel, is much smaller today than it was before 9/11.

“We’ve taken these annual bites out of our active duty force. But as you heard, nothing is shrinking. The demand for our services continues to grow.”

Zukunft said that despite this the agency has been a “pretty darn good steward of the platforms that we have been entrusted to maintain.”

The commandant praised the passenger vessel industry and the close and mutually beneficial relationship the Coast Guard has with passenger vessel operators. He was proud to address

WASHINGTON STATE FERRIES MANAGEMENT SHAKEUP

A

ccording to a blog by Mike Lindblom at the Seattle Times, the newly appointed chief of Washington State Ferries, Lynne Griffith, is restructuring her top management team by adding more job titles that will report directly to her.

She also appointed Elizabeth Kosa, previously WSF’s senior port engineer, as her chief of staff. Capt. George Capacci, who has served both as duty chief, operations and construction, and as WSF interim director last summer, will have to reapply for one of the new jobs. His former staff position has been eliminated. Griffith, 64, took control of WSF last September. She came to her new job from Pierce (County) Transit, where she had been CEO since 2006.

— Bruce Buls

them “because of the [excellent] safety record that you enjoy.” — D. Krapf

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2/11/15 10:41 AM

Minister attends to spiritual needs of offshore workers

F

our years ago the Rev. Winston Rice began spearheading the Seamen’s Church Institute’s (SCI) expansion to the offshore energy services industry. The former admiralty lawyer and rig worker is still going strong, but now he has his own ministry — the Maritime Pastoral Institute.

He started in December after SCI eliminated his position.

“My mission is to be a presence on the boats. To let them know someone cares about them and appreciates them,” Rice said. He also wants to educate mariners about the benefits of pastoral care for them and their families, especially when they’re away from home.

So far, he’s the only full-time employee of the Covington, La.-based non-profit, which he said has received

501(c)(3) approval from the IRS. After a little market research, he decided there was a need for his services. “It’s in my blood. It’s what I love. I didn’t want to give it up.”

Rice, who became a minister 10 years ago, said he attends to workers’ spiritual needs like a military chaplain.

“I participate out there in Bible studies, but I don’t go out there Bible thumping,” he said. “I also talk to them about health and wellness.”

Workers face a unique set of circumstances, especially in deepwater.

“They’re engaged in a hazardous occupation and are away from their families for weeks at a time,” said Rice. “These are very good jobs, and I’m working to raise public awareness of the job they’re doing.”

For businesses, he provides “a way to extend to their workforce a benefit they’ve not otherwise had,” he said.

Rice has been on several Hornbeck Offshore Services Inc. vessels “includ-

ing one during the Christmas holidays and was able to provide a Christmas service for those who wanted it onboard, which was very nice for them,” said Sam Giberga, an executive vice president at Hornbeck. “For vessel crews that are away from their families for extended periods of time, it’s great to have someone who’s willing to minister to their spiritual needs while at sea, and Winston does that with great commitment.”

SCI spokesman Oliver Brewer said Rice’s job was cut for budget reasons.

“The needs that have been identified for offshore are still there,” he said.

“We’ve made great strides getting there.” SCI’s remaining chaplain in the area “is definitely at the disposal of any offshore worker who needs support.”

SCI is aware of Rice’s ministry, and, Brewer said, “We wish him all the best of luck in that endeavor.”

Contact Rice at chapwin@maritimepastoral.org. — D.K. DuPont

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2/11/15 10:42 AM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

SeaTran Marine

New 205' DP-2 crewboats for SeaTran Marine

The Capt. Elliott has 3,672 sq. ft. of deck area.

The Mr. Steven is scheduled for an early April delivery.

Compiled and edited by Bruce Buls, Technical Editor

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WB_OTW_LINO.indd 24

S

eaTran Marine LLC, New Iberia, La., will take delivery of its second new 205'×34'×13' DP-2 crewboat, the Mr. Steven, from Gulf Craft LLC, Franklin, La., in early April.

The first 205' crewboat, the Capt. Elliott, was delivered in November. The boats are identical except for the engine packages. The Capt. Elliott is powered by four Cummins QSK60 engines putting out 2,700 hp each while the Mr. Steven will have quad Caterpillar 3516Cs, each developing 2,575 hp. The boats each have four Twin Disc MGX-61500 reduction gears with 2.56:1 ratios and four HamiltonJet HT810 waterjets. The engine packages give the boats a top speed of 32 knots light and 26 knots loaded.

For service power, the Capt Elliott has three Cummins QSM11 290-kW gensets, the Mr Steven will be outfitted with three Cat C93 250-kW generators.

The crewboats both have Kongsberg KPOS DP-2 systems with cJoy DP-OT operator terminals.

The only other difference between the two

crewboats is the accommodations. The Capt. Elliott has seven cabins with berths for 14 while the Steven has six cabins with room for 12. Both have seats for 72 passengers. The boats’ 136'×36' decks can handle 400 LT of cargo. Each boat has tankage for 40,200 gals. of ballast/drill water, 62,700 gals. fuel and 3,200 gals. of potable water.

SeaTran has options for two more 205-footers at Gulf Craft, SeaTran CEO Blake J. Miguez, said, “but we’re watching to see what happens with this market.”

Miguez has been happy with Gulf Craft, which has “developed a really innovative product.”

He said the crewboats are the first newbuilds for SeaTran, a joint venture formed late last summer when Iberia Marine Service LLC, Comar Marine LLC and Texas Crewboats Inc. joined forces. The privately owned marine transportation companies have over 135 years of combined experience in the industry and between $150 million and $200 million in equipment made up of 27 crewboats.

Miguez, who is also president of Iberia Marine, www.workboat.com • MARCH 2015 • WorkBoat

2/12/15 1:26 PM

Metal Shark pilot boat for the Canaveral Pilots

M

etal Shark Aluminum Boats, Jeanerette, La., has delivered a new pilot boat to the Canaveral Pilots Association, Port Canaveral, Fla. The custom-built aluminum vessel was constructed at Metal Shark’s new facilities in Franklin, La. Designed by Bill Preston of Marine Design in Gulf Breeze, Fla., the 48'×13'2"×5'4" pilot boat weighs in at 24,204 lbs., light. The boat is powered by a single, forward-mounted John Deere 13-liter 6135 SFM 75 M-4 diesel engine, producing 650 hp at 2,100 rpm.

The weight distribution and the extremely sharp forward entry enables the boat to slice level through the waves as opposed to riding over the top of the crests and plunging into the troughs.

Due to its enhanced stability, the design is used by other pilot groups that operate in the open ocean conditions along Florida’s Atlantic Coast, according to

Metal Shark

said SeaTran is “the first co-op I know of in the marine transportation industry.

We all are family owned and operated companies.” The big advantage to the setup is the cost sharing, which has really helped the new SeaTran during the current slump offshore.

“We felt that if we all got together, and we all shared the costs, we could do it [safety programs, full sales teams, etc.] for cheaper and have the resources we needed to service our clients,” Miguez said. “Then we split the bill based on how much of the fleet you own, how many boats are yours.”

For example, insurance costs alone for the companies were reduced 40% to 50%.

“It works in an up market and a down market. Right now I operate cheaper than other people do. Everyone suffers in a down market, but we just suffer a tad bit less because we share the cost. But most importantly, we can offer our clients more flexibility and better customer service.” — David Krapf

New Florida pilot boat features a single, forward-mounted engine.

Metal Shark.

“Metal Shark did a superb job of building the pilot boat. It was a pleasure to have the shipyard improve on the design and details,” Preston said. “They took the construction drawings to the next higher level of details resulting in the best possible product. All this was confirmed in the boat trials and on the delivery trip.”

One of those improvements was the use of wraparound “pillarless” windows in the pilothouse to substantially reduce blind spots, especially at night, an important consideration for pilots operating around the clock.

“We have nearly five miles of exposure to the South Atlantic, and it can get very nasty at times. While we and other pilot groups on the East Coast of Florida are already very familiar with the seakeeping abilities of this design, Metal Shark really did an outstanding job with the execution,” said Mike Rigby, senior boat captain and director of engineering for the Canaveral Pilots. “The boat performs far beyond our expectations and easily cruises at 18 knots in three- to five-foot seas combining single-engine economy with a comfortable big-boat ride.”

The forward-mounted John Deere diesel is connected to a Twin Disc MGX-5135A marine gear with a 2:1 reduction ratio. Between the gear and the 32"×36", 5-bladed bronze Hale propeller are two shafts. One is a 3"dia., 17'5" shaft, which is enclosed in a sealed, oil-filled shaft log, with bearings manufactured by the Evolution Co., and a thrust bearing on the front end. Attached to that is a 4'6" cardan shaft that is connected to the reduc-

www.workboat.com • MARCH 2015 • WorkBoat

WB_OTW_LINO.indd 25

tion gear. This arrangement allows the engine to be soft-mounted for noise and vibration reduction. The engine reduction gear flange is mounted nearly 26' forward of the transom. The engine is accessible via a large-opening hatch in the forward deck. The new pilot boat carries 320 gals. of fuel and burns 20 gph at 1,800 rpm.

The hynautic steering system is from Seastar Solutions and the dual station engine controls are from Kobelt. The electronics suite includes a Richie Super Sport compass; Buell air horn; ACR search light; Raymarine AIS system; Standard radios and 30-watt loudhailer; and Furuno radar, chart plotter and depth sounder.

Some other features of the vessel include a 4'10" draft, passenger/crew capacity of eight, manual davit at the stern, aft cockpit helm station, heavy-

CORRECTIONS & CLARIFICATIONS

I

n the January 2015 On the Ways section of WorkBoat, we mistakenly credited the design of the 202' fast supply boat Alex F. McCall to Incat Crowther.

The vessel was designed by Gulf Craft LLC, which also built it.

25

2/12/15 1:26 PM

On TheWays

BOATBUILDING BITTS

Kvichak Marine Industries

Signet Maritime

S

New crew/pilot boat for British Columbia from Kvichak Marine.

26

WB_OTW_LINO.indd 26

In February, Harvey Gulf bunkered its first dual-fuel PSV with LNG for the first time.

Harvey Gulf International Marine

ignet Maritime, Pascagoula, Miss., is now operating its newest ASD tug, the 72'×28' Signet Vigilant.

Designed by Castleman Maritime, Clear Lake Shores, Texas, and built by Signet Shipbuilding & Repair in Pascagoula, the new tug is powered by two MTU 8V4000 M54 Tier 3 engines delivering a combined 2,400 hp at 1,800 rpm. The engines turn Rolls-Royce US 155 P12-FP Z-drives. Bollard pull is 30 MT. Ship’s service power is provided by a pair of 65-kW Marathon generators powered by John Deere 4045AFM85 EPA Tier 3 engines. Deck machinery includes a Markey DEPC-32, 20-hp bow winch, and two Patterson WWP40E 40-ton facing winches on the stern. The hawser winch has a capacity of 525' of 6.5"-cir. Saturn 12 synthetic line from Samson Rope.

The Signet Signet’s newest ASD tug was designed

by Castleman Maritime in Texas.

Vigilant is the ninth new ASD tug for Signet Maritime in less than four years and the first Castleman design for Signet.

