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ON THE COVER
®
MARCH 2016 • VOLUME 73, NO. 3
TOTE’s new 764' containership Isla Bella completed its first LNG bunker in January. Photo courtesy of TOTE Maritime
FEATURES 24 Construction Survey A list of vessels under contract, under construction or built in the last 12 months.
70 Cover Story: Gas On With the increased use of LNG in the marine industry, more LNG training for mariners is needed.
BOATS & GEAR 36 On the Ways VT Halter delivers 6,000-hp ATB tug to Bouchard Transportation. Nichols Brothers to build two 238' passenger vessels for Lindblad Expeditions. Seacor Marine takes delivery of 208', 13,400-hp fast support vessel from Gulf Craft. Beach crawling landing craft for Washington State Parks from Hard Drive Marine. Blessey Marine christens new 2,000-hp towboat. McAllister Towing to build two 6,770-hp tugs at Horizon. Bay Shipbuilding lands contract to build 155,000-bbl. ATB for Plains All American Pipeline.
24
46 All Secure? Choices for hatches and custom marine doors.
48 Power Forward Engine manufacturers must satisfy the EPA and their customers.
AT A GLANCE 10 10 11 12 14 16 17
On the Water: Wrong assumptions — Part I. Captain’s Table: Despite the snow in D.C., PVA came through. OSV Day Rates: Is oil nearing the bottom? WB Stock Index: WorkBoat stocks plunge 7% in January. Inland Insider: Is the economy slowing down? Insurance Watch: Are your employees delivering goods? Legal Talk: The obligation to assist people in distress at sea.
NEWS LOG 18 18 19 19 20 20
High-water incidents plague the Mississippi River. Tidewater posts loss, suspends dividend. San Francisco zero emissions ferry study moves forward. Bouchard simulator at SUNY Maritime opens up to mariners. Coast Guard gives go ahead for mariners to use electronic charts. Mariners need seven-to-eight hours of sleep out of 24, study says.
www.workboat.com • MARCH 2016 • WorkBoat
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48 DEPARTMENTS 2 Editor’s Watch 6 Mail Bag 51 Port of Call 59 Advertisers Index 60 WB Looks Back
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Editor'sWatch
Yards are building boats
Y
es, the energy slump (some say a depression is more accurate) has hit many Gulf of Mexico shipyards hard. Several yards that built OSVs like they were going out of style after the permit moratorium ended are now suffering. The annual construction survey that begins on page 24 reflects the down market in the Gulf — there were 18% fewer vessels, 515, in the 2015 survey. This compares to 628 vessels contained in the 2014 survey. Predictably, the big losers were supply boats and crewboats. This had a big effect on several yards — Signal, Gulf Coast Shipyard Group and Leevac — that were either purchased, merged or filed for reorganization. But how about some good news? Many shipyards have good stories to tell. This contributed to increases in the patrol boat, tug, barge, and fireboat categories. One success story out of Jeanerette, La., is Metal Shark, which has several patrol boat contracts underway for multiple boats. The company, which recently expanded, may add even more space soon. Other yards are building plenty of workboats too. Sure, Eastern Shipbuilding Group has built a bunch of OSVs in recent years for Hornbeck, Harvey Gulf and Boldini (Brazil), and still has a few more to finish up, but their current orderbook is flush with non-energy work. It includes an ATB dredge, Z-drive tugs and inland towboats. Another yard that has built for the offshore industry but has a diverse orderbook is Conrad. Its backlog includes an assortment of barges —
David Krapf, Editor in Chief
anchor, dry bulk, deck, tank, asphalt, LPG, etc. — ATB tugs, a towboat and a ferry. And a small Texas yard that has carved out a nice towboat niche is John Bludworth. And let’s not forget about yards on the East and West coasts and the Great Lakes that are busy building pusher tugs, ATB tugs and barges, fireboats, pilot boats and passenger vessels. This list includes All American, Nichols Brothers, Gunderson, Blount, and Bay Shipbuilding. So enough of the energy-related doom and gloom. There are plenty of good shipyard stories out there to brighten the day.
dkrapf@divcom.com
WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 16 Printed in U.S.A. by Diversified Business Communications.
www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 2:42 PM
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HIRING? JOB SEARCH?
www.workboat.com
Put the WorkBoat Port of Call to work for you.
PUBLISHER
Jerry Fraser jfraser@divcom.com
EDITOR IN CHIEF
David Krapf dkrapf@divcom.com
SENIOR EDITOR
Ken Hocke khocke@divcom.com
ASSOCIATE EDITOR
Kirk Moore kmoore@divcom.com
ONLINE EDITOR
Ashley Herriman aherriman@divcom.com
CONTRIBUTING WRITERS
Capt. Alan Bernstein • Bruce Buls • Michael Crowley • Dale K. DuPont • Pamela Glass • Max Hardberger • Kevin Horn • Joel Milton • Bill Pike • Kathy Bergren Smith
PRODUCTION DIRECTOR
Jenn Stein
ART DIRECTOR
PUBLISHING OFFICES
Dylan Andrews
Main Office: 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 • (207) 842-5608 • Fax: (207) 842-5609
Southern/Editorial Office: P.O. Box 1348 • Mandeville, LA 70470 • Fax: (985) 624-4801 Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610
ADVERTISING PRODUCTION & ADVERTISING PROJECT MANAGER 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 EUROPE Kristin Luke (207) 842-5635 • Fax: (207) 842-5611 kluke@divcom.com
Go to the Employment Pages in the back of WorkBoat or online at WorkBoat.com for the most recent job postings.
YOUR SOURCE FOR BOATS, GEAR & SERVICES
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WESTERN U.S. AND CANADA PACIFIC RIM Susan Chesney (206) 463-4819 • Fax: (206) 463-3342 schesney@divcom.com GULF / SOUTHERN U.S. SOUTH AND CENTRAL AMERICA Jeff Powell (207) 842-5573 • Fax: (207) 842-5611 jpowell@divcom.com ATLANTIC / CENTRAL STATES Adam Shaw (207) 842-5496 • Fax: (207) 842-5611 ashaw@divcom.com EXPOSITIONS (207) 842-5508 • Fax: (207) 842-5509 Producers of The International WorkBoat Show, WorkBoat Maintenance & Repair Conference and Expo, and Pacific Marine Expo www.workboatshow.com EXPOSITION SALES DIRECTOR Chris Dimmerling (207) 842-5666 • Fax: (207) 842-5509 cdimmerling@divcom.com
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Get to know the USCG
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ach month when I receive WorkBoat magazine, Captain’s Table is the first article I read. In the February 2016 issue you talked about sitting down with the Coast Guard inspectors to discuss safety drills (“The Coast Guard and drills”). You are 100% correct that inspectors keep changing and have different views. Here in New Jersey we are lucky
each year that Coast Guard Group Philadelphia (now part of USCG Sector Delaware Bay) holds a daylong seminar for state and local police plus towboat operators. It is a chance for us to get to know each other and discuss the good and bad points from the previous year. We get to learn what is going on and what each can provide the other during an emergency. A few years ago New York started one too. Being in the middle of the
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state (New Jersey), I attend both. I have struck up some lifelong friendships at these meetings with the Coast Guard, and understand them better as they understand us better. Capt. Bob Silva M/V Damn Yankee Toms River, N.J.
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n 2015, the Coast Guard Foundation funded a new $10,000 crew lounge for Coast Guard Station Chatham – the location in Disney’s new blockbuster movie “The Finest Hours.” While in the lounge, Coasties can watch television, play video games, and catch up with family and friends. This offers them a chance to recharge between assignments and better prepare for duty. This support is vital. A single duty can last 48 to 72 hours, and during that time Coast Guard members are involved with training and coordinating response to the many missions they are assigned to such as aids to navigation, search and rescue, and more. Station Chatham maintains a 24-hour communications watch, monitors international distress frequencies, and is responsible for launching response vessels. Support for Station Chatham and others around the country is an important way the Foundation honors our servicemen and women for their commitment, and acknowledges their honor, respect and devotion to duty. To learn more about the Coast Guard Foundation or to help support its work, please visit www.coastguardfoundation.org or call (860) 535-0786. Jennifer Fyke U.S. Coast Guard Foundation Stonington, Conn.
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WorkBoat Maintenance & Repair Conference and Expo
Everything you need to maintain, repair, and service commercial vessels, all under one roof. • • • • • • • • • • • •
Education Regulatory updates Hundreds of vendors The newest products and services PEC Safety Course Medic First Aid Basic Plus Course Rigger Safety Course Hands-on-workshops Product demonstrations Job Fair & Workshop Inspiring speakers Industry insiders
Interested in exhibiting at THE place to showcase your products and services and connect with qualified buyers hungry for vessel maintenance solutions? Contact: Chris Dimmerling at 207-842-5666 or cdimmerling@divcom.com
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On the Water
Wrong assumptions — Part I
I By Joel Milton
Joel Milton works on towing vessels. He can be reached at joelmilton@ yahoo.com.
recently stumbled across part of a forum thread on gCaptain.com where a fellow mariner cited a magazine article that I instantly remembered having read over a decade ago. I recalled it well, and despite the trite, generic headline, “A Sea Story,” it was a positively riveting read. (Read the full story at: http://www.theatlantic.com/magazine/ archive/2004/05/a-sea-story/302940/) This wasn’t surprising since it was written by one of my favorite authors, William Langewiesche. Published in the May 2004 issue of The Atlantic, it is a fast-paced, carefully detailed survivor’s account of the 1994 capsizing and sinking of the ro-ro ferry Estonia during a stormy night on the Baltic Sea. The story is truly harrowing. Over 800 people lost their lives. Although there were examples of selflessness and extreme courage, in many ways it certainly was not an example of one
Captain’s Table
PVA 2016: A snowy success
W 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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ashington, D.C., along with the Passenger Vessel Association’s Annual Convention, were in the path of January’s blizzard. There was an abundance of snow, but there was also an abundance of good information for convention attendees. Despite the weather, the meeting was informative, energetic and captivating. Several attendees told me that it was one of the best PVA conventions that they could remember. The hotel became a hotspot where the captive PVA audience gathered to talk and collaborate on a variety of important industry issues. The program was exemplary and the PVA staff did an outstanding job of keeping things moving. The meeting started off with a “bang” — an active shooter tabletop exercise conducted by members of the PVA Safety and Security Committee. A PVA Sales and Marketing Conference was held for the first time this year before a standing room-only crowd. The successful event included a lively exchange of ideas and information. The Green WATERS Conference featured a groundbreaking presentation that explored the
our finest hours as humans. After reading it again, I promptly forwarded it to each of my crewmembers as an extracurricular reading assignment to supplement our monthly safety meeting, with a discussion to follow. As expected, they all got the article’s general gist. The passengers that were the quickest to recognize that something had gone terribly wrong and were also the quickest to respond in just the right way, had a brief shot at making it out to a weather deck. Out there, the same “brutal calculus” of survival began anew. Very few of the passengers were up to it. Of those who were, even fewer were able to survive the terrible weather and sea conditions that awaited them. The quick and the dead as it were, and as always, there were the plain lucky. And that was good, as far as it went. I was glad that they all picked up on it. But I was looking for something else less obvious. I was looking for a grasp of the bigger picture — an understanding of assumptions, and most especially the kind that when they are actually put to the test, prove to be dead wrong.
feasibility of a hydrogen fuel cell passenger vessel. Last summer, Sandia National Laboratories signed a cooperative research and development agreement with San Francisco-based Red and White Fleet to design, build and operate a highspeed hydrogen fuel cell passenger ferry and hydrogen refueling station. Named SF-Breeze (San Francisco Bay Renewable Energy Electric vessel with Zero Emissions), the ferry’s hydrogen fuel cells will have several advantages over diesel engines that power most U.S. passenger ferries — zero emissions, higher energy efficiency, quiet operation and no risk of fuel spills. The Maritime Administration (Marad) is funding a feasibility study to examine the technical, regulatory and economic aspects of the project. Thomas Escher, president of Red & White Fleet, and John Waterhouse, president of Elliott Bay Design Group, answered the question of whether zero emission passenger vessels are possible with a resounding “yes.” If you have ever been to D.C. during a snowfall, there is nowhere else in the world that is prettier after such an event. The monuments are more spectacular, the Capitol is brighter, and the White House is statelier. All of this contributed to a spectacular PVA Annual Convention. I was glad to have been there. www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 1:58 PM
OSV Day Rates
JANUARY 2016 DAY RATES, FLEET UTILIZATION VESSEL TYPE
Heading toward bottom?
UTILIZATION
JAN. '15
JAN. '16
1,999 & below $ 8,694 $ 8,694 $14,851 74% 2,000-2,999 $14,031 $14,031 $22,895 55% 3,000-3,999 $25,333 $25,333 $30,924 87% 4,000-4,999 $24,340 $24,340 $30,750 100% 5,000 & above $26,225 $26,225 $39,644 75%
J
JAN. '15 89% 90% 96% 100% 100%
CREWBOATS Under 170' $ 3,453 $ 3,558 $ 4,149 44% 170' & over $ 5,653 $ 5,653 $ 7,950 79% SOURCE: WorkBoat survey of 32 offshore service vessel companies.
steel supply/demand imbalance to be solved in the near future.” The report said that since 2012, day rates for ultradeepwater rigs (over 5,000') have fallen by approximately 35% while day rates for deepwater rigs (over 1,000') are 28% lower than the fourth quarter of 2014. The offshore service vessel industry has been particularly hard hit. Day
E
72% 71%
rates for smaller vessels (less than 2,000 dwt) have fallen by about 50% in the last year, with larger vessels dropping 23% to 45%, depending on size and capability, in the same period. Cost deflation is depressing, but the bottom line, analysts say, is that costs must fall even more in this low oil price environment to create incentives to invest again.
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www.workboat.com • MARCH 2016 • WorkBoat
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JAN. '16
SUPPLY (DWT)
By Bill Pike
ust when you think the market might be stabilizing, another report takes the wind out of your sails. A recent update of Wood Mackenzie’s July 2015 market analysis hints at what’s next for the oil and gas market. Key takeaways from the report include: • $380 billion in total project capex deferred (in real terms) from 68 oil and gas projects worldwide, with just under half of that deferred capex ($170 billion) occurring from 2016 to 2020. • Deepwater will be hit hardest, with 29 deferrals representing 62% of total deferred reserves and 56% of total capex. • 2.9 million bpd of liquid production will be deferred to early next decade, up from 2 million bpd. • Oil is the most affected, with deferred liquid volumes up 44% versus 24% for gas. • The average breakeven oil price for delayed greenfield projects is $62 bbl. Wood Mackenzie’s Angus Rodger noted in the report that “one reason we are seeing a growing list of delayed projects is cost deflation … the need for costs to fall more to stimulate investment. That accounts for the highest number of development delays in deepwater . . .” In the Jan. 11 issue of IHS Energy’s Strategic Horizons, Harshal Parikh identified several key cost reductions that might promote a healthy recovery for companies that weather the current crisis. Among these are steel, drilling rig and subsea equipment costs. “Steel prices have been trending downward since 2011, with price declines accelerating in the third quarter of 2015 (down 7% versus the previous quarter). The larger than anticipated quarterly fall in steel prices was due to lower global demand and overproduction by China. IHS’s steel pricing and purchasing team does not expect the
AVERAGE DAY RATES DEC. '15
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2/12/16 1:58 PM
STOCK CHART For the complete up-to-date WorkBoat Stock Index, go to: www.workboat.com/ workboat-index.aspx
WorkBoat Composite Index Stocks battered in January
T
he WorkBoat Composite Index plunged over 7% in January, as two-thirds of the issues that make up the Index suffered double-digit percentage losses. The 7% loss topped the Dow, which lost 5.5% for the month, and the S&P 500, which fell just over 5%. For the month, losers topped winners by a 4-1 ratio. Oil service operators continued to lose ground in January. The Operators Index lost 4% after losing 25% in 2015.
