WorkBoat October 2016 by WorkBoat

Ferries • Digital Charts • Winches ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

OCTOBER 2016

Building Plan At U.S. shipyards, there‘s plenty of life beyond OSVs.

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ON THE COVER

OCTOBER 2016 • VOLUME 73, NO. 10

An OSV undergoing final outfitting at Gulf Island Shipyards. Photo by Ken Hocke

FEATURES 24 Focus: Driving Directions An interview with the overseers of NOAA’s nautical charting services.

30 Vessel Report: Ferries for All New York City goes all in with mass water transit.

44 Cover Story: Muffled Boom Look beyond the energy market and you’ll find scores of workboats being built across the U.S.

BOATS & GEAR 36 On the Ways

• 94-passenger cat for British Columbia from Armstrong Marine • Conrad delivers freight/passenger ferry to Massachusetts • Eastern Shipbuilding builds new multipurpose field support vessel for Harvey Gulf, delivers third of four 5,150-hp tugs to Suderman & Young Towing • Vane Brothers takes delivery of 12th Sassafras-class 3,000-hp tug from Chesapeake Shipbuilding • New fireboat for Massachusetts from Moose Boats • 126' bunker vessel underway at Jesse Engineering for Maxum Petroleum • Cenac Marine Services christens new 2,000-hp, 72' pushboat

52 Wicked Winches More new developments in the winch market.

AT A GLANCE 8 8 9 10 12 12 14

On the Water: Assist boat or no assist boat — Part III. Captain’s Table: The Coast Guard got the TWIC reader rule right. OSV Day Rates: Petrochemical activity shows promise. WB Stock Index: WorkBoat stocks unchanged in August. Inland Insider: River ports and niche markets. Insurance Watch: My policy doesn’t cover anything. Legal Talk: A crewmembers’ wage lien has sacred status.

52 DEPARTMENTS

NEWS LOG 16 16 16 18 20 22

Outlook for grain exports improves. Final TWIC card reader rule released. Falls overboard remain the leading cause of towing industry fatalities. Crowdsourcing to improve accuracy of nautical charts. Coast Guard, workboats come to the aid of Puerto Rico ferry. BAE Systems shipyard in Alabama could lay off up to 200.

www.workboat.com • OCTOBER 2016 • WorkBoat

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2 Editor’s Watch 6 Mail Bag 56 Port of Call 63 Advertisers Index 64 WB Looks Back

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Editor'sWatch

Still building boats

year ago in our annual shipyard report, Ken Hocke wrote about Gulf shipyards that had been feeling the pinch from the sluggish energy sector and what some of them were doing to survive. What we have found during this and past Gulf of Mexico energy slumps is that yards that have diversified have found a lot of success. As Dr. Lothar Birk, associate professor and chair, school of naval architecture and marine engineering at the University of New Orleans, told Ken for this month’s shipyard report that begins on page 44, “The ones that tend to be the strongest are those that are diversified, building not only different types of ships but building for the military and commercial customers.” One of those Gulf yards is Eastern Shipbuilding, which boasts a diverse orderbook. This includes the recently delivered 212'7"×59'1", 9,374-hp multipurpose field support vessel Harvey Stone for Harvey Gulf International Marine and Robert Allan-designed Z-Tech tugs for Suderman & Young Towing and Bay-Houston Towing. You can also include Louisiana yards Gulf Island Marine Fabricators, Swiftships and Metal Shark Aluminum Boats, and Alabama’s Horizon Shipbuilding. But the workboat industry is much, much more than the Gulf of Mexico and the energy industry. Just look at how busy shipyards on the other coasts are. In the East, Chesapeake Shipbuilding recently delivered the 12th Sassafras-class tug to Baltimore’s Vane Brothers Co., Blount Boats has been staying busy with passenger and wind farm vessels, and Gladding-Hearn has

David Krapf, Editor in Chief

signed another contract to build a new Chesapeake-class pilot boat. Out West, Safe Boats International, Vigor Industrial, Nichols Brothers Boat Builders, Diversified Marine, All American Marine, and others are all staying busy. And let’s not forget about the Great Lakes where Great Lakes Shipyard, Fincantieri Bay Shipbuilding and others are also building different types of workboats. As Ken found in his research, from the coasts to the Great Lakes, shipyards are cranking out workboats in impressive numbers.

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 • OCTOBER 2016 • WorkBoat

9/6/16 9:39 PM

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We provide custom training Solutions for One individual or to large fleets · Emergency Response · Shipboard Safety · Basic Safety Training · Marine Fire Training

Building a culture of safety since 1989.

TRAINING THAT WORKS 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

Dylan Andrews

ART DIRECTOR

PUBLISHING OFFICES

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

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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 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

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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

PRESIDENT & CEO

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EXECUTIVE VICE PRESIDENT Michael Lodato mlodato@divcom.com

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Danny Williams, 33

to describe how I feel, but I would like to express my heartfelt thanks to those caring mariners and say a little about Danny too. I was wondering if it would be possible to publish a brief section of Danny’s obituary in your magazine? I can also send you a photo. Many thanks.

Photo courtesy of Arden Williams

y son Danny was a big fan of your magazine. He had been receiving it for a few years now, always reading it cover to cover. On July 20 he died while working off the coast of Savannah, Ga. (He was on the tug Allie B, part of the Dann Ocean Towing fleet). The outpouring of support was immediate. I have never experienced so much love and caring. Most of the cards, letters, flowers and Facebook posts referred to him as a family member even though some of them were from people who worked for other marine companies. Danny used to say that when one of them was injured or died it affected all of them. It is hard

Ms. Arden Williams Grantville, Ga.

Editor’s note: I am so sorry for your loss, and will gladly publish your son’s obituary. Below is an edited version along with the photo you submitted. Daniel “Danny” Williams (July 27, 1983-July 20, 2016) passed away on July 20, one week shy of his 33rd birthday. He succumbed in a mishap while working on his tug off the coast of Savannah, Ga. He was born in Illinois but considered Georgia his home. He was a former culinary trained cook who discovered his real passion, working on tugs, a career he held for the past seven years (most recently as an AB with Dann Ocean Towing). He was someone who loved to laugh and make others laugh too. He loved cooking for his crews and family members, and he secretly valued the praise he received

Danny Williams

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for preparing a good meal. He loved making new friends at work. Friendship was important to him and he never forgot any of his friends at work or home. Each time he returned home from work was cause for celebration at home, but it was also a chance for him to offer his help or advice. It was something he did frequently. Any celebration for Danny would always start with his dad, his best friend. He lost his dad last year, a big blow for him. It took him a full year to finally begin to feel better. I have heard that every crewmember becomes a member of a larger extended family when they join the mariner ranks. Shortly after I experienced this profound loss, I realized firsthand how true this is. I have never felt so much love and support as I have experienced from Danny’s fellow crewmembers. People have asked me how I have been able to get through this difficult time and I have said it is because of the outpouring of support I have received from Danny’s fellow mariners. So to all of you, I offer heartfelt thanks and extreme gratitude. I am so happy that Danny touched your lives. I hope that his light continues to shine as you make your way. My thoughts will always be with you. So please stay safe on all your journeys.

ANNIVERSARY 1946 - 2016

4/8/2016 10:27:45 AM www.workboat.com • OCTOBER 2016 • WorkBoat

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On the Water

Assist boat or no assist boat — Part III

T By Joel Milton

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

he use of an assist tug, whether it is a conventional or tractor tug, can be an art form in itself. It can be defined as much by what you don’t have the tug do as much as by what it does do. Sometimes, with assist tugs, less really is more. Often, while approaching a dock with a light barge in windy conditions, all I need is some drag to keep all that sail area under control. Sometimes that means my only command is for the assist boat to come alongside and put up a line, to be dragged along until the barge is landed. Then I tell the assist tug to “easy on” to hold it against the dock while the lines are put out and made fast. It might appear that the assist tug wasn’t really necessary because I “didn’t use it.” But it is wrong to define proper assist tug use by how many orders you give, how loud the engines roar, how much

smoke billows out of the stacks, and the number of quick water blasts from the stern. If you really need the horsepower, use it. But economy of motion and showing restraint are signs that you’re really learning the art form instead of just fighting your way through the elements. By carefully thinking through the precise positioning of the assist boat you can also greatly improve your outcomes. Standard practice usually puts the assist tug at or close to the working bow. Although there are exceptions, often this is not very advantageous and thinking outside the box can transform how you routinely do this. Whether docking or sailing, particularly with tractors that will almost always overpower you, by positioning the assist boat amidships on the barge, or even farther aft at your combined center of mass, you let them handle all the lateral motion. All you do is the ahead and astern, and a bit of twisting to stay in shape. Give it an honest try and you may be pleasantly surprised. Many of the assist-tug wrestling matches may become a thing of the past.

Captain’s Table

A less harsh TWIC reader final rule

T By Capt. Alan Bernstein

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

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he government rarely chooses to relax regulations, but that’s what it did when the Coast Guard published its final TWIC reader rule last month. The move was good news for many passenger vessel operators. TWIC readers will now only be required for vessels with more than 20 certified crew, which exempts much of the small U.S. passenger vessel fleet. This is a major victory for the Passenger Vessel Association (PVA), which has argued since 2006 that TWIC readers would not enhance security, just add an unnecessary expense and administrative burden. PVA also said that TWIC readers should not be used as a tool to control access, but rather for general identity verification. Through its own risk analysis, the Coast Guard correctly determined that the majority of the U.S. small passenger vessel fleet was a low security risk. I am pleased because we have always believed that U.S. passenger vessel operations are very secure. U.S. small passenger vessels of 150

or more passengers are required to have security plans in place and programs such as the PVA Alternate Security Program (ASP) establishes an even higher level of security aboard vessels and at facilities. This goes a long way in eliminating the TWIC reader requirement. The Coast Guard did a great job with its risk analysis and in listening to the concerns of the passenger vessel industry. The Coast Guard focused its efforts on high-profile, high-risk entities. This is exactly what they should do. I am pleased with the final TWIC reader rule. It makes me wonder even more if the TWIC card itself is still necessary for the U.S. small passenger vessel industry. Our industry is low risk from a security standpoint, so wouldn’t it make sense to discontinue a program that costs the government millions to manage and costs U.S mariners millions in which to participate? Perhaps the Coast Guard could launch a new TWIC card risk analysis project aimed at answering this question once and for all. www.workboat.com • OCTOBER 2016 • WorkBoat

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AUGUST 2016 DAY RATES, FLEET UTILIZATION VESSEL TYPE

OSV Day Rates Petrochemical activity shows promise By Bill Pike

ormally, when we discuss Gulf Coast workboats in this space, it’s all about offshore service vessels. As you all know, the OSV market has been severely depressed for some time, with little chance of improvement in the near term. But broadening one’s perspective can often improve a disappointing prospect. In this case, that broadened perspective includes the burgeoning petrochemical industry surrounding the Port of Houston and nearby ports. Today, the Houston area, including Beaumont/Port Arthur, Texas, and Freeport, Texas, is home to a vast expanse of refineries and chemical plants that receive crude from Texas oilfields and elsewhere and convert it into gasoline, chemicals and other petroleumbased products. The Port of Houston is home to a $15 billion petrochemical complex, the largest in the U.S. and second largest in the world. More than 60% of ships that call at the port service the petrochemi-

AVERAGE DAY RATES JULY '16

AUG. '16

UTILIZATION

AUG. '15 AUG. '16 AUG. '15

SUPPLY (DWT) cal industry. 1,999 & below $ 8,575 $ 8,371 $ 9,729 61% 74% That percent2,000-2,999 $12,785 $ 9,103 $17,694 40% 59% age should 3,000-3,999 $19,033 $25,800 $23,750 66% 81% rise. “In 4,000-4,999 $20,120 $23,800 $25,375 75% 80% less than a 5,000 & above $24,967 $30,662 $34,200 44% 100% decade, more CREWBOATS than 100 Under 170' $ 3,558 $ 3,230 $ 3,603 49% 63% petrochemi170' & over $ 5,653 $ 7,368 $ 6,141 60% 88% cal projects, SOURCE: WorkBoat survey of 32 offshore service vessel companies. worth more than $50 billion, are expected to be completed One has only to take the Lynchburg in Texas,” noted a recent Houston Ferry across a short pass in the upper Chronicle article that cited the Amerireaches of the Buffalo Bayou/Galvescan Chemistry Council. Most will be in ton Bay water complex to realize the the Houston area. extent of tug traffic that assists ships Executives who spoke at the Gulf loaded with raw components and finCoast Industry Forum in late August ished products in the Houston petro“highlighted how the region will ship chemical complex. The ferries wait out, out more plastics, petrochemicals, and dodge, tug traffic with amazing crude oil, liquefied natural gas, ethane, alacrity. With the predicted expansion propane, butane and refined fuels to of the petrochemical industry around power the developing world,” accordthe Lynchburg crossing, the wait might ing to the Chronicle. With low oil and become much longer. gas prices and increased shale producThere appears to be no analysis tion potential, this uptick may be the available yet of the anticipated increase tip of the iceberg. in tug demand due to petrochemiWhile this increase in activity levels cal expansion at Houston. But, given is not likely to benefit the OSV market the expansion history of the Port of in the short to medium term, other Houston and the area’s petrochemical segments of the workboat market will complex, it won’t be insignificant. And, benefit. That is especially true of the of course, an increase in rates should tugboat market. mirror the traffic increase.