In late January, Patti Marine Enterprises, Pensacola, Fla., launched the Mariya Moran, a new 5,100-hp ATB tug for Moran Towing Corp., New Canaan, Conn. The tug will be paired with the 150,000-bbl barge Texas being built at Bay Shipbuilding Co, Sturgeon Bay, Wis. John Bludworth Shipyard, Corpus Christi, Texas, has delivered two inland pushboats, the Shannon Mary and the Robert Anthony, to Genesis Marine, Houston.

The Shannon Mary was delivered last October and is the first of a series of inland pushboats Bludworth is building for Genesis Marine. The Robert Anthony was delivered in December. The 84'×32'×11' Shannon Mary is 2,680-hp and is powered by Caterpillar 3512C, Tier 3 main engines supplied by Mustang Power Systems.

The 110'×32'×11' Robert Anthony is 3,150-hp and also powered by Caterpillar 3512Cs. John Bludworth has also delivered four Z-drive inland pushboats, the Freedom, Valor, Nolan Rhodes and Jeris Authement, to Enterprise Marine Services, Houma, La. The first was delivered in November 2013 and the other three in 2014.

These 86'×34', 2,000-hp Z-drive pushboats are powered

by Cummins QSK38 engines connected to ZF Z-drives.

The yard is currently building three more 3,150-hp and three more 2,680-hp inland pushboats for Genesis Marine with deliveries extending into 2016.

Kvichak Marine Industries, Seattle, recently delivered a pair of 40'×13'6" aluminum crew/pilot boats to Tymac Launch Service in British Columbia. Kvichak was also awarded a contract for the construction of a pair of 62' aluminum pilot boats for the Port of Duqm in Oman. The B.C. boats were designed in-house and are powered by twin John Deere 6090SFM85 diesel engines rated at 425 hp with ZF 305-3 marine gears.

The engines are coupled to Hamilton 322 waterjets providing a speed of 35 knots. The boats can transport up to 12 passengers. The Oman pilot boats will be powered by twin Cummins QSK-19 engines rated at 800 hp with ZF 2000A gears turning nibral 5-bladed props for a 20-knot operating speed. A 50-kW Onan genset will provide ship’s service power.

Harvey Gulf International Marine, New Orleans, reached another milestone in its development of the first dual-fuel commercial marine vessels in the U.S. On Feb. 6, the Harvey Energy, a 310'×64'×24'6" PSV, was successfully bunkered with LNG at a terminal in Pascagoula, Miss. A cool-down process for the LNG storage tank on board took about 12 hours utilizing 3,800 gals. of nitrogen. The LNG was supplied by a tank truck. The LNG bunkering operation was the first of its kind in the U.S. and was witnessed by officials from the Coast Guard, ABS, Wärtsilä and Martin Energy Services.

Vane Brothers, Baltimore, has ordered two more Sassafras-class tugs from Chesapeake Shipbuilding,

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Salisbury, Md. When delivered, the vessels will be the 13th and 14th tugs that Chesapeake will have built for Vane Brothers in the last several years.

The new 90'×32' tugboats will be nearly identical to the previous tugs built for Vane. They will be equipped with twin Caterpillar 3512 main engines producing a combined 3,000 hp and a single-drum hydraulic winch.

Steelways Inc., Newburgh, N.Y., has delivered Snag Barge 1401, a heavy-duty crane barge, to the Army Corp of Engineers for work on the Mississippi River. The 200'×50'×9' barge is equipped with a 42,000-gal. fuel tank, an 18,000-gal. potable water tank, six ballast tanks and an 1,110sq. ft. deckhouse. The vessel is also outfitted Snag Barge 101 was built by Steelways on the Hudson River for work on the Mississippi River. with lube oil, waste oil, hydraulic oil, raw water, bilge and black water systems. The four 60'×3' square spuds and a 20'×30' boarding ramp are hydraulically powered. The barge left Steelways on Jan. 6 for Memphis, Tenn.

duty, urethane-sheathed Wing fendering system and transom platform for MOB retrieval.

“This Metal Shark is truly outstanding and we couldn’t be happier,” said Rigby. “Any pilot group that operates in rough conditions really needs to come to Canaveral and ride this boat to experience it for themselves.”

The new pilot boat was delivered in December 2014. — Ken Hocke

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On TheWays start planing at 7 mph, going over sandbars with just 4" of water. Though if you really want to get somewhere in a hurry, the single 200-hp Mercury Sport Jet can push the 23-footer to 40plus mph.

Moore Boat elected to go with the gasoline-powered jet out of consideration of Seacrets restaurant customers that dine along the waterfront. “Having Moore Boats

back and forth from their mooring.

Those new boats are 23' aluminum RIBs from Moore Boat in Bishopville, Md., that will “continually shuttle people from their boats to the beach,” said Moore Boat’s Mike Early. “The boat beaches itself and you walk off the boat to the sand beach.”

The Moore Shallow Shuttle 23 only draws 10" and can get up on step and

New 23' RIBs shuttle Seacrets guests in Ocean City, Md.

three boats constantly moving people back and forth, between the moorings and beach, we didn’t want the diesel fumes,” said Early.

The Coast Guard-approved 23-footers have a 9'4" beam including the heavily reinforced six-chamber inflated collar. Each can pack 12 passengers and two crew. There’s bench seating with storage space and the option of a sunshade top that covers the seating area.

At the bow, the inflated collar is covered with a heavy shroud, “about as thick as a truck tire,” Early said. So when the Moore Shallow Shuttle 23 goes up against one of the boats on a Seacrets mooring and puts pressure on the boat while its owners walk on and off the RIB, both the collar and the moored boat are protected. Likewise, when the boat goes up on the beach to let people off, the collar is protected.

When the shuttle is sitting still, “the inflatable collars are pretty engaged [with the water],” said Early. “That provides an extremely stable platform.

Then when the boat pops up on top, there’s enough separation that you don’t have any drag.”

The shuttle’s hull is all 5086 aluminum. There’s a 1/2" keel, and the bottom plating is 1/4" as are the frames and longitudinals. At the bow there’s a substantial amount of V to break up the chop, while at the transom there’s 7° of deadrise.

Moore Boat designed the Moore Shallow Shuttle 23 with the assistance of the Band Lavis Division of CDI Marine. — Michael Crowley 30

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2/11/15 10:42 AM 27/11/2014 10:44

Recreational Boaters

Close Calls

Rec boaters are putting commercial mariners on edge.

By Dale K. DuPont, Correspondent

32

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M

ariners from coast to coast and on the inland rivers and Great Lakes have similar tales to tell when it comes to recreational boaters: Anchor lights instead of running lights, no VHF radios, no clue who has the right-of-way, no concept that the wheelhouse crew may not be able to see them, no idea what channel markers mean and much more.

Close calls are common. Kayaks have bounced off commercial vessels and mariners have had to go into reverse to avoid hitting people. And if there’s an accident, mariners fear the bigger boat will be blamed no matter who’s at fault.

They also wonder about standards. Professional mariners must be licensed and trained, so what about recreational boaters? It depends. Mandatory education primarily for motorized craft varies

widely by state. Only two require licenses. Yet waters, especially around big cities, are becoming increasingly clogged not only with runabouts and cruisers but also with canoes, kayaks, paddleboards and the like.

Sharing the waterways is a given, professional mariners say, but they would prefer sharing with a more informed crowd.

“It’s putting so much stress and strain on the professional mariner. You’re always on edge. It’s difficult to deal with, but it’s also a testament to the professional mariner that nobody’s been killed,” said Mike Borgström, president, Wendella Sightseeing Co., a tour boat operator in Chicago, a city that has some of the biggest traffic challenges.

“The growing concern around the country is

AP Photo/Scott Eisen

Kayakers move to the side of the channel in the Chicago River as Shoreline Sightseeing’s Evening Star passes by in downtown Chicago.

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 2:41 PM

Wendella Sightseeing Co.

users of the waterways who have never used the waterways before,” he said.

Among them are people who rent boats for a few hours of fun.

“Safety courses are fine, but if I’m just some guy off the street, I’m not taking a safety course,” Borgström said. “The difficulty is trying to address those users. Nobody wants to see anybody get hurt. Nobody’s trying to get hurt.”

“You need to change the law,” he said.

Borgström was part of a Passenger Vessel Association (PVA) delegation that last fall raised the traffic issue with the National Transportation Safety Board (NTSB). “The message was clear,” he said. “I think they were very surprised at my presentation.” The NTSB’s marine safety office said it was an issue they were interested in and might take a closer look at in the future.

The future is now, operators say.

Recreational boaters are “out for fun and sport,” said Del Wilkins, president of Illinois Marine Towing Inc., Lemont, Ill., a Canal Barge Co. subsidiary.

“Anybody who has a wallet can walk in to a marina or boat store, buy a boat and be on the water the next day. That becomes a potential hazardous situation.”

Illinois Marine operates in a very restricted navigation channel — only 160' wide — so two barges take up 70', leaving just 90' of navigable channel to move around.

“Why wouldn’t there be rules that

In the summer, the Chicago River is clogged with a mix of recreational boats and commercial vessels.

apply equally?” Wilkins asked. Mariners have to be licensed by the Coast Guard. “If they’re in an incident, there is a consequence. At a minimum there should be some type of mandatory requirement for training to have situational awareness.”

A person falling from a personal watercraft about 1,000' in front of a tow has less than one minute to get out of the way.

LICENSE, COURSE REQUIREMENTS Some state laws apply to personal watercraft only, others to all powerboaters or to operators born after a certain date, according to the National Association of State Boating Law Administrators (NASBLA). Alaska, Arizona, Wyoming and South Dakota have no education requirements while Alabama and Indiana require licenses for powerboat operators.

2013 RECREATIONAL BOAT SALES

T

otal new boat sales in 2013, the most recent year available, were 532,170. Of that total, 225,800, or about 42%, were kayaks; 74,100 were canoes; 39,400 personal watercraft; and 3,000 jet boats.

The average cost of a new kayak was $540 in 2013; a canoe, $495; personal watercraft, $12,217; and jet boats, $37,618.

Of the 242 million U.S. adults, 89 million participated in recreational boating at least once during the year – a 1% increase from 2012 and the highest level of participation since the National Marine Manufacturers Association began collecting that data in 1990.

Source: NMMA 2013 Recreational Boating Statistical Abstract

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In 1999, NASBLA started developing national course standards particularly aimed at powerboats, said Pamela Dillon, education director. Most standards focused on navigation rules, how to operate safely and interacting with others on the water. The organization supports mandatory education. Licensing and other restrictions are up to the states.

Now 49 of 56 U.S. states and territories have some kind of required education for motorized boats. A few are considering rules for non-motorized boats, Dillon said. She declined to identify them, saying she didn’t want to pre-empt their announcements.

As to how strict enforcement is, she said, “Ultimately, it’s a state-by-state decision.” It’s up to the boater to take the course. If he’s stopped, the officer can ask to see proof of a completed course.

They’ve been discussing how to reach the non-motorized boaters. “We don’t want to discourage people from boating,” she said.

And a lot of people are out boating. Chicago-based National Marine Manufacturers Association (NMMA), the leading trade association for boat, engine and accessory manufacturers, says 89 million U.S. adults participated in recreational boating at least once during 2013. New boat sales topped half a million.