Big percentage losers included Tidewater, Superior Energy Services, Rowan and Ensco. Tidewater lost almost 24% in January. The company announced that it was suspending its quarterly dividend and common stock repurchase program. The moves are part of a broader plan of reducing costs and capital spending in order to preserve liquidity in a tough oilfield services market that has been hit hard by the steep drop in
INDEX NET PERCENT COMPARISONS 12/31/15 1/29/16 CHANGE CHANGE Operators 302.53 290.00 -12.53 -4.14 Suppliers 2464.00 2275.73 -188.27 -7.64 Shipyards 1939.15 1819.75 -119.39 -6.16 Workboat Composite 1551.38 1440.43 -110.95 -7.15 PHLX Oil Service Index 157.73 148.05 -9.68 -6.14 Dow Jones Industrials 17425.03 16466.30 -958.73 -5.50 Standard & Poors 500 2043.94 1940.24 -103.70 -5.07
oil prices and cuts in global exploration and production spending. Jeffrey M. Platt, Tidewater’s president and CEO, said during the company’s fiscal third-quarter earnings call in February “that given the challenges currently facing the oil service sector and the continuing uncertainty as to the severity and longevity of this downturn, it was prudent to further preserve our cash.” The suspension of the dividend will save Tidewater about $47 million annually. “Our financial priority remains strengthening our balance sheet and liquidity position as we navigate through this difficult market,” Platt said. Tidewater’s active vessel count at the end of the quarter was 215 vessels, down 14 vessels quarter-over-quarter. During the December quarter, the company stacked 23 previously active vessels and disposed of four stacked vessels. — David Krapf
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www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 1:58 PM
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2/9/16 2:25 PM
Inland Insider Is an economic slowdown coming?
I
live adjacent to the Norfolk Southern (NS) mainline between Manassas, Va., and Front Royal, Va., with about 14 trains daily in the Atlanta to Harrisburg, Pa., corridor. The trains are a mixture of time sensitive intermodal and general merchandise carload freight. My daily train observations after September strongly suggest that fourthquarter business volumes for this line were much lower than normal. Unfortunately, 2016 has not improved, which is customary after the holiday lull. Two recent events seem to support my localized observation of rail traffic reductions. First, Bank of America recently reported that U.S. railroad cargo dropped the most in six years in
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2015. “Carloads have declined more than 5% in each of the past 11 weeks on a year-over-year basis,” Bank of America said. Second, NS released its fourth quarter and 2015 calendar year earnings last week and the negative results are daunting. It shows declines in most lines of business when compared to 2015. The weakness in rail traffic is hard to explain even after excluding coal reductions and the lack of new growth for crude oil. While the rail sector handles more consumer-oriented traffic than the barge industry, an economic slowdown will also affect the brownwater sector. This year promises to be a very turbulent one, buffeted by record low oil prices and disruptions to the energy sector related to exploration and investment cuts. There are real concerns that the major world growth markets, primarily China, are no longer the long-term engines of future expansion. Bureau of Economic Analysis
statistics released in late January show real gross domestic product increased at an annual rate of 0.7% in the fourth quarter of 2015. In the third quarter, real GDP increased 2%. This is hardly By Kevin Horn comforting for sustained growth in freight traffic. With the sharp decline of the stock market, 2016 has gotten off to a rough start, a continuation of a weak fourth quarter. As a result, I’ve lowered my expectations for the economy for the rest of 2016. Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at khorn@gecinc.com.
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www.workboat.com • MARCH 2016 • WorkBoat
2/16/16 11:41 AM
M26.3: The New Marine Power
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Insurance Watch Are your employees delivery people?
O
ne of my clients wants to pay her employees mileage if they deliver goods to a work site. The employees would use their own personal vehicles to deliver the stuff. She sent me a draft of a procedure that she wants her employees to sign and asked for my input. Included in the draft is the amount of reimbursement per mile, a request that the employee share their personal automobile insurance policy with her as the employer, and that each employee carry “adequate” insurance. I have some serious concerns for both her business assets and her em-
ployees’ auto insurance coverage. How does her business liability insurance cover this so-called agreement? Are employees covered under the business auto liability insurance policy when they’re driving their own vehicles for business? Under the usual “employees nonownership liability” endorsement, the answer is “no.” It only covers the business if employees cause an accident while performing a job-related delivery with their own vehicle. The employee would need their own insurance. How do we get around that dilemma? We add an endorsement on the client’s insurance policy called “employees as additional insureds.” That costs the client money, money that I’m sure they hadn’t planned on spending when they thought about the benefits of paying employees to deliver stuff. How does an employee’s personal auto insurance handle this? It’s very questionable. There’s an exclusion
in the personal auto insurance policy that basically reads “if the insured vehicle is used as a person livery or livery of any sort” there is no coverage. Ouch! The policy does not go on to By Gene define livery but McKeever it's pretty clear that it means to deliver something. So, are they delivery people? Not really, but the insurance policy is very clear and the interpretation is in the hands of a claims adjuster. That is not a place where I want the answer to come from. Gene McKeever is a marine insurance agent with Allen Insurance and Financial. He can be reached at 800-4394311 or gmckeever@allenif.com
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www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 2:00 PM
Legal Talk The obligation to assist at sea
I
f you break down while driving, roadside service plans promise prompt help, no matter the hour. On a stormy sea, the options are less assured. When it comes to rescuing life at sea, two international conventions provide guidance. The International Convention for Safety of Life at Sea (IMO 1974) states that “the master of a ship at sea, on receiving a signal from any source that a ship or aircraft or survival craft there of is in distress, is bound to proceed with all speed to the assistance of the persons in distress informing them if possible that he is doing John Fulweiler so.” Exceptions to this exist, but they don’t seem to detract much from a master’s underlying obligation to lend a hand. A second convention (The International Convention on Search and Rescue - IMO 1979) also contains language imparting a duty on its signatory states to render assistance. This includes the following: “Parties [to the Convention] shall ensure that assistance is provided to any person in distress at sea.” This Convention also includes language specifically underscoring the intent to assist all persons without regard to their nationality or the circumstances. On our own shores, Congress enacted a federal statute making it a crime punishable by fine and imprisonment for failing to assist “any individual found at sea in danger of being lost.” Naturally, the statute includes carve-out language providing that such assistance is required only “so far as the master or
individual in charge can do so without serious danger to the master or individual’s vessel or individuals on board.” As for liability arising from rendering assistance, there’s a federal statute that says where the assistance is sought an individual “is not liable for damages as a result of rendering assistance or for an act or omission in providing or arranging salvage, towage, medical treatment or any other assistance when the individual acts as an ordinary, reason-
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able and prudent individual would have acted under the circumstances.” Like everything in the maritime law locker, there are exceptions and you should tread carefully in this area and speak to your admiralty attorney. Underway and making way. John K. Fulweiler of Fulweiler LLC is a licensed mariner and maritime attorney. He can be reached at john@fulweiler.com or 1-800-383-MAYDAY.
EVERY MINUTE MAKES A DIFFERENCE. For over 100 years ZF has been a leader in driveline technology, and ZF Marine’s Z-drive thrusters are taking inland river propulsion to the next level. You’re on the clock to get the tow delivered on time, or ahead of schedule. ZF Marine’s Z-drives offer better fuel efficiency and crew comfort, as well as increased thrust and maneuverability for the tow, especially through challenging bends. ZF Marine’s Z-drives are getting tows delivered faster and safer. More tows mean more revenue, which means you need more ZF. wb.zfmarinecc.com
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MARCH 2016
NEWS LOG NEWS BITTS TIDEWATER POSTS QUARTERLY LOSS, SUSPENDS DIVIDEND
U.S. Coast Guard photo
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One of many winter barge accidents spilled slurry oil at Natchez, Miss.
High water brings rash of Mississippi River mishaps
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ast water during unusual mid-winter flood stages on the Mississippi River broke loose barge tows and sent others caroming off bridge piers, with the railroad bridge at Vicksburg, Miss., posing a particular peril. From Jan. 12-14 three barge tows were involved in allisions at the bridge, sinking four coal and one grain barge, followed by a Jan. 21 incident with a barge loaded with ethanol. On that same day, a tow hit the Natchez-Vidalia I-84 highway bridge, spilling slurry oil spilled from a barge into the river. The river was below stages seen in the 2011 and 2008 floods, but “at Vicksburg it was a top 10 stage event” that peaked at 50.2', all the more remarkable for being the highest winter stage since February 1937, said Tim Rodgers, a hydraulic engineer with the Corps of Engineers Vicksburg district. River volumes up to 1.8 million cubic feet per second made the Vicksburg bridges more treacherous. “Going downstream, the river makes 18
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a really sharp right-hand turn there, plus you have (flow from) the Yazoo River Diversion Canal,” said Greg Raimondo, a Corps spokesman. While shipping was disrupted, “we weren’t at a point where we were pushing all that grain down the river. There was some but it wasn’t like August, September, October.” Meanwhile in Louisiana, a Jan. 21 breakaway of 22 barges carrying coal and petroleum coke in Plaquemines Parish near mile marker 54 sent barges banging into three deep-draft ships, all were damaged and one spilled part of its soybean cargo. The Coast Guard finally lifted traffic restrictions on Feb. 3. A Jan. 15 barge breakaway at Gretna, La., forced a shutdown of the river at New Orleans and the city’s Algiers ferry service. On Feb. 2, the Nordbay, an 817' Cyprus-flagged tanker moving downriver, allided with the New Orleans water system intake, and then crunched into a wharf. That same day, a 10,800-hp towboat lost 35 dry cargo
idewater Inc. posted a third-quarter net loss for the December quarter of $19.5 million, or 42 cents a share, on revenues of $218.2 million. For the same quarter in 2014, the net loss was $160.7 million, or $3.31 per share, on revenues of $387.6 million. The previous quarter showed a net loss of $43.8 million, or 93 cents a share, on revenues of $271.9 million. If you adjust Tidewater’s results for after-tax charges, the December quarterly loss of $3.1 million, or 7 cents a share, beat consensus earnings estimates. The New Orleans-based offshore service vessel operator suspended its quarterly dividend. Suspension of the 25 cents per share quarterly dividend will save about $47 million a year. During the company’s fiscal third-quarter earnings call on Feb. 3, Jeffrey M. Platt, Tidewater’s president and CEO, said “that given the challenges currently facing the oil service sector and the continuing uncertainty as to the severity and longevity of this downturn, it was prudent to further preserve our cash. Our financial priority remains strengthening our balance sheet and liquidity position as we navigate through this difficult market.” During the December quarter, the company stacked 23 vessels and disposed of four stacked vessels. As a result, the stacked fleet during the December quarter averaged 56 vessels and totaled 70 on Dec. 31, an increase of 19 vessels from the previous quarter. — David Krapf
barges in a pre-dawn grounding near Caruthersville, Mo. Traffic was restricted on 30 miles of river while American Commercial Lines deployed two vessels to assist in the recovery. That brought the tally of barges involved in high-water accidents to 116
www.workboat.com • MARCH 2016 • WorkBoat
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since Jan. 1, according to Coast Guard reports. For operators, the fast water meant “smaller tows, slower tows, more power,” said Brent Dibner, president of Dibner Maritime Associates LLC, Chestnut Hill, Mass. “For the carriers, this shows up as higher costs and lower revenue.” But compared to other high-water events there was less impact on grain shipments, Dibner said. “We had a mild harvest season where rates did not explode as they did last season,” he said. “The market had already accomplished the goal of moving most of the grain out into silos and fleeting operations.” — Kirk Moore
Zero emissions ferry project moves ahead
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ed and White Fleet is going green. Last summer, Sandia National Laboratories signed a cooperative research and development agreement with the San Francisco-based ferry operator to design, build and operate a high-speed hydrogen fuel cell passenger ferry and hydrogen refueling station. Named SF-Breeze (San Francisco Bay Renewable Energy Electric vessel with Zero Emissions), the ferry’s hydrogen fuel cells will have several advantages over diesel engines that power most U.S. passenger ferries — zero emissions, higher energy efficiency, quiet operation and no risk of fuel spills. The Maritime Administration (Marad) is funding a feasibility study to examine the technical, regulatory and
Cadet Kelly Paseka at the wheel in the Bouchard Tug and Barge Simulation Center at the State University of New York Maritime College.
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ow in its second semester of teaching students, the Bouchard Tug and Barge Simulation Center is open for training experienced mariners too. Supported by Bouchard Transportation Co., the $750,000 simulator at the State University of New York Maritime College in the Bronx, N.Y., uses replica tug bridges with wrap-around flat panel displays to create a virtual reality of different vessels and harbors – up to 14 waterways with more on the way thanks to continuing software and chart upgrades supplied by Bouchard. “Every year we’ve got to upgrade it. That was part of the commitment we made,” said company president and CEO Morton S. Bouchard III. The database now has harbors from Boston to Houston, and the latest upgrade added the Mississippi River from the Southwest Pass to Baton Rouge, La. The programming models tugs of 4,000 hp, 6,000 hp and 10,000 hp, both in articulated and towing modes, said SUNY Maritime professor Eric Johansson. The project got its start when Bouchard learned a simulator program operated by the Seamen’s Church Institute had transferred from New York City to Houston, he said. “We sent our guys down … and it was all inland stuff,” Bouchard recalled. “I called Eric and said, ‘Can we build a simulator?’ The Maritime College was the only place to do it.” Bouchard captains helped set up and calibrate the simulator controls, and the company’s employees will get training there as do SUNY cadets. “It will be open to all our competitors,” Bouchard said. “More importantly, to the next generation of mariners coming up.” — K. Moore
Photo courtesy of Red and White Fleet
economic aspects of the project. The theory goes that replacing diesel engines and generators with hydrogen fuel cells could lead to improvements in air and water quality in harbors. The planned refueling station Sandia National Laboratories and San Francisco’s Red and White would reportFleet are partnering to develop a edly be the high-speed, hydrogen-fuel-celllargest in the powered passenger ferry and world and serve refueling station. fuel cell electric cars, buses and fleet vehicles in addition to the ferry and other vessels. The zero-emission
www.workboat.com • MARCH 2016 • WorkBoat
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Kirk Moore
BOUCHARD SIMULATOR TEACHING STUDENTS AND CAREER MARINERS
high-speed cat ferry will operate on a 23-nautical-mile route with two daily roundtrips. Refueling will take less than an hour. The SF-Breeze’s liquid hydrogen fuel cells will generate electricity to power the waterjet propulsion. The desired speed is 35 knots. “LNG is a temporary use. Fuel that ships use in the future is not going to be LNG. Ferries with fuel cells is next, and the thing we’re shooting for is zero pollution … hydrogen for renewable energy,” Thomas Escher, owner of Red and White, said during a conference session on the project at the Passenger Vessel Association’s annual meeting in Washington, D.C., in January. “The question is whether it is economically 19
2/10/16 5:37 PM
NEWS BITTS feasible.” “From the beginning we said it has got to work as a ferry,” said John Waterhouse of Elliott Bay Design Group, a partner in the study. “This is not just a technology demonstrator. It’s got to work as a boat going back and forth. So as the designers, we very much took that to heart and said this is what has to make sense.”