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STOCK CHART

WorkBoat Composite Index

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

Index unchanged in August

he WorkBoat Composite Index treaded water in August, losing less than a tenth of a percent. For the month, losers topped winners 16-13. Hornbeck Offshore Services was the top percentage loser in August. The Louisiana-based offshore service vessel operator lost 31% after announcing in

INDEX NET PERCENT COMPARISONS 7/29/16 8/31/16 CHANGE CHANGE Operators 329.28 307.29 -21.99 -6.68 Suppliers 2523.38 2571.57 48.19 1.91 Shipyards 2116.30 2104.61 -11.70 -0.55 Workboat Composite 1614.54 1613.45 -1.10 -0.07 PHLX Oil Service Index 168.32 156.60 -11.72 -6.96 Dow Jones Industrials 18432.24 18400.88 -31.36 -0.17 Standard & Poors 500 2173.60 2170.95 -2.65 -0.12

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August that it had missed second-quarter earnings and revenue estimates. The company reported earnings per share of -$0.57, missing analysts estimates of -$0.39 by 18 cents. Revenue for the quarter was $53.67 million versus the consensus estimate of $66.74 million. Todd Hornbeck, the company’s chairman, president and CEO, painted a dire picture. “I wish I could say we were wrong, but as expected, market conditions in the second quarter were even worse than the first,” Hornbeck told analysts during the company’s Aug. 4 earnings call. “The combined effect of low offshore exploration and production activities and overcapacity of new generation vessels has produced a collapse in vessel utilization and pricing across our industry and in every market that no company is immune to. Anyone calling for a market bottom in the OSV space at this point is very likely mistaken.” Hornbeck said that its competitors need to pick up the pace of vessel stackings. As of Aug. 4, Hornbeck has stacked 45 of its 62 new-generation OSVs, and by the end of September the company expects to have 48 vessels stacked. “We all agree that stacking across the industry is a responsible way to help stabilize market condition. At this point, we have done more than our fair share ... In contrast, and by our estimation, our competitors have only stacked about a third of the remaining supply. So, we believe that the onus is on them to stack additional vessels,” Hornbeck said. — David Krapf

www.workboat.com • OCTOBER 2016 • WorkBoat

9/6/16 9:44 PM

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9/6/16 3:28 PM

Inland Insider Small river ports and local and niche markets

he Corps of Engineers is discussing the possible catastrophic shut down of the McClellan-Kerr Arkansas River Navigation System but has no real understanding of what river ports on the system actually do. Deep-draft and river ports are very similar in form and function but have different channel depths and serve different vessel types and sizes. First, there is a wide variety of port cargo hinterlands that reflect differences in geography and commodity flows. In general, agricultural-based commodities serve a trucking-based hinterland, shaped by distances and accessibility to the adjacent highway network. Local ports are typically limited in scope, usually drawing farm products from within a 40- to 50-mile radius for inbound grain and outbound

Insurance Watch My policy doesn't cover anything

have heard people say that their policies don’t cover anything and that they have been “paying for it for all these years for nothing.” These people often start reading their policy by immediately going to the exclusions section, a bad decision. Insurance policies have five parts: declarations, insuring agreements, conditions, exclusions and endorsements. The policy should always be reviewed in that order. Declarations. This tells you what, where, for how much, by whom, if there’s a mortgage, the premium cost, and for what period of time the insurance coverage will apply. In other 12

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fertilizer. However, some notable exceptions exist, such as when agriculture and fertilizer hinterlands are larger, reaching out to several states beyond Arkansas and Oklahoma. Second, cargoes handled by smaller ports reflect local and niche markets, particularly in the product (non-agriculture) sectors. Foreign trade cargo may rise and fall in response to overseas factors beyond the control of local ports. Domestic cargo can fluctuate due to the gain or loss of local industrial plants using the waterway. Small changes in the market can expand or reduce cargo volumes. Third, there appears to be substantial growth at the larger regional ports and stagnation at some localized ports in response to competitive hinterland circumstances. Cargo volumes are particularly impressive, as evidenced by the growth at Catoosa, Okla., and Oakley’s Port 33 because of regional networks, particularly for agricultural products and

fertilizer. Other smaller niche ports remain locally based. The old adage “build it and they will come” is not By Kevin Horn reality based. New port facilities do not translate into cargo. It is cargo that translates into port facilities. Thus, expansion of port infrastructure tends to be slow in response to new sustained markets. Markets that may be cyclical such as domestic crude petroleum and very competitive such as natural gas-based fertilizer plants likely will not readily translate into new port facilities. It appears that while cargo ideas abound, cargo ideals justifying investment in port facilities are far less likely.

words, it declares all the stuff needed to describe the risk. Insuring agreements. This explains the coverage provided in detail. If you have a fancy policy, it’ll explain what “open perils” means. (Everything is covered except those not covered as explained in the exclusions, which we’ll get to later.) If the policy is a “named perils” policy then the insuring agreements explain exactly which perils are covered, such as wind, lightning and theft. In many cases the insured can choose which perils they actually want. Conditions. The insurer outlines what you must do to cooperate with them and what they must do to help you get paid in the event of a loss. Here, the policy says things like “you must report all thefts to authorities as soon as practicable.” It will also lay out claim reporting procedures and how the insurance company will respond to you. In other words, “if you do this we’ll do this.”

Exclusions. No need to fear this section, most exclusions follow some good logic. You can’t burn your own place down then collect and you can’t sink your boat then turn a claim in. By Gene Endorsements. McKeever This is where you can change some wording of the policy to make it more applicable to your situation. The insurer can also narrow coverage. Always ask if there are any enhancement endorsements that might apply to you.

Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at khorn@gecinc.com.

Gene McKeever is a marine insurance consultant and instructor. He was a marine insurance agent for 39 years. He can be reached at gene@mckeeverconsulting.net or 207-596-1738.

www.workboat.com • OCTOBER 2016 • WorkBoat

9/6/16 9:55 PM

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8/31/16 12:53 4:43 PM 8/21/15 PM

Legal Talk The crew wage lien

rewmembers’ claims for unpaid wages remind me of the Dr. Seuss line about how business has got to grow, “regardless of crummies in tummies, you know!” Somehow that rhyme neatly captures how clinically businesses can operate all the while sailing past their legal obligations. In 1898, the Supreme Court said that as long “as a plank of the ship remains, the sailor is entitled, against all other persons, to the proceeds as a security for his wages.” More recently, a federal statute affords a crewmember a preferred maritime lien for wages and there’s a separate federal statute allowing crew to collect a penalty in certain circumstances when wages aren’t paid. Even a wage lien arising after the recording of a preferred ship’s

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mortgage typically wins priority. The bottom line is you can feel comfortable telling your colleagues and crewmates that a crewmembers’ wage lien is given sacred status in maritime law. Federal courts have jurisdiction to resolve crewmember’s wage claims. Crewmember includes a wide range of workers whose work on a vessel on navigable waters contributes to its function, mission or operation. (They’re plenty of legal battles waged over who is and isn’t a crewmember, so you should always speak to your admiralty attorney.) A crewmember has both an in personam claim as well as an in rem claim for unpaid wages. That is, a crewmember can typically sue the vessel (in rem), its owner (in personam) or both. The fact that the vessel can be sued and held responsible and ultimately sold to satisfy the wage lien is a unique aspect of maritime law. For the commercial vessel owner,

it’s important to remember that the crew you hired renders services which likely give rise to a maritime lien. That lien By John simply springs Fulweiler into existence and crewmembers don’t have to file anything in order to lien your vessel. For the crewmember, while you may have a preferred maritime lien for wages, it’s not infallible. For example, allowing time to pass without promptly seeking to act on your claim can prejudice your rights. Contractual terms where you’ve given up your right to lien the vessel may also prove enforceable so as to extinguish your maritime lien. John K. Fulweiler of Fulweiler LLC is a licensed mariner and maritime attorney. He can be reached at john@saltwaterlaw. com or 1-800-383-MAYDAY.

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OCTOBER 2016

NEWS LOG MORE BARGES NEEDED TO CARRY GRAIN EXPORTS

NEWS BITTS FALLS OVERBOARD STILL LEAD TOWING FATALITIES

Barges lined up waiting to transfer grain to storage facilities near the Port of New Orleans in 2013.

USDA/Anson Eaglin

his summer the U.S. Department of Agriculture beefed up its forecast for corn and soybean exports, and that should put smiles on the faces of some dry cargo barge operators. For the current year, the USDA increased its forecast for corn from 46.36 million metric tons to 48.26 million metric tons and soybeans from 47.90 million metric tons to 48.85 million metric tons earlier in the year. “Things are getting better,” acknowledged Sandor J. Toth, publisher, River Transport News. “We have a strong grain export program that’s going to get stronger in late August and early September.” A major reason for the bump in expected production are weather-related problems that Brazilian corn producers, a major U.S. competitor, have had this year, including drought and a surprise June freeze. “Brazil’s corn crop has really been stunted,” said Toth. USDA also raised its forecast for corn for the 2016/2017 market year from 49.53 million metric tons to 52.07 million metric tons, the highest level since the 2007/2008 marketing year, according to RTN. Soybeans for the 2016/2017-market year are forecast to reach 52.25 million metric tons, which, if reached, would be a new record for U.S. soybean exports. “So things look pretty good for U.S. corn and soybean exports,” said Toth. “But when next spring rolls around all bets are off and we start over again.” RTN reported that the majority of corn exports moving to the Lower Mississippi River are coming from the upper Mississippi and Illinois rivers north of St. Louis, which means the shipments must use the lock system which can cause delays. For most of the spring and summer, between 1,000 and 2,000 hopper barges used to move grain shipments were stacked along the waterway system, RTN reported. Many of those idled barges are moving back to the river. “I suspect it’s a minimum number tied to the bank now,” said Toth. — Ken Hocke

Final Rule for TWIC card readers released

lmost three-and-a-half years after the U.S. Coast Guard issued the proposed rule requiring electronic TWIC card readers on certain vessels and facilities to control access to secure 16