Asked about NMMA’s position on requiring recreational boating operators to be licensed and complete courses, 33

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Recreational Boaters

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ecreational boaters must exercise extreme caution when operating near commercial traffic on the inland waterways.

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Boaters should: • Be aware of the blind spot that can extend for several hundred feet in front of and to the sides of barges.

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A tow’s blind spot can extend several hundred feet in front of barges.

a spokesman said the organization supports mandatory boater education.

“NMMA believes education is the best way to prevent boating accidents and improve boating safety.”

On the commercial side, the American Waterways Operators (AWO) estimates there are more than 4,000 towboats and tugboats and more than 27,000 barges in the U.S. PVA says there are more than 5,000 Coast Guard-certified passenger vessels, and the Offshore Marine Service Association’s (OMSA) numbers show 1,200 offshore service vessels.

The solution to the traffic issues would be better-educated people, said Vann Burgess, the Coast Guard’s senior recreational boating safety specialist.

“The Coast Guard does not have the authority to mandate education for recreational boaters,” though it has tried unsuccessfully to get it. “It’s about people taking responsibility for what they’re doing. We can’t say we favor

hind a towboat created by the propellers.

• Take extra precautions when boating at night. Navigation lights on the front and rear of a tow can be as much as a quarter mile apart.

• Be aware of the danger signal. Five or more short whistle blasts indicate immediate danger. Boaters should make sure they are not directed at them.

• Always wear a life jacket or personal flotation device to reduce the chance of drowning.

• Sailboaters and windsurfers should keep in mind that large barge tows can “steal” their wind.

Source: “Tennessee and Cumberland Rivers: A boater’s guide to safe travel,” produced by the U.S. Army Corps of Engineers, Nashville District, and the Tennessee Valley Authority.

one thing over another.”

One positive note: “We’re on a downward trend in fatalities,” he said.

Recreational boats “have a tendency to like the channels,” Burgess said. And mariners running tugs and barges can’t see them. “What they don’t understand is the gross tonnage rule. A lot of it is they just don’t know.”

Commercial and recreational coexistence “is part of the fabric of the operating environment across all the Great Lakes,” said Joe Starck, president of The Great Lakes Towing Co., Cleveland. “Generally speaking, the Coast Guard is around. They are patrolling and will have safety zones when a ship is moving.”

However, while the ships and tugs might know about the safety zone, that doesn’t mean others do.

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have to be able to share the waterfront,” Starck said. Communication is key, “as long as everybody knows what everybody else is doing.”

Rob Casey, owner of Salmon Bay Paddle, Seattle, offers classes in freighter and tug wave surfing for sea kayakers and tries to make sure his students know what they and everybody else is doing.

“I’m one of the few who actually teaches people that a boating channel is not some place you take a nap in,” Casey said. He also explains that kayakers don’t have the right-of-way, and asks students to consider the environment and what they see in the channel.

Tugs produce seven- to eight-foot waves that spread away from the vessel. “We’re 100 yards on either side of the boat,” he said, “and the side we surf on is not in the traffic channel.”

They only go on calm water days and only with intermediate to advanced paddlers. They get three waves off each boat that can be surfed for a few hundred feet to half a mile for a 10-15 minute ride.

It compares to surfing elsewhere and is much closer than the ocean, which is about three hours away. “This is something we can do in our backyards,” he said. “I’m super safe, because that’s just the personality I am.”

Casey may be the exception. A lot of people come down to row in the calm canal. “It’s not an ideal situation,” said Bob Shrewsbury, co-owner of Western Towboat Co., Seattle. “Some of them are good and some aren’t. It’s pretty scary.

“We watch for them because you have to,” he said. “Just like bike riders, you have to assume they’re not looking out for you. They think they’re the only ones out there at 5:30 a.m.”

Sentiment toward boaters is the same on the East Coast.

“They have no clue about the rules of the road. You go out there in the summertime, and you’re virtually taking your life in your hands,” said Capt. Bob Silva, Toms River, N.J., who used to work for a recreational towing service.

While towing he’s had boaters whiz

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d

Recreational Boaters

OPERATOR INATTENTION TOPS REC BOATING ACCIDENT LIST

O

f the 4,062 recreational boating accidents in 2013, the top five contributing factors involving operation of the vessel were: operator inattention, improper lookout, operator inexperience, excessive speed and machinery failure. Alcohol use and navigation rules violations were the next two top contributing factors.

Of the 560 deaths, most (272) were in open motorboats; the next highest amounts were 55 in canoes and 54 in kayaks.

Only 19 of the accidents were collisions with commercial vessels and nine were collisions with governmental vessels. The most, 947, were collisions with other recreational vessels.

Source: U.S. Coast Guard 2013 Recreational Boating Statistics

1/8/2009

by creating such a big wake he had to slow down to avoid snapping a line or pulling out a cleat. He once searched for a guy for four hours who couldn’t give him the right coordinates. Then 1:32 PM Page 1 there’s one of his favorite stories about a guy he pulled off a mudbar. He asked if the boater had a chart, and the man took out one of those ubiquitous place-

mats with chart replicas.

Silva recommends a more rigid boating safety test that everyone has to pass, and a test on the actual operation of the boat — similar to what’s required for a driver’s license.

“Nobody’s enforcing intelligent boat behavior,” said Bos Smith, vice president of operations, Stevens Tow-

ing, Yonges Island, S.C., who describes the Atlantic Intracoastal Waterway (AIWW) as an obstacle course.

Small boat operators “don’t understand our momentum — how water flows with a tug and barge,” he said.

“There are certain times we don’t even like to be operating,” such as Memorial Day, the 4th of July and Labor Day. “We have jet skiers that will follow tugs and jump wakes,” he said. “We have a lot of skiers who ski in front of us and fall. I don’t know how you educate the boating public.”

Sailboaters say they have the right of way, Smith said. “They tack right in front of you and expect you to deviate.

They don’t know what a danger signal is. They don’t understand the hydraulics of a big tug.

“There’s no easy solution, except education connected to a license.

People do crazy, stupid stuff all the time. It’s a hard problem to fix.”

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2/11/15 10:43 AM

2014

Construction Survey Xxxxxx

Custom Made WorkBoat’s 2014 Construction Survey

By Ken Hocke, Senior Editor

W

orkBoat’s 2014 construction survey showed that the number of newbuild vessels under contract, under construction or delivered over the past 12 months was down from last year. This year the number was 627 compared to 2013’s 745. It reflects a move from series-build contracts to more one-off specialized vessels. (The back end of some of the multivessel contracts are reflected in this survey with deliveries running into 2016.)

“We’ve had a great run the last several years in the energy sector but that sector is starting to slow down quite a bit because of all the orders that have

40

WB_ConstructionSurvey_2015_LINO.indd 40

been made there. I now see quite a bit of demand on the larger, more sophisticated vessel side than on the lower-end side,” Richard McCreary, vice president, commercial business development, BAE Systems Ships Repair, Mobile, Ala., told WorkBoat in 2014. “We’re now seeing a resurgence of equipment in what I call the traditional Jones Act trade — more the tankers, containerships, the bulkers, the articulated tug/barge units driven, in part, by the amount of energy being taken out of the ground that has to be transported.

And there are military contracts out there that are going to be awarded soon and so on.”

Bollinger Shipyards Inc.

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www.workboat.com • MARCH 2015 • WorkBoat

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McCreary’s comments were made before the precipitous plunge in oil prices began late last year. So the price of oil will be a factor in the number of boat orders going forward but didn’t have a big affect on the contracts in this survey.

One of the specialized vessels McCreary mentioned that BAE is building is a subsea support vessel for deepwater and ultradeepwater work for Oceaneering International, Houston.

The 353'×72' DP-2 vessel will be powered by GE Tier 4i-compliant engines. One of the boat’s major features will be a 250-ton, active-heavecompensated crane capable of reaching depths of 13,000'.

Also reflected in the survey is a number of firsts for shipyards, designers and boat owners.

Swiftships, Morgan City, La., delivered the first of three 175'×25'×13'6" DP-2, fast supply vessels to Rodi Marine. It was the first commercial vessel the boatbuilder delivered since 2008 after building military vessels exclusively for about six years. It was also the first newbuild for Rodi.

Z-drive towboats are becoming more

8 7

TOTAL- 627

13 39 79 1 68 49 8 6

82 196 59

Barges

12 90

popular. The Corps of Engineers is putting Z-drives in its new towboat under construction at Horizon Shipbuilding in Bayou La Batre, Ala., and American Commercial Lines is having eight 2,000-hp Z-drive towboats built at Steiner Construction, also located in Bayou La Batre. Four of ACL’s Zdrives are 75'×34' canal boats and four are 70'×28' fleet boats.

CT Marine, Portland, Maine, designed its first Z-drive towboat. The 68'×34'×10' fleeting/switch boat Cairo was the first Z-drive towboat for Gonzales, La.-based Carline Companies.

Great Lakes Dredge & Dock, Oak Brook, Ill., awarded a contract to

Eastern Shipbuilding Group, Panama City, Fla., to finish work on an ATB dredge to be made up of a 158'×52'×33' tug and a 433'×92'×36' dredge barge.

The contract was originally awarded to Signal International in 2012 with delivery set for 2014.

And in a move that ultimately surprised no one when it was announced, Edison Chouest Offshore acquired Bollinger Shipyards. Ben Bordelon, the new chief executive officer of the company, and ECO acquired all assets and stock of Bollinger. Other details of the purchase were not disclosed and Bollinger and ECO would not comment further.

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mmullett@allamericanmarine.com www.allamericanmarine.com

Callisto Voyager (2) TBA

Spring 83'x29' A Whale Watch/ Kenai 2014 Eco-Tour Fjord Tours Spring 105'x33' A Passenger King 2015 Ferry County

AUSTAL USA

Michelle Bowden, Sales & Marketing Assistant P.O. Box 1049 Mobile, AL 36633 Tel: 251-434-8000 • Fax: 251-445-1955

michelle.bowden@austalusa.com www.austal.com (7) Charleston TBA 418'x100' A Littoral U.S. Navy (LCS 18), Jackson 2015 Combat Ship (LCS 6), Montgomery TBA (LCS 8), Gabrielle Giffords (LCS 10), TBA

41

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

Dimensions

(LxB)

Type Vessel

& Hull Material Steel, Aluminum, Fiberglass

Omaha (LCS 12), TBA Manchester (LCS 14), TBA Tulsa (LCS 16) (8) Millinocket 2014 338'x93'6" A (JHSV 3), Fall River (JHSV 4), 2014 Trenton (JHSV 5) 2015 Brunswick (JHSV 6) TBA Carson City (JHSV 7) TBA Yuma (JHSV 8) TBA Bismark (JHSV 9) TBA Burlington (JHSV 10) TBA

Owner

Joint U.S. Navy High-Speed Vessel

Richard McCreary, Vice President and General Manager P.O. Box 3202 Mobile, AL 36652 Tel: 251-690-7100

richard.mccreary@baesystems.com www.baesystems.com/shiprepair

(2) Hercules, 2015 288'x62'x S PSV GulfMark Pegasus 26' Americas Ocean 2016 353'x72'x S Subsea Oceaneering Evolution 29'5" Support International Vessel

BAE SYSTEMS SOUTHEAST SHIPYARDS

Richard McCreary, Vice President and General Manager 8500 Heckscher Dr. Jacksonville, FL 32226 Tel: 904-251-3111

richard.mccreary@baesystems.com www.baesystems.com/shiprepair (4) Breeze, 9/14 252'x60'x S PSV Jackson Thunder, 2015 25'3" Offshore Lightning, 2015 Operators Squall 2016 TBA 2016 12,000 hp S ATB Seabulk Tug Tankers

BLOUNT BOATS INC.