A preliminary conceptual study shows that the answer is probably yes. The hope, according to Dr. Joseph Pratt of Sandia National Labs, “is that the feasibility study, regardless of the outcome, can be useful to others nationally and around the world who are looking at hydrogen fuel cell vessels as clean energy alternatives.” — David Krapf
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lectronic charts have been around for years. On Feb. 5 the Coast Guard published new guidance that allows mariners to use electronic charts and publications instead of the paper charts, maps and publications long required to be in the wheelhouse. NVIC 01-16 provides guidance on what electronic media is now considered equivalent to chart and publication carriage requirements. The new rules recognize the suite of electronic charts managed by U.S. hydrographic authorities, and the Electronic Charting System (ECS) standards published this past summer by the Radio Technical Commission for Maritime Services. “The Coast Guard will allow mariners to use official electronic charts instead of paper charts, if they choose to do so. With real-time voyage planning and monitoring information at their fingertips, mariners will no longer have the burden of maintaining a full portfolio of paper charts,” said Capt. Scott J. Smith, the chief of the U.S. Coast Guard’s Office of Navigation Systems. “Mariners have been requesting the recognition of this capability for some time.” — K. Moore
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ariners who sleep in shifts can perform just as well as those who sleep in a single period as long as they get seven-to-eight hours of shuteye out of 24. It’s the quality of the sleep and several other factors that make a difference, a recently released study for the Transportation Research Board notes. More than 200 crew and 46 companies participated in the project conducted by Northwestern University, which has examined sleep-related issues in the industry in the past with the American Waterways Operators (AWO). The goal of the studies is to reduce fatigue and improve sleep and safety. “The factors that predict sleep durawww.workboat.com • MARCH 2016 • WorkBoat
2/16/16 1:47 PM
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tion include time of day, stress, anxiety, discomfort, sleep disruption (noise), general health, and fatigue level,” said the authors of “Enhancing Sleep Efficiency on Vessels in the Tug/Towboat/ Barge Industry.” They acknowledge it’s a 24/7 business, “which means that someone is always trying to sleep during the day” – not necessarily the most optimal time for biological clocks. “There is no scientific evidence to suggest that a schedule that allows 7-to-8 hours of uninterrupted sleep is better than one that allows for 7-to-8 hours of sleep in more than one episode,” the study said. The project just touched the surface of health-related issues. While crews are sleeping the same or more than population norms, “they do, however, seem to be at greater risk for various health conditions indicated by the high prevalence of morbid obesity.” And “while the industry takes safety very seriously, a further goal could be
to change the overall safety culture specifically in relation to sleep and fatigue so that there is a high value placed on sleep,” the study said. “A major challenge is the diversity of the operations (harbor, line, seasonal, etc.) and company size (three to 2,000 employees).” The study suggests a number of solutions, including: establish a fatigue risk management system; provide health and wellness programs, access to good nutrition and exercise equipment; and enhance the sleep environment. Many companies surveyed said they have improved sleeping quarters. “However,” the study said, “even for the companies that have made sleeping environment a priority, there may still be room for improvement for some vessels as indicated in the crew survey.” Mariners had a long list of improvements they’d like, including: diet regimes; good mattresses, beds and pillows; three-watch wheelhouse; more noise reduction around the engine room
and through floors; individual thermostats and better light insulation in bunk rooms; and a shorter work cycle. AWO has been discussing “a cooperative approach to fatigue management with the Coast Guard,” said Caitlyn Stewart, the trade group’s senior manager of regulatory affairs. They’ll work to incorporate the recommendations of the study, which is the latest in a growing number that found that split shifts could be a safe and effective way to deal with sleep, she said. The Coast Guard in 2011 said it was considering requiring at least seven consecutive hours of uninterrupted sleep in one of two off periods. But a seven-hour requirement would conflict with the most common square watch work schedule – six hours on and six off, the study noted. The findings bolster arguments of operators who oppose any attempts by the Coast Guard to establish hours-ofservice standards. — Dale K. DuPont
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www.workboat.com • MARCH 2016 • WorkBoat
WB_Newslog_LINO.indd 22 Pantone 300C
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2/10/16 5:38 PM
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2/9/16 2:25 PM
Vessel Name or Hull #
Delivery 2015 Date
Dimensions
Construction Survey Xxxxxx & Hull Material Steel, Aluminum, (LxB)
Fiberglass
Type Vessel
Owner
Under Surveillance WorkBoat‘s 2015 Construction Survey
By Ken Hocke, Senior Editor
Tugs remained strong, increasing from 49 to 60. The tug he 2015 construction survey, which includes the numcategory is as steady as any year after year. ber of newbuilds under contract, under construction Losers in the 2015 survey included Supply boats, which or delivered in the last 12 months, totalled 515. This dipped from 79 to 51, and Crewboats/Personnel Launch, compares to 628 in the 2014 survey, a drop of 18%. which tumbled from 39 in 2014 to just 10 this year. The But 515 is a fluid number. Why? Shipyards like Jeanerette, depressed oil and gas industry has been the real story this La.-based Metal Shark, which has five IDIQ (indefinite year in the shipyard industry. Signal International filed for delivery/indefinite quantity) contracts, may be working on reorganization, partly because of falling oil prices. Harvey 12 identical patrol boats on a IDIQ contract today and three Gulf International Marine purchased Gulf Coast Shipmonths from now get word that another 12 have been given yard Group, where Harvey Gulf’s 310'×64' dual-fuel PSVs the green light. are being built. “Every year the government adds boats against those Gulf Island Fabrication’s purchase of Leevac Shipyards IDIQs,” said Metal Shark’s owner, Chris Allard. in January is an example of consolidation that may be good Patrol boats led all categories this year with 101 vessels, for the industry, and could lead to more deals. compared to 82 last year, an increase of over 20%. Other yards that have multiple patrol boat contracts include BolPowered Vessels Reported for 2015-2016 linger Shipyards, Fincantieri Marine 19 Group, Austal USA, Kvichak Marine 9 Industries, Ribcraft USA, Safe Boats 14 TOTAL- 515 10 International and Willard Marine. 51 Passenger vessels also saw strong 2 52 gains. The Dinner, Excursion and Sight60 seeing category more than doubled from 16 2014, going from nine to 19, helped by 7 101 a stronger economy and more discre76 tionary income. Fire/Rescue boats also 86 Barges doubled, going from eight to 16. Barges 12 90 200 also grew, going from 59 in 2014 to 86 in the 2015 survey.
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Ken Hocke
Metal Shark’s Jeanerette, La., facility.
www.workboat.com • MARCH 2016 • WorkBoat
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Vessel Name or Hull #
Delivery Date
Dimensions
Type Vessel
(LxB)
& Hull Material Steel, Aluminum, Fiberglass
Owner
A&B INDUSTRIES sean@ab-industries.com.com • www.ab-industries.com Sean C. Torgrimson Sr., General Manager • P.O. Box 1137 • Amelia, LA 70340 • Tel: 985-631-0888 • Fax: 985-631-0880 Brenda Ann Cacioppo TBD Dahli Brooke
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66'x30'x10' 150-Class 66'x30'x9'
S S S
1,350-hp Pushboat Supply Boat Pushboat
Blessey Marine Services A&B Industries Devall Towing & Boat Service
ALL AMERICAN MARINE mmullett@allamericanmarine.com • www.allamericanmarine.com Matt Mullett, CEO • 200 Harris Ave., • Bellingham, WA 98225 • Tel: 360-647-7602 • Fax: 360-647-7607
(2) Sally Fox, 2015 105'x33' A Passenger Ferry King County, Wash. Doc Maynard 2015 Gulf Surveyor 1/16 48'x17' A Catamaran Research Vessel University of New Hampshire TBD 2016 83'x29' A Passenger/ Tour Vessel — TBD 2016 68'x26' A Hydrographic Survey Catamaran Corps of Engineers (2) TBD 1st Quarter 72'x28' A Passenger Ferry Catamaran (NPS) Gulf Islands National Seashore 2017
AUSTAL USA michelle.bowden@austalusa.com • www.austal.com Michelle Bowden, Sales & Marketing Assistant • P.O. Box 1049 • Mobile, AL 36633 • Tel: 251-434-8000 • Fax: 251-445-1955
(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 Omaha (LCS 12), TBA Manchester (LCS 14), TBA Tulsa (LCS 16) (8) Trenton (JHSV 5), 338'x93'6" A Joint High-Speed Vessel U.S. Navy Brunswick (JHSV 6), Carson City (JHSV 7), Yuma (JHSV 8) TBA Bismark (JHSV 9) TBA Burlington (JHSV 10) TBA
BAE SYSTEMS SOUTHEAST SHIPYARDS richard.mccreary@baesystems.com • www.baesystems.com/shiprepair Richard McCreary, Vice President and General Manager • P.O. Box 3202 • Mobile, AL 36652 • Tel: 251-690-7100
(2) Hercules, 2015 288'x62'x S PSV Pegasus 26' Ocean 2016 353'x72'x S Subsea Evolution 29'5" Support Vessel
Gulfmark Offshore Oceaneering International
BAE SYSTEMS SOUTHEAST SHIPYARDS richard.mccreary@baesystems.com • www.baesystems.com/shiprepair Richard McCreary, Vice President and General Manager • 8500 Heckscher Dr. • Jacksonville, FL 32226 • Tel: 904-251-3111 (3) Thunder Lightning, Squall TBD
2015 252'x60'x S PSV 2015 25'3" 2016 2016 12,000 hp S ATB Tug
Jackson Offshore Operators Seabulk Tankers
BLOUNT BOATS INC. Julie@blountboats.com • www.blountboats.com Julie Blount, Executive Vice President • 461 Water Street • PO Box 368 • Warren, RI 02885 • Tel: 401-245-8300 • Fax: 401-245-8303 Chandra B 8/15 78'11"x23' S Subchapter D Tanker — 1/16 69'x24'x S Crew Transfer Vessel — 2016 100'x35' S Passenger Ferry
American Petroleum & Transport Atlantic Wind Transfers Shoreline Sightseeing
JOHN BLUDWORTH SHIPYARD LLC info@jbludshipyard.com • www.jbludshipyard.com Gasper C. D’Anna, President • 3101 E. Navigation Blvd. • Corpus Christi, TX 78402 • Tel: 361-887-7981 • Fax: 361-887-6014 (6) Capt. George Brumley, Callie M. Etheredge, (3) Elizabeth M. Robinson, Ashley Danielson, Lindsay M. Nobles Christopher Scott
9/15 84'x32' S Pushboat 12/15 TBD 3/15 110'x32' S Pushboat 5/15 7/15 2/16
92'x32'
S
Pushboat
Genesis Marine LLC Genesis Marine LLC
Genesis Marine LLC
BOLLINGER SHIPYARDS INC. ericb@bollingershipyards.com • www.bollingershipyards.com Eric Bollinger, Vice President, Sales • P.O. Box 250 • Lockport, LA 70374 • Tel: 985-532-2554 • Fax: 985-532-7225 (21) Isaac Mayo, Richard Dixon, Heriberto Hernandez, Joseph Napier, William Griesser,
2015 154'x26'8"x S 2015 14' 2015 2015 2015
www.workboat.com • MARCH 2016 • WorkBoat
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Fast Response Cutter (Patrol Boat)
U.S. Coast Guard
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Vessel Name or Hull # Donald Horsley, Joseph Tezanos, Rollin Fritch, Lawrence Lawson, John McCormick, Bailey Barco, Benjamin Dailey, Oliver Berry, Jacob Poroo, Joseph Gerczak, Richard Snyder, Nathan Bruckenthal, Forest Rednour, Robert Ward, Terrell Horne, Benjamin Bottoms
Delivery Date
Dimensions
Type Vessel
(LxB)
& Hull Material Steel, Aluminum, Fiberglass
Owner
2016 2016 2016 2016 2016 2017 2017 2017 2017 2017 2018 2018 2018 2018 2018 2019
BORDELON MARINE SHIPBUILDERS LLC www.bordelonship.com Wes Bordelon, President & CEO • 682 Thompson Road • Houma, LA 70363 • Tel: 985-601-5777 • Fax: 985-601-5778 (2) SheliaBordelon, Brandon Bordelon
2/15 2015
257'x52'x S 18'
Stingray- class PSV
Bordelon Marine
BREAUX BROTHERS ENTERPRISES INC. broboats@aol.com • www.breauxboats.com Vic Breaux, Vice President • P.O. Box 1100 • Loreauville, LA 70552 • Tel: 337-229-4232 • Fax: 337-229-4951
(3) Hulls 1327-1329 2015 205'x32' A Crew/Supply Edison Chouest Offshore
BURGER BOAT CO. sales@burgerboat.com • www.burgerboat.com/commercial Doug Borys, Commercial Business Development • 1811 Spring St. • Manitowoc, WI 54220 • Tel: 920-686-5117 Lucia
2015
89'
S
Passenger Ferry
Wendella Sightseeing
BRUNSWICK COMMERCIAL & GOVERNMENT PRODUCTS jdavis@whaler.com • www.brunswickcgp.com Jeremy Davis, Director of Sales • Megan Z. Ave. • Edgewater, FL 32132 • Tel: 386-423-2914
TBD Multiple 21' A
RIB
Marine Spill Response
CHESAPEAKE SHIPBUILDING CORP. martin@cheship.com • www.chesapeakeshipbuilding.com Charles Robertson, Owner • 710 Fitzwater St. • Salisbury, MD 21801 • Tel: 800-784-2979 • Fax: 410-742-3689 Kings Point 2015 92'x32'x13' (4) Hull 104, 3/15 260'x54'x8' Hulls 118-120 2015- — Fort Schulyer 2015 94'x34'x15'
S S S S
Tug Passenger Vessel Tug
Vane Bros. American Cruise Lines Vane Bros.