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ix towing industry workers died in accidents on the job in 2015, three by falling off vessels — still the leading cause of industry deaths, despite an overall steady downward trend in accidents over two decades. The annual National Quality Steering Committee safety report, a joint project of the Coast Guard and American Waterways Operators, shows the general trend of reduced crew fatalities continued, although the six deaths in 2015 were a slight uptick from 2014. Overall, 2015 saw a worker fatality rate of seven per 100,000 workers, up from four per 100,000 in 2014. That compared with a 2014 worker fatality rate in the entire U.S. transportation sector of 15.4 per 100,000, according to the U.S.Bureau of Labor Statistics. There were 109 reported worker injuries in 2015, including four classed as serious and two as severe. But those latter categories were down by 34% compared to 2014, the committee reported. — K. Moore

cards as an access control measure. The final rule also implements recordkeeping requirements and security plan amendments that will incorporate these requirements. The final rule should please the workboat industry. Back in March 2013 when the card reader NPRM was released, the reaction was generally CORRECTIONS AND CLARIFICATIONS:

areas, the final rule has been released. The rule requires owners and operators of certain vessels and facilities regulated by the Coast Guard to conduct electronic inspections of TWIC

n page 40 in the September 2016 issue, the text with the photo of a Crounse Corporation barge tow should not be attributed to Crounse. The company is not a small operator and is not new to towing safety management systems.

www.workboat.com • OCTOBER 2016 • WorkBoat

9/6/16 10:20 AM

U.S. Coast Guard

positive, as the proposal didn’t seem to contain any surprises or veer from what many in the affected industries had expected after months of public comment and interaction between the maritime industry and the U.S. Coast Guard, which prepared the rule. At the time, the American Waterways Operators said it was pleased that the NPRM exempted vessels with less than 14 crewmembers from carrying a card reader onboard. Most towboats fall into this category. The Passenger Vessel Association also praised the exemption for vessels with fewer than 14 crewmembers, as well as an exemption for vessels carrying 1,000 passengers or less. However, the PVA urged that the number be increased to 20 from 14 outlined in NPRM. In the final rule, the PVA’s request was granted. The exemption was increased to vessels that have 20 or fewer TWIC-holding crewmembers,

A card reader is used to check a worker’s TWIC card at the Young Bros. terminal in Honolulu.

and the 1,000-passenger threshold was maintained. “We are delighted that the Coast Guard has supported PVA’s long-held position that TWIC readers are unnecessary for the vast majority of passenger vessel operators,” PVA President Margo Marks said in a statement. “We

strongly believe that current industry security measures are effective in protecting passengers and crew and we are pleased that the Coast Guard has agreed with us.” Also, in a move that should satisfy the barge industry, the final rule eliminates the special requirement that barge

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fleeting facilities that handle or receive barges carrying certain dangerous cargoes (CDC) in bulk be classified as Risk Group A (vessels that carry CDC in bulk, vessels that carry more than 1,000 passengers, facilities that handle CDC in bulk, and facilities that receive vessels certified to carry more than 1,000 passengers). Barge fleeting facilities are instead classified the same as all other facilities. This will effectively eliminate most isolated barge facilities from the electronic TWIC inspection requirements due to a lack of a secure area, the Coast Guard said. The final rule provides additional flexibility in the purchase, installation, and use of electronic readers. Instead of requiring the use of a TWIC reader on the TSA’s Qualified Technology List (QTL), owners and operators can choose to fully integrate electronic TWIC inspection and biometric match-

ing into a new or existing physical access control system. The final rule only affects Risk Group A vessels and facilities, and no changes to the existing business practices of other MTSA-regulated vessels and facilities are required. The final rule will not officially go into effect until Aug. 23, 2018. — David Krapf

Crowdsourcing will help improve nautical chart accuracy

rowdsourcing — the innovative technique of sharing data, information and ideas from various sources and people — is coming to the workboat industry. The National Oceanic and Atmospheric Administration (NOAA) and Rose Point Navigation Systems, Redmond, Wash., the well-known producer

of electronic charting software used in the workboat sector, are promoting a new initiative that uses crowdsourcing from commercial vessels as a tool for improving the accuracy of nautical charts. It works like this: With a click of a mouse, users of the latest versions of Rose Point’s electronic charting system (ECS) software can anonymously provide bathymetric data from their sounders indicating vessel position and water depths that will be shared with NOAA’s Office of Coast Survey. Data is stored in a log and is sent to NOAA when the user uses an internet connection to synchronize his system with Rose Point for the latest updates. Cartographers will sift through the data provided by participating vessels, looking for trends that will help them update or correct chart inaccuracies, or decide whether a charted area needs to be resurveyed. Crowdsourced data is intended to supplement, not replace

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the work of hydrographic services and surveyors. The advantage is that mariners can provide near-real-time information about changing water depths and commercial vessel traffic patterns, while most nautical charts were sounded decades ago. “Crowdsourcing helps us see how the river develops over a period of time, and provides us the extra capability to determine whether the charts are adequate or need to be updated, and it shows us where the river traffic is,” said Lt. Adam Reed of the NOAA Corps who is working on the project. “It helps us target areas to survey based on use of mariners.” “Workboats are important to this effort because they are everywhere on the rivers,” added John Cuttitte, director of commercial marine sales at Rose Point, which acts as a conduit for the data stream. “And they will benefit from the eventual improvement of better data for

nautical charts which will make navigation safer.” The program hasn’t yet had an official rollout, but a few workboats on the Mississippi River have already provided data through the Rose Point software, as have vessels operating in Chesapeake Bay and along the Northeast coast up to Halifax, Nova Scotia. Crowdsourcing harnesses modern technology and partnerships to do what governments are unable to accomplish with limited resources. Assisted by an explosion of new marine electronics and social media applications, mariners are now equipped with an unprecedented amount of information about their marine environment that can be shared quickly and inexpensively. “Today’s mariners are demanding more detailed data, vessels are larger, there’s been a revolution in electronics and availability of the internet have created the expectation that navigational data be available instantly,” Rear Adm.

Shepard Smith, the incoming director of NOAA’s Office of Coast Survey, said in an interview. Crowdsourcing “will become another stream of information to improve navigation,” he said. The U.S. has about 3.4 million square nautical miles of water within the coasts and Great Lakes but NOAA is only able to survey about 3,000 square nautical miles each year, allowing for the update of about 1,000 NOAA charts. But hydrographic surveys are expensive and laborious, so NOAA concentrates on surveying only the highest priority sites, leaving many coastal areas without updates for years. Crowdsourced data thus becomes a very important source, especially along inland rivers and entrances to them. Data sharing has been around for a while in the maritime community. The U.S. Power Squadrons and Coast Guard Auxiliary have long shared updates through NOAA’s charting pro-

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grams, mariners often share sightings of navigational hazards with NOAA, and recreational boaters and fishermen use social media tools to share tips on shoaling, misplaced buoys, fuel prices and marina services. But lack of a cohesive format and appropriate software and integration between sources have prevented marine chart crowdsourcing from reaching its full potential. With cooperation from mariners from coast to coast, this is now changing. “Mariners have an opportunity to participate in something that is much bigger than nautical charts,” said Lisa Taylor, who is working on the initiative at NOAA’s National Centers for Environmental Information in Boulder, Co. “The data they provide will also be used for environmental modeling, habitat management and storm surge modeling.” — Pamela Glass

The tug Beth McAllister sprays water into the burning ferry Caribbean Fantasy near San Juan, Puerto Rico.

Puerto Rico car ferry aided by workboats and Coast Guard

he U.S. Coast Guard and local workboats from the port of San Juan pulled off the biggest passenger vessel evacuation is recent years without a fatality. On Aug. 17, 511 passengers and

crew were rescued from the 561' carpassenger ferry Caribbean Fantasy as it burned off the island of Puerto Rico. The vessel was only minutes away inbound to the port when the fire was detected in the engine room, and the crew “immediately activated the security protocol for the safety of our passengers,” ferry operators American Cruise Ferries said in a statement.

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NEWS BITTS Local authorities said two dozen passengers required medical attention — some from injuries when they took escape slides out of the vessel — but none were life-threatening. The only casualties were two pet dogs later recovered by response teams, Coast Guard officials said. The fire was reported in the engine room around 7:40 a.m. as the vessel approached San Juan on one of its thriceweekly round trips between the port

and Santo Domingo in the Dominican Republic. Most of the passengers on board were off the ship by 10 a.m. that morning. Responding along with the Coast Guard were port of San Juan pilot and fireboats, the 97'×30'×9', 3,000hp tug Honcho, operated by Puerto Rico Towing, and the 109'×29'×16'4", 3,000-hp Beth McAllister and 105'×34'×13'6", 4,000-hp Brooklyn McAllister, both Z-drives operated

BAE SHIPYARD MAY LAY OFF 200 IN MOBILE

p to 200 workers at the BAE Systems Mobile, Ala., shipyard — half the facility’s workforce — could be permanently laid off in the fourth quarter of 2016. Those separations would be the latest wave of BAE job losses that started in late 2015, with cuts at Norfolk, Va., and Jacksonville, Fla. In Mobile, the yard’s fortunes are closely tied to the offshore energy industry, and the sharp cutbacks by oil companies and offshore service providers are having the most impact. If something changes and additional business comes in, yard officials said they will reconsider the needs of the shipyard. — K. Moore

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he oil and gas industry downturn has reached all the way to Maine. Officials from Herndon, Va.-based Marine Spill Response Corp. took the 210' oil spill response vessel Maine Responder out of service in August after it was decided that the OSRV was no longer needed in Portland, according to the Portland Press Herald. The vessel had been docked in Portland since 1995. A drop in tanker traffic was cited as the reason for the move. MSRC has 10 other vessels that customers in the area depend on to maintain Coast Guard approved spill-response plans, the Herald reported. — K. Hocke

by McAllister Towing and Transportation Co. After drifting aground, the vessel was taken under tow by tugs into San Juan and the smoldering fire finally doused. American Cruise Ferries is looking for a new vessel to lease, but it may be three months before service can be restored, company spokesman Joey Jimenez told the Associated Press. The Panamanian-flagged Caribbean Fantasy was leased from Baja Ferries, La Paz, Mexico. Baja operates the 200-passenger La Paz Star and the 100 car, 900-passenger California Star. — Kirk Moore

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Q&A: Navigational Charts

Driving Directions An interview with NOAA‘s charting overseers.

Interviewed by Pamela Glass Washington Correspondent

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Navigational charts are undergoing radical changes. Electronic instead of paper charts are now the go-to navigational tool in the workboat wheelhouse. Digital charts not only provide more information than the paper versions, but they’re also timelier. With publication earlier this year of a Coast Guard circular providing guidance for use of electronic charts in place of paper charts, the march toward e-navigation is moving at a fast pace. WorkBoat recently visited with the top federal officials that oversee charting services at the National Oceanic and Atmospheric Administration’s (NOAA) Office of Coast Survey, Rear Adm. Gerd Glang, who retired Sept. 1 as director, and his successor, Rear Adm. Shepard Smith.

NOAA

Rear Adm. Gerd Glang (left) and Rear Adm. Shepard Smith.