Julie Blount, Executive Vice President 461 Water Street/ PO Box 368 Warren, RI 02885 Tel: 401-245-8300 • Fax: 401-245-8303

Julie@blountboats.com www.blountboats.com Chandra B 8/15 78'11"x23' S Bunkering American

Tanker Petroleum &

Transport

JOHN BLUDWORTH SHIPYARD LLC

42

WB_ConstructionSurvey_2015_LINO.indd 42

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

Tel: 361-887-7981 • Fax: 361-887-6014

BAE SYSTEMS SOUTHEAST SHIPYARDS

Gasper C. D’Anna, President 3101 E. Navigation Blvd.

Corpus Christi, TX 78402

Vessel Name or Hull #

info@jbludshipyard.com www.jbludshipyard.com (3) Shannon Mary, 10/14 84'x32' S Pushboat Genesis Hull 150, 12/15 Marine LLC Hull 151 2/16 (4) Robert Anthony, 12/14 110'x32' S Pushboat Genesis Elizabeth M. 2/15 Marine LLC Robinson, Ashley 4/15 Danielson, Lindsay 6/15 M. Nobles Hull 152 5/16 92'x32' S Pushboat Genesis

Marine LLC

BOLLINGER SHIPYARDS INC.

Scott Theriot, Executive Vice President, Sales & Marketing P.O. Box 250 Lockport, LA 70374 Tel: 985-532-2554 • Fax: 985-532-7225

scottt@bollingershipyards.com www.bollingershipyards.com (23) Isaac Mayo 2015 154'x25'x14' S Fast Response U.S. Richard Dixon 2015 Cutter Coast Guard Heriberto Hernandez 2015 (Patrol Boat) Joseph Napier 2015 William Griesser 2015 Richard Patterson 2016 Joseph Tezanos 2016 Roliin Fritch 2016 Lawrence Lawson 2016 John McCormick 2016 Bailey Barco 2017 Benjamin Dailey 2017 Donald Horsley 2017 Jacob Pordo — Hull 626-634 —

BOLLINGER SHIPYARDS INC. BOLLINGER MARINE FABRICATORS

Scott Theriot, Executive Vice President, Sales & Marketing P.O. Box 250 Lockport, LA 70374 Tel: 985-532-2554 • Fax: 985-532-7225

scottt@bollingershipyards.com www.bollingershipyards.com (5) TBA 2015- 300'x60'x24' S 300-class

2016 PSV (3) TBA 2016 270'x57'x20' s 270-class PSV

— —

BORDELON MARINE SHIPBUILDERS LLC Wes Bordelon, President & CEO 682 Thompson Road Houma, LA 70363

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

Dimensions

(LxB)

Type Vessel

& Hull Material Steel, Aluminum, Fiberglass

Owner

Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Tel: 985-601-5777 • Fax: 985-601-5778

Tel: 800-784-2979 • Fax: 410-742-3689

www.bordelonship.com

martin@cheship.com www.chesapeakeshipbuilding.com

(2) Shelia Bordelon, 2/15 255'x52'x18' S Hull 3 2015

Stingray- class PSV

Bordelon Marine

BREAUX BROTHERS ENTERPRISES INC. Vic Breaux, Vice President P.O. Box 1100 Loreauville, LA 70552 Tel: 337-229-4232 • Fax: 337-229-4951

broboats@aol.com www.breauxboats.com

Type Vessel

Owner

(4) Fells Point, 2014 92'x32'x13' S Tug Vane Kings Point 2015 Brothers (4) Hull 104, 3/15 260'x54'x8' S Passenger American Hulls 118-120 2015- — S Vessel Cruise Lines

CONRAD INDUSTRIES INC. CONRAD SHIPYARD Brian Barbier, Shipyard Contact Gary Lipely, Sales 1501 Front St., P.O. Box 790 Morgan City, LA 70380 Tel: 985-384-3060

Hull 1288 3/14, 205'x32' A Crew/Supply Gulf sales@conradindustries.com

Logistics www.conradindustries.com Hull 1324 3/14 194'x30' A Crew/Supply Edison

Chouest (2) TBA — —

Offshore (2) TBA — — (5) Hull 1325, 7/14 205'x32' A Crew/Supply Edison (2) TBA — — Hull 1326 11/14 Chouest (5) TBA — — Hull 1327 3/15 Offshore (7) TBA — — Hull 1328 7/15 TBA — — Hull 1329 11/15

S Anchor Barge S Deck Barge S Dry Bulk Barge S LPG Barge S Tank Barge S Towboat

— — — — — —

BURGER BOAT CO.

Doug Borys, Commercial Business Development 1811 Spring St. Manitowoc, WI 54220 Tel: 920-686-5117

sales@burgerboat.com www.burgerboat.com/commercial Arcticus 2014 77'5"x26' S Fisheries U.S. (Grayling) Research Geological

Vessel Survey (USGS) Chicago’s 2014 98'x32'x S Passenger Chicago’s Classic Lady 6'2" Vessel First Lady — 2015 89' S Passenger Wendella Ferry Sightseeing

C&G BOAT WORKS INC.

P.O. Box 1725/401 Cochran Bridge Causeway, Hwy. 98 Mobile, AL 36603 Tel: 251-694-1300 • Fax: 251-694-1306

www.cgboatworks.com (2) Hulls 125-126 2014 202'x34' A FSV Seacor Marine (4) Hull 127, 2014 210'x33' A FSV Seacor Hulls 128-130 2015 Marine

CHESAPEAKE SHIPBUILDING CORP. Charles Robertson, Owner 710 Fitzwater St. Salisbury, MD 21801

www.workboat.com • MARCH 2015 • WorkBoat

WB_ConstructionSurvey_2015_LINO.indd 43

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2/12/15 2:03 PM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Owner

TBA — — S Tug — Woods Hole 5/16 235'x64'x S Passenger- The Steamship

18'6" Vehicle Ferry Authority

CONRAD INDUSTRIES INC. CONRAD DEEPWATER SOUTH

— —

S S

Crane Barge Deck Barge

— —

Kurt Redd, President P.O. Box 83723 Portland, OR 97285 Tel: 503-289-2669 • Fax: 503-289-2825

3/14 78'1"x30'4" S Tug 9/14

Brusco Tug & Barge

J. Arnold Witte, President and CEO 220 E. Bayfront Parkway Erie, PA 16507 Tel: 814-455-6442 • Fax: 814-455-8121

EASTERN SHIPBUILDING GROUP Kenneth R. Munroe, Vice President 2200 Nelson St./Panama City, FL 32401 P.O. Box 960/Panama City, FL 32402 Tel: 850-763-1900 • Fax: 850-763-7904

— —

S S

LPG Barge Tank Barge

— —

CONRAD INDUSTRIES INC. CONRAD ALUMINUM NEW CONSTRUCTION A.J. Blanchard, Shipyard Contact Robert Sampey, Sales 9752 Hwy. 182 E. Amelia, LA 70342 Tel: 985-631-2395

sales@conradindustries.com www.conradindustries.com (16) TBA — 30,000 bbl. S Tank Barge — — — — S Towboat —

DAKOTA CREEK INDUSTRIES Mike Nelson P.O. Box 218 Anacortes, WA 98221 Tel: 360-293-9575 • Fax: 360-293-1372

mike@dakotacreek.com www.dakotacreek.com (2) Neil Armstrong, 7/15 238'x50'x22' S Oceanographic NAVSEA Sally Ride 10/15 Research Vessel TBA 3/15 240'x54'x29' S Cargo Coastal

Vessel Transportation

WB_ConstructionSurvey_2015_LINO.indd 44

Owner

TBA 2016 185,000-bbl S ATB Seabulk Barge Tankers

sales@conradindustries.com www.conradindustries.com

44

Type Vessel

www.donjonshipbuilding.com

Eric Bland, General Manager Brett Wolbrink, Sales 710 Market St. Orange, Texas 77631 Tel: 409-883-6666

— —

Steel, Aluminum, Fiberglass

DONJON SHIPBUILDING AND REPAIR

CONRAD INDUSTRIES INC. CONRAD ORANGE

(5) TBA (4) TBA

(LxB)

& Hull Material

DIVERSIFIED MARINE INDUSTRIES

(2) Peter J. Brix, Bo Brusco

sales@conradindustries.com www.conradindustries.com — —

Delivery Date

dmi83723@aol.com www.dmipdx.com

Brian Barbier, Shipyard Contact Terry Frickey, Sales 995 Duhon Road Amelia, LA 70342 Tel: 985-384-3060

TBA (2) TBA

Vessel Name or Hull #

info@easternshipbuilding.com www.easternshipbuilding.com (2) HOS Brass Ring, 1/15 302'x64'x26' S Z-Drive Hornbeck HOS Briarwood 3/15 PSV Offshore

Services (2) HOS Warland, 9/15 302"x76"x26" S Z-Drive Hornbeck HOS Woodland MPSV Offshore Harvey 12/15 302''x64'x S LCV Harvey Gulf Deep-Sea 24'6" International (2) Harvey Sub-Sea, 2/16 327'x73'x S Z-Drive Harvey Gulf Harvey Blue-Sea 6/16 29'3" MPSV International (4) Bravante IX, 1/15 284'x60'x S PSV Boldini SA Bravante VI, 2014 24'6" Bravante VII, 2014 Bravante VIII 2014 (5) Ty Dolese, 1/15 90'x32'x10' S Inland Florida Marine Bill Seymore, 3/15 Towboat Transporters TBA 6/15 9/15 12/15 GL302 2016 158'x52'x33' S ATB Great Lakes

Tug Dredge & Dock GL151 2016 433'x92'x36' S ATB Great Lakes

Dredge Dredge & Dock Barge Harvey Stone 4/16 212'7"x59'1" S Z-Drive Harvey Gulf x25'7" AHTS International (3) TBA 10/15 80'x38'3" S Z-Drive Suderman &

2/16 15'9" ASD Tug Young Towing

6/16 (3) TBA 12/15 80'x38'3" S Z-Drive Bay Houston

3/16, 4/16 ASD Tug Towing

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Owner

TBA 11/15 96'x34' S Z-Drive Bisso 14'9" Tug Offshore

FINCANTIERI MARINE GROUP HOLDINGS MARINETTE MARINE CORP. Bethany Skorik, Business Development 1600 Ely St. Marinette, WI 54143 Tel: 715-735-9341 ext. 6282 • Fax: 715-735-4774

bethany.skorik@us.fincantieri.com www.fincantierimarinegroup.com www.marinettemarine.com

Multiple — 45'x14' S Response U.S. Coast Boat-Medium Guard (11) Fort Worth, — 378'x57' S Littoral U.S. Navy LCS 5, LCS 7, LCS Combat Ship 9, LCS 11, LCS 13, LCS 15, LCS 17, LCS 19, LCS 21, LCS 23 Sikuliaq 6/14 261'x52' S Alaska National Research Science

Vessel Foundation

FOSS MARITIME, RAINIER SHIPYARD Doug Nugent, Sales & Marketing

Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

611 East A. St./P.O. Box 759 Rainier, OR 97048 Tel: 503-556-5833 • Fax: 206-281-4732

dnugent@foss.com www.foss.com

(3) Michelle Foss, 3/15 131'x41' S Arctic-class Foss Denise Foss, 12/15 Tug Maritime Nicole Foss 12/16 Company

GEO SHIPYARD INC.