CONRAD INDUSTRIES INC./CONRAD SHIPYARD sales@conradindustries.com • www.conradindustries.com Robert Sampey, Shipyard Contact • Gary Lipely, Sales • 1501 Front St., P.O. Box 7908 • Morgan City, LA 70380 • Tel: 985-384-3060 (19) TBD (2) TBD (2) TBD TBD (2) TBD TBD TBD (5) TBD
— — — — — — — —
— S Aggregate Barge — S Anchor Barge — S Dry Bulk Barge — S Deck Barge — S Tank Barge — S Keyway Barge — S Liftboat — S Towboat
BALLAST
VESSEL DRAFT
FUELS
— — — — — — —
BRINE
DRILL MUD
• • • Made in USA
P. 503-285-8947 26
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• www.levelcom.net
E. info@levelcom.net www.workboat.com • MARCH 2016 • WorkBoat
2/10/16 1:20 PM
Vessel Name or Hull # (5) TBD TBD
Delivery Date
Dimensions
Type Vessel
(LxB)
& Hull Material Steel, Aluminum, Fiberglass
— — S — — S
ATB Tug Ferry
Owner — —
CONRAD INDUSTRIES INC./CONRAD DEEPWATER SOUTH sales@conradindustries.com • www.conradindustries.com Lynn Falgout, Shipyard Contact • Gary Lipely, Sales • 995 Duhon Road • Amelia, LA 70342 • Tel: 985-384-3060 (8) TBD —
— —
— —
S S
Tank Barge Asphalt barge
— —
CONRAD INDUSTRIES INC./CONRAD ORANGE sales@conradindustries.com • www.conradindustries.com Eric Bland, Shipyard Contact • Brett Wolbrink, Sales • 710 Market St. • Orange, Texas 77631 • Tel: 409-883-6666 (3) TBD TBD (8) TBD (7) TBD TBD
— — — — —
— — — — —
S S S S S
ATB Tug LNG Bunker Barge LNG Barge Tank Barge Refrigeration Barge
— — — — —
CONRAD INDUSTRIES INC./CONRAD ALUMINUM NEW CONSTRUCTION sales@conradindustries.com • www.conradindustries.com Lynn Falgout, Shipyard Contact • Gary Lipely, Sales • 9752 Hwy. 182 E. • Amelia, LA 70342 • Tel: 985-631-2395 (3) TBD — — S (4) TBD — — S TBD — — S (6) TBD — — S
Crane Barge Deck Barge LPG Barge Tank Barge
— — — —
DAKOTA CREEK INDUSTRIES mike@dakotacreek.com • www.dakotacreek.com Mike Nelson • P.O. Box 218 • Anacortes, WA 98221 • Tel: 360-293-9575 • Fax: 360-293-1372 (2) Neil Armstrong, Sally Ride
2015 6/16
238'x50'x S 22'
Auxiliary General NAVSEA Oceanographic Research Vessel
DIVERSIFIED MARINE INDUSTRIES dmi83723@aol.com • www.dmipdx.com Kurt Redd, President • P.O. Box 83723 • Portland, OR 97285 • Tel: 503-289-2669 • Fax: 503-289-2825
www.workboat.com • MARCH 2016 • WorkBoat
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Vessel Name or Hull #
Delivery Date
Dimensions
Type Vessel
(LxB)
& Hull Material Steel, Aluminum, Fiberglass
Owner
(2) Michelle Sloan, 3/15 80'x36'x16'8" S Ship Assist Lela Franco 7/15 80'x36'x16'8" Tug
Harley Marine Services
DONJON SHIPBUILDING AND REPAIR www.donjonshipbuilding.com J. Arnold Witte, President and CEO • 220 E. Bayfront Parkway • Erie, PA 16507 • Tel: 814-455-6442 • Fax: 814-455-8121
TBD 2016 185,000-bbl S ATB Barge
Seabulk Tankers
EASTERN SHIPBUILDING GROUP info@easternshipbuilding.com www.easternshipbuilding.com 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
(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 (2) Harvey Sub-Sea, 2/16 327'x73'x S Z-Drive Harvey Gulf Harvey Blue-Sea 6/16 29'3" MPSV International Marine Bravante IX 1/15 284'x60'x S PSV Boldini SA 24'6" (5) Ty Dolese, 1/15 90'x32'x10' S Inland Florida Bill Seymore, 3/15 Towboat Marine TBD 6/15 Transporters TBD 9/15 TBD 12/15 GL302 2016 158'x52'x33' S ATB Tug Great Lakes Dredge & Dock GL151 2016 433'x92'x36' S ATB Dredge Barge Great Lakes Dredge & Dock Harvey Stone 4/16 212'7"x59'1" S Z-Drive Harvey Gulf x25'7" AHTS International Marine (3) Triton, 10/15 80'x38'3" S Z-Drive Suderman & Neptune, 2/16 15'9" ASD Tug Young Towing TBD 6/16 (3) H. Douglas M., 12/15 80'x38'3" S Z-Drive Bay-Houston TBD, 3/16 15'9" ASD Tug Towing Co. TBD 4/16 TBD 11/15 96'x34' S Z-Drive Bisso 14'9" Tug Offshore
FINCANTIERI MARINE GROUP/MARINETTE MARINE CORP.
bethany.skorik@us.fincantieri.com •www.fincantierimarinegroup.com • www.marinettemarine.com Bethany Skorik, Business Development • 1600 Ely St. • Marinette, WI 54143 • Tel: 715-735-9341 ext. 6282 • Fax: 715-735-4774 Multiple — 45'x14' S (11) Fort Worth, — 378'x57' S LCS 5, LCS 7, LCS 9, LCS 11, LCS 13, LCS 15, LCS 17, LCS 19, LCS 21, LCS 23
Response Boat-Medium Littoral Combat Ship
U.S. Coast Guard U.S. Navy
FINCANTIERI MARINE GROUP HOLDINGS/BAY SHIPBUILDING
bethany.skorik@us.fincantieri.com • www.fincantierimarinegroup.com • www.marinettemarine.com Bethany Skorik, Business Development • 605 N. 3rd Ave. • Marinette, WI 54143 • Tel: 715-735-9341 ext. 6282 • Fax: 715-735-4774 Leigh Ann Moran Barbara Carol Ann Moran Mississippi Texas Louisiana Hull 3779 Hull 3780 Hull 3781 Hull 3782 Hull 3783
9/15 5/16 9/15 9/15 5/16 9/16 9/16 6/17 6/17 8/17
121'x36'x18' 121'x36'x18' 495'x78'x41' 495'x78'x41' 468'x78'x34' 521'x72'x41' 123'x38'x22' 521'x72'x41' 123'x38'x22' 521'x72'x41'
S S S S S S S S S S
Hull 3784
8/17
130'x42'x23'
S
6,000-hp ATB Tug Moran Towing 6,000-hp ATB Tug Moran Towing 160,815-bbl. Tank Barge Moran Towing 160,815-bbl. Tank Barge Moran Towing 122,000-bbl. Tank Barge Moran Towing 155,000-bbl. Oil & Chemical Tank Barge Kirby 6,000-hp ATB Tug Kirby 155,000-bbl. Oil & Chemical Tank Barge Kirby 6,000-hp ATB Tug Kirby 155,000-bbl. Oil & Chemical Tank Barge Plains All American Pipeline 8,000-hp ATB Tug
Plains All American Pipeline
FOSS MARITIME, RAINIER SHIPYARD
dnugent@foss.com • www.foss.com Doug Nugent, Sales & Marketing • 611 East A. St./P.O. Box 759 • Rainier, OR 97048 • Tel: 503-556-5833 • Fax: 206-281-4732 (3) Michelle Foss, Denise Foss, Nicole Foss
4/15 131'x41' S Arctic- 12/15 class Tug 12/16
Foss Maritime Company
GEO SHIPYARD INC. david@geoshipyard.com • www.geoshipyard.com David LeCompte, Vice President • P.O. Box 9622 • New Iberia, LA 70562 • Tel: 337-367-1541 • Fax: 337-364-7493
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2/10/16 1:20 PM
Vessel Name or Hull #
Delivery Date
Dimensions (LxB)
& Hull Material Steel, Aluminum, Fiberglass
Type Vessel
Owner
Trident 3/15 64'9"x21'6"x A Research 9'3" Catamaran Hull 215 — 60'x24' A Research Catamaran
Texas A&M USM
GLADDING-HEARN SHIPBUILDING, THE DUCLOS CORP. sales@gladding-hearn.com • www.gladding-hearn.com Peter Duclos, President • 1 Riverside Ave./P.O. Box 300 • Somerset, MA 02726 • Tel: 508-676-8596 • Fax: 508-672-1873 (6) TBD Various 165'x34' S Sightseeing Vessels 600-Passenger Cape Fear III 3/15 52'x17'x A Pilot Boat 4'8" (2) Launch 701 2/15 68'10"'x19' A Patrol Boat Launch 702 4/15 Manatee 7/15 53'x17'x4'5" A Pilot Boat J.P. Virden 8/15 52.6'x17'x 4.8' A Pilot Boat Hull 411 10/15 53'x17' A Pilot Boat Hull 413 2/16 151'x35' A Catamaran Ferry (3) Hull 414, 3/16 165'x36' S Sightseeing Hull 415, 7/16, Vessel Hull 416 4/17
Circle Line Sightseeing Wilmington Cape Fear Pilots Association NYPD Tampa Bay Pilots Association Delaware Pilots Sabine Pilots Hyannis Harbor Tours Circle Line
GREAT LAKES SHIPYARD jps@thegreatlakesgroup.com • www.thegreatlakesgroup.com Joseph P. Starck Jr., President • 4500 Division Ave. • Cleveland, Ohio 44102 • Tel: 800-321-3663
(2) Tug Joncaire II, 2015 45'x19'7"'x S Tug Tug Breaker II 2017 8' TBD 2016 74'x30'x S Tug 11'6"
N.Y. Power Authority —
GULF COAST SHIPYARD GROUP pnuss@gcshipyard.com www.gulfcoastshipyardgroup.com Phil Nuss, VP Engineering and Project Development • 13085 Seaway Rd. • Gulfport, MS 39503 • Tel: 228-276-1000 • Fax: 228-276-1001 (6) Harvey Energy, Harvey Power,
2/15 302'x64' S OSV 9/15
TOW GEAR YOU CAN COUNT ON!
Harvey Gulf International Marine
SPECIALTY WINCHES FOR THE MARINE AND FISHING INDUSTRY
W I N C H E S
DESIGNED FOR OUTSTANDING Our famous MARQUIP line brings you the very best in tow plates, shackles, connecting links, and associated gear you need to work the tough jobs, day in and day out. When your reputation’s on the line, make sure our gear’s on your boat. CUSTOMER SERVICE 24 HOURS A DAY, 7 DAYS A WEEK
Visit our website for more: www.wachain.com ASK FOR OUR FREE CATALOG
1-866-WACHAIN WASHINGTON CHAIN AND SUPPLY, INC.
P.O. Box 3645 • 2901 Utah Avenue South Seattle, Washington 98124 USA FAX (206) 621-9834 • E-mail: info@wachain.com
www.workboat.com • MARCH 2016 • WorkBoat
WB_ConstructionSurvey_2016_LINO.indd 29
PERFORMANCE &
SAFETY
BLOOM MANUFACTURING, INC. Custom Engineered Solutions Since 1910
Independence, IA 50644, USA | bloommfg.com P: 319-827-1139 | 800-394-1139 F: 319-827-1140
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Vessel Name or Hull #
Delivery Date
Dimensions (LxB)
& Hull Material Steel, Aluminum, Fiberglass
Type Vessel
Harvey Liberty, 2016 Harvey Freedom, TBA Harvey America TBA Harvey Patriot TBA (2) FMT 5050 11/15 297'x54' S Slurry Class FMT 5052 12/15 Tank Barge
Owner
Florida Marine Transporters
GULF ISLAND SHIPYARDS INC. dgaiennie@gifinc.com • www.gulfisland.com Dan Gaiennie, VP Business Development/Engineering • 583 Thompson Road/P.O. Box 310 • Houma, LA 70363 • Tel: 985-635-6009 • Fax: 985-635-6011 Ram Country 4/15 270'x56'x S PSV 21'6" Cape Cod 2015 214'x48'x S PSV 16' (19) HOS Annexes 2015 40'x40'x12' S Living Accommodations (3) Rick Calhoun, 2015- 180'x48'x S 8,400-hp Hull 6049, Hull 6054 2016 11'6" Towboat (2) Hulls 367-368 2017 300'x62'x S PSV 24' (2) Hulls 369-370 2017 362'x76'x S PSV 26'
Aries Marine Seamar
Hornbeck Offshore Services Marquette Transportation Tidewater Hornbeck Offshore Services
GUNDERSON MARINE/THE GREENBRIER COMPANIES gbrx.info@gbrx.com • www.gbrx.com One Centerpointe Dr., Suite 200 • Lake Oswego, OR 97035 • Tel: 503-684-7000 • Fax: 503-684-7553 (2) Kirby 185-01, — 578' S Kirby 185-02
185,000-bbl Tank Barge
Kirby Offshore Marine
HORIZON SHIPBUILDING INC. trshort@horizonshipbuilding.com • www.horizonshipbuilding.com Travis R. Short, President and General Manager • 13980 Shell Belt Road • Bayou La Batre, AL 36509 • Tel: 800-777-2014 (2) Chip Steinberg, 3/15 80'x33'x S Towboat Michael Akiu 6/15 10'6" Dan Reeves 7/15 95'x43'x S Towboat 10' (2) Chippewa, Jerry 8/15 74'x32'x S Pushboat Torok 11/15 10'6" Andrew Antrainer 12/15 120'x35'x S Towboat 11'6" Nick Lonnemann 1/16 74'x32'6"x S Towboat (3) Marty Cullinan, 5/16 120'x35'x S Towboat Hull 189 4/17 11'6" (2) Capt. Brian A. McAllister, Rosemary 5/17 McAllister
2/17 100'x40'x 16'6"
S Tug
Escort/Rescue Towing
Florida Marine Transporters Corps of Engineers — Florida Marine Transporters — Florida Marine Transporters McAllister
KVICHAK MARINE INDUSTRIES sales@kvichak.com • www.kvichak.com Art Parker, Business Development Manager • 469 NW Bowdoin Place • Seattle, WA 98107 • Tel: 206-545-8485 • Fax: 206-545-3504
(2) TBA 2015 135'x38' A 400-Passenger San Francisco Bay Area Catamaran Ferry Water Emergency Transportation Authority (2) TBA 2015 36'x13'6" A Crew/Pilot Tymac Launch Boat Services (2) TBA 2015 36'x13'6" A Crew/Pilot West Coast Boat Launch Service (10) TBA 2015 30'x9'8" A Rapid U.S. Navy Response Boat (7) TBA 2015 32'x8'6" A Transportable USCG Port Security Boat (3) TBA 2015 40'x11'8"' A Oil Barge Alaska Clean Seas (2) TBA 2015 62'x19.7' A All Weather Port of Pilot Boats Duqm, Oman TBA 2015 55'x24' A Research California Catamaran Department of Water Resources TBA 2015 45'x14' A Response New York Boat-Medium Police Department TBA 2015 48'x18'8" A Research King County, Wash. Catamaran Environmental Laboratory (4) Response Boat 2015 44'6"x13'8" A Patrol Boat USCG Boat-Medium-C TBA 2015 26'x8'6" A Motor Surf Boat USCG