WorkBoat: Three government agencies are involved in producing nautical charts — NOAA, the Coast Guard and the U.S. Army Corps of Engineers. How do their roles and responsibilities differ? Glang: The Corps produces charts for the inland river system. It surveys federal channels and provides data to NOAA for charts. NOAA produces charts for the U.S. coasts and Great Lakes, and the Hudson River and the Mississippi River — deep draft up to Baton Rouge, and then the Corps takes over. Coastal areas get hydrographic surveys from our NOAA boats and contractors. The Coast Guard provides information on aids to navigation and regulates the tools for navigation, such as the recent NVIC (Navigation and Vessel Inspection www.workboat.com • OCTOBER 2016 • WorkBoat

9/1/16 5:23 PM

Circular) that allows certain chart systems to be used in lieu of paper charts. We work in parallel because we have different areas of responsibility. Smith: The Bureau of Ocean Energy Management also has a role. They have responsibility for offshore oil and gas infrastructure, and they provide us with information on pipelines, oil rigs and offshore wind farm areas. WB: How often are charts updated? Glang: It depends on how fast the environment is changing. For example buoys get updated weekly. Channel conditions are surveyed every oneto-two years. The Mississippi, for example, is very dynamic and changeable. There’s a need to continually survey and dredge parts of the river. We post (updates) weekly so navigation companies (that provide navigation services to the maritime industry) can go

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onto our server and pull down the file of changed charts and make updates. Smith: For shoreline surveys, there’s no fixed period, but usually every 10-20 years, depending on how fast the area changes. Often surveying is driven by storms, which tend to wash debris off the land and sink boats. There can be underwater obstructions, so right after a storm resurveying of a channel (might be necessary). We often rely on salvage reports after storms. After Hurricanes Katrina and Rita in the Gulf, there was wide scattering of debris, and we had a comprehensive program with other agencies to map it out and prioritize the salvage. WB: Do mariners play a role in providing data for charting? Glang: Mariners are often the first to see or feel an obstruction in a waterway. We need to get more information

on charts because of changes in how places are being used. But in many areas, we just can’t survey, as we lack resources. So we are looking at ways to take advantage of advances in technology and use mariners as trusted sources of data. One initiative is crowdsourcing. NOAA is working with Rose Point (Navigation Systems), the Coast Guard and mariners to use a (commercial) vessel’s sounder to record depths along with their navigational position and provide this data to us. This would be done anonymously and would help us determine the accuracy of our charts, and whether charts should be updated with new data. WB: As the nation’s chart makers, is NOAA concerned that mariners are becoming too reliant on digital technology and not applying basic seamanship skills? Glang: You’ll hear people talk about

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Q&A: Navigational Charts this a lot at e-navigation conferences. It seems to be a generational issue. Younger mariners are comfortable with electronics and have been raised on computers, video games and smart phones. The older generation complains that the younger ones need to look out the window. If you rely on GPS and it fails, you might need to revert to a sextant. If you over rely on the electronic world and it fails, you may not have the skills to cope. You always need a paper chart as a backup. (It’s currently a Coast Guard requirement to keep them on hand.)

Smith (left) and Glang inspect sample charts submitted by companies seeking certification as NOAA print-on-demand agents.

NOAA

WB: In 2014, NOAA got out of the business of printing paper charts and moved to a commercially available “print-on-demand” service. How have advances in technology changed the way NOAA makes charts? Smith: Today mariners are demanding more detailed data, vessels are

larger, there’s been a revolution in electronics, and availability of the internet have created the expectation that navigational data be available instantly.

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Q&A: Navigational Charts that when you open your smart phone you get all the data you want, so why not with my chart. Glang: Getting out of charts has allowed us to think differently about how we collect information, manage it and produce nautical charts. Before, you’d publish if something was dangerous through a Notice to Mariners, or collect

information for new chart editions, and this schedule would depend on how many charts you have in an inventory. Now, we’re not focused on paper printing. It’s now electronic and we’re on a weekly update cycle, updating the electronic nautical charts, the rasters, and the print on demand files. We have 20 partners that do paper chart printing. It’s better than before. We’re also

using bathymetry driven from satellites that show changes on the seafloor in areas where we have no resources to do survey work. Satellite imagery has been helpful in showing shallow areas and depth of the Yukon River in Alaska, where vessels go to resupply many small communities, and barges move oil. Our hydrographic survey data comes from eight companies working on contract and our own NOAA fleet of four survey vessels. The availability of these ships is limited by our budget, and some are tackling a high level of maintenance. Reliability has gone down. WB: In February, the Coast Guard published a NVIC that provides guidance to the commercial maritime industry for the use of official electronic charts instead of paper charts to meet carriage requirements. How might this affect how the inland waterways industry uses charts?

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Glang: That NVIC created a lot of concern in the towing industry (because there currently isn’t an inland electronic chart system (ECS) available to use electronic charts to meet carriage requirements). The Coast Guard is currently working with the Towing Safety Advisory Committee to determine how the ECS standard would impact these operators and they are expected to make recommendations this fall. WB: How will nautical charting evolve in the future?

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Glang: After 20 years, we will see a transition where electronic charts will obviate what we think we need paper charts for. I don’t see paper charts lasting forever. They will evolve to whatever purpose we can think of, and there will be an electronic means that takes its place. Electronic charting can also bring in weather as well as other data that will be useful for the mariner.

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Ferries

Ferries for All

New York City makes a big move toward mass water transit.

By Kirk Moore, Associate Editor

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aster, lighter and more efficient are the watchwords for passenger ferry builders and operators these days. New York City will be the scene of the next big innovation, one that could be a 21st century model for waterborne transit. The first boats in a planned fleet of 19 aluminum catamaran ferries are under construction at Horizon Shipbuilding Inc., Bayou La Batre, Ala., and Metal Shark, Jeanerette, La. The boats are set for delivery next spring to the New York Citywide Ferry System. The Incat Crowther-designed 85'4"×26'3" ferries will carry up to 149 passengers at a service speed of 25 knots. The first new ferries should be placed in service by next summer, with a subsidized fare of $2.75 – on par with the New York

subway system. At a cost of around $4 million per vessel, the construction package alone will approach $80 million, on top of tens of millions in subsidies and other costs borne by the city. It is a huge commitment on an aggressive schedule by New York City and Mayor Bill de Blasio’s administration. “This is the most significant expansion of ferry service in New York City, probably in the country, because it’s happening very fast. If it fails, it will never be attempted again. There’s a lot riding on this,” said Inna Guzenfeld, an independent waterfront advocate and planner who has closely examined the system’s prospects. Transparent collaboration on vessel engineering and manufacturing, and the need for diesels with

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low air emissions and high reliability led ferry operator HNY Ferry Fleet LLC and its public partners to go with Horizon and Metal Shark for the first vessel deliveries in spring 2017, powered by Moteurs Baudouin engines built in France. Proposals from a dozen shipyards and multiple engine options were explored before the decision was made, said Cameron Clark, vice president and general manager of New York operations for San Francisco-based Hornblower Cruises & Events, HNY Ferry’s parent company. “Most of the yards could meet schedule … the timelines weren’t that different,” Clark said. Hornblower officials were impressed not only by Horizon’s and Metal Shark’s abilities for fast turnaround, but also their openness to “changing their manufacturing methods … kind of rethink how you build boats,” Clark said.

A rendering of the Incat Crowther designed ferries being built for New York.

FRENCH DIESELS For propulsion power, “we wanted to have the most fuel-efficient engines,” with good power-to-weight ratio and very low air emissions, Clark said. Hornblower’s in-house engine experts were sent to research. “We sent out our Cat (Caterpillar) lovers, we sent out our MAN lovers,” Clark said. The team took a look at Baudouin, a century-old marine engine manufactur-

er based near Cassis, a French fishing port on the Mediterranean. Baudouin is distributed and serviced in North America by Motor-Services Hugo Stamp Inc., Fort Lauderdale, Fla. “They make marine engines. They don’t make truck engines. They don’t make crane engines,” Clark said of Baudouin. The company’s M26.3 engine line meets EPA Tier 3 emissions standards, and will be easily service-

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Ferries New ferry landings built on barges will support new Citywide Ferry routes.

piece of emergency management planning for the city. New York Waterway did some expanding of its own on Sept. 1 when the Betsy Ross, the second 109'×31'×6' aluminum catamaran built by Yank Marine, Tuckahoe, N.J., entered service. Joining her sistership Molly Pitcher at the company’s Belford, N.J.,

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able in the boats, Clark said. The boats on shorter routes like the East River will each be powered with a pair of in-line six cylinder 6M26.3 engines, each turning 815 hp at 2,100 rpm. Vessels to be built for longer routes, such as the Rockaways in Queens, will be equipped with the V-12 12M26.3 engines, each providing 1,400 hp at 2,100 rpm, according to Hugo Stamp. As part of the deal, Baudouin will both provide technical support and train Hornblower’s own engine technicians working at the company’s Brooklyn Navy Yard homeport. “Our team is to be qualified as the first and hopefully last line of defense,” with annual training updates and recertifications, Clark said. A major requirement for homeport is “resiliency” – the ability to survive a major disaster like Hurricane Sandy in 2012, and keep the fleet operating. The Citywide Ferry Service will be a key

New York Waterway’s second 400-passenger fast catamaran entered service Sept. 1.

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sels, driven by Tier 3 compliant Caterpillar 3512C engines rated at 2,367 hp at 1,800 rpm, have service speed close to 30 knots. This season marked 30 years since entrepreneur Arthur E. Imperator started New York Waterway with a single cross-Hudson boat in 1986. The Yank Marine vessels represent a $10 million investment for the company, and they The Samish, left, shown during 2015 sea trials, and the Chimicum, now under construction, are two of four Olympic-class vessels for Washington State Ferries.

are paying off. Since the Molly Pitcher started service in September 2015, passenger trips from the Belford terminal are up more than 18%, the company reported. But historic fluctuations in the fortunes of private ferry companies show how tricky it may be to attract and maintain a whole new ridership on the public Citywide Ferry, planner Guzenfeld said. “It’s very sensitive to economic fluctuations … in general, it’s a luxury good,” she said. FERRY TALES On the West Coast, the Chimacum, the third of four new 362'×83' Olympic-class, 144-vehicle vessels for Washington State Ferries (WSF), was moved recently to Vigor Industrial’s Harbor Island Shipyard in Seattle to complete construction. The Chimacum will join sisterships Tokitae and Samish when it enters scheduled service early next year. Vigor started construction in January on the fourth Olympic-class ferry, the Suquamish. The $122 million project calls for the Suquamish to be placed in service in early 2018. The Olympic-class ferry program is replacing four of Washington’s oldest ferries built in the 1950s and 1960s. WSF officials say building the fourth ferry is supporting around 500 jobs at Vigor’s Seattle shipyard and among contractors.

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New passenger cat design for 2,800-hp whale watcher

New passenger cat will work in Canada.

“I

t’s quite a machine. It’s designed for 26-27 knots service speed, but they got 34 knots, empty, during sea trials. It’s definitely a screamer,” said Fraser Stothart at Armstrong Marine, Port Angeles, Wash. Named the Salish Sea Dream, the new aluminum catamaran measures 75'8"×26'3" and is powered by four 700-hp Volvo-Penta D13-700 engines, producing a total of 2,800 hp. The engines turn four MJP Ultrajet 377 waterjets through ZF 325-1 marine gears (1:1). The draft is 3'7". Seating is provided for up to 94 passengers, inside and outside, with room for five crew. The cat is the newest member of a growing fleet owned and operated by Prince of Whales, a whale-watching company with offices and docks in British Columbia in both Victoria and Vancouver. The company has 13 boats, several of which are RIBs for a more exposed but adventurous ride. Greg Marshall Design, Victoria, which is mostly known for its yachts, designed the new boat. “This is a workboat, so it’s not built to yacht standards, but passenger comfort was a primary consideration,” said Stothart. To that end, the hulls are designed with a very fine entry and carry a V all the way to the stern. “It’s really meant to cut the waves,” said Stothart. “It cuts water like no cat that size I’ve even seen.” Stothart said that working the aluminum at the bow was a challenge, but the results are clearly worth the effort. “It also has a relatively high tunnel, so it’s built for pretty considerable water.” The boat was built to Transport Canada standards, but 36

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Stothart said that the design would easily meet U.S. Coast Guard Subchapter T standards. “Prince of Whales only wanted 94 seats because they didn’t want it too crowded so people can move around while watching wildlife. But this size platform in the U.S. would be COI’d for 149.” Stothart said that Transport Canada increases the regulatory demands for passenger boats based on length. Over 24 meters is similar to a Subchapter K in the U.S. “Anything over that and you have to jump through another 1,000 hoops.” The Salish Sea Dream has two heads, neither of which is built specifically to accommodate disabled access. It also features a service kiosk in the forward end of the main salon. There are no gensets. All necessary electrical power is pulled from the propulsion engines and run through inverters. One of the main engines also drives a bilge/fire pump. “This is the first of this design for both us and Greg Marshall, and we’re happy to be working with such a renowned designer,” said Stothart. “The boat speaks for itself. It’s a looker. It turns heads wherever it goes.” — Bruce Buls

Conrad delivers freight/passenger ferry to Woods Hole, Massachusetts

he Woods Hole, the newest ferry for the Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority, Woods Hole, Mass., was built at Conrad Shipyard in Morgan City, La., and delivered in May. It makes the www.workboat.com • OCTOBER 2016 • WorkBoat

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45-minute run between Woods Hole and Martha’s Vineyard. It is “primarily intended to be a freight boat,” said Brian King, vicepresident of engineering at Elliott Bay Design Group in Seattle, which designed the 235'×64'×18'6" Woods Hole. King said the single-ended ferry could accommodate 10 tractor-trailer trucks on its roll-through cargo deck, or 50 passenger vehicles, or a mixture of trucks and cars, plus 384 passengers on the second deck. That makes the Woods Hole appreciably different from the last ferry Elliott Bay designed for The Steamship Authority, the Island Home. Built in 2007, the 255' double-ender has a capacity of 1,200 passengers and 80 cars. The Island Home was built for maximum passenger carrying, but the new ferry “is designed around the freight deck arrangement,” King said. That means there’s no central island or stanchions on the freight deck, just four lanes for trucks and five lanes for other vehicles. Without obstructions, trucks aren’t required to do much maneuvering. Five casings along the sides of the deck contain stairs and elevators for passengers and ventilation for the machinery spaces. Over the freight deck is the passenger deck’s two lounge areas with reclining seats, Wi-Fi stations and a concession area. Passengers also have an open foredeck. Powered by a pair of MTU 4000 diesels that together put out 5,362 hp, the Woods Hole has a design service speed of 14.5 knots and a top speed of 16 knots. The new ferry replaces the 242'×65' Governor, which carried 250 passengers, 42 vehicles and was built in 1954. — Michael Crowley

235' ferry for Woods Hole, Mass.