David LeCompte, Vice President P.O. Box 9622 New Iberia, LA 70562 Tel: 337-367-1541 • Fax: 337-364-7493

david@geoshipyard.com www.geoshipyard.com

Blake 9/14 82'x27'x A Survey David Evans

10'3" Catamaran & Associates Trident 3/15 65'x21' A Research Texas Catamaran A&M Hull 215 — 60'x24' A Research USM Catamaran

OFTEN IMITATED,

i

NEVER

i

iDUPLICATED. EXPERIENCE. . .

50 years evidenced in over 1700 vessels designed and built.

THE VERSATILITY. . .

As exemplified in Breaux's Bay Craft, Inc. constructed crew boats, passenger vessels, excursion vessels, catamaran, pilot vessels, and motoryachts in use around the world.

AND QUALITY. . .

The fairest of hulls, CUSTOM BUILT to meet any type of service required.

I N C O R P O R AT E D (Founded by Roy Breaux, Sr., 1946)

For Additional Information Contact:

Roy Breaux, Jr. or Hub Allums

P.O. Box 370, Loreauville, LA 70552 Phone (337) 229-4246 or FAX (337) 229-8332

www.workboat.com • MARCH 2015 • WorkBoat

WB_ConstructionSurvey_2015_LINO.indd 45

45

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Owner

GLADDING-HEARN SHIPBUILDING THE DUCLOS CORP.

Delivery Date

Fort Ripley 8/14 64'x21' A Pilot/ Southeast Offshore Ocean Response Response (2) Launch 621, 2/14 61'x17'6" A Patrol Boat NYPD Launch 622 6/14 (6) Isla Pelicano, 4/14 57'x17' A Patrol Boat Armada Isla Arena, 7/14 National Isla Serrana, 12/14 Republic of Isla Fuerte, 12/14 Colombia Isla Del Morro, 10/14 TBA 4/15 Cape Fear III 3/15 52'x16' A Pilot Boat Cape Fear Pilots (2) Launch 701, 2/15 70'x19' A Patrol Boat NYPD Launch 702 4/15 Manatee 7/15 53'x17' A Pilot Boat Tampa Pilots Hull 410 8/15 53'x17' A Pilot Boat Delaware Pilots Hull 411 10/15 53'x17' A Pilot Boat Sabine Pilots Hull 413 2/16 151'x35' A Catamaran Hyannis

Ferry Harbor Tours (3) Hull 414, 3/16 165'x36' S Sightseeing Circle Hull 415, 7/16, Vessel Line Hull 416 4/17

GREAT LAKES SHIPYARD Joseph P. Starck Jr., President 4500 Division Ave. Cleveland, Ohio 44102 Tel: 800-321-3663

jps@thegreatlakesgroup.com www.thegreatlakesgroup.com Tug

New York Power Authority

Travis R. Short, President and General Manager 13980 Shell Belt Road Bayou La Batre, AL 36509 Tel: 800-777-2014 • Fax: 251-824-1664

trshort@horizonshipbuilding.com www.horizonshipbuilding.com Philip Box 5/14 140'x35'x S Towboat Florida Marine

11'6" Transporters John Cox 11/14 80'x33'x S Towboat Florida Marine 10'6" Transporters (2) Frank Golemi, 2/14 74'x32'6"x S Pushboat Canal Jane Merrick 6/14 10'6" Barge Co. (24) Hull 48-72 2014 40'6"x12'x6' S Crewboat/ — Workboat Gianna Hull 9/14 120'x35'x S Towboat Florida Marine 11'6" Transporters (2) Chip Steinberg, 3/15 80'x33'x S Towboat Florida Marine Michael Akiu 6/15 10'6" Transporters Dan Reeves 7/15 95'x43'x10' S Towboat Army Corps (3) TBA 8/15, 74'x32'x S Pushboat —

10/15, 12/15 10'6" Andrew Antrainer 10/15 120'x35'x S Towboat Florida Marine

Transporters

jdane3@gulfcoastshipyardgroup.com www.gulfcoastshipyardgroup.com

irene@jtmarine.com jtmarineinc.com

Irene Toristoja, Office Administrator 2301 SE Hidden Way Vancouver, WA 98661 Tel: 360-750-1300 • Fax: 360-750-1203

John Dane III 13085 Seaway Rd. Gulfport, MS 39503 Tel: 228-276-1000 • Fax: 228-276-1001

OSV

Harvey Gulf Int'l Marine Tank Florida Marine Barge Transporters

GULF ISLAND MARINE FABRICATORS LLC

WB_ConstructionSurvey_2015_LINO.indd 46

Owner

HORIZON SHIPBUILDING INC.

JT MARINE

46

Type Vessel

Jill 10/14 185'x135'x S 335-class Montco 15' Liftboat Offshore Ron Hunter 4/14 155'x50'x S 8,000-hp Hunter 11'6" Towboat Marine (2) Cape Horn, 11/14 214'x48'x S PSV Seamar Cape Cod 2015 16' (19) HOS Annexes 2015 40'x40'x12' S Living Hornbeck Accommodations Offshore (3) TBA 2015- 180'x48'x S 8,400-hp Marquette

2016 11'6" Towboat Transportation

GULF COAST SHIPYARD GROUP

Jay Hebert, President & CEO

Steel, Aluminum, Fiberglass

jayhebert@gifinc.com www.gulfisland.com

sales@gladding-hearn.com www.gladding-hearn.com

(6) Harvey Energy, 2015- 302'x64' S Harvey Power, TBA FMT 3248 — 297'x54' S (Multiple)

(LxB)

& Hull Material

583 Thompson Road/P.O. Box 310 Houma, LA 70363 Tel: 985-872-2305 • Fax: 985-219-2237

Peter Duclos, President 1 Riverside Ave./P.O. Box 300 Somerset, MA 02726 Tel: 508-676-8596 • Fax: 508-672-1873

(2) Tug Joncaire II, 2015 45'x19'7"'x8' S Tug Breaker II 2017

Vessel Name or Hull #

Montana

2014 120'x35'x19' S

ASD Tug Hyak Maritime

KVICHAK MARINE INDUSTRIES Keith Whittemore, President 469 NW Bowdoin Place Seattle, WA 98107 Tel: 206-545-8485 • Fax: 206-545-3504

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Vessel Name or Hull #

Owner

sales@kvichak.com www.kvichak.com

(14 Delivered) 2014 45'x14' A Response U.S. Boat-Medium Coast Guard (12 Contracted) 2014 30'x9'8" A Rapid Response U.S. Navy Skimmer TBA 2014 66'x25' A Shallow-Draft NSEDC Tender (7 Contracted) 2014 32'x8'6" A Transportable U.S.

Port Security Coast Boats Guard (2 Contracted) 2014 36'x13'6" A Crew/Pilot Tymac Launch Boat Service (2 Contracted) 2014 36'x13'6" A Crew/Pilot West Coast

Boat Launch Service TBA 2014 40x11'8" A Oil Barge Alaska Clean Seas TBA 2014 55'x24' A Research California

Catamaran Dept. of Water

Resources

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

LEEVAC SHIPYARDS LLC

Brad J. Matte, Director of Sales P.O. Box 1190/111 Bunge St., Hwy. 90E Jennings, LA 70546 Tel: 337-214-0495 ext. 225 • Fax: 337-824-2970

bmatte@leevac.com www.leevac.com (2) Ram Nation, 2014 270'x56'x S PSV Ramsey Ram Country 21'6" S Marine Hull 364 2014 260'x55'x24' S PSV Tidewater Marine (2) Hull 367-368 2015 300'x62'x24' S OSV Tidewater Marine (2) Hull 369-370 2015 302'x76'x26' S MPSV Hornbeck

2016 Offshore

MAIN IRON WORKS

148 Old Ferry Road Houma, LA 70364 Tel: 985-876-6302

Carl 2015 100'x38'x13' S Ship-Assist Port Comfort Tug Towing TBA 2015 100'x38'x16'6" S Ship-Assist Bisso Tug Towboat

MODUTECH MARINE, INC New Construction to 100’ n Commercial n Work n Charter Boats Complete line of Aluminum and Fiberglass Patrol Boats

All Aluminum 95' Range Support Craft

253-272-9319 2218 MARINE VIEW DRIVE, TACOMA, WA 98422

WWW.MODUTECHMARINE.COM www.workboat.com • MARCH 2015 • WorkBoat

WB_ConstructionSurvey_2015_LINO.indd 47

47

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Owner

MARINE INLAND FABRICATORS

Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Bison, 2015 200'x48'x17' Caribou 2015 200'x48'x18' (6) TBA 2016- 221'x48'x18' S OSV 2018

Rudy Sistrunk, Managing Member 1725 Buchanan St. Panama City, FL 32409 Tel: 850-265-1383 • Fax: 850-265-0487

rudy@marineinland.com www.marineinland.com

Owner

Marine —

MASTER MARINE

Hull 239 1/14 25'x14'x5' S Dredge Tracotamsa Tender Hull 242 1/14 26'x16'x7' S Towboat Arbor Tree & Land Hull243 3/14 35'x11'6"x S Dredge Normrock 3'6" Hull 246 3/14 25'x14'x5' S Towboat Smith Brothers Hull 248 1/14 25'x12'x4' S Dredge Lafarge Tender (2) Hull 251-252 3/14 48'x12'x4' S Barge R.J. Gorman Hull 253 7/14 25'x14'x5' S Towboat B&R

Construction Hull 254 6/14 25'x14'x5' S Towboat Sunflower

Construction Hull 255 4/15 25'x10'x4' S Towboat Water Works Hull 256 1/15 80'x30'x4'6" S Ferry Barge Arkansas

Highway

Department Hull 257 4/14 35'x8'x5' S Barge Kearns

Bow Rake Construction Hull 258 6/14 25'x14'x5' S Towboat Devcon Hull 259 7/14 25'x10'4' S Towboat Louisiana

Wildlife

& Fisheries Hull 260 6/14 25'x10'x3' S Barge Land Specialty

Services Hull 261 9/14 25'x14'x5' S Towboat Marinex

Construction Hull 262 9/14 25'x14'x5' S Towboat Upper Keys

Construction (2) Hull 263, 2/15 25'x14'x5' S Towboat Tappan Zee Hull 266 3/15 Construction Hull 265 1/14 4'x4'6"x7' S Pilothouse Marinex