30
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Vessel Name or Hull #
Delivery Date
Dimensions (LxB)
& Hull Material Steel, Aluminum, Fiberglass
Type Vessel
Owner
MAIN IRON WORKS 148 Old Ferry Road • Houma, LA 70364 • Tel: 985-876-6302 Carl Becky S. Robert J. Banta
2015 2015 2015
100'x38'x13' 100'x38'x18' 82'x28'x10'
S S S
Ship-Assist Tug Ship-Assist Tug Z-Drive Towboat
Port Comfort Towing Bisso Towboat Chem Carriers
MARINE INLAND FABRICATORS rudy@marineinland.com • www.marineinland.com Rudy Sistrunk, Managing Member • 1725 Buchanan St. • Panama City, FL 32409 • Tel: 850-265-1383 • Fax: 850-265-0487 (2) Hull 263, Hull 266 Hull 267
2/15 25'x14'x5' S Towboat 3/15 3/15 39'x16'x6' S Towboat
Tappan Zee Construction USDOT
MASTER BOAT BUILDERS adubroc@masterboat.net • www.masterboat.net Andre Dubroc, General Manager • P.O. Box 702 • Bayou La Batre, AL 36509 • Tel: 251-824-2388 • Fax: 251-824-4401 (2) Seacor Brave, Seacor Chief Elk Harvey Challenger (2) Bison Caribou
1/15 201'x48'x18' S OSV 3/15 2/15 201'x48'x16' S OSV 10/15 201'x48'x18 S OSV 6/15 200x48'x16' S OSV 10/15
Seacor Marine C&E Boat Rental LLC Harvey Gulf International Marine Adriatic Marine
MASTER MARINE www.mastermarine.com Randy Orr, President • 14284 Shell Belt Road • Bayou La Batre, AL 36509 • Tel: 251-824-4151 • Fax: 251-824-7050 (2) St. Peter, 2015 78'x34'x11' S St. James
Z-Drive Towboat
Marquette Transportation
METALCRAFT MARINE bob.c@metalcraftmarine.com • www.metalcraftmarine.com Bob Clark, Contracts Manager • 347 Wellington St. • Kingston, Ontario K7K6N7 • Tel: 800-410-8464 • Fax: 613-542-6515
Marine 1 2015 50'5"x16x A Fire/Rescue 5'6" Vessel (Firestorm 50) 2015 50'4" A Fireboat (Firestorm 50) 2015 50'4" A Fireboat (Firestorm 40) 2015 43'1" A Fireboat (Kingston 30) 2015-2016 29'9" A Boom Boats (Multiple) (Firestorm 40) 2016 44' A Fireboat (Multiple) Oil Spill 2016-2018 25' A Utility Response (Multiple) Boats Oil Spill 2016-2018 30' A Boom Response (Multiple) Boats (Multiple) 2015-2016 38' A Long Range Intercepter William M. 2015 66'x18'x3'5" A Fireboat Feehan
Savannah Fire & Emergency Services Middle East Brazil Australia U.S. Navy Vancouver, B.C. U.S. Navy U.S. Navy USCG FDNY
METAL SHARK ALUMINUM BOATS callard@metalsharkboats.com • www.metalsharkboats.com Christopher Allard, Owner • 6816 E. Admiral Doyle Dr. • Jeanerette, LA 70544 • Tel: 337-364-0777 • Fax: 337-364-0337
(Multiple) — 26'x9'4" A High-Speed Maneuverable Surface Target TBD 2015 75'x24' A Multipurpose Port Security Fireboat (2) TBD 2015 55' A Fireboat TBD 2015 32' A Fireboat TBD 2015 26' A Patrol Boat TBD 2015 38' A Patrol Boat TBD 2015 40' A Patrol Boat FMS Contract Various 32' A Patrol Boat
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U.S. Navy Port of South Louisiana Plaquemines Port, Harbor & Terminal District Iona-Macgregor Fire Protection & Rescue Service District Massachusetts State Police St. Tammany Parish Sheriff's Department Florida Fish & Wildlife Commission Uruguay
www.workboat.com • MARCH 2016 • WorkBoat
2/10/16 1:21 PM
Vessel Name or Hull #
Delivery Date
Dimensions (LxB)
& Hull Material Steel, Aluminum, Fiberglass
(Multiple) FMS Contract Various 38' A (Multiple) FMS Contract Various 38' A (Multiple) FMS Contract Various 24' A (Multiple)
Type Vessel
Owner
Patrol Boat
Bangladesh
Patrol Boat
Senegal
Riverine Patrol Boats
Latin America
MODUTECH MARINE
brian@modutechmarine.com • www.modutechmarine.com Brian Swindahl • 2218 Marine View Dr. • Tacoma, WA 98422 • Tel: 253-272-9319 • Fax: 253-272-9337 Multiple 2015 97'x28'x7'
A
Range Testing Support Craft
U.S. Navy
MOOSE BOATS info@mooseboats.com • www.mooseboats.com Abbie Walther, Vice President/General Manager • 274 Sears Point Road • Petaluma, CA 94954 • Tel: 707-778-9828 • Fax: 707-778-9827 Salish Star TBD
2015 —
38'10"x13'x6" 38'
A A
Fire/Rrescue Catamaran Emergency Response
Bellingham Fire Dept. New Bedford Fire Dept.
NAIAD INFLATABLES info@naiadnewport.com • www.naiadnewport.com Stephen Connett Jr. • 300 High Point Ave. • Portsmouth, RI 02871 • Tel: 401-683-6700 • Fax: 401-683-6700
TBD 2015 48'x16'x7' A Pilot Boat TBD 2015 41'x13'11"x A Tour Boat 2'7" Arctic 2015 36'8"x10'11"x A Response/ Resolution 2' Crew Vessel
Matagorda Bay Pilots — Arctic Response Services
NEW GENERATION SHIPBUILDING LLC joegregory@ngmarine.com • www.ngmarine.com Joe Gregory, Owner/Managing Member • 440 Browning Court • Houma, LA 70363 • Tel: 985-868-4088 • Fax: 985-868-9986 Capt. Ronald Adams 5/15 75'x30'x10' S Pushboat (2) Rex Dobson, 3/15 75'x30'x10' S Pushboat TBD 3/16 Emily Day 7/15 202'x34'x13' S Crewboat
Blessey Marine Services Cross Water Transportation LLC Seacor
HIGH PERFORMANCE THERMAL INSULATION FOR HIGH PERFORMANCE MARINE VESSELS
Metal Shark 29’ Defiant U.S. Coast Guard Response Boat - Small
SHEET METAL, FOIL ENCAPSULATED, INTEGRAL - WE’VE GOT THE SOLUTION
Built for the World’s Most Demanding Operators. Metal Shark 32’ Defiant U.S. Navy Force Protection Boat - Medium
INSULATION EXPERTS 951-736-9911 | www.thermalstructures.com | sales@thermalstructures.com 2362 Railroad St. Corona, CA 92880 | 2800 Airwest Blvd. Plainfield, IN 46168 (Mid-West Division) TELEPHONE: 337.364.0777
www.workboat.com • MARCH 2016 • WorkBoat
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•
EMAIL: SALES@METALSHARKBOATS.COM
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Vessel Name or Hull #
Delivery Date
Dimensions (LxB)
& Hull Material Steel, Aluminum, Fiberglass
Type Vessel
Owner
McCall (2) TBD, 10/15 88'x35'x10' S Pushboat TBD 3/16
Marine Blessey Marine
NICHOLS BROTHERS BOAT BUILDERS INC. mattn@nicholsboats.com • www.nicholsboats.com Matt Nichols, CEO • 5400 S. Cameron Road/P.O. Box 580 • Freeland, WA 98249 • Tel: 360-331-5500 • Fax: 360-331-7484 TBD 2016 140'x38'x13' — Multipurpose Vessel Oscar B 2/15 115'x47'6"x 5'4" S/A 23-Car Ferry (2) Nancy Peterkin, 7/15 136'x44'x19' S 10,000-hp ATB Tug Tina Pyne 2016 (2) TBD 2017 120'x35'x19'3" S 4,900-hp Tug (2) TBD 2017, 236', 100-passenger S Coastal 2018 Cruise Vessel
American Samoa Wahkiakum County Kirby Offshore Marine Kirby Offshore Marine Lindblad Expeditions Holdings
PATTI MARINE ENTERPRISES frankjr@pattibuilt.com • www.pattibuilt.com
Frank Patti Jr., President • Ashley Stone, Project Manager • 306 S. Pinewood Lane • Pensacola, FL 32507 • Tel: 850-453-1282 • Fax: 850-453-8835 Mariya Moran
2/15
121'x36'x18'
S
6,000-hp ATB Tug
Moran Towing
RIBCRAFT USA sales@ribcraftusa.com • www.ribcraftusa.com Matthew Velluto, Director of Business Development • 88 Hoods Lane • Marblehead, MA 01945 • Tel: 866-742-7872 • Fax: 781-639-9062 (16) Multiple 24'x8'8" A RIB TBD 2015 25' A RIB TBD 2015 21'5" A RIB
U.S. Navy Vermont State Police Lamoine Volunteer Fire Dept.
RODRIGUEZ SHIPBUILDING joserodrig@aol.com
Joseph Rodriguez, President • 14300 Shell Belt Road • Bayou La Batre, AL 36509 • Tel: 251-824-4067 • Fax: 251-824-9557 Captain TBD
2015 2015
70'x29' 78'x30'x11'
S S
Lugger Tug Tug
— Thomas J. Brown
SAFE BOATS INTERNATIONAL www.safeboats.com Scott Peterson, President • 8800 SW Barney White Road • Port Orchard, WA 98367 • Tel: 360-674-7161 • Fax: 360-674-7149 (4) MK VI PB TBD
2015 2016
85' 31'x10'x22'
A A
Patrol Boay Patrol Boat
U.S. Navy Barnstable County Sheriff's Office
SIGNET SHIPBUILDING & REPAIR Stacy.Reese@SignetMaritime.com • www.signetmaritime.com Stacy Reese, General Manager • 3802 Port River Road • Pascagoula, MS 39567 • Tel: 228-762-3460 • Fax: 228-762-3461 Signet Mischief
2016
80'x38'
S
Tug
Signet Maritime
STEINER SHIPYARD INC. sales@steinershipyard.com • www.steinershipyard.com Russel R. Steiner, President • 8640 Henley St. • Bayou La Batre, AL 36509 • Tel: 251-824-4143 • Fax: 251-824-4178
(2) Hull 539 12/15 92'x38' S ASD Tug Hull 540 2/16 Gertrude V. Creel 4/15 76'x35'x S 1,800-hp Towboat 10'8"
Crescent Towing Blessey Marine Services
SWIFTSHIPS sshah@swiftships.com • www.swiftships.com 1105 Levee Road • Morgan City, LA 70380 • Tel: 985-380-2544 • Fax: 985-380-2559
(3) Rilry Claire, 7/14 175'x30' A Fast Supply Mason G, 2/15 Vessel Hull 649 TBA Risen Sun 6/15 210'x34' A Fast Supply Vessel (2) Hull 652, 4/15 75'x30' S Towboat Hull 653 5/15 (2) Almodaina, 7/15 148'x36' S OSV Al Shaheed Shmkhy (10) PB 641-PB646, TBA 35mx7.25m A Patrol Boat Hulls 654-657 Kit
Rodi Marine Y&S Marine Dupre Marine South Oil Company Egyptian Navy
VIGOR INDUSTRIAL HARBOR ISLAND carol.reid@vigor.net • www.vigor.net Carol Reid, Marketing Manager • 1801 16th Ave. Southwest • Seattle, WA 98134 • Tel: 206-623-1635, Ext. 861 (3) Samish Chimacum, (3) Crown Point, Granite Point, Ryan Point SFFD Fireboat (2) Harley Barge 1, Harley Barge 2
6/15 362'3"x83'x S Passenger/ 2/17 24'6" Vehicle Ferry 5/15 102'x38'11" S Pusher Tug 12/15 3/16 3/16 88'x25'x14'4" S Fireboat 7/15 422'3"x76'8" S Barge 2/16 x27'
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Washington State Ferries Tidewater Barge Lines San Francisco Fire Department Harley Marine Services
www.workboat.com • MARCH 2016 • WorkBoat
2/16/16 1:17 PM
Vessel Name or Hull #
Delivery Date
Dimensions (LxB)
& Hull Material Steel, Aluminum, Fiberglass
Type Vessel
(2) Day Boat 1 10/18 280'x67'x12'6" S Passenger/ Day Boat 2 Vehicle Ferry Fireboat 1, 7/15 50'x17'x3'6" A Fireboat Fireboat 2
Owner Alaska Marine Highway System Portland Fire Department
VT HALTER MARINE INC. corporatecommunications@vthaltermarine.com • www.vthm.com
Merdith S. Foster, Manager, Business Development • 900 Bayou Casotte Parkway • Pascagoula, MS 39581 • Tel: 228-696-6888 • Fax: 228-696-6893 (2) Morton S. Bouchard Jr., 2/16 130'x38'x S 6,000-hp ATB Tug Frederick E. Bouchard 6/16 22' (2) B No. 270, 5/15 628'x91'x47' S 250,000-bbl ATB Barge B No. 272 2/16 Donna J. Bouchard 2/16 150'x50'x29' S 10,000-hp ATB Tug (10) Hull 2007- — 320'x64' S Super 300 Hull 2016 OSV (2) Hull 2022, 6/17 720'x106' S ConRo Hull 2023 12/17 Ship Hull 1991 2/16 353'x58' S T-AGS 66 Hull 2026 8/16 343'6"x94'x21' S Flat Deck Barge
Bouchard Transportation Bouchard Transportation Bouchard Transportation Hornbeck Offshore Services Crowley Maritime NAVSEA Pacific Marine Leasing
VERRET SHIPYARD INC.
29120 Hwy. 75 • Plaquemine, LA 70764 • Tel: 225-659-2647 Meg Kennedy Moore 4/15 70'x30'x10'8" S 1,320-hp Towboat Blessey Marine Services TBD 2016 — S 1,350-hp Towboat Blessey Marine Services TBD 2016 — S 2,000-hp Towboat Blessey Marine Services
WASHBURN & DOUGHTY ASSOCIATES INC. info@washburndoughty.com • www.washburndoughty.com Katie Doughty, Marketing Director • P.O. Box 296 • 7 Enterprise St. • East Boothbay, ME 04544 • Tel: 207-633-6517 • Fax: 207-633-7007 (9) Payton Grace 3/15 93'x38'x S Z-Drive Moran, Kirby Moran, 5/15 15'5" Tug James D. Moran, 8/15 JRT Moran, Jonathan 11/15 C. Moran, Jack T. Moran, Hulls 117-119 Hull 120 — 93'x38'x15'5" S Z-Drive Tug
Moran Towing Corp.