New Orleans, in August. Designed by Robert Allan Ltd., Vancouver, British Columbia, the 1,280 dwt MPFSV has tankage for 232,355 gals. of cargo fuel oil; 401,020 gals. drill water and freshwater; 26,092 gals. fuel oil in day tanks; 50,680 gals. potable water; and 24,866 AFFF foam. Steve Berthold, Eastern’s vice president, sales and marketing, said that while the Gulf of Mexico energy sector is currently depressed there is work, especially for high-tech, specialty vessels such as the Harvey Stone. “The health of the marine offshore industry is strong with respect to its young overall age of high-tech vessels and well trained crews, inland and offshore,” he said. Propulsion comes from a pair of GE Marine GE12V250MDC, IMO Tier II, EPA Tier 4(i) diesel engines, producing 4,687 hp at 1,000 rpm each. The engines turn Schottel SRP3030 CPP wheels in nozzles through Karl Senner-supplied Reintjes LAF 3414P HL marine gears.

The new MPSFV has a bollard pull of 104 LT (106 MT). For additional maneuverability around offshore structures, the Harvey Stone is fitted with two Schottel STT2 bowthrusters, each powered by a 600kW electric motor. Up top are a MacGregor 10-ton hydraulic knuckle boom crane, two 5-ton MacGregor hydraulic capstans, and two MacGregor 15-ton hydraulic tugger winches. The Fire Fighting Systems (FFS) package supplied by In-Mar Systems, Gonzales, La., includes twin Kumera FVIC-450 clutches, with the main pump engine driven at 1,000 rpm, three 2400-400 fire monitors, two ABS SFP 400x500 FIFI pumps and 100m3/min. 3% AFFF foam generator. New Orleans-based Hiller Systems’ fire suppression system includes ABS CO2 system fire suppression for the main engine room, generator room, emergency generator room and paint locker.

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Beier Integrated Systems, Mandeville, La., is responsible for the DP-2, communications and alarms and monitoring systems. The Harvey Stone is classified ABS Oceans Service, A1, AMS, Circle E, ACCU, ACP, UWILD, FFV-2, DPS2, Offshore Support Vessel, Notation (DSV Capable, ROV Capable), TOW, SUPPLY, HAB+ (WB), ENVIRO, and USCG-certified IMO/SOLAS/MARPOL. — Ken Hocke

Chesapeake Shipbuilding rolls out another tug for Vane Brothers

ort McHenry stands guard at the entrance to Baltimore’s Inner Harbor. It was near here, during the War of 1812, that Francis Scott Key wrote the “Star Spangled Banner.” Baltimore-based Vane Brothers chose to honor the landmark, naming its latest 94'×32'×13'6", 3,000-hp model bow tug

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Frank Basile for Entech Designs LLC, Kenner, La., the tug, like its sisters, has an ABS loadline. Fort McHenry joins Vane’s New York-based Alpha Fleet primarily towing petroleum barges on the East Coast. Vane Brothers senior port Capt. Jim Demske supervises tug construction for

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the company. “Now that we’re 12 tugs into our partnership with Chesapeake Shipbuilding, the vessels have been pretty well refined,” he said. “They are safe, comfortable, efficient, attractive … and the crews love them.” Fort McHenry’s 13-knot speed is provided by twin Caterpillar 3512 Tier 3 engines paired with Twin Disc marine gears with 6:1 reduction ratios, that turn Troost 4-bladed openwheeled propellers. Ship’s service power is delivered by a pair of 99kW gensets powered by John Deere generator-drive engines. A JonRie Series 500 single-drum towing winch is mounted on deck with a JonRie capstan. The tug has an estimated 38-ton bollard pull. Crew comfort ranks high in the Vane list of priorities. The interior living spaces are fitted out with soft-core panels and heavy fire-rated doors to provide a quiet ride. In the wheelhouse, a full suite of

Simrad electronics includes solid state, Halo radars, autopilot, gyro compass/ satellite compass, and multifunction GPS displays and touch-screen displays. Custom installation was by Rhodes Electronics, Houma, La. Just as the new tug was delivered, Conrad Shipbuilding in Orange, Texas, delivered the Double Skin 317,

the last in a series of seven 35,000-bbl. bunker barges built for Vane. It will work out of the port of Philadelphia. Conrad is also building three 80,000bbl. ATBs for Vane. The units are being built concurrently at Conrad’s Morgan City, La., and Orange yards. — Kathy Bergren Smith

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Moose Boats delivers fireboat to Massachusetts n August, the New Bedford (Mass.) Fire Department christened its new fireboat, the Jesse Pacheco, named for Lt. Jesse Pacheco Jr., the last New Bedford firefighter to die in the line of duty in 1993. Built by Moose Boats, Petaluma, Calif., the 38'10"×13'6" catamaran is a near sistership to the Salish Star that was delivered to the Bellingham, Wash., fire department in 2015. The two boats have the same hull and propulsion system, twin 425-hp Cummins QSB6.7L turbo diesels matched up with HamiltonJet HJ292 waterjets through Twin Disc MG-5075SC marine gears. That gives both fireboats a top speed of 35 knots and a cruising speed of 28 knots. The basic difference between the two fireboats is that the Jesse Pacheco has a

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Hale fire pump on one of its two Cummins diesels, while the Salish Star has a Hale pump on both of its diesels. Having only one pump on the Jesse Pacheco allows it to accommodate a generator on the starboard side, said Mark Stott, sales engineer at Moose Boats. The generator furnishes power for reverse-cycle air conditioning that

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provides heat within the cabin, heats the windshield glass and cools the cabin. The Jesse Pacheco has a 2,000-gpm Elkhart fire monitor on top of the wheelhouse and a 500-gpm Elkhart monitor aft of the wheelhouse. The single fire pump, “at the very minimum produces 1,500 gallons per minute,

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astern Shipbuilding Group, Panama City, Fla., has delivered the third in a series of four 5,150-hp Robert Allan-designed Z-Tech 2400-class terminal and escort tugs to Suderman & Young Towing Co. The Oceanus measures 80'×38'3"×15'9" and is powered by twin Caterpillar 3516C, Tier 3 marine propulsion diesel engines, producing 5,150 hp at 1,600 rpm, connected to two Schottel SRP 1215FP Z-drives in nozzles. Ship’s service power comes from two John Deere 4045AFM85, Tier 3 marine diesel generator-drive engines, sparking 99 kW of electrical power each. Eastern is simultaneously constructing an identical series of ZTech tugs for Bay-Houston Towing. — Ashley Herriman Aluminum Marine Consultants, Isle of Wight, United Kingdom, is adding a new catamaran surface effect ship to its portfolio for the offshore wind market. Designed by Espeland & Skomedal Naval Architects, Kristiansand, Norway, the ESNA Tern, the high performance crew transfer vessel will offer turbine access in up to 2.5m (8') significant wave height, with a maximum speed above 40 knots and greatly reduced speed loss in high seas. The area between the vessel’s slender catamaran hulls is enclosed with flexible reinforced rubber in the bow and an inflated rubber bag at the stern. Centrifugal fans pressurize the space, providing an air cushion that lifts up to 80% of the vessel weight. The remaining 20% of weight is supported by side hull buoyancy, which will contribute to higher speeds because the vessel’s frictional resistance will be reduced. — K. Moore The Global Provider, a 126'2"×32'×13' bunker vessel, is currently 80' Z-Tech tug for Suderman & Young. under construction at Jesse Engineering, Tacoma, Wash., for Maxum Petroleum, Seattle. De-

however, you choose to use it,” said Stott. For rescue work an injured person can be brought in over the waterjets guard at the stern. Bow and stern ladders allow “someone to be rescued off the beach,” Stott said. A davit on the stern and rescue basket on top of the wheelhouse can be used to bring an injured person aboard. From there, they can be taken 42

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signed by Elliott Bay Design Group, the new 150,000-gal. self-propelled vessel is expected to enter service in January 2017. The cargo handling system will allow the vessel to move New wind market vessel design. segregated products, lube and fuel oil without cross-contamination. The six pairs of cargo tanks can carry 3,700 bbls. of MGO (marine gas oil) and 24,000 gals. lube oil capacity. Main propulsion will come from Cummins QSK-19M Tier 3 diesels, producing 660 hp each. Twin Disc MGX-5202 reduction gears will drive two fixed pitch propellers. Northern Lights gensets will supply electrical and hydraulic power. — K. Hocke Cenac Marine Services, Houma, La., christened its newest pushboat recently and donated a barge to Terrebonne Parish, La., at the same ceremony. The 72'×30'×8'5" Quincey Cenac was built by Main Iron Works/Intracoastal Iron Works, which Cenac acquired in 2015. It joins Cenac’s fleet of 37 vessels and 69 barges. The donated 50'×25'×4'6" spud barge will be used by the parish to transport equipment required for local levee maintenance. — A. Herriman Two years ago, Morgan City, La.-based Swiftships built a 35'×8' aluminum special operations craft prototype that can be operated by remote control. The remote controlled version of the yard’s Anaconda (AN2) was the first step in developing an autonomous watercraft. The AN-2 is designed to support military operations on inland waters by providing power, speed, greater mobility and ease of deployment. Swiftships is partnering with ICS Nett Inc. (ICS), Fairfax, Va., to continue research and development on the Anaconda. The plan is to transform it into a completely autonomous watercraft equipped with artificial intelligence that will be faster and more maneuverable than its predecessor. Aluminum Marine Consultants

to a full-length patient bench inside the wheelhouse. Since the port of New Bedford is home to a large number of fishing boats, the Jesse Pacheco’s bow-mounted push knee allows the boat to “come up against a larger craft to get people on or off the boat and push a boat out of the way in a fire area,” said Stott. Inside the wheelhouse are two Bentley Mariner shock-mitigating

seats for the boat’s crew. For working in incidents that might involve CBRNE (chemical, biological, radiological, nuclear and explosives) elements, the Jesse Pacheco’s cabin is equipped with a radiation detector, an external air sampling port, and has a self-contained breathing apparatus distribution system that allows the crew to breath air through masks while seated. — M. Crowley

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Muffled Boom Scores of workboats are coming out

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of boatyards across the U.S.