Construction Hull 267 3/15 39'x16'x6' S Towboat USDOT

Randy Orr, President 14284 Shell Belt Road Bayou La Batre, AL 36509 Tel: 251-824-4151 • Fax: 251-824-7050

(100) TBA 2014- 26'x9'4" A High-Speed U.S. Navy Maneuverable Surface Targets — 12/14 48'x13'2"x A Pilot Boat Canaveral

5'4" Pilots Association

MASTER BOAT BUILDERS

Andre Dubroc, General Manager P.O. Box 702 Bayou La Batre, AL 36509 Tel: 251-824-2388 • Fax: 251-824-4401

adubroc@masterboat.net www.masterboat.net (3) Seacor Fearless, 7/14 201'x48'x18' S OSV Seacor Brave, 12/14 Seacor Chief (3) Harvey Worker, 5/14 200'x48'x16 S OSV Harvey Gladiator, 11/14 Harvey Challenger 2015 (3) Elk, 2015 200x48'x16' S OSV

48

WB_ConstructionSurvey_2015_LINO.indd 48

www.mastermarine.com Kieffer E. Bailey 9/14 78'x34'x11' S

Z-Drive Marquette Towboat Transportation

METALCRAFT MARINE

Bob Clark, Contracts Manager 347 Wellington St. Kingston, Ontario K7K6N7 Tel: 800-410-8464 • Fax: 613-542-6515

bob.c@metalcraftmarine.com www.metalcraftmarine.com Firestorm 70 2014 70'x22'6" A Fireboat Port of 3'6" Houston Firestorm 50 2014 50'x16' A Fireboat Middle East St. Lawrence ULC 2014 46'x15' A Landing Middle East Craft/Crew Thomas Paine 2014 50'8"x15'10" A Patrol Boat Massachusetts

Environmental Police

METAL SHARK ALUMINUM BOATS Christopher Allard, Owner 6816 E. Admiral Doyle Dr. Jeanerette, LA 70544 Tel: 337-364-0777 • Fax: 337-364-0337

callard@metalsharkboats.com www.metalsharkboats.com

MODUTECH MARINE Seacor Marine Harvey Gulf International Marine Adriatic

Brian Swindahl 2218 Marine View Dr. Tacoma, WA 98422 Tel: 253-272-9319 • Fax: 253-272-9337

brian@modutechmarine.com www.modutechmarine.com (3) TBA

2/14, 97'x28'x7'

A

Range Testing U.S. Navy

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

12/14, 12/15

Dimensions Type Vessel

Vessel Name or Hull #

Owner

Support Craft

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

Abbie Walther, Vice President/General Manager 274 Sears Point Road Petaluma, CA 94954 Tel: 707-778-9828 • Fax: 707-778-9827

(2) Ben Strafuss, 10/14 75'x30'x10' S Pushboat Blessey Capt. Ronald Adams 3/15 Marine (2) Rex Dobson, 3/15 75'x30'x10' S Pushboat Crosswater TBA 3/16 Transportation Emily Day 7/15 202'x34'x13' S Crewboat Seacor McCall Marine (2) TBA 10/15 88'x35'x10' S Pushboat Blessey

12/15 Marine

info@mooseboats.com www.mooseboats.com

NEW YORK CANAL CORP.

MOOSE BOATS

(2) NYPD M2-35 3/14 35'x13'6" A Patrol Boat NYPD

7/14 Harbor Unit NJSP M2-38 11/14 37'x13'6" A Patrol Boat New Jersey

State Police

Marine Unit RFD M2-37 1/14 37'x13'6" A Fire/Rescue Richmond (Calif.)

Fire Dept.

RFD M2-37 9/14 37'x13'6" A Patrol Boat Richmond (Calif.)

Police Dept.

NKFD M2-37 3/14 37'x13'6" A Fire/Rescue North

Kingston (R.I.)

Fire Dept.

NJSP M2-38 4/14 37'x13'6" A Patrol Boat New Jersey

State Police

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Police Dept.

USPP M2-38 7/14 38'x13'6" A Fire/Rescue U.S. Park

Police Marine

Patrol Unit-N.Y.

NAIAD INFLATABLES

Stephen Connett Jr. 300 High Point Ave. Portsmouth, RI 02871 Tel: 401-683-6700 • Fax: 401-683-6700

info@naiadnewport.com www.naiadnewport.com — 2015 57'x16'x7' A Pilot Boat Matagorda

Bay Pilots — 2014 32' A Search and Charles Rescue County Vessel Dive Rescue

NEW GENERATION SHIPBUILDING LLC Joe Gregory, Owner/Managing Member 440 Browning Court Houma, LA 70363 Tel: 985-868-4088 • Fax: 985-868-9986

joegregory@ngmarine.com www.ngmarine.com

www.workboat.com • MARCH 2015 • WorkBoat

WB_ConstructionSurvey_2015_LINO.indd 49

Jim Dwight, General Manager 121 Route 4 N Schuylerville, N.Y. 12871 Tel: 518-695-3919

www.canals.ny.gov

Tender 4 6/14 39'x14' S Dredge New York

Tender State Canal Corp.

NICHOLS BROTHERS BOAT BUILDERS INC. Matt Nichols, CEO 5400 S. Cameron Road/P.O. Box 580 Freeland, WA 98249 Tel: 360-331-5500 • Fax: 360-331-7484

mattn@nicholsboats.com www.nicholsboats.com Delta Audrey 6/14 100'x40' S Z-Drive Baydelta

Tractor Tug Maritime Unalaq 8/14 150'x50' S/A Landing Bowhead Craft Transport Hull S-177 2/15 115'x47'6" S/A 23-Car Ferry Wahkiakum County Hull S-178 7/15 136'x44' S ATB Tug Kirby

Offshore Marine

PATTI MARINE ENTERPRISES Frank Patti Jr., President Ashley Stone, Project Manager 306 S. Pinewood Lane Pensacola, FL 32507 Tel: 850-453-1282 • Fax: 850-453-8835

frankjr@pattibuilt.com www.pattibuilt.com (2) Signet Arcturus, 2/14 105'x38'x18' S ASD Escort Tug Signet Signet Polaris 3/14 Maritime CB1201 2/14 120'x40'x8' S Crane Barge Corps of

Engineers

Memphis District Mariya Moran 2/15 121'x36'x18' S ATB Tug Moran Towing

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2/11/15 10:16 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Owner

RAYMOND & ASSOCIATES

Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

Tel: 251-824-2320 • Fax: 251-824-2336

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Bill Haney, COO 14562 Shell Belt Road Coden, AL 36523 Tel: 251-824-1848

(4) American Way, 2/14 70'x28' S Z-Drive American Dream, 10/14 Fleet TBA Towboat Cairo 12/14 68'x34' S Z-Drive Carline (4) American Spirit, 5/14 75'x34' S Z-Drive

x10' Towboat Company American Hero, Canal Erin C. Grenon 5/14 76'x35'x11' S Pushboat Blessey TBA Towboat Marine

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ACL

ACL

RODRIGUEZ SHIPBUILDING

STEINER SHIPYARD INC.

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

Joseph Rodriguez, President 14300 Shell Belt Road Bayou La Batre, AL 36509 Tel: 251-824-4067 • Fax: 251-824-9557

Capt. Frank 9/14 90'x30x10' S Z-Drive Towboat Chem (3) Hull 533-535 9/14 150'x44' S ABS Fuel Great Lakes Banta Jr. Carriers

11/14 Barge Dredge & Dock Andrew C 2014 65'x26' S Lugger Tug Cvitanovic 12/14 Company Towing (2) Hull 539-540 12/15 92'x38' S ASD Tug Crescent

2/16 Towing SAFE BOATS INTERNATIONAL

Scott Peterson, President 8800 SW Barney White Road

Port Orchard, WA 98367 Tel: 360-674-7161 • Fax: 360-674-7149 SWIFTSHIPS 1105 Levee Road www.safeboats.com Morgan City, LA 70380

Tel: 985-380-2544 • Fax: 985-380-2559 (4) MK VI PB 2015 85' A Patrol U.S. Navy Boat

SENESCO MARINE LLC

10 MacNaught St. North Kingston, R.I. 02852 Tel: 713-260-9629 • Fax: 713-260-9602

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Buckley McAllister 3/14 96'x36'x15' S

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McAllister Towing

SIGNET SHIPBUILDING & REPAIR Joseph W. Dahl, General Manager 3802 Port River Road Pascagoula, MS 39567 Tel: 228-762-3460 • Fax: 228-762-3461

Joe.Dahl@SignetMaritime.com www.signetmaritime.com Signet Vigilant 2014 72'x28' S Tug Signet

Maritime

STEINER CONSTRUCTION CO. INC. Bubba Steiner, Founder & CEO 8690 Henley St. Bayou La Batre, AL 36509

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WB_ConstructionSurvey_2015_LINO.indd 50

mrhoades@swiftships.com www.swiftships.com

(3) Rilry Claire, 7/14 175'x30' A Fast Supply Rodi Mason G, 2/15 Vessel Marine Hull 649 TBA Risen Sun 6/15 210'x34' A Fast Supply Y&S Marine Vessel (2) Hull 652, 4/15 75'x30' S Towboat Dupre Hull 653 5/15 Marine (2) Almodaina, 7/15 148'x36' S OSV South Oil Al Shaheed Shmkhy Company (6) PB 641-PB646 TBA 35mx7.25m A Patrol Boat Egyptian Kit Navy Hull654 TBA 75'x30' S Towboat White Dove Marine Hull 657 TBA 75'x30' S Towboat J&M Towing

THOMA-SEA MARINE CONSTRUCTORS LLC Bill Purvis Director of Marketing and Sales 6130 Hwy. 308 Lockport, LA 70374 Tel: 985-532-5515 • Fax: 985-532-5422

bill@thoma-sea.com www.thoma-sea.com www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 10:17 AM

Dimensions Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Dimensions Type Vessel

Owner

Regulus 2014 272' S OSV GulfMark

Offshore Fugro Americas 2014 193' S Offshore Fugro Survey Vessel Americas Harvey Condor 2014 300'x62' S OSV Harvey Gulf

International Marine

VIGOR INDUSTRIAL HARBOR ISLAND

Heather Blahnik, Marketing Specialist 1801 16th Ave. Southwest Seattle, WA 98134 Tel: 206-623-1635

grant.fosheim@vigorindustrial.com www.vigorindustrial.com (3) Tokitae, 2/14 362'3"x83'x S Passenger/ Washington Samish, 3/15 24'6" Vehicle Ferry State Chimacum 2/17 Ferries (3) Tidewater Tug 1, 2/15 102'x38'11" S Tug Tidewater Tidewater Tug 2, 8/15 Barge Lines Tidewater Tug 3 12/15 SFFD Fireboat 2/16 88'x25'x14'4" S Fireboat San Francisco

Fire Department (2) Harley Barge 1, 4/15 422'3"x76'8" S Barge Harley Marine Harley Barge 2 9/15 x27' Services Global Pilot 10/14 216'x52' S Barge Maxum

Petroleum (2) Day Boat 1 10/18 280'x67'x12'6" S Passenger/ Alaska Marine Day Boat 2 Vehicle Ferry Highway System (2) Fireboat 1, 5/14 50'x17'x3'6" A Fireboat Portland Fireboat 2 Fire Department

VT HALTER MARINE INC.