Marine Towing of Tampa
WILLARD MARINE INC. www.willardmarine.com
Karen Jacquelin, Director of Marketing • 1250 N. Grove St. • Anaheim, CA 92806 • Tel: 714-666-2150 (3) TBD — 36' A Open Center Console RIB (2) TBD — 36' A RIB TBD — 33' F Patrol Boat Multiple — 30' A Patrol Boat Multiple — 34' A Patrol Boat (3) TBD Various 28' A Hydrographic Survey Boat SOLAS 670 1/16 22'5" A RIB
WORKSKIFF www.workskiff.com
U.S. Navy U.S. Navy Oceanside Police Department Philippine National Police Maritime Group Philippine National Police Maritime Group NOAA U.S. Army
500 Metcalf St. • Sedro Wooley, WA 98284 • Tel: 800-745-1727 (2) TBD — 25'x8'6" A Skiff TBD — 29'x9'6" A Skiff (64) TBD — 26' A Surface Support Craft
— Metropolitan Water Reclamation District Chicago U.S. Navy
YANK MARINEinfo@yankmarine.com • www.yankmarine.com 7 Mosquito Landing Road/ P.O. Box 569 • Tuckahoe N.J. 08250 • Tel: 609-628-2928 (2) Molly Pitcher, Betsy Ross
9/15 109'x26'x6' A 1/16
www.workboat.com • MARCH 2016 • WorkBoat
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400-Passenger Catamaran Ferry
NY Waterway
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2/16/16 3:18 PM
CONSTRUCTION ACTIVITY AT WORKBOAT YARDS
On TheWays
ON THE WAYS
Bouchard Transportation Co.
VT Halter delivers ATB tug to Bouchard
First of two 138' ATB tugs for Bouchard.
B
ouchard Transportation Co. Inc., Melville, N.Y., took delivery in February of the 138'×38'×20', 6,000-hp tug Morton S. Bouchard Jr. It is the first of two 6,000-hp tugs that will be part of articulated tug-barge (ATB) units being built by VT Halter Marine Inc., Pascagoula, Miss. The tug was built at Halter’s Moss Point Marine facility in Escatawpa, Miss., where its sistership, the Frederick E. Bouchard, is under construction and set for delivery in June. The Morton S. Bouchard Jr. is equipped with an Intercon coupler system for pushing its mated barge. Launched in October, the tug is part of a contract to build two ATBs at VT Halter. Both tugs will enter Bouchard’s New York-based fleet operation. Company president and CEO Morton S. Bouchard III said the new tug is part of a building plan to standardize the ATB fleet and will move Bouchard closer to its operational goal of having “all of our barges 80,000-bbl. and above equipped with Intercon and pushed with Intercon tugs.” “Bouchard is constantly upgrading our newly built vessels, from machinery to living conditions, to make each vessel more comfortable for the crew and a safer and more efficient operating vessel,” Bouchard said. Propulsion comes from two EMD 12-710G7C-T3 36
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engines, turning 3,000 hp each at 900 rpm. The Lufkin RS2800HG vertical offset 4.9:1 gears spin two 5-bladed manganese-bronze 140"×94" propellers, with steering gear from Engine Monitor Inc. That combination yields a speed of 14 knots and bollard pull of 83.44 short tons. Tankage includes 150,000 gals. of fuel in 10 tanks; 60,000 gals. ballast in six tanks; 11,000 gals. oils; and 11,000 gals. potable water. Ship’s service power comes from three John Deere 6068AFM85 generator-drive engines rated at 130 kW each and a Deere 4045AFM85 drive engine rated at 99 kW. Up on the bridge, that power runs a Kongsberg K-Bridge navigation system with ARPA and ECDIS, and a Furuno suite including two FAR2117 ARPA radars, a GP150D GPS, LH3000 loudhailer with intercom, an FA160 AIS system, FCV585 echo sounder, and an RC1816DF-2103 FEL 18 GMDSS. A handheld Jotron VHF Tron TR-20 with GMDSS, NX 70P Navtex and ACR SART round out the communications. On deck, there are two Intercon capstans, an electric EVC18 at the bow and electric EVC-21 at the stern, a Palifinger rescue boat and davit, and a pair of 20-man Viking life rafts for the crew of up to 10. — Kirk Moore www.workboat.com • MARCH 2016 • WorkBoat
2/10/16 5:05 PM
he list of vessels under construction at Nichols Brothers Boat Builders, Freeland, Wash., continues to grow as the company recently announced an agreement with Lindblad Expeditions Holdings Inc., New York, for the construction of two expeditionstyle passenger vessels. The new boats will join two smaller passenger boats built by Nichols for Lindblad in the early 1980s. Those vessels, the National Geographic Sea Lion and the National Geographic Sea Bird, are 152' and carry 68 passengers. The new boats will be 238'×48' with a 100-passenger capacity. Lindblad and National Geographic have partnered on the operation of expeditions cruises since 2004. The fleet, all of which carry the National Geographic name, operate all over the world. The Nichols boats are the only Jones Act-qualified vessels and include itineraries in Alaska and the ColumbiaSnake River System. Final design details are still being worked out, but construction of the first vessel is underway. Delivery is expected in time for summer cruises in Alaska in 2017. The second vessel will be completed a year later. Power for the vessels will be provided by pairs of MTU 2V4000M54 diesels, each rated at 1,600 hp. Volvo Penta will provide two 500-kW generators and one 230-kW emergency generator. Reintjes will supply the reduction gears turning the fixed-pitch twin screws. An electric bowthruster is also part of the propulsion package. Because the expedition vessels often stop to allow passengers to take a closer look at the environment, the boats will each carry eight RIBs for beach landings or close-in sightseeing. Mike Jones, vice president of marine operations for Lindblad, said the RIBs have yet to be selected, but they will be about 19' in length, inflatable all around and outboard powered. “These are the interface for getting folks on and off the boat during a
G
www.workboat.com • MARCH 2016 • WorkBoat
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Gulf Craft
T
cruise,” Jones said. “The small boats push against the fantail, two at a time, for loading and unloading. This is how we do it on our other U.S.-flag ships and it works really well.” A pair of knuckle238' expedition-style passenger vessels for Lindblad. boom cranes will deploy the RIBs. Jensen Maritime Consultants, gals. of ship’s fuel oil; 60,000 gals. Seattle, is the naval architect for the cargo fuel; 5,000 gals. fresh water; and project, and Tillberg Design Interna500 gals. lube oil. The 136'6"×26'6" tional, Weston, Fla., is responsible for rear cargo deck can handle up to 300 the interior design of the 50-stateroom LT of freight. There is seating inside boats. Jamestown Metal Marine Sales for 100 and accommodations for 12 Inc., Boca Raton, Fla., will also be crewmembers. working with Nichols on the vessels’ Main propulsion comes from five interiors. Cummins QSK 60, Tier 3 diesel “The ships will be very comfortable engines, each producing 2,680 hp at and well appointed,” said Jones. “We’re 1,900 rpm, connected to Hamiltonselling unique expedition-style cruising Jet HT 810 waterjets through Twin that includes an expedition leader and Disc MGX-61500-SC marine gears. A various specialists on board using state- cardan shafting system by Driveline of-the-art technology like bow cams Service of Portland (Ore.) connects and video microscopes” to enhance the the gearboxes to the waterjets. Alya guest experience. McCall has a running speed of 38 The new boats will operate in knots. Southeast Alaska during the summer, Stationkeeping is provided through relocate to the Columbia-Snake rivers the combination of three Thrustmaster in the fall, and then cruise Baja Califor- 30TT200 electric-mechanical tunnel nia and Central America in the winter. thrusters working in conjunction with — Bruce Buls the azimuth-like waterjets, all of which are controlled by a Kongsberg DP-2 dynamic positioning system. Gulf Craft delivers 208' Ship’s service power is provided by FSV to Seacor Marine three Cummins QSM11 gensets, each ulf Craft, Franklin, La., delivered producing 290 kW of electrical power. the 208'×32'×15' multipurpose, fast offshore support vessel (FSV) Alya McCall to Seacor Marine, Houma, La., in October. Designed by Incat Crowther, the FSV is the first vessel in the Seacor Express Plus class and features lines not ordinarily found in traditional monohull FSV designs. New 208' multipurpose fast supply vessel. The aluminum vessel can haul up to 20,000 Lindblad Expeditions
Nichols building expedition vessels for Lindblad
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2/10/16 5:06 PM
On TheWays
BOATBUILDING BITTS
Blessey Marine
New 2,000-hp towboat for Blessey.
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Anaheim, Calif.based Willard Marine recently delivered a SOLAS 670 rescue boat to the U.S. Army to serve aboard the Corps of Engineers dredge ASD tugs to be built at Horizon. McFarland in Philadelphia. Outfitted with a Volvo Penta D3 220-hp inboard engine paired with a HamiltonJet HJ2274 waterjet, the 22'5" SOLAS rigid-hull inflatable boat (RIB) performs at speeds of up to 26.5 knots and accommodates nine passengers. Willard will also build a 33'4"×10'8" fiberglass Crystaliner for the Oceanside (Calif.) Police Department. The boat will be powered by twin Yanmar 8LV-350 inboard diesels, for a cruising speed of 27 knots. — Ashley Herriman Jensen Maritime
lessey Marine Services Inc. christened a new 2,000-hp towboat on the New Orleans riverfront in January. The 88'×35'×10'8" Ray “Chief” Toney was built by New Generation Shipbuilding LLC, Houma, La., and delivered to Harahan, La.-based Blessey on Dec. 18. A pair of Cummins K38M engines that produce 1,000 hp each at 1,800 rpm powers the new towboat. The engines turn a pair of Kahlenberg 74"×58" stainless steel 4-bladed propellers through Karl Senner-supplied Reintjes WAF 562 gears with 6.1:1 ratios. Two Cummins 6BTA-5.9 85-kW generators provide service power. On deck is a pair of Patterson electric 40-ton winches. The delivery of the Ray “Chief” Toney gives Blessey a fleet of 82 towboats. Blessey is scheduled to take delivery of three more towboats by late summer, a 1,350 hp and 2,000 hp from Verret Shipyard, and a 2,000-hp sistership to the Toney from New Generation. — David Krapf In December, Eastern Shipbuilding Group, Panama City, Fla., launched the 212'7"×59'1"×25'7" multipurpose field support vessel Harvey Stone for Harvey Gulf International Marine. Main propulsion will come from twin Schottel SRP 3030 controllable pitch propellers in nozzles connected to GE 12V250MDC IMO II, EPA Tier 4 diesel engines, producing 4,694 hp each, through Twin Disc HLPS95 marine gears. The FSV will also have a hybrid system consisting of two 1,000-kW induction shaft motor/generators with a DC Bus via bi-directional variable frequency drives. McAllister Towing has awarded a contract to Horizon Shipbuilding Inc., Bayou La Batre, Ala., to build two new tugs. The 100'×40' escort/rescue tugs will be powered by pairs of Caterpillar 3516E Tier 4 engines with Schottel SRP4000 FP azimuth thrusters. The packages will produce a total of 6,770 hp and 80 metric tons of bollard pull. The hull design is from Jensen Maritime. Towing machinery will include Markey asymmetric render-recover winches on the bow and Markey tow winches with a spool capacity of 2,500' of 2¼" wire on the stern. — D. Krapf
and Kirk Moore
Bay Shipbuilding Co., Sturgeon Bay, Wis., a division of Fincantieri Marine Group, has been awarded a contract by Plains All American Pipeline, Houston, for the construction of an articulated The 212' Harvey Stone was tug-barge unit. The launched at Eastern. ATB will consist of an 8,000-hp tug and a 155,000-bbl. barge. The contract is for one ATB with one additional option, and is scheduled for delivery in mid-2017. Derecktor Shipyards, Mamaroneck, N.Y., will build a second version of its 65' hybrid electric drive scientific catamaran for the City University of New York, to operate out of Jamaica Bay doing research in the waters off Long Island and New York Harbor. The boat will have the trademarked BAE HybriDrive system, using low-emission diesel with lithium batteries and electric drive. — K. Moore The second of four LNG-ready tankers was christened Feb. 4 by Crowley Maritime Corp. in Fort Lauderdale, Fla. The 600'×105'×40', 50,000-dwt. tanker Texas, with its 330,000-bbl. capacity, joins sistership Ohio, which was christened by Crowley in November. They are the first tankers to receive the American Bureau of Shipping’s (ABS) LNG-Ready Level 1 approval, giving Crowley the option to convert the vessels to LNG propulsion in the future. — K. Moore Eastern Shipbuilding Group
B
www.workboat.com • MARCH 2016 • WorkBoat
2/10/16 5:06 PM
Hard Drive Marine completes landing craft
A
nyone looking for a 30'×10' landing craft with an unusual feature should check out Hard Drive Marine in Bellingham, Wash. “It’s the only one like it,” said Hard Drive Marine’s owner Tom Day who also designed the landing craft and its beach crawling feature. Day arrived at the design by way of an “evolution kind of thing.” “I built a landing craft and saw a need for having spikes on it because most of the landing craft land on
YANMAR.
beaches and if there were spikes on the door, you could secure the boat to the beach.” On one of the tests with the spiked Landing craft has a beach crawling feature. ramp “when the door was lifted up, the spikes actually only pulled the landing craft about half drove the boat off the beach. I had to way out of the water. Day said it wasn’t grab it real quick.” That led him to his intention to pull the boat out of the initially think the idea of using spikes water with the spikes, rather “to control on the ramp was “pretty sketchy.” the boat’s attitude at the beach, whether But it didn’t take long to realize if he the tide is coming in or going out.” could control the spikes “then I’d have That can be done from the wheelsomething.” house or remotely. “If the tide is That’s what he did, matching the hycoming in and you’re a quarter mile draulically operated spikes up with the down the beach, you can bring the boat ramp, so when the ramp drops down, further on the beach or push it off if the the spikes reach forward, dig into the tide is going out,” said Day. shore, pull the boat up a bit, reach forPowered by Honda 225s, the ward again and so on. It’s the reverse 30-footer was delivered to the Washfor going back in the water. ington State Parks for maintaining park The Beach Crawling spikes have properties. — Michael Crowley Hard Drive Marine
Dual FFS firefighting pumps and remote controlled monitors provide FiFi 1 equivalent firefighting capacity. A Naiad Dynamics ride control system is also fitted to improve passenger and crew comfort while underway. The Subchapter T vessel has a 15' draft. — Ken Hocke
Providing quality propulsion engine packages and auxiliary generator sets for over 60 years.
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Gas On
As LNG use grows, so does the need for more training. By Kirk Moore, Associate Editor
L
ower diesel fuel costs may have slowed the shift to running workboats on liquefied natural gas, but the momentum is there – and with it, the growth of programs to train workers for handling the new fuel. Currently, a handful of U.S. companies are invested in LNG propulsion, notably Seattle-based TOTE Maritime, with its pair of the world’s first LNG-fueled containerships, and Harvey Gulf International Marine, New Orleans, which last year took delivery of the 310'×64' Harvey Energy and Harvey Power, the first two in a series of six LNG-fired offshore service vessels. The low cost of LNG is
not the only reason for Harvey’s commitment to the fuel, said Chad Verret, executive vice president in charge of Alaska and LNG operations. Verret said the promise of cleaner engines and boats, longer intervals between overhauls – and inherently safe LNG design – figured into the company’s decision. Harvey Gulf partnered with the Middletown, R.I.-based nonprofit U.S. Maritime Resources Center to step up training in maritime LNG. USMRC is the first organization in the U.S. to offer a five-day course at its Maritime Simulation Institute. Since the inaugural sessions in July 2014, USMRC has trained 110 mariners, selling out its week-long class schedules, including classroom simulators and full gear-on firefighting sessions at the nearby Massachusetts Firefighting Academy in Stow, Mass.