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9/1/16 4:22 PM

By Ken Hocke, Senior Editor

Washington State Ferries

GULF COAST A lot has been written about the depressed oil and gas market in the Gulf of Mexico, but yards that have diversified have found a lot of success. “We work closely with a lot of shipyards, in south Louisiana, and elsewhere,” said Dr. Lothar Birk, associate

Metal Shark

f you look beyond oil service vessels, the newbuild boat market in the U.S. is in good shape. In fact, when you look at the number of boats recently contracted for, underway or just delivered, one could say it’s even booming. Sure, there are yards that have been struggling. In the Gulf, some yards that have been hit hard by the energy depression have gone out of business. Yet, overall, from the coasts to the Great Lakes, shipyards are cranking out workboats in impressive numbers. WorkBoat’s boatbuilding section hasn’t had room to fit them all lately (go to workboat.com for a more complete list). Over the past four months, the number of newbuilds WorkBoat has covered in its pages is north of 70, few of which are boats from the same contract. If you added in all the boats from multivessel contracts the number is much higher. For example, Seattlebased Kvichak Marine Industries and Metal Shark, Jeanerette, La., are both involved in big series build Coast Guard contracts. Metal Shark completes about one Coast Guard response boat-small (RB-S) each week.

Metal Shark took three of its designs (29', 38', 45') to MACC in June.

professor and chair, school of naval architecture and marine engineering at the University of New Orleans. “The ones that tend to be the strongest are those that are diversified, building not only different types of ships but building for the military and commercial customers.” One of the most successful yards over the past several years has been Eastern Shipbuilding Group, Panama City, Fla. Currently, the yard has a diverse orderbook, including the recently delivered 212'7"×59'1", 9,374-hp multipurpose field support vessel Harvey Stone for Harvey Gulf International Marine. Eastern is also completing a contract for four 5,150-hp, Robert Allan-designed Z-Tech tugs for Suderman & Young Towing and an identical four tugs for Bay-Houston Towing. “What has happened over the last 18 months to the U.S. oil and gas and U.S. shipbuilding industries is tragic and it seems to continue spiraling downward,” Steve Berthold, Eastern’s vice president, sales and marketing, wrote in an email. “Diversity is another way of saying ‘survive.’ Eastern has survived in the past and plans to do so in the future.

Third of four Olympic-class ferries under construction at Vigor’s Seattle yard for Washington State Ferries.

www.workboat.com • OCTOBER 2016 • WorkBoat

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“For those of us who have been around for a while, the workboat industry can turn on a dime and U.S. vessel operators can and will mobilize quickly responding to any sudden market upswing,” Berthold continued. “Will the workboat industry market change over the next year? We don’t know the answer to the next industry change, but what we do know is that the entire U.S. shipbuilding industry along with every U.S. vessel operator is working very hard to survive until the next industry upswing.” In recent years, Gulf Island Marine Fabricators, Houma, La., worked hard to make sure it wasn’t overly reliant on the energy industry. Recently, the yard delivered the Chad Pregracke, the third of three 180'×48'×11'6" 9,200-hp towboats for Marquette Transportation, Paducah, Ky. Other newbuild projects Gulf Island is working on include two 250' spud barges for McDonough Marine Service, Metairie, La. “We try to be diverse in our projects,” said the yard’s business development manager, Dan Gaiennie. “You really have to be to survive. We’ve worked hard to reach out to customers looking to build a variety of different boats. We think we have a lot to offer. We’ve gotten some of those contracts and we’re always working to get more.” Over in Jeanerette, La., Metal Shark Aluminum Boats recently delivered its 206th 29' Defiant-class RB-S for the Coast Guard. Meanwhile, at its Franklin, La., yard, workers are constructing the first of four 85'4"×26'3" aluminum ferries for Hornblower Cruises & Events, San Francisco. The new ferries, the first that Metal Shark is building, will operate in New York City. “We developed this production line for small boats years ago, and we’re applying the same approach to the 45

9/1/16 4:28 PM

EAST COAST On the East Coast, workboats from tugs to towboats to fire and rescue to ferries are coming out of shipyards up and down the Atlantic. CT Marine, Edgecomb, Maine, has

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Vane Brothers

bigger boats we build,” said Metal Shark’s Greg Lambrecht, executive vice president. Morgan City, La.-based Swiftships LLC was awarded a $15 million contract recently through the Foreign Military Sales (FMS) program for four 28-meter (91.84') coastal patrol craft production material kits for the Egyptian navy. “We have a different mindset when it comes to Foreign Military Sales,” said Swiftship’s Eric Geibel, vice president, operations and facilities. “We actually open operations there to help them maintain the equipment, instead of just flying someone over when there’s a problem.”

designed a new 50'×24' towboat with a steel hull and polished aluminum deckhouse for North Carolina’s Bald Head Island. The 850-hp, triple-screw towboat Capt. Cooper is being built at Metal Trades Inc., Hollywood, S.C. “We do have some fun stuff going, the North Carolina boat, a 96-foot triple-screw for Cenac [Marine Services] and five 3,840-hp towboats for South America,” said naval architect Christian Townsend, CT Marine’s owner and CEO, “but the towboat market is drying up and we’re diversifying, doing more production engineering.” Chesapeake Shipbuilding, Salisbury, Md., recently delivered the 12th 94'×32'×13'6" Sassafras-class tug to Baltimore’s Vane Brothers Co. Designed by Entech Designs LLC, Kenner, La., the Fort McHenry is powered by two Caterpillar 3512, Tier 3 diesels connected to 4-bladed wheels through Twin Disc 6:1 reduction gears. “Now that we’re 12 tugs into our partnership with Chesapeake Shipbuilding, the vessels have been pretty well refined,” said Vane’s senior port Capt. Jim Demske, who supervises tug construction for the company. “We aren’t fixing what ain’t broken.” Chesapeake also delivered the 170-passenger American Constellation to sister company American Cruise Lines in July. The new boat is scheduled to begin cruises in the spring. Blount Boats, Warren, R.I., delivered the 100'×35', 318-passenger Skyview to Shoreline Sightseeing, Chicago. The steel, Subchapter K passenger vessel will operate as an architectural tour boat in partially pro-

Chesapeake recently delivered the Fort McHenry, the 12th 94'x32'x13'6" Sassafrasclass tug for Vane Brothers.

tected waters. The Skyview is powered by twin Volvo-Penta D13 MH, 400-hp diesels with twin 65-kW John Deerepowered generators and ZF W325 gearboxes with 2.933:1 reduction ratios. The vessel is also equipped with twin 44"-dia., 4-bladed propellers and Kobelt steering. Gladding-Hearn Shipbuilding, Somerset, Mass., has signed a contract with the Mobile (Ala.) Bar Pilots to build a new 53.6'×17.8' Chesapeakeclass pilot boat. The C. Raymond Hunt-designed all-aluminum pilot boat will be powered by twin Caterpillar C-18 diesel engines, each delivering 671 hp at 2,100 rpm. Top speed will be 25 knots. The engines will turn 5-bladed Nibral propellers through Twin Disc MGX-5135A Quickshift gears. Ship’s service power will be the responsibility of a 9-kW Northern Lights EPA Tier 3-compliant genset. WEST COAST Northwest shipyards are also producing a wide range of workboats made mostly of aluminum and steel for various municipalities and commercial and military customers. In the spring, Bremerton, Wash.based Safe Boats International delivered its first 41'×12' coastal interceptor vessel, specifically built for U.S. Customs and Border Protection (CBP), Air and Marine Operations (AMO). It also happened to be Safe’s 2,000th boat delivery. Built for high-speed interdiction, the CIV is powered by four 300-hp

www.workboat.com • OCTOBER 2016 • WorkBoat

9/1/16 4:28 PM

Allemand Industries, Inc. Harvey, LA (504) 340-5581 Servicing: LA Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: FL, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: CT, MA, ME, NH, RI, VT Superior Diesel, Inc. North Charleston, SC (843) 553-8331 Servicing: GA, Eastern KY, NC, SC, Eastern TN Volvo Penta Canada Burnaby, BC (604) 872-7511 Servicing: Western Canada Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: OH, Western PA, VA, WV

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GREAT LAKES YARDS STAY BUSY here may not be as many workboat building yards in the Great Lakes as other regions of the country, but its yards have been making their mark again this year. In August, a keel-laying ceremony was held at Cleveland-based Great Lakes Shipyard for 10 63'x24', 1,700-hp Damen Stan 1907 Ice-class tugs. All 10 tugs will be operated by the yard’s affiliate company, Great Lakes Towing Co., and will replace existing tonnage. Great Lakes, which signed a licensing agreement with Damen Shipyards Group at last year’s International WorkBoat Show, is receiving full construction, design and engineering support from Damen. The new tugs will be the first in the U.S. to be designed and built to

Damen Shipyards Group

The Damen Stan 1907 ICE tug.

comply with the new Coast Guard Subchapter M regulations under ABS classification, Damen said. Fincantieri Bay Shipbuilding (FBS), Sturgeon Bay, Wis., delivered the articulated tugbarge unit (ATB) Barbara Carol Ann Moran and the 110,000-bbl. chemical barge Louisiana to Moran Towing Corp., New Canaan, Conn., in mid-May. The ATB tug, the Keel for a 63'x24' Damen 123'x36'x18' Barbara Carol Ann Stan 1907 ICE tug under construction at Great Lakes Moran, is powered by a pair of Shipyard in Cleveland. EMD 12-710G7C-T3 diesels that produce 2,650 hp each at 800 rpm. The engines turn a pair of HS Marine Propulsion ADV Series 115"x91.22", stainless steel, 5-bladed props through Lufkin RHS2500HG marine gears with 3.963:1 reduction ratios. The design towing speed is 10 knots. The tug has a bollard pull of 53.7 MT. — K. Hocke Damen Shipyards Group

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www.workboat.com • OCTOBER 2016 • WorkBoat

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8/31/16 4:58 PM

Workers move the 50' hull of the towboat Capt. Cooper under construction in South Carolina.

CT Marine

Mercury Verado outboards. The boat has a range of 350 nautical miles at a cruising speed of 36-plus knots. Vigor Industrial, Seattle, is working on the third and fourth new 362'3"×83'2"×18' Olympic-class ferries for Washington State Ferries. The superstructure for the third boat, the Chimacum, which can haul up to 1,500 passengers and 144 cars, is being built at Nichols Brothers Boat Builders, as were the superstructures for the first two Olympic-class ferries — Tokitae and Samish. The Chimacum is scheduled for delivery early next year. Harley Marine Services, Seattle, is building two new tractor tugs at Diversified Marine, Portland, Ore. The new 80'×36'×16'8" tugs are sister vessels to the Michelle Sloan and Lela Franco (named one of WorkBoat’s Significant Boats of 2015), and are intended to enhance Harley’s West Coast fleet presence. Each new vessel will be equipped with a pair of Caterpillar 3516, Tier

3 propulsion engines, for a total of approximately 5,200 hp, and a pair of Caterpillar C7.1, Tier 3 generators. Harley plans to take delivery from Diversified in December of the Earl W. Redd, a 5,350-hp Z-drive tug. The 120'×35' vessel will be the first tug to receive Caterpillar Tier 4 engines, according to Harley. The tug will be outfitted with a pair of Cat 3516Cs, each producing 2,675 hp at 1,600 rpm. The 108'×35' fireboat Protector, built by Foss Maritime Co. at its Foss Seattle Shipyard, was delivered to

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Winches

Wicked Winches New winches have new and improved capabilities.