Thomas Rogers, Manager, Business Development 900 Bayou Casotte Parkway Pascagoula, MS 39581 Tel: 228-696-6888 • Fax: 228-696-6893

sales@vthm.com www.vthm.com

Hull 1991 1/14 353'x58' S T-AGS 66 NAVSEA (2) Denise A. 5/14 112'x35'x17' S ATB Tug Bouchard Bouchard,

Transportation Hull 2018 5/15 625'x91'x47' S ATB Barge Bouchard

Transportation (10) Hull 2007-2016 — 320'x64' S Super 300 Hornbeck

OSV Offshore

Services

www.workboat.com • MARCH 2015 • WorkBoat

WB_ConstructionSurvey_2015_LINO.indd 51

Vessel Name or Hull #

Delivery Date

(LxB)

& Hull Material Steel, Aluminum, Fiberglass

Type Vessel

Owner

VERRET SHIPYARD INC. 29120 Hwy. 75 Plaquemine, LA 70764 Tel: 225-659-2647

TBA 2014 66'x30' S 1,350-hp Blessey Towboat Marine

Services (2) Laney Blessey 2014 85'x30'x S 2,000-hp Blessey Watkins, Lindsey 2014 10'6" Towboat Marine Graham Services

WASHBURN & DOUGHTY ASSOCIATES INC. Katie Doughty, Marketing Director P.O. Box 296 7 Enterprise St. East Boothbay, ME 04544 Tel: 207-633-6517 • Fax: 207-633-7007

info@washburndoughty.com www.washburndoughty.com (11) George T. Moran, 7/14 93'x38'x S Z-Drive Moran Towing Hayley Moran, 5/14 15'5" Tug Corp.

Payton Grace Moran, Kirby Moran, James D. Moran, Hull 114-119 Tate McAllister 11/14 93'x38'x S Z-Drive McAllister 15'5" Tug Towing

WORKSKIFF

500 Metcalf St. Sedro Wooley, WA 98284 Tel: 800-745-1727

www.workskiff.com .

— 2014 21'x8'6" A Skiff Walt Disney World (2) — — 25'x8'6" A Skiff — — — 29'x9'6" A Skiff Metropolitan Water

Reclamation District

Chicago (64) — — 26' A Surface U.S. Navy Support Craft

YANK MARINE

7 Mosquito Landing Road/ P.O. Box 569 Tuckahoe N.J. 08250 Tel: 609-628-2928

info@yankmarine.com www.yankmarine.com .

(2) Molly Pitcher, 3/15 110'x31'x5' A 400-Passenger NY TBA 2015 Catamaran Waterway Ferry

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2/11/15 10:17 AM

Keep Low Fighting fires in Seattle’s Fire Dragon vessel mock-up.

Hands-on, team practice is a key element of India Tango marine fire training.

Story and Photos By Bruce Buls, Technical Editor

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I

n most ways, all fires are the same, whether they happen on land or at sea. You’ve got your fuel, your oxygen, your heat, and you’ve got your chemical chain reaction that keeps the fire going. It’s the classic fire triangle, sometimes viewed three dimensionally as a fire tetrahedron.

The big difference is the response.

When a fire breaks out on land, you call the professionals at the local fire department. But when a fire breaks out on board your boat, chances are that you are the fire department. Better get busy.

But first, you better get trained, which is where India Tango comes in. India Tango is the name of Fremont Maritime Service’s fire training program in Seattle. The company is one of many around the country that teaches marine firefighting, but it specializes in hands-on, 1,400° F train-

ing at its vessel mock-up, the Fire Dragon.

“It’s not common to have a mock-up for marine firefighting training,” said Capt. Jon Kjaerulff, founder and president of Fremont Maritime. “We borrowed heavily from a school in Fort Lauderdale called Resolve Maritime Academy. Also, Texas A&M in Galveston uses an old Liberty ship, but for the most part, a lot of schools use the same structures they use for shoreside firefighting.

So you have lots of room to walk around, which you don’t have on a boat, and regular joiner doors as opposed to watertight doors with sills like you have on a boat. You don’t have low overheads and passageways like you have on a boat. That was one of the things we wanted when we built it, we really wanted it to feel like you’re on a boat with all the challenges you would have on a boat.” www.workboat.com • MARCH 2015 • WorkBoat

2/16/15 4:24 PM

To build the Fire Dragon, Fremont Maritime cobbled together various chunks of old boats (an engine room originally part of a World War II landing craft, a sub-chaser wheelhouse and a tug wheelhouse) with parts of shipping containers and other fabricated metal to create spaces with enough low overheads, vertical ladders and watertight doors with raised sills to approximate a boat. The whole thing is laced with pipe that directs propane to ignition points in the “engine room,” “galley” and “pilothouse.”

“Our thinking was that if you could do it in a narrow space, you can do it in a wide space. But if you’re trained in a wide space, you might have problems when it comes to narrow passageways and low overheads,” said Kjaerulff.

TRAINING AND DRILLS India Tango offers a two-day, Coast Guard-approved basic firefighting course as part of a five-day STCW basic safety-training course. The basic firefighting course can be taken by itself. A four-day advanced firefighting course is also offered year-round.

Basic firefighting training is an entrylevel requirement for all merchant mariners and is “pretty much for the guys who have the nozzle in their hands and are fighting the fires,” said Kjaerulff.

“The target audience for advanced firefighting is senior personnel, like captains, mates and chief engineers, so if there’s a fire on board, they’re

India Tango’s mockup, the Fire Dragon, was built to simulate the unique challenges of onboard firefighting.

not likely the guys who are fighting it, they’re the guys who are managing it.

They’re also the people who are running the drills back on their boats.”

Both courses split time between mornings in the classroom at Fremont’s offices in Seattle’s Fishermen’s Terminal and afternoons at the Fire Dragon, which is nearby.

“Most of these guys aren’t people who like to spend the whole day in a classroom, and I’m not one, either,” Kjaerulff said. “But you need the theory to make sure you’re safe and to know what’s going on. A lot of schools will do like three days of nothing but classroom and then cram all the practical into one day. We’re thinking it’s better to split it up. Teach them something, have them go do it, then come back and talk about it before doing it again the next day. That seems to have better retention, plus a lot of guys are

happier not to have to sit in a room all day long.”

After all the classes and the hosehandling hot work in full gear at the Dragon, the students are encouraged to drill, drill, drill when they get back to their boats. “The biggest challenge is that a lot of guys tend to look at these certificates as having checked that box and then they don’t have to worry about it for a while. They just assume that in an emergency it will all come back,” said Kjaerulff.

“Also, the customization comes from when you go to your boat and apply that knowledge to this boat. First of all, how do we know there’s a fire on this boat and how would we identify it, contain it, deny it fuel and air, and take all those things we talk about in theory and put them in practice on your vessel.

And that’s where the drills come in.”

For years, Dunlap Towing in Ev-

The proper usage of different firesuppression equipment is included in India Tango’s basic fire training course.

Learning how to don and operate SCBAs is an important part of firefighting training.

www.workboat.com • MARCH 2015 • WorkBoat

WB_BG_Fire_LINO.indd 53

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erett, Wash., has been sending its tug crews to India Tango for fire training.

India Tango also comes to them. “Jon has done simulated fire exercises on our boats where he sets off a smoke bomb in particular quarters and gets the guys to first find it and then respond to it,” said Bob Clinton, Dunlap’s safety manager. “Compared to other regulatory training, the guys like it the best and find that it’s the most relevant to their day-to-day duties.”

Indeed it is. In December 2012, the Phyllis Dunlap, the company’s 121', 5,100-hp flagship tug, suffered an engine-room fire off the coast of Hawaii due to a “design thing,” according to Kjaerulff, and certainly not because the boat wasn’t well maintained and operated by a well-trained crew. “If a boat like that, which is kept to SOLAS standards and has the best of everything, can have a fire, then it’s appropriate to have a healthy sense of paranoia. It can happen.”

It also happened to the 334' Arctic Storm, a Seattle-based trawler/processor. In May 2013, a fuel leak ignited in the engine room causing a fire that burned for several hours and which required fully geared-up fire teams with self-contained breathing apparatus (SCBA) to battle it. Most of the crew

Over 10,000 men and women have taken India Tango firefighting training.

had received training at India Tango, and the officers had routinely conducted fire-training drills.

By email from the Bering Sea, Arctic Storm skipper Eric Wiechmann wrote that “when the you-know-what hits the fan, what else besides your training have you got? I also consider the onboard drills we do every month as training. We take these drills very seriously and try to prepare for any scenario. Our E-squads suit up in full bunker gear and go on air with their SCBAs. One thing we learned after the Pacific Glacier fire is that you could easily end up using all your air bottles.

So we installed a Cascade bottle-filling

WHAT’S IN A NAME?

W

Fremont Maritime Services

hen Capt. Jon Kjaerulff was putting together his school’s firefighting program, he wanted a distinctive name. So he and his cohorts looked at the International Code of Signals: For Visual, Sound, and Radio Communications, Publication 102.

Although used infrequently these days,

54

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sending short questions or messages by predetermined abbreviations was common during World War II. Think shuttered spotlights flashing from the decks of destroyers. The code is a collection of one-, twoand three-letter signals that communicate a wide variety of specific messages, often about distress. These codes can be delivered by flags, flashing lights or sounds. All letters are pronounced like the NATO phonetic alphabet: Alfa, Bravo, Charlie, etc.

“The code for ‘I’m on fire’ is India Tango,” said Kjaerulff. “The code for ‘fire is under control,’ which we thought would be better, is India Whiskey. But that might have been a bad choice.”

He chose India Tango. — B. Buls

station onboard. During the Storm fire we had no power, but the air stored in the system was enough to refill about 20 bottles. After our drills we double check all our equipment and hold a post drill meeting with the E-squads.

“We learned a lot from the Storm fire and have made the appropriate changes to our plan,” Wiechmann continued.

“We weren't quite as prepared for the immediate loss of power. Not having power for the ship’s fire pumps can complicate things. If there is only one piece of advice I could pass on from my experience it would be the first thing they teach you in fire school: Never, ever enter a space alone and always keep the team together. Time and energy need to be used fighting a fire and not searching for someone.”

Beginning in 2017, all licensed commercial mariners will be required to take a firefighting refresher course every five years. It will be one day for the basic refresher and two days for the advanced refresher. No longer will sea time suffice as a refresher substitute.

Since starting India Tango in 1996, Kjaerulff estimates that they’ve trained over 10,000 men and women. “Typically mariners grumble about having to be here, but once they’re here for a while, they’re fine. It’s hilarious. A lot of times guys will come in kicking and screaming, hate to be here, but at the end of the training they’ll say that everyone should have to do this. We say, ‘Yeah, you’re right. That’s why you were here.’ ”

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 1:44 PM

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2/11/15 10:43 AM

Diesel Engines

Engine Upgrades More Tier 3 and Tier 4 diesel engines are becoming available.

By Michael Crowley, Correspondent

I

n 2014, the first engines with Tier 4 ratings for emission reduction were introduced to the workboat market. Tier 4 applies to engines above 804 hp (600 kW) and focus on reducing two elements: particulate matter by 90% and nitrogen oxide by 80% when compared to Tier 2 engines.