Students from the U.S. Maritime Resource Center’s LNG training program practice extinguishing LNG fires at the Massachusetts Firefighting Academy in Stow, Mass.
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U.S. Maritime Resource Center
SLOWER GROWTH IN U.S. LNG growth has been faster in Europe, but
2/12/16 1:13 PM
is going to be a very common occurrence,” Guldner stressed. “When something becomes common, people may start taking chances.” That means a different focus from those who have transported LNG for decades. Those veterans are being tapped to teach the new generation of end users, for whom LNG is an incidental consideration in the daily operation of their vessels. “Our challenge is to transfer the knowledge and experience from a small group of specialists to a large group of generalists,” said USMRC president Brian T. Holden. For mariners who want to position themselves in the emerging LNG market, the best bet is to pursue job leads with fleet operators who have invested in or are considering a move to LNG. Taking a basic course like those offered at USMRC or other marine technical schools is a head start. The first morning of LNG training is likely to present some version of the three basic principles that consultant Robert Kamb, a veteran of large LNG carriers who is now with Mystic River Partners LLC, Boston, tells his audiences: Don’t let LNG get out of containment. Don’t let LNG come in contact with air. Keep any potential ignition sources out of the safety zone. Chilled to minus 260° Fahrenheit, natural gas is reduced in volume by a factor of 600 with conversion to LNG. That means a lot of energy can be
LNG is delivered dockside in containers like this Crowley ISO tank. www.workboat.com • MARCH 2016 • WorkBoat
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carried in relatively small tanks. But it does come with its own set of rules. “When it’s inside tanks and pipes, it’s perfectly safe,” Kamb said. “Once it gets out, it’s a different animal.” FALSE IMPRESSIONS USMRC trainers say most of their students are from the OSV and ferry sectors, and many of them already have a good understanding of LNG through their companies’ programs. But some newcomers have more apprehension. Often the first misconception is that LNG is intrinsically more hazardous than other fuels, said Guldner, the firefighting expert. “You have the naysayers saying, ‘It’s a bomb.’ The industry takes the other side, saying it’s perfectly safe. Anything we deal with in the marine industry can be dangerous. Ninety-nine percent of it is understanding the material you’re dealing with. LNG will not explode in the atmosphere. If it’s confined, it will. It’s the same as natural gas – a leak inside the house is dangerous.”
An LNGEurope tanker truck bunkers the LNG-fuel tug Bokn in 2014, the first LNG fueling approved by Italian authorities.
LNGEurope
Crowley Maritime
more U.S. companies are moving to adapt to the fuel and establish a service infrastructure. In 2015 Jensen Maritime was granted “approval in principle” by the American Bureau of Shipping (ABS) for its design of an LNG articulated tug-barge (ATB). Jensen’s ATB, a 360'×60'×35' barge with a combined tug-and-barge length of 452', would be used for mobile bunkering, be ocean capable, and would be able to deliver LNG in places with limited infrastructure, including offshore locations. Large-scale ship transport of LNG has a good safety record, but training now is crucial to the small-scale everyday use of gas for propulsion. Trainers say bunkering is the most critical point in the safety chain, because it introduces fuel suppliers as third parties to the procedure, and tank-to-tank transfers with the possibility of gas releases. For decades, “the marine transport of LNG has been very safe,” said Tom Guldner, president of Marine Firefighting Inc., a retired lieutenant and training officer from the Fire Department City of New York’s Marine Co. 6, who now trains maritime workers in handling the new fuel. The LNG tanker sector counts more than 130,000 voyages against a handful of incidents. The difference going forward, as a marine fuel, is that handling small amounts of LNG will be an everyday experience. “Once we get into bunkering, this
'Our challenge is to transfer the knowledge and experience from a small group of specialists to a large group of generalists,' Brian T. Holden, President, USMRC
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U.S. Maritime Resource Center
An early lesson is the vapor-air mixture that presents an explosive hazard – between 5% and 14% gas vapor makes the dangerous blend. A critical difference: Unlike piped natural gas, LNG is straight methane, without the odorizer chemicals that gas utility companies add to alert their customers if there is a leak. So training includes introduction to detectors – methane gas sniffers, and temperature sensors to pick up the chill from gas emissions – and how to respond with emergency shutdown procedures. For operations underway, there are other considerations for working with LNG, USMRC trainers say. There are maintenance considerations, such as isolating valves and piping that may contain LNG or natural gas vapor, and new factors to think about for entering spaces, using ventilation, leaving doors open, and conducting certain types of work in or near hazardous zones. Workers learn to look for hazards. One slide in Kamb’s presentations shows a dockside scene with three hazards: gas
Students train on simulators during a classroom LNG exercise at the U.S. Maritime Resource Center’s Maritime Simulation Institute in Middletown, R.I.
vapor venting, no safety barrier around a tanker trunk fueling the vessel, and nearby vehicles and a generator, all potential ignition sources. Most LNG bunkerings are successful, yet still novel enough to be news. When Buksér of Norway took delivery in late 2014 of its second 115'×49'×18' LNG tug Bokn, its refueling stop in Rome was the first time a permit was issued for LNG fueling in Italy, according to Dutch supplier LNGEurope. In January, a dozen tanks lined up on TOTE’s terminal pier in Jacksonville, Fla., to fuel the 764' Isla Bella, the first of those two LNG containerships built
by the General Dynamics NASSCO yard in San Diego. The operation featured moving fuel from ISO tank containers using a specially developed transfer skid developed by TOTE partner Applied Cryogenics Technologies (ACT), Houston. The setup allowed four tanks to be transferred to the ship at the same time, speeding the bunkering process dramatically, according to TOTE. Coast Guard officials worked closely with TOTE on the Jacksonville fueling, and have been out front on the rapidly evolving LNG market. Based in Port Arthur, Texas, the Coast Guard Lique-
FIRE RESPONSE SIMILAR WITH LNG
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esponding to and putting out a liquefied natural gas fire is not that much different from dealing with other flammable liquids, firefighting experts say. Except for the fire-and-ice aspect, when the fuel in question is chilled to minus 260° Fahrenheit. “You have the cryogenic factor, the danger of injury from eye contact, skin contact,” said Kirk Richardson, director of training at the Texas A&M Engineering Extension Service’s Emergency Services Training Institute, College Station, Texas. That means full protective gear against not only flame, but from splashes with liquid that looks like boiling water when it’s set loose in the atmosphere. “The response to a spill or fire is not going to be that
Texas A&M
With LNG, full protective gear is needed against flame and from liquid splashes.
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dissimilar from a response for any other,” said Richardson, who trains maritime workers in how to prepare for LNG mishaps. “The response as far as fire suppression is going to be the same. You want dry chemical – portable extinguishers, wheeled units, anything like that.” During bunkering, the safety zone needs to be clear of any ignition sources. LNG vapors will ignite when mixed 5% to 14% with air, so “it’s a relatively narrow flammable range,” Richardson said. LNG spilled on water does have the quality of spreading farther and faster, because of its higher vaporization rate on water than land, he said. But wind can help dissipate the hazard faster. Underway, LNG that’s secure in a vessel’s tanks and pipes poses little danger short of some catastrophic event like a collision that breaches a tank. “The odds of having a fire involving the LNG directly are pretty slim,” Richardson said. Even in engine rooms, “once downstream of the (fuel) vaporizers, it would be a flammable gas fire.” “It is cryogenic, so you have to respect that,” Richardson said. An LNG spill can damage the mild steel decks and hull plates of vessels as well, and some are equipped with water deluge systems as a safeguard, he noted. “We transport all kinds of flammable liquids around the globe,” Richardson said. “The (LNG) systems are a little more complex. Done right, it is safe.” — K. Moore
www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 1:28 PM
Images for illustrative purpose only.
THE CALM BEFORE, DURING, AND AFTER THE
STORM
NO MATTER WHAT MOTHER NATURE THROWS AT YOU, TRUST THE FLIR M400 THERMAL NIGHT VISION CAMERA TO BE YOUR EYES IN THE DARK SO YOU CAN NAVIGATE STRESS-FREE.
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2/9/16 2:25 PM
Harvey Gulf International Marine
fied Gas Carrier National Center of Expertise deals with global bluewater issues, recently holding a three-day training session for Panama Canal Authority officials who will be dealing with a surge of LNG exports from U.S. Gulf of Mexico ports. In December the Coast Guard LNG group hosted a major conference in Texas focused more on domestic marine use, with 39 presentations and training sessions with Sandia National Laboratory and Texas A&M University firefighting experts. The surge in natural gas production from domestic shale formations, combined with emission controls on shipping, “are further expanding this growth here in the U.S. with an abundance of low cost and clean fuel for export and use in ports all around the country,” according to the Port Arthur LNG group. “New import and export facilities, as well as liquefied gas fueled vessels and bunkering operations, are
In February, Harvey Gulf opened the first marine LNG fueling terminal in North America at Port Fourchon, La. The Harvey Energy underwent a successful LNG bunkering at the terminal. It included the transfer of 43,000 gals. of LNG in approximately 2.25 hours.
either already underway, or soon to be kicked off in roughly 60 percent of ports the Coast Guard oversees.” As Gulf Coast Shipyard Group was building the Vard Marine-designed Harvey OSVs, the Coast Guard was there, writing and rewriting rules for the new LNG PSVs. That vigor is heartening to many in the industry. “It’s very unusual that the regula-
STEER
tions are keeping up with the industry. It’s great that they’re doing that. In the marine industry generally, it takes years to write regulations,” Guldner said. Vessel design is key to controlling regulatory pressure on workboats, because “you’re going to see more and more environmental regulation for methane,” Guldner said.
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www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 1:30 PM
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WB_FULLS.indd 45 PushboatAd_8.125x10.875inch.indd 1
2/9/16 2:26 PM 29/01/2016 16:36
Hatches & Doors
All Secure? Hatch and custom door solutions.
By Michael Crowley, Correspondent
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W
hen a storm is due, can you quickly tell if the deck hatches are dogged shut? With round or oval center-bolt style hatches, often “someone will just set the hatch back in the hold without tightening it down and dogging it,” said Ryan Clinkenbeard, marine and mixer division sales manager at Baier Marine, Costa Mesa, Calif. And it can’t easily be determined that the hatch isn’t dogged shut. There have been cases where “people have lost vessels because somebody thought that somebody else had dogged it down. They encountered rough seas and had an open void that took water in a tank and lost a barge.” Baier’s low-profile quick-acting oval aluminum hatch solves the dilemma of knowing if the hatch is secured or not. It has a center cam, so when the hatch is not dogged in place “the centerpiece cap raises up above the surface of the hatch,” said Clinkenbeard. “Upon a visual inspection you can tell if it’s dogged or not.” Another Baier Marine hatch with a novel feature
is its internal-hinge hatch developed with the Coast Guard’s input. It can be installed in a deck or in a vertical surface, where it might be used for a lazarette hatch door. Previous models of this hatch could slam shut if somebody went up against it. But Baier’s internal hinge has an auto-stop finger tab that locks the hatch open at 120° on the hatch’s double ring. “It won’t fall back and hit you,” said Clinkenbeard. The cover can be opened past 180°. Baier is currently developing a hatch ring that won’t retain water or sediment. “It will keep water and grit out of an almost totally flush hatch,” Clinkenbeard said.
Blount Boats
Blount Boats still builds many of its own doors.
www.workboat.com • MARCH 2016 • WorkBoat
2/9/16 12:55 PM
DOOR SHUT AND DOGGED?
BOATYARD CUSTOM Occasionally a boatyard must come up with its own custom door. Though Blount Boats Inc., Warren, R.I., purchases doors from manufacturers such as Cornell Carr, the boatyard also has a
I
magine the scenario: It’s blowing 80 mph, seas are rolling across the deck, and a hatch that was supposed to be shut is only partially closed and water is pouring through it. Down below the water swirls past a couple of doors that were supposed to be dogged shut but aren’t. You figure out something is wrong when you realize the vessel isn’t responding as it normally would. Worst-case scenario is that the vessel loses stability and rolls over. If you had known the status of the doors and hatch — whether they were open, closed or dogged down — this probably would not have happened. A hatch and door monitoring system displays the immediate and continuous status of hatches and doors telling you if they are Wapato’s system can monitor up to 12 doors or hatches.
and an 860 window added, the door weighed 1,000 lbs. Plus, where the door was supposed to go, “it had to go uphill,” said Pelletier. Blount’s solution was to put the door on a track and then use a big leaded counterweight with pulleys and a wire rope in a trough. “You could actually open and close the door with one hand,” Pelletier said.
Baier Marine
history of building its own. “Back in the day, all of Luther’s 65 footers had homemade doors,” said Bob Pelletier, vice president at Blount, referring to the late Luther Blount who founded the company in 1949. Blount still builds a fair amount of homemade doors. “It’s the odd size. Sometimes the door that’s got to fit in the hull side.” Blount also makes its own sliding doors that are used primarily as boarding doors. One such door that presented a bit of a challenge went on the Wabanaki, a 399-passenger ferry Blount built in 2013 for Casco Bay Lines, Portland, Maine. It had to be a door that one guy could open, said Pelletier. It was built out of aluminum to save weight. But once it was insulated Baier’s internal-hinge hatch has an auto-stop finger tab.
www.workboat.com • MARCH 2016 • WorkBoat
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open, closed or closed-dogged. The National Institute for Occupational Safety & Heath developed a hatch and door monitor system for commercial fishing once it was realized that vessel sinkings accounted for 52% of commercial fishing fatalities between 2000 and 2008. Wapato Engineering LLC in Gaston, Ore., manufacturers and markets a hatch and door monitoring system to workboat and commercial fishing boat operators. The system monitors up to 12 doors and hatches with a maximum of two sensors per door or hatch. The sensors mounted on the doors and hatches display on the wheelhouse monitor a red light if the door or hatch is open, a yellow light if the door or hatch is closed but not secure, and a green light if the door or hatch is closed and secure. Besides preventing down flooding or cross-compartment flooding, the hatch and door monitoring system can monitor the status of the engine room’s fire doors. Usually those doors have to be physically checked to see if they are closed before activating the fire suppression system. Wapato’s remote monitoring system eliminates that step, while keeping a crewman away from a hazardous situation. — M. Crowley
Wapato Engineering
CUSTOM DOORS In the U.S., there are only two or three builders of custom marine doors, said Philip Gangnath, vice president at Cornell Carr Co. Inc., a company that counts itself as one of those builders. Monroe, Conn.-based Cornell Carr is also one of the few builders of custom joiner doors, which go into a non-watertight bulkhead, as opposed to weather-tight doors that go into a watertight area of the boat. There were more U.S. builders of joiner doors, but now it’s hard to compete with doors from China and South Korea that only cost about a quarter as much. There’s still a market for domestically built joiner doors, though it’s not where you might think. “Bigger shipyards and the military go by dollars alone,” said Gangnath, “but smaller outfits building something like passenger boats want something that will hold up for half the life of the boat.” That means custom joiner doors that are built with continuous welds all the way around the doorframe, and the panels are all welded together. For stiffening a Cornell Carr door, there’s a framework with stiffeners that go vertically and horizontally inside the door versus using solid insulation as a stiffener. Some imported doors come with solid wood as stiffeners. These, Gangnath said, “get wet, bow out and pop the welds.” In both its solid and weather-tight doors, Cornell Carr is using more solid insulation, because the newer insulation gives them more R-value (a measure of thermal resistance) and fire resistance, said Gangnath. The insulation is a solid foam board that’s inside the whole door and glued to the stiffeners. That’s opposed to the older style of using fiberglass insulation. In a steel door, it collects water, expands and rusts the door from the inside out.