By Michael Crowley, Correspondent

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few years ago, Markey Machinery unveiled its NexGen controls for its DEPC and DEPCF class-2 hawser winch with render-recovery capabilities. The NexGen’s automatic power-assisted freewheel mode prevents electric motor over-speeding and re-engages the line when the heat drops to an acceptable level. That makes for hands-free operation. It is now offered as standard equipment. New developments haven’t been limited to escort winches. Seattle-based Markey has also been “taking a hard look at traditional towing winches,” said Scott Kreis, the company’s vice president of sales. One of the newer developments is a variable speed electric towing winch with a touch-screen display in the wheelhouse that serves as a back-up

control. There’s still the normal joystick and pushbutton controls, “but the touch screen provides a graphical back-up to those,” said Kreis. The touch-screen display with electric winches also provides you with a drum speed display and a slip alarm indicator. The enhanced touch-screen display on a Markey TESD-34B 100-hp electric double-drum towing winch is being installed on the 120'×35', 5,350-hp Earl W. Redd. The tug, currently underway at Diversified Marine, Portland, Ore., for Harley Marine Services in Seattle, is due for delivery in December. A few other recent features available with a Markey towing winch have been borrowed from the company’s ship-assist winches. One of those is a variation of Markey’s render-recovery technology that allows the winch operator to limit the

JonRie Intertech

Crescent Towing’s new 92', 5,500-hp Mardi Gras was the first tug to be outfitted with a JonRie Intertech Container Master winch. The winch was designed to handle 8,000-TEU containerships that call on the Port of New Orleans.

www.workboat.com • OCTOBER 2016 • WorkBoat

9/1/16 9:07 AM

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amount of line that goes out. The operator can set the winch to operate in render-recovery mode between 1,500' and 1,700', “if conditions need the line pay out a little to attenuate loads,” said Kreis. “If the system reaches either one of those brackets, it will let the operator know.” The render-recovery mode comes in handy when running through high seas “and you are trying to attenuate shock loads that the cantenary can induce,” said Kreis. Render-recovery is also good to have when a vessel is crossing a bar into a river system, where the waters can be unpredictable. “The Markey render-recovery is set up to attenuate those shock loads,”

Kreis said. Foss Maritime’s three new Arcticclass tugs have a couple of systems on them that are unusual for a traditional towing winch, said Kreis. They are standard features for ship assist and escort tugs but not for a towing winch. Each of Foss’s three 100-MT bollard-pull tugs has a TDSD-4OUL double-drum diesel-towing winch with a line tension feedback for the band brakes. Apply the brakes and a reading for the towing tension is displayed at the controls. “It’s something that Foss requested us to look into,” said Kreis. The towing winches have a watercooled slip brake in addition to the

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Winches

HEAVY-DUTY ESCORT JonRie InterTech, Manahawkin, N.J., introduced its new Container Master winch series on the Mardi Gras, a 92'×38'×17', 5,500-hp azimuthing stern drive tug, delivered to Crescent Towing of New Orleans in March by Steiner Shipyard, Bayou La Batre, Ala. “It’s the first tug to have the Container Master series of winches,” said

RESEARCH BARGE MOORING WINCH

JK Fabrication

traditional band brake. The operator sets the brake tension and any load that goes over that mark will result in the winch slipping the wire out until the tension spike is passed. It’s yet another strategy for attenuating spike loads, according to Kreis. In addition, Markey provided a combination electric bow winch and anchor windlass, the WEWD-22, on the Arctic tugs. Markey has also been tweaking its winches for marine research vessels. One of the latest innovations is an oceanographic winch that will go on a boat now being built for a research institute in California. It’s called a traction tensioner spooling rig that pre-tensions oceanographic cables being spooled onto a winch. “It’s a way of very precisely controlling back tension while spooling wire onto an oceanographic winch,” said Kreis. The rig was designed to meet the requirements of the University-National Oceanographic Laboratory System (UNOLS).

different type of winch from Seattle’s JK Fabrication in Seattle is on the research barge Hickson, operated by the Nisqually Indian Tribe’s Department of Natural Resources in Washington state. The barge is outfitted with a pair of galvanized steel JK 2015-RB anchor winches, which are used for mooring the barge. The original order was for two winches, but the Nisqually tribe has ordered two more JK 20-15-RBs. “They want a winch on every corner so they can position it exactly where they want it to be,” said JK Fabrication’s Jim Kreider. “They’ll take up with two winches while paying out with the other two.” The JK 20-15-RBs on the Hickson have a bare-drum line pull of 1,120 lbs. at 67' per minute hauling speed. Each winch holds 450' of 5/8" wire rope made up to 50' of 5/8" chain. The winches have a brake to slow down deployment of 500- or 600-lb. anchors. “But there’s still a dog mechanism so whenever you are anchored up, you have the dog mechanism engaged to take the single-reduction winch drive out of the picture, and the strength of the winch is when it’s resting against this meThe JK winches are used for chanical dog,” said Kreider. mooring on a research barge. — M. Crowley

Brandon Durar, JonRie’s president. The Container Master series was designed with increased braking capability and rope capacity to deal with larger containerships, such as the 8,000-TEU containerships that call at the Port of New Orleans. The new winch series is a heavy-duty design to deal with increased loading due to the increased sail area of today’s containerships, according to JonRie. The tug’s winch holds 550' of 9" plasma line, but as Durar noted, this

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www.workboat.com • OCTOBER 2016 • WorkBoat 7/20/15 9:08 AM

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WB16_Classifieds_October.indd 57

Rev: Apr 09 Previous edition will not be used

www.lakesuperiorcabs.com 121 W. Harney Rd Esko, MN Toll Free: 800-328-1823 Fax: 218-879-4640 Dean Myers LSCABS@aol.com

8/31/16 5:15 PM

PortofCall

Your Source For Employment, Equipment & Services MARINE GEAR & SUPPLIES

TANK BARGE CARGO EQUIPMENT

BARGE PUMPS

BYRON JACKSON CENTRIFUGAL BARGE PUMPS: FOR LIGHT AND MEDIUM PRODUCTS.

IMO ROTARY SCREW ASPHALT PUMPS BYRON JACKSON TURBINE PUMPS

LEISTRITZ ROTARY SCREW BARGE PUMPS: FOR HEAVY PRODUCTS.

SHAMOSH EQUIPMENT CORP.

Authorized Marine Sales Agent BYRON JACKSON - FLOWSERVE LEISTRITZ CORPORATION VOLCANIC HEATER, INC.

BLACKMER ROTARY GEAR PUMPS

LEISTRITZ HORIZONTAL VOLCANIC DECK MOUNTED BARGE HIGH EFFICIENCY PUMPS. HOT OIL HEATERS.

449 Eton Street - Englewood, NJ 07631 PH: 201-871-6898 • FX: 201-871-6895 EM: smshamosh@gmail.com Engineered Equipment since 1979

OUR 110TH YEAR

DUVIC’S PUMPS “Greater Downtown” HARVEY, LA 70059 Box 1237 • 504-341-1654 PH/FX

Now Manufacturing and Installing Fire Retardant Bunk Curtains

We are a Custom Manufacturer of Wheelhouse Tinted Shades & Crew Quarter Blackout Shades

We custom build every shade to fit each window in our facility.

Have you thought about the accomplishment you have made by obtaining a Captain’s License? The many hours of study and time at sea?

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

Download our order form to purchase your shades today.

Contact: Edward Kass III | 504-615-5833 | ekass@solarboatshades.com | www.solarboatshades.com

1-800-584-0242

TANK TENDER

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TANK THETENDER ORIGINAL

PRECISION THE ORIGINAL PRECISION TANK MEASURING SYSTEM! TANK MEASURING SYSTEM! Accurate tank Accurate tank soundings have soundings have TANK TENDER ™ never been easier Accurate tank never been easier when one TANK when one TANK TENDER monitors soundings have upTENDER to ten fuel and monitors up to ten fuel water tanks. never been easier Reliable andnon-water tanks. Reliable nonelectric and easy when one TANK to install. electric and easy to install. ™

TANK TENDER ™

Keel Coolers

TANK 1 TANK 2 TANK 3 TANK 4 PUMP

Push button in and hold, pump slowly. Do not test with deck fill pipe full. Pressure over red line may damage gauge.

TENDER monitors HART SYSTEMS, INC. up to ten fuel and HART SYSTEMS, INC. 253-858-8481 FAX 253-858-8486 www.TheTankTender.com water tanks. TANK 1 TANK 2 TANK 3 TANK 4 PUMP 253-858-8481 FAXReliable 253-858-8486 nonwww.TheTankTender.com electric and easy to install.

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HART SYSTEMS, INC. Gig Harbor, Washington

Push button in and hold, pump slowly. Do not test with deck fill pipe full. Pressure over red line may damage gauge.

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THE WALTER MACHINE CO, INC Tel: 201-656-5654 • Fax: 201-656-0318 www.waltergear.com

HART SYSTEMS, INC. Gig Harbor, Washington

HART SYSTEMS, INC.

www.workboat.com • OCTOBER 2016 • WorkBoat

253-858-8481 FAX 253-858-8486 www.TheTankTender.com WB16_Classifieds_October.indd 58

8/31/16 5:16 PM

To advertise please contact Jeff Powell • 207-842-5573 • jpowell@divcom.com MARINE GEAR & SUPPLIES

INDUSTRIAL PLASMA MACHINES FOR SHIPYARDS Profile Cutting Systems USA

SERVICES A Veteran Owned Business

John E. Zuehlke jz@pcsusa.pro

1-800-757-8250 US: www.pcsmachines.com AU: www.profilecuttingsystems.com

Sometimes, even the rescuers need to be rescued.

From sunrise to sunset, the news and information you need, when you need it. 24/7 access to important industry resources. Become a member today.

Because they watch over us. Because they give so much. Give to the

Coast Guard Foundation To learn more, visit RescueTheRescuers.org

www.workboat.com • OCTOBER 2016 • WorkBoat

WB16_Classifieds_October.indd 59

GILBERT ASSOCIATES, INC. Naval Architects and Marine Engineers 100 Drive, Suite 205,Hingham,MA Braintree, MA02043 02184 350Grossman Lincoln St.,Suite 2501, Tel:(781) 740-8193 | Fax:(781) 740-8197 E-mail:jgilbert@jwgainc.com www.jwgainc.com

2021 Dauphine Street

(800) 823-1324

•

New Orleans, LA 70116

(504) 945-8917

8/31/16 5:16 PM

PortofCall

Your Source For Employment, Equipment & Services SERVICES

We Build the Ship First. A SAMS® Surveyor must: ê Strive to enhance the profession of Marine Surveying.

Production Lofting Detail Design 3D Modeling

ê Maintain and enhance their professional knowledge and expertise.

St. John’s, NL | Vancouver, BC | New Orleans, LA

ê Conduct their business in a professional manner.

709.368.0669 | 504.287.4310 | www.genoadesign.com

ê Maintain independence, integrity, and objectivity. ê Avoid prejudice and conflict of interest. ê Abide by a strict code of ethics and rules of practice.

Classified Advertising Contact:

Jeff Powell (207) 842-5573 • jpowell@divcom.com

MARINE GEAR

TRAINING

Maritime TOAR Assessments N

Become a Certified and Accredited Marine Surveyor

Fishing Vessel Qualified. Complete course and examination for all vessel types and uses. 1-800-245-4425 or navsurvey.com

WB16_Classifieds_October.indd 60

Providing Mariners with Solutions for USCG TOAR Requirements

www.maritimetoarassessments.com

www.workboat.com • OCTOBER 2016 • WorkBoat

8/31/16 5:16 PM

To advertise please contact Jeff Powell • 207-842-5573 • jpowell@divcom.com SERVICES

TRAINING

USCG License Software Affordable–Merchant Marine Exam Training

http://hawsepipe.net Freelance Software, 39 Peckham Place, Bristol RI 02809

401-556-1955 sales@hawsepipe.net

Coast Guard & State Pilotage License Insurance Available Coverages; Legal Defense for CG, NTSB and State Pilot Hearings; Federal and State Civil Actions Reimbursement for Loss of Wages Group Coverage Also Available R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com

BAYFRONT MARINE, INC. WORLDWIDE VESSEL DELIVERY SERVICE EXPERIENCED PROFESSIONALS Licensed Masters, Engineers and Crews Call Mel or Diane Longo (904) 824-8970 www.bayfrontmarineinc.com

TRAINING

www.workboat.com • OCTOBER 2016 • WorkBoat

WB16_Classifieds_October.indd 61

8/31/16 5:16 PM

PortofCall

Your Source For Employment, Equipment & Services EMPLOYMENT

SERVICES

BioBlend Renewable Resources is seeking unique partnerships for lubricant distribution expansion. As an experienced manufacturer, with proven technology and products, we are poised for additional growth. The bio-lube market is growing rapidly, and projected to grow even faster over the next 10-20 years. BioBlend has proven products with performance advantages; both in-field and from an environmental perspective. BioBlend technologies allow customers to meet and exceed performance expectations while supporting renewability and sustainability objectives.