The deadlines for Tier 4 engines are staggered, depending on the engine’s size and power rating. But if you are building a boat in the next two to three years with an 804-hp or bigger engine, there’s a good chance it will be a Tier 4 diesel. By 2017, everything above 804 hp will be Tier 4.

CATERPILLAR One of the first engine manufacturers to unveil a Tier 4 product was Caterpillar. This past year Cat launched its program for Tier 4 certified engines

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above 2,682 hp (2,000 kW). This includes all of the 3500 high-speed engines and the mediumspeed C280 platforms.

While some engine companies saw a rise in fuel consumption from Tier 2 to Tier 3, that’s not necessarily the case going from Tier 3 to Tier 4.

“The fuel consumption will improve from the Tier 3 level,” said Caterpillar’s Nathan Kelly.

For Cat, fuel use is helped by selective catalytic reduction (SCR). This aftertreatment emissionreduction technology utilizes urea that’s doused into the exhaust stream and a catalyst that removes nitrogen oxides.

Using SCR, said Kelly, “allows us to optimize the engine for fuel economy and not emission output. We use SCR to address emission compliance.” For example, timing can be advanced as

GE Marine

GE Marine’s 12-cylinder V250 engine received EPA Tier 4 certification without the use of aftertreatment.

www.workboat.com • MARCH 2015 • WorkBoat

2/11/15 3:01 PM

within the exhaust rather than in-cylinder reduction. That means no major changes are needed to the engine’s external configuration. Particulate matter will be reduced in-cylinder. The Tier 4 QSK60 will be in production by 2016.

GE MARINE GE Marine said recently that its 12-cylinder V250 engine received EPA Tier 4 approval and its 16-cylinder model will be ready this year. Inline 8-cylinder and 6-cylinder models will follow. “They will all be Tier 4,” said GE Marine’s Rob Van Solingen.

GE Marine’s approach to reducing NOx and particulate matter emissions is in-cylinder with exhaust gas recirculation, or EGR, as opposed to SCR aftertreatment. “The reason we went with EGR is we wanted to keep everything in the engine,” said Van Solingen.

EGR sends a portion of the exhaust gas back into the cylinders. This lowers the combustion chamber temperature, and since NOx is produced at high cylinder temperatures, the amount of NOx generated is reduced.

A slight downside to EGR is “you are making the combustion process a little less efficient,” Van Solingen said.

But GE Marine overcame this dilemma in a couple of ways.

The new Tier 4 engines have a highpressure common-rail fuel system, “which helps neutralize inefficiencies from EGR,” said Van Solingen. Plus the new engines have two-stage turbocharging, which is something the previous Tier-2 engines lacked. The V250 engines have more power and the load response is better than with the previous Tier-2 engines, said Van Solingen.

The 12-cylinder V250 is rated at 4,694 hp (3,500 kW) and the 16-cylinder engine is 6,249 hp (4,660 kW).

MAN In April 2014, the first high-speed MAN Tier 3-certified diesel was installed in a commercial vessel.

MAN’s high-speed engines “have been out of the market for a number of years,” said Julia Milbert with MAN Engines & Components in Pompano Beach, Fla. The engines met Europe’s ISO requirements, but “because they are built in Europe, we had to apply for EPA. It takes time,” she said, adding that European restrictions are stricter than the U.S. so the engines did not have to be altered to be Tier-3 certified.

Now there’s a lineup of high-speed MAN diesels divided between light (730 hp to 1,800 hp @ 2,300 rpm), medium (400 hp to 1,400 hp @2,100 rpm) and heavy duty (258 hp to 1,000 hp @ 1,800 rpm) that are all Tier-3 certified.

MAN’s newest high-speed diesel, the 12-cylinder D2862 LE444 Tier 3, was introduced last fall. It extends MAN’s power range for high-speed heavy-duty engines to 1,000 hp at 1,800 rpm.

CUMMINS At the International WorkBoat Show, Cummins displayed a QSK60 under development for EPA Tier-4 emissions rating. The QSK60, with horsepower levels up to 2,700, will utilize the Cummins’ selective catalytic reduction to reduce NOx emissions

SISU Sisu’s parent company, AGCO Corp., is the third largest agricultural machine producer in the world, so marinizing engines hasn’t been a big priority.

But David Grant of West Mount Inc., Farmington, Maine, Sisu’s East Coast distributor, has been pushing for more marinized engines.

It looks like his efforts are paying off. After the Helsinki Boat Show in February, Sisu was expected to introduce its Tier-3 98CTIM to the U.S. It’s rated at 525-hp at 2,200-rpm. Grant said that within two years Sisu would probably marinize a 17-liter engine.

Like Sisu’s other marine engines, the 98CTIM has proven itself in the offroad market. The 98CTIM is 1,741 lbs. and measures 57"×25.2"×41.7".

www.workboat.com • MARCH 2015 • WorkBoat

WB_BG_DieselEngines_LINO.indd 57

Performance Diesel

much as needed to reach the optimal level for fuel consumption, while NOx is dealt with in the SCR system.

Cat’s next Tier 4 models will be for engines below 2,682 hp, the C32, C18 and smaller engines, down to 804 hp.

The Duramax VGT500 is a marinized 6.6-liter General Motors engine.

FPT Designed to meet EPA Tier 3 regulations, FPT’s newest engine, the inline 6-cylinder N67 570, has two workboat ratings: medium-duty (500 hp @ 3,000 rpm based on 1,000 hours per year) and heavy-duty (450 hp @ 3,000 rpm based on 1,500 hours per year). The engine utilizes a high-pressure common rail fuel system, for precise fuel control that “makes it easy to obtain Tier-3 emissions levels,” said C.J. Extine with Cascade Engine Center in Seattle. The N67 570 is fairly compact, measuring 42.9"×33.78"×31.6" with a dry weight of 1,433 lbs., which should make it attractive to small boat operators. “It’s the lightest horsepower-toweight engine in its class,” Extine said.

DURAMAX/GM The Duramax is a marinized version of General Motors’ 6.6-liter diesel.

The engine is from GM, the marinizing components from Marinediesel AB in Sweden, and the marinizing package and engine are matched up at Performance Diesel in Galveston, Texas, the engine’s distributor. Called the VGT series, the V-8 engines are available in 350-, 400- 450- and 500-hp models. One advantage of the engine is its horsepower-to-weight ratio, which “makes it a good replacement for gas engines and smaller boats that can’t have a lot of extra weight,” said Performance Diesel’s Troy Liffrig. The VGT500 weighs just 992 lbs.

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If you are responsible for commercial vessel maintenance and repair, this event is for you.

• Full Day Education Program • Exhibit Hall • Opening Reception • Luncheon Roundtable Discussions • Happy Hours • Networking Events

Register now and save with this promotion

maintenance solutions from the experts you

code: 110110 WorkBoatMaintenanceandRepair.com 800-748-5049

Vessel

To exhibit call: Chris Dimmerling | 800-368-7932

depend on

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2/11/15 10:43 AM

LOOKS BACK MARCH 1965

• Halter Marine Services Inc., New Orleans, launched its 100th vessel recently. The shipyard reached the milestone in only eight years. Fittingly, the 100th vessel was a 100-footer, the Morris R., the third of six offshore supply vessels for Nolty J. Theriot Inc. and Morris Rebstock of Golden Meadow, La. The 100'×24'×10' Morris R. is powered

by two General Motors V16-71 diesels that turn 48"-dia. Michigan wheels through Twin Disc 3:1 reverse reduction gears.

• Tidewater Oil Co. and six other companies have been awarded an oil and gas exploration concession in the Persian Gulf by the National Iranian Oil Co. Under terms of the agreement, NIOC will have a 50% interest and the other 50% will be split among TideMARCH 1975 water, Richfield Oil

Corp., Skelly Oil Co., Superior Oil Co, Sunray DX Oil Co., Cities Service Co., and Kerr-McGee Oil Industries. The group will form an Iranian joint-stock company called the Iranian Offshore Petroleum Co. Tidewater is the operator for the group.

• Tidewater Marine Service Inc. rine Corp., Warren, R.I., was recently has purchased the 25-vessel fleet of awarded three contracts totalling $6.5 International Offshore Services for million. Under the three contracts, eight $28.9 million. Tidewater currently vessels will be built for the Puerto operates a fleet of 365 vessels.

Rico Ports Authority, State Boat • The first steam-powered sternCorp., and Lake Champlain Transwheeler to be constructed in several portation Co. years was launched recently at Jeffboat Inc., Jeffersonville, Ind. The $27 million Mississippi Queen is being built for the Delta Queen Steamboat Co. MARCH 1985 • Blount Ma• About 12,000 people visited more than 850 booths at the recent 1985 International WorkBoat Show in New Orleans. Next year’s show is set for Jan. 9-12 at a new and expanded location — the New Orleans Convention Center on the former World’s Fair site. At the show, G. Allen Brooks of Offshore Data Services provided an outlook for the offshore service vessel fleet. He said 76

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that while the offshore recovery will continue in 1985 it will not be strong enough to increase day rates to levels that will make all vessels profitable.

The hangover from the boom “party” of pre-slump 1979-82 is still being felt. In 1984, the OSV industry experienced a steady rise in utilization rates, “but day rates simply didn’t rebound in a like manner.” www.workboat.com • MARCH 2015 • WorkBoat

2/12/15 9:38 AM

Heat Exchange Systems Customizing cooling solutions for a new generation of power.

DuraCooler® Keel Cooler

Duramax® cooling experts have the knowledge and experience, Demountable Keel Cooler

along with the latest heat exchange systems to deliver the most efficient cooling solution for your vessel. Whether you’re

Duramax® Box Cooler

building a new vessel, re-powering to meet new regulations, or just repairing a damaged system, you can trust our staff to guide you every step of the way. Just give us your cooling requirements

Duramax® Plate Heat Exchanger

and we will recommend, engineer, and build the most efficient

www.DuramaxMarine.com

system for the vessel.

Duramax Marine® is an ISO 9001:2008 Certified Company

Products And Knowledge You Trust DAX-HeatExchange_WBAD2014_cc.indd 1 WB_CVRS.indd 3

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PROPELLING

EXCELLENCE

"Montco Offshore has considered Karl Senner, LLC a partner in operation for over 30 years beginning with the use of Reintjes Gearboxes, and most recently with Steerprop Azimuth Thrusters. All products have proven extremely reliable and Karl Senner, LLC Service is unmatched within the industry."

-Lee Orgeron, President Montco Offshore, Inc.

KARL SENNER, LLC equipped the L/B Jill with:

• Two Steerprop SD25D Azimuth Thrusters at 2500 hp each • Two bow thrusters at 630 hp each

WEST COAST Karl Senner, LLC. Seattle, WA (425) 338-3344

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GULF COAST Karl Senner, LLC. 25 W. Third St. Kenner, LA (504) 469-4000

Owner: Montco Offshore, Inc. Shipyard: Gulf Island Marine Fabricators

PADUCAH SERVICE FACILITY Karl Senner, LLC. 2401 Powell Street Paducah, KY

2/16/15 2:19 PM