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Diesel Engines
Power Forward Diesel engines keep evolving to meet needs.
By Ken Hocke, Senior Editor
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T
he bar keeps rising for diesel engine manufacturers. Sometimes it’s regulatory bodies like the Environmental Protection Agency resetting it, but often it’s the companies themselves that push to produce better products for their customers in a very competitive market. It’s been almost two years since the first engines with Tier 4 ratings for emissions reduction were introduced to the workboat market. Tier 4 engines (above 804 hp) reduce particulate matter by 90% and nitrogen oxide by 80% over similar Tier 2 engines. By 2017, everything above 804 hp will be Tier 4. All vessels will require cleaner burning engines going forward, however, whether it’s engine configuration, engineering, cleaner burning fuel such as LNG, or a combination of both. There is no going back from here.
MTU MTU entered 2016 concentrating on its EPA Tier 3 engines from 1,400 kW and below, while beginning to introduce its EPA Tier 4 program, working closely with select customers. “We will be rolling out the EPA T4 program starting in 2017 with the 16V4000 configuration first, followed by the 12V and 20V configurations,” said Jeff Sherman, senior sales manager, MTU America Inc. “Ratings will run between 100 and over 3,200 kW in continuous ratings, as well as a full offering for constant and variable speed auxiliary and generator power, all paired with a SCR system that is entirely integral outside of the urea tank.” MTU’s SCR (selective catalytic reduction) system will be offered in several variations and a choice of two different style reactor boxes to offer flexibility for initial design, installation and
MTU
MTU’s Tier 4 program will pick up momentum in 2017.
www.workboat.com • MARCH 2016 • WorkBoat
2/16/16 1:19 PM
Motor-Services Hugo Stamp
operation. MTU’s Tier 4 program will offer customers space reduction outside the reactor box and the urea tank — all other systems are integral, said Sherman. “The other positive aspect is we will also have power offerings to over 3,200 kW in continuous ratings, that will include reduced fuel consumption, industry leading maintenance requirements, and the ability to offer exactly what the customer requires.” Sherman said MTU would also offer a true “lean burn” LNG engine in 2018 that will include all Series 4000 configurations from 750 kW to over 2,500 kW. “In the case of LNG, we recognize that the price of oil has maybe reduced the opportunities for the near term, but if you look at the cost of ownership for both LNG fuel and maintenance, and the ability to meet EPA T4 with no exhaust gas aftertreatment, it is a really interesting proposition to consider.” MOTEURS BAUDOUIN The French engine manufacturer Moteurs Baudouin began selling its Tier 3 diesel engines in North America in February. Its Tier 4 engines will arrive in October. Motor-Services Hugo Stamp Inc. distributes the engines in North America. Moteurs Baudouin has designed a new line of engines that feature an inline six (16 liter) up to 815 hp, V12 (32 liter) up to 1,650 hp, and gensets up to 1,000 kW. The engines all feature standard crankcase access doors, individual cylinder heads, drip pans below the oil and the fuel filters, oil drain pump (mechanical and electrical), oil centrifuge and more. “The engine looks amazingly strong and well designed,” said Torsten Schmitt, MSHS’s sales manager, propulsion and power division. “If I was to design an engine, that’s how I would have done it.” Based in Fort Lauderdale, Fla., MSHS is not only the exclusive distributor of Moteurs Baudouin engines for North America but also parts of South America. “That gives our customers instant access to service and spare parts to ensure great support,” said Schmitt.
Moteurs Baudouin’s 12M26.3 engine.
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WB_BG_Diesel_LINO.indd 49
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Diesel Engines
MAN Engines & Components Inc.
MAN inline six-cylinder D2676.
The new D2676 engines also offer the wide torque plateau that is characteristic for MAN marine engines. The 323 kW (440 hp) unit provides 1,950 Nm (newton meter) of torque between 1,200 rpm and 1,600 rpm for heavy operations, while the 588 kW (800 hp) high-performance model manages to generate 2,700 Nm between 1,200 rpm and 2,100 rpm for light operations. It’s designed to ensure maximum torque over a broad engine speed range at the lowest specific fuel consumption. The new D2676 engines replace models D2866 and D2876. As an option, the units can be supplied with a keel cooling system. MITSUBISHI Mitsubishi Heavy Industries (MHI) offers a line of Tier 3 engines designed specifically for marine applications such as tugs, pushboats, passenger vessels and OSVs. The engines range from 429 hp to 1,676 hp. What makes Mitsubishi engines special is that they meet tough EPA Tier 3 regulations while remaining mechanically controlled, according to the company. Fully mechanical engines are easy to
Mitsubishi S12R Tier 3 diesel. Laborde Products Inc.
MAN ENGINES Late last year, MAN Engines modernized its range of inline six-cylinder diesels for workboats with the launch of the latest generation of engines based on its MAN D2676 with a cylinder capacity of 12.4 liters. Designed for use in vessels such as passenger ferries, and pilot boats, the engine provides a range of outputs from 323 kW to 588 kW (440 hp to 800 hp) for light, medium and heavy operations. D2676 models available for light operations are 537 kW (730 hp) and 588 kW (800 hp); for medium operations, 412 kW (560 hp) and 478 kW (650 hp); and for heavy operations, 323 kW (440 hp) and 382 kW (520 hp).
maintain and typically can be serviced by the crew. Thus, most problems can be solved onboard, which is especially comforting when hundreds or thousands of miles from land. Mitsubishi said that a mechanical yet environmentally friendly Tier 3 engine was achieved without any durability or performance concessions. Its Tier 3 engines are designed to provide more mass per horsepower than the industry average. They are built with enough mass to handle the load with less stress, while keeping any maintenance issues to a minimum. With more displacement per horsepower than the industry average, efficiency is maximized to provide better fuel economy and superior performance, Mitsubishi said.
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www.workboat.com • MARCH 2016 • WorkBoat
2/9/16 2:44 PM
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www.workboat.com • MARCH 2016 • WorkBoat
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www.workboat.com • MARCH 2016 • WorkBoat
2/9/16 2:44 PM
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www.workboat.com • MARCH 2016 • WorkBoat
2/9/16 2:45 PM
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www.workboat.com • MARCH 2016 • WorkBoat
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Your Source For Employment, Equipment & Services
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2/9/16 2:45 PM
To advertise send details to: classifieds@workboat.com or call: 1-800-842-5603 ADVERTISERS INDEX Advertiser
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ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 ACR Electronics Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Ahead Sanitation Systems Inc . . . . . . . . . . . . . . . . . . . 16 Bloom Incorporated . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 CENTA Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Cummins Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Duramax Marine LLC . . . . . . . . . . . . . . . . . . . . . . . CV3 FLIR Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Fremont Maritime Services . . . . . . . . . . . . . . . . . . . . . 11 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CV2 Great American Insurance Group . . . . . . . . . . . . . . . . 12 Hamilton Marine Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Hammonds Fuel Additives Inc . . . . . . . . . . . . . . . . . . . 27 Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 JMS Naval Architects . . . . . . . . . . . . . . . . . . . . . . . . . . 14 John Deere Power Systems . . . . . . . . . . . . . . . . . . . . . . 7 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . CV4 Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 MAN Engines & Components Inc . . . . . . . . . . . . . . . . 23 Marine Machining & Mfg . . . . . . . . . . . . . . . . . . . . . . . 22
Advertiser
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McDermott Light & Signal . . . . . . . . . . . . . . . . . . . . . . 31 Metal Shark Aluminum Boats . . . . . . . . . . . . . . . . . . . 33 Motor-Services Hugo Stamp Inc . . . . . . . . . . . . . . . . . 15 MTU America Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Nautican . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 NEWMAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Power Panels, LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 PYI Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Research Products/Blankenship . . . . . . . . . . . . . . . . . 20 RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 R W Fernstrum & Company . . . . . . . . . . . . . . . . . . . . . . 6 Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Thermal Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 TMS - LevelCom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Vigor Industrial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Washington Chain & Supply Inc . . . . . . . . . . . . . . . . . 29 WorkBoat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 WorkBoat Maintenance & Repair Conference Expo . 8+9 Yanmar America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 ZF Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2016: Advertising Planning Calendar Plan Your Classified Advertising in WorkBoat. Here’s what WorkBoat has coming up, the popular issues at hand, and where WorkBoat will be going to be distributed to give you an even further reach than our our natiowide subscribers. Have over 27,100 qualified magazine subscribers, and thousands of bonus distributions to marine tradeshows
across the country. Are an extension from the International WorkBoat Show, our readers are the buyers and decision makers involved in the industry (owners, operators, engineers, captains, etc.). As WorkBoat Magazine, we: Are the expects in the industry and only publication dedicated to the U.S. workboat market.
Use the WorkBoat Classifieds to help you reach your target commercial marine audience! Issue
Special Feature
April
WorkBoat Maintenance and Repair Conference & Expo
Veseel Report
May
Offshore Update
Offshore Service Vessels
June
Yearbook
RIBs
www.workboat.com • MARCH 2016 • WorkBoat
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Highlights
Tradeshow Advantage
Managing Yard Waste
- WorkBoat Maintenance and Repair Conference & Expo - OMSA - American Waterways Operators Spring Convention
Fire Fighting Equipment
Fendering
- Inland Marine Expo - Offshore Technology Conference - Commercial Marine Expo - Vigor Seattle Maritime Festival - SeaWork - International Tug & Salvage 59
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LOOKS BACK MARCH 1976
• The number of Congressmen who oppose a proposed waterway user tax is now up to 120 after a letter bearing the signatures of 42 House members from the Great Lakes region was sent to President Ford. The letter was authored by Rep. James O’Hara, D-Mich. “It is our view that user charges violate the spirit of national policy which declared that the interior
rivers should be forever free of taxes, imports or duties,” the letter said. “Repeated enactments of the Congress have reaffirmed this policy and made it fully applicable to improved waterways.” • A supply boat and a drydock were sunk, and a dredge was seriously damaged after 108 barges broke loose from their moorings about one mile upriver from the Huey P. Long Bridge in New Orleans. According to the Coast MARCH 1986 Guard, 24 barges
owned by Badger Fleeting broke free, hit a sand dredge and sunk a supply boat before colliding with 93 barges from American Commercial Barge Lines. Eighty-four of the ACBL barges, including a drydock, then broke away from their moorings.
• Jeffboat Inc. has suspended conequipment. struction and laid off 225 employees. • Despite the industry recession, over The Jeffersonville, Ind., based shipyard 10,000 people attended the Eighth Inhas been hit by the industrywide drop ternational WorkBoat Show in New in demand for new equipment, compaOrleans. The four-day show featured ny President Robert Greene said. “Cur365 exhibits in 875 booths covering rent estimates for renewed demand for 100,000 sq. ft. Jeffboat products range from three to five years,” Greene said. The company will mothball equipment and assets needed to reopen the shipyard and MARCH 1996 sell some excess • The growth of Z-drive tractor tugs has spread inland. As many as four Z-drives may be built for operation on the Great Lakes where conventional harbor tugs rule. “If you don’t have a widget, you’re not in business,” Joel Koslen, vice president of The Great Lakes Towing Co., said in reference to the recent order. The Cleveland-based operator signed a $14 million contract 60
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with Trinity Marine Group to build the 95'×32' tugs. • Barge construction in 1995 topped 1994’s numbers, and also outstripped retirements, according to the annual barge survey from Jack Lambert, a St. Paul, Minn., industry consultant. New dry-cargo bottoms outpaced retirements, 476 to 372, and 87 new tank barges were built and 53 were retired. www.workboat.com • MARCH 2016 • WorkBoat
2/12/16 2:21 PM
Hull of a Breakthrough in Cooling Technology. Angled TurboTunnel HeAder design Increased convergent header pressure “jets” turbulent sea water between the upper and lower tube decks.
Turbulizer spAcers Unique shape spacers create vortex effect to “turbulize” the sea water to increase cooling efficiency (Von Karman effect).
Flow diverTer scoops Diversion of sea water disrupts the laminar flow and allows stagnant high temperature areas to be cooled.
PATENTS PENDING
oTHer engineered durAmAx HeAT excHAngers ®
Single-Stacked DuraCooler®
DuraCooler® SuprStak™ is an engineered, double-stacked,
Updated version adds flow diverters that greatly enhance cooling efficiency over previous design.
hull mounted cooler that “jets” turbulent seawater in a tunnel-like configuration between its top tubes and lower tube assemblies. Design innovations were made to optimize turbulence and greatly
Demountable Keel Cooler
increase flow velocity of seawater over the cooler by using state of
Replaceable copper-nickel spiral tubes cut maintenance costs and allows for easy upgrades.
the art Computational Fluid Dynamic (CFD) modeling techniques. Tested and validated in a full scale water tunnel.
Duramax® Box Cooler
DuraCooler® SuprStak™ is the high-performance answer to meet
Gives in-hull protection against underwater hazards and allows for large cooling capacity.
ever increasing cooling requirements using half the hull space.
Duramax® Plate Heat Exchanger
It is available in a one-piece braised or two-piece modular design
In-hull system can be easily expanded to re-power or cool multiple heat sources.
for easier handling.
www.DuramaxMarine.com Duramax Marine® is an ISO 9001:2008 Certified Company
Products And Knowledge You Trust
Duramax_suprstak_workboat8.125x10.875.indd 1 WB_CVRS.indd 3
p: 440.834.5400 f: 800.497.9283
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PROPELLING
EXCELLENCE
REINTJES HYBRID SYSTEMS - RHS Operation Modes
In order to achieve maximum performance the REINTJES Hybrid System offers different operation modes. Easy switching between the electric motor / generator, using the main engine, the genset, or both by means of the hydraulically operated clutches, enables the ship to optimally use its power and take full advantage of the gearbox and the entire power train.
PTI mode – Electric Motor only The PTI (Power Take In) mode provides maximum comfort at slow speed. With the diesel engine not operating, the electric motor of the REINTJES hybrid system drives the ship and enables normal cruising, maneuvering and reversing. The noise level and the energy consumption of the power train are reduced to a minimum and efficient operation is achieved with power coming from the genset or any other electric power PTO mode – Diesel Engine for Propulsion and Shaft Generation In the PTO (Power Take Off) mode the electric motor of the REINTJES hybrid system can be operated as a generator. It then feeds electric power into the ship’s grid and, hence, assists existing generator sets. Optionally, the remaining energy can be fed into batteries and used later. Boost mode – Electric Motor and Diesel Engine in Combination for Higher Speed and Higher Thrust The Boost mode offers an additional operating mode in PTI operation. Using all the power of both the diesel engine and the electric motor in combination to drive the propeller to provide maximum propeller thrust and /or support the diesel engine in different load conditions.
(504)469-4000 WWW.KARLSENNER.COM KarlSenner_WBMar16.indd 1 WB_CVRS.indd 4
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