Interested parties should contact: Jim Pezoldt jim.pezoldt@bioblend.com (W) 406-586-9150 (M) 406-321-2483

Classified Advertising Contact:

Jeff Powell (207) 842-5573 • jpowell@divcom.com 62

WB16_Classifieds_October.indd 62

www.workboat.com • OCTOBER 2016 • WorkBoat

9/6/16 3:12 PM

To advertise please contact Jeff Powell • 207-842-5573 • jpowell@divcom.com TRAINING

ADVERTISERS INDEX Advertiser

Mari2me Ins2tute of Technology

850-387-1829

925 Cherry Street

Panama City, FL 32401

www.mitnavschool.com

facebook.com/mitnavschool

USCG Approved Courses Basic First Aid, CPR & AED

Leadership & Managerial Skills

STCW (Basic Safety Training)

Radar Renewal

Able Seaman / Lifeboatman Limited

Exam Prep (500 / 1600 / 3rd Mate)

100 Ton Master (Upgrade)

T O A R (Towing Operator Assessment Record)

200 Ton Master (Upgrade)

Visual Communications (Flashing Lights)

Celestial Navigation

OUPV (Operator of Uninspected Passenger Vehicles)

LAND LEASE OR BUILD TO SUITE • TOTAL LAND AREA: 71.27 acres COULD BE UTILIZED AS A SHIPYARD, TANK FARM, LAYDOWN STORAGE AREA OR TO LOAD/UNLOAD BULK MATERIALS ONTO BARGES.

· Graving Dock 525’ x 150’ X 20’ total capacity of 60,000 tons · Two tilt-beam platforms that can handle ships as large as 660 feet · Zoning I-1 · 12’ draft Barge Channel · Approx. 7 miles from East/West intercostal waterway · No pilings required for new structures as Geo technical shows excellent soil · New Rail spur access on property (CSX Railroad runs east/west. Mississippi Export Railroad (from Pascagoula) and Kansas City Southern Railway (from Gulfport) both connect to the Canadian National Railroad system north/south traffic.

CONTACT: LEE PARRISH 228-304-0117 CELL • 228-467-4471 OFFICE LP@GULFBASINPRC.COM www.workboat.com • OCTOBER 2016 • WorkBoat

WB16_Classifieds_October.indd 63

Page

Ahead Sanitation Systems Inc . . . . . . . . . . . . . 20 Baier Universal Motion Components "UMC" . . 28 Bloom Incorporated . . . . . . . . . . . . . . . . . . . . . 32 Bocatech Inc . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Bostrom, H.O. Co Inc . . . . . . . . . . . . . . . . . . . . . 6 Breaux Bay Craft Inc . . . . . . . . . . . . . . . . . . . . 38 Brunswick Commercial & Gov't Products . . . . . 15 Coastal Marine Equipment . . . . . . . . . . . . . . . 46 CPV MANUFACTURING . . . . . . . . . . . . . . . . . 17 Duramax Marine LLC . . . . . . . . . . . . . . . . . CV3 Eastern Shipbuilding Group . . . . . . . . . . . . . . . 41 Elite Diesel Service . . . . . . . . . . . . . . . . . . . . . 40 Environmental Marine . . . . . . . . . . . . . . . . . . . 56 ExxonMobil Marine Fuels & Lubricants . . . . . . . 5 FCI Watermakers Inc . . . . . . . . . . . . . . . . . . . . 53 FLIR Systems . . . . . . . . . . . . . . . . . . . . . . . . . 35 Force Control Industries Inc . . . . . . . . . . . . . . . 48 Fremont Maritime Services . . . . . . . . . . . . . . . . 4 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Gladding-Hearn Shipbuilding . . . . . . . . . . . . . . 18 Great American Insurance Group . . . . . . . . . . 31 Hamilton Marine Inc . . . . . . . . . . . . . . . . . . . . . . 2 Harken Inc . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Harris Electric Inc . . . . . . . . . . . . . . . . . . . . . . 34 Hougen Mfg., Inc. . . . . . . . . . . . . . . . . . . . . . . 56 Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Imtra Corp . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 International WorkBoat Show . . . . . . . . . . . . . 55 Interstate Power Systems . . . . . . . . . . . . . . . . 40 Jensen Maritime Consultants Inc . . . . . . . . . . 19 Karl Senner, LLC . . . . . . . . . . . . . . . . . . . . . CV4 Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . 11 MAN Engines & Components Inc . . . . . . . . . . 49 Marine Machining & Mfg . . . . . . . . . . . . . . . . . 20 Marine Travelift Inc . . . . . . . . . . . . . . . . . . . . . . 27 Mast Products/E-LED Lighting Inc . . . . . . . . . . 38 McDermott Light & Signal . . . . . . . . . . . . . . . . 33 Metal Shark Aluminum Boats . . . . . . . . . . . CV2 Metals USA - Plates & Shapes . . . . . . . . . . . . 26 Mitsubishi Turbocharger and Engine America, Inc . . . . . . . . . . . . . . . . . 22 Modutech Marine Inc . . . . . . . . . . . . . . . . . . . . 50 Motor-Services Hugo Stamp Inc . . . . . . . . . . . 43 MTU America Inc. . . . . . . . . . . . . . . . . . . . . . . . 3 Nabrico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Nautican . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Northern Lights . . . . . . . . . . . . . . . . . . . . . . . . 29 Pacific Marine Expo . . . . . . . . . . . . . . . . . . . . . 51 Palfinger Marine GmbH . . . . . . . . . . . . . . . . . . 25 Power Panels, LLC . . . . . . . . . . . . . . . . . . . . . 28 Reliant Recycling . . . . . . . . . . . . . . . . . . . . . . . 37 RIBCRAFT USA . . . . . . . . . . . . . . . . . . . . . . . 56 R M Young Company . . . . . . . . . . . . . . . . . . . . 48 R W Fernstrum & Company . . . . . . . . . . . . . . . 10 Thermal Structures . . . . . . . . . . . . . . . . . . . . . 18 TMS - LevelCom . . . . . . . . . . . . . . . . . . . . . . . 26 Travelers Insurance Inc . . . . . . . . . . . . . . . . . . 13 Vigor Industrial . . . . . . . . . . . . . . . . . . . . . . . . 21 Volvo Penta . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Walker Engineering Enterprises . . . . . . . . . . . . 9 Washburn & Doughty Associates Inc . . . . . . . 34 Washington Chain & Supply Inc . . . . . . . . . . . 50 WorkBoat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 WorkBoat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Yanmar America . . . . . . . . . . . . . . . . . . . . . . . 39

9/9/16 10:41 AM

LOOKS BACK OCTOBER 1976

• Queen Craft, Panama City, Fla., has delivered the first of four 101'×24'×5' aluminum crewboats to Marine Transportation Services, Panama City. The 90-passenger Jannie D is powered by a pair of Detroit Diesel 12V engines that gives the vessel a top speed of 27 mph. • A waterway user tax has been defeated in the U.S. Senate by a 71-17

vote. The amendment from Sen. James Buckley, R-N.Y., called for a 4-centsper-gallon tax on fuel used “by commercial vessels on the inland waterways of the United States.” Harry Cook, executive vice president of the National Waterways Conference, said he did not think the vote was a true representation of the position of the Senate. Some senators who voted no “felt a user tax has merit,” he said. “It was a OCTOBER 1986 leadership vote

with both majority and minority members of the Senate Finance Committee generally resisting the effort, as well as most other efforts, to amend the committee’s bill. A few of those opposing the Buckley amendment are known to favor user charges.”

• Halter Marine, New Orleans, is • St. Philip Towing and Transporbuilding two 100'×34' car/passenger tation has sold its oceangoing tug and ferries for the state of Texas. Each dou- barge fleet to Teco Transport Trade ble-ended ferry will have a propeller on Corp. to concentrate on harbor opeach end and a single pilothouse with erations, the company said. St. Philip dual controls fore and aft. Designed by recently added the harbor tugs Tampa Schuller & Allan, Houston, each vesand Thomas. sel will be powered by a pair of 300-hp engines at 1,800 rpm. The engines will turn 58" props through Twin Disc MG14 gears with 5.16:1 reduction OCTOBER 1996 ratios. • Single-hull tank barges have come under renewed government scrutiny after successive oil spills in the Galveston Bay, Texas, area earlier this year. In a letter to all tank barge operators, U.S. Coast Guard Rear Adm. James C. Card put the industry on notice that modifications to existing regulations may become necessary after significant spills involving two barges, each of which 64

WB_LooksBack_LINO.indd 64

experienced a “major structural failure.” The back-to-back spills in March and May, one in Galveston Bay and the other in the Houston Ship Channel, involved tank barges owned by Buffalo Marine Service Inc., Houston. The two incidents prompted Texas General Land Office Commissioner Gary Mauro to push for more unannounced drills. One such drill has already been conducted. www.workboat.com • OCTOBER 2016 • WorkBoat

9/6/16 9:03 AM

Hull of a Breakthrough in Cooling Technology. Angled TurboTunnel HeAder design Increased convergent header pressure “jets” turbulent sea water between the upper and lower tube decks.

Turbulizer spAcers Unique shape spacers create vortex effect to “turbulize” the sea water to increase cooling efficiency (Von Karman effect).

Flow diverTer scoops Diversion of sea water disrupts the laminar flow and allows stagnant high temperature areas to be cooled.

PATENTS PENDING

oTHer engineered durAmAx HeAT excHAngers ®

Single-Stacked DuraCooler®

DuraCooler® SuprStak™ is an engineered, double-stacked,

Updated version adds flow diverters that greatly enhance cooling efficiency over previous design.

hull mounted cooler that “jets” turbulent seawater in a tunnel-like configuration between its top tubes and lower tube assemblies. Design innovations were made to optimize turbulence and greatly

Demountable Keel Cooler

increase flow velocity of seawater over the cooler by using state of

Replaceable copper-nickel spiral tubes cut maintenance costs and allows for easy upgrades.

the art Computational Fluid Dynamic (CFD) modeling techniques. Tested and validated in a full scale water tunnel.

Duramax® Box Cooler

DuraCooler® SuprStak™ is the high-performance answer to meet

Gives in-hull protection against underwater hazards and allows for large cooling capacity.

ever increasing cooling requirements using half the hull space.

Duramax® Plate Heat Exchanger

It is available in a one-piece braised or two-piece modular design

In-hull system can be easily expanded to re-power or cool multiple heat sources.

for easier handling.

www.DuramaxMarine.com Duramax Marine® is an ISO 9001:2008 Certified Company

Products And Knowledge You Trust

Duramax_suprstak_workboat8.125x10.875.indd 1 WB_CVRS.indd 3

p: 440.834.5400 f: 800.497.9283

10/5/15 5:04 3:21 PM PM 8/31/16

PROPELLING

EXCELLENCE

“Karl Senner has always been there for us with OEM parts in stock and well trained technicians available. It’s very important for the Steamship Authority to maintain reliable schedules for the islands we serve.” Stephen Clifford, Port Engineer Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority

Karl Senner, LLC would like to congratulate The Steamship Authority on the delivery of the M/V Woods Hole built at Conrad Shipyard. We are proud to equip The Steamship Authority with reliable products and dependent service for their fleet of vessels.

Karl Senner, LLC proudly represents:

WWW.KARLSENNER.COM (504)469-4000 WB_CVRS.indd 4

8/31/16 5:05 PM